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®
MaxxForce 11 and 13 Engine
0000001741
Navistar, Inc.
Revision 8
April 2014
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DIAGNOSTIC MANUAL I
TABLE OF CONTENTS
Foreword. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1
Service Diagnosis . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2
Safety Information. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3
Engine Systems. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5
Terminology. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .939
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DIAGNOSTIC MANUAL 3
This manual provides general and specific • Wear sleeved heat protective gloves.
maintenance procedures essential for reliable engine • Do not wear rings, watches or other jewelry.
operation and your safety. Since many variations in
procedures, tools, and service parts are involved, • Restrain long hair.
advice for all possible safety conditions and hazards Vehicle
cannot be stated.
• Make sure the vehicle is in neutral, the parking
Read safety instructions before doing any service and brake is set, and the wheels are blocked before
test procedures for the engine or vehicle. See related servicing engine.
application manuals for more information.
• Clear the area before starting the engine.
Disregard for Safety Instructions, Warnings, Cautions,
and Notes in this manual can lead to injury, death or Engine
damage to the engine or vehicle. • The engine should be operated or serviced only
by qualified individuals.
Safety Terminology
• Provide necessary ventilation when operating
Three terms are used to stress your safety and safe engine in a closed area.
operation of the engine: Warning, Caution, and Note.
• Keep combustible material away from engine
Warning: A warning describes actions necessary to exhaust system and exhaust manifolds.
prevent or eliminate conditions, hazards, and unsafe
practices that can cause personal injury or death. • Install all shields, guards, and access covers
before operating engine.
Caution: A caution describes actions necessary
to prevent or eliminate conditions that can cause • Do not run engine with unprotected air inlets or
damage to the engine or vehicle. exhaust openings. If unavoidable for service
reasons, put protective screens over all openings
Note: A note describes actions necessary for correct, before servicing engine.
efficient engine operation.
• Shut engine off and relieve all pressure in the
Safety Instructions system before removing panels, housing covers,
and caps.
Work Area
• If an engine is not safe to operate, tag the engine
• Keep work area clean, dry, and organized. and ignition key.
• Keep tools and parts off the floor. Fire Prevention
• Make sure the work area is ventilated and well lit. • Make sure charged fire extinguishers are in the
• Make sure a First Aid Kit is available. work area.
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1 ENGINE SYSTEMS 5
Table of Contents
Engine Identification. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7
Engine Serial Number. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7
Engine Emission Label . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7
Engine Accessory Labels and Identification Plates. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8
Engine Specifications. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8
Heavy Duty On Board Diagnostics (HD-OBD). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .10
Engine Description. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .10
Optional Equipment. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .11
Chassis Mounted Equipment. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .11
Engine Component Locations. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .12
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Engine Specifications
®
MaxxForce 11 and 13 Diesel Engines
Engine Configuration 4 stroke, inline six cylinder diesel
Advertised brake horsepower @ rpm
®
• MaxxForce 11 See EPA exhaust emission label
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• MaxxForce 13 See EPA exhaust emission label
Peak torque @ rpm
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• MaxxForce 11 See EPA exhaust emission label
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• MaxxForce 13 See EPA exhaust emission label
Displacement
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• MaxxForce 11 10.5 L (641 in³)
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• MaxxForce 13 12.4 L (758 in³)
Compression ratio
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• MaxxForce 11 16.5:1
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• MaxxForce 13 17.0:1
Stroke
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• MaxxForce 11 155 mm (6.10 in)
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• MaxxForce 13 166 mm (6.54 in)
Bore (sleeve diameter)
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• MaxxForce 11 120 mm (4.72 in)
®
• MaxxForce 13 126 mm (4.96 in)
Total engine weight (dry weight without trim or accessories)
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1 ENGINE SYSTEMS 9
®
• MaxxForce 11 1087 kgs (2392 lbs)
®
• MaxxForce 13 1087 kgs (2392 lbs)
Firing order 1-5-3-6-2-4
Engine rotation direction (facing flywheel) Counterclockwise
Aspiration Dual turbocharged and charge air cooled
Combustion system Direct injection turbocharged
Fuel system High pressure common rail
Lube system capacity (including filter) 40 L (42 qts)
®
• MaxxForce 11
®
• MaxxForce 13
Lube system capacity (overhaul only, with filter) 44 L (46 qts)
®
• MaxxForce 11
®
• MaxxForce 13
Engine oil pressure at operating temperature with SAE 15W-40 oil
• Low idle 69 kPa (10 psi) min.
• High idle 276 - 483 kPa (40 - 70 psi)
Idle speed (no load) 600 rpm, nominal
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Heavy Duty On Board Diagnostics (HD-OBD) The overhead camshaft is supported by seven
bearings in the cylinder head. The camshaft gear
The EPA has added new regulations for 2010 to
is driven from the rear of the engine. The overhead
reduce heavy duty vehicle emissions. The HD-OBD
valve train includes roller rocker arms and dual
system is designed specifically for electronically
valves that open, using a valve bridge. For 2010,
controlled heavy duty engines. The key goal for
the camshaft has been redesigned to incorporate
HD-OBD regulation is to keep engine emissions in
six additional lobes. These new lobes are used
specification for as long as a given vehicle is in use.
with the engine brake housings for operation of the
®
HD-OBD is legislated to be implemented in three MaxxForce Engine Brake.
phases: ®
The MaxxForce 11 engines use aluminum pistons,
®
• 2010: First engine for each Original Equipment and the MaxxForce 13 engines use one piece steel
Manufacture (OEM) becomes fully certified. pistons. All pistons use an offset piston axis and
centered combustion bowls. Crown markings show
• The lead engine is determined by a legislated
correct piston orientation in the crankcase.
equation based on projected sales volume &
useful life of the engine. The one-piece crankcase uses replaceable wet
cylinder liners that are sealed by dual crevice seals.
• For Navistar®, this is the EPA 2010
®
MaxxForce 13 engine. The crankshaft has seven main bearings with fore
and aft thrust controlled at the sixth bearing. One
• 2013: One engine in each engine family becomes
fractured cap connecting rod is attached at each
fully certified.
crankshaft journal. The piston pin moves freely inside
• This will be the largest step of the three the connecting rod and piston. Piston pin retaining
phases. rings secure the piston pin in the piston. The rear oil
seal carrier is part of the flywheel housing.
• 2016: All engines must be fully HD-OBD certified.
A gerotor lube oil pump is mounted behind the front
The HD-OBD system continuously monitors for proper
cover and is driven by the crankshaft. Pressurized
engine operation, and will alert the vehicle operator to
oil is supplied to various engine components. All
emission-related faults using the Malfunction Indicator ®
MaxxForce 11 and 13 engines also use an engine
Lamp (MIL).
oil cooler and a cartridge-style engine oil filter, which
The MIL is installed in the Electronic Instrument are located in the engine lube oil module.
Cluster. When a detected emissions fault occurs,
The low pressure fuel pump draws fuel from the
the MIL will be illuminated. Diagnostic information is
fuel tank(s) through a chassis mounted filter/water
also stored in the ECM, and may be accessed by the
separator. The low pressure fuel pump provides fuel
technician for diagnosis and repair of the malfunction.
for the engine mounted fuel module. Conditioned low
Diagnostic information is accessed by connecting the
pressure fuel is supplied from the engine mounted
Electronic Service Tool (EST) to the in-cab Diagnostic
fuel module to the high pressure fuel pump, inlet air
Connector.
heater fuel solenoid, and the Downstream Injection
(DSI) unit.
Engine Description The high pressure fuel system is a direct fuel injected
® common-rail system. The common-rail includes a
The MaxxForce 11 and 13 diesel engines are
high pressure fuel pump, two fuel rail supply lines,
designed for increased durability, reliability, and ease
fuel rail, six fuel injectors, and pressure relief valve.
of maintenance.
The fuel injectors are installed in the cylinder head
The cylinder head has four valves per cylinder for
under the valve cover and are electronically actuated
increased airflow. The overhead valve train includes
by the ECM.
rocker arms and valve bridges to operate the four
®
valves. The fuel injector is centrally located between MaxxForce 11 and 13 engines use a dual stage,
the four valves, directing fuel over the piston for fixed geometry turbocharger assembly. Each stage
improved performance and reduced emissions. includes a pneumatically operated wastegate, and
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1 ENGINE SYSTEMS 11
Charge Air Cooler (CAC). The Low Pressure Charge Chassis Mounted Equipment
Air Cooler (LPCAC) is mounted on the lower right
• The chassis mounted fuel filter/water separator
side of the engine, and uses the engine cooling
removes a majority of the water and foreign
system to regulate charge air temperatures. The High
particles that may enter the fuel system from the
Pressure Charge Air Cooler (HPCAC) is mounted in
supply tank(s). This filter works with the engine
front of the engine cooling package. The HPCAC is
mounted fuel module to eliminate foreign matter
an air-to-air type cooler, and requires no connections
and moisture from the fuel before entering the
to the engine's cooling system.
fuel injection system.
The Exhaust Gas Recirculation (EGR) system
• The Low Temperature Radiator (LTR) regulates
circulates cooled exhaust into the stream in the air
the temperature of the LPCAC and the low
inlet duct. The dual stage EGR cooler provides
temperature stage of the EGR cooler. The LTR is
regulated cooling of the EGR gases before entering
mounted in front of the radiator cooling package,
the air intake duct. This cools the combustion process,
and requires connections to the engine cooling
and reduces Nitrogen Oxides (NOX) emissions.
system.
The open crankcase breather system uses a
• The HPCAC lowers the temperature of the after
Centrifugal Crankcase Oil Separator (CCOS) to
the air is compressed by the turbochargers and
return oil mist to the crankcase, and vent the cleaned
has no connections to the engine cooling system.
crankcase gasses to the atmosphere. The CCOS is
The HPCAC is an air-to-air cooler. The HPCAC is
part of the oil module. The breather system has been
mounted in front of the radiator cooling package.
redesigned, and uses no crankcase breather filter
or external piping. Blowby gases enter the CCOS • The Diesel Oxidation Catalyst (DOC) oxidizes
directly through the side of the crankcase. hydrocarbons and carbon monoxide, provides
heat for exhaust system warm-up, aids in
The inlet air heater system warms the incoming air
temperature management for the Diesel
supply prior to and during cranking.
Particulate Filter (DPF), and oxidizes NO into
® ®
The MaxxForce Engine Brake by Jacobs is optional NO2 for passive DPF regeneration. The DOC
®
for both MaxxForce 11 and 13 engine displacements. is monitored by the ECM using one Diesel
The engine brake is a compression release system Oxidation Catalyst Inlet Temperature (DOCIT)
that provides additional vehicle braking performance. sensor positioned at the DOC inlet, and one
The operator can control the engine brake for different Diesel Oxidation Catalyst Outlet Temperature
operating conditions. (DOCOT) sensor positioned at the DOC outlet.
• The DPF temporarily stores carbon-based
particulates, oxidizes stored particulates, stores
Optional Equipment
non-combustible ash, and provides required
Optional cold climate features available are an oil pan exhaust back pressure for proper engine
heater and a coolant heater. Both heaters use an performance. The DPF is monitored by the
electric element to warm engine fluids in cold weather. ECM using one Diesel Particulate Filter Outlet
Temperature (DPFOT) sensor located at the
The oil pan heater warms engine oil to ensure
outlet of the DPF, and one Diesel Particulate Filter
optimum oil flow to engine components.
Differential Pressure (DPFDP) sensor located on
The coolant heater warms the engine coolant or near the DPF.
surrounding the cylinders. Warmed engine coolant
increases fuel economy and aids start-up in cold
weather.
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Turbochargers
Figure 8 High and low pressure turbocharger components – inner and outer views
1. HP turbocharger compressor 5. HP turbocharger wastegate 10. LP turbocharger compressor
inlet actuator outlet
2. HP turbocharger turbine inlet 6. LP turbocharger 11. LP turbocharger compressor
3. LP turbocharger wastegate 7. LP turbocharger turbine outlet inlet
actuator 8. Oil supply line 12. HP turbocharger compressor
4. HP turbocharger 9. Oil return line outlet
®
MaxxForce 11 and 13 engines are equipped with Exhaust gas flow: The HP turbocharger is
a pneumatically regulated two-stage turbocharging connected directly to the exhaust manifold through
system. The HP and LP turbochargers are installed the HP turbine inlet. Exhaust gases exit the HP
parallel on the right side of the engine. turbine outlet and are directed to the LP turbine inlet.
The HP and LP turbochargers are equipped with
Intake air flow: Filtered air enters the LP compressor,
wastegates, which are controlled by two pneumatic
where it is compressed and directed to the LPCAC.
actuators. Individual wastegates are used to regulate
Cooled LP air then enters the HP compressor, where
boost by controlling the amount of exhaust gases that
it is further compressed and directed into the HPCAC.
bypass the turbine of each turbocharger. When boost
Compressed air then goes through the ETV and the
demand is low, both wastegates are opened, allowing
intake throttle duct. This system provides high charge
part of the exhaust gas flow to bypass the HP and LP
air pressure to improve engine performance and to
turbines.
help reduce emissions.
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Control system signals associated with the HP and LP control port, the EBPV control port, and the TC1TOP
turbochargers have been renamed for 2010. port. Although these components are integral to
the ACV, each circuit is controlled by the ECM. The
All signals related to the LP turbocharger are
ACV controls compressed air for each control valve.
designated as Turbocharger 1 (TC1) signals, and are
The air supply port is connected to the vehicle's air
identified below:
system.
• Turbocharger 1 Wastegate Control (TC1WC)
The ECM provides a Pulse Width Modulate (PWM)
• Turbocharger 1 Turbine Outlet Pressure signal for operation of both wastegate control valves.
(TC1TOP) With no PWM signal, the control valves are open, and
vehicle air is supplied to the wastegate actuators. The
All signals associated with the HP turbocharger
air supplied will maintain both wastegates in the open
are designated as Turbocharger 2 (TC2), and are
position.
identified below:
When an increase in the charge air pressure is
• Turbocharger 2 Wastegate Control (TC2WC)
required, the ECM supplies PWM voltage to close
• Turbocharger 2 Compressor Inlet Pressure both control valves. Reduced air pressure is routed
(TC2CIP) from the closed air control valves to the wastegate
actuators causing the wastegate to close and vent
air pressure. This results in increased charge air
Air Control Valve (ACV)
pressures. The limit values of the PWM signals are
between approximately 9%, corresponding to a fully
opened air control valve, and 100% corresponding to
a closed air control valve.
The TC1TOP sensor and EBPV control valve are in
the ACV. The EBPV control valve is also operated
by the ECM using PWM, and the TC1TOP sensor
is monitored by the ECM. The EBPV control valve
operates the EBPV actuator.
Boost Control
Wastegate control valves, in the ACV, provide for
operation of a pneumatic wastegate actuator for
each turbocharger. Boost is controlled for each
turbocharger independently, by signals sent from the
ECM to the ACV. In normal operation the wastegates
are actuated by the ACV using vehicle compressed
air, regulated to 296 kPa (43 psi). Positioning of the
wastegates by the ACV is based on boost pressure
and temperature signals monitored by the ECM.
Figure 9 Air Control Valve (ACV) connections
Because of the ability to generate very high charge
1. Electrical connector air pressure levels and to avoid Charge Air Cooler
2. LP turbocharger wastegate control port (CAC) overloading, the wastegate actuator for each
3. Vehicle air supply port turbocharger is also spring loaded. When boost levels
4. EBPV control port increase above specification, boost pressure alone
5. TC1TOP sensor port will open the wastegates, and the exhaust gases will
6. HP turbocharger wastegate control port bypass the turbochargers. Exhaust back pressure is
constantly monitored by the ECM using TC1TOP. The
The ACV assembly contains the LP turbocharger TC1TOP sensor is part of the ACV, and is connected
wastegate control port, HP turbocharger wastegate to the exhaust system by a steel line.
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Low Pressure Charge Air Cooler (LPCAC) used for evaluation of on-board diagnostics to ensure
proper functionality of the charge air cooling system.
The LPCAC is installed between the HP and LP
turbochargers, and is mounted to the lower right side This temperature sensor is a thermistor and has
of the engine. The LPCAC air inlet is connected to two connections to the ECM. A thermistor varies
the low pressure turbocharger compressor outlet, resistance as temperature changes. When interfaced
and uses engine coolant to regulate the LP charge to the ECM circuitry, a change in sensor resistance
air temperature. The LPCAC air outlet is connected results in a voltage change internal to the ECM.
to the compressor inlet of the HP turbocharger. A transfer function contained in the ECM software
translates the measured voltage to a temperature
value.
High Pressure Charge Air Cooler (HPCAC)
The ECM continuously monitors the voltage resulting
The HPCAC is installed between the HP turbocharger from the thermistor’s changing resistance. High and
and the intake throttle duct. The HPCAC air inlet low diagnostic voltage thresholds are evaluated to
is connected to the HP compressor outlet, and uses ensure that the output voltage is within a valid range.
ambient airflow entering the front of the vehicle to
reduce the charge air temperature. The HPCAC air
outlet is connected directly to the intake throttle duct. Low Pressure Boost Pressure (LPBP) and Low
Pressure Boost Temperature (LPBT) Sensors
This is a combination pressure and temperature
High Pressure Boost Pressure (HPBP) Sensor
sensor.
This sensor monitors the pressure of the charge air
This sensor is a dual function sensor that detects
entering the duct. The primary function of the sensor
pressure and temperature of the charge air entering
is to provide information used to ensure proper boost
the HP compressor. It is installed in the piping
control. It is also used as part of EGR control.
between the LP compressor outlet and the HP
Pressure sensor works by providing an analog voltage compressor inlet. This sensor is used for evaluation
output to the ECM which is proportional to pressure by on-board diagnostics to ensure proper functionality
being applied to an internal diaphragm in the sensor. of the charge air cooling system.
The sensor is connected to the control module
This sensor consists of a thermistor which varies
through the Reference Voltage (VREF), signal, and
resistance as temperature changes. When interfaced
signal ground wires. A transfer function contained
to the ECM circuitry, a change in sensor resistance
in the ECM software converts the analog voltage
results in a voltage change internal to the ECM. An
to a pressure value which is then used by software
internal diaphragm which deflects due to pressure
strategies requiring the pressure information.
changes results in an analog voltage output to the
The ECM continuously monitors the pressure sensor ECM which is proportional to the pressure. Transfer
output voltage for determination of charge air functions contained in the ECM software translate the
pressure. High and low diagnostic voltage thresholds measured voltages into a temperature and a pressure
are evaluated to ensure that output voltage is within value.
a valid range.
The ECM continuously monitors the voltages resulting
from changes in both the temperature and pressure.
High and low diagnostic voltage thresholds are
High Pressure Boost Temperature (HPBT) Sensor
evaluated to ensure that the output voltage is within
This sensor monitors the temperature of the charge a valid range.
air entering the duct. The temperature measured is an
input to the engine coolant control strategy. It also is
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EGR System Overview monitors and provides an EGRV position signal to the
ECM.
The EGR system reduces NOX engine emissions by
introducing inert cooled exhaust gas into the air inlet The O2S is installed in the exhaust, in front of the
duct. NOX forms during a reaction between nitrogen aftertreatment fuel injector. The O2S has a heater
and oxygen at high temperatures during combustion. element that heats the sensor to its normal operating
temperature of 780 °C (1436 °F). During initial engine
The ECM monitors signals from the CACOT sensor,
warm-up, the O2S heater element is activated only
Oxygen sensor (O2S), Engine Coolant Temperature
after the engine coolant reaches 40 °C (104 °F) and
1 (ECT1) sensor, EGRT sensor to control the EGR
the exhaust gas temperature DOCIT sensor exceeds
system.
100 °C (212 °F) for more than 30 seconds.
EGR is switched off (EGRV closed) if any of the
following conditions are present: EGRV Control
• Engine coolant temperature less than 10 °C (50
°F) will close the EGR valve
• Intake manifold temperatures less than 7 °C (45
°F) will close the EGR valve
• During engine brake operation
EGR Flow
Exhaust gas from the exhaust manifold flows through
the EGR inlet tubes to the EGRV. When EGR function
is activated, the EGRV opens and allows exhaust gas
to enter the EGR cooler. Cooled exhaust gas flows
from the front of the EGR cooler, through the EGR Figure 11 EGRV position control
outlet tubes, and into the intake throttle duct where it 1. EGR position monitored by ECM
is mixed with filtered air. 2. ECM
3. ECM commands EGR to desired position
EGR System Control 4. EGRV to desired position
The EGR system consists of the EGRV, ETV, and 5. EGRV
O2S. The EGRV contains a PWM controlled valve and 6. EGRV position matches ECM command
Exhaust Gas Recirculation Position (EGRP) sensor. 7. EGR position sent to ECM
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The AFT system, part of the larger exhaust system, • May cancel regeneration in the event of catalyst
processes engine exhaust to meet emission or sensor failure
requirements. The AFT system traps particulate
• Monitors the level of soot accumulation in the DPF
matter (soot) and prevents it from leaving the tailpipe.
• AFT control system initiates regeneration
The AFT system performs the following functions:
automatically when DPF is full with soot and
• Monitors exhaust gas temperatures DOC in, control engine operating parameters to increase
DOC out, and DPF out temperature and delta temperature to have successful regeneration
pressure across the DPF. It controls engine
• Maintains vehicle and engine performance during
operating parameters for emission control and
regeneration
failure recognition
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Diesel Particulate Filter (DPF) • Provides heat for exhaust system warm-up
The DPF does the following: • Aids in system temperature management for the
DPF
• Captures and temporarily stores carbon-based
particulates in a filter
• Allows for oxidation (regeneration) of stored Aftertreatment (AFT) System Conditions and
particulates once loading gets to a particular level Responses
(restriction)
The operator is alerted of system status either audibly
• Provides the required exhaust back pressure drop or with instrument panel indicators. Automatic or
for engine performance manual regeneration is required when levels of soot
exceed acceptable limits. For additional information,
• Stores non-combustible ash
see the applicable vehicle Operator's Manual and the
vehicle visor placard.
Diesel Oxidation Catalyst (DOC)
The DOC does the following:
• Oxidizes hydrocarbons and carbon monoxide
(CO) in exhaust stream
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The DSI system injects fuel into the exhaust system injection (regeneration) is required. The ECM
to increase temperature of the exhaust gases, and also controls the Aftertreatment Fuel Shutoff Valve
is necessary for DPF regeneration. DSI is controlled (AFTFSV) (located in the DSI unit) which controls
by the ECM. The ECM receives signals from the the volume of fuel sent to the AFI in case of AFTFD
Aftertreatment Fuel Doser (AFTFD) sensor (located in malfunction.
the DSI unit), and control operation when downstream
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1 ENGINE SYSTEMS 27
Downstream Injection (DSI) Unit The DSI unit is connected to the clean side of the
low pressure fuel system, and will provide a metered
amount of fuel to the AFI. The DSI unit provides
pressurized fuel injection pulses to the AFI. The AFI
is a mechanical poppet type injector, and will only
inject fuel when fuel line pressure is increased above
a specific pressure. The DSI unit is installed on the
left side of the engine, to the rear of the fuel module.
The AFTFIS and AFTFP2 sensors monitor fuel
pressure and temperature in the DSI system, and
provide constant feedback to the ECM.
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Crankcase ventilation is provided using the CCOS. CCOS housing. The separated oil mist drains from
Excess crankcase vapors are filtered by the CCOS, the oil separator, through the crankcase, and into the
and are then vented to the atmosphere. oil pan. The oil separator is an integral part of the oil
module.
A centrifugal oil separator, driven by engine oil
pressure, separates and directs oil mist to the side of
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30 1 ENGINE SYSTEMS
®
MaxxForce 11 and 13 engines are equipped with The fuel system is controlled by the ECM, various
a high pressure common rail injection system. sensors, and the Fuel Pressure Metering Unit (FPMU)
The common rail fuel injection system provides located in the HP pump. For additional information,
pressurized fuel to the fuel injectors for optimal fuel refer to LP Fuel System and HP Fuel System in this
atomization in the combustion chamber. section.
All excess fuel is returned to the chassis mounted filter
separator, before returning to the fuel tank.
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Fuel Flow
Fuel is pumped from the tank, through the chassis pump supplies high pressure fuel to the fuel rail, which
mounted fuel filter/water separator using the LP fuel feeds the injectors through individual tubes. The LP
pump. Fuel is pumped from the LP fuel pump to fuel pump and HP fuel pump are assembled as one
the engine mounted fuel filter assembly, before being gear driven unit, and are serviced as an assembly.
supplied to the HP fuel pump. The high pressure fuel
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32 1 ENGINE SYSTEMS
The LP fuel pump pumps fuel from the tank through Water In Fuel (WIF) sensor and optional fuel heater.
the chassis mounted fuel filter/water separator, fuel Refer to Section 5 “Chassis Filter/Water Separator
strainer element and engine filter element, then to the Maintenance and Inspection” in this manual for more
high pressure fuel system, inlet air heater system, and information.
DSI.
Fuel Primer Pump Assembly
In addition to providing high pressure fuel to the
injectors, the fuel system provides filtered low During fuel system priming, fuel is drawn from the tank
pressure fuel to the downstream Injection and inlet through the chassis mounted filter/water separator by
air heater systems. the fuel primer pump assembly. The fuel primer pump
assembly has an integrated fuel strainer element that
Chassis Mounted Filter/Water Separator can be cleaned. The fuel primer pump assembly
is manually operated, and is used to prime the low
The chassis mounted filter/water separator removes
pressure fuel system anytime the fuel system has
debris and water from the fuel before it enters the
been emptied. The primer pump provides unrestricted
fuel primer pump and low pressure fuel pump. The
fuel flow to the low pressure pump during normal
chassis mounted filter/water separator includes a
engine operation.
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Low Pressure (LP) Fuel Pump assembly, which measures fuel pressure between the
LP fuel pump and the filter element. The fuel filter
The LP fuel pump and the HP fuel pump are housed as
assembly also has a drain screw that allows water
one assembly. Fuel is drawn through the fuel primer
and dirt to be drained periodically. Because water
pump assembly and into the LP fuel pump. The LP
may accumulate inside the fuel filter assembly, use the
pump supplies fuel to the fuel filter housing assembly
drain screw to drain water per maintenance schedule
at pressures varying between 496 kPa (72 psi) at idle,
in the Engine Operation and Maintenance Manual. An
and 896 kPa (130 psi) at rated speed. The LP fuel
additional function of the fuel filter assembly is fuel
pump is equipped with an internal pressure regulator
system self-deaeration. The air separated from fuel
that relieves the fuel pressure internally if the pressure
is pushed back into the fuel tanks through the return
exceeds 1300 kPa (189 psi).
line. The fuel filter assembly also provides filtered
fuel to the DSI and inlet air heater system. An orifice
Fuel Filter Assembly
regulator is integrated into the fuel filter assembly,
The fuel filter assembly is located on the left side of the and regulates the fuel pressure for the inlet air heater
engine and has a disposable filter element. An FDP system to 70 kPa (10 psi).
sensor is installed on the front side of the fuel filter
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34 1 ENGINE SYSTEMS
Pressurization and injection are separate in the in cylinder pressure when combustion begins.
common rail injection system. The optimal injection The second injection is the main injection. This
pressure is generated by the high pressure pump at injection allows high temperatures to be maintained
any engine speed. High pressure fuel quantity from during combustion, but not long enough to allow
high pressure pump is controlled by the FPCV. The generation of large soot amounts. The third injection
injection timing and quantity are calculated in the is done during the power stroke to maximize cylinder
ECM and implemented by solenoid valve controlled temperature and reduce engine soot generation.
injectors. The use of solenoid valve controlled
The high pressure fuel system consists of the
injectors allows three injections per cycle.
high pressure pump with integrated Fuel Pressure
The first injection is used to reduce combustion Metering Unit (FPMU), pressure pipe rail, high
noise and emissions by introducing a small amount pressure fuel lines, injectors, FRP sensor, and
of fuel into the cylinder, preventing a rapid rise pressure relief valve.
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Fuel Rail
The fuel rail is a HP fuel storage unit. The storage
volume of the fuel rail is designed to reduce pressure
pulses caused by the HP pump and injectors, and to
maintain constant fuel pressure even when large fuel
quantities are injected into the cylinders. Connection
between the fuel rail and injectors are made through
two individual injection lines.
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Figure 21 Inlet Air Heater Fuel Igniter (partial When the truck operator turns the ignition switch to
cut away view) ON, the wait-to-start lamp in the instrument cluster
illuminates. Based on the temperature readings from
1. Electrical connection the ECT sensor, the ECM activates the IAHR heater
2. Insulation element. The IAHR then energizes the IAHFI for
3. IAHFI fuel line connection approximately 35 seconds.
4. Metering device
5. Vaporizer filter Once the IAHFI is heated to approximately 1000 °C
6. Vaporizer tube (1832 °F), the wait-to-start lamp starts to flash and
7. Heater element the operator needs to crank the engine. When the
8. Protective sleeve engine starts rotating, the IAHFS valve opens and
allows fuel to enter the IAHFI. Inside the IAHFI, fuel
passes through the vaporizer tube. The vaporized fuel
The IAHFI has an internal fuel metering device, a then mixes with in coming air and ignites in contact
vaporizer filter, a vaporizer tube, a heater element, with the heater element.
and a protective sleeve. The protective sleeve has Once the engine starts, the IAHFI remains energized
holes that allow enough air to pass through the IAHFI and fuel continues to be injected, and the wait-to-start
to enable fuel vaporization and combustion. lamp continues to flash for a maximum of four minutes.
The IAHFI is installed on the left front side of the When the wait-to-start lamp stops flashing, the IAHFI
engine, in the intake throttle duct. and the IAHFS valve are deactivated. If the operator
accelerates while the wait-to-start lamp is flashing, the
Inlet Air Heater Relay (IAHR) inlet air heater system will shutdown.
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Unfiltered oil is drawn from the oil pan through the flows around the plates to cool the surrounding oil.
pickup tube and front cover passage by the crankshaft An oil return shutoff valve, installed at the exit from
driven gerotor pump. The pressurized oil is moved the oil cooler, prevents oil from draining through the
through a vertical crankcase passage and into the oil oil pump and back into the oil pan when the engine is
module. stopped. If oil pressure coming out of the oil pump is
too high, a pressure relief valve allows the excess oil
Inside the oil module, unfiltered oil flows through
to return through the crankcase and into the oil pan
plates in the oil cooler heat exchanger. Engine coolant
before entering the oil cooler.
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Oil that exits the oil cooler flows through a return pump, air compressor, intermediate gears, and
shutoff valve that prevents the oil from draining back turbochargers. The crankshaft has cross-drillings that
into the oil pan. From the return shutoff valve, oil direct oil to the connecting rods.
enters the oil filter element and flows from the outside
Oil sprayer nozzles continuously direct cooled oil to
to the inside of the filter element to remove debris.
the bottom of the piston crowns.
When the filter is restricted, an oil filter bypass valve
opens and allows oil to bypass the filter so engine The turbochargers are lubricated with filtered oil from
lubrication is maintained. If the oil pressure inside an external supply tube that connects the main oil
the oil filter element is too high, an oil pressure relief gallery from the crankcase to the center housing of
valve, located at the bottom of the oil filter element each turbocharger. Oil drains back to the oil pan
housing, allows the excess oil to return to the oil pan. through the low and high pressure turbocharger oil
return pipes connected to the crankcase.
After passing through the oil filter element, oil flow is
directed to the cylinder head and crankcase. A service oil drain valve, located at the bottom of the
filter element cavity, opens automatically when the
Clean oil enters the cylinder head through an external
filter element is lifted for replacement, and allows the
flange elbow connected directly to the oil module.
oil from the oil filter element cavity to drain into the oil
Inside the cylinder head, oil flows through passages to
pan.
lubricate the camshaft bearings, rocker arms, exhaust
®
valve bridges, and cylinder intermediate gear. Oil is also supplied to the MaxxForce Engine Brake
housings (under valve cover) through specially
Clean oil enters the crankcase directly from the oil
designed rocker mounting bolts.
module to lubricate the crankshaft, high pressure
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1 ENGINE SYSTEMS 39
Figure 23 Oil module with crankcase oil separator assembly (inner and outer views)
1. CCOS 7. Oil return from cylinder head 13. CCOS oil return
2. CCOS vent outlet 8. Oil supply to cylinder head 14. Oil module pressure relief port
3. CCOSS sensor 9. Crankcase gas inlet 15. Oil out to crankcase
4. Filter cover 10. Oil cooler inlet 16. Oil cooler outlet to crankcase
5. Oil filter assembly 11. Oil supply from oil pump 17. EOP sensor
6. EOT sensor 12. Regulator
The oil module contains a canister style filter, oil directs crankcase emissions to the CCOS. The oil
cooler, EOP and EOT sensors, a pressure relief that separates from the crankcase emissions, before
valve, an oil filter bypass valve, and an oil return it reaches the CCOS, is drained back into the oil pan
shutoff valve. The oil module also collects, and then through the oil return port.
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42 1 ENGINE SYSTEMS
The water pump is installed on the water distribution Coolant flow to the radiator is controlled by two
housing and draws coolant from the radiator through thermostats. When the thermostats are closed,
the coolant inlet. coolant flowing out of the EGR cooler is directed
® through a bypass port inside the front cover into the
MaxxForce 11 and 13 engines have no coolant
water pump. When the thermostats are open the
passages between the crankcase and cylinder head
bypass port is blocked, and coolant is directed from
through the cylinder head gasket. This eliminates
the engine into the radiator.
the possibility of coolant leaks at the cylinder head
gasket. Coolant in and out of the crankcase and Coolant passes through the radiator and is cooled
cylinder head is directed through external passages. by air flowing through the radiator from ram air and
Coolant flows through the crankcase and cylinder operation of the coolant fan. The coolant returns to
head from front to rear. This coolant flows around the the engine first through the transmission cooler, then
cylinder liners and combustion chambers to absorb through the engine coolant inlet elbow.
heat from combustion.
The air compressor is cooled with coolant supplied by
Coolant exiting the crankcase and cylinder head at a hose from the left side of the crankcase. Coolant
the rear of the engine is directed through an external passes through the air compressor cylinder head and
coolant pipe to the high temperature stage of the returns through a coolant return line to the engine
EGR cooler. Coolant passes between the EGR cooler crankcase.
plates, travels parallel to the exhaust flow, travels
The oil module receives coolant from a passage in
through a transfer passage in the left side of the
the crankcase. Coolant passes between the oil cooler
low temperature EGR cooler, into the EGR cooler
plates and returns back to the water pump suction
return manifold and into the thermostat housing. A
passage.
deaeration port on the top of the high temperature
EGR cooler directs coolant and trapped air to the
coolant deareation tank.
Thermostat Operation
Coolant from the water pump also flows through the ®
MaxxForce 11 and 13 engines are fitted with
low temperature EGR Cooler and then through the
two thermostats in a common housing to ensure
LPCAC to regulate the charge air temperature. Flow
sufficient coolant flow in all operating conditions. The
through the low temperature EGR cooler/charge air
thermostat housing is installed on top of the water
cooler is controlled by the Coolant Mixer Valve (CMV)
distribution housing.
and Coolant Flow Valve (CFV). Depending on the
coolant flow, CMV sends coolant through the low The thermostat housing assembly has two outlets.
temperature EGR Cooler, or bypass indirectly to the One directs coolant to the radiator when the engine is
LPCAC, after going through the LTR located in front at operating temperature. The second outlet directs
of the main coolant radiator. When the charge air coolant to the water pump until the engine reaches
temperature is too low, CMV bypasses the LTR and operating temperature. The thermostats begin to
directs all the coolant through the CAC. When the open at 83 °C (181 °F) and are fully open at 91 °C
charge air temperature increases, CMV directs a (196 °F).
percentage of the coolant to the LTR before it enters
When engine coolant is below 83 °C (181 °F), the
the CAC to cool the charge air. If the engine coolant
thermostats are closed, blocking coolant flow to the
temperature is too high, CMV sends all of the coolant
radiator.
flow through the LTR and through the LPCAC to help
cool the engine faster. When coolant temperature reaches the opening
temperature of 83 °C (181 °F), the thermostats open
Both CMV and CFV are controlled by the ECM based
allowing some coolant to flow to the radiator. When
on signals from the Engine Coolant Temperature
coolant temperature exceeds 91 °C (196 °F), the
(ECT) sensor, ECT2 sensor, and the Intake Manifold
lower seat blocks the bypass port directing full coolant
Pressure (IMP) and Inlet Air Temperature (IAT)
flow to the radiator.
sensors.
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1 ENGINE SYSTEMS 43
Coolant Control Valve (CCV) assembly operation LPCAC. The CFV will close to reduce the coolant flow
through the LPCAC when the engine is operating at
The CCV is installed on the upper right side of the
high speeds.
water distribution housing and controls the coolant
flow to the CACs.
Coolant Mixer Valve (CMV)
The CCV has two separate solenoid actuated valves
The CMV is installed on the upper side of CCV and
based on the charged air temperature and the two
controls the coolant flow through the LTR. When the
engine coolant temperature sensors: CMV, and CFV.
temperature of the charge air and coolant coming out
The CMV and the CFV are part of the CCV assembly
of the LPCAC is low, the CMV directs the coolant
and cannot be serviced separately. The CMV and
through a LTR bypass directly into the LPCAC.
CFV solenoids are controlled by two separate PWM
This helps the engine reach its normal operating
signals from the ECM. The PWM signal duty cycles
temperature faster. If the temperature of the charge
vary between 0% and 100% depending on the coolant
air and coolant coming out of the LPCAC is high, the
and charge air temperature.
CMV directs the coolant flow through the LTR. This
prevents overheating of the LPCAC, which can result
Coolant Flow Valve (CFV)
in LPCAC failure.
The CFV is installed on the lower side of CCV and
controls the amount of coolant flow through the
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46 1 ENGINE SYSTEMS
Electronic Control System and command the necessary outputs for correct
performance of the engine.
Electronic Control System Components
®
MaxxForce 11 and 13 engines are equipped with one
control module; the Engine Control Module (ECM). Diagnostic Trouble Codes
Diagnostic Trouble Codes (DTCs) are stored by
Operation and Function the ECM if inputs or conditions do not comply with
expected values. Diagnostic codes for the 2010
The ECM monitors and controls engine operation MY are communicated using the Suspect Parameter
to ensure maximum performance and adherence Number (SPN) and Failure Mode Indicator (FMI)
to emissions standards. The ECM, performs the identifiers, and are accessed using an electronic
following functions: service tool with ServiceMaxx™ diagnostic software
• Provide reference voltage (VREF) or a generic scan tool as well.
• Condition input signals
• Process and store control strategies Microprocessor Memory
• Control actuators The ECM microprocessor includes Read Only
Memory (ROM) and Random Access Memory (RAM).
RAM
Microprocessor
RAM stores temporary information for current engine
The microprocessor, located inside the ECM, conditions. Temporary information in RAM is lost
processes stored operating instructions (control when the ignition switch is turned to OFF or power
strategies) and value tables (calibration parameters). to control module is interrupted. RAM information
The microprocessor compares stored instructions includes the following:
and values with conditioned input values to determine
• Engine temperature
the correct strategy for all engine operations.
• Engine rpm
Diagnostic strategies are also programmed into the
ECM. Some strategies monitor inputs continuously • Accelerator pedal position
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Actuators
The ECM controls engine operation with the following: Exhaust Gas Recirculation (EGR) Valve
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The IAHR delivers battery voltage to the heater Aftertreatment Fuel Doser (AFTFD)
element for a set time, depending on engine coolant
The AFTFD is used to provide HP fuel flow to the
temperature and altitude. The ground circuit is
aftertreatment fuel injector. The AFTFD is controlled
supplied directly from the battery ground at all times.
through an PWM signal sent by the ECM. The AFTFD
The relay is controlled by switching on a voltage
is housed in the DSI unit, which is located to the rear
source from the ECM, and is installed to the rear of
of the fuel filter assembly.
the ECM.
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Intake Manifold Pressure (IMP) Sensor The sensor measures back pressure in the exhaust
system. A tap for the TC1TOP is located in the
The IMP sensor is a variable capacitance sensor that
exhaust, between the LP turbocharger and EBPV.
monitors the pressure of charge air entering the intake
air duct. The TC1TOP sensor is located in the Air Control
Valve, on the right side of the engine.
The IMP signal is monitored by the ECM for control of
the EGR system and turbocharger wastegates.
The IMP sensor is installed on the intake air duct, after Magnetic Pickup Sensors
the ETV.
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Additional Sensors
Oxygen Sensor (O2S)
The O2S monitors oxygen levels in the exhaust.
Figure 31 Switch example
The O2S is used to control the EGR flow to a specified
air-to-fuel ratio by monitoring the level of unused
Switch sensors indicate position, level, or status. oxygen in the exhaust stream.
They operate open or closed, regulating the flow of The O2S compares oxygen levels in the exhaust
current. A switch sensor can be a voltage input switch stream with oxygen levels in the outside air. The
or a grounding switch. A voltage input switch supplies sensor generates an analog voltage and is monitored
the control module with a voltage when it is closed. by the ECM. The level of voltage generated by the
A grounding switch grounds the circuit when closed, O2S directly corresponds to the oxygen levels in the
causing a zero voltage signal. Grounding switches exhaust stream.
are usually installed in series with a current limiting
resistor. The O2S is installed in the turbocharger exhaust pipe,
directly after the EBPV.
Switches include the following:
• Driveline Disengagement Switch (DDS)
Humidity Sensor (HS)
• Engine Coolant Level (ECL)
The HS measures the moisture content of filtered air
• Oil Level Sensor (OLS) entering the intake system.
Driveline Disengagement Switch (DDS) Using the HS, the ECM will adjust in order to prevent
condensation of airborne water particles (moisture).
The DDS determines if a vehicle is in gear. For The HS also houses the IAT sensor, which is used by
manual transmissions, the clutch switch serves as the ECM for calculating fuel delivery.
the DDS. For automatic transmissions, the neutral
indicator switch functions as the DDS. The DDS signal
is sent to the Body Controller (BC) and transmitted on
the J1939 datalink to the engine ECM.
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Table of Contents
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CAP is standard on trucks without an Idle Shutdown The ECM stores data to help identify the vehicle and
Timer (IST). engine components. The data plate feature is used
to display text data descriptions in order to assist with
reports and make data tracking easier.
Inlet Air Heater The parameters associated with this feature only
The inlet air heater feature improves engine start-up need to be modified when a related component is
in cold weather. The Engine Control Module (ECM) replaced, and can only be updated through your
controls the Inlet Air Heater Relay (IAHR) and authorized dealer.
monitors the Engine Oil Temperature (EOT), Inlet Air
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Electronic Speedometer and Tachometer The primary purpose of the engine fan is to allow the
engine to run at its regulated operating temperature
The engine control system calibrates vehicle speed
increasing engine performance. It is also used to
up to 157,157 pulses per mile. The calculated vehicle
assist in cooling the refrigerant in the A/C condenser.
speed is a function of transmission tail shaft speed,
Factory set parameters within the ECM provide
number of teeth on the tail shaft, rear axle ratio, and
engine fan control based on the fan type installed in
tire revolutions per mile. Use the Electronic Service
the vehicle. Choosing whether the fan is engaged
Tool (EST) with ServiceMaxx™ software to program
during engine speed control, commonly referred
new speed calibrations into the ECM.
to as PTO, operation is a customer programmable
The tachometer signal is generated by the ECM by parameter. For additional information, see EFC
computing the signals from the Camshaft Position (Engine Fan Control) in the “Electronic Control
(CMP) sensor and the Crankshaft Position (CKP) Systems Diagnostics” section of this manual.
sensor. The calculated engine speed is then sent to
the instrument cluster through the J1939 CAN Data
Link. Event Logging System
The event logging system records vehicle operation
above the maximum speed setting (overspeed) and
Engine Crank Inhibit (ECI)
engine operation above maximum rpm (overspeed),
The ECI will not allow the starting motor to engage coolant temperature out of operational range, low
when the engine is running and the drivetrain is coolant level, or low oil pressure. The readings for
engaged. the odometer and hourmeter are stored in the ECM
memory at the time of an event and can be retrieved
The ECI will not allow the starting motor to engage
using the EST.
with the engine running if the key is turned to START
while the clutch pedal is pressed.
Fast Idle Advance
Engine Electronic Governor Control The ECM monitors the Engine Coolant Temperature
(ECT) sensor. If the engine coolant temperature is
The governor controls engine rpm within a safe and
below 10 °C (50 °F), the ECM activates the fast idle
stable operating range.
advance.
The low idle governor prevents engine rpm from
Fast idle advance increases engine idle speed to 700
dropping below a stable speed to prevent stalling
rpm for a period of up to 100 seconds to assist in faster
when various loads are demanded on the engine.
warm-up to operating temperature. This occurs by the
The high idle governor prevents engine rpm from ECM monitoring the engine coolant temperature and
going above a safe speed that would cause engine adjusting the fuel injector operation accordingly.
damage.
Low idle speed is resumed when engine coolant
temperature reaches temperatures above 10 °C (50
°F), or the 100 second period times out.
Engine Fan Control (EFC)
The engine fan control feature is designed to allow
configuration of the engine for various fan control
features on a particular vehicle application.
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Idle Shutdown Timer (IST) The in-cab engine speed control feature provides
three conditions under which the operator may select
The idle shutdown timer is used to limit the amount
PTO speeds:
of engine idle time by automatically shutting down
the engine after a pre-programmed time has • Stationary Preset - Permits the operator to select
expired. Programmable parameters within the ECM up to six preset speeds while the vehicle is
determine the time and conditions required before the stationary
engine shuts down. Some customer programmable
• Stationary Variable Speed - Permits the operator
parameters provide idle shutdown related options that
to select any engine speed within the PTO
can be adjusted to suit the customer's needs.
boundaries
Thirty seconds before engine shutdown occurs, there
• Mobile Variable Speed - Permits the operator to
will be an amber lamp illuminated in the instrument
select a desired variable speed for moving or
panel (if equipped) and an audible warning will sound.
stationary PTO operations
This will continue until the engine shuts down or the
idle shutdown timer is reset. This feature shuts down Customer programmable parameters within the ECM
the engine, but the vehicle electrical system and provide in-cab engine speed control related options
accessories will remain active until the key switch is that can be adjusted to suit the customer's needs.
turned off. Choosing whether the operator is allowed to increase
the engine speed using the accelerator pedal without
disengaging the PTO is one example.
Progressive Shift
The progressive shift feature is designed to limit the
engine speed to encourage the driver to up‐shift early, Power Take Off (PTO) - Remote
which in turn improves fuel economy. This feature When control over engine speed is required from
provides engine speed limit parameters optimized for outside the vehicle’s cab, remote mounted switches
each transmission gear, to encourage the use of the must be used to turn on PTO engine speed control and
higher gears during cruise control and low engine load select the desired engine speed. This functionality is
operations. referred to as Remote Engine Speed Control (RESC).
Customer programmable parameters within the ECM The engine speed can be ramped up and down with
provide progressive shift related options that can be RESC similar to the way the in cab PTO feature works;
adjusted to suit the customer’s needs. however, the RESC feature includes two additional
switches (remote preset & remote variable), which
allow the operator to choose the mode of engine
Power Take Off (PTO) - In Cab speed control operation.
The engine speed control feature, commonly referred Customer programmable parameters within the ECM
to as “PTO”, provides a method for an operator to provide RESC related options that can be adjusted
set and maintain a constant engine speed without to suit the customer’s needs. Choosing whether a
using the accelerator pedal. It is commonly used for remote throttle pedal is used for PTO operation is one
powering auxiliary devices. example.
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ECM Programmable Features command any given duty cycle percent. A technician
can use a Digital Multimeter (DMM) to measure
Many features can be programmed into the
changes in voltage or duty cycle, or visually monitor
Engine Control Module (ECM) to fit many different
actuator movement while actuator is commanded.
applications. To make programming changes using
ServiceMaxx™ software, load the Programming
session. See the Body Builder website for further
Continuous Monitor Test
details.
The Continuous Monitor Test helps detect intermittent
circuit faults. During this test, signals are continuously
monitored and faults are immediately logged. This
Connecting EST with test provides a graphical view of all signals and allows
the technician to easily detect intermittent spiking or
ServiceMaxx™ Software to momentary loss of signal. Perform this test while
Engine manipulating connectors, wiring, and harnesses of the
suspected faulty component.
To connect the Electronic Service Tool (EST) with
ServiceMaxx™ software to the engine, the NAVCoM
or NAVLink Interface Cable must be connected
between the EST and the Diagnostic Connector. The
Diagnostic Connector is located inside the vehicle
cab, above the clutch pedal.
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3 DIAGNOSTIC SOFTWARE OPERATION 71
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72 3 DIAGNOSTIC SOFTWARE OPERATION
Hot Run Sensor Comparison Test • Interface cable (RP1210B compliant supporting
J1939 and J1708)
Purpose
NOTE: This test is not dependent on engine
Check for failed aftertreatment system temperature temperature.
sensor.
1. Turn ignition switch to ON position.
Tools Required
2. Connect Electronic Service Tool (EST) with
• Electronic Service Tool (EST) with ServiceMaxx™ ServiceMaxx™ software to vehicle’s diagnostic
software connector.
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3 DIAGNOSTIC SOFTWARE OPERATION 73
3. Go to Default Session: Sessions > Default > 4. Start and run engine at 1400 - 1500 rpm for 10
Temperature tab. minutes.
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74 3 DIAGNOSTIC SOFTWARE OPERATION
5. Monitor the following signals in the All Signals tab: sensor and / or circuit (see Electronic Control
Systems Diagnostics ).
Compare the following three signals:
• DOC Inlet Temp
Onboard Filter Cleanliness Test
• DOC Outlet Temp
The Onboard Filter Cleanliness Test increases engine
• DPF Outlet Temp
speed to measure pressure differential across the
After 10 minutes, if any of these three Diesel Particulate Filter (DPF). This includes running
aftertreatment temperature sensors are not within a complete Parked Regen.
77°F (25°C) of each other, diagnose appropriate
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3 DIAGNOSTIC SOFTWARE OPERATION 75
Service Tool Procedures injector, throughout the operating range of the engine.
Injector mechanical tolerances, high flow to low
These procedures are not Service Bay Tests, but
flow, can be evenly balanced with ECM calibration.
special ECM controls that allow the technician to
® Each injector has an encrypted label and must be
perform specific procedures. MaxxForce 11 and
programmed into the ECM, whenever an injector has
13 engines have four special procedures: Inlet Air
been replaced. IQA can be programmed using the
Heater, Oxygen Sensor Calibration, Engine Fan, and
Injector Quantity Adjustment procedure.
Injector Quantity Adjustment (IQA).
Engine Off Procedures can be selected in the
Procedures drop-down menu. Engine Running Procedures
Engine Running Procedures can be selected in the
Procedures drop-down menu.
Engine Off Procedures
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4 ENGINE SYMPTOMS DIAGNOSTICS 77
Table of Contents
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4 ENGINE SYMPTOMS DIAGNOSTICS 79
• Failed Low Pressure Charge Air Cooler (LPCAC) • Pause for a moment to avoid being scalded by
steam.
• Failed Exhaust Gas Recirculation (EGR) cooler
• Continue to turn the cap counterclockwise to
• Damaged or failed distributor housing remove.
• Failed oil cooler
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3. Remove deaeration tank cap. Check sealing • If there is no evidence of coolant in the intake
surfaces of deaeration cap and deaeration tank manifold or coolant is detected in the LPCAC
for damage. outlet, continue to next step.
• If sealing surfaces are damaged, install new 9. Obtain an oil sample from the engine and test for
components as necessary. Retest cooling coolant contamination.
system.
• If oil sample is contaminated with coolant, go
• If sealing surfaces are not damaged, continue to Coolant Leak to Lube Oil (page 85).
to next step.
• If oil sample is not contaminated with coolant,
4. Connect Radiator Pressure Testing Kit ZTSE2384 go to Coolant Leak to Exhaust (page 82).
with Surge Tank Cap Adaptor to deaeration cap.
Pressurize deaeration cap to its rated pressure.
Coolant Overflow
• If deaeration cap does not hold rated
pressure, install a new deaeration cap.
Symptom
Retest cooling system.
Coolant flowing or bubbling from the deaeration tank.
• If deaeration cap holds rated pressure,
continue to next step. Possible Causes
5. Connect Radiator Pressure Testing Kit ZTSE2384 • Failed air compressor
with Surge Tank Cap Adaptor to deaeration tank.
• Failed LPCAC
Pressurize cooling system to 117 kPa (17 psi) for
15 minutes. • Failed EGR cooler
6. Visually inspect all components and hoses for • Cracked cylinder liner
external coolant leaks.
• Cracked cylinder head
• If an external coolant leak is identified, repair
• Failed oil cooler
as necessary. Retest cooling system.
Tools
• If no external leak is detected, continue to
next step. • ZTSE2384 – Radiator Pressure Testing Kit
7. Obtain a fuel sample from the fuel tank and test • EGR Cooler Leak Detection Test Kit 12-892-02
for coolant contamination.
• Surge Tank Cap Adaptor
• If fuel sample is contaminated with coolant, go
• One inch pipe plug
to Coolant Leak to Fuel (page 84).
• Suitable hose with one inch inside diameter
• If fuel sample is not contaminated with
coolant, continue to next step. • Regulated air pressure
8. Inspect the intake manifold, Low Pressure Charge • Shut off valve
Air Cooler (LPCAC) outlet, and EGR Cooler for
evidence of coolant.
• If there is evidence of coolant in the intake
manifold, LPCAC outlet, or EGR Cooler, go
to Coolant Leak to Intake (page 84).
NOTE: The EGR Cooler can be inspected by
removing the cold side tubes at the intake.
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4 ENGINE SYMPTOMS DIAGNOSTICS 81
Figure 41 Air compressor coolant test 11. Inspect intake manifold and LPCAC outlet for
evidence of coolant.
1. Rear coolant port
2. Air compressor connector • If there is no evidence of coolant in intake
3. Front coolant line manifold or coolant is detected in LPCAC
outlet, go to Coolant Leak to Intake (page
84).
2. Remove coolant line from rear coolant port (1). • If there is no evidence of coolant in the intake
3. Remove coolant line from air compressor manifold or coolant is detected in the LPCAC
connector (2). outlet, continue to next step.
4. Tape off both air compressor connectors. 12. Drain engine coolant.
5. Install front coolant line (3) into rear coolant port 13. Disconnect both coolant hoses from LPCAC.
(1). 14. Using a suitable hose with a one inch inside
6. Refill cooling system to proper operating level. diameter and a plug, block off LPCAC coolant
outlet port.
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17. Pressurize LPCAC to 207 kPa (30 psi) and close • Coolant smell in exhaust
shut off valve. • Coolant leaking from exhaust
18. Remove air pressure source. • Severe case - engine hydraulic lock
19. Monitor air pressure in LPCAC for a period of 5 • Failed Aftertreatment Fuel Injector (AFI)
minutes.
• Restricted Diesel Particulate Filter (DPF) or Diesel
• If air pressure in the LPCAC drops, install Oxidation Catalyst (DOC).
a new LPCAC following procedures in the
Engine Service Manual. Possible Causes
• If a leak is detected, install a new EGR cooler • Surge Tank Cap Adaptor
following procedures in the Engine Service • EGR Cooler Leak Detection Test Kit 12-892-02
Manual.
• If a leak is not detected, go to Coolant Leak
to Lube Oil (page 85).
• If EGR cooler is leaking coolant internally,
replace Oxygen Sensor (O2S) following
procedures in the Engine Service Manual.
Perform O2S Calibration Procedure (page
75) anytime O2S is replaced.
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4 ENGINE SYMPTOMS DIAGNOSTICS 83
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84 4 ENGINE SYMPTOMS DIAGNOSTICS
2. Pressure test EGR cooler, in vehicle, following 4. Disconnect fuel line from AFI. Inspect AFI for
procedures in the Engine Service Manual. coolant leaking from fuel inlet.
• If a leak is detected, install a new EGR cooler • If coolant is leaking, install a new AFI following
following procedures in the Engine Service Hydrocarbon Injector installation procedure in
Manual. the Engine Service Manual.
• If a leak is not detected, go to Cylinder Head • If coolant is not leaking, continue to next step.
Leak Test (page 87).
5. Restore fuel system to proper operating condition.
6. Remove fuel return port at rear of cylinder head.
Coolant Leak to Fuel
7. Pressurize cooling system to 117 kPa (17 psi) for
Symptom a minimum of 30 minutes.
Noticeable coolant separation in fuel sample. 8. Monitor fuel return port in cylinder head for
coolant.
Possible Causes
NOTE: It may take 12-24 hours for a coolant
• Coolant heater auxiliary fuel filter (if equipped) leak to become visible.
• Failed AFI • If coolant is present in the fuel return
• Cracked cylinder head port, install a new cylinder head following
procedures in the Engine Service Manual.
Tools
• If no coolant is present in the fuel return
• ZTSE2384 – Radiator Pressure Testing Kit port, fuel in the fuel tank may have been
• Surge Tank Cap Adaptor contaminated. Drain contaminated fuel from
supply tanks and replace fuel filters following
Procedure procedures in the Engine Operation and
Maintenance Manual.
WARNING: To prevent personal injury
or death, do the following when removing the
Coolant Leak to Intake
radiator cap or deaeration cap:
• Allow engine to cool for 15 minutes or more. Symptom
• Wrap a thick cloth around radiator cap or Coolant overflowing from deaeration tank or air
deaeration cap. bubbles in coolant.
• Loosen cap slowly a quarter to half turn Possible Causes
counterclockwise to vent pressure.
• Failed LPCAC
• Pause for a moment to avoid being scalded by
• Failed EGR cooler
steam.
• Cracked cylinder head
• Continue to turn cap counterclockwise to remove.
Tools
1. Remove deaeration tank cap.
• ZTSE2384 – Radiator Pressure Testing Kit
2. Connect Radiator Pressure Testing Kit ZTSE2384
with Surge Tank Cap Adaptor to deaeration tank. • Surge Tank Cap Adaptor
3. Pressurize cooling system to 117 kPa (17 psi). • EGR Cooler Leak Detection Test Kit 12-892-02
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4 ENGINE SYMPTOMS DIAGNOSTICS 85
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86 4 ENGINE SYMPTOMS DIAGNOSTICS
6. Inspect the inside of the crankcase for evidence • If no coolant is leaking into the gear train area,
of coolant leakage. inspect water distributor housing and gasket
for leak sources. Repair as necessary.
• If coolant leak is at the air compressor
drain, install a new air compressor following • If no coolant is leaking from water distributor
procedures in the Engine Service Manual. housing or gasket, continue to next step.
• If coolant leak is from oil cooler, install a new 9. Inspect lower edges of cylinder liners for coolant
oil cooler following procedures in the Engine leaks. Note cylinder number(s) where coolant
Service Manual. leakage is identified.
• If coolant is evident at the front cover area, • If coolant is leaking on the outside of a
continue to next step. cylinder liner, install new cylinder liner O-rings
following procedures in the Engine Service
• If coolant is evident at the rear gear train area, Manual.
inspect freeze plug on rear of cylinder head
and repair as necessary. • If coolant is leaking inside of cylinder liner,
continue to next step.
• If coolant is evident on the bottom edge of a
cylinder liner(s), skip to step 10. 10. Remove front and rear tubes from EGR cooler
and pressure test EGR cooler, in vehicle, following
• If coolant leak is from cracks in the crankcase, procedures in the Engine Service Manual.
replace crankcase following procedures in the
Engine Service Manual. • If a leak is detected, install a new EGR cooler
following procedures in the Engine Service
7. Remove water distributor housing following Manual.
procedures in the Engine Service Manual.
• If no leak is found, continue to next step.
11. Test cylinder head for coolant leaks. Go to
Cylinder Head Leak Test.
12. Test cooling system again to validate repair.
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4 ENGINE SYMPTOMS DIAGNOSTICS 87
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88 4 ENGINE SYMPTOMS DIAGNOSTICS
• If coolant level is low and other in system using Radiator Pressure Testing Kit
over-temperature conditions are still gauge.
suspected, refill cooling system and continue
• If pressure is higher than pressure rating of
to next step.
the cap, go to Coolant Overflow (page 80).
6. Inspect cooling fan blade, shroud, accessory
• If pressure is below rating of cap, continue to
drive belt(s), accessory drive belt tensioner(s),
next step.
and radiator for damage. Inspect Cooling fan
drive clutch for free rotation. Key OFF does fan 10. Using EST with ServiceMaxx™ do Tests > KOER
free wheel in both directions? Tests > Engine Fan Test.
• If fan drive is damaged, replace fan drive • If fan does not operate properly, verify air or
following procedures in the Engine Service electrical supply to fan drive. If air or electrical
Manual. supply to fan drive is damaged, repair as
necessary.
• If vehicle is new or recently repaired,
verify correct part number for any replaced • If fan operates properly, continue to next step.
component related to the cooling system.
11. Start and run engine up to operating temperature.
• Verify cooling fan blade, cooling fan drive Verify cooling fan clutch engages at desired
clutch, and radiator are clean of debris and temperature.
dirt build-up. Clean areas as required.
• If fan does not operate properly, verify air or
electrical supply to fan drive. If air or electrical
WARNING: To prevent personal injury supply to fan drive is damaged, repair as
or death, do the following when removing the necessary.
radiator cap or deaeration cap:
• If fan operates properly, continue to next step.
• Allow engine to cool for 15 minutes or more.
12. Attempt to duplicate the operator's concern of
• Wrap a thick cloth around radiator cap or coolant over-temperature.
deaeration cap.
CAUTION: To prevent radiator damage, do not
• Loosen cap slowly a quarter to half turn hold wand of high-pressure hose too close to
counterclockwise to vent pressure. radiator fins.
• Pause for a moment to avoid being scalded • If concern cannot be duplicated, clean
by steam. radiator fins (if not done previously). Flush
• Continue to turn cap counterclockwise to radiator fins with water on cooling fan side of
remove. the radiator. Do not continue with diagnostics.
• If deaeration cap holds rated pressure, • If the temperature value for ECT2 sensor
continue to next step. is above ECT1 sensor reading, continue
with Coolant Over-Temperature – Charge Air
9. Connect Radiator Pressure Testing Kit ZTSE2384 Cooling.
with Surge Tank Cap Adaptor to deaeration tank.
Run engine at elevated idle. Monitor pressure
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4 ENGINE SYMPTOMS DIAGNOSTICS 89
Procedure
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Coolant Control Valve (CCV) Assembly and The CFV is installed on the lower side of CCV and
Coolant Mixer Valve (CMV) Operation controls the amount of coolant flow through the LTR
and LPCAC. The CFV helps protect the LTR circuit
The CCV assembly is installed on the upper right
from over-pressure at high engine speeds. If the
side of the distributor housing. The CCV has two
engine coolant temperature is too low, the CFV closes
separate solenoid actuated valves; CMV, and CFV.
to reduce the coolant flow through the LPCAC.
The CMV and the CFV are part of the CCV assembly
and cannot be serviced separately. CFV controls When the temperature of the charge air and coolant
the coolant flow through the CACOTs while the CMV coming out of the LPCAC is low, the CMV directs
controls the coolant flow through the LTR. The CMV the coolant through a LTR bypass directly into the
and CFV solenoids are controlled by two separate LPCAC. This helps the engine reach its normal
Pulse Width Modulated (PWM) signals from the operating temperature faster. If the temperature of
ECM. The PWM signal duty cycles vary between 0% the charge air and coolant coming out of the LPCAC
and 100% depending on the coolant and charge air is high, the CMV directs the coolant flow through the
temperature. The CMV is installed on the upper side LTR. This prevents an overheating of the charge air
of CCV and controls the coolant flow through the LTR. cooler which can result in failure of the LPCAC.
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4 ENGINE SYMPTOMS DIAGNOSTICS 93
Coolant Control Valve (CCV) Test 5. Start engine and allow to reach operating
temperature.
1. Turn ignition switch to ON, engine OFF.
2. Connect EST to vehicle's Diagnostic Connector.
3. Start ServiceMaxx™ software.
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4 ENGINE SYMPTOMS DIAGNOSTICS 95
Symptom
Oil level increases while power steering fluid level
GOVERNMENT REGULATION: Engine
decreases.
fluids (oil, fuel, and coolant) may be a hazard
to human health and the environment. Possible Causes
Handle all fluids and other contaminated
• Power steering pump leak
materials (e.g., filters rags) in accordance
with applicable regulations. Recycle
Procedure
or dispose of engine fluids, filters, and
other contaminated materials according to 1. Adjust oil level to full range.
applicable regulations.
2. Adjust power steering fluid to full range.
3. Start and run engine for a minimum of 10 minutes.
4. Stop engine and inspect lube oil and power
Visual Oil Level Inspection steering fluid levels.
NOTE: If engine has been running, allow a 15 • If power steering level is decreasing and lube
minute oil drain down period before checking oil oil level is increasing, install a new power
level. steering pump following procedures in the
Park vehicle on level ground and use oil level gauge Engine Service Manual.
(dipstick) to check oil level. • If power steering level is not decreasing and
lube oil level is not increasing, power steering
fluid is not leaking into lube oil.
Incorrect Maintenance
1. Check service maintenance records and discuss
with customer to determine if the lube oil has been Lube Oil to Coolant
overfilled unintentionally.
Symptom
• If maintenance is unknown, change engine
oil and filter and retest to see if complaint An oily residue in engine coolant, that is apparent in
reoccurs. the deaeration tank.
Possible Causes
Dilution from Coolant • Oil cooler
Lube oil with coolant dilution can be described • Oil module
different ways, depending on the quantity of coolant • Cracked oil module housing
that has been introduced into the oil.
• Missing/damaged oil module gasket
• A milky substance left under the valve cover and
in the oil fill tube is the result of ethylene glycol • Missing/damaged oil cooler gaskets
based coolant which has not had the moisture • Missing mounting bolts for the oil module to the
evaporated from the coolant/oil mixture. crankcase
• When the moisture has evaporated from the
coolant contaminated oil, a light gray, thick, Tools
sludgy consistency is present. If lube oil exhibits Oil drain pan
signs of coolant dilution, go to Coolant Leak to
Lube Oil (page 85).
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4 ENGINE SYMPTOMS DIAGNOSTICS 99
9. Start engine and run to operating temperature. 14. Visually inspect for missing, loose, or damaged
Measure oil pressure at both low and high idle, O-rings, piston cooling tubes, and bearing inserts.
and under no load conditions.
• If visual inspection identifies any concerns,
• If oil pressure is within specifications repair as necessary and retest system.
listed in ”APPENDIX: A PERFORMANCE
• If visual inspection does not identify any
SPECIFICATIONS” and the oil pressure
concerns, proceed to next step.
gauge indicates low pressure, perform
Engine Oil Pressure (EOP) Sensor 15. Connect regulated shop air line to the oil filter
(page 635) diagnostics in “ELECTRONIC module diagnostic coupling assembly.
CONTROL SYSTEMS DIAGNOSTICS."
16. Slowly apply air pressure in 34.5 kPa (5 psi)
• If oil pressure is not within specification, increments up to 345 kPa (50 psi).
continue to next step.
NOTE: There will be loss of air at many lube
10. Remove oil filter and inspect for debris. points; however, the amount of loss should not
be excessive.
• If oil filter has debris, install a new oil filter.
Inspect oil bypass valve located in oil module 17. Check for audible loss of air pressure. If air loss is
housing. If debris is present in oil bypass identified in the following areas, inspect and repair
valve, clean bypass valve and retest system. the associated components as necessary:
• If oil filter does not have debris, install new oil • Front of engine right side – oil pressure
filter and retest system. regulator, oil galley plugs
• If engine fails test, continue to next step. • If a continuous flow of lube oil is coming out
of the oil return port, remove and replace oil
11. Drain oil from engine using a clean drain pan.
pressure relief valve.
Inspect oil drain plug magnet and drained oil for
debris. An oil sample can be taken to determine • Rear of engine – oil galley plugs
level of engine wear and contaminants in oil.
• Main and rod bearings
12. Remove oil sump following procedures in Engine
• Upper engine – camshaft bearings (removal
Service Manual.
of the valve cover is required)
13. Inspect oil suction line for damage.
• If no leak has been found, remove front cover
• If oil suction line is damaged, install a new of engine and inspect oil pump following
oil suction line following procedures in the procedures in the Engine Service Manual.
Engine Service Manual. Retest the engine for
correct oil pressure.
• If oil suction line is not damaged, install a new
oil sump following procedures in the Engine
Service Manual. Continue to next step.
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Procedure
1. If engine has a misfire, see Special Test
Procedures (page 165) in ”PERFORMANCE
DIAGNOSTICS." Use procedures in the Engine
Service Manual for repair of specific components.
2. Verify oil contamination by performing a white
paper test or oil analysis. Place one drop of
suspected diluted oil on a clean sheet of printer
or copier paper.
• If oil wicks away rapidly into the paper, there
is fuel contamination.
• If oil maintains a uniform and slow expanding
stain, there is no fuel contamination.
Figure 50 Compressed air source connected to 3. Inspect fuel system for leaks.
cylinder head
NOTE: The UV Leak Detection Kit ZTSE4618
requires warm-up time. Turn on UV Leak
7. Remove hollow screw at the rear of cylinder head Detection Kit.
and adapt compressed air source to cylinder NOTE: Before starting dye test, verify there is no
head. dye in oil.
8. Pressurize cylinder head to 550 to 690 kPa (80 to 4. Using Clean Fuel Source Tool 15-637-01, supply
100 psi) for up to 20 minutes. engine with an alternate supply of clean diesel fuel
9. Observe deaeration tank for air bubbles or loss with dye mixed to manufacturers specification.
of pressure at gauge. If air bubbles are observed 5. Start and run engine at high idle for a maximum
at deaeration tank, install a new cylinder head of 5 minutes. Turn engine OFF.
following procedures in the Engine Service
Manual. 6. Using the UV Leak Detection Kit ZTSE4618,
inspect for leaks in the following areas:
• High-pressure pump front seal. If a leak
Fuel in Lube Oil is found, replace fuel pump following
procedures in the Engine Service Manual.
Symptom To prevent damage to a newly installed fuel
Oil has a diesel fuel odor and engine oil level in pump and to verify high back pressure did not
consistently increases. cause fuel pump to fail, perform HP Pump
Fuel Return Pressure Test (page 139) any
Possible Causes time fuel pump is replaced.
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4 ENGINE SYMPTOMS DIAGNOSTICS 105
Priming the Fuel System 3. Turn ignition switch to ON, engine OFF.
4. Connect EST to vehicle's Diagnostic Connector.
WARNING: To prevent personal injury or
death, do not smoke and keep fuel away from 5. Start ServiceMaxx™ software.
flames and sparks. 6. Prime suction side of low-pressure fuel system:
a. Tighten primary fuel filter components that
WARNING: To prevent personal injury or
were removed (canister filter element, seals,
death, shift transmission to park or neutral, set
or bowl) to specified torque values.
parking brake, and block wheels before doing
diagnostic or service procedures. b. Unscrew piston knob on fuel primer pump
assembly and start pumping until fuel
CAUTION: To prevent engine damage, do not
pressure builds up on delivery side of fuel
manually actuate the Fuel Pressure Control Valve
primer pump. Pressure build up is indicated
(FPCV) to build fuel rail pressure, if the engine will
by higher pumping force on piston knob.
not start. This can damage internal parts in the
high-pressure pump. c. Fully screw piston knob back in when priming
is complete.
CAUTION: To prevent damage to engine, plug
component connections immediately after each fuel CAUTION: To prevent damage to the starter, if engine
line is removed using clean fuel system caps. fails to start within 20 seconds, release ignition switch
and wait two to three minutes to allow starter motor to
NOTE: If fuel system will not prime during
cool.
diagnosis and engine exhibits pulsating fuel
pressure, see Low Pressure Fuel System 7. Engage starter for 20 seconds and allow starter to
(page 127) in “HARD START AND NO START cool for two minutes.
DIAGNOSTICS”.
8. If engine does not fire during the first two cranking
attempts, use EST to monitor Fuel Delivery
Procedure
Pressure (FDP) during third cranking attempt.
Prime fuel system when the following conditions
a. If pressure does not build up during third
occur:
cranking attempt, unscrew primary filter cap
• Fuel tank is drained or runs dry and separate filter element from filter cap.
• Primary fuel filter is removed or replaced b. Ensure filter element is fully seated on
standpipe.
• Any fuel connection between fuel tank and
secondary fuel filter is broken c. Reassemble primary fuel filter assembly.
• Secondary fuel filter is removed or replaced 9. Engage starter for 20 seconds and monitor FDP
sensor using EST with ServiceMaxx™ software.
• High-pressure fuel system is serviced
• If engine does not start and there is no
1. Ensure all fuel system connections are secure
increase in pressure, allow starter to cool for
and proper fuel filters are installed.
two minutes, then repeat steps 6 and 7.
2. Ensure battery is fully charged or install battery
charger.
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106 4 ENGINE SYMPTOMS DIAGNOSTICS
10. Using EST with ServiceMaxx™ software, prime 11. Engage starter for 20 seconds to purge any
fuel system. If engine does not fire after five trapped air from high-pressure pump. Allow
crank events, using EST with ServiceMaxx™ starter to cool for two minutes.
software, select Tests > KOEO Tests > Actuator
12. Reenergize FPCV. Engage starter for 20 seconds
Test. Then select Fuel Pressure Control Valve
and allow starter to cool for two minutes.
from the drop down menu, de-energize the FPCV
in the high-pressure pump by setting the duty
cycle to 5%.
NOTE: De-energizing the FPCV closes the valve
and controls the valve at the lower limit of 6.7%
Pulse Width Modulation (PWM) signal. This allows
all fuel delivered by the internal transfer pump
to go to the high-pressure pump and allows for
minimum high-pressure pump outlet pressure,
making refilling easy.
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Engine Brake System • Outer control valve springs broken or engine oil
pressure extremely high
Engine Brake Inspection
• Housing pipe plug(s) missing
Symptom
• Aeration in lubricating oil
Engine exhibits no de-accelerator in vehicle
• Lubricating oil being diluted by fuel oil
performance.
• Low engine oil level
WARNING: To prevent personal injury or • Worn engine rocker lever bushings
death, read all safety instructions in the Engine
Service Manual. • Restrictions in the engine oil passages leading to
engine brake
WARNING: To prevent personal injury or
death, shift transmission to park or neutral, set Tools
parking brake, and block wheels before doing • ZTSE4357 – Digital Multimeter (DMM)
diagnostic or service procedures.
• ZTSE6076–5A – Lash Gauge (0.50mm)
WARNING: To prevent personal injury or • ZTSE6076–7A – Lash Gauge (0.80mm)
death, make sure that the engine has cooled
before removing components. Preliminary Steps
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108 4 ENGINE SYMPTOMS DIAGNOSTICS
c. Check for cracks in engine brake housing. 5. Check resistance from Engine Compression
Brake 1 (ECB1) and Engine Compression Brake
d. Check for loose, damaged, brittle, or cracked
2 (ECB2) to ECB harness connector.
wiring, or connections at engine brake
solenoid. 6. Check resistance from each terminal to engine
brake solenoid can. This should be an "open
e. Check for loose or damaged hold down bolts.
circuit." If a resistance is measured, replace
f. Check exhaust bridges and actuator pins. engine brake solenoid assembly.
Actuator pins should move freely with no
7. Check continuity from each engine brake solenoid
signs of distress.
to engine ground. Must be “open circuit” (no
g. Check engine brake slave piston setting of 0.8 connection). Repair harness if required.
mm and engine valve settings.
8. Check upper and lower engine brake solenoid
NOTE: When operating the engine brake with the seal rings for leaks or damage. Replace if
valve cover removed, be aware that there will be necessary.
a significant amount of oil spray in this area. This
9. Check engine brake solenoid valve, screen, and
engine brake has separate drilling to lubricate
engine brake solenoid seal rings. Replace if
the master piston roller area. This adds to the oil
necessary.
spray in the area, but does not indicate leakage
or a problem with the oil supply needed for • Shake the engine brake solenoid, a distinct
engine brake operations. These are two separate rattle should be heard. This will indicate free
systems within the engine brake housing. component movement. Move poppet stem
(the pin exposed on the bottom of the engine
WARNING: To prevent personal injury or brake solenoid) to confirm it moves freely. If
death, wear safely glasses with side shields. poppet stem does not move freely or a distinct
rattle can not be heard, replace engine brake
solenoid.
WARNING: Whenever engine is running and
valve cover is removed, lubrication oil splashing
Engine Brake does not Turn Off/Slow to Turn Off
in the engine brake could cause personal injury.
10. Check ECM input sensors, repair if necessary.
Engine Brake does not Turn on/Slow to Turn On
11. Check undercover wiring and engine brake
3. If supplied voltage to engine brake solenoids is 8.4 solenoid connectors for short(s).
V DC or lower, check ECM input sensors.
• Check continuity from each engine brake
a. Harness failure: Check continuity from each solenoid to engine ground. Must be “open
engine brake solenoid to engine ground. circuit” (no connection). Replace wiring
Must be “open” (no connection). Repair harness or engine brake solenoid if required.
harness as required.
12. Check for low Engine Oil Pressure (EOP).
b. Engine brake solenoid resistance: Between
• Determine oil pressure at engine brake
8.7 and 10 Ω at 25 °C (77 °F). If resistance
housing using procedures given in this
is out of specifications, replace engine brake
section. If EOP is below specifications, but
solenoid assembly.
engine brake housing oil pressure is 138
kPa (20 psi) and engine is at operating
Engine Brake Solenoid Specifications
temperature, engine should be repaired
Engine Temperature Ohms before proceeding to next step.
Cold: 25 °C (77 °F) 8.7 – 10
Engine Fails to Start
Hot: 121 °C (250 °F) 12 – 15.5
13. If engine brake solenoid valve is stuck in the ON
4. Check resistance from ECM 96-pin to ECB position, see diagnostics above.
harness connector.
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4 ENGINE SYMPTOMS DIAGNOSTICS 109
Engine Brake Weak in Effect or Low on Engine 16. Check for improper slave piston adjustment or
Brake Power slave piston binding in bore.
14. Check engine boost pressure while braking. If • If slave piston adjustment is incorrect or
boost pressure is below 138 kPa (20 psi) @ 2100 slave piston is binding in bore, readjust slave
rpm with the engine brake on high, check engine piston clearance lash setting to 0.8 mm.
brake adjustment. If out of specification, see Ensure slave piston responds smoothly to
procedure below. the adjusting screw by loosening jam nut and
moving adjusting screw through its full travel
NOTE: To get boost pressure, the vehicle has
and for a full slave piston motion. Ensure
to be road tested.
piston travels full range without any binding
15. Check turbocharger for proper output. Inspect or sticking.
Charge Air Cooler (CAC) and piping for any
NOTE: Master Piston Assembly – This is not a
exhaust leakage or intake restrictions.
serviceable group. No attempt should be made to
disassemble this group from the brake housing.
Engine Brake Slow to Operate or Weak in Effect
17. Check control valves for binding in housing bore.
NOTE: Allow engine to warm before operating
engine brakes. • Remove control valve. If body is
scored, replace control valve. Check for
contaminants in lube oil. Clean housing and
control valve. If binding continues, replace
housing.
18. Check control valve for defects.
• Remove control valve. Ensure check ball
is seated in bore and can be moved off
seat. Ensure there is spring pressure against
ball. Flush in cleaning solvent. Replace if
necessary.
19. Check engine brake housing plugs for leakage.
• If leaks are present, remove plug, clean
threads, and install at 11 N•m (100 lbf-in).
20. Check outer control valve springs for damage.
Figure 51 Engine Brake Assembly
1. Adjusting screw
2. Jam nut
3. Actuator pin (in exhaust valve bridge)
4. Slave piston
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Oil Pressure Dropping Below Minimum Required 24. Check engine oil level. See Visual Oil Level
for Engine Brake Operation Inspection (page 95).
25. Check for worn engine rocker lever bushings.
Engine Brake Oil Pressure Requirements
Replace if necessary.
Model Control Control Full Over
26. Check for restrictions in engine oil passages
Valve Valve Flow Pressure
leading to engine brake. Inspect all passageways.
Spring PSI PSI
Repair if necessary.
5783 11930 037215 20-55 80
/ One or More Cylinders Fail to Stop Braking or
019632 Engine Stalls
NOTE: For proper engine brake operation, oil 27. Check control valve inner spring for damage.
pressure at engine brake housing must be 138 Replace if necessary.
to 172 kPa (20 to 25 psi) with engine at operating 28. If one or more control valves are stuck in the ON
temperature and running between 1000 rpm and or UP positions, check control valves for binding.
governed engine speed.
• Remove, clean, or replace if necessary.
21. Check for missing housing pipe plug(s).
• Inspect lubricating oil for contaminants.
• Check all housing pipe plugs, replace as
needed, and torque to 11 N•m (100 lbf-in). Engine Misses or Loses Power
22. Aeration of lubricating oil. 29. If slave piston adjustment is tight, readjust slave
• Check for aeration, activate, and then piston clearance to lash setting of 0.8 mm.
deactivate engine brake. Watch escape oil 30. If engine brake solenoid is stuck in ON position,
coming from control valve cover. If there are see procedure above.
air bubbles in the oil, or if the oil is white and
foamy, air is present in system. Aeration can 31. If control valve is sticking or dragging in bore,
be caused by the crankcase being too full clean control valve and bore. Replace if
of oil, too low on oil, or a problem with the necessary.
engine oil pump or pick up tube. 32. Check control valve spring for damage. Replace
23. Lubricating oil being diluted by fuel oil. if necessary.
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Table of Contents
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The Hard Start and No Start Diagnostics Form directs out of sequence can cause incorrect results. If the
technicians to systematically troubleshoot a hard start customer complaint is found and corrected, it is not
or no start condition and avoid unnecessary repairs. necessary to complete the remaining tests.
This Diagnostic Manual section shows detailed See appropriate section of this manual for Diagnostic
instructions of the tests on the form. The manual Trouble Codes (DTC's) and engine specifications.
should be used with the form and referenced for
To order technical service literature, contact your
supplemental test information. Use the form as a
International dealer.
worksheet to record test results.
Do Required Test Procedures in sequence, and do
Special Test Procedures when needed. Doing a test
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118 5 HARD START AND NO START DIAGNOSTICS
2. Inspect all CAC connections and clamps. 2. Check instrument panel fuel gauge, look into fuel
tanks to verify fuel level, and make sure fuel levels
• If CAC system problem is found,
are equal in both tanks.
make necessary repairs. See Coolant
Over-Temperature Conditions Inspection 3. Record results on Diagnostics Form.
(page 87) in “ENGINE SYMPTOMS
• If fuel gauge reads above empty, but fuel
DIAGNOSTICS.”
tanks are empty, diagnose fuel gauge. Verify
sufficient fuel level before diagnosing a
pressure problem.
Exhaust System
• If fuel tanks is empty, add fuel and prime
1. Inspect exhaust system (engine and vehicle) for
fuel system. See Fuel System Priming (page
restrictions, leaks, or damage.
128).
2. Record results on Diagnostics Form.
• If fuel level is within specification, go to
• If exhaust system problem is found, make Primary Fuel Filter Inspection.
necessary repairs.
• If water is found, drain water from air tanks. • If fuel lines are damaged or routed incorrectly,
repair or replace as necessary.
• If fuel lines are in good condition and routed
Fuel Level correctly, go to Primary Fuel Filter Inspection.
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Fuel level above top of fuel Change primary fuel filter element.
filter. May cause loss of
power complaint.
Bubbles are seen flowing 1. Check all fittings and lines from between fuel tank and
within fuel. chassis fuel filter assembly.
2. Check upper and lower connector O-rings.
Loss of power complaint. 1. Check for missing grommet at lower end of filter.
Fuel level is below fuel filter
2. Check for missing or broken spring at top of primary fuel
housing collar.
filter element.
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120 5 HARD START AND NO START DIAGNOSTICS
Purpose
Check for poor fuel quality or contaminants.
Tools
• Clear diesel fuel container
• Clear plastic hose
Procedure
NOTE: Ultra Low Sulfur Diesel (ULSD) fuel is
®
required for MaxxForce 11 and 13 diesel engines
used with advanced aftertreatment systems.
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5 HARD START AND NO START DIAGNOSTICS 121
5. Inspect fuel strainer for debris. The fuel strainer • J1939 and J1708 RP1210B Compliant Device
is located in the fuel primer pump assembly.
Procedure
3. Electronic Service Tool (EST) Connection and 1. Turn ignition switch to ON, engine OFF.
Data Recording
2. Connect EST to vehicle's Diagnostic Connector.
Purpose 3. Start ServiceMaxx™ software.
Check Engine Control Module (ECM) software, • If unable to communicate with the ECM, see
sensor signals and DTCs, and to record additional the ServiceMaxx™ Users Guide.
vehicle information on Diagnostics Form.
• If unable to communicate with the ECM
and no problems are found using the
Tools
ServiceMaxx™ Users Guide, go to J1939
• Electronic Service Tool (EST) with ServiceMaxx™ Data Link (page 804) in “ELECTRONIC
software CONTROL SYSTEMS DIAGNOSTICS.”
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5. Record the following Key ON, Engine OFF 7. Look for sensor values that are out of
(KOEO) temperature sensor values on specification. A sensor out of specification could
Diagnostics Form: cause abnormal operating behavior, incorrect
fueling, and injection timing problems.
NOTE: If possible, allow the engine to cold
soak for at least 8 hours before recording • If sensor is out of specification, go to the
results. suspect sensor in “ELECTRONIC CONTROL
SYSTEMS DIAGNOSTICS.”
NOTE: The engine requires a starting aid when
temperatures are below 11° C (52° F). If this • If sensors are within specification, continue to
is an inlet air heater problem, verify Inlet Air next step.
Heater is working before continuing. See Inlet
8. Use ServiceMaxx™ software to run Actuator Test.
Air Heater System Test (page 140).
9. Record EGR Valve Position and Engine Throttle
• Inlet Air Temperature (IAT)
Position values at 5% (closed) and 95% (open)
• Engine Coolant Temperature 1 (ECT1) on Diagnostics Form.
• Engine Coolant Temperature 2 (ECT2) • If either signal is not within specification, go
to the suspect actuator in “ELECTRONIC
• Engine Oil Temperature (EOT)
CONTROL SYSTEMS DIAGNOSTICS.”
6. Record the following KOEO pressure sensor
10. Look for sensor values that are not within
values on Diagnostics Form:
specification. A sensor out of specification could
• Fuel Rail Pressure (FRP) cause air management problems.
• TC1 Turbine Outlet Pressure (TC1TOP) 11. Make sure vehicle air tanks are full before
proceeding to next step.
• Fuel Delivery Pressure (FDP)
12. Use ServiceMaxx™ software to run Actuator Test.
• Intake Manifold Pressure (IMP)
13. Visually monitor movement of Exhaust Back
• Barometric Pressure (BARO)
Pressure Valve (EBPV). Record results on
• DPF Differential Pressure (DPFDP) Diagnostics Form.
NOTE: ServiceMaxx™ software does not have
an EBPV feedback position signal.
• If EBPV does not move, go to Exhaust
Back Pressure Valve (page 163) in
“PERFORMANCE DIAGNOSTICS.”
14. Use ServiceMaxx™ software to monitor DPF
status. Record results on Diagnostics Form.
• If DPF status is Regen needed - critical
level, disconnect exhaust system upstream
of Pre-Diesel Oxidation Catalyst (PDOC) and
attempt to start engine. If engine starts, go
to AFT System (page 217) in “ELECTRONIC
CONTROL SYSTEMS DIAGNOSTICS.” If
engine does not start, continue with Hard
Start and No Start diagnostics.
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124 5 HARD START AND NO START DIAGNOSTICS
4. Check for Diagnostic Trouble Codes (DTCs) 2. Connect EST to vehicle's Diagnostic Connector.
NOTE: 2010 model year vehicles no longer utilize 3. Start ServiceMaxx™ software.
DTC identification by number. DTCs are now
identified using the SPN and FMI identifiers only.
These two identifiers, known as the Suspect
Parameter Number (SPN) and the Failure Mode
Indicator (FMI) are displayed in the DTC Window.
• Suspect Parameter Number (SPN) – The SPN
identifies the individual component causing
the DTC. Figure 58 DTC window
• Failure Mode Indicator (FMI) – The FMI 1. Suspect Parameter Number (SPN)
identifies the fault or condition affecting the 2. Failure Mode Indicator (FMI)
individual component. 3. Fault Code Type
• Pending DTCs are possible emission faults 4. Permanent Diagnostic Trouble Codes tab
that were detected on first drive cycle. 5. Freeze Frame
6. Clear DTCs button
• Active DTC are faults that are present now 7. Refresh DTC/Vehicle Events button
or emission faults that were detected on two
consecutive drive cycles.
• Previously Active or Healing DTCs are 4. Record DTCs and Freeze Frame Data on
historical faults. These faults may have Diagnostics Form.
been cause by an intermittent or operating • Correct any active DTCs. See
condition which is not currently present. “ELECTRONIC CONTROL SYSTEMS
DIAGNOSTICS.”
Purpose
• Investigate any previously active, pending,
Identify DTCs. or healing DTCs for possible intermittent
operating conditions in which the DTC was
Tools set.
• Electronic Service Tool (EST) with ServiceMaxx™ NOTE: Freeze Frame Data is a snapshot of all
software influencing signals at the time the DTC was set.
• J1939 and J1708 RP1210B Compliant Device This can help diagnose hard to duplicate failures.
Freeze Frame Data is cleared as soon as the DTC
Procedure is cleared.
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5 HARD START AND NO START DIAGNOSTICS 125
NOTE: ServiceMaxx™ software displays Fuel NOTE: If all values are within specification
Delivery Pressure (FDP) signal 15 psi below actual and the engine is normally subjected to
gauge pressure. See Appendix A (page 953) for temperatures below 10° C (50° F), go to Inlet
specifications. Air Heater System Test (page 140).
5. Monitor the following signals: 8. Connect DMM to battery and monitor voltage
during engine cranking.
• Switched Battery (SWBAT)
• If voltage stays within specification, go to
• Engine Speed (RPM) ECM Power (page 589) in “ELECTRONIC
• Fuel Delivery Pressure (FDP) CONTROL SYSTEMS DIAGNOSTICS.”
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Fuel Delivery Pressure (FDP) Test 3. Connect Clean Fuel Source Tool 15–637–01 to
low-pressure fuel pump inlet.
NOTE: Perform this test if directed here from
Engine Cranking test (page 125). 4. Crank engine to remove air from fuel lines.
5. Turn ignition switch to ON, engine OFF.
Purpose
6. Connect EST to vehicle's Diagnostic Connector.
Verify there is sufficient fuel pressure in low-pressure
fuel system to start engine. 7. Start ServiceMaxx™ software.
Tools 8. Select Hard Start - No Start session.
• Electronic Service Tool (EST) with ServiceMaxx™
software
• J1939 and J1708 RP1210B Compliant Device
• 15-637-01 – Clean Fuel Source Tool
• ZTSE4891 – Air Cap, Fuel Cap, and Plug Kit
Procedure
CAUTION: To prevent damage to engine, plug
component connections immediately after each fuel
line is removed using clean fuel system caps.
Figure 64 Hard Start - No Start session signals
NOTE: Ensure fuel lines are clear of heavy debris
before breaking fuel line connections.
1. With the engine OFF, disconnect fuel supply line 9. Crank engine for 20 seconds while monitoring
at low-pressure fuel pump inlet. Fuel Delivery Pressure (FDP) signal. Record
results on Diagnostics Form.
2. Use Air Cap, Fuel Cap, and Plug Kit ZTSE4891 to
cap disconnected fuel supply line. NOTE: ServiceMaxx™ software displays Fuel
Delivery Pressure (FDP) signal 15 psi below
actual gauge pressure. See Appendix A (page
953) for specifications.
• If FDP is below specification, go to Fuel Dead
Head Test.
• If FDP builds above specification, go to Fuel
Aeration Test (page 131).
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130 5 HARD START AND NO START DIAGNOSTICS
Fuel Dead Head Test 3. Connect Fuel Inlet Restriction / Aeration Tool
ZTSE4886 to low-pressure fuel pump outlet.
Purpose
4. Use ZTSE4526 - Compucheck Fitting to connect
Isolate fuel pump to determine if it is able to build Fuel Pressure Gauge to Fuel Inlet Restriction /
proper pressure. Aeration Tool ZTSE4886.
Tools 5. Connect Fuel Block Off Tool to Fuel Restriction /
Aeration Tool ZTSE4886.
• ZTSE4526 - Compucheck Fitting
6. Crank engine to remove air from fuel lines.
• 15-637-01 – Clean Fuel Source Tool
7. Crank engine until fuel pressure stabilizes or up
• ZTSE4681 – Fuel Pressure Gauge
to a maximum of 20 seconds.
• ZTSE4886 – Fuel Inlet Restriction / Aeration Tool
8. Record gauge pressure on Diagnostics Form.
• ZTSE4905 – Fuel Block Off Tool
• If pressure is within specification, inspect
secondary fuel filter, stand pipe, and housing
Procedure
for defects or damage. If no defect or damage
1. Retain connection between Clean Fuel Source is found, go to Fuel Rail Pressure (FRP)
Tool 15–637–01 and low-pressure fuel pump inlet Return Flow Test.
from previous test.
• If pressure is below specification, replace
2. Disconnect fuel line from low-pressure fuel pump fuel pump following procedures in the Engine
outlet. Service Manual. To prevent damage to a
newly installed fuel pump and to verify high
back pressure did not cause fuel pump to fail,
perform HP Pump Fuel Return Pressure Test
(page 139) any time fuel pump is replaced.
NOTE: Before installing a new fuel pump,
ensure new fuel pump is the correct
replacement part.
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High-pressure Pump Inlet Pressure Test 3. Connect Fuel Block Off Tool ZTSE4905 to Fuel
Inlet Restriction / Aeration Tool ZTSE4886.
Purpose
4. Connect Fuel Pressure Gauge ZTSE4681 to Fuel
Verify high-pressure fuel pump is receiving fuel. Inlet Restriction / Aeration Tool ZTSE4886.
Tools 5. Crank engine while monitoring Fuel Pressure
Gauge ZTSE4681. Record results on Diagnostics
• ZTSE4681 – Fuel Pressure Gauge
Form.
• ZTSE4886 – Fuel Inlet Restriction / Aeration Tool
• If gauge pressure is within specification, go to
• ZTSE4905 – Fuel Block Off Tool High-pressure Fuel Return Flow Test.
• ZTSE4906 – Fuel Line Coupler • If gauge pressure is below specification,
replace secondary fuel filter and go to HP
Procedure Pump Return Flow Test (page 139).
1. Disconnect fuel supply to Down Stream Injection
(DSI) valve assembly.
2. Use Fuel Line Coupler ZTSE4906 to connect Fuel
Inlet Restriction / Aeration Tool ZTSE4886 to DSI
fuel supply line.
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5 HARD START AND NO START DIAGNOSTICS 137
Fuel Rail Pressure (FRP) Return Flow Test 2. Connect High Pressure Return Line Tester
ZTSE4887-2 using 2 banjo ring seals to cylinder
Purpose head fuel drain tube fitting. Thread ZTSE4887-3
to ZTSE4887-2 and route the end into a diesel
Verify return flow is within specifications.
fuel container.
Tools
3. Crank engine for 20 seconds while monitoring
• Electronic Service Tool (EST) with ServiceMaxx™ fuel return from High Pressure Return Line Tester
software ZTSE4887.
• J1939 and J1708 RP1210B Compliant Device • If fuel is returning, go to Fuel Rail Pressure
(FRP) Leak Isolation.
• Diesel fuel container
• If no fuel is returning, continue to next step.
• ZTSE4887 – High Pressure Return Line Tester
Fuel Rail Pressure (FRP) Return Flow Test Part 2
Fuel Rail Pressure (FRP) Return Flow Test Part 1
NOTE: Before running this test, ensure
NOTE: Before running this test, ensure
low-pressure fuel system is operating correctly.
low-pressure fuel system is operating correctly.
4. Reconnect fuel drain tube assembly disconnected
1. Disconnect fuel drain tube assembly at rear of
in step 1.
cylinder head.
5. Disconnect fuel rail return line at fuel rail.
6. Connect High Pressure Return Line Tester
ZTSE4887-2 using 2 banjo ring seals to fuel rail
return port. Thread ZTSE4887-3 to ZTSE4887-2
and route the end into a diesel fuel container.
7. Crank engine and monitor fuel return from High
Pressure Return Line Tester ZTSE4887.
• If fuel flows from High Pressure Return Line
Tester ZTSE4887, replace fuel rail pressure
relief valve.
• If fuel does not flow from High Pressure
Return Line Tester ZTSE4887, go to HP
Pump Return Flow Test.
Figure 70 High Pressure Return Line Tester
ZTSE4887 connected to cylinder head
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138 5 HARD START AND NO START DIAGNOSTICS
Purpose
Isolate pressure loss in high-pressure fuel system.
Tools
• Diesel fuel container
• ZTSE4887 – High Pressure Rail Return Line
Tester
• ZTSE6098 – High Pressure Rail Plugs
Procedure
NOTE: Perform this procedure only if engine does 3. Crank engine while monitoring fuel leaking out of
NOT START because of low or nonexistent Fuel High Pressure Return Line Tester ZTSE4887.
Rail Pressure (FRP). • If fuel is leaking out of High Pressure Return
1. Retain High Pressure Return Line Tester Line Tester ZTSE4887, leave High Pressure
ZTSE4887 connection to cylinder head from Rail Plug ZTSE6098 connected. Continue
previous test. capping off one injector supply port at a time
until fuel rail builds starting pressure. Once
starting pressure is met, replace the removed
injector tubes with new parts. Verify engine
will start.
• If fuel is not leaking out of High Pressure
Return Line Tester ZTSE4887 and fuel rail
builds starting pressure, replace number six
injector tube and fuel pipe.
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HP Pump Fuel Return Pressure Test 5. Start engine and run high idle while monitoring
Fuel Pressure Gauge ZTSE4681.
Purpose
• If pressure is above specification, inspect fuel
Verify return flow is within specifications. return line between high-pressure fuel pump
and fuel tank for restriction.
Tools
• If pressure is below specification, no further
• ZTSE4526 - Compucheck Fitting
action is required.
• ZTSE4681 – Fuel Pressure Gauge
• ZTSE4886 – Fuel Inlet Restriction / Aeration Tool
HP Pump Return Flow Test
• ZTSE4906 – Fuel Line Coupler
Purpose
Procedure
Verify fuel is flowing from high-pressure return.
NOTE: Prior to performing this test, ensure new
Tools
fuel pump is the correct replacement part.
• 15-637-01 - Clean Fuel Source Tool
1. Restore fuel system to normal operating
condition. • ZTSE4905 – Fuel Block Off Tool
2. Disconnect high-pressure fuel pump return line.
Procedure
1. Disconnect high-pressure fuel pump return line,
and connect Fuel Block Off Tool ZTSE4905 to the
line.
2. Connect 15-637-01 Clean fuel source tool to the
HP fuel pump fuel return port. Verify the shutoff
valve is Open.
3. Crank engine for 20 seconds while monitoring
fuel return from High Pressure Return Line Tester
ZTSE4887.
• If fuel is flowing from the return port into
15-637-01 Clean fuel source tool, replace
Piston Overflow Valve (KUEV) valve.
• If fuel does not flow from the return port into
Figure 72 High-pressure fuel pump return line 15-637-01 Clean fuel source tool, replace fuel
connected to Fuel Pressure Gauge ZTSE4681 pump. Refer to the Engine Service Manual
for replacement procedure and perform HP
Pump Fuel Return Pressure Test to verify high
3. Use Fuel Line Coupler ZTSE4906 to connect back pressure did not cause fuel pump failure.
high-pressure fuel pump return line to Fuel Inlet
Restriction / Aeration Tool ZTSE4886.
4. Use ZTSE4526 - Compucheck Fitting to connect
Fuel Inlet Restriction / Aeration Tool ZTSE4886 to
Fuel Pressure Gauge ZTSE4681.
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Inlet Air Heater System 1. Turn ignition switch to ON, engine OFF.
2. Connect EST to vehicle's Diagnostic Connector.
WARNING: To prevent personal injury or
death, do not smoke or park vehicle near open 3. Start ServiceMaxx™ software.
flames or sparks when taking a fuel sample. 4. Select Hard Start - No Start session.
5. Monitor Engine Coolant Temperature 1 (ECT1).
WARNING: To prevent personal injury or
death, make sure the parking brake is set, the • If ECT1 is above 10 °C (50 °F), use
transmission is in neutral or park, and the wheels ServiceMaxx™ software to run Inlet Air
are blocked when running the engine in the Heater procedure.
service bay.
• If ECT1 is below 10 °C (50 °F), continue to
Inlet Air Heater System Test next step.
NOTE: The ECM may take 15 seconds or
Purpose
longer to reset between ignition switch cycles.
Verify inlet air heater system is working correctly at
6. Cycle ignition switch and monitor Wait to Start
any temperature.
lamp in vehicle's dashboard.
Tools
7. When Wait to Start lamp begins flashing,
• Electronic Service Tool (EST) with ServiceMaxx™ crank engine while monitoring Intake Manifold
software Temperature (IMT) and Fuel Delivery Pressure
(FDP). Record results on Diagnostics Form.
• J1939 and J1708 RP1210B Compliant Device
• If IMT does not rise approximately 5.5 °C (10
Procedure °F) during engine crank, go to Inlet Air Heater
Fuel Igniter (IAHFI) Test.
NOTE: Inlet Air Heater is commanded ON when
Engine Coolant Temperature 1 (ECT1) is below 10 • If IMT rises 5.5 °C (10 °F) during engine
°C (50 °F). crank, the Inlet Air Heater system is working
correctly.
Post production, ServiceMaxx™ software will
• If FDP is below specification, go to
have the ability to run Inlet Air Heater at higher
Low-pressure Fuel System (page 127).
temperatures.
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5 HARD START AND NO START DIAGNOSTICS 141
Inlet Air Heater Fuel Igniter (IAHFI) Test 5. Connect EXP-1000 HD by Midtronics current
clamp around IAHFI power circuit.
Purpose
6. Select Inlet Air Heater Igniter from Actuator
Verify IAHFI is working properly. drop-down menu.
Tools 7. Press the Start Test button while monitoring
current draw. Record results on Diagnostics
• Digital Multimeter (DMM)
Form.
• EXP-1000 HD by Midtronics
• If current draw is below specification, go to
Inlet Air Heater Fuel Igniter (IAHFI) (page 411)
Procedure
in “ELECTRONIC CONTROL SYSTEMS
1. Turn ignition switch to ON, engine OFF. DIAGNOSTICS.”
2. Connect EST to vehicle's Diagnostic Connector. • If current draw is above specification, IAHFI is
working correctly. Continue to Fuel Supply at
3. Start ServiceMaxx™ software.
Inlet Air Heater Fuel Solenoid (IAHFS) Test.
4. Select 2010 BB Actuator session from the
Sessions drop-down menu.
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Purpose
Verify sufficient fuel pressure is being supplied to the
IAHFS.
Tools
• Electronic Service Tool (EST) with ServiceMaxx™
software
• J1939 and J1708 RP1210B Compliant Device
• ZTSE4681 – Fuel Pressure Gauge
• ZTSE6059 – Inlet Air Heater Solenoid Test
Adapter Kit Figure 74 Fuel Pressure Gauge ZTSE4681
connected to IAHFS fuel supply line
Procedure
1. Turn ignition switch to ON, engine OFF.
7. Use Inlet Air Heater Solenoid Test Adapter Kit
2. Connect EST to vehicle's Diagnostic Connector. ZTSE6059 to connect Fuel Pressure Gauge
3. Start ServiceMaxx™ software. ZTSE4681 to IAHFS fuel supply line.
4. Select Hard Start - No Start session. 8. Crank engine while monitoring Fuel Pressure
Gauge ZTSE4681. Record results on Diagnostics
5. Crank engine while monitoring Fuel Delivery Form.
Pressure (FDP).
• If pressure is below specification, inspect
• If FDP is below specification, go to Fuel IAHFS fuel supply line for restriction. If IAHFS
Delivery Pressure Test (page 129). fuel supply line is not restricted, replace fuel
• If FDP is within specification, continue to next regulator in fuel filter housing.
step. • If pressure is within specification, go to Fuel
6. Disconnect fuel supply to IAHFS. Supply at Inlet Air Heater Fuel Igniter (IAHFI)
Test.
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5 HARD START AND NO START DIAGNOSTICS 143
Purpose
Verify sufficient fuel pressure is being supplied to the
IAHFI.
Tools
• Electronic Service Tool (EST) with ServiceMaxx™
software
• J1939 and J1708 RP1210B Compliant Device
• ZTSE4681 – Fuel Pressure Gauge
• ZTSE6059 – Inlet Air Heater Solenoid Test
Adapter Kit
Procedure
NOTE: This test can only be run if ECT1 is below
10 °C (50 °F) or ServiceMaxx™ software can run
the Inlet Air Heater procedure.
NOTE: Post production, ServiceMaxx™ software Figure 75 Fuel Pressure Gauge ZTSE4681
will have the ability to run Inlet Air Heater at higher connected to IAHFI fuel supply line
temperatures.
1. Turn ignition switch to ON, engine OFF.
7. Use Inlet Air Heater Solenoid Test Adapter Kit
2. Connect EST to vehicle's Diagnostic Connector. ZTSE6059 to connect Fuel Pressure Gauge
ZTSE4681 to IAHFI fuel supply line.
3. Start ServiceMaxx™ software.
8. Monitor Wait to Start lamp in vehicle's dashboard.
4. Select Hard Start - No Start session.
9. When Wait to Start lamp begins flashing, crank
5. Reinstall fuel supply line to Inlet Air Heater Fuel
engine while monitoring Fuel Pressure Gauge
Solenoid (IAHFS) disconnected in previous test.
ZTSE4681. Record results on Diagnostics Form.
6. Disconnect fuel supply to IAHFI.
• If pressure is below specification, inspect
IAHFI fuel supply line for restriction. If
IAHFI fuel supply line is not restricted, see
Inlet Air Heater Fuel Solenoid (page 411)
in “ELECTRONIC CONTROL SYSTEMS
DIAGNOSTICS.”
• If pressure is within specification, replace
IAHFI.
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6 PERFORMANCE DIAGNOSTICS 145
Table of Contents
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6 PERFORMANCE DIAGNOSTICS 147
The Performance Diagnostics Form directs Do all tests in sequence, unless otherwise stated.
technicians to systematically troubleshoot a Doing a test out of sequence can cause incorrect
performance condition and avoid unnecessary results. If a problem was found and corrected, it is
repairs. not necessary to complete the remaining tests.
This Diagnostic Manual section shows detailed See appropriate section for Diagnostic Trouble Codes
instructions of the tests on the form. The manual (DTCs) and engine specifications.
should be used with the form and referenced for
To order technical service literature, contact your
supplemental test information. Use the form as a
International dealer.
worksheet to record test results.
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Purpose
WARNING: To prevent personal injury or
death, provide proper ventilation when operating Check all fluid levels and inspect engine systems
an engine in a closed area. Inhalation of exhaust for problems such as leaks, open connections, and
gas can be fatal. harness chaffing.
Performance Specification Information See
Tools
“APPENDIX A: PERFORMANCE SPECIFICATIONS”
or “APPENDIX C: TECHNICAL SERVICE None
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2. Use oil level gauge (dipstick) to verify engine oil Electrical System
level.
1. Inspect batteries and electrical system (engine
NOTE: If oil is diluted or contaminated, oil and and vehicle) for poor or loose connections,
filter must be replaced. corroded terminals, or broken and damaged
wires.
3. Record results on Diagnostics Form.
2. Record results on Diagnostics Form.
• If level is below specification, inspect for
leaks, oil consumption, or improper servicing. • If electrical system problem is found, make
If engine oil level is low, fill to specification. necessary repairs.
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2. Record results on Diagnostics Form. Visually inspect primary fuel filter condition following
the inspection table on next page.
• If exhaust system problem is found, make
necessary repairs.
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Fuel level above top of fuel Change primary fuel filter element.
filter. May cause loss of
power complaint.
Bubbles are seen flowing 1. Check all fittings and lines from between fuel tank and
within fuel. chassis fuel filter assembly.
2. Check upper and lower connector O-rings.
Loss of power complaint. 1. Check for missing grommet at lower end of filter.
Fuel level is below fuel filter
2. Check for missing or broken spring at top of primary fuel
housing collar.
filter element.
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Purpose
Check for poor fuel quality or contaminants.
Tools
• Clear diesel fuel container
• Clear plastic hose
Procedure
NOTE: Ultra Low Sulfur Diesel (ULSD) fuel is
®
required for MaxxForce 11 and 13 diesel engines
used with advanced aftertreatment systems.
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4. Check for water, waxing, icing, sediment, 3. Electronic Service Tool (EST) Connection and
gasoline, Diesel Exhaust Fluid (DEF) or kerosene Data Recording
by shaking fuel sample container and letting
contents settle. Record results on Diagnostics Purpose
Form.
Check Engine Control Module (ECM) software,
• Sediments will fall to bottom of fuel sample sensor signals and DTCs, and to record additional
container. vehicle information on Diagnostics Form.
• Gasoline and kerosene will separate from
Tools
diesel fuel.
• Electronic Service Tool (EST) with ServiceMaxx™
• Waxing or icing will prevent diesel fuel from
software
flowing out of fuel drain valve.
• J1939 and J1708 RP1210B Compliant Device
• If fuel quality is questionable, repair as
necessary. Take another sample to verify fuel
Procedure
quality is satisfactory.
1. Turn ignition switch to ON, engine OFF.
• If fuel quality is satisfactory, continue to
Electronic Service Tool (EST) Connection 2. Connect EST to vehicle's Diagnostic Connector.
and Data Recording test.
3. Start ServiceMaxx™ software.
NOTE: Do not continue diagnostic procedures
• If unable to communicate with the ECM, see
if fuel is contaminated.
the ServiceMaxx™ Users Guide.
5. Inspect fuel strainer for debris. The fuel strainer
• If unable to communicate with the ECM
is located in the fuel primer pump assembly.
and no problems are found using the
ServiceMaxx™ Users Guide, go to J1939
Data Link (page 804) in “ELECTRONIC
CONTROL SYSTEMS DIAGNOSTICS.”
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6 PERFORMANCE DIAGNOSTICS 157
5. Record the following Key ON, Engine OFF 7. Look for sensor values that are out of
(KOEO) temperature sensor values on specification. A sensor out of specification could
Diagnostics Form: cause abnormal operating behavior, incorrect
fueling, and injection timing problems.
NOTE: If possible, allow the engine to cold
soak for at least 8 hours before recording • If sensor is out of specification, go to the
results. suspect sensor in “ELECTRONIC CONTROL
SYSTEMS DIAGNOSTICS.”
• Inlet Air Temperature (IAT)
8. Use ServiceMaxx™ software to run Actuator Test.
• Engine Coolant Temperature 1 (ECT1)
9. Record EGR Valve Position and Engine Throttle
• Engine Coolant Temperature 2 (ECT2)
Position values at 5% (open) and 95% (closed)
• Engine Oil Temperature (EOT) on Diagnostics Form.
6. Record the following KOEO pressure sensor • If either signal is not within specification, go
values on Diagnostics Form: to the suspect actuator in “ELECTRONIC
CONTROL SYSTEMS DIAGNOSTICS.”
• Fuel Rail Pressure (FRP)
10. Look for sensor values that are not within
• Fuel Delivery Pressure (FDP)
specification. A sensor out of specification could
• TC1 Turbine Outlet Pressure (TC1TOP) cause air management problems.
• Intake Manifold Pressure (IMP) 11. Use ServiceMaxx™ software to run Actuator Test.
• Barometric Pressure (BARO) 12. Visually monitor movement of Exhaust Back
Pressure Valve (EBPV). Record results on
• DPF Differential Pressure (DPFDP)
Diagnostics Form.
NOTE: ServiceMaxx™ software does not have
an EBPV feedback position signal.
• If EBPV does not move, go to Exhaust Back
Pressure Valve (page 163).
13. Use ServiceMaxx™ software to monitor DPF
status. Record results on Diagnostics Form.
• If DPF status is “Regen needed - critical
level”, run an Onboard Filter Cleanliness
Test.
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158 6 PERFORMANCE DIAGNOSTICS
4. Check for Diagnostic Trouble Codes (DTCs) 2. Connect EST to vehicle's Diagnostic Connector.
NOTE: 2010 model year vehicles no longer utilize 3. Start ServiceMaxx™ software.
DTC identification by number. DTCs are now
identified using the SPN and FMI identifiers only.
These two identifiers, known as the Suspect
Parameter Number (SPN) and the Failure Mode
Indicator (FMI), are displayed in the DTC Window.
• Suspect Parameter Number (SPN) – The SPN
identifies the individual component causing
the DTC. Figure 82 DTC window
• Failure Mode Indicator (FMI) – The FMI 1. Suspect Parameter Number (SPN)
identifies the fault or condition affecting the 2. Failure Mode Indicator (FMI)
individual component. 3. Fault Code Type
• Pending DTCs are possible emission faults 4. Permanent Diagnostic Trouble Codes tab
that were detected on first drive cycle. 5. Freeze Frame
6. Clear DTCs button
• Active DTC are faults that are present now 7. Refresh DTC/Vehicle Events button
or emission faults that were detected on two
consecutive drive cycles.
• Previously Active or Healing DTCs are 4. Record DTCs and Freeze Frame Data on
historical faults. These faults may have Diagnostics Form.
been caused by an intermittent or operating • Correct any active DTCs. See
condition which is not currently present. “ELECTRONIC CONTROL SYSTEMS
DIAGNOSTICS.”
Purpose
• Investigate any previously active, healing
Identify DTCs. or pending DTCs for possible intermittent
operating conditions in which the DTC was
Tools set.
• EST with ServiceMaxx™ software NOTE: Freeze Frame Data is a snapshot of all
• J1939 and J1708 RP1210B Compliant Device influencing signals at the time the DTC was set.
This can help diagnose hard to duplicate failures.
Procedure Freeze Frame Data is cleared as soon as the DTC
is cleared.
1. Turn ignition switch to ON, engine OFF.
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6 PERFORMANCE DIAGNOSTICS 159
Purpose
Validate engine performance throughout rpm range.
Tools
• EST with ServiceMaxx™ software
• J1939 and J1708 RP1210B Compliant Device
Procedure
1. Turn ignition switch to ON, engine OFF.
2. Connect EST to vehicle's Diagnostic Connector.
3. Start ServiceMaxx™ software. Figure 83 Performance session signals
4. Select Performance session.
5. Monitor Accel Pedal Position 1 (APP1) signal and 6. Monitor the following signals:
depress accelerator pedal to floor. Record results
on Diagnostics Form. NOTE: ServiceMaxx™ software displays
Fuel Delivery Pressure (FDP) signal 15
• If APP1 signal does not go from 0% to psi below actual gauge pressure. When
99.6%, see APP Sensor (page 363) in monitoring FDP with ServiceMaxx™ software,
“ELECTRONIC CONTROL SYSTEMS the specification listed below is correct.
DIAGNOSTICS.”
• Fuel Delivery Pressure (FDP)
• If APP1 signal does go from 0% to 99.6%,
continue to next step. • Fuel Rail Pressure (FRP)
• Fuel Rail Pressure Desired (FRPD)
• Engine Speed
• Intake Manifold Pressure (IMP)
• TC1 Turbine Outlet Pressure (TC1TOP)
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160 6 PERFORMANCE DIAGNOSTICS
7. Press the record button and start engine. • If TC1TOP is above specification, verify
Exhaust Back Pressure Valve (EBPV) is not
8. Allow engine to idle for 5 seconds. Depress
the cause of the performance loss. See
accelerator pedal to floor and hold for 20 seconds,
Exhaust Back Pressure Valve (EBPV) (page
then return to low idle.
163). If EBPV is operating correctly, inspect
9. Review results with accelerator pedal at 99.6% Pre-Diesel Oxidation Catalyst (PDOC) and
and record on Diagnostics Form. Diesel Oxidation Catalyst (DOC) for face
plugging.
• If FDP is below specification, go to Fuel
Delivery Pressure Test (page 167) in the • If IMP is below specifications, visually inspect
Low-pressure Fuel System section. for:
• If FDP is above specification, go to • Charge Air Cooler (CAC) and tubing leaks
High-pressure Pump Inlet Pressure Test
• Intake restriction
(page 175).
• Turbocharger damage
• If engine does not accelerate smoothly,
or feels unbalanced, (not running on all • Remove and inspect IMP sensor for soot build
cylinders), perform Cylinder Performance up. Clean sensor, reinstall, and continue.
Test (page 181) and Fuel Pressure Control
Valve (FPCV) Test (page 184).
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6 PERFORMANCE DIAGNOSTICS 161
6. KOER Air Management Test 7. Road Test (Full load to highway speed)
NOTE: Truck air tank must be full before running
Purpose
this test.
Check for unacceptable engine performance at full
Purpose load and rated speeds by means of maximum boost,
minimum fuel pressure, and minimum Fuel Rail
To verify air management valves are working correctly.
Pressure (FRP).
Tools
Tools
• EST with ServiceMaxx™ software
• EST with ServiceMaxx™ software
• J1939 and J1708 RP1210B Compliant Device
• J1939 and J1708 RP1210B Compliant Device
Procedure
Procedure
1. Turn ignition switch to ON, engine OFF.
2. Connect EST to vehicle's Diagnostic Connector. WARNING: To prevent personal injury or
death, read all safety instructions in the “Safety
3. Start ServiceMaxx™ software. Information” section of this manual.
4. Start engine. NOTE: If truck has progressive shift or gear down
5. Select KOER Air Management Test from the Tests protection enabled, disable these features prior to
drop-down menu. Begin recording snapshot and performing the road test.
follow instructions in ServiceMaxx™ software. NOTE: Perform test while bobtailing (not pulling a
Record results on Diagnostics Form. trailer).
NOTE: Record whether Intake Manifold 1. Turn ignition switch to ON, engine OFF.
Pressure (IMP) increases or decreases with
actuator change. 2. Connect EST to vehicle's Diagnostic Connector.
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6 PERFORMANCE DIAGNOSTICS 163
Special Test Procedures 6. Press the Start button and measure actuator rod
movement. Record results on Diagnostics Form.
Air Control Valve (ACV) Tests
NOTE: Measurement is taken between the
NOTE: Truck air tank must be full before running
bottom of the housing and the jam nut.
these tests.
• If actuator rod moves full travel, no action is
Purpose required.
Verify air management valves are working correctly. • If actuator rod does not move full travel,
continue to next step.
Tools
7. Remove air supply line from actuator and repeat
• EST with ServiceMaxx™ software
actuator test.
• J1939 and J1708 RP1210B Compliant Device
• If air cannot be heard leaving the open air
supply line when running the test, inspect
supply line for blockage or damage. If supply
Exhaust Back Pressure Valve (EBPV)
line is not blocked or damaged, see EBPV
1. Turn ignition switch to ON, engine OFF. (page 578), in “ELECTRONIC CONTROL
SYSTEMS DIAGNOSTICS.”
2. Connect EST to vehicle's Diagnostic Connector.
• If air can be heard leaving the open air supply
3. Start ServiceMaxx™ software.
line, continue to next step.
4. Select 2010 BB Actuator session.
8. Remove actuator rod from valve arm. Check if the
5. Select EBPV from Actuator drop-down menu and valve arm moves freely.
set to 95%.
• If valve arm moves freely, replace air actuator.
NOTE: Test will command the actuator ON for 5
• If valve arm does not move freely, replace
seconds, then will return it to the default closed
valve.
position.
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Turbocharger 2 Wastegate Control (TC2WC) • If actuator rod does not move full travel,
continue to next step.
1. Turn ignition switch to ON, engine OFF.
7. Remove air supply line from actuator and repeat
2. Connect EST to vehicle's Diagnostic Connector.
actuator test.
3. Start ServiceMaxx™ software.
• If air cannot be heard leaving the open
4. Select 2010 BB Actuator session. air supply line when running the test, see
TC2WC (page 838), in “ELECTRONIC
NOTE: On a cold engine, the TC2 Wastegate
CONTROL SYSTEMS DIAGNOSTICS.”
Control defaults to open (100.00%) to prevent
turbocharger damage. • If air can be heard leaving the open air supply
line, continue to next step.
5. Select TC2 Wastegate Control from Actuator
drop-down menu and set to ON (95% Duty Cycle). 8. Remove actuator rod from valve arm. Check if the
valve arm moves freely.
NOTE: If TC2 Wastegate CTL displays a value
of 100.00% before test is started, duty cycle • If valve arm moves freely, replace air actuator.
must be set to Off (5% duty cycle) for actuator
• If valve arm does not move freely, replace
rod to move.
valve.
NOTE: Test will command actuator ON for 5
seconds, then actuator will return to default
position.
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Fuel System
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Procedure
1. Retain connection between Clean Fuel Source
Tool 15-637-01 and low-pressure fuel pump inlet
from previous test.
2. Disconnect fuel line from low-pressure fuel pump
outlet.
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7. Crank engine until fuel pressure stabilizes or up • If pressure is below specification, replace
to a maximum of 20 seconds. fuel pump following procedures in the Engine
Service Manual. To prevent damage to a
8. Record gauge pressure on Diagnostics Form.
newly installed fuel pump and to verify high
• If pressure is within specification, inspect back pressure did not cause fuel pump to fail,
secondary fuel filter, stand pipe, and housing perform HP Pump Fuel Return Pressure Test
for defects or damage. If no defect or damage (page 139) any time fuel pump is replaced.
is found, go to Fuel Rail Pressure Return
NOTE: Before installing a new fuel pump,
Flow Test (page 176).
ensure new fuel pump is the correct
replacement part.
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Restriction Test
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Purpose
Verify high-pressure fuel pump is receiving fuel.
Tools
• ZTSE4681 – Fuel Pressure Gauge
• ZTSE4886 – Fuel Inlet Restriction / Aeration Tool
• ZTSE4905 – Fuel Block Off Tool
• ZTSE4906 – Fuel Line Coupler
Procedure
Figure 95 Pressure Test Kit connected to DSI
1. Disconnect fuel supply to Down Stream Injection fuel supply line
(DSI) valve assembly.
1. DSI Fuel Supply Line
2. Use Fuel Line Coupler ZTSE4906 to connect Fuel 2. Fuel Line Coupler
Inlet Restriction / Aeration Tool ZTSE4886 to DSI 3. Fuel Inlet Restriction / Aeration Tool
fuel supply line. 4. Fuel Pressure Gauge
5. Fuel Block Off Tool
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Fuel Rail Pressure (FRP) Return Flow Test 2. Connect High Pressure Return Line Tester
ZTSE4887-2 using 2 banjo ring seals to cylinder
Purpose head fuel drain tube fitting. Thread ZTSE4887-3
to ZTSE4887-2 and route the end into a diesel
Verify return flow is within specifications.
fuel container.
Tools
3. Crank engine for 20 seconds while monitoring
• Electronic Service Tool (EST) with ServiceMaxx™ fuel return from High Pressure Return Line Tester
software ZTSE4887.
• J1939 and J1708 RP1210B Compliant Device • If fuel is returning, go to Fuel Rail Pressure
(FRP) Leak Isolation.
• Diesel fuel container
• If no fuel is returning, continue to next step.
• ZTSE4887 – High Pressure Return Line Tester
Fuel Rail Pressure (FRP) Return Flow Test Part 2
Fuel Rail Pressure (FRP) Return Flow Test Part 1
NOTE: Before running this test, ensure
NOTE: Before running this test, ensure
low-pressure fuel system is operating correctly.
low-pressure fuel system is operating correctly.
4. Reconnect fuel drain tube assembly disconnected
1. Disconnect fuel drain tube assembly at rear of
in step 1.
cylinder head.
5. Disconnect fuel rail return line at fuel rail.
6. Connect High Pressure Return Line Tester
ZTSE4887-2 using 2 banjo ring seals to fuel rail
return port. Thread ZTSE4887-3 to ZTSE4887-2
and route the end into a diesel fuel container.
7. Crank engine and monitor fuel return from High
Pressure Return Line Tester ZTSE4887.
• If fuel flows from High Pressure Return Line
Tester ZTSE4887, replace fuel rail pressure
relief valve.
• If fuel does not flow from High Pressure
Return Line Tester ZTSE4887, go to HP
Pump Return Flow Test.
Figure 96 High Pressure Return Line Tester
ZTSE4887 connected to cylinder head
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Purpose
Isolate pressure loss in high-pressure fuel system.
Tools
• Diesel fuel container measuring in milliliters
• ZTSE4887 – High Pressure Rail Return Line
Tester
• ZTSE6098 – High Pressure Rail Plugs
1. Retain High Pressure Return Line Tester • If fuel volume is above specification, leave
ZTSE4887 connection to cylinder head from High Pressure Rail Plug ZTSE6098 installed
previous test. and continue to next step.
• If fuel volume is within specification, replace
injector tube and high-pressure connector
body following procedures in the Engine
Service Manual. Retest volume of fuel being
returned with all six injectors connected to
verify repair.
4. Disconnect number five injector fuel line and cap
off rail with High Pressure Rail Plug ZTSE6098.
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Crankcase Oil Breather Separator Test 6. Monitor CC Oil Separator (CCOS) signal with
engine at low and high idle. Record results on
Purpose Diagnostics Form.
Check if centrifuge breather is functioning properly. • If CCOS is within specification, crankcase
breather system is operating correctly.
Tools
• If CCOS is reading 0 rpm with engine running,
• Electronic Service Tool (EST) with ServiceMaxx™
continue to next step.
software
7. With engine running, place Ultrasonic Ear
• J1939 and J1708 RP1210B Compliant Device
ZTSE4800 near CCOSS sensor.
• ZTSE4800 – Ultrasonic Ear
8. Turn engine OFF and quickly monitor for
centrifugal noise.
Procedure
NOTE: The centrifuge will continue spinning
WARNING: To prevent personal injury or for 15 seconds after engine is shut off.
death, read all safety instructions in the “Safety • If centrifuge noise is not heard, go to Engine
Information” section of this manual. Service Manual for removal and replacement
procedures.
WARNING: To prevent personal injury or
death, make sure the parking brake is set, the • If centrifuge noise can be heard, go to
transmission is in neutral or park, and the wheels Crankcase Oil Separator Speed (CCOSS)
are blocked when running the engine in the Sensor (page 376) in “ELECTRONIC
service bay. CONTROL SYSTEMS DIAGNOSTICS."
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3. Connect Crankcase Pressure Test Tool 7. Shut engine OFF. Drain vehicle air tanks until
ZTSE4039 to 90 degree breather elbow. pressure is removed from air system.
8. Remove air line from remote-mounted centrifugal
filter and cap using Air Cap, Fuel Cap, and Plug
Kit ZTSE4891.
9. Start engine and run at high idle. Allow
manometer reading to stabilize before recording
pressure reading.
10. Record crankcase pressure on Diagnostics Form.
• If pressure is within specification, repair or
replace centrifugal filter assembly.
• If pressure is above specification, continue to
next step.
WARNING: To prevent personal injury or Figure 100 Air compressor discharge port
death, shift transmission to park or neutral, set
parking brake, and block wheels before doing
diagnostic or service procedures. 11. If engine has an air compressor, remove
discharge line and test again. Allow manometer
WARNING: To prevent personal injury or reading to stabilize before recording pressure
death, wear safety glasses with side shields. reading.
5. Start engine and run at high idle. Allow 12. Record crankcase pressure on Diagnostics Form.
manometer reading to stabilize before recording
• If pressure is above specification, go to
pressure reading.
Relative Compression Test to pinpoint
6. Record crankcase pressure on Diagnostics Form. suspect cylinder.
• If pressure is within specification, no repair is • If pressure is at or below specification,
required. compressed air is leaking into crankcase.
Repair or replace air compressor.
• If pressure is above specification, continue to
next step.
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Tools
• Electronic Service Tool (EST) with ServiceMaxx™
software
• J1939 and J1708 RP1210B Compliant Device
Procedure
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Possible Causes
• Open or shorted injector wiring
• Scuffed or failed injector
• Power cylinder problem
Procedure
NOTE: Steps taken before running this test:
Figure 102 ServiceMaxx™ Cylinder Cutout Test
• Run Relative Compression Test.
• Verify fuel system pressure is not below
specification and fuel is not aerated. 7. Record results on Diagnostics Form.
1. Turn ignition switch to ON, engine OFF. • If Cylinder Cutout Test does not identify a suspect
cylinder, no action is required.
2. Connect EST to vehicle's Diagnostic Connector.
• If Cylinder Cutout Test identifies a suspect
3. Start ServiceMaxx™ software.
cylinder and Relative Compression Test does not,
4. Start engine. replace failed Injector. See Injector Replacement.
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6 PERFORMANCE DIAGNOSTICS 183
Injector Replacement
Purpose
Calibrate Engine Control Module (ECM) for newly
installed injectors.
NOTE: Each injector is encrypted with an Injection
Quantity Adjustment (IQA) code that must be
programmed into the ECM anytime an injector
has been replaced.
Tools
• Electronic Service Tool (EST) with ServiceMaxx™
software
• J1939 and J1708 RP1210B Compliant Device
Figure 104 Picture of IQA code location
Procedure
IQA injects the correct amount of fuel for each
individual injector throughout the operating range of 5. Type in new IQA code (stamped on top portion of
the engine. Injector mechanical tolerances, high flow, injector) into proper cylinder location.
and low flow can be evenly balanced with the ECM
calibration.
1. Turn ignition switch to ON, engine OFF.
2. Connect EST to vehicle’s Diagnostic Connector.
3. Start ServiceMaxx™ software.
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NOTE: When the Undo button appears, the NOTE: A minor ripple in the FRP signal
Program Engine button becomes active. graph display is acceptable. A shark-tooth
fluctuation indicates FPCV is sticking.
6. Press the Program Engine button.
• If FRP signal fluctuates in a shark-tooth
7. Replace failed injector following procedures in the
pattern, replace FPCV following procedures
Engine Service Manual.
in the Engine Service Manual.
• If FRP signal does not fluctuate in a
Fuel Pressure Control Valve (FPCV) Test shark-tooth pattern, no further action is
required.
Purpose
Verify FPCV is not sticking.
Charge Air Cooler (CAC) Pressure Test
Tools
Procedure
• Electronic Service Tool (EST) with ServiceMaxx™
software 1. Attach Charge Air Cooler Test Kit ZTSE6042 to
the CAC using three-inch couplers and clamps
• J1939 and J1708 RP1210B Compliant Device
(obtain locally).
Procedure 2. Attach pressure test gauge and gradually
pressurize CAC to 30 psi (207 kPa). Turn off air
1. Verify fuel system is operating within
supply when pressure reaches 30 psi (207 kPa).
specifications and is not aerated.
3. If pressure drops, spray a soapy water solution on
2. Start engine and run until Engine Coolant
the CAC. Look for leaks from hose connections,
Temperature is above 65 °C (150 °F)
CAC, and test components. Locate and mark
3. Use ServiceMaxx™ software to run the Fuel leaks.
Pressure Control Valve Test. Follow on-screen
4. If a leak is detected on the CAC or the test gauge
instructions.
pressure drops, replace the CAC.
4. Record results on Diagnostics Form.
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Table of Contents
Diagnostic Trouble Codes (DTCs) and Sub-section Diagnostics Page Locations. . . . . . . . . . . . . . . . . . . . . . . . .187
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Engine diagnostics form 0000002941 assists description of vehicle circuits, circuit numbers, or
®
technicians in troubleshooting MaxxForce diesel connector and fuse locations, see truck Chassis
engines. Diagnostic schematics and signal values Electrical Circuit Diagram Manual and Electrical
help technicians find problems to avoid unnecessary System Troubleshooting Guide. The back side of the
repairs. form consists of signal values.
The Electronic Control System Diagnostics form Diagnostics Form 0000002941 is available in 50 sheet
consists of a circuit diagram for electrical components pads. To order technical service literature, contact
mounted on the engine and vehicle. For a detailed your International dealer.
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Previously Active DTC (MIL off) becomes an active fault, and the MIL is illuminated
with updated Freeze Frame data. If the fault does not
Previously active faults, are historical faults that were
occur again before the end of the next drive cycle,
detected in a previous drive cycle, but were not
then the pending fault is cleared along with the Freeze
detected on then next 3 consecutive Healing drive
Frame data, and the MIL is not illuminated.
cycles.
Not all faults require two occurrences to become
• If the same fault is not detected again on three
active. Most sensor and actuator circuit faults will
consecutive drive cycles, the fault becomes
skip the pending status and make the fault active on
Previously Active and Malfunction Indicator Lamp
the first occurrence.
(MIL) is turned off.
After faults become active, the monitor will continue to
• If the same fault is detected within three
check the fault condition. If the fault test continues to
consecutive drive cycles, then the fault returns
fail, it will be reported as active. If the fault test passes,
Active and the MIL turns on.
it will start the process of clearing the fault. After three
Freeze Frame consecutive drive cycles, where the fault condition is
tested and passed, the MIL will turn off, the code will
Freeze Frame data is a snapshot of the engine's
go previous active for the next 40 warm-up cycles,
operating condition at the time the fault was detected.
and the MIL is not illuminated. After those warm-up
• Freeze Frame data is updated each drive cycle in cycles, the code is cleared without using the Electronic
which a fault is detected Service Tool (EST).
• Freeze Frame data is cleared when the DTC is Readiness Monitors
cleared.
Readiness indicates the status of the HD-OBD
Permanent Diagnostic Trouble Codes monitors, whether they can be run on this drive cycle
and whether they have been run. It is not related
Permanent DTCs are historic faults that should not be
to whether a fault is pending, active, or previously
treated as a current problem with the control system.
active.
When an active HD-OBD DTC is set, a permanent
DTC is also set. A permanent DTC is cleared when Readiness is required to assist in HD-OBD
the monitor that set the active DTC passes on three inspections. If a vehicle is due for HD-OBD inspection
consecutive drive cycles. and would fail because a fault code exists, it is
possible for the driver to clear the code by using the
Clearing DTCs
Electronic Service Tool (EST) or by disconnecting
DTCs can be cleared by pressing the Clear DTCs the battery. However, either of these will reset the
button with the ignition Key ON, Engine OFF (KOEO). readiness status. The inspector will see that there
DTCs cannot be cleared with the engine running. are no codes, but also see that some of the HD-OBD
Cycle the ignition key to verify DTCs have been monitors have not been run, so will refuse to allow the
cleared from the ECM. vehicle to pass inspection until all the monitors have
a Run Status and no codes are present.
HD-OBD Fault Detection
All monitors will run at some point during normal
The HD-OBD system monitors the control system
operation of the vehicle. However, to satisfy all the
much like a non-OBD system, but with much tighter
different trip monitors, the vehicle must be driven
tolerances. HD-OBD allows two occurrences of a
under a variety of conditions.
fault before the MIL is turned on. This provides
more confidence that the fault really exists. If a ServiceMaxx™ HD-OBD Monitor Session
fault condition is detected, a pending fault is set
HD-OBD monitors can be viewed using
with Freeze Frame data and will remain pending
ServiceMaxx™ software with the HD-OBD Monitor
through the rest of the drive cycle. If the fault occurs
session file.
again before the end of the next drive cycle, then it
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Example
Test Point Specifications Comment – < Less than, > Greater than
C to GND 5.0 V ± 0.5 V If > 5.5 V, check VREF for short to PWR.
If < 4.5 V, check VREF for OPEN or short to GND. Do Harness Resistance
Checks.
• If the circuit is not within specification, the • If the circuit is within specification, continue to the
comment area will list possible cause or direct next test point.
the technician to the next test point. Do Harness
Resistance Check if additional assistance is
needed in diagnosing fault.
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Example
Test Point Test Specifications Comment – < Less than, > Greater than
A to GND Key On-Engine Off B+ If < B+, check for OPEN circuit.
(KOEO)
B to GND KOEO B+ If < B+, check actuator coil for OPEN.
B to GND Output State HIGH B+ If < B+, check actuator control circuit for short to
GND.
B to GND Output State LOW 7.5 V If > 7.5 V, check actuator control circuit for OPEN or
short to PWR or failed across coil.
• If any circuit is not within specification, the • If all circuits are within specification, the actuator
comment area will list possible cause or direct the may not be operating mechanically.
technician to the next test point.
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Example
Test Point Specifications Comment – < Less than, > Greater than
E-66 to 2 <5Ω If > 5 Ω, check EOT control circuit for OPEN.
E-66 to GND > 1k Ω If < 1k Ω, check EOT control circuit for short to GND.
• If the circuit is not within specification, the • If the circuit is within specification, continue to the
comment area will list possible circuit faults. next test point.
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Example
Test Point Condition DMM Signal Value
APP Foot off pedal 0.64 V ± 0.5 V 0%
A to GND or Pedal to floor 3.85 V ± 0.5 V 102%
C-48 to GND
APP2 Foot off pedal 0V 0V
D to GND or Pedal to floor B+ B+
C-33 to GND
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Circuit Diagnostics
AAT Sensor (Ambient Air Temperature)
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Possible Causes
• Failed AAT sensor
• High resistance in AAT circuit
• High resistance in SIG GND circuit
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Fault Overview
Fault code sets when the Engine Control Module
(ECM) detects that the Ambient Air Temperature
(AAT) voltage is greater than 4.5 volts for 2 seconds.
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Fault Overview
Fault code sets when the Engine Control Module
(ECM) detects that the Ambient Air Temperature
(AAT) signal voltage is less than expends.
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SPN 3251 FMI 21 - DPFDP excessively LOW (Sensor/circuit fault or missing DPF)
Condition / Setting Criteria Enable Conditions / Values Time Required
Description
Missing / Cracked DPF Function of exhaust Simulated soot mass < 201 g 40 seconds
gas flow and specific and > 0 g
soot mass corrected for
DPF surface temp < 752°F
transfer lag
(400°C) and > 392°F (200°C)
DPFDP > 12 hPa
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Fault Overview
The Aftertreatment Fuel Inlet Sensor (AFTFIS) is
both a variable-capacitance pressure sensor and
a thermistor sensor used to measure fuel pressure
and fuel temperature at the inlet of the Down Stream
Injection (DSI) unit. The ECM measures signals
given by this sensor to supply the Aftertreatment Fuel
Injector (AFI) with the proper amount of fuel.
Associated Faults
SPN’s 94 and 5456.
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Fault Overview
The Aftertreatment Fuel Inlet Sensor (AFTFIS) is
both a variable-capacitance pressure sensor and
a thermistor sensor used to measure fuel pressure
and fuel temperature at the inlet of the Down Stream
Injection (DSI) unit. The ECM measures signals
given by this sensor to supply the Aftertreatment Fuel
Injector (AFI) with the proper amount of fuel.
Associated Faults
SPN’s 94, 3479, 3482, and 5456.
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Fault Overview
The Aftertreatment Fuel Inlet Sensor (AFTFIS) is
both a variable-capacitance pressure sensor and
a thermistor sensor used to measure fuel pressure
and fuel temperature at the inlet of the Down Stream
Injection (DSI) unit. The ECM measures signals
given by this sensor to supply the Aftertreatment Fuel
Injector (AFI) with the proper amount of fuel.
Associated Faults
SPN’s 94, 2659, and 5456.
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Fault Overview
The Aftertreatment Fuel Pressure 2 (AFTFP2) sensor
is a variable capacitance sensor that monitors fuel
pressure after the Aftertreatment Fuel Doser (AFTFD)
valve. The Engine Control Module (ECM) uses the
AFTFP2 sensor to monitor fuel delivery pressure to
the Aftertreatment Fuel Injector (AFI).
Associated Faults
SPN’s 27, 94, 102, 1189, 2659, 2791, and 4077.
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SPN 3750 FMI 31 - DPF Regen inhibited due to low exhaust temperatures
Condition / Setting Criteria Enable Conditions / Values Time Required
Description
Unable to begin closed Diesel Oxidation Catalyst Engine speed > 800 RPM for 90 seconds
loop control of active Outlet Temperature 200 seconds
regeneration of Diesel (DOCOT) < 500°F
Barometric Pressure (BARO) ≥
Particulate Filter (DPF) (260°C)
10.9 psi (75 kPa)
due to low DOC
temperature. Ambient Air Temperature (AAT)
≥ -4°F (-20°C)
Active regeneration of DPF has
been requested more than 200
seconds.
Inactive: SPN 3242 FMI 3 and
4; SPN 4765 FMI 3 and 4
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Fault Overview
The Aftertreatment Fuel Pressure 2 (AFTFP2) sensor
is a variable capacitance sensor that monitors fuel
pressure after the Aftertreatment Fuel Doser (AFTFD)
valve. The Engine Control Module (ECM) uses the
AFTFP2 sensor to monitor fuel delivery pressure to
the Aftertreatment Fuel Injector (AFI).
Associated Faults
SPN’s 27, 94, 102, 1189, 2791, and 4077.
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Fault Overview
The Aftertreatment Fuel Pressure 2 (AFTFP2) sensor
is a variable capacitance sensor that monitors fuel
pressure after the Aftertreatment Fuel Doser (AFTFD)
valve. The Engine Control Module (ECM) uses the
AFTFP2 sensor to monitor fuel delivery pressure to
the Aftertreatment Fuel Injector (AFI).
Associated Faults
SPN’s 94, 3479, and 3482.
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Types of Regens
Passive - Not initiated by operator or by control
system. Occurs when exhaust gas temperatures are
hot enough to ignite soot particles in the aftertreatment
system. Figure 151 DPF Lamp
Active - Initiated by control system. Occurs when
exhaust gas temperatures are too low to ignite soot
particles. The ECM will command the Aftertreatment DPF lamp on solid. This notifies the operator the
Fuel Injector ON causing extra fuel to be injected into Aftertreatment System is cleaning the DPF.
the aftertreatment system increasing exhaust gas Operator Action: Drive at highway speed, until lamp
temperatures. goes out, or perform a Parked Regen.
Parked - Initiated by operator. Occurs when soot Technician Action: None
levels are too high for Passive or Active regen
methods. During a Parked regen, engine RPM is If system is unable to finish the cleaning process due
raised, fuel is injected into the exhaust, and the to driving conditions (Low load, short trip) or if there’s
Engine Throttle Valve (ETV) is positioned to restrict a problem with the system, the soot level will continue
air flow. If equipped with an Exhaust Back Pressure to build in the DPF and trigger the next soot level DTC.
Valve (EBPV), the valve is positioned to restrict
exhaust gas flow.
AFT System Indicators SPN 3719 FMI 15 – DPF Soot Load - Lowest (level
1/3)
Fault codes that require a Regen are better
understood as Alert codes. This is a normal condition
used to alert the operator or technician that soot level
in the DPF has reached a set point and the system is
running or needs to run a DPF Regen.
Hot Exhaust Temperature (HET) Lamp
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This test checks the status of the DPF if the Soot level is within a Regen Needed limit. The test will
automatically start a Parked Regen.
NOTE: The KOER Standard Test must be run before performing this test.
Diagnostic Test Procedure 3. Interview the operator about their drive cycle.
The system may not be able to finish DPF
If engine does not start due to a restricted DPF:
Regen due to driving conditions (Low load,
1. Remove the DPF and inspect for oil or coolant short trip).
in the exhaust. Repair problem found before
4. Install a new DPF and run the Onboard Filter
continuing.
Cleanliness Test.
2. Run all of the below tests but the Parked
Regen Test. Repair any problem found before
continuing.
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Regen Inhibitors
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Tools Required
• 180-Pin Breakout Box 00-00956-08
• ZTSE4498 – 3-Banana Plug Harness
• ZTSE4497 – 500 Ohm Resistor Harness
• ZTSE4899 – Big Bore Terminal Test Probe Kit
• Breakout Harness ZTSE4828 (AFTFD)
• Digital Multimeter (DMM)
• Electronic Service Tool (EST) with ServiceMaxx™
software
• J1939 and J1708 RP1210B Compliant Device
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Possible Causes
• Failed AFTFIS
• Down Stream Injection (DSI) unit or AFT Fuel
Injector (AFI) fuel lines or connections loose,
leaking, restricted, or damaged.
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Possible Causes
• Failed AFTFIS
• AFTFP1 circuit short to power
• SIG GND circuit Open or high resistance
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Possible Causes
• Failed AFTFIS
• AFTFP1 signal circuit short to GND
• AFTFP1 signal circuit Open or high resistance
• VREF-4 circuit Open or high resistance
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• Electronic Service Tool (EST) with ServiceMaxx™ 2. Monitor sensor voltage and verify an active
software DTC for this sensor.
• J1939 and J1708 RP1210B Compliant Device • If DTC is previously active, monitor signal
while wiggling harness of suspect sensor.
If circuit is interrupted, signal will spike
and DTC will go active or pending.
• If DTC is active, continue to Sensor
Circuit Check.
NOTE: Inspect connectors for damaged pins,
corrosion, or loose pins. Repair if necessary.
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3482 FMI 3 - AFT Fuel Shutoff Valve short to PWR (Open or High Resistance)
Condition / Setting Criteria Enable Conditions / Values Time Required
Description
Aftertreatment Fuel The resistance between Key ON 1 second
Shutoff Valve (AFTFSV) AFTFSV-H circuit and
circuit voltage above AFTFSV-L circuit >
normal, shorted to high 500,000 ohms
source, or open or high
resistance. High signal
voltage detected at the
AFTFSV.
Fault Overview
Fault code sets when the Engine Control Module
(ECM) detects the voltage signal from the
Aftertreatment Fuel Shutoff Valve (AFTFSV) is high.
Active regeneration of the aftertreatment system is
disabled. Engine torque will be reduced if fault is
active for an extended period of time.
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Possible Causes
• AFTFSV-H circuit short to PWR
• AFTFSV-H circuit Open or high resistance
• AFTFSV-L circuit Open or high resistance
• Failed Aftertreatment Fuel Shutoff Valve
(AFTFSV)
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Fault Overview
Fault code sets when the Engine Control Module
(ECM) detects a short to ground in the Aftertreatment
Fuel Shutoff Valve (AFTFSV) circuit. Active
regeneration of the Diesel Particulate Filter (DPF) is
disabled until the next key cycle, and engine torque
will be reduced if fault is active for an extended period
of time.
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2659 20 EGR High Flow Rate detected • Biased O2S or circuit Step Based
Diagnostics (page
• Biased Turbocharger 1
360)
Turbo Outlet Pressure
(TC1TOP) sensor or
circuit
• Exhaust Gas
Recirculation (EGR)
Valve stuck open
• Low boost pressure
2659 21 EGR Low Flow Rate detected • Biased O2S or circuit Pin-Point Diagnostics
(page 359)
• Biased TC1TOP
sensor or circuit
• EGR Valve stuck
closed
• Restricted EGR cooler
• Restricted Diesel
Oxidation Catalyst
(DOC) or Diesel
Particulate Filter
(DPF)
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SPN 1173 FMI 16 – TC2CIT signal above desired (Interstage CAC under cooling)
Pin-point AMS System Fault
1. Check for other active or inactive DTCs. Repair any electrical fault before continuing with this
procedure.
2. Check for biased TC2CIT sensor. Repair as necessary.
3. Using ServiceMaxx™ software, run Engine Fan Procedure to verify correct operation.
4. Need CFV and CMV procedure diagnostics.
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Pinpoint Diagnostics With ServiceMaxx™ 2. Monitor sensor voltage and verify an active
software DTC for this sensor.
• If DTC is previously active, monitor signal
WARNING: To prevent personal injury or while wiggling harness of suspect sensor.
death, stay clear of rotating parts (belts and fan) If circuit is interrupted, signal will spike
and hot engine surfaces. and DTC will go active or pending.
The ECM determines accelerator pedal position by • If DTC is active, continue to Sensor
processing input signals from APP1 and APP2. Circuit Check.
1. Using Electronic Service Tool (EST) with NOTE: Inspect connectors for damaged pins,
ServiceMaxx™ software, run the Continuous corrosion, or loose pins. Repair if necessary.
Monitor test.
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Overview
The Charge Air Cooler Outlet Temperature (CACOT)
is a thermistor sensor that measures charged-air
temperature entering the Engine Throttle Valve (ETV).
As temperature increases, resistance drops, causing
the voltage signal interpreted by the Engine Control
Module (ECM) to vary. The ECM monitors this signal
for Exhaust Gas Recirculation (EGR) system control
and CAC performance.
Tools Required
• 00-00956-08 – 180-Pin Breakout Box
• ZTSE4498 – 3-Banana Plug Harness
• ZTSE4497 – 500 Ohm Resistor Harness
• ZTSE4899 – Big Bore Terminal Test Probe Kit
• Breakout Harness ZTSE4993 (CACOT)
• Digital Multimeter (DMM)
• Electronic Service Tool (EST) with ServiceMaxx™
software
Figure 180 CACOT Sensor Location
• J1939 and J1708 RP1210B Compliant Device
1. Charge Air Cooler Outlet Temperature (CACOT)
sensor
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Pinpoint Diagnostics With ServiceMaxx™ 2. Monitor sensor voltage and verify an active
Software DTC for this sensor.
• If DTC is previously active, monitor signal
WARNING: To prevent personal injury or while wiggling harness of suspect sensor.
death, stay clear of rotating parts (belts and fan) If circuit is interrupted, signal will spike
and hot engine surfaces. and DTC will go active or pending.
1. Using Electronic Service Tool (EST) with • If DTC is pending or active, continue to
ServiceMaxx™ software, run the Continuous Cold Soak Sensor Compare Check.
Monitor test.
NOTE: Inspect connectors for damaged pins,
corrosion, or loose pins. Repair if necessary.
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SPN 2630 FMI 2 – CACOT signal does not agree with other sensors
Cold Soak Sensor Compare Check With ServiceMaxx™ Software
NOTE: Temperature values need to be measured after 8 hours of cold soak.
1. Turn ignition switch ON, engine OFF.
2. Using ServiceMaxx™ software, open the Default session.
3. Compare CACOT to Ambient Air Temperature (AAT), Air Intake Temperature (IAT), and Intake
Manifold Temperature (IMT). Sensor temperatures should be within 5 °C (10 °F) of each other.
• If CACOT is 5 °C (10 °F) above or below AAT, IAT, or IMT, check for poor circuitry going to
the CACOT sensor.
• If circuits are within specification, replace CACOT sensor.
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Possible Causes
• Restricted CAC
• Engine fan and/or engine fan shroud failure
• Inoperative engine fan
• Winter front installed outside recommended
temperatures
• Failed Coolant Control Valve (CCV)
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Function
The CCS is a function of the Engine Control Module
(ECM). Using the cruise control switches, the operator
is able to set, resume, accelerate, or coast to any
desired vehicle speed within range of the system.
The ECM continuously monitors the clutch, brake, and
accelerator pedals before cruise can be activated, and
is used to deactivate after cruise speed has been set.
CCS Operation
The cruise control switches are wired to the Body
Controller (BC). The switch state is communicated to
the ECM through the J1939 Data Link network.
Programmable Parameters
Turn ignition switch ON. Connect EST to vehicle Diagnostic Connector. Using ServiceMaxx™ software,
open the Programming session and verify all Parameters are set correctly.
Test Point Specification Comment
Cruse Control Enabled If Disabled, change to Enabled
Mode
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Switch Checks
Using ServiceMaxx™ software, open the Driver Switch Controls session to monitor signals.
NOTE:
• If signals are not within specification, diagnose switch interface with Body Controller (BC) or
Multiplex System Module (MSM) module. See Chassis Electrical Circuit Diagnostic Manual and
Electrical System Troubleshooting Guides.
• If signals are within specification, go to next test point.
Test Point Specification Comment
Brake Switch Normal state = See Note
Released
Depressed = Applied
Park brake Normal state = OFF See Note
Depressed = ON
Cruise On/Off Unlatched = OFF See Note
Latched = ON
Cruise Set Normal state = OFF See Note
Depressed = ON
Cruise Normal state = OFF See Note
Resume/Accel
Depressed = ON
If all switches are within specifications, drive the vehicle and verify the Vehicle Speed Sensor (VSS)
is working.
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Fault Overview
Fault Code sets when the Engine Control Module
(ECM) detects the signal from the Crankshaft Position
(CKP) sensor indicates engine speed is greater than
8000 rpm.
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Fault Overview
Fault code sets when the Engine Control Module
(ECM) receives no signal from the Crankshaft Position
(CKP) sensor.
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Fault Overview
Fault code sets when the Engine Control Module
(ECM) detects the difference between the camshaft
and crankshaft position signals is > 20 degrees.
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Fault Overview
Fault code sets when the Engine Control Module
(ECM) detects Camshaft Position (CMP) sensor
signal difference is greater than expected.
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Fault Overview
Fault code sets when the Engine Control Module
(ECM) receives no signal from the Camshaft Position
(CMP) sensor.
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Fault Overview
Fault code sets when the Engine Control Module
(ECM) detects a short to GND in the Inlet Air Heater
(IAH) circuits.
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Cylinder Balance
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Fault Overview INJ); SPN 656 (CYL / INJ); SPN 2797 (INJ); and SPN
2798 (INJ)
Fault code sets when the Engine Control Module
(ECM) detects multiple cylinder misfires from the
Drive Cycle to Determine Fault Status
Crankshaft Position (CKP) sensor signal.
Drive Cycle 2 in 2013 HD-OBD Diagnostic Reference
Malfunction Indicator Lamp (MIL) Reaction Manual.
MIL will illuminate when this fault is detected during Possible Causes
two consecutive drive cycles.
• Low Fuel Delivery Pressure (FDP)
Associated Faults • Low Fuel Rail Pressure (FRP)
SPN 94 (FDP); SPN 157 (FRP); SPN 633 (FPCV); and • Crankshaft Position (CKP) sensor out of
SPN 3055 (FRP) calibration
SPN 111 (EWPS); SPN 636 FMI 2, 8, and 10 (CMP); • Contaminated fuel
SPN 637 FMI 8 and 10 (CKP); SPN 731 (CYL); SPN
• Failed injector (Mechanical)
1323 (CYL); SPN 1324 (CYL); SPN 1325 (CYL); SPN
1326 (CYL); SPN 1327 (CYL); and SPN 1328 (CYL) • Base engine compression imbalance
SPN 651 (CYL/INJ); SPN 652 (CYL/ INJ); SPN 653
(CYL / INJ); SPN 654 (CYL / INJ); SPN 655 (CYL /
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Fault Overview SPN 651 (CYL/INJ); SPN 652 (CYL/ INJ); SPN 653
(CYL / INJ); SPN 654 (CYL / INJ); SPN 655 (CYL /
Fault code sets when the Engine Control Module
INJ); SPN 656 (CYL / INJ); SPN 2797 (INJ); and SPN
(ECM) detects a cylinder 1 misfire from the Crankshaft
2798 (INJ)
Position (CKP) sensor.
Drive Cycle to Determine Fault Status
Malfunction Indicator Lamp (MIL) Reaction
Drive Cycle 2 in 2013 HD-OBD Diagnostic Reference
MIL will illuminate when this fault is detected during
Manual.
two consecutive drive cycles.
Possible Causes
Associated Faults
• Low Fuel Delivery Pressure (FDP)
SPN 94 (FDP); SPN 157 (FRP); SPN 633 (FPCV); and
• Low Fuel Rail Pressure (FRP)
SPN 3055 (FRP)
• Contaminated fuel
SPN 111 (EWPS); SPN 636 FMI 2, 8, and 10 (CMP);
SPN 637 FMI 8 and 10 (CKP); SPN 731 (CYL); SPN • Failed injector (Mechanical)
1322 (CYL); SPN 1324 (CYL); SPN 1325 (CYL); SPN
• Base engine compression imbalance
1326 (CYL); SPN 1327 (CYL); and SPN 1328 (CYL)
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Fault Overview SPN 651 (CYL/INJ); SPN 652 (CYL/ INJ); SPN 653
(CYL / INJ); SPN 654 (CYL / INJ); SPN 655 (CYL /
Fault code sets when the Engine Control Module
INJ); SPN 656 (CYL / INJ); SPN 2797 (INJ); and SPN
(ECM) detects a cylinder 2 misfire from the Crankshaft
2798 (INJ)
Position (CKP) sensor.
Drive Cycle to Determine Fault Status
Malfunction Indicator Lamp (MIL) Reaction
Drive Cycle 2 in 2013 HD-OBD Diagnostic Reference
MIL will illuminate when this fault is detected during
Manual.
two consecutive drive cycles.
Possible Causes
Associated Faults
• Low Fuel Delivery Pressure (FDP)
SPN 94 (FDP); SPN 157 (FRP); SPN 633 (FPCV); and
• Low Fuel Rail Pressure (FRP)
SPN 3055 (FRP)
• Contaminated fuel
SPN 111 (EWPS); SPN 636 FMI 2, 8, and 10 (CMP);
SPN 637 FMI 8 and 10 (CKP); SPN 731 (CYL); SPN • Failed injector (Mechanical)
1322 (CYL); SPN 1324 (CYL); SPN 1325 (CYL); SPN
• Base engine compression imbalance
1326 (CYL); SPN 1327 (CYL); and SPN 1328 (CYL)
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Fault Overview SPN 651 (CYL/INJ); SPN 652 (CYL/ INJ); SPN 653
(CYL / INJ); SPN 654 (CYL / INJ); SPN 655 (CYL /
Fault code sets when the Engine Control Module
INJ); SPN 656 (CYL / INJ); SPN 2797 (INJ); and SPN
(ECM) detects a cylinder 3 misfire from the Crankshaft
2798 (INJ)
Position (CKP) sensor.
Drive Cycle to Determine Fault Status
Malfunction Indicator Lamp (MIL) Reaction
Drive Cycle 2 in 2013 HD-OBD Diagnostic Reference
MIL will illuminate when this fault is detected during
Manual.
two consecutive drive cycles.
Possible Causes
Associated Faults
• Low Fuel Delivery Pressure (FDP)
SPN 94 (FDP); SPN 157 (FRP); SPN 633 (FPCV); and
• Low Fuel Rail Pressure (FRP)
SPN 3055 (FRP)
• Contaminated fuel
SPN 111 (EWPS); SPN 636 FMI 2, 8, and 10 (CMP);
SPN 637 FMI 8 and 10 (CKP); SPN 731 (CYL); SPN • Failed injector (Mechanical)
1322 (CYL); SPN 1323 (CYL); SPN 1324 (CYL); SPN
• Base engine compression imbalance
1326 (CYL); SPN 1327 (CYL); and SPN 1328 (CYL)
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Fault Overview SPN 651 (CYL/INJ); SPN 652 (CYL/ INJ); SPN 653
(CYL / INJ); SPN 654 (CYL / INJ); SPN 655 (CYL /
Fault code sets when the Engine Control Module
INJ); SPN 656 (CYL / INJ); SPN 2797 (INJ); and SPN
(ECM) detects a cylinder 4 misfire from the Crankshaft
2798 (INJ)
Position (CKP) sensor.
Drive Cycle to Determine Fault Status
Malfunction Indicator Lamp (MIL) Reaction
Drive Cycle 2 in 2013 HD-OBD Diagnostic Reference
MIL will illuminate when this fault is detected during
Manual.
two consecutive drive cycles.
Possible Causes
Associated Faults
• Low Fuel Delivery Pressure (FDP)
SPN 94 (FDP); SPN 157 (FRP); SPN 633 (FPCV); and
• Low Fuel Rail Pressure (FRP)
SPN 3055 (FRP)
• Contaminated fuel
SPN 111 (EWPS); SPN 636 FMI 2, 8, and 10 (CMP);
SPN 637 FMI 8 and 10 (CKP); SPN 731 (CYL); SPN • Failed injector (Mechanical)
1322 (CYL); SPN 1323 (CYL); SPN 1324 (CYL); SPN
• Base engine compression imbalance
1325 (CYL); SPN 1327 (CYL); and SPN 1328 (CYL)
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Fault Overview SPN 651 (CYL/INJ); SPN 652 (CYL/ INJ); SPN 653
(CYL / INJ); SPN 654 (CYL / INJ); SPN 655 (CYL /
Fault code sets when the Engine Control Module
INJ); SPN 656 (CYL / INJ); SPN 2797 (INJ); and SPN
(ECM) detects a cylinder 5 misfire from the Crankshaft
2798 (INJ)
Position (CKP) sensor.
Drive Cycle to Determine Fault Status
Malfunction Indicator Lamp (MIL) Reaction
Drive Cycle 2 in 2013 HD-OBD Diagnostic Reference
MIL will illuminate when this fault is detected during
Manual.
two consecutive drive cycles.
Possible Causes
Associated Faults
• Low Fuel Delivery Pressure (FDP)
SPN 94 (FDP); SPN 157 (FRP); SPN 633 (FPCV); and
• Low Fuel Rail Pressure (FRP)
SPN 3055 (FRP)
• Contaminated fuel
SPN 111 (EWPS); SPN 636 FMI 2, 8, and 10 (CMP);
SPN 637 FMI 8 and 10 (CKP); SPN 731 (CYL); SPN • Failed injector (Mechanical)
1322 (CYL); SPN 1323 (CYL); SPN 1324 (CYL); SPN
• Base engine compression imbalance
1325 (CYL); SPN 1326 (CYL); and SPN 1328 (CYL)
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Fault Overview SPN 651 (CYL/INJ); SPN 652 (CYL/ INJ); SPN 653
(CYL / INJ); SPN 654 (CYL / INJ); SPN 655 (CYL /
Fault code sets when the Engine Control Module
INJ); SPN 656 (CYL / INJ); SPN 2797 (INJ); and SPN
(ECM) detects a cylinder 6 misfire from the Crankshaft
2798 (INJ)
Position (CKP) sensor.
Drive Cycle to Determine Fault Status
Malfunction Indicator Lamp (MIL) Reaction
Drive Cycle 2 in 2013 HD-OBD Diagnostic Reference
MIL will illuminate when this fault is detected during
Manual.
two consecutive drive cycles.
Possible Causes
Associated Faults
• Low Fuel Delivery Pressure (FDP)
SPN 94 (FDP); SPN 157 (FRP); SPN 633 (FPCV); and
• Low Fuel Rail Pressure (FRP)
SPN 3055 (FRP)
• Contaminated fuel
SPN 111 (EWPS); SPN 636 FMI 2, 8, and 10 (CMP);
SPN 637 FMI 8 and 10 (CKP); SPN 731 (CYL); SPN • Failed injector (Mechanical)
1322 (CYL); SPN 1324 (CYL); SPN 1325 (CYL); SPN
• Base engine compression imbalance
1326 (CYL); SPN 1327 (CYL); and SPN 1328 (CYL)
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NOTE: See latest version of Maxxforce 11 / 13 the Diesel Oxidation Catalyst Outlet Temperature
Engine and Aftertreatment Wiring Schematic (DOCOT), Diesel Particulate Filter Outlet Temperature
Form 0000002941 for additional circuit (DPFOT), and Diesel Particulate Filter Differential
information. Pressure (DPFDP) sensors to indicate operation and
control the regeneration cycles of the Aftertreatment
Overview (AFT) system via the ECM.
The Diesel Oxidation Catalyst Inlet Temperature Tools Required
(DOCIT) sensor is a thermistor-style sensor that
• 00-00956-08 - 180-Pin Breakout Box
measures temperature between the Pre-Diesel
Oxidation Catalyst (Pre-DOC) and the Diesel • ZTSE4498 - 3-Banana Plug Harness
Oxidation Catalyst (DOC). As temperature increases,
• ZTSE4497 - 500 Ohm Resistor Harness
resistance values drop. This change of resistance
varies the voltage that is sent to the Engine Control • ZTSE4899 - Big Bore Terminal Test Probe Kit
Module (ECM). The DOCIT sensor works with
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SPN 4765 FMI 2 DOCIT signal does not agree with other exhaust sensors
Condition / Setting Criteria Enable Conditions / Values Time Required
Description
The Diesel Oxidation Difference between Key-On Engine-Running 5 seconds
Catalyst Inlet DOCIT, Diesel Oxidation (KOER) > 120 seconds
Temperature (DOCIT) Catalyst Outlet
Engine is cold soaked
is not changing with Temperature (DOCOT),
engine operating and Diesel Particulate Engine speed > 1300 RPM
conditions (in-range Filter Outlet Temperature
Injection Quantity > 150 mg /
but not rational). (DPFOT) > 27°F (15°C).
stroke
DOCIT < 212°F (100°C).
Intake Manifold Pressure (IMP)
> 200 kpa
Enable Condition met > 45
seconds
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Possible Causes
• Failed Diesel Oxidation Catalyst Inlet (DOCIT)
sensor
• High resistance in DOCIT circuit
• High resistance in SIG GND circuit
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Fault Overview
Fault code sets when the Engine Control Module
(ECM) detects that the Diesel Oxidation Catalyst Inlet
Temperature (DOCIT) sensor signal voltage is greater
than expected. Active and parked regeneration of the
DPF will be disabled. Engine torque will be reduced if
the engine is operated for an extended period of time
with this fault active.
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Fault Overview
Fault code sets when the Engine Control Module
(ECM) detects the Diesel Oxidation Catalyst Inlet
Temperature (DOCIT) sensor signal voltage is less
than 0.05 volts for more than 0.5 seconds. Active
and parked regeneration of the DPF will be disabled.
Engine torque will be reduced if the engine is operated
for an extended period of time with this fault active.
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Fault Overview
Fault sets when the Diesel Oxidation Catalyst Inlet
Temperature (DOCIT) sensor is reading above 842°F
(450°C) for approximately 300–600 seconds after
aftertreatment regeneration is completed.
Associated Faults
SPN 2659
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NOTE: See latest version of Maxxforce 11 / 13 (DPFDP) sensors to indicate operation and control
Engine and Aftertreatment Wiring Schematic the regeneration cycles of the Aftertreatment (AFT)
Form 0000002941 for additional circuit system via the ECM.
information.
Tools Required
Overview • 00-00956-08 - 180-Pin Breakout Box
The Diesel Oxidation Catalyst Outlet Temperature • ZTSE4498 - 3-Banana Plug Harness
(DOCOT) sensor is a thermistor-style sensor
• ZTSE4497 - 500 Ohm Resistor Harness
that measures temperature between the Diesel
Oxidation Catalyst (DOC) and the Diesel Particulate • ZTSE4899 - Big Bore Terminal Test Probe Kit
Filter (DPF). As temperature increases, resistance
• Breakout Harness ZTSE4760A (DOCOT)
values drop. This change of resistance varies the
voltage that is sent to the Engine Control Module • Digital Multimeter (DMM)
(ECM). The DOCOT sensor works with the Diesel
• Electronic Service Tool (EST) with ServiceMaxx™
Oxidation Catalyst Inlet Temperature (DOCIT), Diesel
software
Particulate Filter Outlet Temperature (DPFOT),
and Diesel Particulate Filter Differential Pressure • J1939 and J1708 RP1210B Compliant Device
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SPN 4766 FMI 2 - DOCOT signal does not agree with other exhaust sensors
Condition / Setting Criteria Enable Conditions / Values Time Required
Description
The Diesel Oxidation Difference between Engine is cold soaked 0.5 seconds
Catalyst Outlet Diesel Oxidation Catalyst
Temperature (DOCOT) Inlet Temperature
is not changing with (DOCIT), DOCOT, and
engine operating Diesel Particulate Filter
conditions (in-range Outlet Temperature
but not rational). (DPFOT) > 27°F (15°C).
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Possible Causes
• Failed Diesel Oxidation Catalyst Inlet (DOCOT)
sensor
• High resistance in DOCOT circuit
• High resistance in SIG GND circuit
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Fault Overview
Fault code sets when the Engine Control Module
(ECM) detects that the Diesel Oxidation Catalyst
Outlet Temperature (DOCOT) sensor signal voltage
is greater than expected. Active and parked
regeneration of the DPF will be disabled. Engine
torque will be reduced if the engine is operated for an
extended period of time with this fault active.
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Fault Overview
Fault code sets when the Engine Control Module
(ECM) detects the Diesel Oxidation Catalyst Outlet
Temperature (DOCOT) sensor signal voltage is less
than 0.5 volts for more than 0.5 seconds. Active
and parked regeneration of the DPF will be disabled.
Engine torque will be reduced if the engine is operated
for an extended period of time with this fault active.
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NOTE: See latest version of Maxxforce 11 / 13 between the inlet pressure and outlet pressure of the
Engine and Aftertreatment Wiring Schematic DPF. Aftertreatment regeneration will not run with
Form 0000002941 for additional circuit DPFDP sensor module fault codes present.
information.
Overview
The Diesel Particulate Filter Differential Pressure
(DPFDP) sensor measures the pressure difference
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Tools Required
• 180-Pin Breakout Box 00-00956-08
• Breakout Harness 00-01467-00
• Breakout Harness ZTSE4761
• Digital Multimeter (DMM)
• Electronic Service Tool (EST) with ServiceMaxx™
software
• Interface cable (RP1210B compliant supporting
J1939 and J1708)
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Possible Causes
• DPFDP circuit high resistance
• Leaking or Restricted DPFDP sensor hoses
• Failed DPFDP sensor
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Fault Overview
Fault code sets when the Engine Control Module
(ECM) detects that the aftertreatment Diesel
Particulate Filter Differential Pressure (DPFDP) signal
voltage is greater than 4.75 volts for more than 2
seconds.
Associated Fault
SPN 3512 FMI 14 (VREF-4)
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Fault Overview
Fault code sets when the Engine Control Module
(ECM) detects the aftertreatment Diesel Particulate
Filter Differential Pressure (DPFDP) signal voltage is
greater than 0.25 volts for more than 2 seconds.
Associated Faults
SPN 3512 FMI 14 (VREF-4)
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Possible Causes
• VREF-4 circuit Open or high resistance
• DPFDP circuit shorted to GND
• DPFDP circuit Open or high resistance
• Failed DPFDP sensor
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SPN 3246 FMI 2 - DPFOT signal does not agree with other exhaust sensors
Condition / Setting Criteria Enable Conditions / Values Time Required
Description
The Diesel Particulate Difference between Engine is cold soaked 0.5 seconds
Filter Outlet Diesel Oxidation Catalyst
Temperature (DPFOT) Inlet Temperature
is not changing with (DOCIT), Diesel
engine operating Oxidation Catalyst Outlet
conditions (in-range Temperature (DOCOT),
but not rational). and DPFOT > 27°F
(15°C).
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Possible Causes
• Failed Diesel Particulate Filter Outlet Temperature
(DPFOT) sensor
• High resistance in DPFOT circuit
• High resistance in SIG GND circuit
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Fault Overview
Fault code sets when the Engine Control Module
(ECM) detects that the Diesel Particulate Filter
Outlet Temperature (DPFOT) sensor signal voltage
is greater than expected. Active and parked
regeneration of the DPF will be disabled. Engine
torque will be reduced if the engine is operated for an
extended period of time with this fault active.
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Fault Overview
Fault code sets when the Engine Control Module
(ECM) detects the Diesel Particulate Filter Outlet
Temperature (DPFOT) sensor signal voltage is less
than 0.05 volts for more than 0.5 seconds. Active
and parked regeneration of the DPF will be disabled.
Engine torque will be reduced if the engine is operated
for an extended period of time with this fault active.
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Fault Overview
Fault code sets when the Diesel Particulate Filter
Outlet Temperature (DPFOT) reaches above 932°F
(500°C) within a predetermined time frame by the
Engine Control Module (ECM).
Associated Faults
SPN’s 94, 157, 3055, 3246, 3251, 3480, 4077, 4765,
5456, and 5541.
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Overview
The Diesel Particulate Filter (DPF) system is used to
reduce soot released into the exhaust aftertreatment
system. The DPF is used in conjunction with the
Diesel Oxidation Catalyst (DOC) to reduce soot. The
process of reducing soot to ash is called regeneration
(regen). Regen can be active, stationary, or passive.
Passive regen needs no input from the ECM to work.
Active happens when the ECM commands the truck
to regen, and the truck goes into a regen strategy.
Stationary regen is used when an operator manually
tells the ECM to begin the regen process. This can
be accomplished by either manually pushing an
override button inside the cab, or through the use of
ServiceMaxx. The DOC and DPF can be serviced
separately.
Tools Required
• Electronic Service Tool (EST) with ServiceMaxx™
software
• J1939 and J1708 RP1210B Compliant Device
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SPN 3719 FMI 15- DPF Soot Load - Lowest (level 1/3)
Condition / Setting Criteria Enable Conditions / Values Time Required
Description
DPF Differential DPFDP sensor Key-On Engine-Running 1 event
Pressure (DPFDP) has exceeded the (KOER)
sensor data valid, but recommended limits.
Engine Speed > 500 rpm
above normal operating
range (least severe
level).
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SPN 3719 FMI 16- DPF Soot Load - Moderate (level 2/3)
Condition / Setting Criteria Enable Conditions / Values Time Required
Description
DPF Differential DPFDP sensor Key-On Engine-Running 1 event
Pressure (DPFDP) has exceeded the (KOER)
sensor data valid, but recommended limits.
Engine Speed > 500 rpm
above normal operating
range (moderately
severe level).
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Fault Overview
The Diesel Particulate Filter (DPF) must be at soot
level 3, when the DPF lamp is flashing and the buzzer
sounding. This notifies operator the soot level has
reached a critical level and the engine is de-rated
further.
Associated Faults
SPN’s 27, 102, 1189, 2791, 3251, 3480, 4077, 5456,
and 5541.
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SPN 3936 FMI 10 - DPF Thermal Management Mode Failed to Raise DOC-In Temp as Expected
Condition / Setting Criteria Enable Conditions / Values Time Required
Description
Hydrocarbon Injection HCI fuel quantity less Regeneration Active 0.05 Seconds
(HCI) quantity does not then expected within
Time after Key On > 0 seconds
exceed a calibrated 17.5 minutes after regen
threshold within a request. Ambient pressure > 10 psi (75
certain time after kPa)
regeneration request
Battery voltage > 10.7 volts
Battery voltage < 15 volts
Engine operating in monitoring
region: Function of engine
speed > 600 rpm and load >
50%
DOCIT > –58°F (–50°C) and <
932°F (500°C)
DOCOT > –58°F (–50°C) and <
1166°F (630°C)
DPFOT > –58°F (–50°C) and <
1250°F (675°C)
Exhaust gas mass flow >= 0
kg/h
Fault Overview
This fault sets when the Diesel Oxidation Catalyst
Inlet Temperature (DOCIT) sensor temperature can
not be reached during dosing of fuel into the exhaust
stream to establish full regeneration mode. Time is
determined from calculations and AAT sensor input.
Associated Faults
SPN’s 27, 51, 2791, 3464, 5542, and 5543.
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Fault Overview
Fault sets when the ECM determines the number of
exhaust regenerations has been exceeded within a
predetermined time.
Associated Faults
SPN’s 102, 1189, 3246, 3251, 4765, 4766, and 5541.
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Voltage Check
Connect 180-Pin Breakout Box with ECM C1 and C2 harness to ECM C1 and C2 vehicle harness
connectors, and leave ECM disconnected. Turn ignition ON. Use DMM to measure voltage.
Test Point Specification Comment – < Less than, > Greater than
C1-31 to GND B+ If < B+, check for short to GND or internally shorted component. Do
Harness Resistance Check.
C1-33 to GND B+ If < B+, check for short to GND or internally shorted component. Do
Harness Resistance Check.
C1-54 to GND B+ If < B+, check for short to GND or internally shorted component. Do
Harness Resistance Check.
C2-51 to GND B+ If < B+, check for short to GND or internally shorted component. Do
Harness Resistance Check.
Connect 180-Pin Breakout Box with ECM E1 and E2 harness to ECM E1 and E2 engine harness connectors,
and leave ECM disconnected. Turn ignition ON. Use DMM to measure voltage.
Test Point Specification Comment – < Less than, > Greater than
E1-01 to GND B+ If < B+, check for short to GND or internally shorted component. Do
Harness Resistance Check.
E1-51 to GND B+ If < B+, check for short to GND or internally shorted component. Do
Harness Resistance Check.
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Voltage Check
Connect 180-Pin Breakout Box with ECM C1 and C2 harness to ECM C1 and C2 vehicle harness
connectors, and leave ECM disconnected. Turn ignition ON. Use DMM to measure voltage.
Test Point Specification Comment – < Less than, > Greater than
C1-42 to GND B+ If < B+, check for short to GND or internally shorted component. Do
Harness Resistance Check.
C2-06 to GND B+ If < B+, check for short to GND or internally shorted component. Do
Harness Resistance Check.
Connect 180-Pin Breakout Box with ECM E1 and E2 harness to ECM E1 and E2 engine harness connectors,
and leave ECM disconnected. Turn ignition ON. Use DMM to measure voltage.
Test Point Specification Comment – < Less than, > Greater than
E1-05 to GND B+ If < B+, check for short to GND or internally shorted component. Do
Harness Resistance Check.
E1-28 to GND B+ If < B+, check for short to GND or internally shorted component. Do
Harness Resistance Check.
E1-29 to GND B+ If < B+, check for short to GND or internally shorted component. Do
Harness Resistance Check.
E1-54 to GND B+ If < B+, check for short to GND or internally shorted component. Do
Harness Resistance Check.
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Voltage Check
Connect 180-Pin Breakout Box with ECM C1 and C2 harness to ECM C1 and C2 vehicle harness
connectors, and leave ECM disconnected. Turn ignition ON. Use DMM to measure voltage.
Test Point Specification Comment – < Less than, > Greater than
C1-30 to GND B+ If < B+, check for short to GND or internally shorted component. Do
Harness Resistance Check.
C2-03 to GND B+ If < B+, check for short to GND or internally shorted component. Do
Harness Resistance Check.
Connect 180-Pin Breakout Box with ECM E1 and E2 harness to ECM E1 and E2 engine harness connectors,
and leave ECM disconnected. Turn ignition ON. Use DMM to measure voltage.
Test Point Specification Comment – < Less than, > Greater than
E1-24 to GND B+ If < B+, check for short to GND or internally shorted component. Do
Harness Resistance Check.
E1-26 to GND B+ If < B+, check for short to GND or internally shorted component. Do
Harness Resistance Check.
E1-27 to GND B+ If < B+, check for short to GND or internally shorted component. Do
Harness Resistance Check.
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7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS 597
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600 7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS
SPN 110 FMI 17- Engine Coolant System below OBD monitoring temperature
Condition / Setting Criteria Enable Conditions / Values Time Required
Description
Minimum Onboard Engine Coolant Expected Engine Coolant 60 seconds
Diagnostics (OBD) Temperature 1 (ECT1) < Temperature > 158°F (70°C)
coolant temperature not 158°F (70°C)
Limp home mode inactive
reached.
DPF regeneration inactive
Power Take Off (PTO) inactive
Barometric (BARO) pressure >
11 psi (75 kPa)
Engine running > 30 seconds
Ambient Air Temp (AAT) > -40°F
(-40°C)
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SPN 110 FMI 18- Engine Coolant System below closed loop minimum temperature
Condition / Setting Criteria Enable Conditions / Values Time Required
Description
Minimum closed-loop ECT1 < 50°F (10°C) Calculated Engine Coolant 60 seconds
coolant temperature not Temperature > 50°F (10°C)
reached.
Limp home mode inactive
DPF regeneration inactive
Power Take Off (PTO) inactive
Barometric (BARO) pressure >
11 psi (75 kPa)
Engine running > 30 seconds
Ambient Air Temp (AAT) > -40°
F (-40°C)
Fault Facts
In cold climates, operating the vehicle for extended
periods of time at idle, or Without a winter front, may
cause this fault to set.
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7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS 603
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7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS 605
• Electronic Service Tool (EST) with ServiceMaxx™ 2. Monitor sensor voltage and verify an active
software DTC for this sensor.
• J1939 and J1708 RP1210B Compliant Device • If DTC is previously active, monitor signal
while wiggling harness of suspect sensor.
If circuit is interrupted, signal will spike
and DTC will go active or pending.
• If DTC is active, continue to Sensor
Circuit Check.
NOTE: Inspect connectors for damaged pins,
corrosion, or loose pins. Repair if necessary.
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7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS 607
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7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS 609
Fault Overview
Fault code sets when Engine Coolant Temperature 2
(ECT2) differs from Inlet Air Temp (IAT) > 10°F (6°C)
after a cold soak.
Fault Facts
Diagnostic runs at initial Key-On after a minimum of
an 8 hour cold soak.
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610 7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS
Possible Causes
• Aftermarket block heater installed
• Failed ECT2 sensor
• High resistance in ECT2 circuit
• High resistance in SIG GND circuit
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7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS 613
SPN 4076 FMI 16 – ECT2 signal does not agree with other sensors (Cold soak)
Cold Soak Sensor Compare Check With ServiceMaxx™ Software
NOTE: Temperature values need to be measured after 8 hours of cold soak.
1. Turn ignition switch ON, engine OFF.
2. Using ServiceMaxx™ software, open the Default session.
3. Compare ECT2, Engine Coolant Temperature 1 (ECT1), and Engine Oil Temperature (EOT). Sensor
temperatures should be within 5 °C (10 °F) of each other.
• If ECT2 is 5 °C (10 °F) above or below the ECT1 or EOT, check for poor circuitry going to the
ECT2 sensor.
• If circuits are within specification, replace ECT2 sensor.
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7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS 615
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7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS 617
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618 7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS
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7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS 619
SPN 412 FMI 2 – EGRT signal does not agree with other sensors
Cold Soak Sensor Compare Check With ServiceMaxx™ Software
NOTE: Temperature values need to be measured after 8 hours of cold soak.
1. Turn ignition switch ON, engine OFF.
2. Using ServiceMaxx™ software, open the Default session.
3. Compare EGRT, Engine Coolant Temperature 1 (ECT1), and Engine Coolant Temperature 2
(ECT2). Sensor temperatures should be within 5 °C (10 °F) of each other.
• If EGRT is 5 °C (10 °F) above or below the ECT1 and ECT2, check for poor circuitry going
to the EGRT sensor.
• If circuits are within specification, replace EGRT sensor.
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7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS 621
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622 7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS
• Electronic Service Tool (EST) with ServiceMaxx™ 2. Select EGR Position from the Actuator
software drop-down menu on the right side.
• J1939 and J1708 RP1210B Compliant Device 3. Command actuator movement by clicking on
the Start Test button. Monitor EGR Position
(EGRP) and EGR Valve CTL (EGRC).
• If EGRP does not closely match EGRC,
check EGR valve for mechanical
problem.
• If EGR valve does not move, continue to
Connector Voltage Check.
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626 7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS
SPN 3058 FMI 0 - Engine Did Not Go Into Open Loop EGR Control When Expected
Condition / Setting Criteria Enable Conditions / Values Time Required
Description
Monitors the time it Function of initialized Cold Ambient Protection (CAP) 0.05 Seconds
takes for EGR to enter Engine Coolant inactive
open loop control Temperature 1 (ECT1)
Time after Key On > 0 seconds
sensor at engine start x
barometric pressure. Battery voltage > 10.7 volts
Battery voltage < 15 volts
Engine Compression brake
inactive
Fault Overview
Fault code sets when O2 sensor is unable to reach
required operating temperature or EGR valve failed
to react to enter open loop operation. Open loop
operation occurs when the engine operates the
EGRV based on calculations rather than on feedback
from the O2. Operating the EGRV before the engine
reaches operating temperature and establishes open
loop operation could cause performance issues.
Associated Faults
SPN’s 27, 51, 108, 110, 724, 2791, 3223, 3464, 4765,
5542, and 5543.
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7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS 627
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7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS 629
SPN 3058 FMI 10 - Engine Did Not Go Into Closed Loop EGR Control When Expected
Condition / Setting Criteria Enable Conditions / Values Time Required
Description
Monitor the time it takes ECM not entering closed Cold Ambient Protection (CAP) 0.05 Seconds
for EGR to enter closed loop operation within inactive
loop control 61 minutes after engine
Time after Key On > 0 seconds
starts.
Battery voltage > 10.7 volts
Battery voltage < 15 volts
Engine Compression brake
inactive
Engine in required speed > 1000
rpm and load > 40% enable
region.
Fault Overview
Fault code sets when O2 sensor is unable to reach
required operating temperature or EGR valve failed
to react to enter open loop operation. Open loop
operation occurs when the engine operates the
EGRV based on calculations rather than on feedback
from the O2. Operating the EGRV before the engine
reaches operating temperature and establishes open
loop operation could cause performance issues.
Associated Faults
SPN’s 27, 51, 108, 724, 2791, 3223, 3464, 4765,
5542, and 5543.
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7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS 633
EST – Monitor EOT2v 4.5 V – 5 V If < 4.5 V, check EOT2 circuit for short to GND.
EST – Monitor EOLv 0V If > 0.5 V, check EOL circuit for OPEN. Do Harness
Resistance Check.
Short pin 1 to GND
EST – Monitor EOLv 0V If > 0.5 V, check SIG GND circuit for OPEN. Do Harness
Resistance Check.
Short pin 1 to 4
EST – Monitor EOT2v 0V If > 0.5 V, check EOT2 circuit for OPEN. Do Harness
Resistance Check.
Short pin 3 to GND
EST – Monitor EOT2v 0V If > 0.5 V, check SIG GND circuit for OPEN. Do Harness
Resistance Check.
Short pin 2 to 3
If checks are within specification, connect sensor and clear DTCs. If active code remains, replace EOL
sensor.
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7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS 637
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638 7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS
• ZTSE4497 – 500 Ohm Resistor Harness 1. Using Electronic Service Tool (EST) with
ServiceMaxx™ software, run the Continuous
• ZTSE4899 – Big Bore Terminal Test Probe Kit Monitor test.
• Breakout Harness ZTSE4827 (EOT) 2. Monitor sensor voltage and verify an active
• Digital Multimeter (DMM) DTC for this sensor.
• Electronic Service Tool (EST) with ServiceMaxx™ • If DTC is previously active, monitor signal
software while wiggling harness of suspect sensor.
If circuit is interrupted, signal will spike
• J1939 and J1708 RP1210B Compliant Device and DTC will go active or pending.
• If DTC is active, continue to Sensor
Circuit Check.
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7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS 639
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7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS 641
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642 7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS
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7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS 643
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644 7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS
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7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS 645
Fault Overview
Fault code sets when feedback from the Engine
Throttle Position (ETP) sensor does not agree with the
Engine Control Module (ECM) commanded position
during Cold Start Emission Reduction (CSER).
Associated Faults
SPN 51 FMI 7.
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7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS 647
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648 7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS
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7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS 649
188 1 Engine unable to achieve • Low Fuel Rail Pressure (FRP) Step-Based
desired idle speed (too low) Diagnostics (page
• Low Fuel Delivery Pressure (FDP)
660)
• Low cylinder compression
• Clutch or Power Take Off (PTO)
engagement without command
• Injector or injector circuit fault
190 0 Engine overspeed most severe • Failed Turbocharger Step-based
level Diagnostics (page
• Contaminated fuel
663)
• Failed fuel injector
• Air born combustibles
190 11 Engine overspeed vehicle • Transmission in too low of a gear EWPS
event fault at high vehicle speed Programmable
Parameters (page
651)
190 15 Engine overspeed detected • Transmission in too low of a gear EWPS
at high vehicle speed Programmable
Parameters (page
651)
190 16 Engine above 2250 rpm • Transmission in too low of a gear EWPS
at high vehicle speed Programmable
Parameters (page
651)
2588 0 Vehicle overspeed 1, event • Vehicle speed has exceeded the Step-Based
log, extreme value in PP 77232 Diagnostics (page
665)
2588 15 Vehicle overspeed 1, event • Vehicle speed has exceeded the Step-Based
log, non extreme value in PP 77232 Diagnostics (page
666)
2589 0 Vehicle overspeed 2, event • Vehicle speed has exceeded the Step-Based
log, extreme value in PP 77242 Diagnostics (page
667)
2589 15 Vehicle overspeed 2, event • Vehicle speed has exceeded the Step-Based
log, non extreme value in PP 77242 Diagnostics (page
668)
4076 0 ECT2 above Critical (EWPS • Biased ECT2 sensor or circuit EWPS
programmable limit) Programmable
• Low coolant level
Parameters (page
• Engine cooling system 651)
mechanical failure
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4076 15 ECT2 above Warning (EWPS • Biased ECT2 sensor or circuit EWPS
programmable limit) Programmable
• Low coolant level
Parameters (page
• Engine cooling system 651)
mechanical failure
5395 0 Engine unable to achieve • Failed fuel injector Step-Based
desired idle torque (too high) Diagnostics (page
• Aftermarket PTO system not
669)
installed correctly
• Aftermarket PTO system not
programmed correctly
5395 1 Engine unable to achieve • Engine mechanical failure Step-Based
desired idle torque (too low) Diagnostics (page
• Failed cylinder
671)
• External fuel source
• Lube oil leak to intake
• Fuel leak to intake
• Contaminated fuel
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7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS 651
• EOP - Low engine oil pressure warning EOP Warning Pressure for Region 1 (10 psi / 69
kPa) – Specifies the minimum oil pressure with engine
• ECL - Low engine coolant level warning
speed greater than (EOP Engine Speed Region
3-way Protection – Engine shutdown is available if Boundary 1). Failure to meet set point turns on the
critical condition is detected. OIL/WATER lamp and warning buzzer.
• ECT, EOP, ECL - Same as 3-way Warning EOP Warning pressure for Region 2 (16 psi /
110 kPa) – Specifies the minimum oil pressure with
• ECT - Engine overheat critical protection
engine speed greater than (EOP Engine Speed
• EOP - Low engine oil pressure critical protection Region Boundary 1), but less than (EOP Engine
Speed Region Boundary 2). Failure to meet set point
• ECL - Low engine coolant level critical protection
turns on the OIL/WATER lamp and warning buzzer.
Warning (Amber Triangle Light) – Temperature
EOP Warning Pressure for Region 3 (20 psi /
above specific threshold sounds a buzzer, illuminates
138 kPa) – Specifies the minimum oil pressure with
the red OIL/WATER (OWL) lamp and sets a DTC.
engine speed greater than (EOP Engine Speed
Critical (Exclamation Mark Stop Lamp) – Region Boundary 2), but less than (EOP Engine
Temperature above specific threshold shuts down the Speed Region Boundary 3). Failure to meet set point
engine and sets a DTC. turns on the OIL/WATER lamp and warning buzzer.
Event log (NOTE: Don't have yet but is supposed EOP Critical Pressure for Region 1 (7.5 psi / 52
to be in the software) – This feature logs occurrences kPa) – Specifies the minimum oil pressure with engine
of the event according to the engine hours and speed greater than (EOP Engine Speed Region
odometer readings. Boundary 1). Failure to meet set point commands an
engine shut down.
EWPS Programmable Parameters
EOP Critical Pressure for Region 2 (12 psi / 83
• 1 = 3-way Warning kPa) – Specifies the minimum oil pressure with
engine speed greater than (EOP Engine Speed
• 2 = 3-way Protection
Region Boundary 1), but less than (EOP Engine
• 3 = Standard Warning Speed Region Boundary 2). Failure to meet set point
commands an engine shutdown.
ECT Warning Temperature – Specifies temperature
threshold where the Triangle Warning light and EOP Critical Pressure for Region 3. (15 psi /
warning buzzer is turned on. 103 kPa) – Specifies the minimum oil pressure with
engine speed greater than (EOP Engine Speed
ECT Critical Temperature – Specifies temperature
Region Boundary 2), but less than (EOP Engine
threshold where an engine shutdown is commanded
Speed Region Boundary 3). Failure to meet set point
(Exclamation Engine Stop lamp).
commands an engine shutdown.
EOP Engine Speed Region Boundary 1 (600 RPM)
Tools Required
– Specifies at what RPM a specified oil pressure (EOP
Critical Pressure for Region 1) should be detected. • Electronic Service Tool (EST) with ServiceMaxx™
software
EOP Engine Speed Region Boundary 2 (800 RPM)
– Specifies at what RPM a specified oil pressure (EOP • J1939 and J1708 RP1210B Compliant Device
Critical Pressure for Region 2) should be detected.
EOP Engine Speed Region Boundary 3 (1000 RPM)
– Specifies at what RPM a specified oil pressure (EOP
Critical Pressure for Region 3) should be detected.
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Fault Overview
Fault code sets when the Engine Control Module
(ECM) detects that Engine Coolant Temperature
1 (ECT1) is above Programmable Parameter (PP)
77022.
Associated Faults
SPN 110 FMI 2, 3, 4 (ECT1)
Fault Facts
Air pockets in the cooling system can interfere with
coolant flow or prevent the thermostats from opening
when needed, resulting in this fault.
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7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS 653
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654 7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS
Fault Overview
Fault code sets when the Engine Control Module
(ECM) detects that engine coolant at Engine Coolant
Temperature 1 (ECT1) is above Programmable
Parameter (PP) 8332.
Associated Faults
SPN 110 FMI 2, 3, 4 (ECT1)
Fault Facts
Air pockets in the cooling system can interfere with
coolant flow or prevent the thermostats from opening
when needed, resulting in this fault.
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7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS 655
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656 7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS
Fault Overview
Fault code sets when the Engine Control Module
(ECM) detects that engine coolant at Engine Coolant
Temperature 1 (ECT1) is above Programmable
Parameter (PP) 77012.
Associated Faults
SPN 110 FMI 2, 3, 4 (ECT1)
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7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS 657
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658 7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS
SPN 188 FMI 0 - Engine speed unable to achieve desired idle speed (too high)
Condition / Setting Criteria Enable Conditions / Values Time Required
Description
Engine idle speed too Engine speed > 106.7% Key ON 10 seconds
high of desired idle speed
Engine Coolant Temperature 1
(ECT1) between 16°F (-9°C) and
248°F (120°C)
Vehicle speed < 0.62 mph
PTO not engaged
Accelerator pedal position 0%
Fault Overview
Fault sets when vehicle is stationary and engine
speed is greater than what is requested by the Engine
Control Module (ECM).
Associated Faults
SPN 110 FMI 2 (ECT1); SPN 5395 FMI 0 (EWPS)
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7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS 659
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660 7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS
SPN 188 FMI 1 - Engine speed unable to achieve desired idle speed (too low)
Condition / Setting Criteria Enable Conditions / Values Time Required
Description
Engine idle speed too Engine speed < 93.3% of Key ON 10 seconds
low desired idle speed
Engine Coolant Temperature 1
(ECT1) between 16°F (-9°C) and
248°F (120°C)
Vehicle speed < 0.62 mph
PTO not engaged
Accelerator pedal position 0%
Fault Overview
Fault sets when vehicle is stationary and engine
speed is less than what is requested by the Engine
Control Module (ECM).
Associated Faults
SPN 651, 652, 653, 654, 655, 656 (INJ); SPN 5395
FMI 1 (EWPS)
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7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS 661
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7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS 663
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7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS 665
Fault Overview
Fault code sets when the Engine Control Module
(ECM) detects vehicle speed exceeds the value set
in Programmable Parameter (PP) 77232.
Associated Faults
SPN 191 (VSS).
Fault Facts
This fault indicates vehicle speed has exceeded the
value programmed in PP 77232, and does not indicate
a vehicle problem.
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666 7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS
Fault Overview
Fault code sets when the Engine Control Module
(ECM) detects vehicle speed exceeds the value set
in Programmable Parameter (PP) 77232.
Associated Faults
SPN 191 (VSS).
Fault Facts
This fault indicates vehicle speed has exceeded the
value programmed in PP 77232, and does not indicate
a vehicle problem.
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7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS 667
Fault Overview
Fault code sets when the Engine Control Module
(ECM) detects vehicle speed exceeds the value set
in Programmable Parameter (PP) 77242.
Associated Faults
SPN 191 (VSS).
Fault Facts
This fault indicates vehicle speed has exceeded the
value programmed in PP 77242, and does not indicate
a vehicle problem.
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668 7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS
Fault Overview
Fault code sets when the Engine Control Module
(ECM) detects vehicle speed exceeds the value set
in Programmable Parameter (PP) 77242.
Associated Faults
SPN 191 (VSS).
Fault Facts
This fault indicates vehicle speed has exceeded the
value programmed in PP 77242, and does not indicate
a vehicle problem.
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7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS 669
SPN 5395 FMI 0 - Engine Unable to Achieve Desired Idle Torque (Too High)
Condition / Setting Criteria Enable Conditions / Values Time Required
Description
Engine idle fuel quantity Engine speed and fuel Vehicle speed <0.62 mph 10 Seconds
too high, engine unable quantity greater than
Key ON
to achieve desired idle expected.
torque. Engine coolant temperature <
239°F (115°C)
Engine coolant temperature >
16°F (–9°C)
Engine speed > 560 rpm
Fault Overview
Fault code sets when the Engine Control Module
(ECM) detects fuel quantity is and engine speed is
greater than expected.
Associated Faults
SPN 188 FMI 1 (EWPS).
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7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS 671
SPN 5395 FMI 1 - Engine Unable to Achieve Desired Idle Torque (Too Low)
Condition / Setting Criteria Enable Conditions / Values Time Required
Description
Engine idle fuel quantity engine speed and Vehicle speed <0.62 mph 10 Seconds
too low, engine unable fuel quantity less than
Key ON
to achieve desired idle expected.
torque. Engine coolant temperature <
239°F (115°C)
Engine coolant temperature >
16°F (–9°C)
Engine speed > 560 rpm
Fault Overview
Fault code sets when the Engine Control Module
(ECM) detects an un-commanded load being placed
on the engine at idle or detects fuel quantity is less
than expected.
Associated Faults
SPN 188 FMI 0 (EWPS).
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672 7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS
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7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS 673
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674 7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS
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7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS 675
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676 7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS
Fault Overview
Fault code sets when Engine Control Module (ECM)
detects that Fuel Delivery Pressure (FDP) is over 130
psi (900 kPa) at idle, or over 145 psi (1000 kPa) when
engine speed is above idle.
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7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS 677
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678 7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS
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7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS 679
DMM — Measure 5.0 V ± 0.5 V If > 5.5 V, check VREF5 for short to PWR.
voltage
If < 4.5 V, check VREF5 for OPEN or short to GND. Do
1 to GND Harness Resistance Check (page 680).
DMM — Measure 5 V ± 0.5 V If < 4.5 V, check SIG GND for OPEN. Do Harness
voltage Resistance Check (page 680).
1 and 2
EST – Monitor FDPv 5 V ± 0.5 V If > 0.5 V, check FDP signal circuit for OPEN. Do Harness
Resistance Check (page 680).
Short across Breakout
Harness ZTSE4881
pins 2 to 3
If checks are within specification, connect sensor and clear DTCs. If active code remains, replace FDP
sensor.
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Test Point Specifications Comment – < Less than, > Greater than
1 to GND > 1k Ω If < 1k Ω, check for short to GND.
1 to E1–81 <5Ω If > 5 Ω, check for OPEN circuit.
2 to GND > 1k Ω If < 1k Ω, check for short to GND.
2 to E1–22 <5Ω If > 5 Ω, check for OPEN circuit.
3 to GND > 1k Ω If < 1k Ω, check for short to GND.
3 to E1–35 <5Ω If > 5 Ω, check for OPEN circuit.
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7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS 681
• ZTSE4497 – 500 Ohm Resistor Harness 1. Using Electronic Service Tool (EST) with
ServiceMaxx™ software, select Tests >
• ZTSE4899 – Big Bore Terminal Test Probe Kit KOER Tests > High Pressure Pump Test.
• Breakout Harness ZTSE4828 (FPCV) 2. Run High Pressure Pump Test.
• Digital Multimeter (DMM) • If High Pressure Pump Test fails, check
• Electronic Service Tool (EST) with ServiceMaxx™ FPCV valve for mechanical problem.
software • If FPCV valve does not move, continue
• J1939 and J1708 RP1210B Compliant Device with pinpoint diagnostics.
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682 7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS
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7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS 683
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684 7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS
Overview
The FRP sensor is a variable-capacitance sensor
that measures fuel rail pressure at the high-pressure
common fuel rail. As pressure increases, sensor
capacitance changes causing the voltage sent to
Engine Control Module (ECM) to change. The ECM
adjusts the Fuel Pressure Control Valve (FPCV)
duty cycle to match engine requirements for starting,
engine load, speed, and temperature.
Tools Required
• 00-00956-08 – 180-Pin Breakout Box
• ZTSE4498 – 3-Banana Plug Harness
• ZTSE4497 – 500 Ohm Resistor Harness
• ZTSE4899 – Big Bore Terminal Test Probe Kit
• Breakout Harness ZTSE4829 (FRP)
• Digital Multimeter (DMM)
• Electronic Service Tool (EST) with ServiceMaxx™
software
• J1939 and J1708 RP1210B Compliant Device Figure 264 FRP Sensor Location
1. Fuel Rail Pressure (FRP) sensor
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7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS 685
Pinpoint Diagnostics With ServiceMaxx™ 2. Monitor sensor voltage and verify an active
Software DTC for this sensor.
• If DTC is previously active, monitor signal
WARNING: To prevent personal injury or while wiggling harness of suspect sensor.
death, stay clear of rotating parts (belts and fan) If circuit is interrupted, signal will spike.
and hot engine surfaces.
• If DTC is active or pending, continue to
1. Using Electronic Service Tool (EST) with Sensor Circuit Check.
ServiceMaxx™ software, run the Continuous
Monitor test. NOTE: Inspect connectors for damaged pins,
corrosion, or loose pins. Repair if necessary.
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686 7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS
DMM — Measure volts 5.0 V ± 0.5 V If > 5.5 V, check VREF6 for short to PWR.
3 to GND If < 4.5 V, check VREF6 for OPEN or short to GND. Do
Harness Resistance Check (page 687).
DMM — Measure 5 V ± 0.5 V If < 4.5 V, check SIG GND for OPEN. Do Harness
voltage Resistance Check (page 687).
1 to 3
EST – Monitor FRPv 4.5 V to 5.5 V If < 4.5 V, check FRP signal circuit for OPEN. Do Harness
Resistance Check (page 687).
Short across Breakout
Harness ZTSE4829
pins 2 to 3
If checks are within specification, connect sensor and clear DTCs. If active code remains, replace FRP
sensor.
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7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS 687
Test Point Specifications Comment – < Less than, > Greater than
1 to GND > 1k Ω If < 1k Ω, check for short circuit.
1 to E1-21 <5Ω If > 5 Ω, check for OPEN circuit.
2 to GND > 1k Ω If < 1k Ω, check for short circuit.
2 to E1-34 <5Ω If > 5 Ω, check for OPEN circuit.
3 to GND > 1k Ω If < 1k Ω, check for short circuit.
3 to E1-88 <5Ω If > 5 Ω, check for OPEN circuit.
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688 7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS
Fault Overview
After shutdown, with enable conditions met, the
Engine Control Module (ECM) operates after run cycle
(for 30 to 45 seconds) to do needed "house keeping"
operations. The after run cycle is the process the
ECM goes through to save memory and shutdown.
Associated Faults
If SPN 3514 FMI 14 is active, correct and then retest
for SPN 157 FMI 20.
Drive Cycle
See 2013 HD-OBD Diagnostic Reference Manual.
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7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS 689
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690 7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS
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7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS 691
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692 7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS
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7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS 693
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694 7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS
3055 15 FRP below minimum with maximum • Low fuel level Step-Based
command Diagnostics (page
• Fuel pressure fuel
703)
system leaks
• Restricted engine
mounted secondary
fuel filter
• Aerated fuel delivery
• Restricted fuel supply
• Internal leak in
high-pressure fuel
system
• Leaking fuel pressure
relief valve
• Leaking Piston
Overflow Valve
(KUEV) valve
• Stuck or sticking
FPCV
• Failed low-pressure
fuel pump
• Failed high-pressure
fuel pump
3055 17 FRP above maximum with minimum • Restricted Step-Based
command high-pressure pump Diagnostics (page
fuel return line 707)
• Fuel Pressure Control
Valve (FPCV) or
circuit fault
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7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS 695
NOTE: See latest version of Maxxforce 11 / 13 • Fuel Inlet Restriction / Aeration Tool ZTSE4886
Engine and Aftertreatment Wiring Schematic
• Fuel Pressure Gauge ZTSE4681
Form 0000002941 for additional circuit
information. • Fuel Line Coupler ZTSE4906
• ZTSE4526 - Compucheck Fitting
Overview
• Clean Fuel Source Tool 15-637-01
The Fuel Rail Pressure (FRP) sensor is a
variable-capacitance sensor that measures pressure • Pressure Test Kit ZTSE4409
at the high-pressure common fuel rail. As pressure
• High Pressure Return Line Tester ZTSE4887
increases, sensor capacitance changes causing
voltage to Engine Control Module (ECM) to change. • High Pressure Rail Plug ZTSE6098
The ECM adjusts the Fuel Pressure Control Valve
• Electronic Service Tool (EST) with ServiceMaxx™
(FPCV) duty cycle to control fuel pressure for
software
starting and for changing engine load, speed, and
temperature. • Interface cable (RP1210B compliant supporting
J1939 and J1708)
Tools Required
• Breakout Harness ZTSE4828 (FPCV)
• 2010 MaxxForce 11 & 13 Harness Kit
00-01462-00
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696 7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS
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7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS 697
Fault Overview
Fault code sets when signal from the Fuel Rail
Pressure (FRP) sensor indicates FRP exceeds
34,000 psi (235,000 kPa).
Associated Faults
SPN 94 FMI 0 (FDP); SPN 157 FMI 3, 4, 20, and 21
(FRP); and SPN 633 FMI 3, 4, and 5 (FPCV)
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698 7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS
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7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS 699
Fault Overview
Fault code sets when the Engine Control Module
(ECM) detects Fuel Rail Pressure (FRP) does not
build within a predetermined time while the engine is
cranking.
Associated Faults
SPN 94 FMI 0 (FDP); SPN 157 FMI 3, 4, 20, and 21
(FRP); and SPN 633 FMI 3, 4, and 5 (FPCV)
Fault Facts
The Piston Overflow Valve (KUEV) valve is a flow
control valve that allows return fuel to lubricate the
internal components of the high-pressure fuel pump
when the engine is running. The Piston Overflow
Valve (KUEV) valve can be serviced separately from
the high-pressure fuel pump.
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700 7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS
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7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS 701
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702 7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS
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7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS 703
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704 7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS
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7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS 705
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706 7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS
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7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS 707
Associated Faults
SPN 94 FMI 0 (FDP); SPN 157 FMI 3, 4, 20, 21 (FRP);
and SPN 633 FMI 3, 4, and 5 (FPCV)
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708 7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS
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7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS 709
Overview
The hard brake monitor feature determines hard
vehicle speed deceleration incidents. An incident
occurs when programmable parameter 89052 Hard
Brake Decel Rate Threshold is set at too low of a
speed change. The incident is then reported to the
ECM and stored as a vehicle event.
Tools Required
• Electronic Service Tool (EST) with ServiceMaxx™
software
• J1939 and J1708 RP1210B Compliant Device
SPN 1810 FMI 15- Hard Brake monitor, event log, non-extreme
1. Using Electronic Service Tool (EST) with ServiceMaxx™ software, load the Parameters session and
adjust parameter ID 89052 Hard Brake Decel Rate Threshold to 5-9 mph/s.
2. Program engine and retest for 1810 FMI 15.
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710 7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS
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7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS 711
• ZTSE4497 – 500 Ohm Resistor Harness 1. Using Electronic Service Tool (EST) with
ServiceMaxx™ software, run the Continuous
• ZTSE4899 – Big Bore Terminal Test Probe Kit Monitor test.
• Breakout Harness ZTSE4830 (HS/IAT) 2. Monitor sensor voltage and verify an active
• Digital Multimeter (DMM) DTC for this sensor.
• Electronic Service Tool (EST) with ServiceMaxx™ • If DTC is previously active, monitor signal
software while wiggling harness of suspect sensor.
If circuit is interrupted, signal will spike
• J1939 and J1708 RP1210B Compliant Device and DTC will go active or pending.
• If DTC is active, continue to Cold Soak
Sensor Compare Check.
NOTE: Inspect connectors for damaged pins,
corrosion, or loose pins. Repair if necessary.
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712 7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS
SPN 172 FMI 2 – IAT signal does not agree with other sensors
Cold Soak Sensor Compare Check With ServiceMaxx™ Software
NOTE: Temperature values need to be measured after 8 hours of cold soak.
1. Turn ignition switch ON, engine OFF.
2. Using ServiceMaxx™ software, open the Default session.
3. Compare IAT and Ambient Air Temperature (AAT). Sensor temperatures should be within 5 °C
(10 °F) of each other.
• If IAT is 5 °C (10 °F) above or below AAT, check for poor circuitry going to the IMT sensor.
• If circuits are within specification, replace HS/IAT sensor.
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7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS 713
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714 7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS
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7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS 715
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716 7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS
Overview
The IMP sensor is a variable-capacitance sensor that
measures charge-air pressure entering the air intake
throttle duct. As pressure increases, ceramic material
moves closer to a thin metal disc (internal sensor),
causing a change in capacitance that changes the
voltage sent to, and interpreted by, the Engine Control
Module (ECM). IMP is monitored by the ECM for
Exhaust Gas Recirculation (EGR) and turbocharger
wastegate control.
Tools Required
• 00-00956-08 – 180-Pin Breakout Box
• 2010 MaxxForce 11 & 13 Harness Kit
00-01462-00
• ZTSE4498 – 3-Banana Plug Harness
• ZTSE4497 – 500 Ohm Resistor Harness
• ZTSE4899 – Big Bore Terminal Test Probe Kit
• Breakout Harness ZTSE4850 (IMP)
• Digital Multimeter (DMM)
Figure 273 IMP Sensor Location
• Electronic Service Tool (EST) with ServiceMaxx™
software 1. Intake Manifold Pressure (IMP) sensor
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7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS 717
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718 7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS
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7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS 719
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720 7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS
Associated Faults
SPN’s 27, 51, 1189, 2791, and 3464.
Drive Cycle
See 2013 HD-OBD Diagnostic Reference Manual.
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7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS 721
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722 7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS
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7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS 723
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724 7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS
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7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS 725
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726 7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS
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7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS 727
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728 7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS
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7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS 729
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730 7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS
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7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS 731
2797 11 INJ Control Group 1 short circuit (INJ • INJ1 H circuit short Step-Based Diagnostics
1, 3, 5) to PWR (page 782)
• INJ1 H circuit short
to GND
• INJ1 H short to INJ1
L
• INJ1 L circuit short
to PWR
• INJ1 L circuit short
to GND
• Fuel injector 1
shorted to engine
brake housing
• Failed fuel injector 1
• INJ3 H circuit short
to PWR
• INJ3 H circuit short
to GND
• INJ3 H short to INJ3
L
• INJ3 L circuit short
to PWR
• INJ3 L circuit short
to GND
• Fuel injector 3
shorted to engine
brake housing
• Failed fuel injector 3
• INJ5 H circuit short
to PWR
• INJ5 H circuit short
to GND
• INJ5 H short to INJ6
L
• INJ5 L circuit short
to PWR
• INJ5 L circuit short
to GND
• Fuel injector 5
shorted to engine
brake housing
• Failed fuel injector 5
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732 7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS
2798 11 INJ Control Group 2 short circuit (INJ • INJ2 H circuit short Step-Based Diagnostics
2, 4, 6) to PWR (page 792)
• INJ2 H circuit short
to GND
• INJ2 H short to
INJ2 L
• INJ2 L circuit short
to PWR
• INJ2 L circuit short
to GND
• Fuel injector 2
shorted to engine
brake housing
• Failed fuel injector 2
• INJ4 H circuit short
to PWR
• INJ4 H circuit short
to GND
• INJ4 H short to
INJ4 L
• INJ4 L circuit short
to PWR
• INJ4 L circuit short
to GND
• Fuel injector 4
shorted to engine
brake housing
• Failed fuel injector 4
• INJ6 H circuit short
to PWR
• INJ6 H circuit short
to GND
• INJ6 H short to
INJ6 L
• INJ6 L circuit short
to PWR
• INJ6 L circuit short
to GND
• Fuel injector 6
shorted to engine
brake housing
• Failed fuel injector 6
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7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS 733
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734 7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS
Fault Overview
Fault code sets when a short to GND is detected in
Fuel Injector 1 circuit.
Possible Causes
WARNING: To prevent personal injury or
• INJ1 H circuit shorted to INJ1 L circuit death, shut engine down before doing voltage
checks for injector solenoids. When the engine
• INJ1 H circuit short to GND
is running, injector circuits have high voltage and
• INJ1 L circuit short to GND amperage.
• Fuel injector shorted to engine brake housing CAUTION: To avoid engine damage, turn the ignition
switch to OFF before disconnecting connectors.
• Failed fuel injector 1
Failure to turn ignition switch to OFF will cause a
voltage spike and damage to electrical components.
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7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS 735
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736 7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS
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7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS 737
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738 7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS
Fault Overview
Fault code sets when a short to GND is detected in
Fuel Injector 1 circuit.
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7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS 739
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740 7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS
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7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS 741
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742 7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS
Fault Overview
Fault code sets when a short to GND is detected in
Fuel Injector 2 circuit.
Possible Causes
WARNING: To prevent personal injury or
• INJ2 H circuit shorted to INJ2 L circuit death, shut engine down before doing voltage
checks for injector solenoids. When the engine
• INJ2 H circuit short to GND
is running, injector circuits have high voltage and
• INJ2 L circuit short to GND amperage.
• Fuel injector shorted to engine brake housing CAUTION: To avoid engine damage, turn the ignition
switch to OFF before disconnecting connectors.
• Failed fuel injector 2
Failure to turn ignition switch to OFF will cause a
voltage spike and damage to electrical components.
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7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS 743
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744 7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS
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7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS 745
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746 7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS
Fault Overview
Fault code sets when a short to GND is detected in
Fuel Injector 2 circuit.
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7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS 747
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748 7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS
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7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS 749
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750 7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS
Fault Overview
Fault code sets when a short to GND is detected in
Fuel Injector 3 circuit.
Possible Causes
WARNING: To prevent personal injury or
• INJ3 H circuit shorted to INJ3 L circuit death, shut engine down before doing voltage
checks for injector solenoids. When the engine
• INJ3 H circuit short to GND
is running, injector circuits have high voltage and
• INJ3 L circuit short to GND amperage.
• Fuel injector shorted to engine brake housing CAUTION: To avoid engine damage, turn the ignition
switch to OFF before disconnecting connectors.
• Failed fuel injector
Failure to turn ignition switch to OFF will cause a
voltage spike and damage to electrical components.
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7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS 751
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752 7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS
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7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS 753
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754 7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS
Fault Overview
Fault code sets when a short to GND is detected in
Fuel Injector 3 circuit.
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7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS 755
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756 7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS
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7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS 757
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758 7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS
Fault Overview
Fault code sets when a short to GND is detected in
Fuel Injector 4 circuit.
Possible Causes
WARNING: To prevent personal injury or
• INJ4 H circuit shorted to INJ4 L circuit death, shut engine down before doing voltage
checks for injector solenoids. When the engine
• INJ4 H circuit short to GND
is running, injector circuits have high voltage and
• INJ4 L circuit short to GND amperage.
• Fuel injector shorted to engine brake housing CAUTION: To avoid engine damage, turn the ignition
switch to OFF before disconnecting connectors.
• Failed fuel injector
Failure to turn ignition switch to OFF will cause a
voltage spike and damage to electrical components.
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7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS 759
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760 7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS
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7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS 761
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762 7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS
Fault Overview
Fault code sets when a short to GND is detected in
Fuel Injector 4 circuit.
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7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS 763
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764 7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS
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7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS 765
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766 7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS
Fault Overview
Fault code sets when a short to GND is detected in
Fuel Injector 5 circuit.
Possible Causes
WARNING: To prevent personal injury or
• INJ5 H circuit shorted to INJ5 L circuit death, shut engine down before doing voltage
checks for injector solenoids. When the engine
• INJ5 H circuit short to GND
is running, injector circuits have high voltage and
• INJ5 L circuit short to GND amperage.
• Fuel injector shorted to engine brake housing CAUTION: To avoid engine damage, turn the ignition
switch to OFF before disconnecting connectors.
• Failed fuel injector
Failure to turn ignition switch to OFF will cause a
voltage spike and damage to electrical components.
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7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS 767
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768 7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS
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7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS 769
digitalworkshopmanual@gmail.com
770 7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS
Fault Overview
Fault code sets when a short to GND is detected in
Fuel Injector 5 circuit.
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7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS 771
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772 7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS
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7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS 773
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774 7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS
Fault Overview
Fault code sets when a short to GND is detected in
Fuel Injector 6 circuit.
Possible Causes
WARNING: To prevent personal injury or
• INJ6 H circuit shorted to INJ6 L circuit death, shut engine down before doing voltage
checks for injector solenoids. When the engine
• INJ6 H circuit short to GND
is running, injector circuits have high voltage and
• INJ6 L circuit short to GND amperage.
• Fuel injector shorted to engine brake housing CAUTION: To avoid engine damage, turn the ignition
switch to OFF before disconnecting connectors.
• Failed fuel injector
Failure to turn ignition switch to OFF will cause a
voltage spike and damage to electrical components.
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7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS 775
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776 7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS
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7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS 777
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778 7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS
Fault Overview
Fault code sets when a short to GND is detected in
Fuel Injector 6 circuit.
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7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS 779
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780 7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS
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7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS 781
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782 7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS
Malfunction Indicator Lamp (MIL) Reaction Drive Cycle to Determine Fault Status
MIL will illuminate when this fault is detected during Drive Cycle 2 in 2013 HD-OBD Diagnostic Reference
two consecutive drive cycles. Manual.
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7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS 783
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784 7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS
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7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS 785
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786 7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS
digitalworkshopmanual@gmail.com
7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS 787
digitalworkshopmanual@gmail.com
788 7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS
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7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS 789
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790 7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS
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7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS 791
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792 7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS
Malfunction Indicator Lamp (MIL) Reaction Drive Cycle to Determine Fault Status
MIL will illuminate when this fault is detected during Drive Cycle 2 in 2013 HD-OBD Diagnostic Reference
two consecutive drive cycles. Manual.
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7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS 793
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794 7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS
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7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS 795
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796 7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS
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7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS 797
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798 7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS
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7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS 799
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800 7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS
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7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS 801
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802 7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS
IST (Idle Shutdown Timer) System (Clean Low • Vehicle movement or a Vehicle Speed Sensor
Idle) (VSS) fault is detected.
• DPF Regeneration is enabled (Any REGEN
IST (Clean Low Idle)
State).
The Idle Shutdown Timer (IST) ("Clean Low Idle")
• Accelerator pedal movement or an Accelerator
allows the ECM to shut down the engine during
Pedal Position (APP) fault is detected.
extended idle. When parking brake is set, the idle time
can be programmed up to 5 minutes. When parking • Engine coolant operating temperature is below 16
brake is released, the idle time can be programmed °C (60 °F).
up to 15 minutes. During service, the idle time can be
• Brake pedal movement or a brake switch fault is
programmed up to 60 minutes. The ECM deactivates
detected.
the IST when the PTO is active.
• Parking brake transition is detected.
Thirty seconds before engine shutdown, the IST
engine lamp illuminates. This continues until the • Clutch pedal is pressed or clutch pedal switch fault
engine shuts down or the low idle shutdown timer is is detected (manual transmissions, if equipped
reset. Idle time is measured from the last clutch or with a clutch switch).
APP. The engine must be out of gear for the IST to
• Shift selector is moved from neutral (automatic
work. Engine shutdown time resets for one or more
transmissions).
of the following conditions:
• If the IST is enabled, the CAP will not function.
• Engine speed is not at idle speed.
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7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS 803
IST (Idle Shutdown Timer) System (Federal - • Engine coolant operating temperature is below 60
Optional) °C (140 °F).
• Ambient temperature below 16° C (60 °F) or
IST (Federal - Optional) Sensor Circuit Operation
above 44 °C (110 °F).
The optional Idle Shutdown Timer (IST) allows the
• Brake pedal movement or a brake switch fault is
ECM to shut down the engine during extended idle.
detected.
Idle time can be programmed from 5 to 120 minutes.
The ECM can be programmed to deactivate the IST • Parking brake transition is detected.
when the Power Takeoff (PTO) is active.
• Clutch pedal is pressed or clutch pedal switch fault
• Engine speed is not at idle speed (600 rpm). is detected (manual transmissions, if equipped
with a clutch switch).
• Vehicle movement or a Vehicle Speed Sensor
(VSS) fault is detected. • Shift selector is moved from neutral (automatic
transmissions).
• Manual DPF Regeneration is enabled.
• If the IST is enabled, the CAP will not function.
• Accelerator pedal movement or an Accelerator
Pedal Position (APP) fault is detected.
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7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS 805
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7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS 807
Function
The MAF sensor is connected to the engine, but is
disabled in ECM software. This sensor should never
be replaced.
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7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS 809
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7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS 811
3223 4 O2S heater short to GND • O2 heater circuit short Pin-Point Diagnostics
to GND (page 814)
• Failed O2S
3223 5 O2S heater open load/circuit • HTR CTL circuit short Step-Based
to GND Diagnostics (page
822)
• ECM PWR OUT 1
circuit Open or high
resistance
• HTR CTL circuit
Open or high
resistance
• Failed O2S
3223 17 O2S heater temperature below • Charging system Pin-Point Diagnostics
minimum at low battery PWR fault (low B+ when (page 825)
O2 heater was
commanded ON)
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7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS 813
Tools Required
• 180-Pin Breakout Box 00-00956-08
• 2010 MaxxForce 11 & 13 Harness Kit
00-01462-00
• 3-Banana Plug Harness ZTSE4498
• 500 Ohm Resistor Harness ZTSE4497
• Big Bore Terminal Test Probe Kit ZTSE4899
• Breakout Harness ZTSE4735A (O2S)
• Digital Multimeter (DMM)
• Electronic Service Tool (EST) with ServiceMaxx™
software
• Interface cable (RP1210B compliant supporting
J1939 and J1708)
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7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS 815
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816 7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS
Fault Overview
Fault code sets when the learned O2S adaptation
value exceeds 0.03.
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7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS 817
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818 7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS
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7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS 819
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Fault Overview
The Oxygen sensor (O2S) heater element is designed
to increase sensor temperature. The O2S heater is
supplied with battery voltage from ECM PWR Out 1
through pin 4 of the O2S connector. The O2S heater
is active when the Engine Control Module (ECM)
supplies ground to the O2S Heater CTL circuit through
ECM connector 1 pin 46. If O2S temperature is above
1472°F (800°C) this fault will set.
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7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS 821
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822 7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS
Fault Overview
Fault code sets when Engine Control Module (ECM)
detects an Open circuit in the Oxygen Sensor (O2S)
heater.
Associated Faults
SPN 724 FMI 3, 4 (O2S); SPN 3223 FMI 3, 4 (O2S);
SPN 3597 FMI 4 (ECM PWR).
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7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS 823
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824 7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS
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7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS 825
SPN 3223 FMI 17 – O2S heater temperature below minimum at low battery PWR
NOTE: SPN 3223 FMI 17 will set if battery voltage is below 10 V when the O2S heater is commanded
ON.
1. Check for other active or previously active DTCs. Repair any electrical fault before continuing
with this procedure.
2. Verify batteries and changing system are working within specifications. See "PERFORMANCE
DIAGNOSTICS."
• If charging system and battery voltage are working within specification, check for circuit faults to
the O2S. If circuits are within specification, calibrate and install new O2S.
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7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS 827
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828 7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS
Service Interval Messages Operation consumption. These service interval limits may be
adjusted at the owner's discretion. The change
The service interval messages are displayed on the
engine oil message below the odometer illuminates
instrument cluster message center and include engine
after a preselected parameter is reached.
oil and fuel filter change reminders.
The fuel filter change message displays when the fuel
The change oil reminder can be programmed
filter needs replacement due to high filter restriction.
for kilometers, miles, hours or calculated fuel
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7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS 829
Tools Required
• 00-00956-08 – 180-Pin Breakout Box
• ZTSE4498 – 3-Banana Plug Harness
• ZTSE4899 – Big Bore Terminal Test Probe Kit
• Digital Multimeter (DMM)
• Electronic Service Tool (EST) with ServiceMaxx™
software
• J1939 and J1708 RP1210B Compliant Device
NOTE: Reference the truck Chassis Electrical
Circuit Diagram Manual and Electrical System
Troubleshooting Guide for vehicle side electrical
system.
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7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS 831
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832 7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS
SPN 5541 FMI 2 – TC1TOP signal does not agree with BARO
Biased Sensor or Circuit Check
1. Turn ignition switch ON, engine OFF
2. Using ServiceMaxx™ software, run the Continuous Monitor test.
3. Verify S_TC1TOP volts are within specification (lightly wiggle circuits while monitoring TC1TOP
signal for spikes). See “APPENDIX A: PERFORMANCE SPECIFICATIONS."
• If TC1TOP voltage is not within specification, check circuitry for poor continuity. If circuits are
acceptable, replace TC1TOP sensor.
4. Check Exhaust Back Pressure Valve (EBPV) tube between Air Control Valve (ACV) and EBPV for
restriction.
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7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS 833
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838 7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS
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7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS 839
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7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS 841
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1177 3 TC2CIP signal Out of Range HIGH • TC2CIP shorted to Step-Based Diagnostics
PWR (page 856)
• TC2CIP Open or
high resistance
• SIG GND Open or
high resistance
• Failed TC2CIS
sensor
1177 4 TC2CIP signal Out of Range LOW • TC2CIP shorted to Step-Based Diagnostics
GND (page 859)
• TC2CIP shorted to
SIG GND
• Failed TC2CIS
sensor
NOTE: See latest version of Maxxforce 11 and 13 ECM uses these measurements for calculating fuel
Engine Wiring Schematic Form 0000002941 for delivery and controlling the wastegate.
additional circuit information.
Tools Required
Overview • 180-Pin Breakout Box 00-00956-08
The Turbocharger 2 Compressor Inlet Sensor • ECM Breakout Harness 00-01468-00
(TC2CIS) is a combined temperature and pressure
• Breakout Harness ZTSE4830 (TC2CIS)
sensor located in the piping between the low-pressure
compressor outlet and the high-pressure compressor • Digital Multimeter (DMM)
inlet. This sensor monitors boost pressure for
• Charge Air Cooler (CAC) Tester ZTSE4341
the low-pressure turbo and the temperature of the
charge-air entering the high-pressure turbo. The • Electronic Service Tool (EST) with ServiceMaxx™
software
• Interface cable (RP1210B compliant supporting
J1939 and J1708)
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7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS 843
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844 7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS
Possible Causes
• TC2CIT high resistance
• SIG GND high resistance
• Failed TC2CIS sensor
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7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS 845
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846 7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS
Fault Overview
Fault code sets when signal from the Turbocharger
2 Compressor Inlet Sensor (TC2CIS), Turbocharger
2 Compressor Inlet Temperature (TC2CIT) circuit is
greater then 4.78 volts.
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7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS 847
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848 7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS
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7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS 849
Fault Overview
Fault code sets when signal from the Turbocharger
2 Compressor Inlet Sensor (TC2CIS), Turbocharger 2
Compressor Inlet Temperature (TC2CIT) circuit is less
then 0.1 volts.
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7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS 851
SPN 1173 FMI 16 - TC2CIT signal above desired (Interstage CAC under cooling)
Condition / Setting Criteria Enable Conditions / Values Time Required
Description
Turbocharger 2 Difference between Engine running 3 events
Compressor Inlet TC2CIT and engine
Ambient Air Temperature (AAT)
Temperature (TC2CIT) coolant temperature >
between 19°F (-7°C) and 131°F
signal is greater than a predetermined value,
(55°C)
expected. based on engine speed
and load. Barometric Pressure (BARO) >
10.9 psi (75 kPa)
Difference between coolant
temperature and expected
temperature of the Low Pressure
Change Air Cooler (LPCAC) >
68°F (20°C) for 3 seconds or
more
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7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS 853
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854 7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS
Fault Overview
Fault code sets when Turbocharger 2 Compressor
Inlet Pressure (TC2CIP) signal is not within 12 kpa of
the Barometric Pressure (BARO) sensor.
Associated Faults
SPN 1177 FMI 3 and 4 (TC2CIT)
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7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS 855
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856 7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS
Fault Overview
Fault code sets when signal from the Turbocharger 2
Compressor Inlet Sensor (TC2CIS), Turbocharger 2
Compressor Inlet Pressure (TC2CIP) circuit is greater
then 4.9 volts.
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7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS 857
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858 7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS
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7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS 859
Fault Overview
Fault code sets when signal from the Turbocharger
2 Compressor Inlet Sensor (TC2CIS), Turbocharger
2 Compressor Inlet Pressure (TC2CIP) circuit is less
then 0.1 volts.
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7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS 861
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862 7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS
191 4 TOSS / VSS signal out of range LOW • VSS sensor circuit Step-based
OPEN Diagnostics (page
875)
• VSS sensor circuit
short to GND
• VSS sensor failure
191 16 TOSS / VSS reading higher then limit • VSS sensor circuit Step-based
(Hard-wired) OPEN Diagnostics (page
878)
• VSS sensor circuit
short PWR
• VSS sensor circuit
short to GND
• VSS sensor failure
• Air gap too large
between VSS sensor
and 16 toothed gear
• Damaged 16 toothed
gear
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7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS 863
Overview
Transmission tailshaft speed is detected by a
magnetic pickup mounted on the transmission that
senses the rotation of a 16 toothed gear installed
on the rear of the transmission. The AC (alternating
current) sine wave signal is received by the Engine
Control Module (ECM) and is utilized along with
tire size and axle ratio, to calculate vehicle speed.
Calculated vehicle speed is transmitted to the
instrument cluster through the Drive Train Data Link
to operate the speedometer within the instrument
cluster. Calculated vehicle speed is also utilized in the
control strategies that control features such as Cruise
Control, PTO operation and Road Speed Limiting.
Tools Required
• 00-00956-08 – 180-pin Breakout Box
®
• 2010 MaxxForce 11 & 13 Harness Kit
00-01462-00
• Digital Multimeter (DMM)
• Electronic Service Tool (EST) with ServiceMaxx™
software Figure 340 TOSS / VSS Location (Typical)
• J1939 and J1708 RP1210B Compliant Device 1. Transmission Output Shaft Speed / Vehicle Speed
Sensor (TOSS / VSS)
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7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS 865
WARNING: To prevent personal injury or death, read all safety instructions in the “Safety
Information” section of this manual.
Test Point Specification Comment – < Less than, > Greater than
E1–15 to E1–39 > 2 V AC If < 2 V AC, check sensor adjustment or replace defective
sensor.
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SPN 191 FMI 1 TOSS / VSS not detected while vehicle moving
Condition / Setting Criteria Enable Conditions / Values Time Required
Description
No vehicle speed Vehicle speed Engine speed > 1500 rpm 1 second
reading when engine
Time after key On > 0 seconds
load is high
Battery voltage > 10.7 volts
Battery voltage < 15 volts
Engine torque > 74 lb ft (100 Nm)
Speed and torque levels met
time > 60 seconds
Engine not in PTO mode
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7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS 867
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7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS 871
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7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS 875
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7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS 877
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878 7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS
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7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS 879
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880 7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS
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7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS 881
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3513 14 VREF5 voltage deviation ECM pins: • VREF5 circuit short Pin-Point Tests (page
C1-50, E1-81, and E1-82 to GND 886)
• VREF5 circuit short
to PWR
• Failed sensor
causing short to
GND on VREF5
circuit
3514 14 VREF6 voltage deviation ECM pin: • VREF6 circuit short Pin-Point Tests (page
E1-88 to GND 887)
• VREF6 circuit short
to PWR
• Failed sensor
causing short to
GND on VREF6
circuit
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7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS 883
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7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS 885
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7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS 887
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7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS 889
Voltage Check
Connect Breakout Harness ZTSE6002 to WIF vehicle harness, and leave WIF sensor disconnected. Turn
ignition ON. Use DMM to measure voltage.
Test Point Specification Comment – < Less than, > Greater than
1 to B+ B+ If < B+, check SIG GND circuit for OPEN.
2 to GND 4.6 V If > 5.5 V, check WIF circuit for short to PWR.
If < 4.0 V, check WIF circuit for short to GND.
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890 7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS
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7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS 891
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7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS 893
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896 7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS
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7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS 897
Overview lamp stops flashing, the IAHFI and the IAHS valve
are deactivated. If the operator accelerates while
The wait-to-start lamp illuminates when the ignition
the wait-to-start lamp is flashing, the inlet air heater
switch is turned ON. For Engine Coolant Temperature
system will shutdown.
(ECT) lower than 50°F (10°C), the Engine Control
Module (ECM) activates the Inlet Air Heater Relay Tools Required
(IAHR). The IAHR then energizes the Inlet Air Heater
• Electronic Service Tool (EST) with ServiceMaxx™
Fuel Igniter (IAHFI) for approximately 35 seconds.
software
Once the IAHFI is heated, the wait-to-start lamp
starts to flash and the engine is ready to be started. • J1939 and J1708 RP1210B Compliant Device
Once the engine starts, the IAHFI remains energized
• Digital Multimeter (DMM)
and the wait-to-start lamp continues to flash for a
maximum of four minutes. When the wait-to-start
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7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS 899
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7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS 901
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7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS 903
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7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS 905
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906 7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS
AFT System
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7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS 907
Vehicle Mounted Components The APP sensor is mounted on the accelerator pedal.
Accelerator Pedal Position Sensor
Ambient Air Temperature Sensor
The AAT is mounted in various cab locations,
depending on vehicle configuration.
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908 7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS
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8 DIAGNOSTIC TOOLS AND ACCESSORIES 909
Table of Contents
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910 8 DIAGNOSTIC TOOLS AND ACCESSORIES
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8 DIAGNOSTIC TOOLS AND ACCESSORIES 911
Electrical Tools This box is universal and can adapt to any control
system by means of a unique jumper harness. Each
180-Pin Breakout Box
jumper harness is a separate part, complete with a
180-Pin Breakout Box overlay (pin identifier) sheet.
The standard box layout is as follows:
• Two 90-pin connectors which feed 90 banana plug
probing points.
• Each 90-pin section of the box is basically a
stand-alone box.
• The top row is all fuse protected circuits, the
second row is all twisted pair circuits.
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912 8 DIAGNOSTIC TOOLS AND ACCESSORIES
500 Ohm Resistor Harness The Electronic Engine Terminal Test Kit is used to
access circuits in the connector harness and allows
for the use of a DMM without damaging the harness
connectors.
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8 DIAGNOSTIC TOOLS AND ACCESSORIES 913
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914 8 DIAGNOSTIC TOOLS AND ACCESSORIES
® ®
EZ-Tech Electronic Service Tool (EST) MaxxForce 11 and 13 Engine Tool Kit
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8 DIAGNOSTIC TOOLS AND ACCESSORIES 915
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916 8 DIAGNOSTIC TOOLS AND ACCESSORIES
Breakout Harness 4761A (DPFDP) Breakout Harness 4828 (AFTFD and FPCV)
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8 DIAGNOSTIC TOOLS AND ACCESSORIES 917
Breakout Harness 4830 (AFTFIS, HS/IAT, and Breakout Harness 4850 (IMP)
TC2CIS)
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918 8 DIAGNOSTIC TOOLS AND ACCESSORIES
Breakout Harness 4871 (AAT and CFV) Breakout Harness 4882 (EOP)
Breakout Harness 4871 is used to measure voltage Breakout Harness 4882 is used to measure voltage
and resistance on circuits connected to the Ambient and resistance on circuits connected to the Engine Oil
Air Temperature (AAT) sensor and Coolant Flow Valve Pressure (EOP) sensor.
(CFV).
Breakout Harness 4881 is used to measure voltage Breakout Harness 4883 is used to measure voltage
and resistance on circuits connected to the Fuel and resistance on circuits connected to the Intake
Delivery Pressure (FDP) sensor. Manifold Temperature (IMT) sensor.
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8 DIAGNOSTIC TOOLS AND ACCESSORIES 919
Breakout Harness 4885 (IAHR) Breakout Harness 4951 is used to measure voltage
and resistance on circuits connected to the Crankcase
Oil Separator Speed (CCOSS) sensor.
Breakout Harness 4885 is used to measure voltage Breakout Harness 4993 is used to measure voltage
and resistance on circuits connected to the Inlet Air and resistance on circuits that go to the Charge Air
Heater Relay (IAHR). Cooler Outlet Temperature (CACOT) sensor.
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920 8 DIAGNOSTIC TOOLS AND ACCESSORIES
Breakout Harness 6003 (EBPV, TC1TOP, TC1WC, Breakout Harness 6016 (ETV and EGR Valve)
and TC2WC)
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8 DIAGNOSTIC TOOLS AND ACCESSORIES 921
Breakout Harness 6027 (AFTFP2) Breakout Harness 6027 is used to measure voltage
and resistance on circuits that go to the Aftertreatment
Fuel Pressure 2 (AFTFP2) sensor.
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922 8 DIAGNOSTIC TOOLS AND ACCESSORIES
The Disposable Air and Fuel Caps are used to cap Figure 398 ZTSE4893
the fuel system lines and fittings when the fuel system
is disconnected for diagnostics. The Disposable Air
and Fuel Caps prevent dirt and foreign particles from The Air Intake Guard is used to protect the
entering and contaminating the fuel system. turbochargers while performing diagnostics with the
air cleaner disconnected.
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8 DIAGNOSTIC TOOLS AND ACCESSORIES 923
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924 8 DIAGNOSTIC TOOLS AND ACCESSORIES
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8 DIAGNOSTIC TOOLS AND ACCESSORIES 925
EGR Cooler Leak Detection Test Kit This tool is used to measure intake valve lash.
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926 8 DIAGNOSTIC TOOLS AND ACCESSORIES
Fuel Injector Cups The Fuel Inlet Restriction and Aeration Tool is used
to check for pressure and aerated fuel in the low fuel
pressure system.
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8 DIAGNOSTIC TOOLS AND ACCESSORIES 927
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928 8 DIAGNOSTIC TOOLS AND ACCESSORIES
High Pressure Rail Plugs The High Pressure Return Line Tester is used to check
for fuel returning from the pressure pipe rail or from
the cylinder head fuel return port. Tool consists of
two adapters, ZTSE4887-1 (17mm) and ZTSE4887-2
(19mm), and hose ZTSE4887-3.
High Pressure Return Line Tester The Pressure Test Kit is used to measure intake
manifold (boost) pressure, fuel system inlet restriction,
fuel pressure, oil pressure, air cleaner intake
restriction, and crankcase pressure.
• 0 to 200 kPa (0 to 30 psi) measures intake
manifold pressure.
• 0-30 in Hg vacuum /0 to 200 kPa (0 to 30 psi)
compound gauge measures fuel system inlet
restriction and intake manifold pressure.
0-30 in H2O 0 to 7.5 kPa (0 to 1 psi) maximum
pressure magnehelic gauge measures crankcase
pressure and air inlet restriction.
• 60 to 1100 kPa (0 to 160 psi) gauge may be used
to check the fuel pressure and oil pressure.
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8 DIAGNOSTIC TOOLS AND ACCESSORIES 929
®
Radiator Pressure Test Kit Slack Tube Manometer
®
The Slack Tube Manometer is a U-shaped tube with
a scale mounted between the legs of the tube. When
the portability of the Pressure Test Kit is not required,
this manometer is used to measure low vacuum
for intake restriction, low pressure for crankcase, or
exhaust back pressure.
Filling
Fill the manometer with water before checking
pressure. Use only distilled water. Add some colored
water vegetable dye so the scale can be read more
easily. With both legs of the manometer open to
the atmosphere, fill the tube until the top of the fluid
column is near the zero mark on the scale. Shake the
tube to eliminate any air bubbles.
Installing, Reading, and Cleaning
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930 8 DIAGNOSTIC TOOLS AND ACCESSORIES
1. Support the manometer vertically. Make sure the UV Leak Detection Kit
fluid level is in line with the zero indicator on the
graduated scale.
2. Connect one leg of the manometer to the source
of the pressure or vacuum. Leave the other leg
open to atmospheric pressure.
3. Start the engine and allow it to reach normal
operating temperature. Then run the engine to
high idle. The manometer can be read after 10
seconds.
4. Record the average position of the fluid level
when it is above and below the zero indicator.
Add the two figures together. The sum of the
two is the total column of fluid (distance A). This
represents the crankcase pressure in inches of
water (in H2O).
At times, both columns of the manometer will not
travel the same distance. This is no concern if
the leg not connected to the pressure or vacuum
source is open to the atmosphere.
5. Compare the manometer reading with engine
specifications.
6. When the test is done, clean the tube thoroughly Figure 419 ZTSE4618
using soap and water. Avoid liquid soaps and
solvents.
The UV Leak Detection Kit is used with fuel dye to
quickly identify leaks. The fuel dye combines with
fuel and migrates out at the leak. The ultraviolet
lamp illuminates the leaking fuel dye, which appears
fluorescent yellow-green in color.
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9 ABBREVIATIONS AND ACRONYMS 931
Table of Contents
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DDS – Driveline Disengagement Switch EGRH – Exhaust Gas Recirculation High control
DLC – Data Link Connector EGRL – Exhaust Gas Recirculation Low control
DME – Dimethyl Ether EGROT – Exhaust Gas Recirculation Outlet
DMM – Digital Multimeter Temperature
DOC – Diesel Oxidation Catalyst EGRP – Exhaust Gas Recirculation Position
DOCIT – Diesel Oxidation Catalyst Inlet Temperature EGRT – Exhaust Gas Recirculation Temperature
DOCOT – Diesel Oxidation Catalyst Outlet EGT – Exhaust Gas Temperature
Temperature EGT1 – Exhaust Gas Temperature 1
DPF – Diesel Particulate Filter EGT2 – Exhaust Gas Temperature 2
DPFDP – Diesel Particulate Filter Differential EGT3 – Exhaust Gas Temperature 3
Pressure EIM – Engine Interface Module
DPFIT – Diesel Particulate Filter Inlet Temperature ELS – Exhaust Lambda Sensor
DPFOT – Diesel Particulate Filter Outlet Temperature EMI – Electromagnetic Interference
DSI – Down Stream Injection EMP – Exhaust Manifold Pressure
DT – Diesel Turbocharged EMT – Exhaust Manifold Temperature
DTC – Diagnostic Trouble Code EOP – Engine Oil Pressure
DTCs – Diagnostic Trouble Codes EOT – Engine Oil Temperature
DTRM – Diesel Thermo Recirculation Module EPA – Environmental Protection Agency
EPR – Engine Pressure Regulator
EBC – Exhaust Brake Controller ESC – Electronic System Controller
EBP – Exhaust Back Pressure ESN – Engine Serial Number
EBPD – Exhaust Back Pressure Desired EST – Electronic Service Tool
EBPV – Exhaust Back Pressure Valve ETC – Engine Throttle Control
ECB – Engine Compression Brake ETCH – Engine Throttle Control High
ECB1 – Engine Compression Brake 1 ETCL – Engine Throttle Control Low
ECB2 – Engine Compression Brake 2 ETP – Engine Throttle Position
ECB3 – Engine Compression Brake 3 ETV – Engine Throttle Valve
ECBP – Engine Compression Brake Pressure EVB – Exhaust Valve Brake
ECI – Engine Crank Inhibit EWPS – Engine Warning Protection System
ECL – Engine Coolant Level
ECM – Engine Control Module F – Fahrenheit
ECM GND – Engine Control Module Ground FCV – Fuel Coolant Valve
ECM PWR – Engine Control Module Power FDP – Fuel Delivery Pressure
ECS – Engine Coolant System FEL – Family Emissions Limit
ECSR – Engine Controlled Shutdown Request fhp – Friction horsepower
ECT – Engine Coolant Temperature FMI – Failure Mode Indicator
ECT1 – Engine Coolant Temperature 1 FPC – Fuel Pump Control
ECT2 – Engine Coolant Temperature 2 FPCV – Fuel Pressure Control Valve
EFAN – Engine Fan fpm – Feet per minute
EFANS – Engine Fan Speed FPM – Fuel Pump Monitor
EFC – Engine Fan Control fps – Feet per second
EFP – Engine Fuel Pressure FRP – Fuel Rail Pressure
EFRC – Engine Family Rating Code ft – Feet
EFS – Engine Fan Speed FVCV – Fuel Volume Control Valve
EFT – Engine Fuel Temperature
EG – Ethylene Glycol GND – Ground (electrical)
EGC – Electronic Gauge Cluster gal – Gallon
EGBP – Exhaust Gas Back Pressure gal/h – U.S. Gallons per hour
EGDP – Exhaust Gas Differential Pressure gal/min – U.S. Gallons per minute
EGR – Exhaust Gas Recirculation GCW – Gross Combined Weight
EGRC – Exhaust Gas Recirculation Control GCWR – Gross Combined Weight Rating
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9 ABBREVIATIONS AND ACRONYMS 935
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938 9 ABBREVIATIONS AND ACRONYMS
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10 TERMINOLOGY 939
Table of Contents
Terms. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .941
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940 10 TERMINOLOGY
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10 TERMINOLOGY 941
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942 10 TERMINOLOGY
converting some pollutants in the exhaust gases Controller Area Network (CAN) – A J1939
(carbon monoxide, unburned hydrocarbons, and high-speed communication link.
oxides of nitrogen) into harmless compounds.
Coolant – A fluid used to transport heat from one point
Cavitation – A dynamic condition in a fluid system that to another.
forms gas-filled bubbles (cavities) in the fluid.
Coolant level switch – A switch sensor used to
Cetane number – 1. The auto-ignition quality of monitor coolant level.
diesel fuel.
Coolant Flow Valve (CFV) – The CFV is ECM
2. A rating applied to diesel fuel similar to octane controlled and redirects coolant through the fuel
rating for gasoline. cooler, based on EFT, when directed.
3. A measure of how readily diesel fuel starts to burn Coolant Mixer Valve (CMV) – Controls coolant flow
(self-ignites) at high compression temperature. through the low-temperature radiator.
Diesel fuel with a high cetane number self-ignites Continuous Monitor Test – An ECM function that
shortly after injection into the combustion chamber. continuously monitors the inputs and outputs to
Therefore, it has a short ignition delay time. Diesel ensure that readings are within set limits.
fuel with a low cetane number resists self-ignition.
Crankcase – The housing that encloses the
Therefore, it has a longer ignition delay time.
crankshaft, connecting rods, and allied parts.
Charge air – Dense, pressurized, heated air
Crankcase breather – A vent for the crankcase to
discharged from the turbocharger.
release excess interior air pressure.
Charge Air Cooler (CAC) – See Aftercooler.
Crankcase Oil Separator Speed (CCOSS) sensor
Charge Air Outlet Temperature (CACOT) sensor – – The CCOSS sensor sends the ECM information
A thermistor sensor that monitors the temperature of about the speed of the crankcase oil separator internal
charge air entering the intake air duct. components.
Closed crankcase – A crankcase ventilation that Crankcase pressure – The force of air inside the
recycles crankcase gases through a breather, then crankcase against the crankcase housing.
back to the clean air intake.
Crankshaft Position (CKP) sensor – A magnetic
Closed loop operation – A system that uses sensors pickup sensor that determines crankshaft position and
to provide feedback to the ECM. The ECM uses the speed.
sensor input to continuously monitor variables and
Current – The flow of electrons passing through a
adjust actuators to match engine requirements.
conductor. Measured in amperes.
Cloud point – The point when wax crystals occur in
Damper – A device that reduces the amplitude of
fuel, making fuel cloudy or hazy. Usually below -12°C
torsional vibration. (SAE J1479 JAN85)
(10°F).
Deaeration – The removal or purging of gases (air or
Cold cranking ampere rating (battery rating) – The
combustion gas) entrained in coolant or lubricating oil.
sustained constant current (in amperes) needed to
produce a minimum terminal voltage under a load of
7.2 volts per battery after 30 seconds.
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10 TERMINOLOGY 943
Deaeration tank – A separate tank in the coolant Driver (low side) – A transistor within an electronic
system used for one or more of the following functions: module that controls the ground to an actuator circuit.
• Deaeration Dual Stage Turbocharger – An assembly of two
turbochargers (low-pressure and high-pressure) in
• Coolant reservoir (fluid expansion and afterboil)
series to provide a wide range of charge air pressures
• Coolant retention efficiently.
• Filling Duty cycle – A control signal that has a controlled
on/off time measurement from 0 to 100%. Normally
• Fluid level indication (visible)
used to control solenoids.
Diagnostic Trouble Code (DTC) – 2010 model
EGR Cooler – A cooler that allows heat to dissipate
year vehicles no longer utilize DTC identification by
from the exhaust gasses before they enter the intake
number. DTCs are now identified using the Suspect
manifold.
Parameter Number (SPN) and Failure Mode Indicator
(FMI) identifiers only. Engine Back Pressure Valve (EBPV) – The ECM
commands the EBPV to control the Exhaust Brake.
Diesel Particulate Filter (DPF) – A diesel particulate
filter, sometimes called a DPF, is a device designed Engine Compression Brake (ECB) valve – The
to remove diesel particulate matter or soot from the ECB valve controls pressure entering the brake oil
exhaust gas of a diesel engine. gallery from the high-pressure oil rail gallery. This
activates the brake actuator pistons and opens the
Diesel Oxidation Catalyst (DOC) – A DOC is part of
exhaust valves.
the diesel exhaust Aftertreatment system. DOCs are
devices that use a chemical process to break down Engine Compression Brake 1 (ECB1) solenoid –
pollutants in the exhaust stream into less harmful The ECB1 solenoid controls pressure entering the
components. More specifically, DOCs utilize rare brake oil gallery from the high-pressure oil rail gallery.
metals such as palladium and platinum to reduce
Engine Compression Brake 2 (ECB2) solenoid –
hydrocarbon based Soluble Organic Fraction (SOF)
The ECB2 solenoid controls pressure entering the
and carbon monoxide content of diesel exhaust by
brake oil gallery from the high-pressure oil rail gallery.
simple oxidation. The DOC can be used during
an active regeneration to create higher exhaust Engine Compression Brake Pressure (ECBP)
temperatures, thereby reducing soot in the DPF. sensor – A high-pressure sensor that provides a
feedback signal to the ECM indicating brake control
Digital Multimeter (DMM) – An electronic meter that
pressure.
uses a digital display to indicate a measured value.
Preferred for use on microprocessor systems because Engine Control Module (ECM) – An electronic
it has a very high internal impedance and will not load processor that monitors and controls the engine.
down the circuit being measured.
Engine Coolant Level (ECL) sensor – A switch
Disable – A computer decision that deactivates a sensor that monitors coolant level.
system and prevents operation of the system.
Engine Coolant Temperature 1 (ECT1) sensor
Displacement – The stroke of the piston multiplied by – A thermistor sensor that detects engine coolant
the area of the cylinder bore multiplied by the number temperature.
of cylinders in the engine.
Engine Coolant Temperature 2 (ECT2) sensor
Down Stream Injection (DSI) – The DSI system – A thermistor sensor that detects engine coolant
injects fuel into the exhaust system to increase temperature.
temperature of the exhaust gases, and is necessary
Engine Fuel Temperature (EFT) sensor – A
for DPF regeneration.
thermistor sensor that measures fuel temperature.
Driver (high side) – A transistor within an electronic
Engine lamp – An instrument panel lamp that comes
module that controls the power to an actuator circuit.
on when DTCs are set. DTCs can be read as flash
codes (red and amber instrument panel lamps).
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944 10 TERMINOLOGY
Engine OFF tests – Tests that are done with the Exhaust Manifold Pressure (EMP) sensor – A
ignition switch ON and the engine OFF. variable capacitance sensor used to indicate air
pressure in the exhaust manifold.
Engine Oil Pressure (EOP) sensor – A variable
capacitance sensor that measures oil pressure. Exhaust Manifold Temperature (EMT) sensor
– A thermistor style sensor used to indicate air
Engine Oil Temperature (EOT) sensor – A
temperature in the exhaust manifold.
thermistor sensor that measures oil temperature.
Fault detection/management – An alternate control
Engine rating – Engine rating includes Rated hp and
strategy that reduces adverse effects that can be
Rated rpm.
caused by a system failure. If a sensor fails, the ECM
Engine RUNNING tests – Tests done with the engine substitutes a good sensor signal or assumed sensor
running. value in its place. A lit amber instrument panel lamp
signals that the vehicle needs service.
Engine Throttle Valve (ETV) and Engine Throttle
Position Sensor – The ETV valve is used to Failure Mode Indicator (FMI) – Identifies the fault or
control airflow during a regeneration process of the condition effecting the individual component.
aftertreatment system. The ETV valve is also used
Filter restriction – A blockage, usually from
to ensure a smooth engine shut down by restricting
contaminants, that prevents the flow of fluid through
airflow to the engine at shut down.
a filter.
Engine Warning Protection System (EWPS) –
Flash code – See Diagnostic Trouble Code (DTC).
Safeguards the engine from undesirable operating
conditions to prevent engine damage and to prolong Fuel Delivery Pressure (FDP) sensor – A variable
engine life. capacitance sensor that monitors fuel pressure
coming from the fuel tank and sends a signal to the
Exhaust Back Pressure (EBP) – The pressure
ECM.
present in the exhaust system during the exhaust
period. Fuel inlet restriction – A blockage, usually from
contaminants, that prevents the flow of fluid through
Exhaust Back Pressure Valve (EBPV) – A valve that
the fuel inlet line.
regulates the amount of air pressure applied to the
EBPV pneumatic actuator. Fuel pressure – The force fuel exerts on the fuel
system as it is pumped through the fuel system.
Exhaust brake – A brake device using engine
exhaust back pressure as a retarding medium. Fuel Pressure Control Valve (FPCV) – The FPCV
controls the fuel pressure to the fuel rails and is
Exhaust Gas Recirculation (EGR) – A system used
controlled by the ECM. FPCV control depends on fuel
to recirculate a portion of the exhaust gases into the
pressure and fuel temperature.
power cylinder in order to reduce oxides of nitrogen.
Fuel Rail Pressure (FRP) – The amount of pressure
Exhaust Gas Temperature (EGT) – The temperature
in the fuel rail.
of exhaust gases.
Fuel Rail Pressure (FRP) sensor – A variable
Exhaust Gas Recirculation Temperature (EGRT)
capacitance sensor that monitors fuel pressure in the
sensor – A thermistor sensor that detects the exhaust
fuel rail and sends a signal to the ECM.
gas temperature entering the EGR cooler.
Fuel strainer – A pre-filter in the fuel system that
Exhaust Gas Recirculation (EGR) valve – The
keeps larger contaminants from entering the fuel
EGRV controls the flow of exhaust gases to the intake
system.
manifold. The EGRV is integrated with an EGR
Position (EGRP) sensor.
Exhaust manifold – Exhaust gases flow through the
exhaust manifold to the turbocharger exhaust inlet and
are directed to the EGR cooler.
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10 TERMINOLOGY 945
Fuel Volume Control Valve (FVCV) – The FVCV at high-pressure. The HPFP is mounted in the rear
regulates the volume of flow sent to the HPFP. valley on the top of the engine and is driven by the
The FVCV allows a sufficient quantity of fuel to be camshaft.
delivered to the HPFP depending on engine load,
High-pressure Piezo Common Rail (HPCR) – The
speed, injector quantity, fuel temperature, and number
HPFP pumps fuel through separate tubes to each
of injections per cycle.
fuel rail. Each fuel rail has four fuel tubes, one for
Fully equipped engine – A fully equipped engine each injector, that maintain constant pressure from the
is an engine equipped with only those accessories high-pressure pump to each injector.
necessary to perform its intended service. A fully
High-speed digital inputs – Inputs to the ECM from
equipped engine does not include components
a sensor that generates varying frequencies (engine
that are used to power auxiliary systems. If these
speed and vehicle speed sensors).
components are integral with the engine or, for any
reason are included on the test engine, the power Horsepower (hp) – Horsepower is the unit of work
absorbed may be determined and added to the net done in a given period of time, equal to 33,000 pounds
brake power. (SAE J1995 JUN90) multiplied by one foot per minute. 1 hp = 33,000 lb x
1 ft. /1 min.
Fusible link (fuse link) – A fusible link is a special
section of low tension cable designed to open the Humidity Sensor (HS) – A sensor that measures
circuit when subjected to an extreme current overload. the moisture content of filtered air entering the intake
(SAE J1156 APR86) system.
Gradeability – The maximum percent grade, which Hydrocarbons – Organic compounds consisting of
the vehicle can transverse for a specified time at a hydrogen and carbon (fuel and oil).
specified speed. The gradeability limit is the grade
Injection Pressure Regulator (IPR) valve – A valve
upon which the vehicle can just move forward. (SAE
that is used to maintain desired injection control
J227a)
pressure.
Gross Combined Weight Rating (GCWR) –
Injection Control Pressure (ICP) sensor – Provides
Maximum combined weight of towing vehicle
a feedback signal to the ECM indicating injection
(including passengers and cargo) and the trailer. The
control pressure.
GCWR indicates the maximum loaded weight that the
vehicle is allowed to tow. Inlet Air Heater (IAH) – The IAH is primarily used to
assist in starting the engine during cold weather. In
Gross brake horsepower – The power of a complete
addition, it helps to reduce white smoke emissions by
basic engine, with air cleaner, without fan, and
heating the incoming air.
alternator, and air compressor not charging.
Inlet Air Heater Fuel Igniter (IAHFI) – The IAHFI
H-Bridge Circuit – An H-Bridge (bipolar) circuit
heats the intake air by vaporizing and igniting fuel in
operates like putting a power source on one side of a
the air inlet duct.
motor and connecting the other side of the motor to a
ground. This turns the motor. By shifting the leads on Inlet Air Heater Fuel Solenoid (IAHFS) – As the
the motor, it will turn in the opposite direction. engine is cranked, the ECM energizes the IAHFS
valve, introducing fuel into the IAHFI, which ignites
Hall effect – The development of a transverse electric
and warms the air being drawn into the engine.
potential gradient in a current-carrying conductor or
semiconductor when a magnetic field is applied. Inlet Air Heater Relay (IAHR) – The IAHR provides
voltage to the IAHFI, and is controlled by the ECM.
Hall effect sensor – Transducer that varies its output
voltage in response to changes in a magnetic field. Inlet Air Temperature (IAT) sensor – A thermistor
Commonly used to time the speed of wheels and sensor that monitors intake air temperature.
shafts.
Intake manifold – Engine component that evenly
High-pressure Fuel Pump (HPFP) assembly – supplies air to each intake port in the cylinder head(s).
The HPFP is a volumetric pump that supplies fuel
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946 10 TERMINOLOGY
Intake Manifold Pressure (IMP) sensor – A variable Manometer – A double-leg liquid-column gauge, or a
capacitance sensor used to indicate air pressure in the single inclined gauge, used to measure the difference
intake manifold. between two fluid pressures. Typically, a manometer
records in inches of water.
Intake Manifold Temperature (IMT) sensor – A
thermistor sensor used to indicate air temperature in Mass Air Flow – The intake airflow in an engine.
the intake manifold.
Mass Air Flow (MAF) sensor – The MAF sensor is
Internal Transfer Pump (ITP) – The ITP is part of used for closed loop control of the EGR valve and ITV.
the HPFP assembly and driven off the same shaft The ECM monitors the MAF signal so that the ECM
as the HPFP assembly. The ITP supplies fuel at a can control the EGR and intake throttle systems.
slightly higher pressure and flow to the HPFP though ®
MasterDiagnostics (MD) – Diagnostics software for
the Fuel Volume Control Valve (FVCV). The ITP
engine related components and systems.
also provides fuel for cooling and lubrication of the
HPFP. Fuel is rerouted as pump return flow through Magnehelic Gauge – A gauge that measures
the HPFP cooling and lubrication valve. Pressure is pressure in inches of water.
maintained at the inlet of the HPFP piston pump by
Magnetic Pickup Sensor – A magnetic pickup sensor
an ITP regulator.
generates an alternating frequency that indicates
International NGV Tool Utilized for Next speed. Magnetic pickups have a two-wire connection
Generation Electronics (INTUNE) – The diagnostics for signal and ground. This sensor has a permanent
software for chassis related components and magnetic core surrounded by a wire coil. The signal
systems. frequency is generated by the rotation of the gear
teeth that disturb the magnetic field.
Interstage Cooler (ISC) – Uses cooled coolant to
lower the charged air temperature that exits from the Metering unit valve assembly – The Metering unit
turbocharger low-pressure compressor and enters the valve assembly provides a metered amount of fuel to
turbocharger high-pressure compressor. the Aftertreatment Fuel Injector (AFI).
Low speed digital inputs – Switched sensor inputs Microprocessor – An integrated circuit in a
that generate an on/off (high/low) signal to the ECM. microcomputer that controls information flow.
The input to the ECM from the sensor could be from
Micro Strain Gauge (MSG) Sensor – A MSG sensor
a high input source switch (usually 5 or 12 volts) or
measures pressure. Pressure exerts force on a
from a grounding switch that grounds the signal from
pressure vessel that stretches and compresses to
a current limiting resistor in the ECM that creates a low
change resistance of strain gauges bonded to the
signal (0 volts).
surface of the pressure vessel. Internal sensor
Low temperature radiator thermostat – Coolant electronics convert the changes in resistance to a
flow to the low temperature radiator is regulated by ratiometric voltage output.
the low temperature radiator thermostat.
Nitrogen Oxides (NOx) – Nitrogen oxides form by
Lubricity – Lubricity is the ability of a substance a reaction between nitrogen and oxygen at high
to reduce friction between solid surfaces in relative temperatures and pressures in the combustion
motion under loaded conditions. chamber.
Lug (engine) – A condition when the engine is run at Normally closed – Refers to a switch that remains
an overly low RPM for the load being applied. closed when no control force is acting on it.
Manifold Absolute Pressure (MAP) – Boost Normally open – Refers to a switch that remains open
pressure in the manifold that is a result of the when no control force is acting on it.
turbocharger.
Ohm (Ω) – The unit of electrical resistance. One ohm
Manifold Absolute Pressure (MAP) sensor – A is the value of resistance through which a potential of
variable capacitance sensor that measures boost one volt will maintain a current of one ampere. (SAE
pressure. J1213 NOV82)
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10 TERMINOLOGY 947
On demand test – A self-test the technician initiates Rated speed – The speed, as determined by the
using the EST that is run from a program in the manufacturer, at which the engine is rated. (SAE
software. J1995 JUN90)
Output Circuit Check (OCC) – An on-demand test Rated torque – Maximum torque produced by an
done during an Engine OFF self-test to check the engine as certified by the manufacturer.
continuity of selected actuators.
Ratiometric Voltage – In a Micro Strain Gauge
Oxides of Nitrogen (NOx) – Nitrogen oxides formed (MSG) sensor, pressure to be measured exerts force
by a reaction between nitrogen and oxygen at high on a pressure vessel that stretches and compresses
temperatures. to change resistance of strain gauges bonded to
the surface of the pressure vessel. Internal sensor
Oxygen Sensor (O2S) – A sensor that monitors
electronics convert the changes in resistance to a
oxygen levels in the exhaust.
ratiometric voltage output.
pH – A measure of the acidity or alkalinity of a solution.
Reference voltage (VREF) – A 5 volt reference
Particulate matter – Particulate matter includes supplied by the ECM to operate the engine sensors.
mostly burned particles of fuel and engine oil.
Reserve capacity – Time in minutes that a fully
Piezometer – An instrument for measuring fluid charged battery can be discharged to 10.5 volts at 25
pressure. amperes.
Power – Power is a measure of the rate at which Regeneration – Oxidation of accumulated soot
work (force x distance) is done during a specific time. (carbon-based particulates) in the Diesel Particulate
Compare with Torque. Filter (DPF). The soot is reduced to ash and stored in
the PDF.
Power TakeOff (PTO) – Accessory output, usually
from the transmission, used to power a hydraulic Return Fuel System – The return fuel system moves
pump for a special auxiliary feature (garbage packing, unused fuel from the fuel injectors to the fuel cooler.
lift equipment, etc). Excess fuel out of the FVCV and the FPCV mix with
fuel from the fuel injectors on the way to the fuel cooler.
Pulse Width Modulation (PWM) – Succession of
digital electrical pulses, rather than an analog signal. ServiceMaxx™ software – Diagnostics software for
Efficient method of providing power between fully on engine related components and systems.
and fully off.
Signal Conditioner – The signal conditioner in the
Random Access Memory (RAM) – Computer internal microprocessor converts analog signals to
memory that stores information. Information can digital signals, squares up sine wave signals, or
be written to and read from RAM. Input information amplifies low-intensity signals to a level that the ECM
(current engine speed or temperature) can be stored microprocessor can process.
in RAM to be compared to values stored in Read Only
Signal ground – The common ground wire to the
Memory (ROM). All memory in RAM is lost when the
ECM for the sensors.
ignition switch is turned off.
Speed Control Command Switches (SCCS) – A set
Rated gross horsepower – Engine gross
of switches used for cruise control, Power Take Off
horsepower at rated speed as declared by the
(PTO), and remote hand throttle system.
manufacturer. (SAE J1995 JUN90)
Steady state condition – An engine operating
Rated horsepower – Maximum brake horsepower
at a constant speed and load and at stabilized
output of an engine as certified by the engine
temperatures and pressures. (SAE J215 JAN80)
manufacturer. The power of an engine when
configured as a basic engine. (SAE J1995 JUN90) Strategy – A plan or set of operating instructions
that the microprocessor follows for a desired goal.
Rated net horsepower – Engine net horsepower at
Strategy is the computer program itself, including
rated speed as declared by the manufacturer. (SAE
all equations and decision making logic. Strategy is
J1349 JUN90)
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948 10 TERMINOLOGY
always stored in ROM and cannot be changed during force or rotation moment. Torque is a measure of the
calibration. ability of an engine to do work.
Stroke – The movement of the piston from Top Dead Truck Computer Analysis of Performance and
Center (TDC) to Bottom Dead Center (BDC). Economy (TCAPE) – A computer program that
simulates the performance and fuel economy of
Substrate – Material that supports the wash coating
trucks.
or catalytic materials.
Turbocharger – A turbine driven compressor
Suspect Parameter Number (SPN) – A 19-bit
mounted on the exhaust manifold. The turbocharger
number used to identify the item for which diagnostics
increases the pressure, temperature and density of
are being reported. The SPN is used for multiple
intake air to charge air.
purposes, some that are specific to diagnostics are
as follows; Turbocharger 1 Turbine Outlet Pressure (TC1TOP)
sensor – A variable capacitance sensor that monitors
• Identify the least repairable subsystem that has
exhaust back-pressure.
failed.
Turbocharger 2 Compressor Inlet (TC2CIS) sensor
• Identify subsystems or assemblies that may not
– The TC2CIS sensor includes a thermistor sensor
have hard failures but may be exhibiting abnormal
that monitors the temperature of charge air entering
operating performance.
the HP turbocharger. This sensor also monitors boost
• Identify a particular event or condition that will be pressure for the LP turbocharger.
reported.
Turbocharger Wastegate Control (TCWC) solenoid
• Report a component and non-standard failure – Controls the TCWC actuator by regulating the
mode. amount of charge air pressure supplied to the TCWC
actuator. The TCWC solenoid is controlled by signals
System restriction (air) – The static pressure
from the ECM in response to engine speed, required
differential that occurs at a given airflow from air
fuel quantity, boost, exhaust back-pressure, and
entrance through air exit in a system. Usually
altitude.
measured in inches (millimeters) of water. (SAE
J1004 SEP81) Turbocharger 1 Wastegate Control (TC1WC)
solenoid – Controls the TC1WC actuator by
Tachometer output signal – Engine speed signal for
regulating the amount of charge air pressure supplied
remote tachometers.
to the TC1WC actuator. The TC1WC solenoid is
Thermistor – A semiconductor device. A sensing controlled by signals from the ECM in response to
element that changes resistance as the temperature engine speed, required fuel quantity, boost, exhaust
changes. back-pressure, and altitude. The TC1WC actuator is
part of the turbocharger assembly.
Thermistor Sensor – Changes electrical resistance
with changes in temperature. Resistance in the NOTE: TC1WC does not affect engine
thermistor decreases as temperature increases, and performance and is removed from postproduction
increases as temperature decreases. Thermistors engines.
work with a resistor that limits current to form a voltage
Turbocharger 2 Wastegate Control (TC2WC)
signal matched with a temperature value.
solenoid – Controls the TC2WC actuator by
Thrust load – A thrust load pushes or reacts through regulating the amount of charge air pressure supplied
a bearing in a direction parallel to the shaft. to the wastegate actuator. The TC2WC solenoid is
controlled by signals from the ECM in response to
Top Dead Center (TDC) – The uppermost position of
engine speed, required fuel quantity, boost, exhaust
the piston during the stroke.
back-pressure, and altitude. The TC2WC actuator is
Torque – A force having a twisting or turning effect. part of the turbocharger assembly.
For a single force, the cross product of a vector from
Variable capacitance sensor – A variable
some reference point to the point of application of the
capacitance sensor measures pressure. The
force within the force itself. Also known as moment of
pressure forces a ceramic material closer to a thin
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10 TERMINOLOGY 949
metal disc in the sensor, changing the capacitance of Volt (v) – A unit of electromotive force that will move
the sensor. a current of one ampere through a resistance of one
Ohm.
Vehicle Electronic System Programming System –
The computer system used to program electronically Voltage – Electrical potential expressed in volts.
controlled vehicles.
Voltage drop – Reduction in applied voltage from the
Vehicle Retarder Enable/Engage – Output from the current flowing through a circuit or portion of the circuit
ECM to a vehicle retarder. current multiplied by resistance.
Vehicle Speed Sensor (VSS) – Normally a magnetic Voltage ignition – Voltage supplied by the ignition
pickup sensor mounted in the tailshaft housing of the switch when the key is ON.
transmission, used to indicate ground speed.
Washcoat – A layer of alumina applied to the
Viscosity – The internal resistance to the flow of any substrate in a monolith-type converter.
fluid.
Water In Fuel (WIF) sensor – A switch sensor that
Viscous fan – A fan drive that is activated when a measures the amount of water in the fuel.
thermostat, sensing high air temperature, forces fluid
through a special coupling. The fluid activates the fan.
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950 10 TERMINOLOGY
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11 APPENDIX A: PERFORMANCE SPECIFICATIONS 951
Table of Contents
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952 11 APPENDIX A: PERFORMANCE SPECIFICATIONS
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11 APPENDIX A: PERFORMANCE SPECIFICATIONS 953
All Ratings
Key-On Engine-Off
Barometric pressure (500 ft. above sea level) 99.01 kPa (14.36 psi) / 3.91 V
Engine Cranking
20 seconds maximum crank time per attempt. Wait 2 to 3 minutes before repeating.
Fuel dead head test pressure > 448 kPa (> 65 psi)
Inlet air heater fuel solenoid fuel supply pressure 55 - 82 kPa (8 - 12 psi)
Inlet air heater fuel igniter fuel supply pressure 55 - 82 kPa (8 - 12 psi)
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954 11 APPENDIX A: PERFORMANCE SPECIFICATIONS
High-pressure pump inlet pressure 482 - 896 kPa (70 - 130 psi)
Engine coolant temperature 1 (max. before DTC is set) 120 °C (248 °F) / 0.64 V
Engine coolant temperature 2 (max. before DTC is set) 120 °C (248 °F) / 0.64 V
Engine oil pressure (min. with gauge) 68 kPa (10 psi) / 1.5 V
Intake air temperature 2 (boost) (max. before DTC is set) 95 °C (203 °F) / 1.11 V
Intake manifold air temperature (max. before DTC is set) 135 °C (275 °F) / 0.47 V
Turbocharger wastegate control supply pressure (min.) 358 kPa (52 psi)
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11 APPENDIX A: PERFORMANCE SPECIFICATIONS 955
Diesel particulate filter differential pressure (max. before DTC is set) 35 kPa (5 psi) / 1.9 V
Engine oil pressure (min. with gauge) 275 - 482 kPa (40 - 70 psi) / 4.7 V
Engine oil pressure (min. with gauge) 500 kPa (72 psi) / 3.9 V
Diesel particulate filter differential pressure (max. before DTC is set) 35 kPa (5 psi) / 1.9 V
Water temperature differential across radiator (top and bottom) 9 °C (16 °F)
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956 11 APPENDIX A: PERFORMANCE SPECIFICATIONS
Component Specifications
Temperature Sensors (Engine Coolant Temperature 1 [ECT1], Engine Coolant Temperature 2 [ECT2], Engine Oil
Temperature [EOT], Intake Manifold Air Temperature [IMAT])
Temperature Sensors (Diesel Oxidation Catalyst Inlet Temperature [DOCIT], Diesel Oxidation Catalyst Outlet Temperature
[DOCOT], Diesel Particulate Filter Outlet Temperature [DPFOT])
Other Components
Turbocharger Wastegate Control (TC1WC and TC2WC) solenoid 9.5 Ω ± 10%, -5% @ 20 °C
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11 APPENDIX A: PERFORMANCE SPECIFICATIONS 957
Turbocharger Wastegate Control (TC1WC and TC2WC) solenoid Output state low – 5 %
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958 11 APPENDIX A: PERFORMANCE SPECIFICATIONS
Crankcase Pressure
Full travel 42 mm
Full travel 13 mm
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11 APPENDIX A: PERFORMANCE SPECIFICATIONS 959
®
MaxxForce 11 (10.5 L)
® ®
International MaxxForce 11 330 hp @ 1700 rpm / 1250 ft•lb @ 1000 rpm
Intake manifold pressure (gauge) Peak torque – 203 kPa (30 psi) / 2.25 V
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960 11 APPENDIX A: PERFORMANCE SPECIFICATIONS
® ®
International MaxxForce 11 370 hp @ 1700 rpm / 1350 ft•lb @ 1000 rpm
Intake manifold pressure (gauge) Peak torque – 227 kPa (33 psi) / 2.52 V
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11 APPENDIX A: PERFORMANCE SPECIFICATIONS 961
® ®
International MaxxForce 11 390 hp @ 1700 rpm / 1400 ft•lb @ 1000 rpm
Intake manifold pressure (gauge) Peak torque – 257 kPa (37 psi) / 2.87 V
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962 11 APPENDIX A: PERFORMANCE SPECIFICATIONS
®
MaxxForce 13 (12.4 L)
® ®
International MaxxForce 13 410 hp @ 1700 rpm / 1450 ft•lb @ 1000 rpm
Intake manifold pressure (gauge) Peak torque – 196 kPa (29 psi) / 2.17 V
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11 APPENDIX A: PERFORMANCE SPECIFICATIONS 963
® ®
International MaxxForce 13 430 hp @ 1700 rpm / 1550 ft•lb @ 1000 rpm
Intake manifold pressure (gauge) Peak torque – 213 kPa (31 psi) / 2.36 V
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964 11 APPENDIX A: PERFORMANCE SPECIFICATIONS
® ®
International MaxxForce 13 450 hp @ 1900 rpm / 1250 ft•lb @ 1000 rpm
Intake manifold pressure (gauge) Peak torque – 124kPa (18 psi) / 1.36 V
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11 APPENDIX A: PERFORMANCE SPECIFICATIONS 965
® ®
International MaxxForce 13 450 hp @ 1700 rpm / 1700 ft•lb @ 1000 rpm
Intake manifold pressure (gauge) Peak torque – 214 kPa (31 psi) / 2.73 V
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966 11 APPENDIX A: PERFORMANCE SPECIFICATIONS
® ®
International MaxxForce 13 475 hp @ 1700 rpm / 1700 ft•lb @ 1000 rpm
Intake manifold pressure (gauge) Peak torque – 214 kPa (31 psi) / 2.73 V
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12 APPENDIX B: SIGNAL VALUES 967
Table of Contents
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968 12 APPENDIX B: SIGNAL VALUES
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12 APPENDIX B: SIGNAL VALUES 969
Signal Values
NOTE: Voltage measurements were taken with the ignition Key ON, Engine OFF (KOEO) and with
Breakout Harness 00-01467-00 connected between the Engine Control Module (ECM) and vehicle
harness. See “APPENDIX A: PERFORMANCE SPECIFICATIONS” (page 953) for actuator output
voltages, sensor values, and component specifications in a range of conditions.
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970 12 APPENDIX B: SIGNAL VALUES
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12 APPENDIX B: SIGNAL VALUES 971
NOTE: Voltage measurements were taken with the ignition Key ON, Engine OFF (KOEO) and with
Breakout Harness 00-01467-00 connected between the Engine Control Module (ECM) and vehicle
harness. See “APPENDIX A: PERFORMANCE SPECIFICATIONS” (page 953) for actuator output
voltages, sensor values, and component specifications in a range of conditions.
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972 12 APPENDIX B: SIGNAL VALUES
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12 APPENDIX B: SIGNAL VALUES 973
NOTE: Voltage measurements were taken with the ignition Key ON, Engine OFF (KOEO) and with
Breakout Harness 00-01467-00 connected between the Engine Control Module (ECM) and vehicle
harness. See “APPENDIX A: PERFORMANCE SPECIFICATIONS” (page 953) for actuator output
voltages, sensor values, and component specifications in a range of conditions.
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974 12 APPENDIX B: SIGNAL VALUES
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12 APPENDIX B: SIGNAL VALUES 975
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976 12 APPENDIX B: SIGNAL VALUES
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13 APPENDIX C: TECHNICAL SERVICE INFORMATION (TSI) 977
Table of Contents
Description. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .979
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978 13 APPENDIX C: TECHNICAL SERVICE INFORMATION (TSI)
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13 APPENDIX C: TECHNICAL SERVICE INFORMATION (TSI) 979
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980 13 APPENDIX C: TECHNICAL SERVICE INFORMATION (TSI)
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