Diagnostic Manual Maxx 11&13

EGR - US, Canada, Mexico
MaxxForce® 11 and 13 Engine

DIAGNOSTIC MANUAL
DIAGNOSTIC MANUAL
MaxxForce® 11 and 13 Engine
0000001741
Navistar, Inc.
Revision 13
July 2015
2701 Navistar Drive, Lisle, IL 60532 USA
© 2015 Navistar, Inc. All rights reserved. All marks are trademarks of their respective owners.
DIAGNOSTIC MANUAL I
TABLE OF CONTENTS
Foreword. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1
Service Diagnosis . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2
Safety Information. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3
Diagnostic Troubleshooting Procedures. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7
Engine System Tests and Inspections. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1363
Engine Specifications. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1689
Diagnostic Tools and Accessories. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1709
Component Locator. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1747
Engine Systems Overview. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1753
Engine and Vehicle Features. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1825
Abbreviations and Acronyms. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1835
Terminology. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1845
II DIAGNOSTIC MANUAL
DIAGNOSTIC MANUAL 1
Foreword
Navistar®, Inc. is committed to continuous research and development to improve products and introduce
technological advances. Procedures, specifications, and parts defined in published technical service literature
may be altered.
NOTE: Photo illustrations identify specific parts or assemblies that support text and procedures; other areas in
a photo illustration may not be exact.
This manual includes necessary information and specifications for technicians to maintain Navistar® diesel
engines. See vehicle manuals for additional information.
Technical Service Literature

MaxxForce® 11 and 13 Engine Operation and Maintenance Manual
MaxxForce® 11 and 13 Engine Service Manual
MaxxForce® 11 and 13 Engine and Aftertreatment Wiring Schematic Form
Technical Service Literature is revised periodically. If a technical publication is ordered, the latest revision will
be supplied.
NOTE: To order technical service literature, contact your International dealer.
2 DIAGNOSTIC MANUAL
Service Diagnosis
Service diagnosis is an investigative procedure that must be followed to find and correct an engine application
problem or an engine problem.
If the problem is engine application, see specific vehicle manuals for further diagnostic information.
If the problem is the engine, see specific Engine Diagnostic Manual for further diagnostic information.
Prerequisites for Effective Diagnosis
• Availability of gauges and diagnostic test equipment
• Availability of current information for engine application and engine systems
• Knowledge of the principles of operation for engine application and engine systems
• Knowledge to understand and do procedures in diagnostic and service publications
Technical Service Literature required for Effective Diagnosis
• Engine Service Manual
• Engine Diagnostic Manual
• Diagnostics Forms
• Engine Wiring Schematic Form
• Service Bulletins
DIAGNOSTIC MANUAL 3
Safety Information
This manual provides general and specific maintenance procedures essential for reliable engine operation and
your safety. Since many variations in procedures, tools, and service parts are involved, advice for all possible
safety conditions and hazards cannot be stated.
Read safety instructions before doing any service and test procedures for the engine or vehicle. See related
application manuals for more information.
Disregard for Safety Instructions, Warnings, Cautions, and Notes in this manual can lead to injury, death or
damage to the engine or vehicle.
Safety Terminology
Three terms are used to stress your safety and safe operation of the engine: Warning, Caution, and Note
Warning: A warning describes actions necessary to prevent or eliminate conditions, hazards, and unsafe
practices that can cause personal injury or death.
Caution: A caution describes actions necessary to prevent or eliminate conditions that can cause damage to
the engine or vehicle.
Note: A note describes actions necessary for correct, efficient engine operation.
Safety Instructions
Work Area
• Keep work area clean, dry, and organized.
• Keep tools and parts off the floor.
• Make sure the work area is ventilated and well lit.
• Make sure a First Aid Kit is available.
Safety Equipment
• Use correct lifting devices.
• Use safety blocks and stands.
Protective Measures
• Wear protective safety glasses and shoes.
• Wear correct hearing protection.
• Wear cotton work clothing.
• Wear sleeved heat protective gloves.
• Do not wear rings, watches or other jewelry.
• Restrain long hair.
Vehicle
• Make sure the vehicle is in neutral, the parking brake is set, and the wheels are blocked before servicing
engine.
4 DIAGNOSTIC MANUAL
• Clear the area before starting the engine.

Engine
• The engine should be operated or serviced only by qualified individuals.
• Provide necessary ventilation when operating engine in a closed area.
• Keep combustible material away from engine exhaust system and exhaust manifolds.
• Install all shields, guards, and access covers before operating engine.
• Do not run engine with unprotected air inlets or exhaust openings. If unavoidable for service reasons, put
protective screens over all openings before servicing engine.
• Shut engine off and relieve all pressure in the system before removing panels, housing covers, and caps.
• If an engine is not safe to operate, tag the engine and ignition key.
Fire Prevention
• Make sure charged fire extinguishers are in the work area.
NOTE: Check the classification of each fire extinguisher to ensure that the following fire types can be
extinguished.
1. Type A — Wood, paper, textiles, and rubbish
2. Type B — Flammable liquids
3. Type C — Electrical equipment
Batteries
• Always disconnect the main negative battery cable first.
• Always connect the main negative battery cable last.
• Avoid leaning over batteries.
• Protect your eyes.
• Do not expose batteries to open flames or sparks.
• Do not smoke in workplace.
Compressed Air
• Use an OSHA approved blow gun rated at 30 psi.(207 kPa)
• Limit shop air pressure to 30 psi (207 kPa).
• Wear safety glasses or goggles.
• Wear hearing protection.
• Use shielding to protect others in the work area.
• Do not direct compressed air at body or clothing.
Tools
• Make sure all tools are in good condition.
• Make sure all standard electrical tools are grounded.
DIAGNOSTIC MANUAL 5
• Check for frayed power cords before using power tools.

Fluids Under Pressure
• Use extreme caution when working on systems under pressure.
• Follow approved procedures only.
Fuel
• Do not over fill the fuel tank. Over fill creates a fire hazard.
• Do not smoke in the work area.
• Do not refuel the tank when the engine is running.
Removal of Tools, Parts, and Equipment
• Reinstall all safety guards, shields, and covers after servicing the engine.
• Make sure all tools, parts, and service equipment are removed from the engine and vehicle after all work is
done.
6 DIAGNOSTIC MANUAL
1 DIAGNOSTIC TROUBLESHOOTING PROCEDURES 7
Table of Contents
Diagnostic Trouble Code (DTC’s) List. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .11
How To Use Symptom Based Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .21
Operational Checkout Procedures. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .22

1.0 - Preliminary Vehicle Operational Checkout Procedure. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .22
2.0 - Engine Does Not Start Operational Checkout Procedure. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .24
3.0 - Engine Hard to Start Operational Checkout Procedure. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .25
4.0 - Engine Performance Problem Operational Checkout Procedure. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .26
5.0 - Cooling System Operational Checkout Procedure. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .27
6.0 - Engine Oil System Operational Checkout Procedure. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .30
7.0 - Fuel System Operational Checkout Procedure. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .32
8.0 - Engine Compression Brake Operational Checkout Procedure. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .34
Engine Does Not Start Symptoms. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .36

2.1 - Engine Cranks Fast, Slow or Does Not Crank. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .36
2.2 - Engine Cranks But Does Not Start . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .40
Engine Hard to Start Symptoms. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .41

3.1 - Engine Hard to Start (Long Crank Time). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .41
3.2 - Engine Starts, Then Stalls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .42
Engine Performance Problems Symptoms. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .44

4.1 - Misfire / Rough Idle / Runs Rough. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .44
4.2 - Popping Noise from Intake. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .47
4.3 - Low Power (Slow Acceleration). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .49
4.4 - Surge (Inconsistent Engine RPM During Steady State). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .52
Engine Coolant Symptoms. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .54

5.1 - Coolant Overflow. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .54
5.2 - Coolant Over Temperature. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .57
5.3 - Coolant Leak to Engine Oil. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .60
5.4 - Coolant Leak to Intake. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .62
5.5 - Coolant Leak to Exhaust. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .64
Engine Lubrication Symptoms. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .65

6.1 - Low Engine Oil Pressure. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .65
6.2 - Oil Leak to Exhaust. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .69
Fuel System Symptoms. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .71

7.1 - Metal in Fuel System / Noise from High-Pressure Fuel Pump. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .71
7.2 - Fuel Contamination......... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .73
7.3 - Fuel Leak to Engine Oil. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .75
7.4 - Fuel Leak to Exhaust. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .77
Engine Brake Symptoms. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .78

8 1 DIAGNOSTIC TROUBLESHOOTING PROCEDURES
8.1 - Engine Compression Brake Inoperative. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .78

8.2 - Engine Compression Brake Engaged When Not Commanded. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .80
Parked Regeneration Symptom. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .82

9.1 - Parked Regeneration Will Not Activate or Build Exhaust Temperature. . . . . . . . . . . . . . . . . . . . . . . .82
Fault Code Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .84

Section Information. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .84
AAT (Ambient Air Temperature) Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .85
AFT (Aftertreatment) System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .101
AFTFD (Aftertreatment Fuel Doser). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .111
AFTFP (Aftertreatment Fuel Pressure) Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .124
AFTFSO (Aftertreatment Fuel Shutoff) Valve Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .160
AMS (Air Management) System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .170
APP (Accelerator Pedal Position) Sensor. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .185
BARO (Barometric Pressure) Sensor. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .215
Body Sensor............................ . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .220
CACOT (Charge Air Cooler Outlet Temperature) Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .226
CCOSS (Crankcase Oil Separator Speed) Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .244
CFV (Coolant Flow) Valve. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .253
CKP (Crankshaft Position) Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .257
CMP (Camshaft Position) Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .270
CMV (Coolant Mixer) Valve. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .292
Cylinder Balance. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .299
DOCIT (Diesel Oxidation Catalyst Inlet Temperature) Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .377
DOCOT Sensor (Diesel Oxidation Catalyst Outlet Temperature). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .391
DPF (Diesel Particulate Filter) System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .418
DPFDP (Diesel Particulate Filter Differential Pressure) Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .441
DPFOT (Diesel Particulate Filter Outlet Temperature) Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .460
EBP (Exhaust Back Pressure) Sensor. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .479
ECB1 (Engine Compression Brake 1) Sensor. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .492
ECB2 (Engine Compression Brake 2) Sensor. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .506
ECL (Engine Coolant Level) Switch Sensor. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .520
ECM Power (Engine Control Module). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .524
ECT1 (Engine Coolant Temperature 1) Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .568
ECT2 Sensor (Engine Coolant Temperature 2). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .578
EFC (Engine Fan Control) – Two Speed and Variable. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .592
EGR (Exhaust Gas Recirculation) Valve Sensor. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .608
EGRGT (Exhaust Gas Recirculation Cooler Gas Temperature) Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . .632
Engine Brake. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .644
EOL (Engine Oil Level) Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .649
EOP (Engine Oil Pressure) Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .664
EOT (Engine Oil Temperature) Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .673
ETV (Engine Throttle Valve) Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .681
EWPS (Engine Warning Protection System) Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .706
FDP (Fuel Delivery Pressure) Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .778
FPCV (Fuel Pressure Control Valve) Sensor. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .789
FRP (Fuel Rail Pressure) Sensor ... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .802
FRP (Fuel Rail Pressure) System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .824
IAH (Intake Air Heater Control) Sensor. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .839
IAHFS Sensor. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .876
IMP (Intake Manifold Pressure) Sensor. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .892

IMT (Intake Manifold Temperature) Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . .908
INJ (Injector) Circuits. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .921
J1939 Data Link Communications. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1080
MIL (Malfunction Indicator Lamp) Sensor. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1094
O2S (Oxygen Sensor). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1104
RAPP (Remote Accelerator Pedal Position) Sensor. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1169
Service. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1183
TC1TOP (Turbocharger 1 Turbine Outlet Pressure) Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1185
TC2CIS (Turbocharger 2 Compressor Inlet) Sensor. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1204
TC1WC (Turbocharger 1 Wastegate Control). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1238
TC2WC (Turbocharger 2 Wastegate Control) Sensor. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1243
TOSS (Transmission Output Shaft Speed) / VSS (Vehicle Speed) Sensor. . . . . . . . . . . . . . . . . . . . . . . .1256
VREF (Voltage Reference) Sensor. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1295
WIF Sensor (Water In Fuel). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1335
WTSL (Wait to Start Lamp). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1346
Diagnostic Trouble Code (DTC’s) List
SPN FMI Sub-section Condition Description

27 0 EGR (page 608) EGRP fault: over temperature
27 3 EGR (page 608) EGRP signal Out of Range HIGH
27 4 EGR (page 608) EGRP signal Out of Range LOW
27 7 EGR (page 608) EGRP signal Out of Range LOW
51 0 ETV (page 681) ETP fault: over temperature
51 3 ETV (page 681) ETP signal Out of Range HIGH
51 4 ETV (page 681) ETP signal Out of Range LOW
51 7 ETV (page 681) ETP does not agree with commanded position
84 2 EWPS (page 706) Vehicle speed anti-tampering fault
91 2 APP (page 185) APP1 and APP2 signal conflict
91 3 APP (page 185) APP1 signal Out of Range HIGH
91 4 APP (page 185) APP1 signal Out of Range LOW
94 0 FDP (page 778) Fuel Delivery Pressure above critical
94 3 FDP (page 778) FDP signal Out of Range HIGH
94 4 FDP (page 778) FDP signal Out of Range LOW
98 3 EOL (page 649) EOL signal Out-of-Range HIGH
98 4 EOL (page 649) EOL signal Out-of-Range LOW
100 1 EWPS (page 706) Engine Oil System below Critical Pressure
100 3 EOP (page 664) EOP signal Out of Range HIGH
100 4 EOP (page 664) EOP signal Out of Range LOW
100 11 EWPS (page 706) Low oil pressure vehicle event
100 17 EWPS (page 706) Low Engine Oil Pressure, event fault
100 18 EWPS (page 706) Engine Oil System below Warning Pressure
102 2 IMP (page 892) IMP signal erratic, intermittent, or incorrect
102 3 IMP (page 892) IMP signal Out of Range HIGH
102 4 IMP (page 892) IMP signal Out of Range LOW
102 10 AMS (page 170) Boost slow response fault
102 16 AMS (page 170) Overboost
102 18 AMS (page 170) Underboost
105 2 IMT (page 908) IMT signal erratic, intermittent or incorrect
105 3 IMT (page 908) IMT signal Out of Range HIGH
105 4 IMT (page 908) IMT signal Out of Range LOW
108 3 BARO (page 215) BARO signal Out of Range HIGH

108 4 BARO (page 215) BARO signal Out of Range LOW
110 0 EWPS (page 706) Engine Coolant System above Critical Temperature
110 3 ECT1 (page 568) ECT1 signal Out of Range HIGH
110 4 ECT1 (page 568) ECT1 signal Out of Range LOW
110 11 EWPS (page 706) Event logger, coolant temperature hot, extreme
110 15 EWPS (page 706) Engine Coolant System above Warning temperature
110 16 EWPS (page 706) Engine Coolant System above OBD maximum
temperature
110 17 EWPS (page 706) Engine Coolant Temperature stuck in range low
110 18 EWPS (page 706) Engine Coolant System below closed loop minimum
Temperature
111 1 ECL (page 520) ECL below Warning/Critical Level
157 3 FRP (page 802) FRP signal Out of Range HIGH
157 4 FRP (page 802) FRP signal Out of Range LOW
157 20 FRP (page 802) FRP signal Offset HIGH
157 21 FRP (page 802) FRP signal Offset LOW
158 15 ECM (page 524) ECM Switched voltage too HIGH
158 17 ECM (page 524) ECM Switched voltage too LOW
171 2 AAT (page 85) AAT signal erratic, intermittent or incorrect
171 3 AAT (page 85) AAT signal Out of Range HIGH (Body mounted sensor)
171 4 AAT (page 85) AAT signal Out of Range LOW (Body mounted sensor)
175 0 EWPS (page 706) Engine Oil System above Critical Temperature
175 3 EOT (page 673) EOT signal Out of Range HIGH
175 4 EOT (page 673) EOT signal Out of Range LOW
175 11 EWPS (page 706) Oil Temperature Exceeds limit by large amount
175 15 EWPS (page 706) Engine Oil System above warning temperature
188 0 EWPS (page 706) Engine unable to achieve desired idle speed (too high)
188 1 EWPS (page 706) Engine unable to achieve desired idle speed (too low)
188 16 EWPS (page 706) Engine Overspeed at idle - engine shut down
190 0 EWPS (page 706) Engine overspeed - Most Severe Level
190 11 EWPS (page 706) Engine Overspeed, event log
190 15 EWPS (page 706) Engine overspeed - Least Severe Level
191 1 TOSS (page 1256) TOSS/VSS not detected with vehicle moving
191 2 TOSS (page 1256) TOSS/VSS signal erratic, intermittent or incorrect
191 3 TOSS (page 1256) TOSS/VSS signal Out of Range HIGH

191 4 TOSS (page 1256) TOSS/VSS signal Out of Range LOW
191 16 TOSS (page 1256) TOSS/VSS reading higher than limit (Hardwired)
412 1 EGRT (page 632) EGRT signal stuck low, not warming up
412 2 EGRT (page 632) EGRT signal erratic, intermittent or incorrect
412 3 EGRT (page 632) EGRT signal Out of Range HIGH
412 4 EGRT (page 632) EGRT signal Out of Range LOW
560 19 J1939 (page 1080) Transmission Driveline Engaged not detected on J1939
626 3 Inlet Air Heater Fuel Solenoid IAHFS short to PWR
(page 876)
626 4 Inlet Air Heater Fuel Solenoid IAHFS short to GND
(page 876)
626 5 Inlet Air Heater Fuel Solenoid IAHFS open load/circuit
(page 876)
626 18 Inlet Air Heater Fuel Igniter IAH fault: Lack of heat in the Intake Manifold
(page 839)
628 12 ECM (page 524) ECM Memory Error
629 2 ECM (page 524) ECM Error - Level 2 Monitoring
629 8 ECM (page 524) ECM Error - Engine Off Timer fault
629 12 ECM (page 524) ECM Internal chip Error
629 14 ECM (page 524) ECM Internal component overtemperature
629 31 ECM (page 524) Accelerator Pedal fault causing ECM Internal chip Error
633 3 FPCV (page 789) FPCV short to PWR
633 4 FPCV (page 789) FPCV short to GND
633 5 FPCV (page 789) FPCV open load/circuit
636 2 CMP (page 270) CMP and CKP Synchronization Error
636 8 CMP (page 270) CMP signal noise
636 10 CMP (page 270) CMP signal inactive
637 8 CKP (page 257) CKP signal noise
637 10 CKP (page 257) CKP signal inactive
639 14 J1939 (page 1080) J1939 Data Link Error (ECM unable to transmit)
639 19 J1939 (page 1080) J1939 Data Link Error (ECM unable to transmit or
receive)
647 3 EFC (page 592) EFC short to PWR
647 4 EFC (page 592) EFC short to GND
647 5 EFC (page 592) EFC open load/circuit
651 4 INJ (page 921) INJ short circuit

651 5 INJ (page 921) INJ open load/circuit
651 13 CYL Balance (page 299) Injector 1 programmable parameter error
651 16 CYL Balance (page 299) Injector 1 Fuel quantity/timing high error
651 18 CYL Balance (page 299) Injector 1 Fuel quantity/timing low error
652 4 INJ (page 921) Injector 2 short circuit
652 5 INJ (page 921) Injector 2 open load/circuit
724 2 O2S (page 1104) O2S Slow response detecting fueling to non-fueling
724 3 O2S (page 1104) O2S Circuit Fault: Open or short to PWR
724 4 O2S (page 1104) O2S Circuit Fault: Short to GND
724 5 O2S (page 1104) O2S Circuit Fault: Open circuit
724 20 O2S (page 1104) O2S adaptation above maximum limit

724 21 O2S (page 1104) O2S adaptation below minimum limit
731 16 EWPS (page 706) Knock Detected: Cylinder Acceleration Above Normal
731 18 EWPS (page 706) Knock Detected: Unexpected Fueling Without Demand
837 14 Body (page 220) Speedometer Drive Output Error
Refer to the Chassis Electrical Circuit Diagram Manual
974 3 RAPP (page 1169) Remote APP signal Out of Range HIGH
974 4 RAPP (page 1169) Remote APP signal Out of Range LOW
1072 3 ECB1 (page 492) ECB1 Control short to PWR
1072 4 ECB1 (page 492) ECB1 Control short to GND
1072 5 ECB1 (page 492) ECB1 Control open load/circuit
1073 3 ECB2 (page 506) ECB2 Control short to PWR
1073 4 ECB2 (page 506) ECB2 Control short to GND
1073 5 ECB2 (page 506) ECB2 Control open load/circuit
1081 3 WTSL (page 1346) WTSL circuit short to PWR
1081 4 WTSL (page 1346) WTSL circuit short to GND
1081 5 WTSL (page 1346) WTSL open load/circuit
1110 31 ECM (page 524) ECM detects fueling without demand
1135 3 EOL (page 649) EOT2 signal Out of Range HIGH
1135 4 EOL (page 649) EOT2 signal Out of Range LOW
1173 2 TC2CIS (page 1204) TC2CIT signal erratic, intermittent, or incorrect
1173 3 TC2CIS (page 1204) TC2CIT signal Out of Range HIGH
1173 4 TC2CIS (page 1204) TC2CIT signal Out of Range LOW
1173 16 TC2CIS (page 1204) TC2CIT signal above desired (interstage CAC under
cooling)
1177 2 TC2CIS (page 1204) TC2CIP Underdevelopment
1177 3 TC2CIS (page 1204) TC2CIP signal Out of Range HIGH
1177 4 TC2CIS (page 1204) TC2CIP signal Out of Range LOW
1188 3 TC1WC (page 1243) TC1WC short to PWR
1188 4 TC1WC (page 1243) TC2WC short to GND
1189 3 TC2WC (page 1243) TC2WC short to PWR
1189 4 TC2WC (page 1243) TC2WC Open or short to GND
1189 5 TC2WC (page 1243) TC2WC open load/circuit
1213 3 MIL (page 1094) MIL circuit short to PWR
1213 4 MIL (page 1094) MIL circuit short to GND
1213 5 MIL (page 1094) MIL open load/circuit

1322 31 CYL Balance (page 299) Misfire - Multiple Cylinders
1323 31 CYL Balance (page 299) Misfire - Cylinder 1
1378 31 Service (page 1183) Change Engine Oil Service Interval
1590 19 Body (page 220) Adaptive Cruise Control not detected on J1939
1659 20 ECT1 (page 568) ECT1 below expected: Check Thermostat
1810 0 Hard Brake Monitor (page Hard Brake monitor, event log, extreme
644)
1810 15 Hard Brake Monitor (page Hard Brake monitor, event log, non-extreme
644)
2588 0 EWPS (page 706) Vehicle overspeed 1, event log, extreme
2588 15 EWPS (page 706) Vehicle overspeed 1, event log, non-extreme
2589 0 EWPS (page 706) Vehicle overspeed 2, event log, extreme
2589 15 EWPS (page 706) Vehicle overspeed 2, event log, non-extreme
2623 3 APP (page 185) APP2 signal Out of Range HIGH
2623 4 APP (page 185) APP2 signal Out of Range LOW
2630 2 CACOT (page 226) CACOT signal erratic, intermittent, or incorrect
2630 3 CACOT (page 226) CACOT signal Out of Range HIGH
2630 4 CACOT (page 226) CACOT signal Out of Range LOW
2630 16 CACOT (page 226) CACOT undercooling
2659 20 AMS (page 170) EGR High Flow Rate detected
2659 21 AMS (page 170) EGR Low Flow Rate detected
2791 3 EGR (page 608) EGRC short to PWR
2791 5 EGR (page 608) EGRC open load/circuit
2791 8 EGR (page 608) EGR valve not receiving ECM PWM signal
2797 11 INJ (page 921) Injector Control Group 1 short circuit (INJ 1, 2, 3)
2798 11 INJ (page 921) Injector Control Group 2 short circuit (INJ 4, 5, 6)
3055 0 FRPS (page 824) FRP exceeded maximum
3055 1 FRPS (page 824) Low Fuel Pressure at start
3055 15 FRPS (page 824) FRP below minimum with maximum command
3055 17 FRPS (page 824) FRP above maximum with minimum command

3058 10 EGR (page 608) Engine did not go into close loop EGR control when
expected
3223 0 O2S (page 1104) O2S heater temperature above maximum
3223 1 O2S (page 1104) O2S heater temperature below minimum
3223 3 O2S (page 1104) O2S heater short to PWR
3223 4 O2S (page 1104) O2S heater short to GND
3223 5 O2S (page 1104) O2S heater open load/circuit
3223 17 O2S (page 1104) O2S heater temperature below minimum at low battery
PWR
3246 2 DPFOT (page 460) DPFOT signal erratic, intermittent, or incorrect
3246 3 DPFOT (page 460) DPFOT signal Out of Range HIGH
3246 4 DPFOT (page 460) DPFOT signal Out of Range LOW
3246 20 DPFOT (page 460) DPFOT signal drifted HIGH
3246 21 DPFOT (page 460) DPFOT signal drifted LOW
3251 0 DPFDP Sensor (page 441) DPFDP excessively HIGH (Plugged filter)
3251 2 DPFDP Sensor (page 441) DPFDP signal erratic, intermittent, or incorrect
3251 3 DPFDP Sensor (page 441) DPFDP signal Out of Range HIGH
3251 4 DPFDP Sensor (page 441) DPFDP signal Out of Range LOW
3251 21 DPFDP / Outlet Pressure DPFDP excessively LOW (Sensor/circuit fault or missing
Sensor (page 441) DPF)
3464 3 ETV (page 681) ETV short to PWR
3464 5 ETV (page 681) ETV open load/circuit
3464 8 ETV (page 681) ETC not receiving command from ECM
3471 1 AFTFP1 (page 124) AFT Fuel Pressure 1 below desired (Low system
pressure)
3471 7 AFTFD (page 111) AFT Fuel Doser Valve not responding as expected
3479 3 AFTFD (page 111) AFT Fuel Doser Valve Short to PWR
3479 5 AFTFD (page 111) AFT Fuel Doser Valve open load/circuit
3479 6 AFTFD (page 111) AFT Fuel Doser Valve High Side Short circuit
3480 2 AFTFP1 (page 124) AFTFP1 signal erratic, intermittent, or incorrect
3480 3 AFTFP1 (page 124) AFTFP1 signal Out of Range HIGH
3480 4 AFTFP1 (page 124) AFTFP1 signal Out of Range LOW
3482 3 AFTFSV (page 160) AFT Fuel Shutoff Valve short to PWR
3482 4 AFTFSV (page 160) AFT Fuel Shutoff Valve short to GND
3509 14 VREF (page 1295) VREF 1 voltage deviation ECM pins: C1-36
3510 14 VREF (page 1295) VREF 2 voltage deviation ECM pins: E1-85 and E1-86

3511 14 VREF (page 1295) VREF 3 voltage deviation ECM pins: E1-89
3512 14 VREF (page 1295) VREF 4 voltage deviation ECM pins: C1-37, C1-49,
C2-08, and E1-58
3513 14 VREF (page 1295) VREF 5 voltage deviation ECM pins: C1-50, E1-81, and
E1-82
3514 14 VREF (page 1295) VREF 6 voltage deviation ECM pin: E1-88
3556 0 AFTFP2 (page 124) AFTFP2 below Warning Pressure
3556 1 AFTFP2 (page 124) AFTFP2 below desired (Possible system leak)
3597 4 ECM (page 524) ECM Power Output 1 below normal ECM Pins: C1-31,
C1-33, C1-54, C2-51, E1-01 and E1-51
C2-06, E1-05, E1-28, E1-29 and E1-54
C2-03, E1-24, E1-26 and E1-27
3719 0 DPF System (page 418) DPF Soot Load - Highest (level 3/3)
3719 15 DPF System (page 418) DPF Soot Load - Lowest (level 1/3)
3719 16 DPF System (page 418) DPF Soot Load - Moderate (level 2/3)
3720 0 DPF System (page 418) DPF Ash load at maximum limit (Remove DPF for
cleaning)
3936 8 DPF System (page 418) DPF Regenerations are Occurring too Frequently
3936 10 DPF System (page 418) DPF Soot Load - Severe De-Rate
4076 0 EWPS (page 706) ECT2 above Critical (EWPS programmable limit)
4076 2 ECT2 (page 578) ECT2 signal erratic, intermittent, or incorrect
4076 3 ECT2 (page 578) ECT2 signal Out of Range HIGH
4076 4 ECT2 (page 578) ECT2 signal Out of Range LOW
4076 15 EWPS (page 706) ECT2 above Warning (EWPS programmable limit)
4076 17 ECT2 (page 578) ECT2 signal stuck low, not warming up
4077 2 AFTFP2 (page 124) AFTFP2 signal erratic, intermittent, or incorrect
4077 3 AFTFP2 (page 124) AFTFP2 signal Out of Range HIGH
4077 4 AFTFP2 (page 124) AFTFP2 signal Out of Range LOW
4192 3 WIF (page 1335) WIF signal Out of Range HIGH
4192 4 WIF (page 1335) WIF signal Out of Range LOW
4227 7 CCOSS (page 244) CC Oil Separator: Not spinning
4752 4 EGR (page 608) EGR Cooler Efficiency: EGR outlet Temperature above
expected
4765 2 DOCIT (page 377) DOCIT signal erratic, intermittent, or incorrect
4765 3 DOCIT (page 377) DOCIT signal Out of Range HIGH

4765 4 DOCIT (page 377) DOCIT signal Out of Range LOW
4765 20 DOCIT (page 377) DOCIT signal drifted HIGH
4765 21 DOCIT (page 377) DOCIT signal drifted LOW
4766 2 DOCOT (page 391) DOCOT signal erratic, intermittent, or incorrect
4766 3 DOCOT (page 391) DOCOT signal Out of Range HIGH
4766 4 DOCOT (page 391) DOCOT signal Out of Range LOW
4766 10 DOCOT (page 391) Catalyst System Efficiency Below Threshold
4766 20 DOCOT (page 391) DOCOT signal drifted HIGH
4766 21 DOCOT (page 391) DOCOT signal drifted LOW
5298 2 AFT System (page 101) Reduced DOC Efficiency - De-Rat
5319 31 DPF System (page 418) DPF incomplete Regeneration
5395 0 EWPS (page 706) Engine unable to achieve desired idle torque (too high)
5395 1 EWPS (page 706) Engine unable to achieve desired idle torque (too low)
5456 3 AFTFP (page 124) AFTFT signal Out of Range HIGH
5456 4 AFTFP (page 124) AFTFT signal Out of Range LOW
5541 2 TC1TOP (page 1185) TC1TOP signal erratic, intermittent, or incorrect
5541 3 TC1TOP (page 1185) TC1TOP signal Out of Range HIGH
5541 4 TC1TOP (page 1185) TC1TOP signal Out of Range LOW
5542 15 TC1TOP (page 1185) TC1TOP Above Desired
5542 17 TC1TOP (page 1185) TC1TOP Below Desired
5543 3 EBPV (page 479) EBPC short to PWR
5543 4 EBPV (page 479) EBPC short to GND
5543 5 EBPV (page 479) EBPC open load/circuit
5546 3 CMV (page 292) CMV short to PWR
5546 4 CMV (page 292) CMV short to GND
5546 5 CMV (page 292) CMV open load/circuit
5547 3 CFV (page 253) CFV short to PWR
5547 4 CFV (page 253) CFV short to GND
5547 5 CFV (page 253) CFV open load/circuit
5548 3 Inlet Air Heater Fuel Igniter IAHFI short to PWR
(page 839)
5548 4 Inlet Air Heater Fuel Igniter IAHFI short to GND
(page 839)

5548 5 Inlet Air Heater Fuel Igniter IAHFI open load/circuit
(page 839)
5548 7 Inlet Air Heater Fuel Igniter Inlet Air Heater Relay return (relay, or igniter, or circuit
(page 839) failure)
How To Use Symptom Based Diagnostics

Begin symptom based diagnostic troubleshooting by performing 1.0 Preliminary Vehicle Operational Checkout
Procedure. This procedure inspects fundamental engine systems needed for proper operation: fuel, batteries,
air intake, exhaust, engine oil, coolant, and control system communication. The final step points to more specific
operational checkout procedures for your symptom.
Operational Checkout Procedures

1.0 - Preliminary Vehicle Operational Checkout Procedure
CAUTION: To prevent engine damage, do not start or run engine if fuel system has contamination.
Step 1 Inspect fuel level, quality, and fuel system. Decision

Perform Fuel Level and System Inspection (page 1640). Yes: Go to Step 2.
Is fuel level to specification, and is fuel system not damaged or leaking? No: Correct low fuel level.
Repair fuel system leaks or
damage. After repairs are
complete, retest for original
problem.
Step 2 Inspect batteries, electrical system, and connections. Decision

Perform Batteries and Electrical System Inspection (page 1526). Yes: Go to Step 3.
Are batteries, electrical system, and connections in good condition, tight, not No: Repair broken, loose, or
corroded, and is battery voltage in specification? corroded electrical system
connections or components.
Charge batteries to 12.6 V.
After repairs are complete,
retest for original problem.
Step 3 Inspect air intake system for damage or restrictions. Decision

Perform Intake Air Inspection (page 1658). Yes: Repair air intake system
damage or restrictions. After
repairs are complete, retest
for original problem.
Are air intake system components damaged or restricted? No: Go to Step 4.
Step 4 Inspect exhaust system for damage or restrictions. Decision

Perform Exhaust and Aftertreatment System Inspection (page 1659). Yes: Repair exhaust system
damage or restrictions. After
Are exhaust system components damaged or restricted? No: Go to Step 5.
Step 5 Inspect engine oil level. Decision

Perform Engine Oil Level and Quality Inspection (page 1647). Yes: Go to Step 6.
Is engine oil level and quality to specification? No: Correct engine oil level
problem. Go to Step 6.
Step 6 Inspect engine coolant level and quality. Decision

Perform Coolant Level Inspection (page 1649) and Coolant Quality Yes: Go to Step 7.
Inspection (page 1650).
Are coolant level and quality to specification? No: Fill engine coolant to
specification. Go to Step 7.
Step 7 Verify Engine Control Module (ECM) communicates with Decision

Electronic Service Tool (EST), obtain vehicle health report, and
check for current ECM calibration.
A. Connect EST with ServiceMaxx™ (page 1402) software and log-in. Yes: Go to Step 8.
B. Perform Obtain Vehicle Health Report (page 1375).
Is EST communicating with the ECM, and is ECM calibration current? No, EST not communicating
with ECM: Diagnosis and
repair EST, Controller Area
Network (CAN), vehicle
diagnostic connector, ECM, or
power / ground problem. After
No, ECM calibration not
current: Ensure vehicle has
latest ECM calibration. After
Step 8 Review results from previous steps, Repair Order (RO), vehicle history, and operator complaint.
Go to operational checkout procedure for specific symptom:
• 2.0 Engine Does Not Start Operational Checkout Procedure (page 24)
• 3.0 Engine Hard to Start Operational Checkout Procedure (page 25)
• 4.0 Engine Performance Problem Operational Checkout Procedure (page 26)
• 5.0 Cooling System Operational Checkout Procedure (page 27)
• 6.0 Engine Oil System Operational Checkout Procedure (page 30)
• 7.0 Fuel System Operational Checkout Procedure (page 32)
• 8.0 Engine Compression Brake Operational Checkout Procedure (page 34)
2.0 - Engine Does Not Start Operational Checkout Procedure
Overview
The following steps direct technicians to systematically troubleshoot engine no start conditions and avoid
unnecessary work and repairs.
Step 1 Perform preliminary operational checkout procedure. Decision

Did you perform 1.0 Preliminary Vehicle Operational Checkout Procedure? Yes: Go to Step 2.
No: Go to 1.0 Preliminary
Vehicle Operational Checkout
Procedure (page 22).
Step 2 Check for no start related Diagnostic Trouble Codes (DTC). Decision
Using Electronic Service Tool (EST) with ServiceMaxx™ software, check Yes: Go to Fault Code
DTC list for: Diagnostics for no start
related SPN.
• SPN 94 Fuel Delivery Pressure (FDP)
• SPN 636 Camshaft Position (CMP)
• SPN 637 Crankshaft Position (CKP)
• SPN 108, 158, 628, 629, 1110 Engine Control Module (ECM)
• SPN 5541, 5542 Turbocharger 1 Turbine Outlet Pressure (TC1TOP)
• SPN 3251 Diesel Particulate Filter Differential Pressure (DPFDP)
• SPN 3610 Diesel Particulate Filter Outlet Pressure (DPFOP)
• SPN 51, 3464, Engine Throttle Valve (ETV)
• SPN 102 Intake Manifold Pressure (IMP)
• SPN 2797, 2789 Injector
• SPN 157, 3055 Fuel Rail Pressure (FRP)
• SPN 633 Fuel Pressure Control Valve (FPCV)
Does EST DTC list have any active fault codes listed above?
No: Go to Step 3.
NOTE: It is normal for Fuel Rail Pressure sensor to read up to 1000 psi at Key-On Engine-Off.
Step 3 Record snapshot of engine cranking data. Decision

Perform Engine Cranking Test (page 1527). Yes: Go to 2.2 Engine
Cranks But Does Not
Start (page 40).
Is Engine Speed (rpm) within Engine cranking specification?
No: Go to 2.1 Engine
Cranks Fast, Slow or
Does Not Crank (page
36).
3.0 - Engine Hard to Start Operational Checkout Procedure
Overview
The following steps direct technicians to systematically troubleshoot engine hard to start conditions and avoid

No: Go to 1.0
Preliminary Vehicle
Operational Checkout
Step 2 Check for hard to start related Diagnostic Trouble Codes (DTC). Decision
Using Electronic Service Tool (EST) with ServiceMaxx™ software, check DTC Yes: Go to Fault Code
list for: Diagnostics for no start
related SPN.
• SPN 3055 Fuel Rail Pressure (FRP)
• SPN 636 Camshaft Position (CMP)
• SPN 637 Crankshaft Position (CKP)
• SPN 5541, 5542 Turbocharger 1 Turbine Outlet Pressure (TC1TOP)
No: Go to Step 3.
Step 3 Determine specific hard to start symptom. Decision

A. Attempt to start engine. Yes: Go to 3.2 Engine
Starts, Then Stalls.
B. Perform Engine Cranking Test (page 1527).
(page 42)
Does engine start and then stall?
No, engine speed
(rpm) out of
specification: Go
to 2.1 Engine Cranks
Fast, Slow or Does
Not Crank (page 36).
No, long crank time:
Go to 3.1 Engine Hard
to Start (Long Crank
Time) (page 41).
4.0 - Engine Performance Problem Operational Checkout Procedure
Overview
The following steps direct technicians to systematically troubleshoot engine performance problems and avoid

Did you Perform 1.0 Preliminary Vehicle Operational Checkout Procedure Yes: Go to Step 2.
(page 22)?
No: Go to 1.0 Preliminary
Vehicle Operational Checkout
Step 2 Check for related Diagnostic Trouble Codes (DTCs). Decision

Using Electronic Service Tool (EST) with ServiceMaxx™ software, check Yes: Go to Fault Code
DTC list. Diagnostics for appropriate
SPN.
Does EST DTC list have SPN / FMI codes active or pending? No: Go to Step 3.
Step 3 Determine if engine has a misfire, rough idle, and / or runs rough. Decision
Does vehicle have a misfire, rough idle, and / or runs rough? Yes: Go to 4.1 Misfire / Rough
Idle / Runs Rough (page 44).
No: Go to Step 4.
Step 4 Determine if engine has popping noises coming from the engine Decision
intake.
Does vehicle have popping noises coming from the engine intake? Yes: Go to 4.2 Popping Noise
from Intake (page 47).
No: Go to Step 5.
Step 5 Determine if engine has low power or slow acceleration. Decision

Does vehicle have low power or slow acceleration? Yes: Go to 4.3 Low Power
(Slow Acceleration) (page 49).
No: Go to Step 6.
Step 6 Determine if engine has a surge or inconsistent RPM during Decision

steady state.
Does engine surge or is engine speed (RPM) inconsistent during steady Yes: Go to 4.4 Surge
state? (Inconsistent Engine RPM
During Steady State) (page
52).
No: Review operator
complaint.
5.0 - Cooling System Operational Checkout Procedure
Overview
The following steps direct technicians to systematically troubleshoot engine cooling system problems and avoid

No: Go to 1.0
Preliminary Vehicle
WARNING: To prevent personal injury or death, wear safety glasses with side shields.
Step 2 Determine if air flow thru cooling package is restricted or cooling system Decision
components are damaged.
A. Inspect for restrictions and debris in front of and between radiators and Yes: Clear restrictions
other cooling package components. and clean debris from
cooling package.
B. Inspect cooling fan blades, fan shroud, accessory drive belt(s), drive belt
Repair damaged
tensioner(s), cooling package, and other cooling system components for
cooling system
damage.
components. After
Were restrictions or debris found, or are cooling system components damaged? repairs are complete,
retest for original
problem.
No: Go to Step 3.
Step 3 Determine if deaeration tank cap holds to rated pressure. Decision

Perform Deareation Tank Cap Test (page 1592). Yes: Go to Step 4.
Does deaeration cap hold to rated pressure?
No: Replace
deaeration tank cap.
After repairs are
complete, retest for
original problem.
Step 4 Determine if engine or cooling system components are leaking Decision

externally or internally.
Perform Cooling System Pressure Test (page 1595). Yes: Go to Step 5.
Does cooling system hold pressure for 15 minutes?
No, external leaks:
Repair external cooling
system leaks. After
repairs are complete,
retest for original
problem.
No, internal leaks: Go
to Step 7.
Step 5 Determine if cooling system overflows. Decision

A. Fill deaeration tank with coolant to proper level using Coolant Management Yes: Go 5.1 Coolant
System tool KL5007NAV. Overflow (page 54).
B. Install deaeration tank cap.
C. Start engine. Turn engine Off before any over temperature or overheating
occurs.
D. Run engine to operating temperature at high idle.
Does coolant overflow out of deaeration tank?
No: Go to Step 6.
Step 6 Determine if vehicle cooling system goes over temperature or Decision

overheats.
NOTE: Do not run vehicle on a dynamometer to duplicate over temperature or over Yes: Go 5.2 Coolant
heat concern. False results will occur due to lack of proper air flow across the cooling Over Temperature
package. (page 57).
Does vehicle cooling system go over temperature or overheat (220 F° [104 C°])?
No: Go to Step 7.
Step 7 Determine if coolant is in the engine oil. Decision

Perform Coolant to Oil Inspection (page 1653). Yes: Go 5.3 Coolant
Leak to Engine Oil
Is engine oil contaminated with coolant?
(page 60).
No: Go to Step 8.
Step 8 Determine if coolant is in the engine intake. Decision

A. Disconnect Charge Air Cooler (CAC) pipe at the Engine Throttle Valve Yes: Go 5.4 Coolant
(ETV). Leak to Intake (page
62).
B. Inspect CAC pipe for white coolant residue.
C. Inspect inside ETV and air intake throttle duct for signs of coolant.
Is coolant and / or white coolant residue present in engine intake?

No: Go to Step 9.
WARNING: To prevent personal injury or death, allow engine to cool before working with
components.
Step 9 Determine if coolant is in the exhaust. Decision

Perform Coolant in Exhaust Inspection (page 1652). Yes: Go 5.5 Coolant
Leak to Exhaust (page
Is coolant in exhaust system?
64).
No: Review operator
complaint.
6.0 - Engine Oil System Operational Checkout Procedure
Overview
The following steps direct technicians to systematically troubleshoot engine oil system problems and avoid

No: Go to 1.0
Preliminary Vehicle
Step 2 Determine if engine has external oil leaks. Decision

Inspect for engine oil leaks (oil fill tube, drive housing, valve cover, etc.). Yes: Repair engine oil
leaks as needed. After
Is engine oil visibly leaking from the engine, or does vehicle leave oil stains on the
ground where parked?
retest for original
problem.
No: Go to Step 3.
Step 3 Check for engine oil related Diagnostic Trouble Codes (DTC). Decision
list for: Diagnostics for SPN
100 / FMI 3, 4.
• SPN 100 / FMI 3, 4 Engine Oil Pressure (EOP)
Does EST DTC list have SPN 100 / FMI 3, 4 Active or Pending?
No: Go to Step 4.
Step 4 Determine if engine oil pressure is low. Decision

A. Start engine. Yes: Go to 6.1 Low
Engine Oil Pressure
B. Read engine oil pressure gauge.
(page 65).
Is engine oil pressure lower then specification ?
No: Go to Step 5.
Step 5 Verify engine oil quality. Decision

Review results from Engine Oil Level and Quality Inspection (page 1647). Yes, fuel in engine oil:
Go to 7.3 Fuel Leak to
Is engine oil contaminated?
Engine Oil (page 75).
Yes, coolant in engine
oil: Go to 5.3 Coolant
Leak to Engine Oil
(page 60).
No: Go to Step 6.
Step 6 Determine if oil is leaking into the exhaust. Decision

Disconnect exhaust inlet pipe from Diesel Oxidation Catalyst (DOC). Yes: Go to 6.2 Oil Leak
to Exhaust (page 69).
Is oil in the exhaust?
No: Review complaint.
7.0 - Fuel System Operational Checkout Procedure
Overview
The following steps direct technicians to systematically troubleshoot fuel system problems and avoid

No: Go to 1.0
Preliminary Vehicle
CAUTION: To prevent personal injury or death, keep fuel away from flames and sparks.
Step 2 Determine if fuel is contaminated. Decision

Perform Fuel Quality Inspection (page 1645). Yes: Go to 7.2 Fuel
Contamination (page
Is fuel contaminated (other than metal)?
73).
No: Go to Step 3.
Step 3 Determine if metal is in fuel system and / or the high-pressure fuel Decision
pump is noisy.
Inspect primary fuel filter and fuel tanks for metal debris. Yes: Go to 7.1 Metal
in Fuel System / Noise
Is metal in the fuel system and / or is the high-pressure fuel pump noisy?
from High-Pressure
Fuel Pump (page 71).
No: Go to Step 4.
Step 4 Check for fuel related Diagnostic Trouble Codes (DTC). Decision
list for: Diagnostics for fuel
related SPN.
• SPN 94 Fuel Delivery Pressure (FDP)
• SPN 157, 3055 Fuel Rail Pressure (FRP)
• SPN 5571 Fuel Rail Pressure System
• SPN 633 Fuel Pressure Control Valve (FPCV)
• SPN 651-656, 2797 Injector (INJ)
No: Go to Step 5.
Step 5 Determine if fuel is in the engine oil. Decision

Review results from Engine Oil Level and Quality Inspection. Yes: Go to 7.3 Fuel
Leak to Engine Oil
Is fuel in the engine oil?
(page 75).
No: Go to Step 6.
Step 6 Determine if fuel is in the exhaust. Decision

A. Remove exhaust down pipe after the exhaust back pressure valve. Yes: Go to 7.4 Fuel
Leak to Exhaust (page
B. Look for raw fuel / diesel fuel smell. Fuel mixed with exhaust may look
77).
like black engine oil.
Is fuel in the exhaust?
No: Go to Step 7.
Step 7 Determine if fuel is in the air intake. Decision

A. Remove Charge Air Cooler (CAC) hose at the Engine Throttle Valve (ETV). Yes: Replace Intake
air heater fuel
B. Inspect for fuel leaks at the intake air heater fuel igniter.
solenoid. After repairs
Is fuel in the air intake? are complete, retest
8.0 - Engine Compression Brake Operational Checkout Procedure
Overview
The following steps direct technicians to systematically troubleshoot engine compression brake system problems
and avoid unnecessary work and repairs.

No: Go to 1.0
Preliminary Vehicle
Step 2 Check for related Diagnostic Trouble Codes (DTC). Decision

Using Electronic Service Tool (EST) with ServiceMaxx™ software, check DTC Yes: Go to Fault
list for: Code Diagnostics for
appropriate SPN.
• SPN 91, 2623 Accelerator Pedal Position (APP)
• SPN 100 Engine Oil Pressure (EOP)
• SPN 191 Transmission Output Shaft Speed (TOSS) /Vehicle Speed Sensor
(VSS)
• SPN 1072 Engine Compression Brake 1
• SPN 1073 Engine Compression Brake 2
• SPN 1322 - 1328 Cylinder Balance
Does EST DTC list have any of the above listed SPN?
No: Go to Step 3.
Step 3 Determine if engine runs rough after 30 seconds. Decision

A. Start engine. Yes, Cylinder Bank
1 (1, 2, and 3); OR
B. Let engine run for more than 30 seconds.
Bank 2 (4, 5, and 6)
C. Perform Cylinder Balance Test (page 1449). low: Go to 8.2 Engine
Compression Brake
Does engine run rough after 30 seconds?
Engaged When Not
Commanded (page
80).
Yes, one or two
cylinders low: Go
to 4.0 Engine
Performance Problem
No: Go to Step 4.
NOTE: Verify customer settings match expected engine brake operation. Engine brake has many different
possible customer programmable parameters, and can operate in many different ways.
Step 4 Determine if engine compression brake engages and disengages Decision

properly when commanded, per customer settings.
Perform Engine Compression Brake Operational Test (page 1637). Yes: Go to Step 5.
Did engine brake engage and disengage properly per engine brake parameter
settings?
No, engine brake did
not engage: Go to 8.1
Engine Compression
Brake Inoperative
(page 78).
No, engine brake
engaged when Not
commanded: Go to 8.2
Engine Compression
Brake Engaged When
Not Commanded
(page 80).
Step 5 Determine if engine boost leaks or turbocharger wastegate problems Decision

are limiting engine braking.
Review road test snapshot for Turbocharger 2 wastegate control (TC2WC) and Yes: Review
corresponding boost increase. complaint.
As TC2WC decreased did Intake Manifold Pressure (IMP) increase?
No: Inspect and repair
boost leaks. Correct
wastegate problem.
Verify compression
brake lash and
valve lash are within
specifications. After
retest for original
problem.
Engine Does Not Start Symptoms

2.1 - Engine Cranks Fast, Slow or Does Not Crank
Overview
Determine reason engine cranks too fast, will not crank, or will not crank fast enough to start the engine.
Possible Causes
• Failed batteries or low charge
• Corroded or loose battery cables
• Master battery switch turned Off, or Open / high resistance in battery cable circuit
• Starting system faults
• Crank inhibit fault
• Charging system faults
• Internal engine damage
• Starter or flywheel gear binding or not engaging properly
• Power Take Off (PTO) or engine drive engaged
NOTE: See appropriate Truck Electrical System Troubleshooting Guide for additional starting and charging
system information.
Test Procedure
Step 1 Perform operational checkout procedure. Decision

Did you perform 2.0 Engine Does Not Start Operational Checkout Procedure? Yes: Go to Step 2.
Does Not Start
WARNING: To prevent personal injury or death when working with batteries, always wear face or
eye protection, have water supply available, ensure good ventilation, and be sure no flames or sparks
are present.
Step 2 Determine if each vehicle battery is fully charged. Decision

Is voltage of each battery 12.5 volts or more?
No: Charge batteries.
Test charging system.
After repairs are
original problem.
Step 3 Determine if engine cranks too fast. Decision

Crank engine while observing engine rpm. Yes: Go to Step 4.
Does engine crank too fast?
No: Go to Step 5.
Step 4 Determine if valve train components or engine timing problems are Decision
present.
A. Remove valve cover (see Engine Service Manual) Yes: Repair engine
damage. After repairs
B. Inspect valves, valve bridges, camshaft lobes, rocker arms, and rocker
are complete, retest for
shaft for damage or improper operation.
original problem.
C. Check engine timing.
Are any valves sitting too low or valve train components damaged? Is engine
timing out of specification?
Cranks But Does Not
Start (page 40).
Step 5 Determine if master battery switch is Off or battery cable circuit has Decision
high resistance.
Turn ignition key to the Run position and observe instrument panel lights. Yes: Go to Step 6.
Do instrument panel lights come On?
No: Turn master battery
switch On, or repair
battery cable circuit. After
retest for original
problem.
CAUTION: Follow instructions and safety procedures suggested by test equipment manufacturers.
NOTE: Cold batteries deliver less current.
Step 6 Determine if batteries are able to deliver appropriate current to start Decision
engine.
Using Midtronics – inTELLECT EXP HD – Battery and Electrical System tester Yes: Go to Step 7.
(EXP1000HD), test fully charged batteries. Follow directions in tester instruction
manual.
Do batteries pass test?
No: Slow charge or
replace each battery that
fails test. After repairs
original problem.
Step 7 Determine if PTO or engine drive is engaged. Decision

Are PTO or engine drive engaged? Yes: Disengage PTO
accessories and engine
drives. After repairs
original problem.
No: Go to Step 8.
Step 8 Determine if engine has internal damage or starter / flywheel gears Decision
are binding.
Using torque wrench set to 162 N-m (120 lb-ft) rotate crankshaft (see Engine Yes: Go to Step 9.
Service Manual “Crankshaft Rotation Procedure”) by hand to determine if starter
/ flywheel gears are binding or engine has internal damage.
Does crankshaft rotate appropriately?
No: Repair starter /
flywheel binding or
internal engine damage.
See Engine Service
Manual. After repairs
original problem.
Step 9 Determine if starting system is operating properly. Decision

Using Midtronics – inTELLECT EXP HD – Battery and Electrical System tester Yes: End Diagnostic
(EXP1000HD), test starting system. Follow directions in tester instruction Steps
manual.
Does starting system pass test?
No, low current draw:
Perform voltage drop
test on main positive and
negative battery cables.
If voltage drop is 0.5 volts
or more, clean or replace
cable. After repairs
original problem.
No, zero current draw:
Check for crank inhibit
faults, starter solenoid
or circuit faults, failed
starter, and ignition
switch. After repairs
original problem.
No, high current draw:
Check for faulty starter
or internal engine
original problem.
End Diagnostic Steps

After performing all diagnostic steps, if fault remains, verify if each step was completed correctly and the
proper decision was made. Notify supervisor for further action.
2.2 - Engine Cranks But Does Not Start
Overview
Determine reason engine will crank properly but will not start.
Possible Causes
• Low Fuel Rail Pressure (FRP)
Test Procedure
Step 1 Perform operational checkout procedure Decision

Did you perform 2.0 Engine Does Not Start Operational Checkout Procedure? Yes: Go to Step 2.
Does Not Start
Step 2 Determine if engine is able to build Fuel Rail Pressure (FRP). Decision
Review Engine Cranking Test (page 1527) data. Yes: End Diagnostic
Steps.
Is FRP in specification?
No: Go to SPN 3055 FMI
1 Fault Code Diagnostics
(page 828).

Engine Hard to Start Symptoms

3.1 - Engine Hard to Start (Long Crank Time)
Overview
Diagnosis reason extended crank time is required to start engine.
Possible Causes
• Loss of fuel prime
Test Procedure

Did you perform 3.0 Engine Hard to Start Operational Checkout Procedure? Yes: Go to SPN 3055 FMI
(page 828).
Hard to Start Operational
Checkout Procedure
(page 25) .

3.2 - Engine Starts, Then Stalls
Overview
Engine is able to start (possibly briefly), but is not able to continue to run.
Possible Causes
• Intake restriction
• Exhaust restriction
• Loss of fuel prime
Test Procedure

Did you perform 3.0 Engine Hard to Start Operational Checkout Procedure? Yes: Go to Step 2.
Hard to Start Operational
Checkout Procedure
(page 25) .
Step 2 Check for hard to start related Diagnostic Trouble Codes (DTC). Decision
list for: Diagnostics for hard to
start related SPN.
• SPN 731 Knock Detected
• SPN 5541, 5543 Exhaust Back Pressure Valve (EBPV)
• SPN 3610 Diesel Particulate Filter Outlet Pressure (DPFOP)
Does EST DTC list have any of the fault codes listed above?
No: Go to Step 3.
Step 3 Determine if engine air intake is restricted. Decision

Perform Intake Air Inspection (page 1658). Yes: Repair intake
restriction. After repairs
Are air intake duct and / or air filter restricted or damaged?
original problem.
No: Go to Step 4.
Step 4 Determine if exhaust is restricted. Decision

Review Engine Cranking Test data (page 1527). Yes: End Diagnostic
Steps.
Is Turbocharger 1 Turbine Outlet Pressure (TC1TOP), within cranking
specification?
No: Perform Exhaust
Restriction Isolation Test
(page 1589). After repairs
original problem.

Engine Performance Problems Symptoms

4.1 - Misfire / Rough Idle / Runs Rough
Overview
Diagnosis reason engine has a misfire, idles rough, or runs rough.
Possible Causes
• Injector mechanical problem
• Engine compression loss of one or more cylinders
• Engine Compression brake (if equipped)
• Exhaust Gas Recirculation (EGR) valve stuck or sticking
• Viscous fan clutch (if equipped)
• Fuel Rail Pressure
Test Procedure

Did you perform 4.0 Engine Performance Problem Operational Checkout Yes: Go to Step 2.
Procedure?
Performance Problem
Step 2 Determine if engine has injector mechanical problem. Decision

Perform Cylinder Balance Test (page 1449). Yes: Go to Step 3.
Are one or more cylinders inconsistent relative to other cylinders?
No: Go to Step 5.
Step 3 Determine if valve train has damage and / or engine compression Decision
brake is stuck or out of adjustment.
A. Remove valve cover (see Engine Service Manual). Yes: Repair damaged
valve train and / or
B. Inspect valves, valve bridges, camshaft lobes, rocker arms, rocker shaft,
engine compression
and compression brake housing for damage or improper operation.
brake components. After
C. Bar engine over and inspect for sticking valves, proper operation of repairs are complete,
valve train and compression brake components. retest for original
problem.
Are any valve train or engine brake components damaged, or is engine
compression brake stuck or out of adjustment?
No: Check and adjust
valve lash and brake
lash (see Engine Service
Manual). After repairs
are complete, retest
for original problem. If
problem remains, go to
Step 4.
Step 4 Determine if fuel injector or internal engine damage are present. Decision
A. Replace suspect fuel injector. Yes: Perform Internal
Engine Damage
B. After repairs are complete, retest for original problem.
Inspection (page
Does engine misfire / rough idle / runs rough problem remain? 1677). After repairs
original problem.
No: End Diagnostic
Steps.
Step 5 Determine if viscous fan clutch is operation properly (if equipped). Decision
A. If vehicle does not have a viscous fan go to Step 6. Yes: Repair or replace
viscous fan clutch. After
B. If vehicle has a viscous fan, unplug viscous fan.
C. Run engine at idle or when surge was occurring. retest for original
problem.
Does misfire / rough Idle / runs rough concern stop?
No: Go to Step 6.
Step 6 Determine if engine has and EGR system problem. Decision

Perform EGR Valve Position Test (page 1417). Yes: Go to Step 7.
Did EGR Valve Position Test pass?
No: Repair EGR system
problem. After repairs
original problem.
Step 7 Determine if engine has a fuel rail pressure problem. Decision

Perform Fuel Aeration Test (page 1484). Yes: Repair problem
causing fuel aeration.
Is fuel aerated?
After repairs are
original problem.
No: End Diagnostic
Steps.

4.2 - Popping Noise from Intake
Overview
Engine cylinder compression popping back through the air intake.
Possible Causes
• Sticking, damaged, or leaking intake or exhaust valve(s)
• Damaged rocker arm or shaft
• Failed camshaft
Test Procedure

Procedure?
Performance Problem
Step 2 Determine if valve train is damaged. Decision

A. Remove valve cover (see Engine Service Manual). Yes: Repair damaged
valve train components.
B. Inspect valves, valve bridges, camshaft lobes, rocker arms, rocker shaft,
After repairs are
for damage or improper operation.
C. Bar engine over and inspect for sticking valves and proper operation of original problem.
valve train.
Are any valves sitting too low or is valve train damaged?
No: Go to Step 3.
Step 3 Determine if valves are sticking. Decision

Bar engine over and look for valves sticking down when rotating engine. Yes: Perform Induction
System Cleaning
NOTE: Missing injector hold down thrust washers from a previous repair, may
Procedure (page
cause sticking valves.
1575). After repairs
Are one or more valves sticking? are complete, retest for
original problem.
No: Perform Valve Lash
Adjustment Procedure
(see Engine Service
If problem remains:
Repair or replace cylinder
head. After repairs are
original problem.

4.3 - Low Power (Slow Acceleration)
Overview
Diagnose reason vehicle or engine is not able to accelerate properly while under a load.
Possible Causes
• High-pressure fuel system
• Low boost (turbocharger, wastegate, intake restriction or leak)
• Engine Coolant Temperature 2 (ECT2) over temp (de-rate)
Test Procedure

Yes: Go to Step 2.
Did you perform 4.0 Engine Performance Problem Operational Checkout No: Go to 4.0 Engine
Procedure? Performance Problem
Step 2 Record snapshot of engine performance data and determine if Decision

engine has low fuel rail pressure.
A. Connect Electronic Service Tool (EST) with ServiceMaxx™ Yes: Go to Step 3.
software and log in.
B. Run engine to operating temperature.
C. Perform Lug Down Test (page 1458) while symptom is occurring.
D. Use the playback feature to graph the following signals from the
Lug Down Test:
• Engine Speed (RPM)
• Fuel Rail Pressure (FRP)
• Fuel Rail Pressure Desired (FRPD)
E. Compare snapshot to Lug Down Test (RPM, FRP, and FRP
Desired) Graph (page 1461).
Is FRP signal operating per Lug Down Test (RPM, FRP, and FRP Desired) No: Go to Fault Code
Graph? Diagnostics for SPN 3055
FMI 15 (page 832).
Step 3 Determine if exhaust is restricted. Decision

A. Use EST playback feature to graph the following signals from the Yes: Go to Step 4.
Lug Down Test:
• Turbocharger 1 Turbine Outlet Pressure (TC1TOP)
B. Compare snapshot to Lug Down Test (RPM and TC1TOP) Graph
(page 1463).
Is TC1TOP signals operating per Lug Down Test (RPM and TC1TOP) No: Perform Exhaust
Graph? Restriction Isolation Test
(page 1589). Repair exhaust
system restriction. After repairs
are complete, retest for original
problem.
Step 4 Determine if engine has low boost. Decision

A. Use EST playback feature to graph the following Lug Down Test Yes: Go to Step 5.
signals:
• Accelerator Pedal Position 1 (APP1)
• Vehicle Speed
• Intake Manifold Pressure (IMP)
B. Compare snapshot to Lug Down Test (RPM, APP1, Vehicle Speed,
and IMP) Graph (page 1462).
Is IMP signal operating per Lug Down Test (RPM, APP1, Vehicle Speed, No: Go to Step 7.
and IMP) Graph?
Step 5 Determine if air flow thru cooling package is restricted or Decision

cooling system components are damaged.
A. Inspect for restrictions and debris in front of and between radiators Yes: Clear restrictions and
and other cooling package components. clean debris from cooling
package. Repair damaged
B. Inspect cooling fan blades, fan shroud, accessory drive belt(s),
cooling system components.
drive belt tensioner(s), cooling package, and other cooling system
components for damage.
Were restrictions or debris found, or are cooling system components No: Go to Step 6.
damaged?
Step 6 Determine if Low Temperature Radiator (LTR) internal flow is Decision

restricted.
A. Remove inlet and outlet to the LTR. Yes: Diagnosis and repair
Coolant Control Valve (CCV)..
B. Put a garden water hoses at the LTR inlet and turn water valve
to full flow.
Is water flow coming out of the LTR consistent with flow going in? No: Replace LTR. Add
phosphate conditioner in
cooling system. After repairs
are complete, retest for original
problem.
Step 7 Determine if turbocharger wastegate is operating properly. Decision

Perform Turbocharger 2 Wastegate (TC2WC) Function Test (page 1470). Replace component identified
by the Turbocharger 2
wastegate functionality Test.
After complete, retest for
original problem.
Did Turbocharger 2 Wastegate Functionality Test identify a failed No: Go to Step 8.
component?
Step 8 Inspect for engine air intake (boost) leaks or restrictions. Decision
A. Perform Intake Air Inspection (page 1658). Yes: Go to Step 9.
B. Perform Smoke Test (Air Intake System) (page 1544). Inspect
hoses and clamps, interstage cooler, and Charge Air Cooler (CAC).
C. Perform Charge Air Cooler (CAC) Pressure Test .
Is air intake system and CAC system free of restrictions, leaks, and No: Repair air intake system
physical damage? leaks, damage, or restrictions.
Step 9 Determine if turbochargers are visibly damaged. Decision

Perform HP-Turbocharger Radial Play Inspection (page 1676). Yes: Replace damaged
turbocharger. After repairs are
problem.
Is either turbocharger damaged, cracked or leaking; turbine wheel rubbing No: End Diagnostic Steps.
in housing; or are either compressor impeller or turbine wheel blades bent,
broken, or eroded?

4.4 - Surge (Inconsistent Engine RPM During Steady State)
Overview
Diagnosis reason engine power varies unexpectedly under a load.
Possible Causes
• Viscous fan clutch (if equipped) electrical failure
• EGR valve sticking open or closed
• Intermittent engine wiring harness circuit problem (O2, EGR, ETV, ACV, EBP, IMP, FRP, CKP, CMP, etc.)
Test Procedure

Procedure?
Performance Problem
Step 2 Determine if viscous fan is operating properly (if equipped). Decision

A. If vehicle does not have a viscous fan, go to Step 3. Yes: Replace viscous
fan. After repairs are
B. If vehicle has a viscous fan, unplug viscous fan.
C. Run engine at idle or when surge was occuring. original problem.
Is surge problem fixed when viscous fan is unplugged?
No: Go to Step 3.
Step 3 Determine if EGR system is operating properly. Decision

Does EGR system pass test?
No: Repair EGR system
problem. After repairs
original problem.
Step 4 Determine if intermittent engine wiring harness circuit problem exists. Decision
A. Check main engine to chassis grounds. Yes: Using results from
Continuous Monitor Test,
B. Connect Electronic Service Tool (EST) with ServiceMaxx™ software.
repair appropriate circuit
C. Start engine. or harness. After repairs
D. Start Continuous Monitor Test.
original problem.
E. Attempt to recreate engine running problem. Wiggle sensor connectors
and engine wiring harness and view voltages.
Was concern duplicated when harness was wiggled?
No: End Diagnostic
Steps.

Engine Coolant Symptoms

5.1 - Coolant Overflow
Overview
Determine reason coolant overflows out of deaeration tank with the deaeration tank cap installed.
Possible Causes
• Air compressor
• Exhaust Gas Recirculation (EGR) cooler
• Cracked cylinder sleeve
• Cylinder head cracked or leaking
• Incorrect cylinder sleeve protrusion
Test Procedure

Did you perform 5.0 Cooling System Operational Checkout Procedure? Yes: Go to Step 2.
No: Go to 5.0 Cooling
System Operational
Checkout Procedure
(page 27).
Step 2 Verify coolant overflow occurs before coolant over temperature. Decision
Does coolant overflow occur before cooling system goes over temperature? Yes: Go to Step 3.
No: Go to 5.2 Coolant
Over Temperature (page
57).
Step 3 Determine if air compressor is causing coolant overflow. Decision

Perform Air Compressor Leaking Air to Coolant Test (page 1599). Yes: Go to Step 4.
Does coolant overflow occur with air tanks drained and valves open?
No: Repair or replace air
compressor. After repairs
original problem.
Step 4 Determine if Exhaust Gas Recirculation (EGR) cooler is leaking. Decision

Perform EGR Cooler Leak Test (page 1602). Yes: Replace leaking
EGR cooler per the
Is EGR cooler leaking coolant?
Engine Service Manual.
After repairs are
original problem.
No: Go to Step 5.
CAUTION: To prevent engine damage, when replacing cylinder sleeves inspect piston cooling jets for damage
or obstructions.
NOTE: Some cylinder head cracks between intake-to-intake or exhaust-to-exhaust valves are normal and
acceptable.
Step 5 Inspect cylinder sleeves for leaks, staining, pinholes, and cracks. Decision
Perform Cylinder Sleeve Cavitation and Crack Inspection (page 1654). Yes: Go to Step 6.
Are all cylinder sleeves free of coolant leaks, coolant staining, pinholes, and
cracks?
No: Replace leaking
or cracked cylinder
sleeves. After repairs
original problem.
Step 6 Determine if cylinder sleeve protrusion is in specification for each Decision

cylinder.
Measure cylinder sleeve protrusion using Sleeve Protrusion Hold Down Clamps Yes: Go to Step 8.
ZTSE4825 and a dial indicator with magnetic base. See Engine Service Manual.
Is Sleeve protrusion in specification for all 6 cylinders?
No: Go to Step 7.
Step 7 Determine if cylinder sleeve or crankcase counter bore is out of Decision

specification.
A. Remove cylinder sleeve(s) with incorrect sleeve protrusion. See Engine Yes: Replace out of
Service Manual. specification cylinder
B. Measure counter bore depth.
Is counter bore within specification (8.0 +- 0.5 mm)? original problem.
No: Counter bore issue.
Notify supervisor for
further action.
Step 8 Determine if cylinder liner(s) are leaking. Decision

A. Remove all cylinder sleeves. See Engine Service Manual. Yes: Replace cylinder
head. After repairs are
B. Inspect cylinder sleeves inside and out for pin holes, cracks, and
damage.
original problem.
Are all cylinder sleeves free of pin holes, cracks, and damage?
No: Replace leaking
or cracked cylinder
original problem.

5.2 - Coolant Over Temperature
Overview
Determine reason engine cooling system goes over temperature or over heats.
Possible Causes
• Cooling package debris clogging
• Damaged fan belt
• Accessory belt tensioner failure
• Inoperative / slipping fan clutch
• Inoperative / damaged cooling fan or shroud
• Damaged water pump impeller
• Stuck closed thermostats
Test Procedure

System Operational
Checkout Procedure
(page 27).
Step 2 Determine if coolant is flowing in the deareation tank and Decision

coolant lines.
A. Fill deaeration tank with coolant to proper level. Yes: Go to Step 3.
B. Run engine. No: Go to Step 6.
C. Observe deareation tank and coolant lines for coolant flow.
Is coolant circulating in the deaeration tank?
Step 3 Determine if fan clutch is operating properly. Decision

Perform Engine Fan Test (page 1440). Yes: Go to Step 4.
Does fan clutch operate properly? No: Repair fan clutch.
After repairs are
original problem.
Step 4 Determine if thermostats are stuck closed. Decision

Perform Thermostat Operational Test (page 1620). Yes: Go to Step 5.
With engine at operating temperature, is the upper radiator within 25°F (14°C) No: Replace thermostats.
of ECT1? After repairs are
original problem.
Step 5 Determine if radiator will not dissipate heat properly. Decision

A. Run engine to operating temperature at high idle. Yes: End Diagnostic
Steps.
B. Turn air conditioning Off.
C. Using an Infrared Thermometer, target the upper radiator hose, and
record reading.
D. Using an Infrared Thermometer, target the lower radiator hose, and
record reading.
E. Calculate the temperature difference (upper radiator temp – lower
radiator temp).
Is there an appropriate temperature drop between lower radiator hose and
upper radiator hose?
NOTE: Greater temperature drop should occur in colder weather.
No: Clean or replace
radiator. After repairs
original problem.
Step 6 Determine if water pump and water distribution housing are Decision
operating properly
A. Remove water pump pulley. See Engine Service Manual. Yes: Replace water
pump and / or water
B. Remove water pump.
distribution housing.
C. Inspect water pump and water distribution housing for damage / After repairs are
cavitation. See Engine Service Manual. complete, retest for
original problem.
Does the water pump or water distribution housing have damage or excess
cavitation / wear?
No: End Diagnostic
Steps.

5.3 - Coolant Leak to Engine Oil
Overview
Determine component causing engine coolant to leak into engine oil.
Possible Causes
• Cracked cylinder liner
• Leaking cylinder liner O-ring(s)
• Leaking rear gear train freeze plug
• Failed air compressor
• Leaking oil cooler module or gaskets
NOTE: White condensation under the oil filler cap is normal.
Test Procedure

System Operational
Checkout Procedure
(page 27).
Step 2 Determine if coolant is leaking from cylinder liners. Decision

A. Remove engine oil pan. See Engine Service Manual. Yes, coolant leaking
between cylinder
B. Remove deaeration tank cap.
liner and crankcase:
C. Install Radiator Pressure Testing Kit ZTSE2384 on deaeration tank. Replace failed cylinder
liner O-ring(s). After
D. Pressurize cooling system to 117 kPa (17 psi) for a minimum of 15 minutes.
E. Inspect for coolant leaking between cylinder liner and piston. retest for original
problem. Change
F. Inspect for coolant leakage between cylinder liner and crankcase.
engine oil and filter.
Is coolant leaking between piston and liner, or between cylinder liner and
crankcase?
Yes, coolant leaking
between piston and
cylinder liner: Replace
leaking cylinder
liner(s). After repairs
Change engine oil and
filter.
No: Go to Step 3.
Step 3 Determine where coolant is leaking into crankcase. Decision

A. With cooling system pressurized to 117 kPa (17 psi). Yes, rear gear train
area leaking: Inspect
B. Inspect for coolant at rear gear train area.
and repair cylinder
C. Inspect for coolant at air compressor drain. head freeze plug
leaks. After repairs
D. Inspect for coolant at oil cooler drain.
Is coolant leaking at the gear train area, air compressor drain, or oil cooler drain? for original problem.
filter.
Yes, leaking from
air compressor
drain: Replace air
compressor. After
retest for original
problem. Change
engine oil and filter.
Yes, leaking from oil
cooler drain: Inspect
and repair leaking oil
cooler module and / or
gasket. After repairs
filter.
No: Verify complaint.

5.4 - Coolant Leak to Intake
Overview
Determine component causing engine coolant to leak into air intake.
Possible Causes
• Failed Exhaust Gas Recirculation (EGR) cooler.
• Failed high-pressure turbocharger air inlet duct.
• Failed Interstage Cooler (ISC).
Test Procedure

System Operational
Checkout Procedure
(page 27).
Step 2 Determine if coolant or white coolant residue is coming from Decision

the EGR cooler.
A. Disconnect Charge Air Cooler (CAC) pipe from Engine Throttle Valve Yes, inside ETV or air
(ETV). intake throttle duct: Go to
Step 3.
B. Inspect inside ETV and air intake throttle duct for coolant coming from
the EGR cooler.
C. Inspect for coolant or white coolant residue in CAC piping and High
Pressure Charge Air Cooler (HPCAC).
NOTE: There may only be white coolant residue in the CAC piping if the HP
turbocharger air inlet duct or interstage cooler (ISC) are leaking coolant.
Is coolant or white coolant residue present?
Yes, inside CAC piping or
HPCAC: Go to Step 4.
No: Review operator
complaint.

EGR cooler per the
After repairs are
original problem. Perform
Oxygen (O2) Sensor
Calibration (page 1399).
Change engine oil and oil
filter.
Step 4 Determine if High-Pressure (HP) turbocharger air inlet duct is leaking. Decision
A. Remove HP turbocharger air inlet duct. See Engine Service Manual. Yes: Replace HP
turbocharger air inlet
B. Inspect HP turbocharger air inlet duct for coolant and / or coolant
duct. After repairs are
residue. Inspect for coolant seeping through the casting (porosity).
Is HP turbocharger air inlet duct leaking? original problem. Perform
Oxygen (O2) Sensor
filter.
No: Go to Step 5.
Step 5 Determine if Interstage Cooler (ISC) is leaking. Decision

Perform Interstage Cooler (ISC) Pressure Test (page 1538). Yes: Replace ISC. After
Is the ISC leaking?
Perform Oxygen (O2)
Sensor Calibration (page
1399). Change engine oil
and oil filter.
No: End Diagnostic
Steps.

5.5 - Coolant Leak to Exhaust
Overview
Determine why engine coolant is leaking into the exhaust.
Possible Causes
• Failed Exhaust Gas Recirculation (EGR) cooler
Test Procedure

System Operational
Checkout Procedure
(page 27).

EGR cooler per the
After repairs are
original problem. Perform
Oxygen (O2) Sensor
filter.
No: A Case File may be
needed.

Engine Lubrication Symptoms

6.1 - Low Engine Oil Pressure
Overview
Determine reason engine oil pressure is low and / or oil pressure gauge reads low.
Possible Causes
• Instrument panel engine oil pressure gauge or circuit
• Engine Oil Pressure (EOP) sensor
• Collapsed oil filter / coolant saturated
• Oil pump / gear train
• Oil aeration / pickup tube or O-ring leak
• Piston cooling tubes
• Connecting rod and/or main bearing wear
• Missing / leaking cup plugs
• Oil pressure regulator
NOTE: Low viscosity engine oil will cause lower engine oil pressure in hot ambient temperatures and high engine
loads.
Test Procedure

Did you perform 6.0 Engine Oil System Operational Checkout Procedure? Yes: Go to Step 2.
Oil System Operational
Checkout Procedure
(page 30).
Step 2 Determine if instrument panel oil pressure gauge is working properly. Decision
Perform Instrument Panel Engine Oil Pressure Gauge Validation Test (page Yes: Go to Step 3.
1631).
Does ServiceMaxx™ Engine Oil Pressure (EOP) match oil pressure shown on
instrument panel oil pressure gauge?
No: Repair instrument
panel oil pressure gauge
or circuit. After repairs
original problem.
Step 3 Determine if Engine Oil Pressure (EOP) sensor is operating properly. Decision
Perform Oil Pressure Verification Test (page 1627). Yes: Replace EOP
sensor. After repairs
Does pressure gauge read engine oil pressure in specification?
original problem.
No: Go to Step 4.
Step 4 Determine if engine oil filter is restricted. Decision

Remove and inspect engine oil filter. Yes: Go to 5.3 Coolant
Leak to Engine Oil (page
Is oil filter crushed and / or contaminated with coolant?
60).
No: Go to Step 5.
Figure 1 Crankcase Cup Plug Near #7 Main Bearing

Step 5 Determine if oil suction tube, piston cooling tubes, cup plug, main or Decision
connecting rod bearings are causing low oil pressure.
A. Remove oil pan (see Engine Service Manual). Yes, oil suction tube
or O-ring damaged or
B. Perform Oil and Crankcase Inspection (page 1662).
restricted: Install new
C. Inspect for leaking or missing cup plug near #7 main bearing. oil suction tube and
O-ring. After repairs
Is oil suction tube, O-ring, or piston cooling tubes cracked, damaged, or
restricted (burnt cylinder); or is cup plug near #7 main bearing leaking or
original problem.
missing; or are connecting rod or main bearings damaged or spun?
Yes, piston cooling
tube(s) damaged or
restricted (burnt cylinder):
Install new piston cooling
tubes (see Engine
Service Manual). After
Yes, cup plug near #7
main bearing leaking
or missing: Install new
cup plug. After repairs
original problem.
Yes, visual damage
main and / or connecting
rod bearing: Perform
Connecting Rod, Main
Bearing, and Journal
No: Go to Step 6.
Step 6 Determine if leaking or missing cup plugs under the valve cover are Decision
causing low oil pressure.
A. Remove valve cover (see Engine Service Manual). Yes: Install new cup
plug(s). After repairs
B. Perform Cylinder Head, Valve train, and Engine Brake Housing Oil Leak
original problem.
Are cup plugs under the valve cover leaking or missing?
No: Go to Step 7.
Step 7 Determine if oil pressure regulator valve is stuck. Decision

A. Remove oil module assembly (see Engine Service Manual). Yes: Go to Step 8.
B. Remove and inspect oil pressure regulator valve.
Is oil pressure regulator in good condition and not stuck or damaged?
No: Replace oil pressure
regulator. After repairs
original problem.
Step 8 Determine if oil pump, oil pump bushing, or cup plug(s) are causing Decision
low oil pressure.
Perform Oil Pump and Fan Drive Oil Leak Inspection (page 1664). Yes: Replace damaged,
leaking or excessively
Does oil pump, oil pump bushing, gear train or idle gear have damage or
worn components. After
excessive wear; or are cup plugs leaking or missing?
No: End Diagnostic
Steps.

6.2 - Oil Leak to Exhaust
Overview
Determine cause of engine oil leaking into the exhaust.
Possible Causes
• Turbocharger failure
• Cylinder liner(s)
• Piston rings
Test Procedure

Did you perform 6.0 Engine Oil System Operational Checkout Procedure? Yes: Go to Step 2.
Oil System Operational
Checkout Procedure
(page 30).
Step 2 Determine if engine oil is in the High-Pressure Charge Air Cooler Decision
(HPCAC) piping.
Disconnect piping to the HPCAC and inspect for oil. Yes: Go to Step 3.
Is oil inside the HPCAC piping?
No: Go to Step 4.
Step 3 Determine if engine oil is in the interstage cooler piping. Decision

A. Remove high-pressure turbocharger center section. See Engine Yes: Repair or
Service Manual. replace low-pressure
turbocharger. After
B. Inspect for oil in the interstage cooler.
Is oil in the interstage cooler? retest for original problem.
No: Repair or
replace high-pressure
turbocharger center
section. After repairs
original problem.
Step 4 Determine if crankcase pressure is within specification. Decision

Perform Crankcase Pressure Test (page 1541). Yes: Go to Step 5.
Is crankcase pressure within specification?
No: Repair base engine
or air compressor
problem. See Engine
Service Manual. After
Step 5 Determine if base engine problem, High-Pressure (HP) turbocharger, Decision

or low-pressure turbocharger is leaking oil into the exhaust.
A. Remove HP turbocharger center section. See Engine Service Manual. Yes, oil entering exhaust
from engine: Repair
B. Inspect for oil coming from the engine into the HP turbocharger inlet.
base engine problem.
C. Inspect HP turbocharger for leaks and damage. See Engine Service
Manual. After repairs
Is oil entering the exhaust from the engine, or is the HP turbocharger leaking oil?
original problem.
Yes, HP turbocharger
leaking or damaged:
Replace HP turbocharger
center section. After
No: Repair or
replace low-pressure
turbocharger. After

Fuel System Symptoms

7.1 - Metal in Fuel System / Noise from High-Pressure Fuel Pump
Overview
If fuel pump fails, it may send debris into the low-pressure fuel lines and tank. Debris comes from the
low-pressure return and gets caught by the fuel filters. Do NOT replace fuel injectors, fuel rail, high-pressure
lines, or Aftertreatment Fuel Injector (AFTFI).
Possible Causes
• Failed fuel pump
• Debris in fuel system (normal from manufacturing or previous failure)
• Fuel aeration / inlet restriction
• Restricted fuel return
Test Procedure

Did you perform 7.0 Fuel System Operational Checkout Procedure? Yes: Go to Step 2.
No: Go to 7.0 Fuel
System Operational
Checkout Procedure
(page 32).
CAUTION: Metal debris in fuel system may be residual from manufacturing or from a previous failure.
Step 2 Determine if metal debris is currently coming from the fuel pump. Decision
A. Connect Clean Fuel Source Tool 15-637-01 to low-pressure fuel inlet Yes: Go to Step 4.
and high-pressure fuel return.
B. Put a magnet in the Clean Fuel Source Tool fuel tank.
C. Start engine and run at idle for 5 minutes, while checking the return
line discharge for metallic debris.
Is metallic debris present in the Clean Fuel Source Tool discharge and / or Clean
Fuel Source Tool fuel tank?
No: Go to Step 3.
Step 3 Determine if the high-pressure fuel pump is noisy. Decision

Is the high-pressure fuel pump noisy? Yes: Go to Step 5.
CAUTION: To prevent engine damage, do not crank engine to prime fuel system.
Step 4 Drain fuel, flush low-pressure fuel system, install new fuel filters, and new high-pressure fuel
pump.
A. Perform Low-Pressure Fuel System Flushing Procedure (page 1591).
B. Install new primary fuel filter and secondary fuel filter.
C. Install new high-pressure fuel pump
D. Use Fuel Priming Tool 12-992-01 to prime the fuel system.
E. After repairs are complete, retest for original problem.
F. Clean out Clean Fuel Source Tool.
Step 5 Determine if low-pressure fuel system is restricted. Decision

Perform Fuel Restriction Test . Yes: Repair fuel
restriction. After repairs
Is low-pressure fuel system restricted?
original problem.
No: Go to Step 6.
Step 6 Determine if fuel return line is restricted. Decision

Perform HP Pump Fuel Return Pressure Test (page 1498). Yes: Go to Step 7.
Is pressure less than 13 psi?
No: Repair restriction in
fuel return line between
high-pressure fuel pump
and fuel tank. After
retest for original
problem.
Step 7 Determine if low-pressure fuel system is aerated. Decision

Perform Fuel Aeration Test (page 1484). Yes: Repair low-pressure
fuel system aeration.
Does low-pressure fuel system have aeration?
After repairs are
original problem.
No: End Diagnostic
Steps.

7.2 - Fuel Contamination
Overview
Determine reason water or other contaminates are in the engine fuel. Fuel contamination caused by incorrect
servicing is not covered by Navistar® warranty.
Possible Causes
• Incorrect servicing / operator adding coolant or other incorrect fluid.
NOTE: If engine has been run with fuel contamination all high-pressure fuel system components may need to
be replaced.
Test Procedure

No: Go to 7.0 Fuel System
Step 2 Determine if engine was run with fuel contamination. Decision

Was engine run with contaminated fuel? Yes: Perform Low-Pressure
Fuel System Flushing
Replace all high-pressure fuel
system components:
• Aftertreatment Fuel
Injector (AFTFI)
• Fuel injectors
• High-pressure fuel pump
• Aftertreatment fuel doser
module
• High-pressure fuel rail
• High-pressure fuel system
lines
No: Perform Low-Pressure
Fuel System Flushing

7.3 - Fuel Leak to Engine Oil
Overview
Determine reason fuel is in the engine oil.
Possible Causes
• Cracked or leaking fuel Injector(s)
• Failed fuel injector O-ring(s)
Test Procedure

No: Go to 7.0 Fuel
System Operational
Checkout Procedure
(page 32).
NOTE: Loose fuel injector hold down(s) or missing injector hold down thrust washer(s) can cause fuel to leak
into engine oil.
Step 2 Determine where fuel is leaking into engine oil. Decision

A. Connect Clean Fuel Source Tool 15-637-01 to low-pressure fuel inlet Yes, fuel leaking from
and fuel return. top of one or more
injector: Replace leaking
B. Add fuel dye to Clean Fuel Source Tool fuel tank.
injector(s) (see Engine
C. Run engine at high idle for 3 to 5 minutes. Service Manual). After
D. Turn engine Off.
retest for original
E. Remove valve cover (see Engine Service Manual). problem.
F. Inspect for oil leaks at and around each fuel injector.
Is fuel leaking from the top or around one or more fuel injector(s)?
Yes, fuel leaking around
base of one or more
injector: Replace failed
injector O-ring(s) and
install new injector
combustion washers
(see Engine Service
original problem.

7.4 - Fuel Leak to Exhaust
Overview
Determine reason fuel is leaking into the engine exhaust.
Possible Causes
• Leaking Aftertreatment Fuel Injector (AFTFI)
Test Procedure

No: Go to 7.0 Fuel
System Operational
Checkout Procedure
(page 32).
Step 2 Determine if Aftertreatment Fuel Injector (AFTFI) is leaking. Decision

Perform AFT Fuel Injector Leak Test . Yes: Review complaint.
Did AFTFI meet expected outcome?
No: Replace AFTFI. After
retest for original
problem.

Engine Brake Symptoms

8.1 - Engine Compression Brake Inoperative
Overview
Engine compression brake will not activate when commanded On.
Possible Causes
• Engine brake solenoid assembly
• Engine brake input inhibitors
• Misadjusted slave piston
• Brake housing leak
• Low oil pressure
Test Procedure

Did you perform 8.0 Engine Compression Brake Operational Checkout Yes: Go to Step 2.
Procedure?
Compression Brake
Step 2 Determine if engine brake programmable parameter inputs or settings Decision

are inhibiting engine brake operation.
Perform Engine Compression Brake Inputs and Programmable Parameter Yes: Correct engine
Checks (page 1633). brake programmable
parameter inputs or
Are engine brake programmable parameter inputs or settings inhibiting engine
settings problems. After
brake operation?
retest for original
problem.
No: Go to Step 3.
Step 3 Determine if one or both engine brake solenoid will not actuate. Decision
A. Connect Electronic Service Tool (EST) with ServiceMaxx™ software Yes: Go to Step 4.
and log-in.
B. Select: Tests > KOEO Tests > Actuator Test
C. Start engine
D. In Control Panel tab, Actuator field, select: Engine Compression Brake
1.
E. Select On and click the Start Test button. Wait for test to complete.
F. Select: Engine Compression Brake 2.
G. Select On and click the Start Test button.
Did both engine brake solenoid assemblies fail to actuate?
No, one engine brake
solenoid did not actuate:
Determine which engine
brake solenoid did not
actuate. Go to Step 4.
Step 4 Determine if engine brake housings, injector harness assembly, and Decision
solenoid assemblies are damaged or not working; and verify slave
piston clearances.
A. Remove valve cover. See Engine Service Manual. Yes: Replace failed
engine brake solenoid(s).
B. Inspect engine compression brake housings for cracks and missing cup
After repairs are
plugs, injector harness assembly for rubbing and chafing, and inspect
solenoid assemblies for damage.
original problem.
C. Measure slave piston clearances.
Are brake housings, injector harness assembly, and solenoid assemblies in good
condition and not damaged; and are slave piston clearances with specification?
No: Repair or replace
damaged components.
Replace failed engine
brake solenoid(s). Adjust
slave piston clearances
to specification. After
retest for original
problem.

8.2 - Engine Compression Brake Engaged When Not Commanded
Overview
Engine compression brake engaged when Not commanded On.
Possible Causes
• Stuck open brake solenoid
• Engine brake related programmable parameter(s) not set correctly (Road speed limiting)
Test Procedure

Did you perform 8.0 Engine Compression Brake Operational Checkout Yes: Go to Step 2.
Procedure?
Compression Brake
NOTE: Vehicles may have customer required road speed limiting programmable parameters set below some
operators desired vehicle speed.
Step 2 Determine if engine brake engages at customer programmed road Decision

speed limit.
A. Connect Electronic Service Tool (EST) with ServiceMaxx™ software Yes: Normal operation.
and log-in. Inform operator of normal
customer programmed
B. Select: Sessions > Programming.
road speed limit.
C. Select the Engine Brake tab.
Does engine brake engage at customer programmed road speed limit and other
programmed times?
No: Go to Step 3.
Step 3 Determine if engine brake disengages when ECB harness is Decision

disconnected.
A. Start engine. Yes: Replace engine
brake solenoids. After
B. Unplug 4-pin ECB harness connector.
Does engine brake disengage when ECB harness is disconnected? retest for original
problem.
No: Go to Step 4.
Step 4 Determine if engine brake housings, injector harness assembly, and Decision
solenoid assemblies are damaged or not working; and verify slave
piston clearances.
A. Remove valve cover. See Engine Service Manual. Yes: Replace failed
engine brake solenoid(s).
B. Inspect engine compression brake housings for cracks and missing cup
After repairs are
plugs, injector harness assembly for rubbing and chafing, and inspect
solenoid assemblies for damage.
original problem.
C. Measure slave piston clearances.
Are brake housings, injector harness assembly, and solenoid assemblies in good
condition and not damaged; and are slave piston clearances with specification?
No: Repair or replace
damaged components.
Replace failed engine
brake solenoid(s). Adjust
slave piston clearances
to specification. After
retest for original
problem.

Parked Regeneration Symptom

9.1 - Parked Regeneration Will Not Activate or Build Exhaust Temperature
Overview
Diagnosis reason a parked aftertreatment regeneration either will not activate or will not increase exhaust
temperatures.
Possible Causes
• Power Take Off (PTO) / Auxiliary Engine Speed Control (AESC) active
• Accelerator Off Idle
• Clutch disengaged
• Engine not warmed up (Engine Coolant Temperature (ECT1) below 150 F° [66C°])
• Regeneration Inhibit switch enabled
• Transmission not in Neutral
• Parking brake not set
• Service brake active
• System fault active
• Vehicle speed too high
• Exhaust gas temperature low
Test Procedure

Did you perform 9.0 Aftertreatment Operational Checkout Procedure? Yes: Go to Step 2.
No: Go to 9.0 Aftertreatment
Procedure .
Step 2 Determine if Diesel Particulate Filter (DPF) regeneration is Decision

needed.
A. Select: Procedures > KOER Aftertreatment Procedures > Onboard Yes: Regeneration is not
Filter Cleanliness Test. needed and will not activate.
B. System State tab > Regen Status > DPF Status
Is DPF Status Valve “Regeneration not needed”? No: Go to Step 3.
Step 3 Verify all operator controls are set properly to allow parked Decision
regeneration.
Verify the following are true: Yes: Go to Step 4.
• Power Take Off (PTO) / Auxiliary Engine Speed Control (AESC) is not
active
• Accelerator pedal is not depressed
• Clutch is released
• Engine is warmed up: ECT1 above 150°F (66°C)
• Regeneration Inhibit switch is not enabled
• Transmission is in Neutral
• Parking brake is set
• Service brake is not depressed
• Vehicle not moving
• Exhaust gas temperature above 482°F (250°C)?
Are all above conditions true? No: Bring all operator controls
to proper condition to allow
a parked regeneration. After
Step 4 Use Electronic Service Tool (EST) to determine if parked Decision

regeneration is inhibited.
A. Connect EST with ServiceMaxx™ software, and log in. Yes: Repair component or
circuit causing Inhibitor to be
B. Select: Procedures > KOER Aftertreatment Procedures > Onboard
“inhibited”. After repairs are
Filter Cleanliness Test.
C. Select Test Inhibitors tab. problem.
Are any Inhibitors listed as “inhibited”? No: Verify each step was
completed correctly.

Fault Code Diagnostics

Section Information
All electrical faults in the engine control system can be diagnosed in this section. All components are divided
into separate test procedures and contain the following information:
• SPN / FMI with possible cause
• Circuit diagram
• Component function
• Circuit operation
• Component location
• Diagnostic tool list
• Sensor End Diagnostics (with ServiceMaxx™ software)
• Pin-point Diagnostics (without ServiceMaxx™ software)
• Step Based Diagnostics
• Harness resistance check
• Operational voltage check (most components)
AAT (Ambient Air Temperature) Sensor

Overview of AAT Sensor Group
SPN FMI Description

171 2 AAT signal erratic, intermittent, or incorrect (page 86)
171 3 AAT Signal Out of Range HIGH (page 92)
171 4 AAT Signal Out of Range LOW (page 98)
Overview
Ambient Air Temperature (AAT) measures outside air temperature where engine is operating. AAT represents
air temperature for engine cooling performance.
SPN 171 FMI 2 - AAT signal erratic, intermittent, or incorrect
Fault Overview
Fault code sets when Ambient Air Temperature (AAT) sensor temperature differs from Intake Manifold
Temperature (IMT), Charge Air Cooler Outlet Temperature (CACOT) by greater than 27°F (15°C) after cold
soak. Diagnostic runs at initial Key ON after being shutdown for a minimum of 8 hours.
Lamp Reaction
Malfunction Indicator Lamp (MIL) will illuminate when this fault is detected during two consecutive drive cycles.
Associated Faults
None
Fault Facts
AAT sensor is located inside driver side-view mirror
Drive Cycle to Determine Fault Status

Road Test
Possible Causes
• High resistance in AAT signal circuit
• Failed AAT sensor
• High resistance in SIG GND circuit
Step 1 Check for active or pending fault codes. Decision

Use Electronic Service Tool (EST) with ServiceMaxx™ software, check Yes: Go to Step 2.
Diagnostic Trouble Codes (DTC) list for SPN 171 FMI 2.
Is SPN 171 FMI 2 active or pending? No: Go to Intermittent or
Inactive Fault Diagnostic
Step 2 Inspect connections at Ambient Air Temperature (AAT) sensor Decision

connector.
A. Key OFF. Yes: Go to Step 3.
B. Disconnect AAT sensor connector.
C. Check AAT sensor and connector terminals for: damaged or
pinched wires; moisture or corroded terminals; loose, bent, or
broken pins; or broken connector housing.
Are AAT sensor connector, harness, and terminals clean and undamaged? No: Repair connector,
harness, or terminal damage.
retest for SPN 171 FMI 2.
Step 3 Check for high resistance in AAT signal circuit. Decision

A. Key OFF. Yes: Go to step 4.
B. Connect Electronic Service Tool (EST) to vehicle Diagnostic
Connector (page 1402).
C. Key ON, log into ServiceMaxx™ software.
D. Use EST with ServiceMaxx™ software, perform Continuous Monitor
Test (page 1419).
E. Monitor AAT voltage in EST with ServiceMaxx™ software.
Is voltage 5 volts ± 0.25 volts No: Repair high resistance
in AAT signal circuit between
ECM E1-42 to AAT pin-1.
Step 4 Check for failed AAT sensor. Decision

A. Perform Test 1 (page 89). Yes: Replace AAT sensor.
B. Use EST with ServiceMaxx™ software, perform Continuous Monitor
Test (page 1419).
C. Monitor AAT voltage in EST with ServiceMaxx™ software.
Is voltage 0 volts ± 0.25 volts No: Go to Step 5.
Step 5 Check for high resistance in SIG GND circuit Decision

A. Perform Test 2 (page 90). Yes: Repair high resistance
between ECM pin C2-43 and
B. Use EST with ServiceMaxx™ software, perform Continuous
AAT pin-2. After repairs are
Monitor Test (page 1419).
complete, retest for SPN 171
C. Monitor AAT voltage in EST with ServiceMaxx™ software. FMI 2.
Is voltage 0 volts ± 0.25 volts No: Repair high resistance
between ECM pin E1-42 and
AAT pin-1. After repairs are
FMI 2.
End Diagnostic Tests

After performing diagnostic steps, if SPN 171 FMI 2 remains, verify if step was completed correctly and
Pin-Point Test SPN 171 FMI 2
Figure 2 AAT Sensor Circuit Diagram
See the latest version of Navistar® MaxxForce® 11 and 13 Engine and Aftertreatment Wiring Schematic Form
0000002941 for additional circuit information.
Tools Required
• Breakout Harness ZTSE4871
• Digital Multimeter (DMM)
• Electronic Service Tool (EST) with ServiceMaxx™ software
• Interface cable (RP1210B-compliant supporting J1939 and J1708)
Figure 3 AAT Sensor Circuit Check
Test 1
A. Key OFF.
B. Disconnect Ambient Air Temperature (AAT) sensor.
C. Connect Breakout Harness ZTSE4871 to vehicle harness and leave AAT sensor disconnected.
D. Use Breakout Harness ZTSE4498 short Breakout Harness ZTSE4871 pin-1 and pin-2 together.
E. Connect Electronic Service Tool (EST) to vehicle Diagnostic Connector (page 1402).
F. Key ON, log into ServiceMaxx™ software.
Test 2
A. Key OFF.
B. Disconnect AAT sensor.
D. Use Breakout Harness ZTSE4498, short Breakout Harness ZTSE4871 pin-1 to GND.
E. Connect EST to vehicle Diagnostic Connector (page 1402)
F. Key ON, log in to ServiceMaxx™ software.
SPN 171 FMI 3 - AAT Signal Out of Range HIGH
Fault Overview
Fault code sets when Engine Control Module (ECM) detects that Ambient Air Temperature (AAT) voltage is
greater than 4.5 volts.
Lamp Reaction
Malfunction Indicator Lamp (MIL) will immediately illuminate when this fault is detected.
Associated Faults
None

Continuous
Fault Facts
None
Possible Causes
• SIG GND circuit Open or High resistance
• AAT circuit Open or high resistance
• AAT circuit short to PWR

Use Electronic Service Tool (EST) with ServiceMaxx™ software. Key ON, Yes: Go to Step 2.
check Diagnostic Trouble Codes (DTC) list for SPN 171 FMI 3.
Is EST DTC list SPN 171 FMI 3 active or pending? No: Go to Intermittent or
Step 2 Inspect connections at Ambient Air Temperature (AAT) Decision

connector.
B. Disconnect AAT connector.
C. Check AAT and connector terminals for: damaged or pinched
wires; moisture or corroded terminals; loose, bent, or broken pins;
or broken connector housing.
Are AAT connector, harness, and terminals clean and undamaged? No: Repair connector, harness,
or terminal damage. After
repairs are complete, retest for
SPN 171 FMI 3.
Step 3 Check AAT circuit for short to PWR. Decision

Perform Test 1 (page 95). Use Digital Multimeter (DMM) to measure Yes: Repair short to PWR
voltage between Breakout Harness ZTSE4871 pin-1 and a known good between AAT pin-1 and Engine
ground. Control Module (ECM) pin
E1-42. After repairs are
FMI 3.
Is voltage greater than 5 volts? No: Go to step 4.
Step 4 Check AAT sensor operation. Decision

Perform Test 2 (page 95). Use EST with ServiceMaxx™ software, perform Yes: Replace AAT sensor.
Continuous Monitor Test (page 1419). Monitor AAT voltage. After repairs are complete,
Is voltage approximately 0 volts? No: Go to step 5.
Step 5 Check AAT circuit for Open or high resistance. Decision

Perform Test 3 (page 96). Use EST with ServiceMaxx™ software, perform Yes: Repair Open between
Continuous Monitor Test (page 1419). Monitor AAT voltage. AAT pin-2 and ECM pin C2-43.
Is voltage approximately 0 volts? No: Repair Open between AAT
pin-1 and ECM pin E1-42. After
SPN 171 FMI 3.


Tools Required
Figure 5 AAT Circuit Voltage Check
Test 1
A. Key OFF.
D. Key ON.
Test 2
A. Key OFF.
D. Use Breakout Harness ZTSE4498 short pin-1 and pin-2 of Breakout Harness ZTSE4871 together.
Figure 7 AAT sensor circuit check

Test 3
A. Key OFF.
D. Use Breakout Harness ZTSE4498, short Breakout Harness ZTSE4871 pin-1 to a known good GND.
E. Connect Electronic Service Tool (EST) to vehicle Diagnostic Connector.
SPN 171 FMI 4 - AAT Signal Out of Range LOW
Fault Overview
Fault code sets when the Engine Control Module (ECM) detects that the Ambient Air Temperature (AAT) signal
voltage is less than expends.
Lamp Reaction
Malfunction Indicator Lamp (MIL) will immediately illuminate when this fault is detected.
Associated Faults
None

Continuous
Fault Facts
None
Possible Causes
• AAT circuit short to GND

Step 2 Inspect connections at Ambient Air Temperature (AAT) Decision

connector.
B. Disconnect AAT connector.
C. Check AAT and connector terminals for: damaged or pinched
Are AAT connector, harness, and terminals clean and undamaged? No: Repair connector,
Step 3 Check AAT sensor operation. Decision

A. Key OFF. Yes: Replace AAT sensor.
B. Disconnect Ambient Air Temperature (AAT) sensor
C. Connect Electronic Service Tool (EST) to vehicle Diagnostic
D. Key ON, log into ServiceMaxx™ software.
E. Perform Continuous Monitor Test (page 1419). Monitor AAT
voltage.
Is voltage 4.75 ± 0.25 volts? No: Repair short to GND
between AAT pin-1 and ECM
pin E1-42. After repairs are
FMI 4.

AFT (Aftertreatment) System

Overview of AFT Sensor Group
SPN FMI Condition

5298 2 Reduced DOC Efficiency - De-Rate (page 105)
Overview
Aftertreatment (AFT) System catalyzes carbon monoxide (CO), Oxides of Nitrogen (NOx), and Hydrocarbons
(HC), and has three main components: Diesel Oxidation Catalyst (DOC) and Diesel Particulate Filter (DPF),
decomposition reactor tube, and Selective Catalyst Reduction (SCR) catalyst.
Figure 8 DPFDP/DPFOP Sensor Hose(s) Location

1. Diesel Particulate Filter
Differential Pressure (DPFDP) /
outlet pressure sensor hose(s)
Figure 9 DPFDP / Outlet Pressure Sensor Module Location

1. DPFDP / outlet pressure sensor
module
Figure 10 Downstream Injection (DSI) Unit Location

1. DSI unit location
Figure 11 DSI Unit

1. Aftertreatment Fuel Shutoff 3. Aftertreatment Fuel Doser
(AFTFSO) (WHITE) (AFTFD) (BLACK)
2. Aftertreatment Fuel Inlet Sensor 4. Aftertreatment Fuel Pressure 2
(AFTFIS) (AFTFP2) sensor
SPN 5298 FMI 2 - Reduced DOC Efficiency - De-Rate
Fault Overview
Fault code sets when Engine Control Module (ECM) determines Diesel Oxidation Catalyst (DOC) efficiency is
low. ECM calculates Modeled Diesel Oxidation Catalyst Outlet Temperature (DOCOT) rate of change based on
an average of Aftertreatment Fuel Injector (AFI) quantity and calculated O2 quantity, and compares to average
DOCOT.
Lamp Reaction
Associated Faults
• SPN 94 • SPN 3251 • SPN 3480 • SPN 4077

• SPN 4765 • SPN 4766 • SPN 5456
Fault Facts
None

Continuous
Step 1 Check for associated fault codes. Decision

Diagnostic Trouble Code (DTC) list for Associated Faults(page 105).
Is EST DTC list free of Associated Faults? No: Repair Associated Faults.

A. Use EST with ServiceMaxx™ software. Yes: Go to Step 3.
B. Key ON.
C. Check Diagnostic Trouble Codes (DTC) list for SPN 5298 FMI 2.
Is EST DTC listing SPN 5298 FMI 2 active or pending? No: Go to Intermittent or
Procedure(page 1401).
Step 3 Inspect system. Decision

A. Inspect air intake system, exhaust system, and air filter for Yes: Go to Step 4.
restrictions, air leaks, or physical damage.
B. Inspect fuel system from fuel tank to Aftertreatment Fuel Injector
(AFI) valve for leaks or physical damage.
Is air intake system, exhaust system, fuel system and air filter free of No: Repair restrictions, air
restrictions, leaks, and physical damage? leaks, fuel leaks or physical
FMI 2.
Step 4 Inspect connections at Diesel Oxidation Catalyst Outlet Decision

Temperature (DOCOT) sensor.
B. Disconnect DOCOT.
C. Check DOCOT sensor and connector terminals for: damaged or
pinched wires; wet or corroded terminals; loose, bent, or broken
pins; or broken connector housing.
Are DOCOT sensor connector, harness, and terminals clean and No: Repair connector,
undamaged? harness, or terminal damage.
Step 5 Check for biased aftertreatment temperature sensor. Decision

Do Hot Run Sensor Comparison Test (page 1686). Yes: Go to Step 6.
Are DOCIT, DOCOT, and DPFOT temperatures within 77°F (25°C) of each No: Replace sensors that
other? are not reading as expected.
Step 6 Determine if Fuel Delivery Pressure (FDP) is within specification. Decision

B. Connect EST with ServiceMaxx™ software to vehicle Diagnostic
C. Key-On Engine-Running (KOER)
D. Use EST with ServiceMaxx™ software, monitor FDP sensor. FDP
should be at a steady pressure of greater than or equal to 90 psi.
Is FDP between 85 and 120 psi? No: Do Fuel Delivery
Pressure (FDP) Test (page
1480). After repairs are
complete, retest for SPN
5298 FMI 2.
Step 7 Check AFTFSO and AFTFD harness connectors Decision

Check AFTFSO and AFTFD harness connectors are connected to correct Yes: Go to Step 8.
location(Figure 11)? (AFTFSO and AFTFD harness connectors can be
swapped.)
Are AFTFSO and AFTFD harness connectors connected to correct sensors? No: Connect harness
connectors to correct location.
Step 8 Verify correct Down Stream Injection (DSI) unit and Decision
Aftertreatment Fuel Injector (AFI) operation.
A. Key OFF. AFTFP1 signal value does
not drop: Replace DSI unit.
D. Run DSI De-Aeration test.
E. Actuate AFTFSV and AFTFD.
F. During activation, use EST with ServiceMaxx™ software, monitor
AFTFP1 and AFTFP2 signal values.
• Does AFTFP1 signal value drop when AFTFD is actuated? AFTFP2 signal value does
not rise properly then drop
• Does AFTFP2 signal value rise then drop when AFI opens?
when AFI opens: Clean AFI,
AFI housing, and bore. After
for SPN 5298 FMI 2.
AFTFP2 signal value rises but
does not drop. Clean AFI, AFI
housing, and bore. Inspect
for kinked AFI supply line.
AFTFP1 signal value drops
and AFTFP2 signal value
rises, then drops when AFI is
opened (correct operation):
Go to Step 9.
Step 9 Perform On Board Filter Cleanliness Test (OBFCT). Decision

D. Start OBFCT.
E. During OBFCT, use EST with ServiceMaxx™ software, monitor
for Abort Message.
Is OBFCT running without an Abort Message in ServiceMaxx™ software? No: Correct Parked Regen
Inhibitors (page 1387) and
restart OBFCT.
Step 10 Decision
While running OBFCT, inspect for exhaust leaks and monitor exhaust Yes: Go to Step 11.
system signals during test:
Are Parked Regen Checks within specification during OBFCT? No: See OBFCT Parked Regen
Checks(page 131) table.
On Board Filter Cleanliness Test (OBFCT) Parked Regen Checks.

Parked Regen Checks Specifications Pass / Decision
Fail
Engine condition Smooth, not If AFTFP1 is less than 110
stumbling psi: Do Fuel Delivery Pressure
(FDP) Test (page 1480). Repair
Engine Coolant Temp (ECT) Greater than
any FDP measurements out of
122°F (50°C) per
specification. After repairs are
ServiceMaxx™
software
FMI 2.
DOCIT After 5 to 10 minutes If AFTFP2 fuel pressure is below
greater than 500°F 40 to 70 psi at AFI opening:
(260°C) Clean AFI valve, housing, and
bore. After cleaning procedure
DOCOT After 5 to 10 minutes
is complete, retest for SPN 5298
greater than 986°F
FMI 2.
(530°C)
DPFOT Less than 1292°F If Parked Regen Checks other
(700°C) than AFTFP1 and AFTFP2 are
out of specifications: Repair
Aftertreatment Fuel Pressure 1 Greater than 110 psi
Parked Regen Check(page 174).
(AFTFP1) during test
After repairs are complete, retest
Aftertreatment Fuel Pressure 2 Aftertreatment Fuel for SPN 5298 FMI 2.
(AFTFP2) Injector (pop-off
valve) fuel pressure
range between
40 and 70 psi at
opening pressure.
Step 11 Check Diesel Particulate Filter Differential Pressure (DPFDP) Decision

signal.
D. Monitor DPFDP signal at high idle.
After OBFCT is complete, does DPFDP signal measure less than 0.5 psi? No: Remove DPF and inspect
for restrictions. If restricted,
have DPF cleaned using
appropriate DPF cleaning
equipment. After repairs are
FMI 2.
Step 12 Check vehicle repair history for EGR cooler repairs. Decision
Check vehicle repair history for EGR cooler repairs (internal coolant leak), Yes: Go to Step 13.
since last Diesel Oxidation Catalyst (DOC) replacement.
Is vehicle history free of EGR cooler repairs (internal coolant leak), since No: Replace DOC. After
last DOC replacement? repairs are complete, retest
for SPN 5298 FMI 2.
Step 13 Inspect for coolant leak to exhaust. Decision

Do Coolant Leak to Exhaust test and check for coolant leaks. Yes: Verify each step was
completed correctly and
proper decision was made.
Notify supervisor for further
action.
Is exhaust system free of coolant leaks? No: Repair coolant leak
into exhaust system and
replace DOC. After repairs
are complete, retest for SPN
5298 FMI 2.

AFTFD (Aftertreatment Fuel Doser)

Overview of AFTFD
SPN FMI Description

3471 7 AFT Fuel Doser Valve not responding as expected (page 114)
3479 3 AFT Fuel Doser Valve Short to PWR (page 120)
3479 5 AFT Fuel Doser Valve open load/circuit (page 122)
3479 6 AFT Fuel Doser Valve High Side Short circuit (page 123)
Figure 12 Functional diagram for AFTFD


Figure 14 DSI Unit

SPN 3471 FMI 7 - AFT Fuel Doser Valve not responding as expected
Fault Overview
Aftertreatment Fuel Doser (AFTFD) is used to provide high-pressure fuel flow to Aftertreatment Fuel Injector
(AFI). AFTFD is sent a pulse Width Modulated (PWM) signal from Engine Control Module (ECM), after inputs
from Downstream Injection (DSI) unit components are processed.
Lamp Reaction
Associated Faults
• SPN 2659 • SPN 3479 • SPN 3480 • SPN 3482

• SPN 4077 • SPN 5456
Fault Facts
None.

Continuous

Step 2 Inspect connections at Aftertreatment Fuel Pressure 2 (AFTFP2) Decision

sensor.
B. Disconnect AFTFP2 sensor.
C. Check AFTFP2 sensor and connector terminals for: damaged or
pinched wires; wet or corroded terminals; loose bent, or broken
Are AFTFP2 sensor connector, harness, and terminals clean and No: Go to Intermittent or
undamaged? Inactive Fault Diagnostic
Step 3 Check for biased AFTFP2 sensor. Decision

C. Key ON Engine Running.
D. Use EST with ServiceMaxx™ software, open doser actuator to
release pressure in DSI before checking for biased AFTFP2 sensor.
E. Using EST with ServiceMaxx™ software, with AFTFP2 sensor
connected, perform Continuous Monitor Test.
F. During test, monitor AFTFP2 sensor voltage with EST with
ServiceMaxx™ software.
Is AFTFP2 signal value between 0.30 and 0.50 volts? (Wiggle test may be No: Do AFTFP2 Circuit
necessary if code is inactive or pending.) Checks (page 155). After
for SPN 3471 FMI 7.

Use EST with ServiceMaxx™ software, Key-On Engine-Running (KOER) Yes: Go to Step 4.
monitor FDP sensor. FDP should be at a steady pressure of greater than or
equal to 90 psi.
Is FDP between 85 and 120 psi? No: See Fuel Delivery
Pressure Test (page 1480).
Step 4 Prime Aftertreatment Fuel Injector (AFI) by actuating Decision

Aftertreatment Fuel Doser (AFTFD) valve and Aftertreatment
Fuel Shutoff (AFTFSO) with DSI De-Aeration test.
Use EST with ServiceMaxx™ software, go to Procedures > KOER Yes: Go to Step 6.
Aftertreatment Procedures > DSI De-Aeration procedure. Start engine,
actuate AFTFSO while monitoring AFTFP1 signal during actuation.
Does AFTFP1 rise to 100 psi or more and hold steady for at least 5 seconds? No: Go to Step 5.
Step 5 Check Aftertreatment Fuel Shutoff (AFTFSO) and Aftertreatment Decision

Fuel Doser (AFTFD) harness connectors are connected to
correct location.
Check AFTFSO and AFTFD harness connectors are connected to correct Yes: Replace DSI unit. After
location(Figure 14). (AFTFSO and AFTFD harness connectors can be repairs are complete, retest
swapped.) for SPN 3471 FMI 7.
Using Electronic Service Tool (EST) with ServiceMaxx™ software, KOER, AFTFP1 signal value does not
run DSI De-Aeration test. Actuate AFTFSO and AFTFD. Monitor AFTFP1 drop: Replace DSI unit. After
and AFTFP2 signal values during activation. repairs are complete, retest
for SPN 3471 FMI 7.
Does AFTFP1 signal value drop when AFTFD is actuated? AFTFP2 signal value does
not rise then drop when AFI
opens: Go to Step 7.
Does AFTFP2 signal value rise then drop when AFI opens? AFTFP1 signal value drops
and AFTFP2 rises, then drops
when AFI is opened (correct
operation): Retest for SPN
3471 FMI 7 status.
Step 7 Inspect AFI supply line for leaks or damage. Decision

Visually inspect AFI supply line for leaks or damage. Yes: Replace AFI supply line.
Is line leaking or damaged? No: Go to Step 8.

D. Start OBFCT.
for Abort Message.
Is OBFCT running without an Abort Message in ServiceMaxx™ software? No: Correct Parked Regen
restart OBFCT.
Step 9 Verify Parked Regen Checks. Decision

Are Parked Regen Checks within specification during OBFCT? No: See OBFCT Parked
Regen Checks(page 131)
table.

Fail
Engine condition Smooth, not If AFTFP1 is less than 110
stumbling psi: Do Fuel Delivery Pressure
(FDP) Test (page 1480). Repair
any FDP measurements out of
122°F (50°C) per
specification. After repairs are
ServiceMaxx™
software
FMI 7.
DOCIT After 5 to 10 minutes If AFTFP2 fuel pressure is below
greater than 500°F 40 to 70 psi at AFI opening:
(260°C) Clean AFI valve, housing, and
bore. After cleaning procedure
is complete, retest for SPN 3471
greater than 986°F
FMI 7.
(530°C)
(700°C) than AFTFP1 and AFTFP2 are
out of specifications: Repair
Parked Regen Check(page 174).
Aftertreatment Fuel Pressure 2 Aftertreatment Fuel for SPN 3471 FMI 7.
(AFTFP2) Injector (pop-off
valve) fuel pressure
range between
40 and 70 psi at
opening pressure.

signal.
A. Key OFF. Yes: Verify each step was
C. Key-On Engine-Running (KOER) action.
FMI 7.

SPN 3479 FMI 3 - AFT Fuel Doser Valve Short to PWR
Figure 15 AFTFD circuit diagram
Tools Required
• 180-pin Breakout Box 00-00956-08
• 3-banana Plug Harness ZTSE4498
• 500-ohm Resistor Harness ZTSE4497
• Big Bore Terminal Test Probe Kit ZTSE4899
• J1939 and J1708 RP1210B Compliant Device
Connector Voltage Check – AFTFD Disconnected

Connect Breakout Harness ZTSE4828 to engine harness. Leave AFTFD disconnected. Turn ignition switch
to ON. Use DMM to measure voltage.
Test Point Spec Comment – < Less than, > Greater than
1 to GND 12.0 ± 2.0 V If < 10.0 V, check for OPEN circuit. Do Harness Resistance
Check
2 to GND 0 - 1.0 V If > 1.0 V, check for short to PWR. Do Harness Resistance
Check.
If measurements are within specifications, go to Operational Voltage Check.
Operational Voltage Check

NOTE: Ensure battery voltage is at or above 12 V, before running this procedure.
1. Connect Breakout Harness ZTSE4828 between AFTFD and engine harness.
2. Using Electronic Service Tool (EST) with ServiceMaxx™ software, load 2010 Actuator session.
3. Command AFT Fuel Doser On, then Off.
4. Use DMM to measure voltage.
Test Point Specification Comment – < Less than, > Greater than
2 to GND On = 12.0 ± 2.0 V If < 10.0 V, check for OPEN circuit.
2 to GND Off = 1.0 ± 0.5 V If > 1.5 V, check for OPEN circuit or failed AFTFD.
Actuator Resistance Check

Turn ignition switch to OFF. Connect Breakout Harness ZTSE4828 to AFTFD and leave engine harness
disconnected. Use DMM to measure resistance.
Test Point Specifications Comment – < Less than, > Greater than
1 to 2 16 Ω If not within specification, replace AFTFD.

If measurements are within specifications, do Harness Resistance Check.
Harness Resistance Check

Turn ignition switch to OFF. Connect 180-Pin Breakout Box and Breakout Harness ZTSE4828. Leave ECM
and AFTFD disconnected. Use DMM to measure resistance.
1 to GND > 1k Ω If < 1k Ω, check for short to GND.
1 to E1-53 <5Ω If > 5 Ω, check for OPEN circuit.
SPN 3479 FMI 5 - AFT Fuel Doser Valve open load/circuit

Check
Check.




SPN 3479 FMI 6 - AFT Fuel Doser Valve High Side Short circuit

Check
Check.




AFTFP (Aftertreatment Fuel Pressure) Sensor

Overview of AFTFP Sensor
SPN FMI Description

3471 1 AFTFP1 below desired (Low system pressure) (page 128)
3480 2 AFTFP1 signal erratic, intermittent, or incorrect (page 133)
3480 3 AFTFP1 signal Out of Range HIGH (page 135)
3480 4 AFTFP1 signal Out of Range LOW (page 138)
3556 0 AFTFP2 below Warning Pressure (page 141)
3556 1 AFTFP2 below desired (Possible system leak) (page 145)
4077 2 AFTFP2 signal erratic, intermittent, or incorrect (page 148)
5456 3 AFTFT signal Out of Range HIGH (page 156)
5456 4 AFTFT signal Out of Range HIGH (page 158)
Overview
Aftertreatment Control Module (ACM) monitors Aftertreatment Fuel Pressure (AFTFP) signal voltage to calculate
fuel pressure in aftertreatment system feeding Aftertreatment Fuel Injector (AFTFI). This is used during active
and parked regeneration only.
Figure 16 AFTFP Location.

1. AFT Fuel Doser Module fuel 2. AFT Fuel Shutoff Valve 3. AFT Fuel Pressure (AFTFP)
supply line (AFTFSOV) 4. AFT Fuel Doser Module

Figure 18 DSI Unit

Figure 19 Fuel Pressure Test Locations

1. HP fuel pump return 2. HP fuel pump inlet 3. Fuel supply to DSI unit
SPN 3471 FMI 1 - AFTFP1 below desired (Low system pressure)
Fault Overview
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 inlet of Down Stream Injection (DSI) unit. ECM
measures signals given by this sensor to supply Aftertreatment Fuel Injector (AFI) with proper amount of fuel.
Lamp Reaction
Associated Faults
• SPN 2659 • SPN 3479 • SPN 3480 • SPN 3482

• SPN 5456
Fault Facts
None.

Continuous

Step 2 Inspect connections at Aftertreatment Fuel Inlet Sensor Decision

(AFTFIS).
Key OFF, disconnect AFTFIS. Check AFTFIS sensor and connector Yes: Go to Step 3.
terminals for: damaged or pinched wires; wet or corroded terminals; loose
bent, or broken pins; or broken connector housing.
Are AFTFIS sensor connector, harness, and terminals clean and No: Repair connector,
Step 3 Check for biased AFTFP1 signal. Decision

AFTFIS is a 4-pin sensor containing Aftertreatment Fuel
Temperature (AFTFT) signal for fuel temperature, and AFTFP1
signal for fuel pressure.
A. Use Electronic Service Tool (EST) with ServiceMaxx™ software, Yes: Go to Step 4.
with AFTFIS connected, run Continuous Monitor session.
B. Monitor Aftertreatment Fuel Pressure 1 (AFTFP1) signal.
Is AFTFP1 between 0.66 and 0.86 volts? (Wiggle test may be necessary if No: Do AFTFIS Circuit
code is inactive or pending.) Checks (page 158). After
for SPN 3471 FMI 1.

monitor FDP sensor.
Step 5 Prime Aftertreatment Fuel Injector (AFI). Decision

A. Prime AFI, actuate Aftertreatment Fuel Doser (AFTFD) valve and Yes: Go to Step 7.
Aftertreatment Fuel Shutoff (AFTFSO) with DSI De-Aeration test.
B. Use EST with ServiceMaxx™ software, go to Procedures > KOER
Aftertreatment Procedures > DSI De-Aeration procedure.
C. Start engine, actuate AFTFSO while monitoring AFTFP1 signal
during actuation.
Does AFTFP1 rise to equal to or greater than 100 psi and hold steady for No: Go to Step 6.
at least 5 seconds?
Step 6 Verify AFTFSO and Aftertreatment Fuel Doser (AFTFD) harness Decision
connectors are connected to correct location.

D. Start OBFCT.
for Abort Message.
Is OBFCT running without an Abort Message in ServiceMaxx™ software? No: Correct Regen Inhibitors
(page 1387) and restart
OBFCT.
Step 8 Verify Parked Regen Checks. Decision

Are Parked Regen Checks within specification during OBFCT? No: See OBFCT Parked
Regen Checks(page 131)
table.

Fail
Engine condition Smooth, not stumbling If AFTFP1 is less than
110 psi: Do Fuel Delivery
Pressure (FDP) Test
122°F (50°C) per
(page 1480). Repair any
ServiceMaxx™ software
FDP measurements out of
specification. After repairs
3471 FMI 1.
DOCIT After 5 to 10 minutes If AFTFP2 fuel pressure
greater than 500°F is below 40 to 70 psi at
(260°C) AFI opening: Clean AFI
valve, housing, and bore.
After cleaning procedure is
greater than 986°F
(530°C)
FMI 1.
(700°C) than AFTFP1 and AFTFP2
are out of specifications:
Repair Parked Regen
Check(page 174). After
Aftertreatment Fuel Pressure 2 Aftertreatment Fuel repairs are complete, retest
(AFTFP2) Injector (pop-off valve) for SPN 3471 FMI 1.
fuel pressure range
between 40 and 70 psi at
opening pressure.

signal.
A. Key OFF. Yes: Verify each step was
C. Key-On Engine-Running (KOER) action.
FMI 1.
End Diagnostic Test

SPN 3480 FMI 2 - AFTFP1 signal erratic, intermittent, or incorrect
Fault Overview
Fault code sets when the Engine Control Module (ECM) detects Aftertreatment Fuel Inlet Sensor (AFTFIS)
sensor stuck in-range fault. Diagnostics are only performed prior to starting an active regeneration of the DPF, or
at Key ON if the active regeneration is continuing across key cycles. If the diagnostics fail, then the regeneration
request is aborted. Active regeneration of the aftertreatment diesel particulate filter will be disabled until the next
key cycle. Engine torque will be reduced if the engine is operated for an extended period of time with this fault
active.
Lamp Reaction
Associated Faults
• SPN 94 (FDP) • SPN 108 (BARO) • SPN 157 (FRP) • SPN 3246 FMI 2, 3, and
4 (DPFOT)
• SPN 3251 FMI 0 • SPN 3480 FMI 3 and 4 • SPN 3482 (AFTFSV) • SPN 3512 FMI 14
(DPFDP) (AFTFP1) (VREF 4)
• SPN 3556 (AFI) • SPN 4765 FMI 2, 3, and • SPN 4766 (DOCOT)
4 (DOCIT)
Fault Facts
None.

Regeneration
Possible Causes
• Down Stream Injection (DSI) unit or AFT Fuel Injector (AFI) fuel lines or connections loose, leaking,
restricted, or damaged.
• Failed AFTFIS sensor
Step 1 Check for Associated Fault Codes Decision

Diagnostic Trouble Code (DTC) list for Associated Faults (page 133).

Diagnostic Trouble Code (DTC) list for SPN 3480 FMI 2.
Step 3 Check for leaks restriction and damage. Decision

Check Down Stream Injection (DSI) unit and AFT Fuel Injector (AFI) fuel Yes: Repair or replace
lines and connections for: loose connections, leaks, restrictions, or damage. leaking, restricted, or
damaged fuel line or
connection. After repairs
3480 FMI 2.
Are the DSI unit and AFI fuel lines and connections leaking, restricted, No: Install new AFTFIS
or damaged? sensor. After repairs are
FMI 2.
End Diagnostic Test

SPN 3480 FMI 3 - AFTFP1 signal Out of Range HIGH
Fault Overview
Fault code sets when the Engine Control Module (ECM) detects Aftertreatment Fuel Pressure 1 (AFTFP1) signal
voltage is more than 4.85 volts. Engine torque may be reduced if the engine is operated for an extended period
of time with this fault active. Active regeneration of the aftertreatment system may be disabled until the next key
cycle.
Lamp Status
Associated Faults
SPN 3512 FMI 14 (VREF

4)
Fault Facts
ECM monitors AFTFP1 signal voltage to calculate fuel pressure in aftertreatment system.

Continuous
Possible Causes
• Failed AFTFIS
• AFTFP1 circuit short to power
• SIG GND circuit Open or high resistance
Step 1 Check for Associated Fault Codes Decision


Step 3 Inspect connections at AFT Fuel Inlet Sensor (AFTFIS) sensor. Decision
A. Key OFF Yes: Go to Step 4.
B. Disconnect AFTFIS sensor connector.
C. Check AFTFIS sensor and connector terminals for: damaged or
Are AFTFIS sensor connector, harness, and terminals clean and No: Repair connector,
Step 4 Check AFTFP1 circuit for short to PWR. Decision

A. Key ON Engine OFF. Yes: Go to Step 5.
B. Connect Breakout Harness ZTSE4830 between AFTFIS and ECM.
C. Use DMM to measure voltage between AFTFIS pin-4 and a known
good ground.
Is voltage 5 ± 05 volts? No: Repair short to power
between AFTFIS connector
pin-4 and ECM connector
pin C1-25. After repairs are
3480 FMI 3.
Step 5 Check SIG GND circuit for Open or high resistance. Decision
A. Key OFF. Yes: Replace AFTFIS. After
B. Connect Breakout Harness ZTSE4830 to vehicle harness and leave
for SPN 3480 FMI 3.
AFTFIS disconnected.
C. Connect 180-pin Breakout Box with Breakout Harness 00-01467-00
to vehicle harness and leave ECM disconnected
D. Use Digital Multimeter (DMM) to measure resistance from Breakout
Harness ZTSE4830 pin-1 to 180-pin Breakout Box pin C1-41.
Is resistance less than 5 ohms? No: Repair Open or high
resistance between AFTFIS
C1-41. After repairs are
FMI 3.

SPN 3480 FMI 4 - AFTFP1 signal Out of Range LOW
Fault Overview
Fault code sets when the Engine Control Module (ECM) detects the signal from the Aftertreatment Fuel Pressure
Fuel Pressure 1 (AFTFP1) circuit is less than 0.25 volts. Active aftertreatment regeneration may be disabled
until the next key cycle. Engine torque may be reduced if fault is active for an extended period of time.
Lamp Reaction
Associated Faults

4)
Fault Facts
The ECM monitors the (AFTFP1) signal voltage to calculate fuel pressure in the aftertreatment system.

Continuous
Possible Causes
• Failed AFTFIS
• AFTFP1 signal circuit short to GND
• AFTFP1 signal circuit Open or high resistance
• VREF 4 circuit Open or high resistance
Step 1 Check for associated fault codes Decision


Step 3 Inspect connections at AFT Fuel Inlet Sensor (AFTFIS). Decision

B. Disconnect AFTFIS connector.
C. Check AFTFIS sensor and connector terminals for: damaged or
Are AFTFFIS sensor connector, harness, and terminals clean and No: Repair connector,
Step 4 Check AFTFP1 circuit for short to GND. Decision

A. Connect Breakout Harness ZTSE4830 to vehicle harness and leave Yes: Go to Step 5.
AFTFIS disconnected.
B. Key OFF
C. Use Digital Multimeter (DMM) to measure voltage between Breakout
Harness ZTSE4830 pin-4 and known good GND.
Is resistance greater than 1000 ohms? No: Repair short to ground
between AFTFIS pin-4 and
ECM connector C1-25. After
for SPN 3480 FMI 4.
Step 5 Check VREF 4 circuit for Open or high resistance. Decision

AFTFIS disconnected
B. Connect 180-pin Breakout Box with ECM Breakout Harness
00-01467-00 to vehicle harness and leave ECM disconnected
C. Use Digital Multimeter (DMM) to measure resistance between
Breakout Harness pin-3 and 180-pin Breakout Box pin C2-08.
3480 FMI 4.
Step 6 Check AFTFP1 circuit for Open or high resistance. Decision

A. Connect Breakout Harness ZTSE4830 to vehicle harness and leave Yes: Replace AFTFIS. After
AFTFIS disconnected. repairs are complete, retest
for SPN 3480 FMI 4.
01-01467-00 to vehicle harness and leave ECM disconnected.
C. Use DMM, measure resistance between Breakout Harness pin-4
and 180–pin Breakout Box pin C1-25.
3480 FMI 4.

SPN 3556 FMI 0 - AFTFP2 below Warning Pressure
Fault Overview
Aftertreatment Fuel Pressure 2 (AFTFP2) sensor is a variable capacitance sensor that monitors fuel pressure
after Aftertreatment Fuel Doser (AFTFD) valve. Engine Control Module (ECM) uses AFTFP2 sensor to monitor
fuel delivery pressure to Aftertreatment Fuel Injector (AFI).
Lamp Reaction
Associated Faults
• SPN 27 • SPN 94 • SPN 102 • SPN 1189

• SPN 2659 • SPN 2791 • SPN 4077
Fault Facts
None

Continuous


Step 3 Inspect Down Stream Injection (DSI) unit supply line for leaks Decision
or damage
Visually inspect Down Stream Injection (DSI) unit supply line for leaks or Yes: Go to Step 4.
damage.
Is line free of leaks and damage? No: Replace DSI supply line.
Step 4 Inspect air intake system, exhaust system, and air filter. Decision
Inspect air intake system, exhaust system, and air filter for restrictions, air Yes: Go to Step 5.
leaks, or physical damage.
Is air intake system, exhaust system, and air filter free of restrictions, leaks, No: Repair restrictions, air
and physical damage? leaks, or physical damage.
Step 5 Determine if Intake Manifold Pressure (IMP) sensor or circuit Decision

is out of specifications.
Use EST with ServiceMaxx™ software, do IMP Biased Sensor Check . Yes: Go to Step 6.
Is IMP sensor within specifications? No: Repair IMP sensor or
circuit. After repairs are
FMI 0.
Step 6 Verify IMP changes when Turbocharger 2 Wastegate Control Decision

(TC2WC) and Exhaust Gas Recirculation (EGR) valve are
commanded On.
Key-On Engine-Running (KOER). Run Air Management Test while IMP signal change only when
monitoring IMP sensor signal. TC2WC is commanded On:
Do EGR Pinpoint Diagnostics
(page 1413) and check for
EGR issue. After repairs are
FMI 0.
Does IMP sensor signal change: IMP signal change only with
EGR valve commanded On:
Do TC2WC voltage and circuit
checks (page 1241). After
for SPN 3556 FMI 0.
• When TC2WC is commanded On? Neither change IMP signal
when commanded On: Go to
Step 7.
• When EGR valve is commanded On? Both change IMP signal when
commanded On: Go to Step
8.
Step 7 Verify IMP sensor and bore are not restricted due to carbon Decision
buildup.
Remove and inspect IMP sensor and bore for carbon buildup. Yes: Go to Step 8.
Is IMP sensor and bore free of carbon buildup? No: Clean IMP sensor bore of
carbon deposits. After repairs
3556 FMI 0.

monitor FDP sensor.
Step 9 Action Decision

A. Connect Fuel Inlet Restriction / Aeration Tool ZTSE4886 and fuel Yes: Go to Step 11.
pressure gauge(Figure 19) between high-pressure fuel pump and
fuel return line.
B. Measure fuel pressure at high idle, no load, and stabilized engine
operating temperature.
Is fuel return pressure greater than 15 psi? No: Go to Step 10.
Step 10 Inspect Aftertreatment Fuel Injector (AFI) supply line for leaks Decision
or damage.
retest for fault SPN 3556 FMI
0.
Is AFI supply line leaking or damaged? No: Clean AFI valve, housing,
and bore. After cleaning
procedure is complete, retest
for SPN 3556 FMI 0.
Step 11 Inspect fuel return line for fuel cooler. Decision

Inspect fuel return line for fuel cooler installed. Yes: Remove fuel cooler and
install a fuel line in its place.
Is a fuel cooler present? No: Repair restriction in fuel
return line. After repairs are
FMI 0.

SPN 3556 FMI 1 - AFTFP2 below desired (Possible system leak)
Fault Overview
Lamp Reaction
Associated Faults
• SPN 94 • SPN 2659 • SPN 3479 • SPN 3480
• SPN 3482 • SPN 4077 • SPN 5456
Fault Facts
None

Continuous


Use Electronic Service Tool (EST) with ServiceMaxx™ software, Key-On Yes: Go to Step 3.
Engine-Running (KOER) monitor FDP sensor.
Step 3 Determine if Aftertreatment Fuel Doser (AFTFD) is stuck open. Decision

A. Prime Aftertreatment Fuel Injector (AFI) by actuating AFTFD and Yes: Go to Step 5.
Aftertreatment Fuel Shutoff (AFTFSO) with DSI De-Aeration test.
B. Use EST with ServiceMaxx™ software, go to Procedures > KOER
Aftertreatment Procedures > DSI De-Aeration procedure.
C. Start engine, actuate AFTFSO while monitoring AFTFP1 signal
during actuation.
Does AFTFP1 rise to 100 psi or more and hold steady for at least 5 seconds? No: Go to Step 4.
Step 4 Check AFTFSO and Aftertreatment Fuel Doser (AFTFD) Decision

harness connectors are connected correctly
Use Electronic Service Tool (EST) with ServiceMaxx™ software, KOER, run AFTFP1 signal value does not
DSI De-Aeration test. Actuate AFTFSO and AFTFD. Monitor AFTFP1 and drop: Replace DSI unit. After
AFTFP2 signal values during activation. repairs are complete, retest
for SPN 3556 FMI 1.
not rise then drop when AFI
opens: Go to Step 6.
Does AFTFP2 signal value rise then drop when AFI opens? AFTFP1 signal value drops
and AFTFP2 rises, then drops
when AFI is opened (correct
operation): Retest for SPN
3556 FMI 1 status.
Step 6 Visually inspect AFI supply line. Decision

Is line leaking or damaged? No: Clean AFI, AFI housing,
and bore. After repairs are
FMI 1.

SPN 4077 FMI 2 - AFTFP2 signal erratic, intermittent, or incorrect
Fault Overview
Lamp Reaction
Associated Faults
• SPN 27 • SPN 94 • SPN 102 • SPN 1189
• SPN 2791 • SPN 4077
Fault Facts
None

Continuous

Step 2 Inspect intake air, exhaust, and aftertreatment systems. Decision

Perform Intake Air(page 1658) and Exhaust and Aftertreatment(page 1659) Yes: Go to Step 3.
Inspections.
Is air intake system, exhaust system, and air filter free of restrictions, leaks, No: Repair restrictions, air
and physical damage? leaks, or physical damage.
Step 3 Visually inspect Down Stream Injection (DSI) unit supply line. Decision
Visually inspect Down Stream Injection (DSI) unit supply line for leaks or Yes: Go to Step 4.
damage.
Is line free of leaks and damage? No: Replace DSI supply line.
Step 4 Determine if Intake Manifold Pressure (IMP) sensor or circuit Decision

is out of specifications.
Use EST with ServiceMaxx™ software, do IMP Biased Sensor Check . Yes: Go to Step 5.
Is IMP sensor within specifications? No: Repair IMP sensor or
FMI 0.

commanded On.
Use EST with ServiceMaxx™ software, Key-On Engine-Running (KOER). IMP signal change only when
Run Air Management Test while monitoring IMP sensor signal. TC2WC is commanded On:
Do EGR Pinpoint Diagnostics
FMI 0.
for SPN 4077 FMI 0.
When TC2WC is commanded On? Neither change IMP signal
Step 6.
When EGR valve is commanded On? Both change IMP signal when
7.
buildup.
4077 FMI 0.

monitor FDP sensor.
Step 8 Measure fuel return pressure from high-pressure fuel pump. Decision
A. Connect Fuel Inlet Restriction/Aeration Tool ZTSE4886 and fuel Yes: Go to Step 10.
pressure gauge(Figure 19) between high-pressure fuel pump and
fuel return line.
B. Measure fuel pressure at high idle, no load, and stabilized engine
operating temperature.
Is fuel return pressure greater than 15 psi? No: Go to Step 9.
Step 9 Inspect Aftertreatment Fuel Injector (AFI) supply line. Decision

Visually inspect Aftertreatment Fuel Injector (AFI) supply line for leaks or Yes: Replace AFI supply line.
damage. After repairs are complete,
Is line leaking or damaged? No: Clean AFI valve, housing,
and bore. After cleaning
procedure is complete, retest
for SPN 4077 FMI 0.
Step 10 Inspect fuel return line for fuel cooler. Decision

Inspect fuel return line for fuel cooler. Yes: Remove fuel cooler and
install a fuel line in its place.
Is a fuel cooler present? No: Repair restriction in fuel
return line. After repairs are
FMI 0.

SPN 4077 FMI 3 - AFTFP2 signal Out of Range HIGH

Tools Required
• Breakout Harness (AFTFP2) ZTSE6027
Pinpoint Diagnostics With ServiceMaxx™ Software
WARNING: To prevent personal injury or death, stay clear of rotating parts (belts and fan) and hot
engine surfaces.
1. Using Electronic Service Tool (EST) with ServiceMaxx™ software, run Continuous Monitor test.
2. Monitor sensor voltage and verify an active DTC for this sensor.
• 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.
Sensor Circuit Check

Disconnect engine harness from sensor.
EST – Monitor 0V If > 0 V, check AFTFP2 signal circuit for short to PWR.
AFTFP2v
DMM — Measure volts 5.0 V ± 0.5 V If > 5.5 V, check VREF4 for short to PWR.
1 to GND If < 4.5 V, check VREF 4 for OPEN or short to GND. Do
Harness Resistance Check.
DMM — Measure 5 V ± 0.5 V If < 4.5 V, check SIG GND for OPEN. Do Harness
voltage Resistance Check.
1 to 2
EST – Monitor 0V If > 0.5 V, check AFTFP2 signal circuit for OPEN. Do
AFTFP2v Harness Resistance Check.
Short across Breakout
Harness ZTSE6027
pins 2 and 3
If checks are within specification, connect sensor and clear DTCs. If active code remains, replace AFTFP2
sensor.
Pinpoint Diagnostics Without ServiceMaxx™ Software

Connect Breakout Harness ZTSE6027. Leave sensor disconnected. Turn ignition switch to ON. Use
DMM to measure voltage.
1 to GND 5V If > 5.5 V, check VREF4 for short to PWR.
If < 4.5 V, check VREF4 for OPEN or short to GND. Do
2 to GND 0V If > 0.25 V, check SIG GND circuit for short to PWR.
3 to GND 0V If > 0.25 V, check AFTFP2 circuit for short to PWR.

Turn ignition switch to OFF. Connect 180-Pin Breakout Box and sensor Breakout Harness ZTSE6027. Leave
ECM and sensor disconnected. Use DMM to measure resistance.
1 to GND > 1k Ω If < 1k Ω, check for short to GND.
1 to C2-08 <5Ω If > 5 Ω, check for OPEN circuit.
SPN 4077 FMI 4 - AFTFP2 signal Out of Range LOW

Tools Required
• Breakout Harness (AFTFP2) ZTSE6027
engine surfaces.
• If DTC is active, continue to Sensor Circuit Check.

Disconnect engine harness from sensor.
EST – Monitor 0V If > 0 V, check AFTFP2 signal circuit for short to PWR.
AFTFP2v
DMM — Measure volts 5.0 V ± 0.5 V If > 5.5 V, check VREF4 for short to PWR.
1 to GND If < 4.5 V, check VREF 4 for OPEN or short to GND. Do
DMM — Measure 5 V ± 0.5 V If < 4.5 V, check SIG GND for OPEN. Do Harness
voltage Resistance Check.
1 to 2
EST – Monitor 0V If > 0.5 V, check AFTFP2 signal circuit for OPEN. Do
AFTFP2v Harness Resistance Check.
Short across Breakout
Harness ZTSE6027
pins 2 and 3
If checks are within specification, connect sensor and clear DTCs. If active code remains, replace AFTFP2
sensor.

Connect Breakout Harness ZTSE6027. Leave sensor disconnected. Turn ignition switch to ON. Use
DMM to measure voltage.
1 to GND 5V If > 5.5 V, check VREF4 for short to PWR.
If < 4.5 V, check VREF4 for OPEN or short to GND. Do
2 to GND 0V If > 0.25 V, check SIG GND circuit for short to PWR.
3 to GND 0V If > 0.25 V, check AFTFP2 circuit for short to PWR.

SPN 5456 FMI 3 - AFTFT signal Out of Range HIGH
Pinpoint Diagnostics With ServiceMaxx™ software
engine surfaces.
• If DTC is active, continue to Cold Soak Sensor Compare Check.

Connect Breakout Harness ZTSE4830 and leave sensor disconnected. Turn ignition switch to ON.
EST – Monitor 4.5 V - 5.0 V If < 4.5 V check AFTFP1 circuit for short to GND.
AFTFP1v
EST – Monitor AFTFTv 4.5 V - 5.0 V If < 4.5 V check AFTFT circuit for short to GND.
DMM – Measure volts 5 V ± 0.5 V If > 5.5 V, check VREF4 for short to PWR.
3 to GND If < 4.5 V, check VREF4 for OPEN or short to GND, go to
DMM — Measure B+ If < B+, check SIG GND circuit for OPEN.
voltage
1 to B+
EST - Monitor AFTFTv 0V If > 0.5 V, check AFTFT circuit for OPEN.
short 1 to 2
EST - Monitor AFTFP1v 0 V If > 0.5 V, check AFTFIS circuit for OPEN.
short 1 to 4
If checks are within specification, connect sensor, clear DTCs, and cycle accelerator pedal a few times.
If active code returns, replace sensor.

Connect Breakout Harness ZTSE4830. Leave sensor disconnected. Turn ignition switch ON. Use DMM to
measure voltage.
1 to B+ B+ If < B+, check for OPEN in SIG GND circuit.
2 to GND 5V If < 4.5 V, check for OPEN in AFTFT circuit.
3 to GND 5V If < 4.5 V, check for OPEN in VREF4 circuit.
4 to GND 5V If < 4.5 V, check for OPEN in AFTFP1 circuit.

1 to GND > 1k Ω If < 1k Ω, check SIG GND circuit for short to GND.
1 to C1-41 <5Ω If > 5 Ω, check SIG GND circuit for OPEN.
2 to GND > 1k Ω If < 1k Ω, check AFTFT circuit for short to GND.
2 to C1-26 <5Ω If > 5 Ω, check AFTFT circuit for OPEN.
3 to GND > 1k Ω If < 1k Ω, check VREF4 circuit for short to GND.
3 to C2-08 <5Ω If > 5 Ω, check VREF4 circuit for OPEN.
4 to GND > 1k Ω If < 1k Ω, check AFTFP1 circuit for short to GND.
4 to C1-25 <5Ω If > 5 Ω, check AFTFP1 circuit for OPEN.
SPN 5456 FMI 4 - AFTFT signal Out of Range LOW
Pinpoint Diagnostics With ServiceMaxx™ software
engine surfaces.

Connect Breakout Harness ZTSE4830 and leave sensor disconnected. Turn ignition switch to ON.
EST – Monitor 4.5 V - 5.0 V If < 4.5 V check AFTFP1 circuit for short to GND.
AFTFP1v
EST – Monitor AFTFTv 4.5 V - 5.0 V If < 4.5 V check AFTFT circuit for short to GND.
DMM – Measure volts 5 V ± 0.5 V If > 5.5 V, check VREF4 for short to PWR.
3 to GND If < 4.5 V, check VREF4 for OPEN or short to GND, go to
DMM — Measure B+ If < B+, check SIG GND circuit for OPEN.
voltage
1 to B+
EST - Monitor AFTFTv 0V If > 0.5 V, check AFTFT circuit for OPEN.
short 1 to 2
EST - Monitor AFTFP1v 0 V If > 0.5 V, check AFTFIS circuit for OPEN.
short 1 to 4
If checks are within specification, connect sensor, clear DTCs, and cycle accelerator pedal a few times.
If active code returns, replace sensor.

Connect Breakout Harness ZTSE4830. Leave sensor disconnected. Turn ignition switch ON. Use DMM to
measure voltage.
1 to B+ B+ If < B+, check for OPEN in SIG GND circuit.
2 to GND 5V If < 4.5 V, check for OPEN in AFTFT circuit.
3 to GND 5V If < 4.5 V, check for OPEN in VREF4 circuit.
4 to GND 5V If < 4.5 V, check for OPEN in AFTFP1 circuit.

1 to GND > 1k Ω If < 1k Ω, check SIG GND circuit for short to GND.
1 to C1-41 <5Ω If > 5 Ω, check SIG GND circuit for OPEN.
2 to GND > 1k Ω If < 1k Ω, check AFTFT circuit for short to GND.
2 to C1-26 <5Ω If > 5 Ω, check AFTFT circuit for OPEN.
3 to GND > 1k Ω If < 1k Ω, check VREF4 circuit for short to GND.
3 to C2-08 <5Ω If > 5 Ω, check VREF4 circuit for OPEN.
4 to GND > 1k Ω If < 1k Ω, check AFTFP1 circuit for short to GND.
4 to C1-25 <5Ω If > 5 Ω, check AFTFP1 circuit for OPEN.
AFTFSO (Aftertreatment Fuel Shutoff) Valve Sensor

Overview of AFTFSO Sensor
SPN FMI Actions

3482 3 AFT Fuel Shutoff Valve short to PWR (page 162)
3482 4 AFT Fuel Shutoff Valve short to GND (page 166)
Overview
Aftertreatment Fuel Shutoff (AFTFSO) valve is used during active and parked regeneration of aftertreatment
system and is commanded open by Aftertreatment Control Module (ACM). Diesel fuel is supplied to AFTFSO
valve from low-pressure fuel pump which supplies AFT fuel doser module.
Figure 20 Aftertreatment Shutoff Valve Location

1. Aftertreatment Fuel Shutoff
(AFTFSO)
Figure 21 20-pin DEF Harness Interconnect Location (Typical)

1. 20-pin DEF Harness
Interconnect
Figure 22 20-pin DEF Harness Connector End View

1. 20-pin DEF harness male side 2. 20-pin DEF harness female side
connector connector
SPN 3482 FMI 3 - AFT Fuel Shutoff Valve short to PWR
Fault Overview
Fault code sets when Engine Control Module (ECM) detects voltage signal from Aftertreatment Fuel Shutoff
(AFTFSO) is high. Active regeneration of aftertreatment system is disabled. Engine torque will be reduced if
fault is active for an extended period of time.
Lamp Reaction
Associated Faults
None
Fault Facts
None

Continuous
Possible Causes
• AFTFSO-H circuit short to PWR
• AFTFSO-H circuit Open or high resistance
• AFTFSO-L circuit Open or high resistance
• Failed Aftertreatment Fuel Shutoff (AFTFSO) Valve
Step 1 Inspect connections at Engine Control Module (ECM). Decision

A. Key OFF, disconnect ECM. Yes: Go to Step 2.
B. Check ECM and connector terminals for: damaged or pinched
wires; wet or corroded terminals; loose, bent, or broken pins; or
broken connector housing.
Are ECM connector, harness, and terminals clean and undamaged? No: Repair connector,
Step 2 Check Aftertreatment Fuel Shutoff (AFTFSO) Valve circuit for Decision
Open or high resistance.
A. Connect 180-pin Breakout Box with Breakout Harness 00-01467-00 Yes: Go to Step 6.
to vehicle harness and leave ECM disconnected.
B. Key OFF, use DMM, measure resistance between Breakout Box pin
C2-07 and C2-20.
Is resistance less than 20 ohms? No: Go to Step 3.
Step 3 Inspect connections at AFTFSO. Decision

A. Key OFF, disconnect AFTFSO. Yes: Go to Step 4.
B. Check AFTFSO and connector terminals for: damaged or pinched
Are AFTFSO connector, harness, and terminals clean and undamaged? No: Repair connector,
Step 4 Check AFTFSO-H circuit for Open or high resistance. Decision

AFTFSO disconnected.
B. Connect 180-pin Breakout Box with Breakout Harness 00-01467-00
C. Key OFF, use DMM, measure resistance between Breakout
Harness pin-1 and Breakout Box pin C2-07.
resistance between ECM pin
C2-07 and AFTFSO pin-1.
Step 5 Check AFTFSO-L circuit for Open or high resistance. Decision

C. Key OFF, use DMM, measure resistance between Breakout Harness
pin-2 and Breakout Box pin C2-20.
C2-20 and AFTFSO pin-2.
Step 6 Check Aftertreatment Fuel Shutoff (AFTFSO-H) circuit for short Decision
to PWR.
A. Connect Breakout Harness ZTSE4602 to vehicle harness and leave Yes: Replace AFTFSO. After
AFTFSO disconnected. repairs are complete, retest
for SPN 3482 FMI 3
C. Key-On Engine-Off (KOEO), use DMM, measure voltage between
Breakout Harness pin-1 and Breakout Box pin C2-07.
Is voltage less than 0.5 Volts? No: Repair short to PWR
AFTFSO pin-1. After repairs
3482 FMI 3.

SPN 3482 FM 4 - AFT Fuel Shutoff Valve Short to GND
Fault Overview
Fault code sets when Engine Control Module (ECM) detects a short to ground in Aftertreatment Fuel Shutoff
(AFTFSO) Valve circuit. Active regeneration of Diesel Particulate Filter (DPF) is disabled until next key cycle,
and engine torque will be reduced if fault is active for an extended period of time.
Lamp Reaction
Associated Faults
None
Fault Facts
None

Continuous
Possible Causes
• AFTFSO-H short to GND
• AFTFSO-H shorted to AFTFSO-L
• Failed Aftertreatment Fuel Shutoff (AFTFSO) Valve
Step 1 Inspect connections at AFTFSO. Decision

A. Key OFF, disconnect AFTFSO. Yes: Go to Step 2.
B. Check AFTFSO and connector terminals for: damaged or pinched
Are AFTFSO connector, harness, and terminals clean and undamaged? No: Repair connector,
Step 2 Check AFTFSO-H circuit for short to GND. Decision

B. Key OFF, use DMM, measure resistance between Breakout
Harness pin-1 and known good GND.
Is resistance less than 1000 ohms? No: Repair short to PWR
AFTFSV pin-1. After repairs
3482 FMI 4.

A. Key OFF, disconnect ECM. Yes: Go to Step 4.
Step 4 Check for AFTFSO-H circuit shorted to AFTFSO-L circuit. Decision

A. Connect Breakout Harness ZTSE4602 to vehicle harness and leave Yes: Replace AFTFSV. After
AFTFSV disconnected. repairs are complete, retest
for SPN 3482 FMI 4.
B. Leave ECM disconnected.
C. Key OFF, use a DMM to measure resistance between Breakout
Harness pin-1 and Breakout Harness pin-2.
Is resistance greater than 1000 ohms? No: Repair short between
AFTFSV-H circuit and
AFTFSV-L circuit. After
for SPN 3482 FMI 4.

AMS (Air Management) System

Overview of AMS Sensor
SPN FMI Condition

102 10 Boost slow response fault (page 171)
102 16 Overboost (page 176)
102 18 Underboost (page 178)
2659 20 EGR High Flow Rate detected (page 180)
2659 21 EGR Low Flow Rate detected (page 182)
Overview
SPN 102 FMI 10 - Boost slow response fault
Fault Overview
Fault code sets when Engine Control Module (ECM) detects that actual Intake Manifold Pressure (IMP)
accumulated value deviates more than 93.5 psi (645 kPa) from commanded.
Lamp Reaction
Associated Faults
• SPN 27 (EGR) • SPN 51 (ETV) • SPN 1189 (TC2WC) • SPN 2791 (EGR)
• SPN 3464 (ETV)
Fault Facts
None

Road Test
Possible Causes
• Turbocharger 2 (TC2) wastegate stuck open
• Restricted intake air system
• Charge Air Cooler (CAC) or hose leaking
• Failed turbocharger
• Biased IMP sensor
• Restricted or leaking exhaust
• Exhaust Gas Recirculation (EGR) fault

Diagnostic Trouble Codes (DTC) list for Associated Faults (page 171).
Step 2 Determine if engine air intake or exhaust system is restricted. Decision

Inspect air intake system, exhaust system, and air filter for restrictions, air Yes: Go to Step 3.
leaks, or physical damage. Perform Intake Air Inspection (page 1658).
Is air intake system, exhaust system, and air filter free of restrictions, leaks, No: Repair intake, exhaust,
and physical damage? or air filter restriction, leak,
or physical damage. After
for SPN 102 FMI 10.

commanded On.
Key-On Engine-Running (KOER). Run Air Management Test(page 1434) IMP signal change only when
while monitoring IMP sensor signal. TC2WC is commanded On:
Go to Step 4.
Go to Step 5.
• When TC2WC is commanded On? Neither change IMP signal
Step 6.
• When EGR valve is commanded On? Both change IMP signal when
8.
Step 4 Check EGR valve operation. Decision

Did EGR valve meet commanded position? No: Replace EGR valve.
Step 5 Check TC2WC operation. Decision

Perform Turbocharger 2 Wastegate (TC2WC) Functional Test (page 1470). Yes: Go to Step 6.
Does TC2WC operate properly? No: Replace failed
component identified during
test. After repairs are
FMI 10.
buildup.
102 FMI 10. Go to Step 7
if cleaning does not resolve
fault code.
Step 7 Determine if Charge Air Cooler is leaking. Decision

Do Charge Air Cooler (CAC) pressure test (page 1530). Yes: Go to Step 8.
Was CAC free of leaks? No: Replace CAC. After
for SPN 102 FMI 10.
Step 8 Determine if Diesel Oxidation Catalyst (DOC) or Diesel Decision

Particulate Filter (DPF) are restricted.
Do a road test (100% throttle when safe to do so) while recording a snap Both TC1TOP and
shot of following signals: DPFDP signals are above
specification: Go to Step 9.
• Diesel Particulate Filter Differential Pressure (DPFDP) is between 0.5
and 0.8 psi
• Turbocharger 1 Turbine Outlet Pressure (TC1TOP) is between 2 and
3 psi
Are DPFDP and TC1TOP within specification? Only TC1TOP signal above
specification: Perform
DOC Inspection and DPF
Inspection . Clean or replace
DOC and DPF as necessary.
DPFDP and TC1TOP specifications only apply with soot load is less than Neither signal above
40%. specification: Go to Step
10.
Step 9 Check for Parked Regen Inhibitors. Decision

Use EST with ServiceMaxx™ software, start Onboard Filter Cleanliness Yes: Go to Step 10 while
Test procedure. Onboard Filter Cleanliness
Test is in process.
Did Onboard Filter Cleanliness Test start without an Abort Message in No: Correct Regen
ServiceMaxx™ software? Inhibitors(page 1387) and
restart Onboard Filter
Cleanliness Test. Go to
Step 10.
Step 10 Decision
While running Onboard Filter Cleanliness Test, inspect for exhaust leaks Yes: Go to Step 11.
and monitor following signals during test:
Are Parked Regen Checks within specification during Onboard Filter No: See Parked Regen
Cleanliness Test? Checks(page 174).
Parked Regen Checks

Fail
Engine condition Smooth, not stumbling If AFTFP1 is below 110
psi: Go to SPN 3055 FMI
Engine Coolant Temp (ECT) Above 122°F (50°C) per
(page 828). Repair cause of
low FDP. After repairs are
FMI 10.
DOCIT After 5 to 10 minutes If AFTFP1 fuel pressure is
above 500°F (260°C) below 40 to 70 psi at AFTFI
opening: Clean AFTFI valve,
housing, and bore (see
above 986°F (530°C)
Engine Service Manual).
FMI 10.
DPFOT Below 1292°F (700°C) If Parked Regen Checks
other than AFTFP1 is out
Aftertreatment Fuel Pressure 1 > 110 psi during test
of specifications: Repair
(AFTFP1)
Parked Regen Check. After
repairs complete, retest for
SPN 102 FMI 10.
Step 11 Determine if DPF is restricted or damaged. Decision

Analyze Onboard Filter Cleanliness Test results. Yes: Go to Step 12.
After Onboard Filter Cleanliness Test is complete, does Diesel Particulate No: Perform DPF Inspection
Filter Differential Pressure (DPFDP) signal measure below 0.5 psi at high procedure, reference
idle? DPF re-use guidelines
in Aftertreatment Service
Manual 0000001602. Clean
or replace DPF as needed.
Step 12 Inspect turbochargers for correct operation. Decision

Inspect for signs of wear on turbocharger compressor wheel and air inlet. Yes: Repair or replace
Look for chipping, scuffs, and rough finishes. turbocharger as necessary.
Was anything determined to be malfunctioning or damaged? No: End Diagnostics, retest
for SPN 102 FMI 10.

After performing all tests, if no problem is found, verify if each step was completed correctly and proper
decision was made. Return to SPN 102 FMI 10 fault code diagnostics.
SPN 102 FMI 16 - Overboost
Fault Overview
Fault code sets when Engine Control Module (ECM) detects that Intake Manifold Pressure (IMP) is greater than
a predetermined value.
Lamp Reaction
Associated Faults
• SPN 102 FMI 2, 3, and • SPN 1189 FMI 3, 4, and

4 (IMP) 5 (TC2WC)
Fault Facts
None

Road Test
Possible Causes
• Turbocharger 2 (TC2) wastegate stuck closed
• Failed Air Control Valve (ACV)
• Missing, broken, or disconnected air line to ACV
• Missing, broken, or disconnected air line to Exhaust Back Pressure Valve (EBPV)

Step 2 Determine if air management system is operating properly. Decision

Perform Air Management Test(page 1434) while monitoring IMP sensor Yes: End diagnostics, retest
signal. for SPN 102 FMI 16.
Did IMP decrease when Turbocharger 2 Wastegate Control (TC2WC) was No: Go to Step 3.
actuated?
Step 3 Check ACV, ACV supply line, and EBPV supply line operation Decision
and condition.
Perform Exhaust Back Pressure Valve Functional Test (page 1473). Yes: Replace failed
FMI 16.
Did test identify a failed component? No: End diagnostics, retest
for SPN 102 FMI 16.

SPN 102 FMI 18 - Underboost
Fault Overview
Fault code sets when Engine Control Module (ECM) detects that Intake Manifold Pressure (IMP) is less than a
predetermined value.
Lamp Reaction
Associated Faults
• SPN 521 (ETV) • SPN 102 FMI 2, 3, and • SPN 1189 FMI 3, 4, and
4 (IMP) 5 (TC2WC)
Fault Facts
None

Road Test
Possible Causes
• Restricted intake air or Charge Air Cooler (CAC) system
• CAC hose, clamp, or pipe leaking
• Failed turbocharger
• Turbocharger 2 Wastegate Control (TC2WC) failure

Step 2 Determine if engine air intake or CAC is leaking, damaged, Decision

restricted.
Yes: Go to Step 3.
physical damage. Perform Intake Air Inspection (page 1658).
No: Repair intake, CAC,
physical damage?
or physical damage. After
for SPN 102 FMI 18.
Step 3 Inspect High and Low-Pressure turbochargers for damage. Decision

Remove both turbocharger compressor inlet pipes. Inspect for signs of No: Go to Step 4.
wear on turbocharger compressor wheel and air inlet. Look for chipping,
(page 1676).
Are turbochargers free of signs of wear and excessive radial play? Yes: Repair or replace
turbochargers as needed.
Step 4 Determine if air management system is operating properly. Decision

Perform Air Management Test(page 1434) while monitoring IMP sensor Yes: End diagnostics, retest
signal. for SPN 102 FMI 18.
Did IMP decrease when Turbocharger 2 Wastegate Control (TC2WC) was No: Go to Step 5.
actuated?
Step 5 Check TC2WC operation. Decision

Perform Turbocharger 2 Wastegate (TC2WC) Functional Test (page 1470). Yes: End diagnostics, retest
for SPN 102 FMI 18.
Does TC2WC operate properly? No: Replace failed component

for SPN 102 FMI 18.

SPN 2659 FMI 20 - EGR High Flow Rate detected
Fault Overview
Fault code sets when Engine Control Module (ECM) detects feedback from Oxygen Sensor (O2S) indicates
oxygen levels in exhaust are too low compared to Exhaust Gas Recirculation Valve (EGRV) movement
commands.
Lamp Reaction
Associated Faults
• SPN 27 (EGR) • SPN 91 (APP) • SPN 724 (O2S) • SPN 2623 (APP)
• SPN 2791 (EGR) • SPN 3223 (O2S) • SPN 5298 (AFT • SPN 5541 (TC1TOP)
System)
Fault Facts
None

Road Test
Possible Causes
• Soot build-up on EGRV
• Failed EGRV

Step 2 Verify Intake Manifold Pressure (IMP) changes when Exhaust Decision
Gas Recirculation Valve (EGRV) is commanded ON.
Perform Air Management Test . Yes: End diagnostics, retest
for SPN 2659 FMI 20.
Does IMP decrease when EGRV is commanded ON? No: Go to Step 3.
Step 3 Inspect EGRV for soot build-up or damage. Decision

Remove EGR cooler bellow tubes (see Engine Service Manual). Inspect Yes: Go to Step 4.
EGRV butterfly, shaft and bore for soot build-up or damage blocking EGRV
movement.
Is EGRV butterfly, shaft, and bore free of soot build-up and undamaged? No: Replace EGRV. After
Step 4 Verify EGRV can meet commanded position. Decision

Perform EGR Valve Position Test . Yes: End diagnostics, retest
Does EGRV meet expected outcome of test? No: Replace EGRV. After

SPN 2659 FMI 21 - EGR Low Flow Rate detected
Fault Overview
Fault code sets when Engine Control Module (ECM) detects feedback from Oxygen Sensor (O2S) indicates
oxygen levels in exhaust are too high for Exhaust Gas Recirculation Valve (EGRV) position.
Lamp Reaction
Associated Faults
None.
Fault Facts
Visual inspection is not an approved method for diagnosing a low temp cooler. There are many parameters
considered by ECM when determining EGR flow, and it is not simply a restriction across cooler. Cleaning or
replacement of high temp cooler for fouling (plugging) is not necessary, as it can only plug if core is leaking
(failed).

Continuous.
Possible Causes
• Restricted Low Temperature EGR Cooler Core
Special Tools
• Low Temperature EGR Core Puller Tool 12-892-04
• Coolant Management Tool KL5007NAV
• EGR Leak Detection Kit 12-892-02
• EGR Cooler Alignment Tool 12-892-01
• EGR Cooler Lifting Bracket 12-892-03
Step 1 Decision
Yes: Go to Step 4.
Is SPN 111-1 or a coolant consumption complaint present with SPN 2659 No: Go to Step 2.
FMI 21?

No diagnostics needed. ProStar+ 113 or 122. Go to
IK1201096.
Replace Low Temp EGR Cooler Core based on chassis instructions. TranStar. Go to IK1201097.
Which model of truck is being worked on? WorkStar or Cat. Go to
IK1201098.
PayStar or LoneStar. Go to
Step 3.
Step 3 Action
Follow Engine Service Manual for EGR Cooler removal and proceed to off-chassis core Remove and
Replace instructions in Repair Procedure.
A procedure for in-chassis core replacement has not been developed. This is not to say it's not possible.
At this time, we are recommending off-chassis replacement of core.

Check for coolant loss false positive. Yes: Review complaint and
return to Step 2.
Has vehicle recently had any of following events? No: Go to Step 5.
• Vehicle recently had a cooling system repair and improperly refilled
• Vehicle recently repaired and fault code not successfully cleared
• Operator unaware of proper filling procedure (over-filling)

Perform EGR Cooler Leak Test(page 1602). Yes: Low Temperature Core.
Follow results in Step 2 for
core replacement.
Did test identify a leaking EGR Cooler core? Yes: High Temperature Core.
Go to IK1201113.
Yes: Low Temperature and
High Temperature Core. Go
to Step 6.
System Operational Checkout

If BOTH cooler halves are found to be leaking, make sure LT cooler did Yes: Go to IK1201113
not appear failed due to residual air in core from High Temp core testing. for High temperature core
This happens when leak detection hose is not vented to atmosphere (left replacement. Follow results
in water) between tests and/or when HT is tested and fittings are switched in Step 2 for low temperature
quickly - air pressure in core passages is still enough to cause bubbles core replacement.
when putting pressure to LT. Always pressure test LT section THEN HT
section. Perform EGR Cooler Leak Test (page 1602).
Are both cores still leaking? No: Follow results in Step 5
for core replacement.

APP (Accelerator Pedal Position) Sensor

Overview of APP Sensor
SPN FMI Condition

91 2 APP1 and APP2 signal conflict (page 186)
91 3 APP1 signal Out of Range HIGH (page 197)
91 4 APP1 signal Out of Range LOW (page 201)
2623 3 APP2 signal Out of Range HIGH (page 206)
2623 4 APP2 signal Out of Range LOW (page 210)
Overview
Accelerator Pedal Position (APP) sensor is a variable-resistance sensor that increases or decreases resistance
as accelerator pedal position changes. No mechanical attachment is present from accelerator pedal to engine.
Engine Control Module (ECM) compares signals from two potentiometers to determine accelerator pedal
position, APP1 and APP2. APP1 is supplied 5 volts while APP2 is supplied 2.5 volts. As pedal is pressed,
resistance decreases and change in voltage is interpreted by ECM.
SPN 91 FMI 2 - APP1 and APP2 signal conflict
Fault Overview
Fault codes sets when Engine Control Module (ECM) detects difference between APP1 signal value and APP2
signal value is greater than expected.
Lamp Reaction
Associated Faults
• SPN 91 FMI 3 and 4 • SPN 2623 FMI 3 and 4 • SPN 3509 FMI 14 • SPN 3513 FMI 14
(APP1) (APP2) (VREF 1) (VREF 5)
Fault Facts
None

Continuous
Possible Causes
• APP1 circuit Open or high resistance
• APP2 circuit Open or high resistance
• APP1 SIG GND circuit Open or high resistance
• APP2 SIG GND circuit Open or high resistance
• Failed Accelerator Pedal Position (APP) sensor


Step 3 Inspect connections at Accelerator Pedal Position (APP) Decision

connector.
B. Disconnect APP connector.
C. Check APP and connector terminals for: damaged or pinched
Are APP connector, harness, and terminals clean and undamaged? No: Repair connector,

A. Perform Test 1 (page 191). Yes: Go to Step 5.
B. Use DMM, measure voltage between Breakout Harness
ZTSE4485A pin-C and known good GND.
Is voltage 5 ± 0.25 volts? No: Repair Open or high
resistance between APP
pin-C and ECM pin C1-36.

ZTSE4485A pin-D and known good GND.
pin-D and ECM pin C1-50.
Step 6 Check APP1 circuit for Open or high resistance. Decision

ZTSE4485A pin-A and pin-B.
Is voltage 1.15 ± 0.25 volts? No: Go to Step 7.
Step 7 Check APP1 SIG GND circuit for Open or high resistance. Decision
A. Perform Test 4 (page 193). Yes: Repair Open or high
pin-B and ECM pin C1-23.
ZTSE4485A pin-A and known good GND.
Is voltage 1.15 ± 0.25 volts? No: Repair Open or high
pin-A and ECM pin C2-54.
Step 8 Check APP2 circuit for Open or high resistance. Decision

A. Perform Test 5 (page 194). Yes: Replace APP sensor.
ZTSE4485A pin-F and pin-E.
Step 9 Check APP2 SIG GND circuit for Open or high resistance. Decision
pin-E and ECM pin C1-11.
ZTSE4485A pin-F and known good GND.
pin-F and ECM pin C2-55.

After performing diagnostic steps, if SPN 91 FMI 2 remains, verify if step was completed correctly and proper
decision was made. Notify supervisor for further action.

See latest version of Navistar® MaxxForce® 11 and 13 Engine and Aftertreatment Wiring Schematic Form
Tools Required
• Breakout Harness ZTSE4485A
Figure 23 VREF 1 Circuit Check
Test 1
A. Key OFF.
B. Disconnect Accelerator Pedal Position (APP) sensor.
C. Connect Breakout Harness ZTSE4485A to vehicle harness and leave APP sensor disconnected.
D. Key ON
Test 2
A. Key OFF.
D. Key ON
Figure 25 APP1 Circuit Check
Test 3
A. Key OFF.
C. Connect Breakout Harness ZTSE4485A between vehicle harness and APP sensor.
D. Key ON
Figure 26 APP1 SIG GND Circuit Check
Test 4
A. Key OFF.
D. Key ON
Test 5
A. Key OFF.
D. Key ON
Figure 28 APP2 SIG GND Circuit Check
Test 6
A. Key OFF.
D. Key ON
SPN 91 FMI 3 - APP1 signal Out of Range HIGH
Fault Overview
Fault code sets when Engine Control Module (ECM) detects that Accelerator Pedal Position 1 (APP1) circuit
voltage greater than 4.575 volts
Lamp Reaction
Associated Faults
None
Fault Facts
None

Continuous
Possible Causes
• APP1 circuit short to PWR
• SIG GND circuit Open
• Failed APP sensor


connector.
Step 3 Check for short to power on APP1 circuit. Decision

Is voltage 0 ± 0.5 volts? No: Repair short to PWR
between APP pin-A and ECM
FMI 3.
Step 4 Check for an Open on SIG GND circuit. Decision

ZTSE4485A pin-B and PWR.
Is voltage B+ ± 0.5 volts? No: Repair Open between
APP pin-B and ECM pin
FMI 3.

After performing diagnostic Steps, if SPN 91 FMI 3 remains, verify if Step was completed correctly and

Tools Required
Test 1
A. Key OFF.
D. Key ON
Figure 30 SIG GND Circuit Check
Test 2
A. Key OFF.
D. Key ON
SPN 91 FMI 4 - APP1 signal Out of Range LOW
Fault Overview
Fault code sets when Engine Control Module (ECM) detects that Accelerator Pedal Position 1 (APP1) circuit
voltage less than 0.745 volts
Lamp Reaction
Associated Faults
SPN 3509 FMI 14
Fault Facts
None

Continuous
Possible Causes
• APP1 circuit Open or short to GND
• VREF 1 circuit Open
Step 1 Check for Associated Faults. Decision



connector.
Step 4 Check for Open or short to GND in APP1 circuit. Decision

Is voltage 0 ± 0.25 volts? No: Repair Open or short to
GND between APP pin-A and
ECM pin C2-54. After repairs
91 FMI 4.
Step 5 Check for an Open in VREF 1 circuit. Decision

ZTSE4485A pin-C and known good GND.
GND between APP pin-C and
91 FMI 4.


Tools Required
Test 1
A. Key OFF.
D. Key ON
Test 2
A. Key OFF.
B. Disconnect APP sensor.
D. Key ON
SPN 2623 FMI 3 - APP2 signal Out of Range HIGH
Fault Overview
Fault code sets when Engine Control Module (ECM) detects Accelerator Pedal Position 2 (APP2) circuit voltage
is greater than 2.475 volts.
Lamp Reaction
Associated Faults
None
Fault Facts
None

Continuous
Possible Causes
• APP2 circuit short to PWR


connector.
Step 3 Check APP2 circuit for short to PWR. Decision

between APP pin-F and ECM
FMI 3.
Step 4 Check SIG GND circuit for Open. Decision

ZTSE4485A pin-E and PWR.
APP pin-E and ECM pin
2623 FMI 3.


Tools Required
Test 1
A. Key OFF.
B. Disconnect Accelerator Pedal Position (APP) sensor
D. Key ON
Test 2
A. Key OFF.
B. Disconnect APP sensor
D. Key ON
SPN 2623 FMI 4 - APP2 signal Out of Range LOW
Fault Overview
Fault code sets when Engine Control Module (ECM) detects Accelerator Pedal Position 2 (APP2) circuit voltage
is less than 0.275 volts.
Lamp Reaction
Associated Faults

5)
Fault Facts
None

Continuous
Possible Causes
• APP2 circuit Open or short to GND
• VREF 5 circuit Open or short to GND



connector.
Step 4 Check APP2 circuit for Open or short to GND. Decision

GND between APP pin-F and
2623 FMI 4.
Step 5 Check VREF 5 circuit for Open or short to GND. Decision

ZTSE4485A pin-D and known good GND.
GND between APP pin-D and
2623 FMI 4.


Tools Required
Test 1
A. Key OFF.
B. Disconnect Accelerator Pedal Position (APP) sensor
D. Key ON
Test 2
A. Key OFF.
B. Disconnect APP sensor
D. Key ON
BARO (Barometric Pressure) Sensor

Overview of BARO Sensor
SPN FMI Description

108 3 BARO signal Out of Range HIGH (page 216)
108 4 BARO signal Out of Range LOW (page 218)
Overview
Barometric Pressure (BARO) constantly monitors barometric pressure on the engine. BARO is located internal
to Engine Control Module (ECM) and not serviceable.
SPN 108 FMI 3 - BARO signal Out of Range HIGH
Fault Overview
Fault Code sets when Barometric Pressure (BARO) sensor is above maximum threshold.
Lamp Reaction
Malfunction Indicator Lamp (MIL) will illuminate when this fault is detected during one drive cycle.
Associated Faults
None
Fault Facts
BARO sensor is installed inside Engine Control Module (ECM) and is not serviceable separately.

Continuous
Possible Causes
• Failed ECM
Step 1 Obtain vehicle health report and check for current Engine Decision
Control Module (ECM) calibration.
Perform Obtain Vehicle Health Report(page 1375). Yes: Go to Step 2.
Is ECM calibration current? No: Ensure vehicle has latest
ECM calibration. After repairs
108 FMI 3.

Use Electronic Service Tool (EST) with ServiceMaxx™ software. Key ON, Yes: Replace ECM,
check Diagnostic Trouble Code (DTC) list for SPN 108 FMI 3. following approved warranty
procedures, and perform
Crankshaft Position Sensor
Relearn Procedure (page
FMI 3.
Is EST DTC list SPN 108 FMI 3 active or pending? No: Repair other active codes
first. Retest for SPN 108 FMI
3.

After performing all diagnostic steps, if SPN 108 FMI 3 remains, verify if each step was completed correctly
and the proper decision was made. Notify supervisor for further action.
SPN 108 FMI 4 - BARO signal Out of Range LOW
Fault Overview
Determines if Barometric Pressure (BARO) sensor is below minimum threshold.
Lamp Reaction
Associated Faults
None
Fault Facts
BARO sensor is installed inside Engine Control Module (ECM).

Continuous
Possible Causes
• Failed ECM
108 FMI 4.

check Diagnostic Trouble Code (DTC) list for SPN 108 FMI 4. following approved warranty
FMI 4.
4.

Body Sensor
Overview of Body Sensor
SPN FMI Condition

837 14 Speedometer Drive Output Error (page 221)
1590 19 Adaptive Cruise Control not detected on J1939 (page 224)
SPN 837 FMI 14 - Speedometer Drive Output Error
Fault Overview
Fault code sets when Engine Control Module (ECM) detects a circuit failure on VSS CAL output circuit.
Lamp Reaction
No Lamp
Associated Faults
None
Fault Facts
This fault code only applies to vehicles with a hard-wired, or secondary speedometer gauge separate from the
main instrument cluster.

Continuous
Possible Causes
• VSS CAL circuit Open or short to GND
• VSS CAL circuit short to PWR
• Failed speedometer gauge

Step 2 Inspect connections at speedometer connector. Decision

B. Disconnect speedometer connector.
C. Check speedometer and connector terminals for: damaged or
Are speedometer connector, harness, and terminals clean and undamaged? No: Repair connector,
Step 3 Check VSS CAL circuit for Open or short to GND. Decision
B. Use DMM, measure voltage between Breakout Box 00-00956-08
pin C2-30 and known good GND.
Is voltage B+ ± 0.5 volts? No: Repair Open or short to
GND between Engine Control
Module (ECM) pin C2-30 and
speedometer. After repairs
837 FMI 14.
Step 4 Check VSS CAL circuit for short to PWR. Decision

A. Perform Test 2 (page 223). Yes: Replace speedometer.
B. Use DMM, measure resistance between Breakout Box 00-00956-08
pin C2-30 and B+.
Is resistance greater than 1,000 ohms? No: Repair short to PWR
speedometer. After repairs
837 FMI 14.


Tools Required
• Breakout Harness 00-01467-00
Figure 37 VSS CAL Circuit Check
Test 1
A. Key OFF
B. Disconnect Engine Control Module (ECM) C1 and C2 Connectors.
C. Connect 180-pin Breakout Box 00-0956-08 to Breakout Harness 00-01467-00.
D. Connect Breakout Harness 00-01467-00 between the ECM and chassis harness.
E. Key ON.
Figure 38 VSS CAL Circuit Check
Test 2
A. Key OFF
SPN 1590 FMI 19 - Adaptive Cruise Control not detected on J1939
Fault Overview
Fault code sets when Engine Control Module (ECM) has detected a loss of communication with adaptive cruise
control module.
Lamp Reaction
No Lamp
Associated Faults
None
Fault Facts
When battery voltage level reaches low voltage threshold, Body Controller engages load shed relay. This
removes power supply from components to prevent batteries from becoming completely discharged. Forward
facing radar in Collision Avoidance System is an item that is powered down during load shed. This can cause
SPN 1590 FMI 19 - Adaptive Cruise Control not detected on J1939 to become active. Verify vehicle batteries
are at proper charge level and vehicle is not currently or has not recently been in load shedding mode.

Continuous
Possible Causes
• Incorrect programmable parameter value
• J1939 CAN circuit failure

Step 2 Check for incorrect programmable parameter value. Decision

Use Electronic Service Tool (EST) with ServiceMaxx™ software, load the Yes: Go to Step 3.
Parameters session and verify correct cruise control system is selected
under parameter ID 76102 Adaptive Cruise Control Enable.
Is correct cruise control system selected under parameter ID 76102? No: Select correct cruise
control system and program
engine. After reprogramming
is complete, retest for SPN
1590 FMI 19.
Step 3 Check for J1939 CAN circuit failure. Decision

Perform J1939 Diagnostics (page 1573) at cruise control module (see Yes: End diagnostics, retest
appropriate Truck Electrical System Troubleshooting Guide for additional for SPN 1590 FMI 19.
circuit information).
Were all checks within specification? No: Repair failed J1939
FMI 19.
End Diagnostic Test

CACOT (Charge Air Cooler Outlet Temperature) Sensor

Overview of CACOT Sensor Group
SPN FMI Description

2630 2 CACOT signal erratic, intermittent, or incorrect (page 228)
2630 3 CACOT signal Out of Range HIGH (page 233)
2630 4 CACOT signal Out of Range LOW (page 239)
2630 16 CACOT Undercooling (page 241)
Overview
Charge Air Cooler Outlet Temperature (CACOT) is a thermistor sensor that measures charged-air temperature
entering Engine Throttle Valve (ETV). As temperature increases, resistance drops, causing voltage signal
interpreted by Engine Control Module (ECM) to vary. ECM monitors this signal for Exhaust Gas Recirculation
(EGR) system control and CAC performance.
Figure 39 CACOT Sensor Location

1. Charge Air Cooler Outlet
Temperature (CACOT) sensor
SPN 2630 FMI 2 - CACOT signal erratic, intermittent, or incorrect
Fault Overview
Fault code sets when Engine Control Module (ECM) detects difference between Charge Air Cooler Outlet
Temperature (CACOT) and Intake Manifold Temperature (IMT) after 8 hour cold soak is greater than 45°F
(25°C).
Lamp Reaction
Associated Faults
SPN 2630 FMI 3 and 4

(CACOT)
Fault Facts
None

Continuous
Possible Causes
• CACOT circuit Open or high resistance
• Biased CACOT sensor


Use EST with ServiceMaxx™ software, check DTC list for SPN 2630 FMI 2. Yes: Go to Step 3.
Step 3 Inspect connections at Charge Air Cooler Outlet Temperature Decision

(CACOT) connector.
B. Disconnect CACOT connector.
C. Check CACOT and connector terminals for: damaged or pinched
Are CACOT connector, harness, and terminals clean and undamaged? No: Repair connector,
Step 4 Check for biased CACOT sensor. Decision

A. Perform Test 1 (page 231). Yes: Replace CACOT sensor.
Test (page 1419).
C. Monitor CACOT voltage during test.
Is voltage 0 ± 0.25 volts? No: Go to Step 5.
Step 5 Check for CACOT circuit failure. Decision

A. Perform Test 2 (page 232). Yes: Repair Open between
CACOT pin-2 and ECM pin
Test (page 1419).
C. Monitor CACOT voltage during test. 2630 FMI 2.
resistance between CACOT
pin-1 and ECM pin E1-13.


Tools Required
Figure 40 CACOT Sensor Check
Test 1
A. Key OFF.
B. Disconnect Charge Air Cooler Outlet Temperature (CACOT) sensor.
C. Connect Breakout Harness ZTSE4993 to engine harness and leave CACOT sensor disconnected.
D. Use Breakout Harness ZTSE4498, short Breakout Harness ZTSE4993 pin-1 to pin-2.
Figure 41 CACOT Circuit Check
Test 2
A. Key OFF.
C. Connect Breakout Harness ZTSE4993 to engine harness and leave CACOT sensor disconnected.
D. Use Breakout Harness ZTSE4498, short Breakout Harness ZTSE4993 pin-2 to known good GND.
E. Connect EST to vehicle Diagnostic Connector (page 1402).
SPN 2630 FMI 3 - CACOT Signal Out of Range HIGH
Fault Overview
Fault Code sets when Engine Control Module (ECM) detects Charge Air Cooler Temperature (CACOT) sensor
voltage is greater than 4.60 volts.
Lamp Reaction
Associated Faults
None
Fault Facts
None

Continuous
Possible Causes
• CACOT circuit short to PWR
• CACOT circuit Open
• Failed CACOT

Is EST DTC list SPN 2630 FMI 3 active? No: Go to Intermittent or
Step 2 Inspect connections at CACOT Decision

C. Check CACOT sensor and connector terminals for: damaged or
pinched wires; corroded terminals; loose, bent, or broken pins; or
Are CACOT sensor connector, harness, and terminals clean and No: Repair connector,
Step 3 Check CACOT circuit for short to PWR. Decision

Perform Test 1 (page 236). Use DMM, measure voltage between Breakout Yes: Go to Step 4.
Is voltage within 0.25 volts of 4.85 volts? No: Repair short to PWR
between Engine Control
Module (ECM) pin E1-13 and
CACOT pin-1. After repairs
2630 FMI 3.
Step 4 Check for failed CACOT sensor. Decision

A. Perform Test 2 (page 236). Yes: Replace CACOT sensor.
Test (page 1419).
C. Monitor CACOT voltage during test.
Is voltage approximately 0 volts? No: Go to Step 5.

Test (page 1419).
C. Monitor CACOT voltage during test. 2630 FMI 3.
Is voltage approximately 0 volts? No: Repair Open between
2630 FMI 3.

Pin-Point Tests (SPN 2630 FMI 3)

Tools Required
• 3-Banana Plug Harness ZTSE4498
Figure 42 CACOT Circuit Voltage Check
Test 1
A. Key OFF.
B. Disconnect Charge Air Cooler Temperature (CACOT) sensor
C. Connect Breakout Harness ZTSE4993 to vehicle harness connector and leave CACOT
disconnected.
D. Key ON.
Figure 43 CACOT Sensor Check
Test 2
A. Key OFF.
disconnected.
D. Use 3-Banana Plug Harness ZTSE4498 short Breakout Harness ZTSE4993 pin-1 and pin-2
of together.
F. Key ON. Log in to ServiceMaxx™ software.
Test 3
A. Key OFF.
disconnected.
D. Use 3-Banana Plug Harness ZTSE4498 short Breakout Harness ZTSE4993 pin-1 of to a known
good GND.
SPN 2630 FMI 4 - CACOT Signal Out of Range LOW
Fault Overview
Fault Code sets when Engine Control Module (ECM) detects Charge Air Cooler Outlet Temperature (CACOT)
signal is less than 0.22 volts.
Lamp Reaction
Associated Faults
None
Fault Facts
None

Continuous
Possible Causes
• CACOT circuit short to GND
• Failed CACOT sensor

Step 2 Inspect connections at Charge Air Cooler Outlet Temperature Decision

(CACOT) sensor.
B. Disconnect CACOT electrical connector.
C. Check CACOT sensor and connector terminals for: damaged or
pinched wires; corroded terminals; loose, bent or broken pins; or
Are CACOT sensor connector, harness, and terminals clean and No: Repair connector,

A. Key OFF. Yes: Replace CACOT sensor.
C. Connect EST to vehicle Diagnostic Connector (page 1402).
D. Key ON. Log in to ServiceMaxx™ software.
E. Use EST with ServiceMaxx™ software, perform Continuous
F. Monitor CACOT voltage during test.
Is voltage 4.85 ± 0.25 volts? No: Repair short to ground
between CACOT pin-1 and
Engine Control Module (ECM)
FMI 4.

SPN 2630 FMI 16 - CACOT Undercooling
Fault Overview
Fault sets when Engine Control Module (ECM) determines Charge Air Cooler Outlet Temperature (CACOT)
sensor reading is greater than a predetermined value. ECM uses vehicle speed and Ambient Air Temperature
(AAT) to determine CAC effectiveness.
Lamp Reaction
Associated Faults
SPN 647 (EFC)
Fault Facts
None

Road Test
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)

Step 2 Determine if a winter front (grill cover) is installed. Decision

Determine if a winter front (grill cover) is installed during warm temperatures. Yes: Go to Step 3.
Is winter front (grill cover) removed during warm temperatures outside No: Remove winter front.
recommended range? After repairs are complete,
Step 3 Inspect Charge Air Cooler (CAC). Decision

Inspect CAC for damage, blockage, or anything that could prevent proper Yes: Go to Step 4.
air flow through CAC.
Is CAC undamaged, not blocked, and is air able to flow through it properly? No: Repair CAC damage or
blockage. After repairs are
FMI 16.
Step 4 Inspect for damage to engine cooling fan and shroud. Decision
Inspect for damage to engine cooling fan and shroud. Yes: Go to Step 5.
Are engine cooling fan and shroud in good condition and not damaged? No: Repair engine cooling
fan or shroud damage. After
repairs are made, retest for
SPN 2630 FMI 16.
Step 5 Determine if engine cooling fan is working when engine is hot. Decision
Use EST with ServiceMaxx™ software, go to: Tests > KOER Tests > Yes: Go to Step 6.
Engine Fan Test.
Does engine cooling fan come ON when engine gets hot; approximately No: Diagnosis and repair
205°F (96°C) to 225°F (107°C)? engine cooling fan or
circuit. See EFC (Engine
Fan Control) Voltage and
Harness resistance checks
. After repairs are complete,
Step 6 Determine if Coolant Flow Valve (CFV) and Coolant Mixture Decision
Valve (CMV) are working correctly.
Go to 4.3 Low Power (Slow Acceleration) (page 49) Symptom. Yes: Verify each step was
action.
Are CFV and CMV operating correctly? No: Repair CCV. After repairs
2630 FMI 16.

CCOSS (Crankcase Oil Separator Speed) Sensor

Overview of CCOSS Sensor
SPN FMI Condition

4227 7 CC Oil Separator: Not spinning (page 245)
Overview
SPN 4227 FMI 7 - CC Oil Separator: Not spinning
Fault Overview
Fault code sets when Engine Control Module (ECM) detects Crankcase Oil Separator Speed Sensor (CCOSS)
signal value is less than expected speed based on engine speed and Engine Coolant Temperature 1 (ECT1)
signal.
Lamp Reaction
Associated Faults
• SPN 100 (EOP and • SPN 110 (ECT1) • SPN 636 (CMP) • SPN 637 (CKP)
EWPS)
Fault Facts
None

Road Test
Possible Causes
• Failed Crankcase Oil Separator Speed Sensor (CCOSS)
• Failed Crank Case Oil Separator (CCOS)
• CCOSS-H circuit Open or high resistance
• CCOSS-H circuit short to GND
• CCOSS-L circuit Open or high resistance
• CCOSS-L circuit short to GND
• CCOSS-H circuit shorted to CCOSS-L circuit


Step 3 Check Crank Case Oil Separator (CCOS) operation. Decision

Perform Crankcase Oil Breather Separator Test (page 1528). Yes: End diagnostics, retest
for SPN 4227 FMI 7.
Is CCOS working properly? No: Go to Step 4.
Step 4 Check for failed CCOS. Decision

Analyze results from Crankcase Oil Breather Separator Test. Yes: Go to Step 5.
Was centrifugal noise heard from CCOS? No: Replace CCOS. After
for SPN 4227 FMI 7.
Step 5 Check for failed Crankcase Oil Separator Speed Sensor Decision
(CCOSS).
B. Use Digital Multimeter (DMM), measure resistance from Breakout
Harness ZTSE4951 pin-1 and pin-2.
Is resistance between 300 and 450 ohms? No: Replace CCOSS. After
for SPN 4227 FMI 7.
Step 6 Check CCOSS-H circuit for Open or high resistance. Decision

B. Use DMM, measure voltage from Breakout Harness ZTSE4951
pin-1 and known good GND.
Is voltage between 2.0 and 2.5 volts? No: Repair Open or high
resistance between CCOS
Step 7 Check CCOSS-L circuit for Open or high resistance. Decision

B. Use DMM, measure voltage from Breakout Harness ZTSE4951
Is voltage between 2.0 and 2.5 volts? No: Repair Open or high
resistance between CCOS
Step 8 Check CCOSS-H circuit for short to GND. Decision

Perform Test 4 (page 251). Use DMM, measure resistance from Breakout Yes: Go to Step 9.
Is resistance greater than 1,000 ohms? No: Repair short to GND
between CCOS pin-1 and
ECM pin E1-31. After repairs
4227 FMI 7.
Step 9 Check CCOSS-L circuit for short to GND. Decision

Perform Test 5 (page 251). Use DMM, measure resistance from Breakout Yes: Go to Step 10.
between CCOS pin-2 and
4227 FMI 7.
Step 10 Check CCOSS-L circuit for short to CCOSS-H circuit. Decision

Perform Test 6 (page 252). Use DMM, measure resistance from Breakout Yes: End diagnostics, retest
Harness ZTSE4951 pin-1 and pin-2. for SPN 4227 FMI 7.
Is resistance greater than 1,000 ohms? No: Repair short between
CCOSS-L and CCOSS-H
circuits. After repairs are
4227 FMI 7.


Figure 45 CCOSS Circuit Check
Test 1
A. Key OFF.
B. Disconnect Crankcase Oil Separator Speed Sensor (CCOSS).
C. Connect Breakout Harness ZTSE4951 to CCOSS and leave engine harness disconnected.
Figure 46 CCOSS-H Circuit Check
Test 2
A. Key OFF.
C. Connect Breakout Harness ZTSE4951 to engine harness and leave CCOSS disconnected.
D. Key ON.
Figure 47 CCOSS-L Circuit Check
Test 3
A. Key OFF.
D. Key ON.
Figure 48 CCOSS-H Circuit Check
Test 4
A. Key OFF.
Figure 49 CCOSS-L Circuit Check
Test 5
A. Key OFF.
Figure 50 CCOSS-H and CCOSS-L Circuit Check
Test 6
A. Key OFF.
CFV (Coolant Flow) Valve
SPN FMI Condition

5547 3 CFV short to PWR (page 254)
5547 4 CFV short to GND (page 255)
5547 5 CFV open load/circuit (page 256)
Figure 51 CFV circuit diagram

Connector Voltage Check

Connect Breakout Harness ZTSE4871 to CFV engine harness, and leave CFV disconnected. Turn ignition
ON. Use DMM to measure voltage.
Pin 1 to GND 4V±1V If < 3 V, check for OPEN or short to GND in CFV circuit.
If > 5 V, check for short to PWR in CFV circuit.
Pin 2 to GND B+ If < B+, check for OPEN in ECM PWR OUT 3 circuit.

1. Connect Breakout Harness ZTSE4871 between CFV and engine harness.
2. Using Electronic Service Tool (EST) with ServiceMaxx™ software, go to Tests > KOEO Tests >
Actuator Test. Select Coolant Flow Valve from the drop-down menu.
3. Command Coolant Flow Valve to 5%, then 95%.
1 to GND 5% = 12.0 V ± 2.0 V If < 10.0 V, check for OPEN circuit.
1 to GND 95% = 1.5 V ± 0.5 V If > 2.0 V, check for OPEN circuit or failed CFV.

Turn ignition switch OFF. Connect Breakout Harness ZTSE4871 to CFV and leave engine harness
Test Point Specifications Comment
1 to 2 4 Ω to 8 Ω If not within specification, replace the CFV.
If measurements are within specifications, go to Harness Resistance Check.

Turn ignition switch to OFF. Connect 180-Pin Breakout Box with ECM E1 and E2 harness to ECM E1 and E2
connectors, and leave ECM disconnected. Connect Breakout Harness ZTSE4871 to CFV engine harness,
and leave CFV disconnected. Use DMM to measure resistance.
1 to GND > 1k Ω If < 1k Ω, check for short circuit.
If voltage and resistance checks are within specifications, the CFV is working correctly. See Coolant System
in “ENGINE SYMPTOMS DIAGNOSTICS” to diagnose a mechanical fault.








CKP (Crankshaft Position) Sensor

Overview of CKP Sensor Group
SPN FMI Actions

637 8 CKP signal noise (page 258)
637 10 CKP signal inactive (page 264)
Overview
Crankshaft Position (CKP) sensor is a magnetic pickup sensor that indicates crankshaft speed and position.
CKP sensor is compared with Camshaft Position (CMP) sensor by Electronic Control Module (ECM) to calculate
RPM and timing of engine. Engine will still start with a failed CKP or CMP sensor, but will have a longer crank
time.
Figure 52 CKP Sensor Location (Back of Engine)

1. Crankshaft Position (CKP)
sensor
SPN 637 FMI 8 - CKP signal noise
Fault Overview
Fault Code sets when Electronic Control Module (ECM) detects signal from Crankshaft Position (CKP) sensor
indicates engine speed is greater than 8000 rpm.
Lamp Reaction
Associated Faults
None
Fault Facts
None.

Road Test
Possible Causes
• Debris accumulation on Crankshaft Position (CKP) sensor
• CKP-L circuit intermittent short to GND
• CKP-H circuit intermittent short to GND
• CKP-L circuit intermittent short to CKP-H circuit
• Failed CKP sensor
Step 1 Inspect connections at Crankshaft Position (CKP) sensor. Decision

B. Disconnect CKP connector.
C. Check CKP and connector terminals for: damaged or pinched
Are CKP connector, harness, and terminals clean and undamaged? No: Repair connector,
CAUTION: To prevent damage, do not use chemical cleaners to clean crankshaft position sensor.
Step 2 Inspect CKP sensor for debris build up. Decision

Remove CKP sensor. Inspect CKP sensor for debris build up on sensor. Yes: Go to Step 3.
Is sensor free of damage or debris on sensor surface? No: Clean CKP sensor with a
rag or towel. After repairs are
FMI 8.
Step 3 Check for failed CKP sensor. Decision

Perform Test 1 (page 261). Use DMM, measure resistance between Yes: Go to Step 4.
Breakout Harness ZTSE6021 pin-1 and pin-2.
Is resistance between 774 and 946 Ohms? No: Replace CKP sensor.
Step 4 Check for short to GND in CKP-H circuit. Decision

Breakout Harness ZTSE6021 pin-1 and known good GND.
Is resistance greater than 1000 ohms? No: Repair short to GND
between CKP pin-1 and ECM
FMI 8.
Step 5 Check for short to GND in CKP-L circuit. Decision

FMI 8.
Step 6 Check for short CKP-L to CKP-H. Decision

Breakout Harness ZTSE6021 pin-1 to pin-2.
CKP-L and CKP-H circuits.
Step 7 Check for incorrect output from CKP sensor. Decision

A. Perform Test 5 (page 263). Yes: Clear code and retest for
SPN 637 FMI 8.
B. Set DMM to AC Volts - RPM2.
C. Measure RPM between Breakout Harness ZTSE6021 pin-1 and
pin-2.
• During cranking.
• During low idle.
• During high idle.
Is RPM measured at 100 to 200 RPM for cranking, 550 to 750 RPM for low No: Replace CKP sensor.
idle, and 1700 to 1900 RPM for high idle? After repairs are complete,


Tools Required
Figure 53 CKP Sensor Resistance Check
Test 1
A. Key OFF.
B. Connect Breakout Harness ZTSE6021 to Crankshaft Position (CKP) sensor and leave vehicle
harness disconnected.
Figure 54 CKP-H Circuit Check
Test 2
A. Key OFF.
B. Connect Breakout Harness ZTSE6021 to vehicle harness and leave Crankshaft Position (CKP)
sensor disconnected.
Figure 55 CKP-L Circuit Check
Test 3
A. Key OFF.
Figure 56 CKP Circuit Check
Test 4
A. Key OFF.
B. Disconnect Engine Control Module (ECM) E1 connector.
C. Connect Breakout Harness ZTSE6021 to vehicle harness and leave Crankshaft Position (CKP)
Figure 57 CKP RPM Signal Check
Test 5
A. Key OFF.
B. Connect ECM E1 connector.
C. Connect Breakout Harness ZTSE6021 between vehicle harness and CKP sensor.
SPN 637 FMI 10 - CKP signal inactive
Fault Overview
Fault Code sets when Electronic Control Module (ECM) detects no signal from Crankshaft Position (CKP) sensor.
Lamp Reaction
Associated Faults
None
Fault Facts
None.

Road Test
Possible Causes
• Debris accumulation on Crankshaft Position (CKP) sensor
• CKP-L circuit intermittent short to GND
• CKP-H circuit intermittent short to GND
• CKP-L circuit intermittent short to CKP-H circuit
• Failed CKP sensor
Step 1 Inspect connections at Crankshaft Position (CKP) sensor. Decision

B. Disconnect CKP connector.
C. Check CKP and connector terminals for: damaged or pinched
Are CKP connector, harness, and terminals clean and undamaged? No: Repair connector,
CAUTION: To prevent damage, do not use chemical cleaners to clean crankshaft position sensor.
Step 2 Inspect CKP sensor for debri build up. Decision

Remove CKP sensor. Inspect CKP sensor for debris build up on sensor. Yes: Go to Step 3.
Is sensor free of damage or debris on sensor surface? No: Clean CKP sensor with a
rag or towel. After repairs are
FMI 10.
Step 3 Check for a failed CKP sensor. Decision

Is resistance between 774 and 946 Ohms? No: Replace CKP sensor.
Step 4 Check for short to GND in CKP-H circuit. Decision

FMI 10.
Step 5 Check for short to GND in CKP-L circuit. Decision

FMI 10.
Step 6 Check for short CKP-L to CKP-H. Decision

Breakout Harness ZTSE6021 pin-1 to pin-2.
CKP-L and CKP-H circuits.
Step 7 Check for incorrect output from CKP sensor. Decision

A. Perform Test 5 (page 263). Yes: Clear code and retest for
SPN 637 FMI 10.
B. Set DMM to AC Volts - RPM2.
C. Measure RPM between Breakout Harness ZTSE6021 pin-1 and
pin-2.
• During cranking.
• During low idle.
• During high idle.
Is RPM measured at 100 to 200 RPM for cranking, 550 to 750 RPM for low No: Replace CKP sensor.
idle, and 1700 to 1900 RPM for high idle? After repairs are complete,

Tools Required
Figure 58 CKP Sensor Resistance Check
Test 1 Setup
A. Key OFF.
B. Connect Breakout Harness ZTSE6021 to Crankshaft Position (CKP) sensor and leave vehicle
Figure 59 CKP-H Circuit Check
Test 2
A. Key OFF.
Figure 60 CKP-L Circuit Check
Test 3
A. Key OFF.
Figure 61 CKP Circuit Check
Test 4
A. Key OFF.
B. Disconnect Engine Control Module (ECM) E1 connector.
C. Connect Breakout Harness ZTSE6021 to vehicle harness and leave Crankshaft Position (CKP)
Figure 62 CKP RPM Signal Check
Test 5
A. Key OFF.
B. Connect ECM E1 connector.
C. Connect Breakout Harness ZTSE6021 between vehicle harness and CKP sensor.
CMP (Camshaft Position) Sensor

Overview of CMP Sensor Group
SPN FMI Actions

636 2 CMP and CKP Synchronization Error (page 271)
636 8 CMP signal noise (page 278)
636 10 CMP signal inactive (page 285)
Overview
Camshaft Position (CMP) sensor is a magnetic pickup sensor that indicates camshaft speed and position. CMP
sensor is compared with Crankshaft Position (CKP) sensor by Electronic Control Module (ECM) to calculate
RPM and timing of engine. Engine will still start with a failed CMP or CKP sensor, but will have a longer crank
time.
Figure 63 CMP Sensor Location

1. Camshaft Position (CMP) sensor
SPN 636 FMI 2 - CMP and CKP Synchronization Error
Fault Overview
Fault code sets when Electronic Control Module (ECM) detects difference between camshaft and crankshaft
position signals is greater than 20 degrees or less than 20 degrees.
Lamp Reaction
Associated Faults
None
Fault Facts
None

Road Test
Possible Causes
• Debris accumulation on Camshaft Position (CMP) sensor
• CMP-L Open or high resistance
• CMP-H Open or high resistance
• CMP-L short to GND
• CMP-H short to GND
• CMP-L shorted to CMP-H
• Camshaft and Crankshaft not synchronized
• Failed CMP

Step 2 Inspect connections at Camshaft Position (CMP) sensor Decision

connector.
B. Disconnect CMP connector.
C. Check CMP and connector terminals for: damaged or pinched
Are CMP connector, harness, and terminals clean and undamaged? No: Repair connector,
Perform Crankshaft Position
Sensor Relearn Procedure
(page 1396). After repairs are
FMI 2.
Step 3 Inspect CMP sensor and bore for damage or debris build up. Decision
Remove CMP sensor and inspect sensor and bore. Yes: Go to Step 4.
Is sensor and bore free of damage or debris? No: Clean CMP sensor with a
rag or towel and clean sensor
bore, replace CMP sensor as
needed. Perform Crankshaft
Position Sensor Relearn
Procedure (page 1396). After
for SPN 636 FMI 2.
Step 4 Check for a failed CMP sensor. Decision

Perform Test 1 (page 275). Use Digital Multimeter (DMM), measure Yes: Go to Step 5.
resistance between Breakout Harness ZTSE6021 pin-1 and pin-2.
Is CMP sensor resistance between 774 and 946 ohms? No: Replace CMP sensor.
FMI 2.
Step 5 Check for short to GND in CMP-H circuit. Decision

between CMP pin-2 and
ECM pin E1-17. Perform
FMI 2.
Step 6 Check for short to GND in CMP-L circuit. Decision

FMI 2.
Step 7 Check for OPEN or High resistance in CMP-H circuit. Decision

Perform Test 4 (page 277). Use DMM, measure voltage from Breakout Yes: Go to Step 8.
Harness ZTSE6021 pin-2 to known good GND.
Is voltage 2 ± 0.25 volts? No: Repair OPEN or high
resistance between ECM
pin E1-17 and CMP pin- 2.
FMI 2.
Step 8 Check for OPEN or High resistance in CMP-L circuit. Decision

pin E1-41 and CMP pin-1.
FMI 2.
Step 9 Check for correct camshaft /crankshaft synchronization Decision

Perform camshaft /crankshaft synchronization (see Engine Service Manual, Yes: End diagnostics.
"Cylinder Head, Camshaft and Valve Train" section). Perform Crankshaft Position
FMI 2.
Are camshaft and crankshaft timed properly? No: Check for damage
and re-time camshaft and
crankshaft. (see Engine
Service Manual). Perform
FMI 2.


Tools Required
Figure 64 CMP Sensor Check
Test 1
A. Key OFF.
B. Connect Breakout Harness ZTSE6021 to engine harness and leave Camshaft Position (CMP)
Figure 65 CMP-H Circuit Check
Test 2
A. Key OFF.
B. Connect Breakout Harness ZTSE6021 to engine harness and leave CMP sensor disconnected.
Figure 66 CMP-L Circuit Check
Test 3
A. Key OFF.
Test 4
A. Key OFF.
C. Key ON
Test 5
A. Key OFF.
C. Key ON
SPN 636 FMI 8 - CMP signal noise
Fault Overview
Fault code sets when Electronic Control Module (ECM) detects CMP signal is different than expected CMP
signal.
Lamp Reaction
Associated Faults
None
Fault Fact
None

Road Test
Possible Causes
• Failed CMP


connector.
FMI 8.
bore, replace CMP sensor if
for SPN 636 FMI 8.

FMI 8.

FMI 8.

FMI 8.

FMI 8.

FMI 8.

Perform camshaft /crankshaft synchronization (see Engine Service Manual, Yes: End diagnostics.
"Cylinder Head, Camshaft and Valve Train" section). Perform Crankshaft Position
FMI 8.
FMI 8.


Tools Required
Test 1
A. Key OFF.
Test 2
A. Key OFF.
Test 3
A. Key OFF.
Test 4
A. Key OFF.
C. Key ON
Test 5
A. Key OFF.
C. Key ON
SPN 636 FMI 10 - CMP signal inactive
Fault Overview
Fault code sets when Electronic Control Module (ECM) detects CMP circuit voltage is less than 0.405 volts.
Lamp Reaction
Associated Faults
None
Fault Fact
None

Road Test
Possible Causes
• Failed CMP


connector.
FMI 10.
bore, replace CMP sensor if
Procedure. (page 1396)After
for SPN 636 FMI 10.

FMI 10.

FMI 10.

FMI 10.

FMI 10.

FMI 10.

Perform camshaft/crankshaft synchronization (see Engine Service Manual, Yes: End diagnostics.
"Cylinder Head, Camshaft, and Valve Train" section). Perform Crankshaft Position
FMI 10.
FMI 10.


Tools Required
Test 1
A. Key OFF.
Test 2
A. Key OFF.
Test 3
A. Key OFF.
Test 4
A. Key OFF.
C. Key ON
Test 5
A. Key OFF.
C. Key ON
CMV (Coolant Mixer) Valve
SPN FMI Condition

5546 3 CMV short to PWR (page 293)
5546 4 CMV short to GND (page 295)
5546 5 CMV open load/circuit (page 297)
Figure 79 CMV sensor circuit diagram

Tools Required
• 180-Pin Breakout Box 00-00956-08
• 2010 MaxxForce 11 & 13 Harness Kit 00-01462-00
• 500 Ohm Resistor Harness ZTSE4497
• Breakout Harness ZTSE4870 (CMV)
• Interface cable (RP1210B compliant supporting J1939 and J1708)

Connect Breakout Harness ZTSE4870 to CMV engine harness, and leave CMV disconnected. Turn ignition
Pin 1 to GND 4V±1V If < 3 V, check for OPEN or short to GND in CMV circuit.
If > 5 V, check for short to PWR in CMV circuit.

1. Connect Breakout Harness ZTSE4870 between CMV and engine harness.
Actuator Test. Select Coolant Mixer Valve from the drop-down menu.
3. Command Coolant Mixer Valve to 5%, then 95%.
1 to GND 95% = 1.5 V ± 0.5 V If > 2.0 V, check for OPEN circuit or failed CMV.

Turn ignition switch OFF. Connect Breakout Harness ZTSE4870 to CMV and leave engine harness
1 to 2 4 Ω to 8 Ω If not within specification, replace CMV.

connectors, and leave ECM disconnected. Connect Breakout Harness ZTSE4870 to CMV engine harness,
and leave CMV disconnected. Use DMM to measure resistance.
1 to GND > 1k Ω If < 1k Ω, check for short circuit.
If voltage and resistance checks are within specifications, the CMV is working correctly. See Coolant System
in the “ENGINE SYMPTOMS DIAGNOSTICS” section in this manual, to diagnose a mechanical fault.
Tools Required




Tools Required




Cylinder Balance
Overview of Cylinder Balance Sensor Group
SPN FMI Actions

651 13 Injector 1 programmable parameter error (page 301)
651 16 Injector 1 Fuel quantity/timing high error (page 303)
651 18 Injector 1 Fuel quantity/timing low error (page 306)
1322 31 Misfire – Multiple cylinders (page 349)
1323 31 Misfire – Cylinder 1 (page 353)
Overview
Many factors influence combustion process in a power cylinder. This can affect production of torque or
horsepower from that cylinder. Some factors include piston and cylinder geometry, injector performance,
and fuel rail pressure. Variations in these factors can cause unevenness in torque and horsepower from one
cylinder to next. Power cylinder unevenness also causes increased engine noise and vibration, especially at
low idle. This is also referred to as rough idle.
Engine Control Module (ECM) uses a Cylinder Balance control strategy to even power contribution of cylinders,
particularly at low idle. This strategy incorporates information from Crankshaft Position (CKP) sensor. ECM uses
instantaneous engine speed near Top Dead Center (TDC) for each cylinder as an indication of that cylinder's
power contribution. ECM computes a nominal instantaneous engine speed value based on all cylinders. Nominal
value would be expected value from all cylinders if engine is balanced.
By knowing error quantities, ECM can add or subtract fuel from a particular cylinder. Control strategy attempts
to correct cylinder unbalance by using fuel quantity compensation through adjustments of pulse width values for
each fuel injector. This method of compensation is repeated until all error quantities are close to zero causing
all cylinders to contribute same amount.
Figure 80 Location of IQA Code

SPN 651 FMI 13 - Injector 1 programmable parameter error
Fault Overview
Fault code sets when Electronic Control Module (ECM) detects an incorrect Injector Quantity Adjustment (IQA)
has been programmed into ECM.
Lamp Reaction
Malfunction Indicator Lamp (MIL) will illuminate immediately when this fault is detected.
Associated Faults
None
Fault Facts
None

Continuous
Possible Causes
• Incorrectly Programmed IQA
Step 1 Check that proper Injector Quantity Adjustment (IQA) is Decision

programed into Electronic Control Module (ECM).
1. Remove upper valve cover and engine brake housing (see Engine Yes: Clear fault code.
Service Manual). Document IQA code for all six injectors. Recheck IQA codes. After
2. Use Electronic Service Tool (EST) with ServiceMaxx™ software,
for SPN 651 FMI 13.
perform IQA Adjustment (page 1392).
Do IQA codes displayed in ServiceMaxx™ software match injectors in No: Reprogram ECM with
engine (Figure 80)? correct IQA codes (follow on
screen instructions). After
for SPN 651 FMI 13.

SPN 651 FMI 16 - Injector 1 Fuel Quantity / Timing High Error
Fault Overview
Fault code sets when Engine Control Module (ECM) detects fuel injector is energized longer than expected.
Lamp Reaction
Associated Faults
• SPN 94 (FDP) • SPN 157 (FRP) • SPN 651 FMI 4, 5, and • SPN 3055 FMI 0, 1, 15,
13 (CYL/INJ) and 17
Fault Facts
None.

Continuous
Possible Causes
• Low Fuel Delivery Pressure (FDP)
• Aerated fuel delivery
• Failed injector (Mechanical)
• Base engine compression imbalance
Obtain Vehicle Health Report(page 1375). Yes: Go to Step 2.
651 FMI 16.

Step 3 Check for aeration in low-pressure fuel system. Decision

Perform Fuel Aeration Test (page 1484). Yes: Go to Step 4.
Is low-pressure fuel system free from aeration? No: Repair aeration in
low-pressure fuel system.
Step 4 Check for engine compression imbalance. Decision

Perform Cylinder Balance(page 1449) Test . Yes: Go to Step 5.
Did test complete successfully? No: Repair engine
compression imbalance.
Step 5 Run fault monitors to determine source of fault. Decision

A. Use EST with ServiceMaxx™, load HD-OBD monitors session. Yes: Clear fault code and
Click refresh button at bottom to load values. Save a screen shot retest for SPN 651 FMI 16.
documenting Injector quantity/timing error values.
B. Clear all faults, Start engine and run for 5 minutes at high idle. Verify
that SCR inlet temp is above 446°F (230°C) after 5 minutes, and
that engine coolant temperature is above 160°F (71°C).
C. Return engine to normal idle for 5 minutes
D. Use HD-OBD monitors session monitor injector timing quantity error
values. Refresh page, use refresh button at bottom and save a
screen shot of new values.
E. Compare last screen shot to previous. Verify all values changed
from previous screen shot indicating monitors have run properly.
Is EST DTC list free from SPN 651 FMI 16? No: Replace fuel injector 1.

SPN 651 FMI 18 - Injector 1 Fuel Quantity / Timing Low Error
Fault Overview
Fault code sets when Electronic Control Module (ECM) detects fuel injector is energized shorter than expected.
Lamp Reaction
Associated Faults
• SPN 94 (FDP) • SPN 157 (FRP) • SPN 651 FMI 4, 5, and

13 (CYL/INJ)
Fault Facts
None.

Continuous
Possible Causes
• Contaminated fuel

Step 2 Check fuel for contamination. Decision

Perform Fuel Quality Check (page 1645). Yes: Drain fuel tank and fill
fuel tank with appropriate
diesel fuel. After repairs are
FMI 18.
Is fuel contaminated? No: Go to Step 3.
Step 3 Determine if engine has mechanical cylinder balance problem Decision

(compression loss).
Perform Crankcase Pressure Test (page 1541). Yes: Repair engine
Does engine have excessive crankcase pressure? No: Go to Step 4.
Step 4 Determine if engine has fuel injector problem. Decision

Perform Multiple Cylinder Cutout Test (page 1445). Yes: Go to Step 5.
Did one or more cylinders have significant speed difference(s) than others? No: Retest for SPN 651 FMI
18.
Step 5 Inspect for failed valve train components. Decision

Remove upper valve cover (see Engine Service Manual). Inspect for bent Yes: Replace injector
valves, fallen bridges, and valves out of adjustment. suspected by Multiple
Cylinder Cutout Test. Go to
Step 6.
Is valve train free of failed valve train components? No: Repair failed valve train
components. After repairs
are complete retest for SPN
651 FMI 18.
Step 6 Determine if injector replacement corrected speed difference(s). Decision

Perform Multiple Cylinder Cutout Test (page 1445). Yes: End Diagnostics.
Did injector replacement resolve speed difference(s)? No: Repair base engine
After repairs are complete

Fault Overview
Lamp Reaction
Associated Faults
None
Fault Facts
None

Continuous
Possible Causes

for SPN 652 FMI 13.
for SPN 652 FMI 13.

Fault Overview
Lamp Reaction
Associated Faults
13 (CYL/INJ) and 17
Fault Facts
None.

Continuous
Possible Causes
652 FMI 16.




B. Clear all faults, Start engine and run for 5 minutes at high idle.
Verify that SCR inlet temp is above 446°F (230°C) after 5 minutes,
and that engine coolant temperature is above 160°F (71°C).
D. Use HD-OBD monitors session monitor injector timing quantity
error values. Refresh page, use refresh button at bottom and save
a screen shot of new values.

Fault Overview
Lamp Reaction
Associated Faults

13 (CYL/INJ)
Fault Facts
None.

Continuous
Possible Causes


FMI 18.
Step 3 Determine if engine has a mechanical cylinder balance problem Decision

(compression loss).
Step 4 Determine if engine has a fuel injector problem. Decision

18.

Cylinder Cutout Test. Go
to Step 6.
components. After repairs are
complete retest for SPN 652
FMI 18.


Fault Overview
Lamp Reaction
Associated Faults
None
Fault Facts
None

Continuous
Possible Causes

for SPN 653 FMI 13.
perform IQA Adjustment(page 1392).
for SPN 653 FMI 13.

Fault Overview
Lamp Reaction
Associated Faults
13 (CYL/INJ) and 17
Fault Facts
None.

Continuous
Possible Causes
653 FMI 16.





Fault Overview
Lamp Reaction
Associated Faults

13 (CYL/INJ)
Fault Facts
None.

Continuous
Possible Causes


FMI 18.

(compression loss).

18.

Cylinder Cutout Test. Go to
Step 6.
653 FMI 18.


Fault Overview
Lamp Reaction
Associated Faults
None
Fault Facts
None

Continuous
Possible Causes

for SPN 654 FMI 13.
for SPN 654 FMI 13.

Fault Overview
Lamp Reaction
Associated Faults
13 (CYL/INJ) and 17
Fault Facts
None.

Continuous
Possible Causes
654 FMI 16.





Fault Overview
Lamp Reaction
Associated Faults

13 (CYL/INJ)
Fault Facts
None.

Continuous
Possible Causes


FMI 18.

(compression loss).

Perform Multiple Cylinder Cutout Test (page 1445). Yes: Go to Step 5
18.

to Step 6.
FMI 18.


Fault Overview
Lamp Reaction
Associated Faults
None
Fault Facts
None

Continuous
Possible Causes

for SPN 655 FMI 13.
for SPN 655 FMI 13.

Fault Overview
Lamp Reaction
Associated Faults
13 (CYL/INJ) and 17
Fault Facts
None.

Continuous
Possible Causes
655 FMI 16.





Fault Overview
Lamp Reaction
Associated Faults

13 (CYL/INJ)
Fault Facts
None.

Continuous
Possible Causes


FMI 18.

(compression loss).

18.

to Step 6.
FMI 18.


Fault Overview
Lamp Reaction
Associated Faults
None
Fault Facts
None

Continuous
Possible Causes

for SPN 656 FMI 13.
for SPN 656 FMI 13.

Fault Overview
Lamp Reaction
Associated Faults
13 (CYL/INJ) and 17
Fault Facts
None.

Continuous
Possible Causes
651 FMI 16.





Fault Overview
Lamp Reaction
Associated Faults

13 (CYL/INJ)
Fault Facts
None.

Continuous
Possible Causes


FMI 18.

(compression loss).

18.

Cylinder Cutout Test. After
for SPN 656 FMI 18.
components. Go to Step 6.


SPN 1322 FMI 31- Misfire - Multiple Cylinders
Fault Overview
Fault code sets when Electronic Control Module (ECM) detects multiple cylinder misfires from Crankshaft
Position (CKP) sensor signal.
Lamp Reaction
MIL will illuminate when this fault is detected during two consecutive drive cycles.
Associated Faults
• SPN 94 (FDP) • SPN 157 (FRP) • SPN 633 (FPCV) • SPN 3055 (FRP)
• SPN 111 (EWPS) • SPN 636 FMI 2, 8, and • SPN 637 FMI 8 and 10 • SPN 731 (CYL)
10 (CMP) (CKP)
•SPN 1323 (CYL) • SPN 1324 (CYL) • SPN 1325 (CYL) • SPN 1326 (CYL)
• SPN 1327 (CYL) • SPN 1328 (CYL) • SPN 651 (CYL/INJ) • SPN 652 (CYL/ INJ)
• SPN 653 (CYL / INJ) • SPN 654 (CYL / INJ) • SPN 655 (CYL / INJ) • SPN 656 (CYL / INJ)
• SPN 2797 (INJ) • SPN 2798 (INJ)
Fault Facts
None

Drive Cycle 2 in 2013 HD-OBD Diagnostic Reference Manual.
Possible Causes
• Crankshaft Position (CKP) sensor out of calibration
Step Action Decision

1 Using Electronic Service Tool (EST) with ServiceMaxx™ software, Yes: Go to step 2.
check Diagnostic Trouble Code (DTC) list for SPN 94 (FDP); SPN
157 (FRP); SPN 633 (FPCV); and SPN 3055 (FRP).
Is EST DTC list free of SPN 94; SPN 157; SPN 633; and SPN
3055?
No: Repair SPN 94; SPN 157;
SPN 633; and SPN 3055. After
SPN 1322 FMI 31.

2 Using EST with ServiceMaxx™ software, check Diagnostic Yes: Go to step 3.
Trouble Code (DTC) list for SPN 111 (EWPS); SPN 636 FMI 2, 8,
and 10 (CMP); SPN 637 FMI 8 and 10 (CKP); SPN 731 (CYL);
SPN 1323 (CYL); SPN 1324 (CYL); SPN 1325 (CYL); SPN 1326
(CYL); SPN 1327 (CYL); and SPN 1328 (CYL).
Is EST DTC list free of SPN 111; SPN 636 FMI 2, 8, and 10; SPN
637 FMI 8 and 10; SPN 731; SPN 1323; SPN 1324; SPN 1325;
SPN 1326; SPN 1327; and SPN 1328?
No: Repair SPN 111; SPN 636
FMI 2, 8, and 10; SPN 637 FMI
8 and 10; SPN 731; SPN 1323;
SPN 1324; SPN 1325; SPN
1326; SPN 1327; and SPN 1328.

3 Using EST with ServiceMaxx™ software, check Diagnostic Yes: Go to step 4.
Trouble Code (DTC) list for SPN 651 (CYL/INJ); SPN 652 (CYL/
INJ); SPN 653 (CYL / INJ); SPN 654 (CYL / INJ); SPN 655 (CYL /
INJ); SPN 656 (CYL / INJ); SPN 2797 (INJ); and SPN 2798 (INJ).
Is EST DTC list free of SPN 651; SPN 652; SPN 653; SPN 654;
SPN 655; SPN 656; SPN 2797; and SPN 2798?
No: Repair SPN 651; SPN
652; SPN 653; SPN 654; SPN
655; SPN 656; SPN 2797; and
SPN 2798. After repairs are
FMI 31.

4 Check for poor fuel quality or contaminants. Perform Fuel Quality Yes: Go to step 5.
Check (page 1645).
Is fuel sample clean and free of sediments, traces of gasoline or
kerosene, and waxing or icing?
No: Drain fuel and fill with new
or known good diesel fuel. After
SPN 1322 FMI 31.

5 Using EST with ServiceMaxx™ software, check Fuel Rail Yes: Go to step 7.
Pressure (FRP). Select Sessions > Performance. Start engine
and monitor FRP.
Is Fuel Rail Pressure 10,500 psi (72,395 kPa) or greater?
No: Go to step 6.

6 Using EST with ServiceMaxx™ software, check Fuel Delivery Yes: Perform High-pressure
Pressure (FDP). Select Sessions > Performance. Start engine Fuel System tests (page 1476).
and monitor FDP. After repairs are complete, retest
Is Fuel Delivery Pressure 60 psi (414 kpa) or greater?
No: Perform Low-pressure Fuel
System tests (page 1476). After
SPN 1322 FMI 31.

7 Using EST with ServiceMaxx™ software, perform crank sensor Yes: Go to step 8.
relearn procedure.
1. Select Sessions > Programming > Service Interval (tab) >
Crankshaft Position Learning Reset Request (ID 95232).
2. In Value field select Yes from drop-down menu.
3. Select Program Engine button (when finished
programming Value field will switch back to No).
4. Clear Fault Code and perform drive cycle 2.
Did SPN 1322 FMI 31 become active?

8 Determine if engine has a mechanical cylinder balance problem Yes: Repair base engine
(compression loss). Perform Crankcase Pressure Test (page compression imbalance. After
1541). repairs are complete, retest for
SPN 1322 FMI 31.
Does engine have excessive crankcase pressure?
No: Go to step 9.

9 Determine if engine has a fuel injector problem. Perform Multiple Yes: Go to step 10.
Cylinder Cutout Test (page 1445).
Did one or more cylinders have significant speed difference(s)
than others?
No: Retest for SPN 1322 FMI
31.

10 Inspect for failed valve train components. Remove upper valve Yes: Replace injector suspected
cover (see Engine Service Manual). Inspect for bent valves, fallen by Multiple Cylinder Cutout Test.
bridges, and valves out of adjustment. After repairs are complete, retest
Is valve train free of failed valve train components?
No: Repair failed valve train
FMI 31.

SPN 1323 FMI 31- Misfire - Cylinder 1
Fault Overview
Fault code sets when Electronic Control Module (ECM) detects a cylinder 1 misfire from Crankshaft Position
(CKP) sensor.
Lamp Reaction
Associated Faults
10 (CMP) (CKP)
• SPN 2797 (INJ) • SPN 2798 (INJ)
Fault Facts
None

Possible Causes

3055?
SPN 1323 FMI 31.

check Diagnostic Trouble Code (DTC) list for SPN 111 (EWPS);
SPN 636 FMI 2, 8, and 10 (CMP); SPN 637 FMI 8 and 10 (CKP);
(CYL); SPN 1326 (CYL); SPN 1327 (CYL); and SPN 1328 (CYL).
SPN 1326; SPN 1327; and SPN 1328?
8 and 10; SPN 731; SPN 1322;
SPN 1324; SPN 1325; SPN
1326; SPN 1327; and SPN 1328.

check Diagnostic Trouble Code (DTC) list for SPN 651 (CYL/INJ);
SPN 652 (CYL/ INJ); SPN 653 (CYL / INJ); SPN 654 (CYL / INJ);
SPN 655 (CYL / INJ); SPN 656 (CYL / INJ); SPN 2797 (INJ); and
SPN 2798 (INJ).
652; SPN 653; SPN 654; SPN
655; SPN 656; SPN 2797; and
FMI 31.

Check (page 1645).
SPN 1323 FMI 31.

and monitor FRP.
No: Go to step 6.

SPN 1323 FMI 31.

SPN 1323 FMI 31.
No: Go to step 8.

than others?
31.

FMI 31.

Fault Overview
(CKP) sensor.
Lamp Reaction
Associated Faults
10 (CMP) (CKP)
• SPN 2797 (INJ) • SPN 2798 (INJ)
Fault Facts
None

Possible Causes

3055?
SPN 1324 FMI 31.

SPN 1326; SPN 1327; and SPN 1328?
8 and 10; SPN 731; SPN 1322;
SPN 1323; SPN 1325; SPN
1326; SPN 1327; and SPN 1328.

SPN 2798 (INJ).
652; SPN 653; SPN 654; SPN
655; SPN 656; SPN 2797; and
FMI 31.

Check (page 1645).
SPN 1324 FMI 31.

and monitor FRP.
No: Go to step 6.

SPN 1324 FMI 31.

SPN 1324 FMI 31.
No: Go to step 8.

than others?
31.

FMI 31.

Fault Overview
(CKP) sensor.
Lamp Reaction
Associated Faults
10 (CMP) (CKP)
• SPN 2797 (INJ) • SPN 2798 (INJ)
Fault Facts
None

Possible Causes

3055?
SPN 1325 FMI 31.

(CYL); SPN 1325 (CYL); SPN 1326 (CYL); SPN 1327 (CYL); and
SPN 1328 (CYL).
SPN 1325 ; SPN 1326; SPN 1327; and SPN 1328?
8 and 10; SPN 731; SPN 1322;
SPN 1323; SPN 1324; SPN
1326; SPN 1327; and SPN 1328.

SPN 2798 (INJ).
652; SPN 653; SPN 654; SPN
655; SPN 656; SPN 2797; and
FMI 31.

Check (page 1645).
SPN 1325 FMI 31.

and monitor FRP.
No: Go to step 6.

SPN 1325 FMI 31.

SPN 1325 FMI 31.
No: Go to step 8.

than others?
31.

FMI 31.

Fault Overview
(CKP) sensor.
Lamp Reaction
Associated Faults
10 (CMP) (CKP)
• SPN 2797 (INJ) • SPN 2798 (INJ)
Fault Facts
None

Possible Causes

3055?
SPN 1326 FMI 31.

SPN 1325; SPN 1327; and SPN 1328?
8 and 10; SPN 731; SPN 1322;
SPN 1323; SPN 1324; SPN
1325; SPN 1327; and SPN 1328.

SPN 2798 (INJ).
652; SPN 653; SPN 654; SPN
655; SPN 656; SPN 2797; and
FMI 31.

Check (page 1645).
SPN 1326 FMI 31.

and monitor FRP.
No: Go to step 6.

Pressure (FDP). Select Sessions > Performance. Start engine Fuel System (page 1491) tests.
SPN 1326 FMI 31.

SPN 1326 FMI 31.
No: Go to step 8.

than others?
31.

FMI 31.

Fault Overview
(CKP) sensor.
Lamp Reaction
Associated Faults
10 (CMP) (CKP)
• SPN 2797 (INJ) • SPN 2798 (INJ)
Fault Facts
None

Possible Causes

3055?
SPN 1327 FMI 31.

SPN 1325; SPN 1326; and SPN 1328?
8 and 10; SPN 731; SPN 1322;
SPN 1323; SPN 1324; SPN
1325 ; SPN 1326; SPN 1327;
and SPN 1328. After repairs are
FMI 31.

SPN 2798 (INJ).
652; SPN 653; SPN 654; SPN
655; SPN 656; SPN 2797; and
FMI 31.

Check (page 1645).
SPN 1327 FMI 31.

and monitor FRP.
No: Go to step 6.

SPN 1327 FMI 31.

SPN 1327 FMI 31.
No: Go to step 8.

than others?
31.

FMI 31.

Fault Overview
(CKP) sensor.
Lamp Reaction
Associated Faults
10 (CMP) (CKP)
• SPN 2797 (INJ) • SPN 2798 (INJ)
Fault Facts
None

Possible Causes

3055?
SPN 1328 FMI 31.

SPN 1325 ; SPN 1326; and SPN 1327?
FMI 2, 8, and 10; SPN 637
FMI 8 and 10; SPN 731; SPN
1322; SPN 1323; SPN 1324;
SPN 1325 ; SPN 1326; and
FMI 31.

SPN 2798 (INJ).
652; SPN 653; SPN 654; SPN
655; SPN 656; SPN 2797; and
FMI 31.

Check (page 1645).
SPN 1328 FMI 31.

and monitor FRP.
No: Go to step 6.

SPN 1328 FMI 31.

SPN 1328 FMI 31.
No: Go to step 8.

than others?
31.

FMI 31.

DOCIT (Diesel Oxidation Catalyst Inlet Temperature) Sensor

Overview of DOCIT Sensor Group
SPN FMI Description

4765 2 DOCIT signal erratic, intermittent, or incorrect (page 378)
4765 3 DOCIT signal Out of Range HIGH (page 381)
4765 4 DOCIT signal Out of Range LOW (page 384)
4765 20 DOCIT signal drifted HIGH (page 386)
4765 21 DOCIT signal drifted LOW (page 388)
Overview
Diesel Oxidation Catalyst Inlet Temperature (DOCIT) sensor measures exhaust temperature at inlet of DOC.
DOC/DPF temperature sensor module is a smart device that communicates with Aftertreatment Control Module
(ACM) via Controller Area Network (CAN). DOCIT sensor is part of DOC/DPF temperature sensor module and
is not serviceable individually.
Figure 81 DOC/DPF Temperature Sensor Module Location

1. DOC/DPF Temperature Sensor
Module
SPN 4765 FMI 2 - DOCIT signal erratic, intermittent, or incorrect
Fault Overview
Fault code sets when the Engine Control Module (ECM) detects the difference between the Diesel Oxidation
Catalyst Inlet Temperature (DOCIT), Diesel Oxidation Catalyst Outlet Temperature (DOCOT), and Diesel
Particulate Filter Outlet Temperature (DPFOT) readings do not match expected values for engine operating
conditions. 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.
Lamp Reaction
Associated Faults
None
SPN 3246 FMI 3 and 4 SPN 4766 FMI 3 and 4

(DPFOT) (DOCOT)

Figure 82 DOCIT circuit diagram
Possible Causes
• Failed Diesel Oxidation Catalyst Inlet (DOCIT) sensor
• High resistance in DOCIT circuit

check Diagnostic Trouble Code (DTC) list for SPN 3246 FMI 3 and
No: Repair SPN 3246 FMI 3 and
4 (DPFOT); SPN 4766 FMI 3 and 4 (DOCOT).
4; SPN 4766 FMI 3 and 4. After
Is EST DTC list free of SPN 3246 FMI 3 and 4; SPN 4766 FMI 3 repairs are complete, retest for
and 4? SPN 4765 FMI 2.

2 Inspect connections at Diesel Oxidation Catalyst Inlet Temperature Yes: Go to step 3.
(DOCIT) sensor. Key OFF, disconnect DOCIT sensor connector.
No: Repair connector, harness,
Check DOCIT sensor and connector terminals for: damaged or
pinched wires; corroded terminals; loose, bent, or broken pins;
SPN 4765 FMI 2.
Are the DOCIT sensor, connector, harness, and terminals clean
and undamaged?

3 Inspect connections at Engine Control Module (ECM). Key OFF, Yes: Go to step 4.
disconnect ECM connector. Check ECM and connector terminals
for: damaged or pinched wires; corroded terminals; loose, bent, or
Are the ECM connector, harness, and terminals clean and SPN 4765 FMI 2.
undamaged?

4 Check DOCIT circuit for high resistance. Connect Breakout Yes: Go to step 5.
Harness ZTSE4760A to DOCIT harness and leave DOCIT
No: Repair high resistance
disconnected. Connect 180-pin Breakout Box with ECM Breakout
between DOCIT connector pin-2
Harness 00-01467-00 to ECM C1 harness, and leave ECM
and ECM connector pin C1-28.
disconnected. Key OFF, use a DMM to measure resistance from
for SPN 4765 FMI 2.
Is resistance less than 5 ohms?

5 Check SIG GND circuit for high resistance. Connect Breakout Yes: Replace DOCIT sensor.
Harness ZTSE4760A to DOCIT harness and leave DOCIT After repairs are complete, retest
disconnected. Connect 180-pin Breakout Box with ECM Breakout for SPN 4765 FMI 2.
Harness 00-01467-00 to Chassis C1 harness, and leave ECM
disconnected. Key OFF, use a DMM to measure resistance from
between DOCIT connector pin-1
and ECM connector pin C1-22.
Is resistance less than 5 ohms? After repairs are complete, retest
for SPN 4765 FMI 2.

SPN 4765 FMI 3 - DOCIT signal Out of Range HIGH
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.
Lamp Reaction
Associated Faults
SPN 5742 (DOC/DPF

temperature sensor
module)
Fault Facts
None

Possible Causes
• High resistance or open in SIG GND circuit
• High resistance or open in DOCIT circuit
• Short to PWR in DOCIT circuit
• Failed DOCIT sensor

SPN 4765 FMI 3.
and undamaged?

2 Check DOCIT circuit for short to PWR. Connect Breakout Yes: Go to step 3.
Harness ZTSE4760A to vehicle harness and leave DOCIT sensor
No: Repair short to power in
disconnected. Key-On Engine-Off (KOEO) measure voltage
DOCIT circuit between ECM pin
between Breakout Harness pin-2 and a known good ground.
C1-28 and DOCIT sensor pin-2.
Is voltage within 0.5 volts of 5 volts? After repairs are complete, retest
for SPN 4765 FMI 3.

undamaged?

4 Check DOCIT circuit for high resistance or Open. Connect 180-pin Yes: Go to step 5.
Breakout Box with Breakout Harness 00-01467-00 to vehicle
No: Repair Open or high
harness, and leave ECM disconnected. With Breakout Harness
resistance in DOCIT circuit
ZTSE4760A connected to vehicle harness and with DOCIT sensor
disconnected. Use a DMM to measure resistance from Breakout
DOCIT sensor pin-2. After
Box pin C1-28 and Breakout Harness pin-2.
Is resistance less than 5 ohms? SPN 4765 FMI 3.

5 Check SIG GND circuit for high resistance or Open. Connect Yes: Replace DOCIT sensor.
180-pin Breakout Box with Breakout Harness 00-01467-00 to After repairs are complete, retest
vehicle harness, and leave ECM disconnected. With Breakout for SPN 4765 FMI 3.
Harness ZTSE4760A connected to vehicle harness and with
No: Repair Open or high
DOCIT sensor disconnected. Use a DMM to measure resistance
resistance in SIG GND circuit
from Breakout Box pin C1-22 and Breakout Harness pin-1.
Is resistance less than 5 ohms? DOCIT sensor pin-1. After
SPN 4765 FMI 3.

SPN 4765 FMI 4 - DOCIT signal Out of Range LOW
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.
Lamp Reaction
Associated Faults
None.
Fault Facts
None
Possible Causes
• Short to GND in DOCIT circuit
• SIG GND circuit shorted to DOCIT circuit
• Failed DOCIT sensor

SPN 4765 FMI 4.
and undamaged?

2 Check DOCIT circuit for short to GND. Connect Breakout Yes: Go to step 3.
Harness ZTSE4760A to vehicle harness and leave DOCIT sensor
No: Repair short to GND in
DOCIT circuit between ECM pin
C1-28 and DOCIT sensor pin-2.
for SPN 4765 FMI 4.

undamaged?

4 Check for short between DOCIT and SIG GND circuits. Connect Yes: Replace DOCIT sensor.
Breakout Harness ZTSE4760A and leave DOCIT sensor After repairs are complete, retest
disconnected. Key OFF, disconnect ECM and measure resistance for SPN 4765 FMI 4.
between Breakout Harness pin-1 and pin-2.
No: Repair short between
Is resistance greater than 1000 ohms? DOCIT and SIG GND circuits.
for SPN 4765 FMI 4.

SPN 4765 FMI 20 - DOCIT DOCIT signal drifted HIGH
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.
Lamp Reaction
When fault is active, MIL will not illuminate.
Associated Faults
SPN 2659



check for other fault codes.
No: Repair other fault code(s).
Is SPN 4765 FMI 20 the only fault code active? After repairs are complete, retest

2 Inspect connections at Diesel Oxidation Catalyst Inlet (DOCIT) Yes: Go to step 3.
sensor. Key OFF, disconnect DOCIT sensor connector. Check
DOCIT sensor and connector terminals for: damaged or pinched
wires; corroded terminals; loose, bent, or broken pins; or broken
connector housing.
SPN 4765 FMI 20.
Is the DOCIT sensor connector, harness, and terminal clean and
undamaged?

3 Check DOCIT circuit for short to power. In ServiceMaxx start Yes: Go to step 4.
Continuous Monitor test. Key-On Engine-Off, with DOCIT sensor
No: Repair short to power
connected.
between DOCIT connector pin 2
Does ServiceMaxx™ software show DOCIT voltage less than to ECM 58-pin connector C1 pin
5.5 volts? 28 . After repairs are complete,

4 Check SIG GND circuit for high resistance. With DOCIT sensor Yes: Replace DOCIT sensor.
disconnected, connect Breakout Harness ZTSE4760A. Measure
resistance between DOCIT connector pin 1 and a known good
between DOCIT connector pin
ground.
1 and ECM 58-pin connector
Is resistance less then 5 ohms? C1 pin 22 . After repairs are
FMI 20.

After performing all diagnostic steps, if SPN 4765 FMI 20 remains, verify if each step was completed
correctly and the proper decision was made. Notify supervisor for further action.
SPN 4765 FMI 21 - DOCIT signal drifted LOW
Fault Overview
Fault sets when the Diesel Oxidation Catalyst Inlet Temperature (DOCIT) sensor is reading below 392°F (200°C)
for approximately 45 seconds with enable conditions met.
Lamp Reaction
When fault is active, MIL will not illuminate.
Associated Faults
SPN 2659



Is SPN 4765 FMI 21 the only fault code active? After repairs are complete, retest

2 Inspect air intake system, exhaust system, and air filter for Yes: Go to step 3.
restrictions, air leaks, or physical damage. Also, inspect the fuel
No: Repair restrictions, air leaks,
system from fuel tank to AFI valve for leaks or physical damage.
fuel leaks or physical damage.
Is air intake system, exhaust system, fuel system and air filter free After repairs are complete, retest
of restrictions, leaks, and physical damage? for SPN 4765 FMI 21.

3 Inspect connections at Diesel Oxidation Catalyst Inlet (DOCIT) Yes: Go to step 4.
sensor. Key OFF, disconnect DOCIT sensor connector. Check
DOCIT sensor and connector terminals for: damaged or pinched
connector housing.
SPN 4765 FMI 21.
Is the DOCIT sensor connector, harness, and terminal clean and
undamaged?

4 Check DOCIT circuit for short to ground. Connect Breakout Yes: Go to step 4.
Harness ZTSE4760A to DOCIT sensor connector and leave
No: Repair short to ground
DOCIT sensor disconnected. Use a DMM to measure resistance
between Breakout harness ZTSE4760A test point 2 and a known,
good ground.
C1 pin 28. After repairs are
Is resistance greater than 1000 ohms? complete, retest for SPN 4765
FMI 21.

5 Check DOCIT circuit for high resistance or Open. In ServiceMaxx Yes: Replace DOCIT sensor.
start Continuous Monitor test. Key-On Engine-Off, with Breakout
Harness ZTSE4760A connected, short DOCIT connector pin 1
to pin 2.
Does ServiceMaxx software show DOCIT voltage of 4.5 volts or C1 pin 28. After repairs are
more? complete, retest for SPN 4765
FMI 21.

correctly and the proper decision was made. Notify supervisor for further action.
DOCOT Sensor (Diesel Oxidation Catalyst Outlet Temperature)

Overview of DOCOT Sensor
SPN FMI Description

4766 2 DOCIT signal erratic, intermittent, or incorrect (page 394)
4766 3 DOCIT signal Out of Range HIGH (page 397)
4766 4 DOCIT signal Out of Range LOW (page 400)
4766 10 Catalyst System Efficiency Below Threshold (page 402)
Overview
Diesel Oxidation Catalyst Outlet Temperature (DOCOT) sensor is a thermistor-style sensor that measures
temperature between Diesel Oxidation Catalyst (DOC) and Diesel Particulate Filter (DPF). As temperature
increases, resistance values drop. This change of resistance varies voltage that is sent to Engine Control
Module (ECM). DOCOT sensor works with Diesel Oxidation Catalyst Inlet Temperature (DOCIT), Diesel
Particulate Filter Outlet Temperature (DPFOT), and Diesel Particulate Filter Differential Pressure (DPFDP)
sensors to indicate operation and control regeneration cycles of Aftertreatment (AFT) system via ECM.
Figure 87 DOCOT and DOCIT Sensor Locations (Typical)

1. Diesel Oxidation Catalyst Outlet 2. Diesel Oxidation Catalyst Inlet
Temperature (DOCOT) sensor Temperature (DOCIT) sensor
Figure 88 DSI Unit

Valve (AFTFSV) (WHITE) (AFTFD) (BLACK)
SPN 4766 FMI 2 - DOCOT signal erratic, intermittent, or incorrect
Fault Overview
Fault code sets when Engine Control Module (ECM) detects difference between Diesel Oxidation Catalyst Inlet
Temperature (DOCIT), Diesel Oxidation Catalyst Outlet Temperature (DOCOT), and Diesel Particulate Filter
Outlet Temperature (DPFOT) readings do not match expected values for engine operating conditions. Active
and parked regeneration of DPF will be disabled. Engine torque will be reduced if engine is operated for an
extended period of time with this fault active.
Lamp Reaction
Associated Faults
• SPN 3246 FMI 3 and 4 • SPN 4765 FMI 3 and 4
(DPFOT) (DOCIT)
Fault Facts
None.

Continuous
Possible Causes
• Failed Diesel Oxidation Catalyst Inlet (DOCOT) sensor
• High resistance in DOCOT circuit


A. Key OFF, disconnect DOCOT sensor connector. Yes: Go to Step 3.
B. Check DOCOT sensor and connector terminals for: damaged or
Are DOCOT sensor, connector, harness, and terminals clean and No: Repair connector,

A. Key OFF, disconnect ECM connector. Yes: Go to Step 4.
Step 4 Check DOCOT circuit for high resistance. Decision

A. Connect Breakout Harness ZTSE4760A to DOCOT harness and Yes: Go to Step 5.
leave DOCOT disconnected.
00-01467-00 to ECM C1 harness, and leave ECM disconnected.
C. Key OFF, use DMM, measure resistance from Breakout Harness
ZTSE4760A pin-2 and 180-pin Breakout Box pin C1-16.
Is resistance less than 5 ohms? No: Repair high resistance
between DOCOT connector
FMI 2.
Step 5 Check SIG GND circuit for high resistance. Decision

A. Connect Breakout Harness ZTSE4760A to DOCOT harness and Yes: Replace DOCOT sensor.
leave DOCOT disconnected. After repairs are complete,
00-01467-00 to Chassis C1 harness, and leave ECM disconnected.
C. Key OFF, use DMM, measure resistance from Breakout Harness
ZTSE4760A pin-1 and 180-pin Breakout Box pin C1-55.
between DOCOT connector
4766 FMI 2.

SPN 4766 FMI 3 - DOCOT signal Out of Range HIGH
Fault Overview
Fault code sets when Engine Control Module (ECM) detects that Diesel Oxidation Catalyst Outlet Temperature
(DOCOT) sensor signal voltage is greater than expected. Active and parked regeneration of DPF will be
disabled. Engine torque will be reduced if engine is operated for an extended period of time with this fault active.
Lamp Reaction
Associated Faults
None.
Fault Facts
None.

Continuous
Possible Causes
• High resistance or open in DOCOT circuit
• Short to PWR in DOCOT circuit
• Failed DOCOT sensor

Step 2 Check DOCOT circuit for short to PWR. Decision

A. Connect Breakout Harness ZTSE4760A to vehicle harness and Yes: Go to Step 3.
leave DOCOT sensor disconnected.
B. Key-On Engine-Off (KOEO) measure voltage between Breakout
Harness pin-2 and known good GND.
Is voltage within 5 ± 0.5 volts? No: Repair short to PWR
in DOCOT circuit between
ECM pin C1-16 and DOCOT
sensor pin-2. After repairs
4766 FMI 3.

A. Key OFF, disconnect ECM connector. Yes: Go to Step 4.
Step 4 Check DOCOT circuit for high resistance or Open. Decision

A. Connect 180-pin Breakout Box with Breakout Harness 00-01467-00 Yes: Go to Step 5.
to vehicle harness, and leave ECM disconnected.
B. Connect Breakout Harness ZTSE4760A to vehicle harness and
C. Use DMM, measure resistance from Breakout Box pin C1-16 and
Breakout Harness pin-2.
resistance in DOCOT circuit
DOCOT sensor pin-2. After
for SPN 4766 FMI 3.
Step 5 Check SIG GND circuit for high resistance or Open. Decision
A. Connect 180-pin Breakout Box with Breakout Harness 00-01467-00 Yes: Replace DOCOT sensor.
to vehicle harness, and leave ECM disconnected. After repairs are complete,
B. Connect Breakout Harness ZTSE4760A to vehicle harness and
C. Use DMM, measure resistance from Breakout Box pin C1-55 and
Breakout Harness pin-1.
DOCOT sensor pin-1. After
for SPN 4766 FMI 3.

SPN 4766 FMI 4 - DOCOT signal Out of Range LOW
Fault Overview
Fault code sets when Engine Control Module (ECM) detects 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 DPF will be disabled. Engine torque will be reduced if engine is operated for an extended period of time with
this fault active.
Lamp Reaction
Associated Faults
None.
Fault Facts
None.

Continuous
Possible Causes
• Short to GND in DOCOT circuit
• SIG GND circuit shorted to DOCOT circuit
• Failed DOCOT sensor


2 Check DOCOT circuit for short to GND. Connect Breakout Yes: Go to Step 3.
Harness ZTSE4760A to vehicle harness and leave DOCOT sensor
DOCOT circuit between ECM
pin C1-16 and DOCOT sensor
Is voltage within 0.5 volts of 5 volts? pin-2. After repairs are complete,

3 Inspect connections at Engine Control Module (ECM). Key OFF, Yes: Go to Step 4.
Are ECM connector, harness, and terminals clean and SPN 4766 FMI 4.
undamaged?

4 Check for short between DOCOT and SIG GND circuits. Connect Yes: Replace DOCOT sensor.
Breakout Harness ZTSE4760A and leave DOCOT sensor After repairs are complete, retest
Is resistance greater than 1000 ohms? DOCOT and SIG GND circuits.
for SPN 4766 FMI 4.

SPN 4766 FMI 10 - Catalyst System Efficiency Below Threshold
Fault Overview
Fault code sets when Diesel Oxidation Catalyst Outlet Temperature (DOCOT) does not reach desired
temperature within a predetermined time frame during exhaust injection.
Lamp Reaction
Associated Faults
• SPN 94 • SPN 2659 • SPN 3251 • SPN 3480

• SPN 4077 • SPN 4765 • SPN 5456
Fault Facts
None.

Regeneration
Step 1 Decision
Using Electronic Service Tool (EST) with ServiceMaxx™ software, check Yes: Go to Step 2.
for other fault codes.
Is SPN 4766 FMI 10 only fault code active? No: Repair other fault code(s).
Step 2 Decision
Perform Intake Air(page 1658) and Exhaust and Aftertreatment(page 1659) Yes: Go to Step 3.
Inspections.
restrictions, leaks, and physical damage? leaks, fuel leaks, or physical
FMI 10.
Step 3 Decision
Inspect connections at Diesel Oxidation Catalyst Inlet (DOCIT) sensor, and Yes: Go to Step 4.
Diesel Oxidation Catalyst Outlet (DOCOT) sensor. Key OFF, disconnect
DOCIT and DOCOT sensor connectors. Check sensor and connector
terminals for: damaged or pinched wires; corroded terminals; loose, bent,
or broken pins; or broken connector housing.
Are DOCIT and DOCOT sensor connectors, harnesses, and terminals No: Repair damaged
clean and undamaged? connector, harness, or
terminal. After repairs are
FMI 10.
Step 4 Decision
Check for biased aftertreatment temperature sensor. Do Hot Run Sensor Yes: Go to Step 5.
Comparison Test (page 1686).
Are DOCIT, DOCOT, and DPFOT temperatures within 77°F (25°C) of each No: Replace sensors that are
other? not reading as expected. After

4766 FMI 10.

harness connectors.
location(Figure 88)? (AFTFSV and AFTFD harness connectors can be
swapped.)
DSI De-Aeration test. Actuate AFTFSV and AFTFD. Monitor AFTFP1 and drop: Replace DSI unit. After
when AFI opens: Clean
Aftertreatment Fuel Injector
(AFI), AFI housing, and bore.
Does AFTFP2 signal value rise then drop when AFI opens? AFTFP2 signal value rises
but does not drop. Clean
(AFI), AFI housing, and
bore. Inspect for kinked AFI
supply line. After repairs are
FMI 10.
Go to Step 8.

Using EST with ServiceMaxx™ software, start an On Board Filter Yes: Go to Step 9.
Cleanliness Test (OBFCT).
OBFCT.
Step 9 Decision
While running OBFCT, inspect for exhaust leaks and monitor following Yes: Go to Step 10.
signals during test:
Are Parked Regen Checks within specification during OBFCT? No: If Parked Regen
Checks(page 405) are
not within specification.
Parked Regen Checks

Parked Regen Checks Specifications Pass/Fail Decision
psi: Do Fuel Delivery
Pressure (FDP) Test
4766 FMI 10.
above 500°F (260°C) is below 40 to 70 psi at
AFI opening: Clean AFI
4766 FMI 10.
above 986°F (530°C)
DPFOT Below 1292°F (700°C) If Parked Regen Checks other
than AFTFP1 and AFTFP2
Repair Parked Regen Check
(page 174). After repairs
4766 FMI 10.
Aftertreatment Fuel Pressure 2 Aftertreatment Fuel
(AFTFP2) Injector (pop-off valve)
fuel pressure range
opening pressure.
Step 10 Decision
Yes: Go to Step 11.
After OBFCT is complete, does Diesel Particulate Filter Differential Pressure No: Remove DPF and inspect
(DPFDP) signal measure below 0.5 psi at high idle? for restrictions. If restricted,
FMI 10.
Step 11 Check vehicle repair history for EGR cooler repairs. Decision
Check vehicle repair history for EGR cooler repairs (internal coolant leak), Yes: Go to Step 12.
since last Diesel Oxidation Catalyst (DOC) replacement.
Is vehicle history free of EGR cooler repairs (internal coolant leak), since No: Replace DOC. After
last DOC replacement? repairs are complete, retest
Step 12 Inspect for coolant leak to exhaust. Decision

Do Coolant Leak to Exhaust test and check for coolant leaks. Yes: Verify each step was
action.
Is exhaust system free of coolant leaks? No: Repair coolant leak
into exhaust system and
replace DOC. After repairs
4766 FMI 10.

SPN 4766 FMI 20 - DOCOT signal drifted HIGH
Fault Overview
Fault code sets when Diesel Oxidation Catalyst Outlet Temperature (DOCOT) reaches above 932°F (500°C)
within a predetermined time frame by Engine Control Module (ECM).
Lamp Reaction
When fault is active, Malfunction Indicator Lamp (MIL) will not illuminate.
Associated Faults
SPN 94 SPN 2659 SPN 3251 SPN 3480

SPN 4077 SPN 4765 SPN 5456
Fault Facts
None.

See 2013 HD-OBD Diagnostic Reference Manual.
Figure 89 DOCOT Sensor Location

1. Diesel Oxidation Catalyst Outlet
Temperature (DOCOT) sensor

1 Using Electronic Service Tool (EST) with ServiceMaxx™ software, Yes: Go to Step 2.
Is SPN 4766 FMI 20 only fault code active? After repairs are complete, retest

2 Inspect air intake system, exhaust system, and air filter for Yes: Go to Step 3.
restrictions, air leaks, or physical damage. Inspect fuel system
from fuel tank to Aftertreatment Fuel Injector (AFI) valve for leaks
or physical damage.
Is air intake system, exhaust system, fuel system and air filter free for SPN 4766 FMI 20.
of restrictions, leaks, and physical damage?

3 Inspect connections at Diesel Oxidation Catalyst Outlet Yes: Go to Step 4.
Temperature (DOCOT) sensor. Key OFF, disconnect DOCOT.
Check DOCOT sensor and connector terminals for: damaged or
SPN 4766 FMI 20.
Are DOCOT sensor connector, harness, and terminals clean and
undamaged?

4 Check for biased aftertreatment temperature sensor. Do Hot Run Yes: Go to Step 5.
Sensor Comparison Test (page 1686).
No: Replace sensors that are
Are DOCIT, DOCOT, and DPFOT temperatures within 77°F (25°C) not reading as expected. After
of each other? repairs are complete, retest for
SPN 4766 FMI 20.

5 Determine if Fuel Delivery Pressure (FDP) is within specification. Yes: Go to Step 6.
Using Electronic Service Tool (EST) with ServiceMaxx™ software,
No: Do Fuel Delivery Pressure
Key-On Engine-Running (KOER) monitor FDP sensor. FDP
(FDP) Test (page 1480). After
should be at a steady pressure of 90 psi or more.
Is FDP between 85 – 120 psi? SPN 4766 FMI 20.

SPN 4766 FMI 20.
No: Go to Step 7.

7 Determine if engine has a fuel injector problem. Perform Multiple Yes: Go to Step 8.
No: Go to Step 9.
than others?

FMI 20.
Figure 90 DSI Unit


9 Check AFTFSV and Aftertreatment Fuel Doser (AFTFD) harness Yes: Go to Step 10.
connectors are connected to correct location? (AFTFSV and
No: Connect harness
AFTFD harness connectors can be swapped.)
Are AFTFSV and AFTFD harness connectors connected to After repairs are complete, retest
correct sensors? for SPN 4766 FMI 20.

10 Verify correct Down Stream Injection (DSI) unit and Aftertreatment AFTFP1 signal value does not
Fuel Injector (AFI) operation. Using Electronic Service Tool (EST) drop: Replace DSI unit. After
with ServiceMaxx™ software, KOER, run DSI De-Aeration test. repairs are complete, retest for
Actuate AFTFSV and AFTFD. Monitor AFTFP1 and AFTFP2 SPN 4766 FMI 20.
signal values during activation.
AFTFP2 signal value does not
• Does AFTFP1 signal value drop when AFTFD is actuated? rise properly then drop when
AFI opens: Clean Aftertreatment
Fuel Injector (AFI), AFI housing,
FMI 20.
AFTFP2 signal value rises
Inspect for kinked AFI supply
line. After repairs are complete,
and AFTFP2 signal value rises,
then drops when AFI is opened
(correct operation): Go to Step
11.

11 Using EST with ServiceMaxx software, start an On Board Filter Yes: Go to Step 12.
No: Correct Parked Regen
Is OBFCT running without an Abort Message in ServiceMaxx™? Inhibitors (page 1387) and
restart OBFCT.

12 While running OBFCT, inspect for exhaust leaks and monitor following If Parked Regen Checks
signals during test: are within specification:
Go to Step 13.
Are Parked Regen Checks within specification during OBFCT?
Parked Regen Checks Specifications Pass / Fail
Engine Coolant Temp Above 122°F (50°C) per
(ECT) ServiceMaxx
1480). Repair any FDP
measurements out of
SPN 4766 FMI 20.
DOCIT After 5 - 10 minutes above If AFTFP2 fuel pressure
500°F (260°C) is below 40-70 psi at AFI
opening: Clean AFI valve,
DOCOT After 5 – 10 minutes above
housing, and bore. After
986°F (530°C)
cleaning procedure is
4766 FMI 20.
other than AFTFP1
Aftertreatment Fuel > 110 psi during test
and AFTFP2 are out
Pressure 1 (AFTFP1)
Aftertreatment Fuel Aftertreatment Fuel Parked Regen Check
Pressure 2 (AFTFP2) Injector (pop-off valve) fuel (page 174). After repairs
pressure range between are complete, retest for
40-70 psi at opening SPN 4766 FMI 20.
pressure.

13 After OBFCT is complete, does Diesel Particulate Filter Differential Yes: Verify each step was
Pressure (DPFDP) signal measure below 0.5 psi at high idle? completed correctly and proper
decision was made. Notify
supervisor for further action.
No: Remove DPF and inspect
for restrictions. If restricted, have
DPF cleaned using appropriate
DPF cleaning equipment. After
SPN 4766 FMI 20.

SPN 4766 FMI 21 - DOCOT signal drifted LOW
Fault Overview
Fault code sets when Diesel Oxidation Catalyst Outlet Temperature (DOCOT), with enable conditions met, does
not reach a minimum of 392°F (200°C) during exhaust injection.
Lamp Reaction
When fault is active, Malfunction Indicator Lamp (MIL) will not illuminate.
Associated Faults
SPN 94 SPN 2659 SPN 3251 SPN 3480

SPN 4077 SPN 4765 SPN 5456
Fault Facts
None.

Figure 91 DOCOT Sensor Location

1. Diesel Oxidation Catalyst Outlet 2. Diesel Oxidation Catalyst Inlet
Temperature (DOCOT) sensor Temperature (DOCIT) sensor


restrictions, air leaks, or physical damage. Inspect fuel system
from fuel tank to Aftertreatment Fuel Injector (AFI) valve for leaks
or physical damage.
Is air intake system, exhaust system, fuel system and air filter free for SPN 4766 FMI 21.
of restrictions, leaks, and physical damage?

3 Inspect connections at Diesel Oxidation Catalyst Outlet Yes: Go to Step 4.
Temperature (DOCOT) sensor. Key OFF, disconnect DOCOT.
Check DOCOT sensor and connector terminals for: damaged or
SPN 4766 FMI 21.
Are DOCOT sensor connector, harness, and terminals clean and
undamaged?

4 Check for biased aftertreatment temperature sensor. Do Hot Run Yes: Go to Step 5.
Sensor Comparison Test (page 1686).
No: Replace sensors that are
Are DOCIT, DOCOT, and DPFOT temperatures within 77°F (25°C) not reading as expected. After
of each other? repairs are complete, retest for
SPN 4766 FMI 21.

5 Determine if Fuel Delivery Pressure (FDP) is within specification. Yes: Go to Step 6.
Using Electronic Service Tool (EST) with ServiceMaxx™ software,
No: Do Fuel Delivery Pressure
Key-On Engine-Running (KOER) monitor FDP sensor. FDP
should be at a steady pressure of 90 psi or more.
Is FDP between 85 – 120 psi? SPN 4766 FMI 21.
Figure 92 DSI Unit


6 Check AFTFSV and Aftertreatment Fuel Doser (AFTFD) harness Yes: Go to Step 7.
connectors are connected to correct location? (AFTFSV and
No: Connect harness
AFTFD harness connectors can be swapped.)
Are AFTFSV and AFTFD harness connectors connected to After repairs are complete, retest
correct sensors? for SPN 4766 FMI 21.

7 Verify correct Down Stream Injection (DSI) unit and Aftertreatment AFTFP1 signal value does not
Fuel Injector (AFI) operation. Using Electronic Service Tool (EST) drop: Replace DSI unit. After
with ServiceMaxx™ software, KOER, run DSI De-Aeration test. repairs are complete, retest for
Actuate AFTFSV and AFTFD. Monitor AFTFP1 and AFTFP2 SPN 4766 FMI 21.
signal values during activation.
AFTFP2 signal value does not
• Does AFTFP1 signal value drop when AFTFD is actuated? rise properly then drop when
AFI opens: Clean Aftertreatment
Fuel Injector (AFI), AFI housing,
FMI 21.
AFTFP2 signal value rises
Inspect for kinked AFI supply
line. After repairs are complete,
and AFTFP2 signal value rises,
then drops when AFI is opened
(correct operation): Go to Step
8.

8 Using EST with ServiceMaxx software, start an On Board Filter Yes: Go to Step 9.
Is OBFCT running without an Abort Message in ServiceMaxx™? Inhibitors (page 1387) and
restart OBFCT.

signals during test: are within specification:
Go to Step 10.
(ECT) ServiceMaxx
measurements out of
SPN 4766 FMI 21.
986°F (530°C)
4766 FMI 21.
other than AFTFP1
and AFTFP2 are out
Pressure 1 (AFTFP1)
pressure.

10 After OBFCT is complete, does Diesel Particulate Filter Differential Yes: Go to Step 11.
Pressure (DPFDP) signal measure below 0.5 psi at high idle?
SPN 4766 FMI 21.

11 Check vehicle repair history for EGR cooler repairs (internal Yes: Go to Step 12.
coolant leak), since last Diesel Oxidation Catalyst (DOC)
No: Replace DOC. After repairs
replacement.
Is vehicle history free of EGR cooler repairs (internal coolant leak), 4766 FMI 21.
since last DOC replacement?

12 Inspect for coolant leak to exhaust. Do Coolant Leak to Exhaust Yes: Verify each step was
test and check for coolant leaks. completed correctly and proper
Is exhaust system free of coolant leaks?
No: Repair coolant leak into
exhaust system and replace
DOC. After repairs are complete,

DPF (Diesel Particulate Filter) System

Overview of DPF Sensor
SPN FMI Actions

3719 0 DPF Soot Load - Highest (level 3/3) (page 421)
3719 15 DPF Soot Load - Lowest (level 1/3) (page 423)
3719 16 DPF Soot Load - Moderate (level 2/3) (page 425)
3720 0 DPF Ash load at maximum limit (Remove DPF for cleaning) (page 427)
3936 8 DPF System above Warning Temperature (page 432)
3936 10 DPF System above Warning Temperature (page 435)
5319 31 DPF incomplete Regeneration (page 438)
Overview
Diesel Particulate Filter (DPF) system is used to reduce soot released into exhaust aftertreatment system. DPF
is used in conjunction with Diesel Oxidation Catalyst (DOC) to reduce soot. Process of reducing soot to ash
is called regeneration (regen). Regen can be active, stationary, or passive. Passive regen needs no input
from ECM to work. Active happens when ECM commands vehicle to regen, and vehicle goes into a regen
strategy. Stationary regen is used when an operator manually tells ECM to begin regen process. This can
be accomplished by either manually pushing an override button inside cab, or through use of ServiceMaxx™
software. DOC and DPF can be serviced separately.
Figure 93 DPFDP/DPFOP Sensor Module Location

module
Figure 94 DPFDP/DPFOP Sensor Hoses Location

hoses
Figure 95 DPFDP Sensor Location (Typical)

1. DPFDP sensor 2. DPFDP sensor hoses
SPN 3719 FMI 0 - DPF Soot Load - Highest (level 3/3)
Fault Overview
Fault code sets when Aftertreatment Control Module (ACM) detects soot load of Diesel Particulate Filter (DPF)
has exceeded maximum operating limits. Torque output of engine will be reduced as soot load increases. See
AFT System Overview (page 1779) for additional information.
Lamp Reaction
Red Stop Lamp (RSL) will illuminate immediately.
Associated Faults
• SPN 94 (FDP) • SPN 102 (IMP) • SPN 157 (FRP) • SPN 651 - 656
(INJ/CYL)
• SPN 2797 - 2798 (CYL • SPN 3242 FMI 2, 3, and • SPN 3246 FMI 2, 3, and • SPN 3480 (AFTFP)
Balance) 4 (DPFIT) 4 (DPFOT)
• SPN 3482 (AFTFSOV) • SPN 3556 (AFTFI) • SPN 3610 (DPFOP) • SPN 4765 FMI 2, 3, and
4 (DOCIT)
• SPN 5541 (TC1TOP)

Road Test
Fault Facts
This fault code may indicate exhaust temperatures are not high enough to regenerate aftertreatment system.
Driving vehicle with long-term increased load may increase exhaust temperatures and decrease aftertreatment
regeneration frequency. This DTC is only a warning that Aftertreatment system is incapable of reducing soot
loads under current conditions.
Possible Causes
• Regen inhibited
• Engine performance problem
• Restricted DPFDP hoses

Step 2 Decision
Use EST with ServiceMaxx™ software, go to ServiceMaxx™ Tests > KOER Yes: End diagnostics, retest
Aftertreatment Tests > Onboard Filter Cleanliness Test > select record for SPN 3719 FMI 0.
button and click Begin Test.
Was soot load reduced during procedure? No: Go to Step 3
Step 3 Check DPFDP sensor hoses for correct routing and restrictions. Decision
Inspect DPFDP sensor hoses for kinks, improper hose routing, restrictions, Yes: Go to Step 4.
or damage.
Are DPFDP sensor hoses routed correctly, free of damage, and No: Repair or replace DPFDP
unrestricted? sensor hose(s). After repairs
3719 FMI 0.
Step 4 Determine if vehicle has an engine performance related Decision

driveability problem.
Test drive vehicle and determine if vehicle has an engine performance Yes: Perform engine
related driveability problem. Performance Symptom
Diagnostics (page 21). After
for SPN 3719 FMI 0.
Does engine have a performance problem? No: End diagnostics, retest
for SPN 3719 FMI 0.

SPN 3719 FMI 15 - DPF Soot Load - Lowest (level 1/3)
Fault Overview
Fault code sets when Engine Control Module (ECM) detects soot load of Diesel Particulate Filter (DPF) has
exceeded operating limits. Torque output of engine will be reduced as soot load increases.
Lamp Reaction
No Lamp
Associated Faults
• SPN 94 (FDP) • SPN 102 (IMP) • SPN 157 (FRP) • SPN 651-656 (INJ/CYL)
• SPN 2797–2798 (CYL • SPN 3242 FMI 2, 3, and • SPN 3246 FMI 2, 3, and • SPN 3480 (AFTFP)
Balance) 4 (DPFIT) 4 (DPFOT)
• SPN 3482 (AFTFSOV) • SPN 3556 (AFTFI) • SPN 3610 (DPFOP) • SPN 4765 FMI 2, 3, and
4 (DOCIT)

Road Test
Fault Facts
This fault code may indicate exhaust temperatures are not high enough to actively regenerate aftertreatment
system. Driving vehicle with long-term increased load may increase exhaust temperatures and decrease
aftertreatment regeneration frequency. This DTC is only a warning that Aftertreatment system is incapable of
reducing soot loads under current conditions.
Possible Causes
• Regen inhibited

Step 2 Decision
Was soot load reduced during procedure? Go to Step 3
or damage.
3719 FMI 15.

for SPN 3936 FMI 15

SPN 3719 FMI 16 - DPF Soot Load - Moderate (level 2/3)
Fault Overview
Fault code sets when Engine Control Module (ECM) detects soot load of Diesel Particulate Filter (DPF) has
exceeded operating limits. Torque output of engine will be reduced as soot load increases. See AFT System
Overview (page 1779)for additional information.
Lamp Reaction
No Lamp
Associated Faults
(INJ/CYL)
• SPN 1322 - 1328 (CYL • SPN 2797 - 2798 (CYL • SPN 3242 FMI 2, 3, and • SPN 3246 FMI 2, 3, and
Balance) Balance) 4 (DPFIT) 4 (DPFOT)
• SPN 3480 (AFTFP) • SPN 3482 (AFTFSOV) • SPN 3556 (AFTFI) • SPN 3610 (DPFOP)
• SPN 4765 FMI 2, 3, and • SPN 5541 (TC1TOP)
4 (DOCIT)

Road Test
Fault Facts
This fault code may indicate exhaust temperature exiting turbocharger is not high enough to actively regenerate
aftertreatment system. Driving vehicle with long-term increased load may increase exhaust temperatures and
decrease aftertreatment regeneration frequency.
Possible Causes
• Regen inhibited

Step 2 Decision
Was soot load reduced during procedure? Go to Step 3
or damage.
Are DPFDP sensor hoses routed correctly, free of damage, and unrestricted? No: Repair or replace DPFDP
sensor hose(s). After repairs
3719 FMI 16.


SPN 3720 FMI 0 - DPF Ash load at maximum limit (Remove DPF for cleaning)
Fault Overview
Diesel Particulate Filter (DPF) must be at soot level 3, when DPF lamp is flashing and buzzer sounding. This
notifies operator soot level has reached a critical level and engine is de-rated further.
Lamp Reaction
Malfunction Indicator Lamp (MIL) will illuminate when this fault is detected during two drive cycles.
Associated Faults
• SPN 27 • SPN 102 • SPN 1189 • SPN 2791

• SPN 3251 • SPN 3480 • SPN 4077 • SPN 5456
• SPN 5541
Fault Facts
None.



for SPN 3720 FMI 0.

monitor Diesel Particulate Filter Differential Pressure (DPFDP)
No: Go to Step 3.
signal with Key-On Engine-Off (KOEO). See "Appendix A (page
1691)" for DPFDP specifications.
Is DPFDP within specifications?

3 Check for biased DPFDP sensor. Do DPFDP sensor biased Yes: Go to Step 5.
check (page 441).
No: Repair DPFDP sensor or
Are DPFDP sensor and circuits within specifications? circuits. After DPFDP circuits
are repaired, go to Step 5.

4 Check DPFDP sensor hoses for correct routing and restrictions. Yes: Go to Step 5.
Inspect DPFDP hoses for kinks, improper hose routing, reversed
No: Repair DPFDP hoses. After
hoses or damage. See DPFDP sensor locator for correct routing
repairs are complete, go to Step
of hoses.
5.
Are DPFDP hoses routed correctly and free of damage?

5 Start an Onboard Filter Cleanliness Test (OBFCT). Yes: Go to Step 6.
Is OBFCT running without an Abort message in ServiceMaxx? No: Correct Parked Regen
restart OBFCT.

signals during test: are within specification: Go
to Step 7.
(ECT) ServiceMaxx
measurements out of
SPN 3720 FMI 0.
986°F (530°C)
3720 FMI 0.
other than AFTFP1
and AFTFP2 are out
Pressure 1 (AFTFP1)
pressure.

7 After OBFCT is complete, does Diesel Particulate Filter Differential Yes: Go to Step 8.
Pressure (DPFDP) signal measure below 0.5 psi at high idle?
SPN 3720 FMI 0.

8 Determine if Intake Manifold Pressure (IMP) sensor or circuit is Yes: Go to Step 9.
out of specifications. Using EST with ServiceMaxx software, do
No: Repair IMP sensor or circuit.
IMP Biased Sensor Check .
Is IMP sensor within specifications? for SPN 3720 FMI 0.

9 Verify IMP changes when Turbocharger 2 Wastegate Control IMP signal change only when
(TC2WC) and Exhaust Gas Recirculation (EGR) valve are TC2WC is commanded On: Do
commanded On. Key-On Engine-Running (KOER). Run Air EGR Pinpoint Diagnostics (page
Management Test while monitoring IMP sensor signal. 1413) and check for EGR issue.
Does IMP sensor signal change:
for SPN 3720 FMI 0.
• When TC2WC is commanded On?
IMP signal change only with
• When EGR valve is commanded On? EGR valve commanded On:
SPN 3720 FMI 0.
Neither change IMP signal when
commanded On: Go to Step 10.
Both change IMP signal when
commanded On: Go to Step 11.

10 Verify IMP sensor and bore are not restricted due to carbon Yes: Go to Step 11.
buildup. Remove and inspect IMP sensor and bore for carbon
No: Clean IMP sensor bore of
buildup.
Is IMP sensor and bore free of carbon buildup? are complete, retest for SPN
3720 FMI 0.

11 Do Road Test (Full load to highway speed) , 100% engine load Both TC1TOP and DPFDP
signals are above specification:
(when safe to do so). Record a snapshot of the following signals:
After doing all diagnostic steps,
• Diesel Particulate Filter Differential Pressure (DPFDP) = 0.5
verify each step was completed
to 0.8 psi
correctly and proper decision
• Turbocharger 1 Turbine Outlet Pressure (TC1TOP) = 2 to 3 psi was made. Notify supervisor for
further action.
• Soot load < 40%
Only TC1TOP signal above
Are DPFDP and TC1TOP signals within specifications?
specification: Remove Pre
NOTE: DPFDP and TC1TOP specifications only apply with soot Diesel Oxidation Catalyst
load < 40%. (PREDOC) and Diesel Oxidation
Catalyst (DOC) for inspection
and clean or replace as
necessary. After repairs are
FMI 0.
Neither signal above
specification: Retest for SPN
3720 FMI 0.

SPN 3936 FMI 8 - DPF Regenerations are Occurring too Frequently
Fault Overview
Fault code sets when Aftertreatment Control Module (ACM) detects time between completion of a successful
active regeneration and request for another active regeneration is less than 2.5 hours.
Lamp Reaction
Associated Faults
(INJ/CYL)
• SPN 1322 - 1328 (CYL • SPN 2797 - 2798 (CYL • SPN 3556 (AFTFI) • SPN 4765 FMI 2, 3, and
Balance) Balance) 4 (DOCIT)
Fault Facts
An excessive ash accumulation condition reduces soot holding capability of Diesel Particulate Filter (DPF) and
will cause frequent aftertreatment regenerations.

Regeneration
Possible Causes
• Failed Diesel Oxidation Catalyst (DOC)
• Failed DPF

or damage.
3936 FMI 8.

SPN 3936 FMI 8.
Does engine have a performance problem? No: Go to Step 4.
Step 4 Inspect Diesel Oxidation Catalyst (DOC) for restrictions, Decision

damage, or contamination.
Remove DOC (see Exhaust System Service Manual). Inspect DOC per Yes: Go to Step 5.
reuse guidelines.
Is DOC unrestricted, free of damage, and free of contamination? No: Clean or replace DOC.
Step 5 Inspect Diesel Particulate Filter (DPF) for restrictions, damage, Decision
or contamination.
Remove DPF (see Exhaust System Service Manual). Check DPF for Yes: End diagnostics.
restrictions; oil and coolant contamination; and cracks or damage. Perform DPF regeneration
in ServieMaxx™ to retest for
SPN 3936 FMI 8.
Is DPF unrestricted, free of damage, and free of contamination? No: Clean or replace DPF.

SPN 3936 FMI 10 - DPF System above Warning Temperature
Fault Overview
This fault sets when Diesel Oxidation Catalyst Inlet Temperature (DOCIT) sensor temperature can not be
reached during dosing of fuel into exhaust stream to establish full regeneration mode. Time is determined from
calculations and AAT sensor input.
Lamp Reaction
When fault is active, no lamp will illuminate.
Associated Faults
• SPN 27 • SPN 51 • SPN 2791 • SPN 3464

• SPN 5542 • SPN 5543
Fault Facts
None.



restrictions, air leaks, or physical damage. Also, inspect fuel
system from fuel tank to AFI valve for leaks or physical damage.
fuel leaks, or physical damage.
Is air intake system, exhaust system, fuel system and air filter free After repairs are complete, retest
of restrictions, leaks, and physical damage? for SPN 3936 FMI 10.

3 Determine if DOCIT sensor or circuit is out of specification. Yes: Go to Step 4.
Key-On Engine-Off, using EST with ServiceMaxx software, open
No: Do DOCIT Circuit Checks
Sessions / Aftertreatment / Temperature. Key-On, Engine-On.
Run engine at 1400 — 1500 rpm for 10 minutes (No load and
stationary). Compare DPFOT, Diesel Oxidation Catalyst Inlet
FMI 10.
Temperature (DOCIT), and DOC Outlet Temperature (DOCOT).
Sensor temperatures should be within 15°C (25°F) of each other.
Is DOCIT sensor within 15°C (25°F) of DOC and DOCOT sensors?

4 Using EST with ServiceMaxx™ software, run Continuous Monitor Yes: Go to Step 5.
session and determin if AAT sensor (page 85) is biased (best
No: Do AAT Circuit Checks
results if checked after cold soak).
(page 85) After repairs are
Is sensor within specifications? (Wiggle test may be necessary complete, retest for SPN 3936
if code is inactive or pending.) FMI 10.

5 Using EST with ServiceMaxx™ software, do KOEO Actuator Test Yes: Go to Step 6.
and actuate EGRV (page 1413), ETV (page 703), and EBPV .
No: Diagnose and repair
Did all of actuators respond properly? malfunctioning actuator as
FMI 10.

6 Using EST with ServiceMaxx software, start an Onboard Filter Yes: Go to Step 7.
Is OBFCT running without an Abort Message in ServiceMaxx? Inhibitors (page 1387) and
restart OBFCT.

signals during test: are within specification: Go
to Step 8.
(ECT) ServiceMaxx
measurements out of
SPN 3936 FMI 10.
986°F (530°C)
3936 FMI 10.
other than AFTFP1
and AFTFP2 are out
Pressure 1 (AFTFP1)
pressure.

8 After OBFCT is complete, does Diesel Particulate Filter Differential Yes: After doing all diagnostic
Pressure (DPFDP) signal measure below 0.5 psi at high idle? steps, verify each step was
completed correctly and proper
SPN 3936 FMI 10.

SPN 5319 FMI 31 - DPF incomplete Regeneration
Fault Overview
Diesel Particulate Filter Differential Pressure (DPFDP) sensor is a variable-capacitance sensor that measures
pressure at two locations. First location is between Diesel Oxidation Catalyst (DOC) and Diesel Particulate Filter
(DPF). Second location is immediately after DPF. DPFDP provides a feedback signal to ECM indicating pressure
difference between inlet and outlet of DPF.
Lamp Reaction
Malfunction Indicator Lamp (MIL) will illuminate when this fault is detected during two drive cycles.
Associated Faults
• SPN 27 (EGR) • SPN 1173 (TC2CIT) • SPN 1177 (TC2CIP) • SPN 1189 (TC2WC)
Fault Facts
If aftertreatment system has had excess fuel, oil, coolant, metal, or other contamination; inspect entire
aftertreatment system for causal damage before re-installing. Inspect for overheated aftertreatment
components, cracked exhaust system welds, leaking exhaust system seams, or other damage. Excessive ash
accumulation in Diesel Particulate Filter (DPF) will cause frequent regenerations of aftertreatment system. If all
step-based diagnostics have been completed with no failure found, inspect ash load of DPF.

Continuous
Possible Causes
• Low engine performance
• Failed fuel injector
• Engine mechanical
• Oil leak to exhaust
• Failed Diesel Particulate Filter Differential Pressure (DPFDP) sensor
• Restricted DPFDP sensor hose(s)
• Damaged or failed Diesel Oxidation Catalyst (DOC)
• Restricted DOC (soot accumulation)
• Failed DSI

Step 2 Inspect connections at Diesel Particulate Filter Differential Decision

Pressure (DPFDP) sensor module.
Key OFF, disconnect DPFDP sensor module. Check DPFDP sensor module Yes: Go to Step 3.
and connector terminals for: damaged or pinched wires; wet or corroded
terminals; loose, bent, or broken pins; or broken connector housing.
Are DPFDP sensor module connector, harness, and terminals clean and No: Repair connector,
Step 3 Monitor DPFDP signal following active regeneration of Decision

aftertreatment system.
Key-On Engine-Off (KOEO), use EST with ServiceMaxx™ software, load Yes: Go to Step 5.
Signals session and monitor DPFDP.
Is DPFDP less than 0.5 psi? No: Go to Step 4.
Step 4 Check DPFDP sensor module hoses for correct routing and Decision
restrictions.
Inspect DPFDP sensor module hoses for kinks, improper hose routing, Yes: Replace DPFDP sensor.
restrictions, or damage. After repairs are complete,
Are DPFDP sensor module hoses routed correctly, free of damage, and No: Repair or replace DPFDP
5319 FMI 31.

(compression loss).
Perform Crankcase Pressure Test (page 1541). Yes: Repair base engine
compression imbalance. After
Does engine have excessive crankcase pressure? No: Go to Step 6

Did one or more cylinders have significant speed difference(s) than others? No: Go to Step 8.

valves, fallen bridges, and valves out of adjustment. suspected by Multiple Cylinder
Cutout Test. After repairs are
FMI 31.
FMI 31.
Step 8 Check for lube oil leak to exhaust. Decision

Perform Lube Oil Leak to Exhaust Inspection . Yes: Go to Step 9.
Was exhaust free of lube oil contamination? No: Repair lube oil leak to
exhaust. After repairs are
FMI 31.
Step 9 Check for fuel leak to exhaust. Decision

Perform Fuel Leak to Exhaust (page 77). Yes: Clean or replace DOC.
Refer to fault facts. After
Was exhaust free of fuel contamination? No: Repair fuel leak to
exhaust. After repairs are
5319 FMI 31.

DPFDP (Diesel Particulate Filter Differential Pressure) Sensor

Overview of DPFDP Sensor
SPN FMI Description

3251 0 DPFDP excessively HIGH (Plugged filter) (page 443)
3251 2 DPFDP signal erratic, intermittent, or incorrect (page 448)
3251 3 DPFDP signal Out of Range HIGH (page 451)
3251 4 DPFDP signal Out of Range LOW (page 454)
3251 21 DPFDP excessively LOW (Sensor/circuit fault or missing DPF) (page 458)
Overview
Diesel Particulate Filter Differential Pressure (DPFDP) sensor measures pressure difference between inlet
pressure and outlet pressure of DPF, and outlet pressure of DPF. Aftertreatment regeneration will not run with
DPFDP sensor fault codes present.
Figure 97 DPFDP Sensor Location

1. Diesel Particulate Filter
Differential Pressure (DPFDP)
sensor

SPN 3251 FMI 0 - DPFDP excessively HIGH (Plugged filter)
Fault Overview
Lamp Reaction
Associated Faults
• SPN 27 • SPN 102 • SPN 1189 • SPN 2791

• SPN 3251 FMI 2, 3, and • SPN 3480 • SPN 4077 • SPN 5456
4
• SPN 5541
Fault Facts
None

Continuous

Step 2 Decision
Use Electronic Service Tool (EST) with ServiceMaxx™ software, monitor Yes: Go to Step 5.
Diesel Particulate Filter Differential Pressure (DPFDP) signal with
Key-On Engine-Off (KOEO). See "Appendix A (page 1691)" for DPFDP
specifications.
Is DPFDP within specifications? No: Go to Step 3.

Pressure (DPFDP) sensor.
Key OFF, disconnect DPFDP sensor connector. Check DPFDP sensor Yes: Go to Step 4.
Is DPFDP sensor connector, harness, and terminals clean and undamaged? No: Repair connector,
Inspect DPFDP hoses for kinks, improper hose routing, reversed Yes: Go to Step 5.
hoses(Figure 97) or damage.
Are DPFDP hoses routed correctly and free of damage? No: Repair DPFDP hoses.

Using EST with ServiceMaxx™ software, start an Onboard Filter Cleanliness Yes: Go to Step 6.
Test (OBFCT).
Is OBFCT running without an Abort message in ServiceMaxx™ software? No: Correct Regen Inhibitors
OBFCT.
Step 6 Decision
While running OBFCT, inspect for exhaust leaks and monitor the following Yes: Go to Step 7.
Are Parked Regen Checks within specification during OBFCT? No: Go to Parked Regen
Parked Regen Checks

Pressure (FDP) Test
3251 FMI 0.
above 500°F (260°C) is below 40 to 70 psi at
above 986°F (530°C)
FMI 0.
DPFOT Below 1292°F (700°C) If Parked Regen Checks other
Aftertreatment Fuel Pressure 2 Aftertreatment Fuel (page 174). After repairs are
(AFTFP2) Injector (pop-off valve) complete, retest for SPN 3251
fuel pressure range FMI 0.
between 40 to 70 psi at
opening pressure.
Step 7 Decision
Yes: Go to Step 8.
FMI 0.

commanded On.
Key-On Engine-Running (KOER). Run Air Management Test while IMP signal changes only when
monitoring IMP sensor signal. Command TC2WC on, than command EGR TC2WC is commanded On:
valve on. Do EGR Pinpoint Diagnostics
Does IMP sensor signal change, when TC2WC and EGR valve are
commanded On?
FMI 0.
Does IMP sensor signal change, when TC2WC and EGR valve are IMP signal changes only with
commanded On? EGR valve commanded On:
for SPN 3251 FMI 0.
Does IMP sensor signal change, when TC2WC and EGR valve are Neither change IMP signal
commanded On? when commanded On: Go to
Step 9.
Does IMP sensor signal change, when TC2WC and EGR valve are Both change IMP signal when
commanded On? commanded On: Go to Step
10.
buildup.
3251 FMI 0.
Step 10 Decision
Do Road Test (Full load to highway speed) , 100% engine load (when safe Both TC1TOP and
to do so). Record a snapshot of the following signals: DPFDP signals are above
specification: After doing all
diagnostic steps, verify each
step was completed correctly
and proper decision was
made. Notify supervisor for
further action.
• DPFDP = 0.5 to 0.8 psi Only TC1TOP signal above
specification: Remove Pre
• TC1TOP = 2 to 3 psi
Diesel Oxidation Catalyst
• Soot load less than 40% (PREDOC) and Diesel
Oxidation Catalyst (DOC)
DPFDP and TC1TOP specifications only apply with soot load less than
for inspection and clean
40%.
or replace as necessary.
Reference aftertreatment
reuse guidelines in
Aftertreatment Symptom
Manual. After repairs are
3251 FMI 0.
Are DPFDP and TC1TOP signals within specifications? Neither signal above
specification: Retest for
SPN 3251 FMI 0.

SPN 3251 FMI 2 - DPFDP signal erratic, intermittent, or incorrect
Fault Overview
Fault code sets when Engine Control Module (ECM) detects aftertreatment Diesel Particulate Filter Differential
Pressure (DPFDP) is greater than 0.09 psi (0.6 kPa), is not changing with engine conditions.
Lamp Reaction
Associated Faults
• SPN 3251 FMI 3, 4 • SPN 3512 FMI 14 • SPN 5217 FMI 14

(DPFDP) (VREF 4) (VREF 9)
Fault Facts
None

Continuous
Possible Causes
• DPFDP circuit high resistance
• Leaking or Restricted DPFDP sensor hoses
• Failed DPFDP sensor

Use Electronic Service Tool (EST) with ServiceMaxx™ software, check Yes: Go to step 2.
Step 2 Inspect hoses and tube connections at Diesel Particulate Filter Decision
Differential Pressure (DPFDP) sensor.
Check sensor, tubes, and passages for leaks, restrictions, and damage. Yes: Go to Step 3.
Are DPFDP sensor module connections free of leaks, restrictions, and No: Repair leaking, restricted
damage? or damaged hoses and
connections. After repairs are
FMI 2.
Step 3 Inspect connections at DPFDP sensor. Decision

Key OFF, disconnect DPFDP sensor. Check DPFDP sensor and connector Yes: Go to Step 4.
terminals for: damaged or pinched wires; wet or corroded terminals; loose,
Are DPFDP sensor connector, harness, and terminals clean and No: Repair connector,

Key OFF, disconnect ECM. Check ECM and connector terminals for: Yes: Go to Step 5.
damaged or pinched wires; corroded terminals; loose, bent, or broken pins;
Step 5 Check DPFDP circuit for high resistance. Decision

Connect Breakout Harness ZTSE4761 to vehicle harness and leave Yes: Replace DPFDP sensor.
DPFDP sensor disconnected. Connect 180-pin Breakout Box and Breakout After repairs are complete
Harness 00-01467-00 to vehicle harness and leave ECM disconnected. retest for SPN 3251 FMI 2.
Key OFF, use DMM, measure resistance between Breakout Harness pin-2
and Breakout Box pin C1-12.
between DPFDP sensor
module connector pin-2 and
ECM connector pin C1-12.

SPN 3251 FMI 3 - DPFDP signal Out of Range HIGH
Fault Overview
Fault code sets when Engine Control Module (ECM) detects that aftertreatment Diesel Particulate Filter
Differential Pressure (DPFDP) signal voltage is greater than 4.75 volts for more than 2 seconds.
Lamp Reaction
Associated Fault

4)
Fault Facts
None

Continuous
Possible Causes
• SIG GND Open or high resistance
• DPFDP shorted to PWR


Step 3 Check DPFDP circuit for Short to power. Decision

Key-On Engine-Off (KOEO), with Breakout Harness ZTSE4761 connected Yes: Go to Step 4.
between DPFDP sensor and vehicle harness. Use DMM, measure voltage
between DPFDP sensor module pin-2 and known good GND.
Is voltage at pin-2 less than 4.7 volts? No: Repair short to PWR
connector pin-2 and ECM
connector pin C1-12. After
repairs are complete retest for
SPN 3251 FMI 3.
Key OFF, Connect Breakout Harness ZTSE4761 to vehicle harness and Yes: Replace DPFDP sensor.
leave DPFDP disconnected. Connect 180-pin Breakout Box with Breakout After repairs are complete
Harness 00-01467-00 to vehicle harness and leave ECM disconnected. retest for SPN 3251 FMI 3.
Use DMM, measure resistance from Breakout Harness pin-1 to Breakout
Box pin C2-41.
resistance between DPFDP
sensor connector pin-1 and

SPN 3251 FMI 4 - DPFDP signal Out of Range LOW
Fault Overview
Fault code sets when Engine Control Module (ECM) detects aftertreatment Diesel Particulate Filter Differential
Pressure (DPFDP) signal voltage is greater than 0.5 volts for more than 2 seconds.
Lamp Reaction
Associated Faults

4)
Fault Facts
None

Continuous
Possible Causes
• DPFDP circuit shorted to GND
• DPFDP circuit Open or high resistance


Step 3 Check DPFDP circuit for Short to GND. Decision

Key OFF, with Breakout Harness ZTSE4761 connected to vehicle harness Yes: Go to Step 4.
and leave DPFDP sensor disconnected. Use DMM, measure resistance
between DPFDP sensor connector pin-2 and known good GND.
connector pin-2 and ECM
connector pin C1-12. After
SPN 3251 FMI 4.

Connect Breakout Harness ZTSE4761 to vehicle harness and leave Yes: Go to Step 5.
DPFDP sensor disconnected. Connect 180-pin Breakout Box with Breakout
Harness 00-01467-00 to vehicle harness and leave ECM disconnected. Use
DMM, measure resistance between Breakout Harness pin-3 and Breakout
Box pin C2-08.
sensor connector pin-3 and
Step 5 Check DPFDP signal circuit for Open or high resistance. Decision
Connect Breakout Harness ZTSE4761 to vehicle harness and leave Yes: Replace DPFDP sensor.
DPFDP sensor disconnected. Connect 180-pin Breakout Box with Breakout After repairs are complete,
Harness 00-01467-00 to vehicle harness and leave ECM disconnected. Use retest for SPN 3251 FMI 4.
DMM, measure resistance between Breakout Harness pin-2 and Breakout
Box pin C1-12.
sensor module pin-2 and

SPN 3251 FMI 21 - DPFDP excessively LOW (Sensor/circuit fault or missing DPF)
Fault Overview
Lamp Reaction
Associated Faults
• SPN 3251 FMI 2, 3, and • SPN 3512

4
Fault Facts
None

Continuous

Step 2 Inspect exhaust system for missing Diesel Particulate Filter Decision
(DPF).
Perform Exhaust and Aftertreatment System Inspection(page 1659). Yes: Go to Step 3.
Is DPF in place, and exhaust system free of leaks and physical damage? No: Replace DPF, repair
exhaust leaks, or repair
physical damage. After

Pressure (DPFDP) sensor.
Key OFF, disconnect DPFDP sensor connector. Check DPFDP sensor Yes: Go to Step 4.
Is DPFDP sensor connector, harness, and terminals clean and undamaged? No: Repair connector,
Inspect DPFDP hoses for kinks, improper hose routing, reversed hoses or Yes: Remove and inspect
damage. See DPFDP sensor locator(Figure 97) for correct routing of hoses. DPF. Refer to DPF Re-use
Guidelines in Aftertreatment
Symptom Manual. After
Are DPFDP hoses routed correctly and free of damage? No: Repair DPFDP hoses.

DPFOT (Diesel Particulate Filter Outlet Temperature) Sensor

Overview of DPFOT Sensor Group
SPN FMI Condition

3246 2 DPFOT signal erratic, intermittent, or incorrect (page 462)
3246 3 DPFOT signal Out of Range HIGH (page 465)
3246 4 DPFOT signal Out of Range LOW (page 468)
3246 20 DPFOT signal drifted HIGH (page 470)
3246 21 DPFOT signal drifted LOW (page 475)
Overview
Diesel Particulate Filter Outlet Temperature (DPFOT) sensor measures exhaust temperature at outlet of DPF.
Figure 99 DOC/DPF Temperature Sensor Location

1. DOC/DPF Temperature Sensor
Figure 100 Down Stream Injection (DSI) Unit

SPN 3246 FMI 2 - DPFOT signal erratic, intermittent or incorrect
Fault Overview
Fault code sets when Engine Control Module (ECM) detects difference between Diesel Oxidation Catalyst Inlet
Temperature (DOCIT), Diesel Oxidation Catalyst Outlet Temperature (DOCOT), and Diesel Particulate Filter
Outlet Temperature (DPFOT) readings do not match expected values for engine operating conditions after a
cold soak. Active and parked regeneration of DPF may be disabled.
Lamp Reaction
Associated Faults
• SPN 3246 FMI 3 and 4 • SPN 4765 FMI 3 and 4 • SPN 4766 FMI 3 and 4
(DPFOT) (DOCIT) (DOCIT)
Fault Facts
None

Key on after 8 hour cold soak.
Possible Causes
• Failed Diesel Particulate Filter Outlet Temperature (DPFOT) sensor
• High resistance in DPFOT circuit

Step 2 Inspect connections at Diesel Particulate Outlet Temperature Decision

(DPFOT) sensor.
Key OFF, disconnect DPFOT sensor connector. Check DPFOT sensor Yes: Go to Step 3.
Are DPFOT sensor, connector, harness, and terminals clean and No: Repair connector,

Key OFF, disconnect ECM connector. Check ECM and connector terminals Yes: Go to Step 4.
for: damaged or pinched wires; wet or corroded terminals; loose, bent, or
Step 4 Check DPFOT circuit for high resistance. Decision

Connect Breakout Harness ZTSE4760A to DPFOT harness and leave Yes: Go to Step 5.
DPFOT disconnected. Connect 180-pin Breakout Box with Breakout
Harness 00-01467-00 to ECM C1 harness, and leave ECM disconnected.
Key OFF, use DMM, measure resistance from Breakout Harness pin-2 and
Breakout Box pin C1-27.
between DPFOT connector
3246 FMI 2.

Connect Breakout Harness ZTSE4760A to DPFOT harness and leave Yes: Replace DPFOT sensor.
DPFOT disconnected. Connect 180-pin Breakout Box with ECM Breakout After repairs are complete,
Harness 00-01467-00 to Chassis C1 harness, and leave ECM disconnected. retest for SPN 3246 FMI 2.
Key OFF, use DMM, measure resistance from Breakout Harness pin-1 and
Breakout Box pin C1-10.
between DPFOT connector
3246 FMI 2.

and proper decision was made. Notify supervisor for further action.
SPN 3246 FMI 3 - DPFOT Signal Out of Range HIGH
Fault Overview
Fault code sets when Engine Control Module (ECM) detects that Diesel Particulate Filter Outlet Temperature
(DPFOT) sensor signal voltage is greater than 4.995 volts. Active and parked regeneration of DPF may be
disabled.
Lamp Reaction
Associated Faults
None.
Fault Facts
None

Continuous
Possible Causes
• High resistance or open in DPFOT circuit
• Short to PWR in DPFOT circuit
• Failed DPFOT sensor
Step 1 Inspect connections at Diesel Particulate Filter Outlet Decision

Temperature (DPFOT) sensor.
Key OFF, disconnect DPFOT sensor connector. Check DPFOT sensor Yes: Go to Step 2.
Are DPFOT sensor, connector, harness, and terminals clean and No: Repair connector,
Step 2 Check DPFOT circuit for short to PWR. Decision

Connect Breakout Harness ZTSE4760A to vehicle harness and leave Yes: Go to Step 3.
DPFOT sensor disconnected. Key-On Engine-Off (KOEO) measure voltage
between Breakout Harness pin-2 and known good GND.
Is voltage greater than 5 volts? No: Repair short to power
in DPFOT circuit between
ECM pin C1-27 and DPFOT
3246 FMI 3.

Key OFF, disconnect ECM connector. Check ECM and connector terminals Yes: Go to Step 4.
for: damaged or pinched wires; wet or corroded terminals; loose, bent, or
Step 4 Check DPFOT circuit for high resistance or Open. Decision

Connect 180-pin Breakout Box with Breakout Harness 00-01467-00 to Yes: Go to Step 5.
vehicle harness, and leave ECM disconnected. With Breakout Harness
ZTSE4760A connected to vehicle harness and with DPFOT sensor
disconnected. Use DMM, measure resistance from Breakout Box pin C1-27
and Breakout Harness pin-2.
resistance in DPFOT circuit
DPFOT sensor pin-2. After
for SPN 3246 FMI 3.
Step 5 Check SIG GND circuit for high resistance or Open. Decision
Connect 180-pin Breakout Box with Breakout Harness 00-01467-00 to Yes: Replace DPFOT sensor.
vehicle harness, and leave ECM disconnected. With Breakout Harness After repairs are complete,
ZTSE4760A connected to vehicle harness and with DPFOT sensor retest for SPN 3246 FMI 3.
disconnected. Use DMM, measure resistance from Breakout Box pin C1-10
and Breakout Harness pin-1.
DPFOT sensor pin-1. After
for SPN 3246 FMI 3.

SPN 3246 FMI 4 - DPFOT Signal Out of Range LOW
Fault Overview
Fault code sets when Engine Control Module (ECM) detects Diesel Particulate Filter Outlet Temperature
(DPFOT) sensor signal voltage is less than 0.05 volts. Active and parked regeneration of DPF may be disabled.
Lamp Reaction
Associated Faults
None.
Fault Facts
None

Continuous
Possible Causes
• Short to GND in DPFOT circuit
• SIG GND circuit shorted to DPFOT circuit
• Failed DPFOT sensor

1 Inspect connections at Diesel Particulate Filter Outlet Temperature Yes: Go to Step 2.
(DPFOT) sensor. Key OFF, disconnect DPFOT sensor connector.
Check DPFOT sensor and connector terminals for: damaged or
SPN 3246 FMI 4.
Are DOCOT sensor, connector, harness, and terminals clean and
undamaged?

2 Check DPFOT circuit for short to GND. Connect Breakout Yes: Go to Step 3.
Harness ZTSE4760A to vehicle harness and leave DPFOT sensor
DPFOT circuit between ECM pin
C1-27 and DPFOT sensor pin-2.
for SPN 3246 FMI 4.

3 Inspect connections at Engine Control Module (ECM). Key OFF, Yes: Go to Step 4.
Are ECM connector, harness, and terminals clean and SPN 3246 FMI 4.
undamaged?

4 Check for short between DPFOT and SIG GND circuits. Connect Yes: Replace DPFOT sensor.
Breakout Harness ZTSE4760A and leave DPFOT sensor After repairs are complete, retest
Is resistance greater than 1000 ohms? DPFOT and SIG GND circuits.
for SPN 3246 FMI 4.

SPN 3246 FMI 20 - DPFOT signal drifted HIGH
Fault Overview
Fault code sets when Diesel Particulate Filter Outlet Temperature (DPFOT) reaches above 932°F (500°C) within
a predetermined time frame by Engine Control Module (ECM).
Lamp Reaction
Associated Faults
• SPN 94 • SPN 157 • SPN 3055 • SPN 3246

• SPN 3251 • SPN 3480 • SPN 4077 • SPN 4765
• SPN 5456 • SPN 5541
Fault Facts
None

Continuous

Perform Intake Air Inspection(page 1658) and Exhaust and Aftertreatment Yes: Go to Step 3.
System Inspection(page 1659).
FMI 20.

Key OFF, disconnect DPFOT. Check DPFOT sensor and connector Yes: Go to Step 4.
Are DPFOT sensor connector, harness, and terminals clean and No: Repair connector,

Is FDP between 85 and 120 psi? No: Do Fuel Delivery Pressure

(compression loss).


3246 FMI 20.

harness connectors
swapped.)
FMI 20.
Go to Step 10.

OBFCT.

Parked Regen Checks

Engine condition Smooth, not stumbling If AFTFP1 is less than
110 psi: Do Fuel Delivery
Engine Coolant Temp (ECT) Greater than 122°F (50°C) per
Pressure (FDP) Test
3246 FMI 20.
DOCIT After 5 to 10 minutes greater than If AFTFP2 fuel pressure is
500°F (260°C) less than 40 to 70 psi at
DOCOT After 5 to 10 minutes greater than
986°F (530°C)
FMI 20.
DPFOT Less than 1292°F (700°C) If Parked Regen Checks other
Aftertreatment Fuel Pressure Greater than 110 psi during test
1 (AFTFP1)
Aftertreatment Fuel Pressure Aftertreatment Fuel Injector (page 174). After repairs are
2 (AFTFP2) (pop-off valve) fuel pressure range complete, retest for SPN 3246
between 40 and 70 psi at opening FMI 20.
pressure.
Step 12 After OBFCT is complete. Decision

Yes: Inspect for oil
contamination of exhaust
system. See Lube Oil to
Exhaust . After repairs are
FMI 20.
FMI 20.

correctly and proper decision was made. Notify supervisor for further action.
SPN 3246 FMI 21 - DPFOT signal drifted LOW
Fault Overview
Fault code sets when Diesel Particulate Filter Outlet Temperature (DPFOT) is below 392°F (200°C) within a
predetermined time frame by Engine Control Module (ECM).
Lamp Reaction
Associated Faults
• SPN 94 • SPN 157 • SPN 3055 • SPN 3246

• SPN 3251 • SPN 3480 • SPN 4077 • SPN 4765
• SPN 5456 • SPN 5541
Fault Facts
None

Continuous

Perform Intake Air Inspection(page 1658) and Exhaust and Aftertreatment Yes: Go to Step 3.
System Inspection(page 1659).
3246 FMI 21.

Key OFF, disconnect DPFOT. Check DPFOT sensor and connector Yes: Go to Step 4.
Are DPFOT sensor connector, harness, and terminals clean and No: Repair connector,

FMI 21.

harness connectors
swapped.)
FMI 21.
Go to Step 7.

OBFCT.

signals(page 478) during test:
Parked Regen Checks

Pressure (FDP) Test
122°F (50°C) per
3246 FMI 21.
DOCIT After 5 to 10 minutes If AFTFP2 fuel pressure is
greater than 500°F less than 40 to 70 psi at
(260°C) AFI opening: Clean AFI
greater than 986°F
(530°C)
FMI 21.
(700°C) than AFTFP1 and AFTFP2
Aftertreatment Fuel Pressure 2 Aftertreatment Fuel complete, retest for SPN 3246
(AFTFP2) Injector (pop-off valve) FMI 21.
fuel pressure range
opening pressure.
Step 9 After OBFCT is complete, measure Diesel Particulate Filter Decision

Differential Pressure (DPFDP) signal
Measure DPFDP signal. Yes: Verify each step was
action.
Does DPFDP signal measure less than 0.5 psi at high idle? No: Remove DPF and inspect
3246 FMI 21.

correctly and proper decision was made. Notify supervisor for further action.
EBP (Exhaust Back Pressure) Sensor

Overview of EBP Sensor Group
SPN FMI Condition

5543 3 EBPC short to PWR (page 480)
5543 4 EBPC short to GND (page 484)
5543 5 EBPC open load/circuit (page 488)
Overview
Exhaust Back Pressure Valve (EBPV) is used to increase exhaust back pressure and raise exhaust temperature
to aid in regeneration process. During operation, EBPV closes restricting exhaust flow. This increases load on
engine and causes exhaust temperatures to rise. When Electronic Control Module (ECM) wants to close EBPV,
a signal is sent to Air Control Module (ACV), and air pressure is sent to EBPV closing valve. ECM monitors
Turbocharger 1 Turbine Outlet Pressure (TC1TOP) sensor, located within ACV, to regulate air pressure to EBPV.
EBPV, TC1TOP, and TC2WC circuits share same connector as ACV assembly.
SPN 5543 FMI 3 - EBPC short to PWR
Fault Overview
Fault code sets when Engine Control Module (ECM) detects Exhaust Back Pressure Valve (EBPV) circuit voltage
is greater than 4.03 volts or less than 2.82 volts.
Lamp Reaction
Associated Faults
None
Fault Facts
None

Road Test
Possible Causes
• EBPV circuit short to PWR
• ECM PWR OUT 2 circuit Open
• Failed TC2WC solenoid

No: Go to Intermittent or
Is EST DTC list SPN 5543 FMI 3 active or pending? Procedure (page 1401).
Step 2 Inspect connections at Air Control Valve (ACV). Decision

B. Disconnect ACV.
C. Check ACV and connector terminals for: damaged or pinched
connector housing.
Are ACV connector, harness, and terminals clean and undamaged? No: Repair connector,
Step 3 Check Exhaust Back Pressure Valve (EBPV) circuit for short to Decision
PWR.
Harness 12-954-01 pin-2 and known good GND.
Is voltage 3.5 ± 0.25 volts? No: Repair short to PWR
between ACV pin-2 and ECM
FMI 3.
Step 4 Check ECM PWR OUT 2 circuit for Open or short to GND. Decision
GND between ACV pin-1 and
5543 FMI 3.
Step 5 Check for failed Air Control Valve (ACV). Decision

Perform Test 3 (page 483). Use DMM, measure resistance between Yes: End diagnostics, retest
Breakout Harness ZTSE6003 pin-1 and pin-2. for SPN 5543 FMI 3.
Is resistance between 5.4 and 6.3 ohms? No: Replace ACV. After
for SPN 5543 FMI 3.


Tools Required
Figure 101 EBPV Circuit Check
Test 1
A. Key OFF.
B. Disconnect Air Control Valve (ACV).
C. Connect Breakout Harness ZTSE6003 to engine harness and leave ACV disconnected.
D. Key ON.
Figure 102 ECM PWR OUT 2 Circuit Check
Test 2
A. Key OFF.
D. Key ON.
Figure 103 ACV Circuit Check
Test 3
A. Key OFF.
C. Connect Breakout Harness ZTSE6003 to ACV and leave engine harness disconnected.
SPN 5543 FMI 4 - EBPC short to GND
Fault Overview
is less than 0.3 volts.
Lamp Reaction
Malfunction Indicator Lamp (MIL)will illuminate immediately when this fault is detected.
Associated Faults
SPN 3598 FMI 4 (ECM)
Fault Facts
None

Continuous
Possible Causes
• EBPV control circuit short to GND
• ECM PWR OUT 2 circuit Open or short to GND


No: Go to Intermittent or
Is EST DTC list SPN 5543 FMI 4 active or pending? Procedure (page 1401).

B. Disconnect ACV.
connector housing.
5543 FMI 4.
Step 5 Check Exhaust Back Pressure Valve (EBPV) circuit for short Decision
to GND.
FMI 4.
Step 6 Check for failed Air Control Valve (ACV). Decision

for SPN 5543 FMI 4.


Tools Required
Test 1
A. Key OFF.
D. Key ON.
Test 2
A. Key OFF.
Test 3
A. Key OFF.
SPN 5543 FMI 5 - EBPC open load/circuit
Fault Overview
is greater than 2.82 volts and less than 4.03 volts.
Lamp Reaction
Associated Faults
None
Fault Facts
None

Continuous
Possible Causes
• EBPV control OPEN circuit
• Failed EBPV solenoid


B. Disconnect ACV.
connector housing.
Step 3 Check ECM PWR OUT 2 circuit for Open. Decision

ACV pin-1 and ECM pin
FMI 5.
Step 4 Check Exhaust Back Pressure Valve (EBPV) circuit for Open. Decision
FMI 5.
Step 5 Check for failed EBPV solenoid. Decision

for SPN 5543 FMI 5.


Tools Required
Test 1
A. Key OFF.
D. Key ON.
Test 2
A. Key OFF.
D. Key ON.
Test 3
A. Key OFF.
ECB1 (Engine Compression Brake 1) Sensor

Overview of ECB1 Sensor Group
SPN FMI Condition

1072 3 ECB1 Control short to PWR (page 493)
1072 4 ECB1 Control short to GND (page 497)
1072 5 ECB1 Control open load/circuit (page 501)
Overview
SPN 1072 FMI 3 - ECB1 Control short to PWR
Fault Overview
Fault code sets when Engine Control Module (ECM) detects a short to PWR in the Engine Compression Brake
1 (ECB1) circuit.
Lamp Reaction
No Lamp
Associated Faults
None
Fault Facts
None

Continuous
Possible Causes
• ECB1 control circuit short to PWR
• Failed ECB1 solenoid

Step 2 Inspect connections at 4-pin Engine Compression Brake (ECB) Decision

harness and Under Valve Cover (UVC) connectors.
B. Disconnect 4-pin ECB harness and UVC connectors.
C. Check 4-pin ECB harness and UVC connector terminals for:
damaged or pinched wires; wet or corroded terminals; loose, bent,
D. Remove valve cover and inspect UVC harness and brake solenoid
for damage.
Are 4-pin ECB harness, UVC harness, connectors, and terminals clean No: Repair connector,
and undamaged? harness, or terminal damage.
Perform Test 1 (page 495). Use Digital Multimeter (DMM), measure voltage Yes: Go to Step 4.
between Breakout Harness ZTSE6004 pin-1 and known good GND.
Is voltage B+ ± 0.5 volts? No: Repair Open or short
to GND between 4-pin ECB
harness pin-1 and ECM pin
1072 FMI 3.
Step 4 Check ECB1 circuit for short to PWR. Decision

Perform Test 2 (page 495). Use DMM, measure voltage between Breakout Yes: Replace ECB1 solenoid.
Harness ZTSE6004 pin-2 and known good GND. After repairs are complete,
between 4-pin ECB harness


Tools Required
Test 1
A. Key OFF.
B. Disconnect 4-pin ECB harness connector.
C. Connect Breakout Harness ZTSE6004 to engine harness and leave injector harness side
disconnected.
D. Key ON.
Figure 111 ECB1 Circuit Check
Test 2
A. Key OFF.
disconnected.
D. Key ON.
SPN 1072 FMI 4 - ECB1 Control short to GND
Fault Overview
Fault code sets when Engine Control Module (ECM) detects a short to GND in Engine Compression Brake 1
(ECB1) circuit.
Lamp Reaction
No Lamp
Associated Faults
None
Fault Facts
None

Continuous
Possible Causes
• ECB1 control circuit short to GND


for damage.
Is voltage B+ ± 0.5 volts? No: Repair Open or short
1072 FMI 4.
Step 4 Check ECB1 circuit for short to GND. Decision



Tools Required
Test 1
A. Key OFF.
disconnected.
D. Key ON.
Test 2
A. Key OFF.
disconnected.
D. Key ON.
SPN 1072 FMI 5 - ECB1 Control open load/circuit
Fault Overview
Fault code sets when Engine Control Module (ECM) detects an Open in the Engine Compression Brake 1 (ECB1)
circuit.
Lamp Reaction
No Lamp
Associated Faults
None
Fault Facts
None

Continuous
Possible Causes
• ECB1 circuit Open


D. Remove valve cover and inspect the Under Valve Cover (UVC)
harness and brake solenoid for damage.
Are 4-pin ECB harness, UVC harness, brake solenoid, harness connectors, No: Repair connector,
and terminals clean and undamaged? harness, solenoid, or terminal
1072 FMI 5.

4-pin ECB harness pin-1 and
1072 FMI 5.
Step 4 Check ECB1 circuit for Open or short to GND. Decision

Is voltage 3.5 ± 0.25 volts? No: Repair Open or short
to GND between 4-Pin ECB
1072 FMI 5.


Tools Required
Test 1
A. Key OFF.
disconnected.
D. Key ON.
Test 2
A. Key OFF.
disconnected.
D. Key ON.
ECB2 (Engine Compression Brake 2) Sensor

Overview of ECB2 Sensor
SPN FMI Condition

1073 3 ECB2 Control short to PWR (page 507)
1073 4 ECB2 Control short to GND (page 511)
1073 5 ECB2 Control open load/circuit (page 515)
Overview
SPN 1073 FMI 3 - ECB2 Control short to PWR
Fault Overview
Fault code sets when Engine Control Module (ECM) detects a short to PWR in Engine Compression Brake 2
(ECB2) circuit.
Lamp Reaction
No Lamp
Associated Faults
None
Fault Facts
None

Continuous
Possible Causes
• ECB2 control circuit short to PWR
• ECM PWR OUT circuit Open or short to GND

Step 2 Inspect connections at 4-Pin Engine Compression Brake (ECB) Decision

for damage.
Step 3 Check ECM PWR OUT circuit for Open or short to GND. Decision
1073 FMI 3.
Step 4 Check ECB2 circuit for short to PWR. Decision



Tools Required
Figure 116 ECM PWR OUT Circuit Check
Test 1
A. Key OFF.
disconnected.
D. Key ON.
Test 2
A. Key OFF.
disconnected.
D. Key ON.
SPN 1073 FMI 4 - ECB2 Control short to GND
Fault Overview
Fault code sets when Engine Control Module (ECM) detects a short to GND in Engine Compression Brake 2
(ECB2) circuit.
Lamp Reaction
No Lamp
Associated Faults
None
Fault Facts
None

Continuous
Possible Causes
• ECB2 control circuit short to GND


1073 FMI 4.
Step 4 Check ECB2 circuit for short to GND. Decision



Tools Required
Test 1
A. Key OFF.
disconnected.
D. Key ON.
Test 2
A. Key OFF.
disconnected.
D. Key ON.
SPN 1073 FMI 5 - ECB2 Control open load/circuit
Fault Overview
Fault code sets when Engine Control Module (ECM) detects an Open in Engine Compression Brake 2 (ECB2)
circuit.
Lamp Reaction
No Lamp
Associated Faults
None
Fault Facts
None

Continuous
Possible Causes
• ECB2 control Open or short to GND


for damage.
1073 FMI 5.
Step 4 Check ECB2 circuit for Open or short to GND. Decision

1073 FMI 5.


Tools Required
Test 1
A. Key OFF.
disconnected.
D. Key ON.
Test 2
A. Key OFF.
disconnected.
D. Key ON.
ECL (Engine Coolant Level) Switch Sensor

Overview of ECL Switch Sensor
SPN FMI Description

111 1 ECL below Warning/Critical Level (page 521)
Overview
Engine Coolant Level (ECL) sensor is used to detect low coolant level in cooling system. There are two options
for ECL sensor. Option one consists of a metal deaeration tank uses a coolant level module and a separate ECL
sensor to detect low coolant level. Option 2 is for a plastic deaeration tank use one ECL sensor and no module.
SPN 111 FMI 1 - ECL below Warning/Critical Level
Fault Overview
Fault code sets when Engine Control Module (ECM) detects Engine Coolant Level (ECL) sensor signal detects
that coolant level is below minimum level
Lamp Reaction
Red Stop Lamp will illuminate when this fault is detected.
Associated Faults
None
Fault Facts
This fault sets when Engine Warning Protection System Detects Engine Coolant Level has fallen below a
minimum level. Fault may be caused by actual low coolant level or by a fault in engine coolant temperature
sensor circuits.

Continuous
Possible Causes
• Low coolant level
• Engine cooling system mechanical failure
• Failed ECL sensor or circuit
Step 1 Check coolant level. Decision

Perform Coolant Level Inspection (page 1649). Yes: Perform Cooling
Is Coolant level low, is there evidence of coolant loss, or does operator No: Go to Step 2.
complain of coolant leaks or consumption?
Step 2 Inspect connections at Engine Coolant Level (ECL) sensor. Decision

A. Key OFF. Yes: Go to Step 3
B. Disconnect ECL sensor connector.
C. Check ECL sensor and connector terminals for damaged or pinched
Are ECL sensor, connector, harness, and terminals clean and undamaged? No: Repair connector,
Step 3 Check for active or pending fault code. Decision

Is EST DTC list SPN 111 FMI 1 active or pending? No: Go to Step 4.
Step 4 Check for engine cooling system mechanical failure Decision

A. Use EST with ServiceMaxx™ software. Key ON, clear codes. Yes: Repair or replace ECL
harness. After repairs are
B. Key OFF, wait for ECM to power down.
C. Key ON, Wiggle coolant level sensor harness and connectors. FMI 1.
Check DTC list for SPN 111 FMI 1.
Did SPN 111 FMI 1 go active? No: Clear codes and retest for
SPN 111 FMI 1.
Step 5 Check for failed ECL sensor or circuit. Decision

A. Use EST with ServiceMaxx™ software. Key ON, clear codes. Yes: Replace engine coolant
level sensor. After repairs are
B. Key OFF, wait for ECM to power down.
C. Disconnect coolant level sensor. FMI 1.
D. Wait 1 minute.
E. Key ON, check DTC list for SPN 111 FMI 1 to become Previously
Active.
Did SPN 111 FMI 1 become Previously Active? No: Repair short in coolant
level circuit. After repairs are
FMI 1.

ECM Power (Engine Control Module)

Overview of ECM Power Sensor
SPN FMI Description

158 15 ECM Switched voltage too HIGH (page 526)
158 17 ECM Switched voltage too LOW (page 528)
628 12 ECM Memory Error (page 540)
629 2 ECM Error - Level 2 monitoring (page 542)
629 8 ECM Error - Engine Off Timer fault (page 544)
629 12 ECM Internal chip Error (page 546)
629 14 ECM Internal component overtemperature (page 548)
629 31 Accelerator Pedal fault causing ECM Internal chip Error (page 550)
1110 31 ECM Detect Fueling Without Driver Demand (page 552)
3597 4 ECM Power Output 1 below normal(page 554)
Overview
Engine Control Module (ECM) requires battery power to operate Body Controller (BC) and perform maintenance
after ignition switch is turned off. To do this, ECM must control its own power supply. When ECM receives
Ignition (VIGN) signal from ignition switch, ECM will enable relay to power-up. When ignition switch is turned
off, ECM performs internal maintenance, then disables ECM relay.
SPN 158 FMI 15 - ECM Switched voltage too HIGH
Fault Overview
Fault code sets when Engine Control Module (ECM) detects that battery voltage greater than 15 volts
Lamp Reaction
Associated Faults
None
Fault Facts
None

Continuous
Possible Causes
• Charging voltage excessive
• Incorrect battery pack wiring (series instead of parallel

Check for correct parallel battery pack wiring. Positive battery cable(s) Yes: Replace alternator. After
should be connected from positive battery terminal to positive battery repairs are complete, retest
terminal. Negative battery cable(s) should be connected from negative for SPN 158 FMI 15.
battery terminal to negative battery terminal.
Is battery pack correctly assembled (wired in parallel and Not in series)? No: Reassemble battery
pack. After repairs are
FMI 15.

SPN 158 FMI 17 - ECM Switched voltage too LOW
Fault Overview
Fault code sets when Engine Control Module (ECM) detects that battery voltage less than 10.7 volts
Lamp Reaction
Associated Faults
None
Fault Facts
None

Continuous
Possible Causes
• Low charging voltage
• Low battery voltage
• B+ circuits Open or high resistance
• SWBAT circuit Open or high resistance
• GND circuits Open or high resistance

Step 2 Check battery and electrical system. Decision

Perform battery and electrical system inspections. Yes: Go to Step 3.
Are batteries and charging system operating properly? No: Repair or replace
batteries and/or charging
system components as
FMI 17.
Step 3 Check for high resistance on SWBAT circuit. Decision

Harness 00-01462-00 pin C1-18 to known good GND.
Is voltage B+ ± 0.5 volts? No: Repair OPEN or high
C1-18 and battery PWR. After
for SPN 158 FMI 17.
Step 4 Check for high resistance on B+ circuit. Decision

Harness 00-01462-00 Pin C1-01 to known good GND.
for SPN 158 FMI 17.

for SPN 158 FMI 17.

for SPN 158 FMI 17.

for SPN 158 FMI 17.
Step 8 Check for high resistance on GND circuit. Decision

Harness 00-01462-00 Pin C1-02 to PWR.
for SPN 158 FMI 17.

Harness 00-01462-00 Pin C1-04 to PWR.
for SPN 158 FMI 17.

Perform Test 8 (page 538). Use DMM, measure voltage from Breakout Yes: Repair OPEN or high
Harness 00-01462-00 Pin C1-06 to PWR. resistance between ECM
Is voltage B+ ± 0.5 volts?
for SPN 158 FMI 17.
No: Repair OPEN or high
for SPN 158 FMI 17.
End Diagnostic Test


Tools Required
Figure 123 SWBAT Circuit Check
Test 1
A. Key OFF
B. Connect 180-pin Breakout Box 00-00956-08 to Breakout Harness 00-01462-00.
C. Connect Breakout Harness 00-01462-00 to vehicle harness, and leave ECM C1 and C2 connectors
disconnected
D. Key ON
Figure 124 B+ Circuit Check
Test 2
A. Key OFF
disconnected
D. Key ON
Test 3
A. Key OFF
disconnected
D. Key ON
Test 4
A. Key OFF
disconnected
D. Key ON
Test 5
A. Key OFF
disconnected
D. Key ON
Figure 128 GND Circuit Check
Test 6
A. Key OFF
disconnected
D. Key ON
Test 7
A. Key OFF
disconnected
D. Key ON
Test 8
A. Key OFF
disconnected
D. Key ON
SPN 628 FMI 12 - ECM Memory Error
Fault Overview
Fault Code sets when Engine Control Module (ECM) detects ECM memory error has occurred greater than 3
times in one key cycle.
Lamp Reaction
Associated Faults
None
Fault Facts
None

Continuous
Possible Causes
• Failed ECM
628 FMI 12.

check Diagnostic Trouble Codes (DTC) list for SPN 628 FMI 12. following approved warranty
FMI 12.
Is EST DTC list SPN 628 FMI 12 active or pending? No: Release vehicle to
customer.

SPN 629 FMI 2 - ECM Error - Level 2 monitoring
Fault Overview
Fault code sets when Engine Control Module (ECM) detects and error-level 2 monitoring error.
Lamp Reaction
Amber Warning Lamp (AWL) will illuminate immediately when this fault is detected.
Associated Faults
None
Fault Facts
None

Continuous
Possible Causes
• Failed software
• Failed ECM

Is EST DTC list SPN 629 FMI 2 active or pending? No: End of diagnostics.
Step 2 Check for latest Engine Control Module (ECM) and Decision
Aftertreatment Control Module (ACM) calibrations.
Use Service Portal calibration scorecard, determine if ECM and ACM Yes: Go to Step 3.
calibrations are up to date.
Are ECM and ACM calibrations up to date? No: Program ECM and/or
ACM with most recent
calibration. After repairs are
FMI 2.
Step 3 Check for active fault. Decision

A. Use EST with ServiceMaxx™, Key ON, clear fault code. Yes: Replace ECM. Perform
B. Key OFF, wait 15 to 20 seconds for ECM and ACM to fully power
down.
C. Key-On Engine-Off (KOEO) complete, retest for SPN 629
FMI 2.
D. Use EST with ServiceMaxx™, check for fault code SPN 629 FMI 2
in DTC list.
Did fault code SPN 629 FMI 0 set? No: End of diagnostics.

SPN 629 FMI 8 - ECM Error - Engine Off Timer Fault
Fault Overview
Fault Code sets when Engine Control Module (ECM) detects that difference between engine OFF timer count
and ECM timer count is greater than 6%.
Lamp Reaction
Associated Faults
None
Fault Facts
None

Continuous
Possible Causes
• Failed ECM
629 FMI 8.

FMI 8.
customer.

SPN 629 FMI 12 - ECM Internal chip Error
Fault Overview
Fault Code sets when Engine Control Module (ECM) detects an internal error within ECM.
Lamp Reaction
Associated Faults
• SPN 94 FMI 0, 3, and 4 • SPN 157 FMI 3, 4, 20, • SPN 633 FMI 3, 4, and • SPN 651 - 656 FMI 3,
(FDP) and 21 (FRP) 5 (FPCV) 4, and 5 (INJ)
• SPN 651 - 656 FMI 13, • SPN 2797 FMI 11 (INJ) • SPN 2798 FMI 11 (INJ) • SPN 3055 FMI 0, 1, 15,
16, and 18 (Cyl Bal) and 17 (FRP)
Fault Facts
External ECM functions which may cause this error to set are faults with accelerator pedal position (APP) and
fuel system. If pedal or fuel system related faults are detected along with internal ECM fault SPN 629 FMI 12,
pedal and fuel system faults need to be corrected before ECM is changed due to SPN 629 FMI 12 fault.

Continuous
Possible Causes
• Fuel System Faults
• APP Faults
• Failed ECM

Is EST DTC list free of Associated Faults? No: Repair Associated
Faults. After repairs are
629 FMI 12.

Using EST with ServiceMaxx™ software. Key ON, check DTC list for SPN Yes: Replace Engine
629 FMI 12. Control Module (ECM)
and perform Crankshaft
A. Key ON, clear codes.
B. Key OFF, wait for EST screens to clear. Procedure . After repairs
C. Key ON, check Diagnostic Trouble Codes (DTC) list for SPN 629 FMI 12.
SPN 629 FMI 12.
customer.

After performing all tests, if no problem is found, verify if each step was completed correctly and the proper
SPN 629 FMI 14 - ECM Internal component overtemperature
Fault Overview
Fault Code sets when Engine Control Module (ECM) detects an internal chip error within ECM.
Lamp Reaction
Associated Faults
Fault Facts
None

Continuous
Possible Causes
• ECM Internal Component Over Temperature
629 FMI 14.

Use Electronic Service Tool (EST) with ServiceMaxx™ software. Yes: Replace ECM,
following approved warranty
A. Key ON, clear codes.
procedures and perform
B. Key OFF, wait for ECM to power down. Crankshaft Position Sensor
C. Key ON, check Diagnostic Trouble Codes (DTC) list for SPN 629
FMI 14.
FMI 14.
Did SPN 629 FMI 14 return as active or pending? No: Release vehicle to
customer.

SPN 629 FMI 31 - Accelerator Pedal fault causing ECM Internal chip Error
Fault Overview
Fault code sets when Engine Control Module (ECM) detects an internal chip error.
Lamp Reaction
Associated Faults
• SPN 91 (APP) • SPN 2623 (APP)
Fault Facts
None

Continuous
Possible Causes
• Failed ECM
629 FMI 31.

Step 2 Check for active fault. Decision

A. Use EST with ServiceMaxx™, Key ON, clear fault code. Yes: Replace ECM,
following approved warranty
B. Key OFF, wait 15 to 20 seconds for ECM and ACM to fully power
procedures. Perform
down.
C. Key-On Engine-Off (KOEO) Relearn Procedure (page
D. Use EST with ServiceMaxx™, check for fault code SPN 629 FMI
31 in DTC list.
FMI 31.
Did fault code SPN 629 FMI 31 set? No: End diagnostics, retest
for SPN 629 FMI 31.

SPN 1110 FMI 31 - ECM Detect Fueling Without Driver Demand
Fault Overview
Fault code sets when Engine Control Module (ECM) detects engine fueling without fuel injector driver demanding
fuel.
Lamp Reaction
Red Stop Lamp (RSL) will illuminate immediately when this fault is detected.
Associated Faults
None
Fault Facts
None.

Continuous
Possible Causes
• Other modules intermittently requesting torque
• Failed ECM
629 FMI 31.

Step 3 Clear Fault Code then check for active or pending fault codes. Decision
procedures. Perform
FMI 31.
Is EST DTC list SPN 1110 FMI 31 active or pending? No: End Diagnostics.

SPN 3597 FMI 4 - ECM Power Output 1 below normal
Fault Overview
Fault code sets when Engine Control Module (ECM) detects ECM PWR OUT 1 circuit voltage is less than 0.3
volts.
Lamp Reaction
Associated Faults
None
Fault Facts
ECM PWR OUT 1 circuit is divided into two separate circuits. One circuit runs from ECM to Air Control Valve
(ACV), which controls Turbocharger 2 Wastegate Control (TC2WC). other circuit runs from ECM to Oxygen
Sensor (O2S) heater.

Continuous
Possible Causes
• ECM PWR OUT 1 circuit to ACV short to GND
• ECM PWR OUT 1 circuit to O2S short to GND
• Failed Oxygen Sensor (O2S)
• Failed Exhaust Back Pressure Valve (EBPV)
Step 1 Check for active or pending fault codes Decision

Use EST with ServiceMaxx™ software. Key ON, check Diagnostic Trouble Yes: Go to Step 2.
Code (DTC) list for SPN 3597 FMI 4.
Is EST DTC list SPN 3597 FMI 4 active or pending? No: Diagnose other active or
pending fault codes first. After
for SPN 3597 FMI 4.
Step 2 Check for failed Air Control Valve (ACV) Decision

A. Key OFF, disconnect ACV connector. Yes: Go to Step 3.
C. Key ON, log into ServiceMaxx™ software and clear fault code(s).
D. Key OFF, wait for ECM to power down.
E. Key On, check DTC list for SPN 3597 FMI 4.
Is EST DTC list SPN 3597 FMI 4 active or pending? No: Replace ACV. After
for SPN 3597 FMI 4.
Step 3 Check for failed Oxygen Sensor (O2S). Decision

A. Key OFF, leave ACV connector disconnected and disconnect O2S Yes: Go to Step 4.
connector.
B. Key ON, log into ServiceMaxx™ software and clear fault code(s).
C. Key OFF, wait for ECM to power down.
D. Key ON, check DTC list for SPN 3597 FMI 4.
Is EST DTC list SPN 3597 FMI 4 active or pending? No: Replace O2S. After
for SPN 3597 FMI 4.
Step 4 Check ECM PWR OUT 1 circuit for short to GND. Decision
Perform Test 1 (page 557). Use Digital Multimeter (DMM), measure Yes: Repair short to GND
resistance between Breakout Harness 12-954-01 pin-3 and known good between ECM pin C1-33 and
GND. O2S pin-4. After repairs are
FMI 4.
ACV pin-3. After repairs are
FMI 4.


Tools Required
Test 1
A. Key OFF.
B. Disconnect ECM E1 connector.
C. Connect Breakout Harness 12-954-01 to ACV engine harness connector and leave ACV
disconnected.
Fault Overview
volts.
Lamp Reaction
Associated Faults
None
Fault Facts
ECM PWR OUT 2 circuit is divided into three separate circuits. One circuit runs from ECM to Air Control
Valve (ACV), which controls Exhaust Back Pressure Valve (EBPV). Another circuit runs from ECM to Engine
Compression Brake 1 (ECB1) solenoid. Final branch runs from ECM to Engine Coolant Level (ECL) sensor.

Continuous
Possible Causes
• ECM PWR OUT 2 circuit to Air Control Valve (ACV) short to GND
• ECM PWR OUT 2 circuit to Engine Compression Brake 1 (ECB1) short to GND
• ECM PWR OUT 2 circuit to Engine Coolant Level (ECL) short to GND
• Failed ACV
• Failed ECB1
• Failed ECL sensor

for SPN 3598 FMI 4.
Step 2 Check for failed Air Control Valve (ACV) Decision

A. Key OFF, disconnect ACV connector. Yes: Go to Step 3.
Is EST DTC list SPN 3598 FMI 4 active or pending? No: Replace ACV. After
for SPN 3598 FMI 4.
Step 3 Check for failed Engine Compression Brake 1 (ECB1) solenoid. Decision
A. Key OFF, leave ACV connector disconnected and disconnect ECB1 Yes: Go to Step 4.
connector.
Is EST DTC list SPN 3598 FMI 4 active or pending? No: If ECB1 harness is not
damaged, replace ECB1
solenoid. After repairs are
FMI 4.
Step 4 Check for failed Engine Coolant Level (ECL) sensor. Decision
A. Key OFF, leave ACV and ECB1 connectors disconnected, and Yes: Go to Step 5.
disconnect ECL sensor connector.
Is EST DTC list SPN 3598 FMI 4 active or pending? No: Replace ECL sensor.
Step 5 Check ECM PWR OUT 2 circuit for short to GND to ACV. Decision
resistance between Breakout Harness 12-954-01 pin-1 and known good
GND.
ACV pin-1. After repairs are
FMI 4.
Perform Test 2 (page 561). Use DMM, measure resistance between No: Repair short to GND
Breakout Harness ZTSE6004 pin-1 and known good GND. between ECM pin C1-42 and
ECL pin-2. After repairs are
3598 FMI 4.
ECB1 pin-1. After repairs
3598 FMI 4.


Tools Required
Figure 132 ECM PWR OUT 2 Circuit Check (ACV)
Test 1
A. Key OFF.
C. Disconnect ACV connector.
D. Connect Breakout Harness 12-954-01 to ACV engine harness and leave ACV disconnected.
Figure 133 ECM PWR OUT 2 Circuit Check (ECB1)
Test 2
A. Key OFF.
C. Disconnect ECB harness connector.
D. Connect Breakout Harness ZTSE6004 to ECB engine harness and leave ECB disconnected.
Condition / Description Setting Criteria Enable Conditions / Values

Engine Control Module (ECM) ECM PWR OUT 3 voltage < 0.3 Key ON
Power Output 3 below normal. volts
Battery voltage > 10.7 volts AND < 15
volts
Fault Overview
volts.
Lamp Reaction
Associated Faults
None
Fault Facts
ECM PWR OUT 3 circuit is divided into three separate circuits. One circuit runs from ECM to Intake Air Heater
Fuel Solenoid (IAHFS). Another circuit runs from ECM to Exhaust Gas Recirculation Valve (EGRV). Final branch
runs from ECM to Engine Fan Control (EFC) solenoid.

Continuous
Possible Causes
• ECM PWR OUT 3 circuit to Intake Air Heater Fuel Solenoid (IAHFS) short to GND
• ECM PWR OUT 3 circuit to Exhaust Gas Recirculation Valve (EGRV) short to GND
• ECM PWR OUT 3 circuit to Engine Fan Control (EFC) solenoid short to GND
• Failed IAHFS
• Failed EGRV
• Failed EFC solenoid

for SPN 3599 FMI 4.
Step 2 Check for failed Exhaust Gas Recirculation Valve (EGRV). Decision
A. Key OFF, disconnect EGRV connector. Yes: Go to Step 3.
Is EST DTC list SPN 3599 FMI 4 active or pending? No: Replace EGRV. After
for SPN 3599 FMI 4.
Step 3 Check for failed Intake Air Heater Fuel Solenoid (IAHFS). Decision
A. Key OFF, leave EGRV connector disconnected and disconnect Yes: Go to Step 4.
IAHFS connector.
Is EST DTC list SPN 3599 FMI 4 active or pending? No: Replace IAHFS. After
for SPN 3599 FMI 4.
Step 4 Check for failed Engine Fan Control (EFC) solenoid. Decision
A. Key OFF, leave EGRV and IAHFS connectors disconnected, and Yes: Go to Step 5.
disconnect EFC solenoid connector.
Is EST DTC list SPN 3599 FMI 4 active or pending? No: Replace EFC solenoid
(ON/OFF fan) or fan
hub (variable speed fan)
depending on vehicle
configuration. After repairs
3599 FMI 4.
Step 5 Check ECM PWR OUT 3 circuit for short to GND to EGRV. Decision
resistance between Breakout Harness ZTSE4948 pin-4 and known good
GND.
Is resistance greater than 1000 ohms? No: Repair short to
GND between ECM pin
E1-24/E1-26 and EGRV
pin-4. After repairs are
FMI 4.
Perform Test 2 (page 566). Use DMM, measure resistance between No: Repair short to GND
Breakout Harness ZTSE4827 pin-2 and known good GND. between ECM pin C2-06 and
EFC solenoid pin-3 (variable
fan) or pin-2 (On/Off fan).
IAHFS pin-2. After repairs are
FMI 4.

Pin-Point Test SPN 3599 FMI 4See latest version of Navistar® MaxxForce® 11 and 13 Engine and Aftertreatment Wiring Schema
Figure 134 ECM PWR OUT 3 Circuit Check (EGRV)
Test 1
A. Key OFF.
C. Disconnect EGRV connector.
D. Connect Breakout Harness ZTSE4948 to EGRV engine harness and leave EGRV disconnected.
Figure 135 ECM PWR OUT 3 Circuit Check (IAHFS)
Test 2
A. Key OFF.
C. Disconnect IAHFS connector.
D. Connect Breakout Harness ZTSE4827 to IAHFS engine harness and leave IAHFS disconnected.
ECT1 (Engine Coolant Temperature 1) Sensor

Overview of ECT1 Sensor Group
SPN FMI Description

110 3 ECT1 signal Out of Range HIGH (page 569)
110 4 ECT1 signal Out of Range LOW (page 574)
1659 20 ECT1 below expected: Check Thermostat (page 576)
Overview
ECT1 sensor is a thermistor that is supplied 5 volts at pin-1 from ECM pin E1-14. Sensor is grounded at pin-3
from ECM pin E1-68. As coolant temperature increases resistance of thermistor decreases, causing signal
voltage to decrease.
SPN 110 FMI 3 - ECT1 signal Out of Range HIGH
Fault Overview
Fault code sets when Engine Control Module (ECM) detects ECT1 signal is greater than 4.80 volts.
Lamp Reaction
Associated Faults
None
Fault Facts
None

Continuous
Possible Causes
• ECT1 signal circuit Open
• ECT1 signal circuit short to PWR
• ECT1 SIG GND circuit Open
• Failed ECT1 sensor

Step 2 Inspect connections at ECT1 sensor. Decision

B. Disconnect ECT1 sensor connector.
C. Check ECT1 sensor and connector terminals for damaged or
Are ECT1 sensor, connector, harness, and terminals clean and undamaged? No: Repair connector,
Step 3 Check for Short to PWR. Decision

A. Perform Test 1 (page 572). Yes: Repair short to PWR
between ECT1 pin-1 and
B. Use Digital Multimeter (DMM), measure voltage between Breakout
110 FMI 3.
Is voltage greater than 4.85 volts? No: Go to Step 4.
Step 4 Check for Open circuit. Decision

A. Perform Test 2 (page 572). Yes: Replace ECT1 sensor.
Test (page 1419).
C. During test, monitor ECT1 voltage with ServiceMaxx™ software.
Step 5 Check for Open in SIG GND circuit. Decision

ECT1 pin-3 and ECM pin
Test (page 1419).
C. During test, monitor ECT1 voltage with ServiceMaxx™ software. FMI 3.
FMI 3.


Tools Required
• Digital Multimeter (DMM) ZTSE4357
Figure 136 ECT1 Sensor Circuit Check
Test 1
A. Key OFF.
B. Connect Breakout Harness ZTSE4827 to vehicle harness and leave Engine Coolant Temperature 1
(ECT1) sensor disconnected.
C. Key ON.
Test 2
A. Key OFF.
B. Connect Breakout Harness ZTSE4827 to vehicle harness and leave ECT1 sensor disconnected.
C. Use Breakout Harness ZTSE4498, short pin-1 and pin-3 of Breakout Harness ZTSE4827 together.
D. Connect Electronic Service Tool (EST) to vehicle Diagnostic Connector (page 1402).
E. Key ON. Log in to ServiceMaxx™
Test 3
A. Key OFF.
C. Use Breakout Harness ZTSE4498, short pin-1 of Breakout Harness ZTSE4827 to ground.
D. Connect EST to vehicle Diagnostic Connector.
SPN 110 FMI 4 - ECT1 signal Out of Range LOW
Fault Overview
Fault code sets when Engine Control Module (ECM) detects that Engine Coolant Temperature 1 (ECT1) sensor
signal voltage is less than 0.06 volts.
Lamp Reaction
Associated Faults
None
Fault Facts
None

Continuous
Possible Causes
• ECT1 circuit short to GND

Step 2 Inspect connections at Engine Coolant Temperature 1 (ECT1) Decision

sensor.
Step 3 Check for Failed Sensor. Decision

A. Key OFF. Yes: Replace ECT1 sensor.
B. Disconnect Engine Coolant Temperature 1 (ECT1) electrical
connector.
D. Key ON. Log into ServiceMaxx™ software.
E. Use EST with ServiceMaxx™ software, perform Continuous Monitor
Test(page 1419).
F. While performing test, monitor ECT1 voltage with ServiceMaxx™
software.
110 FMI 4.

SPN 1659 FMI 20 - ECT1 below expected: Check Thermostat
Fault Overview
Fault code sets when Engine Control Module (ECM) detects Engine Coolant Temperature 1 (ECT1) signal is
below a predetermined value when engine should be at operating temperature.
Lamp Reaction
Associated Faults
• SPN 110 FMI 3 and 4 • SPN 647 (EFC)

(ECT1)
Fault Facts
This fault sets based off Engine Coolant Temperature. This fault will likely be inactive when it arrives at shop.

Road Test
Possible Causes
• Stuck closed engine thermostats
• Cooling Package damage, blockage, or debris clogging
• Failed engine fan clutch or Engine Fan Control (EFC)

Step 2 Check thermostat operation. Decision

Perform Thermostat Operational Test (page 1620). Yes: Go to Step 4.
Does upper radiator hose temperature increase to within ± 5°F of ECT1? No: Replace engine
thermostats. After repairs
1659 FMI 20.
Step 4 Check for cooling package damage, blockage, or debris Decision

clogging.
damaged?
Step 5 Determine if engine fan is operating properly. Decision

Perform Engine Fan Test (page 1440). Yes: End diagnostics, retest
Is engine fan operating properly? No: Repair or replace failed
engine fan clutch or Engine
Fan Control (EFC). After

ECT2 Sensor (Engine Coolant Temperature 2)

Overview of ECT2 Sensor Group
SPN FMI Description

4076 2 ECT2 signal erratic, intermittent, or incorrect (page 579)
4076 3 ECT2 signal Out of Range HIGH (page 583)
4076 4 ECT2 signal Out of Range LOW (page 588)
4076 17 ECT2 signal stuck low, not warming up (page 590)
Overview
SPN 4076 FMI 2 - ECT2 signal erratic, intermittent, or incorrect
Fault Overview
Fault code sets when Engine Control Module (ECM) detects Engine Coolant Temperature 2 (ECT2) signal value
differs more than expected from Exhaust Gas Recirculation Temperature (EGRGT), Ambient Air Temperature
(AAT), Turbocharger 2 Inlet Temperature (TC2IT), Charge Air Cooler Outlet Temperature (CACOT), Engine
Coolant Temperature 1 (ECT1), Engine Oil Temperature (EOT), and Intake Manifold Temp (IMT) signal values.
Lamp Reaction
Associated Faults
• SPN 105 FMI 3 and 4 • SPN 110 FMI 3 and 4 • SPN 171 FMI 3 and 4 • SPN 175 FMI 3 and 4
(IMT) (ECT1) (AAT) (EOT)
(EGRGT) (TC2CIT) (CACOT)
Fault Facts
Diagnostic runs at initial Key ON, after engine off for 8 hours prior to Key ON.

Road Test
Possible Causes
• ECT2 circuit high resistance
• SIG GND circuit high resistance


Use EST with ServiceMaxx™ software. Key ON, check DTC list for SPN Yes: Go to Step 3.
4076 FMI 2.

sensor.
Step 4 Check ECT2 circuit for high resistance. Decision

B. Disconnect Engine Coolant Temperature 1 (ECT2) sensor.
D. Key ON. Log in to ServiceMaxx™ software.
E. Perform Continuous Monitor Test (page 1419).
F. While test is running, monitor ECT2 voltage with ServiceMaxx™
software.
Is voltage 5.0 ± 0.25 volts? No: Repair high resistance
ECT2 pin-1. After repairs
4076 FMI 2.
Step 5 Check for failed ECT2 sensor. Decision

B. Perform Continuous Monitor Test (page 1419).
C. While test is running, monitor ECT2 voltage with ServiceMaxx™
software.
Is voltage less than 0.25 volts? No: Go to Step 6.

in signal GND between
B. Perform Continuous Monitor Test (page 1419).
ECM pin E1-44 and ECT2
C. While test is running, monitor ECT2 voltage with ServiceMaxx™ connector pin-3. After repairs
software. are complete, retest for SPN
4076 FMI 2.
Is voltage less than 0.25 volts? No: Repair high resistance
in signal circuit between
ECM pin E1-71 and ECT2
connector pin-1. After repairs
4076 FMI 2.


Tools Required
Test 1
A. Key OFF.
C. Connect Breakout Harness ZTSE4827 to engine harness connector and leave ECT2 sensor
disconnected.
D. Connect Breakout Harness ZTSE4498 between Breakout Harness ZTSE4827 pin-1 and pin-3.
Test 1
A. Key OFF.
C. Connect Breakout Harness ZTSE4827 to engine harness connector and leave ECT2 sensor
disconnected.
D. Connect Breakout Harness ZTSE4498 between Breakout Harness ZTSE4827 pin-1 and known
good GND.
SPN 4076 FMI 3 - ECT2 signal Out of Range HIGH
Fault Overview
Fault code sets when Engine Control Module (ECM) detects Engine Coolant Temperature 2 (ECT2) signal is
Lamp Reaction
Associated Faults
None
Fault Facts
None

Continuous
Possible Causes
• ECT2 circuit Open
• ECT2 circuit short to PWR

Step 2 Inspect connections at ECT2 sensor. Decision

Step 3 Check for Short to PWR. Decision

Perform Test 1 (page 586). Use Digital Multimeter (DMM), measure voltage Yes: Repair short to PWR
between Breakout Harness ZTSE4827 pin-1 and known good GND. between ECT2 pin-1 and
Engine Control Module
(ECM) pin E1-71. After
for SPN 4076 FMI 3.
Step 4 Check for Open circuit. Decision

Test (page 1419).
C. While test is in progress, monitor ECT2 voltage ServiceMaxx™
software.

Test (page 1419).
C. While test is in progress, monitor ECT2 voltage ServiceMaxx™ FMI 3.
software.
FMI 3.


Tools Required
Test 1
A. Key OFF.
B. Connect Breakout Harness ZTSE4827 to vehicle harness and leave Engine Coolant Temperature 2
(ECT2) sensor disconnected.
C. Key ON.
Test 2
A. Key OFF.
C. Use Breakout Harness ZTSE4498, short pin-1 and pin-3 of Breakout Harness ZTSE4827 together.
Test 3
A. Key OFF.
C. Use Breakout Harness ZTSE4498, short pin-1 of Breakout Harness ZTSE4827 to ground.
D. Connect EST to vehicle Diagnostic Connector (page 1402).
SPN 4076 FMI 4 - ECT2 signal Out of Range LOW
Fault Overview
Fault code sets when Engine Control Module (ECM) detects that Engine Coolant Temperature 2 (ECT2) sensor
signal voltage is less than 0.06 volts.
Lamp Reaction
Associated Faults
None
Fault Facts
None

Continuous
Possible Causes
• ECT2 signal circuit short to GND


sensor.
Step 3 Check for Failed Sensor. Decision

A. Key OFF. Yes: Replace ECT2 sensor.
B. Disconnect Engine Coolant Temperature 2 (ECT2) electrical
connector.
D. Key ON. Log into ServiceMaxx™ software.
Test (page 1419).
F. While test is in progress, monitor ECT2 voltage ServiceMaxx™
software.
4076 FMI 4.

SPN 4076 FMI 17 - ECT2 signal stuck low, not warming up
Fault Overview
is less than expected based on Engine Coolant Temperature 1 (ECT1) signal value and operating conditions.
Lamp Reaction
Associated Faults
• SPN 110 (ECT1) • SPN 1659 FMI 20 • SPN 4076 FMI 2, 3, and
(ECS) 4 (ECT2)
Fault Facts
None

Road Test
Possible Causes
• Failed engine cooling fan (stuck on)
• Failed Low Temperature Radiator (LTR) thermostat

Step 2 Determine if engine cooling fan is stuck on. Decision

Perform Engine Fan Test (page 1440). Yes: Repair or replace engine
fan clutch. After repairs are
FMI 17.
Is engine cooling fan stuck on? No: Replace LTR thermostat.

EFC (Engine Fan Control) – Two Speed and Variable

Overview of EFC Sensor Group
SPN FMI Condition

647 3 EFC short to PWR (page 593)
647 4 EFC short to GND (page 598)
647 5 EFC open load/circuit (page 603)
Overview
These codes set for problems with fan control circuits. Vehicles can have two different fan options. Option one
is a variable speed viscous fan and option two is two-speed fan. These diagnostics cover both types of fans.
There may be times when actions or decision may be split depending on which fan is equipped on a vehicle.
SPN 647 FMI 3 - EFC short to PWR
Fault Overview
Fault code sets when Engine Control Module (ECM) detects Engine Fan Control (EFC) circuit is shorted to PWR.
Lamp Reaction
No Lamp
Associated Faults
None
Fault Facts
None

Continuous
Possible Causes
• EFC circuit short to PWR
• Failed Engine Fan hub or solenoid
• ECM PWR OUT 3 Open


Box 00-00956-08 pin C1-30 and known good GND.
ECM pin C1-30 and EFC PWR
pin (Variable Speed Fan pin-3
or Two Speed Fan pin-A). After
SPN 647 FMI 3.
engine surfaces.
Step 3 Measure EFC circuit voltage. Decision

B. Perform Engine Fan Test (page 1440)and command to highest
fan speed possible.
C. During test, use DMM, measure voltage between Breakout Box
00-00956-08 pin C1-18 and known good GND.
Is voltage B+ ± 0.5 volts? No: Repair short to PWR
between ECM pin C1-18
and EFC PWR pin (Variable
Speed Fan pin-1 or Two Speed
Fan pin-B). After repairs are
FMI 3.
Step 4 Check EFC circuit for short to PWR. Decision

A. Perform Test 2 (page 596). Yes: Replace fan hub (Variable
Speed Fan) or fan solenoid
B. Perform Engine Fan Test (page 1440)and command to lowest fan
(Two Speed Fan). After repairs
speed possible.
C. During test, use DMM, measure voltage between Breakout Box 647 FMI 3.
FMI 3.


Tools Required
Test 1
A. Key OFF
E. Key ON.
Figure 145 EFC Circuit Check
Test 2
A. Key OFF
SPN 647 FMI 4 - EFC short to GND
Fault Overview
Fault code sets when Engine Control Module (ECM) detects Engine Fan Control (EFC) circuit is shorted to GND.
Lamp Reaction
No Lamp
Associated Faults
None
Fault Facts
None

Continuous
Possible Causes
• EFC circuit short to GND


ECM pin C1-30 and EFC PWR
pin (Variable Speed Fan pin-3
or Two Speed Fan pin-A).
engine surfaces.

fan speed possible.
Is voltage B+ ± 0.5 volts? No: Repair short to GND
EFC PWR pin (Variable Speed
Fan pin-1 or Two Speed Fan
pin-B). After repairs are
FMI 4.
Step 4 Check EFC circuit for short to GND. Decision

speed possible.
Is voltage 0 ± 0.25 volts? No: Repair short to GND
FMI 4.


Tools Required
Test 1
A. Key OFF
E. Key ON.
Test 2
A. Key OFF
SPN 647 FMI 5 - EFC open load/circuit
Fault Overview
Fault code sets when Engine Control Module (ECM) detects Engine Fan Control (EFC) circuit is Open.
Lamp Reaction
No Lamp
Associated Faults
None
Fault Facts
None

Continuous
Possible Causes
• EFC circuit Open


ECM pin C1-30 and EFC
PWR pin (Variable Speed
Fan pin-3 or Two Speed
Fan pin-A). After repairs are
FMI 5.
engine surfaces.

fan speed possible.
FMI 5.
Step 4 Check EFC circuit for short to GND. Decision

speed possible.
FMI 5.


Tools Required
Test 1
A. Key OFF
E. Key ON.
Test 2
A. Key OFF
EGR (Exhaust Gas Recirculation) Valve Sensor

Overview of EGR Valve Sensor Group
SPN FMI Description

27 0 EGRP fault: over temperature (page 612)
27 3 EGRP signal Out of Range HIGH (page 614)
27 4 EGRP signal Out of Range LOW (page 616)
27 7 EGRP does not agree with commanded position (page 618)
2791 3 EGRC short to PWR (page 621)
2791 5 EGRC open load/circuit (page 623)
2791 8 EGR valve not receiving ECM PWM signal (page 625)
3058 10 Engine did not go into close loop EGR control when expected (page 627)
4752 4 EGR Cooler Efficiency: EGR Outlet Temperature above expected (page 630)
Overview
Exhaust Gas Recirculation (EGR) valve is used to control exhaust flow through EGR cooler. EGR valve contains
a PWM controlled valve and Exhaust Gas Recirculation Position (EGRP) sensor. Engine Control Module (ECM)
sends a signal to EGR valve to move to desired position. EGRP, located inside EGR valve, monitors and provides
an EGRV position signal to ECM.
Figure 150 EGR Valve Location (Right Rear Engine)

1. Exhaust Gas Recirculation
(EGR) valve
Figure 151 Battery Pack Wiring

Figure 152
1. EGR valve A. Inspection point A
2. EGR wiring harness pigtail B. Inspection point B
SPN 27 FMI 0 - EGRP fault: over temperature
Fault Overview
Fault code sets when feedback from Exhaust Gas Recirculation Position (EGRP) over temperature.
Lamp Reaction
Associated Faults
SPN 1173 FMI 16

(TC2CIS)

Continuous

After Repairs are complete,
Step 2 Determine if air flow thru cooling package is restricted or cooling Decision
system components are damaged.
damaged?
Step 3 Determine if Low Temperature Radiator (LTR) internal flow is Decision

restricted.
A. Remove inlet and outlet to LTR. Yes: Diagnosis and repair
Coolant Control Valve. After
B. Put a garden water hoses at LTR inlet and turn water valve to full
flow.
Is water flow coming out of LTR consistent with flow going in? No: Replace LTR. Add
phosphate conditioner in
cooling system. After repairs
original problem.

SPN 27 FMI 3 - EGRP signal Out of Range HIGH
Figure 153 EGR Valve circuit diagram
engine surfaces.
2. Select EGR Position from Actuator drop-down menu on right side.
3. Command actuator movement by clicking on 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.
Connector Voltage Check — EGR Valve Disconnected

Connect Breakout Harness ZTSE6016 to EGR valve engine harness, and leave EGR valve disconnected.
Turn ignition ON. Use DMM to measure voltage.
4 to battery positive B+ If < B+, check for OPEN in GND circuit. Do Harness
Resistance Check (page 626).
3 to GND B+ If < B+, check for OPEN in SWBAT circuit or blown fuse.
2 to GND 5.0 V ± 1.0 V If > 6 V, check for short to PWR.
If < 4 V, check for OPEN or short to GND. Do Harness
1 to GND 0 V to 1 V If > 1 V, check for short to PWR.
If measurements are within specifications, do Operational Voltage Check.

1. Connect Breakout Harness ZTSE6016 between EGR valve and engine harness.
Actuator Test. Select EGR Position from drop-down menu.
3. Command EGRP to 5%.
2 to GND 5% = 3.0 V ± 1.0 V If > 4.0 V, check for OPEN or short to PWR.
If < 2.0 V, check for short circuit or failed EGR valve.
1 to GND 5% = 7.5 V ± 1.0 V If > 8.5 V, check for short to PWR.
If < 6.5 V, check for short circuit.
1 to GND 95% = 0.5 V ± 0.5 V If > 1.0 V, check for OPEN circuit or failed EGR valve.

engine harness connectors, and leave ECM disconnected. Connect Breakout Harness ZTSE6016 to EGR
engine harness, and leave EGR valve disconnected. Use DMM to measure resistance.
1 to E1-77 <5Ω If > 5 Ω, check for OPEN circuit.
2 to C2-16 <5Ω If >5 Ω, check for OPEN circuit.
4 to GND <5Ω If > 5 Ω, check for OPEN circuit.
If voltage and resistance checks are within specifications, check for DTCs. If DTC returns, replace EGR
valve.
SPN 27 FMI 4 - EGRP signal Out of Range LOW
Fault Overview
Fault code sets when feedback from Exhaust Gas Recirculation Position (EGRP) signal is out or range LOW.
Lamp Reaction
Associated Faults
None

Continuous
Step 1 Inspection of EGR wiring harness Decision

Visually inspect EGR Valve harness connection at inspection point A (Figure Yes: Go to Step 2.
152) (Item A).
Is connection at inspection point A (Figure 152) (Item A) present on vehicle? No: Go to Step 3.

Verify harness connection at inspection point A (Figure 152) (Item A) is Yes: Go to Step 3.
in good condition, pigtail connector and EGR Valve (Figure 152) (Item 1)
connector are firmly secured with glue and no indication of tampering is
visible.
Is EGR wiring harness pigtail in good condition at inspection point A (Figure No: Replace damaged EGR
152) (Item A) with no indication of tampering? valve or wiring harness pigtail.
Apply dielectric grease on
new connector terminals.

Verify harness connection at inspection point B (Figure 152) (Item B). Check Yes: Go to Step 3.
EGR Valve and harness connectors and terminals for:
• Damaged wires
• Corroded terminals
• Loose, bent or broken pins
• Broken connector housing
Also ensure EGR Valve connector is fully seated and locking tab is in locked
position.
Are EGR Valve, connector, harness, and terminals clean and undamaged No: Replace damaged EGR
and is EGR Valve connector fully seated when connected? valve or wiring harness pigtail.
Apply dielectric grease on
new connector terminals.
Step 4 Test EGR Valve Decision

Clear all faults with EST. Perform EGR Valve Actuator Test. Yes: End diagnostics. Retest
for SPN 27 FMI 4.
Did EGR Valve Actuator test pass? No: Replace EGR valve. After
for SPN 27 FMI 4.

SPN 27 FMI 7 - EGRP does not agree with commanded position
Fault Overview
Fault sets when Engine Control Module (ECM) determines Exhaust Gas Recirculation Position (EGRP) is 10%
higher or 10% lower than expected.
Lamp Reaction
Associated Faults
SPN 2791 (EGR) SPN 27 FMI 4 (EGR)
Fault Facts
None.

Continuous.
Possible Causes
• Failed EGR Valve
• ECM Calibration

Step 2 Check for SPN 2659 FMI 20. Decision

Is SPN 2659 FMI 20 active or pending? No: Go to Step 4.
Step 3 Perform Visual Inspection of EGR Valve. Decision

Remove Exhaust Manifold Bellows tubes to view EGR Valve. Yes: Replace EGR Valve.
Use updated EGR valve
wiring pigtail and splice kit if
not already updated. After
for SPN 27 FMI 7 and / or
SPN 2659 FMI 20.
Is EGR Valve damaged (i.e. broken shaft and / or butterfly plate)? No: Go to Step 4.
Step 4 Inspect EGR Valve Connection. Decision

B. Disconnect EGRV connector.
C. Check EGRV and connector terminals for: damaged or pinched
Are EGRV connector, harness, and terminals clean and undamaged? No: Repair or Replace
damaged EGR harnes
connector or pins.
Step 5 Check ECM Calibration. Decision

Perform Obtain Vehicle Health Report (page 1375). Yes: Replace EGR Valve.
Use updated EGR valve
wiring pigtail and splice kit if
not already updated. After
for SPN 27 FMI 7 and / or
SPN 2659 FMI 20.
27 FMI 7. Go to Step 6.
Step 6 Test EGR Valve. Decision

Perform EGRV Actuator Test (page 1413). Yes: Verify each step
was completed correctly.
Reassemble vehicle and
retest for SPN 2 FMI 7. Verify
each step was completed
correctly.
Does EGRV meet expected outcome of Test? No: Replace EGR Valve. Use
updated EGR valve wiring
pigtail and splice kit if not
already updated. After repairs
27 FMI 7 and / or SPN 2659
FMI 20.

SPN 2791 FMI 3 - EGRC short to PWR
engine surfaces.
Valve CTL (EGRC).



valve.
SPN 2791 FMI 5 - EGRC open load/circuit
Fault Overview
Fault code sets when Engine Control Module (ECM) detects that Engine Gas Recirculation Valve (EGRV) internal
motor coil voltage is less than 1 volt.
Lamp Reaction
Malfunction Indicator Lamp (MIL) will illuminate when this fault is detected in two consecutive drive cycles.
Associated Faults
SPN 2791 FMI 3, 4, and

19 (EGR)
Fault Facts
When fault code becomes active EGR Valve motor is disabled.

Continuous
Possible Causes
• Failed EGRV
Step 1 Check for Associated Fault codes Decision

for Associated Faults (page 623).

Use Electronic Service Tool (EST) with ServiceMaxx™ software. Key ON, Yes: Replace Exhaust Gas
check Diagnostic Trouble Codes (DTC) list for SPN 2791 FMI 5. Recirculation Valve (EGRV).

SPN 2791 FMI 8 - EGR valve not receiving ECM PWM signal
engine surfaces.
Valve CTL (EGRC).



valve.
SPN 3058 FMI 10 - Engine did not go into close loop EGR control when expected
Fault Overview
Fault code sets when Engine Control Module (ECM) detects Oxygen sensor (O2S) is unable to reach required
operating temperature or Exhaust Gas Recirculation Valve (EGRV) failed to react, to enter open loop operation.
Open loop operation occurs when engine operates EGRV based on calculations rather than on feedback from
O2S. Operating EGRV before engine reaches operating temperature and establishes closed loop operation
could cause performance issues.
Lamp Reaction
Associated Faults
• SPN 27 (EGR) • SPN 51 (ETV) • SPN 108 (BARO) • SPN 724 (O2S)
• SPN 2791 (EGR) • SPN 3223 (O2S) • SPN 3464 (ETV) • SPN 4765 (DOCIT)
• SPN 5542 (TC1TOP) • SPN 5543 (EBPV)
Fault Facts
None

Road Test
Possible Causes
• Biased Oxygen Sensor (O2S) or circuit
• Biased Barometric (BARO) pressure sensor
• EGRV or circuit failure
• Engine Throttle Valve (ETV) or circuit failure
• Exhaust Back Pressure Valve (EBPV) failure
• Intake, exhaust, or fuel system failure
• Diesel Oxidation Catalyst Inlet Temperature (DOCIT) sensor or circuit failure

Step 2 Check engine air intake system for restrictions, leaks, or Decision
damage.
Perform Intake Air Inspection (page 1658). Yes: Go to Step 3.
Is engine air intake free of restrictions, leaks, and damage? No: Repair air intake system.
Step 3 Check exhaust system for restrictions, leaks, or damage. Decision

Perform Exhaust and Aftertreatment System Inspection (page 1659). Yes: Go to Step 4.
Is exhaust system free of restrictions, leaks, and damage? No: Repair exhaust system.
Step 4 Check fuel system from Aftertreatment Fuel Injector (AFTFI) to Decision
fuel tank for leaks or physical damage.
Is fuel system free of leaks and physical damage? No: Repair fuel system. After
Step 5 Check for failed Diesel Oxidation Catalyst Inlet Temperature Decision
(DOCIT), Oxygen Sensor (O2S), and Barometric pressure
(BARO) sensors or circuits.
A. Use EST with ServiceMaxx™ software, perform Continuous Monitor Yes: Go to Step 6.
Test (page 1419).
B. During test, monitor DOCIT, O2S, and BARO sensor signal values
with ServiceMaxx™ software.
Are DOCIT, O2S, and BARO sensor signal values within specifications? No: Repair faulty sensor
or circuit. After repairs are
3058 FMI 10.
Step 6 Check for failed Exhaust Gas Recirculation Valve (EGRV) or Decision
circuit.
Use EST with ServiceMaxx™ software, perform EGR Valve Position Test Yes: Go to Step 7.
(page 1417).
Does EGRV meet expected outcome of test? No: Repair or replace EGRV
3058 FMI 10.
Step 7 Check for failed Engine Throttle Valve (ETV) or circuit. Decision
Use EST with ServiceMaxx™ software, perform ETV Position Test (page Yes: Go to Step 8.
1415).
Does ETV meet expected outcome of test? No: Repair or replace ETV
3058 FMI 10.
Step 8 Check for failed Exhaust Back Pressure Valve (EBPV) or circuit. Decision
Use EST with ServiceMaxx™ software, perform Exhaust Back Pressure Yes: End diagnostics, retest
Valve Functional Test (page 1473). for SPN 3058 FMI 10.
Does EBPV meet expected outcome of test? No: Repair or replace EBPV,
ACV, or circuit. After repairs
3058 FMI 10.
End Diagnostic Test

SPN 4752 FMI 4 - EGR Cooler Efficiency: EGR Outlet Temperature above expected
Fault Overview
Fault code sets when Engine Control Module (ECM) detects Exhaust Gas Recirculation Cooler Gas Temperature
(EGRGT) signal value is greater than expected for current amount of EGR flow.
Lamp Reaction
Associated Faults
• SPN 110 (ECT1) • SPN 111 FMI 1 (ECL) • SPN 412 FMI 2, 3, and
4 (EGRGT)
Fault Facts
None

Road Test
Possible Causes
• Engine Overheating
• Failed Exhaust Gas Recirculation (EGR) cooler
Step 1 Check for Associated Fault codes Decision


4752 FMI 4.
Procedure. (page 1401)
Step 3 Check a low coolant condition. Decision

Perform Coolant Level Inspection (page 1649). Yes: Go to Step 4.
Is Coolant Level within specification? No: Perform Coolant Loss
Symptom (page 1651). After
for SPN 4752 FMI 4.
Step 4 Check for an engine overheating condition. Decision

A. Start engine, and run engine to normal operating temperature. Yes: Go to Coolant
Over Temperature (page
B. After engine reaches normal operating temperature, monitor engine
57)symptom diagnostics.
coolant temperature for an overheating condition for 5 minutes.
Does engine coolant temperature go above normal operating temperature? No: Go to Step 5.

Perform EGR Cooler Leak Test (page 1602). Yes: Replace EGR cooler.
Is EGR cooler leaking coolant? No: End diagnostics, retest
for SPN 4752 FMI 4.

EGRGT (Exhaust Gas Recirculation Cooler Gas Temperature) Sensor

Overview of EGRGT Sensor Group
SPN FMI Actions

412 1 EGRGT signal stuck low, not warming up (page 633)
412 2 EGRGT signal erratic, intermittent, or incorrect (page 635)
412 3 EGRGT signal Out of Range HIGH (page 640)
412 4 EGRGT signal Out of Range LOW (page 642)
Overview
Engine Exhaust Gas Recirculation Gas Temperature (EGRGT) sensor monitors exhaust gas temperatures
exiting EGR cooler and sends information to Engine Control Module (ECM).
SPN 412 FMI 1 - EGRGT signal stuck low, not warming up

Tools Required
• Breakout Harness ZTSE4760A (EGRGT)
engine surfaces.
1. Using Electronic Service Tool (EST) with ServiceMaxx™ software, run the Continuous Monitor test.
Sensor Circuit Check With ServiceMaxx™ Software

Connect Breakout Harness ZTSE4760A to EGRGT engine harness, and leave EGRGT sensor disconnected.
Turn ignition ON.
Test Point Specification Comment– < Less than, > Greater than
EST – Monitor EGRGTv 4.5 – 5 V If <4.5 V, check EGRGT signal circuit for short to GND.
EST – Monitor EGRGTv 0V If > 0.25 V, check EGRGT signal circuit for OPEN. Do
Short pin 1 to GND
EST – Monitor EGRGTv 0V If > 0.25 V, check SIG GND circuit for OPEN. Do Harness
Resistance Check.
Short pin 1 to 2
EST – Monitor EGRGTv < 1.0 V If > 1.0 V, check EGRGT signal circuit for short to PWR.
Short 500 Ω resistor across pins
1 and 2
If checks are within specification, connect sensor and clear DTCs. If active code remains, replace EGRGT
sensor.
Connector Voltage Check Without ServiceMaxx™ Software

1 to GND 5V If < 4.5 V, check EGRGT signal circuit for short to GND.
2 to B+ B+ If < B+, check SIG GND for OPEN circuit.

Turn ignition switch to OFF. Connect 180-Pin Breakout Box with ECM E1 and E2 harness to ECM E1 and
E2 vehicle harness connectors, and leave ECM disconnected. Connect Breakout Harness ZTSE4760A to
EGRGT engine harness, and leave EGRGT sensor disconnected. Use DMM to measure resistance.
1 to E1-95 <5Ω If > 5 Ω, check for OPEN circuit.
SPN 412 FMI 2 - EGRGT signal erratic, intermittent, or incorrect
Fault Overview
Fault sets when Engine Control Module (ECM) determines EGRGT signal deviates from Intake Manifold
Temperature (IMT) engine Turbocharger 2 Compressor Intake Temperature (TC2CIT), and Charge Air Cooler
Outlet Temperature (CACOT).
Lamp Reaction
Malfunction Indicator Lamp (MIL) will illuminate when this fault is detected, during two consecutive drive cycles.
Associated Faults
SPN 412 FMI 3 and 4

(EGRGT)
Fault Facts
None

Road Test
Possible Causes
• Biased EGRGT sensor circuit
• Failed EGRGT sensor

Faults. After repairs are
FMI 2.

Step 3 Inspect connections at Exhaust Gas Recirculation Gas Decision

Temperature (EGRGT) connector.
B. Disconnect EGRGT connector.
C. Check EGRGT and connector terminals for: damaged or pinched
wires; moisture or corroded terminals; loose, bent, or broken pins; or
Are EGRGT connector, harness, and terminals clean and undamaged? No: Repair connector,
Step 4 Check EGRGT circuit for short to GND Decision

B. Disconnect Exhaust Gas Recirculation Gas Temperature (EGRGT)
sensor
E. Use EST with ServiceMaxx™ software perform Continuous Monitor
Test (page 1419).
F. During test, monitor EGRGT voltage in ServiceMaxx™ software.
between EGRGT pin-2 and
FMI 2.
Step 5 Check for Failed EGRGT sensor. Decision

A. Perform Test 1 (page 638). Yes: Replace EGRGT. After
B. Use EST with ServiceMaxx™ software perform Continuous Monitor
for SPN 412 FMI 2.
Test (page 1419).
C. During test, monitor EGRGT voltage in ServiceMaxx™ software.
Is EGRGT voltage between 0 and 0.25 volts? No: Go to step 6.
Step 6 Check for Open EGRGT Circuit. Decision

EGRGT pin-1 and ECM pin
B. Use EST with ServiceMaxx™ software perform Continuous Monitor
Test (page 1419).
C. During test, monitor EGRGT voltage in ServiceMaxx™ software. FMI 2.
Is EGRGT voltage between 0 and 0.25 volts? No: Repair Open between
EGRGT pin-2 and ECM pin
FMI 2.


Tools Required
Figure 156 EGRGT Circuit Check
Test 1
A. Key OFF.
B. Connect Breakout Harness ZTSE4760A to vehicle harness and leave EGRGT sensor disconnected.
C. Use Breakout Harness ZTSE4498, short Breakout Harness ZTSE4760A pin-1 to pin-2.
D. Connect Electronic Service Tool (EST) to vehicle Diagnostic Connector.
E. Key ON, log in to ServiceMaxx™ software.
Figure 157 EGRGT Circuit Check
Test 2
A. Key OFF.
B. Connect Breakout Harness ZTSE4760A to vehicle harness and leave EGRGT sensor disconnected.
C. Use Breakout Harness ZTSE4498, short Breakout Harness ZTSE4760A pin-2 to a known good
GND.
SPN 412 FMI 3 - EGRGT signal Out of Range HIGH

Tools Required
engine surfaces.

Turn ignition ON.
Short pin 1 to GND
Resistance Check.
Short pin 1 to 2
1 and 2
sensor.


SPN 412 FMI 4 - EGRGT signal Out of Range LOW

Tools Required
engine surfaces.

Turn ignition ON.
Short pin 1 to GND
Resistance Check.
Short pin 1 to 2
1 and 2
sensor.


Engine Brake
Overview of Engine Brake Sensor Group
SPN FMI Condition

1810 0 Hard Brake monitor, event log, extreme (page 645)
1810 15 Hard Brake monitor, even log non-extreme (page 647)
Overview
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. Incident
is then reported to ECM and stored as a vehicle event.
SPN 1810 FMI 0 - Hard Brake monitor, event log, extreme
Fault Overview
Hard brake monitor feature determines hard vehicle deceleration incidents. An incident occurs when rate of
vehicle deceleration speed exceeds programmable parameter 89052 Hard Brake Decel Rate Threshold setting.
Incident is then reported to Engine Control Module (ECM) and stored as a vehicle event.
Lamp Reaction
No Lamp
Associated Faults
None
Fault Facts
None

Continuous
Possible Causes
• Hard brake event

Use Electronic Service Tool (EST) with ServiceMaxx™ software, load Yes: Hard brake event has
Parameters session and check parameter ID 89052 Hard Brake Decel Rate occurred. Clear fault code,
Threshold value. and retest for SPN 1810 FMI
0.
Is parameter ID 89052 Hard Brake Decel Rate Threshold set between 5 No: Adjust parameter and
and 9 mph/s? program engine. After repairs
1810 FMI 0.

SPN 1810 FMI 15 - Hard Brake monitor, event log non-extreme
Fault Overview
Hard brake monitor feature determines hard vehicle deceleration incidents. An incident occurs when rate of
vehicle deceleration speed exceeds programmable parameter 89052 Hard Brake Decel Rate Threshold setting.
Incident is then reported to Engine Control Module (ECM) and stored as a vehicle event.
Lamp Reaction
No Lamp
Associated Faults
None
Fault Facts
None

Continuous
Possible Causes
• Hard brake event

Use Electronic Service Tool (EST) with ServiceMaxx™ software, load Yes: Hard brake event has
Parameters session and check parameter ID 89052 Hard Brake Decel Rate occurred. Clear fault code,
Threshold value. and retest for SPN 1810 FMI
15.
Is parameter ID 89052 Hard Brake Decel Rate Threshold set between No: Adjust parameter and
5 and 9 mph/s? program engine. After repairs
1810 FMI 15.

EOL (Engine Oil Level) Sensor

Overview of EOL Sensor Group
SPN FMI Condition

98 3 EOL signal Out of Range HIGH (page 650)
98 4 EOL signal Out of Range LOW (page 654)
1135 3 EOT2 signal Out of Range HIGH (page 657)
1135 4 EOT2 signal Out of Range LOW (page 661)
Overview
Engine Oil Level (EOL) sensor provides feedback signal to Engine Control Module (ECM) indicating engine
oil level and temperature. During engine operation, ECM will monitor EOL signal to determine if oil level is
satisfactory. If oil level and temperature is below desired, ECM will display a ‘low engine oil level’ message on
instrument cluster.. An optional feature, Engine Warning and Protection System (EWPS), can be enabled to
shut engine down when low engine oil level condition occurs.
SPN 98 FMI 3 - EOL signal Out of Range HIGH
Fault Overview
Fault codes sets when Engine Control Module (ECM) detects Engine Oil Level (EOL) sensor voltage is greater
than expected.
Lamp Reaction
No Lamp
Associated Faults
None
Fault Facts
None

Continuous
Possible Causes
• EOL circuit Open or short to PWR
• Failed Engine Oil Level (EOL) sensor

Step 2 Inspect connections at Engine Oil Level (EOL) sensor. Decision

B. Disconnect EOL sensor connector.
C. Check EOL sensor and connector terminals for: damaged or
Are EOL sensor connector, harness, and terminals clean and undamaged? No: Repair connector,
Step 3 Check EOL circuit for Open or short to PWR. Decision

resistance from Breakout Harness ZTSE4827 pin-1 and known good GND.
Is resistance greater than 1000 ohms? No: Repair Open or short to
PWR between EOL sensor
retest fro SPN 98 FMI 3.

Perform Test 2 (page 652). Use DMM, measure voltage from Breakout Yes: Replace EOL sensor.
Harness ZTSE4827 pin-2 and B+. After repairs are complete,
EOL sensor pin-2 and ECM
complete, retest fro SPN 98
FMI 3.


Tools Required
Figure 158 EOL Circuit Check
Test 1
A. Key OFF.
B. Disconnect Engine Oil Level (EOL) sensor.
C. Connect Breakout Harness ZTSE4827 to engine harness and leave EOL sensor disconnected.
Test 2
A. Key OFF.
D. Key ON
SPN 98 FMI 4 - EOL signal Out of Range LOW
Fault Overview
Fault codes sets when Engine Control Module (ECM) detects Engine Oil Level (EOL) sensor voltage is less than
expected.
Lamp Reaction
No Lamp
Associated Faults
None
Fault Facts
None

Continuous
Possible Causes
• EOL circuit short to GND

Step 2 Inspect connections at Engine Oil Level (EOL) sensor. Decision

B. Disconnect EOL sensor connector.
C. Check EOL sensor and connector terminals for: damaged or
Are EOL sensor connector, harness, and terminals clean and undamaged? No: Repair connector,
Step 3 Check EOL circuit for short to GND. Decision

Perform Test 1 (page 656). Use Digital Multimeter (DMM), measure Yes: Replace EOL sensor.
resistance from Breakout Harness ZTSE4827 pin-1 and known good GND. After repairs are complete,
Is resistance greater than 1 kΩ? No: Repair short to GND
between EOL sensor pin-1
and ECM pin E1-64. After
fro SPN 98 FMI 4.


Tools Required
Figure 160 EOL Circuit Check
Test 1
A. Key OFF.
SPN 1135 FMI 3 - EOT2 signal Out of Range HIGH
Fault Overview
Fault codes sets when Engine Control Module (ECM) detects Engine Oil Temperature 2 (EOT2) signal value is
above normal operating range. EOT2 sensor is a combined sensor with Engine Oil Level (EOL) sensor.
Lamp Reaction
No Lamp
Associated Faults
None
Fault Facts
None

Continuous
Possible Causes
• EOT2 circuit Open or short to PWR

Step 2 Check EOT2 circuit for Open or short to PWR. Decision

from Breakout Harness ZTSE4827 pin-3 and known good GND.
PWR between EOL sensor
pin-3 and ECM pin C1-15.

Perform Test 2 (page 659). Use DMM, measure voltage from Breakout Yes: Replace EOL sensor.
Harness ZTSE4827 pin-4 and B+. After repairs are complete,
EOL sensor pin-4 and ECM
complete, retest fro SPN 1135
FMI 3.


Tools Required
Figure 161 EOT2 Circuit Checks
Test 1
A. Key OFF.
D. Key ON
Test 2
A. Key OFF.
D. Key ON
SPN 1135 FMI 4 - EOT2 signal Out of Range LOW
Fault Overview
Fault codes sets when Engine Control Module (ECM) detects Engine Oil Temperature 2 (EOT2) signal value is
less than normal operating range. EOT2 sensor is a combined sensor with Engine Oil Level (EOL) sensor.
Lamp Reaction
No Lamp
Associated Faults
None
Fault Facts
None

Continuous
Possible Causes
• EOT2 signal circuit short to GND

Step 2 Check EOT2 circuit for short to GND. Decision

Perform Test 1 (page 663). Use Digital Multimeter (DMM), measure voltage Yes: Replace EOL sensor.
from Breakout Harness ZTSE4827 pin-3 and known good GND. After repairs are complete,
between EOL sensor pin-3
and Engine Control Module
(ECM) pin C1-15. After
fro SPN 1135 FMI 4.


Tools Required
Figure 163 EOT2 Circuit Checks
Test 1
A. Key OFF.
D. Key ON
EOP (Engine Oil Pressure) Sensor

Overview of EOP Sensor
SPN FMI Description

100 3 EOP signal Out of Range HIGH (page 665)
100 4 EOP signal Out of Range LOW (page 669)
Overview
Engine Oil Pressure (EOP) sensor provides feedback signal to Engine Control Module (ECM) indicating engine
oil pressure. During engine operation, ECM will monitor EOP signal to determine if oil pressure is satisfactory. If
oil pressure is below desired pressure, ECM will turn on red engine lamp. An optional feature, Engine Warning
and Protection System (EWPS), can be enabled to warn engine operator and shut engine down when low engine
oil pressure condition occurs.
SPN 100 FMI 3 - EOP signal Out of Range HIGH
Fault Overview
Fault code sets when Engine Control Module (ECM) detects that Engine Oil Pressure (EOP) signal voltage is
greater than expected
Lamp Reaction
Amber Warning Lamp (AWL) will illuminate immediately.
Associated Faults
None
Fault Facts
None

Continuous
Possible Causes
• EOP signal circuit short to PWR
• Failed EOP sensor

Step 2 Inspect connections at Engine Oil Pressure (EOP) sensor. Decision

B. Disconnect EOP connector.
C. Check EOP and connector terminals for: damaged or pinched
Are EOP connector, harness, and terminals clean and undamaged? No: Repair connector,
Step 3 Check for short to power Decision

B. Disconnect Engine Oil Pressure (EOP) sensor
Test (page 1419).
F. During test, monitor EOP voltage with ServiceMaxx™ software.
Is voltage 0 volts ± 0.5 volts? No: Repair short to PWR
between EOP pin-3 and ECM
FMI 3.
Step 4 Check Continuity with Signal GND Decision

Perform Test 1 (page 668). Use DMM, measure voltage between Breakout Yes: Replace EOP sensor.
Harness ZTSE4882 pin-2 and PWR After repairs are complete,
EOP pin-2 and ECM pin
FMI 3.


Tools Required
Test 1
A. Key OFF.
B. Connect Breakout Harness ZTSE4882 to vehicle harness and leave EOP sensor disconnected.
C. Key ON.
SPN 100 FMI 4 - EOP signal Out of Range LOW
Fault Overview
Fault code sets when Engine Control Module (ECM) detects that Engine Oil Pressure (EOP) signal voltage is
less than expected
Lamp Reaction
Amber Warning Lamp (AWL) will illuminate immediately.
Associated Faults

5)
Fault Facts
None

Continuous
Possible Causes
• EOP signal circuit Open
• EOP signal circuit short to GND
• VREF 5 circuit short to GND
Step 1 Check for associated faults Decision


Step 3 Inspect connections at Engine Oil Pressure (EOP) sensor. Decision

Step 4 Check VREF circuit. Decision

between Breakout Harness ZTSE4882 pin-1 and known good GND
Is voltage 5 volts ± 0.25 volts? No: Repair Open or short to
GND between EOP pin-1 and
100 FMI 4.
Step 5 Check Sensor. Decision

A. Perform Test 2 (page 672). Yes: Replace EOP sensor.
Test (page 1419).
C. During test, monitor EOP voltage with ServiceMaxx™ software.
Is voltage 5 volts ± 0.25 volts? No: Go to Step 6.
Step 6 Check Signal Circuit. Decision

A. Perform Test 2 (page 672). Yes: Repair short to GND
between EOP pin-3 and ECM
B. Use EST with ServiceMaxx™ software, Key ON, clear codes.
C. Key OFF, wait for ECM to power down. complete, retest for SPN 100
FMI 4.
Does SPN 3513 FMI 14 set in DTC list? No: Repair Open between
EOP pin-3 and ECM pin
FMI 4.


Tools Required
Test 1
A. Key OFF.
B. Connect Breakout Harness ZTSE4882 to vehicle harness and leave Engine Oil Pressure (EOP)
C. Key ON.
Figure 166 EOP Circuit Check
Test 2
A. Key OFF.
B. Connect Breakout Harness ZTSE4882 to vehicle harness and leave EOP sensor disconnected.
C. Use Breakout Harness ZTSE4498, short Breakout Harness ZTSE4882 pin-1 to pin-3.
E. Key ON, log into ServiceMaxx™ software.
EOT (Engine Oil Temperature) Sensor

Overview of EOT Sensor
SPN FMI Action

175 3 EOT signal Out of Range High (page 674)
175 4 EOT signal Out of Range LOW (page 679)
Overview
Engine Oil Temperature (EOT) sensor provides feedback signal to Engine Control Module (ECM) indicating
engine oil temperature. During engine operation, ECM will monitor EOT signal to determine if oil temperature is
satisfactory. If oil temperature is out of range, ECM will illuminate Amber Warning Lamp (AWL).
SPN 175 FMI 3 - EOT signal Out of Range HIGH
Fault Overview
Fault code sets when Engine Control Module (ECM) detects that Engine Oil Temperature (EOT) voltage is
Lamp Reaction
Amber Warning Lamp (AWL) will immediately illuminate when this fault is detected.

Continuous
Possible Causes
• EOT signal circuit Open
• EOT signal circuit short to PWR
• Failed EOT sensor

Step 2 Inspect connections at Engine Oil Temperature (EOT) Decision

connector.
B. Disconnect EOT connector.
C. Check EOT and connector terminals for: damaged or pinched
Are EOT connector, harness, and terminals clean and undamaged? No: Repair connector,
Step 3 Check for short to PWR on EOT signal circuit. Decision

between Breakout Harness ZTSE4827 pin-1 and known good GND. between EOT pin-1 and ECM
FMI 3.
Is voltage greater than 4.85 volts? No: Go to step 4.
Step 4 Check for failed EOT sensor Decision

A. Perform Test 2 (page 677). Yes: Replace EOT sensor.
Test (page 1419).
C. During test, monitor EOT voltage with ServiceMaxx™ software.
Is voltage approximately 0 volts? No: Go to step 5.
Step 5 Check for Open EOT signal circuit. Decision

EOT pin-3 and ECM pin
Test (page 1419).
C. During test, monitor EOT voltage with ServiceMaxx™ software. FMI 3.
EOT pin-1 and ECM pin
FMI 3.


Tools Required
Figure 167 EOT Circuit Voltage Check
Test 1
A. Key OFF.
B. Connect Breakout Harness ZTSE4827 to vehicle harness and leave Engine Oil Temperature (EOT)
C. Key ON.
Figure 168 EOT Sensor Circuit Check
Test 2
A. Key OFF.
B. Connect Breakout Harness ZTSE4827 to vehicle harness and leave EOT sensor disconnected.
C. Use Breakout Harness ZTSE4498 short pin-1 and pin-3 of Breakout Harness ZTSE4827 together.
Figure 169 EOT sensor circuit check
Test 3
A. Key OFF.
B. Connect Breakout Harness ZTSE4827 to vehicle harness and leave EOT sensor disconnected.
C. Use Breakout Harness ZTSE4498, short Breakout Harness ZTSE4827 pin-1 to GND.
SPN 175 FMI 4 - EOT signal Out of Range LOW
Fault Overview
Fault code sets when the Engine Control Module (ECM) detects that the Engine Oil Temperature (EOT) signal
voltage is less than expends.
Lamp Reaction
Amber Warning Lamp (AWL) will immediately illuminate when this fault is detected.

Continuous
Possible Causes
• EOT signal circuit short to GND
• Failed EOT sensor

Step 2 Inspect connections at Engine Oil Temperature (EOT) connector. Decision

A. Key OFF. Yes: Go to step 3..
B. Disconnect EOT connector.
C. Check EOT and connector terminals for: damaged or pinched
Are EOT connector, harness, and terminals clean and undamaged? No: Repair connector,
Step 3 Check for EOT circuit short to GND.. Decision

A. Key OFF. Yes: Replace EOT sensor.
B. Disconnect Engine Oil Temperature (EOT) sensor
Test (page 1419).
F. During test, monitor EOT voltage with ServiceMaxx™ software.
Is voltage 4.85 volts ± 0.05 volts? No: Repair short to GND
between EOT pin-1 and
FMI 4.

ETV (Engine Throttle Valve) Sensor

Overview of ETV Sensor Group
SPN FMI Actions

51 0 ETP fault: over temperature
51 3 ETP signal Out of Range HIGH (page 685)
51 4 ETP signal Out of Range LOW (page 688)
51 7 ETP does not agree with commanded position
3464 3 ETV short to PWR (page 697)
3464 5 ETV open load/circuit (page 700)
3464 8 ETV short to GND (page 703)
Overview
Engine Throttle Valve (ETV) controls flow of fresh air (boosted and cooled), and Exhaust Gas Recirculation
(EGR) gases through intake manifold. ETV contains a variable-position actuator that moves an internal butterfly
valve. Engine Control Module (ECM) sends a signal to ETV to move to desired position through Engine Throttle
Control (ETC) circuit. Engine Throttle Position (ETP) sensor, located inside ETV, monitors ETV position and
provides a signal to ECM.
Figure 170 ETV Location

1. Engine Throttle Valve (ETV)
SPN 51 FMI 0 - ETP fault: over temperature
Fault Overview
Fault sets when Engine Control Module (ECM) detects the ETV internal temperature is above expected.
Lamp Reaction
Associated Faults
None.
• SPN 51 (ETV) • SSPN 105 (IMT)
Fault Facts
Fault sets when Engine Control Module (ECM) detects ETV internal temperature is above expected.

Continuous.
Possible Causes
• Failed ETV
• ECM Calibration

Perform Obtain Vehicle Health Report (page 1375). Yes: Go to Step 3.
Is ECM calibration current? No: Repair Associated Faults.

Using Electronic Service Tool (EST) with ServiceMaxx™ software, check Yes: Replace ETV. After
Diagnostic Trouble Codes (DTC) list for SPN 51 FMI 0. repairs are complete, retest for
SPN 51 FMI 0.
Is EST DTC list SPN 51 FMI 0 active or pending? No: Diagnose other active
DTCs. After repairs are
FMI 0.

SPN 51 FMI 3 - ETP signal Out of Range HIGH

engine surfaces.
1. Using Electronic Service Tool (EST) with ServiceMaxx™ software, go to Tests > KOEO Tests > Actuator
Test.
2. Select ETV Position from the Actuator drop-down menu on the right side.
3. Command actuator movement by clicking on the Start Test button. Monitor Engine Throttle Position
(ETP) and Engine Throttle CTL (ETC).
• If ETP does not closely match ETC, check ETV for mechanical problem.
• If ETV does not move, continue to Connector Voltage Check.
Connector Voltage Check — ETV Disconnected

Connect Breakout Harness ZTSE6016 to ETV engine harness, and leave ETV disconnected. Turn ignition
2 to GND 12 V ± 2.0 V If < 10 V, check for OPEN or short to GND. Do Harness
1 to GND 0 V to 1 V If > 1 V, check for short to power.

1. Connect Breakout Harness ZTSE6016 between ETV and engine harness.
Actuator Test. Select ETV Position from the drop-down menu.
3. Command ETVP to 5%.
If < 2.0 V, check for short circuit or failed ETV.
1 to GND 95% = 0.5 V ± 0.5 V If > 1.0 V, check for OPEN circuit or failed ETV.
Figure 171 ETV valve circuit diagram


engine harness connectors, and leave ECM disconnected. Connect Breakout Harness ZTSE6016 to ETV
engine harness, and leave APP sensor disconnected. Use DMM to measure resistance.
If voltage and resistance checks are within specifications, check for DTCs. If the DTC returns, replace
the ETV.
SPN 51 FMI 4 - ETP signal Out of Range LOW
Fault Overview
Fault code sets when feedback from the Engine Throttle Valve (ETV) position signal is out or range LOW.
Lamp Reaction
Associated Faults
None
Fault Facts
None

Continuous
Possible Causes
• ETP circuit Open
• ETP circuit short to GND

Is EST DTC list SPN 51 FMI 4 active or pending? No: Diagnose other active
DTCs. After repairs are
FMI 4.
Step 2 Inspection of Engine Throttle Valve (ETV) wiring harness. Decision

B. Disconnect ETV connector.
C. Check ETV connector terminals for damaged or pinched wires;
wet or corroded terminals; loose, bent, or broken pins; or broken
connector housing.
Are ETV connector, harness, and terminal clean and undamaged? No: Repair connector, harness,
SPN 51 FMI 4.
Step 3 Check ETP circuit. Decision

A. Perform Test 1(page 691). Yes: Go to step 4.
B. Use DMM, measure voltage from Breakout Harness pin-2 to
known good GND.
Is the voltage reading 12 ± 2 volts? No: Repair Open or short to
GND in ETP circuit between
ETV pin-2 and ECM Pin E1-57.
Verify batteries are fully charged and connections are clean before performing ETV Operational Voltage Check.
Step 4 ETV Operational Voltage Check Decision

Ensure battery voltage is at or above 12 volts before running this procedure. Yes: End diagnostics. Retest
for SPN 51 FMI 4.
A. Connect Breakout Harness ZTSE6016 between EGR valve and
engine harness.
B. Using EST with ServiceMaxx™ software, go to Tests > KOEO
Tests > Actuator Test. Select EGR Position from the drop-down
menu.
C. Command EGRP to 5%:
• Use DMM to measure voltage from breakout harness pin-2 to
a known good GND. If greater than 4.0 volts, check for OPEN
or short to PWR in ETP circuit. If less than 2.0 volts, check for
short to GND in ETP circuit.
a known good GND. If greater than 8.5 volts, check for short
to PWR in ETC circuit. If less than 6.5 volts, check for short
to GND in ETC circuit.
D. Command ETVP to 95%:
a known good GND. If greater than 1.3 volts, check for Open
or short to PWR in ETP circuit.
• Use DMM to measure voltage from breakout harness Pin – 1
to a known good GND. If greater than 1 volt, check for OPEN
in ETC circuit.
Did ETV meet all specifications during test? No: Make appropriate circuit
repair indicated during checks,
and redo Step 4 to confirm
repairs. If code remains active
replace ETV. After repairs are
FMI 4.

Figure 172 ETV circuit diagram
Tools Required
Figure 173 ETP Circuit Check
Test 1
A. Key OFF.
B. Connect Breakout Harness ZTSE6016 to engine harness and leave Engine Throttle Valve (ETV)
disconnected.
C. Key ON
SPN 51 FMI 7 - ETP does not agree with commanded position
Fault Overview
Fault code sets when Engine Control Module (ECM) detects Engine Throttle Position (ETP) sensor is reading
greater than 10% or less than -10% deviation from Engine Throttle Valve (ETV) commanded position.
Lamp Reaction
Associated Faults
• SPN 51 FMI 3 and 4 • SPN 3464 FMI 3 and 4

(ETV) (ETV)
Fault Facts
Fault code sets when Engine Control Module (ECM) detects Engine Throttle Position (ETP) sensor is reading
greater than 10% or less than -10% deviation from Engine Throttle Valve (ETV) commanded position.

Continuous.
Possible Causes
• Excessive soot build up or blockage on valve
• Failed ETV
• Open or high resistant in SWBAT circuit
• Open or high resistant in GND circuit

Step 2 Inspection of Engine Throttle Valve (ETV) connector. Decision

C. Check ETV connector terminals for damaged or pinched wires;
wet or corroded terminals; loose, bent, or broken pins; or broken
connector housing.
Are ETV connector, harness, and terminal clean and undamaged? No: Repair connector,
Step 3 Check ETV for correct operation. Decision

Perform ETV Position Test (page 1415). Yes: Go to Step 4.
Did ETV Position Test meet expected outcome? No: Replace ETV. After repairs
51 FMI 7.
Step 4 Check for Open or Short to Ground in SWBAT circuit. Decision

B. Use DMM, measure voltage between breakout harness ZTSE6016
Is voltage B+ ± 0.5 volts? No: Repair Open or high
resistance between ETV pin-3
and 21-pin connector pin-3.
Step 5 Check for Open or high resistance in GND circuit. Decision

A. Perform Test 2 (page 696). Yes: Diagnostics Complete.
Clear codes and retest for SPN
B. Use DMM, measure voltage between Breakout Harness ZTSE6016
51 FMI 7.
pin-4 and known good B+.
Is voltage B+ ± 0.5 volts? No: Repair Open or high
resistance between ETV pin-4
and 21-pin connector pin-1.


Tools Required
Figure 174 SWBAT Circuit Test
Test 1
A. Key OFF.
disconnected.
C. Key ON
Figure 175 SWBAT Circuit Test
Test 2
A. Key OFF.
disconnected.
C. Key ON
SPN 3464 FMI 3 - ETV short to PWR

engine surfaces.
Test.




the ETV.
SPN 3464 FMI 5 - ETV open load/circuit

engine surfaces.
Test.




the ETV.
SPN 3464 FMI 8 - ETC not receiving command from ECM

engine surfaces.
Test.




the ETV.
EWPS (Engine Warning Protection System) Sensor

Overview of EWPS Sensor Group
SPN FMI Description

84 2 Vehicle speed anti-tampering fault (page 708)
100 1 Engine Oil System below Critical Pressure (page 710)
100 11 Low oil pressure vehicle event (page 712)
100 17 Low Engine Oil Pressure, event log (page 714)
100 18 Engine Oil System below Warning Pressure (page 716)
110 0 Engine Cooling System above Critical Temperature (page
718)
110 11 Event logger, coolant temperature hot, extreme (page 720)
110 15 Engine Cooling System above Warning Temperature (page
722)
110 16 Engine Cooling System Above OBD Maximum Temperature
(page 724)
110 17 Engine Coolant Temperature stuck in range low (page 726)
110 18 Engine Cooling System below closed loop minimum
Temperature (page 728)
175 0 Engine Oil System above Critical Temperature (page 730)
175 11 Oil Temperature Exceeds limit by large amount (page 732)
175 15 Engine Oil System above Warning Temperature (page 734)
188 0 Engine unable to achieve desired idle speed (Too High)
(page 736)
188 1 Engine unable to achieve desired idle speed (Too Low)
(page 739)
188 16 Engine Overspeed at idle - engine shut down (page 742)
190 0 Engine overspeed - Most Severe Level (page 744)
190 11 Engine Overspeed, event log (page 748)
190 15 Engine overspeed - Least Severe Level (page 750)
731 16 Knock Detected: Cylinder Acceleration Above Normal
(page 755)
731 18 Knock Detected: Unexpected Fueling Without Demand
(page 758)
2588 0 Vehicle overspeed 1, event log, extreme (page 761)
2588 15 Vehicle overspeed 1, event log, non extreme (page 763)
2589 0 Vehicle overspeed 2, event log, extreme (page 765)
2589 15 Vehicle overspeed 2, event log, non extreme (page 767)
4076 0 ECT2 above Critical (EWPS programmable limit) (page

769)
4076 15 ECT2 above Warning (EWPS programmable limit) (page
771)
5395 0 Engine unable to achieve desired idle torque (too high)
(page 773)
5395 1 Engine unable to achieve desired idle torque (too low)
(page 775)
Overview
EWPS warns operator of conditions that can damage engine. Standard Warning System is base system in
which all engines are equipped. If one of these faults are detected, ECM illuminates Red Stop Lamp (RSL) and
sets a corresponding DTC.
Figure 179 Oil Pressure Verification Test Connection

SPN 84 FMI 2 - Vehicle speed anti-tampering fault
Fault Overview
Fault code sets when Transmission Output Shaft Speed (TOSS) signal does not agree with type of vehicle speed
signal mode selected under parameter ID 89003.
Lamp Reaction
No Lamp
Associated Faults
SPN 191 (TOSS)
Fault Facts
None

Key ON
Possible Causes
• Incorrect programmable parameter setting
• TOSS sensor or circuit fault

Step 2 Check for incorrect programmable parameter setting. Decision

Use EST with ServiceMaxx™ software, load Parameters session. Verify Yes: End diagnostics, retest
correct value is selected under parameter ID 89003 Vehicle Speed Signal for SPN 84 FMI 2.
Mode (Hard wire sensor, Public J1939 / CAN OSS, or Public J1939 / Vehicle
Speed Sensor).
Is correct value selected under parameter ID 89003 Vehicle Speed Signal No: Correct parameter ID
Mode? 89003 and program engine.

SPN 100 FMI 1 - Engine Oil System below Critical Pressure
Fault Overview
Fault code sets when Engine Control Module (ECM) detects Engine Oil Pressure (EOP) is below critical pressure.
Stop engine immediately when this fault code is active.
Lamp Reaction
Associated Faults
SPN 100 FMI 3 and 4

(EOP)
Fault Facts
None

Continuous
Possible Causes
• Failed engine oil mechanical system
Step 1 Check for associated faults. Decision

Step 2 Check Engine Oil Pressure (EOP) use mechanical gauge. Decision
Perform Oil Pressure Verification Test (page 1627). Yes: Go to Step 3.
Is oil pressure within specification? No: Go to Low Oil
Pressure (page 65)symptom
diagnostics.
Step 3 Check biased sensor/circuit Decision

Analyze results from Oil Pressure Verification Test. Yes: Diagnostics complete.
Clear codes and release
vehicle.
Is Servicemaxx™ software EOP reading within 5 psi of instrument panel No: Repair mechanical gauge
gauge? or circuit. After repairs are
FMI 1.

SPN 100 FMI 11 - Low oil pressure vehicle event
Fault Overview
Fault code sets when Engine Control Module (ECM) detects Engine Oil Pressure (EOP) is below expected
pressure. Event Log
Lamp Reaction
No Lamp
Associated Faults
SPN 100 FMI 1, 3, and 4

(EOP)
Fault Facts
This fault code is for vehicle event log only and will not illuminate a lamp. Check for active fault SPN 100 FMI 1.

Continuous
Possible Causes

Step 2 Check Engine Oil Pressure (EOP) use Pressure Test Kit. Decision
diagnostics.
Step 3 Decision
vehicle.
Is Servicemaxx™ software EOP reading within 5 psi of instrument panel No: Repair mechanical gauge
FMI 11.

SPN 100 FMI 17 - Low Engine Oil Pressure, event log
Fault Overview
Fault code sets when Engine Control Module (ECM) detects Engine Oil Pressure (EOP) is below Warning
pressure. Event Log.
Lamp Reaction
No Lamp
Associated Faults
SPN 100 FMI 1, 3, 4, and

18 (EOP)
Fault Facts
This fault code is for vehicle event log only and will not illuminate a lamp. Check for active fault SPN 100 FMI 18

Continuous
Possible Causes
• Failed EOP gauge

diagnostics.
Step 3 Decision
vehicle.
Is ServiceMaxx™ software EOP reading within 5 psi of instrument panel No: Repair mechanical gauge
FMI 17.

SPN 100 FMI 18 - Engine Oil System below Warning Pressure
Fault Overview
Fault code sets when Engine Control Module (ECM) detects Engine Oil Pressure (EOP) is below Warning
pressure.
Lamp Reaction
Associated Faults
SPN 100 FMI 3 and 4

(EOP)
Fault Facts
None

Continuous
Possible Causes
• Failed EOP gauge

diagnostics.
Step 3 Decision
vehicle.
Is ServiceMaxx™ EOP reading within 5 psi of instrument panel gauge? No: Repair mechanical gauge
FMI 18.

SPN 110 FMI 0 - Engine Cooling System above Critical Temperature
Fault Overview
Fault code sets when Electronic Control Module (ECM) detects that Engine Coolant Temperature 1 (ECT1) is
above Programmable Parameter (PP) 77022.
Lamp Reaction
Engine shutdown is commanded and Red Stop Lamp (RSL) will illuminate immediately when this fault is
detected.
Associated Faults
SPN 110 FMI 3 and 4

(ECT1)
Fault Facts
Air pockets in cooling system can interfere with coolant flow or prevent thermostats from opening when needed,
resulting in this fault.

Continuous
Possible Causes
• Cooling system overheating

Use Electronic Service Tool (EST) with ServiceMaxx™ software, check Yes: Ensure coolant level
Diagnostic Trouble Code (DTC) list for Associated Faults(page 718). is at normal operating level,
go to Step 2 of Cooling
retest SPN 110 FMI 0.

SPN 110 FMI 11 - Event logger, coolant temperature hot, extreme
Fault Overview
Fault code sets when Electronic Control Module (ECM) detects that engine coolant at Engine Coolant
Temperature 1 (ECT1) is greater than 262°F (128°C)
Lamp Reaction
No Lamp
Associated Faults
SPN 110 FMI 0, 3, and 4

(ECT1)
Fault Facts
resulting in this fault. This fault is for vehicle event log only and will not illuminate a lamp. Check for active fault
SPN 110 FMI 0, 3, and 4.

Continuous
Possible Causes


SPN 110 FMI 15 - Engine Cooling System above Warning Temperature
Fault Overview
Temperature 1 (ECT1) is greater than 232°F (111°C).
Lamp Reaction
Associated Faults
SPN 110 FMI 3 and 4

(ECT1)
Fault Facts

Continuous
Possible Causes


SPN 110 FMI 16 - Engine Cooling System Above OBD Maximum Temperature
Fault Overview
Temperature 1 (ECT1) is greater than 239°F (115°C) for more than 2 minutes.
Lamp Reaction
Associated Faults
SPN 110 FMI 3 and 4

(ECT1)
Fault Facts

Continuous
Possible Causes


SPN 110 FMI 17 - Engine Coolant Temperature stuck in range low
Fault Overview
Fault code sets when signal from Engine Coolant Temperature 1 (ECT1) is not increasing as expected.
Lamp Reaction
Associated Faults
SPN 110 FMI 3 and 4

(ECT1)
Fault Facts
In cold climates, operating vehicle for extended periods of time at idle, or Without a winter front, may cause this
fault to set.

Road Test.
Possible Causes
• Failed Engine Coolant Temperature 1 (ECT1) sensor
• Failed thermostat (stuck Open)

Step 2 Check for correct coolant level. Decision

Inspect coolant level. Perform Coolant Level Inspection (page 1649). Yes: Go to Step 3.
Is coolant filled to correct level? No: Fill engine coolant
and Go to Step 2 of Cooling
for SPN 110 FMI 17.
Step 3 Check for stuck on engine cooling fans. Decision

Check for stuck on engine cooling fan. Use EST with ServiceMaxx™, Yes: Go to Step 4.
perform Engine Fan Test (page 1440).
Is fan operating properly? No: Repair or replace radiator
fan assembly. After repairs
110 FMI 17.
Step 4 Check for failed Thermostat. Decision

Check for failed Thermostat. Perform Thermostat Operational Test (page Yes: End diagnostics, retest
1620). for SPN 110 FMI 17.
Did thermostats operate correctly and Open at specified temperature? No: Replace Thermostats.

SPN 110 FMI 18 - Engine Cooling System below closed loop minimum Temperature
Fault Overview
Fault code sets when signal from Engine Coolant Temperature 1 (ECT1) does not allow for closed-loop operation.
Lamp Reaction
Associated Faults
SPN 110 FMI 3 and 4

(ECT1)
Fault Facts
In cold climates, operating vehicle for extended periods of time at idle, or Without a winter front, may cause this
fault to set.

Road Test
Possible Causes
• Failed Engine Coolant Temperature 1 (ECT1) sensor
• Failed thermostat (stuck Open)

Step 2 Check for correct coolant level. Decision

Inspect coolant level. Perform Coolant Level Inspection (page 1649). Yes: Go to Step 3.
Is coolant filled to correct level? No: Fill engine coolant and
Go to Step 2 of Cooling
for SPN 110 FMI 18.
Step 3 Check for stuck on engine cooling fans. Decision

Check for stuck on engine cooling fan. Use EST with ServiceMaxx™, Yes: Go to Step 4.
perform Engine Fan Test (page 1440).
Is fan operating properly? No: Repair or replace radiator
fan assembly. After repairs
110 FMI 18.
Step 4 Check for failed Thermostat. Decision

Check for failed Thermostat. Perform Thermostat Operational Test (page Yes: End diagnostics, retest
1620). for SPN 110 FMI 18.
Did thermostats operate correctly and Open at specified temperature? No: Replace Thermostats.

SPN 175 FMI 0 - Engine Oil System above Critical Temperature
Fault Overview
Fault code sets when signal from Engine Oil Temperature (EOT) is greater than a predetermined value.
Lamp Reaction
Associated Faults
SPN 175 FMI 3 and 4

(EOT)
Fault Facts
This fault will most likely be Inactive when vehicle is in for service.

Continuous
Possible Causes
• Low engine oil level
• Failed oil cooler assembly
• Failed EOT


Perform Engine Oil Level and Quality Inspection (page 1647). Yes: Replace EOT sensor.
Is engine oil level within specification and Not contaminated? No: Go to Step 3.
Step 3 Inspect for major engine oil leaks Decision

Key-On Engine-Running (KOER) inspect under vehicle for continuous drips Yes: Go to Step 4.
or continuous running of engine oil from vehicle.
Is engine free of major oil leaks No: Repair oil leaks. After
for SPN 175 FMI 0.
Step 4 Inspect for signs of engine oil in coolant. Decision

Perform Coolant Quality Inspection (page 1650). Yes: Retest for SPN 175 FMI
0.
Is coolant free of oil contamination? No: Go to Step 5.
Step 5 Check for leaking oil cooler. Decision

Perform Oil Cooler Pressure Test (see Engine Service Manual). Yes: End Diagnostic Steps.
Is oil cooler clean and free of leaks and debris? No: Replace oil cooler
assembly. Fill oil and coolant
system to specification. After
for SPN 175 FMI 0.

After performing diagnostic steps, if SPN 175 FMI 0 remains, verify each step was completed correctly and
the proper decision was made. Notify supervisor for further action.
SPN 175 FMI 11 - Oil Temperature Exceeds limit by large amount
Fault Overview
Lamp Reaction
No Lamp
Associated Faults
SPN 175 FMI 3 and 4

(EOT)
Fault Facts

Continuous
Possible Causes
• Failed EOT


Step 3 Inspect for engine oil leaks Decision

for SPN 175 FMI 11.

11.

Is oil cooler clean and free of leaks and debris?
No: Replace oil cooler
assembly and fill oil
and coolant system to
175 FMI 11.

SPN 175 FMI 15 - Engine Oil System above Warning Temperature
Fault Overview
Lamp Reaction
Associated Faults
SPN 175 FMI 3 and 4

(EOT)
Fault Facts

Continuous
Possible Causes
• Failed EOT

Step 2 Inspect low engine oil level. Decision

Step 3 Inspect for engine oil leaks Decision

for SPN 175 FMI 15.

15.

Is oil cooler clean and free of leaks and debris? No: Replace oil cooler
assembly. Fill oil and coolant
system to specification. After
for SPN 175 FMI 15.

SPN 188 FMI 0 - Engine unable to achieve desired idle speed (Too High)
Fault Overview
Fault sets when vehicle is stationary and engine speed is greater than what is requested by Engine Control
Module (ECM).
Fault code sets when Engine Control Module (ECM) detects vehicle is stationary and engine speed is greater
than what is requested.
Lamp Reaction
Associated Faults
• SPN 731 FMI 16 and 18 • SPN 5395 FMI 0

(EWPS)
Fault Facts
None.

Continuous
Possible Cause
• Engine over-fueling
• External fuel source
• Engine oil leak to intake
• Fuel leak to intake

Is EST DTC list free of Associated Faults. No: Repair Associated Faults.
Step 2 Check for airborne combustibles (such as propane saturated Decision

air, ether) near engine.
Inspect air filter and intake system for stains, concentrations of Yes: Go to Step 3.
contaminants, odors / smells from external fuel sources, and modifications.
Is engine intake system intact and free from any external fuel sources? No: Repair source of
combustibles. After repairs
188 FMI 0.
Step 3 Check for a engine oil leak to intake. Decision

A. Inspect for oil leaks from turbochargers leaking into air intake. Yes: Repair engine oil leak
to intake. After repairs are
B. Perform Crankcase Pressure Test (page 1541), to help determine if
crankcase pressure is leaking into the air intake.
FMI 0.
Is engine oil leaking to intake? No: Go to Step 4.

A. Remove Charge Air Cooler (CAC) hose at the Engine Throttle Valve Yes: Replace Intake air heater
(ETV). fuel solenoid. After repairs
188 FMI 0.
Is fuel in the air intake? No: Go to Step 5.
Step 5 Check for contaminated fuel (alternate fuels other than Diesel Decision
fuel).
Perform Fuel Quality Check (page 1645). Yes: Go to Step 6.
Is diesel fuel in good condition and Not contaminated? No: Drain fuel tank, and fill
with clean and / or known
good diesel fuel. After repairs
188 FMI 0.

Perform Multiple Cylinder Cutout Test (page 1445). Yes: Replace fuel injector
on suspected cylinder. After
repairs are complete retest
for SPN 188 FMI 0.
0.

SPN 188 FMI 1 - Engine unable to achieve desired idle speed (Too Low)
Fault Overview
Fault code sets when Engine Control Module (ECM) detects vehicle is stationary and engine speed is less than
expected.
Lamp Reaction
Associated Faults
• SPN 651 (INJ) • SPN 652 (INJ) • SPN 653 (INJ) • SPN 654 (INJ)
• SPN 655 (INJ) • SPN 656 (INJ) • SPN 5395 FMI 1
(EWPS)
Fault Facts
None.

Continuous
Possible Causes
• Low cylinder compression
• Clutch or Power Take Off (PTO) engagement without command
• Injector or injector circuit fault

Step 2 Verify Fuel Delivery Pressure (FDP) is within specification. Decision

monitor FDP sensor.
Is FDP between 60 and 120 psi? No: Perform Fuel Delivery
Step 3 Determine if Fuel Rail Pressure (FRP) is within specification. Decision

Use EST with ServiceMaxx™ software, KOER monitor FRP sensor. Yes: Go to Step 4.
Is FRP greater than 10,500 psi? No: Perform High-pressure
Pump Inlet Pressure Test
FMI 1.

(compression loss).


for SPN 188 FMI 1.
FMI 1.

Check for Power Take Off (PTO) engagement without command. KOER, Yes: Repair PTO unit. After
monitor PTO output shaft rotation. repairs are complete, retest
for SPN 188 FMI 1.
Is PTO output shaft rotating without throttle? No: Retest for SPN 188 FMI
1.

SPN 188 FMI 16 - Engine Overspeed at idle - engine shut down
Fault Overview
Fault code sets when Electronic Control Module (ECM) detects vehicle is stationary and engine speed is higher
than 2600 rpm.
Lamp Reaction
Red Stop Lamp (RSL) is illuminated immediately when this fault is detected.
Associated Faults

(EWPS)
Fault Facts
None.

Continuous
Possible Causes

Step 2 Check for airborne combustibles (such as propane saturated Decision

air, ether) near engine.
contaminants, odors/smells from external fuel sources, and modifications.
Is engine intake system intact and free from any external fuel sources? No: Repair source of
188 FMI 16.
Step 3 Check for a engine oil leak to intake. Decision

FMI 16.

A. Remove Charge Air Cooler (CAC) hose at the Engine Throttle Yes: Replace Intake air heater
Valve (ETV). fuel solenoid. After repairs are
FMI 16.
Is fuel in the air intake? No: Go to Step 5.
Step 5 Check for contaminated fuel (alternate fuels other than Diesel Decision
fuel).
Perform Fuel Quality Inspection (page 1645). Yes: Go to Step 6.
Is diesel fuel in good condition and Not contaminated? No: Drain fuel tank, and fill
with clean and/or known good
FMI 16.

SPN 190 FMI 0 - Engine overspeed - Most Severe Level
Fault Overview
Fault sets only when a vehicle is stationary and engine speed reaches 2600 rpm with no fuel being requested by
Engine Control Module (ECM). Once conditions are met, ECM will initiate a protection strategy. Engine Throttle
Valve (ETV) and Exhaust Gas Recirculation (EGR) valve will be closed and fuel injectors disabled. Fuel Pressure
Control Valve (FPCV) will open to relieve fuel rail pressure in case of injector tip damage. A full engine analysis
should to be completed to assess damage from excessive engine speed before engine can be started.
CAUTION: To prevent engine damage, do not attempt to start engine until a full engine analysis and all diagnostic
steps have been completed.
Lamp Reaction
Associated Faults
None
Fault Facts
Before beginning diagnosis:
• Take pictures of all damage/failure evidence
• Do not replace any parts until a full inspection has been completed.

Continuous
Possible Causes
• Failed Injectors
• Failed Low Pressure Turbocharger
• Failed Engine
Step 1 Check for excessive oil in turbo outlet and Charge Air Cooler Decision
(CAC) piping.
Remove high pressure turbo outlet pipe and CAC piping (see Engine Yes: Go to Step 2.
Service Manual). Inspect outlets for excessive oil.
Is there excessive oil in high pressure turbo outlet pipe or CAC piping? No: Go to Step 7.
Step 2 Check for external engine block damage. Decision

Visually inspect engine block for external damage (holes or cracks in side Yes: Replace engine,
of block). following warranty policies.
Is there any external engine block damage? No: Go to Step 3.
Step 3 Check Programmable Parameter (PP) 58071. Decision

A. Connect Electronic Service Tool (EST) to vehicle Diagnostic Yes: Go to Step 4.
B. Key ON, log into ServiceMaxx™ software.
C. Select > Sessions > Parameters > Engine Warn Protection System.
D. Check value of PP 58071.
Is PP 58071 above 3200 rpm? No: Go to Step 5.
Step 4 Check for engine block or engine sleeve damage (engine speed Decision
greater than 3200 rpm).
Remove engine oil pan (see Engine Service Manual). Inspect for internal Yes: Repair or replace
engine block or engine sleeve damage engine, following warranty
policies. After repairs are
FMI 0.
Is there any internal engine block or engine sleeve damage? No: Replace fuel injectors,
Low pressure turbo cartridge,
water pump, and clean Low
Pressure Charge Air Cooler
(LPCAC). Go to Step 6.
less than 3200 rpm and greater than 2600 rpm).
FMI 0.
Is there any internal engine block or engine sleeve damage? No: Replace fuel injectors,
and clean Interstage cooler
and HPCAC. Go to Step 6.
Step 6 Check for current Engine Control Module (ECM) calibration. Decision
Use EST with ServiceMaxx™ software, check ECM calibration for updates. Yes: Update calibration. After
for SPN 190 FMI 0.
Is there an ECM calibration update available? No: Clear trip report, retest
for SPN 190 FMI 0.


A. Connect EST to vehicle Diagnostic Connector (page 1402). Yes: Go to Step 9.
Is PP 58071 above 3200 rpm? No: Clear trip report, retest
for SPN 190 FMI 0.
Remove engine oil pan (see Engine Service Manual). Inspect for internal Yes: Repair or replace engine,
engine block or engine sleeve damage following warranty policies.
Is there any internal engine block or engine sleeve damage? No: Clear trip report, replace
water pump. Go to Step 10.
for SPN 190 FMI 0.
Is there an ECM calibration update available? No: Retest for SPN 190 FMI
0.

SPN 190 FMI 11 - Engine Overspeed, event log
Fault Overview
Fault code sets when Engine Control Module (ECM) logs an engine overspeed event.
Lamp Reaction
No lamp reaction.
Associated Faults

(EWPS)
Fault Facts
This fault is for vehicle event log only and will not illuminate a lamp. Check for active faults SPN 190 FMI 0 and
SPN 190 FMI 15.

Continuous
Possible Causes
• Oil ingestion
• Alternative fuel source

Use Electronic Service Tool (EST) with ServiceMaxx™ software, check Yes: Refer to appropriate fault
Diagnostic Trouble Code (DTC) list for Associated Faults (page 748). diagnostics. After repairs are
FMI 11.
Is EST DTC list free of Associated Faults? No: Review Engine Warning
Protection System Parameter
Settings. After repairs are
FMI 11.

SPN 190 FMI 15 - Engine overspeed - Least Severe Level
Fault Overview
Fault code sets when Engine Control Module (ECM) detects engine speed greater than expected.
CAUTION: To prevent engine damage, do not attempt to start engine until a full engine analysis and all diagnostic
steps have been completed.
Lamp Reaction
Associated Faults
None
Fault Facts
Before beginning diagnosis:
• Take pictures of all damage/failure evidence
• Do not replace any parts until a full inspection has been completed.

Continuous
Possible Causes
• Failed Injectors
• Failed Low Pressure Turbocharger
• Failed Engine
Step 1 Check for excessive oil in turbocharger outlet and Charge Air Decision
Cooler (CAC) piping.
Remove high pressure turbocharger outlet pipe and CAC piping (see Engine Yes: Go to Step 2.
Service Manual). Inspect outlets for excessive oil.
Is there excessive oil in high pressure turbocharger outlet pipe or CAC No: Go to Step 7.
piping?


A. Connect Electronic Service Tool (EST) to vehicle Diagnostic Yes: Go to Step 4.
Is PP 58071 above 3200 rpm? No: Go to Step 5.
FMI 15.
Is there any internal engine block or cylinder sleeve damage? No: Replace fuel injectors,
water pump, and clean Low
Pressure Charge Air Cooler
(LPCAC). Go to Step 6.
less than 3200 rpm and greater than 2600 rpm).
FMI 15.
Is there any internal engine block or cylinder sleeve damage? No: Replace fuel injectors,
and clean Interstage cooler
and HPCAC. Go to Step 6.
for SPN 190 FMI 15.
Is there an ECM calibration update available? No: Clear trip report, retest
for SPN 190 FMI 15.


Is PP 58071 above 3200 rpm? No: Clear trip report, retest
for SPN 190 FMI 15.
Remove engine oil pan (see Engine Service Manual). Inspect for internal Yes: Repair or replace engine,
engine block or engine sleeve damage following warranty policies.
Is there any internal engine block or cylinder sleeve damage? No: Replace water pump, and
then Go to Step 6.

EWPS Programmable Parameters

• 1 = Three-way Warning
• 2 = Three-way Protection
• 3 = Standard Warning
ECT Warning Temperature – Specifies temperature threshold where Triangle Warning light and warning buzzer
are turned on.
ECT Critical Temperature – Specifies temperature threshold where an engine shutdown is commanded
(Exclamation Engine Stop lamp).
EOP Engine Speed Region Boundary 1 (600 RPM) – Specifies at what RPM a specified oil pressure (EOP
Critical Pressure for Region 1) should be detected.
EOP Warning Pressure for Region 1 (10 psi / 69 kPa) – Specifies minimum oil pressure with engine speed
greater than EOP Engine Speed Region Boundary 1. Failure to meet set point turns on OIL / WATER lamp and
warning buzzer.
EOP Warning pressure for Region 2 (16 psi / 110 kPa) – Specifies minimum oil pressure with engine speed
greater than EOP Engine Speed Region Boundary 1 but less than EOP Engine Speed Region Boundary 2.
Failure to meet set point turns on OIL / WATER lamp and warning buzzer.
EOP Warning Pressure for Region 3 (20 psi / 138 kPa) – Specifies minimum oil pressure with engine speed
greater than EOP Engine Speed Region Boundary 2, but less than EOP Engine Speed Region Boundary 3.
Failure to meet set point turns on OIL / WATER lamp and warning buzzer.
EOP Critical Pressure for Region 1 (7.5 psi / 52 kPa) – Specifies minimum oil pressure with engine speed
greater than EOP Engine Speed Region Boundary 1. Failure to meet set point commands an engine shut down.
EOP Critical Pressure for Region 2 (12 psi / 83 kPa) – Specifies minimum oil pressure with engine speed
greater than EOP Engine Speed Region Boundary 1, but less than EOP Engine Speed Region Boundary 2.
Failure to meet set point commands an engine shutdown.
EOP Critical Pressure for Region 3. (15 psi / 103 kPa) – Specifies minimum oil pressure with engine speed
greater than EOP Engine Speed Region Boundary 2 but less than EOP Engine Speed Region Boundary 3.
Failure to meet set point commands an engine shutdown.
SPN 731 FMI 16 - Knock Detected: Cylinder Acceleration Above Normal
Fault Overview
Fault code sets when the Engine Control Module (ECM) has detected that the acceleration of one ore more
cylinders is above expected.
Lamp Reaction
Red Stop Lamp (RSL) and Amber Warning Lamp (AWL) illuminated immediately when this fault is detected.
Associated Faults
• SPN 188 FMI 16 • SPN 190 FMI 0 and 15

(EWPS) (EWPS)
Fault Facts
To prevent engine damage, do not attempt to start engine until a full engine analysis and all diagnostic steps have
been completed. Take pictures of all damage / failure evidence. Do not replace any parts until a full inspection
has been completed.

Road Test
Possible Causes
• Failed HP Turbocharger
• Mis-machined Flywheel
• Sticking Valves
• Fallen Valve Bridges
• Damaged Valves, Springs, Rockers
• Improper Valve Adjustment
• Internal Engine Damage

Step 2 Inspect for Oil in Intake Decision

Remove boost air piping at outlet of turbo and outlet of CAC. Inspect piping Yes: Replace the High
for large amounts of oil. Pressure Turbo Center
Section. Refer to TSI
13-12-05R1. Clean the
Charge Air Cooler. Refer
to TSI 13-12-17R1. Inspect
Pre Doc, DOC, and DPF
for Oil contamination. Refer
to AFTERTREATMENT
RE-USE GUIDELINES in
Manual 0000003081. Go to
Step 3.
Is there a significant amount of oil present in the boost air piping? No: Go to Step 4.
Step 3 Inspect Engine for Internal Damage. Decision

Using torque wrench set to 162 N-m (120 lb-ft) rotate crankshaft (see Yes: Go to Step 4.
CRANKSHAFT ROTATION PROCEDURE in Engine Service Manual) by
hand to determine if starter / flywheel gears are binding or engine has
internal damage.
Does the engine rotate appropriately? No: Repair cause of Engine
Binding.
Step 4 Check for misfire. Decision

Start and idle engine. Yes: Go to Step 7.
Does Engine have a misfire or run rough? No: Go to Step 5.
Step 5 Review repair history. Decision

Interview Driver and review repair history. Yes: Go to Step 9.
Has engine had any major internal repairs recently (Cylinder head, piston, No: Go to Step 6.
connecting rods, injectors)?
Step 6 Check build date. Decision

Vehicle build dates within 8/1/2011 and 11/1/2011 are subject to a possible Yes: Go to Step 7.
flywheel machining issue. Verify vehicle build date.
Was vehicle built between 08/01/2011 and 11/01/2011? No: Go to Step 8.
Step 7 Check flywheel timing. Decision

Refer to iKNow article IK1201012. Perform Flywheel timing Procedure. Yes: Go to Step 8.
Are the Flywheel timing Marks correct per tool? No: Replace Flywheel. Go to
Step 9.
Step 8 Cylinder Balance. Decision

Perform Cylinder Balance Test (page 1449). Yes: Diagnostic Complete.
Are all Cylinder Crankshaft Angular Velocities within 0.6 of each other? No: Go to Step 10.
Step 9 Perform Crankshaft Position Sensor Relearn Procedure. Decision

Perform Crankshaft Position Sensor Relearn Procedure (page 1396). Start Yes: Go to Step 8.
and run engine.
Did SPN 731 FMI 16 return? No: Diagnostic complete.
Step 10 Inspect under valve cover. Decision

Remove Valve cover and visually inspect overhead for fallen valve bridges, Yes: Replace damaged
broken springs, damaged or sticking valves or rockers. components. Refer to Engine
Service Manual. After repairs
Retest for SPN 731 FMI 16.
Are any valve bridges fallen or valves, springs, or rockers sticking or No: Perform Induction system
damaged? Cleaning Procedure (page
1575). After repairs retest for
SPN 731 FMI 16.
Step 11 Verify valve adjustment. Decision

Adjust Valve Lash, refer to Engine Service Manual. Start and run engine. Yes: Repair cause of internal
engine loss of compression.
Did SPN 731 FMI 16 return? No: Diagnostic Complete.

SPN 731 FMI 18 - Knock Detected: Unexpected Fueling without Demand
Fault Overview
Fault code sets Engine Control Module (ECM) has detected an increase in engine speed without an increase in
fuel quantity demand.
Lamp Reaction
Red Stop Lamp (RSL) and Amber Warning Lamp (AWL) illuminated immediately when this fault is detected.
Associated Faults
• SPN 188 FMI 16 • SPN 190 FMI 0 and 15

(EWPS) (EWPS)
Fault Facts
To prevent engine damage, do not attempt to start engine until a full engine analysis and all diagnostic steps have
been completed. Take pictures of all damage / failure evidence. Do not replace any parts until a full inspection
has been completed.

Road Test.
Possible Causes
• Failed HP Turbocharger

Step 2 Inspect for Oil in Intake Decision

Remove boost air piping at outlet of turbo and outlet of CAC. Inspect piping Yes: Replace the High
for large amounts of oil. Pressure Turbo Center
Section. Refer to TSI
13-12-05R1. Clean the
Charge Air Cooler. Refer
to TSI 13-12-17R1. Inspect
Pre Doc, DOC, and DPF
for Oil contamination. Refer
to AFTERTREATMENT
RE-USE GUIDELINES in
Manual 0000003081. Go to
Step 3.
Is there a significant amount of oil present in the boost air piping? No: Go to Step 4.
Step 3 Verify Power Take Off (PTO) Mode usage. Decision

Interview Driver. Yes: Go to Step 4.
Does the vehicle require the PTO to be engaged while driving? No: Go to Step 5.
Step 4 Transfer case. Decision

Verify transfer case parameters. Yes: Go to Step 5.
Does the unit have a true Split Shaft (Auxiliary case that splits the drive line No: Verify that PID 89101
ie., Transfer Case) with a secondary TOSS (Transmission Output Speed) / Transfer Case Switch Signal
VSS (Vehicle Speed Sensor)? Source is set to Drive Line
Engaged and not Split Shaft
Engaged. Retest for SPN 731
FMI 18.
Step 5 Clear Code. Decision

A. Clear Fault Code Yes: Go to Step 7.
B. Key Off. Wait 30 seconds to allow ECM to perform housekeeping.
C. Perform Air Management Test (page 1434).
Did SPN 731 FMI 18 set during the test? No: Go to Step 6.
Step 6 Clear Code. Decision

A. Clear Fault Code Yes: Open Case file with Big
Bore Technical Support.
B. Key Off. Wait 30 seconds to allow ECM to perform housekeeping.
C. Perform Onboard Filter Cleanliness Test (page 1385).
Did SPN 731 FMI 18 set during the test? No: Go to Step 8.
Step 7 Verify code setting conditions. Decision

Interview Driver. Yes: Replace TOSS / VSS
and rewire circuit. Refer to
iKNow article IK1201209 for
rewire instructions. Retest for
SPN 731 FMI 18.
Did the fault set while in motion? No: Open Case file with Big
Bore Technical Support.
Step 8 Perform Crankshaft Position Sensor Relearn Procedure. Decision

Perform Crankshaft Position Sensor Relearn Procedure (page 1396). Start Yes: Open Case file with Big
and run engine. Bore Technical Support.
Did SPN 731 FMI 18 return? No: Diagnostic complete.

SPN 2588 FMI 0 - Vehicle overspeed 1, event log, extreme
Fault Overview
Fault code sets when Engine Control Module (ECM) detects vehicle speed exceeds value set in Programmable
Parameter (PP) 77232.
Lamp Reaction
No Lamp
Associated Faults
SPN 190 (EWPS) SPN 191 (VSS)
Fault Facts
This fault indicates vehicle speed has exceeded value programmed in PP 77232. Depending on value, fault
may or may not indicate a vehicle problem.

Continuous
Possible Causes
• Vehicle speed has exceeded value set in PP 77232

Use Electronic Service Tool (EST) with ServiceMaxx™ software, check Yes: Verify PP 77232 is set to
Diagnostic Trouble Code (DTC) list for Associated Faults (page 761). appropriate speed value.

SPN 2588 FMI 15 - Vehicle overspeed 1, event log, non extreme
Fault Overview
Lamp Reaction
No Lamp
Associated Faults
SPN 191 (VSS)
Fault Facts

Continuous
Possible Causes
Step 1 Check for Associated Faults Decision

Use Electronic Service Tool (EST) with ServiceMaxx™ software, check Yes: Yes: Verify PP 77232
Diagnostic Trouble Code (DTC) list for Associated Faults (page 763). is set to appropriate speed
value.

SPN 2589 FMI 0 - Vehicle overspeed 2, event log, extreme
Fault Overview
Lamp Reaction
No Lamp Reaction
Associated Faults
SPN 190 (EWPS) SPN 191 (VSS)
Fault Facts

Continuous
Possible Causes


SPN 2589 FMI 15 - Vehicle overspeed 2, event log, non extreme
Fault Overview
Lamp Reaction
No Lamp
Associated Faults
SPN 191 (VSS)
Fault Facts

Continuous
Possible Causes


SPN 4076 FMI 0 - ECT2 above Critical (EWPS programmable limit)
Fault Overview
exceeded Critical Temperature programmable parameter 77202.
Lamp Reaction
Red Stop Lamp (RSL) will illuminate when this fault is detected.
Associated Faults
• SPN 4076 FMI 2, 3, and

4 (ECT2)
Fault Facts
None

Road Test
Possible Causes
• Failed Low Temperature Radiator (LTR) thermostat
• Restricted LTR air flow
• Restricted LTR coolant flow

Step 2 Determine if air flow thru cooling package is restricted or cooling Decision
system components are damaged.
and other cooing package components. clean debris from cooling
damaged?
Step 3 Check coolant flow thru Low Temperature Radiator (LTR).. Decision
Remove LTR coolant supply and return hoses (see Engine Service Manual). Replace LTR thermostat.
Use garden hose, supply water to LTR inlet. After repairs are complete,
Is water flow at LTR outlet consistent with inlet flow? Replace LTR. After repairs
4076 FMI 0.

SPN 4076 FMI 15 - ECT2 above Warning (EWPS programmable limit)
Fault Overview
exceeded Warning Temperature programmable parameter 77212.
Lamp Reaction
Amber Warning Lamp (AWL) will illuminate when this fault is detected.
Associated Faults
SPN 4076 FMI 2, 3, and

4 (ECT2)
Fault Facts
None

Road Test
Possible Causes
• Restricted Low Temperature Radiator (LTR) air flow
• Restricted LTR coolant flow
• Failed LTR thermostat

Step 2 Check cooling system package for external plugging or damage. Decision
A. Inspect for restrictions and debris in front of and between radiators Yes: Go to Step 3.
and other cooing package components. (Bug screen, A/C
Condenser, HP CAC, LTR, and radiator)
Is Cooling Package free of debris and damage? No: Repair damage or
plugging. After repairs are
FMI 15.
Step 3 Inspect LTR flow for restrictions. Decision

Remove inlet and outlet of LTR. Use garden hose at inlet, make sure flow Yes: Replace LTR Thermostat
coming out of LTR outlet is consistent with flow going in. (see service manual). After
Is LTR outlet flow consistent with inlet flow? No: Replace LTR Thermostat
(see Engine Service Manual).

SPN 5395 FMI 0 - Engine unable to achieve desired idle torque (too high)
Fault Overview
Fault code sets when Engine Control Module (ECM) detects fuel quantity and engine speed is greater than
expected.
Lamp Reaction
Associated Faults
• SPN 94 (FDP) • SPN 157 (FRP) • SPN 188 FMI 1 (EWPS) • SPN 633 (FPCV)
• SPN 3055 (FRP • SPN 5571 (FRP
System) System)

Continuous
Possible Causes
• Base engine mechanical failure
• Failed fuel injector
• Failed valve train component
• Aftermarket PTO system not installed correctly
• Aftermarket PTO system not programmed correctly


(compression loss).


for SPN 5395 FMI 0.
5395 FMI 0.
Step 5 Inspect for installation of aftermarket PTO system. Decision

Inspect for installation of aftermarket PTO system. Yes: End diagnostics, retest
for SPN 5395 FMI 0.
Was an aftermarket PTO system installed and programmed correctly? No: Repair PTO or reprogram
PTO. After repairs are
5395 FMI 1.

SPN 5395 FMI 1 - Engine unable to achieve desired idle torque (too low)
Fault Overview
Fault code sets when Engine Control Module (ECM) detects an un-commanded load being placed on engine at
idle or detects fuel quantity is less than expected.
Lamp Reaction
Associated Faults
• SPN 188 FMI 0 (EWPS)

Continuous
• Engine mechanical failure
• Failed cylinder


(compression loss).
for SPN 5395 FMI 1.


for SPN 5395 FMI 1.
5395 FMI 1.
Step 5 Inspect for airborne combustibles (ex. propane saturated air, Decision
ether, etc.) near engine.
contaminants, odors / smells from external fuel sources, and modifications.
Is the engine intake system intact and free from any external fuel sources? No: Repair source of
5395 FMI 1.
Step 6 Inspect for a engine oil leak to intake. Decision

5395 FMI 1.
Step 7 Inspect for a fuel leak to intake. Decision

Perform Fuel to Intake leak test . Yes: Repair fuel leak to intake.
Is fuel leaking to intake? No: Go to Step 8.
Step 8 Inspect for contaminated fuel (alternate fuels other than Diesel Decision
fuel).
Perform Fuel Quality Check (page 1645). Yes: End diagnostics, retest
for SPN 5395 FMI 1.
Is diesel fuel in good condition and Not contaminated? No: Drain fuel tank, and
fill with clean and/or known
good diesel fuel, and replace
fuel filters. After repairs are
FMI 1.

FDP (Fuel Delivery Pressure) Sensor

Overview of FDP Sensor Group
SPN FMI Description

94 0 Fuel Delivery Pressure above Critical (page 779)
94 3 FDP signal Out of Range HIGH (page 781)
94 4 FDP signal Out of Range LOW (page 785)
Overview
Fuel Delivery Pressure (FDP) sensor measures fuel delivery pressure exiting secondary (engine) fuel filter
assembly. This data is sent to Engine Control Module (ECM) to monitor low pressure fuel pumps performance
and condition.
Figure 180 FDP Sensor Location

1. Fuel Delivery Pressure (FDP)
sensor
SPN 94 FMI 0 - Fuel Delivery Pressure above Critical
Fault Overview
Fault code sets when Electronic Control Module (ECM) detects Fuel Delivery Pressure (FDP) is over 130 psi
(900 kPa) at idle, or over 145 psi (1000 kPa) when engine speed is above idle.
Lamp Reaction
No Lamp
Associated Faults
SPN 94 FMI 3 (FDP)

Continuous
Fault Facts
Primary cause of this fault is a restricted or gelled secondary fuel filter. Review maintenance history for last time
filter was replaced and check for fuel contamination and gelling.
Possible Causes
• Restricted secondary (engine) fuel filter
• Fuel Gelling in Secondary Fuel Filter
• Fuel Return Line Restriction

Step 2 Check maintenance history. Decision

Inspect fuel filter for restriction, damage, or fuel gelling. Yes: Replace fuel filter, retest
for SPN 94 FMI 0.
Is fuel filter plugged or restricted, is fuel gelled, is fuel filter due for No: Go to Step 3.
maintenance?
Step 3 Check for fuel line restriction. Decision

Check for restriction in return line to fuel tank. Perform HP Pump Fuel Yes: Replace fuel filter. After
Return Pressure Test (page 1498). repairs are complete, retest
for SPN 94 FMI 0.
Is fuel pressure less than 13 psi? No: Repair restriction in return
line to fuel tank. After repairs
94 FMI 0.

SPN 94 FMI 3 - FDP signal Out of Range HIGH
Fault Overview
Fault code sets when Engine Control Module (ECM) detects Fuel Delivery Pressure (FDP) voltage is greater
than expected.
Lamp Reaction
No Lamp
Associated Faults
None
Fault Facts
None

Continuous
Possible Causes
• FDP signal circuit short to PWR
• FDP SIG GND circuit Open
• Failed FDP sensor

Step 2 Inspect connections at Fuel Delivery Pressure (FDP) sensor. Decision

B. Disconnect FDP connector.
C. Check FDP and connector terminals for: damaged or pinched
Are FDP connector, harness, and terminals clean and undamaged? No: Repair connector,
Step 3 Check for short to PWR. Decision

B. Disconnect Fuel Delivery Pressure (FDP) sensor.
E. Use EST with ServiceMaxx™ software, perform Continuous
Monitor Test (page 1419)
F. During test, monitor FDP voltage with ServiceMaxx™ software.
Is voltage approximately 0 volts? No: Repair short to PWR
between FDP pin-3 and ECM
FMI 3.
Step 4 Check Continuity with Signal GND. Decision

A. Perform Test 1 (page 784). Yes: Replace FDP sensor.
Harness ZTSE4881 pin-2 and PWR
FDP pin-2 and ECM pin
FMI 3.


Tools Required
Test 1
A. Key OFF.
C. Connect Breakout Harness ZTSE4881 to vehicle harness and leave FDP sensor disconnected.
D. Key ON.
SPN 94 FMI 4 - FDP signal Out of Range LOW
Fault Overview
Fault code sets when Engine Control Module (ECM) detects Fuel Delivery Pressure (FDP) sensor voltage is
less than expected.
Lamp Reaction
No Lamp
Associated Faults

5)
Fault Facts
None

Continuous
Possible Causes
• FDP Signal Circuit OPEN
• Signal Circuit short to GND
• FDP VREF circuit OPEN
• FDP VREF circuit short to GND
• Failed FDP sensor
Step 1 Check for associated fault code. Decision


Step 3 Inspect connections at Fuel Delivery Pressure (FDP) sensor. Decision

Step 4 Check VREF circuit. Decision

Harness ZTSE4881 pin-1 and known good GND
GND between FDP pin-1 and
94 FMI 4.
Step 5 Check Sensor. Decision

A. Perform Test 2 (page 788). Yes: Replace FDP sensor.
Test (page 1419).
C. During test, monitor FDP voltage with ServiceMaxx™ software.
Step 6 Check Signal Circuit. Decision

A. Perform Test 3 (page 788). Yes: Repair short to GND
between FDP pin-3 and ECM
B. Use EST with ServiceMaxx™ software, clear DTC codes
C. Key OFF, wait for ECM to power down. complete, retest for SPN 94
FMI 4.
Does SPN 3513 FMI 14 set in DTC list? No: Repair Open between
FDP pin-3 and ECM pin E1-35.


Tools Required
Test 1
A. Key OFF.
D. Key ON.
Figure 183 FDP Circuit Check
Test 2
A. Key OFF.
Figure 184 FDP Circuit Check
Test 3
A. Key OFF.
FPCV (Fuel Pressure Control Valve) Sensor

Overview of FPCV Sensor Group
SPN FMI Actions

633 3 FPCV short to PWR (page 790)
633 4 FPCV short to GND (page 794)
633 5 FPCV open load/circuit (page 798)
Overview
Fuel Pressure Control Valve (FPCV) is used to adjust fuel pressure to current engine loads and power demands.
FPCV is controlled by Engine Control Module (ECM) using a Pulse width modulated (PWM) signal.
SPN 633 FMI 3 - FPCV short to PWR
Fault Overview
Fault code sets when Engine Control Module (ECM) detects Fuel Pressure Control Valve (FPCV) circuit current
is greater than 9.38 amps or circuit voltage is less than 4.2 volts but greater than 5.8 volts.
Lamp Reaction
Associated Faults
None
Fault Facts
None

Road Test
Possible Causes
• FPCV 12 volt circuit short to PWR
• FPCV circuit Short to PWR
• Failed FPCV

Step 2 Inspect connections at Fuel Pressure Control Valve (FPCV) Decision

connector.
B. Disconnect FPCV connector.
C. Check FPCV and connector terminals for: damaged or pinched
Are FPCV connector, harness, and terminals clean and undamaged? No: Repair connector,
Step 3 Check FPCV circuit for short to PWR. Decision

Is voltage B+ ± 0.25 volts? No: Repair FPCV PWR
FPCV pin-2. After repairs are
FMI 3.
Step 4 Check FPCV circuit for short to PWR. Decision

Perform Test 2 (page 793). Use DMM, measure voltage between Breakout Yes: Replace FPCV. After
Harness ZTSE4828 pin-1 and known good GND. repairs are complete, retest
for SPN 633 FMI 3.
FMI 3.


Tools Required
Figure 185 FPCV 12V Circuit Check
Test 1
A. Key OFF.
B. Connect Breakout Harness ZTSE4828 to vehicle harness and leave Fuel Pressure Control Valve
(FPCV) sensor disconnected.
C. Key ON.
Figure 186 FPCV Circuit Check
Test 2
A. Key OFF.
C. Key ON.
SPN 633 FMI 4 - FPCV short to GND
Fault Overview
Fault code sets when Engine Control Module (ECM) detects Fuel Pressure Control Valve (FPCV) circuit voltage
is less than 0.2 volts or FPCV circuit voltage is greater than 2.2 volts and less than 3.2 volts.
Lamp Reaction
Associated Faults
None
Fault Facts
None

Road Test
Possible Causes
• FPCV 12 volt circuit short to GND
• FPCV circuit Short to GND
• Failed FPCV


connector.
Step 3 Check FPCV 12 volt circuit for short to GND. Decision

FMI 4.
Step 4 Check FPCV circuit for short to GND. Decision

for SPN 633 FMI 4.
FMI 4.


Tools Required
Figure 187 FPCV 12V Circuit Check
Test 1
A. Key OFF.
C. Key ON.
Test 2
A. Key OFF.
C. Key ON.
SPN 633 FMI 5 - FPCV open load/circuit
Fault Overview
Fault code sets when Engine Control Module (ECM) detects Fuel Pressure Control Valve (FPCV) circuit voltage
is greater than 4.2 volts and less than 5.8 volts.
Lamp Reaction
Associated Faults
None
Fault Facts
None

Road Test
Possible Causes
• FPCV 12 volt circuit Open
• FPCV circuit Open
• Failed FPCV


connector.
Step 3 Check FPCV 12V circuit for an Open. Decision

ECM pin E1-25 and FPCV
FMI 5.
Step 4 Check FPCV circuit for an Open. Decision

for SPN 633 FMI 5.
Is voltage 4.0 ± 0.25 volts? No: Repair Open between
ECM pin E1-73 and FPCV
FMI 5.


Tools Required
Figure 189 FPCV 12 Volt Circuit Check
Test 1
A. Key OFF.
C. Key ON.
Test 2
A. Key OFF.
C. Key ON.
FRP (Fuel Rail Pressure) Sensor

Overview of FRP Sensor Group
SPN FMI Description

157 3 FRP signal Out of Range HIGH (page 804)
157 4 FRP signal Out of Range LOW (page 811)
157 20 FRP Rationality Offset High (page 814)
157 21 FRP Rationality Offset Low (page 818)
Overview
Fuel Rail Pressure (FRP) sensor is a variable-capacitance sensor that measures fuel rail pressure at
high-pressure common fuel rail. As pressure increases, sensor capacitance changes causing voltage sent
to Engine Control Module (ECM) to change. ECM adjusts Fuel Pressure Control Valve (FPCV) duty cycle to
match engine requirements for starting, engine load, speed, and temperature.
Figure 191 FRP Sensor Location

1. Fuel Rail Pressure (FRP) sensor
SPN 157 FMI 3 - FRP signal Out of Range HIGH
Fault Overview
Fault code sets when Engine Control Module (ECM) detects Fuel Rail Pressure (FRP) voltage is greater than
4.81 volts.
Lamp Reaction
Associated Faults

6)
Fault Facts
None

Continuous
Possible Causes
• FRP circuit short to PWR
• FRP circuit Open
• VREF 6 circuit short GND
• Failed FRP sensor
Step 1 Check for associated fault code. Decision


Step 3 Inspect connections at Fuel Rail Pressure (FRP) sensor. Decision

B. Disconnect FRP connector.
C. Check FRP and connector terminals for: damaged or pinched
Are FRP connector, harness, and terminals clean and undamaged? No: Repair connector,
Step 4 Check for short to PWR on FRP signal circuit. Decision

Is voltage greater than 4.85 volts? No: Repair short to PWR
between FRP pin-2 and ECM
FMI 3.
Step 6 Check for Open or short to GND in FRP signal circuit. Decision
GND between FRP pin-3 and
157 FMI 3.
Step 7 Perform Continuous Monitor Test. Decision

A. Perform Test 3 (page 808). Yes: Replace FRP sensor.
Test (page 1419).
C. During test, monitor FRP voltage with ServiceMaxx™ software.
Step 8 Perform Continuous Monitor Test. Decision

FRP pin-1 and ECM pin
Test (page 1419).
C. During test, monitor FRP voltage with ServiceMaxx™ software. FMI 3.
Is voltage 0 ± 0.5 volts? No: Repair Open between
FRP pin-2 and ECM pin
FMI 3.


Tools Required
Figure 192 FRP Circuit Check
Test 1
A. Key OFF.
B. Disconnect Fuel Rail Pressure (FRP) sensor.
C. Connect Breakout Harness ZTSE4829 to vehicle harness and leave FRP sensor disconnected.
D. Key ON.
Test 2
A. Key OFF.
D. Key ON.
Test 3
A. Key OFF.
D. Use Breakout Harness ZTSE4498, short Breakout Harness ZTSE4829 pin-1 to pin-2
Test 4
A. Key OFF.
SPN 157 FMI 4 - FRP signal Out of Range LOW
Fault Overview
Fault code sets when Engine Control Module (ECM) detects Fuel Rail Pressure (FRP) voltage is lower than 0.19
volts.
Lamp Reaction
Associated Faults
None
Fault Facts
None

Continuous
Possible Causes
• FRP signal circuit short to GND

Step 2 Inspect connections at Fuel Rail Pressure (FRP) sensor. Decision

Step 3 Check for short to GND. Decision

Test (page 1419).
FMI 4.


Tools Required
Test 1
A. Key OFF.
C. Connect Electronic Service Tool (EST) to vehicle Diagnostic Connector (page 1402).
SPN 157 FMI 20 - FRP Rationality Offset High
Fault Overview
Fault code sets when Engine Control Module (ECM) detects Fuel Rail Pressure (FRP) voltage is greater than
0.609 volts during after run cycle.
Lamp Reaction
Associated Faults

(FRP) (VREF 6)
Fault Facts
After shutdown, with enable conditions met, Engine Control Module (ECM) operates after run cycle (for 30 to
45 seconds) to do needed "house keeping" operations. After run cycle is process ECM goes through to save
memory and shutdown.

Road Test
Possible Causes
• FRP signal circuit short to PWR
• SIG GND circuit Open or high resistance


Use EST with ServiceMaxx™ software, check DTC list for SPN 157 FMI 20. Yes: Go to Step 3.
Is EST DTC listing SPN 157 FMI 20 only fault active or pending? No: Repair other active codes
20.
Step 3 Inspect connections at Fuel Rail Pressure (FRP) sensor Decision

connector.
Step 4 Check FRP circuit for short to PWR. Decision

E. Perform Continuous Monitor Test (page 1419).
F. During test, monitor FRP voltage with ServiceMaxx™ software.
Is voltage less than 5 volts? No: Repair short to PWR
FMI 20.
Perform Test 1 (page 817). Use DMM, measure resistance between Yes: Replace FRP sensor.
Breakout Harness ZTSE4829 pin-1 and known good GND. After repairs are complete,
resistance between FRP


Tools Required
Test 1
A. Key OFF.
C. Connect Breakout Harness ZTSE4829 to engine harness and leave FRP sensor disconnected.
D. Key ON.
SPN 157 FMI 21 - FRP Rationality Offset Low
Fault Overview
Fault code sets when Engine Control Module (ECM) detects Fuel Rail Pressure (FRP) voltage is less than 0.424
volts during ECM housekeeping.
Lamp Reaction
Associated Faults

(FRP) (VREF 6)
Fault Facts
After shutdown, with enable conditions met, Engine Control Module (ECM) operates after run cycle (for 30 to
45 seconds) to do needed "house keeping" operations. After run cycle is process ECM goes through to save
memory and shutdown.

Road Test
Possible Causes
• FRP signal circuit short to GND
• FRP signal circuit Open or high resistance

Step 2 Inspect connections at Fuel Rail Pressure (FRP) sensor Decision

connector.
Step 3 Check FRP signal circuit for short to GND. Decision

FMI 21.

resistance between FRP
Step 5 Check FRP signal circuit for Open or high resistance. Decision
Test (page 1419).
resistance between FRP pin-2
for SPN 157 FMI 21.


Tools Required
Figure 197 FRP Signal Circuit Check
Test 1
A. Key OFF.
D. Key ON.
Test 2
A. Key OFF.
D. Key ON.
Test 3
A. Key OFF.
C. Connect Breakout Harness ZTSE4829 to engine harness connector and leave FRP sensor
disconnected.
D. Connect Breakout Harness ZTSE4498 between Breakout Harness ZTSE4829 pin-2 and pin-3.
FRP (Fuel Rail Pressure) System

Overview of FRP Group
SPN FMI Actions

3055 0 FRP exceeded maximum (page 826)
3055 1 Low Fuel Pressure at start (page 828)
3055 15 FRP below minimum with maximum command (page 832)
3055 17 FRP above maximum with minimum command (page 836)
Overview
Fuel Rail Pressure (FRP) sensor is a variable-capacitance sensor that measures pressure at high-pressure
common fuel rail. As pressure increases, sensor capacitance changes causing voltage to Engine Control Module
(ECM) to change. ECM adjusts Fuel Pressure Control Valve (FPCV) duty cycle to control fuel pressure for
starting and for changing engine load, speed, and temperature.
Figure 200 FRP Sensor Location

1. Fuel Rail Pressure (FRP) sensor
SPN 3055 FMI 0 - FRP exceeded maximum
Fault Overview
Fault code sets when Engine Control Module (ECM) detects signal from Fuel Rail Pressure (FRP) sensor
indicates FRP exceeds 34,000 psi (235,000 kPa).
Lamp Reaction
Associated Faults
• SPN 94 FMI 0, 3, and 4 • SPN 157 FMI 3, 4, 20, • SPN 633 FMI 3, 4, and
(FDP) and 21 (FRP) 5 (FPCV)
Fault Facts
None

Road Test
Possible Causes
• Restricted High-Pressure Fuel Pump (HPFP) fuel return line
• Low fuel level or leaking fuel supply
• FPCV circuit fault
• Failed HPFP

Step 2 Check for low fuel level or leaking fuel supply. Decision
Is fuel present and fuel tanks not leaking? No: Repair fuel leaks and
add fuel. Prime fuel system.
Perform Fuel System Priming
(page 1476)procedure. After
for SPN 3055 FMI 0.
Step 3 Check for restricted High-Pressure Fuel Pump (HPFP) fuel Decision
return line.
Is pressure less than 13 psi? No: Repair restriction in fuel
return line between HPFP and
fuel tank. After repairs are
FMI 0.
Step 3 Check for failed HPFP. Decision

Perform HPFP Cylinder Performance Analyzer (CPA) Test (page 1502). Yes: Replace HPFP and then
prime fuel system. Perform
Fuel System Priming (page
1476)procedure. After repairs
3055 FMI 0.
Did CPA Tool issue a Warranty Authorization Code (WAC) to replace High No: End diagnostics. Open a
Pressure Fuel Pump? Tech Services Case File and
attach CPA file.

SPN 3055 FMI 1 - Low Fuel Pressure at start
Fault Overview
Fault code sets when Engine Control Module (ECM) detects Fuel Rail Pressure (FRP) less than 1450 psi (10,000
kPa) while engine is cranking.
Lamp Reaction
Associated Faults
• SPN 94 FMI 0 (FDP) • SPN 157 FMI 3, 4, 20, • SPN 633 FMI 3, 4, and
and 21 (FRP) 5 (FPCV)
Fault Facts
KUEV valve is a flow control valve that allows return fuel to lubricate internal components of high-pressure fuel
pump when engine is running. KUEV valve can be serviced separately from high-pressure fuel pump.

Road Test
Possible Causes
• Fuel Rail Pressure (FRP) sensor or circuit fault
• Low fuel level
• Low-pressure fuel system leaks
• Restricted fuel filter
• Restricted low pressure fuel system
• Internal leak in high-pressure fuel system
• Leaking fuel pressure relief valve
• Leaking KUEV valve
• Failed low-pressure fuel pump
• Failed high-pressure fuel pump

Step 2 Check fuel level. Decision

add fuel. Prime fuel system
use priming tool (12-922-01).
Step 3 Inspect for damaged or restricted fuel lines, fuel filters, and Decision
fuel strainers
Are fuel lines, fuel connections, fuel filters, and fuel strainer clean and not No: Repair or Replace leaking
damaged? fuel lines, connections, and
filters. Clean strainer.
repairs are complete, and
Step 4 Check engine cranking speed. Decision

Crank engine for maximum of 15 seconds. Yes: Go to Step 5.
Does engine crank at a minimum of 130 rpm? No: Perform Engine Cranks
Fast, Slow, or Does Not Crank
FMI 1.
Step 5 Verify engine starts and maintains idle. Decision

Crank engine for maximum of 20 seconds. If engine does not start, wait 2 Yes: Go to SPN 3055 FMI 15
minutes and try again. (page 832).
Does engine start and maintain idle? No: Go to Step 6.
Step 6 Check for a restricted or aerated fuel supply. Decision

Perform Start From Clean Fuel Source Test (page 1482). Yes: Go to Step 8.
Does engine start? No: Go to Step 7.
Step 7 Check for failed low-pressure fuel pump. Decision

Perform High-Pressure Pump Inlet Pressure Test (page 1491). Yes: Go to Step 10.
Does fuel pressure gauge read > 30 PSI? No: Replace low-pressure
fuel pump. Perform Fuel
System Priming (page
3055 FMI 1.
Step 8 Check for aeration in low pressure fuel system. Decision

Perform Fuel Aeration Test (page 1484). Yes: Repair source of fuel
aeration. After repairs are
FMI 1.
Was aeration found in fuel? No: Go to Step 9.
Step 9 Check for restriction in low pressure fuel system. Decision

Perform Fuel Restriction Test (page 1487). Yes: Repair source of
restriction. After repairs are
FMI 1.
Is fuel system restricted? No: Go to Step 10.
Step 10 Check for excessive return fuel. Decision

Perform Fuel Rail Pressure (FRP) Return Flow Test part 1 (page 1493). Yes: Go to Step 11.
Is line free of return fuel from cylinder head while cranking? No: Go to Step 13.
Step 11 Check for a failed fuel pressure relief valve. Decision

Is line free of return fuel from fuel rail? No: Replace fuel rail. After
for SPN 3055 FMI 1.
Step 12 Check for a failed KUEV Valve. Decision

Perform HP Pump Return Flow Test (page 1500). Yes: Replace HP Pump.
(page 1476)procedure. Go to
Step 14.
Is fuel line free of fuel from high-pressure pump return port? No: Replace KUEV (Piston
Overflow Valve). After repairs
3055 FMI 1.
Step 13 Check for an internal leak in high-pressure fuel system. Decision

Perform Fuel Rail Pressure (FRP) Leak Isolation (page 1496). Yes: Go to Step 14.
Is engine free of leaking injector? No: Replace last capped
injector and all HP lines
removed during this test.
retest for SPN 3055 FMI 1
Step 14 Check for restricted high-pressure fuel pump return line. Decision
Perform HP Pump Fuel Return Pressure Test (page 1498). Yes: Verify each Step was
completed correctly and retest
for SPN 3055 FMI 1.
Is pressure less than 13 psi? No: Repair restriction in
high-pressure fuel pump and
FMI 1.

SPN 3055 FMI 15 - FRP below minimum with maximum command
Fault Overview
Fault code sets when Engine Control Module (ECM) detects Fuel Rail Pressure (FRP) is below minimum when
maximum is commanded.
Lamp Reaction
Associated Faults
• SPN 157 FMI 3, 4, 20, • SPN 633 FMI 3, 4, and

and 21 (FRP) 5 (FPCV)
Fault Facts
None

Road Test
Possible Causes
• Restricted fuel supply
• Restricted secondary (engine-mounted) fuel filter
• Failed high-pressure fuel pump
• Fuel Rail Pressure (FRP) sensor or circuit fault
• Internal leak in high-pressure fuel system
• Leaking FRP relief valve
• Stuck or sticking FPCV

Step 3 Check engine cranking speed. Decision

Crank engine for maximum of 15 seconds? Yes: Go to Step 4.
Does engine crank at a minimum of 130 rpm? No: Perform Engine Cranks
Fast, Slow, or Does Not Crank
FMI 15.
Step 4 Verify engine starts and maintains idle. Decision

Crank engine for maximum of 15 seconds. If engine does not start, wait 2 Yes: Go to Step 5.
minutes and try again.
Does engine start and maintain idle? No: Go to SPN 3055 FMI 1
(page 828) diagnostics.
Step 5 Verify High-Pressure Fuel Pump (HPFP) is receiving fuel. Decision

Perform High-Pressure Pump Inlet Pressure Test (page 1491). Yes: Go to Step 7.
Is gauge pressure greater than 30 psi (207 kPa)? No: Go to Step 6.
Step 6 Check for restricted secondary (engine-mounted) fuel filter. Decision

Remove secondary (engine-mounted) fuel filter. Inspect filter for gelling Yes: Replace secondary
and restrictions. (engine-mounted) fuel filter.
Is secondary (engine-mounted) fuel filter restricted? No: Replace HPFP and then
3055 FMI 15.
Step 7 Check for aeration in low pressure fuel system. Decision

Perform Fuel Aeration Test (page 1484). Yes: Repair source of fuel
aeration. After repairs are
FMI 15.
Was aeration found in fuel? No: Go to Step 8.
Step 8 Check for restriction in low pressure fuel system. Decision

Perform Fuel Restriction Test (page 1487). Yes: Repair source of
restriction. After repairs are
FMI 15.
Is fuel system restricted? No: Go to Step 9.
Step 9 Check for excessive return fuel. Decision

Is fuel volume less than 60 ml? No: Go to Step 12.
Step 10 Check for a failed fuel pressure relief valve. Decision

Is line free of return fuel from fuel rail? No: Replace fuel rail. After
SPN 3055 FMI 15.

Perform HPFP Cylinder Performance Analyzer (CPA) Test (page 1502). Yes: Replace HPFP and then
3055 FMI 15.
Did CPA Tool issue a Warranty Authorization Code (WAC) to replace High No: Go to Step 13.
Pressure Fuel Pump?
Step 12 Check for an internal leak in high-pressure fuel system. Decision

Perform Fuel Rail Pressure (FRP) Leak Isolation (page 1496). Yes: End diagnostics, retest
Is engine free of leaking injector? No: Replace last capped
injector and all HP lines
removed during this test.
Step 13 Check for restricted high-pressure fuel pump return line. Decision
Perform HP Pump Fuel Return Pressure Test (page 1498). Yes: End diagnostics, retest
Is pressure less than 13 psi? No: Repair restriction in
high-pressure fuel pump and
3055 FMI 15.

SPN 3055 FMI 17 - FRP above maximum with minimum command
Fault Overview
Fault code sets when Engine Control Module (ECM) detects Fuel Rail Pressure (FRP) is above maximum with
minimum commanded.
Lamp Reaction
Associated Faults
• SPN 94 FMI 0, 3, and 4 • SPN 157 FMI 3, 4, 20, • SPN 633 FMI 3, 4, and
(FDP) and 21 (FRP) 5 (FPCV)
Fault Facts
None

Road Test
Possible Causes
• Restricted High-Pressure Fuel Pump (HPFP) fuel return line
• FPCV circuit fault
• Failed HPFP

Step 3 Check for restricted High-Pressure Fuel Pump (HPFP) fuel Decision
return line.
Is pressure less than 13 psi? No: Repair restriction in fuel
return line between HPFP
and fuel tank. After repairs
3055 FMI 17.

Perform HPFP Cylinder Performance Analyzer (CPA) Test (page 1502). Yes: End diagnostics, retest
Did test results indicate HPFP has passed test? No: Replace HPFP and then
3055 FMI 17.

IAH (Intake Air Heater Control) Sensor

Overview of IAH Sensor
SPN FMI Condition

626 18 IAH fault: Lack of heat in the Intake Manifold (page 840)
5548 3 IAHFI short to PWR (page 843)
5548 4 IAHFI short to GND (page 852)
5548 5 IAHFI open/load circuit(page 860)
5548 7 IAH Relay return (Relay, or igniter, or circuit failure) (page 869)
Overview
Inlet Air Heater (IAH) system warms incoming air to aid emissions reduction. When inlet air heating is needed,
Engine Control Module (ECM) sends a signal to IAH relay (IAHR). IAHR then supplies B+ to IAH fuel ignitor.
IAH is grounded through intake manifold.
SPN 626 FMI 18 - IAH fault: Lack of heat in the Intake Manifold
Fault Overview
Fault code sets when Engine Control Module (ECM) detects difference between Key-On Engine-Running
(KOER) Intake Manifold Temperature (IMT) and Key-On Engine-Off (KOEO) IMT is less than expected after
IAH has been activated.
Lamp Reaction
Associated Faults
• SPN 94 FMI 0, 3, and 4 • SPN 105 FMI 2, 3, 4, • SPN 171 FMI 2, 3, and • SPN 626 FMI 3, 4, and
(FDP) and 18 (IMT) 4 (AAT) 5 (IAHFS)
• SPN 5548 FMI 3, 4, 5,
and 7 (IAHI)
Fault Facts
None.

Road Test
Possible Causes
• Damaged or restricted fuel lines to IAH
• PWR circuit to IAH Relay (IAHR) Open
• Failed Intake Air Heater Fuel Solenoid (IAHFS)
• Failed Intake Air Heater Igniter (IAHI)
626 FMI 18.

Use Electronic Service Tool (EST) with ServiceMaxx™ software, check Yes: Go to Step 3
Is EST DTC list free of Associated Faults? No: Go to Intermittent or
Step 3 Check for correct amperage draw while Intake Air Heater Igniter Decision
(IAHI) is actuated.
A. Check that engine coolant temperature is below 100°F (38°C). Yes: Go to Step 4
B. When engine coolant temperature is below 100°F (38°C) perform
Intake Air Heater Igniter (IAHI) Test (page 1520).
Does IAHI current drop below 15 amps during test? No: Go to Step 5
Step 4 Check for Failed IAHI PWR circuit. Decision

A. Key OFF. Yes: Replace IAHI. After
for SPN 626 FMI 18.
D. Perform Intake Air Heater Igniter (IAHI) Test (page 1520).
E. During test, use DMM, measure voltage between IAHI PWR stud
and known good GND.
Is voltage B+ ± 0.5 volts. No: Repair Open in IAHR
PWR circuit. After repairs are
FMI 18.
Step 5 Check for correct fuel supply to Intake Air Heater Fuel Solenoid Decision
(IAHFS).
Perform Fuel Supply at Intake Air Heater Fuel Solenoid (IAHFS) Test (page Yes: Go to Step 6
1522).
Is fuel supply pressure with specification? No: Replace damaged,
leaking or restricted fuel
supply line to IAHFS. After
for SPN 626 FMI 18.
Step 6 Check for correct fuel supply to IAHI. Decision

Perform Fuel Supply at Intake Air Heater Igniter (IAHI) Test (page 1524). Yes: Replace IAHI. After
for SPN 626 FMI 18.
Is fuel supply pressure with specification? No: Go to Step 7
WARNING: To prevent personal injury or death, wear safety glasses with side shields. Limit
compressed air pressure to 30 psi (207 kPa).
Step 7 Check for fuel line damage or restriction to IAHI. Decision

Check IAHI fuel line and connections for damage, leaks or restrictions. Yes: End Diagnostics, retest
Disconnect both ends of IAHI fuel line and blow compressed air through line. for SPN 626 FMI 18.
Are fuel lines and connections in good condition and not damaged, leaking, No: Replace damage, leaking
or restricted? or restricted IAHI fuel line or
connections. After repairs are
FMI 18.

SPN 5548 FMI 3 - IAHFI short to PWR
Fault Overview
Fault code sets when Engine Control Module (ECM) detects Intake Air Heater Relay (IAHR) Enable circuit current
is greater than 8.8 amps.
Lamp Reaction
Associated Faults
None
Fault Facts
None

Road Test
Possible Causes
• Intake Air Heater Igniter (IAHI) short to PWR
• IAHR Enable circuit short to PWR
• Failed Intake Air Heater Relay (IAHR)
• Failed IAHI

Step 2 Inspect connections at Intake Air Heater Igniter (IAHI). Decision

B. Disconnect IAHI.
C. Check IAHI stud and ring terminal for: damaged or pinched wires;
wet or moist or corroded terminals; loose, bent, or broken pins;
or broken housing.
Are IAHI harness, and terminals clean and undamaged? No: Repair connector,
Step 3 Inspect connections at Intake Air Heater Relay (IAHR). Decision

B. Disconnect IAHR.
C. Check IAHR and connector terminals for: damaged or pinched
wires; wet or moist or corroded terminals; loose, bent, or broken
Are IAHR connector, harness, and terminals clean and undamaged? No: Repair connector,
Step 4 Check IAHR Enable circuit for short to PWR. Decision

between Breakout Harness ZTSE4885 pin-6 and known good GND. between IAHR pin-6 and ECM
FMI 3.
Step 5 Check IAHR CTL circuit for short to PWR. Decision

Perform Test 2 (page 847). Use DMM, measure voltage between Breakout Yes: Repair short to PWR
Harness ZTSE4885 pin-7 and known good GND. between IAHR pin-7 and ECM
FMI 3.
Step 6 Check IAHR Diag circuit for short to PWR. Decision

Harness ZTSE4885 pin-8 and known good GND. between IAHR pin-8 and ECM
FMI 3.
Step 7 Check IAHR output 1 circuit for short to PWR. Decision

Harness ZTSE4885 pin-1 and known good GND. between IAHR pin-1 and IAHI
ring terminal. After repairs
5548 FMI 3.
Is voltage greater than 0 volts? No: Go to Step 8.
Step 8 Check IAHR output 2 circuit for short to PWR. Decision

Harness ZTSE4885 pin-2 and known good GND. between IAHR pin-2 and IAHI
5548 FMI 3.
Is voltage greater than 0 volts? No: Go to Step 9.
Step 9 Check IAHI for Open Decision

A. Key OFF. Yes: Replace IAHI. After
B. Remove ring terminal from IAHI and isolate from GND.
for SPN 5548 FMI 3.
C. Use DMM, measure resistance between IAHI stud and known good
GND.
Is resistance greater than 10 ohms? No: Replace IAHR. After
for SPN 5548 FMI 3.


Tools Required
Figure 201 IAHR Enable Circuit Check
Test 1
A. Key OFF.
B. Disconnect Intake Air Heater Relay (IAHR).
C. Connect Breakout Harness ZTSE4885 to vehicle harness and leave IAHR disconnected.
D. Key ON.
Figure 202 IAHR CTL Circuit Check
Test 2
A. Key OFF.
D. Key ON.
Figure 203 IAHR Diag Circuit Check
Test 3
A. Key OFF.
D. Key ON.
Figure 204 IAHR Output 1 Circuit Check
Test 4
A. Key OFF.
D. Key ON.
Test 5
A. Key OFF.
D. Key ON.
SPN 5548 FMI 4 - IAHFI short to GND
Fault Overview
Fault code sets when Aftertreatment Control Module (ACM) detects Inlet Air Heater (IAH) Enable circuit voltage
greater than 1.65 volts and less than 2.35 volts.
Lamp Reaction
Associated Faults
None
Fault Facts
None

Road Test
Possible Causes
• IAHR Enable circuit short to GND
• IAHR CTL circuit short to GND
• IAHR Diag circuit short to GND
• IAHR output short to GND


B. Disconnect IAHI.
C. Check IAHI and connector terminals for: damaged or pinched wires;
moist or corroded terminals; loose, bent, or broken pins; or broken
connector housing.
Are IAHI connector, harness, and terminals clean and undamaged? No: Repair connector,

B. Disconnect IAHR.
wires; moist or corroded terminals; loose, bent, or broken pins; or
Step 4 Check IAHR Enable circuit for short to GND. Decision

resistance between Breakout Harness ZTSE4885 pin-6 and known good
GND.
between IAHR pin-6 and ECM
FMI 4.
Step 5 Check IAHR CTL circuit for short to GND. Decision

FMI 4.
Step 6 Check IAHR Diag circuit for short to GND. Decision

FMI 4.
Step 7 Check IAHR output 1 circuit for short to GND. Decision

between IAHR pin-1 and IAHI
5548 FMI 4.
Step 8 Check IAHR output 2 circuit for short to GND. Decision

between IAHR pin-2 and IAHI
5548 FMI 4.
Step 9 Check IAHI for Open. Decision

A. Key OFF Yes: Replace IAHI. After
for SPN 5548 FMI 4.
C. Use DMM, measure resistance between IAHI stud and known good
GND.
Is resistance greater than 10 ohms? No: Replace IAHR. After
for SPN 5548 FMI 4.


Tools Required
Test 1
A. Key OFF.
Test 2
A. Key OFF.
Test 3
A. Key OFF.
Test 4
A. Key OFF.
C. Disconnect IAHI and leave terminal disconnected and isolate it from GND.
D. Connect Breakout Harness ZTSE4885 to vehicle harness and leave IAHR disconnected.
Test 5
A. Key OFF.
C. Disconnect IAHI and leave terminal disconnected and isolate it from GND.
D. Connect Breakout Harness ZTSE4885 to vehicle harness and leave IAHR disconnected.
SPN 5548 FMI 5 - IAHFI open/load circuit
Fault Overview
Fault code sets when Aftertreatment Control Module (ACM) detects Inlet Air Heater (IAH) Enable circuit voltage
greater than 1.65 volts and less than 2.35 volts.
Lamp Reaction
Associated Faults
None
Fault Facts
None

Road Test
Possible Causes
• IAHR Enable circuit Open
• IAHR CTL circuit Open
• IAHR Diag circuit Open
• IAHR Output circuit Open


B. Disconnect IAHI.
C. Check IAHI and connector terminals for: damaged or pinched wires;
moist or corroded terminals; loose, bent, or broken pins; or broken
connector housing.
Are IAHI connector, harness, and terminals clean and undamaged? No: Repair connector,

B. Disconnect IAHR.
wires; moist or corroded terminals; loose, bent, or broken pins; or
Step 4 Check IAHR Enable circuit for Open. Decision

IAHR pin-6 and ECM pin
FMI 5.
Step 5 Check IAHR CTL circuit for Open. Decision

FMI 5.
Step 6 Check IAHR Diag circuit for Open. Decision

FMI 5.
Step 7 Check IAHR PWR supply circuit for Open. Decision

IAHR pin-3 and under-hood
PDM. After repairs are
FMI 5.
Step 8 Check IAH Relay output circuit for OPEN. Decision

A. Key ON. Yes: Replace IAHI. After
for SPN 5548 FMI 5.
D. Perform Actuator Test (page 1413).
E. Select Inlet Air Heater Fuel Igniter from the drop-down menu.
Command IAHI to On (95%).
F. During test, use DMM, measure voltage between IAHI stud and
known good GND while test is active.
Is voltage B+ ± 0.5 volts? No: Go to Step 9.
Step 9 Check IAH Relay Output circuit for OPEN. Decision

A. Perform Test 5 (page 867). Yes: Repair OPEN in IAH
Relay Output circuit between
B. Perform Actuator Test (page 1413).
IAHR pin-1 and/or pin-2 and
C. Select Inlet Air Heater Fuel Igniter from the drop-down menu. IAHI stud. After repairs are
Command IAHI to On (95%). complete, retest for SPN 5548
FMI 5.
D. During test, use DMM to measure voltage between Breakout
E. During test, use DMM to measure voltage between Breakout
Are both voltages B+ ± 0.5 volts? No: Replace IAH Relay. After
for SPN 5548 FMI 5.


Tools Required
Test 1
A. Key OFF.
D. Key ON.
Test 2
A. Key OFF.
D. Key ON.
Test 3
A. Key OFF.
D. Key ON.
Figure 214 IAHR PWR Supply Circuit Check
Test 4
A. Key OFF.
D. Key ON.
Test 5
A. Key OFF.
C. Connect Breakout Harness ZTSE4885 between vehicle harness and IAHR.
SPN 5548 FMI 7 - IAH Relay return (Relay, or igniter, or circuit failure)
Fault Overview
Fault code sets when Engine Control Module (ECM) detects no feedback signal from Intake Air Heater Relay
(IAHR) for greater than 30 counts.
Lamp Reaction
Associated Faults

5 (IAHFS) 5 (IAHI)
Fault Facts
None

Road Test
Possible Causes
• Intake Air Heater Relay (IAHR) Output circuit Open or short to GND
• IAHR Diagnostic circuit Open or short to GND
• PWR supply to IAHR Open or short to GND
• Failed IAHR

Step 2 Inspect connections at Intake Air Heater Relay (IAHR) connector. Decision
B. Disconnect IAHR connector.
C. Check IAHR connector and connector terminals for: damaged or
pinched wires; wet or moist or corroded terminals; loose, bent, or
Step 3 Check PWR supply to Intake Air Heater Igniter (IAHI). Decision
D. Perform Actuator Test (page 1413).
E. Select Inlet Air Heater Fuel Igniter from the drop-down menu.
Command IAHI to On (95%).
F. During test, use DMM; measure voltage between IAHI stud and
known good GND.
Is voltage B+ ± 0.5 volts? No: Go to Step 5.
Step 4 Check for failed IAHI. Decision

A. Key OFF Yes: Replace IAHI. After
for SPN 5548 FMI 7.
C. Use DMM, measure resistance from IAHI stud to known good GND.
Is resistance greater than 10 ohms? No: End diagnostics, retest
for SPN 5548 FMI 7.
Step 5 Check PWR supply to IAHR for Open or short to GND. Decision
A. Perform Test 1 (page 872). Yes: Repair Open or short
to GND between IAHR pin-1
and/or pin-2 and IAHI stud.
C. Select Inlet Air Heater Fuel Igniter from the drop-down menu. After repairs are complete,
Command IAHI to On (95%). retest for SPN 5548 FMI 7.
D. During test, use DMM to measure voltage between Breakout
E. During test, use DMM to measure voltage between Breakout
Are both voltages B+ ± 0.5 volts? No: Go to Step 6.
Step 6 Check IAHR Output circuit for Open or short to GND. Decision
GND between IAHR pin-3
and under hood PDM. After
for SPN 5548 FMI 7.
Step 7 Check IAHR Diagnostic circuit for Open or short to GND. Decision
Perform Test 3 (page 874). Use DMM; measure voltage between Breakout Yes: Replace IAHR. After
Harness ZTSE4885 pin-8 and known good GND. repairs are complete, retest for
SPN 5548 FMI 7.
Is voltage 5.0 ± 0.5 volts? No: Repair Open or short to
GND between IAHR pin-8 and
5548 FMI 7.


Tools Required
Test 1
A. Key OFF.
C. Connect Breakout Harness ZTSE4885 between the vehicle harness and IAHR.
Figure 219 IAHR Output Circuit Check
Test 2
A. Key OFF.
D. Key ON
Figure 220 IAHR Diagnostic Circuit Check
Test 3
A. Key OFF.
D. Key ON
IAHFS Sensor
Overview of IAHFS Sensor
SPN FMI Actions

626 3 IAHFS short to PWR (page 877)
626 4 IAHFS short to GND (page 882)
626 5 IAHFS open load/circuit (page 887)
Fault Overview
Inlet Air Heater (IAH) system warms incoming air to aid emissions reduction. When inlet air heating is needed,
Engine Control Module (ECM) sends a signal to IAH Fuel Solenoid (IAHFS). IAHFS then supplies fuel to IAH
Ignitor (IAHI).
SPN 626 FMI 3 - IAHFS short to PWR
Fault Overview
Fault code sets when Engine Control Module (ECM) detects Intake Air Heater Fuel Solenoid (IAHFS) current
draw is greater than 8 amps for 5 seconds.
Lamp Reaction
Associated Faults
None.
Fault Facts
None.

Continuous
Possible Causes
• IAHFS circuit short to PWR
• IAHFS short to ECM PWR OUT 3
• Failed IAHFS

Step 2 Inspect connections at Intake Air Heater Fuel Solenoid (IAHFS) Decision
connector.
B. Disconnect IAHFS connector.
C. Check IAHFS and connector terminals for: damaged or pinched
Are IAHFS connector, harness, and terminals clean and undamaged? No: Repair connector,
Step 3 KOEO Voltage Check. Decision

FMI 3.
Step 4 Check for Failed IAHFS. Decision

Perform Test 2 (page 881). Use DMM measure resistance between Yes: Go to Step 5.
Is resistance 8 ±1 ohm? No: Replace IAHFS. After
for SPN 626 FMI 3.
Step 5 Check for short to PWR in IAHFS circuit. Decision

Perform Test 3 (page 881). Use DMM measure voltage between Breakout Yes: End of Diagnostics,
Harness ZTSE4827 pin-1 and known good GND. retest for SPN 626 FMI 3.
FMI 3.


Tools Required
Test 1
A. Key OFF.
B. Connect Breakout Harness ZTSE4827 to IAHFS and leave vehicle harness disconnected.
C. Key ON.
Figure 222 IAHFS Resistance Check
Test 2
A. Key OFF.
Figure 223 IAHFS Circuit Check
Test 3
A. Key OFF.
C. Key ON.
SPN 626 FMI 4 - IAHFS short to GND
Fault Overview
Fault code sets when Engine Control Module (ECM) detects Intake Air Heater Fuel Solenoid (IAHFS) circuit
voltage less than 0.3 volts for 5 seconds.
Lamp Reaction
Associated Faults
None.
Fault Facts
None.

Continuous
Possible Causes
• ECM PWR OUT 3 circuit short to GND
• IAHFS circuit short to GND
• Failed IAHFS

connector.
FMI 4.
Step 4 Check IAHFS circuit for short to GND. Decision

FMI 4.

Is resistance 8 ± 1 ohms? No: Replace IAHFS. After
for SPN 626 FMI 3.


Tools Required
Test 1
A. Key OFF.
B. Disconnect ECM E-1 connector.
C. Connect Breakout Harness ZTSE4827 to engine harness and leave Intake Air Heater Fuel Solenoid
(IAHFS) disconnected.
Test 2
A. Key OFF.
B. Disconnect ECM E-1 connector.
C. Connect Breakout Harness ZTSE4827 to engine harness and leave Intake Air Heater Fuel Solenoid
Test 3
A. Key OFF.
B. Connect Breakout Harness ZTSE4827 to IAHFS and leave engine harness disconnected.
SPN 626 FMI 5 - IAHFS open load/circuit
Fault Overview
Fault code sets when Engine Control Module (ECM) detects Intake Air Heater Fuel Solenoid (IAHFS) is greater
than 2.82 volts and less than 4.03 volts.
Lamp Reaction
Associated Faults
None.
Fault Facts
None.

Continuous
Possible Causes
• IAHFS circuit Open
• Failed IAHFS

connector.
Step 3 ECM PWR OUT 2 circuit check. Decision

Is voltage B+ ± 0.5 volts? No: Repair OPEN in ECM
PWR OUT 2 circuit. After
for SPN 626 FMI 5.

Is resistance 8 ± 1 ohms? No: Replace IAHFS. After
for SPN 626 FMI 5.
Step 5 Check IAHFS circuit for an Open. Decision

A. Perform Test 3 (page 891). Yes: End of diagnostics, retest
for SPN 626 FMI 5.
C. Select Intake Air Heater Fuel Solenoid from drop down menu.
D. Start test.
E. During test, use DMM, measure voltage between Breakout Harness
ZTSE4827 pin-1 and known good GND.
Is voltage B+ ± 0.5 volts? No: Repair high resistance
FMI 5.


Tools Required
Test 1
A. Key OFF.
B. Connect Breakout Harness ZTSE4827 to vehicle harness and leave Intake Air Heater Fuel Solenoid
C. Key ON.
Test 2
A. Key OFF.
B. Connect Breakout Harness ZTSE4827 to Intake Air Heater Fuel Solenoid (IAHFS) and leave vehicle
Test 3
A. Key OFF.
B. Connect Breakout Harness ZTSE4827 to vehicle harness and leave Intake Air Heater Fuel Solenoid
C. Connect Electronic Service Tool (EST) to vehicle Diagnostic Connector (page 1402).
IMP (Intake Manifold Pressure) Sensor

Overview of IMP Sensor Group
SPN FMI Actions

102 2 IMP signal erratic, intermittent, or incorrect (page 894)
102 3 IMP signal Out of Range HIGH (page 900)
102 4 IMP signal Out of Range LOW (page 904)
Overview
Intake Manifold Pressure (IMP) sensor is a variable-capacitance sensor that measures charge-air pressure
entering intake air throttle duct. As pressure increases, ceramic material moves closer to a thin metal disc
(internal sensor), causing a change in capacitance that changes voltage sent to, and interpreted by, Engine
Control Module (ECM). IMP is monitored by ECM for Exhaust Gas Recirculation (EGR) and turbocharger
wastegate control.
Figure 230 IMP Sensor Location

1. Intake Manifold Pressure (IMP)
sensor
SPN 102 FMI 2 - IMP signal erratic, intermittent, or incorrect
Fault Overview
Fault code sets when Engine Control Module (ECM) detects Intake Manifold Pressure (IMP) signal deviation
from BARO sensor is greater than 1.45 psi (10 kPa)
Lamp Reaction
Associated Faults

(IMP) (VREF 2)
Fault Facts
None.

Road Test
Possible Causes
• IMP circuit failure
• Failed IMP sensor


102 FMI 2.
Step 3 Inspect connections at Intake Manifold Pressure (IMP) connector. Decision

B. Disconnect IMP connector.
C. Check IMP and connector terminals for: damaged or pinched wires;
moisture or corroded terminals; loose, bent, or broken pins; or
Are IMP connector, harness, and terminals clean and undamaged? No: Repair connector,

Perform Test 1 (page 897). Use DMM; measure voltage between Breakout Yes: Go to Step 5.
E1-86 and IMP pin-2. After
for SPN 102 FMI 2.
Step 5 Check for failed IMP sensor Decision

A. Perform Test 2 (page 897). Yes: Replace IMP sensor.
Test (page 1419).
C. During test, monitor IMP voltage with ServiceMaxx™ software.
Step 6 Check for Open or high resistance in IMP circuit. Decision

Test (page 1419).
C. During test, monitor IMP voltage with ServiceMaxx™ software. for SPN 102 FMI 2.
Is voltage less than 0.05 volts? No: Repair Open or high
E1-18 to IMP pin-3. After
for SPN 102 FMI 2.


Tools Required
Test 1
A. Key OFF.
B. Disconnect Intake Manifold Pressure (IMP) sensor.
C. Connect Breakout Harness ZTSE4850 to IMP harness and leave sensor disconnected.
D. Key ON.
Figure 232 IMP Circuit Check
Test 2
A. Key OFF.
C. Connect Breakout Harness ZTSE4850 to vehicle harness and leave IMP sensor disconnected.
Test 3
A. Key OFF.
SPN 102 FMI 3 - IMP signal Out of Range HIGH
Fault Overview
Fault code sets when Engine Control Module (ECM) detects Intake Manifold Pressure (IMP) signal voltage
greater than 4.825 volts (IMP greater than 616.5 kPa).
Lamp Reaction
Associated Faults
None.
Fault Facts
None.

Continuous
Possible Causes
• IMP Circuit Open or short to PWR

Step 2 Inspect connections at Intake Manifold Pressure (IMP) Decision

connector.
Step 3 Check for failed IMP sensor Decision

Test (page 1419).
Step 4 Check for Open or short to PWR in IMP circuit. Decision

IMP pin-1. After repairs are
Test (page 1419).
C. During test, monitor IMP voltage with ServiceMaxx™ software. FMI 3.
Is voltage less than 0.05 volts? No: Repair Open or short
to PWR between ECM pin
for SPN 102 FMI 3.


Tools Required
Test 1
A. Key OFF.
Test 2
A. Key OFF.
SPN 102 FMI 4 - IMP signal Out of Range LOW
Fault Overview
Fault code sets when Engine Control Module (ECM) detects Intake Manifold Pressure (IMP) signal voltage less
than 0.175 volts (IMP less than 28.6 kPa).
Lamp Reaction
Associated Faults
None.
Fault Facts
None.

Continuous
Possible Causes
• IMP signal circuit short to GND
• VREF 2 circuit Open or short to GND


connector.

for SPN 102 FMI 4.
Step 4 Check for Open or high resistance in IMP circuit. Decision

Test (page 1419).
for SPN 102 FMI 4.


Tools Required
Test 1
A. Key OFF.
D. Key ON.
Test 2
A. Key OFF.
IMT (Intake Manifold Temperature) Sensor

Overview of IMT Sensor Group
SPN FMI Description

105 2 IMT Signal Erratic, Intermittent, or Incorrect (page 909)
105 3 IMT signal Out of Range HIGH (page 915)
105 4 IMT signal Out of Range LOW (page 919)
Overview
Intake Manifold Temperature (IMT) sensor provides feedback signal to Engine Control Module (ECM) indicating
manifold air temperature. ECM controls Exhaust Gas Recirculation (EGR) system based on air temperature in
intake manifold. This aids in cold engine starting and warm-ups, and also reduces exhaust emissions.
SPN 105 FMI 2 - IMT Signal Erratic, Intermittent, or Incorrect
Fault Overview
Fault code sets when Intake Manifold Temperature (IMT) sensor temperature differs from Ambient Air
Temperature (AAT), CAC Outlet Temperature (CACOT) by greater than 27°F (15°C) after a cold soak.
Lamp Reaction
Associated Faults
SPN 105 FMI 3 and 4

(IMT)
Fault Facts
Diagnostic runs at initial Key ON after a minimum of an 8 hour cold soak.

Continuous
Possible Causes
• IMT circuit high resistance
• Failed IMT sensor


105 FMI 2.
Step 3 Inspect connections at Intake Manifold Temperature (IMT) Decision

connector.
B. Disconnect IMT connector.
C. Check IMT and connector terminals for: damaged or pinched wires;
Are IMT connector, harness, and terminals clean and undamaged? No: Repair connector,
Step 4 Decision
Perform Test 1(page 913). Use EST with ServiceMaxx™ software, perform Yes: Replace IMT sensor.
Continuous Monitor Test (page 1419). Monitor IMT voltage. After repairs are complete,
Step 5 Decision
Perform Test 2(page 914). Use DMM, measure resistance between Yes: Repair Open between
Breakout Harness ZTSE4883 pin-3 and a known good GND. IMT pin-1 and ECM pin E1-37.
Is resistance less than 5 ohms? No: Repair Open between
IMT pin-3 and ECM pin E1-83.


Tools Required
Figure 238 IMT Sensor Circuit Check
Test 1
A. Key OFF.
B. Connect Breakout Harness ZTSE4883 to vehicle harness and leave Intake Manifold Temperature
(IMT) sensor disconnected.
Test 2 Setup
A. Key OFF.
C. Key ON.
SPN 105 FMI 3 - IMT Signal Out of Range HIGH
Fault Overview
Fault code sets when Engine Control Module (ECM) detects that Intake Manifold Temperature (IMT) voltage is
Lamp Reaction
Associated Faults
None
Fault Facts
None

Continuous
Possible Causes
• SIG GND circuit Open or High resistance
• IMT circuit Open or high resistance
• IMT circuit short to PWR


connector.
Step 3 Decision
Perform Test 1(page 918). Use DMM to measure voltage between Breakout Yes: Repair short to PWR
Harness ZTSE4883 pin-1 and a known good ground. between IMT pin-1 and
FMI 3.
Step 4 Decision
Perform Test 2(page 918). Use EST with ServiceMaxx™ software, perform Yes: Replace IMT sensor.
Continuous Monitor Test (page 1419). Monitor IMT voltage. After repairs are complete,
Step 5 Decision
Perform Test 3(page 918). Use EST with ServiceMaxx™ software, perform Yes: Repair Open between
Continuous Monitor Test (page 1419). Monitor IMT voltage. IMT pin-3 and ECM pin E1-83.
IMT pin-1 and ECM pin E1-37.


Tools Required
Figure 240 IMT Circuit Voltage Check
Test 1
A. Key OFF.
C. Key ON.
Figure 241 IMT Sensor Circuit Check
Test 2
A. Key OFF.
B. Connect Breakout Harness ZTSE4883 to vehicle harness and leave IMT sensor disconnected.
Figure 242 IMT Circuit Check
Test 3
A. Key OFF.
B. Connect Breakout Harness ZTSE4883 to vehicle harness and leave IMT sensor disconnected.
C. Use Breakout Harness ZTSE4498, short Breakout Harness ZTSE4883 pin-1 to GND.
SPN 105 FMI 4 - IMT Signal Out of Range LOW
Fault Overview
Fault code sets when Engine Control Module (ECM) detects that Intake Manifold Temperature (IMT) signal
voltage is less than 0.13 volts.
Lamp Reaction
Associated Faults
None
Fault Facts
None

Continuous
Possible Causes
• IMT circuit short to GND
• SIG GND circuit shorted to IMT circuit


connector.
Step 3 Decision
A. Key OFF. Yes: Replace IMT sensor.
B. Disconnect Intake Manifold Temperature (IMT) sensor
Test (page 1419).
F. Monitor IMT voltage.
between IMT pin-1 and
Engine Control Module pin
FMI 4.

INJ (Injector) Circuits

Overview of INJ Circuit Group
SPN FMI Actions

651 4 Injector 1 short circuit (page 924)
651 5 Injector 1 open load/circuit (page 935)
2797 11 INJ Control Group 1 short circuit (INJ 1, 2, 3) (page 1032)
2798 11 INJ Control Group 2 short circuit (INJ 4, 5, 6) (page 1056)
Overview
When the Engine Control Module (ECM) determines fueling is required to a cylinder, voltage is supplied to the
fuel injector. The fuel injector has a magnetic coil, which lifts a needle inside the injector. The needle moving
upward uncovers the spray holes directing fuel into the cylinder. When the ECM determines injection should
end, voltage to the magnetic coil is removed.
WARNING: To prevent personal injury or death, shut engine down before doing voltage checks for
injector solenoids. When the engine is running, injector circuits have high voltage and amperage.
CAUTION: To avoid engine damage, turn the ignition switch to OFF before disconnecting connectors. Failure
to turn ignition switch to OFF will cause a voltage spike and damage to electrical components.
Figure 243 Fuel Injector Wiring Terminal Orientation

1. Fuel injector H wiring terminal
2. Fuel injector L wiring terminal
(brown wire color [typical])

1. Fuel injector H wiring terminal 3. Fuel injector L terminal 4. Fuel injector L wiring terminal
2. Fuel injector H terminal (brown wire color [typical])
SPN 651 FMI 4 - Injector 1 Short Circuit
Fault Overview
Fault code sets when Engine Control Module (ECM) detects a short to GND in Fuel Injector 1 circuit.
Lamp Reaction
Associated Faults
None
Fault Facts
None

Continuous
Possible Causes
• INJ1 H circuit shorted to INJ1 L circuit
• INJ1 H circuit short to GND
• INJ1 L circuit short to GND
• Fuel injector shorted to engine brake housing
• Failed fuel injector 1

Step 1 Inspect connections at fuel injector 1 connector. Decision

Verify proper fuel injector and terminal orientation. Remove upper valve cover and Yes: Go to step 2.
engine brake housing (see Engine Service Manual). Verify fuel injector terminals
are installed parallel to avoid a short to ground on the engine brake housings.
Are fuel injector 1 terminals oriented correctly and Not contacting the engine brake No: Adjust
housing? connections so fuel
injector 1 and injector
terminals will not
contact the engine
brake housing. After
retest for SPN 651
FMI 4.

Step 2 Check for a shorted fuel injector 1 coil. Decision

Perform Test 1 (page 930). Use Digital Multi-Meter (DMM) measure resistance Yes: Go to step 3.
between fuel injector 1 H and L terminals.
Is resistance between 0.2 to 0.8 Ohms? No: Replace fuel
injector 1. After repairs
for SPN 651 FMI 4.
Step 3 Inspect connections at Electronic Control Module (ECM) E2 connector. Decision

C. Check ECM E2 and connector terminals for: damaged or pinched wires;
moisture or corroded terminals; loose, bent, or broken pins; or broken
connector housing.
Are ECM E2 connector, harness, and terminals clean and undamaged? No: Repair connector,
harness, or terminal
for SPN 651 FMI 4.
Step 4 Check for fuel injector 1 H terminal short to ground. Decision

Perform Test 2 (page 931). Use DMM measure resistance between fuel injector Yes: Go to step 5.
1 H terminal and a known good GND.
Is resistances greater than 1000 ohms? No: Replace fuel
for SPN 651 FMI 4.
Step 5 Check for fuel injector 1 L terminal short to ground. Decision

1 L terminal and a known good GND.
for SPN 651 FMI 4.
Step 6 Check for INJ1 H circuit short to INJ1 L circuit. Decision

Perform Test 4 (page 933). Use DMM measure resistance between Breakout Box Yes: Go to step 7.
pins E2-05 and E2-12 (wiggle test may be required).
Is resistance greater than 1000 ohms? No: Repair short
between INJ1 H circuit
and INJ1 L circuit.
After repairs are
SPN 651 FMI 4.
Step 7 Check INJ 1 H circuit for short to GND. Decision

Perform Test 5 (page 934). Use DMM with fuel injector 1 disconnected, measure No: Repair short to
resistance between Breakout Box pin E2-05 and known good GND (wiggle test GND between E2-12
may be required). and fuel injector 1.
After repairs are
SPN 651 FMI 4.
Is resistance greater than 1000 Ohms? No: Repair short to
GND between E2-05
and fuel injector 1.
After repairs are
SPN 651 FMI 4.

Figure 247 Fuel Injector 1 circuit diagram
Tools Required
Figure 248 Fuel Injector 1 Circuit Check
Test 1
A. Key OFF
B. Disconnect fuel injector 1 H and L terminals
Figure 249 Fuel Injector 1 High Side Circuit Check
Test 2
A. Key OFF
B. Disconnect Fuel Injector 1 H and L terminals
C. Disconnect Engine Control Module (ECM) E2 connector.
Figure 250 Fuel Injector 1 Low Side Circuit Check
Test 3
A. Key OFF
Test 4
A. Key OFF.
B. Connect Breakout Box 00-00956-08 to Breakout Harness 00-01468-00.
C. Connect Breakout Harness 00-01468-00 to vehicle harness and leave ECM E2 connector
disconnected.
D. Disconnect Fuel Injector 1 H and L terminals
Test 5
A. Key OFF.
disconnected.
SPN 651 FMI 5 - Injector 1 Open Load / Circuit
Fault Overview
Lamp Reaction
Associated Faults
None
Fault Facts
None

Continuous
Possible Causes
• INJ1 H circuit Open or high resistance
• INJ1 L circuit Open or high resistance
Step 1 Inspect connections at fuel injector 1 Decision

B. Remove upper valve cover and engine brake housing (see Engine Service
Manual).
C. Disconnect fuel injector 1 connector.
D. Check fuel injector 1 and connector terminals for: damaged or pinched
Are fuel injector 1 connector, harness, and terminals clean and undamaged? No: Repair connector,
for SPN 651 FMI 5.


Perform Test 1 (page 939). Use DMM measure resistance between fuel injector 1 Yes: Go to step 3.
H and L terminals.
for SPN 651 FMI 5.

connector housing.
for SPN 651 FMI 5.
Step 4 Check INJ1 H circuit for Open or high resistance (voltage drop). Decision
Perform Test 2 (page 940). Use DMM measure voltage between fuel injector 1 Yes: Repair Open
INJ1 H ring terminal and terminal in ECM pin E2-05. or high resistance
between fuel injector
1 INJ1 L ring terminal
and ECM pin E2-12.
After repairs are
SPN 651 FMI 5.
Is voltage less than 0.3 volts? No: Repair Open
or high resistance
1 INJ1 H ring terminal
and ECM pin E2-05.
After repairs are
SPN 651 FMI 5.

Figure 254 Fuel Injector 1 circuit diagram
Tools Required
• 500 Ohm Resistor ZTSE4497
Test 1
A. Key OFF
Figure 256 Voltage drop test (typical)

1. Breakout harness 3. Terminal from ZTSE4435C 5. 500 Ohm Resistor Jumper
2. Circuit under test 4. Jumper wire Harness ZTSE4497
Test 2
A. Key OFF
D. Use Engine Terminal Test Kit ZTSE4435C, insert proper terminal into ECM pin E2-05.
E. Connect one end of the 500 Ohm Resistor Jumper Harness ZTSE4497 to terminal in E2-05, and
connect the other end of 500 Ohm Resistor Jumper Harness to PWR (use jumper wire if needed).
F. Connect INJ1 H ring terminal to a known good GND (use jumper wire if needed)
Fault Overview
Lamp Reaction
Associated Faults
None
Fault Facts
None

Continuous
Possible Causes


terminals will not
contact the engine
retest for SPN 652
FMI 4.


for SPN 652 FMI 4.

connector housing.
for SPN 652 FMI 4.

for SPN 652 FMI 4.

for SPN 652 FMI 4.

pins E2-06 and E2-11 (wiggle test may be required).
and INJ2 L circuit.
After repairs are
SPN 652 FMI 4.
Step 7 Check INJ 2H circuit for short to GND. Decision

Perform Test 5 (page 952). Use DMM measure resistance between Breakout Box Yes: Repair short
pin E2-06 and known good GND (wiggle test may be required). to GND between
E2-11 and fuel injector
2. After repairs are
SPN 652 FMI 4.
GND between E2-06
After repairs are
SPN 652 FMI 4.

Figure 260 Fuel Injector 2 Circuit Diagram
Tools Required
Test 1
A. Key OFF
Test 2
A. Key OFF
Test 3
A. Key OFF
C. Disconnect ECM E2 connector.
Test 4
A. Key OFF.
disconnected.
D. Disconnect fuel injector 2 H and L terminals
Test 5
A. Key OFF.
disconnected.
Fault Overview
Fault code sets when Engine Control Module (ECM) detects a short to GND in fuel injector 2 circuit.
Lamp Reaction
Associated Faults
None
Fault Facts
None

Continuous
Possible Causes

Manual).
for SPN 652 FMI 5.


H and L terminals.
for SPN 652 FMI 5.

connector housing.
for SPN 652 FMI 5.
and ECM pin E2-06.
After repairs are
SPN 652 FMI 5.
or high resistance
and ECM pin E2-11.
After repairs are
SPN 652 FMI 5.

Tools Required
Test 1
A. Key OFF

Test 2
A. Key OFF
Fault Overview
Lamp Reaction
Associated Faults
None
Fault Facts
None

Continuous
Possible Causes


terminals will not
contact the engine
retest for SPN 653
FMI 4.


for SPN 653 FMI 4.

connector housing.
for SPN 653 FMI 4.

for SPN 653 FMI 4.

for SPN 653 FMI 4.

00-00956-08 pins E2-04 and E2-13 (wiggle test may be required).
and INJ3 L circuit.
After repairs are
SPN 653 FMI 4.
Step 7 Check INJ 1 H circuit for short to GND. Decision

Perform Test 5 (page 970). Use DMM with fuel injector 3 disconnected, measure No: Repair short to
resistance between Breakout Box 00-00956-08 pin E2-04 and known good GND GND between E2-13
(wiggle test may be required). and fuel injector 3.
After repairs are
SPN 653 FMI 4.
GND between E2-04
After repairs are
SPN 653 FMI 4.

Tools Required
Test 1
A. Key OFF
Test 2
A. Key OFF
Test 3
A. Key OFF
Test 4
A. Key OFF.
disconnected.
Test 5
A. Key OFF.
disconnected.
Fault Overview
Lamp Reaction
Associated Faults
None
Fault Facts
None

Continuous
Possible Causes

Manual).
for SPN 653 FMI 5.


H and L terminals.
for SPN 653 FMI 5.

connector housing.
for SPN 653 FMI 5.
and ECM pin E2-13.
After repairs are
SPN 653 FMI 5.
or high resistance
and ECM pin E2-04.
After repairs are
SPN 653 FMI 5.

Tools Required
Test 1
A. Key OFF

Test 2
A. Key OFF
Fault Overview
Lamp Reaction
Associated Faults
None
Fault Facts
None

Continuous
Possible Causes


terminals will not
contact the engine
retest for SPN 654
FMI 4.


for SPN 654 FMI 4.

connector housing.
for SPN 654 FMI 4.

for SPN 654 FMI 4.

for SPN 654 FMI 4.

and INJ4 L circuit.
After repairs are
SPN 652 FMI 4.

00-00956-08 pin E2-03 and known good GND (wiggle test may be required). to GND between
SPN 652 FMI 4.
GND between E2-03
After repairs are
SPN 652 FMI 4.

Tools Required
Test 1
A. Key OFF
Test 2
A. Key OFF
Test 3
A. Key OFF
Test 4
A. Key OFF.
disconnected.
Test 5
A. Key OFF.
disconnected.
Fault Overview
Lamp Reaction
Associated Faults
None
Fault Facts
None

Continuous
Possible Causes

Manual).
for SPN 654 FMI 5.


H and L terminals.
for SPN 654 FMI 5.

connector housing.
for SPN 654 FMI 5.
and ECM pin E2-14.
After repairs are
SPN 654 FMI 5.
or high resistance
and ECM pin E2-03.
After repairs are
SPN 654 FMI 5.

Tools Required
Test 1
A. Key OFF

Test 2
A. Key OFF
Fault Overview
Lamp Reaction
Associated Faults
None
Fault Facts
None

Continuous
Possible Causes


terminals will not
contact the engine
retest for SPN 655
FMI 4.


for SPN 655 FMI 4.

connector housing.
for SPN 655 FMI 4.

for SPN 655 FMI 4.

for SPN 655 FMI 4.

and INJ5 L circuit.
After repairs are
SPN 655 FMI 4.

SPN 655 FMI 4.
GND between E2-02
After repairs are
SPN 655 FMI 4.

Tools Required
Test 1
A. Key OFF
Test 2
A. Key OFF
Test 3
A. Key OFF
Test 4
A. Key OFF.
disconnected.
Test 5
A. Key OFF.
disconnected.
Fault Overview
Lamp Reaction
Associated Faults
None
Fault Facts
None

Continuous
Possible Causes

Manual).
for SPN 655 FMI 5.


H and L terminals.
for SPN 655 FMI 5.

connector housing.
for SPN 655 FMI 5.
and ECM pin E2-15.
After repairs are
SPN 655 FMI 5.
or high resistance
and ECM pin E2-02.
After repairs are
SPN 655 FMI 5.

Tools Required
Test 1
A. Key OFF

Test 2
A. Key OFF
Fault Overview
Lamp Reaction
Associated Faults
None
Fault Facts
None

Continuous
Possible Causes


terminals will not
contact the engine
retest for SPN 656
FMI 4.


for SPN 656 FMI 4.

connector housing.
for SPN 656 FMI 4.

for SPN 656 FMI 4.

for SPN 656 FMI 4.

and INJ6 L circuit.
After repairs are
SPN 656 FMI 4.
Step 7 Check INJ6 H circuit for short to GND. Decision

SPN 656 FMI 4.
GND between E2-01
After repairs are
SPN 656 FMI 4.

Tools Required
Test 1
A. Key OFF
Test 2
A. Key OFF
Test 3
A. Key OFF
Test 4
A. Key OFF.
disconnected.
Test 5
A. Key OFF.
disconnected.
Fault Overview
Lamp Reaction
Associated Faults
None
Fault Facts
None

Continuous
Possible Causes

Manual).
for SPN 656 FMI 5.


H and L terminals.
for SPN 656 FMI 5.

connector housing.
for SPN 656 FMI 5.
and ECM pin E2-16.
After repairs are
SPN 656 FMI 5.
or high resistance
and ECM pin E2-01.
After repairs are
SPN 656 FMI 5.

Tools Required
Test 1
A. Key OFF

Test 2
A. Key OFF
SPN 2797 FMI 11 - Injector Control Group 1 Short Circuit (INJ 1, 2, 3)
Fault Overview
Fault codes sets when Engine Control Module (ECM) detects a short in fuel injector 1, 2, or 3 circuits.
Lamp Reaction
Associated Faults
(INJ) (INJ) (INJ)

Continuous.
Fault Facts
None.
Possible Causes
• INJ1 H circuit short to PWR
• INJ1 H short to INJ1 L
• INJ1 L circuit short to PWR
• Fuel injector 1 wiring terminals shorted to engine brake housing


Step 2 Verify proper fuel injector wire terminal orientation. Decision

Remove upper valve cover and engine brake housing (see Engine Service Yes: Go to Step 3.
Manual). Verify fuel injector terminals are installed parallel so they do not
short to ground on the engine brake housings or other components.
Are fuel injector wire terminals oriented correctly and Not contacting the No: Adjust connections so fuel
engine brake housing? injectors wire terminals will
not contact the engine brake
housing. After repairs are
FMI 11.

B. Disconnect fuel injector 1 wiring terminals
C. Use Digital Multimeter (DMM) measure resistance across fuel
injector 1 H and L terminals.
Is resistance between 0.2 to 0.8 Ohms? No: Replace fuel injector 1.

C. Use DMM measure resistance across fuel injector 2 H and L
terminals.

terminals.
Step 6 Check fuel injector 1 H terminal for short to GND. Decision

C. Use DMM measure resistance between fuel injector 1 H terminal
and GND.
Is resistance greater than 1000 ohms? No: Replace fuel injector 1.
Step 7 Check fuel injector 1 L terminal for short to GND. Decision

C. Use DMM measure resistance between fuel injector 1 L terminal
and GND.

and GND.

and GND.

and GND.

and GND.
Step 12 Inspect connections at Engine Control Module (ECM) E2 Decision

connector.
C. Check ECM E2 and connector terminals for: damaged or pinched
Are ECM E2 connector, harness, and terminals clean and undamaged? No: Repair connector, harness,
SPN 2797 FMI 11.
Step 13 Check for INJ1 H short to INJ1 L. Decision

Breakout Box pins E2-05 and E2-12 (wiggle test may be required).
Is resistance greater than 1000 ohms? No: Repair INJ1 H short to INJ1
L. After repairs are complete,



Breakout Box pin E2-05 and known good GND (wiggle test may be
required).
fuel injector 1. After repairs are
FMI 11.
Step 17 Check INJ1 L circuit for short to GND. Decision

required).
FMI 11.

required).
FMI 11.

required).
FMI 11.

required).
FMI 11.

Perform Test 9 (page 1049). Use DMM measure resistance between Yes: Go to step 22.
Breakout Box pin E2-13 and a known good GND (wiggle test may be
required).
FMI 11.
Step 22 Check INJ1 H circuit for short to PWR. Decision

Perform Test 10 (page 1050). Use DMM measure voltage between Yes: Go to Step 23.
required).
Is voltage less than 0.5 volts? No: Repair short to PWR
FMI 11.
Step 23 Check INJ1 L circuit for short to PWR. Decision

required).
Is voltage less than 0.5 Volts? No: Repair short to PWR
FMI 11.

required).
FMI 11.

required).
FMI 11.

Perform Test 14 (page 1054). Use DMM measure voltage between Yes: Repair short to PWR
Breakout Box pin E2-04 and known good GND (wiggle test may be between ECM pin E2-13 and
required). fuel injector 3. After repairs are
FMI 11.
FMI 11.

Pin-Point Test
Figure 323 Fuel Injector Circuit Diagram
Tools Required
Test 1
A. Key OFF.
B. Disconnect fuel injector 1 wiring terminals.
C. Connect Breakout Harness 00-01468-00 to 180-pin Breakout Box 00-00956-08.
D. Connect Breakout Harness 00-01468-00 to vehicle harness and leave ECM disconnected.
Test 2
A. Key OFF.
Test 3
A. Key OFF.
Test 4
A. Key OFF.
Test 5
A. Key OFF.
Test 6
A. Key OFF.
Test 7
A. Key OFF.
Test 8
A. Key OFF.
Test 9
A. Key OFF.
Test 10
A. Key OFF.
E. Key-On Engine-Off (KOEO).
Test 11
A. Key OFF.
E. KOEO.
Test 12
A. Key OFF.
E. KOEO.
Test 13
A. Key OFF.
E. KOEO.
Test 14
A. Key OFF.
E. KOEO.
SPN 2798 FMI 11 - Injector Control Group 2 Short Circuit (INJ 4, 5, 6)
Fault Overview
Fault codes sets Engine Control Module (ECM) detects a short in fuel injector 4, 5, or 6 circuit.
Lamp Reaction
Associated Faults
(INJ) (INJ) (INJ)
Fault Facts
None.

Continuous.
Possible Causes
• Fuel injector 4 shorted to engine brake housing


Step 2 Verify proper fuel injector wire terminal orientation. Decision

Remove upper valve cover and engine brake housing (see Engine Service Yes: Go to Step 3.
Manual). Verify fuel injector terminals are installed parallel so they do not
short to ground on the engine brake housings or other components.
Are fuel injector wire terminals oriented correctly and Not contacting the No: Adjust connections so fuel
engine brake housing? injectors wire terminals will
not contact the engine brake
housing. After repairs are
FMI 11.

C. Use Digital Multimeter (DMM) measure resistance across fuel
injector 4 H and L terminals.

terminals.

terminals.

and GND.

and GND.

and GND.

and GND.

and GND.

and GND.
Step 12 Inspect connections at Engine Control Module (ECM) E2 Decision

connector.
C. Check ECM E2 and connector terminals for: damaged or pinched
Are ECM E2 connector, harness, and terminals clean and undamaged? No: Repair connector, harness,
SPN 2798 FMI 11.




required).
FMI 11.

required).
FMI 11.

required).
FMI 11.

required).
FMI 11.

required).
FMI 11.

required).
FMI 11.

required).
FMI 11.

required).
FMI 11.

required).
FMI 11.

required).
FMI 11.

Perform Test 14 (page 1078). Use DMM measure voltage between Yes: Repair short to PWR
Breakout Box pin E2-01 and known good GND (wiggle test may be between ECM pin E2-16 and
required). fuel injector 6. After repairs are
FMI 11.
FMI 11.

Figure 338 Fuel Injector Circuit Diagram
Tools Required
Test 1
A. Key OFF.
Test 2
A. Key OFF.
Test 3
A. Key OFF.
Test 4
A. Key OFF.
Test 5
A. Key OFF.
Test 6
A. Key OFF.
Test 7
A. Key OFF.
Test 8
A. Key OFF.
Test 9
A. Key OFF.
Test 10
A. Key OFF.
E. KOEO.
Test 11
A. Key OFF.
E. KOEO.
Test 12
A. Key OFF.
E. KOEO.
Test 13
A. Key OFF.
E. KOEO.
Test 14
A. Key OFF.
E. KOEO.
J1939 Data Link Communications

Overview of J1939 Sensor Group
SPN FMI Actions

560 19 Transmission Driveline Engaged not detected on J1939 (page 1081)
639 14 J1939 Data Link Error (ECM unable to transmit) (page 1084)
639 19 J1939 Data Link Error (ECM unable to transmit or receive) (page 1089)
Overview
Public J1939 circuit provides a communication path between Engine Control Module (ECM), and other vehicle
Controller Area Network (CAN) nodes. Circuit contains two 120-ohm terminating resistors. One resistor will be
located inside cab, and one will be located outside cab. Wiring for Public J1939 circuit consists of a shielded
twisted pair wire where one wire is CAN-H, and other is CAN-L.
SPN 560 FMI 19 - Transmission Driveline Engaged Not Detected on J1939
Fault Overview
Fault code sets when Engine Control Module (ECM) can not detect transmission driveline engaged status on
J1939.
Lamp Reaction
No lamp
Associated Faults
None.
Fault Facts
None.

Continuous
Possible Causes
• Transmission Control Module (TCM) communication fault
• Body Controller communication fault
• Transmission driveline engaged switch or circuit fault
Step 1 Verify Transmission Control Module (TCM) is communicating. Decision

Use Electronic Service Tool (EST) with ServiceMaxx™ software, check Yes: Diagnose Transmission
that TCM is listed in Sniffer Section of ServiceMaxx™ Default Session. Driveline engaged switch or
circuit fault (see appropriate
Transmission/Truck Service
Manual). After repairs are
completed, retest for SPN 560
FMI 19.
Is TCM listed? No: Diagnose Transmission
PWR or J1939 CAN circuit
failures (see appropriate
Transmission/Truck Service
Manual) After Repairs are
completed, retest for SPN 560
FMI 19.

SPN 639 FMI 14 - J1939 Data Link Error (ECM Unable to Transmit)
Fault Overview
Fault code sets when Engine Control Module (ECM) detects public J1939 Controller Area Network (CAN) bus
circuit impedance is greater than or equal to 0.5 ohms.
Lamp Reaction
Associated Faults
None
Fault Facts
None

Continuous
Possible Causes
• Public CAN-H or CAN-L circuit fault
• Failed terminating resistor(s)
• Failed PWR or GND circuit to ECM
Step 1 Determine if Engine Control Module (ECM) can communicate Decision

with Electronic Service Tool (EST).
Is ECM able to communicate with EST? No: Go to Step 3.

Use EST with ServiceMaxx™ software, check Diagnostic Trouble Codes Yes: Go to Step 3.
(DTC) list for SPN 639 FMI 14.
14.
Step 3 Check for failed PWR circuit to ECM. Decision

Harness 00-01467-00 pins C1-01, C1-03, C1-05, C1-17, C1-19, and
C2-01 and known good GND.
Is voltage at ALL PWR circuits B+ ± 0.5 volts? No: Repair failed PWR circuit
to ECM. After repairs are
FMI 14.
Step 4 Check for failed GND circuit to ECM. Decision

00-01467-00 pins C1-02, C1-04, C1-06, and C2-02 and B+.
Is voltage at ALL GND circuits B+ ± 0.5 volts? No: Repair failed GND circuit
FMI 14.
Step 5 Check CAN-H and CAN-L circuit voltage. Decision

00-01467-00 pin C1-34 and a known good GND, and C1-47 and
known good GND.
Is voltage 3 ± 1 volt on both circuits? No: Repair Open, short to
GND, or short to PWR on
CAN-H or CAN-L circuit. After
for SPN 639 FMI 14.
Step 6 Determine if CAN-H circuit is shorted to CAN-L circuit. Decision

B. Use DMM, measure resistance from Breakout Harness 00-01467-00
pin CAN-H C1-34 to CAN-L C1-47.
CAN-H and CAN-L, or remove
extra terminating resistor that
has been added. After repairs
639 FMI 14.
Step 7 Check for failed terminating resistor. Decision

A. Perform Test 4 (page 1087). Yes: Repair Open circuit(s)
between ECM and other
modules on J1939 CAN bus.
Is resistance greater than 65 ohms? No: Repair failed terminating
resistor(s) or open between
ECM and terminating
resistors. After repairs
639 FMI 14.


Tools Required
Test 1
A. Key OFF.
B. Disconnect ECM C1 and C2 connectors.
D. Connect Breakout Harness 00-01467-00 to engine harness and leave ECM C1 and C2 connectors
disconnected.
E. Key ON.
Test 2
A. Key OFF.
disconnected.
E. Key ON.
Test 3
A. Key OFF.
B. Disconnect ECM C1 connector.
disconnected.
E. Key ON.
Figure 356 CAN-H and CAN-L Circuit Check
Test 4
A. Key OFF.
B. Disconnect Engine Control Module (ECM) C1 connector.
SPN 639 FMI 19 - J1939 Data Link Error (ECM unable to transmit or receive)
Fault Overview
Fault code sets when Engine Control Module (ECM) detects public J1939 Controller Area Network (CAN) bus
circuit impedance is less than or equal to 0.5 ohms.
Lamp Reaction
Associated Faults
None
Fault Facts
None

Continuous
Possible Causes
• Public CAN-H or CAN-L circuit fault
• Failed terminating resistor(s)
• Failed PWR or GND circuit to ECM
Step 1 Determine if Engine Control Module (ECM) can communicate Decision

with Electronic Service Tool (EST).
Was communication established with ECM use EST with ServiceMaxx™ No: Go to Step 3.
software?

Use EST with ServiceMaxx™ software, check Diagnostic Trouble Codes Yes: Go to Step 3.
19.
Step 3 Check for failed PWR circuit to ECM. Decision

Harness 00-01467-00 pins C1-01, C1-03, C1-05, C1-17, C1-19, and
C2-01 and known good GND.
Is voltage at ALL PWR circuits B+ ± 0.5 volts? No: Repair failed PWR circuit
FMI 19.
Step 4 Check for failed GND circuit to ECM. Decision

00-01467-00 pins C1-02, C1-04, C1-06, and C2-02 and B+.
Is voltage at ALL GND circuits B+ ± 0.5 volts? No: Repair failed GND circuit
FMI 19.
Step 5 Check CAN-H and CAN-L circuit voltage. Decision

00-01467-00 pin C1-34 and known good GND, and C1-47 and
known good GND.
Is voltage 3 ± 1 volt on both circuits? No: Repair Open, short to
GND, or short to PWR on
CAN-H or CAN-L circuit. After
for SPN 639 FMI 19.
Step 6 Determine if CAN-H circuit is shorted to CAN-L circuit. Decision

CAN-H and CAN-L, or remove
extra terminating resistor that
has been added. After repairs
639 FMI 19.
Step 7 Check for failed terminating resistor. Decision

A. Perform Test 4 (page 1092). Yes: Repair Open circuit(s)
between ECM and other
modules on J1939 CAN bus.
Is resistance greater than 65 ohms? No: Repair failed terminating
resistor(s) or open between
ECM and terminating
resistors. After repairs
639 FMI 19.


Tools Required
Test 1
A. Key OFF.
disconnected.
E. Key ON.
Test 2
A. Key OFF.
disconnected.
E. Key ON.
Test 3
A. Key OFF.
disconnected.
E. Key ON.
Figure 360 CAN-H and CAN-L Circuit Check
Test 4
A. Key OFF.
B. Disconnect Engine Control Module (ECM) C1 connector.
MIL (Malfunction Indicator Lamp) Sensor

Overview of MIL Sensor
SPN FMI Condition

1213 3 MIL circuit short to PWR (page 1095)
1213 4 MIL circuit short to GND (page 1098)
1213 5 MIL open load/circuit (page 1101)
Overview
Malfunction Indicator Lamp (MIL) illuminates when Heavy-Duty On-Board Diagnostics (HD-OBD) system detects
a malfunction related to emissions control system. Illuminated MIL indicates vehicle needs to be serviced at first
convenient opportunity. Lamp may remain active after repair until system operation confirms repair.
Tools Required
• 2010 MaxxForce™ 11 & 13 Harness Kit 00-01462-00
SPN 1213 FMI 3 - MIL Circuit Short to PWR
Fault Overview
Fault code sets when Engine Control Module (ECM) detects hard-wired Malfunction Indicator Lamp (MIL) is
shorted to PWR.
Lamp Reaction
Associated Faults
None
Fault Facts
None

Continuous
Possible Causes
• MIL circuit short to PWR

Step 2 Identify vehicle Decision

Identify vehicle model type and year. Yes: Go to Step 4.
Is a PayStar or 9900 vehicle being diagnosed? No: Go to Step 3

A. Connect Electronic Service Tool (EST) with ServiceMaxx™ software Yes: Diagnostics Complete.
to vehicle Diagnostic Connector (page 1402). Retest for SPN 1213 FMI 3.
C. Select > Sessions > Programming > Feature Options.
For ProStar, LoneStar, TranStar, and WorkStar; Is PP 99182 set to No: Go to iKNow article
Diagnostics Disabled? IK1200717.
Step 4 Check Malfunction Indicator Lamp (MIL) operation. Decision

Monitor MIL status with: Yes: Repair short to PWR
• Key OFF and Engine Control Module (ECM) powered down.
and MIL. After repairs are
• Key ON and ECM powered up. complete, retest for SPN 1213
FMI 3.
Is MIL ON with key OFF, and OFF with key ON? No: Go to Step 5.
Step 5 Check MIL circuit for short to PWR. Decision

Breakout Box 00-00956-08 pin C1-57 and B+. for SPN 1213 FMI 3.
Is resistance greater than 1,000 ohms? No: Repair short to PWR
FMI 3.


Tools Required
Figure 361 MIL Circuit Check
Test 1
A. Key OFF
D. Connect Breakout Harness 00-01467-00 between ECM and chassis harness.
SPN 1213 FMI 4 - MIL Circuit Short to GND
Fault Overview
Fault code sets when Engine Control Module (ECM) detects hard-wired Malfunction Indicator Lamp (MIL) is
shorted to GND.
Lamp Reaction
Associated Faults
None
Fault Facts
None

Continuous
Possible Causes
• MIL circuit short to GND



Step 4 Check Malfunction Indicator Lamp (MIL) operation. Decision

Monitor MIL status with Key ON and Engine Control Module (ECM) powered Yes: Repair short to GND
up. between ECM pin C1-57
FMI 4.
Is MIL illuminated with key ON? No: Go to Step 5.
Step 5 Check MIL circuit for short to PWR. Decision

Breakout Box 00-00956-08 pin C1-57 and known good GND. for SPN 1213 FMI 4.
FMI 4.


Tools Required
Test 1
A. Key OFF
D. Connect Breakout Harness 00-01467-00 between ECM and chassis harness.
SPN 1213 FMI 5 - MIL Open Load / Circuit
Fault Overview
Fault code sets when Engine Control Module (ECM) detects hard-wired Malfunction Indicator Lamp (MIL) circuit
is Open.
Lamp Reaction
Associated Faults
None
Fault Facts
None

Continuous
Possible Causes
• MIL circuit Open
• Failed MIL bulb
• B+ Open or short to GND to instrument cluster



Step 4 Check MIL circuit for Open. Decision

Perform Test 1 (page 1103). Use DMM, measure voltage from connector Yes: Go to Step 5.
423M pin-13 and known good GND.
ECM pin C1-57 and connector
423M pin-13. After repairs
1213 FMI 5.
Step 5 Check for B+ to instrument cluster. Decision

Perform Test 2 (page 1103). Use DMM, measure voltage from connector Yes: Replace MIL bulb. After
423M pin-3 and known good GND. repairs are complete, retest
for SPN 1213 FMI 5.
Is voltage within B+ ± 0.5 volts? No: Repair Open or short
to GND in B+ circuit to
instrument cluster. After
for SPN 1213 FMI 5.


See PayStar Electrical Circuit Diagrams with MaxxForce® 11/13, 15L, MaxxForce® 11 and 13, or ISX15 Engines
Manual 0000002441 for additional circuit information.
Tools Required
• Engine Terminal Test Kit ZTSE4435C
Test 1
A. Remove Left Side Cluster #2 from dashboard.
B. Key OFF.
C. Disconnect Left Side Cluster #2 connector 423M.
D. Use Engine Terminal Test Kit ZTSE4435C, insert proper terminal into connector 423M pin-13.
E. Key ON.
Figure 364 Power Supply Circuit Check
Test 2
A. Remove Left Side Cluster #2 from dashboard.
B. Key OFF.
C. Disconnect Left Side Cluster #2 connector 423M.
D. Use Engine Terminal Test Kit ZTSE4435C, insert proper terminal into connector 423M pin-3.
E. Key ON.
O2S (Oxygen Sensor)

Overview of O2S Sensor Group
SPN FMI Actions

724 2 O2S Slow response detected fueling to non-fueling (page 1106)
724 3 O2S Circuit Fault: Open or short to PWR (page 1108)
724 4 O2S Circuit Fault: Short to GND (page 1114)
724 5 O2S Circuit Fault: Open circuit (page 1122)
724 20 O2S adaptation above maximum limit (page 1129)
724 21 O2S adaptation below minimum limit (page 1132)
3223 0 O2S heater temperature above maximum (page 1135)
3223 1 O2S heater temperature below minimum (page 1139)
3223 3 O2S heater short to PWR (page 1146)
3223 4 O2S heater short to GND (page 1152)
3223 5 O2S heater open load/circuit (page 1158)
3223 17 O2S heater temperature below minimum at low battery PWR (page 1165)
Overview
Oxygen Sensor (O2S) is a wide-band oxygen sensor used to control engine fueling and provide input for Exhaust
Gas Recirculation (EGR) valve position. O2S is a six-wire sensor that provides a variable voltage signal to
Engine Control Module (ECM) to determine amount of oxygen entering exhaust system. A heating element is
used during initial engine warm-up to bring sensor up to a normal operating temperature of 1,436°F (780°C).
O2S heater element is only activated when engine coolant temperature reaches 104°F (40°C), and exhaust gas
temperature exceeds 212°F (100°C) for more than 30 seconds.
Oxygen sensor (O2S) heater element is designed to increase sensor temperature. O2S heater is supplied with
battery voltage from ECM PWR Out 1 through pin 4 of O2S connector. O2S heater is active when Engine Control
Module (ECM) supplies ground to O2S Heater CTL circuit through ECM connector 1 pin 46.
Figure 365 Oxygen Sensor Location

1. Oxygen Sensor (O2S)
engine surfaces.
Figure 366 O2 Sensor Parameters

SPN 724 FMI 2 - O2S Slow response detected fueling to non-fueling
Fault Overview
Fault code sets when Engine Control Module (ECM) detects slow response time in Oxygen Sensor (O2S) signal.
Lamp Reaction
Associated Faults
SPN 724 FMI 3, 4, and 5 SPN 731 (EWPS) SPN 1322 - 28 FMI 31
(O2S) (CYL Balance)
Fault Facts
None

Road Test
Possible Causes
• ECM calibration out of date
• O2S calibration needed
• Failed O2S
Step 1 Check for Associated Fault codes. Decision

Using Electronic Service Tool (EST) with ServiceMaxx™ software, check Diagnostic Yes: Go to step 2.
Trouble Code (DTC) list for Associated Faults (page 1106).
Is DTC list free of Associated Faults? No: Repair Associated
Faults codes. After
retest for SPN 724
FMI 2.
Step 2 Obtain vehicle health report and check for current Engine Control Decision
Module (ECM) calibration.
Perform Obtain Vehicle Health Report. Yes: Go to step 3.
Is ECM calibration current? No: Update ECM
calibration. After
update is complete, go
to step 3.
Step 3 Check O2S adaptation value. Decision

Using EST with ServiceMaxx™ software, load parameter session. Find parameter Yes: Go to step 4.
ID 99162 : Lambda sensor adaptation value, and document value.
Is adaptation value > 0.045? No: End diagnostics, r
etest for SPN 724 FMI
2.
Step 4 Perform O2 Sensor Calibration and recheck O2S adaption value. Decision
Perform O2 Sensor Calibration (page 1399). After O2S calibration is complete, Yes: Replace O2S.
using EST with ServiceMaxx™ software, load parameter session. Find parameter Perform O2 Sensor
ID 99162 : Lambda sensor adaptation value, and document value. Calibration (page
for SPN 724 FMI 2 .
Is the adaptation value > 0.045? No: End diagnostics,
retest for SPN 724
FMI 2.

SPN 724 FMI 3 - O2S Circuit Fault: Open or short to PWR
Fault Overview
Fault code sets when Engine Control Module (ECM) detects O2S circuits are short to PWR.
Lamp Reaction
Associated Faults
None
Fault Facts
None

Road Test
Possible Causes
• PUMPCUR circuit short to PWR
• TRIMRES circuit short to PWR
• NVOLT circuit short to PWR
• VIRGND circuit short to PWR
• Failed O2S

Using Electronic Service Tool (EST) with ServiceMaxx™ software, check Diagnostic Yes: Got to step 2.
Trouble Code (DTC) list for SPN 724 FMI 3.
Is SPN 724 FMI 3 active or pending? No: Go to Intermittent
or Inactive Fault
Diagnostic Procedure
(page 1401).
Step 2 Inspect connections at Oxygen Sensor (O2S) connector. Decision

B. Disconnect O2S connector.
C. Check O2S and connector terminals for: damaged or pinched wires;
connector housing.
Are O2S connector, harness, and terminals clean and undamaged? No: Repair connector,
for SPN 724 FMI 3.
Step 3 Check PUMPCUR circuit for short to PWR. Decision

Perform Test 1 (page 1111). Use Digital Multimeter (DMM) to measure voltage Yes: Go to step 4.
between Breakout Harness ZTSE4735A pin-1 and known good GND.
Is voltage within 2.9 ± 0.25 volts? No: Repair short to
PWR between O2S
pin-1 and ECM pin
C1-52. After repairs
for SPN 724 FMI 3.
Step 4 Check VIRGND circuit for short to PWR. Decision

Perform Test 2 (page 1111). Use DMM to measure voltage between Breakout Yes: Go to step 5.
Harness ZTSE4735A pin-2 and known good GND.
PWR between O2S
pin-2 and ECM pin
for SPN 724 FMI 3.
Step 5 Check TRIMRES circuit for short to PWR. Decision

Perform Test 3 (page 1112). Use DMM to measure voltage between Breakout Yes: Go to step 6.
PWR between O2S
pin-5 and ECM pin
for SPN 724 FMI 3.
Step 6 Check NVOLT circuit for short to PWR. Decision

Perform Test 4 (page 1112). Use DMM to measure voltage between Breakout Yes: Replace the
Harness ZTSE4735A pin-6 and known good GND. O2S. After repairs are
SPN 724 FMI 3.
Is voltage within 3 ± 0.25 volts? No: Repair short to
PWR between O2S
pin-6 and ECM pin
for SPN 724 FMI 3.


Tools Required
Figure 367 PUMPCUR Circuit Check
Test 1
A. Key OFF.
B. Connect Breakout Harness ZTSE4735A to engine harness and leave Oxygen Sensor (O2S)
disconnected.
C. Key ON.
Figure 368 VIRGND Circuit Check

Test 2
A. Key OFF.
disconnected.
C. Key ON.
Figure 369 TRIMRES Circuit Check
Test 3
A. Key OFF.
disconnected.
C. Key ON.
Figure 370 NVOLT Circuit Check

Test 4
A. Key OFF.
disconnected.
C. Key ON.
SPN 724 FMI 4 - O2S Circuit Fault: Short to GND
Fault Overview
Fault code sets when Engine Control Module (ECM) detects O2S circuits are short to GND.
Lamp Reaction
Associated Faults
None
Fault Facts
None

Road Test
Possible Causes
• PUMPCUR circuit short to GND
• TRIMRES circuit short to GND
• NVOLT circuit short to GND
• VIRGND circuit short to GND
• Failed O2S

Use Electronic Service Tool (EST) with ServiceMaxx™ software, check Diagnostic Yes: Got to step 2.
or Inactive Fault
(page 1401).

connector housing.
for SPN 724 FMI 4.
Step 3 Check PUMPCUR circuit for short to GND. Decision

Perform Test 1 (page 1118). Use Digital Multimeter (DMM) to measure resistance Yes: Go to step 4.
GND between O2S
pin-1 and ECM pin
for SPN 724 FMI 4.
Step 4 Check VIRGND circuit for short to GND. Decision

GND between O2S
pin-2 and ECM pin
for SPN 724 FMI 4.
Step 5 Check TRIMRES circuit for short to GND. Decision

GND between O2S
pin-5 and ECM pin
for SPN 724 FMI 4.
Step 6 Check NVOLT circuit for short to GND. Decision

Perform Test 4 (page 1121). Use Digital Multimeter (DMM) to measure resistance Yes: Replace O2S.
between Breakout Harness ZTSE4735A pin-6 and known good GND. After repairs are
SPN 724 FMI 4.
GND between O2S
pin-6 and ECM pin
for SPN 724 FMI 4.


Tools Required
Test 1
A. Key OFF.
disconnected.
Test 2
A. Key OFF.
disconnected.
Test 3
A. Key OFF.
disconnected.
Test 4
A. Key OFF.
disconnected.
SPN 724 FMI 5 - O2S Circuit Fault: Open circuit
Fault Overview
Fault code sets when Engine Control Module (ECM) detects one or more O2S circuits are Open.
Lamp Reaction
Associated Faults
None
Fault Facts
None

Road Test
Possible Causes
• PUMPCUR circuit Open
• TRIMRES circuit Open
• NVOLT circuit Open
• VIRGND circuit Open
• Failed O2S

Use Electronic Service Tool (EST) with ServiceMaxx™ software, check Yes: Got to Step 2.

C. Check O2S and connector terminals for: damaged or pinched
Are O2S connector, harness, and terminals clean and undamaged? No: Repair connector, harness,
SPN 724 FMI 5.
Step 3 Check PUMPCUR circuit for Open. Decision

Perform Test 1 (page 1126). Use Digital Multimeter (DMM); measure Yes: Go to step 4.
voltage between Breakout Harness ZTSE4735A pin-1 and known good
GND.
O2S pin-1 and ECM pin C1-52.
Step 4 Check VIRGND circuit for Open. Decision

Perform Test 2 (page 1126). Use DMM; measure voltage between Yes: Go to step 5.
Breakout Harness ZTSE4735A pin-2 and known good GND.
Step 5 Check TRIMRES circuit for Open. Decision

Perform Test 3 (page 1127). Use DMM; measure voltage between Breakout Yes: Go to step 6.
Step 6 Check NVOLT circuit for Open. Decision

Perform Test 4 (page 1128). Use DMM; measure voltage between Breakout Yes: Replace O2S. After
Harness ZTSE4735A pin-6 and known good GND. repairs are complete, retest for
SPN 724 FMI 5.


Tools Required
Test 1
A. Key OFF.
B. Disconnect Oxygen (O2S) Sensor.
C. Connect Breakout Harness ZTSE4735A to engine harness and leave O2S disconnected.
D. Key ON.
Test 2
A. Key OFF.
B. Disconnect O2S.
D. Key ON.

Test 3
A. Key OFF.
B. Disconnect O2S.
D. Key ON.
Test 4
A. Key OFF.
B. Disconnect O2S.
D. Key ON.
SPN 724 FMI 20 - O2S adaptation above maximum limit
Fault Overview
Fault code sets when learned Oxygen Sensor (O2S) adaptation value exceeds 1.2 correction factor.
Lamp Reaction
Associated Faults
SPN 724 FMI 3, 4, and 5

(O2S)
Fault Facts
None

Road Test.
Possible Causes
• Oxygen Sensor contamination
• Failed oxygen sensor
Step 1 Verify ECM has latest calibration. Decision

Check calibration scorecard on Service Portal. Yes: Go to step 2.
Is calibration current? No: Update
calibration. After
to step 2.
Step 2 Check Oxygen Sensor (O2S) sensor adaptation value. Decision

Perform O2 Sensor Calibration(page 1399) procedure. Yes: Go to step 3.
After O2 Sensor Calibration procedure is complete, check O2 sensor adaptation
value.
A. Use Electronic Service Tool (EST) with ServiceMaxx™ software, load the
parameter session.
B. Find parameter ID 99162 : Lambda sensor adaptation value, and document
the value.
Is the adaptation value greater than 0.045? No: Clear fault. After
retest for SPN 724
FMI 20.

Replace Oxygen Sensor (O2S), and then perform O2 Sensor Calibration(page Yes: Verify steps
1399) procedure. were performed in
proper sequence and
After O2 Sensor Calibration procedure is complete, check O2 sensor adaptation
value.
Notify supervisor if
A. Use Electronic Service Tool (EST) with ServiceMaxx™ software, load the fault remains.
parameter session.
B. Find parameter ID 99162: Lambda sensor adaptation value, and document
the value.
Is the adaptation value greater than 0.045? No: Go to Step 4.
Step 4 Reset relevant ECM parameters in ServiceMaxx™ software. Decision

Not all calibrations have all parameters available. Yes: Clear fault. After
Use EST, load the parameter session.
retest for SPN 724
• Set parameters 99520, 99530, and 99540 to 0. FMI 20.
• Set parameter 99550 to 780°C.
Were parameters programmed successfully? No: Verify steps
were performed in
proper sequence and
fault remains.

SPN 724 FMI 21 - O2S adaptation below minimum limit
Fault Overview
Fault code sets when learned Oxygen Sensor (O2S) adaptation value is less than 0.95 correction factor.
Lamp Reaction
Associated Faults
• SPN 724 FMI 3, 4, and • SPN 5541 (TC1TOP)

5 (O2S)
Fault Facts
None

Road Test.
Possible Causes
• Air leak in EBPV system
• Failed oxygen sensor

Check calibration scorecard on Service Portal. Yes: Go to step 2.
Is calibration current? No: Update
calibration. After
to step 2.

Use Electronic Service Tool (EST) with ServiceMaxx™ software, check Diagnostic Yes: Go to step 3.
Faults. After repairs
for SPN 724 FMI 21.

Use Electronic Service Tool (EST) with ServiceMaxx™ software, load the Yes: Go to step 4.
parameter session. Find parameter ID 99162: Lambda sensor adaptation value,
and document the value.
Is the adaptation value greater than 0.045? No: Clear fault. After
retest for SPN 724
FMI 21.
Step 4 Check value of parameter 99162. Decision

A. Run Relative Compression Test(page 1423) to add oxygen to exhaust. Yes: Replace Oxygen
Sensor (O2S) and
B. Connect battery charger.
perform O2 Sensor
C. Run O2 Sensor Calibration(page 1399), without removing O2S sensor. Calibration(page
D. Check value of parameter 99162: Lambda sensor adaptation value.
are complete, go to
step 5.
Is adaptation value greater than 0.045? No: Clear fault. After
retest for SPN 724
FMI 21.
Step 5 Check value of parameter 99162 after O2S replacement. Decision

A. Connect battery charger. Yes: Verify steps
were performed in
B. Run O2 Sensor Calibration(page 1399), without removing O2S sensor.
proper sequence and
C. Check value of parameter 99162: Lambda sensor adaptation value completed correctly.
fault remains.
Is adaptation value greater than 0.045? No: Go to step 6.

Reset relevant ECM parameters in ServiceMaxx™ software. Yes: Clear fault. After
Not all calibrations have all parameters available.
retest for SPN 724
Use EST, load the parameter session. FMI 21.
• Set parameters 99520, 99530, and 99540 to 0.
• Set parameter 99550 to 780°C.
Were parameters programmed successfully? No: Verify steps
were performed in
proper sequence and
fault remains.

SPN 3223 FMI 0 - O2S Heater Temperature Above Maximum
Fault Overview
Fault code sets when Engine Control Module (ECM) detects Oxygen Sensor (O2S) temperature is greater than
1472°F (800°C).
Lamp Reaction
Associated Faults
None.
Fault Facts
None.

Road Test.
Possible Causes
• O2S circuit short to GND
• Failed O2S

A. Key OFF. Yes: Go to step 2
Step 2 Check Heater control circuit for short to ground. Decision

Perform Test 1 (page 1137). Use Digital Multimeter (DMM), measure Yes: Replace Oxygen Sensor.
resistance between Breakout Harness ZTSE4735A pin-3 and known good After repairs are complete
GND. retest for SPN 3223 FMI 0.
Is resistance greater than 1,000 ohms? No: Repair short to ground
between O2S pin 3 and ECM
FMI 0.

Figure 379 O2S circuit diagram
Tools Required
Figure 380 O2S Heater Circuit Check
Test 1
A. Key OFF.
B. Connect Breakout Harness ZTSE4735A between vehicle harness and Oxygen Sensor (O2S),
leave O2S disconnected
SPN 3223 FMI 1 - O2S Heater Temperature Below Minimum
Fault Overview
Fault code sets when Engine Control Module (ECM) detects Oxygen Sensor (O2S) heater temperature is below
minimum temperature.
Lamp Reaction
Associated Faults
• SPN 3223 FMI 3, 4, and • SPN 3597 FMI 4 (ECM)

5 (O2S Heater)
Fault Facts
None

Road Test
Possible Causes
• ECM PWR OUT 1 circuit Open or high resistance
• O2 Heater GND circuit Open or high resistance

for SPN 3223 FMI 1.

or Inactive Fault
(page 1401).

connector housing.
for SPN 3223 FMI 1.
NOTE: Verify charging system is charging at specified voltage.
Step 4 Check ECM PWR OUT 1 circuit for Open or high resistance. Decision
Perform Test 1 (page 1144). Use Digital Multimeter (DMM), measure voltage Yes: Go to step 5.
between Breakout Harness ZTSE4735A pin-4 and a known good GND.
Is voltage B+ ± 0.5 volts? No: Repair Open
or high resistance
between O2S pin-4
and ECM pin C1–33.
After repairs are
SPN 3223 FMI 1.
Step 5 Check O2 Heater GND circuit for Open or high resistance. Decision
Perform Test 2 (page 1145). Use Digital Multimeter (DMM), measure voltage Yes: Replace O2S.
between Breakout Harness ZTSE4735A pin-3 and a known good GND. After repairs are
SPN 3223 FMI 1.
Is voltage 4.8 volts ± 0.25 volts? No: Repair Open
or high resistance
between O2S pin-3
and ECM pin C1–46.
After repairs are
SPN 3223 FMI 1.


Tools Required
Test 1
A. Key OFF.
disconnected.
C. Key ON
Figure 382 O2 Heater GND Circuit Check
Test 2
A. Key OFF.
disconnected.
C. Key ON
SPN 3223 FMI 3 - O2S Heater Short to PWR
Fault Overview
Fault code sets when Engine Control Module (ECM) detects Oxygen Sensor (O2S) heater circuit current is
greater than 350 micro amps.
Lamp Reaction
Associated Faults
None
Fault Facts
None

Continuous
Possible Causes
• O2 Heater GND circuit short to PWR

or Inactive Fault
(page 1401).

connector housing.
for SPN 3223 FMI 3.
Is voltage B+ ± 0.5 volts? No: Repair Open or
short to GND between
O2S pin-4 and ECM
pin C1–33. After
retest for SPN 3223
FMI 3.
Step 4 Check O2 Heater GND circuit for short to PWR. Decision

Perform Test 2 (page 1151). Use Digital Multimeter (DMM), measure voltage Yes: Replace O2S.
SPN 3223 FMI 3.
Is voltage 4.8 volts ± 0.25 volts? No: Repair short to
PWR between O2S
pin-3 and ECM pin
C1–46. After repairs
for SPN 3223 FMI 3.


Tools Required
Test 1
A. Key OFF.
disconnected.
C. Key ON
Test 2
A. Key OFF.
disconnected.
C. Key ON.
SPN 3223 FMI 4 - O2S Heater Short to GND
Fault Overview
Fault code sets when Engine Control Module (ECM) detects Oxygen Sensor (O2S) heater circuit current is less
than –350 micro amps.
Lamp Reaction
Associated Faults
• SPN 3597 FMI 4 (ECM)
Fault Facts

Continuous
Possible Causes
• O2 Heater GND circuit short to GND

for SPN 3223 FMI 4.

or Inactive Fault
(page 1401).

connector housing.
for SPN 3223 FMI 4.
Is voltage B+ ± 0.5 volts? No: Repair Open or
short to GND between
O2S pin-4 and ECM
pin C1–33. After
retest for SPN 3223
FMI 4.
Step 5 Check O2 Heater GND circuit for short to GND. Decision

Perform Test 2 (page 1157). Use Digital Multimeter (DMM), measure resistance Yes: Replace O2S.
SPN 3223 FMI 4.
GND between O2S
pin-3 and ECM pin
C1–46. After repairs
for SPN 3223 FMI 4.


Tools Required
Test 1
A. Key OFF.
disconnected.
C. Key ON
Test 2
A. Key OFF.
disconnected.
SPN 3223 FMI 5 - O2S Heater Open Load / Circuit
Fault Overview
Fault code sets when Electronic Control Module (ECM) detects an Open circuit in the Oxygen Sensor (O2S)
heater.
Lamp Reaction
Associated Faults
• SPN 724 FMI 3, 4 (O2S) • SPN 3223 FMI 3, 4 • SPN 3597 FMI 4 (ECM
(O2S) PWR)
Fault Facts
None.

Continuous.
Possible Causes
• HTR CTL circuit short to GND
• ECM PWR OUT 1 circuit Open or high resistance
• HTR CTL circuit Open or high resistance
• Failed O2S

for SPN 3223 FMI 5.

A. Key OFF. Yes: Go to step 3
connector housing.
for SPN 3223 FMI 5.
Step 3 Inspect connections at Engine Control Module (ECM) C1 connector. Decision

C. Check ECM C1 and connector terminals for: damaged or pinched wires;
connector housing.
Are ECM C1 connector, harness, and terminals clean and undamaged? No: Repair connector,
for SPN 3223 FMI 5.
Step 4 Check for short to GND in the HTR CTL circuit. Decision
Perform Test 1 (page 1161). Use Digital Multimeter (DMM) measure voltage Yes: Go to step 4.
between ZTSE4735A pin-3 and pin-4.
Is voltage less than 5 volts? No: Repair short to
GND between O2S
pin-3 and ECM pin
for SPN 3223 FMI 5.
Step 5 Check for Open or high resistance in the HTR CTL circuit. Decision
Perform Test 2 (page 1162). Use DMM measure resistance between ZTSE4735A Yes: Go to step 4.
pin-3 and ECM pin C1-46.
Is resistance less than 5 ohms? No: Repair Open
between O2S pin-3 and
ECM pin C1-46. After
retest for SPN 3223
FMI 5.
Step 6 Check for Open or high resistance in the ECM PWR OUT 1 circuit. Decision
Perform Test 3 (page 1163). Use DMM, measure resistance between ZTSE4735A Yes: Replace O2S.
pin-4 and ECM pin C1-33. After repairs are
SPN 3223 FMI 5.
Is resistance less than 5 ohms? No: Repair Open
between O2S pin-4
And ECM pin C1-33.
After repairs are
SPN 3223 FMI 5.

Figure 387 O2S circuit diagram
Tools Required
Figure 388 O2S Circuit Check
Test 1
A. Key OFF.
B. Connect Breakout Harness ZTSE4735A to vehicle harness, and leave Oxygen Sensor (O2S)
disconnected.
C. Key ON.
Test 2
A. Key OFF.
B. Connect Breakout Box 00-00956-08 to Breakout Harness 00-01462-00
C. Connect Breakout Harness 00-01462-00 to vehicle harness and leave Engine Control Module
(ECM) disconnected.
D. Connect Breakout Harness ZTSE4735A to vehicle harness, and leave O2 disconnected.
Test 3
A. Key OFF.
B. Connect Breakout Box 00-00956-08 to Breakout Harness 00-01462-00
C. Connect Breakout Harness 00-01462-00 to vehicle harness and leave Engine Control Module
(ECM) disconnected.
D. Connect Breakout Harness ZTSE4735A to vehicle harness, and leave O2S disconnected.
SPN 3223 FMI 17 - O2S heater temperature below minimum at low battery PWR
Fault Overview
Fault code sets when Engine Control Module (ECM) detects battery voltage drops below 10 volts when Oxygen
Sensor (O2S) heater is commanded ON.
Lamp Reaction
No Lamp
Associated Faults
• SPN 158 FMI 17 (ECM • SPN 724 (O2S) • SPN 3223 FMI 3, 4, and • SPN 3597 FMI 4 (ECM)
PWR) 5 (O2S Heater)
Fault Facts
This fault indicates that while O2S heater was active, battery voltage dropped below 10 volts. This fault may not
be active when it arrives in shop. Ensure starting and charging system is working properly.

Road Test
Possible Causes
• Battery or charging system failure
• ECM PWR OUT 1 circuit failure

eye protection, have water supply available, ensure good ventilation, and be sure no flames or sparks
are present.
Step 2 Inspect batteries, charging system, and connections. Decision

Are batteries, charging system, and connections in good condition, tight, not No: Repair or replace
corroded, and is battery voltage within specification? batteries and/or charging
system components. After
for 3223 FMI 17.
Step 3 Check charging system voltage. Decision

Start engine. Use DMM, measure voltage between B+ and GND at batteries. Yes: Go to Step 4.
Is voltage greater than 10 Volts? No: Repair charging system.

Step 5 Check ECM PWR OUT 1 circuit. Decision

Perform Test 1 (page 1168). Use DMM, measure voltage between Breakout Yes: Replace O2S. After
Harness ZTSE4735A pin-4 and known good GND. repairs are complete, retest
Is voltage greater than 10 volts? No: Repair ECM PWR OUT
1 circuit between O2S pin-4
and ECM pin C1-33. After


Tools Required
Test 1
A. Key OFF.
B. Connect Breakout Harness ZTSE4735A between engine harness and Oxygen Sensor (O2S).
C. Key ON
RAPP (Remote Accelerator Pedal Position) Sensor

Overview of RAPP Sensor Group
SPN FMI Actions

974 3 Remote APP signal Out of Range HIGH (page 1170)
974 4 Remote APP signal Out of Range LOW (page 1176)
Overview
Remote Accelerator Pedal Position (RAPP) feature allows operator to set and maintain constant engine speed
from outside vehicle cab. This feature may also be know as Remote Engine Speed Control (RESC). Control
over engine speed is accomplished by using remote mounted switches to turn on RESC and select desired
engine speed.
SPN 974 FMI 3 - Remote APP Signal Out of Range HIGH
Fault Overview
Fault code sets when Engine Control Module (ECM) detects Remote Accelerator Pedal Position (RAPP) signal
is greater than expected.
Lamp Reaction
No Lamp.
Associated Faults
None.
Fault Facts
None.

Continuous.
Possible Causes
• RAPP circuit short to PWR
• Failed RAPP

Use Electronic Service Tool (EST) with ServiceMaxx™ software. Key ON, check Yes: Go to Step 2.
Is EST DTC list SPN 974 FMI 3 active or pending? No: Go to Intermittent
or Inactive Fault
(page 1401).
Step 2 Inspect connections at Body Builder connector 2. Decision

B. Disconnect Body Builder connector 2.
C. Check Body Builder connector 2 and connector terminals for: damaged
or pinched wires; moisture or corroded terminals; loose, bent, or broken
Are Body Builder connector 2 connector, harness, and terminals clean and No: Repair connector,
undamaged? harness, or terminal
for SPN 974 FMI 3.
Step 3 Check for short to PWR in RAPP circuit. Decision

Perform Test 1 (page 1174). Use DMM, measure voltage from pin-A to GND. Yes: Go to step 4.
Is voltage less than 5 volts? No: Repair short to
PWR between Engine
Control Module (ECM)
pin C1-13 and Body
Builder Connector 2
pin-A. After repairs are
SPN 974 FMI 3.

Perform Test 2 (page 1174). Monitor Remote Accelerator Pedal Position voltage Yes: Replace RAPP.
in ServiceMaxx™. After repairs are
SPN 974 FMI 3
Is Remote Accelerator Pedal Position approximately 0 volts? No: Repair Open
between ECM pin
C1-24 and Body
Builder Connector 2
pin-C. After repairs are
SPN 974 FMI 3.


Tools Required
• Breakout Harness ZTSE4435c
Figure 392 RAPP Circuit Check
Test 1
A. Key OFF.
C. Insert correct pin from Terminal Test Kit ZTSE4435C into Body Builder connector 2 pin-A.
D. Key ON.
Test 2
A. Key OFF.
D. Insert correct pin from Terminal Test Kit ZTSE4435C into Body Builder connector 2 pin-C.
E. Use Breakout Harness ZTSE4498, short Body Builder connector 2 pin-A to pin-C.
F. Connect Electronic Service Tool (EST) to vehicle Diagnostic Connector.
G. Key ON, log in to ServiceMaxx™ software.
SPN 974 FMI 4 - Remote APP Signal Out of Range LOW
Fault Overview
Fault code sets when Engine Control Module (ECM) detects Remote Accelerator Pedal Position (RAPP) signal
is less than expected.
Lamp Reaction
No Lamp.
Associated Faults
SPN 3512 (VREF 4)
Fault Facts
None.

Continuous.
Possible Causes
• RAPP circuit Open
• RAP circuit short to GND
• RAPP 5Vcircuit Open
• Failed RAPP

Use Electronic Service Tool (EST) with ServiceMaxx™ software, check for Yes: Go to Step 2.
associated faults (page 1176).
Is EST DTC list free of associated faults? No: Repair associated
faults. After repairs
for SPN 974 FMI 4.

Use EST with ServiceMaxx™ software. Key ON, check Diagnostic Trouble Codes Yes: Go to Step 3.
Is EST DTC list SPN 974 FMI 4 active or pending? No: Go to Intermittent
or Inactive Fault
(page 1401).
Step 3 Inspect connections at Body Builder connector 2. Decision

C. Check Body Builder connector 2 and connector terminals for: damaged
or pinched wires; moisture or corroded terminals; loose, bent, or broken
Are Body Builder connector 2 connector, harness, and terminals clean and No: Repair connector,
undamaged? harness, or terminal
for SPN 974 FMI 4.
Step 4 Check for Open in RAPP 5 volt circuit. Decision

Perform Test 1 (page 1180). Use the DMM, measure voltage from pin-B to GND. Yes: Go to step 5.
Is voltage between 5 ± 0.5 volts? No: Repair Open
between Engine
pin C1-37 and Body
Builder Connector 2
pin-B. After repairs are
SPN 974 FMI 4.
Step 5 Check for failed RAPP. Decision

Perform Test 2 (page 1180). Monitor Remote Accelerator Pedal Position voltage Yes: Replace RAPP.
in ServiceMaxx™. After repairs are
SPN 974 FMI 4.
Is Remote Accelerator Pedal Position approximately 5 ± 0.5 volts? No: Go to step 6.
Step 6 Check for Open in RAPP circuit. Decision

Perform Test 3 (page 1182). Use EST with ServiceMaxx™ software. Key ON, Yes: Repair short to
check Diagnostic Trouble Codes (DTC) list for SPN 3512 (VREF 4). GND between Engine
pin C1-13 and Body
Builder Connector 2
SPN 974 FMI 4.
Is EST DTC list SPN 3512 active or pending? No: Repair Open
between Engine
pin C1-13 and Body
Builder Connector 2
SPN 974 FMI 4.


Tools Required
• Breakout Harness ZTSE4435c
Test 1
A. Key OFF.
C. Insert correct pin from Terminal Test Kit ZTSE4435C into Body Builder connector 2 pin-B.
D. Key ON.
Test 2
A. Key OFF.
D. Insert correct pin from Terminal Test Kit ZTSE4435C into Body Builder connector 2 pin-B.
E. Use Breakout Harness ZTSE4498, short Body Builder connector 2 pin-A to pin-B.
Test 3
A. Key OFF.
D. Insert correct pin from Terminal Test Kit ZTSE4435C into Body Builder connector 2 pin-B.
E. Use Breakout Harness ZTSE4498, short Body Builder connector 2 pin-A to pin-B.
Service
Overview of Service Group
SPN FMI Condition

1378 31 Change Engine Oil Service Interval(page 1184)
SPN 1378 FMI 31 - Change Engine Oil Service Interval
Service Interval Messages Operation

Service interval messages are displayed on the instrument cluster message center and include engine oil and
fuel filter change reminders.
Change oil reminder can be programmed for kilometers, miles, hours or calculated fuel consumption. These
service interval limits may be adjusted at owner's discretion. Change engine oil message below odometer
illuminates after a preselected parameter is reached.
Lamp Reaction
None
Possible Causes
• Change oil and re-set interval counter
1. Set park brake
2. Key ON
3. Cruise ON
4. Cruise OFF
5. Cruise ON
6. Very rapidly push resume switch four times and then hold down on fifth time for four seconds.
7. "Change Oil" message should clear from odometer window.
8. Operation from time cruise is turned on for second time to fifth activation of resume switch must take place
within six seconds. If message fails to reset then repeat process.
TC1TOP (Turbocharger 1 Turbine Outlet Pressure) Sensor

Overview of TC1TOP Sensor
SPN FMI Condition

5541 2 TC1TOP signal erratic, intermittent, or incorrect (page 1186)
5541 3 TC1TOP signal Out of Range HIGH (page 1192)
5541 4 TC1TOP signal Out of Range LOW (page 1196)
5542 15 TC1TOP Above Desired (page 1200)
5542 17 TC1TOP Below Desired (page 1202)
Overview
Turbocharger 1 Turbine Outlet Pressure (TC1TOP) sensor is a variable capacitance sensor that monitors
exhaust back pressure. TC1TOP sensor measures back pressure in exhaust system between low-pressure
turbocharger and Exhaust Back Pressure Valve (EBPV). TC1TOP sensor is installed in Air Control Valve
(ACV), on right side of engine.
Figure 397 EBPV Actuator

1. Air Inlet Line to EBPV Actuator 2. EBPV Actuator Stop.
SPN 5541 FMI 2 - TC1TOP signal erratic, intermittent, or incorrect
Fault Overview
Fault code sets when Engine Control Module (ECM) detects difference between Turbocharger 1 Turbine Outlet
Pressure (TC1TOP) and Barometric (BARO) pressure is greater than or equal to 1.45 psi (10 kPa) after engine
has been shut down.
Lamp Reaction
Associated Faults
• SPN 108 (BARO) • SPN 3511 FMI 14 • SPN 5541 FMI 3 and 4
(VREF) (TC1TOP)
Fault Facts
None

Key Off
Possible Causes
• Plugged Turbocharger 1 Turbine Outlet Pressure (TC1TOP) sensor tube
• TC1TOP high resistance
• TC1TOP SIG GND high resistance
• Failed TC1TOP sensor


5541 FMI 2.
Step 3 Inspect connections at Turbocharger 1 Turbine Outlet Pressure Decision

(TC1TOP) connector.
B. Disconnect TC1TOP connector.
C. Check TC1TOP connector and connector terminals for: damaged
or pinched wires; wet or corroded terminals; loose, bent, or broken
Are TC1TOP connector, harness, and terminals clean and undamaged? No: Repair connector,
Step 4 Check TC1TOP circuit for high resistance. Decision

Perform Test 1 (page 1189). Use EST with ServiceMaxx™ software, Yes: Go to Step 5.
perform Continuous Monitor Test (page 1419). Monitor TC1TOP voltage.
Is voltage 5.0 volts ± 0.25 volts? No: Repair high resistance
TC1TOP pin-3. After repairs
5541 FMI 2.

Perform Test 2 (page 1190). Use EST with ServiceMaxx™ software, Yes: Go to Step 6.
perform Continuous Monitor Test (page 1419). Monitor TC1TOP voltage.
Is voltage 0 ± 0.25 volts? No: Repair high resistance
5541 FMI 2.
Step 6 Check for plugged Turbocharger 1 Turbine Outlet Decision

Pressure (TC1TOP) sensor tube.
Inspect sensor tube for blockage and ice build-up. Remove TC1TOP Yes: Replace TC1TOP
sensor tube from both TC1TOP sensor and turbocharger. Blow regulated sensor. After repairs are
compressed air through sensor tube. complete, retest for SPN 5541
FMI 2.
Does air flow freely through sensor tube? No: Replace TC1TOP sensor
tube. After repairs are
FMI 2.


Tools Required
Figure 398 TC1TOP Circuit Check
Test 1
A. Key OFF.
B. Connect Breakout Harness ZTSE6003 to engine harness and leave TC1TOP disconnected.
C. Use Breakout Harness ZTSE4498 short Breakout Harness ZTSE6003 pin-9 to pin-8
Test 1
A. Key OFF.
SPN 5541 FMI 3 - TC1TOP signal Out of Range HIGH
Fault Overview
Fault code sets when Engine Control Module (ECM) detects difference Turbocharger 1 Turbine Outlet Pressure
(TC1TOP) signal voltage is greater than 4.95 volts.
Lamp Reaction
Associated Faults
None
Fault Facts
None

Continuous
Possible Causes
• TC1TOP circuit short to PWR

check DTC list for SPN 5541 FMI 3.

(TC1TOP) connector.
Step 3 Check for short to PWR on TC1TOP circuit. Decision

B. Disconnect TC1TOP sensor.
Test (page 1419).
F. During test, monitor TC1TOP voltage with ServiceMaxx™ software.
Is voltage 0 volts ± 0.5 volts? No: Repair short to PWR
5541 FMI 3.

Perform Test 1 (page 1195). Use Digital Multimeter (DMM), measure voltage Yes: Replace TC1TOP
between Breakout Harness ZTSE6003 pin-10 and PWR. sensor. After repairs are
5541 FMI 3.
ECM pin E1-20 and TC1TOP
5541 FMI 3.


Tools Required
Test 2
A. Key OFF.
C. Key ON.
SPN 5541 FMI 4 - TC1TOP signal Out of Range LOW
Fault Overview
Fault code sets when Engine Control Module (ECM) detects difference Turbocharger 1 Turbine Outlet Pressure
(TC1TOP) signal voltage is lower than 0.05 volts.
Lamp Reaction
Associated Faults

3)
Possible Causes
• TC1TOP circuit Open
• TC1TOP circuit short to GND
• VREF3 circuit Open
• VREF3 circuit short to GND


5541 FMI 4.

(TC1TOP) connector.
Step 4 Check VREF 3 circuit for Open or short to GND. Decision

Is voltage 5.0 ± 0.25 volts? No: Repair Open or short to
GND between ECM pin E1-89
and TC1TOP pin-8. After
for SPN 5541 FMI 4.
Step 5 Check for failed TC1TOP sensor. Decision

Perform Test 2 (page 1199). Use EST with ServiceMaxx™ software, Yes: Replace TC1TOP
perform Continuous Monitor Test (page 1419). Monitor TC1TOP voltage. sensor.
Step 6 Check TC1TOP circuit for Open or short to GND Decision

A. Key OFF. Yes: Repair short to GND
B. Connect Breakout Harness ZTSE6003 to engine harness and leave
TC1TOP disconnected.
C. Use Breakout Harness ZTSE4498 short Breakout Harness 5541 FMI 4.
ZTSE6003 pin-9 to pin-8.
F. Use EST with ServiceMaxx™ software, check DTC list for SPN
3511 FMI 14 (VREF 3).
Is SPN 3511 FMI 14 (VREF 3) active or pending? No: Repair Open between
ECM pin E1-61 and TC1TOP
FMI 4.


Tools Required
Test 1
A. Key OFF.
C. Key ON.
Figure 402 TC1TOP Circuit Check
Test 2
A. Key OFF.
SPN 5542 FMI 15 - TC1TOP Above Desired
Fault Overview
Fault code sets when Engine Control Module (ECM) detects that Turbocharger 1 Turbine Outlet Pressure
(TC1TOP) signal is greater than expected.
Lamp Reaction
Associated Faults
• SPN 3719 (DPF • SPN 5541 (TC1TOP) • SPN 5543 (EBPV)

System)
Fault Facts
In cold ambient temperatures EBP may freeze and set this code. If codes goes inactive once exhaust is up to
operating temperature, no diagnostics are necessary. Repeated intermittent faults may also be from a cracked or
broken butterfly valve. If suspected remove exhaust down pipe and inspect butterfly plate and shaft for damage.

Road Test
Possible Causes
• Sticking Exhaust Back Pressure Valve (EBPV)

Step 2 Inspect for a stuck closed Exhaust Back Pressure Valve (EBPV). Decision
Check that EBPV is in Open position and resting against EBPV actuator stop. Yes: Go to Step 4.
Is EBPV in Open position? No: Go to Step 3.
Step 3 Inspect air supply to EBPV actuator Decision

Key Off. Remove air inlet line from EBPV actuator. Yes: Replace Air Control
Valve (ACV). After repairs
5542 FMI 15.
Can air be heard escaping from removed air line? No: Replace EBPV assembly.
Step 4 Inspect exhaust system for leaks and damage. Decision

Is exhaust system free of damage and(or) leaks? No: Repair exhaust system
as necessary. After repairs
5542 FMI 15.
Step 5 Check for a EBPV failure Decision

testing. After repairs are
FMI 15.
Did test identify a failed component? No: End diagnostics, retest

SPN 5542 FMI 17 - TC1TOP below desired
Fault Overview
Fault code sets when Engine Control Module (ECM) detects Turbocharger 1 Turbine Outlet Pressure (TC1TOP)
sensor signal value is less than 3 psi (20 kPa) with maximum command to Exhaust Back Pressure Valve (EBPV).
Lamp Reaction
Associated Faults

4 (TC1TOP) 5 (EBPV)
Fault Facts
None

Road Test
Possible Causes
• Failed Air Control Valve (ACV) solenoid
• Missing or damaged air supply line to ACV
• Seized or failed EBPV
• Debris or ice build in TC1TOP sensor tube
• Exhaust leak or physical damage
• Damaged air line between ACV and EBPV

Step 2 Inspect exhaust system for leaks and physical damage. Decision
Is exhaust system free of leaks and physical damage? No: Repair or replace
leaking or damaged exhaust
FMI 17.
Step 3 Check Exhaust Back Pressure Valve (EBPV) operation. Decision

5542 FMI 17.
Did test identify a failed component? No: Go to Step 4.
Step 4 Check for plugged Turbocharger 1 Turbine Outlet Pressure Decision

(TC1TOP) sensor tube.
Inspect sensor tube for blockage and ice build-up. Remove TC1TOP Yes: End diagnostics, retest
sensor tube from both TC1TOP sensor and turbocharger. Blow regulated for SPN 5542 FMI 17.
compressed air through sensor tube.
Does air flow freely through sensor tube? No: Replace TC1TOP sensor
tube. After repairs are
5542 FMI 17.

TC2CIS (Turbocharger 2 Compressor Inlet) Sensor

Overview of TC2CIS Sensor
SPN FMI Actions

1173 2 TC2CIT signal erratic, intermittent, or incorrect (page 1205)
1173 3 TC2CIT signal Out of Range HIGH (page 1211)
1173 4 TC2CIT signal Out of Range LOW (page 1216)
1173 16 TC2CIT signal above desired (Interstage CAC under cooling) (page 1218)
1177 2 TC2CIP signal erratic, intermittent, or incorrect (page 1221)
1177 3 TC2CIP signal Out of Range HIGH (page 1227)
1177 4 TC2CIP signal Out of Range LOW (page 1233)
Overview
Turbocharger 2 Compressor Inlet Sensor (TC2CIS) is a combined temperature and pressure sensor located
in piping between low-pressure compressor outlet and high-pressure compressor inlet. This sensor monitors
boost pressure for low-pressure turbo and temperature of charge-air entering high-pressure turbo. ECM uses
these measurements for calculating fuel delivery and controlling wastegate.
SPN 1173 FMI 2 - TC2CIT signal erratic, intermittent, or incorrect
Fault Overview
Fault code sets when Turbocharger 2 Compressor Inlet temperature (TC2CIT) signal difference compared to Inlet
Manifold Temperature (IMT), Charge Air Cooler Outlet Temperature (CACOT), and Exhaust Gas Recirculation
Gas Temperature (EGRGT) is greater than expected.
Lamp Reaction
Associated Faults
• SPN 1173 FMI 3 and 4 • SPN 1177 FMI 3 and 4 • SPN 3512 FMI 14
(TC2CIT)
Fault Facts
None

Key on after 8 hour cold soak.
Possible Causes
• TC2CIT circuit high resistance
• Failed TC2CIT sensor


1173 FMI 2.
Step 3 Inspect connections at Turbocharger 2 Compressor Inlet Decision

Sensor (TC2CIS) connector.
B. Disconnect TC2CIS connector.
C. Check TC2CIS connector and connector terminals for: damaged or
Are TC2CIS connector, harness, and terminals clean and undamaged? No: Repair connector,
Step 4 Check for failed TC2CIS. Decision

A. Perform Test 1 (page 1209). Yes: Replace TC2CIS sensor.
C. During test, monitor TC2CIT voltage with ServiceMaxx™ software.
Step 5 Check TC2CIS circuit for high resistance. Decision

TC2CIS pin-1. After repairs are
C. During test, monitor TC2CIT voltage with ServiceMaxx™ software. FMI 2.
between ECM pin E1-12 to
TC2CIS pin-2. After repairs are
FMI 2.

Figure 403 TC2CIS sensor circuit diagram
Tools Required
Figure 404 TC2CIS Circuit Check
Test 1
A. Key OFF.
B. Connect Breakout Harness ZTSE4830 to engine harness and leave TC2CIS disconnected.
Figure 405 TC2CIS Circuit Check
Test 2
A. Key OFF.
C. Use Breakout Harness ZTSE4498 short Breakout Harness ZTSE4830 pin-2 to a known good GND.
SPN 1173 FMI 3 - TC2CIT signal Out of Range HIGH
Fault Overview
Fault code sets when Engine Control Module (ECM) detects signal from Turbocharger 2 Compressor
Inlet Temperature (TC2CIT) circuit is greater then 4.78 volts. TC2CIT sensor circuit is part of combination
Turbocharger 2 Compressor Inlet Sensor (TC2CIS).
Lamp Reaction
Associated Faults
None
Fault Facts
None

Continuous
Possible Causes
• TC2CIT circuit Open
• TC2CIT circuit short to PWR
• Failed TC2CIS sensor

Step 2 Inspect connections at Turbocharger 2 Compressor Inlet Sensor Decision

(TC2CIS) connector.
C. Check TC2CIS and connector terminals for: damaged or pinched
Step 3 Check for TC2CIT circuit short to PWR. Decision

Perform Test 1 (page 1214). Use Digital Multimeter (DMM), measure Yes: Repair short to PWR
voltage between Breakout Harness ZTSE4830 pin-2 and known good GND. between TC2CIT pin-2 and
FMI 3.
Step 4 Check for failed TC2CIT sensor. Decision

A. Perform Test 2 (page 1214). Yes: Replace TC2CIS. After
for SPN 1173 FMI 3.
Test (page 1419).
C. During test, monitor TC2CIT voltage with ServiceMaxx™ software.
Step 5 Check for Open in TC2CIT circuit. Decision

TC2CIT pin-1 and ECM pin
Test (page 1419).
C. During test, monitor TC2CIT voltage with ServiceMaxx™ software. FMI 3.
TC2CIT pin-2 and ECM pin
FMI 3.

Tools Required
Figure 407 TC2CIT Circuit Voltage Check
Test 1
A. Key OFF.
B. Connect Breakout Harness ZTSE4830 to vehicle harness and leave Turbocharger 2 Compressor
Inlet Temperature (TC2CIT) sensor disconnected.
C. Key ON.
Figure 408 TC2CIT Sensor Circuit Check
Test 2
A. Key OFF.
B. Connect Breakout Harness ZTSE4830 to vehicle harness and leave TC2CIT sensor disconnected.
Test 3
A. Key OFF.
B. Connect Breakout Harness ZTSE4830 to vehicle harness and leave TC2CIT sensor disconnected.
C. Use Breakout Harness ZTSE4498, short Breakout Harness ZTSE4830 pin-2 to a known good GND.
SPN 1173 FMI 4 - TC2CIT signal Out of Range LOW
Fault Overview
Fault code sets when Engine Control Module detects Turbocharger 2 Compressor Inlet Temperature (TC2CIT)
circuit voltage is less than 0.05 volts. Turbocharger 2 Compressor Inlet Temperature (TC2CIT) sensor circuit is
part of combination Turbocharger 2 Compressor Inlet Sensor (TC2CIS).
Lamp Reaction
Associated Faults
None.
Fault Facts
None.

Continuous
Possible Causes
• TC2CIT circuit short to GND
• Failed TC2CIT sensor


(TC2CIS) connector.
Step 5 Check for Open in TC2CIT circuit. Decision

A. Key OFF. Yes: Replace TC2CIS. After
B. Disconnect Turbocharger 2 Compressor Inlet Temperature
for SPN 1173 FMI 4.
(TC2CIT) sensor
Test (page 1419).
F. During test, monitor TC2CIT voltage with ServiceMaxx™ software.
between TC2CIT pin-2 and
Engine Control Module pin
FMI 4.

SPN 1173 FMI 16 - TC2CIT signal above desired (Interstage CAC under cooling)
Fault Overview
Fault code sets when Turbocharger 2 Compressor Inlet Temperature (TC2CIT) is above a expected value, based
on operating conditions.
Lamp Reaction
Associated Faults
• SPN 1173 FMI 2, 3, and • SPN 1177 FMI 2, 3, and • SPN 3512 FMI 14 • SPN 4076 FMI 2, 3, and
4 (TC2CIT) 4 4(ECT2)
Fault Facts
Repair engine cooling system problems and engine overheating before doing this procedure (see Engine
Symptoms Diagnostics).

Road Test
Possible Causes
• Restricted or leaking Interstage Charge Air Cooler (ISCAC)
• Inoperative engine cooling fan
• Restricted low-temperature radiator
• Cooling system airflow restriction
• Failed TC2CIS
• Failed Coolant Control Valve (CCV)

Step 2 Inspect for damaged or missing engine cooling fan, fan shroud, Decision
and fan hub assembly.
Inspect for damaged or missing engine cooling fan, fan shroud, and fan Yes: Go to Step 3.
hub assembly. Check for air flow restrictions around low temperature
radiator and between cooling system components. Check cooling system
for external plugging.
Is engine cooling fan, hub, shroud, and cooling system free of damage and No: Repair air restriction, or
air flow restrictions? replace engine cooling fan
or fan hub assembly. After
Step 3 Check for an inoperative engine cooling fan. Decision

Perform Engine Fan Tests (page 1440) and determine engine cooling fan’s Yes: Go to Step 4.
capability to maintain desired speeds.
Is engine cooling fan operating properly? No: Repair fan hub assembly.
Step 4 Check for a failed TC2CIS sensor. Decision

Run engine at high idle for 20 seconds. Use EST with ServiceMaxx™ Yes: Go to Step 5.
software, compare TC2CIT temperature value with Engine Coolant
Temperature 2 (ECT2).
Is TC2CIT within 27°F (15°C) of ECT2? No: Replace TC2CIS sensor.
Step 5 Check Coolant Control Valve (CCV) Operation. Decision

Perform Coolant Control Valve (CCV) Test(page 1623). Yes: Go to Step 6.
Did CCV test identify Coolant Flow Valve (CFV) or Coolant Mixer Valve No: Verify all steps were
(CMV) as failed? completed correctly. Retest
Step 6 Check for a failed Low Temp Radiator (LTR). Decision

Remove inlet and outlet of LTR. Use garden hose at inlet, monitor flow of Yes: Replace CCV assembly.
water coming out LTR outlet. After repairs are complete,
Does LTR outlet flow match LTR inlet supply? No: Replace LTR. See
WorkStar® Radiator/Cooling
System Service Manual. After

SPN 1177 FMI 2 - TC2CIP signal erratic, intermittent, or incorrect
Fault Overview
Fault code sets when Turbocharger 2 Compressor Inlet Pressure (TC2CIP) signal is not within 1.7 psi (12 kPa)
of Barometric Pressure (BARO) sensor.
Lamp Reaction
Associated Faults
• SPN 108 (BARO) • SPN 1173 FMI 3 and 4 • SPN 1177 FMI 3 and 4 • SPN 3512 FMI 14
Fault Facts
None.

Continuous
Possible Causes
• TC2CIP circuit high resistance
• VREF 4 circuit high resistance


1173 FMI 2.

(TC2CIS).
B. Disconnect TC2CIS sensor.
C. Check TC2CIS sensor and connector terminals for: damaged or
Are TC2CIS sensor connector, harness, and terminals clean and No: Repair connector,
Step 4 Check VREF 4 circuit for high resistance. Decision

voltage between ZTSE4830 pin-3 and known good GND.
Is voltage 5.0 ± 0.25 volts? No: Repair high resistance
TC2CIS pin-3. After repairs
1177 FMI 2.
Step 5 Check for failed TC2CIS. Decision

A. Perform Test 2 (page 1225). Yes: Replace TC2CIS sensor.
Test (page 1419).
C. During test, monitor TC2CIP voltage with ServiceMaxx™ software.
Step 6 Check TC2CIP circuit for high resistance. Decision

TC2CIS pin-1. After repairs
Test (page 1419).
C. During test, monitor TC2CIP voltage with ServiceMaxx™ software. 1177 FMI 2.
between ECM pin E1-79 to
IMP pin-4. After repairs are
FMI 2.

Tools Required
Test 1
A. Key OFF.
B. Connect Breakout Harness ZTSE4830 to engine harness and leave Turbocharger 2 Compressor
Inlet Sensor (TC2CIS) disconnected.
C. Key ON.
Figure 412 TC2CIP Circuit Check
Test 2
A. Key OFF.
Test 3
A. Key OFF.
C. Use Breakout Harness ZTSE4498 short Breakout Harness ZTSE4830 pin-4 to a known good GND.
SPN 1177 FMI 3 - TC2CIP signal Out of Range HIGH
Fault Overview
Fault code sets when Engine Control Module (ECM) signal from Turbocharger 2 Compressor Inlet Pressure
(TC2CIP) circuit is greater then 4.9 volts.
Lamp Reaction
Associated Faults
None.
Fault Facts
None.

Continuous
Possible Causes
• TC2CIP shorted to PWR
• TC2CIP Open or high resistance
• SIG GND Open or high resistance


(TC2CIS).
Step 3 Check for a short to PWR in TC2CIP circuit. Decision

A. Key OFF. Yes: Go to Step 4
B. Disconnect TC2CIS.
Test (page 1419).
F. During test, monitor TC2CIP voltage with ServiceMaxx™ software.
Is voltage less than 5 volts? No: Repair short to PWR
between TC2CIS pin-4 and
1177 FMI 3.
Step 4 Check for a failed TC2CIS. Decision

A. Perform Test 1 (page 1230). Yes: Replace TC2CIS. After
for SPN 1177 FMI 3.
Test (page 1419).
C. During test, monitor TC2CIP voltage with ServiceMaxx™ software.
Step 5 Check for an Open in TC2CIP circuit. Decision

A. Perform Test 2 (page 1231). No: Repair Open or high
resistance between TC2CIS
C. During test, monitor TC2CIP voltage with ServiceMaxx™ software. retest for SPN 1177 FMI 3.
resistance between TC2CIS

Tools Required
Test 1
A. Key OFF.
B. Connect Breakout Harness ZTSE4830 to vehicle harness and leave TC2CIS sensor disconnected.
C. Use Breakout Harness ZTSE4498, short Breakout Harness ZTSE4830 pin-1 to pin-4.
Test 2
A. Key OFF.
C. Use Breakout Harness ZTSE4498, short Breakout Harness ZTSE4830 pin-4 to a known good GND.
SPN 1177 FMI 4 - TC2CIP Signal Out of Range LOW
Fault Overview
Fault code sets when Engine Control Module (ECM) detects signal from Turbocharger 2 Compressor Inlet
Pressure (TC2CIP) circuit is less then 0.1 volts.
Lamp Reaction
Associated Faults
SPN 3512 (VREF 4)
Fault Facts
None.

Continuous.
Possible Causes
• TC2CIP circuit shorted to GND
• VREF 4 circuit shorted to GND



(TC2CIS).
Step 4 Check for a Open or short to GND in VREF 4 circuit. Decision

A. Perform Test 1 (page 1236). Yes: Go to Step 5
Harness ZTSE4830 pin-3 and known good GND
GND between TC2CIS pin-3
for SPN 1177 FMI 4.
Step 5 Check for a Open or short to GND in VREF 4 circuit. Decision

A. Key OFF. Yes: Replace TC2CIS. After
for SPN 1177 FMI 4.
Test (page 1419).
F. During test, monitor TC2CIP voltage with ServiceMaxx™ software.
between TC2CIS pin-4 and
1177 FMI 4.

Tools Required
Test 1
A. Key OFF.
C. Key ON.
TC1WC (Turbocharger 1 Wastegate Control)
SPN FMI Condition

1188 3 TC1WC short to PWR(page 1239)
1188 4 TC1WC Open or short to GND(page 1241)
Figure 419 TC1WC circuit diagram

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 ZTSE6003 (TC1WC)
Note: The TC2WC, TC1TOP, and EBPV circuits share the same connector to the Air Control Valve (ACV)
assembly.
Connector Voltage Check – TC2WC Disconnected

Connect Breakout Harness ZTSE6003 to ACV engine harness, and leave ACV disconnected. Turn ignition
3 to GND B+ If < B+, check for OPEN circuit. Do Harness Resistance
Check.
4 to GND 3.5 V ± 1.0 V If < 2.5 V, check for OPEN circuit. Do Harness Resistance
Check.

NOTE: Ensure air tanks have at least 90 psi (621 kPa) of pressure.
1. Connect Breakout Harness ZTSE6003 between TC2WC and engine harness.
Actuator Test. Select TC1 Wastegate Control from the drop-down menu.
3. Command TC1 Wastegate Control to 5%.
4 to GND 5% = 12 V ± 2.0 V If < 10 V, check for OPEN circuit.
4 to GND 95% = 0.5 V ± 0.5 V If > 1 V, check for OPEN circuit or failed ACV.

Turn ignition switch OFF. Connect Breakout Harness ZTSE6003 to ACV and leave engine harness
Test Point Spec Comment
3 to 4 4 Ω to 11 Ω If not within specification, replace the ACV.

and TC2WC disconnected. Use DMM to measure resistance.
If voltage and resistance checks are within specifications, check for DTCs. If DTC returns, replace ACV.
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 ZTSE6003 (TC1WC)
Note: The TC2WC, TC1TOP, and EBPV circuits share the same connector to the Air Control Valve (ACV)
assembly.
Connector Voltage Check – TC2WC Disconnected

Connect Breakout Harness ZTSE6003 to ACV engine harness, and leave ACV disconnected. Turn ignition
3 to GND B+ If < B+, check for OPEN circuit. Do Harness Resistance
Check.
4 to GND 3.5 V ± 1.0 V If < 2.5 V, check for OPEN circuit. Do Harness Resistance
Check.

NOTE: Ensure air tanks have at least 90 psi (621 kPa) of pressure.
1. Connect Breakout Harness ZTSE6003 between TC2WC and engine harness.
Actuator Test. Select TC1 Wastegate Control from the drop-down menu.
4 to GND 5% = 12 V ± 2.0 V If < 10 V, check for OPEN circuit.
4 to GND 95% = 0.5 V ± 0.5 V If > 1 V, check for OPEN circuit or failed ACV.

Turn ignition switch OFF. Connect Breakout Harness ZTSE6003 to ACV and leave engine harness
Test Point Spec Comment
3 to 4 4 Ω to 11 Ω If not within specification, replace the ACV.

and TC2WC disconnected. Use DMM to measure resistance.
If voltage and resistance checks are within specifications, check for DTCs. If DTC returns, replace ACV.
TC2WC (Turbocharger 2 Wastegate Control) Sensor

Overview of TC2WC Sensor
SPN FMI Condition

1189 3 TC2WC short to PWR(page 1244)
1189 4 TC2WC Open or short to GND(page 1248)
1189 5 TC2WC open load/circuit(page 1252)
Overview
Engine Control Module (ECM) controls Turbocharger 2 Wastegate Control (TC2WC) solenoid by regulating
amount of charge air pressure supplied. TC2WC solenoid is controlled by signals in response to engine speed,
required fuel quantity, boost, exhaust back-pressure, and altitude. TC2WC solenoid is part of turbocharger
assembly.
SPN 1189 FMI 3 - TC2WC short to PWR
Fault Overview
Fault code sets when Engine Control Module (ECM) detects Turbocharger 2 Wastegate Control (TC2WC) circuit
current is greater than 15.8 amps.
Lamp Reaction
Associated Faults
None
Fault Facts
None

Continuous
Possible Causes
• TC2WC circuit short to PWR or short to GND
• Failed ACV (TC2WC solenoid)

Step 2 Inspect connections at Air Control Valve (ACV) connector. Decision

B. Disconnect ACV connector.
C. Check ACV connector and connector terminals for: damaged or
Step 3 Check TC2WC circuit for short to GND or short to PWR. Decision
Is voltage 4.0 ± 0.25 volts? No: Repair short to PWR or
1189 FMI 3.
Step 4 Check ECM PWR OUT 1 circuit for Open or short to GND Decision
Perform Test 2 (page 1247). Use DMM, measure voltage between Yes: Go to Step 5.
1189 FMI 3.
Step 5 Check for failed ACV (TC2WC solenoid). Decision

Is resistance between 9 and 10.5 ohms? No: Replace ACV. After repairs
1189 FMI 3.


Tools Required
Figure 420 TC2WC Circuit Check
Test 1
A. Key OFF.
D. Key ON.
Test 2
A. Key OFF.
D. Key ON.
Test 3
A. Key OFF.
SPN 1189 FMI 4 - TC2WC Open or short to GND
Fault Overview
voltage is between 2.2 volts and 3.2 volts.
Lamp Reaction
Associated Faults
SPN 3597 FMI 4 (ECM)
Fault Facts
None

Continuous
Possible Causes
• TC2WC circuit short to GND
• Failed ACV (TC2WC solenoid)


1189 FMI 4.

1189 FMI 4.
Step 5 Check TC2WC circuit for short to GND. Decision

FMI 4.
Step 6 Check for Failed ACV (TC2WC solenoid). Decision

Perform Test 3 (page 1251). Use DMM; measure resistance between Yes: End diagnostics, retest
1189 FMI 4.


Tools Required
Test 1
A. Key OFF.
D. Key ON.
Test 2
A. Key OFF.
Test 3
A. Key OFF.
SPN 1189 FMI 5 - TC2WC open load/circuit
Fault Overview
voltage is between 4.2 and 5.8 volts.
Lamp Reaction
Associated Faults
None
Fault Facts
None

Continuous
Possible Causes
• TC2WC circuit Open
• Failed Air Control Valve (ACV) (TC2WC solenoid)

1189 FMI 5.

Step 3 Check ECM PWR OUT 1 circuit for Open Decision

1189 FMI 5.
Step 4 Check TC2WC circuit for Open. Decision

FMI 5.
Step 5 Check for failed ACV (TC2WC solenoid). Decision

Perform Test 3 (page 1255). Use DMM, measure resistance between Yes: End diagnostics, retest for
Breakout Harness ZTSE6003 pin-6 and pin-7. SPN 1189 FMI 5.
1189 FMI 5.

Pin-Point SPN 1189 FMI 5

Tools Required
Test 1
A. Key OFF.
D. Key ON.
Test 2
A. Key OFF.
D. Key ON.
Test 3
A. Key OFF.
TOSS (Transmission Output Shaft Speed) / VSS (Vehicle Speed) Sensor

Overview of TOSS Sensor Group
SPN FMI Actions

191 1 TOSS/VSS not detected with vehicle moving (page 1258)
191 2 TOSS/VSS signal erratic, intermittent, or incorrect (page 1268)
191 3 TOSS/VSS signal out of range HIGH (page 1278)
191 4 TOSS/VSS signal out of range LOW (page 1285)
191 16 TOSS/VSS reading higher than limit (Hardwired) (page 1294)
Overview
Transmission tail shaft speed is detected by a magnetic pickup mounted on transmission that senses rotation of a
16 toothed gear installed on rear of transmission. AC (alternating current) sine wave signal is received by Engine
Control Module (ECM) and is utilized along with tire size and axle ratio, to calculate vehicle speed. Calculated
vehicle speed is transmitted to instrument cluster through Drive Train Data Link to operate speedometer within
instrument cluster. Calculated vehicle speed is also utilized in control strategies that control features such as
Cruise Control, PTO operation, and Road Speed Limiting.
Figure 429 TOSS/VSS Sensor Location (Typical)

1. TOSS/VSS Sensor Location
SPN 191 FMI 1 - TOSS/VSS not detected with vehicle moving
Fault Overview
Fault code sets when Engine Control Module (ECM) calculated vehicle speed is less than 0.6 mph when engine
load is high and PTO mode is not engaged.
Lamp Reaction
Associated Faults
SPN 191 FMI 2, 3, and 4

(TOSS)
Fault Facts
SPN 191 faults are only applicable for manual transmissions. There might be slight differences in 7600 connector
end based on type of transmission used.

Road Test
Possible Causes
• TOSS/VSS sensor circuit OPEN
• TOSS/VSS sensor circuit short to GND
• TOSS-H shorted to TOSS-L
• TOSS/VSS sensor failure
• Excessive air gap between TOSS/VSS sensor and trigger wheel
• Damaged TOSS/VSS trigger wheel


191 FMI 1.
Step 3 Inspect connections at Transmission Output Speed Sensor Decision

(TOSS) / Vehicle Speed Sensor (VSS) sensor.
B. Disconnect TOSS/VSS sensor.
C. Check TOSS/VSS sensor and connector terminals for: damaged or
Is TOSS/VSS sensor connector, harness, and terminal clean and No: Repair connector,
Step 4 Check TOSS/VSS sensor circuit for OPEN. Decision

Perform Test 1 (page 1262). Use the DMM, measure voltage between Yes: Go to Step 5.
Breakout Box 00-00956-08 pin-12 and known good GND.
to GND on TOSS-H circuit
between ECM Pin E1-39 and
pin-12 of 21-pin connector.

to GND on TOSS-L circuit
Step 6 Check TOSS/VSS sensor circuit for short to GND. Decision

TOSS/VSS connector pin-A and known good GND.
to GND between 21-pin
connector and TOSS/VSS
pin- A After repairs are
FMI 1.

TOSS/VSS connector pin-B and known good GND
pin-B After repairs are
FMI 1.
Step 8 Check for TOSS-H shorted to TOSS-L. Decision

TOSS/VSS connector pin-A and pin-B.
Is resistance greater than 1 kΩ? No: Repair short between
TOSS-H and TOSS-L circuits.
Step 9 Check for excessive air gap between TOSS/VSS sensor and Decision
trigger wheel or damaged trigger wheel.
Inspect trigger wheel on transmission and verify it is not damaged or missing. Yes: Replace TOSS/VSS
sensor. After repairs are
correct retest for SPN 191
FMI 1.
Is trigger wheel in good condition and undamaged? No: Check TOSS/VSS sensor
air gap or trigger wheel and
repair as necessary. After
for SPN 191 FMI 1.

Figure 430 TOSS/VSS Circuit Diagram
0000002941 for additional circuit information. There might be slight differences in 7600 connector end based
on type of transmission used.
Tools Required
• International® Electronic Engine Terminal Test Kit ZTSE4435C
• E2 Injector/Chassis Harness 00-01162-00
• Breakout Box 00-00956-08
Figure 431 TOSS/VSS Circuit Check
Test 1
A. Key OFF.
B. Disconnect the 21-pin Engine Interface connector.
C. Connect E2 Injector/Chassis Harness 00-01162-00 to 21-pin Engine Interface connector engine
harness and leave chassis harness disconnected.
D. Connect E2 Injector/Chassis Harness 00-01162-00 to Breakout Box 00-00956-08.
E. Key ON Engine OFF (KOEO)
Test 2
A. Key OFF.
D. Connect E2 Injector/Chassis Harness 00-01162-00 to the Breakout Box 00-00956-08.
Test 3
A. Key OFF.
C. Connect Terminal Test Kit 4435C to chassis harness and leave TOSS/VSS sensor disconnected.
D. Key ON Engine OFF (KOEO)
Test 4
A. Key OFF.
Test 5
A. Key OFF.
D. Disconnect ECM E-1 connector.
SPN 191 FMI 2 - TOSS/VSS signal erratic, intermittent, or incorrect
Fault Overview
Fault code sets when Engine Control Module (ECM) detects no signal from TOSS/VSS speed sensor.
Lamp Reaction
Associated Faults
SPN 191 FMI 3 and 4

(TOSS)
Fault Facts
This code can set for either manual or automatic transmissions. If equipped with an automatic transmission with
a CAN based TOSS signal refer to transmission service information.

Continuous
Possible Causes
• TOSS/VSS sensor circuit short PWR
• TOSS-H shorted to TOSS-L


191 FMI 2.

C. Check TOSS/VSS sensor and connector terminals for: damaged

to GND on TOSS-H circuit

to GND on TOSS-L circuit

pin- A After repairs are
FMI 2.

TOSS/VSS connector pin-B and known good GND
pin-B After repairs are
FMI 2.
Step 8 Check for TOSS-H shorted to TOSS-L. Decision

Inspect trigger wheel on transmission and verify it is not damaged or missing. Yes: Replace TOSS/VSS
FMI 2.
Is trigger wheel in good condition and undamaged? No: Check TOSS/VSS sensor
for SPN 191 FMI 2.

Tools Required
Test 1
A. Key OFF.
D. Connect E2 Injector/Chassis Harness 00-01162-00 to Breakout Box 00-00956-08.
Test 2
A. Key OFF.
Test 3
A. Key OFF.
Test 4
A. Key OFF.
Test 5
A. Key OFF.
SPN 191 FMI 3 - TOSS/VSS signal out of range HIGH
Fault Overview
Fault code sets when Engine Control Module (ECM) detects TOSS/VSS speed sensor circuit is out of range
HIGH.
Lamp Reaction
Associated Faults
None
Fault Facts

Continuous
Possible Causes
• Failed TOSS/VSS sensor
• TOSS-H short to PWR
• TOSS-L short to PWR


Step 3 Check for failed TOSS/VSS sensor Decision

Perform Test 1 (page 1281). Use DMM, measure voltage between TOSS Yes: Go to Step 4.
(7600) pin-A to known good GND and measure voltage between TOSS
(7600) pin-B to known good GND.
Are both TOSS (7600) pin-A and pin-B to GND voltage 2.5 ± 0.5 volts? No: Go to Step 5.
Perform Test 2 (page 1282). Use DMM, measure resistance between TOSS Yes: Check TOSS/VSS
(7600) pin-A and pin-B. sensor air gap or trigger wheel
and repair as necessary. After
for SPN 191 FMI 3.
Is resistance between 600 and 800 ohms? No: Replace TOSS/VSS
FMI 3.
Step 5 Check for TOSS-H or TOSS-L short to PWR Decision

Perform Test 3 (page 1283). Use DMM, measure voltage between 21-pin Yes: Repair short to
Interface (6033) connector pin-12 to known good GND and measure voltage PWR between 21-pin and
between 21-pin Interface (6033) connector pin-13 to known good GND. TOSS/VSS sensor. After
for SPN 191 FMI 3.
Are both 21-pin Interface (6033) connector pin-12 and pin-13 to GND No: Repair short to PWR
voltage 2.5 ± 0.5 volts? between 21-pin and
TOSS/VSS sensor. After
for SPN 191 FMI 3.

Tools Required
• EZ-Tech® Electronic Service Tool (EST) with ServiceMaxx™ Software
Test 1
A. Key OFF.
B. Disconnect TOSS (7600) sensor.
C. Connect Terminal Test Kit ZTSE4435C to chassis harness and leave TOSS (7600) sensor
disconnected.
D. Key ON Engine OFF (KOEO).
Test 2
A. Key OFF.
C. Connect Terminal Test Kit 4435C to chassis harness and leave TOSS (7600) sensor disconnected.
Test 3
A. Key OFF.
SPN 191 FMI 4 - TOSS/VSS signal out of range LOW
Fault Overview
Fault code sets when Engine Control Module (ECM) detects Transmission Output Shaft Speed (TOSS) / Vehicle
Speed Sensor (VSS) circuit voltage is less than 0.1 volts.
Lamp Reaction
Associated Faults
None
Fault Facts

Continuous
Possible Causes
• TOSS-H circuit shorted to TOSS-L circuit


Step 3 Decision
Is voltage 2.5 ± 0.5 volts? No: Repair short to GND on
TOSS-H circuit between ECM
pin E1-39 and pin-12 of 21-pin
connector. After repairs are
FMI 4.
Step 4 Decision
Is voltage 2.5 ± 0.5 volts? No: Repair short to GND on
TOSS-L circuit between ECM
pin E1-15 and pin-13 of 21-pin
connector. After repairs are
FMI 4.
Step 5 Decision
between 21-pin connector and
TOSS/VSS pin-A After repairs
191 FMI 4.
Step 6 Decision
TOSS/VSS connector pin-B and known good GND.
between 21-pin connector and
TOSS/VSS pin-B After repairs
191 FMI 4.
Step 7 Decision
Step 8 Check for failed TOSS / VOSS. Decision

Inspect trigger wheel on transmission and verify it is not damaged or Yes: Replace TOSS/VSS
missing. sensor. After repairs are
FMI 4.
Is the trigger wheel in good condition and undamaged? No: Check TOSS/VSS sensor
for SPN 191 FMI 4.

Tools Required
• EZ-Tech® Electronic Service Tool (EST) with ServiceMaxx™ Software
Test 1
A. Key OFF.
Test 2
A. Key OFF.
Test 3
A. Key OFF.
disconnected.
Test 4
A. Key OFF.
disconnected.
Test 5
A. Key OFF.
SPN 191 FMI 16 - TOSS/VSS reading higher than limit (Hardwired)
Overview
This fault is not related to the vehicle speed sensor, wiring or trigger wheel. It is a reaction to Vehicle Over Speed
Indicator Programmable Parameter 77542. If customer has requested to turn on vehicle over speed notices
to driver then following parameters need to be programmed accordingly. Once these parameters have been
programmed and vehicle reaches a vehicle over speed, SPN 191 FMI 16 will be logged in Engine Control Module
(ECM).
Lamp Reaction
Associated Faults
None
Fault Facts
This code can set for either manual or automatic transmissions. If equipped with an automatic transmission
with a CAN based TOSS signal refer to transmission service information. SPN 191 FMI 16 is a result of an
over speed being reached and should not be diagnosed as a hardware issue. Failure to comply will result in
misdiagnosis and unnecessary repairs.

Continuous
Parameter Name Description

ID
77542 Vehicle Over Speed Indicator • No Vehicle Over Speed Lamp – Vehicle over speed
notifications are turned off
• Vehicle Over Speed Level 1 Blinking Lamp – Vehicle
over speed notifications are enabled for one level (Level
1)
• Vehicle Over Speed Level 2 Blinking Lamp – Vehicle
over speed notifications are enabled for two levels
(Level 1 and Level 2)
77232 Vehicle Over Speed Level 1 This parameter sets speed at which first vehicle over speed
warning will occur
77242 Vehicle Over Speed Level 2 This parameter sets speed at which second vehicle over
speed warning will occur
VREF (Voltage Reference) Sensor

Overview of VREF Sensor Group
SPN FMI Action

3509 14 VREF 1 voltage above or below normal (page 1296)
Overview
VREF circuits are used as reference voltage circuits for 3-wire sensors. Three-wire sensors can be temperature
position or pressure sensors and all use a 5 volt VREF circuit to generate signal voltage back to the ECM.
SPN 3509 FMI 14 - VREF 1 voltage above or below normal
Fault Overview
Fault code sets when Engine Control Module (ECM) detects that VREF 1 circuit voltage is greater than 5.1 volts
or less than 4.9 volts.
Lamp Reaction
Associated Faults
None
Fault Facts
None.

Continuous
Possible Causes
• VREF 1 circuit short to PWR


connector.
Step 3 Check VREF 1 Circuit for short to PWR. Decision

Harness ZTSE4485A pin-C and known good GND. between APP pin-C and ECM
FMI 14.
Step 4 Check VREF 1 Circuit for short to GND. Decision

Perform Test 2 (page 1298). Use DMM, measure voltage between Breakout Yes: Repair short to GND
Harness ZTSE4485A pin-C and known good GND. between APP pin-C and ECM
FMI 14.
Is voltage less than 4.9 volts? No: Replace APP sensor.


Tools Required
Test 1
A. Key OFF.
C. Connect Breakout Harness ZTSE4485A to engine harness and leave APP sensor disconnected.
D. Key-On Engine-Off (KOEO)
Test 2
A. Key OFF.
B. Disconnect APP sensor.
C. Connect Breakout Harness ZTSE4485A to engine harness and leave APP sensor disconnected.
D. KOEO
Fault Overview
Lamp Reaction
Associated Faults
None
Fault Facts
None.

Continuous
Possible Causes
• Failed Intake Manifold Pressure (IMP) sensor
• Failed Engine Throttle Valve (ETV)


connector.
Step 3 Inspect connections at Engine Throttle Valve (ETV) connector. Decision

C. Check ETV and connector terminals for: damaged or pinched
Are ETV connector, harness, and terminals clean and undamaged? No: Repair connector,


Is voltage less than 4.9 volts? No: Replace IMP sensor.
Step 6 Check VREF 2 circuit for short to GND. Decision

Harness ZTSE4850 pin-2 and known good GND. between IMP pin-2 and ECM
pin E1-86 or between ETV
Is voltage less than 4.9 volts? No: Replace ETV sensor.
Step 7 Check VREF 2 circuit for short to PWR. Decision

Harness ZTSE4850 pin-2 and known good GND. between IMP pin-2 and ECM
pin E1-86 or between ETV
Is voltage greater than 5.1 volts? No: Replace ETV sensor.


Tools Required
Test 1
A. Key OFF.
C. Connect Breakout Harness ZTSE4850 to engine harness and leave IMP sensor disconnected.
Test 2
A. Key OFF.
B. Disconnect IMP sensor.
C. Connect Breakout Harness ZTSE4850 to engine harness and leave IMP sensor disconnected.
Test 3
A. Key OFF.
C. Disconnect Engine Throttle Valve (ETV)
D. Connect Breakout Harness ZTSE4850 to engine harness and leave IMP sensor disconnected.
E. Key-On Engine-Off (KOEO)
Test 4
A. Key OFF.
C. Disconnect ETV
D. Connect Breakout Harness ZTSE4850 to engine harness and leave IMP sensor disconnected.
Fault Overview
Lamp Reaction
Associated Faults
None
Fault Facts
None.

Continuous
Possible Causes
• Failed Turbocharger 1 Turbine Outlet Pressure (TC1TOP) sensor


(TC1TOP) connector.
C. Check TC1TOP and connector terminals for: damaged or pinched

Harness ZTSE4850 pin-2 to and known good GND. between TC1TOP pin-2 and
3511 FMI 14.

Harness ZTSE4850 pin-2 to and known good GND. between TC1TOP pin-2 and
3511 FMI 14.
Is voltage less than 4.9 volts? No: Replace TC1TOP sensor.


Tools Required
Test 1
A. Key OFF.
B. Disconnect Turbocharger 1 Turbine Outlet Pressure (TC1TOP) sensor.
C. Connect Breakout Harness ZTSE4850 to engine harness and leave TC1TOP sensor disconnected.
Test 2
A. Key OFF.
B. Disconnect TC1TOP sensor.
C. Connect Breakout Harness ZTSE4850 to engine harness and leave TC1TOP sensor disconnected.
Fault Overview
Lamp Reaction
Associated Faults
None
Fault Facts
Only diagnose Variable Electric Fan Control (EFC) and Remote Accelerator Pedal Position (RAPP) VREF 4
circuits if vehicle is equipped with either option.

Continuous
Possible Causes


(TC2CIS) connector.
Step 3 Inspect connections at Variable Electric Fan Control (EFC) Decision

connector.
B. Disconnect Variable EFC connector.
C. Check Variable EFC and connector terminals for: damaged or
Are Variable EFC connector, harness, and terminals clean and undamaged? No: Repair connector,
Step 4 Inspect connections at Remote Accelerator Pedal Position Decision

(RAPP) connector.
B. Disconnect RAPP connector.
C. Check RAPP and connector terminals for: damaged or pinched
Are RAPP connector, harness, and terminals clean and undamaged? No: Repair connector,

Perform Test 1 (page 1315). Use DMM, measure voltage between Breakout Yes: If vehicle is equipped
Harness ZTSE4830 pin-3 and known good GND. with Variable EFC, go to
Step 9. If vehicle is equipped
with RAPP, go to Step 10. If
engine has neither Variable
EFC or RAPP, repair short
to PWR between ECM pin
E1-58 and TC2CIS pin-3.

Is voltage less than 4.9 volts? No: Retest for SPN 3512 FMI
14.

A. If vehicle is equipped with Variable EFC, perform this step. If not go Yes: Go to Step 8.
to Step 8.
B. Perform Test 3 (page 1316).
C. Use DMM, measure voltage between Breakout Harness ZTSE4830
Is voltage less than 4.9 volts? No: Replace Variable EFC.

A. If vehicle is equipped with RAPP, perform this step. If not retest for Yes: Repair short to GND
SPN 3512 FMI 14. between ECM pin E1-58 and
TC2CIS pin-3, between ECM
pin C1-49 and EFC pin-2, or
C. Use DMM, measure voltage between Breakout Harness ZTSE4830 ECM pin C1-37 and RAPP
pin-3 and known good GND. connector. After repairs are
FMI 14.
Is voltage less than 4.9 volts? No: Replace RAPP. After

A. If vehicle is equipped with Variable EFC, perform this step. If not Yes: Go to Step 10.
go to step 10.
C. Use DMM, measure voltage between Breakout Harness ZTSE4830
Is voltage greater than 5.1 volts? No: Replace Variable EFC.

A. If vehicle is equipped with RAPP, perform this step. If not retest for Yes: Repair short to PWR
SPN 3512 FMI 14. between ECM pin E1-58 and
TC2CIS pin-3, ECM pin C1-49
and EFC pin-2, or ECM pin
C. Use DMM, measure voltage between Breakout Harness ZTSE4830 C1-37 and RAPP connector.
pin-3 and known good GND. After repairs are complete,
Is voltage greater than 5.1 volts? No: Replace RAPP. After


Tools Required
Test 1
A. Key OFF.
B. Disconnect Turbocharger 2 Compressor Inlet Sensor (TC2CIS).
C. Connect Breakout Harness ZTSE4830 to engine harness and leave TC2CIS disconnected.
Test 2
A. Key OFF.
C. Connect Breakout Harness ZTSE4830 to engine harness and leave TC2CIS disconnected.
Test 3
A. Key OFF.
C. Disconnect Variable Electric Fan Control (EFC).
D. Connect Breakout Harness ZTSE4830 to engine harness and leave TC2CIS disconnected.
Test 4
A. Key OFF.
C. Disconnect Variable EFC.
D. Disconnect Remote Accelerator Pedal Position (RAPP) sensor.
E. Connect Breakout Harness ZTSE4830 to engine harness and leave TC2CIS disconnected.
F. Key-On Engine-Off (KOEO)
Test 5
A. Key OFF.
D. Connect Breakout Harness ZTSE4830 to engine harness and leave TC2CIS disconnected.
Test 6
A. Key OFF.
D. Disconnect RAPP sensor.
E. Connect Breakout Harness ZTSE4830 to engine harness and leave TC2CIS disconnected.
Fault Overview
Lamp Reaction
Associated Faults
None
Fault Facts
None.

Continuous
Possible Causes
• Failed Fuel Delivery Pressure (FDP) sensor
• Failed Engine Oil Pressure (EOP) sensor
• Failed Accelerator Pedal Position 2

Step 2 Inspect connections at Fuel Delivery Pressure (FDP) connector. Decision

Step 3 Inspect connections at Engine Oil Pressure (EOP) connector. Decision


connector.


Is voltage less than 4.9 volts? No: Replace FDP sensor.

Is voltage less than 4.9 volts? No: Replace EOP sensor.

Harness ZTSE4850 pin-2 and known good GND. between ECM pin E1-81 and
FDP pin-2, ECM pin E1-82
and EOP pin-2, or ECM pin
C1-50 and APP pin-D. After
Is voltage less than 4.9 volts? No: Replace APP sensor.

Is voltage greater than 5.1 volts? No: Replace EOP sensor.

Harness ZTSE4830 pin-2 and known good GND. between ECM pin E1-81 and
FDP pin-2, ECM pin E1-82
and EOP pin-2, or ECM pin
C1-50 and APP pin-D. After
Is voltage greater than 5.1 volts? No: Replace APP. After


Tools Required
Test 1
A. Key OFF.
C. Connect Breakout Harness ZTSE4850 to engine harness and leave FDP sensor disconnected.
Test 2
A. Key OFF.
B. Disconnect FDP sensor.
C. Connect Breakout Harness ZTSE4850 to engine harness and leave FDP sensor disconnected.
Test 3
A. Key OFF.
C. Disconnect Engine Oil Pressure (EOP) sensor.
D. Connect Breakout Harness ZTSE4850 to engine harness and leave FDP sensor disconnected.
Test 4
A. Key OFF.
C. Disconnect EOP sensor.
D. Disconnect Accelerator Pedal Position (APP) sensor.
E. Connect Breakout Harness ZTSE4850 to engine harness and leave FDP sensor disconnected.
Test 5
A. Key OFF.
D. Connect Breakout Harness ZTSE4850 to engine harness and leave FDP sensor disconnected.
Test 6
A. Key OFF.
D. Disconnect APP sensor.
E. Connect Breakout Harness ZTSE4850 to engine harness and leave FDP sensor disconnected.
Fault Overview
Lamp Reaction
Associated Faults
None
Fault Facts
None.

Continuous
Possible Causes
• Failed Fuel Rail Pressure (FRP) sensor

Step 2 Inspect connections at Fuel Rail Pressure (FRP) connector. Decision


Harness ZTSE4829 pin-3 and known good GND. between FRP pin-3 and ECM
3514 FMI 14.

Harness ZTSE4829 pin-3 and known good GND. between FRP pin-3 and ECM
FMI 14.
Is voltage less than 4.9 volts? No: Replace FRP sensor.


Tools Required
Test 1
A. Key OFF.
Test 2
A. Key OFF.
B. Disconnect FRP sensor.
D. KOEO
WIF Sensor (Water In Fuel)

Overview of WIF Sensor Group
SPN FMI Condition

4192 3 WIF signal Out of Range HIGH(page 1336)
4192 4 WIF signal Out of Range LOW(page 1341)
Overview
Water In Fuel (WIF) sensor provides a feedback signal to Engine Control Module (ECM) when water is detected
in fuel supply. If water is detected, ECM will alert operator by illuminating WATER IN FUEL lamp. If a circuit fault
is detected, a code will set and ENGINE lamp will illuminate.
SPN 4192 FMI 3 - WIF signal Out of Range HIGH
Fault Overview
Fault code sets when Engine Control Module (ECM) detects Water In Fuel (WIF) sensor signal voltage is shorted
to PWR.
Lamp Reaction
No lamp reaction.
Associated Faults
None
Fault Facts
None

Continuous
Possible Causes
• WIF circuit short to PWR
• Water present in fuel

Step 2 Inspect connections at Water In Fuel (WIF) sensor connector. Decision

B. Disconnect WIF sensor.
C. Check WIF sensor and connector terminals for: damaged or
Are WIF sensor connector, harness, and terminals clean and undamaged? No: Repair connector,
Step 3 Check for water present in fuel. Decision

Drain a fuel sample from water drain valve on primary fuel filter housing Yes: Drain water from
(near WIF sensor). fuel system, and replace
fuel filter(s). Perform Fuel
System Priming (page 1476)
procedure. After repairs are
FMI 3.
Is water present in fuel? No: Go to Step 4.

voltage between Breakout Harness ZTSE6002 pin-1 and B+.
ECM pin C2-34 and WIF
4192 FMI 3.
Step 5 Check WIF circuit for short to PWR. Decision

Perform Test 2 (page 1339). Use DMM, measure voltage between Breakout Yes: Replace WIF sensor.
Is voltage 4.6 volts ± 0.25 volts? No: Repair short to PWR
between ECM C2-37 and WIF
4192 FMI 3.


Tools Required
Test 1
A. Key OFF.
B. Disconnect WIF sensor connector.
C. Connect Breakout Harness ZTSE6002 to engine harness and leave WIF sensor disconnected.
D. Key ON
Figure 477 WIF Circuit Check
Test 2
A. Key OFF.
D. Key ON
SPN 4192 FMI 4 - WIF signal Out of Range LOW
Fault Overview
Fault code sets when the Engine Control Module (ECM) detects Water In Fuel (WIF) sensor signal voltage is
shorted to GND.
Lamp Reaction
No lamp reaction.
Associated Faults
None
Fault Facts
None

Continuous
Possible Causes
• WIF circuit short to GND
• Water present in fuel

Step 2 Inspect connections at Water In Fuel (WIF) sensor connector. Decision

B. Disconnect WIF sensor.
C. Check WIF sensor and connector terminals for: damaged or
Are WIF sensor connector, harness, and terminals clean and undamaged? No: Repair connector,
Step 3 Check for water present in fuel. Decision

Drain a fuel sample from water drain valve on primary fuel filter housing Yes: Drain water from
(near WIF sensor). fuel system, and replace
fuel filter(s). Perform Fuel
System Priming (page 1476)
procedure. After repairs are
FMI 4.
Is water present in fuel? No: Go to Step 4.

voltage between Breakout Harness ZTSE6002 pin-1 and B+.
ECM pin C2-34 and WIF
sensor pin-1. After repairs are
FMI 4.
Step 5 Check WIF circuit for short to GND. Decision

Perform Test 2 (page 1344). Use DMM, measure voltage between Yes: Replace WIF sensor.
Breakout Harness ZTSE6002 pin-2 and a known good GND. After repairs are complete,
between ECM C2-37 and WIF
sensor pin-2. After repairs are
FMI 4.


Tools Required
Test 1
A. Key OFF.
D. Key ON
Figure 479 WIF Circuit Check
Test 2
A. Key OFF.
D. Key ON
WTSL (Wait to Start Lamp)

Overview of WTSL Sensor Group
SPN FMI Condition

1081 3 WTSL circuit short to PWR(page 1347)
1081 4 WTSL circuit short to GND(page 1351)
1081 5 WTSL open load/circuit(page 1356)
Overview
Wait To Start Lamp (WTSL) illuminates when ignition switch is turned ON. For Engine Coolant Temperature
(ECT) lower than 50°F (10°C), Engine Control Module (ECM) activates Inlet Air Heater Relay (IAHR). IAHR then
energizes Inlet Air Heater Fuel Igniter (IAHFI) for approximately 35 seconds. Once IAHFI is heated, WTSL starts
to flash and engine is ready to be started. Once engine starts, IAHFI remains energized and WTSL continues
to flash for a maximum of four minutes. When WTSL stops flashing, IAHFI and IAHS valve are deactivated. If
operator accelerates while WTSL is flashing, inlet air heater system will shutdown.
SPN 1081 FMI 3 - WTSL circuit short to PWR
Fault Overview
Fault code sets when Engine Control Module (ECM) detects that Wait to Start Lamp (WTSL) circuit is shorted
to PWR.
Lamp Reaction
Associated Faults
None
Fault Facts
None

Continuous
Possible Causes
• WTSL circuit short to PWR
• Failed WTSL

Use Electronic Service Tool (EST) with ServiceMaxx™ software, Key ON, Yes: Go to step 2.


Step 4 Check for short to power in Wait to Start Lamp (WTSL) circuit. Decision
Perform Test 1 (page 1350). Use Digital Multimeter (DMM), measure voltage Yes: Replace WTSL. After
between Breakout Harness ZTSE4435C pin-B and known good GND. repairs are complete, retest
for SPN 1081 FMI 3.
between WTSL (connector
1455) pin-B and ECM pin
FMI 3.
End Diagnostic Test

Figure 480 WTSL Circuit Diagram
Tools Required
• Breakout Harness ZTSE4435C
Figure 481 WTSL Circuit Check
Test 1
A. Key OFF.
B. Use Terminal Test Kit ZTSE4435C insert appropriate terminal into Wait to Start Lamp (WTSL)
connector (1455) pin-B and leave WTSL disconnected. See (vehicle Electrical Circuit Diagrams)
for additional details.
C. Key ON
SPN 1081 FMI 4 - WTSL circuit short to GRD
Fault Overview
Fault code sets when Engine Control Module (ECM) detects no current on Wait to Start Lamp (WTSL) driver
circuit when WTSL is commanded ON.
Lamp Reaction
Associated Faults
None
Fault Facts
None

Continuous
Possible Causes
• WTSL circuit short to GND
• Failed WTSL

Use Electronic Service Tool (EST) with ServiceMaxx™ software, Key ON, Yes: Go to Step 2.


Step 4 Measure engine side of Wait to Start Lamp (WTSL) circuit for Decision
short to GND.
resistance between Breakout Harness ZTSE4435C pin-B and known good
GND.
1455) pin-B and ECM pin
1081 FMI 4.
Step 5 Measure vehicle side of WTSL circuit for short to GND. Decision
Perform Test 2 (page 1355). Use DMM, measure resistance between Yes: Replace WTSL. After
Breakout Harness ZTSE4435C pin-A and known good GND. repairs are complete, retest
for SPN 1081 FMI 4.
1455) pin-A and vehicle wiring
(see WTSL Circuit Diagram
and vehicle Electrical Circuit
Diagrams for additional
details). After repairs are
1081 FMI 4.
End Diagnostic Test

Tools Required
Test 1
A. Key OFF.
connector (1455) pin-B and leave WTSL disconnected. See( vehicle Electrical Circuit Diagrams)
Test 2
A. Key OFF.
B. Use Terminal Test Kit ZTSE4435C insert appropriate terminal into WTSL connector (1455) pin-A
and leave WTSL disconnected. See( vehicle Electrical Circuit Diagrams) for additional details.
SPN 1081 FMI 5 - WTSL open load/circuit
Fault Overview
Fault code sets when Engine Control Module (ECM) detects an Open in Wait To Start Lamp (WTSL) circuit.
Lamp Reaction
Associated Faults
None
Fault Facts
None

Continuous
Possible Causes
• WTSL circuit Open or high resistance
• Failed WTSL

Use Electronic Service Tool (EST) with ServiceMaxx™ software, Key ON, Yes: Go to Step 2.


Step 4 Check 15-amp fuse F10-D (464M). Decision

Check 15-amp fuse F10-D (464M) (see vehicle Electrical Circuit Diagrams Yes: Go to Step 5.
for additional details).
Is fuse in good condition and not blown? No: Replace 15-amp fuse
F10-D (464M). After repairs
1081 FMI 5.
Step 5 Check vehicle side of Wait To Start Lamp (WTSL) circuit for Decision
voltage between ZTSE4435C pin-A and known good GND.
Is voltage 12 volts or greater while WTSL circuit is activated? No: Repair Open or high
resistance between WTSL
(connector 1455) pin-A and
vehicle wiring. After repairs
1081 FMI 5.
Step 6 Check Engine Control Module (ECM) side of WTSL circuit for Decision
Perform Test 2 (page 1361). Use DMM, measure resistance between Yes: Repair Open or high
ZTSE4435C pin-B and Breakout Box 00-00956-08 pin C2-15. resistance between WTSL
(connector 1455) pin-B
and ECM pin C2-15. After
for SPN 1081 FMI 5.
Is resistance greater than 5 ohms? No: Replace WTSL. After
for SPN 1081 FMI 5.
End Diagnostic Test

Tools Required
Test 1
A. Key OFF.
connector (1455) pin-A and leave WTSL disconnected. See( vehicle Electrical Circuit Diagrams)
C. Key ON
Test 2
A. Key OFF.
B. Use Terminal Test Kit ZTSE4435C insert appropriate terminal into WTSL connector (1455) pin-B
and leave WTSL disconnected. See( vehicle Electrical Circuit Diagrams) for additional details.
D. Connect Breakout Harness 00-01467-00 to vehicle harness and leave Engine Control Module
(ECM) disconnected.
2 ENGINE SYSTEM TESTS AND INSPECTIONS 1363
Table of Contents
ServiceMaxx™ Software Procedures. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1367

Connection and Data Recording. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1367
Diagnostic Trouble Code Overview. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1371
Check for DTCs.................... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1372
Session Files. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1373
Obtain Vehicle Health Report. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1375
Programmable Features. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1376
Record Snapshot of KOEO Data. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1380
DPF Service Procedure. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1382
Onboard Filter Cleanliness Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1385
Viewing graphs of recorded data. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1389
IQA Adjustment. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1392
Crankshaft Position Sensor Relearn Procedure. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1396
Oxygen (O2) Sensor Calibration. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1399
Intermittent or Inactive Fault Diagnostic Procedure. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1401
Connecting EST with ServiceMaxx™ Software to Engine. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1402

Interface Device Selection....... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1402
Connecting ServiceMaxx™ Software. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1405
Pinpoint Diagnostic Graphic Legend. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1406
Service Bay Tests. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1413

Engine Off Tests................... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1413
Actuator Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1413
ETV Position Test........ . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1415
EGR Valve Position Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1417
Continuous Monitor Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1419
Relative Compression Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1423
Inlet Air Heater Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1426
Low Coolant Level Reset Request. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1428
FRP Relief Valve Reset Procedure. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1431
Engine Running Tests. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1434
Air Management Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1434
High Pressure Pump Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1437
Engine Fan Test.......... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1440
Multiple Cylinder Cutout Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1445
Cylinder Balance. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1449
DSI Deaeration Procedure. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1452
Low Idle to High Idle Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1455
Road Tests. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1458

Lug Down Test..................... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1458
Lug Down Test (RPM, FRP, and FRP Desired) Graph. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1461
Lug Down Test (RPM, APP1, Vehicle Speed, and IMP) Graph. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1462
Lug Down Test (Engine Load and TC1TOP) Graph. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1463
Normal Exhaust Gas Temp Graph. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1464
1364 2 ENGINE SYSTEM TESTS AND INSPECTIONS
Inverted Exhaust Gas Temp Graph. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1466

Low Exhaust Gas Temp Graph. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1468
Air Control Valve (ACV) Test................... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1470

Turbocharger 2 Wastegate (TC2WC) Functional Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1470
Exhaust Back Pressure Valve Functional Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1473
Low-Pressure Fuel System Tests. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1476

Fuel System Priming. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1476
Fuel Delivery Pressure (FDP) Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1480
Start From Clean Fuel Source Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1482
Fuel Aeration Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1484
Fuel Restriction Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1487
High-Pressure Fuel System Tests. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1491

HP Pump Inlet Pressure Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1491
Fuel Rail Pressure (FRP) Return Flow Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1493
Fuel Rail Pressure (FRP) Leak Isolation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1496
HP Pump Fuel Return Pressure Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1498
HP Pump Fuel Return Flow Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1500
HPFP CPA Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1502
HPFP Test Entry Conditions. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1518
Inlet Air Heater Tests. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1520

Inlet Air Heater Fuel Igniter (IAHFI) Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1520
Fuel Supply at Intake Air Heater Fuel Solenoid (IAHFS) Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1522
Fuel Supply at Intake Air Heater Fuel Igniter (IAHFI) Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1524
General Test Procedures. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1526

Batteries and Electrical System Inspection. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1526
Engine Cranking Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1527
Crankcase Oil Breather Separator Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1528
Charge Air Cooler (CAC) Pressure Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1530
Interstage Cooler (ISC) Pressure Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1538
Crankcase Pressure Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1541
Smoke Test (Air Intake System). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1544
Smoke Test (Exhaust System). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1548
Relay Diagnostics...................... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1553
Relay Test 1 - Switched-86 GND. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1554
Relay Test 2 - Switched-86 PWR. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1557
Relay Test 3 - Switched-85 GND. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1560
Relay Test 4 – Switched-85 Shared 30. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1563
Relay Test 5 - Switched-85 GND, FMI 4. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1566
Relay Test 6 - Switched-86 PWR, No Code. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1568
Relay Test 7 - Switched-85 GND, No Code. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1571
J1939 Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1573
Induction System Cleaning Procedure. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1575
Exhaust Restriction Isolation Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1589
Fuel System Flushing Procedure. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1591
Coolant Test Procedures. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1592

Deaeration Tank Cap Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1592

Cooling System Pressure Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1595
Air Compressor Leaking Coolant to Oil Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1598
Air Compressor Leaking Air to Coolant Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1599
Aftertreatment Fuel Injector (AFTFI) Coolant Leak Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1600
EGR Cooler Leak Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1602
Thermostat Operational Test.... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1620
Coolant Control Valve (CCV) Assembly and Coolant Mixer Valve (CMV) Operation. . . . . . . . . . . .1622
Coolant Control Valve (CCV) Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1623
Engine Oil Tests. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1627

Oil Pressure Verification Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1627
Power Steering Fluid Leak to Engine Oil Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1630
Instrument Panel Engine Oil Pressure Gauge Validation Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1631
Engine Brake. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1633

Engine Compression Brake ECM Inputs and Programmable Parameter Checks. . . . . . . . . . . . . . .1633
Engine Compression Brake Operational Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1637
Engine System Inspections............... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1639

Initial Key On Check. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1639
Fuel Level and System Inspection. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1640
Fuel Quality Inspection. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1645
Engine Oil Level and Quality Inspection. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1647
Coolant Level Inspection. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1649
Coolant Quality Inspection. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1650
Coolant Leak - Visual. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1651
Coolant in Exhaust Inspection. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1652
Coolant to Oil Inspection. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1653
Cylinder Sleeve Cavitation and Crack Inspection. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1654
Interstage Cooler Inspection. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1655
Charge Air Cooler Inspection. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1656
Intake Air Inspection. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1658
Exhaust and Aftertreatment System Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1659
Oil and Crankcase Inspection. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1662
Oil pump and Fan Drive Oil Leak Inspection. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1664
Cylinder Head, Valve train, and Engine Brake Housing Oil Leak Inspection. . . . . . . . . . . . . . . . . . . . .1667
Engine Brake Inspection......... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1673
HP-Turbocharger Radial Play Inspection. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1676
Internal Engine Damage Inspection. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1677
Connecting Rod, Main Bearing, and Journal Inspection. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1681
Aftertreatment. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1685
Snap Acceleration Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1685
Hot Run Sensor Comparison Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1686
Aftertreatment Fuel Injector (AFTFI) Inspection. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1688
ServiceMaxx™ Software Procedures

Connection and Data Recording
Overview
ServiceMaxx™ is an Engine Electronic Control System Diagnostic Tool. It is used to view Diagnostic Trouble
Codes (DTC) stored in Engine Control Module (ECM), perform various Service Bay Tests, Procedures, and
Program engine features. It can also monitor and record signals from ECM and Aftertreatment Control Module
(ACM).
Engine Auto-Detection
MaxxForce® 11 and 13 engine is able to auto-connect at KOEO or engine running. Only difference when
connecting with a running engine is most of parameters will not load. You will also notice a lot of missing values
in Vehicle Information window.
Connection (Sniffer)
This area will display all modules communicating on Public Controller Area Network (CAN) Network.
Tools Required
Equipment Condition
None
Test Setup
Figure 488 ServiceMaxx™ Home Screen
Key-On Engine-Off (KOEO) will load signals and parameters.

Key-On Engine-Running (KOER) will load signals, but will not load parameters.
1. Connect Electronic Service Tool (EST) to vehicle Diagnostic Connector .
2. Start ServiceMaxx™ software.
Figure 489 Engine Selection Window
If ServiceMaxx™ displays Engine selection window (Figure 489), it was unable to Auto- Detect. Engine Control
Module (ECM) or Public Controller Area Network (CAN) to Data Link connector maybe at fault.
Test Procedure
Snapshot Recording Procedure:
Figure 490 Start Signal Recording

1. Start logging watched signals to
a log file button
1. Click on Start logging watched signals to log a file button (Figure 490) (Item 1).
Figure 491 Stop Signal Recording

1. Stop logging watched signals to
a log file button
2. Click on Stop logging watched signals to a log file button (Figure 491) (Item 1) to stop recording.
Figure 492 Snapshot folder
3. Snapshot recording will be saved in Snapshot folder (Figure 492) located on your computers desktop.
Snapshot Playback Procedure
Figure 493 Snapshot

1. Open previously recorded snapshot, Click on Open Snapshot Recording File (Figure 493) from File Menu.
2. Select desired recording you wish to open.
Figure 494 Snapshot Recording Playback
3. Once recording (Figure 494) is open, you can select any signal you wish to show up in graph.
Diagnostic Trouble Code Overview

Beginning in 2010, a Diagnostic Trouble Code (DTC) consists of two parts: Suspect Parameter Number (SPN)
and Failure Mode Indicator (FMI). SPN identifies a component or system with a fault, and FMI identifies what
that fault or condition is.
Figure 495 DTC Display
DTC Type:
Pending DTC
Pending Diagnostic Trouble Codes (DTC)s are possible faults that were detected on first drive cycle. On Heavy
Duty Onboard Diagnostic (HD-OBD) faults can be set as Pending. Pending HD-OBD faults do not turn on
Malfunction Indicator Lamp (MIL)
Active DTC
There are 3 types of Active DTCs: Non-HD-OBD faults, 1 drive cycle and 2 drive cycle HD-OBD.
• Active Non HD-OBD faults go active on first drive cycle and do not turn on MIL.
• Active HD-OBD 1 drive cycle faults turn on MIL.
• Active HD-OBD 2 drive cycle faults turn on MIL.
Healing DTC
Healing DTCs are HD-OBD faults that were active on previous drive cycle, but were not detected on current drive
cycle. If Healing fault is not detected within next three consecutive drive cycles, then fault becomes Previously
Active and turns off MIL.
Previously Active DTC

Previously Active DTCs are historical Active faults that were detected in a previous drive cycle. Previously Active
DTCs do not turn on MIL.
DTC Count
DTC Count logs amount of times fault was detected.
Freeze Frame
Freeze Frame data is a snapshot of engines operating condition at time fault was detected.
Check for DTCs

ServiceMaxx™ software displays Diagnostic Trouble Codes (DTC) at bottom of screen.
Figure 496 DTC display
Procedure:
ServiceMaxx™ software will update DTC status every 10 seconds and will check for DTCs as soon as Refresh
DTC/Vehicle Events button (Figure 496) is pressed.
Session Files
Overview
ServiceMaxx™ software has a variety of Sessions; Signal Monitoring, Engine Programming and Service Bay
Testing.
Service Bay Test and Procedures will automatically load pre-made default sessions. Users are not limited to
using pre-made default sessions. Sessions (Figure 497) can be built or modified, saved and loaded (Figure
498) at any time. Operator can use their own saved session to run a Service Bay test as long as check mark is
removed from Load Test Specific Session (Figure 499) prior to running test.
Figure 497 Menu - Save Session

Figure 498 Menu – Load Session
Figure 499 Menu – Load Test Specific Session

Obtain Vehicle Health Report
Overview
Connect Electronic Service Tool (EST) to vehicle and generate a Health Report of current vehicle information:
• Vehicle Identification Number (VIN) validation
• Vehicle mileage
• Engine hours
• Diagnostic Trouble Codes (DTC)
• Engine Control Module (ECM) calibration
• Fuel economy data
Tools Required
• PocketMaxx™, EST with International Graphical User Interface, or Navistar® EZ-Tech Launcher
Equipment Condition
None
Test Setup
None
Test Procedure
1. Key-On Engine-Off (KOEO).
2. Connect interface cable between PocketMaxx™, EST, or EZ-Tech Launcher to vehicle Diagnostic Connector
(page 1402).
3. Use PocketMaxx™, EST, or EZ-Tech Launcher to retrieve a vehicle Health Report.
4. Connect to internet and upload Health Report to Navistar® Service Portal.
5. Verify Health Report is visible on Navistar® Service Portal. Select Write Up > Vehicle Information.
Expected Outcome
Current vehicle Health Report is viewable on Navistar® Service Portal.
Follow-On Procedure
None
Programmable Features
Overview
Many features can be programmed into Engine Control Module (ECM) to fit many different applications. To
make programming changes using ServiceMaxx™ software, load Programming session.
Tool Required
Equipment Condition
None
Figure 500 Programmable Feature
Test Setup
1. Key-On Engine-Off (KOEO)
2. Connect Electronic Service Tool (EST) to vehicle Diagnostic Connector (page 1402).
3. Log in to ServiceMaxx™ software.
Test Procedure
Figure 501 Select Parameters or Programming
1. Select Programming (Figure 501) from Session drop-down menu.

• Select Parameters to view all Parameters
• Select Programming to view Parameters sorted into categories.
Figure 502 Change Parameter Value
2. Click on desired parameter value (Figure 502) to be changed.
Figure 503 Program Engine
3. Press Program Engine Button (Figure 503).

Figure 504 Program Engine
4. Turn Key OFF for 15 seconds, so new value change be saved into module (Figure 504).
5. Turn Key ON.
6. Clear Diagnostic Trouble Code (DTC)s, if any.
Expected Outcome
None
Follow-On Procedure
None
Record Snapshot of KOEO Data
Overview
Record Key-On Engine-Off (KOEO) data to be referenced now, and in future.
Tools Required
Equipment Condition
1. Do not crank or run engine for 3 minutes or more to allow fluid pressures to stabilize.
Test Setup
1. Key-On Engine-Off.
Test Procedure
Figure 505 Selecting Performance Session
1. Select Sessions > Performance.

2. Cycle key OFF, then cycle key ON.
3. Select Tools > Start Recording Snapshot.

4. Wiggle harness sensor and actuator connections and 96-pin and 58-pin Engine Control Module (ECM)
connectors.
5. Select Tools > Stop Recording Snapshot.
Expected Outcome
KOEO values will be within specification.
Follow-On Procedure
None
DPF Service Procedure
Overview
Diesel Particulate Filter (DPF) service procedure is used to update installation date and serial number (if
replaced) of DPF. This procedure should be run any time DPF has been replaced or removed for cleaning.
Follow on-screen instructions.
Figure 506 DPF Service
Tools Required
Equipment Condition
One of the following active faults:
• SPN 3556 FMI 18
• SPN 5298 FMI 17
• SPN 5298 FMI 18
Test Setup
2. Connect Electronic Service Tool (EST) to Vehicle Diagnostic Connector and launch ServiceMaxx™ software.
(page 1402).
Test Procedure
1. Verify that one of the active faults is present:
• SPN 3556 FMI 18
• SPN 5298 FMI 17
• SPN 5298 FMI 18
2. Replace failed part.
Figure 507 Menu - Select Procedures
3. Go to Procedures > KOEO Procedures > DPF Service (Figure 507).

Figure 508 DOC or DPF Replacement Reset Button
4. Input old and new DPF serial number and press DOC or DPF Replacement Reset button (Figure 508).
5. Cycle ignition switch.
6. Clear Diagnostic Trouble Codes (DTC).
Onboard Filter Cleanliness Test
Overview
A parked Diesel Particulate Filter (DPF) regeneration cleans DPF while monitoring aftertreatment system
operation.
WARNING: To prevent personal injury or death, set parking brake, shift transmission to park or
neutral, and block wheels.
Tools Required
Equipment Condition
1. Engine Speed (below 750 rpm).
2. Engine Coolant Temperature above 150°F (66°C).
3. Accelerator Pedal Position (APP) 0% (pedal released).
4. Break switch released.
5. Parking break set.
6. No Inhibitors (Figure 510).
Test Setup
Test Procedure
1. Start engine and allow engine coolant temperature to reach above 150°F (66°C).
Figure 509 Select Procedure
2. Select KOER Aftertreatment Tests > Onboard Filter Cleanliness Test (Figure 509) from Test drop down
menu.
Figure 510 DPF Regeneration Inhibitors
3. Verify DPF Regeneration Procedure entry conditions are met and DPF regeneration inhibitors (Figure 510)
are not inhibited.
If regen inhibitors are displayed as inhibited, refer to Check Regen Inhibitors (page 1387) table.
Check Regen Inhibitors

Check Expected Results Comment
AFT Regen Inhibit - AESC Not Inhibited If inhibited, ensure auxiliary engine speed
Active control is disabled.
AFT Regen Inhibit - Not Inhibited If inhibited, ensure accelerator pedal is
Accelerator OFF Idle released, and there are no active fault codes
for APP sensor. Diagnose and repair active
fault codes before running DPF regeneration.
AFT Regen Inhibit - Clutch Not Inhibited If inhibited, ensure clutch pedal is released,
Disengaged and there are no active fault codes for clutch
switch. Diagnose and repair active fault codes
before running DPF regeneration.
AFT Regen Inhibit - Engine Not Inhibited If inhibited, run engine until Engine Coolant
Not Warmed UP Temperature (ECT1) is above 150°F (66°C)
AFT Regen Inhibit - Inhibit Not Inhibited If inhibited, ensure Regen Inhibit Switch is
Switch in OFF position and there are no active fault
codes with switch. Diagnose and repair active
fault codes before running DPF regeneration.
AFT Regen Inhibit - Out of Not Inhibited If inhibited, ensure transmission is in park or
Neutral neutral.
AFT Regen Inhibit - Park Not Inhibited If inhibited, ensure park brake is set.
Brake not Set
AFT Regen Inhibit - Not Inhibited If inhibited, ensure service brake is released.
Service Brake Active
AFT Regen Inhibit - Not Inhibited if inhibited, ensure no active faults listed in
System Fault Active DTC list. Diagnose and repair active fault
codes before running DPF regeneration.
AFT Regen Inhibit - Not Inhibited If inhibited, ensure vehicle speed is 0 mph,
Vehicle Speed too High and no active TOSS fault codes. Diagnose
and repair active fault codes before running
DPF regeneration.
AFT Regen Inhibit Status Not Inhibited If inhibited, ensure other regen inhibitors are
corrected and reading not inhibited.
AFT Regen Inhibit - Low Not Inhibited If inhibited, run engine until all exhaust
Exhaust Gas Temperature temperatures reach DPF regen target
temperature.
4. Engine Speed will ramp up to increase exhaust flow through DPF. Procedure will run for 65 minutes and will
not display pass or fail results.
Expected Outcome
Exhaust temperature will rise and soot load will decrease.
Follow-On Procedure
None
Viewing graphs of recorded data
Overview
Graph data using ServiceMaxx™ software. View recorded data, and save or print screen shots of playback.
ServieMaxx™ software snapshots can be viewed at any time by selecting Open Recorded Signal File from File
drop-down menu or through desktop Snapshots folder.
Tools Required
• J1939-Compliant Interface Cable
Equipment Condition
ServieMaxx™ snapshot is saved to Snapshot folder on desktop of EST.
Test Setup
Test Procedure
Figure 511 Menu – Open Snapshot Recording File
1. File > Open Snapshot Recording File.

Figure 512 Opening Snapshot File
2. Select a previously recorded file from Open window.
Figure 513 Recorded Signal Playback
3. Select which signal(s) to view by clicking on Graph boxes.

4. With parameters selected, there are multiple options to view snapshot:
• Press Play
• Drag bar across to play snapshot at desired speed
• Utilize Play, Fast Forward, Rewind, or click Play again during snapshot viewing to Pause playback
Figure 514 Show Graphed Only

1. Show Graphed Only box
5. Click Show Graphed Only box (1) allows technician to view selected parameter(s) only, without other
parameters being displayed. Show Graphed Only box not checked will display all parameters again.
Figure 515 Save Screen-shot

1. Save Screen-shot as JPG button
6. Click Save Screen-shot as JPG button (1) to save your screen-shot as a picture file at any point during
recording. A dialog box will display showing location of saved screen-shot picture file. Click OK to save.
Figure 516 Print Screen-shot

1. Print Screen-shot button
7. Click Print Screen-shot button (1) to print. Choose printer and select OK.
Expected Outcome
Technician will be able to view captured graph data, and save or print screen-shots.
Follow-On Procedure
None
IQA Adjustment
Overview
Calibrate Engine Control Module (ECM) for newly installed injectors. Each injector is encrypted with an Injection
Quantity Adjustment (IQA) code that must be programmed into ECM anytime an injector has been replaced.
IQA injects correct amount of fuel for each individual injector throughout operating range of engine. Injector
mechanical tolerances, high flow, and low flow can be evenly balanced with ECM calibration.
Tools Required
Equipment Condition
None
Test Setup
1. Turn ignition switch to ON, engine OFF.
(page 1402).
Test Procedure
Figure 517 Injector Quantity Adjustment procedure
1. Select Injection Quantity Adjustment (Figure 517) from Procedures drop-down menu.
Figure 518 Picture of IQA code location
2. Type in new IQA code (stamped on top portion of injector) (Figure 518) into proper cylinder location.
Figure 519 Injector Quantity Adjustment
3. When Undo button appears, Program Engine button becomes active. Press Program Engine button (Figure
519).
4. Replace failed injector following procedures in Engine Service Manual.
Expected Outcome
ECM will have correct fuel injector calibrations.
Follow-On Procedure
None
Crankshaft Position Sensor Relearn Procedure
Overview
After diagnosing and repairing Crankshaft Position (CKP) sensor, Camshaft Position (CMP) sensor, and base
engine concerns, CKP position parameter has to be reprogrammed.
Tools Required
Equipment Condition
None
Test Setup
3. Log in to ServiceMaxx™.
4. Clear Diagnostic Trouble Codes (DTC) if any are displayed.
Test Procedure
Figure 520 Sessions Drop Down Menu
1. Select Sessions > Programming (Figure 520).

Figure 521 Service Interval Tab and Parameter Values
2. Select Service Interval Tab (Figure 521).

3. Change Parameter Value 95232 CKP Crankshaft Position Learning Reset Request (Figure 521) to Yes.
Figure 522 Program Engine Button
4. Click Program Engine Button (Figure 522).

Figure 523 Engine Parameters Programmed Successfully Popup Box
5. When Engine Parameters Programmed Successfully (Figure 523) pop up box appears, turn Key Off for a
minimum of 15 seconds.
6. Turn Key On.
7. Clear any Diagnostic Trouble Codes (DTC).
Expected Outcome
Engine will program successfully.
Follow-On Procedure
None
Oxygen (O2) Sensor Calibration
Overview
Calibrates Engine Control Module (ECM) to Oxygen (O2) Sensor.
Tools Required
Equipment Condition
None
Test Setup
(page 1402).
Test Procedure
1. Clear exhaust fumes by performing Relative Compression Test (page 1423).
Figure 524 O2 Sensor Calibration Menu
2. Select Procedures > KOEO Procedures > O2 Sensor Calibration (Figure 524).
3. Run O2 Sensor Calibration Procedure.
4. When calibration is complete, a pop up message will display Test completed, Successful.
Expected Outcome
ECM will be successfully calibrated to new O2 Sensor.
Follow-On Procedure
None
Intermittent or Inactive Fault Diagnostic Procedure
Overview
Use this test to diagnose inactive and/or intermittent faults. Inactive and/or intermittent faults are currently
healing, previously active, or inactive.
For component faults that are pending or active, follow specific step based diagnostics for fault.
Permanent faults are historic faults and are used for reporting purposes only. They should never be treated as
a current issue or used for diagnostics.
Tools Required
• J1939-compliant interface cable
Equipment Condition
None
Test Setup
1. Key-On, Engine-Off (KOEO).
Test Procedure
1. Verify health report was saved. Clear fault codes.
2. Hit Record button in ServiceMaxx™.
3. Use Continuous Monitor Test (page 1419), view voltage signal for suspect sensor.
• Continuous monitor test will have you watch voltage signals for voltage spikes while wiggling affected
harness and connections.
• A voltage spike while performing continuous monitor wiggle test indicates a damaged harness and/or
connector pin.
4. Stop recording and review snapshot file.
5. If voltage spike or fault occurs during continuous monitor wiggle test start from point voltage spike occurred
and inspect harness for rubbing, and inspect nearby connectors for pin damage, corrosion, fretting, etc.
Expected Outcome
Source of intermittent / inactive fault will be isolated.
Follow-On Procedure
None
Connecting EST with ServiceMaxx™ Software to Engine

Interface Device Selection
To connect Electronic Service Tool (EST) with ServiceMaxx™ software to engine, NAVCoM, NAVLink, or
generic Interface cable (RP1210B compliant supporting J1939 and J1708) must be connected between
Electronic Service Tool (EST) and vehicle diagnostic connector. Vehicle diagnostic connector is located inside
vehicle cab, above clutch pedal.
1. Use Interface cable, connect EST to vehicle’s diagnostic connector.
Figure 525 Com Link Selection Drop Down Menu
3. Select Com Link (Figure 525).

Figure 526 Com Link Activation Drop Down Menu
4. Activate Com Link (Figure 526) for interface cable connection.

If ServiceMaxx™ software fails to auto-connect, use the following procedure:
5. From Tools drop-down menu, go to Select Com Link (Figure 525).
6. Select cable/interface device.

a. NEXIQ Technologies USB-Link
— USB-Link
• J1939
• J1708
• KWP2000
— Bluetooth USB-Link
• J1939
• J1708
• KWP2000
— USB-Link ATEC 160–Baud
• J1939
• J1708
• KWP2000
— BT USB-Link ATEC 160–Baud
• J1939
• J1708
• KWP2000
If software is still unable to connect, see troubleshooting documentation provided for specific interface cable
being used (provided from cable manufacturer).
If cable is not at fault, see J1939 Data Link Error (ECM unable to transmit) (page 1084) in Fault Code Diagnostics
section of this manual.
Connecting ServiceMaxx™ Software

1. Turn ignition switch to ON. Do not start engine.
2. Using interface cable, connect EST to vehicle’s diagnostic connector.
3. Start ServiceMaxx™ software. After starting ServiceMaxx™ software and selecting appropriate interface
device, (Interface Device Selection) (page 1402), a detection process will begin and should connect
automatically.
If ServiceMaxx™ software cannot detect Engine Serial Number (ESN), then it may be necessary for user to
select engine by clicking on Select Engine from File drop-down menu. Then select engine from pop-up box.
Figure 527 ECM Connected Icon
If software has connected to ECM, active signals will populate startup screen, and ECM connected icon in
bottom right corner will show connected.
Figure 528 ECM Disconnected Icon
When software is unable to connect to ECM, signals and vehicle information will not be displayed, and ECM
disconnected icon in bottom right corner will show disconnected.
If software is unable to connect to ECM, go to Interface Device Selection (page 1402) section, above.
Pinpoint Diagnostic Graphic Legend

This defines graphic depictions of tools required for Pin Point Tests in Fault Code Diagnostics section of this
manual.
Figure 529 Breakout Harness
Figure 530 ZTSE4498 - 3-Banana Plug Harness

Figure 531 ZTSE4497 - 500-ohm Resistor

Figure 532 Ohm Meter

Figure 533 Volt Meter

Figure 534 ECM (Engine Control Module) 180-pin Breakout Harness Overlay
Figure 535 ACM (Aftertreatment Control Module) 180-pin Breakout Harness Overlay
Figure 536 Battery

Service Bay Tests

Engine Off Tests
Actuator Test
Overview
Key-On Engine-Off (KOEO) Actuator Test enables technicians to cycle any actuator to high or low states, and
some actuators have variable positions. Technicians can use a Digital Multimeter (DMM) to measure changes
in voltage or duty cycle, or visually monitor actuator movement while actuator is commanded. This test does not
display pass or fail results.
Tools Required
• Electronic Service Tool (EST) with ServiceMaxx™ software.
Test Setup
Test Procedure
Figure 537 Menu - Select Test
1. Select Tests > KOEO Tests > Actuator Test (Figure 537).
Figure 538 Actuator Control Panel
2. Select desired actuator from control panel (Figure 538).

3. Adjust amount of duty cycle you wish to control.
4. Adjust delay test start time, if a delay start time is desired.
5. Press Start Test button to begin test.
6. Actuator will cycle to commanded position for 5 seconds.
Expected Outcome
Test will complete successfully.
Follow-On Procedure
None
ETV Position Test
Overview
Verify movement of Engine Throttle Valve (ETV).
Tools Required
Equipment Condition
None
Test Setup
1. Key OFF.
2. Connect Breakout Harness 12-714-01 to both ETV and engine harness.
Test Procedure
1. Select Tests > KOEO Tests > Actuator Test.

Figure 540 Start Test Button
2. Select ETV Position from Actuator Test drop-down menu on right side.
3. Select 95% duty cycle and Command actuator movement by clicking Start Test button.
4. Monitor Engine Throttle Position (ETP) in ServiceMaxx™ and compare to commanded duty cycle during
test.
test.
test.
Expected Outcome
ETP will meet commanded positions.
Follow-On Procedure
None
EGR Valve Position Test
Overview
Determine if Exhaust Gas Recirculation Valve (EGRV) can meet commanded position and if it is sticking due to
debris or carbon build-up.
Tools Required
Equipment Condition
1. EGRV heat protection shield removed (see Engine Service Manual).
2. Front EGR bellows (between EGR cooler and EGRV) removed (see Engine Service Manual).
Test Setup
(page 1402).
Test Procedure
Figure 541 Selecting Actuator Test
1. Select Tests: KOEO Tests > Actuator Test. Follow on-screen instructions.
Figure 542 Actuator Control Panel
2. From actuator control panel (Figure 542) select EGR Position and set duty cycle to 95%.
3. Press Start Test button and monitor EGR Position (EGRP) signal to see if EGRV can meet commanded
position.
4. After monitoring EGRP signal, set desired delay time to run actuator test again and visually monitor EGRV
movement.
5. Verify duty cycle is at 95% and press Start Test button.
6. With front EGR bellows(between EGR cooler and EGRV) removed, monitor EGRV movement. Check for
debris and carbon build-up in EGRV.
7. Repeat steps 2–6 with duty cycle set to 15% in steps 2 and 5.
Expected Outcome
EGRV position will meet ServiceMaxx™ commanded position, movement of EGRV can be seen, and no debris
or carbon build-up restricting EGRV movement.
Follow-On Procedure
None
Continuous Monitor Test
Overview
Key-On Engine-Off (KOEO) Continuous Monitor test is used to detect sensor intermittent faults. During this
test, sensor voltages are continuously monitored. This test provides a graphical view of all signals and allows
technician to detect intermittent spiking or momentary loss of signal. Perform this test while wiggling connectors,
wiring, and harnesses of suspected faulty component.
A sensor fault that goes out of range high or low will cause voltage signal to display too high or too low.
Continuous Monitor Test will force all sensor voltage to display actual voltages. Signals that display N/A are not
available or not enabled on selected engine.
Figure 543 KOEO Continuous Monitor Test Home Screen
Position Sensor Voltages are Monitored:

• Accelerator Pedal Position 1
• Accelerator Pedal Position 2
• Remote Pedal Sensor (If equipped)
• Urea Tank Level
Pressure Sensor Voltages are Monitored:
• Aftertreatment (AFT) Fuel Pressure
• Barometric Absolute Pressure
• Diesel Fuel Particulate (DPF) Differential Pressure

• Engine Oil Pressure
• Fuel Delivery Pressure
• Fuel Rail Pressure
• Inlet Manifold Pressure
• Turbocharger 1 (TC1) Turbine Outlet Pressure
• TC2 Compressor Inlet Pressure
Temperature Sensor Voltages are Monitored:
• Ambient Air Temperature
• CAC Outlet Temperature
• Engine Coolant Temperature 1
• Engine Coolant Temperature 2
• Engine Oil Temperature
• Exhaust Gas Recirculation Gas Temperature
• Inlet Air Temperature
• TC2 Compressor Inlet Temperature
Other Voltage Signals Monitored:
• Switched Battery
• O2 Sensor INT
• O2 Sensor
Tools Required
Equipment Condition
None
Test Setup
2. Connect Electronic Service Tool (EST) to Vehicle Diagnostic Connector (page 1402).
Test Procedure
1. Select Continuous Monitor (Figure 544) from drop down menu.
Figure 545 Voltage Spike
2. Monitor suspect voltage signal while wiggling wiring harness and connectors. If circuit is interrupted, signal
will spike.
Figure 546 Stop Test Button
3. Test will run until cancelled by pressing Stop test button (Figure 546).
Expected Outcome
No intermittent faults detected.
Follow-On Procedure
None
Relative Compression Test
Overview
KOEO Relative Compression Test measures cylinder balance in order to determine cylinder integrity. Test results
are presented in graphical or numerical displays. Graphs or numbers should be approximately same, indicating
well balanced and equal cylinders.
Tools Required
Equipment Condition
None
Test Setup
4. Batteries must be charged (Use Battery charger if necessary).
Test Procedure

1. Select Relative Compression Test (Figure 547) from KOEO Tests drop-down menu.
Figure 548 Test Instructions Popup Panel
2. Follow instructions on popup test panel (Figure 548) .
Figure 549 Test Results
3. Results are measured on down travel of each cylinder's power stroke (Figure 549). A cylinder with low
compression will be significantly lower then others.
Figure 550 Test Complete
4. When test is complete (Figure 550), review test results.
Expected Outcome
Follow-On Procedure
None
Inlet Air Heater Test
Overview
Inlet Air Heater (IAH) Test is used to activate system when engine temperatures are above normal IAH operating
range. A technician can use this test to diagnose a problem with this system.
Inlet Air Heater (IAH) System does not assist in starting a cold engine, this system is used to help eliminate
white smoke after a cold engine start up. Normal operating range of this is below 50°F.
Tools Required
• Interface Cable (RP1210B-compliant, supporting J1939 and J1708)
Equipment Condition
None
Test Setup
Test Procedure
1. Select Tests > KOEO Tests > Inlet Air Heater Test (Figure 551). This will load session and start test..
2. Start engine once WTSL begins to flash.
3. After engine has started, IAH Fuel Solenoid will open allowing fuel to feed igniter.
Expected Outcome
On a cold engine, Inlet Manifold Temperature should raise at least 10°F before test completes.
Follow-On Procedure
None
Low Coolant Level Reset Request
Overview
After diagnosing and repairing Low Coolant Level Repeat Occurrences faults, Low Engine Coolant Level and
Timer Parameters have to be reprogrammed.
Tools Required
Equipment Condition
None
Test Setup
(page 1402).
3. Clear Diagnostic Trouble Codes (DTC)
Test Procedure
Figure 552 Sessions Menu
1. Select Sessions > Programming (Figure 552).

Figure 553 Menu - Service Interval Tab
2. Click on Service Interval tab.
Figure 554 Menu - Trip Engine Coolant Level Low Time Parameter
3. Change value 41160 Trip Engine Coolant Low Time parameter to zero (0).
Figure 555 Menu – Program Engine Button
4. Click Program Engine Button (Figure 555).
Figure 556 Programming Successful Popup Box
5. When Engine Parameters Programmed Successfully pop up box appears (Figure 556), turn key OFF for a
minimum of 15 seconds.
6. Turn key ON.
7. Clear any Diagnostic Trouble Codes (DTC).
Expected Outcome
Engine will program successfully and Coolant Level Faults will be reset.
Follow-On Procedure
None
FRP Relief Valve Reset Procedure
Overview
After diagnosing and repairing Fuel Rail Pressure (FRP) Relief Valve, FRP Relief Valve opening timer and
counter parameters have to be reprogrammed.
Tools Required
Equipment Condition
None
Test Setup
(page 1402).
3. Clear Diagnostic Trouble Codes (DTC).
Test Procedure
Figure 557 Selecting Programming
1. Select: Sessions > Programming (Figure 557).

Figure 558 Service Interval Tab
2. Click on Service Interval Tab (Figure 558).
Figure 559 Parameters
3. Change Value on 95212 FRP Relief Valve Timer parameter (Figure 559)to zero (0).
4. Change Value on 95222 FRP Relief Valve Counter parameter (Figure 559)to zero (0).
Figure 560 Program Engine Button
5. Click Program Engine (Figure 560) Button.

6. When programming is successful, turn Key-Off for minimum of 15 seconds.
7. Turn Key-On.
8. Clear any DTCs.
Expected Outcome
Engine will program successfully and FRP faults will be reset.
Follow-On Procedure
None
Engine Running Tests

Air Management Test
Overview
This test is used to validate Air Management System by monitoring effects of actuators on Intake Manifold
Pressure (IMP). Pressure drops by varying amounts each time an actuator is commanded open. This test does
not give Pass or Fail results.
Tools Required
Equipment Conditions
• Engine Speed (Low Idle - below 750 RPM)
• Engine Coolant Temperature (Above 100 F)
• Parameter: 77532 Maximum Standstill Engine Speed (Above 1650 RPM)
• Accelerator Pedal Position (0%)
• Brake Switch (Released)
• Parking Brake (Set)
Test Setup
2. Connect Electronic Service Tool (EST) with ServiceMaxx™ to Vehicle Diagnostic Connector (page 1402).
3. Log in to ServiceMaxx™
4. Start engine and warm engine coolant temperature above 100°F (38°C)
Test Procedure
Figure 561 ServiceMaxx™ Tests Menu
1. Select Tests > KOER Tests > Air Management Test (Figure 561).
2. Engine will operate through a series of RPM ramp-ups commanding a different actuator to cycle for each
one.
Figure 562 Test Complete Message
3. When test is complete, Air Management Test: Test Completed, Successful (Figure 562) pop-up will appear.
Expected Outcome
Test will complete successfully allowing technician to validate actuator commands and compare them to IMP
sensor values.
Follow-On Procedure
None
High Pressure Pump Test
Overview
High Pressure Pump Test validates performance of high-pressure fuel system. This test accelerates and
decelerates engine in four steps, while measuring time it takes to increase and decrease fuel pressure. When
test is complete, Engine Control Module (ECM) sends test results to Electronic Service Tool (EST). If test
passes, test results will read “Normal” next to pressure increase status. If test fails, test results will read “too
slow” next to pressure increase status.
Tools Required
Equipment Condition
• Engine coolant Temperature 1 (above 100°F)
• Engine Speed (below 700 RPM)
• AFT Regen Status (Not Active)
• Vehicle Speed (Not Moving)
• Accelerator Pedal Position (0%)
• Brake Pedal (Release)
• Clutch Pedal (Release)
Test Setup
2. Log into ServiceMaxx™ software.
3. Start Engine and warm engine coolant temperature above 100°F (38°C).
Test Procedure
1. Go to Tests > KOER Tests > High Pressure Pump Test (Figure 563).
Figure 564 Pre Test Information Message
2. High Pressure Pump Test Session will auto-load and Pre-Test setup condition warning message will display.
3. After satisfying pre-test conditions, click OK button to begin test.
4. Engine will ramp up and Fuel Pressure Control system will test performance at 4 different test points.
Figure 565 Test Results (Good)
5. Test is complete when test results are displayed. Above test results display “Normal” next to pressure
increase status, indicating a good high-pressure fuel system.
Expected Outcome
Test will complete and test results will display “Normal” next to pressure increase status.
Follow-On Procedure
None
Engine Fan Test
Overview
Validates performance of Engine Fan by comparing ECM commanded state to actual operation.
WARNING: To prevent personal injury or death, shift transmission to park or neutral, set parking
brake, and block wheels before doing diagnostic or service procedures.
Tools Required
• Parking brake set.
• Accelerator, Clutch, and Brake pedals released.
• AFT Regen Status Not Active.
Test Setup
1. Key-ON, Engine-OFF (KOEO).
2. Connect Electronic Service Tool (EST) with ServiceMaxx™ software to Vehicle Diagnostic Connector (page
1402) and log in.
3. Start engine and run to operating temperature.
Test Procedure
Figure 566 Menu – Engine Fan Test
1. Select Tests > KOER Tests > Engine Fan Test (Figure 566). Engine Fan Control Mode will auto-load, but
will not start until desired test is selected.
Figure 567 Changing Engine Fan Control Mode Parameters
2. Verify appropriate fan test is auto-loaded for vehicle fan type.

• If Engine Fan Control Mode does not match vehicle fan type, select parameters tab and change Engine
Fan Control Mode parameter (Figure 567) as necessary.
Engine Fan Test is divided into two tests depending on application:
• On/Off Two Speed Fan Test (page 1443)
• Variable Speed Fan Test (page 1443)
On/Off Two Speed Fan
Figure 568 On/Off Two Speed Fan Tests

See On/Off Two Speed Fan Tests (Figure 568) to perform steps 1 through 3.
1. Select Turn Fan Off from Controls tab. Observe Engine Fan.
2. Select Turn Fan On from Controls tab. Observe Engine Fan.
3. Verify fan operates as commanded. If fan is always on or always off, ECM does not have control.
Variable Speed Fan

1. Select record snapshot button. Continue recording until all tests have been completed.
Figure 569 Variable Speed Fan Tests
2. Select Engage Speed 1 (Figure 569) from Controls tab. Allow test to run until notified of completion.
3. Repeat step 2 for engage speeds 2 through 5 (Figure 569).
4. Once all tests have been completed, stop snapshot recording.
Figure 570 Good Variable Speed Fan Test

1. Engine Speed 3. Desired Fan Speed
2. Fan Speed 4. Fan CTL %
5. Verify results for variable speed fan (Figure 570). Fan Speed (2) should be within 250 rpm of Desired Fan
Speed (3). During level 1, occasional Fan Speed spikes are normal as ECM still has control over fan.
Expected Outcome
• On/Off two speed fan: Fan will remain off when commanded off and engage when commanded on.
• Variable speed fan: Fan speed should be within 250 rpm of desired for each commanded setting.
Follow-On Procedure
None
Multiple Cylinder Cutout Test
Overview
KOER Multiple Cylinder Cutout test is use to help diagnose rough idle or misfire symptoms. Test will monitor
engine load while disabling 3 cylinders at a time in a pre-determined sequence. Engine Load averages are
collected from each combination and used to calculating test results.
Tools Required
• Interface Cable (RP1210B-compliant supporting J1939 and J1708)
1. Engine Coolant Temperature 1 (ECT1) above 160°F (71°C)
2. Engine Speed (below 700 RPM)
3. Vehicle Not Moving
4. Accelerator Pedal Position (0%)
5. Brake Pedal (Release)
6. Clutch Pedal (Release)
Test Setup
1. Key-On Engine-Off.
1402).
3. Log in to ServiceMaxx™ Software.
4. Start engine and warm engine coolant temperature above 100°F (38°C).
Test Procedure
1. Select Tests > KOER Tests > Multiple Cylinder Cutout Test .
Figure 572 Multiple Cylinder Cutout Test Home Screen
2. Multiple Cylinder Cutout Test (Figure 572) Session will load.
Figure 573 Control Panel

3. This test has the following 2 options:

• Option 1: Manual cylinder cutout test. User can select an injector(s) by clicking an X in cylinder location.
Press Begin Test button will disable selected injector (s). To end test, press End Test button. This is an
audible test only, does not display test results.
• Option 2: Automated Multiple Cylinder Cutout Test (MCCT). Click on Auto Test button to begin
automated test. This test will run for about 8 minutes before displaying Test results.
4. Click on Auto Test button for Automated MCCT. Test will begin an 8 minute sequence disabling cylinder
combination while collecting data.
5. Test is complete when results are displayed.
Expected Outcome
Follow-On Procedure
None
Cylinder Balance
Overview
Isolates a suspect cylinder(s) causing a misfire or rough running. Can isolate cylinder(s) causing fuel knock
Diagnostic Trouble Code (DTC) such as SPN 731 FMI 16 or 18.
Tools Required
Equipment Condition
None
Test Setup
(page 1402).
Test Procedure
Figure 574 Selecting Cylinder Balance Test
1. Select: Tests > KOER Tests > Cylinder Balance.

2. Select record snapshot button. Continue recording until testing is completed.
Figure 575 Cylinder Balance Test Signal Values

1. Actual Engine Torque
2. Cylinder (1 - 6) Crankshaft
Angular Velocity Data
3. Start engine and allow Cylinder (1 - 6) Crankshaft Angular Velocity Data signal values (Figure 575) (Item 2)
to stabilize for 30 seconds.
4. After Cylinder (1 - 6) Angular Velocity Data signal values stabilize, compare signal values to each other.
• If signal values are within 0.6 of each other, continue to step 4.
• If signal values are not within 0.6 of each other, suspect cylinder(s) has been identified and test is
complete. Cylinder Balance Test Signal Values (Figure 575) shows Cylinder 1 is suspect for a failure.
5. Slowly increase engine speed to 1500 rpm while keeping Actual Engine Torque signal value (Figure 575)
(Item 1) below 150 lb-ft (203 N·m).
6. Hold engine speed at 1500 rpm for 2 minutes while comparing Cylinder (1 - 6) Angular Velocity Data signal
values.
• If signal values are within 0.6 of each other, test is complete.
• If signal values are not within 0.6 of each other, suspect cylinder(s) has been identified and test is
complete. Cylinder Balance Test Signal Values (Figure 575) shows Cylinder 1 is suspect for a failure.
7. Stop snapshot recording.
Expected Outcome
All Cylinder (1 - 6) Angular Velocity Data signal values will be within 0.6 of each other.
Follow-On Procedure
None
DSI Deaeration Procedure
Overview
The Key-On Engine-Running (KOER) Down Stream Injection (DSI) Deaeration Procedure can be used to purge
air from the system after the fuel system was opened from a previous repair.
Tools Required
Equipment Condition
NOTE: The conditions below are shown as they should be displayed on the ServiceMaxx™ software screen.
1. Engine speed (below 700 RPM)
2. Vehicle not moving
3. Accelerator Pedal Position (APP) (0%)
4. Brake pedal released
5. Clutch pedal released
Figure 576 DSI System Deaeration Procedure
Test Setup
3. Key ON. Log in to ServiceMaxx™ software.
Test Procedure
Figure 577 Menu – Select Procedure
1. Select: KOER Aftertreatment Procedures > DSI System De-Aeration (Figure 577) .
2. The procedure will cycle the AFT Fuel Shutoff (AFTFSO) and Aftertreatment Fuel Pressure CTL (AFTFPC)
to purge air from the system.
Figure 578 Test Complete
3. This procedure does not display pass or fail results and will display Test Completed, Successful (Figure 578)
when finished.
Expected Outcome
Key-On Engine-Running (KOER) test will complete without any problems occurring.
Follow-On Procedure
None
Low Idle to High Idle Test
Overview
Validate engine performance throughout rpm range.
Tools Required
Equipment Condition
None
Test Setup
2. Connect Electronic Service Tool (EST) to vehicle's Diagnostic Connector (page 1402).
Test Procedure
1. Select Performance session.
2. Monitor Accel Pedal Position 1 (APP1) signal and depress accelerator pedal to floor. Record results on
Diagnostics Form.
• If APP1 signal does not go from 0% to 99.6%, see APP Sensor (page 185) in “ELECTRONIC CONTROL
SYSTEMS DIAGNOSTICS.”
• If APP1 signal does go from 0% to 99.6%, continue to next step.
Figure 579 Performance session signals

3. Monitor the following signals:

ServiceMaxx™ software displays Fuel Delivery Pressure (FDP) signal 15 psi below actual gauge pressure.
When monitoring FDP with ServiceMaxx™ software, specification listed below is correct.
• Fuel Delivery Pressure (FDP)
• Fuel Rail Pressure Desired (FRPD)
• Engine Speed
• Intake Manifold Pressure (IMP)
• TC1 Turbine Outlet Pressure (TC1TOP)
4. Press record button and start engine.
5. Allow engine to idle for 5 seconds. Depress accelerator pedal to floor and hold for 20 seconds, then return
to low idle.
6. Review results with accelerator pedal at 99.6% and record on Diagnostics Form.
• If FDP is below specification, go to Fuel Delivery Pressure Test (page 1480) in Low-pressure Fuel
System section.
• If FDP is above specification, go to High-pressure Pump Inlet Pressure Test (page 1491).
• If engine does not accelerate smoothly, or feels unbalanced, (not running on all cylinders), perform
HPFP Cylinder Performance Analyzer (CPA) Test (page 1502)and Fuel Pressure Control Valve (FPCV)
Test .
• If TC1TOP is above specification, verify Exhaust Back Pressure Valve (EBPV) is not cause of
performance loss. See Exhaust Back Pressure Valve- Functional Test (page 1473). If EBPV is
operating correctly, inspect Diesel Oxidation Catalyst (DOC) for face plugging.
• If IMP is below specifications, visually inspect for:
• Charge Air Cooler (CAC) and tubing leaks
• Intake restriction
• Turbocharger damage
• Remove and inspect IMP sensor for soot build up. clean sensor, reinstall, and continue.
Expected Outcome
Technician will validate performance of engine throughout RPM range.
Follow-On Procedure
None.
Road Tests
Lug Down Test
Overview
This procedure alone is not a diagnostic tool, but allows the technician to recreate a problem and record signals
for later analysis while operating the vehicle.
WARNING: To prevent personal injury or death, do not exceed local speed limit laws or drive too
fast for conditions.
Tools Required
Equipment Condition
None
Test Setup
1402).
3. Select Sessions > Performance (Figure 580) to load session.

4. Find a suitable location to perform Lug Down Test and pull over to the side of the road.
5. Ensure engine temperature is above 158°F (70°C).
Test Procedure
1. When safe to do so, select Tools > Start Recording Snapshot (Figure 581) and drive vehicle up to road
speed.
2. Select a suitable high range gear (Example: In a 10 Speed gearbox, select 8th gear).
3. Allow engine speed to drop to 1000 RPM.
4. Press accelerator pedal fully to the floor and accelerate to rated engine speed.
5. Try to reproduce fault while recording.
6. After Lug Down Test is complete select Tools > Stop Recording Snapshot (Figure 582).
Expected Outcome
Signals values will be recorded for diagnostic analysis.
Follow-On Procedure
Use recorded signals to analyze graphs and make diagnosis.
Lug Down Test (RPM, FRP, and FRP Desired) Graph
Overview
This graph is to be used as an example only, no two graphs will ever be the same. Use information recorded
and this graph to diagnose faults. Only analyze Lug Down Test Signals during engine acceleration.
Figure 583 Lug Down Test (Engine Load, FRP, and FRPD)
1. Fuel Rail Pressure Desired 3. Accelerator Pedal Position 1 4. Fuel Rail Pressure (FRP) (psi)
(FRPD) (psi) [Orange] (APP1) (percent) [Blue] [Red]
2. Engine load (percent) [Green]
Graph Analysis:
This graph shows a fuel management system operating as designed. This test does not give pass or fail results.
It only allows the user to validate Fuel Rail Pressure (FRP) and Fuel Rail Pressure Desired (FRPD) signal values
under load. As engine rpm increases, Fuel Rail Pressure (FRP) should steadily increase. Low FRP will cause
low Intake Manifold Pressure (IMP). Diagnose low FRP concerns before diagnosing low IMP concerns
Actions:
1. Verify FRP signal value reaches 31,900 psi (219,943 kPa) at full load.
2. Verify FRP signal value is within a 1000 psi (6,895 kPa) range of FRPD signal value during acceleration.
Lug Down Test (RPM, APP1, Vehicle Speed, and IMP) Graph
Overview
Figure 584 Lug Down Test (Engine Speed, APP1, Vehicle Speed, and IMP)
1. Intake Manifold Pressure (IMP) 3. Vehicle speed (mph) [Red] 5. Accelerator Pedal Position 1
(psi) [Purple] 4. Engine load (percent) [Orange] (APP1) (percent) [Green]
2. Engine speed (rpm) [Blue]
Graph Analysis:
This graph shows the Intake Manifold Pressure (IMP) signal value responding as designed. This test does not
give pass or fail results. It only allows the user to validate IMP signal value under load. Engine power band is
typically between 1300 to 1700 rpm with peak power occurring around 1600 rpm. Anything outside of this power
band drops boost and power significantly. Accelerator Pedal Position 1 (APP1) signal value must be 99.6%
to successfully reach peak boost during this test. Low IMP can be the result of low Fuel Rail Pressure (FRP),
or high Turbocharger 1 Turbine Outlet Pressure (TC1TOP). Diagnose low FRP concerns first, high TC1TOP
concerns second, and low IMP concerns third.
Action:
1. Verify IMP signal value is between 40 psi (276 kPa) to 43 psi (296 kPa), with Accelerator Pedal Position
1 (APP1) signal value at 99.6%, and engine speed between 1300 rpm to 1700 rpm.
Lug Down Test (Engine Load and TC1TOP) Graph
Overview
Figure 585 Lug Down Test (Engine Load and TC1TOP)

1. Engine Load (%) [Yellow] 3. Engine Speed (rpm) [Blue]
2. TC1 Turbine Outlet Pressure 4. DPF Outlet Pressure (psi)
(psi) [Brown] [Green]
Graph Analysis:
This graph shows an exhaust aftertreatment system operating as designed (unrestricted). This test does not
give pass or fail results. It only allows the user to validate Turbocharger 1 Turbine Outlet Pressure (TC1TOP)
signal values under load. High exhaust back pressure will cause low Intake Manifold Pressure (IMP). Diagnose
high TC1TOP concerns before diagnosing low IMP concerns.
Actions:
• Verify TC1TOP signal values remain less than 5 psi (34 kPa) during Lug Down Test.
Normal Exhaust Gas Temp Graph
Overview
This graph shows an aftertreatment system operating as designed. This test does not give pass or fail results. It
only allows the user to validate operation of the aftertreatment system by monitoring exhaust gas temperatures.
Tools Required
Equipment Condition
None
Test Setup
1. Key-On Engine-Running(KOER).
2. Connect Electronic Service Tool (EST) to Vehicle Diagnostic Connector.
Test Procedure
Figure 586 Graph 5: Normal Exhaust Gas Temperatures (Efficient DOC AND Unrestricted AFI) DPF
Soot Load Level 5
1. 1. Diesel Oxidation Catalyst Inlet 2. 2. Diesel Particulate Filter Inlet 3. 3. Diesel Particulate Filter Outlet
Temperature (DOCIT) (degrees Temperature (DPFIT) (degrees Temperature (DPFOT) (degrees
Fahrenheit) [Red] Fahrenheit) [Blue] Fahrenheit) [Green]
1. After Diesel Oxidation Catalyst (DOC) reaches operating temperature and stabilizes, verify Diesel Particulate
Filter Inlet Temperature (DPFIT) signal value is at approximate target temperature for current soot load level
.
2. Verify Diesel Oxidation Catalyst Inlet Temperature (DOCIT) signal value is between 550°F (287°C) to 800°F
(427°C). It is normal to see DOCIT, DPFIT, and DPFOT signal values fluctuate at the beginning and end of
the OBFCT.
Expected Outcome
Technician will validate operation of aftertreatment system by monitoring exhaust gas temperatures.
Follow-On Procedure
None
Inverted Exhaust Gas Temp Graph
Overview
This graph shows inverted exhaust gas temperatures indicating an inefficient Diesel Oxidation Catalyst (DOC).
Inverted temperatures in the exhaust stream occur when the Diesel Particulate Filter Outlet Temperature
(DPFOT) is higher than Diesel Oxidation Catalyst Outlet Temperature (DOCOT) after the DOC has reached
operating temperature and stabilized (see callout 3, graph 7). This is caused by unburned fuel reacting with
the DPF, instead of the DOC, causing an increase in DPFOT. This test does not give pass or fail results. It only
allows the user to validate operation of the aftertreatment system by monitoring exhaust gas temperatures.
SPN 4766 FMI 10 (DOC Efficiency) may be active when exhaust gas temperatures are inverted.
Tools Required
Equipment Condition
None
Test Setup
1. Key-On Engine-Running (KOER).
Test Procedure
Figure 587 Graph 7: Inverted exhaust Gas Temperatures (Inefficient DOC)

1. 1. Diesel Oxidation Catalyst Inlet 3. 3. Diesel Oxidation Catalyst 5. 5. Diesel Oxidation Catalyst
Temperature (DOCIT) (degrees (DOC) at operating temperature Outlet Temperature (DOCOT)
Fahrenheit) [Red] and stabilized. (degrees Fahrenheit) [Purple]
2. 2. Diesel Particulate Filter (DPF) 4. 4. Diesel Particulate Filter Outlet
soot load (percent) [Blue] Temperature (DPFOT) (degrees
Fahrenheit) [Green]
1. After DOC reaches operating temperature and stabilizes (see callout 3, graph 7), verify DPFOT signal value
is not 122°F (50°C) higher than DOCOT signal value. In this graph, DPFOT signal value is 122°F (50°C)
higher than DOCOT indicating inverted exhaust gas temperatures.
(427°C). It is normal to see Diesel Oxidation Catalyst Inlet Temperature DOCIT, DOCOT, and DPFOT signal
values to fluctuate at the beginning and end of the OBFCT.
Expected Outcome
Follow-On Procedure
None
Low Exhaust Gas Temp Graph
Overview
This graph shows low exhaust gas temperatures indicating a restricted Aftertreatment Fuel Injector (AFI). Low
temperatures in the exhaust stream occur when Diesel Oxidation Catalyst Outlet Temperature (DOCOT) and
Diesel Particulate Filter Outlet Temperature (DPFOT) are less than 900°F (482°C) after the DOC has reached
operating temperature and stabilized (see callout 2, graph 8). This is caused by restricted fuel flow from the AFI,
resulting in less fuel burning in the exhaust stream. This test does not give pass or fail results. It only allows the
user to validate operation of the aftertreatment system by monitoring exhaust gas temperatures.
Tools Required
Equipment Condition
None
Test Setup
1. Key-On Engine-Running (KOER).
3. Start ServiceMaxx™.
Test Procedure
Figure 588 Graph 8: Low Exhaust Gas Temperatures (Restricted AFI)

1. 1. Diesel Oxidation Catalyst 3. 3. Diesel Particulate Filter Outlet 5. 5. Diesel Particulate Filter (DPF)
Outlet Temperature (DOCOT) Temperature (DPFOT) (degrees soot load (percent) [Blue]
(degrees Fahrenheit) [Red] Fahrenheit) [Purple]
2. 2. Diesel Oxidation Catalyst 4. 4. Diesel Oxidation Catalyst Inlet
(DOC) at operating temperature Temperature (DOCIT) (degrees
and stabilized. Fahrenheit) [Green]
1. After DOC reaches operating temperature and stabilizes (see callout 2, graph 8), verify DOCOT and DPFOT
signal values are greater than 900°F (482°C). In this graph, DOCOT and DPFOT are less than 900°F
(482°C).
(427°C). It is normal to see Diesel Oxidation Catalyst Inlet Temperature DOCIT, DOCOT, and DPFOT signal
values to fluctuate at the beginning and end of the OBFCT.
Expected Outcome
Follow-On Procedure
None
Air Control Valve (ACV) Test

Turbocharger 2 Wastegate (TC2WC) Functional Test
Overview
Verify Turbocharger 2 Wastegate Control (TC2WC) is working correctly.
A small amount of air leakage from the Air Control Valve (ACV) is normal. The ACV has an internal pressure
regulator that bleeds off some air pressure while key is in the ON position.
Tools Required
• EST with ServiceMaxx™ software
Equipment Condition
1. Vehicle air tanks full and no major air leaks present.
Test Setup
1. Key-ON, Engine-OFF (KOEO).
1402).
Test Procedure
2. Select TC2 Wastegate Control from Actuator drop-down menu and set to ON (95% Duty Cycle).
3. Test will command actuator ON for 5 seconds, then actuator will return to default position.
Figure 589 TC2 Wastegate Actuator

1. Air supply line 3. Turbocharger 2 (TC2) 5. Wastegate actuator
2. Wastegate arm 4. Actuator rod
4. Press the Start button and measure actuator rod (Figure 589) (Item 4) extension while test is active.
Compare to TC2WC Rod Extension specification in “Engine Specifications (page 1691).”
• If actuator rod extension is within specification (full travel), wastegate actuator (Figure 589) (Item 5) is
operating properly and no action is required.
• If actuator rod extension is not within specification, continue to next step.
5. Disconnect air supply line (Figure 589) (Item 1) at wastegate actuator and repeat test.
6. Check supply line for airflow to wastegate actuator by listening and feeling for airflow.
• If air is heard or felt, continue to next step.
• If no airflow is heard or felt, go to step 8.
7. Remove actuator rod from wastegate arm (Figure 589) (Item 2). Check if wastegate arm moves freely.
• If wastegate arm moves freely, replace wastegate actuator.
• If wastegate arm does not move freely, replace high-pressure turbocharger as an assembly including
turbine housing and wastegate.
Figure 590 ACV Supply Line

1. Air supply line 2. ACV
8. Disconnect air supply line (Figure 590) (Item 1) to ACV (Figure 590) (Item 2) at ACV.
9. Check supply line for airflow to ACV by listening and feeling for airflow.
• If airflow is heard or felt, replace ACV.
• If no airflow is heard or felt, repair air supply line from vehicle air tanks to ACV.
Expected Outcome
Wastegate actuator rod extension will be within specification when actuated.
Follow-On Procedure
None
Exhaust Back Pressure Valve Functional Test
Overview
Test Exhaust Back Pressure Valve (EBPV) and associated air supply lines for proper operation.
Tools Required
Equipment Condition
1. Truck-mounted components removed as necessary to view EBPV.
2. Vehicle air tanks full.
Test Setup
Test Procedure
Figure 591 Exhaust Back Pressure Valve (EBPV)

1. Air supply line 2. EBPV stop
1. Inspect EBPV to ensure valve is in fully open position when rested on EBPV stop (Figure 591) (Item 2).
• If valve is not fully open and rested on EBPV stop, go to step 4.
• If valve is fully open and rested on EBPV stop, go to next step.
3. From the drop down menu Select > Exhaust Back Pressure Valve. Set the Duty Cycle to 95% and Select >
Start Test. Monitor EBPV movement while test is active.
• If EBPV cycles fully open and fully closed, it is working properly.
• If EBPV does not cycle fully open and fully closed, go to next step.
4. Key OFF, disconnect air supply line (Figure 591) (Item 1) to EBPV at EBPV.
5. Check supply line (Figure 591) (Item 1) for airflow to EBPV by listening and feeling for airflow with key OFF.
• If airflow is heard or felt, replace Air Control Valve (ACV).
• If no airflow is heard or felt, go to next step.
7. From the drop down menu Select > Exhaust Back Pressure Valve. Set the Duty Cycle to 95% and Select >
Start Test. Check EBPV air supply line (Figure 591) for leaks and damage while test is active.
• If supply line is free of leaks and damage, replace EBPV assembly.
• If supply line is leaking or damaged, repair supply line then go to next step.
Figure 592 ACV Supply Line

1. Air supply line 2. ACV
8. Disconnect air supply line (Figure 592) (Item 1) to ACV (Figure 592) (Item 2) at ACV.
9. Check supply line for airflow to ACV by listening and feeling for airflow.
• If airflow is heard or felt, replace ACV.
• If no airflow is heard or felt, repair air supply line from vehicle air tanks to ACV.
Expected Outcome
The EBPV will cycle fully open to fully closed, and then back to fully open.
Follow-On Procedure
None
Low-Pressure Fuel System Tests

Fuel System Priming
Overview
Prime fuel system after a repair has been made or engine has run out of fuel.
GOVERNMENT REGULATION: Engine fluids (oil, fuel, and coolant) may be a hazard to human
health and environment. Handle all fluids and other contaminated materials (e.g. filters, rags)
in accordance with applicable regulations. Recycle or dispose of engine fluids, filters, and other
contaminated materials according to applicable regulations.
WARNING: To prevent personal injury or death, read all safety instructions in “Safety Information”
WARNING: To prevent personal injury or death, do not smoke and keep fuel away from flames and
sparks.
WARNING: To prevent personal injury or death, store diesel fuel properly in an approved container
designed for and clearly marked DIESEL FUEL.
CAUTION: To prevent damage to fuel system components, make sure pressure regulator handle is in 50 psi
(345 kPa) position when servicing MaxxForce® 11 and 13 engines.
Fuel Priming System 12-922-01 ball valves (on hose ends) should be in closed position, unless suction and
pressure hoses are connected to vehicle fuel system.
Tools Required
Fuel Priming System 12-922-01
Equipment Condition
1. Fuel system is completely assembled and not leaking.
Test Setup
1. Verify Fuel Priming System 12-922-01 pressure regulator handle is in 50 psi (345 kPa) position.
2. Put a fuel drain pan under primary fuel filter/water separator and verify it is full with clean diesel fuel.
Test Procedure
Figure 593 Filter Housing

1. Level Indicator
1. Fill Fuel Priming System 12-922-01 filter housing with approximately 1 gallon of clean diesel fuel up to level
indicator (Figure 593) (Item 1). Do this first time tool is used and any time there is no diesel fuel in filter
housing.
2. Select suction adapter 12-922-01-2 and pressure adapter 12-922-01-3 from adapter holding fixture on Fuel
Priming System cart.
Figure 594 Fuel Supply Line to Engine

1. Fuel supply line to engine 2. Fuel supply line connector
3. Disconnect fuel supply line to engine (Figure 594) (Item 1) from fuel supply line connector (Figure 594) (Item
2) at primary fuel filter/water separator (output to low-pressure fuel pump).
Figure 595 Connecting Suction and Pressure Hoses

1. Pressure hose 2. Suction hose
4. Connect Fuel Priming System suction hose (Figure 595) (Item 2) to primary fuel filter/water separator output.
5. Connect Fuel Priming System pressure hose (Figure 595) (Item 1) to fuel supply line to engine.
Figure 596 Ball Valves

1. Pressure valve 2. Suction valve
6. Open pressure and suction hose ball valves (Figure 596) (Items 1 and 2).
7. Connect electrical power to Fuel Priming System.
8. Move Fuel Priming System power button (located on outlet box on top of Fuel Priming System cart) to ON
position.
Figure 597 Sight Glass

1. Sight glass
9. Run Fuel Priming System for a minimum of 2 minutes after no bubbles are visible in sight glass (Figure 597)
(Item 1).
10. After 2 minutes has passed, start engine with Fuel Priming System still running.
11. Run engine at 1200 rpm for a minimum of 2 minutes.
12. After 2 minute run time, turn off engine.
13. Move Fuel Priming System power button to OFF position.
14. Close pressure and suction hose ball valves.
15. Disconnect Fuel Priming System pressure and suction hoses from adapters
16. Remove suction and pressure adapter from vehicle.
17. Re-connect fuel supply line to primary fuel filter/water separator.
18. Re-start vehicle to verify that no leaks are present.
Expected Outcome
Fuel system primed and free of air.
Follow-On Procedure
None
Fuel Delivery Pressure (FDP) Test
Overview
Test Low-pressure Fuel Pump’s ability to build and maintain sufficient fuel delivery pressure for a proper
performing engine.
sparks.
Tools Required
None
Test Set-up
1. Connect Electronic Service Tool (EST) to vehicle diagnostic connector
2. Log in to ServiceMaxx™ software and load Performance Session (Figure 598)

3. Start engine.
Test Procedure
1. Monitor Fuel Delivery Pressure (FDP) at low idle.
2. Fully press accelerator pedal for 20 seconds, monitor FDP.
3. Return engine speed to low idle, shut off engine.
Expected Outcome
Fuel Delivery Pressure (FDP) will be within specification.
Follow-on Procedure
None
Start From Clean Fuel Source Test
Overview
Diagnose proper operation of low-pressure Fuel Pump by verifying operation of Low-pressure Fuel system using
a known clean, unrestricted and dedicated fuel source.
CAUTION: Ensure all fuel lines and dry break fittings are clear of dirt and heavy debris before disconnecting
any fittings. Failure to comply could cause contaminants to enter Low-pressure fuel system.
Tools Required
• Clean Fuel Source Tool 15-637-01
• Air Cap, Fuel Cap and Plug Kit ZTSE4891
Equipment Condition
None
Test Setup
1. With engine Off, disconnect fuel supply line at low-pressure fuel pump inlet fitting.
2. Use Air Cap, Fuel Cap and Plug Kit ZTSE4891 to cap disconnected fuel line.
Figure 599 Low-Pressure Fuel Pump with Clean Fuel Source Tool Connected
3. Connect Clean Fuel Source Tool 15-637-01 to low-pressure fuel pump inlet (Figure 599).
4. Prime fuel system by pumping primer bulb.
CAUTION: Do not crank engine continuously for longer than 15 seconds. Failure to comply could result in
damage to engine starter motor.
Test Procedure
1. Crank engine.
2. If engine starts, idle for 30 seconds before shutting down.
Expected Outcome
Engine will start and run with Clean Fuel Source Tool connected.
Follow-on Procedure
None
Fuel Aeration Test
Overview
Check for and diagnose cause of fuel aeration.
Tools Required
• Fuel Inlet Restriction/Aeration Tool ZTSE4886
• Fuel Block Off Tool ZTSE4905
• Fuel Line Coupler ZTSE4906
Equipment Condition
None
Test Setup 1
Figure 600 Fuel Aeration Test

1. Strainer/primer pump 5. Low-pressure Fuel Pump 7. Low-pressure Fuel Pump outlet
2. Fuel Primer Pump inlet fitting 6. Fuel Inlet Restriction/Aeration fitting
3. Secondary fuel filter Tool
4. Fuel supply line (from tank)
1. Use Fuel Line Coupler ZTSE4906 to connect Fuel Inlet Restriction/Aeration Tool ZTSE4886 between fuel
supply line to secondary fuel filter and low-pressure fuel pump outlet.
2. Prime fuel system by pumping primer pump.
Test Procedure 1
1. Start or crank engine. If possible, raise engine speed to high idle while visually monitoring for fuel aeration
(air bubbles passing through clear line of Restriction/Aeration Tool).
• If fuel is not aerated, go to Restriction Test .
• If fuel is aerated, continue to Test Setup 2.
Test Setup 2

1. Strainer/primer pump 5. Low-pressure fuel pump 7. Low-pressure Fuel Pump outlet
4. Fuel supply line
1. Retain Fuel Inlet Restriction/Aeration Tool from previous test.

2. Connect Clean Fuel Source Tool 15-637-01 to primer pump inlet.
Test Procedure 2
1. Start or crank engine. If possible, raise engine speed to high idle while visually monitoring for fuel aeration
(air bubbles passing through clear line of Restriction/Aeration Tool).
• If fuel is not aerated, repair fuel supply line between fuel primer pump and fuel tank.
• If fuel is aerated, repair low-pressure fuel pump supply line or fuel primer pump.
Expected Outcome
Technician will validate fuel is not aerated or diagnose cause of fuel aeration.
Follow-On Condition
None
Fuel Restriction Test
Overview
Check for and diagnose cause of fuel supply restriction.
Tools Required
• Compucheck Fitting ZTSE4526
• Pressure Test Kit ZTSE4409
Equipment Condition
None
Test Setup 1
Figure 602 Fuel Restriction Test

1. Low-Pressure Fuel Pump Inlet 4. Fuel supply line from tank 8. Pressure Test Kit (vacuum
Fitting 5. Primary Fuel Filter Inlet Fitting gauge)
2. Strainer/primer pump 6. Primary fuel filter 9. Fuel Inlet Restriction/Aeration
3. Primer Pump Fuel Inlet Fitting 7. Low-pressure fuel pump Tool
1. Use Fuel Line Coupler ZTSE4906 to connect Fuel Inlet Restriction/Aeration Tool ZTSE4886 between
low-pressure fuel pump supply line and low-pressure fuel pump inlet.
2. Connect Pressure Test Kit ZTSE4409 vacuum gauge to Fuel Inlet Restriction/Aeration Tool ZTSE4886.
Test Procedure 1
1. Start or crank engine. If possible, raise engine speed to high idle while monitoring Pressure Test Kit vacuum
gauge.
• If restriction is above specification, go to Test 2.
• If restriction is within specification, retest for original complaint.
Test Setup 2

1. Strainer/primer pump 5. Low-pressure fuel pump 7. Low-pressure Fuel Pump outlet
4. Fuel supply line
1. Retain setup from previous test

2. Connect Clean Fuel Source Tool 15-637-01 to primer pump inlet.
Test Procedure 2
1. Start or crank engine. If possible, raise engine speed to high idle while monitoring Pressure Test Kit
ZTSE4409 vacuum gauge.
• If restriction is within specification, go to Test 3
• If restriction is above specification, repair or replace fuel strainer and primer pump assembly, and check
fuel lines. After repairs are complete, retest for original problem.
Test Setup 3
Figure 604 Fuel Restriction Test

1. Low-Pressure Fuel Pump Inlet 4. Fuel supply line from tank 8. Pressure Test Kit (vacuum
Fitting 5. Primary Fuel Filter Inlet Fitting gauge)
2. Strainer/primer pump 6. Primary fuel filter 9. Fuel Inlet Restriction/Aeration
3. Primer Pump Fuel Inlet Fitting 7. Low-pressure fuel pump Tool
1. Retain setup from Test 2, but connect Clean Fuel Source Tool 15-637-01 to primary filter inlet
2. Restore any fuel line connections
Test Procedure 3
1. Start or crank engine. If possible, raise engine speed to high idle while monitoring Pressure Test Kit
ZTSE4409 vacuum gauge.
• If restriction is within specification, repair restriction between primary fuel filter and fuel tank. After repairs
are complete, retest for original problem.
• If restriction is above specification, replace primary fuel filter, clean fuel strainer, and check fuel lines for
damage. After repairs are complete, retest for original problem.
Expected Outcome
Technician will verify there is no fuel restriction or diagnose cause of fuel restriction.
Follow-On Procedure
Connect low-pressure fuel lines that were disconnected.
High-Pressure Fuel System Tests

HP Pump Inlet Pressure Test
Overview
Verify high-pressure fuel pump is receiving fuel.
Tools Required
• Fuel Pressure Gauge ZTSE4681
Equipment Condition
None
Test Setup
1. Disconnect fuel supply to AFT fuel doser module.
2. Use Fuel Line Coupler ZTSE4906 to connect Fuel Inlet Restriction/Aeration Tool ZTSE4886 to AFT fuel
doser module fuel supply line.
Figure 605 Pressure Test Kit connected to AFT fuel doser module fuel supply line
1. AFT fuel doser module Fuel Supply Line
2. Fuel Line Coupler
3. Fuel Inlet Restriction/Aeration Tool
4. Fuel Pressure Gauge
5. Fuel Block Off Tool
3. Connect Fuel Block Off Tool ZTSE4905 to Fuel Inlet Restriction/Aeration Tool ZTSE4886.
4. Connect Fuel Pressure Gauge ZTSE4681 to Fuel Inlet Restriction/Aeration Tool ZTSE4886.
Test Procedure
1. Start or crank engine. If possible, run at high idle. Monitor Fuel Pressure Gauge ZTSE4681.
• If gauge pressure is within specification, go to Fuel Rail Pressure (FRP) Return Flow Test (page 1493).
• If gauge pressure is below specification, diagnose and repair low-pressure fuel system.
Expected Outcome
Technician will verify high-pressure fuel pump is receiving proper fuel pressure.
Follow-On Procedure
None
Fuel Rail Pressure (FRP) Return Flow Test
Overview
Verify return flow at cylinder head or fuel rail is within specifications.
Tools Required
• Diesel fuel container with measuring marks
• High Pressure Return Line Tester ZTSE4887
Equipment Condition
1. Low-Pressure (LP) fuel system is operating correctly and within specification.
Test Setup 1
1. Disconnect fuel drain tube assembly at rear of cylinder head.
Figure 606 High Pressure (HP) Return Line Tester Connected to Cylinder Head
2. Connect HP Return Line Tester ZTSE4887 Use 2 banjo ring seals to cylinder head fuel drain tube fitting.
Route hose end into a diesel fuel container.
Test Procedure 1
1. Crank engine for a maximum of 15 seconds or start engine and run at low idle.
2. If engine starts, wait until fuel flow is steady and fuel volume reaches a good starting measurement point.
3. Start timer and begin measurement. Measure fuel return volume for 1 minute if engine starts.
Test Setup 2
1. Verify fuel drain tube is connected to cylinder head.
Figure 607 HP Return Line Tester Connected to Fuel Rail

1. HP Return Line Tester ZTSE4887
2. Fuel rail return port
3. Fuel rail return line
2. Disconnect fuel rail return line (Figure 607) (Item 3) at fuel rail.
3. Connect HP Return Line Tester ZTSE4887 (Figure 607) (Item 1) Use 2 banjo ring seals to fuel rail return
port (Figure 607) (Item 2) .
4. Route hose end into a diesel fuel container.
Test Procedure 2
1. Crank engine for a maximum of 15 seconds or start engine and run at low idle.
2. If engine starts, wait until fuel flow is steady and fuel volume reaches a good starting measurement point,
start timer and begin measurement.
3. Measure fuel return volume for 1 minute if engine starts.
Expected Outcome Test Procedure 1

If engine starts, fuel return flow volume within specification. If engine does not start, no fuel returned.
Expected Outcome Test Procedure 2

No fuel return flow from fuel rail return port.
Follow-On Procedure
Reconnect fuel drain tube assembly or fuel rail return line.
Fuel Rail Pressure (FRP) Leak Isolation
Overview
Isolate pressure loss in high-pressure fuel system. Only run this test if engine fails high-pressure pump test.
WARNING: To prevent personal injury or death when working with high-pressure fuel. Verify
pressure is below 500 psi before loosening a high-pressure line. Every time engine is shut down and
key is in OFF position, ECM commands a blank shot injection process that drains high-pressure fuel
rail.
Tools Required
• Diesel fuel container measuring in milliliters
• High Pressure Rail Return Line Tester ZTSE4887
• High Pressure Rail Plugs ZTSE6098
Equipment Condition
None
Test Setup
1. If necessary, perform Cylinder Balance Test(page 1449).
Test Procedure
1. Start with suspected injector(s) as identified by Cylinder Balance Test. If more than one cylinder is suspect,
block off multiple injectors simultaneously.
2. Disconnect injector high-pressure fuel line(s).
Figure 608 High Pressure Rail Plug installed on injector six
3. Install High Pressure Rail Plugs ZTSE6098 on open fuel rail port(s).
4. Start engine.
5. Run at low and high idle.
6. Observe for reduction in white smoke.
7. If smoke is still present, repeat steps 4 through 6 for each injector until smoke is reduced and damaged
injector is identified.
Expected Outcome
Technician will identify damaged injector causing white smoke.
Follow-On Procedure
Replace all removed high-pressure fuel lines with new parts.
HP Pump Fuel Return Pressure Test
Overview
Verify return flow is within specifications.
Tools Required
• Compucheck Fitting ZTSE4526
Equipment Condition
None
Test Setup
1. Disconnect high-pressure fuel pump return line.
Figure 609 High-pressure fuel pump return line connected to Fuel Pressure Gauge
2. Use Fuel Line Coupler ZTSE4906 to connect Fuel Inlet Restriction/Aeration Tool ZTSE4886 between
high-pressure fuel pump and return line.
3. Use Compucheck Fitting ZTSE4526 to connect Fuel Inlet Restriction/Aeration Tool ZTSE4886 to Fuel
Pressure Gauge ZTSE4681.
Test Procedure
1. Start or crank engine. If engine starts run at high idle while monitoring fuel pressure gauge.
2. If engine does not start, continue cranking for a maximum of 15 seconds while monitoring fuel pressure
gauge.
Expected Outcome
Technician will verify fuel return flow is within specification.
Follow-On Procedure
None
HP Pump Fuel Return Flow Test
Overview
Verify return flow from High-Pressure (HP) Fuel Pump is within specifications.
Tools Required
Equipment Condition
1. Verify Low-Pressure (LP) Fuel System is operating correctly.
Test Setup
Figure 610 HP Fuel Pump Test Setup

1. Fuel Block Off Tool ZTSE4905 3. Clean Fuel Source Tool 4. HP fuel pump return line
2. HP fuel pump fuel return port 15-637-01
1. Disconnect HP fuel pump return line (Figure 610) (Item 4) from HP fuel pump.
2. Connect Fuel Block Off Tool ZTSE4905 (Figure 610) (Item 1) to HP fuel pump return line.
3. Connect Clean Fuel Source Tool 15-637-01 (Figure 610) (Item 3) to HP fuel pump fuel return port (Figure
610) (Item 2).
4. Verify shutoff valve is Open.
Test Procedure
1. Start engine or crank engine for 15 seconds while monitoring fuel flow from HP fuel pump fuel return port to
Clean Fuel Source Tool.
Expected Outcome
No fuel flow from HP fuel pump fuel return port until engine starts.
Follow-On Procedure
None
HPFP CPA Test
Overview
Test High-Pressure Fuel Pump (HPFP) by monitoring
• Fuel Pressure Control Valve (FPCV)
• Camshaft Position (CMP)
Use Cylinder Performance Analyzer (CPA) tool and Electronic Service Tool (EST) with ServiceMaxx™ software
while running High-Pressure Pump Test. If software detects a fault in HPFP, a Warranty Authorization Code
(WAC) will be generated
CAUTION: Do not store CPA tool in engine compartment. Exterior damage may adversely affect tool functionality
and cause flawed test results.
CAUTION: Secure CPA tool and test cables away from hot or moving parts and sources of radio frequency
interference.
Tools Required
• Electronic Service Tool (EST) with ServiceMaxx™ and CPA software
• Cylinder Performance Analyzer (CPA) Tool Kit 12-999-01
• Banana Jack Breakout (long) 12-999-01-08
• Terminal Test Kit ZTSE4435C
• E1 and E2 Harness Overlay 16-00530-00
• E1 and E2 ECM Cable 00-01468-00
Equipment Condition
1. Park vehicle on level ground.
2. Set parking brake, shift transmission to park or neutral, and block wheels.
3. Run engine to operating temperature.
4. Parked aftertreatment regeneration not Active.
5. Release accelerator pedal.
6. Release brake pedal.
7. Release clutch pedal.
Test Setup
1. Key-On, Engine-Off (KOEO).
2. Connect Electronic Service Tool (EST) with ServiceMaxx™ software to vehicle Diagnostic Connector and
log-in(page 1402).
First High-Pressure Pump Test verifies entry conditions are met for CPA testing.
Figure 611 Selecting ServiceMaxx™ High Pressure Pump Test
3. Select: Tests > KOER Tests > High Pressure Pump Test.
Figure 612 High Pressure Pump Test Completed Successful
4. Did High Pressure Pump Test Complete Successfully?

• Yes: Go to Step 5.
• No: Go to HPFP Test Entry Conditions (page 1518). After repairs are complete, go to Step 5.
5. Connect USB cable between CPA box and EST.
6. If needed, remove air cleaner assembly.
Figure 613 Engine Control Module (ECM) Connectors

1. E2 connector 2. ECM 3. E1 connector
7. Disconnect ECM E1 (item 3) and E2 (item 1) connectors (Figure 613) from ECM (item 2).
Figure 614 E1 Breakout Box Harness Connector Connected

1. Engine harness E2 connector
2. Breakout Box E1 harness
connector
8. Connect 180-pin Breakout Box E1 harness connector (item 2) to ECM E1 connector (Figure 614). Reconnect
engine harness E2 connector (item 1) to ECM.
Figure 615 E1 Engine Harness Connector Connected

1. Engine harness E1 connector
2. Breakout Box E1 harness
connector
See E1 Engine Harness Connector Connected (Figure 615) to perform step 9.

9. Connect 180-pin Breakout Box E1 harness connector (Figure 615) (item 2) to engine harness E1 connector
(item 1).
Figure 616 X Harness Connected

1. Breakout Box X harness
connector
10. Connect Breakout Box X harness connector (Figure 616) to Breakout Box.
Figure 617 Cam Sensor Channel Connections

1. Pin E-17 CMP-H black 2. Cam sensor channel 3. Pin E-41 CMP-L red
11. Connect Harness 12-999-01-05 (Figure 617) between Cam sensor channel (item 2) on CPA box and Banana
Jack Harness 12-999-01-06.
12. Connect Banana Jack Harness black lead (Figure 617) to 180-pin Breakout Box pin E-17 CMP-H (item 1),
and red lead to E-41 CMP-L (item 3).
Figure 618 Crank Sensor Channel to FPCV Connections

1. Pin E-25 FPCV 12V red 2. Crank sensor channel 3. Pin E-73 FPCV black
13. Connect Harness 12-999-01-05 (Figure 618) between Crank sensor channel (item 2) on CPA box and
Banana Jack Harness 12-999-01-06.
14. Connect Banana Jack Harness black lead (Figure 618) to 180-pin Breakout Box pin E-73 FPCV (item 3),
and red lead to E-25 FPCV 12V (item 1).
Figure 619 Sensor 3 Channel to FRP Connections

1. E-21 SIG GND black 2. Sensor 3 channel 3. E-34 FRP red
15. Connect Harness 12-999-01-05 (Figure 619) between Sensor 3 channel (item 2) on CPA box and Banana
16. Connect Banana Jack Harness black lead (Figure 619) to 180-pin Breakout Box pin E-21 SIG GND (item
1), and red lead to E-34 FRP (item 3).
Figure 620 Sensor 4 Channel to FDP Connections

1. Sensor 4 channel 3. Banana Jack Harness
2. Pin E-22 black 4. Pin E-35 red
17. Connect Harness 12-999-01-05 (Figure 620) between Sensor 4 channel (item 1) on CPA box and Banana
18. Connect Banana Jack Harness black lead (Figure 620) to 180-pin Breakout Box pin E-22 (item 2), and red
lead to banana jack harness (item 3) from Terminal Test Kit ZTSE4435C and pin E-35 (item 4).
19. If CPA box is equipped with signal adjustment knobs, verify knobs are turned as far clockwise as possible.
Newer versions of CPA box do not have these knobs.
Test Procedure
Figure 621 Selecting Cylinder Performance Analyzer
1. From ServiceMaxx™ window, launch Cylinder Performance Analyzer. Select: Tests > Cylinder Performance
Analyzer.
Figure 622 CPA Log In Screen

1. Operator field 2. Customer Complaints field 3. Proceed button
2. In CPA Log-in Screen (Figure 622), fill-in Operator field (item 1) and Customer Complaint field (item 2).
3. Select Proceed button (item 3).
Figure 623 CPA Window
4. From CPA window (Figure 623), select: Tools > 13L HPFP.
5. Start engine and run until Engine Coolant Temperature 1 (ECT1) is 100°F (38°C) or above.
Figure 624 CPA HPFP Test Screen

1. Start Test button
6. In CPA HPFP test screen (Figure 624), select Start Test (item 1).
Figure 625 Pre-Test Warning Message

1. Warning message
7. Review displayed pre-test warning message (item 1) and select Proceed.

8. Toggle back to ServiceMaxx™ screen.
9. Select: Tests > KOER Tests > High Pressure Pump Test.
10. Toggle back to CPA HPFP test screen.
Figure 626 HPFP Test In Process

1. Test Summary window
11. In Test Summary window (item 1), a message appears reading “HPFP test in process (Figure 626)” indicating
test has begun.
Figure 627 Results Screen
12. When High Pressure Pump Test has completed, a results screen will appear.
• If pump passes test, Test Summary will read “High Pressure Fuel Pump has passed test” indicating
HPFP is operating properly.
• If pump fails test, a Warranty Authorization Code (WAC) will be issued.
13. If programmable parameters were changed for testing, return parameter(s) to original customer setting.
Expected Outcome
If test passes, Test Summary will read “High Pressure Fuel Pump has passed test” indicating HPFP is operating
properly.
If test fails, a Warranty Authorization Code (WAC) will be issued.
Follow-On Procedure
1. Remove breakout box and reconnect ECM connectors.
2. Reinstall air cleaner assembly.
HPFP Test Entry Conditions
Overview
Correct entry conditions so High Pressure Fuel Pump Test will complete successfully.
Tools Required
Equipment Condition
1. HPFP CPA Test has not completed successfully
Test Procedure
1. Use an EST with ServiceMaxx™ software select: Tests > KOER Tests > High Pressure Pump Test.
Figure 628 High Pressure Pump Test Entry Condition Signals
2. Select: Entry Conditions Signals tab.

High Pressure Pump Test Entry Conditions and Corrective Actions

Entry Condition Corrective Action
Parameter 77532 Maximum Standstill Engine Speed Set to 1650 rpm or above. After testing and repair
is completed return parameter to original customer
setting.
Parameter 82032 High Idle Engine Speed Set to 1650 rpm or above. After testing and repair
is completed return parameter to original customer
setting.
AFT Regen Inhibit - Engine Not Warmed Up Run engine until warm and Value is “Not Inhibited”.
AFT DPF Regen Stage Run engine until not in SCR warm up mode.
SCR Intake Temperature Run engine until Selective Catalyst Reduction Intake
Temperature (SCRIT) is 450°F (232°C) or above.
Engine Coolant Temperature 1 (ECT1) Run engine until ECT1 is 100°F (38°C) or above.
Engine speed Below 750 rpm before test starts.
Regen status Not Active. If Regen is Active, allow regeneration
to complete.
Accelerator Pedal Position (APP) Release accelerator pedal. If released APP is not
0%. diagnose active APP fault codes or APP system
problems.
Brake switch Release brake pedal. If brake pedal is released,
diagnose brake switch circuit problem.
Parking brake Set parking brake. If parking brake is set, diagnose
parking brake switch circuit problem.
3. Correct Entry Condition parameter, component, or circuit causing High Pressure Fuel System Test to not
complete successfully.
Expected Outcome
Able to correct entry conditions, and High Pressure Fuel Pump Test passes.
Follow-On Procedure
None
Inlet Air Heater Tests

Inlet Air Heater Fuel Igniter (IAHFI) Test
Overview
Verify IAHFI is working properly.
Tools Required
• EXP-1000 HD by Midtronics ZTSE4575 or Digital Multimeter (DMM) with amp clamp
• Interface Cable (RP1210B-compliant supporting J1939 and J1708)
Equipment Condition
None
Test Setup
2. Connect Electronic Service Tool (EST) with ServiceMaxx™ to Vehicle Diagnostic Connector (page 1402).
Test Procedure
1. In ServiceMaxx™ select Tests > KOEO Tests > Actuator Test.
Figure 629 Current clamp on IAHFI

2. Connect EXP-1000 HD by Midtronics current clamp or DMM with amp clamp ZTSE4575 around IAHFI power
circuit.
3. Select IAHFI from Actuator drop-down menu.
4. Press Start Test button while monitoring current draw.
5. Record results on Diagnostics Form.
Expected Outcome
Technician will verify Intake Air Heater Fuel Igniter (IAHFI) is working.
Equipment Condition
None
Fuel Supply at Intake Air Heater Fuel Solenoid (IAHFS) Test
Overview
Verify sufficient fuel pressure is being supplied to IAHFS.
Tools Required
• Intake Air Heater Solenoid Test Adapter Kit ZTSE6059
Equipment Condition
1. Fuel Deliver Pressure (FDP) within specification.
2. Low-Pressure (LP) fuel system is in good operating condition.
3. No fault code(s) are active for LP fuel system.
Test Setup
1402).
Test Procedure
1. Disconnect fuel supply to IAHFS.
Figure 630 Fuel Pressure Gauge ZTSE4681 connected to IAHFS fuel supply line
2. Use Intake Air Heater Solenoid Test Adapter Kit ZTSE6059 to connect Fuel Pressure Gauge ZTSE4681 to
IAHFS fuel supply line.
3. Crank engine while monitoring Fuel Pressure Gauge ZTSE4681.
4. Compare results to engine cranking specification for IAHFS fuel supply pressure.
Expected Outcome
Fuel pressure supplied to IAHFS will be within specification.
Follow-On Procedure
None
Fuel Supply at Intake Air Heater Fuel Igniter (IAHFI) Test
Overview
Verify sufficient fuel pressure is being supplied to Intake Air Heater Fuel Igniter (IAHFI).
Tools Required
• Intake Air Heater Solenoid Test Adapter Kit ZTSE6059
Equipment Condition
None
Test Setup
1402).
Test Procedure
1. Disconnect fuel supply to IAHFI.
Figure 631 Fuel Pressure Gauge ZTSE4681 connected to IAHFI fuel supply line
2. Use Intake Air Heater Solenoid Test Adapter Kit ZTSE6059 to connect Fuel Pressure Gauge ZTSE4681 to
IAHFI fuel supply line.
3. Using Electronic Service Tool (EST) with ServiceMaxx™ software, go to Tests > KOEO Tests > Intake Air
Heater Test.
4. When Wait to Start lamp begins flashing, crank engine while monitoring Fuel Pressure Gauge ZTSE4681.
5. Compare results to engine cranking specification for IAHFI fuel supply pressure.
Expected Outcome
Fuel pressure to IAHFI will be within specification.
Follow-On Procedure
None
General Test Procedures

Batteries and Electrical System Inspection
Overview
Inspect batteries, electrical system, and connections to help identify corroded connections, voltage drops, verify
proper battery voltage, and identify damaged electrical connections and components.
WARNING: To prevent personal injury or death, disconnect main battery negative terminal before
disconnecting or connecting electrical components. Always connect ground cable last.
eye protection, have water supply available, assure good ventilation, and be sure no flames or sparks
are present.
Tools Required
• Digital Multi-Meter (DMM)
• Flash light (optional)
• Battery charger
Equipment Condition
None
Inspection Procedure
1. Inspect batteries and battery connections.
a. If connections are corroded, loose, or damaged; clean and reinstall battery connections.
b. If batteries are cracked or damaged replace as necessary.
2. If applicable, check batteries electrolyte level. If electrolyte is below top of plates in one or more cells, add
distilled water.
3. Inspect electrical system for damaged electrical components or wiring, and loose connections (including
engine grounds and starter connections). Repair damaged or loose components or connections.
4. Measure voltage of each battery. If voltage is less than 12.6 volts, charge batteries, and test charging
system.
Expected Outcome
Batteries, wiring, electrical connections, and electrical components are clean, connections are tight, and not
damaged. Battery voltage between 12.6 to 15 volts.
Engine Cranking Test
Overview
Monitors engine systems as engine is cranked to determine if systems are able to meet minimum starting
requirements.
Tools Required
Equipment Condition
None
Test Setup
Test Procedure
1. Select: Session > Default.
2. Select: Tool > Start Recording Snapshot.
3. Crank engine for 10 seconds.
4. Select: Tools > Stop Recording Snapshot.
5. Verify the following signals meet engine cranking specifications:
• Switch Battery (SWBAT)
• Turbocharger 1 Turbine Output Pressure (TC1TOP)
Expected Outcome
All signal values meet engine cranking specifications.
Follow-On Procedure
None
Crankcase Oil Breather Separator Test
Overview
Check if centrifuge breather is functioning properly.
WARNING: To prevent personal injury or death, set parking brake, shift transmission to neutral or
park, and block wheels starting engine.
WARNING: To prevent personal injury or death, avoid rotating parts (belts and fan) and hot engine
surfaces.
Tools Required
• Ultrasonic Leak Detector ZTSE4800
Equipment Condition
Before performing this test, ensure engine operating temperature is 180 to 190˚F (82 to 88˚C) and oil level and
pressure are within specification.
Test Setup
1. Key On Engine-Off (KOEO).
1402).
Test Procedure
1. Select Performance session.
2. Start engine. Ensure engine operating temperature is 180 to 190˚F (82 to 88˚C).
Crankcase Oil Separator Speed (CCOSS) sensor does not have circuit fault codes. A Diagnostic Trouble
Code (DTC) will only be set if Engine Control Module (ECM) does not see an rpm signal with engine running.
3. Monitor CC Oil Separator (CCOS) signal with engine at low and high idle.
• If CCOS is within specification, crankcase breather system is operating correctly.
• If CCOS is reading 0 rpm with engine running, continue to next step.
5. With engine running, place Ultrasonic Ear ZTSE4800 near CCOSS sensor.
6. Turn engine OFF and quickly monitor for centrifugal noise. Centrifuge will continue spinning for 15 seconds
after engine is shut off.
Expected Outcome
Technician will verify if centrifuge breather is working properly.
Follow-On Condition
None
Charge Air Cooler (CAC) Pressure Test
Overview
Pressure test Charge Air Cooler to check for leaks.
Tools Required
• CAC Pressure Test Kit ZTSE4341
Equipment Condition
1. Charge Air Cooler (CAC) removed from vehicle (see appropriate Radiator/Cooling System Service
Manual).
Test Setup
Figure 632 CAC Cleaning Adapter Kit (Off Chassis) 09-925-01 With CAC Pressure Test Kit ZTSE4341
Installed
1. CAC Pressure Test Kit
ZTSE4341
Charge Air Cooler (CAC) Pressure Test Kit ZTSE4341(Figure 632) (item 1) shown in CAC Cleaning Adapter Kit
09-925-01 carrying case. CAC Pressure Test Kit is not part of CAC Cleaning Adapter Kit , but CAC Pressure
Test Kit can be stored in CAC Cleaning Adapter Kit carrying case.
1. Place CAC on a flat surface.
Test Procedure
1. Visually inspect CAC for cracks, holes, and other damage. If cracked or damaged, replace CAC.
WARNING: To prevent personal injury or death, clean all hoses and other pressure test
components of oil, grease, or other lubricants before connecting.
Figure 633 CAC Pressure Test Kit Installed on CAC Outlet

1. Gauge/regulator assembly 4. T-clamp (2) 7. Safety cable
2. Quick disconnect fitting 5. Large hose
3. Gauge coupler 6. Charge Air Cooler (CAC) outlet
2. Install large hose (item 5) and T-clamp (item 4) onto CAC outlet (item 6)(Figure 633). Tighten T-clamp
securing large hose to CAC outlet to 55 lb·in (6.2 N·m).
3. Install gauge coupler (item 3) and T-clamp (item 4) onto large hose (item 5)(Figure 633). Tighten T-clamp
securing gauge coupler to large hose to 55 lb·in (6.2 N·m).
4. Connect safety cable (item 7)(Figure 633) to known good anchor point.
5. Attach gauge/regulator assembly (item 1) onto quick disconnect fitting (item 2)(Figure 633).
Figure 634 Bleed-Off Coupler Installed on CAC Intake

1. Safety cable 3. T-clamp (2) 5. Charge Air Cooler (CAC) Intake
2. Bleed-off coupler 4. Small hose
6. Install small hose (item 4) and T-clamp (item 3) onto CAC Intake (item 5)(Figure 634). Tighten T-clamp
securing small hose to CAC Intake to 55 lb·in (6.2 N·m).
7. Install bleed-off coupler (item 2) and T-clamp (item 3) onto small hose (item 4)(Figure 634). Tighten T-clamp
securing bleed-off coupler to small hose to 55 lb·in (6.2 N·m).
8. Connect safety cable (item 1)(Figure 634) to known good anchor point.
Figure 635 Gauge/Regulator Assembly Connections

1. Air valve 2. Air regulator knob 3. Gauge
WARNING: To prevent personal injury or death, attach safety cables to Charge Air Cooler (CAC)
or a known good anchor point.
CAUTION: Adjust air regulator valve to minimum setting before connecting shop air supply. Accidentally applying
high-pressure can damage tool components or Charge Air Cooler (CAC).
9. Connect filtered shop air supply to air valve (item 1)(Figure 635) on gauge/regulator assembly.
WARNING: To prevent personal injury or death, increase air pressure slowly to prevent coupler
blowing-out during testing.
10. Open air valve slightly, and slowly increase air pressure until gauge (item 3)(Figure 635) reads 30 psi (205
kPa). If needed, adjust air regulator knob (item 2)(Figure 635) as follows until gauge reads 30 psi (205 kPa):
a. Pull air regulator knob outward to unlock.
b. Turn air regulator knob to adjust pressure to 30 psi (205 kPa).
c. Push air regulator knob inward back into locked position.
11. Close air valve and monitor gauge pressure(Figure 635) for 15 seconds.
• If air pressure drops more than 5 psi (34 kPa), replace CAC.
• If air pressure drops less than 5 psi (34 kPa) or less, perform cleaning procedure. See Charge Air Cooler
(CAC) Cleaning in Engine Service Manual.
12. Repeat steps 10 and 11 three times to verify results.
Expected Outcome
Technician will verify Charge Air Cooler (CAC) in not leaking.
Follow-On Procedure
Figure 636 Bleed-Off Coupler Components

1. Bleed-off coupler 2. Bleed-off valve
WARNING: To prevent personal injury or death, relieve air pressure through bleed-off valve slowly
before removing test equipment.
1. Slowly turn bleed-off valve(Figure 636) (item 2) on bleed-off coupler(Figure 636) (item 1) counterclockwise,
and release air from system.
2. Disconnect filtered shop air supply from air valve on gauge/regulator assembly.
Figure 637 Bleed-Off Coupler Installed On CAC Intake

1. Safety cable 3. T-clamp (2) 5. Charge Air Cooler (CAC) Intake
2. Bleed-off coupler 4. Small hose
3. Disconnect safety cable(Figure 637) (item 1) from anchor point.

4. Remove bleed-off coupler(Figure 637) (item 2) and T-clamp(Figure 637) (item 4) from small hose.
5. Remove small hose(Figure 637) (item 4) and T-clamp from CAC Intake(Figure 637) (item 5).
Figure 638 CAC Pressure Test Kit Installed on CAC Outlet

1. Gauge / regulator assembly 4. T-clamp (2) 7. Safety cable
2. Quick disconnect fitting 5. Large hose
3. Gauge coupler 6. Charge Air Cooler (CAC) outlet
6. Remove gauge/regulator assembly(Figure 638) (item 1) from quick disconnect fitting(Figure 638) (item 2).
7. Remove safety cable(Figure 638) (item 7) from anchor point.
8. Remove gauge coupler(Figure 638) (item 3) and T-clamp(Figure 638) (item 4) from large hose(Figure 638)
(item 5).
9. Remove large hose and T-clamp from CAC outlet(Figure 638) (item 6).
10. Install Charge Air Cooler on engine.
Interstage Cooler (ISC) Pressure Test
Overview
Pressure test Interstage Cooler (ISC) to check for leaks.
WARNING: To prevent personal injury or death, ensure ISC Test Kit components are tightened
properly; otherwise, they can explode while ISC is under pressure.
WARNING: To prevent personal injury or death, ensure ISC air inlet and outlet, O-rings are
removed and that no lubricant is on sealing surface. O-ring and lubricant can cause ISC Pressure Test
Kit components to explode while ISC is under pressure.
Tools Required
• Interstage Cooler (ISC) Pressure Test Kit ZTSE6042
Equipment Condition
1. ISC removed from engine (see appropriate Radiator/Cooling System Service Manual).
Test Setup
Figure 639 Charge Air Cooler Test Kit ZTSE6042

1. Coolant Port Plug (with 1/4-inch 3. Air Inlet Plug (with 1/4-inch NPT 5. Air Outlet Disc Plug Retaining
NPT hole) hole) Bracket
2. Coolant Port Plug (solid) 4. Air Outlet Disc Plug
Figure 640 Pressure Test On Air Side Of Interstage Cooler (ISC)

1. ISC air outlet 3. ISC coolant supply port
2. ISC coolant return port 4. ISC air inlet
1. Attach Charge Air Cooler Test Kit to ISC.

a. Cover ISC air outlet (item 1)(Figure 640) with Air Outlet Disc Plug.
b. Install Air Outlet Disc Plug Retaining Bracket on top of Air Outlet Disc Plug. Tighten clamping bolt to
seal ISC air outlet.
c. Attach Air Inlet Plug (with 1/4-inch NPT hole) to ISC air inlet (item 4)(Figure 640), and tighten clamps.
d. Attach Coolant Port Plug (solid) to ISC coolant return port (item 2)(Figure 640). Tighten clamp.
e. Attach Coolant Port Plug (with 1/4-inch NPT hole) to ISC coolant supply port (item 3)(Figure 640).
Tighten clamp.
Test Procedure
WARNING: To prevent personal injury or death, wear safety glasses with side shields. Limit
compressed air pressure to 30 psi (207 kPa).
1. Connect regulated shop air source, and pressurize air side of ISC to 30 psi (207 kPa).
2. Spray a soapy water solution on ISC. Look for leaks from hose connections, ISC, or test components.
3. If a leak is detected on ISC or test gauge pressure drops, replace ISC.
4. Depressurize air side of ISC.
5. Connect regulator with shop air source, and pressurize coolant side of ISC to 30 psi (207 kPa).
6. Spray a soapy water solution on ISC. Look for leaks from hose connections, ISC, or test components.
7. If a leak is detected on ISC or test gauge pressure drops, replace ISC.
Expected Outcome
Technician will verify if Interstage Cooler (ISC) is leaking.
Follow-On Procedure
1. Remove Interstage Cooler (ISC) Pressure Test Kit from ISC.
2. Install ISC on engine.
Crankcase Pressure Test

Overview
Verify if engine is in need for a possible overhaul or repair due to cylinder or valve wear or damage. Verify
operation of air compressor or turbochargers for possible worn or damaged parts.
Tools
• Digital manometer or Water Manometer ZTSE2217A
• Crankcase Pressure Test Tool ZTSE4039
• Air Cap, Fuel Cap and Plug Kit ZTSE4891
Test Setup
1. Verify crankcase oil breather separator is functioning properly before running this test. See Crankcase Oil
Breather Separator Test (page 1528).
2. Disconnect breather outlet tube from 90 degree breather outlet elbow on top of oil separator.
3. Connect Crankcase Pressure Test Tool ZTSE4039 to breather outlet elbow.
Figure 641 Digital manometer connected to Crankcase Pressure Tool

1. Crankcase Pressure Test Tool 2. Digital manometer
4. Connect manometer to Crankcase Pressure Test Tool ZTSE4039.

5. Ensure engine is at normal operating temperature of 158°F (70°C).
Test procedure
1. Start engine and run at high idle. Allow manometer reading to stabilize before recording pressure reading.
2. Record crankcase pressure.
• If pressure is within specification, no repair is required.
• If pressure is above specification, continue to next step.
3. Key OFF. Drain vehicle air tanks until pressure is removed from air system.
4. Remove air line from remote-mounted centrifugal filter and cap. Use Air Cap, Fuel Cap and Plug Kit
ZTSE4891 to cover all openings.
5. Start engine and run at high idle. Allow manometer reading to stabilize before recording pressure reading.
6. Record crankcase pressure.
• If pressure is within specification, repair or replace centrifugal filter assembly.
• If pressure is above specification, continue to next step.
Figure 642 Air compressor discharge port
7. If engine has an air compressor, remove discharge line and test again. Allow manometer reading to stabilize
before recording pressure reading.
8. Record crankcase pressure

• If pressure is above specification, go to Cylinder Balance Test(page 1449) to pinpoint suspect cylinder.
• If pressure is at or below specification, compressed air is leaking into crankcase. Repair or replace air
compressor.
Expected Outcome
Crankcase pressure will be within specification. Cause of crankcase pressure being out of specification will be
diagnosed and determined.
Follow-On Procedure
None
Smoke Test (Air Intake System)
Overview
Determine if leaks are present in air intake system. Pressurized smoke will pass through High-Pressure Charge
Air Cooler (HPCAC), Interstage Cooler (ISC), clamps, and air intake system hoses to help locate difficult to find
leaks.
During smoke test, tiny “pinhole” leaks may be seen at some sealing surfaces. This is normal and does not
indicate a component has failed.
WARNING: To prevent personal injury or death, allow engine to cool before removing components
or testing.
Tools Required
• Navistar® Leak Locator Kit 19-700-01
Do not exceed 5 psi (34 kPa) system pressure when use Navistar® Leak Detector 19-700-01. Operating system
at higher pressures will obscure test results, and make leaks more difficult to locate. Lower system pressures
will allow smoke trails to be more visible.
Equipment Condition
1. Navistar® Leak Locator filled with smoke fluid 19-700-01-02, connected to power supply, and connected to
air supply (see Navistar® Leak Locator Operation Manual).
Test Setup
1. Remove air cleaner assembly.
Figure 643 Intake Adapter Installed In Air Intake Piping

1. Air intake piping 3. Navistar® Leak Locator supply
2. Navistar® fixed graduated intake line
adapter 4. Clamp
2. Install Navistar® fixed graduated intake adapter (item 2)(Figure 643) into air intake piping (item 1)(Figure
643) with clamp (item 4)(Figure 643) previously removed from air cleaner assembly.
3. Connect Navistar® Leak Locator supply line (item 3)(Figure 643) to intake adapter.
Test Procedure
Figure 644 Navistar® Leak Locator Controls

1. Flow Control switch 3. Start/Stop switch 4. Adjustable Pressure Regulator
2. System Pressure gauge knob
1. Verify Flow Control switch (item 1)(Figure 644) is in OFF position

2. Pull Adjustable Pressure Regulator knob (item 4)(Figure 644) out to unlock, and turn regulator until System
Pressure gauge (item 2)(Figure 644) reads 5 psi (34 kPa) or less.
3. Push Adjustable Pressure Regulator knob in to lock and set system pressure.
4. Press Start/Stop switch (item 3)(Figure 644), and turn Flow Control switch to ON position to begin 10 minute
smoke cycle.
Figure 645 Inspection Points (Right Side)

A. Connection point (3) C. HPCAC E. Hose (2)
B. Clamp (4) D. ISC
5. On right side of engine, check three connection points (item A)(Figure 645), four clamps (item B)(Figure 645),
High-Pressure Charge Air Cooler (HPCAC) (item C)(Figure 645), Interstage Cooler (ISC) (item D)(Figure
645), two hoses, and air intake system piping for smoke trails produced by Navistar® Leak Locator.
Figure 646 Inspection Points (Left Side)

A. Connection point C. HPCAC E. Hose
B. Clamp (3) D. ISC
6. On left side of engine, check three clamps (item B)(Figure 646), HPCAC (item C)(Figure 646), hose (item
E)(Figure 646), and air intake piping for smoke trails produced by Navistar® Leak Locator.
Expected Outcome
High-Pressure Charge Air Cooler (HPCAC), Interstage Cooler (ISC), clamps, hoses, and air intake system piping
are free of leaks.
Follow-On Procedure
1. Disconnect Navistar® Leak Locator supply line from Powersmoke™ adapter.
2. Deflate and remove Powersmoke™ adapter per Navistar® Leak Locator Operation Manual.
3. Install air cleaner assembly.
Smoke Test (Exhaust System)
Overview
This test will determine if leaks are present in exhaust system. Pressurized smoke will pass through Diesel
Oxidation Catalyst (DOC), turbocharger down pipe, and associated exhaust system piping to help locate leaks.
Exhaust system is tested separately upstream and downstream of Diesel Particulate Filter (DPF). This is done
since smoke from Navistar® Leak Detector 19-700-01 may not be able to physically pass through a properly
functioning DPF. If smoke does pass through DPF, this does not indicate DPF has failed and it should not be
replaced.
During smoke test, tiny “pinhole” leaks may be seen at some sealing surfaces. This is a normal condition and
does not indicate a component has failed.
WARNING: To prevent personal injury or death, allow engine to cool before removing components
or testing.
Tools Required
• Navistar® Leak Locator Kit 19-700-01
Do not exceed 5 psi (34 kPa) system pressure when use Navistar® Leak Detector 19-700-01. Operating system
at higher pressures will obscure test results, and make leaks more difficult to locate. Lower system pressures
will allow smoke trails to be more visible.
Equipment Condition
Navistar® Leak Locator filled with smoke fluid 19-700-01-02, connected to power supply, and connected to air
supply (see Navistar® Leak Locator Operation Manual).
Test Setup 1 (Upstream Of DPF)
Figure 647 Down Pipe Disconnected

1. Down pipe
1. Disconnect turbocharger down pipe (item 1)(Figure 647) at turbocharger outlet (see Engine Service Manual).
Figure 648 Powersmoke™ Adapter Installed In Down Pipe

1. Down pipe 3. Supply line
2. Powersmoke™ adapter 4. Safety chain
2. Install appropriate Powersmoke™ adapter (item 2)(Figure 648) into turbocharger down pipe (item 1)(Figure
648) inlet, and connect safety chain (item 4)(Figure 648) to secure location.
3. Inflate Powersmoke™ adapter per Navistar® Leak Locator Operation Manual
4. Connect Navistar® Leak Locator supply line (item 3)(Figure 648) to Powersmoke™ adapter.
Test Procedure 1 (Upstream Of DPF)
Figure 649 Navistar® Leak Locator Controls

1. Flow Control switch 3. Start / Stop switch 4. Adjustable Pressure Regulator
2. System Pressure gauge knob
1. Verify Flow Control switch (item 1)(Figure 649) is in OFF position

2. Pull Adjustable Pressure Regulator knob (item 4)(Figure 649) out to unlock, and turn regulator until System
Pressure gauge (item 2)(Figure 649) reads 5 psi (34 kPa) or less.
3. Push Adjustable Pressure Regulator knob in to lock and set system pressure to 5 psi (34 kPa) or less.
4. Press Start/Stop switch (item 3)(Figure 649), and turn Flow Control switch to ON position to begin 10 minute
smoke cycle.
Figure 650 Inspection Points

A. Sensor ports (3) B. Flex pipe C. Clamps (3)
5. Check three sensor ports (item A)(Figure 650), flex pipe (item B)(Figure 650), three clamps (item C)(Figure
650), and piping for smoke trails produced by Navistar® Leak Locator.
Relay Diagnostics
Overview
This table provides information for relay diagnostics. It lists different type of relay activation conditions, how to
test that type of relay, which relays are utilized in what way, where relays are mounted and relevant fault code
or symptom information for each relay.
Relay Diagnostics Applicability Table
Relevant Fault Control Side Relevant Switch Side Relevant Fault

Relay Location
Codes Test Fault Codes Test Codes
SW-85 GND
Symptom - Does not SW-85 GND
Starter Engine No Code
crank (page 1560)
(page 1571)
SPN 1761 FMI 19;
SPN 3216 FMI 19;
SW-86 PWR
SPN 3226 FMI 19; SW-86 PWR
Sw Ign AFT No Code
SPN 4377 FMI 19; (page 1557)
(page 1568)
SPN 5742 FMI 19;
SPN 5743 FMI 19
DEFSM SW-86 PWR SPN 5746 FMI SW-86 PWR SPN 5745 FMI
AFT None
Heater (page 1557) 3, 4 (page 1557) 3, 4
SPN 4340 FMI
3, 5
DEF
SW-86 PWR SPN 5491 FMI SW-86 PWR SPN 4342 FMI
Line AFT None
(page 1557) 3, 4 (page 1557) 3, 5
Heater
SPN 4344 FMI
3, 5
Relay Test 1 - Switched-86 GND
Overview
This test provides diagnostics for relays that have constant battery voltage at Terminal-85, switched ground
(GND) at Terminal-86 and constant battery voltage at Terminal-30.
Tools Required
• Relay Breakout Harness
None
Test Setup
1402).
3. Install appropriate Relay Breakout Harness in place of relay.
To find correct Relay Breakout Harness, see Electrical Tools(page 1711) section of this manual.
4. Install relay into Relay Breakout Harness
Test Procedure
Step 1 Check for battery power at Terminal-30. Decision

Use Digital Multimeter (DMM), measure voltage at Terminal-30 Yes: Go to Step 2
Is voltage B+ ± 0.5 volts? No: Check and repair wiring,
connectors, and fuses to
relay Terminal-30. After
Step 2 Verify use of Electronic Service Tool (EST) with ServiceMaxx™ Decision
software to activate relay.
Use Electronic Service Tool (EST) with ServiceMaxx™ software, activate Yes: Go to Step 3
relay command circuit.
Can relay be activated using ServiceMaxx™ software? No: Go to Step 5
Step 3 Activate and test relay input. Decision

A. Use EST with ServiceMaxx™ software, activate relay command Yes: Go to Step 4
circuit
B. Use DMM, measure voltage at Terminal-30
Is voltage B+ ± 0.5 volts when relay is activated? No: Check and repair
connectors and wiring for
corrosion, looseness, and
damaged or broken pins that
would cause high resistance.
Step 4 Activate and test relay output. Decision

A. Use EST with ServiceMaxx™ software, activate relay command Yes: End Diagnostic Steps
circuit.
Is voltage B+ ± 0.5 volts when relay is activated? No: Replace relay. After
Step 5 Test relay input. Decision

A. Install jumper wire between Terminal-86 and GND Yes: Go to Step 6
B. Use DMM, check for battery voltage at Terminal-30
Is voltage B+ ± 0.5 volts? No: Check and repair
Step 6 Test relay output. Decision

A. Install jumper wire between Terminal-86 and GND Yes: End Diagnostic Steps
Is voltage B+ ± 0.5 volts? No: Replace relay. After
Expected Outcome
Technician will validate that relay is working properly or diagnose cause of relay not working properly.
Follow-On Procedure
None
Relay Test 2 - Switched-86 PWR

Overview
This test provides diagnostics for relays that have a constant ground (GND) at Terminal-85, switched battery
voltage at Terminal-86 and constant battery voltage at Terminal-30.
Tools Required
None
Test Setup
1402).
4. Install relay into Relay Breakout Harness
Test Procedure

Use Electronic Service Tool (EST) with ServiceMaxx™ software, activate Yes: Go to Step 3
relay command circuit.

circuit.

circuit.

A. Install jumper wire between Terminal-86 and Terminal-30 Yes: Go to Step 6

A. Install jumper wire between Terminal-86 and Terminal-30 Yes: End Diagnostic Steps
Expected Outcome
Follow-On Procedure
None
Relay Test 3 - Switched-85 GND

Overview
This test provides diagnostics for relays that have switched ground (GND) at Terminal-85, constant battery
Tools Required
None
Test setup
1402).
4. Install relay into Relay Breakout Harness.
CAUTION: Verify that relay is not diode-protected. This can cause a properly working relay coil to fail resistance
tests. Failure to comply will result in misdiagnosis and unnecessary repairs.
Test Procedure


Use DMM, measure voltage at Terminal-86 Yes: Go to Step 3
Use EST with ServiceMaxx™ software, activate relay command circuit. Yes: Go to Step 4

circuit.

circuit.


Expected Outcome
Follow-On Procedure
None
Relay Test 4 – Switched-85 Shared 30

Overview
Tools Required
None
Test setup
1402).
Test Procedure

connectors and fuses to

Use DMM, measure voltage at Terminal-86 Yes: Go to Step 3
to activate relay.

circuit.
corrosion, looseness and

A. Use EST with ServiceMaxx™software, activate command circuit Yes: End Diagnostic Steps
for relay


Expected Outcome
Follow-On Procedure
None
Relay Test 5 - Switched-85 GND, FMI 4

Overview
This test provide diagnostics for relays that set FMI 4 when control is shorted to ground (GND).
Tools Required
None
Test setup
1402).
Test Procedure

Use Digital Multimeter (DMM), measure voltage between Terminal-86 and Yes: Go to Step 2
GND
Step 2 Check for battery power between Terminal-86 and Terminal-85. Decision
Use DMM, measure voltage between Terminal-86 and Terminal-85 Yes: Check and repair wiring
and/or connectors to relay
Terminal-85 for short to GND.
Is voltage B+ ± 0.5 volts? No: Go to Step 3
Step 3 Check for a shorted or open coil. Decision

Use DMM, measure resistance between Terminal-85 and Terminal-86 Yes: Relay is good, End
Diagnostic Steps
Is resistance approximately 100 ohms? No: Replace relay, coil is
shorted (if low) or open
(if high). After repairs are
problem.
Expected Outcome
Follow-On Procedure
None
Relay Test 6 - Switched-86 PWR, No Code

Overview
Tools Required
None
Test setup
1402).
Test Procedure

Use Digital Multimeter (DMM), measure resistance between Terminal-85 Yes: Go to Step 2
and Terminal-86
problem.

Use DMM, measure voltage between Terminal-30 and GND Yes: Go to Step 3
Step 3 Check for battery power between Terminal-86 and Terminal-85. Decision
Use DMM, measure voltage between Terminal-30 and Terminal-85 Yes: Go to Step 4
Is voltage B+ ± 0.5 volts? No: Check and repair wiring
and connectors between
Terminal-85 and GND. After
to activate relay.
Step 5 Activate and test relay switch circuit. Decision

A. Use EST with ServiceMaxx™software, activate relay command Yes: End Diagnostic Steps
circuit.
B. Use DMM, measure voltage between Terminal-85 and Terminal-86
Is voltage B+ ± 0.5 volts when relay is activated? No: Check and repair wiring
between Terminal-86 and
control unit. After repairs are
problem.
Step 6 Activate and test relay. Decision

A. Install jumper wire between Terminal-30 and Terminal-86 Yes: Check and repair
open in wiring between
B. Use DMM, check to see if relay activates
Terminal-86 and control unit.
Does relay activate? No: Replace relay. After
Expected Outcome
Follow-On Procedure
None
Relay Test 7 - Switched-85 GND, No Code

Overview
Tools Required
None
Test setup
1402).
Test Procedure

Use Digital Multimeter (DMM), measure resistance between Terminal-85 Yes: Go to Step 2
and Terminal-86
problem.

Use Digital Multimeter (DMM), measure voltage between Terminal-86 and Yes: Go to Step 3
GND
to activate relay.
Step 4 Activate and test relay switch circuit. Decision

circuit.
B. Use DMM, measure voltage between Terminal-85 and Terminal-86
Is voltage B+ ± 0.5 volts when relay is activated? No: Check and repair wiring
between Terminal-85 and
control unit. After repairs are
problem.
Step 5 Activate and test relay. Decision

A. Install jumper wire between Terminal-85 and GND Yes: Check and repair
open in wiring between
B. Use DMM, check to see if relay activates
Terminal-85 and control unit.
Does relay activate? No: Replace relay. After
Expected Outcome
Follow-On Procedure
None
J1939 Diagnostics
Overview
J1939 is an industry standard protocol providing for communications between Electronic Control Units (ECUs)
over a Controller Area Network (CAN) bus. Diagnostic tools can also use bus to monitor data between ECUs
and communicate with individual ECUs for troubleshooting, software updates, and programming. An ECU may
be a module such as Engine Control Module (ECM), or a sensor such as Diesel Exhaust Fluid Tank Level and
Temperature sensor (DEFTLT).
J1939 datalink used in Navistar® vehicles uses two wires labeled High (H) and Low (L), twisted together at
regular spacing to create an Unshielded Twisted Pair (UTP). UTP wiring provides a high degree of immunity
to electrical noise, which could interrupt communications. To further keep noise to a minimum, total resistance
between H and L wires is specified at 60 ohms. This is accomplished by having two 120-ohm resistors, one
near each end of bus, between H and L wires. Two 120-ohm resistors in parallel form a total resistance of
60 ohms. Resistor may be an external, separate item, or internal to an ECU. Together, H and L wires form a
communication bus. An ECU may have more than one bus. If busses are independent, such as Public and
Private busses found in ECM, a fault in one bus will not affect other bus.
Any fault in a communication bus will result in some loss of communication between ECUs. This can include
any of the following:
• Short to ground, to voltage, or H and L wires shorted together will result in total loss of communication, with
no ECUs able to communicate.
• Open anywhere along bus will effectively result in two separate networks, with ECUs on one side of break
being unable to communicate with ECUs on other side. If break results in disconnection of one of terminating
resistors, ECUs still connected to each other may not be able to communicate with each other as well. ECUs
on one side of break will set faults indicating that messages from ECUs on other side were not received.
• Loss of power to an individual ECU will result only in that ECU not sending messages, and no other
interruption will occur. Other ECUs will set a fault indicating that messages from ECU without power were
not received.
Tools Required
• Terminal Test Kit ZTSE4435C or Breakout harness, as required
Equipment Condition
Vehicle batteries fully charged.
Test Setup
1. Disconnect vehicle harness at suspect connector.
Test Procedure
NOTE: See latest version of Navistar® Engine and Aftertreatment Wiring Schematic Form 0000002941 for
additional circuit information.
1. Key-On Engine-Off (KOEO), use DMM, measure voltage between the following connector locations:
Test Location Specification

Power pin(s) and ground pin(s) B+
Power pin(s) and a known good ground B+
J1939-H pin and a known good ground 2 to 4 volts
J1939-L pin and a known good ground 2 to 4 volts
2. Key OFF, wait 1 minute. Use DMM, to measure resistance between the following connector locations:
Test Location Specification

J1939-H pin and a known good ground > 1 kΩ
J1939-L pin and a known good ground > 1 kΩ
J1939-H pin and J1939-L pin 55 to 65 Ω
If > 65 Ω, Open circuit on J1939-H or J1939-L
circuits or a missing terminating resistor.
If < 55 Ω, Short circuit between J1939-H and
J1939-L, or extra terminating resistor has been
added (possible ECU added to network containing
an internal resistor)
J1939-H pin and any other J1939-H pin < 10 Ω
J1939-L pin and any other J1939-L pin < 10 Ω
Expected Outcome
All voltage and resistance tests will be within specifications. All ECUs communicating on J1939 data bus.
Follow-On Procedure
1. Reconnect vehicle harness at suspect connector.
Induction System Cleaning Procedure
Overview
Remove residue buildup on intake valves caused by internal coolant leakage. A test Engine Control Module
(ECM) will replace factory ECM to eliminate variations in engine speed and temperature during cleaning process.
Engine speed will be raised to approximately 1450 rpm (maximum throttle) and cleaning solution will then be
injected through Intake Air Heater Fuel Igniter (IAHFI) port. During injection of cleaning solution, Intake Manifold
Temperature (IMT) signal will drop indicating cleaning solution is entering combustion chamber. Procedure will
last approximately 40 to 60 minutes, or until cleaning solution is used up.
CAUTION: To prevent engine damage, immediately close Induction System Cleaner shut off valve if engine
shutdown occurs during procedure.
Tools Required
• Induction System Cleaner 12-544-01
Equipment Condition
1. O2 sensor removed (see Engine Service Manual).
2. Engine oil at proper level and not contaminated (see Engine Oil Level and Quality Inspection (page 1647)).
3. Engine coolant at proper level (see Coolant Level Inspection (page 1649)).
4. Air filter housing removed.
5. Negative battery cable disconnected.
Test Setup
1. Remove valve cover (see Engine Service Manual).
2. Verify valve bridges are installed and adjusted properly.
• If valve bridges are not installed and adjusted properly, follow appropriate Engine Service Manual
procedure. When finished, reinstall valve cover and continue to next step.
• If valve bridges are installed properly and undamaged, reinstall valve cover (see Engine Service Manual)
and continue to next step.
Figure 651 ECM Connectors

1. Engine Control Module (ECM) 3. Intake Air Heater Relay (IAHR) 4. Lower ECM connector lock (2)
2. Upper ECM connector lock (2) connector
3. Disengage two upper Engine Control Module (ECM) connector locks (item 2)(Figure 651), and disconnect
connectors from ECM (item 1)(Figure 651).
4. Disengage two lower ECM connector locks (item 4)(Figure 651), and disconnect connectors from ECM.
5. Disconnect Intake Air Heater Relay (IAHR) connector (item 3)(Figure 651).
6. Remove eight ECM mounting bolts. Do not discard.
7. Remove ECM from vehicle. Do not discard.
Figure 652 Test ECM Installed

1. Test ECM 12-544-01-18 2. Lower ECM connector (2)
8. Install Test ECM 12-544-01-18 (item 1)(Figure 652) with two of previously removed eight ECM mounting
bolts. Tighten bolts to 10 lb-ft (14 N·m). Remaining six bolts do not need to be installed for this procedure.
9. Connect two lower ECM connectors (Figure 652) to Test ECM, and engage connector locks.
Figure 653 Upper ECM Connectors Installed

1. Test ECM 2. Upper ECM connector (2)
10. Connect two upper ECM connectors (item 2)(Figure 653) to Test ECM, and engage connector locks.
11. Install air filter housing.
12. Remove Intake Air Heater Fuel Igniter (IAHFI), electrical connector, and fuel supply line (see Engine Service
Manual).
Figure 654 Test Injector and Adapter Installed

1. Test Injector 12-544-01-07
13. Install Test Injector 12-544-01-07 (item 1)(Figure 654) and Adapter 12-44-01-08 into IAHFI port. Hand tighten
injector adapter to 10 lb-in (1 N·m).
Figure 655 Cleaning Solution Supply Line Installed

1. Cleaning Solution Supply Line
12-544-01-05
2. Test Injector
14. Install Cleaning Solution Supply Line 12-544-01-05 (item 1)(Figure 655) onto Test Injector (item 2)(Figure
655).
15. Disconnect turbocharger down pipe at Exhaust Back Pressure Valve (EBPV) housing.
Figure 656 O2 Sensor Plugs Installed

1. O2 Sensor Plug 12-544-01-20
16. Install O2 Sensor Plug 12-544-01-20 (item 1) into EBPV housing. Tighten to 27 lb-ft (36 N·m).
Figure 657 Exhaust Redirect Pipe Installed

1. Exhaust Redirect Pipe
12-544-01-16
2. Bolt (3) (1 not shown)
17. Use three previously removed bolts (item 2)(Figure 657), three spacers, and gasket, install Exhaust Redirect
Pipe 12-544-01-16 (item 1) (Figure 657).
Figure 658 Crankcase Breather Redirect Tube Installed

1. Crankcase Breather Redirect
Tube 12-544-01-17
18. Install Crankcase Breather Redirect Tube 12-544-01-17 (item 1)(Figure 658) over Crankcase Oil Separator
(CCOS) breather tube.
Figure 659 Exhaust Vent Tube Setup

1. Exhaust Redirect Pipe 2. Crankcase Breather Redirect 3. Exhaust vent tube
Tube
19. Connect exhaust vent tube (item 3)(Figure 659) to Exhaust Redirect Pipe (item 1)(Figure 659) and
Crankcase Breather Redirect Tube (item 2)(Figure 659).
20. Reconnect negative battery cable.
Figure 660 Exhaust Gas Recirculation (EGR) Valve

1. EGR valve connector
21. Disconnect EGR valve connector (item 1) (Figure 660). Keep EGR valve connector clear of EGR inlet tubes.
Figure 661 Pressure Tank 12-544-01-01 Setup

1. Shutoff Valve 12-544-01-06 3. Pressure Regulator 4. Pressure Tank 12-544-01-01
2. Lid 12-544-01-02
22. Open lid (item 2)(Figure 661) on Pressure Tank 12-544-01-01 (item 4)(Figure 661).
23. Use a strainer, add 2.5 gal (9.5 L) of EGR cooler cleaner and 2.5 gal (9.5 L) of clean water. Discard strainer.
24. Verify Shutoff Valve 12-544-01-06 (item 1)(Figure 661) is in closed position and Pressure Regulator
12-544-01-02 (item 3)(Figure 661) set to 0 psi.
25. Attach shop air supply to Pressure Regulator, and set pressure to 75 psi (517 kPa).
26. If ambient temperature is below 32°F (0°C), do the following:
• Verify front and rear vehicle Air Condition (A/C) is turned off.
• Install cardboard in front of High-Pressure Charge Air Cooler (HPCAC).
Test Procedure
1. Start engine and warm engine coolant temperature above 170°F (77°C). Record Intake Manifold
Temperature (IMT) signal value.
2. Raise engine speed to 1,450 rpm (maximum throttle or utilizing cruise control switches).
3. Move Shutoff Valve (item 1)(Figure 661) on Pressure Tank to open position.
Figure 662 IMT Signal

1. Cleaning solution injection end
2. Cleaning solution injection
beginning
4. While cleaning solution is injected, check the following:

• Verify valve bridges are in place and have not fallen off. If valve bridge does fall off during procedure,
reinstall valve bridge and run engine at idle while injecting fluid for 2 minutes. After 2 minutes, shut
down engine and leave engine off for an additional 5 minutes prior to restarting test procedure.
• Verify IMT signal value drops (item 2)(Figure 662). If IMT signal value does not drop or rises significantly,
check Test Injector and Cleaning Solution Supply Line for restriction.
5. When IMT signal value returns to value recorded in step 1 (item 1)(Figure 662), continue to operate engine
at 1,450 rpm for an additional 5 minutes.
6. Close Shutoff Valve.
7. Shut down engine.
Expected Outcome
Coolant residue deposits removed from intake valves.
Follow-On Procedure
1. Remove shop air supply from Pressure Regulator.
2. Connect EGR valve connector to vehicle harness.
3. Remove exhaust vent tube from Exhaust Redirect Pipe and Crankcase Breather Redirect Tube.
4. Remove Crankcase Breather Redirect Tube from CCOS breather tube.
5. Remove Exhaust Redirect Pipe from EBPV housing.
6. Connect turbocharger down pipe to EBPV housing.
7. Remove O2 sensor plugs, and install O2 sensor.
8. Remove Test Injector and Cleaning Solution Supply Line.
9. Install IAHFI, electrical connector, and fuel supply line.
10. Remove Test ECM, and install factory ECM.
11. Install valve cover.
12. Clear any Diagnostic Trouble Codes (DTCs) generated during procedure.
Exhaust Restriction Isolation Test
Overview
Record exhaust aftertreatment system pressures to help determine cause of restriction.
Tools Required
Equipment Condition
None
Test Setup
2. Connect Electronic Service Tool (EST) with ServiceMaxx™ software to vehicle Diagnostic Connector and
log in. (page 1402)
Test Procedure
Figure 663 Selecting Pressure Tab

1. Pressure tab
1. Select: Session > Default > Pressure.

2. Select: Tool > Start Recording Snapshot.

3. Start or crank engine. If engine starts, allow engine to run for 30 seconds then stop engine. If engine does
not start, crank engine for 15 seconds.
4. Select: Tools > Stop Recording Snapshot.
5. Review following signals from snapshot recording:
• DPF Differential Pressure (DPFDP)
• DPF Outlet Pressure (DPFOP)
• TC1 Turbine Outlet Pressure (TC1TOP)
Expected Outcome
Record DPFDP, DPFOP, and TC1TOP to be used to determine cause of exhaust restriction.
Follow-On Procedure
None
Fuel System Flushing Procedure
Overview
Coolant Test Procedures

Deaeration Tank Cap Test
Overview
Verify proper operation of deaeration tank cap.
WARNING: To prevent personal injury or death, do following when removing radiator cap or
deaeration cap:
• Allow engine to cool for 15 minutes or more.
• Wrap a thick cloth around radiator cap or deaeration cap.
• Loosen cap slowly a quarter to half turn counterclockwise to vent pressure.
• Pause for a moment to avoid being scalded by steam.
• Continue to turn cap counterclockwise to remove.
Tools Required
Figure 665 Radiator Pressure Testing Kit ZTSE2384
Figure 666 Coolant Cap Pressure Tester 09-040-01
• Radiator Pressure Testing Kit ZTSE2384 or Coolant Cap Pressure Tester 09-040-01
Equipment Condition
None
Test Setup
Figure 667 Coolant Deaeration Tank and Cap
1. Remove cap from deaeration tank .

2. Check deaeration tank neck for cracks or warping.
Test Procedure
1. Determine rated pressure of deaeration tank cap.
2. Test deaeration cap following tool instructions for tester being used.
3. Replace cap if not within specification.
Expected Outcome
Cap will hold rated pressure.
Follow-On Procedure
None
Cooling System Pressure Test
Overview
Apply air pressure to cooling system to determine if system has leaks. System should hold pressure indicating
there are no leaks.
deaeration cap:
• Loosen cap slowly a quarter to half turn to vent pressure.
• Continue to turn cap counter-clockwise to remove.
WARNING: To prevent personal injury or death, ensure shop-air pressure is properly regulated.
Tools Required
• Coolant Management Tool KL5007NAV.
Equipment Condition
1. Remove splash guards (as necessary).
2. Cooling system full.
Test Setup
Figure 668 Coolant Management Tool (KL5007NAV)

1. Coolant Supply Tank 3. Pressure Module 5. Cap Adapter
2. Cart 4. Vacuum Module
1. Replace deaeration cap with Cap Adapter (item 5) from Coolant Management Tool.
2. Apply shop air to Pressure Module (item 3). Ensure air valve is fully closed.
3. Connect Pressure Module (item 3) to cap adapter.
Test Procedure
Figure 669 Cap Adapter and Pressure Module

1. Pressure Module 3. Air Valve (Open)
2. Cap Adapter (KL5004NAV) 4. Air Valve (Closed)
1. Turn Coolant Supply Tank valve to CLOSED position.

2. Open Air Valve (item 3) on Pressure Module (item 1) make sure not to exceed cap pressure on system.
3. Close Air Valve (item 4). System is now pressurized with air.
4. Take note of gauge reading and check for pressure decay. If no decay is detected, there are no leaks, go
to Step 7.
5. If decay is evident, check cooling system for leak(s).
6. Repeat Steps 1 to 4 to re-pressurize system as necessary to find source of pressure loss.
7. Disconnect compressed air, and remove pressure module.
8. Slowly open air valve on pressure module to vent pressure in cooling system.
Expected Outcome
Technician will pressurize cooling system to inspect for leaks and verify integrity.
Follow-On Procedure
Replace splash guards (if removed).
Air Compressor Leaking Coolant to Oil Test
Overview
This test is used to verify that air compressor is not leaking engine coolant into engine oil.
Tools Required
• Radiator Pressure Test Kit ZTSE2384
Equipment Condition
None
Test Setup
1. Drain engine oil and remove oil pan
2. Install Radiator Pressure Test Kit ZTSE2384 on Deaeration Tank
3. Maintain 15 psi (103 kPa) of cooling system pressure throughout this test
4. Perform Coolant Leak - Visual Inspection (page 1651)
Test Procedure
1. With cooling system under 15 psi (103 kPa) of pressure, visually inspect engine oil return port from air
compressor inside crankcase
Expected Outcome
No engine coolant will be found leaking from engine oil return port from air compressor.
Follow-On Procedure
None
Air Compressor Leaking Air to Coolant Test
Overview
Determine if air compressor is aerating coolant or causing coolant to overflow by reducing pressure in vehicle
air system.
Tools Required
None
Equipment Condition
None
Test Setup
1. Fill deaeration tank with coolant to proper level.
2. Install deaeration tank cap.
3. Drain vehicle air tanks.
Test Procedure
1. Open air tank drain valves and prop them open.
2. Run engine to recreate overflow condition.
Expected Outcome
Determine if air compressor is causing coolant overflow.
Follow-On Procedure
1. Close air tank drain valves.
Aftertreatment Fuel Injector (AFTFI) Coolant Leak Test
Overview
Inspect inside of exhaust pipe at Aftertreatment Fuel Injector (AFI) nozzle for presence of coolant.
WARNING: To prevent personal injury or death, allow engine to cool before removing components.
WARNING: To prevent personal injury or death, do not let engine fluids stay on your skin. Clean
skin and nails using hand cleaner and wash with soap and water. Wash or discard clothing and rags
contaminated with engine fluids.
Tools Required
• Radiator Pressure Testing Kit ZTSE2384
Equipment Condition
deaeration cap:
• Loosen cap slowly a quarter to half turn counterclockwise to vent pressure.
• Continue to turn cap counterclockwise to remove.
Test Setup
1. Remove deaeration tank cap.
2. Connect Radiator Pressure Testing Kit ZTSE2384 with Surge Tank Cap Adaptor to deaeration tank.
Test Procedure
1. Disconnect exhaust pipe at turbocharger outlet pipe after AFTFI.
2. Pressurize cooling system to 117 kPa (17 psi) for 15 minutes.
Figure 670 Aftertreatment Fuel Injector (AFI) nozzle
3. Inspect inside of exhaust pipe at AFI nozzle for coolant leaks.
Expected Outcome
Technician will verify if coolant is present in exhaust pipe at AFI nozzle.
Follow-On Procedure
None
EGR Cooler Leak Test
Overview
To determine if an internal leak is present in EGR Cooler by form of bubbles in water.
Tools Required
• EGR Leak Detection Kit 12-892-02
• Spray bottle with soapy water solution
• Beaker of water
Equipment condition
1. Coolant manifold, EGR outlet tubes, EGR inlet tubes, and EGR cooler return manifold removed from engine
(see Engine Service Manual).
Test Setup
Figure 671 Leak Detection Plate and Plug Disc Handle.

1. Large Plate - Leak Detection 2. Plug Disc Handle KL20060-7B 4. Bolt (4)
12-892-02-01 3. EGR dual flap valve
1. Install large test plate (Figure 2, Item 1) onto EGR dual flap valve (Figure 2, Item 3) with four bolts (Figure
2, Item 4). Using torque wrench, torque four bolts to 18 lb-ft (24 N•m).
2. Install plug disc handle (Figure 2, Item 2) into coolant manifold bore of high-temperature cooler.
NOTE: Hollow retainer screw only needs to contact Plug Disc Handle KL20060-7B to properly retain it.
If screw is over tightened, it could cause retainer plate to leak.
3. Thread hollow screw of rear test plate (Figure 2, Item 1) over screw of plug disc handle (Figure 2, Item 2) to
retain plug disc into EGR dual flap valve (Figure 2, Item 3).
Figure 672 Sleeper Coolant Supply Hose and Brass Fitting.

1. Brass fitting
2. Sleeper coolant supply hose
3. Spring clamp
NOTE: Steps 5 and 6 are needed only if vehicle is equipped with a bunk heater.
4. Remove spring clamp (Figure 3, Item 3) and sleeper coolant supply hose (Figure 3, Item 2) from brass fitting
(Figure 3, Item 1).
5. Remove 90-degree brass fitting (Figure 3, Item 1) from EGR high-temperature cooler.
Figure 673 Installation of Allen Plug.

1. EGR high-temperature cooler heater supply port
2. Allen plug
NOTE: Step 7 is needed only if vehicle is equipped with a bunk heater.

6. Install Allen plug (Figure 4, Item 2) into top of EGR high-temperature cooler heater supply port (Figure 4,
Item 1). Using torque wrench, tighten Allen plug to 18 lb-ft (24 N•m).
Figure 674 EGR Cooler Low-Temperature Coolant Outlet Hose.

1. EGR cooler low-temperature coolant outlet hose
2. EGR low-temperature cooler outlet
NOTE: The following step represents EPA 10 with HD-OBD equipped engines only.
7. Disconnect EGR cooler low-temperature coolant outlet hose (Figure 5, Item 1) from fitting on EGR
low-temperature cooler outlet (Figure 5, Item 2) and position hose out of the way.
Figure 675 Installation of EPA 10 with HD-OBD Quick Connect Pop-off.

1. Quick Connect Pop-off KL20060-1
2. EGR cooler low-temperature coolant outlet
NOTE: The following step represents EPA 10 with HD-OBD engines only.
8. Install quick connect pop-off (Figure 6, Item 1) onto EGR cooler low-temperature coolant outlet (Figure 6,
Item 2) hand tight.
Figure 676 Hose Clamps.

1. Hose clamp
2. Hose clamp
3. Hose
9. Loosen hose clamps (Figure 10, Items 1 and 2) and remove hose (Figure 10, Item 3) from EGR
low-temperature cooler Y-fitting.
Figure 677 Removal of Coolant Control Valve (CCV) Hose.

1. Hose clamp
2. Hose
10. Loosen hose clamp (Figure 11, Item 1) and remove hose (Figure 11, Item 2) from CCV.
Figure 678 Installation of Double Hole Plug.

1. Double Hole Plug KL20060-6
2. EGR low-temperature cooler housing inlet
NOTE: Be sure to tighten double hole plug evenly. If not tightened evenly, a leak could occur.
11. Install double hole plug (Figure 12, Item 1) into EGR low-temperature cooler housing inlet (Figure 12, Item
2) hand tight.
Figure 679 Removal of Air Bleed Hoses.

1. Spring clamp (2)
2. EGR cooler air bleed fitting (2)
3. EGR cooler air bleed hose (2)
12. Remove two spring clamps (Figure 13, Item 1) from EGR cooler air bleed hoses (Figure 13, Item 3), and
remove EGR cooler air bleed hoses from EGR cooler air bleed fittings (Figure 13, Item 2).
Figure 680 Removal of EGR Cooler Air Bleed Fittings.

1. EGR cooler air bleed fitting (2)
13. Remove two EGR cooler air bleed fittings (Figure 14, Item 1) from EGR cooler.
Figure 681 Removal of EGR Temperature Sensor.

1. EGR temperature sensor
2. EGR temperature sensor harness
14. Disconnect EGR temperature sensor harness (Figure 15, Item 2) from EGR temperature sensor (Figure 15,
Item 1).
15. Remove EGR temperature sensor (Figure 15, Item 1) from sensor port.
Figure 682 Installation of Cooler Plug, Large Plug Disc - Pop Off, and Double Hole Plate.
1. Cooler Plug KL20060-2
2. M8 x 20 bolt (4)
3. EGR low-temperature cooler housing
4. Large Plug Disc - Pop Off KL20060-7A
5. Double Hole Plate KL20060-5
16. Install cooler plug (Figure 16, Item 1) into EGR temperature sensor port.
17. Install large plug disc - pop off (Figure 16, Item 4) into EGR high-temperature cooler outlet.
NOTE: Be sure to cap off or cover the thermostat port to prevent any debris or foreign objects from
entering the cooling system.
18. Install double hole plate (Figure 16, Item 5) with four M8 x 20 bolts (Figure 16, Item 2) onto EGR
low-temperature cooler housing (Figure 16, Item 3).
Figure 683 Installation of Cooler Plug - Air Inlet.

1. EGR low-temperature deaeration port
2. Cooler Plug - Air Inlet KL20060-3A
19. Install cooler plug - air inlet (Figure 17, Item 2) into EGR low-temp deaeration port (Figure 17, Item 1).
Figure 684 Installation of Cooler Plug Leak Detection.

1. Cooler Plug - Leak Detection KL20060-3B
2. EGR high-temperature deaeration port
20. Install cooler plug - leak detection (Figure 18, Item 1) into EGR high-temperature deaeration port (Figure
18, Item 2).
Figure 685 Installation of Regulator Assembly.

1. Regulator Assembly KL20060-13
2. Shop air hose
3. EGR Cooler - Plug Air Inlet KL20060-3A
NOTE: Turn regulator adjustment knob counterclockwise to be sure regulator is set to zero before
connecting shop air hose.
21. Install regulator assembly (Figure 19, Item 1) into EGR cooler plug - air inlet (Figure 19, Item 3) and attach
shop air hose (Figure 19, Item 2) to regulator assembly.
22. Gradually turn regulator adjustment knob clockwise to increase pressure to 45 psi.
Test Procedure
NOTE: This cooler has multiple chambers. Multiple tests are required to check for leaks between any of
the chambers.
Figure 686 Leak Inspection.

1. Large plate leak detector hose end (Red)
NOTE: The system must remain pressurized, and the operator should look for air bubbles to come from
the end of the hose. The bubbles indicate a leak, and a very small leak may take up to 5 minutes to
appear. This is the maximum time that would be required of the operator to watch for air bubbles to
be sure there are no leaks in the cooler. The operator should look for leaks from each of the hoses
individually and for 5 minutes each.
1. Check for leaks by placing end of hose from Cooler Plug - Leak Detection KL20060-3B, and later the Large
Plate - Leak Detection 12-892-02-01, into a container of water to a depth of .375,” which is marked with red
dye on each of the hoses (Figure 20).
NOTE: Be sure to record whether the EGR cooler passed or failed the leak test. If the cooler fails the
test, be sure to also record which chambers were leaking.
2. The test will now need to be repeated as detailed above.
Figure 687 Removal of Equipment.

1. Regulator Assembly KL20060-13
2. Shop air hose
3. EGR Cooler Plug - Air Inlet KL20060-3A
NOTE: The air pop-off valves in the Quick Connect Pop-off KL20060-1 and the Large Plug Disc - Pop
Off KL20060-7A are set to 50 psi to prevent damage to the cooler and for safety in the case of over
pressurization.
3. Remove shop air hose (Figure 21, Item 2), regulator assembly (Figure 21, Item 1), and EGR cooler plug air
inlet (Figure 21, Item 3).
Figure 688 Installation of Cooler Plug Air Inlet.

1. Cooler Plug - Air Inlet KL20060-3A
2. EGR high-temp deaeration port
4. Install cooler plug air inlet (Figure 22, Item 1) into EGR high-temperature deaeration port (Figure 22, Item 2).
NOTE: Installation of Cooler Plug - Leak Detection KL20060-3B to EGR high-temperature deaeration port
as stated in Step 5 is used only to prevent debris from entering EGR cooler. Monitoring KL20060-3B for
the second test is not needed.
5. Install Cooler Plug - Leak Detection KL20060-3B to EGR high-temperature deaeration port (Figure 22, Item
2).
NOTE: Turn regulator adjustment knob counterclockwise to be sure regulator is set to zero before
connecting shop air hose.
NOTE: Set regulator pressure to 45 psi.
6. Install Regulator Assembly KL20060-13 to EGR cooler plug air inlet (Figure 22, Item 1) and attach shop air
hose to regulator assembly.
NOTE: For EGR Leak Test, only check for leaks from Large Plate - Leak Detection 12-892-02-01.
7. Perform EGR Leak Test. Reference EGR Leak Test Step 1 for procedure.
Expected Outcome
No air bubbles coming from test hose for 5 minutes.
Follow-On Procedure
None
Thermostat Operational Test
Overview
Determine if engine thermostats open when engine reaches operating temperature by monitoring upper radiator
hose temperature.
Tools Required
• Infrared Thermometer ZTSE4799
Equipment Condition
1. Allow engine to cold soak.
2. Perform Coolant Level Inspection (page 1649)
Test Setup
2. Connect Electronic Service Tool (EST) with ServiceMaxx™ software to vehicle Diagnostic Connector (page
1402).
Test Procedure
1. Select Temperature tab in ServiceMaxx™ software.
2. Verify the following sensor values are approximately equal:
• Engine Coolant Temperature 1 (ECT1)
• Engine Oil Temperature (EOT)
• Exhaust Gas Temperature (EGT)
• Intake Manifold Temperature (IMT)
3. Start engine.
4. Monitor upper radiator hose temperature using Infrared Thermometer ZTSE4799.
5. Run engine to operating temperature. Upper radiator hose temperature should be less than ECT1 while
thermostat is closed.
As ECT1 reaches approximately 181°F (83°C), a working thermostat will begin to open, and upper radiator
hose should heat up to match ECT1 (± 25° F).
• If ECT1 continues to rise and upper radiator hose remains cooler, replace thermostat and retest.
• If ECT1 never reaches 181° F (83° C), replace thermostat and retest.
• If upper hose matches ECT1 (± 25° F) after engine coolant temperature reaches approximately 181°F
(83°C), thermostat is working properly.
Expected Outcome
Upper radiator hose temperature will increase to within ± 25° F of ECT1 after engine warms up past thermostat
opening temperature.
Follow-On Procedure
None
Coolant Control Valve (CCV) Assembly and Coolant Mixer Valve (CMV) Operation
The CCV assembly is installed on the upper right side of the distributor housing. The CCV has two separate
solenoid actuated valves; CMV, and CFV. The CMV and the CFV are part of the CCV assembly and cannot be
serviced separately. CFV controls the coolant flow through the CACOTs while the CMV controls the coolant flow
through the LTR. The CMV and CFV solenoids are controlled by two separate Pulse Width Modulated (PWM)
signals from the ECM. The PWM signal duty cycles vary between 0% and 100% depending on the coolant and
charge air temperature. The CMV is installed on the upper side of CCV and controls the coolant flow through
the LTR.
The CFV is installed on the lower side of CCV and controls the amount of coolant flow through the LTR and
LPCAC. The CFV helps protect the LTR circuit from over-pressure at high engine speeds. If the engine coolant
temperature is too low, the CFV closes to reduce the coolant flow through the LPCAC.
When the temperature of the charge air and coolant coming out of the LPCAC is low, the CMV directs the coolant
through a LTR bypass directly into the LPCAC. This helps the engine reach its normal operating temperature
faster. If the temperature of the charge air and coolant coming out of the LPCAC is high, the CMV directs the
coolant flow through the LTR. This prevents an overheating of the charge air cooler which can result in failure
of the LPCAC.
Coolant Control Valve (CCV) Test

1. Turn ignition switch to ON, engine OFF.
2. Connect EST to vehicle's Diagnostic Connector.
Figure 689 Key-On Engine-Running Tests
4. Select Test > KOER Tests > Coolant Control Valve Tests.
5. Start engine and allow to reach operating temperature.
Figure 690 Coolant Control Valve Test
6. Select Coolant Mixer Valve or Coolant Flow Valve from Actuator drop-down menu.
Figure 691 Coolant Mixer Valve actuator session
7. Set actuator to ON (95% Duty Cycle) and click on the Start Test button.
8. Using an infrared thermometer, measure and record coolant inlet and outlet temperatures at the secondary
radiator.
9. Using EST with ServiceMaxx™ software, monitor and record temperature readings from ECT, TC2CIS, and
ECT2 sensors. Record readings on Performance Diagnostics Form.
10. Calculate secondary radiator cooling by subtracting coolant inlet temperature from coolant outlet
temperature. Record this number as secondary radiator difference.
11. Calculate LPCAC cooling by subtracting TC2CIS sensor temperature from ECT2 sensor temperature.
Record this number as cooler temperature difference.
12. Use recorded data to determine if CFV and CMV are operating correctly.
• If cooler difference is higher than secondary radiator difference, or is within 3 ˚C (5 ˚F) of secondary
radiator difference, the Coolant Flow Valve (CFV) is stuck in the fully closed position. Install a new
Coolant Control Valve (CCV) assembly following procedures in the Engine Service Manual.
• If the ambient temperature is lower than 4 ˚C (40 ˚F), add 2 ˚C (4 ˚F) to ECT and ECT2.
If ECT sensor reading is higher than ECT2 sensor reading by less than 11 ˚C (20 ˚F), the Coolant Mixer
Valve (CMV) is stuck in the fully closed position. Install a new CCV assembly following procedures in
the Engine Service Manual.
• If cooler difference is lower than secondary radiator difference and ECT sensor reading is higher than
ECT2 reading by 11 ˚C (20 ˚F), the CCV is functioning normally. Continue to next step.
13. If over-temperature condition remains, remove secondary radiator and have flow checked at radiator repair
facility. Retest engine for over-temperature condition with repaired or replaced secondary radiator.
Engine Oil Tests

Oil Pressure Verification Test
Overview
Compare electronic signal from Engine Oil Pressure (EOP) sensor to actual EOP using mechanical gauge.
Tools Required
• Pressure Test Kit ZTSE4409
Equipment Condition
None
Test Setup
2. Connect Electronic Service Tool (EST) with ServiceMaxx™ software to vehicle Diagnostic Connector. (page
1402)
Test Procedure
1. Start engine.
Figure 692 ServiceMaxx™ Tools Menu - Start Recording
2. Start recording by selecting Tools > Start Recording Snapshot. Monitor instrument panel gauge during test.
3. Allow engine to idle for 5 to 10 seconds or until oil pressure reading is stabilized.
4. Increase engine speed to high idle.

5. Wait until oil pressure reading stabilizes and then return engine to low idle.
Figure 693 ServiceMaxx™ Tools Menu - Stop Recording
6. Stop signal recording by selecting Tools > Stop Recording Snapshot.

7. Remove EOP sensor from tee fitting on oil filter module (see Engine Service Manual).
Figure 694 Oil Pressure Verification Test Connection
8. Connect Pressure Test Kit ZTSE4409 to Oil Pressure Test Fitting (Item 1).
9. Start engine.
10. At low idle, monitor mechanical gauge for engine oil pressure reading; compare value to recorded snapshot.
12. At high idle, monitor mechanical gauge for engine oil pressure reading; compare value to recorded snapshot.
Expected Outcome
Engine Oil Pressure (EOP) reading on mechanical gauge, and EOP sensor signal value in ServiceMaxx™ will
be within specification and approximately same.
Follow-On Procedure
None
Power Steering Fluid Leak to Engine Oil Test
Overview
Verify Power Steering Fluid is not leaking to Engine Oil.
Tools Required
None
Equipment Condition
None
Test Setup
1. Adjust engine oil level to full operating range.
2. Adjust power steering fluid level to full operating range.
Test Procedure
1. Start engine, run for a minimum of 10 minutes.
2. Stop engine, inspect engine oil and power steering fluid levels.
• If power steering fluid level is decreasing and engine oil level is increasing, install a new power steering
pump (see Engine Service Manual).
• If power steering fluid level is not decreasing and engine oil level is not increasing, power steering fluid
is not leaking into engine oil.
Expected Outcome
Technician will verify Power Steering Fluid is not leaking to Engine Engine Oil.
Follow-On Procedure
None
Instrument Panel Engine Oil Pressure Gauge Validation Test
Overview
Compare EOP sensor signal value in ServiceMaxx™ to instrument panel gauge reading.
Tools Required
Equipment Condition
None
Test Setup
2. Connect Electronic Service Tool (EST) with ServiceMaxx™ software to vehicle Diagnostic Connector. (page
1402)
Test Procedure
1. Start engine.
Figure 695 ServiceMaxx™ Tools Menu - Start Recording
2. Start recording by selecting Tools > Start Recording Snapshot. Monitor instrument panel gauge during test.
3. Allow engine to idle for 5 to 10 seconds or until oil pressure reading is stabilized.
5. Wait until oil pressure reading stabilizes and then return engine to low idle.
Figure 696 ServiceMaxx™ Tools Menu - Stop Recording
6. Stop signal recording by selecting Tools > Stop Recording Snapshot.

7. Compare Instrument panel gauge and ServiceMaxx™ software Oil Pressure readings.
Expected Outcome
EOP sensor signal value in ServiceMaxx™ software, and instrument panel gauge will be within specification
and approximately same.
Follow-On Procedure
None
Engine Brake
Engine Compression Brake ECM Inputs and Programmable Parameter Checks
Overview
Verify engine compression brake Engine Control Module (ECM) input and parameter values are within
specification
Tools Required
Equipment Condition
None
Test Setup
2. Connect Electronic Service Tool (EST) with ServiceMaxx™ software to vehicle Diagnostic Connector (page
1402).
Test Procedure
1. Select: Sessions > Parameters.
To make program changes using ServiceMaxx™ software see Programmable Features (page 1376).
2. Verify the following engine parameters are set to correct value using table below:
Parameter Value Possible Values Recommended Settings

Vehicle Retarder Control Mode • 0: Disable • 1, 2, or 3. A value of 0
(7000x) indicates the Engine Brake is
• 1: Service Brake Latched
disabled.
• Determines conditions
• 2: Coast
Engine Brake feature will be
functional. • 3: Latched
Engine Retarder- Brake Pedal • 0 to 300 seconds • 0 seconds
Delay (7001x)
• Sets delay time for (optional)
service brake pedal activated
Engine Brake.
Engine Retarder- Accelerator • 0 to 300 seconds • 0 seconds
Pedal Delay (7008x)
• Sets delay time for (optional)
accelerator pedal activated
Engine Brake.
Engine Retarder Minimum • 0 to 130.5 mph • 10 mph
Vehicle Speed (7002x)
• Sets minimum vehicle speed
limit that Engine Brake can
be activated.
3. Log off ServiceMaxx™ software and log in to Diamond Logic Builder™ software.
Figure 697 Search for Engine Brake Feature

1. Filter icon 2. Search window
4. Go to Features and select the Filter icon (Item 1) in the left hand corner of the Features window.
5. Type “Engine Brake” into the pop-up search window (Item 2).
Figure 698 Feature Code Highlighted

1. Feature code 2. Parameters
6. Click on appropriate feature code (Item 1) so it is highlighted. Lower half of window will now show applicable
parameters (Item 2) for that feature.
7. Verify the following parameter values:
• Clutch switch status in Engine Control Module (ECM) and Body Control Module (BCM)
• Brake switch status in ECM and BCM
• Engine Brake switch status in ECM
• Accelerator Position Sensor (APS) 0.00% when released
Expected Outcome
Engine brake Engine Control Module (ECM) input and parameter values are within specification.
Follow-On Procedure
None
Engine Compression Brake Operational Test
Overview
Determines if engine compressions brake activates when commanded ON.
Tools Required
Equipment Condition
None.
Test Setup
2. Connect EST with ServiceMaxx™ software to vehicle diagnostic connector (page 1402) and log in.
Test Procedure
1. Run engine to operating temperature 180°F (82°C).
Figure 699 Selecting ServiceMaxx Actuator Test
2. Select: Tests > KOEO Tests > Actuator Test.

Figure 700 Selecting Engine Compression Brake Actuator Test
3. Select Engine Compression Brake 1 from Actuator drop down menu (1).
4. Click “Start Test” button (2) and monitor engine for a misfire on three cylinders. If misfire does not occur,
diagnose engine compression brake 1 problem.
5. Select Engine Compression Brake 2 from Actuator drop down menu.
6. Click “Start Test” button and monitor engine for a misfire on three cylinders. If misfire does not occur,
diagnose engine compression brake 2 problem.
Expected Outcome
Each engine brake assembly will cause three cylinders to misfire when commanded ON.
Follow-On Procedure
None.
Engine System Inspections

Initial Key On Check
Determine if Engine Control Module (ECM) is powered up and if water is in fuel supply.
Tools Required
None
Equipment Condition
None
Test Setup
1. Key-ON Engine-OFF (KOEO).
Test Procedure
1. Observe the following:
• Wait to Start lamp
• WATER IN FUEL indicator (Integral Digital Display)
• If WATER IN FUEL indicator stays ON, go to Fuel Quality Check (page 1645).
Expected Outcome
Technician will verify ECM is powered up and if water is in fuel supply.
Follow-On Procedure
None
Fuel Level and System Inspection
Overview
Verify instrument panel fuel gauge indicates correct fuel level, and fuel system is free of damage. Check primary
(chassis mounted) fuel filter for leaks, contamination, and other damage.
sparks.
Tools Required
None
Equipment Condition
1. Vehicle parked on level ground.
Preliminary Inspection Procedure

1. Visually inspect fuel tank(s) for leaks or damage.
2. Visually inspect level of fuel in fuel tank(s).
3. Inspect interior of fuel tanks and ensure fuel level is equal in both tanks if equipped with duel tanks.
4. Check instrument panel fuel gauge and verify indicated fuel level is consistent with actual fuel level.
5. Visually inspect all fuel lines and connections for leaks, damage, and proper routing.
6. Visually inspect fuel strainer for damage, leaks, or sediment build up.
7. Visually inspect secondary fuel filter for damage and leaks.
After Preliminary Inspection Procedure is complete, perform one of the following primary fuel filter inspections
based on style of filter equipped:
• Inspection Procedure Canister Style Filter (page 1641)
• Inspection Procedure Cartridge Style Filter (page 1642)
Inspection Procedure Canister Style Filter
Figure 701 Canister Style Filter (Typical)
1. Check fuel filter and filter housing for fuel leaks, large dents, or damage.
2. Verify fuel filter O-ring is installed properly and free of damage.
3. Check maintenance history for primary fuel filter replacement. Replace filter if beyond recommended service
interval (see Engine Operation and Maintenance Manual).
Inspection Procedure Cartridge Style Filter
Figure 702 Cartridge Style Filter (Typical)
1. Check fuel filter and filter housing for fuel leaks or damage.
2. Visually inspect fuel filter following Primary Fuel Filter (Cartridge Style) Inspection) (page 1643).
Primary Fuel Filter (Cartridge Style) Inspection

Fuel Level Visual Indication Possible Solution
Fuel level below top of fuel Normal - no repair necessary.
filter.
Fuel level above top of fuel Change primary fuel filter element.
filter. May cause loss of
power complaint.
Fuel level is to top of fuel 1. Change primary fuel filter element

filter and looks to be full of
2. Run engine for a minimum of 25 minutes at idle. Do not
wax.
run at high idle.
Excessive bubbles are seen 1. Check all fittings and lines from between fuel tank and
flowing 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.
Water is seen (noticeable 1. Inspect fuel tank(s) for water contamination.

separation) in fuel filter
2. Drain a full cup of fuel from chassis fuel filter assembly.
assembly.
Do not drain with engine running.
3. Restart engine. Shut off engine and drain chassis fuel filter
assembly.
4. Repeat Step 3 until ALL water is removed.
Fuel drains back to fuel tank 1. Remove and inspect check valve assembly.
when changing fuel filter or
2. Repair (clean) or replace as necessary, and retest.
draining water separator.
Expected Outcome
Fuel tank(s), lines, filters, and connections free of damage, contamination, and leaks. Fuel level equal in both
tanks, and fuel gauge indicates correct level.
Fuel Quality Inspection
Overview
Drain fuel filter assembly and check fuel quality.
sparks.
Ultra Low Sulfur Diesel (ULSD) fuel is required for Navistar® Diesel Engines used with advanced aftertreatment
systems.
Do not continue diagnostic procedures if fuel is contaminated.
Tools Required
• Clear diesel fuel container
• Clear plastic hose
Equipment Condition
None
Figure 703 Fuel Sample

1. Place clear diesel fuel container under fuel-filter housing .

2. Install clear plastic hose on fuel drain valve.
3. Route clear plastic hose into clear diesel fuel container.
4. Open drain valve and fill container.
5. Check for water, waxing, icing, sediment, gasoline, kerosene, or Diesel Exhaust Fluid (DEF) by shaking fuel
sample container and letting contents settle.
• Sediments will fall to bottom of fuel sample container.
• Gasoline and kerosene will separate from diesel fuel.
• Waxing or icing will prevent diesel fuel flowing from fuel-drain valve.
Expected Outcome
Fuel is free of water, waxing, icing, sediment, gasoline, kerosene, or Diesel Exhaust Fluid (DEF).
Engine Oil Level and Quality Inspection
Overview
Inspection of engine oil level and engine oil quality.
API CJ-4 oils are recommended for use in high-speed diesel engines with advanced-exhaust aftertreatment
systems that meet on-highway exhaust emissions standards for year 2007 and beyond.
Figure 704 API CJ-4 Oil Label
If inspection indicated engine oil is contaminated or diluted, replace engine oil and filter.
Tools Required
None
Equipment Condition
None
Figure 705 Left Side of Engine - Dipstick Location

1. Oil level gauge (dipstick)
1. Use oil level gauge (dipstick) (item 1) to check engine oil level.
• If engine oil level is below specification, inspect engine for leaks, oil consumption, or improper servicing.
Repair cause of low engine oil prior to filling to proper level.
• If engine oil level is above specification, inspect for fuel dilution, coolant contamination, or improper
servicing. If engine oil level is above specification, drain to proper level and diagnose cause of dilution,
contamination, or improper servicing.
Expected Outcome
Oil level should be within specification and free of dilution, coolant contamination, and improper servicing.
Coolant Level Inspection
Overview
Determine if coolant is at appropriate level.
Tools Required
None
Equipment Condition
1. Allow engine to cold soak.
Figure 706 Coolant Deaeration Tank

A. Deaeration Cap B. Deaeration Tank
1. Inspect coolant level in deaeration tank (item B).
Expected Outcome
Coolant level should be between COLD MAX and COLD MIN lines.
Coolant Quality Inspection
Overview
Check coolant for proper freeze point, and for contamination.
Tools Required
• Coolant and Battery Refractometer ZTSE4796
Equipment Condition
• Park vehicle on level ground
1. Wrap a thick cloth around deaeration cap.
2. Loosen cap slowly a quarter to half turn to vent pressure.
3. After pressure has been released, remove cap.
4. Check coolant for signs of contamination.
5. Take a sample from deaeration tank.
6. Examine sample for engine oil. Oil contamination may result in a dark sludge.
7. If coolant is not contaminated, check freeze point.
Expected Outcome
Coolant should be free of contamination, and at correct freeze point.
Coolant Leak - Visual
Overview
Check engine cooling system for proper level and leaks.
Tools Required
Equipment Condition
None
1. Park vehicle on level ground. If engine was running, allow engine to cool for 15 minutes or more.
2. Wrap a thick cloth around deaeration cap. Loosen cap slowly a quarter to half turn to vent pressure. After
pressure has been released, remove cap.
3. Check coolant level. Compare coolant level to level indicators on deaeration tank. If coolant level is low,
add coolant.
4. Install Radiator Pressure Test Kit ZTSE2384.
5. Pressurize cooling system.
6. Check both sides of vehicle for coolant, leaks, and coolant on ground.
7. If coolant is leaking, determine what component is leaking.
Expected Outcome
Coolant should be at correct level. There should be no visible coolant leaks.
Coolant in Exhaust Inspection
Overview
Determine if engine coolant is in exhaust system.
WARNING: To prevent personal injury or death, allow engine to cool 15 minutes or more before
working with components.
WARNING: To prevent personal injury or death, do not let engine fluids stay on your skin. Clean
skin and nails using hand cleaner and wash with soap and water. Wash or discard clothing and rags
contaminated with engine fluids.
GOVERNMENT REGULATION: Engine fluids (oil, fuel, and coolant) may be a hazard to human
health and environment. Handle all fluids and other contaminated materials (e.g., filters rags) in
accordance with applicable regulation
Tools Required
Equipment Condition
2. Engine allowed to cool for 15 minutes or more.
1. Wrap a thick cloth around deaeration cap. Slowly turn cap counter-clockwise one-quarter to one-half turn
to vent pressure. After pressure has been released, remove cap.
2. Install Radiator Pressure Test Kit ZTSE2384 (with appropriate adapter if needed) onto deaeration tank.
3. Disconnect exhaust pipe at Exhaust Back Pressure Valve (EBPV) (see Engine Service Manual).
4. Pressurize cooling system to 15 psi (103 kPa).
5. Inspect exhaust pipe for engine coolant and engine coolant residue.
Expected Outcome
Determine if coolant is in exhaust system.
Coolant to Oil Inspection
Overview
Inspect engine oil for coolant contamination.
Oil cooler coolant leakage to oil will occur only when coolant pressure is higher than oil pressure. Diagnosis and
repairs will not be authorized based solely on oil analysis.
Oil contaminated with coolant usually causes oil to thicken and turn light gray.
Tools Required
None
1. Remove engine oil level gauge (dipstick) and inspect for coolant contamination. An overfilled crankcase can
be due to coolant in engine oil.
2. Remove drain plug from oil pan and obtain an oil sample.
3. Inspect oil sample for signs of coolant.
Expected Outcome
Determine if engine oil is contaminated with coolant or not.
Cylinder Sleeve Cavitation and Crack Inspection
Overview
Inspect cylinder sleeves for holes or cracks caused by cavitation (gas-filled bubbles formed in coolant).
Tools Required
None
Equipment Condition
1. Remove cylinder head. See Engine Service Manual.
1. Inspect piston crowns for signs of coolant leaks. Lack of carbon indicates possible coolant leak into cylinder.
2. Using a torque wrench set to 120 lb-ft (162 N·m), bar engine over until pistons 1 and 6 are at Bottom Dead
Center (BDC).
3. Inspect cylinder sleeves 1 and 6 for coolant, coolant staining, pinholes, and cracks.
4. Repeat for cylinders pairs 2 and 5 and 3 and 4.
5. Repair as needed.
Expected Outcome
Carbon deposits should be present on piston crowns, indicating cylinder sleeves are free of holes and cracks.
Cylinder sleeves should not have coolant, coolant staining, pinholes, or cracks.
Interstage Cooler Inspection
Overview
Visual inspection of Interstage Cooler (ISC) and High-Pressure (HP) Turbocharger Intake Elbow for coolant or
evidence of coolant residue.
WARNING: To prevent personal injury or death, allow engine to cool before removing components.
WARNING: To prevent personal injury or death, ensure Interstage Cooler Test Kit components are
tightened properly; otherwise, they can explode while ISC is under pressure.
WARNING: To prevent personal injury or death, ensure ISC air inlet and outlet O-rings are removed
and that not lubricant is on sealing surface. O-ring and lubricant can cause ISC Pressure Test Kit
components to explode while ISC is under pressure.
Tools Required
• Interstage Cooler Test Kit ZTSE6042
Equipment Condition
None
1. Inspect for coolant or white coolant residue in High Pressure (HP) turbocharger air inlet duct and Interstage
Cooler (ISC). Remove HP turbocharger center section with HP turbocharger air inlet duct. See Engine
Service Manual for procedure.
Expected Outcome
No evidence of coolant or coolant residue will be found in Interstage Cooler or HP-Turbocharger Intake Piping.
Charge Air Cooler Inspection
Overview
Inspect High-Pressure Charge Air Cooler (HPCAC), Interstage Cooler (ISC), hoses, clamps, and connections
for leaks, wear, or damage.
CAUTION: To prevent damage to engine, do not hold engine at a high idle for a period longer than 20 seconds
when performing this inspection.
Tools Required
None
Equipment Condition
None
1. Start engine. Raise engine speed to high idle for no longer than 20 seconds.
Figure 707 Right Side Engine View (Typical)

A. Connection point (3) C. High-Pressure Charge Air D. Interstage Cooler (ISC)
B. Clamp (4) Cooler (HPCAC) E. Hose (2)
2. While engine is at high idle, on right side of engine inspect High-Pressure Charge Air Cooler (HPCAC) (item
C), two hoses (item E), three connection points (item A), four clamps (item B), and Interstage Cooler (ISC)
(item D) for leaks and worn or damaged parts.
Figure 708 Left Side Engine View (Typical)

A. Connection point C. High-Pressure Charge Air D. Interstage Cooler (ISC)
B. Clamp (3) Cooler (HPCAC) E. Hose
3. While engine is at high idle, on left side of engine inspect three clamps (item B), HPCAC (item C), and hose
(item E) for leaks and worn or damaged parts.
Expected Outcome
HPCAC, ISC, hoses, clamps, and connections are free of leaks, wear, or damage.
Intake Air Inspection
Overview
Inspect air filter and air intake assembly for blockages and/or damage.
Tools Required
None
Equipment Condition
None
1. Inspect for a dirty, damaged, or incorrectly installed air filter.
• If air filter is clean, undamaged, and correctly installed, go to next Step.
• If air filter is dirty or damaged, replace air filter, go to next Step.
2. Inspect for air flow restrictions in air intake tubing, tubing connections, and filter housing.
• If air flow is restricted repair air flow restrictions, go to next Step.
• If no air flow restriction is found, no action is required, go to next Step.
3. Inspect for loose or damaged intake and CAC hoses and pipes.
• If loose or damaged air hoses and pipes are found, repair Intake or CAC.
• If no loose or damaged air hoses and pipes are found, no action is required.
Expected Outcome
Air filter, air intake tubing, and air filter housing are free of damage and restrictions. Intake air restriction should
be less than 25 in Hg (84.7 kPa) at full load and rated speed.
Exhaust and Aftertreatment System Inspection
Overview
Inspect exhaust and aftertreatment system for leaks, damage, and restrictions.
Tools Required
None
Equipment Condition
None
Figure 709 DPF Inspection Points

1. DPF temperature sensor threads 2. DPF V-band clamp (2) 4. Diesel particulate filter (DPF)
(2) 3. DPF pressure sensor threads (2) 5. DPF mounting strap
1. Inspect DPF V-band clamps (item 2) and mounting straps (item 5) for signs of overextension or damage.
• If DPF V-band clamps and mounting straps free of overextension and damage, go to Step 2.
• If DPF V-band clamps and mounting straps are overextended or damaged, replace DPF V-band clamps
or mounting straps, and then go to Step 2
2. Inspect DPF housing (item 4) for dents.

• If DPF housing free of dents, go to Step 3.
• If DPF housing is dented or damaged, replace damaged DPF.
3. Inspect DPF inlet and outlet mounting flange for dents, cracks or gouges.
• If DPF mounting flanges free of dents, cracks, and gouges, go to Step 4.
• If DPF mounting flanges are dented, cracked, or gouged, replace damaged DPF.
4. On Diesel Particulate Filter (DPF) canister, check the following for leaks, damage, and soot trails:
• Sensor threads (items 1 and 3) and connections
• V-band clamps (item 2)
Figure 710 Aftertreatment Fuel Injector (AFTFI)

E. Aftertreatment Fuel Injector
(AFTFI)
5. Visually inspect AFTFI (item E) and hoses, without removing, for leaks, kinks, or damage.
Figure 711 Exhaust System (Engine)

E. Aftertreatment Fuel Injector F. Turbo outlet pipe H. Exhaust manifold
(AFTFI) G. Turbocharger (2)
6. On engine exhaust system, check the following for damage, restrictions, and dents:
• Turbo outlet pipe (item F)
• Two turbochargers (item G)
• Exhaust manifold (item H)
Expected Outcome
Technician will determine if exhaust and aftertreatment system is leaking, damaged, or restricted.
Oil and Crankcase Inspection
Overview
Inspect for internal components leaking larger than normal amounts of oil or damaged internal parts.
Tools Required
• Regulator assembly
Equipment Condition
1. Oil drained.
2. Oil pan removed (see Engine Service Manual).
Figure 712 Oil Pump Pick-up Tube

A. Oil pump pick-up tube O-ring
1. Inspect oil pump pick-up tube and oil pump pick-up tube O-ring (item A) for looseness, cracks, obstructions,
and other damage.
2. Visually inspect crankcase for missing, loose, or damaged cylinder sleeve O-rings.
3. Visually inspect bearing inserts for damaged or spun bearings.
Figure 713 Piston Cooling Jet

1. Cooling jet bolt (6) 2. Piston cooling tube (6)
4. Check six piston cooling jets for loose or missing cooling jet bolts (item 1), and six piston cooling tubes (item
2) for damage.
5. Visually inspect bottom of pistons for signs of overheating and discoloration.
6. Use regulated shop air to check for loose bearings, cam bushings, or excessive flow from regulator valve
return port.
Expected Outcome
No internal engine damage or excessive engine oil leaking will be found.
Oil pump and Fan Drive Oil Leak Inspection
Overview
Inspect oil pump, gear driven fan drive, and cup plugs for oil leaks and damage.
Tools Required
• None
Equipment Condition
1. Engine front cover removed (see Engine Service Manual)
1. If equipped with a gear fan drive, remove fan drive housing (see Engine Service Manual).
Figure 714 Fan Drive Housing Cup Plugs

A. Cup Plugs (2)
2. Inspect two cup plugs (item A) on fan drive housing. Ensure plugs are installed and not leaking.
Figure 715 Fan Drive Supply Cup Plug

A. Cup Plug
3. If engine is not equipped with gear driven fan drive, verify oil supply to fan drive has cup plug (item A)
installed and is not leaking.
4. Remove Oil pump (see Engine Service Manual).
Figure 716 Oil Pump Exploded View

A. Cover D. Axle G. Ring Gear Bushing
B. Cup plug E. Pinion Gear H. Inlet O-ring
C. Axle O-ring F. Ring Gear
5. Inspect oil pump Cup Plug (item B), Cover (item A), Axle O-ring (item C), Axle (item D), Pinion Gear (item
E), Ring Gear (item F), Ring Gear Bushing (item G), and Inlet O-ring (item H) for damage or leaks.
6. Inspect all front gear train bearing studs for signs of oil leaks or damage. Inspect all gears for signs of
excessive wear.
Expected Outcome
Technician will determine if oil pump, gear driven fan drive, or cup plugs are damaged or leaking.
Cylinder Head, Valve train, and Engine Brake Housing Oil Leak Inspection
Overview
Inspect cylinder head, rocker arm shafts, rocker arms, and engine brake housings for oil leaks causing low oil
pressure.
Tools Required
• None
Equipment Condition
1. Valve cover removed (see Engine Service Manual).
Figure 717 Rocker Arm and Shaft Plugs

A. Oil cup plug (3 per rocker shaft)
1. Inspect end of rocker shafts and arms for 18 properly installed and not leaking oil cup plugs (item A).
Figure 718 Cylinder Head (Front View)

A. Oil cup plug (2)
2. Inspect two oil cup plugs (item A) ,on front of cylinder head near upper left of intake manifold inlet port, for
proper installation and free of leaks.
Figure 719 Cylinder Head (Rear View)

A. Oil cup plug (3)
3. Inspect three oil cup plugs (item A), at rear of cylinder head near camshaft gear, for proper installation and
free of leaks.
Figure 720 Engine Brake Housing (Front View)

A. Oil Cup Plug (2 per housing)
4. Inspect two oil cup plugs (item A), on front left of each engine brake housing, for proper installation and free
of leaks.
Figure 721 Engine Brake Housing (Right View)

A. Oil cup plug (11 per housing)
5. Inspect 11 oil cup plugs (item A), on right side of each engine brake housing, for proper installation and free
of leaks.
Figure 722 Engine Brake Housing (Left View)

A. Oil cup plug (6 per housing)
6. Inspect six oil cup plugs (item A), on left side of each engine brake housing, for proper installation and free
of leaks.
Expected Outcome
Cylinder head, engine brake housing, rocker arm, and rocker arm shaft oil cup plugs are properly installed and
free of leaks.
Engine Brake Inspection
Overview
Inspect engine brake.
Tools Required
None
Equipment Condition
Remove over-engine equipment such as air intake, and turbocharger crossover pipes. Follow procedures in
Remove upper valve cover, following procedures in Engine Service Manual.
Figure 723 Engine Brake Housing Assembly (Top View)

A. Hold-down bolt (6 per housing) C. Engine brake housing plug (21 E. Engine brake housing
B. Control valve assembly (3 per per housing) F. Slave piston adjustment screw
housing) D. Engine brake solenoid assembly (3 per housing)
1. Check for loose, damaged, brittle, or cracked wiring or connections at engine brake solenoid. Repair as
necessary.
2. Check for loose or damaged hold-down bolts (item A). If hold-down bolts are loose or damaged, tighten to
specification or replace as necessary.
3. Check control valve assembly (item B) for binding in housing bore. If control valve assembly is binding,
clean housing and control valve. If binding continues, replace housing.
4. Remove engine brake solenoid assembly (item D) from engine brake housing (item E) (see Engine Service
Manual).
Figure 724 Engine Brake Solenoid Assembly

A. Hold-down bolt (6 per housing) D. Engine brake solenoid assembly G. O-ring (2 per solenoid)
B. Control valve assembly (3 per (1 per housing) H. Screen (1 per solenoid)
housing) E. Engine brake housing
C. Engine brake housing plug (21 F. Slave piston adjustment screw
per housing) (3 per housing)
5. Check engine brake solenoid assembly screens (item H) and O-rings (item G) for damage or restrictions.
Replace as necessary.
6. Remove engine brake assemblies from engine (see Engine Service Manual).
7. Check engine brake housing for cracks. If cracks are present, replace engine brake housing.
8. Check engine brake housing plugs (Figure 723) (item C) for leaks. If leaks are present, remove plug and
clean threads. After threads are cleaned, reinstall plug(s) and tighten to 100 lbf-in (11 N·m).
Figure 725 Engine Brake Assembly (Bottom View)

A. Hold-down bolt (6 per housing) D. Engine brake solenoid assembly H. Screen
B. Control valve assembly (3 per E. Engine brake housing I. Master piston roller (3 per
housing) F. Slave piston adjustment screw housing)
C. Engine brake housing plug (21 (3 per housing) J. Slave piston (3 per housing)
per housing) G. O-ring (2)
9. Inspect master piston rollers (item I) for damage or binding, If rollers are binding, clean housing and master
piston. If binding continues, replace housing.
10. Check engine brake slave piston (item J) setting of 0.8 mm and engine valve settings (see Engine Service
Manual) and adjust as necessary.
Expected Outcome
Engine brake housing should be free of cracks, engine brake solenoid and control valve assemblies in good
operating condition, and engine brake housing plugs should be free of leaks. Valve bridges and actuator pins in
place and free of damage. Engine brake slave piston adjustment will be within specification. Master and slave
pistons free of damage and binding.
HP-Turbocharger Radial Play Inspection
Overview
Check High-Pressure (HP) Turbocharger for excessive radial play.
Tools Required
None
Equipment Condition
Remove compressor housing from High Pressure (HP) Turbocharger.
1. Inspect high pressure turbocharger compressor housing and compressor wheel for signs of contact including
damage to compressor wheel and/or scarring to compressor housing.
Expected Outcome
High-Pressure (HP) Turbocharger compressor wheel does not have excessive play, does not contact inside of
compressor wheel housing, and is free from damage.
Internal Engine Damage Inspection
Overview
Inspect lower crankcase, upper crankcase, cylinder head, and cylinder bore for damage.
Tools Required
• None
Equipment Condition
2. Negative battery cable disconnected.
3. Oil pan removed (see Engine Service Manual).
Figure 726 Lower Crankcase

A. Connecting rod (6) B. Oil pickup tube C. Crankshaft
1. Inspect six connecting rods (item A) if bent or broken; oil pickup tube (item B) if loose or damaged; and
crankshaft (C) for damage.
• If damage is found, refer to Engine Service Manual for proper repair procedures.
• If no components are damaged, go to Step 2.
Figure 727 Upper Crankcase

D. Piston (6) E. Piston cooling jet (6) F. Cylinder liner (6)
2. Inspect six pistons (item D) for cracks or damage, six piston cooling jets (item E) for damage, and six cylinder
liners (item F) for cracks or breaks.
3. Drain engine coolant.
4. Remove cylinder head (see Engine Service Manual).
Figure 728 Cylinder Head (Bottom View)

G. Cylinder head H. Valve (24) I. Valve seat (24)
5. Inspect cylinder head (item G) for cracks or damage; 24 valves (item H) if bent, burnt or broken; and 24
valve seats (item I) if dropped or broken.
Figure 729 Cylinder Bore

D. Piston (6) F. Cylinder liner (6)
6. Inspect six cylinder liners (item F) for damage, six pistons (item D) for damage; and if piston rings are stuck
or damaged.
7. Determine if a connecting rod is bent. Check piston protrusion (see Engine Service Manual).
Expected Outcome
Technician will determine if internal engine mechanical damage is present.
Connecting Rod, Main Bearing, and Journal Inspection
Overview
Inspect connecting rod and crankshaft bearings, journals, and caps for signs of excessive wear and damage.
Tools Required
• None.
Equipment Condition
Oil Pan removed (see Engine Service Manual).
1. Remove connecting rod caps and main bearing caps from engine (see Engine Service Manual).
Figure 730 GOOD bearing examples

1. New bearing
2. Used bearing
Figure 731 BAD bearing examples

1. Copper showing
2. Excessive wear with metal transfer
2. Inspect bearing caps and bearings for streaking or pitting that a fingernail can be caught on, indicating
excessive wear.
Figure 732 GOOD crankshaft journal

Figure 733 BAD crankshaft journal - spun bearing damage

3. Inspect crankshaft journals for streaking or pitting that a fingernail can be caught on, indicating excessive
wear.
4. Inspect connecting rod and main bearing caps for damage or excessive wear. Damaged rod or main bearing
caps are not reusable.
Expected Outcome
Determine if connecting rod and crankshaft bearings, journals, and caps are reusable or damaged.
Aftertreatment
Snap Acceleration Test
Overview
This test is used to check Diesel Particulate Filter (DPF) for cracks or internal damage without removing it from
vehicle. Test checks for basic functionality of DPF and should be done prior to removing it.
Tools Required
None
Equipment Condition
None
Test Setup
None
Test Procedure
1. Transmission must be in neutral and parking brake applied.
2. Start and idle engine.
3. Rapidly snap accelerator to full throttle (this can be done multiple times).
4. During engine accelerations, visually monitor exhaust pipe for heavy black smoke. Use assistant if
necessary.
Expected Outcome
There will not be heavy clouds of black smoke exiting exhaust pipe. Black smoke is an indication of a failure in
Aftertreatment (AFT) system, specifically DPF.
Follow-On Procedure
None
Hot Run Sensor Comparison Test
Overview
Check for failed aftertreatment system temperature sensor.
Tools Required
Equipment Condition
None
Test Setup
1. Key OFF
2. Disconnect Exhaust Gas Recirculation (EGR) valve connector
3. Key-On, Engine-Off (KOEO)
4. Connect Electronic Service Tool (EST) with ServiceMaxx™ software to vehicle diagnostic connector (page
1402).
Test Procedure
Figure 734 Default Session

1. Temperature tab 2. All Signals tab
1. Select Temperature tab (item 1).
2. Start and run engine at 1400 to 1500 rpm for 5 minutes.
3. Monitor the following signals in Temperature tab:
Compare the following three signals:
• DOC Intake Temp
• DPF Intake Temp
• DPF Outlet Temp
After 5 minutes, if any of these three aftertreatment temperature sensors are not within 77°F (25°C) of each
other, diagnose appropriate sensor and/or circuit (see Diagnostic Troubleshooting Procedures (page 11)).
Expected Outcome
Technician will validate performance of aftertreatment temperature sensors.
Follow-On Procedure
1. Reconnect EGR valve connector.
2. Use EST with ServiceMaxx™ to clear Fault Codes that set during test.
Aftertreatment Fuel Injector (AFTFI) Inspection
Overview
Inspect Aftertreatment Fuel Injector (AFTFI) for leaks and damage.
Tools Required
None
Equipment Condition
1. Engine cover (dog house) removed.
1. Visually inspect AFTFI and exhaust pipe for leaks and damage.
Figure 735 Exhaust and Aftertreatment System

A. AFTFI bore C. Coolant Supply and Return line E. Aftertreatment Fuel Injector
B. AFTFI gasket (2) (AFTFI)
D. AFTFI fuel supply line
2. Visually inspect Aftertreatment Fuel Injector (AFTFI) fuel supply line (item D) and coolant supply and return
lines (item C) for leaks, kinks, bends, or other damage.
3. Remove AFTFI (see Engine Service Manual) and discard gasket. Perform visual check of the following:
• AFTFI (item E) and bore (item A) are unrestricted and free of carbon buildup.
• AFTFI tip is free of cracks and other visible damage.
4. Reinstall AFTFI (see Engine Service Manual) with new gasket.
Expected Outcome
Technician will determine if AFTFI is leaking and/or damaged. Determine if AFTFI fuel supply, and coolant supply
and return lines are leaking, kinked, bent, or damaged.
3 ENGINE SPECIFICATIONS 1689
Table of Contents
All Ratings. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1691

Key On Engine Off Specifications. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1691
Engine Cranking Specifications. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1692
Low Idle No Load. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1693
High Idle No Load. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1694
Full Load............................ . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1695
Component Specifications. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1696
Actuator Output State. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1697
Inlet Air Heater System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1698
Crankcase Pressure. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1699
EBPV Rod Extension. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1700
TC2WC Rod Extension. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1700
MaxxForce® 11 (10.5 L)..................... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1701

330 hp @ 1700 rpm. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1701
370 hp @ 1700 rpm. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1701
390 hp @ 1700 rpm. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1702
MaxxForce® 13 (12.4 L). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1703

410 hp @ 1700 rpm. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1703
430 hp @ 1700 rpm. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1703
450 hp @ 1700 rpm (Allison Automatic Transmission). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1704
450 hp @ 1700 rpm (Manual Transmission). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1704
475 hp @ 1700 rpm. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1705
Fluids. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1705
Fluid Specifications and Info. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1705

Acceptable Fuel Blends.......... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1705
Use of Higher Biodiesel Fuel Blends (B6 to B20). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1706
Engine Lubrication Oil. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1706
SAE Oil Viscosity Grades and Temperature Ranges. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1707
Coolant.............................. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1707
Coolant Mixtures. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1708
1690 3 ENGINE SPECIFICATIONS
All Ratings
Key On Engine Off Specifications
Barometric pressure (500 ft. above sea level) 99.01 kPa (14.36 psi) / 3.91 V
Fuel rail pressure 0 kPa (0 psi) / 0.5 V
Turbocharger 1 turbine outlet pressure 0 kPa (0 psi) / 0.84 V
Fuel delivery pressure 0 kPa (0 psi) / 0.5 V
Intake manifold pressure 0 kPa (0 psi) / 1.06 V
Diesel particulate filter differential pressure 0 kPa (0 psi) / 0.5 V
Exhaust gas recirculation valve position 0.47 V / 0 %
Engine throttle valve position 4.5 %
Accelerator pedal position sensor (at idle) 0.7 V / 0 %
Accelerator pedal position sensor (depressed to floor) 3.75 V / 99.6 %
Engine oil pressure 0 kPa (0 psi) / 0.5 V

Engine Cranking Specifications
Battery voltage (min. based on ECM drop out) 10.5 V
Cranking rpm (min.) 130 rpm
20 seconds maximum crank time per attempt. Wait 2 to 3 minutes before repeating.
With Gauge: 207 kPa (30 psi) / 1.15 V

Fuel delivery pressure (min.)
With EST: 103 kPa (15 psi) / 1.15 V
Fuel rail pressure 20 MPa (3000 psi) / 1 V
Turbocharger 1 turbine outlet pressure < 34 kPa (< 5 psi) / 0.84 V
Fuel dead head test pressure > 448 kPa (> 65 psi)
Fuel inlet restriction 203 - 305 mmHg (8 - 12 inHg)
High-pressure pump inlet pressure > 207 kPa (> 30 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)
Diesel particulate filter differential pressure 0 kPa (0 psi) / 0.66 V
Exhaust gas recirculation valve 0%

Low Idle No Load
Fuel delivery pressure (min.) 413 kPa (60 psi) / 1.8 V
Fuel delivery pressure (max.) 827 kPa (120 psi) / 3.2 V
Fuel rail pressure 86700 kPa (12574 psi) / 1.945 V
Engine speed 600 - 650 rpm
Intake manifold pressure < 21 kPa (< 3 psi) / 1.026 V
Fuel inlet restriction 330 - 432 mmHg (13 - 17 inHg)
High-pressure pump inlet pressure 482 - 896 kPa (70 - 130 psi)
High-pressure fuel return flow 20 - 22 ml
Crankcase oil separator speed 5720 rpm
Engine coolant temperature 1 (at thermostat opening) 86° C (186° F) / 0.571 V
Engine coolant temperature 1 (max. before DTC is set) 120 °C (248 °F) / 0.64 V
Engine coolant temperature 2 (at thermostat opening) 55 °C (131 °F) / 1.26 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
Engine oil temperature 98 °C (208 °F) / 0.405 V
Intake air temperature 2 (boost) 48 °C (118 °F) / 1.06 V
Intake air temperature 2 (boost) (max. before DTC is set) 95 °C (203 °F) / 1.11 V
Intake manifold air temperature 53 °C (127 °F) / 1.329 V
Intake manifold air temperature (max. before DTC is set) 135 °C (275 °F) / 0.47 V
Actuator supply pressure (min.) 620 kPa (90 psi)
Turbocharger wastegate control supply pressure (min.) 358 kPa (52 psi)
High Idle No Load
Air cleaner restriction (max.) 3.7 kPa (15 in H2O)
Fuel Intake Restriction < 480 mmHg (18.9 in Hg)
Fuel rail pressure 211 MPa (30542 psi) / 4.01 V
Intake manifold pressure 90 - 110 kPa (13 - 16 psi)
High-pressure pump fuel return pressure 90 kPa (13 psi)
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
Full Load
Air cleaner restriction (max.) 3.3 kPa (13.4 in H2O)
Fuel rail pressure 220 MPa (31900 psi) / 4.1 V
Intake manifold pressure > 206 kPa (30 psi) / 2.18 V
Engine oil pressure (min. with gauge) 500 kPa (72 psi) / 3.9 V
Engine oil temperature (max.) 98 °C (208 °F) / 0.41 V
Diesel particulate filter differential pressure (max. before DTC is set) 35 kPa (5 psi) / 1.9 V
Exhaust back pressure (max.) 35 kPa (5 psi)
Water temperature differential across radiator (top and bottom) 9 °C (16 °F)
Component Specifications
Temperature Sensors (Engine Coolant Temperature 1 [ECT1], Engine Coolant Temperature 2 [ECT2], Engine Oil
Temperature [EOT], Intake Manifold Air Temperature [IMAT])
Temperature at -18 °C (0 °F) 4.2 V / 14030 Ω
Temperature at 0 °C (32 °F) 3.6 V / 5876 Ω
Temperature Sensors (Intake Air Temperature [IAT])
Temperature at -18 °C (0 °F) 4.21 V / 13866 Ω
Other Components
Camshaft Position (CMP) sensor 860 Ω ± 10% @ 20 °C
Crankshaft Position (CKP) sensor 860 Ω ± 10% @ 20 °C
Coolant Mixer Valve (CMV) 5.45 - 6.00 Ω @ 24 °C
Coolant Flow Valve (CFV) 5.45 - 6.00 Ω @ 24 °C
Intake Air Heater Fuel Solenoid (IAHFS) 8 Ω ± 1 Ω @ room temperature
Turbocharger Wastegate Control (TC2WC) solenoid 9.5 Ω ± 10%, -5% @ 20 °C

Actuator Output State
Exhaust Gas Recirculation (EGR) valve control Output state low – 5 %
Output state high – 95 %
Exhaust Gas Recirculation Position (EGRP) Output state low – 5 %
Exhaust Back Pressure (EBP) valve Output state low – 0 %
Output state high – 95%
Engine Throttle Valve (ETV) control Output state low – 5 %
Engine Throttle Valve (ETV) position Output state low – 5 %
Turbocharger Wastegate Control (TC1WC and TC2WC) solenoid Output state low – 5 %
Fuel Pressure Control Valve (FPCV) Output state low – 5 %
Coolant Flow Valve (CFV) Output state low – 5 %
Coolant Mixer Valve (CMV) Output state low – 5 %
Aftertreatment Fuel Doser Control (AFTFD) Output state low – 5 %
Inlet Air Heater Fuel Igniter (IAHFI) Output state low – 5 %
Engine Fan Control (EFC) Output state low – 5 %

Inlet Air Heater System
Inlet air heater fuel igniter current draw 15 A

Crankcase Pressure
High idle no load - crankcase blow by flow < 8 in H2O

EBPV Rod Extension
Full travel 42 mm
TC2WC Rod Extension
Full travel 13 mm
MaxxForce® 11 (10.5 L)
330 hp @ 1700 rpm
International® MaxxForce® 11 330 hp @ 1700 rpm / 1250 ft•lb @ 1000 rpm
50 state 2010 Model Year (MY)
Engine model GDT330
Engine Family Rating Code (EFRC) 2232 and 1132
Injection timing Nonadjustable
High idle speed - manual transmission 2200 rpm
High idle speed - automatic transmission 2200 rpm
Low idle speed 600 rpm
Full load on chassis dynamometer or highway, stabilized engine operating temperature
Intake manifold pressure (gauge) Peak torque – 203 kPa (30 psi) / 2.25 V
Rated speed – 288 kPa (42 psi) / 3.22 V
370 hp @ 1700 rpm
Engine model GDT370

390 hp @ 1700 rpm
Engine model GDT390

MaxxForce® 13 (12.4 L)
410 hp @ 1700 rpm
Engine model GDT410
430 hp @ 1700 rpm
Engine model GDT430

450 hp @ 1700 rpm (Allison Automatic Transmission)
Engine model GDT450
Intake manifold pressure (gauge) Peak torque – 124kPa (18 psi) / 1.36 V
450 hp @ 1700 rpm (Manual Transmission)
Engine model GDT450

475 hp @ 1700 rpm
Engine model GDT475
Fluids
Fluid Specifications and Info
Fuel
See engine Operator’s and Maintenance Manual.
Ultra Low Sulfur Diesel (ULSD)

The American Petroleum Institute (API) Diesel Pump Label is compliant with Environmental Protection Agency
(EPA) CFR 80.570.
Ultra Low Sulfur Diesel (ULSD) fuel is required for all Navistar® and MaxxForce® engines with advanced
aftertreatment systems. The fuel should meet all the specifications of American Society for Testing and
Materials (ASTM) D975 standard (current year revision), including the EPA specification for sulfur content
(0.0015 % mass or 15 ppm maximum). These specifications are included in the standard under the designation
No. 2-D S15 fuel and No. 1-D S15 fuel. Grade No. 1-D fuel is a lighter fuel with higher volatility than grade
No. 2-D; it may be blended with grade No. 2-D in wintertime to provide engine operability under low ambient
temperature.
Acceptable Fuel Blends

Navistar® Inc. approves of blends up to B5, provided that the two components satisfy current specifications.
Quality biodiesel blends up to B5 should not cause engine or fuel system problems.
Use of Higher Biodiesel Fuel Blends (B6 to B20)

Standard ASTM D7467-08 covers the specifications for blends between 6% and 20% (B6 to B20). These blends
may be used in vehicles that operate in populated areas or in fleets which are required to use alternative fuels
to reduce urban pollution.
Use of B6 to B20 blends is at the discretion of the customer / operator and will not automatically void an engine
warranty. However, if engine component failure can be directly attributable to use of a B6 to B20 blend not
provided by a BQ9000 certified fuel supplier or not meeting the ASTM D7467-08 Standard, Navistar® may, at
its option, deny warranty on the affected engine or engine component.
WARNING: To prevent personal injury or death, do not mix gasoline, gasohol, or alcohol with diesel
fuel. An open heat source, spark, cell phone or electronic device can ignite these fuel mixtures. This
creates a fire hazard and possible explosion.
CAUTION: To prevent engine damage, do not mix propane with diesel fuel. Navistar® will not honor warranty
claims against engines that have used propane.
Engine Lubrication Oil

MaxxForce® 11 and 13 Quarts Liters

Total oil fill capacity including 42 40
filter (subject to change)
Figure 736 Oil Level Gauge (Typical)
If oil level is below operating range, fill with recommended oil for operating climate. The ADD mark indicates 3
quarts US (2.8 liters) of oil should be added.
API CJ-4 oil, in combination with Ultra Low Sulfur Diesel (ULSD) fuel [0.0015% (15 ppm) maximum sulfur
content], is recommended to maintain performance and durability of aftertreatment systems meeting 2007 and
beyond diesel emission regulations.
SAE Oil Viscosity Grades and Temperature Ranges
The Society of Automotive Engineers (SAE) defines oil viscosity (thickness) by grade. Colder temperatures
require lower grade oils for correct flow during starting. Higher temperatures require higher grade oils for
satisfactory lubrication.
• An oil pan and block coolant heater is required for temperatures below 10 °F (-12 °C).
• For heavy duty driving or trailer towing, higher oil grades 15W-40 and 5W-40 oils are required, if temperatures
are over 50 °F (10 °C).
API classification CI-4 or later for 15W-40: above 10°F (-12°C), and below 10°F (-12°C).
Coolant
Cooling System Capacity

Cooling system refill capacities vary considerably due to variations in chassis, body options, and in addition to
the amount of coolant remaining in the system after draining. Total capacity may range from 6 to 22 gallons (23
to 83 liters).
Coolant Mixtures
Extended Life Coolant (ELC) 50/50 Premix is the standard factory fill for the cooling system. ELC 50/50 Premix is
used to replenish coolant loss and ensure that glycol / water concentrations stay in balance. If a customer wishes
to use a conventional (non-OAT ELC) coolant, it should minimally meet ASTM D6210, Standard Specification
for fully - Formulated Glycol Base Engine Coolant for Heavy Duty Engines.
Freeze Point Protection Levels Concentrate (ethylene glycol) and Water Mixtures
Concentrate and Water Mixtures Freeze Point Protection
40% concentrate and 60% water -12 °F (-24.4 °C)
For vehicles operating in extremely cold climates, a coolant mixture of 60% Concentrate and 40% water or
67% Concentrate and 33% water provide freeze protection as shown in table. Mixtures having more than 67%
Concentrate are not recommended.
4 DIAGNOSTIC TOOLS AND ACCESSORIES 1709
Table of Contents
Electrical Tools. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1711

180-pin Breakout Box. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1711
2010 MaxxForce 11 & 13 Harness Kit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1712
3-Banana Plug Harness. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1712
500 Ohm Resistor Harness. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1712
Electronic Engine Terminal Test Kit. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1713
Big Bore Terminal Test Probe Kit. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1713
Digital Multimeter (DMM). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1714
EXP-1000 HD by Midtronics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1715
EZ-Tech® Electronic Service Tool (EST). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1716
ServiceMaxx™ Software. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1716
Interface cable (RP1210B compliant supporting J1939 and J1708). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1716
MaxxForce® 11 and 13 Engine Tool Kit. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1717
Breakout Harness 4485A (APP). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1718
Breakout Harness 4602 (AFTFSV). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1718
Breakout Harness 4735A (O2S). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1719
Breakout Harness 4760A (DOCIT, DOCOT, DPFOT, and EGRT). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1719
Breakout Harness 4761A (DPFDP). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1720
Breakout Harness 4827 (IAHFS, ECT1, ECT2, EOL, and EOT). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1720
Breakout Harness 4828 (AFTFD and FPCV). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1721
Breakout Harness 4829 (FRP). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1721
Breakout Harness 4830 (AFTFIS, HS/IAT, and TC2CIS). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1722
Breakout Harness 4850 (IMP). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1722
Breakout Harness 4870 (CMV). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1723
Breakout Harness 4871 (AAT and CFV). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1723
Breakout Harness 4881 (FDP). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1724
Breakout Harness 4882 (EOP). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1724
Breakout Harness 4883 (IMT). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1725
Breakout Harness 4885 (IAHR). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1725
Breakout Harness 4951 (CCOSS). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1726
Breakout Harness 4993 (CACOT). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1726
Breakout Harness 6002 (WIF). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1727
Breakout Harness 6003 (EBPV, TC1TOP, TC1WC, and TC2WC). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1727
Breakout Harness 6004 (ECB). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1727
Breakout Harness 6016 (ETV and EGR Valve). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1728
Breakout Harness 6021 (CKP and CMP). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1728
Breakout Harness 6027 (AFTFP2). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1729
Mechanical Tools. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1730

Air Cap, Fuel Cap and Plug Kit. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1730
Air Compressor Coolant Line Release Tool. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1730
Air Intake Guard. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1731
Blow-by Test Tool. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1732
Clean Fuel Source Tool. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1732
Inlet Air Heater Solenoid Test Adapter Kit. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1733
Digital Manometer. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1734
1710 4 DIAGNOSTIC TOOLS AND ACCESSORIES
EGR Cooler Leak Detection Test Kit. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1735

Charge Air Cooler Test Kit. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1735
Digital IR Thermometer. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1736
Lash Gauge (0.50mm). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1736
Lash Gauge (0.80mm). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1737
Fuel Block Off Tool. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1737
Fuel Injector Cups. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1738
Fuel Inlet Restriction and Aeration Tool. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1738
Fuel Line Coupler. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1739
Fuel Line Disconnect Tool 11.8 mm. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1739
Fuel Line Disconnect Tool 16 mm... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1740
Fuel Pressure Gauge. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1740
High Pressure Rail Plugs. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1741
High Pressure Return Line Tester... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1741
Pressure Test Kit. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1742
Radiator Pressure Test Kit. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1742
Slack Tube® Manometer. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1744
UV Leak Detection Kit. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1745
Vacuum Analyzer and Fuel Pump Tester. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1746
Electrical Tools
180-pin Breakout Box
Figure 738 00-00956-08
The 180-pin Breakout Box allows testing of electronic control system components without disturbing connections
or piercing wire insulation to access various signal voltages in the electronic control system.
CAUTION: To prevent damage to the 180-pin Breakout Box, the 180-pin Breakout Box is used for measurement
only, not to activate or control circuits. High current passing through the 180-pin Breakout Box will burn out the
internal circuitry.
This box is universal and can adapt to any control system by means of a unique jumper harness. Each 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.
2010 MaxxForce 11 & 13 Harness Kit

The 00-01462-00 2010 MaxxForce 11 & 13 Harness Kit with breakout box overlay (pin identifier) sheet is used
with the 180-pin Breakout Box. These cables are used to test the circuits going to the engine and chassis
connectors on the Engine Control Module (ECM).
3-Banana Plug Harness
Figure 739 ZTSE4498
The 3-Banana Plug Harness is used for sensor end diagnostics of sensor circuits.
500 Ohm Resistor Harness
Figure 740 ZTSE4497
The 500 Ohm Resistor Harness is used for sensor end diagnostics of sensor circuits, and for performing loaded
circuit tests.
Electronic Engine Terminal Test Kit
Figure 741 ZTSE4435C
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.
Big Bore Terminal Test Probe Kit
Figure 742 ZTSE4899
The terminal test probe kit is used to access circuit in the connector harness and allows for the use of a DMM
without damaging the harness connectors.
Digital Multimeter (DMM)
Figure 743 ZTSE4357
The DMM is used to troubleshoot electrical components, sensors, injector solenoids, relays, and wiring
harnesses. The DMM has a high input impedance that allows testing of sensors while the engine is running,
without loading the circuit being tested. This ensures the signal voltage measurement will not be affected by
the voltmeter.
EXP-1000 HD by Midtronics
Figure 744 EXP-1000 HD INTL
The EXP-1000 HD by Midtronics is used to measure current draw for the inlet air heater system.
EZ-Tech® Electronic Service Tool (EST)
Figure 745 Electronic Service Tool (EST) (typical)
The EST is used to run ServiceMaxx™ software for diagnosing and troubleshooting engine and vehicle
problems.
ServiceMaxx™ Software
ServiceMaxx™ software, loaded to an EST or laptop computer, is used to check performance of engine systems,
diagnose engine problems, and store troubleshooting history for an engine.
Interface cable (RP1210B compliant supporting J1939 and J1708)

The Interface cable (RP1210B compliant supporting J1939 and J1708) is used to connect the EST to the vehicle.
It is available from various suppliers.
MaxxForce® 11 and 13 Engine Tool Kit
Figure 746 ZTSE4904
The Breakout Harness Kit contains the following:

• Breakout Harness 4485A
• Breakout Harness 4827
Breakout Harness 4485A (APP)
Figure 747 ZTSE4485A
Breakout Harness 4485A is used to measure voltage and resistance on circuits that go to the Accelerator Pedal
Position (APP) sensor.
Breakout Harness 4602 (AFTFSV)
Figure 748 ZTSE4602
Breakout Harness 4602 is used to measure voltage and resistance on circuits that go to the Aftertreatment Fuel
Shutoff Valve (AFTFSV).
Breakout Harness 4735A (O2S)
Breakout Harness 4735A is used to measure voltage and resistance on circuits connected to the Oxygen Sensor
(O2S).
Breakout Harness 4760A (DOCIT, DOCOT, DPFOT, and EGRT)
Breakout Harness 4760A is used to measure voltage and resistance on circuits that go to the Diesel Oxidation
Catalyst Inlet Temperature (DOCIT), Diesel Oxidation Catalyst Outlet Temperature (DOCOT), Diesel Particulate
Filter Outlet Temperature (DPFOT), and Exhaust Gas Recirculation Temperature (EGRT) sensors.
Breakout Harness 4761A (DPFDP)
Breakout Harness 4761A is used to measure voltage and resistance on circuits that go to the Diesel Particulate
Filter Differential Pressure (DPFDP) sensor.
Breakout Harness 4827 (IAHFS, ECT1, ECT2, EOL, and EOT)
Figure 752 ZTSE4827
Breakout Harness 4827 is used to measure voltage and resistance on circuits connected to the Inlet Air Heater
Fuel Solenoid (IAHFS), Engine Coolant Temperature 1 (ECT1), Engine Coolant Temperature 2 (ECT2), Engine
Oil Level (EOL), and Engine Oil Temperature (EOT) sensors.
Breakout Harness 4828 (AFTFD and FPCV)
Figure 753 ZTSE4828
Breakout Harness 4828 is used to measure voltage and resistance on circuits connected to the Aftertreatment
Fuel Doser (AFTFD) and Fuel Pressure Control Valve (FPCV) .
Breakout Harness 4829 (FRP)
Figure 754 ZTSE4829
Breakout Harness 4829 is used to measure voltage and resistance on circuits connected to the Fuel Rail
Pressure (FRP) sensor.
Breakout Harness 4830 (AFTFIS, HS/IAT, and TC2CIS)
Figure 755 ZTSE4830
Breakout Harness 4830 is used to measure voltage and resistance on circuits connected to the Aftertreatment
Fuel Inlet Sensor (AFTFIS), Humidity/Inlet Air Temperature (HS/IAT) sensor, and Turbocharger 2 Compressor
Inlet Sensor (TC2CIS).
Breakout Harness 4850 (IMP)
Figure 756 ZTSE4850
Breakout Harness 4850 is used to measure voltage and resistance on circuits connected to the Intake Manifold
Pressure (IMP) sensor.
Breakout Harness 4870 (CMV)
Figure 757 ZTSE4870
Breakout Harness 4870 is used to measure voltage and resistance on circuits connected to the Coolant Mixer
Valve (CMV).
Breakout Harness 4871 (AAT and CFV)
Figure 758 ZTSE4871
Breakout Harness 4871 is used to measure voltage and resistance on circuits connected to the Ambient Air
Temperature (AAT) sensor and Coolant Flow Valve (CFV).
Breakout Harness 4881 (FDP)
Figure 759 ZTSE4881
Breakout Harness 4881 is used to measure voltage and resistance on circuits connected to the Fuel Delivery
Pressure (FDP) sensor.
Breakout Harness 4882 (EOP)
Figure 760 ZTSE4882
Breakout Harness 4882 is used to measure voltage and resistance on circuits connected to the Engine Oil
Pressure (EOP) sensor.
Breakout Harness 4883 (IMT)
Figure 761 ZTSE4883
Breakout Harness 4883 is used to measure voltage and resistance on circuits connected to the Intake Manifold
Temperature (IMT) sensor.
Breakout Harness 4885 (IAHR)
Figure 762 ZTSE4885
Breakout Harness 4885 is used to measure voltage and resistance on circuits connected to the Inlet Air Heater
Relay (IAHR).
Breakout Harness 4951 (CCOSS)
Figure 763 ZTSE4951
Breakout Harness 4951 is used to measure voltage and resistance on circuits connected to the Crankcase Oil
Separator Speed (CCOSS) sensor.
Breakout Harness 4993 (CACOT)
Figure 764 ZTSE4993
Breakout Harness 4993 is used to measure voltage and resistance on circuits that go to the Charge Air Cooler
Outlet Temperature (CACOT) sensor.
Breakout Harness 6002 (WIF)
Figure 765 ZTSE6002
Breakout Harness 6002 is used to measure voltage and resistance on circuits that go to the Water In Fuel (WIF)
sensor.
Breakout Harness 6003 (EBPV, TC1TOP, TC1WC, and TC2WC)
Figure 766 ZTSE6003
Breakout Harness 6003 is used to measure voltage and resistance on circuits that go to the Exhaust Back
Pressure Valve (EBPV), Turbocharger 1 Turbine Outlet Pressure (TC1TOP) sensor, Turbocharger 1 Wastegate
Control (TC1WC), and Turbocharger 2 Wastegate Control (TC2WC).
Breakout Harness 6004 (ECB)
Figure 767 ZTSE6004

Breakout Harness 6004 is used to measure voltage and resistance on circuits that go to the Engine Compression
Brake (ECB).
Breakout Harness 6016 (ETV and EGR Valve)
Figure 768 ZTSE6016
Breakout Harness 6016 is used to measure voltage and resistance on circuits that go to the Engine Throttle
Valve (ETV) and EGR valve.
Breakout Harness 6021 (CKP and CMP)
Figure 769 ZTSE6021
Breakout Harness 6021 is used to measure voltage and resistance on circuits that go to the Crankshaft Position
(CKP) and Camshaft Position (CMP) sensors.
Breakout Harness 6027 (AFTFP2)
Figure 770 ZTSE6027
Breakout Harness 6027 is used to measure voltage and resistance on circuits that go to the Aftertreatment Fuel
Pressure 2 (AFTFP2) sensor.
Mechanical Tools
Air Cap, Fuel Cap and Plug Kit
Figure 771 ZTSE4891
The Disposable Air and Fuel Caps are used to cap 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 entering
and contaminating the fuel system.
Air Compressor Coolant Line Release Tool
Figure 772 ZTSE4778
Air Compressor Coolant Line Release Tool releases the locking mechanism to allow the removal of the coolant
line on the air compressor.
Air Intake Guard
Figure 773 ZTSE4893
The Air Intake Guard is used to protect the turbochargers while performing diagnostics with the air cleaner
disconnected.
Blow-by Test Tool
Figure 774 ZTSE4039 (0.406 in. diameter)

1. To magnehelic gauge or manometer
2. To valve cover
The Blow-by Test Tool is used to measure combustion gas flow from the crankcase oil separator and may be
used with the digital or Slack Tube® manometer.
Use the pressure readings obtained with this adapter as the main source of engine condition. Use oil
consumption trend data if the pressure readings are over the specified limits. Neither changes in oil
consumption trends nor crankcase diagnostic pressure trends can establish a specific problem. These changes
only indicate that a problem exists.
Clean Fuel Source Tool
Figure 775 15-637-01
The Clean Fuel Source Tool is used to provide a clean, alternative fuel source to aid in the diagnosis of the fuel
system.
Inlet Air Heater Solenoid Test Adapter Kit
Figure 776 ZTSE6059-1
Figure 777 ZTSE6059-2
The Inlet Air Heater Solenoid Test Adapter Kit is used with the Fuel Pressure Gauge to test fuel pressure at the
Inlet Air Heater Fuel Igniter (IAHFI) and Inlet Air Heater Fuel Solenoid (IAHFS).
Digital Manometer
Figure 778 Obtain locally
The Digital Manometer is used to measure low vacuum due to intake restriction or low crankcase pressure. A
variety of digital manometers are available for purchase locally. The Water Manometer kit (ZTSE2217A) is an
alternative to the Digital Manometer.
EGR Cooler Leak Detection Test Kit
Figure 779 12-892-02
The EGR Cooler Leak Detection Test Kit is used to pressure test the EGR cooler to check for leaks.
Charge Air Cooler Test Kit
Figure 780 ZTSE4341
The Charge Air Cooler Test Kit is used to pressurize the charge air cooler and piping to check for leaks.
Digital IR Thermometer
Figure 781 ZTSE4799
The Digital Infrared (IR) Thermometer is used to take temperature readings when Electronic Service Tool (EST)
and dash gauge readings need to be verified.
Lash Gauge (0.50mm)
Figure 782 ZTSE6076-5A
This tool is used to measure intake valve lash.

Lash Gauge (0.80mm)
Figure 783 ZTSE6076-7A
This tool is used to measure exhaust valve lash.
Fuel Block Off Tool
Figure 784 ZTSE4905
The Fuel Block Off Tool is used to block the T-connector fuel line at the high pressure pump in order to measure
the low pressure pump output pressure.
Fuel Injector Cups
Figure 785 ZTSE4892
Fuel Injector Cups protects and prevents dirt and debris from damaging the injectors while out of the engine.
Fuel Inlet Restriction and Aeration Tool
Figure 786 ZTSE4886
The Fuel Inlet Restriction and Aeration Tool is used to check for pressure and aerated fuel in the low fuel pressure
system.
Fuel Line Coupler
Figure 787 ZTSE4906
The Fuel Line Coupler is used in conjunction with the Fuel Inlet Restriction and Aeration Tool to measure the
fuel pressure in the return line.
Fuel Line Disconnect Tool 11.8 mm
Figure 788 ZTSE4773
The Fuel Line Disconnect Tool 11.8 mm is used to release the locking mechanism on low pressure fuel line
connectors.
Fuel Line Disconnect Tool 16 mm
Figure 789 ZTSE4772
The Fuel Line Disconnect Tool 16 mm is used to release the locking mechanism on low pressure fuel line
connectors.
Fuel Pressure Gauge
Figure 790 ZTSE4681

1. Quick disconnect check valve
2. Fuel test line
3. Fuel Pressure Gauge
4. Inline shut-off valve
5. Clear test line
The Fuel Pressure Gauge is used to check for fuel pressure and aerated fuel in the low fuel pressure system.
High Pressure Rail Plugs
Figure 791 ZTSE6098
The High Pressure Rail Plugs are used to isolate individual injectors by blocking the pressure pipe rail output.
High Pressure Return Line Tester
Figure 792 ZTSE4887
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.
Pressure Test Kit
Figure 793 ZTSE4409
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.
Radiator Pressure Test Kit
Figure 794 ZTSE2384

The Radiator Pressure Test Kit is used to check pressure caps and cooling systems. The pressure gauge
indicates if the pressure cap holds the correct pressure and whether the cooling system has leaks or holds
pressure.
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
1. Support the manometer vertically. Make sure the 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 using soap and water. Avoid liquid soaps and solvents.
UV Leak Detection Kit
Figure 796 ZTSE4618
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.
Vacuum Analyzer and Fuel Pump Tester
Figure 797 ZTSE2499
The Vacuum Analyzer and Fuel Pump Tester is used to test the operation of the fuel pump.
5 COMPONENT LOCATOR 1747
Table of Contents
Engine Component Locator. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1749

1748 5 COMPONENT LOCATOR
Engine Component Locator
Figure 798 Component location – top view

1. Engine coolant inlet 6. Pre-DOC assembly 13. Engine oil fill
2. Exhaust Gas Recirculation 7. EGR Valve (EGRV) 14. Engine oil level gauge
(EGR) cooler (low temperature 8. Crankshaft Position (CKP) 15. Intake throttle duct assembly
stage) Sensor 16. Engine coolant outlet
3. Air intake duct 9. Air compressor 17. EGR cooler outlet pipe (coolant)
4. Air Control Valve (ACV) 10. Power steering pump 18. EGR cooler outlet tubes (gases)
assembly 11. Engine mounted secondary fuel
5. EGR cooler (high temperature filter access
stage) 12. Emission label (location)
Figure 799 Component location – front view

1. Mass Air Flow (MAF) sensor 7. Charge Air Cooler Outlet 14. Coolant Control Valve (CCV)
2. Air inlet duct Temperature (CACOT) sensor 15. HP turbocharger compressor
3. EGR cooler 8. Intake throttle duct assembly outlet
4. EGR Temperature (EGRT) 9. Thermostat housing
sensor 10. HP pump pulley
5. Inlet Air Heater Fuel Igniter 11. Vibration damper
6. Intake Manifold Pressure (IMP) 12. Water engine inlet
sensor 13. Water distribution housing.
Figure 800 Component location – left view

1. EGRT sensor 7. EGR cooler coolant manifold 14. Engine Oil Level (EOL) sensor
2. Engine Throttle Valve (ETV) 8. Oxygen Sensor harness 15. Fuel Delivery Pressure (FDP)
3. ECM 9. Camshaft Position (CMP) sensor sensor
4. Low Pressure (LP) fuel pressure 10. Flywheel Housing 16. Fuel primer pump assembly
test port 11. Air Compressor 17. LP fuel pump
5. Intake Manifold Temperature 12. DSI unit 18. HP fuel pump
(IMT) 13. Engine mounted secondary fuel 19. Fuel Rail Pressure (FRP) sensor
6. EGRV filter access 20. Intake throttle duct assembly
Figure 801 Component location – right view

1. EGR cooler coolant manifold 7. Oil filter cap 13. LP Turbocharger
2. HP turbocharger 8. EGR Cooler 14. Exhaust Back Pressure Valve
3. Humidity Sensor (HS) / Inlet Air 9. CCV (EBPV)
Temperature (IAT) sensor 10. Engine Oil Pressure (EOP) 15. Aftertreatment Fuel Injector
4. ACV sensor (AFI)
5. MAF sensor 11. Crankcase Oil Separator 16. Engine Coolant Temperature 1
6. Engine Coolant Temperature 2 (CCOS) (ECT1) sensor
(ECT2) 12. LPCAC
6 ENGINE SYSTEMS OVERVIEW 1753
Table of Contents
Engine Identification. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1755

Engine Serial Number. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1755
Engine Emission Label . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1756
Engine Accessory Labels. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1757
Engine Specifications. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1758
Heavy Duty On Board Diagnostics (HD-OBD). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1760
Engine Description. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1760
Optional Equipment. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1761
Chassis Mounted Equipment. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1761
Air Management System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1763

Airflow. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1764
Turbochargers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1765
Air Control Valve (ACV). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1766
Boost Control. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1767
Low Pressure Charge Air Cooler (LPCAC). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1767
High Pressure Charge Air Cooler (HPCAC). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1767
High Pressure Boost Pressure (HPBP) Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1767
High Pressure Boost Temperature (HPBT) Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1768
Low Pressure Boost Pressure (LPBP) and Low Pressure Boost Temperature (LPBT) Sensors
................................... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1768
Exhaust Gas Recirculation (EGR) System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1769
Aftertreatment (AFT) System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1773
Diesel Particulate Filter (DPF). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1774
Diesel Oxidation Catalyst (DOC). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1774
Aftertreatment (AFT) System Conditions and Responses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1774
Downstream Fuel Injection. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1775
Crankcase Oil Separator. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1777
Aftertreatment System..................... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1779

Diesel Particulate Filter (DPF). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1780
Diesel Oxidation Catalyst (DOC). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1781
Aftertreatment (AFT) System Conditions and Responses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1782
Aftertreatment Fuel Injection. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1783
Fuel Management System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1785

Fuel System Components. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1785
Fuel Flow. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1786
Low Pressure Fuel System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1787
High Pressure Fuel System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1789
Inlet Air Heater System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1791

Inlet Air Heater System Components. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1791
Inlet Air Heater System Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1793
Oil Flow and Components. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1794

1754 6 ENGINE SYSTEMS OVERVIEW
Engine Cooling System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1798

Cooling System Flow. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1798
Thermostat Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1800
Coolant Control Valve (CCV) assembly operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1801
Engine Brake System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1802

Engine Brake Control System Components. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1802
Engine Brake System Description. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1803
Engine Brake System Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1804
Electronic Control System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1805

Electronic Control System Components. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1805
Operation and Function. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1805
Reference Voltage (VREF). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1805
Signal Conditioner. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1805
Microprocessor. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1805
Diagnostic Trouble Codes. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1805
Microprocessor Memory. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1805
Actuator Control. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1807
Actuators. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1808
Coolant Control Valve (CCV). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1808
Exhaust Back Pressure Valve (EBPV) Control. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1808
Exhaust Gas Recirculation (EGR) Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1808
Air Control Valve (ACV). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1808
Inlet Air Heater Relay (IAHR). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1809
Inlet Air Heater Fuel Solenoid (IAHFS) Valve. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1810
Engine Throttle Valve (ETV). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1810
Fuel Pressure Control Valve (FPCV). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1810
Aftertreatment Fuel Doser (AFTFD). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1811
Aftertreatment Fuel Shutoff Valve (AFTFSV). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1811
Engine and Vehicle Sensors. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1812
Thermistor Sensors. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1812
Variable Capacitance Sensors. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1814
Magnetic Pickup Sensors. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1817
Potentiometer Sensors. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1819
Switches. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1820
Additional Sensors. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1821
Engine Oil Level (EOL) Sensor. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1821
Oxygen Sensor (O2S). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1822
Heavy Duty On Board Diagnostics (HD-OBD). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1823

Engine Identification
Engine Serial Number
Figure 802 Engine serial number

1. Engine Serial Number (ESN) location
2. Engine emission label
3. Cylinder head
4. Flywheel housing
5. Crankcase
The Engine Serial Number (ESN) is located on the front of the crankcase (left side), below the cylinder head.
Engine Serial Number Examples

MaxxForce® 11: 106HM2XXXXXXX
MaxxForce® 13: 125HM2XXXXXXXX
MaxxForce® 11: 106HM2YXXXXXXX
MaxxForce® 13: 125HM2YXXXXXXX
Engine Serial Number Codes

106 – Engine displacement (10.5 L)
125 – Engine displacement (12.4 L)
H – Diesel, turbocharged, Charge Air Cooler (CAC), and electronically controlled
M2 – Motor truck
Y – Huntsville, Alabama
7 digit suffix – Engine serial number sequence
Engine Emission Label
Figure 803 2010 U.S. Environmental Protection Agency (EPA) exhaust emission label (example)
The U.S. Environmental Protection Agency (EPA) exhaust emission label is on top of the valve cover (front left
side). The EPA label typically includes the following:
• Model year
• Engine family, model, and displacement
• Advertised brake horsepower and torque rating
• Emission family and control systems
• Valve lash specifications
• Engine Serial Number (ESN)
• EPA, Onboard Diagnostics (OBD), EURO, and reserved fields for specific applications
Engine Accessory Labels

The following engine accessories may have manufacturer's labels or identification plates:
• Air compressor
• Air conditioning compressor
• Alternator
• Cooling fan clutch
• Power steering pump
• Starter motor
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
Peak torque @ rpm
®
• MaxxForce 13 See EPA exhaust emission label
Displacement
• MaxxForce® 11 10.5 L (641 in³)
®
• MaxxForce 13 12.4 L (758 in³)
Compression ratio
• MaxxForce® 11 16.5:1
®
• MaxxForce 13 17.0:1
Stroke
• MaxxForce® 11 155 mm (6.10 in)
®
• MaxxForce 13 166 mm (6.54 in)
Bore (sleeve diameter)
• MaxxForce® 11 120 mm (4.72 in)
®
• MaxxForce 13 126 mm (4.96 in)
Total engine weight (dry weight without trim or accessories)
• 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
Thermostat operating temperature
• Primary 83 °C - 95 °C (181 °F - 203 °F)

• Secondary 87 °C - 102 °C (189 °F - 216 °F)
Heavy Duty On Board Diagnostics (HD-OBD)

The EPA has added new regulations for 2010 to reduce heavy duty vehicle emissions. The HD-OBD system is
designed specifically for electronically controlled heavy duty engines. The key goal for HD-OBD regulation is to
keep engine emissions in specification for as long as a given vehicle is in use.
HD-OBD is legislated to be implemented in three phases:
• 2010: First engine for each Original Equipment Manufacture (OEM) becomes fully certified.
• The lead engine is determined by a legislated equation based on projected sales volume & useful life
of the engine.
• For Navistar®, this is the EPA 2010 MaxxForce® 13 engine.
• 2013: One engine in each engine family becomes fully certified.
• This will be the largest step of the three phases.
• 2016: All engines must be fully HD-OBD certified.
The HD-OBD system continuously monitors for proper engine operation, and will alert the vehicle operator to
emission-related faults using the Malfunction Indicator Lamp (MIL).
The MIL is installed in the Electronic Instrument Cluster. When a detected emissions fault occurs, the MIL will
be illuminated. Diagnostic information is also stored in the ECM, and may be accessed by the technician for
diagnosis and repair of the malfunction. Diagnostic information is accessed by connecting the Electronic Service
Tool (EST) to the in-cab Diagnostic Connector.
Engine Description
The MaxxForce® 11 and 13 diesel engines are designed for increased durability, reliability, and ease of
maintenance.
The cylinder head has four valves per cylinder for increased airflow. The overhead valve train includes rocker
arms and valve bridges to operate the four valves. The fuel injector is centrally located between the four valves,
directing fuel over the piston for improved performance and reduced emissions.
The overhead camshaft is supported by seven bearings in the cylinder head. The camshaft gear is driven from
the rear of the engine. The overhead valve train includes roller rocker arms and dual valves that open, using a
valve bridge. For 2010, the camshaft has been redesigned to incorporate six additional lobes. These new lobes
are used with the engine brake housings for operation of the MaxxForce® Engine Brake.
The MaxxForce® 11 engines use aluminum pistons, and the MaxxForce® 13 engines use one piece steel pistons.
All pistons use an offset piston axis and centered combustion bowls. Crown markings show correct piston
orientation in the crankcase.
The one-piece crankcase uses replaceable wet cylinder liners that are sealed by dual crevice seals.
The crankshaft has seven main bearings with fore and aft thrust controlled at the sixth bearing. One fractured
cap connecting rod is attached at each crankshaft journal. The piston pin moves freely inside the connecting
rod and piston. Piston pin retaining rings secure the piston pin in the piston. The rear oil seal carrier is part of
the flywheel housing.
A gerotor lube oil pump is mounted behind the front cover and is driven by the crankshaft. Pressurized oil is
supplied to various engine components. All MaxxForce® 11 and 13 engines also use an engine oil cooler and a
cartridge-style engine oil filter, which are located in the engine lube oil module.
The low pressure fuel pump draws fuel from the fuel tank(s) through a chassis mounted filter/water separator.
The low pressure fuel pump provides fuel for the engine mounted fuel module. Conditioned low pressure fuel
is supplied from the engine mounted fuel module to the high pressure fuel pump, inlet air heater fuel solenoid,
and the Downstream Injection (DSI) unit.
The high pressure fuel system is a direct fuel injected common-rail system. The common-rail includes a high
pressure fuel pump, two fuel rail supply lines, fuel rail, six fuel injectors, and pressure relief valve.
The fuel injectors are installed in the cylinder head under the valve cover and are electronically actuated by the
ECM.
MaxxForce® 11 and 13 engines use a dual stage, fixed geometry turbocharger assembly. Each stage includes a
pneumatically operated wastegate, and Charge Air Cooler (CAC). The Low Pressure Charge Air Cooler (LPCAC)
is mounted on the lower right side of the engine, and uses the engine cooling system to regulate charge air
temperatures. The High Pressure Charge Air Cooler (HPCAC) is mounted in front of the engine cooling package.
The HPCAC is an air-to-air type cooler, and requires no connections to the engine's cooling system.
The Exhaust Gas Recirculation (EGR) system circulates cooled exhaust into the stream in the air inlet duct. The
dual stage EGR cooler provides regulated cooling of the EGR gases before entering the air intake duct. This
cools the combustion process, and reduces Nitrogen Oxides (NOX) emissions.
The open crankcase breather system uses a Centrifugal Crankcase Oil Separator (CCOS) to return oil mist to
the crankcase, and vent the cleaned crankcase gasses to the atmosphere. The CCOS is part of the oil module.
The breather system has been redesigned, and uses no crankcase breather filter or external piping. Blowby
gases enter the CCOS directly through the side of the crankcase.
The inlet air heater system warms the incoming air supply prior to and during cranking.
The MaxxForce® Engine Brake by Jacobs® is optional for both MaxxForce® 11 and 13 engine displacements.
The engine brake is a compression release system that provides additional vehicle braking performance. The
operator can control the engine brake for different operating conditions.
Optional Equipment
Optional cold climate features available are an oil pan heater and a coolant heater. Both heaters use an electric
element to warm engine fluids in cold weather.
The oil pan heater warms engine oil to ensure optimum oil flow to engine components.
The coolant heater warms the engine coolant surrounding the cylinders. Warmed engine coolant increases fuel
economy and aids start-up in cold weather.
Chassis Mounted Equipment

• The chassis mounted fuel filter/water separator removes a majority of the water and foreign particles that
may enter the fuel system from the supply tank(s). This filter works with the engine mounted fuel module to
eliminate foreign matter and moisture from the fuel before entering the fuel injection system.
• The Low Temperature Radiator (LTR) regulates the temperature of the LPCAC and the low temperature
stage of the EGR cooler. The LTR is mounted in front of the radiator cooling package, and requires
connections to the engine cooling system.
• The HPCAC lowers the temperature of the after the air is compressed by the turbochargers and has no
connections to the engine cooling system. The HPCAC is an air-to-air cooler. The HPCAC is mounted in
front of the radiator cooling package.
• The Diesel Oxidation Catalyst (DOC) oxidizes hydrocarbons and carbon monoxide, provides heat for
exhaust system warm-up, aids in temperature management for the Diesel Particulate Filter (DPF), and
oxidizes NO into NO2 for passive DPF regeneration. The DOC is monitored by the ECM using one Diesel
Oxidation Catalyst Inlet Temperature (DOCIT) sensor positioned at the DOC inlet, and one Diesel Oxidation
Catalyst Outlet Temperature (DOCOT) sensor positioned at the DOC outlet.
• The DPF temporarily stores carbon-based particulates, oxidizes stored particulates, stores non-combustible
ash, and provides required exhaust back pressure for proper engine performance. The DPF is monitored
by the ECM using one Diesel Particulate Filter Outlet Temperature (DPFOT) sensor located at the outlet of
the DPF, and one Diesel Particulate Filter Differential Pressure (DPFDP) sensor located on or near the DPF.
Air Management System
Figure 804 Air Management System

1. Charge Air Cooler Outlet 4. MAF Sensor 8. Intake Manifold Pressure (IMP)
Temperature (CACOT) Sensor 5. Humidity Sensor (HS) / Inlet Air Sensor
2. Intake Manifold Temperature Temperature (IAT) Sensor
(IMT) Sensor 6. Oxygen Sensor (O2S)
3. LP Boost/LP Temperature 7. Exhaust Gas Recirculation
Sensor Temperature (EGRT) Sensor
Airflow
Air flows through the air filter assembly and enters the low pressure turbocharger. The LP turbocharger increases
the pressure and temperature of the before entering the LPCAC. Cooled and compressed air then flows from
the LPCAC into the HP turbocharger (compressor inlet). Hot and highly compressed air flows from the HP
turbocharger (compressor outlet) into the HPCAC where it is cooled, and into the intake throttle duct, and
continues through the Engine Throttle Valve (ETV). The HP and LP turbochargers increase pressures up to
345 kPa (50 psi).
If the EGRV is open, exhaust gases pass through the EGR cooler and into the intake throttle duct where it
is mixed with filtered air. This mixture flows into the intake manifold, and then the cylinder head. The intake
manifold is an integral part of the cylinder head casting.
During cold weather, the inlet air heater system rapidly activates the heater element, vaporizing and igniting
small quantities of fuel into the air inlet duct.
After combustion, exhaust gases exit through the cylinder head exhaust valves and ports. The exhaust gas is
forced through the exhaust manifold where, depending on EGRV position, it is split between the EGR system
and the exit path through the HP turbocharger, LP turbocharger, and EBPV.
The EBPV is operated by a pneumatic actuator. When the ACV is applied, the EBPV restricts flow and increases
exhaust back pressure. Operation of the EBPV is controlled by the ECM using the ACV and the Turbocharger
1 Turbine Outlet Pressure (TC1TOP) sensor. When the EBPV is opened, exhaust back pressure is released.
Exhaust gases exiting the engine systems flow through the EBPV, then through the vehicle Aftertreatment (AFT)
system, and out the exhaust tail pipe.
Turbochargers
Figure 805 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 a pneumatically regulated two-stage turbocharging system.
The HP and LP turbochargers are installed parallel on the right side of the engine.
Intake air flow: Filtered air enters the LP compressor, where it is compressed and directed to the LPCAC.
Cooled LP air then enters the HP compressor, where it is further compressed and directed into the HPCAC.
Compressed air then goes through the ETV and the intake throttle duct. This system provides high charge air
pressure to improve engine performance and to help reduce emissions.
Exhaust gas flow: The HP turbocharger is connected directly to the exhaust manifold through the HP turbine
inlet. Exhaust gases exit the HP turbine outlet and are directed to the LP turbine inlet. The HP and LP
turbochargers are equipped with wastegates, which are controlled by two pneumatic actuators. Individual
wastegates are used to regulate boost by controlling the amount of exhaust gases that bypass the turbine of
each turbocharger. When boost demand is low, both wastegates are opened, allowing part of the exhaust gas
flow to bypass the HP and LP turbines.
Control system signals associated with the HP and LP turbochargers have been renamed for 2010.
All signals related to the LP turbocharger are designated as Turbocharger 1 (TC1) signals, and are identified
below:
• Turbocharger 1 Wastegate Control (TC1WC)
• Turbocharger 1 Turbine Outlet Pressure (TC1TOP)
All signals associated with the HP turbocharger are designated as Turbocharger 2 (TC2), and are identified
below:
• Turbocharger 2 Wastegate Control (TC2WC)
• Turbocharger 2 Compressor Inlet Pressure (TC2CIP)
Air Control Valve (ACV)
Figure 806 Air Control Valve (ACV) connections

1. Electrical connector
2. LP turbocharger wastegate control port
3. Vehicle air supply port
4. EBPV control port
5. TC1TOP sensor port
6. HP turbocharger wastegate control port
The ACV assembly contains the LP turbocharger wastegate control port, HP turbocharger wastegate control
port, the EBPV control port, and the TC1TOP port. Although these components are integral to the ACV, each
circuit is controlled by the ECM. The ACV controls compressed air for each control valve. The air supply port is
connected to the vehicle's air system.
The ECM provides a Pulse Width Modulate (PWM) signal for operation of both wastegate control valves. With
no PWM signal, the control valves are open, and vehicle air is supplied to the wastegate actuators. The air
supplied will maintain both wastegates in the open position.
When an increase in the charge air pressure is required, the ECM supplies PWM voltage to close both control
valves. Reduced air pressure is routed 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 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.
Because of the ability to generate very high charge air pressure levels and to avoid Charge Air Cooler (CAC)
overloading, the wastegate actuator for each turbocharger is also spring loaded. When boost levels increase
above specification, boost pressure alone will open the wastegates, and the exhaust gases will bypass the
turbochargers. Exhaust back pressure is constantly monitored by the ECM using TC1TOP. The TC1TOP sensor
is part of the ACV, and is connected to the exhaust system by a steel line.
Low Pressure Charge Air Cooler (LPCAC)

The LPCAC is installed between the HP and LP turbochargers, and is mounted to the lower right side of the
engine. The LPCAC air inlet is connected to the low pressure turbocharger compressor outlet, and uses engine
coolant to regulate the LP charge air temperature. The LPCAC air outlet is connected to the compressor inlet
of the HP turbocharger.
High Pressure Charge Air Cooler (HPCAC)

The HPCAC is installed between the HP turbocharger and the intake throttle duct. The HPCAC air inlet is
connected to the HP compressor outlet, and uses 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.
High Pressure Boost Pressure (HPBP) Sensor

This sensor monitors the pressure of the charge air entering the duct. The primary function of the sensor is to
provide information used to ensure proper boost control. It is also used as part of EGR control.
Pressure sensor works by providing an analog voltage output to the ECM which is proportional to pressure
being applied to an internal diaphragm in the sensor. The sensor is connected to the control module through the
Reference Voltage (VREF), signal, and signal ground wires. A transfer function contained in the ECM software
converts the analog voltage to a pressure value which is then used by software strategies requiring the pressure
information.
The ECM continuously monitors the pressure sensor output voltage for determination of charge air pressure.
High and low diagnostic voltage thresholds are evaluated to ensure that output voltage is within a valid range.
High Pressure Boost Temperature (HPBT) Sensor

This sensor monitors the temperature of the charge air entering the duct. The temperature measured is an input
to the engine coolant control strategy. It also is used for evaluation of on-board diagnostics to ensure proper
functionality of the charge air cooling system.
This temperature sensor is a thermistor and has two connections to the ECM. A thermistor varies resistance as
temperature changes. When interfaced to the ECM circuitry, a change in sensor resistance results in a voltage
change internal to the ECM. A transfer function contained in the ECM software translates the measured voltage
to a temperature value.
The ECM continuously monitors the voltage resulting from the thermistor’s changing resistance. High and low
diagnostic voltage thresholds are evaluated to ensure that the output voltage is within a valid range.
Low Pressure Boost Pressure (LPBP) and Low Pressure Boost Temperature (LPBT) Sensors
This is a combination pressure and temperature sensor.
This sensor is a dual function sensor that detects pressure and temperature of the charge air entering the HP
compressor. It is installed in the piping between the LP compressor outlet and the HP compressor inlet. This
sensor is used for evaluation by on-board diagnostics to ensure proper functionality of the charge air cooling
system.
This sensor consists of a thermistor which varies resistance as temperature changes. When interfaced to
the ECM circuitry, a change in sensor resistance results in a voltage change internal to the ECM. An internal
diaphragm which deflects due to pressure changes results in an analog voltage output to the ECM which is
proportional to the pressure. Transfer functions contained in the ECM software translate the measured voltages
into a temperature and a pressure value.
The ECM continuously monitors the voltages resulting from changes in both the temperature and pressure. High
and low diagnostic voltage thresholds are evaluated to ensure that the output voltage is within a valid range.
Exhaust Gas Recirculation (EGR) System
Figure 807 EGR system components

1. EGRT sensor 6. Intake Manifold Temperature 10. Low temperature EGR cooler
2. EGR cooler air bleed (to (IMT) outlet (coolant)
deaeration tank) 7. EGR cooler outlet tube (2) 11. EGRV coolant supply line
3. EGR cooler (low temperature (gases) 12. EGR cooler inlet tubes (gases)
stage) 8. Low temperature EGR cooler 13. EGRV
4. EGRV coolant return line (to inlet (coolant) 14. EGR cooler inlet (coolant)
deaeration tank) 9. Engine Coolant Temperature 2
5. High temperature EGR cooler (ECT2) sensor
EGR System Overview

The EGR system reduces NOX engine emissions by introducing inert cooled exhaust gas into the air inlet duct.
NOX forms during a reaction between nitrogen and oxygen at high temperatures during combustion.
The ECM monitors signals from the CACOT sensor, Oxygen sensor (O2S), Engine Coolant Temperature 1
(ECT1) sensor, EGRT sensor to control the EGR system.
EGR is switched off (EGRV closed) if any of the following conditions are present:
• 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 outlet tubes, and into the intake throttle duct where it is mixed with
filtered air.
EGR System Control

The EGR system consists of the EGRV, ETV, and O2S. The EGRV contains a PWM controlled valve and Exhaust
Gas Recirculation Position (EGRP) sensor.
The EGRV is installed at the rear of the EGR cooler, on the right side of engine valve cover. The EGRV limits
exhaust gas flow into the EGR cooler.
The ECM commands the EGRV to move and hold position. The EGRP sensor, located inside the EGRV, monitors
and provides an EGRV position signal to the ECM.
The O2S is installed in the exhaust, in front of the aftertreatment fuel injector. The O2S has a heater element
that heats the sensor to its normal operating temperature of 780 °C (1436 °F). During initial engine warm-up,
the O2S heater element is activated only after the engine coolant reaches 40 °C (104 °F) and the exhaust gas
temperature DOCIT sensor exceeds 100 °C (212 °F) for more than 30 seconds.
EGRV Control
Figure 808 EGRV position control

1. EGR position monitored by ECM
2. ECM
3. ECM commands EGR to desired position
4. EGRV to desired position
5. EGRV
6. EGRV position matches ECM command
7. EGR position sent to ECM
The EGRV has an integrated position sensor, and provides feedback to the ECM indicating EGRV position.
EGR – Open Loop

During the engine warm-up period and before the O2S reaches its normal operating temperature, the EGR
system operates in open loop. In open loop, the EGR system is controlled by the ECM based on the charge air
temperature, engine coolant temperature, engine speed, and load conditions.
EGR – Closed Loop

After the O2S reaches its operating temperature, the EGR system switches to closed loop operation. In closed
loop, the EGR system is controlled by the ECM based on coolant temperature and O2S readings.
EGR Flow Cooling

The EGR system includes a two-stage EGR cooler, allowing the ECM to regulate EGR Cooler temperatures.
The ECM monitors intake manifold temperature through the Exhaust Gas Recirculation Temperature 1 (EGRT1)
sensor and to regulate EGR flow temperatures, the CCV regulates coolant flow through the LTR. Refer to Cooling
System in this section for more information.
Aftertreatment (AFT) System
Figure 809 AFT system overview

1. Pre-DOC exhaust flow 4. DPF 8. DOCOT sensor
2. Aftertreatment Fuel Injector 5. Exhaust out to tail pipe 9. DOCIT sensor
(AFI) 6. DPFOT sensor
3. DOC 7. DPFDP sensor
The AFT system, part of the larger exhaust system, processes engine exhaust to meet emission requirements.
The AFT system traps particulate matter (soot) and prevents it from leaving the tailpipe.
The AFT system performs the following functions:
• Monitors exhaust gas temperatures DOC in, DOC out, and DPF out temperature and delta pressure across
the DPF. It controls engine operating parameters for emission control and failure recognition
• May cancel regeneration in the event of catalyst or sensor failure
• Monitors the level of soot accumulation in the DPF
• AFT control system initiates regeneration automatically when DPF is full with soot and control engine
operating parameters to increase temperature to have successful regeneration
• Maintains vehicle and engine performance during regeneration
Diesel Particulate Filter (DPF)

The DPF does the following:
• Captures and temporarily stores carbon-based particulates in a filter
• Allows for oxidation (regeneration) of stored particulates once loading gets to a particular level (restriction)
• Provides the required exhaust back pressure drop for engine performance
• Stores non-combustible ash
Diesel Oxidation Catalyst (DOC)

The DOC does the following:
• Oxidizes hydrocarbons and carbon monoxide (CO) in exhaust stream
• Provides heat for exhaust system warm-up
• Aids in system temperature management for the DPF
Aftertreatment (AFT) System Conditions and Responses

The operator is alerted of system status either audibly or with instrument panel indicators. Automatic or manual
regeneration is required when levels of soot exceed acceptable limits. For additional information, see the
applicable vehicle Operator's Manual and the vehicle visor placard.
Downstream Fuel Injection
Figure 810 Downstream fuel injection components

1. DSI unit 2. Fuel line retainers (rear of 3. AFI
engine block) 4. AFI fuel pressure line
The DSI system injects fuel into the exhaust system to increase temperature of the exhaust gases, and
is necessary for DPF regeneration. DSI is controlled by the ECM. The ECM receives signals from the
Aftertreatment Fuel Doser (AFTFD) sensor (located in the DSI unit), and control operation when downstream
injection (regeneration) is required. The ECM also controls the Aftertreatment Fuel Shutoff Valve (AFTFSV)
(located in the DSI unit) which controls the volume of fuel sent to the AFI in case of AFTFD malfunction.
Downstream Injection (DSI) Unit
Figure 811 Downstream Injection (DSI) unit

1. Fuel supply from fuel filter assembly
2. Aftertreatment Fuel Shutoff Valve (AFTFSV)
3. Aftertreatment Fuel Inlet Sensor (AFTFIS)
4. Aftertreatment Fuel Doser (AFTFD)
5. Aftertreatment Fuel Pressure 2 (AFTFP2) sensor
6. Fuel outlet port to AFI
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.
Aftertreatment Fuel Injector (AFI)

The AFI is located on the right side of the engine, and is installed in the turbocharger exhaust pipe after the
exhaust O2S.
Pressurized fuel is supplied to the injector by the DSI unit using the AFTFD valve. When the conditions required
for regeneration are met, the ECM sends a PWM voltage to the AFTFD. During operation, the AFTFD increases
fuel pressure to the AFI, causing injection of fuel into the exhaust pipe.
To protect the AFI internal components, continuous engine coolant flow through the AFI is maintained by external
coolant supply and return lines.
Crankcase Oil Separator
Figure 812 Oil Module with Crankcase Oil Separator

1. Coolant supply line 5. Oil filter access cap 9. CCOS ventilation tube heater
2. CCOS vent tube 6. Engine Oil Temperature (EOT)
3. Crankcase Oil Separator Speed sensor
(CCOSS) sensor 7. Engine Oil Pressure (EOP)
4. Crankcase Centrifuge Oil sensor
Separator (CCOS) 8. Coolant return line
Crankcase ventilation is provided using the CCOS. Excess crankcase vapors are filtered by the CCOS, and are
then vented to the atmosphere.
A centrifugal oil separator, driven by engine oil pressure, separates and directs oil mist to the side of CCOS
housing. The separated oil mist drains from the oil separator, through the crankcase, and into the oil pan. The
oil separator is an integral part of the oil module.
Aftertreatment System
Figure 813 Functional Diagram of AFT system
The AFT system, part of the larger exhaust system, processes engine exhaust to meet emission requirements.
The AFT system traps particulate matter (soot) and prevents it from leaving the tailpipe, and reduces Nitrogen
Oxides (NOx).
The AFT system performs the following functions:
• Monitors exhaust gas temperatures DOC In, DPF In, DPF Out, SCRIT, SCROT temperature, and Diesel
Particulate Filter (DPF) delta pressure. It controls engine operating parameters for emission control and
failure recognition.
• May cancel regeneration in the event of catalyst or sensor failure
• Monitors the level of soot accumulation in the DPF
• Initiates regeneration automatically when DPF is full with soot and controls engine operating parameters to
increase temperature to have successful regeneration
• Maintains vehicle and engine performance during regeneration
• Monitors NOx levels in the exhaust

• Initiates Diesel Exhaust Fluid (DEF) dosing automatically when NOx levels are above a pre-calibrated
threshold
Diesel Particulate Filter (DPF)

The DPF does the following:
• Captures and temporarily stores carbon-based particulates in a filter
• Allows for oxidation (regeneration) of stored particulates once loading gets to a particular level (restriction)
• Provides the required exhaust back pressure drop for engine performance
• Stores non-combustible ash
Diesel Oxidation Catalyst (DOC)

The DOC does the following:
• Oxidizes hydrocarbons and carbon monoxide (CO) in exhaust stream
• Provides heat for exhaust system warm-up
• Aids in system temperature management for the DPF
Aftertreatment (AFT) System Conditions and Responses

The operator is alerted of system status either audibly or with instrument panel indicators. Automatic or manual
regeneration is required when levels of soot exceed acceptable limits. For additional information, see the
applicable vehicle Operator's Manual and the vehicle visor placard.
Aftertreatment Fuel Injection
Figure 814 Aftertreatment Fuel Injection Components (Top View)

1. Fuel line retainers (rear and left 2. Aftertreatment Fuel Injector 3. AFTFI fuel pressure line
side of engine block) (AFTFI) 4. AFT fuel doser module
The AFT fuel doser module injects fuel into the exhaust system to increase temperature of the Diesel Oxidation
Catalyst (DOC), and is necessary for Diesel Particulate Filter (DPF) regeneration. AFT fuel doser module is
controlled by the Aftertreatment Control Module (ACM). The ACM receives signals from the Aftertreatment Fuel
Pressure 1 (AFTFP1) sensor (installed in the AFT fuel doser module), and control operation when aftertreatment
fuel injection (regeneration) is required. The ACM also controls the Aftertreatment Fuel Shutoff Valve (AFTFSV)
(installed in the AFT fuel doser module) which controls the volume of fuel sent to the AFTFI.
AFT Fuel Doser Module Injection
Figure 815 AFT Fuel Doser Module (Left Side View)

1. Fuel outlet port to Aftertreatment Fuel Injector (AFTFI)
2. Aftertreatment Fuel Pressure 1 (AFTFP1) sensor
3. Aftertreatment Fuel Shutoff Valve (AFTFSV)
4. Fuel supply from fuel filter assembly
The AFT fuel doser module is connected to the clean side of the low-pressure fuel system, and provides
a metered amount of fuel to the Aftertreatment Fuel Injector (AFTFI). The AFT fuel doser module provides
pressurized fuel injection pulses to the AFTFI. The AFTFI is a solenoid type injector, and will only inject fuel
when commanded ON by the Aftertreatment Control Module (ACM). The AFT fuel doser module is installed on
the left side of the engine, to the rear of the fuel module.
The AFTFP1 sensor monitors fuel pressure in the AFT fuel doser module, and provides constant feedback to
the ACM.
Aftertreatment Fuel Injector (AFTFI)

The AFTFI is installed on the right side of the engine, in the exhaust pipe after the exhaust Oxygen Sensor (O2S).
Pressurized fuel is supplied to the AFTFI thru the AFT fuel doser module using the Aftertreatment Fuel Shutoff
Valve (AFTFSV). When conditions required for regeneration are met, the ACM commands the AFTFSV ON,
allowing pressurized fuel to reach the AFTFI.
To protect the AFTFI internal components, continuous engine coolant flow through the AFTFI is maintained by
external coolant supply and return lines.
Fuel Management System

Fuel System Components
Figure 816 Fuel system

1. Injector (6) 6. Fuel supply to DSI unit 11. Fuel primer pump assembly
2. Fuel Rail 7. Fuel return line 12. LP fuel pump
3. Fuel rail pressure limiting valve 8. Fuel filter assembly 13. HP fuel pump
4. Fuel return from cylinder head 9. Drain screw 14. Fuel Rail Pressure (FRP) sensor
5. Engine fuel return connection (to 10. Fuel Delivery Pressure (FDP)
chassis filter) sensor
MaxxForce® 11 and 13 engines are equipped with a high pressure common rail injection system. The common
rail fuel injection system provides pressurized fuel to the fuel injectors for optimal fuel atomization in the
combustion chamber.
All excess fuel is returned to the chassis mounted filter separator, before returning to the fuel tank.
The fuel system is controlled by the ECM, various sensors, and the Fuel Pressure Metering Unit (FPMU) located
in the HP pump. For additional information, refer to LP Fuel System and HP Fuel System in this section.
Fuel Flow
Figure 817 Fuel supply flow diagram

1. Fuel Return 6. LP fuel pump 11. Fuel rail
2. Fuel supply 7. Fuel filter assembly (engine 12. Fuel injectors
3. Fuel tank mounted) 13. Chassis mounted fuel filter/water
4. Chassis mounted fuel filter/water 8. DSI unit separator (bottom portion)
separator (Top portion) 9. HP fuel pump
5. Fuel primer pump assembly with 10. Inlet Air Heater Fuel Solenoid
fuel strainer element (IAHFS)
Fuel is pumped from the tank, through the chassis mounted fuel filter/water separator using the LP fuel pump.
Fuel is pumped from the LP fuel pump to the engine mounted fuel filter assembly, before being supplied to the
HP fuel pump. The high pressure fuel pump supplies high pressure fuel to the fuel rail, which feeds the injectors
through individual tubes. The LP fuel pump and HP fuel pump are assembled as one gear driven unit, and are
serviced as an assembly.
Low Pressure Fuel System
Figure 818 Low pressure (LP) fuel system

1. HP fuel pump 9. Fuel supply to DSI unit 18. Fuel return from engine
2. Fuel Pressure Control Valve 10. Chassis mounted primary fuel 19. Fuel supply to engine
(FPCV) filter access 20. Engine mounted fuel module
3. Fuel primer pump assembly w/ 11. Fuel supply to engine 21. Inlet air heater port
fuel strainer element 12. Fuel return from engine 22. Low pressure fuel supply line
4. Fuel pressure test port 13. Fuel supply from tank 23. LP fuel pump outlet
5. Engine fuel supply connection 14. Chassis mounted fuel filter/water 24. LP fuel pump inlet
6. FDP sensor separator 25. HP fuel pump inlet
7. Engine mounted secondary fuel 15. Fuel Heater 26. HP fuel pump return
filter access 16. Water In Fuel (WIF) sensor
8. Engine fuel return connection 17. Fuel return to tank
The LP fuel pump pumps fuel from the tank through the chassis mounted fuel filter/water separator, fuel strainer
element and engine filter element, then to the high pressure fuel system, inlet air heater system, and DSI.
In addition to providing high pressure fuel to the injectors, the fuel system provides filtered low pressure fuel to
the downstream Injection and inlet air heater systems.
Chassis Mounted Filter/Water Separator

The chassis mounted filter/water separator removes debris and water from the fuel before it enters the fuel
primer pump and low pressure fuel pump. The chassis mounted filter/water separator includes a Water In Fuel
(WIF) sensor and optional fuel heater. Refer to Section 5 “Chassis Filter/Water Separator Maintenance and
Inspection” in this manual for more information.
Fuel Primer Pump Assembly

During fuel system priming, fuel is drawn from the tank through the chassis mounted filter/water separator by
the fuel primer pump assembly. The fuel primer pump assembly has an integrated fuel strainer element that can
be cleaned. The fuel primer pump assembly is manually operated, and is used to prime the low pressure fuel
system anytime the fuel system has been emptied. The primer pump provides unrestricted fuel flow to the low
pressure pump during normal engine operation.
Low Pressure (LP) Fuel Pump

The LP fuel pump and the HP fuel pump are housed as one assembly. Fuel is drawn through the fuel primer
pump assembly and into the LP fuel pump. The LP pump supplies fuel to the fuel filter housing assembly at
pressures varying between 496 kPa (72 psi) at idle, and 896 kPa (130 psi) at rated speed. The LP fuel pump
is equipped with an internal pressure regulator that relieves the fuel pressure internally if the pressure exceeds
1300 kPa (189 psi).
Fuel Filter Assembly

The fuel filter assembly is located on the left side of the engine and has a disposable filter element. An FDP
sensor is installed on the front side of the fuel filter assembly, which measures fuel pressure between the LP
fuel pump and the filter element. The fuel filter assembly also has a drain screw that allows water and dirt to be
drained periodically. Because water may accumulate inside the fuel filter assembly, use the drain screw to drain
water per maintenance schedule in the Engine Operation and Maintenance Manual. An additional function of
the fuel filter assembly is fuel system self-deaeration. The air separated from fuel is pushed back into the fuel
tanks through the return line. The fuel filter assembly also provides filtered fuel to the DSI and inlet air heater
system. An orifice regulator is integrated into the fuel filter assembly, and regulates the fuel pressure for the inlet
air heater system to 70 kPa (10 psi).
High Pressure Fuel System
Figure 819 High pressure (HP) fuel system

1. Injector (6) 4. Fuel Pressure Control Valve 6. Fuel return - HP fuel pump
2. Rail pressure limiting valve (FPCV) 7. HP fuel pump
3. Fuel Rail 5. Fuel inlet - HP fuel pump 8. FRP sensor
Pressurization and injection are separate in the common rail injection system. The optimal injection pressure
is generated by the high pressure pump at any engine speed. High pressure fuel quantity from high pressure
pump is controlled by the FPCV. The injection timing and quantity are calculated in the ECM and implemented
by solenoid valve controlled injectors. The use of solenoid valve controlled injectors allows three injections per
cycle.
The first injection is used to reduce combustion noise and emissions by introducing a small amount of fuel into
the cylinder, preventing a rapid rise in cylinder pressure when combustion begins. The second injection is the
main injection. This injection allows high temperatures to be maintained during combustion, but not long enough
to allow generation of large soot amounts. The third injection is done during the power stroke to maximize
cylinder temperature and reduce engine soot generation.
The high pressure fuel system consists of the high pressure pump with integrated Fuel Pressure Metering Unit
(FPMU), pressure pipe rail, high pressure fuel lines, injectors, FRP sensor, and pressure relief valve.
High Pressure (HP) Pump

The HP pump supplies the necessary quantity of HP fuel for all operating engine modes. The HP pump is gear
driven and is fuel lubricated. Fuel from the LP fuel pump is forced through the fuel module assembly, and into
the HP pump. The flow of fuel to the suction chamber of the HP pump is controlled by the FPCV, in order to
control HP fuel output.
Fuel Pressure Control Valve (FPCV)

The FPCV is a variable position actuator installed on the suction side of the high pressure pump and controls
the output fuel pressure. The ECM sends a PWM signal to control the FPCV. A 100% duty cycle PWM signal
corresponds to minimum fuel pressure delivery, while a 0% duty cycle PWM corresponds to maximum fuel
pressure delivery.
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.
Fuel Rail Pressure (FRP) Sensor

The FRP sensor is a variable resistance sensor that monitors fuel pressure in the HP fuel rail. The FRP sensor
is mounted in the front of the fuel rail, on the left side of the engine.
Rail Pressure Limiting Valve

The rail pressure limiting valve maintains fuel pressure inside the fuel rail below 260,000 kPa (37,710 psi). If HP
pump output exceeds 260,000 kPa (37,710 psi), the pressure relief valve opens and allows fuel to flow into the
fuel return line. With the pressure relief valve open, fuel pressure in the pressure pipe rail drops to approximately
110,000 kPa (15,954 psi).
Injectors
MaxxForce® 11 and 13 engines are equipped with electronically controlled injectors. During engine operation,
injectors are supplied at all times with high pressure fuel, and the injector solenoid valves open up to three times
per cycle. The injectors are positioned vertically in the center of the cylinder head and are held in place by
brackets. The seal between the injectors and the combustion chamber consists of a copper washer on the tip
of each injector.
Inlet Air Heater System

Inlet Air Heater System Components
Figure 820 Inlet air heater system

1. Inlet Air Heater Fuel Igniter (IAHFI)
2. Inlet Air Heater Fuel Solenoid (IAHFS) valve
3. Inlet Air Heater Relay (IAHR)
Inlet Air Heater Fuel Igniter (IAHFI)

The inlet air heater system rapidly activates the heater element, vaporizing and igniting small quantities of fuel
into the air inlet duct.
Figure 821 Inlet Air Heater Fuel Igniter (partial cut away view)
1. Electrical connection
2. Insulation
3. IAHFI fuel line connection
4. Metering device
5. Vaporizer filter
6. Vaporizer tube
7. Heater element
8. Protective sleeve
The IAHFI has an internal fuel metering device, a vaporizer filter, a vaporizer tube, a heater element, and a
protective sleeve. The protective sleeve has holes that allow enough air to pass through the IAHFI to enable
fuel vaporization and combustion.
The IAHFI is installed on the left front side of the engine, in the intake throttle duct.
Inlet Air Heater Relay (IAHR)

The IAHR is located on the left side of the engine at the rear of the ECM. The IAHR provides voltage to the
IAHFI, and is controlled by the ECM.
Inlet Air Heater Fuel Solenoid (IAHFS) Valve

The IAHFS valve is located on the left side of the engine and is controlled by the ECM. The IAHFS valve is
supplied with low fuel pressure regulated fuel from the fuel filter assembly.
When the ECM provides battery voltage to the IAHFS valve, the solenoid opens and allows fuel to flow to the
IAHFI through the IAHFI fuel line.
Inlet Air Heater System Operation

The inlet air heater system operates only in temperatures lower than 10 °C (50 °F).
When the truck operator turns the ignition switch to ON, the wait-to-start lamp in the instrument cluster illuminates.
Based on the temperature readings from the ECT sensor, the ECM activates the IAHR heater element. The IAHR
then energizes the IAHFI for approximately 35 seconds.
Once the IAHFI is heated to approximately 1000 °C (1832 °F), the wait-to-start lamp starts to flash and the
operator needs to crank the engine. When the 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 then mixes with in
coming air and ignites in contact with the heater element.
Once the engine starts, the IAHFI remains energized and fuel continues to be injected, and the wait-to-start
lamp continues to flash for a maximum of four minutes. When the wait-to-start lamp stops flashing, the IAHFI
and the IAHFS valve are deactivated. If the operator accelerates while the wait-to-start lamp is flashing, the inlet
air heater system will shutdown.
Oil Flow and Components
Figure 822 Oil flow

1. Oil filter element 7. Oil supply to air compressor 12. Oil supply to front cover
2. Oil return from cylinder head 8. Oil supply to crankshaft main 13. Oil pump output
3. Oil supply to exhaust valve bearings 14. Oil pressure relief valve
bridge 9. Oil supply to piston oil sprayer 15. Oil supply to oil module
4. Oil supply to rocker gear nozzles 16. Oil return shutoff valve
5. Oil supply to camshaft bearings 10. Oil supply to turbochargers 17. Oil cooler
6. Oil supply to intermediate gears 11. Oil supply to drive housing
Unfiltered oil is drawn from the oil pan through the pickup tube and front cover passage by the crankshaft driven
gerotor pump. The pressurized oil is moved through a vertical crankcase passage and into the oil module.
Inside the oil module, unfiltered oil flows through plates in the oil cooler heat exchanger. Engine coolant flows
around the plates to cool the surrounding oil. An oil return shutoff valve, installed at the exit from the oil cooler,
prevents oil from draining through the oil pump and back into the oil pan when the engine is stopped. If oil
pressure coming out of the oil pump is too high, a pressure relief valve allows the excess oil to return through
the crankcase and into the oil pan before entering the oil cooler.
Oil that exits the oil cooler flows through a return shutoff valve that prevents the oil from draining back into the
oil pan. From the return shutoff valve, oil enters the oil filter element and flows from the outside to the inside of
the filter element to remove debris. When the filter is restricted, an oil filter bypass valve opens and allows oil
to bypass the filter so engine lubrication is maintained. If the oil pressure inside the oil filter element is too high,
an oil pressure relief valve, located at the bottom of the oil filter element housing, allows the excess oil to return
to the oil pan.
After passing through the oil filter element, oil flow is directed to the cylinder head and crankcase.
Clean oil enters the cylinder head through an external flange elbow connected directly to the oil module. Inside
the cylinder head, oil flows through passages to lubricate the camshaft bearings, rocker arms, exhaust valve
bridges, and cylinder intermediate gear.
Clean oil enters the crankcase directly from the oil module to lubricate the crankshaft, high pressure pump,
air compressor, intermediate gears, and turbochargers. The crankshaft has cross-drillings that direct oil to the
connecting rods.
Oil sprayer nozzles continuously direct cooled oil to the bottom of the piston crowns.
The turbochargers are lubricated with filtered oil from an external supply tube that connects the main oil gallery
from the crankcase to the center housing of each turbocharger. Oil drains back to the oil pan through the low
and high pressure turbocharger oil return pipes connected to the crankcase.
A service oil drain valve, located at the bottom of the filter element cavity, opens automatically when the filter
element is lifted for replacement, and allows the oil from the oil filter element cavity to drain into the oil pan.
Oil is also supplied to the MaxxForce® Engine Brake housings (under valve cover) through specially designed
rocker mounting bolts.
Crankcase Oil Separator
Figure 823 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 cooler, EOP and EOT sensors, a pressure relief valve, an oil
filter bypass valve, and an oil return shutoff valve. The oil module also collects, and then directs crankcase
emissions to the CCOS. The oil that separates from the crankcase emissions, before it reaches the CCOS, is
drained back into the oil pan through the oil return port.
Remote Mounted Centrifugal Oil Filter (Optional)

The Remote Mounted Centrifugal Oil Filter is used to remove particulates from engine oil, reducing wear and
extending engine oil change intervals. During operation, dirty oil enters the oil supply port to a regulator valve.
When engine oil pressure exceeds 248 kPa (36 psi), the regulator valve opens, and oil enters the centrifugal
element through the center hollow spindle. Inside the element, centrifugal force separates contaminants from
oil. Contaminants accumulate on the serviceable rotor surface as a solid cake. Clean oil exits through opposing
twin nozzles that power the centrifuge and returns to the crankcase from the oil level control base. Oil level is
managed by the oil float. When the oil float raises, compressed air enters the system to force oil back to the
crankcase. When the oil float drops, the air supply port is closed.
Figure 824 Remote Mounted Centrifugal Oil Filter

1. Serviceable rotor
2. Oil supply port (regulator valve)
3. Oil return port
4. Oil float
5. Air supply port (regulator valve)
Engine Cooling System

Cooling System Flow
Figure 825 Cooling system flow

The water pump is installed on the water distribution housing and draws coolant from the radiator through the
coolant inlet.
MaxxForce® 11 and 13 engines have no coolant passages between the crankcase and cylinder head through
the cylinder head gasket. This eliminates the possibility of coolant leaks at the cylinder head gasket. Coolant
in and out of the crankcase and cylinder head is directed through external passages. Coolant flows through the
crankcase and cylinder head from front to rear. This coolant flows around the cylinder liners and combustion
chambers to absorb heat from combustion.
Coolant exiting the crankcase and cylinder head at the rear of the engine is directed through an external coolant
pipe to the high temperature stage of the EGR cooler. Coolant passes between the EGR cooler plates, travels
parallel to the exhaust flow, travels through a transfer passage in the left side of the low temperature EGR cooler,
into the EGR cooler return manifold and into the thermostat housing. A deaeration port on the top of the high
temperature EGR cooler directs coolant and trapped air to the coolant deareation tank.
Coolant from the water pump also flows through the low temperature EGR Cooler and then through the LPCAC
to regulate the charge air temperature. Flow through the low temperature EGR cooler/charge air cooler is
controlled by the Coolant Mixer Valve (CMV) and Coolant Flow Valve (CFV). Depending on the coolant flow,
CMV sends coolant through the low temperature EGR Cooler, or bypass indirectly to the LPCAC, after going
through the LTR located in front of the main coolant radiator. When the charge air temperature is too low, CMV
bypasses the LTR and directs all the coolant through the CAC. When the charge air temperature increases,
CMV directs a percentage of the coolant to the LTR before it enters the CAC to cool the charge air. If the engine
coolant temperature is too high, CMV sends all of the coolant flow through the LTR and through the LPCAC to
help cool the engine faster.
Both CMV and CFV are controlled by the ECM based on signals from the Engine Coolant Temperature (ECT)
sensor, ECT2 sensor, and the Intake Manifold Pressure (IMP) and Inlet Air Temperature (IAT) sensors.
Coolant flow to the radiator is controlled by two thermostats. When the thermostats are closed, coolant flowing
out of the EGR cooler is directed through a bypass port inside the front cover into the water pump. When the
thermostats are open the bypass port is blocked, and coolant is directed from the engine into the radiator.
Coolant passes through the radiator and is cooled by air flowing through the radiator from ram air and operation
of the coolant fan. The coolant returns to the engine first through the transmission cooler, then through the
engine coolant inlet elbow.
The air compressor is cooled with coolant supplied by a hose from the left side of the crankcase. Coolant passes
through the air compressor cylinder head and returns through a coolant return line to the engine crankcase.
The oil module receives coolant from a passage in the crankcase. Coolant passes between the oil cooler plates
and returns back to the water pump suction passage.
Thermostat Operation
MaxxForce® 11 and 13 engines are fitted with two thermostats in a common housing to ensure sufficient coolant
flow in all operating conditions. The thermostat housing is installed on top of the water distribution housing.
The thermostat housing assembly has two outlets. One directs coolant to the radiator when the engine is at
operating temperature. The second outlet directs coolant to the water pump until the engine reaches operating
temperature. The thermostats begin to open at 83 °C (181 °F) and are fully open at 91 °C (196 °F).
When engine coolant is below 83 °C (181 °F), the thermostats are closed, blocking coolant flow to the radiator.
When coolant temperature reaches the opening temperature of 83 °C (181 °F), the thermostats open allowing
some coolant to flow to the radiator. When coolant temperature exceeds 91 °C (196 °F), the lower seat blocks
the bypass port directing full coolant flow to the radiator.
Coolant Control Valve (CCV) assembly operation

The CCV is installed on the upper right side of the water distribution housing and controls the coolant flow to the
CACs.
The CCV has two separate solenoid actuated valves based on the charged air temperature and the two engine
coolant temperature sensors: CMV, and CFV. The CMV and the CFV are part of the CCV assembly and cannot
be serviced separately. The CMV and CFV solenoids are controlled by two separate PWM signals from the ECM.
The PWM signal duty cycles vary between 0% and 100% depending on the coolant and charge air temperature.
Coolant Flow Valve (CFV)

The CFV is installed on the lower side of CCV and controls the amount of coolant flow through the LPCAC. The
CFV will close to reduce the coolant flow through the LPCAC when the engine is operating at high speeds.
Coolant Mixer Valve (CMV)

The CMV is installed on the upper side of CCV and controls the coolant flow through the LTR. When the
temperature of the charge air and coolant coming out of the LPCAC is low, the CMV directs the coolant through
a LTR bypass directly into the LPCAC. This helps the engine reach its normal operating temperature faster. If
the temperature of the charge air and coolant coming out of the LPCAC is high, the CMV directs the coolant
flow through the LTR. This prevents overheating of the LPCAC, which can result in LPCAC failure.
Engine Brake System

Engine Brake Control System Components
Figure 826 Engine brake control system components

1. Upper valve cover 6. Master piston roller assembly (3 10. Valve cover base
2. Injector harness connector each housing) 11. Engine brake solenoid (1 each
3. Engine brake solenoid harness 7. Engine brake master piston housing)
connector lead (2) (within housing) 12. Engine brake housing assembly
4. Pass through harness 8. Exhaust valve bridge (2)
5. ECM E1 connector 9. Engine brake slave piston
Engine Brake System Description

The MaxxForce® Engine Brake by Jacobs® braking system is standard equipment on the ProStar® and optional
equipment on the TranStar® and WorkStar® for the MaxxForce® 11 and 13 engines. The braking system is
a hydro-mechanical device that mounts under the engine’s valve cover. It turns your power-producing diesel
engine into a power-absorbing air compressor.
Here’s how: when the driver releases the accelerator pedal, the forward momentum of the truck continues to
turn the drivetrain and engine. The pistons continue to move up and down. Once activated, the engine brake
opens the exhaust valves near the peak of the compression stroke, releasing the highly compressed air through
the exhaust systems. Little energy is returned to the piston, and as the cycle repeats, the energy of the truck’s
forward motion is now directed toward motoring the diesel engine, thus reducing the forward motion causing the
truck to slow down.
Engine Brake System Operation

The engine brake system consists of two hydraulic braking housings, activated using two ECM actuated brake
solenoids, and an exhaust bridge (pin). The engine brake depends on engine oil for operation; minimum oil
temperature for retarder activation is 40 °C (104 °F).
The operation of the engine brake is fully automatic once it is turned on by an ON/OFF switch by the operator.
When the clutch is fully engaged and you remove your foot completely from the throttle, the engine brake is
automatically activated.
NOTE: The operator can select various retarding levels by pressing a HIGH/MEDIUM/LOW switch depending
on the retarding performance required.
Activation occurs through the following steps:
1. Engine oil pressure fills the housing passages up to the solenoid.
2. Activation of the engine brake is communicated by the ECM using the J1939 data link. When activated,
the energized solenoid valve permits engine lube oil to flow under pressure through the control valve to
both the master piston and slave piston circuits.
3. Oil pressure causes the master piston roller assembly to move down, picking up the motion of the cam
(dedicated braking lobe) pushing the piston back into the housing creating high pressure oil.
4. The high pressure oil flows back through the master piston, slave piston, and control valve circuits.
5. The check ball in the control valve seats, trapping oil in the circuit creating a high pressure link between
the slave piston and master piston.
6. Once the high pressure link is created, the master piston follows the cam profile causing the slave piston
to move down, momentarily opening exhaust valve (single valve opening), while the engine piston is
near its top dead center position, releasing compressed cylinder air to the exhaust manifold.
7. Compressed air escapes to atmosphere completing compression braking cycle.
NOTE:
1. The MaxxForce® Engine Brake by Jacobs® will disengage during Anti-lock Brake System (ABS) braking.
2. Will interact with the vehicle cruise control for smooth operation during engine braking
3. Will interact with the Eaton UltraShift® Transmission for smooth up-shifts under fueling conditions
Electronic Control System

Electronic Control System Components
MaxxForce® 11 and 13 engines are equipped with one control module; the Engine Control Module (ECM).
Operation and Function

The ECM monitors and controls engine operation to ensure maximum performance and adherence to emissions
standards. The ECM, performs the following functions:
• Provide reference voltage (VREF)
• Condition input signals
• Process and store control strategies
• Control actuators
Reference Voltage (VREF)

The ECM supplies 5 volt VREF signals to various input sensors in the electronic control system. By comparing
the 5 volt VREF signal sent to the sensors with their respective returned signals, the ECM determines pressures,
positions, and other variables important to engine and vehicle functions.
Signal Conditioner
Signal conditioning circuitry in the ECM converts analog signals to digital signals, squares up sine wave signals,
and amplifies low intensity signals.
Microprocessor
The microprocessor, located inside the ECM, processes stored operating instructions (control strategies)
and value tables (calibration parameters). The microprocessor compares stored instructions and values with
conditioned input values to determine the correct strategy for all engine operations.
Diagnostic strategies are also programmed into the ECM. Some strategies monitor inputs continuously and
command the necessary outputs for correct performance of the engine.
Diagnostic Trouble Codes

Diagnostic Trouble Codes (DTCs) are stored by the ECM if inputs or conditions do not comply with expected
values. Diagnostic codes for the 2010 MY are communicated using the Suspect Parameter Number (SPN) and
Failure Mode Indicator (FMI) identifiers, and are accessed using an electronic service tool with ServiceMaxx™
diagnostic software or a generic scan tool as well.
Microprocessor Memory
The ECM microprocessor includes Read Only Memory (ROM) and Random Access Memory (RAM).
ROM
ROM stores permanent information for calibration tables and operating strategies. Permanently stored
information cannot be changed or lost when the ignition switch is turned to OFF or when power to the control
modules is interrupted. ROM includes the following:
• Vehicle configuration, modes of operation, and options
• Engine Family Rating Code (EFRC)
• Engine warning and protection modes
RAM
RAM stores temporary information for current engine conditions. Temporary information in RAM is lost when
the ignition switch is turned to OFF or power to control module is interrupted. RAM information includes the
following:
• Engine temperature
• Engine rpm
• Accelerator pedal position
Actuator Control
The ECM controls the actuators by applying a low level signal (low side driver) or a high level signal (high side
driver). When switched on, both drivers complete a ground or power circuit to an actuator.
Actuators are controlled in one of the following ways, depending upon type of actuator:
• Duty cycle (percent time on/off)
• PWM
• Switched on or off
Actuators
The ECM controls engine operation with the following:
• CCV
• EBPV
• EGRV
• ACV
• IAHR
• Inlet Air Heater Fuel Solenoid (IAHFS) valve
• ETV
• FPCV
• AFTFD
• AFTFSV
• IAHFI relay
Coolant Control Valve (CCV)

The CMV and CFV are a combined solenoid assembly that regulates coolant flow and temperature through the
LPCAC and the low temp EGR cooler. The CMV and CFV are housed in the CCV assembly.
CFV controls the rate of coolant flow through the CAC, and the CMV regulates the temperature of the coolant,
by directing the coolant either through the LTR or through an internal bypass. Both valves are controlled by the
ECM.
The CCV is installed on the water distribution housing.
Exhaust Back Pressure Valve (EBPV) Control

The EBPV is controlled using the ACV assembly. The ACV assembly contains the EBPV control valve, and the
TC1TOP sensor. Both are used by the ECM to control EBPV operation.
The EBPV regulates the amount of air pressure applied to the EBPV pneumatic actuator. The pneumatic cylinder
actuates the valve (in the exhaust system) in response to commands by the ECM.
The EBPV actuator is mounted on a bracket, on the right side of the engine, after the turbocharger exhaust
connection.
Exhaust Gas Recirculation (EGR) Valve

The EGRV is mounted on the rear of the EGR cooler, on top of the engine. The EGRV assembly receives the
desired valve position from the ECM. The EGRV regulates the flow of exhaust gases through the EGR system.
Air Control Valve (ACV)

The ACV contains solenoids used for the control of the HP turbocharger wastegate, LP turbocharger wastegate,
and EBPV. It also contains the TC1TOP sensor.
ACV solenoids are controlled through pulse width modulated signals sent by the ECM.
The ACV is located on the right side of the engine, mounted near the center of the EGR cooler.
Inlet Air Heater Relay (IAHR)

The inlet air heater system aids cold engine starting by warming the incoming air supply prior to, and during,
cranking, and also up to four minutes for cold engine warm-up.
The ECM is programmed to energize the IAHFI heater element through the IAHR while monitoring certain
programmed conditions for engine coolant temperature, inlet air temperature, engine oil temperature, and
atmospheric pressure.
The IAHR delivers battery voltage to the heater element for a set time, depending on engine coolant temperature
and altitude. The ground circuit is supplied directly from the battery ground at all times. The relay is controlled
by switching on a voltage source from the ECM, and is installed to the rear of the ECM.
Inlet Air Heater Fuel Solenoid (IAHFS) Valve

The IAHFS valve controls fuel flow to the IAHFI during inlet air heater operation.
When inlet air heater is required, the ECM provides voltage to open the IAHFS valve during cranking.
The IAHFS valve is mounted on the intake throttle duct, on the top left side of the engine.
Engine Throttle Valve (ETV)

The ETV controls the flow of fresh air (boosted and cooled) into the engine's air intake path through the CAC
to help heat the exhaust aftertreatment during regeneration, and to assist when heavy EGR is requested.
The electronic portion of the ETV contains a microprocessor that monitors valve position, electronic chamber
temperature, controls the electric motor, and reports diagnostic faults to the ECM. The ETV changes position
in response to ECM signals.
The ETV is integrated into the intake throttle duct, on the top left side of the engine.
Fuel Pressure Control Valve (FPCV)

The FPCV is a variable position actuator that controls the flow of fuel to the suction side of the high pressure
pump.
The FPCV changes valve position through pulse width modulated signals from the ECM.
The FPCV is mounted on the upper side of the high pressure pump. The FPCV and fuel pump are serviced as
an assembly.
Aftertreatment Fuel Doser (AFTFD)

The AFTFD is used to provide HP fuel flow to the aftertreatment fuel injector. The AFTFD is controlled through
an PWM signal sent by the ECM. The AFTFD is housed in the DSI unit, which is located to the rear of the fuel
filter assembly.
Aftertreatment Fuel Shutoff Valve (AFTFSV)

The AFTFSV is used to prevent fuel flow to the aftertreatment fuel injector (AFI), and prevents all uncontrolled
fuel delivery for the aftertreatment system during a AFTFD valve malfunction. The AFTFSV is controlled through
an on-off signal sent by the ECM. The AFTFSV is housed in the DSI unit, which is located to the rear of the fuel
filter assembly.
Engine and Vehicle Sensors

Thermistor Sensors
Figure 827 Thermistor
A thermistor sensor changes electrical resistance with changes in temperature. As temperature changes at the
thermistor, voltage at the ECM will change accordingly. Thermistors work with the control module to produce a
voltage signal directly proportional to temperature values.
A thermistor sensor has two electrical connectors, signal return and ground. The output of a thermistor sensor
is a non-linear analog signal.
Thermistor type sensors include the following:
• Aftertreatment temperature sensors
• Engine Coolant Temp sensors
• EOT sensor
• TC2CIS
• CACOT sensor
• IMT sensor
• EGRT
• Ambient Air Temperature (AAT) sensor
Aftertreatment Temperature Sensors

Four sensors used in the Aftertreatment System include the following:
• Aftertreatment Fuel Inlet Sensor (AFTFIS)
• DOCIT
• DOCOT
• DPFOT
The AFTFIS provides a feedback signal to the ECM indicating temperature of the fuel supplied to the Downstream
Injection (DSI) unit. The AFTFIS is a dual function sensor and also provides inlet fuel pressure values for the
DSI unit. The AFTFIS sensor is installed in the DSI unit.
The DOCIT sensor provides a feedback signal to the ECM indicating DOC inlet temperature. The DOCIT sensor
is the first temperature sensor installed past the turbocharger and just before the main DOC.
The DOCOT sensor provides a feedback signal to the ECM indicating DOC outlet temperature. The DOCOT
sensor is the second temperature sensor installed past the turbocharger and just after the main DOC.
The DPFOT sensor provides a feedback signal to the ECM indicating DPF outlet temperature. The DPFOT
sensor is the third temperature sensor installed past the turbocharger and just after the DPF.
During a catalyst regeneration, the ECM monitors all three temperature sensors.
Engine Coolant Temperature (ECT) Sensors

The ECT1 and ECT2 sensors are thermistor-type sensors that detect engine coolant temperature.
The ECT1 signal is monitored by the ECM for operation of the instrument panel temperature gauge, coolant
temperature compensation, charge air temperature control, EGR system control, optional Engine Warning
Protection System (EWPS), and the wait to start lamp. The ECM uses ECT1 sensor input as a backup, if EOT
sensor values are out of range.
The ECT1 sensor is installed in the underside of the EGR coolant crossover manifold, at the back of the engine.
The ECT2 sensor is installed in the low temperature stage of the EGR cooler, on the right side of the engine.
Engine Oil Temperature (EOT) Sensor

The EOT sensor is a thermistor sensor that detects engine oil temperature. The EOT sensor is installed in the
side oil module flange, behind the oil filter cover, on the right side of the engine.
Turbocharger 2 Compressor Inlet Sensor (TC2CIS)

The TC2CIS sensor includes a thermistor sensor that monitors the temperature of charge air entering the HP
turbocharger. This sensor also monitors boost pressure for the LP turbocharger.
The TC2CIS sensor is monitored by the ECM, and is used for calculating fuel delivery and controlling LP
wastegate operation.
The TC2CIS is installed in the piping between the LP compressor outlet and the HP compressor inlet.
Charge Air Cooler Outlet Temp (CACOT) Sensor

The CACOT sensor is a thermistor sensor that monitors the temperature of charge air entering the intake air
duct.
The CACOT signal is monitored by the ECM.
The CACOT sensor is installed on the intake air duct, before the ETV.
Intake Manifold Temperature (IMT) Sensor

The IMT sensor is a thermistor sensor that monitors temperature.
The IMT sensor is installed in the intake side of the cylinder head, on the left side of the engine.
Exhaust Gas Recirculation Temperature (EGRT) Sensor

The EGRT sensor is a thermistor sensor that detects the exhaust gas temperature entering the EGR cooler.
The EGRT signal is monitored by the ECM.

The EGRT sensor is installed in the front of the low temp EGR cooler on the left side.
Ambient Air Temperature (AAT) Sensor

The AAT sensor is a thermistor sensor that detects the temperature of ambient.
The AAT signal is monitored by the ECM.
The AAT sensor is installed in various places on the vehicle.
Variable Capacitance Sensors
Figure 828 Variable capacitance sensor example
Variable capacitance sensors measure pressure. The pressure measured is applied to a ceramic material. The
pressure forces the ceramic material closer to a thin metal disk. This action changes the capacitance of the
sensor.
The sensor is connected to the control module through the VREF, signal, and signal ground wires.
The sensor receives the VREF and returns an analog signal voltage to the ECM. The ECM compares the voltage
with pre-programmed values to determine pressure.
Variable capacitance sensors include the following:
• DPFDP sensor
• FDP sensor
• EOP sensor
• FRP sensor
• IMP sensor
• AFTFIS
• AFTFP2 sensor
• TC1TOP sensor
DPF Differential Pressure (DPFDP) Sensor

The DPFDP sensor provides a feedback signal to the ECM indicating the pressure difference between the inlet
and outlet of the particulate filter.
The DPFDP sensor is a differential pressure sensor with two tap-offs installed at the DPF. A tap-off is located
before and after the DPF.
Fuel Delivery Pressure (FDP) Sensor

The FDP sensor is a variable capacitance sensor that measures fuel supply pressure.
The FDP sensor provides feedback to the ECM for the LP fuel system.
The FDP sensor is installed in the front of the fuel filter assembly on the left side of the engine.
Engine Oil Pressure (EOP) Sensor

The EOP sensor is a variable capacitance sensor that detects engine oil pressure.
The EOP signal is monitored by the ECM for operation of the instrument panel pressure gauge and optional
EWPS.
The EOP sensor is installed in the oil module, on the right side of the engine.
Fuel Rail Pressure (FRP) Sensor

The FRP sensor is a variable capacitance sensor that monitors fuel pressure in the HP fuel rail.
The FRP sensor measures fuel pressure just before injection.
The FRP sensor is mounted in the front of the fuel rail on the left side of the engine.
Intake Manifold Pressure (IMP) Sensor

The IMP sensor is a variable capacitance sensor that monitors the pressure of charge air entering the intake air
duct.
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 the ETV.
Aftertreatment Fuel Inlet Sensor (AFTFIS)

The AFTFIS is a dual function sensor and includes a thermistor sensor that monitors inlet fuel Temperature for
the DSI unit.
The AFTFIS includes a variable capacitance sensor that measures fuel pressure supplied by the DSI unit, and
is used to monitor fuel delivery to the aftertreatment system.
The AFTFIS is located in the DSI unit, to the rear of the fuel filter assembly.
Aftertreatment Fuel Pressure 2 (AFTFP2) sensor

The AFTFP2 sensor is a variable capacitance sensor that monitors fuel pressure after the Aftertreatment Shutoff
Valve (AFTFSV).
The AFTFP2 sensor measures fuel pressure supplied by the AFTFSV to the AFTFD valve, and is used to monitor
fuel delivery to the aftertreatment system.
The AFTFP2 sensor is located in the DSI unit, to the rear of the fuel filter assembly.
Turbocharger 1 Turbine Outlet Pressure (TC1TOP)

The TC1TOP sensor is a variable capacitance sensor that monitors exhaust back pressure.
The sensor measures back pressure in the exhaust system. A tap for the TC1TOP is located in the exhaust,
between the LP turbocharger and EBPV.
The TC1TOP sensor is located in the Air Control Valve, on the right side of the engine.
Magnetic Pickup Sensors
Figure 829 Magnetic pickup sensor example
A magnetic pickup sensor contains a permanent magnet core that is surrounded by a coil of wire. The sensor
generates a voltage signal through the collapse of a magnetic field created by a moving metal trigger. The
movement of the trigger then creates Alternate Current (AC) voltage in the sensor coil.
Magnetic pickup sensors used include the following:
• CKP sensor
• CMP sensor
• VSS
• CCOSS sensor
Crankshaft Position (CKP) Sensor

The CKP sensor is a magnetic pickup sensor that indicates crankshaft speed and position.
The CKP sensor sends a pulsed signal to the Engine Control Module (ECM) as the crankshaft turns. The CKP
sensor reacts to holes drilled into the flywheel adjacent to the ring gear. For crankshaft position reference, teeth
59 and 60 are missing. By comparing the CKP signal with the CMP signal, the ECM calculates engine rpm and
timing requirements.
The CKP sensor is installed in the top left of the flywheel housing.
Camshaft Position (CMP) Sensor

The CMP sensor is a magnetic pickup sensor that indicates camshaft speed and position.
The CMP sensor sends a pulsed signal to the ECM as a toothed wheel on the camshaft rotates past the CMP
sensor. The ECM calculates camshaft speed and position from CMP signal frequency.
The CMP sensor is installed in the left rear of the cylinder head.
Vehicle Speed Sensor (VSS)

The VSS provides the ECM with transmission tail shaft speed by sensing the rotation of a 16-tooth gear on the
rear of the transmission. The detected sine wave signal (AC) received by the ECM, is used with tire size and axle
ratio to calculate vehicle speed. The VSS is located on the left side of the transmission housing for automatic
transmissions, or at rear of the transmission housing for manual transmissions.
Crankcase Oil Separator Speed (CCOSS) sensor

The CCOSS sensor sends the ECM information about the speed of the crankcase oil separator internal
components. The detected sine wave signal (AC) received by the ECM is used to monitor proper operation of
the cyclonic oil separator, located inside the breather assembly on the engine oil filter assembly.
Potentiometer Sensors
Figure 830 Potentiometer example
A potentiometer is a variable voltage divider that senses the position of a mechanical component. A reference
voltage is applied to one end of the potentiometer. Mechanical rotary or linear motion moves the wiper along
the resistance material, changing voltage at each point along the resistive material. Voltage is proportional to
the amount of mechanical movement.
The engine has two potentiometers, both contained in the Accelerator Pedal Position (APP) Sensor.
Accelerator Pedal Position (APP)

The APP provides the ECM with a dual feedback signal (dual linear analog voltages) that indicate the operator's
demand for power. The APP contains two potentiometers, and provides two individual signals (APP1 and APP2)
to the ECM. The APP is installed in the cab on the accelerator pedal assembly.
Switches
Figure 831 Switch example
Switch sensors indicate position, level, or status. They operate open or closed, regulating the flow of current. A
switch sensor can be a voltage input switch or a grounding switch. A voltage input switch supplies the control
module with a voltage when it is closed. A grounding switch grounds the circuit when closed, causing a zero
voltage signal. Grounding switches are usually installed in series with a current limiting resistor.
Switches include the following:
• Driveline Disengagement Switch (DDS)
• Engine Coolant Level (ECL)
• Oil Level Sensor (OLS)
Driveline Disengagement Switch (DDS)

The DDS determines if a vehicle is in gear. For manual transmissions, the clutch switch serves as 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.
Engine Coolant Level (ECL) Switch

The ECL switch is part of the EWPS. The ECL switch is located on the deaeration tank. When the magnetic
switch is open, the tank is considered full of coolant.
If engine coolant is low, the switch closes and the red ENGINE lamp on the instrument panel is illuminated.
Oil Level Sensor (OLS)

The OLS is part of the EWPS. The OLS is located on the engine oil pan. The OLS measures the volume of oil
in the oil pan and broadcast the percentage volume over J1939 CAN.
If the level of engine lube oil is low, the red ENGINE lamp on the instrument panel is illuminated.
Additional Sensors
Engine Oil Level (EOL) Sensor
The EOL sensor is part of the EWPS. The EOL sensor is installed in the engine oil pan. The EOL sensor
measures the level of engine engine oil in the oil pan and returns its signal to the ECM. If the level of engine
engine oil is low, the red ENGINE lamp on the instrument panel is illuminated.
Oxygen Sensor (O2S)

The O2S monitors oxygen levels in the exhaust.
The O2S is used to control the EGR flow to a specified air-to-fuel ratio by monitoring the level of unused oxygen
in the exhaust stream.
The O2S compares oxygen levels in the exhaust stream with oxygen levels in the outside air. The sensor
generates an analog voltage and is monitored by the ECM. The level of voltage generated by the O2S directly
corresponds to the oxygen levels in the exhaust stream.
The O2S is installed in the turbocharger exhaust pipe, directly after the EBPV.
Heavy Duty On Board Diagnostics (HD-OBD)

Overview
The Environmental Protection Agency (EPA) and Air Research Board (ARB) has added new regulations for
2010 to reduce heavy duty vehicle emissions. The HD-OBD system is designed specifically for electronically
controlled heavy duty engines. The goal for HD-OBD regulation is to keep engine emissions within specification
for as long as a given vehicle is in use.
HD-OBD is legislated to be implemented in the three following phases:
• 2010: First engine for each Original Equipment Manufacturer (OEM) becomes fully certified.
• 2013: One engine in each engine family becomes fully certified.
• 2016: All engines must be fully HD-OBD certified.
The HD-OBD system continuously monitors for proper engine operation, and will alert the vehicle operator
to emission-related faults using the Malfunction Indicator Lamp (MIL). The MIL is installed in the Electronic
Instrument Cluster. When a detected emissions fault occurs, the MIL will be illuminated. Diagnostic information
is also stored in the Engine Control Module (ECM), and may be accessed by the technician for diagnosis and
repair of the malfunction. Diagnostic information is accessed by connecting the Electronic Service Tool (EST)
to the in-cab Vehicle Diagnostic Connector.
7 ENGINE AND VEHICLE FEATURES 1825
Table of Contents
Standard Electronic Control Features. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1827

Aftertreatment (AFT) System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1827
Cold Ambient Protection (CAP). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1827
Coolant Temperature Compensation (CTC). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1827
Data Plate........................... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1827
Electronic Speedometer and Tachometer. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1828
Engine Crank Inhibit (ECI). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1828
Engine Electronic Governor Control. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1828
Engine Fan Control (EFC). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1828
Event Logging System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1828
Fast Idle Advance. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1828
Intake Air Heater Assist. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1829
IST (Idle Shutdown Timer) System (Clean Low Idle). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1829
IST (Idle Shutdown Timer) System (Federal - Optional). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1829
J1939 Datalink . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1830
Password Protection. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1831
Service Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1831
Trip Reporting. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1831
Vehicle Setup. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1831
Optional Electronic Control Features. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1831

Cruise Control. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1831
Driver Reward. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1831
Navistar® Engine Brake. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1832
Engine Warning Protection System (EWPS). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1832
Gear Down Protection (GDP). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1832
Idle Shutdown Timer (IST). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1832
Progressive Shift.................. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1833
Power Take Off (PTO) - In Cab. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1833
Power Take Off (PTO) - Remote. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1833
Service Interval. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1834
Traction Control. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1834
Up-Shift Indicator. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1834
Road Speed Limiter............... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1834
1826 7 ENGINE AND VEHICLE FEATURES
Standard Electronic Control Features

NOTE: For additional feature operation, and parameter information, use the Navistar® 13 Engine Feature
Documentation found on the Body Builder Website Link within Navistar® Service Portal. This includes parameter
details of description, possible values, whether or not it is customer programmable, and recommended settings.
Aftertreatment (AFT) System
The AFT system, part of the larger exhaust system, processes engine exhaust so that it meets tailpipe emission
requirements. The AFT system traps particulate matter (soot) and prevents it from leaving the tailpipe. The
trapped particulate matter is then rendered to ash by heating the exhaust and injecting fuel through a process
called regeneration. Regeneration reduces the frequency of AFT system maintenance without adversely
affecting emissions.
For additional information, see Aftertreatment (AFT) System in the “Engine Systems” section of this manual.
Cold Ambient Protection (CAP)

CAP protects the engine from damage caused by prolonged idle at no load condition during cold weather.
CAP maintains engine coolant temperature by increasing engine rpm. CAP also improves cab warm-up.
CAP is standard on trucks without an Idle Shutdown Timer (IST).
Coolant Temperature Compensation (CTC)

NOTE: CTC is disabled in emergency vehicles and school buses that require 100 percent power on demand.
CTC reduces fuel delivery if the engine coolant temperature is above cooling system specifications.
Before standard engine warning or optional warning/protection systems engage, the ECM begins reducing fuel
delivery when engine coolant temperature reaches approximately 107°C (225°F). A rapid fuel reduction of 15
percent is achieved when engine coolant temperature reaches approximately 110°C (230°F).
Data Plate
The ECM stores data to help identify the vehicle and engine components. The data plate feature is used to
display text data descriptions in order to assist with reports and make data tracking easier.
The parameters associated with this feature only need to be modified when a related component is replaced,
and can only be updated through your authorized dealer.
Electronic Speedometer and Tachometer

The engine control system calibrates vehicle speed up to 157 pulses per mile. The calculated vehicle speed is a
function of transmission tail shaft speed, number of teeth on the tail shaft, rear axle ratio, and tire revolutions per
mile. Use the Electronic Service Tool (EST) with ServiceMaxx™ software to program new speed calibrations
into the ECM.
The tachometer signal is generated by the ECM by computing the signals from the Camshaft Position (CMP)
sensor and the Crankshaft Position (CKP) sensor. The calculated engine speed is then sent to the instrument
cluster through the J1939 CAN Data Link.
Engine Crank Inhibit (ECI)

The ECI will not allow the starting motor to engage when the engine is running and the drivetrain is engaged.
The ECI will not allow the starting motor to engage with the engine running if the key is turned to START while
the clutch pedal is pressed.
Engine Electronic Governor Control

The governor controls engine rpm within a safe and stable operating range.
The low idle governor prevents engine rpm from dropping below a stable speed to prevent stalling when various
loads are demanded on the engine.
The high idle governor prevents engine rpm from going above a safe speed that would cause engine damage.
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.
The primary purpose of the engine fan is to allow the engine to run at its regulated operating temperature
increasing engine performance. It is also used to assist in cooling the refrigerant in the A/C condenser. Factory
set parameters within the ECM provide engine fan control based on the fan type installed in the vehicle. Choosing
whether the fan is engaged during engine speed control, commonly referred to as PTO, operation is a customer
programmable parameter. For additional information, see EFC (Engine Fan Control) in the “Electronic Control
Systems Diagnostics” section of this manual.
Event Logging System

The event logging system records vehicle operation above the maximum speed setting (overspeed) and engine
operation above maximum rpm (overspeed), coolant temperature out of operational range, low coolant level, or
low oil pressure. The readings for the odometer and hourmeter are stored in the ECM memory at the time of an
event and can be retrieved using the EST.
Fast Idle Advance

The ECM monitors the Engine Coolant Temperature (ECT) sensor. If the engine coolant temperature is below
10 °C (50 °F), the ECM activates the fast idle advance.
Fast idle advance increases engine idle speed to 700 rpm for a period of up to 100 seconds to assist in faster
warm-up to operating temperature. This occurs by the ECM monitoring the engine coolant temperature and
adjusting the fuel injector operation accordingly.
Low idle speed is resumed when engine coolant temperature reaches temperatures above 10 °C (50 °F), or the
100 second period times out.
Intake Air Heater Assist

The Intake Air Heater (IAH) feature improves engine start-up in cold weather. The Engine Control Module
(ECM) controls the IAH Relay and monitors the Engine Temperature sensors. When the key is turned to the
ON position, the ECM monitors the sensors. If a sensor is below 11°C (52°F), the ECM enables the IAHR. The
IAHR energizes the IAH Fuel Igniter (IAHFI). When the IAHFI reaches the proper operating temperature, the
wait to start lamp flashes. As the engine is cranked, the ECM energizes the IAH Fuel Solenoid (IAHFS) valve,
introducing fuel into the IAHFI, which ignites and warms the air being drawn into the engine. Do not accelerate
the engine until the wait to start lamp goes out.
For additional information, see Intake Air Heater System in the “Engine Systems” section of this manual.
IST (Idle Shutdown Timer) System (Clean Low Idle)
IST (Clean Low Idle)

The Idle Shutdown Timer (IST) ("Clean Low Idle") allows the ECM to shut down the engine during extended idle.
When parking brake is set, the idle time can be programmed up to 5 minutes. When parking brake is released,
the idle time can be programmed up to 15 minutes. During service, the idle time can be programmed up to 60
minutes. The ECM deactivates the IST when the PTO is active.
Thirty seconds before engine shutdown, the IST engine lamp illuminates. This continues until the engine shuts
down or the low idle shutdown timer is reset. Idle time is measured from the last clutch or APP. The engine must
be out of gear for the IST to work. Engine shutdown time resets for one or more of the following conditions:
• Engine speed is not at idle speed.
• Vehicle movement or a Transmission Output Shaft Speed (TOSS) fault is detected.
• DPF Regeneration is enabled (Any REGEN State).
• Accelerator pedal movement or an Accelerator Pedal Position (APP) fault is detected.
• Engine coolant operating temperature is below 16 °C (60 °F).
• Brake pedal movement or a brake switch fault is detected.
• Parking brake transition is detected.
• Clutch pedal is pressed or clutch pedal switch fault is detected (manual transmissions, if equipped with a
clutch switch).
• Shift selector is moved from neutral (automatic transmissions).
• If the IST is enabled, the CAP will not function.
IST (Idle Shutdown Timer) System (Federal - Optional)
IST (Federal - Optional) Sensor Circuit Operation

The optional Idle Shutdown Timer (IST) allows the ECM to shut down the engine during extended idle. Idle
time can be programmed from 5 to 120 minutes. The ECM can be programmed to deactivate the IST when the
Power Takeoff (PTO) is active.
• Engine speed is not at idle speed (600 rpm).
• Vehicle movement or a Vehicle Speed Sensor (VSS) fault is detected.

• Manual DPF Regeneration is enabled.
• Accelerator pedal movement or an Accelerator Pedal Position (APP) fault is detected.
• Engine coolant operating temperature is below 60 °C (140 °F).
• Ambient temperature below 16° C (60 °F) or above 44 °C (110 °F).
• Brake pedal movement or a brake switch fault is detected.
• Parking brake transition is detected.
• Clutch pedal is pressed or clutch pedal switch fault is detected (manual transmissions, if equipped with a
clutch switch).
• Shift selector is moved from neutral (automatic transmissions).
• If the IST is enabled, the CAP will not function.
J1939 Datalink
The vehicle is equipped with an SAE standard J1939 CAN datalink:
• The J1939 datalink is used for diagnostics and calibration communications for the Engine Control Module
(ECM and ACM).
• The J1939 datalink is used for communications between the ECM, Electronic Gauge Cluster (EGC), and
Body Controller (BC).
The J1939 datalink is accessed through the cab diagnostic connector pins C and D. The datalink provides
communication between the ECM and the Electronic Service Tool (EST).
The J1939 datalink supports:
• Transmission of engine parameter data
• Transmission and clearing of Diagnostic Trouble Codes (DTCs)
• Diagnostics and troubleshooting
• Programming engine and vehicle features
• Programming calibrations and strategies
• Inter-module communications between the:
• Engine Control Module (ECM)
• Body Controller (BC)
• Electronic Gauge Cluster (EGC)
• Automatic Transmission Controller
• Electronic Service Tool (EST)
For additional information, see J1939 Datalink in the “Electronic Control Systems Diagnostics” section in this
manual.
Password Protection
The ECM allows the vehicle to be configured to help the owner optimize fuel economy and reliability. The
password protection feature provides protection to prevent unauthorized users from changing parameter values
in the ECM. With the password set, the service tool will prompt for the current password and will not allow any
parameter to be changed until that password is entered. The password parameter is customer programmable.
Service Diagnostics
The EST provides diagnostic information using the J1939 Controller Area Network (CAN) datalink.
Faults from sensors, actuators, electronic components, and engine systems are detected by the ECM. The faults
are accessed by the EST through the Diagnostic Connector, and are displayed as Diagnostic Trouble Codes
(DTCs) on the EST. Effective engine diagnostics require and rely on DTCs.
Trip Reporting
The trip reporting feature is designed to monitor, collect, and store engine related operational information. This
information can be downloaded and organized into useful reports using a service tool. Trip reporting operational
data is recorded in two ways; non-resettable cumulative data, which consists of running totals, and resettable
trip data, which consists of data collected since the last trip reset.
Vehicle Setup
The vehicle setup feature consists of various parameters within the ECM, which are based on the vehicle
configuration. Most parameters are pre-programmed by the original equipment manufacturer (OEM) and will
not require any adjustment for the life of the vehicle.
Optional Electronic Control Features

NOTE: For additional feature operation, and parameter information, use the Navistar® MaxxForce® 11 and 13
Engine Feature Documentation found on the Body Builder Website Link within Navistar® Service Portal. This
includes parameter details of description, possible values, whether or not it is customer programmable, and
recommended settings.
Cruise Control
Cruise Control is a well-known feature that offers driving comfort by providing a method for an operator to set and
maintain a constant vehicle speed without using the accelerator pedal. It is especially useful when the operator
is required to drive on highways at a constant speed for many miles.
This cruise control feature is unique due to a parameter, which allows the cruise control set speed to be
maintained in the ECM memory. Additional programming flexibility is included to allow a trade-off to be made
between performance and fuel economy.
Driver Reward
The driver reward feature is designed to give the operator incentives for driving more efficiently. The feature
accomplishes this by measuring the driver’s habits based on fuel economy, time at idle, or both.
The rewards include higher maximum vehicle speed and higher cruise control speed limit. Lower maximum
vehicle speed or cruise control speed limits may result as a penalty for failing to meet the standards.
Customer programmable parameters within the ECM provide driver reward related options that can be adjusted
to suit the customer’s needs.
Navistar® Engine Brake

The engine brake feature is a hydro-mechanical device designed to help decelerate the vehicle by providing
additional engine load. It mounts under the engine valve cover and turns your power-producing diesel engine
into a power-absorbing air compressor. This will reduce brake wear in vehicles which require frequent braking.
This feature assumes the vehicle is equipped with a factory installed engine brake system; otherwise there may
be engine components, additional switches, harnesses, and software modifications which may also be required.
Programmable parameters within the ECM provide engine brake related options that can be adjusted to suit the
customer’s needs. Choosing whether the engine brake is activated by pressing the service brake pedal or by
releasing the accelerator pedal is one example. For a detailed feature description, see Engine Brake System in
the “Engine Systems” section of this manual.
Engine Warning Protection System (EWPS)

NOTE: Emergency vehicles are not equipped with EWPS.
The Engine Warning and Protection System (EWPS) feature is designed to protect the engine from damage
by monitoring critical engine data such as the engine speed, temperature, oil pressure, and coolant level. The
EWPS feature will alert the operator by using a combination of visual and audible warnings if critical engine
parameters are exceeded. Depending on the severity of the problem, there may be a reduction in power
associated with the visual warnings. EWPS also visually alerts the operator with an amber warning lamp if the
vehicle speed exceeds a threshold. The vehicle overspeed incidents are logged and can be downloaded into a
report. Refer to the “Trip Reporting” feature for more information.
Customer programmable parameters within the ECM provide EWPS related options that can be adjusted to
suit the customer’s needs. For example the customer may choose that the EWPS feature activate a flashing
red lamp and audible warning 30 seconds before engine shut down, to provide an additional level of engine
protection.
Gear Down Protection (GDP)

The Gear Down Protection (GDP) feature is designed to encourage the driver to operate in the engine's most
efficient range for fuel economy. This is done by limiting the vehicle speed until the driver shifts into a higher
gear. This encourages the driver to upshift to the next highest gear, and helps to maintain the engine's most
efficient speed range for fuel economy.
There are several customer programmable parameters for this feature.
Idle Shutdown Timer (IST)

The idle shutdown timer is used to limit the amount of engine idle time by automatically shutting down the engine
after a pre-programmed time has expired. Programmable parameters within the ECM determine the time and
conditions required before the engine shuts down. Some customer programmable parameters provide idle
shutdown related options that can be adjusted to suit the customer's needs.
Thirty seconds before engine shutdown occurs, there will be an amber lamp illuminated in the instrument panel (if
equipped) and an audible warning will sound. This will continue until the engine shuts down or the idle shutdown
timer is reset. This feature shuts down the engine, but the vehicle electrical system and accessories will remain
active until the key switch is turned off.
Progressive Shift
The progressive shift feature is designed to limit the engine speed to encourage the driver to up‐shift early,
which in turn improves fuel economy. This feature provides engine speed limit parameters optimized for each
transmission gear, to encourage the use of the higher gears during cruise control and low engine load operations.
Customer programmable parameters within the ECM provide progressive shift related options that can be
adjusted to suit the customer’s needs.
Power Take Off (PTO) - In Cab

The engine speed control feature, commonly referred to as “PTO”, provides a method for an operator to set
and maintain a constant engine speed without using the accelerator pedal. It is commonly used for powering
auxiliary devices.
The in-cab engine speed control feature provides three conditions under which the operator may select PTO
speeds:
• Stationary Preset - Permits the operator to select up to six preset speeds while the vehicle is stationary
• Stationary Variable Speed - Permits the operator to select any engine speed within the PTO boundaries
• Mobile Variable Speed - Permits the operator to select a desired variable speed for moving or stationary
PTO operations
Customer programmable parameters within the ECM provide in-cab engine speed control related options that
can be adjusted to suit the customer's needs. Choosing whether the operator is allowed to increase the engine
speed using the accelerator pedal without disengaging the PTO is one example.
Power Take Off (PTO) - Remote

When control over engine speed is required from outside the vehicle’s cab, remote mounted switches must be
used to turn on PTO engine speed control and select the desired engine speed. This functionality is referred to
as Remote Engine Speed Control (RESC). The engine speed can be ramped up and down with RESC similar
to the way the in cab PTO feature works; however, the RESC feature includes two additional switches (remote
preset & remote variable), which allow the operator to choose the mode of engine speed control operation.
Customer programmable parameters within the ECM provide RESC related options that can be adjusted to suit
the customer’s needs. Choosing whether a remote throttle pedal is used for PTO operation is one example.
Service Interval
The service interval feature is designed to provide a visual reminder to the operator of service interval information
such as, oil change interval has expired, and that routine maintenance procedures should be performed. The
term “interval” in this case is used to describe the distance, time, or fuel used between the last maintenance
performed on the vehicle and the next maintenance, which is due.
Customer programmable parameters within the ECM provide options that can be adjusted to suit the customer’s
needs. For example, the engine hours, fuel used, and vehicle distance can be used individually or in combination
to determine the service interval.
It is essential that operators are trained to know the maintenance schedules and instructions regarding the
operation and reset functionality of the service interval for the feature to be effective. Refer to Integral Digital
Display in Section 3 – Instruments, Indicators, and Switches of the Navistar® 11 and 13 Engine Operation and
Maintenance Manual for more information.
Traction Control
Traction control is a system that identifies when a wheel is spinning faster than the other wheels during
acceleration.
When a traction control condition occurs, a datalink message is sent to the ECM to limit fuel for the purpose of
reducing engine torque.
Vehicles must have a transmission and an Anti-lock Brake System (ABS) that supports traction control.
Up-Shift Indicator
The up‐shift indicator feature provides an indication to the operator that the transmission should be shifted into
a higher gear. This helps to maintain the engine’s most efficient speed range for fuel economy.
The feature is commonly used on manual transmissions and automated manuals in manual mode.
Road Speed Limiter

Road Speed Limiter (RSL) is a feature with customer programmable parameters designed to regulate the
maximum vehicle speed as controlled by the accelerator pedal.
The following additional features are available with RSL:
• Adjustable RSL: Provides a customer programmable secondary vehicle speed limit, lower than the limit
provided by RSL, useful for spreader applications and construction, etc.
• RSL Override: Raises the vehicle speed limit provided by the RSL feature to a customer programmable
speed when the driver identifies a "passing situation."
• RSL Anti‐‐Tampering: Customer selectable option, which checks whether the vehicle speed signal (VSS)
input is valid or if it has been subject to tampering.
These options can be enabled by programmable parameters within the ECM.
8 ABBREVIATIONS AND ACRONYMS 1835
Table of Contents
Abbreviations and Acronyms. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1837

1836 8 ABBREVIATIONS AND ACRONYMS
Abbreviations and Acronyms

A or amp – Ampere
AAT – Ambient Air Temperature
ABDC – After Bottom Dead Center
ABS – Antilock Brake System
AC – Alternating Current
A/C – Air Conditioner
ACC – Air Conditioner Control
ACCEL – Accelerator
ACD – Air Conditioner Demand
ACM – Aftertreatment Control Module
ACV – Air Control Valve
AFTFI – Aftertreatment Fuel Injector
AFT – Aftertreatment
AFTFP1 – Aftertreatment Fuel Pressure 1
AFTFSV – Aftertreatment Fuel Shutoff Valve
Amb – Ambient
AMS – Air Management System
API – American Petroleum Institute
APP – Accelerator Pedal Position
APP1 – Accelerator Pedal Position 1
APP2 – Accelerator Pedal Position 2
APS – Accelerator Position Sensor
ASTM – American Society for Testing and Materials
ATA – American Trucking Association
ATAH – American Trucking Association Link High
ATAL – American Trucking Association Link Low
ATDC – After Top Dead Center
AWG – American Wire Gauge
AWL – Amber Warning Lamp
B+ or VBAT – Battery Voltage

BAP or BARO – Barometric Absolute Pressure
BBDC – Before Bottom Dead Center
BC – Body Controller
BCP – Brake Control Pressure
BCS – Boost Control Solenoid
BDC – Bottom Dead Center
bhp – Brake Horsepower
BNO – Brake Normally Open
BOO – Brake On / Off
BPP – Brake Pedal Position
BPS – Brake Pressure Switch
BSV – Brake Shut-off Valve
BTDC – Before Top Dead Center
BTU – British Thermal Unit
C – Celsius
CAC – Charge Air Cooler
CACOT – Charge Air Cooler Outlet Temperature
CAN – Controller Area Network
CAP – Cold Ambient Protection

CARB – California Air Resources Board
cc – Cubic centimeter
CCA – Cold Cranking Ampere
CCV – Coolant Control Valve
CCOSS – Crankcase Oil Separator Speed
CCS – Cruise Control Switches
CDR – Crankcase Depression Regulator
cfm – Cubic feet per minute
cfs – Cubic feet per second
CFV – Coolant Flow Valve
CID – Cubic Inch Displacement
CKP – Crankshaft Position
CKPH – Crankshaft Position High
CKPL – Crankshaft Position Low
cm – Centimeter
CMP – Camshaft Position
CMPH – Camshaft Position High
CMPL – Camshaft Position Low
CMV – Coolant Mixer Valve
CO – Carbon Monoxide
COO – Cruise On / Off switch
CPU – Central Processing Unit
CTC – Coolant Temperature Compensation
Cyl – Cylinder
DB – Decibel
DC – Direct Current
DCA – Diesel Coolant Additive
DDI – Digital Direct Fuel Injection
DDS – Driveline Disengagement Switch
DLC – Data Link Connector
DME – Dimethyl Ether
DMM – Digital Multimeter
DOC – Diesel Oxidation Catalyst
DOCIT – Diesel Oxidation Catalyst Inlet Temperature
DPF – Diesel Particulate Filter
DPFDP – Diesel Particulate Filter Differential Pressure
DPFOP – Diesel Particulate Filter Outlet Pressure
DPFIT – Diesel Particulate Filter Inlet Temperature
DPFOT – Diesel Particulate Filter Outlet Temperature
DSI – Down Stream Injection
DT – Diesel Turbocharged
DTC – Diagnostic Trouble Code
DTCs – Diagnostic Trouble Codes
EBC – Exhaust Brake Controller

EBP – Exhaust Back Pressure
EBPD – Exhaust Back Pressure Desired
EBPV – Exhaust Back Pressure Valve
ECB – Engine Compression Brake
ECB1 – Engine Compression Brake 1

ECB2 – Engine Compression Brake 2
ECBP – Engine Compression Brake Pressure
ECI – Engine Crank Inhibit
ECL – Engine Coolant Level
ECM – Engine Control Module
ECM GND – Engine Control Module Ground
ECM PWR – Engine Control Module Power
ECS – Engine Coolant System
ECSR – Engine Controlled Shutdown Request
ECT – Engine Coolant Temperature
ECT1 – Engine Coolant Temperature 1
ECT2 – Engine Coolant Temperature 2
EFAN – Engine Fan
EFANS – Engine Fan Speed
EFC – Engine Fan Control
EFRC – Engine Family Rating Code
EFS – Engine Fan Speed
EFT – Engine Fuel Temperature
EG – Ethylene Glycol
EGC – Electronic Gauge Cluster
EGR – Exhaust Gas Recirculation
EGRC – Exhaust Gas Recirculation Control
EGRH – Exhaust Gas Recirculation High control
EGRL – Exhaust Gas Recirculation Low control
EGRP – Exhaust Gas Recirculation Position
EGRT – Exhaust Gas Recirculation Temperature
EGT – Exhaust Gas Temperature
EMI – Electromagnetic Interference
EOL – Engine Oil Level
EOP – Engine Oil Pressure
EOT – Engine Oil Temperature
EOT2 – Engine Oil Temperature 2
EPA – Environmental Protection Agency
ESC – Electronic System Controller
ESN – Engine Serial Number
EST – Electronic Service Tool
ETC – Engine Throttle Control
ETCH – Engine Throttle Control High
ETCL – Engine Throttle Control Low
ETP – Engine Throttle Position
ETV – Engine Throttle Valve
EWPS – Engine Warning Protection System
F – Fahrenheit
FCV – Fuel Coolant Valve
FDP – Fuel Delivery Pressure
FEL – Family Emissions Limit
fhp – Friction horsepower
FMI – Failure Mode Indicator
FPC – Fuel Pump Control
FPCV – Fuel Pressure Control Valve

fpm – Feet per minute
FPM – Fuel Pump Monitor
fps – Feet per second
FRP – Fuel Rail Pressure
ft – Feet
FVCV – Fuel Volume Control Valve
GND – Ground (electrical)

gal – Gallon
gal/h – U.S. Gallons per hour
gal/min – U.S. Gallons per minute
GCW – Gross Combined Weight
GCWR – Gross Combined Weight Rating
GVW – Gross Vehicle Weight
H2O – Water
HC – Hydrocarbons
HEST – High Exhaust System Temperature
Hg – Mercury
hp – Horsepower
HPCAC – High-Pressure Charge Air Cooler
HPCR – High-Pressure Common Rail
HPFP – High-Pressure Fuel Pump
hr – Hour
Hyd – Hydraulic
IAH – Inlet Air Heater

IAHC – Inlet Air Heater Control
IAHD – Inlet Air Heater Diagnostic
IAHFI – Inlet Air Heater Fuel Igniter
IAHFS – Inlet Air Heater Fuel Solenoid
IAHR – Inlet Air Heater Relay
IAT – Inlet Air Temperature
IC – Integrated Circuit
ICP – Injection Control Pressure
ICG1 – Injector Control Group 1
ICG2 – Injector Control Group 2
ID – Inside Diameter
IGN – Ignition
ILO – Injector Leak Off
IMP – Intake Manifold Pressure
IMT – Intake Manifold Temperature
in – Inch
inHg – Inch of mercury
inH2O – Inch of water
INJs – Injectors
IPR – Injection Pressure Regulator
IPR PWR – Injection Pressure Regulator Power
ISC – Interstage Cooler
IST – Idle Shutdown Timer
ITP – Internal Transfer Pump
J1939H – J1939 Data Link High

J1939L – J1939 Data Link Low
JCT – Junction (electrical)
kg – Kilogram
km – Kilometer
km/h – Kilometers per hour
km/l – Kilometers per liter
KOEO – Key-On Engine-Off
KOER – Key-On Engine-Running
kPa – Kilopascal
L – Liter
L/h – Liters per hour
L/m – Liters per minute
L/s – Liters per second
lb – Pound
lbf – Pounds of force
lb/s – Pounds per second
lbf ft – Pounds of force per foot
lb in – Pounds of force per inch
lbm – Pounds of mass
LSD – Low Sulfur Diesel
m – Meter
m/s – Meters per second
MAF – Mass Air Flow
MAF GND – Mass Air Flow Ground
MAG – Magnetic
mep – Mean effective pressure
mi – Mile
MIL – Malfunction Indicator Lamp
mm – Millimeter
mpg – Miles per gallon
mph – Miles per hour
MPR – Main Power Relay
MSDS – Material Safety Data Sheet
MSG – Micro Strain Gauge
MSM – Multiplex System Module
MY – Model Year
NC – Normally Closed (electrical)

NETS – Navistar® Electronics Technical Support
NH3 – Ammonia sensor
Nm – Newton meter
NO – Normally Open (electrical)
NOX – Nitrogen Oxides
O2S – Oxygen Sensor
O2SH – Oxygen Sensor Heater
OAT – Organic Acid Technology

OCC – Output Circuit Check
OCP – Overcrank Protection
OD – Outside Diameter
OL – Over Limit
ORH – Out-of-Range High
ORL – Out-of-Range Low
OSHA – Occupational Safety and Health Administration
OWL – Oil/Water Lamp
PID – Parameter Identifier

P/N – Part Number
ppm – Parts per million
PROM – Programmable Read Only Memory
psi – Pounds per square inch
psia – Pounds per square inch absolute
psig – Pounds per square inch gauge
pt – Pint
PTO – Power Takeoff
PWM – Pulse Width Modulate
PWR – Power (voltage)
qt – Quart
RAM – Random Access Memory

RAPP – Remote Accelerator Pedal Position
RAS – Resume / Accelerate Switch (speed control)
REPTO – Rear Engine Power Takeoff
RFI – Radio Frequency Interference
rev – Revolution
rpm – Revolutions per minute
RPRE – Remote Preset
RSE – Radiator Shutter Enable
RVAR – Remote Variable
SAE – Society of Automotive Engineers

SART – Stand Alone Real Time Clock
SCA – Supplemental Cooling Additive
SCCS – Speed Control Command Switches
SCS – Speed Control Switch
SHD – Shield (electrical)
SID – Subsystem Identifier
SIG GND – Signal Ground
SIG GNDB – Signal Ground Body
SIG GNDC – Signal Ground Chassis
SIG GNDE – Signal Ground Engine
S/N – Serial Number
SPEEDO – Speedometer
SPN – Suspect Parameter Number
SW – Switch (electrical)
SWBAT – Switch Battery
SYNC – Synchronization
TACH – Tachometer output signal

TBD – To Be Determined
TC2CIP – Turbocharger 2 Compressor Inlet Pressure
TC2CIS – Turbocharger 2 Compressor Inlet Sensor
TC2CIT – Turbocharger 2 Compressor Inlet Temperature
TC1TOP – Turbocharger 1 Turbine Outlet Pressure
TC2WC – Turbocharger 2 Wastegate Control
TCAPE – Truck Computer Analysis of Performance and Economy
TCM – Transmission Control Module
TDC – Top Dead Center
TDE – Transmission Driving Engaged
TOP – Transmission Oil Pressure
TOSS – Transmission Output Shaft Speed
TOT – Transmission Oil Temperature
TTS – Transmission Tailshaft Speed
ULSD – Ultra-Low Sulfur Diesel

UVC – Under Valve Cover
V – Volt
VBAT or B+ – Battery Voltage
VC – Volume Control
VEPS – Vehicle Electronics Programming System
VGT – Variable Geometry Turbo
VIGN – Ignition Voltage
VIN – Vehicle Identification Number
VOP – Valve Opening Pressure
VRE – Vehicle Retarder Enable
VREF – Reference Voltage
VREFB – Reference Voltage Body
VREFC – Reference Voltage Chassis
VREFE – Reference Voltage Engine
VSO – Vehicle Speed Output
VSO or VSS_CAL – Vehicle Speed Output
VSS – Vehicle Speed Sensor
VSS_CAL or VSO – Vehicle Speed Output
VSSH – Vehicle Speed Sensor High
VSSL – Vehicle Speed Sensor Low
WTSL – Wait to Start Lamp

WEL – Warn Engine Lamp
WIF – Water In Fuel
WIFL – Water In Fuel Lamp
WTEC – World Transmission Electronically Controlled automatic transmissions (Allison)
XCS – Transfercase
XMSN – Transmission
9 TERMINOLOGY 1845
Table of Contents
Terminology. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1847
1846 9 TERMINOLOGY
9 TERMINOLOGY 1847
Terminology
Accelerator Pedal Position (APP) sensor – A potentiometer sensor that indicates the position of the throttle
pedal.
Accessory work – The work per cycle required to drive engine accessories (normally, only those essential to
engine operation).
Actuator – A device that performs work in response to an input signal.
Actuator Control – The ECM controls the actuators by applying a low-level signal (low-side driver) or a high-level
signal (high- side driver). When switched On, both drivers complete a ground or power circuit to an actuator.
Aeration – The entrainment of air or combustion gas in coolant, lubricant, or fuel.
Charge Air Cooler (CAC) – A heat exchanger mounted in the charge air path between the turbocharger and
engine intake manifold. The Charge Air Cooler reduces the charge air temperature by transferring heat from the
charge air to a cooling medium (usually air).
Aftertreatment (AFT) fuel doser module – The AFT fuel doser module controls fuel flow to the AFTFI.
Aftertreatment Fuel Injector (FI) – Injects fuel into the exhaust system to increase temperature of the exhaust
gases.
Aftertreatment (AFT) system – A part of the exhaust system that processes engine exhaust to meet emission
requirements and traps particulate matter (soot) to prevent it from leaving the tailpipe.
Air Control Valve (ACV) – Contains the HP turbocharger wastegate control port and the Exhaust Back Pressure
Valve (EBPV) control port. Although these components are integral to the ACV, each circuit is controlled by the
Engine Control Module (ECM). The ACV controls compressed air for each control valve.
Ambient temperature – The environmental air temperature in which a unit is operating. In general, the
temperature is measured in the shade (no solar radiation) and represents the air temperature for other engine
cooling performance measurement purposes. Air entering the radiator may or may not be the same ambient
due to possible heating from other sources or recirculation. (SAE J1004 SEP81)
Ampere (amp) – The standard unit for measuring the strength of an electrical current. The flow rate of a charge
in a conductor or conducting medium of one coulomb per second. (SAE J1213 NOV82)
Analog – A continuously variable voltage.
Analog to digital converter (A/D) – A device in the ECM that converts an analog signal to a digital signal.
American Trucking Association (ATA) Datalink – A serial datalink specified by the American Trucking
Association and the SAE.
Boost pressure – Pressure of charge air leaving the turbocharger.
Inlet manifold pressure greater than atmospheric pressure. Obtained by turbocharging.
Bottom Dead Center (BDC) – The lowest position of the piston during the stroke.
Brake Horsepower (bhp) – The power output from an engine, not the indicated horsepower. The power output
of an engine, sometimes-called flywheel horsepower, is less than the indicated horsepower by the amount of
friction horsepower consumed in the engine.
Brake Horsepower (bhp) net – Net brake horsepower is measured with all engine components. The power of
an engine when configured as a fully equipped engine. (SAE J1349 JUN90)
Calibration – ECM programming strategy to solve engine performance equations and make decisions.
Calibration values are stored in ROM and put into the processor during programming to allow the engine to
operate within certain parameters.
1848 9 TERMINOLOGY
Camshaft Position (CMP) sensor – A magnetic pickup sensor that provides the ECM with a camshaft speed
and position signal.
Carbon Monoxide (CO) – A colorless, odorless, highly poisonous gas that is formed by the incomplete
combustion of carbon burning diesel engine. It is present in the exhaust gases of diesel engines.
Catalyst – A substance that produces a chemical reaction without undergoing a chemical change itself.
Catalytic converter – An antipollution device in the exhaust system that contains a catalyst for chemically
converting some pollutants in the exhaust gases (carbon monoxide, unburned hydrocarbons, and oxides of
nitrogen) into harmless compounds.
Cavitation – A dynamic condition in a fluid system that forms gas-filled bubbles (cavities) in the fluid.
Cetane number – 1. The auto-ignition quality of diesel fuel.
2. A rating applied to diesel fuel similar to octane rating for gasoline.
3. A measure of how readily diesel fuel starts to burn (self-ignites) at high compression temperature.
Diesel fuel with a high cetane number self-ignites shortly after injection into the combustion chamber. Therefore,
it has a short ignition delay time. Diesel fuel with a low cetane number resists self-ignition. Therefore, it has a
longer ignition delay time.
Charge air – Dense, pressurized, heated air discharged from the turbocharger.
Charge Air Cooler (CAC) – See Aftercooler.
Charge Air Cooler Outlet Temperature (CACOT) sensor – A thermistor sensor that monitors the temperature
of charge air entering the intake air duct.
Closed crankcase – A crankcase ventilation that recycles crankcase gases through a breather, then back to
the clean air intake.
Closed loop operation – A system that uses sensors to provide feedback to the ECM. The ECM uses the
sensor input to continuously monitor variables and adjust actuators to match engine requirements.
Cloud point – The point when wax crystals occur in fuel, making fuel cloudy or hazy. Usually below -12°C
(10°F).
Cold cranking ampere rating (battery rating) – The sustained constant current (in amperes) needed to
produce a minimum terminal voltage under a load of 7.2 volts per battery after 30 seconds.
Cold Start Emissions Reduction (CSER) – A type of monitoring strategy used to monitor emission levels
during engine warm-up.
Controller Area Network (CAN) – A J1939 high-speed communication link.
Coolant – A fluid used to transport heat from one point to another.
Coolant level switch – A switch sensor used to monitor coolant level.
Coolant Flow Valve (CFV) – The CFV is ECM controlled and redirects coolant through the fuel cooler, based
on EFT, when directed.
Coolant Mixer Valve (CMV) – Controls coolant flow through the low-temperature radiator.
Continuous Monitor Test – An ECM function that continuously monitors the inputs and outputs to ensure that
readings are within set limits.
Count – Number of events where a specific SPN / FMI setting criteria are meet. Example: 58 counts of 1000
cycles for misfire on cylinder #5.
9 TERMINOLOGY 1849
Crankcase – The housing that encloses the crankshaft, connecting rods, and allied parts.
Crankcase breather – A vent for the crankcase to release excess interior air pressure.
Crankcase Oil Separator Speed (CCOSS) sensor – The CCOSS sensor sends the ECM information about
the speed of the crankcase oil separator internal components.
Crankcase pressure – The force of air inside the crankcase against the crankcase housing.
Crankshaft Position (CKP) sensor – A magnetic pickup sensor that determines crankshaft position and speed.
Current – The flow of electrons passing through a conductor. Measured in amperes.
Damper – A device that reduces the amplitude of torsional vibration. (SAE J1479 JAN85)
Deaeration – The removal or purging of gases (air or combustion gas) entrained in coolant or lubricating oil.
Deaeration tank – A separate tank in the coolant system used for one or more of the following functions:
• Deaeration
• Coolant reservoir (fluid expansion and afterboil)
• Coolant retention
• Filling
• Fluid level indication (visible)
Diagnostic Trouble Code (DTC) – 2010 model year vehicles no longer utilize DTC identification by number.
DTCs are now identified using the Suspect Parameter Number (SPN) and Failure Mode Indicator (FMI) identifiers
only.
Diesel Particulate Filter (DPF) – A diesel particulate filter, sometimes called a DPF, is a device designed to
remove diesel particulate matter or soot from the exhaust gas of a diesel engine.
Diesel Oxidation Catalyst (DOC) – A DOC is part of the diesel exhaust Aftertreatment system. DOCs
are devices that use a chemical process to break down pollutants in the exhaust stream into less harmful
components. More specifically, DOCs utilize rare metals such as palladium and platinum to reduce hydrocarbon
based Soluble Organic Fraction (SOF) and carbon monoxide content of diesel exhaust by simple oxidation.
The DOC can be used during an active regeneration to create higher exhaust temperatures, thereby reducing
soot in the DPF.
Diesel Oxidation Catalyst (DOC) / Diesel Particulate Filter (DPF) temperature sensor module – Monitors
signals from the Diesel Oxidation Catalyst Inlet Temperature (DOCIT) sensor, Diesel Particulate Filter
Inlet Temperature (DPFIT) sensor, and Diesel Particulate Filter Outlet Temperature (DPFOT) sensor and
communicates these signals to the Aftertreatment Control Module (ACM).
Digital Multimeter (DMM) – An electronic meter that uses a digital display to indicate a measured value.
Preferred for use on microprocessor systems because it has a very high internal impedance and will not load
down the circuit being measured.
Disable – A computer decision that deactivates a system and prevents operation of the system.
Displacement – The stroke of the piston multiplied by the area of the cylinder bore multiplied by the number of
cylinders in the engine.
Diesel Particulate Filter (DPF) / outlet pressure sensor – Measures the pressure differential across the Diesel
Particulate Filter (DPF) and communicates this back to the Aftertreatment Control Module (ACM).
Downstream Injection (DSI) metering unit – The DSI metering unit provides a metered amount of fuel to the
Aftertreatment Fuel Injector (FI).
1850 9 TERMINOLOGY
Driver (high side) – A transistor within an electronic module that controls the power to an actuator circuit.
Driver (low side) – A transistor within an electronic module that controls the ground to an actuator circuit.
Dual Stage Turbocharger – An assembly of two turbochargers (low-pressure and high-pressure) in series to
provide a wide range of charge air pressures efficiently.
Duty cycle – A control signal that has a controlled on/off time measurement from 0 to 100%. Normally used to
control solenoids.
EGR Cooler – A cooler that allows heat to dissipate from the exhaust gasses before they enter the intake
manifold.
Engine Back Pressure Valve (EBPV) – The ECM commands the EBPV to control the Exhaust Brake.
Engine Compression Brake (ECB) valve – The ECB valve controls pressure entering the brake oil gallery
from the high-pressure oil rail gallery. This activates the brake actuator pistons and opens the exhaust valves.
Engine Compression Brake 1 (ECB1) solenoid – The ECB1 solenoid controls pressure entering the brake oil
gallery from the high-pressure oil rail gallery.
Engine Compression Brake 2 (ECB2) solenoid – The ECB2 solenoid controls pressure entering the brake oil
gallery from the high-pressure oil rail gallery.
Engine Compression Brake Pressure (ECBP) sensor – A high-pressure sensor that provides a feedback
signal to the ECM indicating brake control pressure.
Engine Control Module (ECM) – An electronic processor that monitors and controls the engine.
Engine Coolant Level (ECL) sensor – A switch sensor that monitors coolant level.
Engine Coolant Temperature 1 (ECT1) sensor – A thermistor sensor that detects engine coolant temperature.
Engine Coolant Temperature 2 (ECT2) sensor – A thermistor sensor that detects engine coolant temperature.
Engine Fuel Temperature (EFT) sensor – A thermistor sensor that measures fuel temperature.
Engine lamp – An instrument panel lamp that comes on when DTCs are set. DTCs can be read as flash codes
(red and amber instrument panel lamps).
Engine OFF tests – Tests that are done with the ignition switch ON and the engine OFF.
Engine Oil Pressure (EOP) sensor – A variable capacitance sensor that measures oil pressure.
Engine Oil Temperature (EOT) sensor – A thermistor sensor that measures oil temperature.
Engine rating – Engine rating includes Rated hp and Rated rpm.
Engine RUNNING tests – Tests done with the engine running.
Engine Throttle Valve (ETV) and Engine Throttle Position Sensor – The ETV valve is used to control airflow
during a regeneration process of the aftertreatment system. The ETV valve is also used to ensure a smooth
engine shut down by restricting airflow to the engine at shut down.
Engine Warning Protection System (EWPS) – Safeguards the engine from undesirable operating conditions
to prevent engine damage and to prolong engine life.
Event – a condition where a fault threshold has set. Example: cylinder misfire event, an instance when the
cylinder misfired.
Exhaust Back Pressure (EBP) – The pressure present in the exhaust system during the exhaust period.
Exhaust Back Pressure Valve (EBPV) – A valve that regulates the amount of air pressure applied to the EBPV
pneumatic actuator.
9 TERMINOLOGY 1851
Exhaust brake – A brake device using engine exhaust back pressure as a retarding medium.
Exhaust Gas Recirculation (EGR) – A system used to recirculate a portion of the exhaust gases into the power
cylinder in order to reduce oxides of nitrogen.
Exhaust Gas Temperature (EGT) – The temperature of exhaust gases.
Exhaust Gas Recirculation Temperature (EGRT) sensor – A thermistor sensor that detects the exhaust gas
temperature entering the EGR cooler.
Exhaust Gas Recirculation (EGR) valve – The EGRV controls the flow of exhaust gases to the intake 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.
Fault detection/management – An alternate control strategy that reduces adverse effects that can be caused
by a system failure. If a sensor fails, the ECM substitutes a good sensor signal or assumed sensor value in its
place. A lit amber instrument panel lamp signals that the vehicle needs service.
Failure Mode Indicator (FMI) – Identifies the fault or condition effecting the individual component.
Filter restriction – A blockage, usually from contaminants, that prevents the flow of fluid through a filter.
Flash code – See Diagnostic Trouble Code (DTC).
Fuel Delivery Pressure (FDP) sensor – A variable capacitance sensor that monitors fuel pressure coming from
the fuel tank and sends a signal to the ECM.
Fuel inlet restriction – A blockage, usually from contaminants, that prevents the flow of fluid through the fuel
inlet line.
Fuel pressure – The force fuel exerts on the fuel system as it is pumped through the fuel system.
Fuel Pressure Control Valve (FPCV) – The FPCV controls the fuel pressure to the fuel rails and is controlled
by the ECM. FPCV control depends on fuel pressure and fuel temperature.
Fuel Rail Pressure (FRP) – The amount of pressure in the fuel rail.
Fuel Rail Pressure (FRP) sensor – A variable capacitance sensor that monitors fuel pressure in the fuel rail
and sends a signal to the ECM.
Fuel strainer – A pre-filter in the fuel system that keeps larger contaminants from entering the fuel system.
Fully equipped engine – A fully equipped engine is an engine equipped with only those accessories necessary
to perform its intended service. A fully equipped engine does not include components that are used to power
auxiliary systems. If these components are integral with the engine or, for any reason are included on the test
engine, the power absorbed may be determined and added to the net brake power. (SAE J1995 JUN90)
Fusible link (fuse link) – A fusible link is a special section of low tension cable designed to open the circuit
when subjected to an extreme current overload. (SAE J1156 APR86)
Gradeability – The maximum percent grade, which the vehicle can transverse for a specified time at a specified
speed. The gradeability limit is the grade upon which the vehicle can just move forward. (SAE J227a)
Gross Combined Weight Rating (GCWR) – Maximum combined weight of towing vehicle (including
passengers and cargo) and the trailer. The GCWR indicates the maximum loaded weight that the vehicle is
allowed to tow.
Gross brake horsepower – The power of a complete basic engine, with air cleaner, without fan, and alternator,
and air compressor not charging.
1852 9 TERMINOLOGY
H-Bridge Circuit – An H-Bridge (bipolar) circuit operates like putting a power source on one side of a motor and
connecting the other side of the motor to a ground. This turns the motor. By shifting the leads on the motor, it
will turn in the opposite direction.
Hall effect – The development of a transverse electric potential gradient in a current-carrying conductor or
semiconductor when a magnetic field is applied.
Hall effect sensor – Transducer that varies its output voltage in response to changes in a magnetic field.
Commonly used to time the speed of wheels and shafts.
High-pressure Fuel Pump (HPFP) assembly – The HPFP is a volumetric pump that supplies fuel at
high-pressure. The HPFP is mounted in the rear valley on the top of the engine and is driven by the camshaft.
High-pressure Piezo Common Rail (HPCR) – The HPFP pumps fuel through separate tubes to each fuel rail.
Each fuel rail has four fuel tubes, one for each injector, that maintain constant pressure from the high-pressure
pump to each injector.
High-speed digital inputs – Inputs to the ECM from a sensor that generates varying frequencies (engine speed
and vehicle speed sensors).
Horsepower (hp) – Horsepower is the unit of work done in a given period of time, equal to 33,000 pounds
multiplied by one foot per minute. 1 hp = 33,000 lb x 1 ft. /1 min.
Humidity Sensor (HS) – A sensor that measures the moisture content of filtered air entering the intake system.
Hydrocarbons – Organic compounds consisting of hydrogen and carbon (fuel and oil).
Injection Pressure Regulator (IPR) valve – A valve that is used to maintain desired injection control pressure.
Injection Control Pressure (ICP) sensor – Provides a feedback signal to the ECM indicating injection control
pressure.
Inlet Air Heater (IAH) – Heats incoming air to help reduce cold start emissions.
Inlet Air Heater Fuel Igniter (IAHFI) – The IAHFI heats the intake air by vaporizing and igniting fuel in the air
inlet duct.
Inlet Air Heater Fuel Solenoid (IAHFS) – When the engine is cold and cranked, the ECM energizes the IAHFS
valve, allowing fuel into the IAHFI, which ignites and warms air drawn into the engine.
Inlet Air Heater Relay (IAHR) – The IAHR provides voltage to the IAHFI, and is controlled by the ECM.
Intake manifold – Engine component that evenly supplies air to each intake port in the cylinder head(s).
Intake Manifold Pressure (IMP) sensor – A variable capacitance sensor used to indicate air pressure in the
intake manifold.
Intake Manifold Temperature (IMT) sensor – A thermistor sensor used to indicate air temperature in the intake
manifold.
Internal Transfer Pump (ITP) – The ITP is part of the HPFP assembly and driven off the same shaft as the
HPFP assembly. The ITP supplies fuel at a slightly higher pressure and flow to the HPFP though the Fuel Volume
Control Valve (FVCV). The ITP also provides fuel for cooling and lubrication of the HPFP. Fuel is rerouted as
pump return flow through the HPFP cooling and lubrication valve. Pressure is maintained at the inlet of the
HPFP piston pump by an ITP regulator.
International NGV Tool Utilized for Next Generation Electronics (INTUNE) – The diagnostics software for
chassis related components and systems.
Interstage Cooler (ISC) – Uses cooled coolant to lower the charged air temperature that exits from the
turbocharger low-pressure compressor and enters the turbocharger high-pressure compressor.
9 TERMINOLOGY 1853
Low speed digital inputs – Switched sensor inputs that generate an on/off (high/low) signal to the ECM. The
input to the ECM from the sensor could be from a high input source switch (usually 5 or 12 volts) or from a
grounding switch that grounds the signal from a current limiting resistor in the ECM that creates a low signal (0
volts).
Lubricity – Lubricity is the ability of a substance to reduce friction between solid surfaces in relative motion
under loaded conditions.
Lug (engine) – A condition when the engine is run at an overly low RPM for the load being applied.
Manifold Absolute Pressure (MAP) – Boost pressure in the manifold that is a result of the turbocharger.
Manifold Absolute Pressure (MAP) sensor – A variable capacitance sensor that measures boost pressure.
Manometer – A double-leg liquid-column gauge, or a single inclined gauge, used to measure the difference
between two fluid pressures. Typically, a manometer records in inches of water.
Mass Air Flow – The intake airflow in an engine.
Mass Air Flow (MAF) sensor – The MAF sensor is used for closed loop control of the EGR valve and ITV. The
ECM monitors the MAF signal so that the ECM can control the EGR and intake throttle systems.
Magnehelic Gauge – A gauge that measures pressure in inches of water.
Magnetic Pickup Sensor – A magnetic pickup sensor generates an alternating frequency that indicates speed.
Magnetic pickups have a two-wire connection for signal and ground. This sensor has a permanent magnetic
core surrounded by a wire coil. The signal frequency is generated by the rotation of the gear teeth that disturb
the magnetic field.
Microprocessor – An integrated circuit in a microcomputer that controls information flow.
Micro Strain Gauge (MSG) Sensor – A MSG sensor measures pressure. Pressure exerts force on a pressure
vessel that stretches and compresses to change resistance of strain gauges bonded to the surface of the
pressure vessel. Internal sensor electronics convert the changes in resistance to a ratiometric voltage output.
Normally closed – Refers to a switch that remains closed when no control force is acting on it.
Normally open – Refers to a switch that remains open when no control force is acting on it.
Ohm (Ω) – The unit of electrical resistance. One ohm is the value of resistance through which a potential of one
volt will maintain a current of one ampere. (SAE J1213 NOV82)
On demand test – A self-test the technician initiates using the EST that is run from a program in the software.
Output Circuit Check (OCC) – An on-demand test done during an Engine OFF self-test to check the continuity
of selected actuators.
Oxides of Nitrogen (NOx) – Nitrogen oxides formed by a reaction between nitrogen and oxygen at high
temperatures.
Oxygen Sensor (O2S) – A sensor that monitors oxygen levels in the exhaust.
pH – A measure of the acidity or alkalinity of a solution.
Particulate matter – Particulate matter includes mostly burned particles of fuel and engine oil.
Power – Power is a measure of the rate at which work (force x distance) is done during a specific time. Compare
with Torque.
Power TakeOff (PTO) – Accessory output, usually from the transmission, used to power a hydraulic pump for
a special auxiliary feature (garbage packing, lift equipment, etc).
1854 9 TERMINOLOGY
Pulse Width Modulation (PWM) – Succession of digital electrical pulses, rather than an analog signal. Efficient
method of providing power between fully on and fully off.
Random Access Memory (RAM) – Computer memory that stores information. Information can be written to and
read from RAM. Input information (current engine speed or temperature) can be stored in RAM to be compared
to values stored in Read Only Memory (ROM). All memory in RAM is lost when the ignition switch is turned off.
Rated gross horsepower – Engine gross horsepower at rated speed as declared by the manufacturer. (SAE
J1995 JUN90)
Rated horsepower – Maximum brake horsepower output of an engine as certified by the engine manufacturer.
The power of an engine when configured as a basic engine. (SAE J1995 JUN90)
Rated net horsepower – Engine net horsepower at rated speed as declared by the manufacturer. (SAE J1349
JUN90)
Rated speed – The speed, as determined by the manufacturer, at which the engine is rated. (SAE J1995
JUN90)
Rated torque – Maximum torque produced by an engine as certified by the manufacturer.
Ratiometric Voltage – In a Micro Strain Gauge (MSG) sensor, pressure to be measured exerts force on a
pressure vessel that stretches and compresses to change resistance of strain gauges bonded to the surface
of the pressure vessel. Internal sensor electronics convert the changes in resistance to a ratiometric voltage
output.
Reference voltage (VREF) – A 5 volt reference supplied by the ECM to operate the engine sensors.
Reserve capacity – Time in minutes that a fully charged battery can be discharged to 10.5 volts at 25 amperes.
Regeneration – Oxidation of accumulated soot (carbon-based particulates) in the Diesel Particulate Filter (DPF).
The soot is reduced to ash and stored in the PDF.
Return Fuel System – The return fuel system moves unused fuel from the fuel injectors to the fuel cooler.
Excess fuel out of the FVCV and the FPCV mix with fuel from the fuel injectors on the way to the fuel cooler.
ServiceMaxx™ software – Diagnostics software for engine and aftertreatment related components and
systems.
Setting criteria – Conditions required by a monitor to set a fault code. Once the setting criteria is met for the
required amount of time, the fault code will become either active or pending. Example: SPN 168 FMI 18 sets
when battery voltage supplied to the ACM is less than 6.5 volts (setting criteria) for 4 seconds (time required).
Signal Conditioner – The signal conditioner in the internal microprocessor converts analog signals to digital
signals, squares up sine wave signals, or amplifies low-intensity signals to a level that the ECM microprocessor
can process.
Signal ground – The common ground wire to the ECM for the sensors.
Speed Control Command Switches (SCCS) – A set of switches used for cruise control, Power Take Off (PTO),
and remote hand throttle system.
Steady state condition – An engine operating at a constant speed and load and at stabilized temperatures and
pressures. (SAE J215 JAN80)
Strategy – A plan or set of operating instructions that the microprocessor follows for a desired goal. Strategy
is the computer program itself, including all equations and decision making logic. Strategy is always stored in
ROM and cannot be changed during calibration.
Stroke – The movement of the piston from Top Dead Center (TDC) to Bottom Dead Center (BDC).
9 TERMINOLOGY 1855
Substrate – Material that supports the wash coating or catalytic materials.

Suspect Parameter Number (SPN) – A 19-bit number used to identify the item for which diagnostics are being
reported. The SPN is used for multiple purposes, some that are specific to diagnostics are as follows;
• Identify the least repairable subsystem that has failed.
• Identify subsystems or assemblies that may not have hard failures but may be exhibiting abnormal operating
performance.
• Identify a particular event or condition that will be reported.
• Report a component and non-standard failure mode.
System restriction (air) – The static pressure differential that occurs at a given airflow from air entrance through
air exit in a system. Usually measured in inches (millimeters) of water. (SAE J1004 SEP81)
Tachometer output signal – Engine speed signal for remote tachometers.
Thermistor – A semiconductor device. A sensing element that changes resistance as the temperature changes.
Thermistor Sensor – Changes electrical resistance with changes in temperature. Resistance in the thermistor
decreases as temperature increases, and increases as temperature decreases. Thermistors work with a resistor
that limits current to form a voltage signal matched with a temperature value.
Thrust load – A thrust load pushes or reacts through a bearing in a direction parallel to the shaft.
Time required – The amount of time needed for a monitor to set a fault code when the setting criteria is met.
Example: SPN 168 FMI 18 sets when battery voltage supplied to the ACM is less than 6.5 volts (setting criteria)
for 4 seconds (time required).
Top Dead Center (TDC) – The uppermost position of the piston during the stroke.
Torque – A force having a twisting or turning effect. For a single force, the cross product of a vector from some
reference point to the point of application of the force within the force itself. Also known as moment of force or
rotation moment. Torque is a measure of the ability of an engine to do work.
Trip (driving cycle) – Legal definition about what defines a drive cycle or trip to calculate the denominator
in the IUMPR (In-Use Monitoring Performance Ratio). For some faults a trip can be a key cycle (including
housekeeping time to reset the ECM). Example: out of range circuit checks for sensors. For other faults the trip
includes a warm up cycle, driving in certain conditions, etc. Example: thermostat monitor
Trip (MIL illumination and OBD executive) – Amount of trips when the fault must be present to illuminate the
MIL, latch the MIL, and store historic fault information. Most faults are two trip faults.
Truck Computer Analysis of Performance and Economy (TCAPE) – A computer program that simulates the
performance and fuel economy of trucks.
Turbocharger – A turbine driven compressor mounted on the exhaust manifold. The turbocharger increases
the pressure, temperature and density of intake air to charge air.
Turbocharger 1 Turbine Outlet Pressure (TC1TOP) sensor – A variable capacitance sensor that monitors
exhaust back-pressure.
Turbocharger 2 Compressor Inlet (TC2CIS) sensor – The TC2CIS sensor includes a thermistor sensor that
monitors the temperature of charge air entering the HP turbocharger. This sensor also monitors boost pressure
for the LP turbocharger.
Turbocharger 2 Wastegate Control (TC2WC) solenoid – Controls the TC2WC actuator by regulating the
amount of charge air pressure supplied to the wastegate actuator. The TC2WC solenoid is controlled by signals
1856 9 TERMINOLOGY
from the ECM in response to engine speed, required fuel quantity, boost, exhaust back-pressure, and altitude.
The TC2WC actuator is part of the turbocharger assembly.
Variable capacitance sensor – A variable capacitance sensor measures pressure. The pressure forces a
ceramic material closer to a thin metal disc in the sensor, changing the capacitance of the sensor.
Vehicle Electronic System Programming System – The computer system used to program electronically
controlled vehicles.
Vehicle Retarder Enable/Engage – Output from the ECM to a vehicle retarder.
Transmission Output Shaft Speed (TOSS) sensor – Normally a magnetic pickup sensor mounted in the
tailshaft housing of the transmission, used to indicate vehicle speed.
Viscosity – The internal resistance to the flow of any fluid.
Viscous fan – A fan drive that is activated when a thermostat, sensing high air temperature, forces fluid through
a special coupling. The fluid activates the fan.
Volt (v) – A unit of electromotive force that will move a current of one ampere through a resistance of one Ohm.
Voltage – Electrical potential expressed in volts.
Voltage drop – Reduction in applied voltage from the current flowing through a circuit or portion of the circuit
current multiplied by resistance.
Voltage ignition – Voltage supplied by the ignition switch when the key is ON.
Washcoat – A layer of alumina applied to the substrate in a monolith-type converter.
Water In Fuel (WIF) sensor – A switch sensor that measures the amount of water in the fuel.

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EGR - US, Canada, Mexico

MaxxForce® 11 and 13 Engine

MaxxForce® 11 and 13 Engine

2701 Navistar Drive, Lisle, IL 60532 USA

Diagnostic Troubleshooting Procedures. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7

Engine System Tests and Inspections. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1363

Engine Specifications. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1689

Diagnostic Tools and Accessories. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1709

Component Locator. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1747

Engine Systems Overview. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1753

Engine and Vehicle Features. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1825

Abbreviations and Acronyms. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1835

Technical Service Literature

• Clear the area before starting the engine.

• Check for frayed power cords before using power tools.

Diagnostic Trouble Code (DTC’s) List. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .11

How To Use Symptom Based Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .21

Operational Checkout Procedures. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .22

Engine Does Not Start Symptoms. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .36

Engine Hard to Start Symptoms. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .41

Engine Performance Problems Symptoms. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .44

Engine Coolant Symptoms. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .54

Engine Lubrication Symptoms. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .65

Fuel System Symptoms. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .71

Engine Brake Symptoms. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .78

8.1 - Engine Compression Brake Inoperative. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .78

Parked Regeneration Symptom. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .82

Fault Code Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .84

IMP (Intake Manifold Pressure) Sensor. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .892

Diagnostic Trouble Code (DTC’s) List

SPN FMI Sub-section Condition Description

SPN FMI Sub-section Condition Description

SPN FMI Sub-section Condition Description

SPN FMI Sub-section Condition Description

SPN FMI Sub-section Condition Description

SPN FMI Sub-section Condition Description

SPN FMI Sub-section Condition Description

SPN FMI Sub-section Condition Description

SPN FMI Sub-section Condition Description

SPN FMI Sub-section Condition Description

How To Use Symptom Based Diagnostics

Operational Checkout Procedures

Step 1 Inspect fuel level, quality, and fuel system. Decision

Step 2 Inspect batteries, electrical system, and connections. Decision

Step 3 Inspect air intake system for damage or restrictions. Decision

Step 4 Inspect exhaust system for damage or restrictions. Decision

Step 5 Inspect engine oil level. Decision

Step 6 Inspect engine coolant level and quality. Decision

Step 7 Verify Engine Control Module (ECM) communicates with Decision

2.0 - Engine Does Not Start Operational Checkout Procedure

Step 1 Perform preliminary operational checkout procedure. Decision

Step 3 Record snapshot of engine cranking data. Decision

3.0 - Engine Hard to Start Operational Checkout Procedure

Step 1 Perform preliminary operational checkout procedure. Decision

Step 3 Determine specific hard to start symptom. Decision

4.0 - Engine Performance Problem Operational Checkout Procedure

Step 1 Perform preliminary operational checkout procedure. Decision

Step 2 Check for related Diagnostic Trouble Codes (DTCs). Decision

Step 5 Determine if engine has low power or slow acceleration. Decision

Step 6 Determine if engine has a surge or inconsistent RPM during Decision

5.0 - Cooling System Operational Checkout Procedure

Step 1 Perform preliminary operational checkout procedure. Decision

Step 3 Determine if deaeration tank cap holds to rated pressure. Decision

Step 4 Determine if engine or cooling system components are leaking Decision

Diagnostic Manual Maxx 11&13

Diagnostic Manual Maxx 11&13