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SECTION 55 -- ELECTRICAL SYSTEMS -- CHAPTER 24
SECTION 55 -- ELECTRICAL SYSTEMS
Chapter 24 -- Cursor 10.3L Engine Error Codes
CONTENTS
Section Description Page

IVECO 10.3L Engine Fault Code Cross Reference . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
E1559 -- Coolant Temperature Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
E1560 -- Coolant Temperature Sensor Dynamic Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25
E1561 -- Boost Temp Signal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31
E1562 -- Boost Pressure Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 46
E1563 -- Fuel Temp Signal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 57
E1564 -- Oil Pressure Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 66
E1565 -- Oil Pressure Too Low . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 77
E1566 -- Oil Temp Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 83
E1567 -- Oil Temperature Above Normal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 77
E1569 -- Coolant Temperature Sensor Absolute Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 98
E1570 -- Crankshaft Sensor Failure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 104
E1571 -- Running With Camshaft Sensor Only . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 113
E1572 -- Camshaft Sensor Failure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 116
E1573 -- Offset Between Camshaft and Crankshaft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 122
55-1
IVECO 10.3L ENGINE FAULT CODE CROSS REFERENCE

The following listing provides a cross reference from the Iveco Diagnostic Trouble Code (DTC) and Failure Mode
Indicator (FMI) as reported by the EST ”Easy Engine Diagnostic and Download Tool -- Cursor (EDC7UC31)” to
the CR9070 combine fault code number.
• Use the EST ”Easy Engine Diagnostic and Download Tool -- Cursor (EDC7UC31)” to access the ECU directly,
and select ”DIAGNOSIS -- Faults Memory Reading”.
• Select the desired fault, and click the ”Environmental Conditions” button to view the detailed fault information.
Iveco Combine
DTC Fault Code Failure Description, Cursor (CR)
Vehicle 1 (Sensors/Plausibility checks)
111 E1536--02
111 E1536--03
Fault path 1 for vehicle Speed sensing
111 E1536--04
111 E1536--12
211 E1537--02
211 E1537--03
Fault path 2 for vehicle Speed sensing(CAN)
211 E1537--04
211 E1537--12
311 E1538--02
311 E1538--03 Fault p
path 3 for vehicle Speed
p sensing
g (max.
( pulse
p width))
311 E1538--04
112 E1539--03
112 E1539--04 Accelerator Pedal 1
112 E1539--12
212 E1540--03
212 E1540--04 Accelerator Pedal 2
212 E1540--12
119 E1541--02 No terminal 40 signal detected (Key On)
11A E1542--03 Terminal 50 always pressed
11B E1543--02 High resolution wheel speed CAN message
21B E1544--02 Vehicle dynamics control unit CAN message
11C E1545--03 Water in fuel
55-2
Iveco Combine
Vehicle 2 (Lamps/relays/actuators)
122 E1546--02
122 E1546--03
Power stage fault status for MIL
122 E1546--04
122 E1546--12
123 E1547--02
123 E1547--03
Power stage for system lamp
123 E1547--04
123 E1547--12
124 E1548--02
124 E1548--03
Cold start lamp
124 E1548--04
124 E1548--12
125 E1549--03
Main relay defect (for engine brake decompr.
decompr valve P342)
125 E1549--04
126 E1550--03
Battery voltage fault
126 E1550--04
128 E1551--03 Main relay SCBatt (Lambda H./Grid H./Batt.switch)
228 E1552--04 Main relay SCGND (Lambda H./Grid H./Batt.switch)
129 E1553--03
Main relay 3 (A/C compr./fuel
compr /fuel filter heater)
129 E1553--04
12B E1554--02
12B E1554--03 Power stage
g air heater 1 actuator
12B E1554--04
12C E1555--02
12C E1555--03 Power stage
g air heater 2 actuator
12C E1555--04
12D E1556--03
Air heater test switch on (volt.
(volt below lower threshold)
12D E1556--04
22D E1557--03
Air heater test switch off (volt.
(volt exceeds higher threshold)
22D E1557--04
12E E1558--03 Grid heater always switched on
55-3
Iveco Combine
Engine 1 (Temperature and Pressure Sensors)
131 E1559--02
131 E1559--03
Coolant temperature sensor
131 E1559--04
131 E1559--12
132 E1560--12 Coolant temperature sensor dynamic test
133 E1561--02
133 E1561--03 Boost Temp.
p Signal
g
133 E1561--04
134 E1562--02
134 E1562--03
Boost pressure sensor
134 E1562--04
134 E1562--12
135 E1563--03
Fuel Temp.
Temp Signal
135 E1563--04
138 E1564--02
138 E1564--03
Oil Pressure Sensor
138 E1564--04
138 E1564--12
238 E1565--12 Oil Pressure too low
13A E1566--02
13A E1566--03
Oil Temp.
Temp Sensor
13A E1566--04
13A E1566--12
23A E1567--12 Oil Temperature above normal
13D E1568--02
13D E1568--03 Fuel pressure
p sensor
13D E1568--04
13E E1569--12 Coolant temperature sensor absolute test
55-4
Iveco Combine
Engine 2 (Speed sensing/actuators)
141 E1570--03
Crankshaft sensor failure
141 E1570--04
142 E1571--04 Running with camshaft sensor only
143 E1572--03
Camshaft sensor failure
143 E1572--04
144 E1573--03
Offset between camshaft and crankshaft
144 E1573--12
145 E1574--02
145 E1574--03
Power stage Fan actuator
145 E1574--04
145 E1574--12
146 E1575--02
146 E1575--03 Power stage
g Fan 2 actuator
146 E1575--04
147 E1576--03
Fan speed sensor signal
147 E1576--04
149 E1577--02
149 E1577--03
Fuel filter heating output
149 E1577--04
149 E1577--12
14A E1578--02 Engine Compartment Start Button is stuck
14D E1579--03 Engine overspeed protection
14E E1580--02
14E E1580--03
TurboCompound monitoring
14E E1580--04
14E E1580--12
Fuel Metering Unit Injector Systems
151 E1581--02
151 E1581--03
Cylinder 1 specific errors
151 E1581--04
151 E1581--12
152 E1582--02
152 E1582--03
152 E1582--04
152 E1582--12
55-5
Iveco Combine
153 E1583--02
153 E1583--03
153 E1583--04
153 E1583--12
154 E1584--02
154 E1584--03
154 E1584--04
154 E1584--12
155 E1585--02
155 E1585--03
155 E1585--04
155 E1585--12
156 E1586--02
156 E1586--03
156 E1586--04
156 E1586--12
157 E1587--02 Disabled Cylinder Shutoff function
Injectors 1
161 E1588--02
161 E1588--03
Cylinder 1 -- Short circuit Low/High
161 E1588--04
161 E1588--12
162 E1589--02
162 E1589--03
162 E1589--04
162 E1589--12
163 E1590--02
163 E1590--03
163 E1590--04
163 E1590--12
164 E1591--02
164 E1591--03
164 E1591--04
164 E1591--12
55-6
Iveco Combine
165 E1592--02
165 E1592--03
165 E1592--04
165 E1592--12
166 E1593--02
166 E1593--03
166 E1593--04
166 E1593--12
167 E1594--02
167 E1594--03
Cylinder 1 -- Open load
167 E1594--04
167 E1594--12
168 E1595--02
168 E1595--03
168 E1595--04
168 E1595--12
169 E1596--02
169 E1596--03
169 E1596--04
169 E1596--12
16A E1597--02
16A E1597--03
16A E1597--04
16A E1597--12
16B E1598--02
16B E1598--03
16B E1598--04
16B E1598--12
16C E1599--02
16C E1599--03
16C E1599--04
16C E1599--12
16D E1600--03 Fault path to disable rail monitor. while compr. test active
16E E1601--02
16E E1601--03
The minimum number of injections was not reached ---->
> stop the engine
16E E1601--04
16E E1601--12
55-7
Iveco Combine
Injectors 2
171 E1602--02
171 E1602--03
Bank 1 specific errors -- Short circuit / not classifiable
171 E1602--04
171 E1602--12
172 E1603--02
172 E1603--03
Bank 1 specific warnings -- Open load
172 E1603--04
172 E1603--12
173 E1604--02
173 E1604--03
Bank 2 specific errors -- Short circuit / not classifiable
173 E1604--04
173 E1604--12
174 E1605--02
174 E1605--03
Bank 2 specific warnings -- Open load
174 E1605--04
174 E1605--12
175 E1606--03 Misfire Cylinder 1
275 E1607--03
Leakage or misfiring in cylinder 1
275 E1607--04
276 E1609--03
276 E1609--04
277 E1611--03
277 E1611--04
278 E1613--03
278 E1613--04
279 E1615--03
279 E1615--04
17A E1616--03 Misfire Cylinder 6
27A E1617--03
27A E1617--04
17B E1618--03 Misfire in multiple cylinders
55-8
Iveco Combine
17C E1619--02
17C E1619--03
Chip specific errors---->stop
Chip--specific errors >stop engine
17C E1619--04
17C E1619--12
27C E1620--02
27C E1620--03
Chip specific errors---->stop
Chip--specific errors >stop engine
27C E1620--04
27C E1620--12
17D E1621--02 Common fault in combustion monitoring
17E E1622--02
17E E1622--03 Fault p
path of injection
j limitation
17E E1622--04
Air Inlet System / EGR
181 E1623--03
Induction exhaust differential pressure
181 E1623--04
184 E1624--03 Messages SRA2EDC
187 E1625--03 AirCtl permanent positive governor deviaton
188 E1626--04 AirCtl permanent negative governor deviaton
18C E1627--12 Monitoring of the controller
18F E1628--12 Too long time spent in transition mode RgnNrm
Boost System and Turbine Speed
191 E1629--02
191 E1629--03 Boost p
pressure actuator current AD--channel
191 E1629--04
192 E1630--03 Short circuit to Battery for BPA powerstage
292 E1631--04 Short circuit to Ground for BPA powerstage
392 E1632--02
No load/excessive temperature for BPA power stage
392 E1632--12
193 E1633--02
193 E1633--03
Turbine speed
193 E1633--04
193 E1633--12
293 E1634--02
293 E1634--03
Actual turbo speed evaluation for interface
293 E1634--04
293 E1634--12
55-9
Iveco Combine
194 E1635--03 Multi signal defects in EPCtl
195 E1636--02
195 E1636--03 P2 pressure
p errors in EPCtl
195 E1636--04
196 E1637--02
P3 pressure errors in EPCtl
196 E1637--03
197 E1638--02
197 E1638--03 Turbine speed
p errors in EPCtl
197 E1638--12
198 E1639--03 Multi signal defects in PCR
199 E1640--02
199 E1640--03 P2 pressure
p errors in PCR
199 E1640--04
19A E1641--02
Turbine speed errors in PCR
19A E1641--03
19B E1642--03 High turbine speed and high air pressure
19C E1643--02
P3 pressure errors in PCR
19C E1643--03
19D E1644--03
Temperature of Inner control loop
19D E1644--04
19E E1645--03
Temperature of Outer control loop
19E E1645--04
Exhaust System (After Treatment)
1AB E1646--03
Exhaust gas temperature sensor before turbine
1AB E1646--04
2AB E1647--03
2AB E1647--04 Exhaust Gas Pipe
p ppressure sensor
2AB E1647--12
2AC E1648--02 CAN message EngGsFlowRt
1AD E1649--02
1AD E1649--03
Recirculated Engine Exhaust Gas Temp.
Temp sensor
1AD E1649--04
1AD E1649--12
55-10
Iveco Combine
Interfaces 1 (CAN--Bus)
1B1 E1650--03 Busoff in CAN A
1B2 E1651--03 Busoff in CAN B
1B3 E1652--03 Busoff in CAN C
1B4 E1653--03 Timeout for BC2EDC1
2B4 E1654--03 Timeout for BC2EDC2
1B5 E1655--03 Timeout for VM2EDC
1B6 E1656--02 Timeout of CAN message WSI
1B7 E1657--02 Timeout in CAN send messages
1B8 E1658--03 Physical unplausibility of TSC-demand
1B9 E1659--03 MIL visualization for BC2EDC1
1BA E1660--03 Message Dashboard Display timeout
1BB E1661--03 Message ERC1DR timeout
1BC E1662--03 Message RxAMCONlv timeout
1BD E1663--02 Timeout error of RxCCVS message
1BE E1664--03 Physical plausibility DCS
1BF E1665--02 CAN message RxEngTemp2
Interfaces 2 (CAN messages timeout)
1C1 E1666--02 Timeout of CAN message EBC1
1C2 E1667--02 Timeout of CAN message ETC1
1C3 E1668--02 Timeout of CAN message TCO1
2C2 E1669--02 Timeout of CAN message ETC2
1C4 E1670--02
Timeout of CAN message TSC1--AE
TSC1 AE
1C4 E1670--03
2C4 E1671--02
Timeout of CAN message TSC1--AR
TSC1 AR
2C4 E1671--03
1C5 E1672--02
Timeout of CAN message TSC1--DE
TSC1 DE
1C5 E1672--03
2C5 E1673--02
Timeout of CAN message TSC1--DR
TSC1 DR
2C5 E1673--03
1C6 E1674--02
1C6 E1674--03 Timeout of CAN message
g TSC1--PE
1C6 E1674--04
1C7 E1675--02
Timeout of CAN message TSC1--TE
TSC1 TE
1C7 E1675--03
55-11
Iveco Combine
2C7 E1676--02
Timeout of CAN message TSC1--TR
TSC1 TR
2C7 E1676--03
1C8 E1677--02
Timeout of CAN message TSC1--VE
TSC1 VE
1C8 E1677--03
2C8 E1678--02
Timeout of CAN message TSC1--VR
TSC1 VR
2C8 E1678--03
1C9 E1679--03 Timeout of CAN message TF
2C9 E1680--03 Timeout for message TimeDate
3C9 E1681--03 Timeout for message HRVD (high resolution vehicle distance)
ECU 1 (Internal Checks)
1D1 E1682--03 Communication error of CJ940
1D2 E1683--02
1D2 E1683--03
Error state of EEPROM
1D2 E1683--04
1D2 E1683--12
1D3 E1684--12 Recovery which is locked
2D3 E1685--12 Recovery which is suppressed
3D3 E1686--12 Recovery which is visible
1D4 E1687--12 Communic. supervision Watchdog/Contr.--Flag
1D5 E1688--02
1D5 E1688--04 Redundant shutoff paths
p during
g initial.
1D5 E1688--12
1D6 E1689--12 Deviation between TPU and system time
1D7 E1690--02
Dataset variant coding
1D7 E1690--12
1D8 E1691--12 Supervision of SPI-handler Flag
1D9 E1692--02
1D9 E1692--03
Error status ADC monitoring
1D9 E1692--04
1D9 E1692--12
1DA E1693--12 Fault FMTC_trq2qBas_MAP containes non strictly monotonous q curves
55-12
Iveco Combine
ECU 2 (Powerst./Immobil./Overrun/Sensor supply)
1E1 E1694--03 Short circuit to Batt or Ground, no load, excess. temp. for high side power
1E1 E1694--04 stage
2E1 E1695--02
Shortt circuit
Sh i it tto B
Batt
tt or G
Ground,
d no lload,
d excess. temp.
t f low
for l side
id power
2E1 E1695--03
stage
2E1 E1695--04
1E2 E1696--04 Error state of Immobilizer (no fuel release)
1E3 E1697--03 Energizing time exceeds limit of overrun monitoring
1E4 E1698--03 Plausibility error in engine speed check
1E5 E1699--03
12V sensor supply voltage
1E5 E1699--04
1E6 E1700--03
Sensor supply voltage 1
1E6 E1700--04
1E7 E1701--03
1E7 E1701--04
1E8 E1702--03
1E8 E1702--04
1E9 E1703--03 Supply voltage CJ940 upper limit
1EA E1704--04 Supply voltage CJ940 lower limit
1EB E1705--02
1EB E1705--03
Atmospheric Pressure Sensor
1EB E1705--04
1EB E1705--12
1EC E1706--12 Runup test is set to disable misfire detection during runup test
1ED E1707--03 Fault path for Runup test
Particulate Trap
1F1 E1708--12 Part. filter differential pressure sensor not plausible
2F1 E1709--03
Part filter differential pressure sensor
Part.filter
2F1 E1709--04
1F2 E1710--02
1F2 E1710--03
Particulate filter lamp
1F2 E1710--04
1F2 E1710--12
1F3 E1711--03
Part filter pre temperature sensor
Part.filter
1F3 E1711--04
1F4 E1712--03
Flow resistance monitoring
1F4 E1712--04
55-13
Iveco Combine Fault

DTC Code Failure Description, Cursor (CR)
1F5 E1713--03 Differential pressure above limit
1F6 E1714--12 Dynamics of differential pressure signal not plausible
1F7 E1715--03
1F7 E1715--04 Differential pressure
p signal
g
1F7 E1715--12
1F8 E1716--12 Pressure sensor frozen so signal not plausible
1F9 E1717--12 Hose line defect so signal not plausible
1FA E1718--12 Pressure sensor blocked so signal not plausible
1FB E1719--03 Permanent regeneration
1FC E1720--03
1FC E1720--04 First exhaust gas
g temperature
p monitoring
g
1FC E1720--12
1FD E1721--12 General temperature not plausible
1FE E1722--03
1FE E1722--04 Second exhaust g
gas temperature
p monitoring
g
1FE E1722--12
1FF E1723--03 Number of locked regenerations
2FF E1724--03 Regeneration demand number 2
3FF E1725--03 Regeneration demand number 3
Iveco Combine Fault

DTC Code Failure Description, Cursor (CR), v91 and above
225 E1734--03 Afterrun not completed
232 E1735--12 Coolant Temperature Test failure
17F E1736--02
17F E1736--03 Injection
j Quantity
y Adjustment
j failure
17F E1736--12
39E E1737--03 Torque Limitation due to Turbo Charger Protection
49E E1738--03 Torque Limitation due to Engine Protection
69E E1739--03 Torque Limitation due to Fuel Quantity Limitation
2C6 E1740--02
CAN Message timeout inactive TSC1--PE
TSC1 PE
2C6 E1740--03
3C8 E1741--02
CAN Message timeout inactive TSC1--VE
TSC1 VE
3C8 E1741--03
55-14
FAULT CODE E1559-02 -- Coolant Temperature Sensor

Context:
The Engine Control Unit (ECU) generated an error from a fault associated with the Coolant Temperature Sensor
(CTS). This error could result from a signal out of range or a signal that is either erratic or intermittant. When the
ECU determines that the CTS temperature value is not valid, it will substitute another value to be used. In case
of a defective CTS during engine warmup, a default coolant temperature value is derived from the ramp of the
currently logged sensor data. If an error would occur during normal engine operation, the oil temperature is used
as the default value. If the oil temperature sensor is defective, 85 °C (185 °F) is substituted as the default value.
Cause:
The CTS sensor B-44 signal to the ECU is either erratic or intermittant.
Possible failure modes:

1. Faulty CTS sensor B-44.
2. Faulty electrical wiring or intermittant connection between CTS sensor B-44 and ECU.
3. Faulty ECU, supply voltages or grounds.
Solution:
1. Operation: Electrical Inspection.
Vehicle Status: Key Off Engine Off.
Remove CTS sensor connector X373 and inspect housing body/latch, pins and wiring harness for damage.
Also, inspect connector portion of the CTS sensor B-44.
A. If damage is determined after careful inspection, repair wiring and/or replace connector parts to ensure
a good and sound electrical connection.
B. If no damage is determined, proceed to step 2.
2. Operation: Check Open Circuit Supply Voltage for CTS Sensor B-44.
Vehicle Status: Key On Engine Off.
Remove X373 connector from CTS sensor B-44 and check for (DC) voltage outlined in the table below. Use
the test lead labeled “Coolant/Fuel Temp Sensor” from the Tier II (NEF) Diagnostic Repair Kit 380040185
to access the pins on the connector.
Test Type From To Expected Results
1. Voltage X373 (Pin 1) (+) X373 (Pin 2) (--) Approx. 5 volts (DC)
A. If 5 volts (DC) is present, proceed to step 4.

B. If 5 volts (DC) is not present, proceed to step 3.
55-15
3. Operation: Check for Faulty Wiring.
Vehicle status: Key Off Engine Off.
Remove and perform continuity tests between connectors X373 and X516 on engine sensor harness. Flex
harness during test to check for any intermittant operation. Use the test lead labeled “Coolant/Fuel Temp
Sensor” from the Tier II (NEF) Diagnostic Repair Kit 380040185 to be able to access the pins on the sensor
connector X373. Also, use the 0.4 mm (0.017 in) diameter test probes from the repair kit when connecting
the digital multimeter (DMM) to the X516 connector. Make sure the DMM’s test lead resistance is taken into
account when making continuity measurements. See test table below.
IMPORTANT NOTE: Check and verify that the Vehicle Status is correct. Potential ECU damage could result
when removing main ECU connectors if this is not followed.

1. Continuity X373 (Pin: 1) X516 (Pin: 15) Approx. 0 -- 0.10 ohms
3. Short Circuit X516 (Pin: 15) X516 (Pin: 32) Open Circuit
A. If continuity/shorts test is successful, go to step 4.

B. If continuity/shorts test is unsuccessful, find and repair the damaged section(s) of the wiring harness.
4. Operation: CTS Sensor B-44 Test
Remove X373 connector and test resistance of CTS sensor B-44 using the table of resistance vs. temp.
below. Approximate the temperature when performing test. CTS sensor B-44 failures are typically at the
extreme ends of the table or off the table entirely. Use the test lead labeled “Coolant/Fuel Temp Sensor” from
the Tier II (NEF) Diagnostic Repair Kit 380040185 to access the pins on the sensor.
Coolant Temperature Resistance Value

--20 °C (--4 °F) 10.5 kOhm
0 °C (32 °F) 7500 ohms
20 °C (68 °F) 4200 ohms
40 °C (104 °F) 980 ohms
60 °C (140 °F) 780 ohms
80 °C (176 °F) 500 ohms
100 °C (212 °F) 280 ohms
120 °C (248 °F) 97 ohms
A. If the resistance measurement does not approximately match the table, replace the sensor.
B. If the resistance measurement does approximately match the table, proceed to step 5.
55-16
5. Operation: Check for ECU Voltages and Ground Continuity.
Vehicle Status (when removing x193 connector): Key Off Engine Off.
Vehicle Status (when performing test): Key On Engine Off.
Vehicle Status (when replacing x193 connector): Key Off Engine Off.
Using schematic Frame 2 and 29 for a reference, remove X193 connector from the ECU and check for 12
volts and continuity at the appropriate pins defined in the test table below. Use the 0.4 mm (0.017 in) diameter
test probes from the Tier II (NEF) Diagnostic Repair Kit 380040185 when connecting the DMM to the X193
connector. Make sure the DMM’s test lead resistance is taken into account when making any continuity
measurements.
IMPORTANT NOTE: Check and verify that the Vehicle Status is correct for each operation. Potential ECU
damage could result when removing and replacing main ECU connectors if this is not followed.
1. Voltage X193 (Pin 2, 3, 8, 9, 40) Ground (engine block) Approx. 12 volts
2. Continuity X193 (Pin 5, 6, 10, 11) Ground (engine block) Approx. 0 -- 0.10 ohms
A. If the voltages and ground paths are correct and the CTS sensor B-44 was not replaced on a prior
diagnostic of this type, replace the sensor.
B. If the voltages and ground paths are correct and the CTS sensor B-44 was replaced on a prior diagnostic
of this type, reinitialize the ECU as if it was blank (new) and load the appropriate dataset.
C. If the voltages and ground paths are correct and the ECU was reinitialized on a prior diagnostic of this
type, replace the ECU.
D. If the voltages and ground paths are not correct, refer to schematic Frame 2 and 29 and determine root
cause of power or continuity problem(s).
55-17

Context:
Cause:
The CTS sensor B-44 signal to the ECU is out of range of the upper threshold limit.

2. Faulty electrical wiring, short to HIGH (B+) or open circuit condition.
Solution:
a good and sound electrical connection. Replace CTS sensor B-44 if damaged.
1. Voltage X373 (Pin: 1) X516 (Pin: 2) (--) Approx. 5 volts (DC)

55-18

Remove connector X373 and test resistance of CTS sensor B-44 using the table of resistance vs. temp.

--20 °C (--4 °F) 10.5 kOhm
0 °C (32 °F) 7500 ohms
20 °C (68 °F) 4200 ohms
40 °C (104 °F) 980 ohms
60 °C (140 °F) 780 ohms
80 °C (176 °F) 500 ohms
100 °C (212 °F) 280 ohms
120 °C (248 °F) 97 ohms
55-19
Vehicle Status (when removing X193 connector): Key Off Engine Off.
Vehicle Status (when replacing X193 connector): Key Off Engine Off.
volts and continuity at the appropriate pins defined in the test table below. Use the 0.4 mm (0.017 in)
diameter test probes from the Tier II (NEF) Diagnostic Repair Kit 380040185 when connecting the DMM to
the X193 connector. Make sure the DMM’s test lead resistance is taken into account when making any
continuity measurements.
55-20

Context:
Cause:
The CTS Sensor B-44 signal to the ECU is out of range of the lower threshold limit.

2. Faulty electrical wiring or short to LOW (ground).
Solution:

55-21
Sensor” from the Tier II (NEF) Diagnostic Repair Kit 380040185 to access the pins on the sensor connector
X373. Also, use the 0.4 mm (0.017 in) diameter test probes from the repair kit when connecting the digital
multimeter (DMM) to the X516 connector. Make sure the DMM’s test lead resistance is taken into account
when making continuity measurements. See test table below.

A. If continuity test is successful, proceed to step 4.

B. If continuity test is unsuccessful, find and repair the damaged section(s) of the wiring harness.

--20 °C (--4 °F) 10.5 kOhm
0 °C (32 °F) 7500 ohms
20 °C (68 °F) 4200 ohms
40 °C (104 °F) 980 ohms
60 °C (140 °F) 780 ohms
80 °C (176 °F) 500 ohms
100 °C (212 °F) 280 ohms
120 °C (248 °F) 97 ohms
55-22

55-23

Context:
as the default value. If the Oil Temperature Sensor (OTS) is defective, 85 °C (185 °F) is substituted as the default
value.
Cause:
The ECU is attempting to use the value from the Oil Temperature Sensor (OTS) B-75 as a substitute for the
coolant temperature. The oil temperature value is invalid.

1. Faulty OTS sensor B-75 or related electrical wiring/connectors.
Solution:
1. Operation: Check for related fault codes.
Check for any fault codes associated with the OTS sensor B-75. Typically these fault codes will be in either
the E1566-xx or E1567-xx range.
A. If no OTS sensor B-75 fault codes are found, proceed to step 2.
B. If any OTS sensor B-75 fault codes are found, follow the troubleshooting procedures related to the fault,
and perform the necessary repair(s).
diameter test probes from the Tier II (NEF) Diagnostic Repair Kit 380040185 when connecting the digital
when making any continuity measurements.

A. If the voltages and ground paths are correct, reinitialize the ECU as if it was blank (new) and load the
appropriate dataset.
B. If the ECU was reinitialized on a prior diagnostic of this type and the fault still exists, replace the ECU.
C. If the voltages and ground paths are not correct, refer to schematic Frame 2 and 29 and determine root
55-24
FAULT CODE E1560-12 -- Coolant Temperature Sensor Dynamic Test

Context:
The Engine Control Unit (ECU) generated a fault when monitoring the temperature rise of the engine coolant
temperature during a warm-up cycle. During the monitoring process, the start temp and the current coolant temp
are compared against a warm-up cycle curve in the ECU. The fault is generated after a timer expires and the
coolant temperature does not match the warm-up cycle curve. This test is carried out once per driving cycle and
is stopped when the engine is in after-run mode.
Cause:
The ECU has determined that the rise in coolant temperature is lower than expected during the engine warm-up
cycle.

1. Faulty or inaccurate Coolant Temperature Sensor (CTS) B-44.
2. Faulty wiring (high resistance).
3. Very low ambient temperature.
Solution:
1. Operation: Check Operating Temperature.
Check whether engine is being operated under low ambient temperatures.
A. If low ambient temperatures exist, cover up a portion of the radiator (20-25%) to accelerate the warm-up
cycle.
B. If low ambient temperatures do not exist, proceed to step 2.

1. Voltage X373 (Pin 1 (+) X373 (Pin 2) (--) Approx. 5 volts (DC)

55-25
Sensor” from the Tier II (NEF) Diagnostic Repair Kit 380040185 to access the pins on the sensor connector
when making continuity measurements. See test table below.

A. If continuity test is successful, proceed to step 5.

B. If continuity test is unsuccessful, find and repair the damaged section(s) of the wiring harness.
below. Approximate the temperature when performing test. CTS B-44 failures are typically at the extreme
ends of the table or off the table entirely. Use the test lead labeled “Coolant/Fuel Temp Sensor” from the Tier
II (NEF) Diagnostic Repair Kit 380040185 to access the pins on the sensor.

--20 °C (--4 °F) 10.5 kOhm
0 °C (32 °F) 7500 ohms
20 °C (68 °F) 4200 ohms
40 °C (104 °F) 980 ohms
60 °C (140 °F) 780 ohms
80 °C (176 °F) 500 ohms
100 °C (212 °F) 280 ohms
120 °C (248 °F) 97 ohms
55-26

55-27
A-01 = IVECO ECU F-26 = STARTING FUSE K-39 = GRID HEATER RELAY 1 IVECO 10 L
A-16 = CUMMINS ECU G-01 = ALTERNATOR R-09 = ENGINE GRID HEATER
STARTING B-59 = WATER IN FUEL SENSOR K-15 = STARTING RELAY 2 CUMMINS 9.0 L
FRAME--2 F-01 = ECU POWER FUSE K-23 = NEUTRAL START RELAY
55-28
A-01 = ENGINE CONTROL UNIT B-41 = AIR TEMP/BOOST PRESS L-34 = FUEL ACTUATOR 1 (CYL 1) L-38 = FUEL ACTUATOR 5 (CYL 3)
B-05 = ENGINE FLYWHEEL RPM B-44 = COOLANT TEMP L-35 = FUEL ACTUATOR 2 (CYL 4) L-39 = FUEL ACTUATOR 6 (CYL 5)
10.3L ENGINE B-07 = ENGINE CAMSHAFT RPM B-75 = OIL TEMP/PRESS L-36 = FUEL ACTUATOR 3 (CYL 2)
FRAME--4 B-36 = FUEL TEMP L-37 = FUEL ACTUATOR 4 (CYL 6)
55-29
F-38 = KEY SWITCH FUSE A-01 = ENGINE CONTROL UNIT

F-39 = MEMORY (KAPWR)
J-10 = DIAGNOSTIC OUTLET DISTRIBUTION
S-02 = KEY SWITCH FRAME--29
55-30
FAULT CODE E1561-02 -- Boost Temp Signal

NOTE: This diagnostic procedure references the integrated Boost Pressure Sensor/Boost Temperature Sensor
(BPS/BTS). Since the temperature portion of the sensor is only being referenced, it will be referred to as the BTS
sensor.
Context:
The Engine Control Unit (ECU) generated an error from a fault associated with the Boost Temperature Sensor
(BTS). This error could result from a signal out of range or a signal that is either erratic or intermittant. When the
ECU determines that the BTS sensor value is not valid, it will substitute a default value of 29.96 °C (86 °F).
Cause:
The Boost Temperature Sensor (BTS) B-23 signal to the ECU is either erratic or intermittant.

1. Faulty BTS sensor B-23.
2. Faulty electrical wiring, or intermittant connection between BTS sensor B-23 and ECU.
Solution:
Remove BTS sensor connector X371 and inspect housing body/latch, pins and wiring harness for damage.
Also, inspect connector portion of the BTS sensor.
a good and sound electrical connection. Replace BTS sensor B-23 if damaged.
2. Operation: Check Open Circuit Voltages for BTS Sensor B-23.
Remove X371 connector from BTS sensor B-23 and check for voltages (DC) between connector pins
outlined in the table below. Use the test lead labeled “Air Press/Temp Sensor” from the Tier II (NEF)
Diagnostic Repair Kit 380040185 to access the pins on the connector.

1. Voltage X371 (Pin 3) X371 (Pin 1) Approx. 5 volts
3. Voltage X371 (Pin 4) X371 (Pin 1) Approx. 5.4 volts
A. If the voltage test sequence is successful, proceed to step 4.

B. If the voltage test sequence is not successful, proceed to step 3.
55-31
Remove and perform continuity/shorts tests between connectors X371 and X516 on engine wiring harness.
Flex harness during test to check for any intermittant operation. Use the test lead labeled “Air Press/Temp

5. Shorts X516 (Pin: 36) X516 (Pin: 25, 34, 33) Open Circuit
6. Shorts X516 (Pin: 25) X516 (Pin: 34, 33) Open Circuit
7. Shorts X516 (Pin: 34) X516 (Pin: 33) Open Circuit

4. Operation: BTS Sensor B-23 Test
Remove the BPS sensor connector X371 and remove the sensor from the engine intake manifold. Allow the
sensor to cool to ambient temperature for several minutes, and then test sensor resistance across pins 2 and
3, using the table of resistance vs. temperature below. Approximate the ambient air temperature when
performing the test. BPS sensor B-23 failures are typically at the extreme ends of the table or off the table
entirely. Use the test lead labeled “Air Press/Temp Sensor” from the Tier II (NEF) Diagnostic Repair Kit
380040185 to access the contacts on the BPS sensor B-23 (pins 2 and 3).
55-32
Temperature Resistance Nominal Value Resistance Min/Max Range

--40 °C (-40 °F) 48153 ohms 45301 -- 51006 ohms
--35 °C (-31 °F) 35763 ohms 33703 -- 37823 ohms
--30 °C (-22 °F) 26854 ohms 25350 -- 28359 ohms
--25 °C (-13 °F) 20376 ohms 19265 -- 21487 ohms
--20 °C (-4 °F) 15614 ohms 14785 -- 16443 ohms
--15 °C (5 °F) 12078 ohms 11453 -- 12702 ohms
--10 °C (14 °F) 9426 ohms 8951 -- 9901 ohms
--5 °C (23 °F) 7419 ohms 7055 -- 7783 ohms
0 °C (32 °F) 5887 ohms 5605 -- 6168 ohms
5 °C (41 °F) 4707 ohms 4487 -- 4926 ohms
10 °C (50 °F) 3791 ohms 3618 -- 3964 ohms
15 °C (59 °F) 3075 ohms 2939 -- 3211 ohms
20 °C (68 °F) 2511 ohms 2402 -- 2619 ohms
25 °C (77 °F) 2063 ohms 1976 -- 2150 ohms
30 °C (86 °F) 1715 ohms 1645 -- 1786 ohms
35 °C (95 °F) 1432 ohms 1374 -- 1490 ohms
40 °C (104 °F) 1199 ohms 1152 -- 1247 ohms
45 °C (113 °F) 1009 ohms 970 -- 1047 ohms
50 °C (122 °F) 851 ohms 819 -- 883 ohms
55 °C (131 °F) 721 ohms 694 -- 747 ohms
60 °C (140 °F) 612 ohms 590 -- 634 ohms
65 °C (149 °F) 522 ohms 503 -- 540 ohms
70 °C (158 °F) 446 ohms 431 -- 462 ohms
75 °C (167 °F) 383 ohms 370 -- 396 ohms
80 °C (176 °F) 329 ohms 319 -- 340 ohms
85 °C (185 °F) 284 ohms 275 -- 293 ohms
90 °C (194 °F) 246 ohms 238 -- 254 ohms
95 °C (203 °F) 214 ohms 207 -- 220 ohms
100 °C (212 °F) 186 ohms 180 -- 192 ohms
105 °C (221 °F) 162 ohms 157 -- 167 ohms
110 °C (230 °F) 142 ohms 138 -- 147 ohms
115 °C (239 °F) 125 ohms 121 -- 129 ohms
120 °C (248 °F) 110 ohms 106 -- 113 ohms
125 °C (257 °F) 97 ohms 93 -- 100 ohms
130 °C (266 °F) 85 ohms 83 -- 88 ohms
55-33
Using schematic Frame 2 and 29 for a reference, remove X193 connector from the ECU and check for
voltage and continuity at the appropriate pins defined in the test table below. Use the 0.4 mm (0.017 in)

A. If the voltages and ground paths are correct and the BTS Sensor B-23 was not replaced on a prior
B. If the voltages and ground paths are correct and the BTS Sensor B-23 was replaced on a prior
diagnostic of this type, reinitialize the ECU as if it was blank (new) and load the appropriate dataset.
55-34

sensor.
Context:
ECU determines that the BTS temperature value is not valid, it will substitute a default value of 29.96 °C (86 °F).
Cause:
The Boost Temperature Sensor (BTS) B-23 signal to the ECU is out of range of the upper threshold limit.

2. Faulty electrical wiring, signal short to HIGH (B+) or open circuit condition.
Solution:


55-35


55-36

--40 °C (--40 °F) 48153 ohms 45301 -- 51006 ohms
--35 °C (--31 °F) 35763 ohms 33703 -- 37823 ohms
--30 °C (--22 °F) 26854 ohms 25350 -- 28359 ohms
--25 °C (--13 °F) 20376 ohms 19265 -- 21487 ohms
--20 °C (--4 °F) 15614 ohms 14785 -- 16443 ohms
--15 °C (5 °F) 12078 ohms 11453 -- 12702 ohms
--10 °C (14 °F) 9426 ohms 8951 -- 9901 ohms
--5 °C (23 °F) 7419 ohms 7055 -- 7783 ohms
0 °C (32 °F) 5887 ohms 5605 -- 6168 ohms
5 °C (41 °F) 4707 ohms 4487 -- 4926 ohms
10 °C (50 °F) 3791 ohms 3618 -- 3964 ohms
15 °C (59 °F) 3075 ohms 2939 -- 3211 ohms
20 °C (68 °F) 2511 ohms 2402 -- 2619 ohms
25 °C (77 °F) 2063 ohms 1976 -- 2150 ohms
30 °C (86 °F) 1715 ohms 1645 -- 1786 ohms
35 °C (95 °F) 1432 ohms 1374 -- 1490 ohms
40 °C (104 °F) 1199 ohms 1152 -- 1247 ohms
45 °C (113 °F) 1009 ohms 970 -- 1047 ohms
50 °C (122 °F) 851 ohms 819 -- 883 ohms
55 °C (131 °F) 721 ohms 694 -- 747 ohms
60 °C (140 °F) 612 ohms 590 -- 634 ohms
65 °C (149 °F) 522 ohms 503 -- 540 ohms
70 °C (158 °F) 446 ohms 431 -- 462 ohms
75 °C (167 °F) 383 ohms 370 -- 396 ohms
80 °C (176 °F) 329 ohms 319 -- 340 ohms
85 °C (185 °F) 284 ohms 275 -- 293 ohms
90 °C (194 °F) 246 ohms 238 -- 254 ohms
95 °C (203 °F) 214 ohms 207 -- 220 ohms
100 °C (212 °F) 186 ohms 180 -- 192 ohms
105 °C (221 °F) 162 ohms 157 -- 167 ohms
110 °C (230 °F) 142 ohms 138 -- 147 ohms
115 °C (239 °F) 125 ohms 121 -- 129 ohms
120 °C (248 °F) 110 ohms 106 -- 113 ohms
125 °C (257 °F) 97 ohms 93 -- 100 ohms
130 °C (266 °F) 85 ohms 83 -- 88 ohms
55-37
55-38

sensor.
Context:
ECU determines that the BTS temperature value is not valid, it will substitute a default value of 29.96 °C (86 °F).
Cause:
The Boost Temperature Sensor (BTS) B-23 signal to the ECU is out of range of the lower threshold limit.

2. Faulty electrical wiring, signal short to LOW (ground).
Solution:


55-39

55-40

--40 °C (--40 °F) 48153 ohms 45301 -- 51006 ohms
--35 °C (--31 °F) 35763 ohms 33703 -- 37823 ohms
--30 °C (--22 °F) 26854 ohms 25350 -- 28359 ohms
--25 °C (--13 °F) 20376 ohms 19265 -- 21487 ohms
--20 °C (--4 °F) 15614 ohms 14785 -- 16443 ohms
--15 °C (5 °F) 12078 ohms 11453 -- 12702 ohms
--10 °C (14 °F) 9426 ohms 8951 -- 9901 ohms
--5 °C (23 °F) 7419 ohms 7055 -- 7783 ohms
0 °C (32 °F) 5887 ohms 5605 -- 6168 ohms
5 °C (41 °F) 4707 ohms 4487 -- 4926 ohms
10 °C (50 °F) 3791 ohms 3618 -- 3964 ohms
15 °C (59 °F) 3075 ohms 2939 -- 3211 ohms
20 °C (68 °F) 2511 ohms 2402 -- 2619 ohms
25 °C (77 °F) 2063 ohms 1976 -- 2150 ohms
30 °C (86 °F) 1715 ohms 1645 -- 1786 ohms
35 °C (95 °F) 1432 ohms 1374 -- 1490 ohms
40 °C (104 °F) 1199 ohms 1152 -- 1247 ohms
45 °C (113 °F) 1009 ohms 970 -- 1047 ohms
50 °C (122 °F) 851 ohms 819 -- 883 ohms
55 °C (131 °F) 721 ohms 694 -- 747 ohms
60 °C (140 °F) 612 ohms 590 -- 634 ohms
65 °C (149 °F) 522 ohms 503 -- 540 ohms
70 °C (158 °F) 446 ohms 431 -- 462 ohms
75 °C (167 °F) 383 ohms 370 -- 396 ohms
80 °C (176 °F) 329 ohms 319 -- 340 ohms
85 °C (185 °F) 284 ohms 275 -- 293 ohms
90 °C (194 °F) 246 ohms 238 -- 254 ohms
95 °C (203 °F) 214 ohms 207 -- 220 ohms
100 °C (212 °F) 186 ohms 180 -- 192 ohms
105 °C (221 °F) 162 ohms 157 -- 167 ohms
110 °C (230 °F) 142 ohms 138 -- 147 ohms
115 °C (239 °F) 125 ohms 121 -- 129 ohms
120 °C (248 °F) 110 ohms 106 -- 113 ohms
125 °C (257 °F) 97 ohms 93 -- 100 ohms
130 °C (266 °F) 85 ohms 83 -- 88 ohms
55-41
55-42
55-43
55-44

55-45
FAULT CODE E1562-02 -- Boost Pressure Sensor

(BPS/BTS). Since the pressure portion of the sensor is only being referenced, it will be referred to as the BPS
sensor.
Context:
The Engine Control Unit (ECU) generated an error from a fault associated with the Boost Pressure Sensor (BPS).
This error could result from a signal out of range or a signal that is either erratic or intermittant. When the ECU
determines that the BPS pressure value is not valid, it will substitute a default value of 270 kPa (39 psi).
Cause:
The Boost Pressure Sensor (BPS) B-23 signal to the ECU is either erratic or intermittant.

1. Faulty BPS sensor B-23.
2. Faulty electrical wiring or intermittant connection between BPS sensor B-23 and ECU.
Solution:
Remove BPS sensor connector X371 and inspect housing body/latch, pins and wiring harness for damage.
Also, inspect connector portion of the BPS sensor B-23.
a good and sound electrical connection. Replace BPS sensor B-23 if damaged.
2. Operation: Check Open Circuit Voltages for BPS Sensor B-23.
Remove X371 connector from BPS sensor B-23 and check for voltages (DC) between connector pins


55-46
the DMM to the X516 connector. Make sure the DMM’s test lead resistance is taken into account when
making continuity measurements. See test table below.



A. If the voltages and ground paths are correct and the BPS Sensor B-23 was not replaced on a prior
B. If the voltages and ground paths are correct and the BPS Sensor B-23 was replaced on a prior
55-47

sensor.
Context:
Cause:
The Boost Pressure Sensor (BPS) B-23 signal to the ECU is out of range of the upper threshold limit.

Solution:


55-48



55-49

sensor.
Context:
Cause:
The Boost Pressure Sensor (BPS) B-23 signal to the ECU is out of range of the lower threshold limit.

Solution:


55-50



55-51

sensor.
Context:
determines that the BPS pressure value is not valid, it will substitute a default value of 270 kPa (2.7 bar).
Cause:
The Boost Pressure Sensor (BPS) B-23 and the Absolute Pressure Sensor (APS) do not agree on engine startup.

2. Faulty electrical wiring.
3. Faulty ECU with integrated APS sensor, ECU supply voltages or grounds.
Solution:


55-52



55-53
55-54
55-55

55-56
FAULT CODE E1563-03 -- Fuel Temp Signal

Context:
The Engine Control Unit (ECU) generated a fault associated with Fuel Temperature Sensor (FTS). This error
typically results from a signal that is out of range. When the ECU determines that the FTS temperature value is
invalid, it will substitute the current “Coolant Temperature” value, or in the case of a defective Coolant
Temperature Sensor (CTS), the value 19.96 °C (67.9 °F) will be substituted.
Cause:
The Fuel Temperature Sensor (FTS) B-36 signal to the ECU is out of range of the upper threshold limit.

1. Faulty FTS sensor B-36.
Solution:
Remove FTS sensor connector X372 and inspect housing body/latch, pins and wiring harness for damage
or corrosion. Also, inspect connector portion of the FTS sensor B-36.
A. If a problem is determined after careful inspection, repair wiring and/or replace connector parts to
ensure a good and sound electrical connection. Replace FTS sensor B-36 if damaged.
B. If no problems are determined, proceed to step 2.
2. Operation: Check Supply Voltage for FTS Sensor B-36.
Remove X372 connector from FTS sensor B-36 and check for (DC) voltage outlined in the table below. Use

A. If the voltage test is successful, proceed to step 4.

B. If the voltage test is not successful, proceed to step 3.
55-57
account when taking continuity measurements. See test table below.

4. Operation: FTS Sensor B-36 Test
Remove FTS connector X372 and test resistance of FTS sensor B-36 using the table of resistance vs. temp.
below. Approximate the fuel temperature when performing test. FTS B-36 failures are typically at the extreme
ends of the table or off the table entirely. Use the test lead labeled “Coolant/Fuel Temp Sensor” from the Tier
II (NEF) Diagnostic Repair Kit 380040185 to access the pins on the sensor.
Fuel Temperature Resistance Value

--20 °C (--4 °F) 10.5 kOhm
0 °C (32 °F) 7500 ohms
20 °C (68 °F) 4200 ohms
40 °C (104 °F) 980 ohms
60 °C (140 °F) 780 ohms
80 °C (176 °F) 500 ohms
100 °C (212 °F) 280 ohms
120 °C (248 °F) 97 ohms
55-58
A. If the voltages and ground paths are correct and the FTS Sensor B-36 was not replaced on a prior
B. If the voltages and ground paths are correct and the FTS Sensor B-36 was replaced on a prior
55-59
FAULT CODE E1563-04 -- Fuel Temp Sensor

Context:
The Engine Control Unit (ECU) generated a fault associated with Fuel Temperature Sensor (FTS). This error
typically results from a signal that is out of range. When the ECU determines that the FTS temperature value is
invalid, it will substitute the current “Coolant Temperature” value, or in the case of a defective Coolant Temp
Sensor (CTS), the value 19.96 °C (67.9 °F) will be substituted.
Cause:
The Fuel Temperature Sensor (FTS) B-36 signal to the ECU is out of range of the lower threshold limit.

1. Faulty FTS sensor B-36.
Solution:
Remove FTS sensor connector X372 and inspect housing body/latch, pins and wiring harness for damage
or corrosion. Also, inspect connector portion of the FTS sensor B-36.
A. If a problem is determined after careful inspection, repair wiring and/or replace connector parts to
ensure a good and sound electrical connection. Replace FTS sensor B-36 if damaged.
B. If no problems are determined, proceed to step 2.
2. Operation: Check Supply Voltage for FTS Sensor B-36.
Remove X372 connector from FTS sensor B-36 and check for (DC) voltage outlined in the table below. Use


55-60

4. Operation: FTS Sensor B-36 Test
Remove FTS connector X372 and test resistance of FTS sensor B-36 using the table of resistance vs. temp.
below. Approximate the fuel temperature when performing test. FTS sensor B-36 failures are typically at the
Fuel Temperature Resistance Value

--20 °C (--4 °F) 10.5 kOhm
0 °C (32 °F) 7500 ohms
20 °C (68 °F) 4200 ohms
40 °C (104 °F) 980 ohms
60 °C (140 °F) 780 ohms
80 °C (176 °F) 500 ohms
100 °C (212 °F) 280 ohms
120 °C (248 °F) 97 ohms
55-61
A. If the voltages and ground paths are correct and the FTS Sensor B-36 was not replaced on a prior
B. If the voltages and ground paths are correct and the FTS Sensor B-36 was replaced on a prior
55-62
55-63
55-64

55-65
FAULT CODE E1564-02 -- Oil Pressure Sensor

NOTE: This diagnostic procedure references the integrated Oil Pressure Sensor/Oil Temperature Sensor
(OPS/OTS). Since the pressure portion of the sensor is only being referenced, it will be referred to as the OPS
sensor.
Context:
The Engine Control Unit (ECU) generated a fault associated with the Oil Pressure Sensor (OPS). This error could
result from a signal out of range or a plausibility check (oil pressure too high). The plausibility check is only started
if these conditions have been met: 1) no detected sensor power supply ( 5 volts DC) errors, 2) no detected Analog
to Digital Converter (ADC) signal errors.
Cause:
The Oil Pressure Sensor (OPS) B-75 signal to the ECU is either erratic or intermittant.

1. Faulty OPS sensor B-75.
2. Faulty electrical wiring or intermittant connection between OPS sensor B-75 and ECU.
Solution:
Remove OPS sensor connector X517 and inspect housing body/latch, pins and wiring harness for damage
or corrosion. Also, inspect connector portion of the OPS sensor B-75.
a good and sound electrical connection. Replace OPS sensor B-75 if damaged.
2. Operation: Check Open Circuit Voltages for OPS Sensor B-75.
Remove X517 connector from the OPS sensor B-75 and check for voltages (DC) between connector pins


55-66
4. Remove and perform continuity tests between connectors X517 and X516 on engine wiring harness. Flex
harness during test to check for any intermittant operation. Use the test lead labeled “Air Press/Temp Sensor”
from the Tier II (NEF) Diagnostic Repair Kit 380040185 to be able to access the pins on the sensor connector
when taking continuity measurements. See test table below.

5. Short Circuit X516 (Pin: 28) X516 (Pin: 25, 34, 33) Open Circuit
6. Short Circuit X516 (Pin: 24) X516 (Pin: 34, 33) Open Circuit


A. If the voltages and ground paths are correct and the OPS Sensor B-75 was not replaced on a prior
B. If the voltages and ground paths are correct and the OPS Sensor B-75 was replaced on a prior
55-67

sensor.
Context:
if these conditions have been met: 1) no detected sensor power supply (+5vDC) errors, 2) no detected Analog
Cause:
The Oil Pressure Sensor (OPS) B-75 signal to the ECU is out of range of the upper threshold limit.

4. Faulty engine lubrication system.
Solution:
Remove OPS sensor connector X517 and inspect housing body/latch, pins and wiring harness for damage
or corrosion. Also, inspect connector portion of the OPS sensor B-75.
a good and sound electrical connection. Replace OPS sensor B-75 if damaged.


55-68
Remove and perform continuity tests between connectors X517 and X516 on engine wiring harness. Flex

4. Operation: Check Engine Oil Pressure
Vehicle Status: Key Off Engine Off (test preparation)
Vehicle Status: Key On Engine On (during test)
Follow the procedure in the Engine Repair Manual for testing the pressure of the engine oil lubrication
system.
A. If the oil pressure test is successful, proceed to step 5.
B. If the oil pressure test is not successful, refer to the Engine Repair Manual to diagnose, troubleshoot
and repair the low oil pressure fault condition.
55-69
1. Voltage X193 (Pin 2, 3, 8, 9, 40) Ground (engine block) Approx. 12 volts (DC)
55-70

sensor.
Context:
Cause:
The Oil Pressure Sensor (OPS) B-75 signal to the ECU is out of range of the lower threshold limit.

2. Faulty electrical wiring or signal short to LOW (ground).
5. Low engine oil level.
Solution:
1. Operation: Inspect Electrical Components and Check Engine Oil Level.
Electrical: Remove OPS sensor connector X517 and inspect housing body/latch, pins and wiring harness
for damage or corrosion. Also, inspect connector portion of the OPS sensor B-75.
Oil Level: Check oil level on dipstick.
A. If the engine oil level is low, top off the oil level with the recommended grade of oil specified in the Engine
Repair Manual.
B. If electrical damage has been determined after careful inspection, repair wiring and/or replace
connector parts to ensure a good and sound electrical connection. Replace OPS sensor B-75 if
damaged.
C. If no electrical damage has been determined, proceed to step 2.
55-71




4. Operation: Check Engine Oil Pressure
Follow the procedure in the Engine Repair Manual for testing the pressure of the engine oil lubrication
system.
and repair the low oil pressure fault condition.
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55-73

sensor.
Context:
Cause:
The Oil Pressure Sensor and Oil Temperature Sensor (OPS) B-75 are both operating at the extreme upper
portion of signal range.

1. Faulty integrated OPS/OTS (integrated) sensor B-75.
Solution:
Repair Manual.
connector parts to ensure a good and sound electrical connection.
Replace OPS sensor B-75 if damaged.
2. Operation: Pressure Test of Engine Oil Lubrication System.
Follow the procedure in the Engine Repair Manual for pressure testing the engine oil lubrication system.
and repair the low oil pressure fault.
55-74



55-75
A. If the voltages and ground paths are correct and the OPS sensor B-75 was not replaced on a prior
diagnostic procedure of this type, replace the sensor.
B. If the voltages and ground paths are correct and the OPS sensor B-75 was replaced on a prior
diagnostic procedure of this type and the sensor mechanical alignment and spacing was verified,
reinitialize the ECU as if it was blank (new) and load the appropriate dataset.
cause of power and/or continuity problem(s).
55-76
FAULT CODE E1565-12 -- Oil Pressure Too Low

sensor.
Context:
The Engine Control Unit (ECU) generated a fault associated with the Oil Pressure Sensor (OPS). This fault is
a result of a plausibility check of the engine running extremely low oil pressure. All subsequent engine error states
are frozen in case there is a sensor power supply error ( 5 volts DC). The ECU only starts the plausibility check
when the following criteria has been met: no sensor supply errors ( 5 volts DC), no ADC signal errors and no
errors in CAN message processing.
Cause:
The oil pressure is operating at the extreme low end of the range of the OPS sensor.

4. Faulty oil lubrication system.
Solution:
Repair Manual.
connector parts to ensure a good and sound electrical connection. Replace OPS sensor B-75 if
damaged.
2. Operation: Pressure Test of Engine Oil Lubrication System.
Follow the procedure in the Engine Repair Manual for pressure testing the engine oil lubrication system.
and repair the low oil pressure fault.
55-77
3. Operation: Check Open Circuit Voltages for OPS Sensor.
Remove X517 connector from OPS sensor B-75 and check for voltages (DC) between connector pins




55-78
55-79
55-80
55-81

55-82
FAULT CODE E1566-02 -- Oil Temp Sensor

(OPS/OTS). Since the temperature portion of the sensor is only being referenced, it will be referred to as the OTS
sensor.
Context:
The Engine Control Unit (ECU) generated a fault associated with the Oil Temperature Sensor (OTS). This error
could result from a OTS signal out of range, a plausibility check against the Coolant Temperature Sensor (CTS)
or CAN message processing. The ECU prohibits any plausibility checking when there are any ADC signal errors
on the OTS or CTS sensors.
Cause:
The Oil Temperature Sensor (OTS) B-75 signal to the ECU is either erratic or intermittant.

1. Faulty OTS B-75 sensor.
2. Faulty electrical wiring or intermittant connection between OTS sensor B-75 and ECU.
Solution:
Remove OTS sensor connector X517 and inspect housing body/latch, pins and wiring harness for damage
or corrosion. Also, inspect connector portion of the OTS sensor B-75.
a good and sound electrical connection. Replace OTS sensor B-75 if damaged.
2. Operation: Check Open Circuit Voltages for OTS Sensor B-75.
Remove X517 connector from OTS sensor B-75 and check for voltages (DC) between connector pins

1. Voltage X517 (Pin 3) X517 (Pin 1) Approx. 5 volts (DC)
3. Voltage X517 (Pin 4) X517 (Pin 1) Approx. 5.4 volts (DC)
A. If the voltage test is successful and the OTS sensor B-75 was replaced on a prior diagnostic procedure
of this nature and the problem still exists, proceed to step 4.
55-83


A. If the voltages and ground paths are correct and the OTS Sensor B-75 was not replaced on a prior
B. If the voltages and ground paths are correct and the OTS Sensor B-75 was replaced on a prior
55-84

sensor.
Context:
Cause:
The Oil Temperature Sensor (OTS) B-75 signal to the ECU is out of range of the upper threshold limit.

1. Faulty OTS sensor B-75
Solution:


55-85


55-86

sensor.
Context:
Cause:
The Oil Temperature Sensor (OTS) B-75 signal to the ECU is out of range of the lower threshold limit.

1. Faulty OTS sensor B-75.
2. Faulty electrical wiring or signal short to LOW (ground).
Solution:
Remove OTS sensor connector B-75 and inspect housing body/latch, pins and wiring harness for damage
a good and sound electrical connection. Replace OTS sensor if damaged.
Remove X517 connector from OPS/OTS sensor and check for voltages (DC) between connector pins


55-87


55-88

sensor.
Context:
Cause:
The Oil Temperature Sensor (OTS) B-75 and the CTS B-44 signals to the ECU are out of range with respect to
each other.

1. Faulty OTS sensor B-75 (inaccurate).
2. Faulty Coolant Temperature Sensor (CTS) B-44 (inaccurate).
3. Faulty electrical wiring, high resistance connections.
5. Faulty oil lubrication or coolant system.
Solution:
1. Operation: Check for Coolant Temperature Sensor (CTS) B-44 Faults.
Check for fault code(s) related to the CTS B-44 sensor. They will be in this series: E1559-xx or E1560-xx.
A. If coolant temperature fault codes exist, diagnose, troubleshoot and perform the necessary repairs to
clear the fault(s).
B. If coolant temperature fault code(s) do not exist, proceed to step 2.
55-89


4. Operation: OTS Sensor B-75 Test
Remove X517 connector and test resistance of OTS sensor B-75 using the table of resistance vs. temp.
below. Approximate the engine oil temperature when performing test. OTS sensor B-75 failures are typically
at the extreme ends of the table or off the table entirely. Use the test lead labeled “Air Press/Temp Sensor”
from the Tier II (NEF) Diagnostic Repair Kit 380040185 to be able to access the pins on the sensor. Use a
multimeter between pins 1 and 2.
Resistance Value
Engine Oil Temperature (between pins 1 and 2)
--40 °C (--40 °F) 70 kOhm
--20 °C (--4 °F) 25 kOhm
0 °C (32 °F) 7.5 kOhm
20 °C (68 °F) 4.5 kOhm
40 °C (104 °F) 1.5 kOhm
60 °C (140 °F) 750 ohms
80 °C (176 °F) 550 ohms
100 °C (212 °F) 320 ohms
120 °C (248 °F) 130 ohms
55-90


55-91
FAULT CODE E1567-12 -- Oil Temperature Above Normal

sensor.
Context:
The Engine Control Unit (ECU) generated a fault associated with the Oil Temperature Sensor (OTS) B-75. This
error resulted from a plausibility check against the oil temperature being too high. The ECU will inhibit the
plausibility check when there are ADC errors on the OTS sensor B-75 signal.
Cause:
The Oil Temperature Sensor (OTS) B-75 circuit is reporting an abnormally high oil temperature to the ECU.

1. Faulty OTS sensor B-75.
2. Faulty electrical wiring and/or connections.
4. Faulty oil lubrication or coolant system.
Solution:
1. Operation: Check for Coolant System Faults.
Check for fault codes related to the Coolant Temperature Sensor (CTS) sensor B-44. They will be in this
series: E1559-xx or E1560-xx. Also, check the coolant level. A faulty coolant system that is operating above
normal temperatures could cause a high oil temperature since the engine has an integrated oil/coolant heat
exchanger.
A. If coolant level is low, top off the coolant level with the recommended coolant listed in the Engine Repair
Manual.
B. If coolant temperature fault codes exist, diagnose, troubleshoot and perform the necessary repairs to
clear the fault(s).
C. If coolant temperature fault codes do not exist, proceed to step 2.
2. Operation: Check for Oil Pressure Faults.
Check for fault codes related to the Oil Pressure Sensor (OPS) B-75. They will be in this series: E1564-xx
or E1565-xx. Also, check the engine oil level on the sump dipstick. A low pressure oil delivery system, could
result in high oil temperatures.
A. If the oil level is low, top off the oil level with the recommended oil described in the Engine Repair Manual.
B. If oil pressure fault code(s) exist, diagnose, troubleshoot and perform the necessary repairs to clear the
fault(s).
C. If oil pressure fault code(s) do not exist, proceed to step 3.
55-92
4. Operation: Check Open Circuit Voltages for OTS sensor B-75.


5. Operation: OTS sensor B-75 Test
Remove X517 connector and test resistance of OTS sensor B-75 using the table of resistance vs. temp.
below. Approximate the engine oil temperature when performing test. OTS sensor B-75 failures are typically
at the extreme ends of the table or off the table entirely. Use the test lead labeled “Air Press/Temp Sensor”
from the Tier II (NEF) Diagnostic Repair Kit 380040185 to be able to access the pins on the sensor. Use a
multimeter between pins 1 and 2.
Resistance Value
Engine Oil Temperature (between pins 1 and 2)
--40 °C (--40 °F) 70 kOhm
--20 °C (--4 °F) 25 kOhm
0 °C (32 °F) 7.5 kOhm
20 °C (68 °F) 4.5 kOhm
40 °C (104 °F) 1.5 kOhm
60 °C (140 °F) 750 ohms
80 °C (176 °F) 550 ohms
100 °C (212 °F) 320 ohms
120 °C (248 °F) 130 ohms
55-93


55-94
55-95
55-96

55-97
FAULT CODE E1569-12 -- Coolant Temperature Sensor Absolute Test

Context:
The Engine Control Unit (ECU) generated a fault when monitoring the temperature rise of the engine coolant
temperature during a warm-up cycle. During the monitoring process, the start temp and the current coolant temp
are compared against a warm-up cycle curve in the ECU. The fault is generated after a timer expires and the
coolant temperature does not reach the minimum threshold. This test is carried out once per driving cycle and
is stopped when the engine is in after-run mode.
Cause:
The ECU has determined that the rise in coolant temperature is lower than expected during the engine warm-up
cycle.

1. Faulty or inaccurate Coolant Temperature Sensor (CTS).
2. Faulty wiring (high resistance).
3. Very low ambient temperature.
Solution:
1. Operation: Check Engine Operating Conditions.
Determine whether engine is being operated under extremely low ambient temperatures.
A. If low ambient temperatures exist, cover up a portion of the radiator (20-25%) to accelerate the warm-up
cycle.
B. If low ambient temperatures do not exist, proceed to step 2.
Remove CTS sensor connector X373 and inspect housing body/latch, pins and wiring harness for damage
or corrosion. Also, inspect connector portion of the CTS sensor B-44.
3. Operation: Check Open Circuit Voltages for CTS Sensor B-44
Remove X373 connector from CTS sensor B-44 and check for voltages (DC) between connector pins
outlined in the table below. Use the test lead labeled “Coolant/Fuel Temp Sensor” from the Tier II (NEF)


55-98
Remove X373 connector and test resistance of CTS sensor B-44 (between pins 1 and 2) using the table of
resistance vs. temp. below. Approximate the temperature when performing test. CTS sensor B-44 failures
are typically at the extreme ends of the table or off the table entirely. Use the test lead labeled “Coolant/Fuel
Temp Sensor” from the Tier II (NEF) Diagnostic Repair Kit 380040185 to access the pins on the sensor.
--20 °C (--4 °F) 10.5 kOhm
0 °C (32 °F) 7500 ohms
20 °C (68 °F) 4200 ohms
40 °C (104 °F) 980 ohms
60 °C (140 °F) 780 ohms
80 °C (176 °F) 500 ohms
100 °C (212 °F) 280 ohms
120 °C (248 °F) 97 ohms
the digital multimeter (DMM) to connector X516. Make sure the DMM’s test lead resistance is taken into

55-99
Using schematic Frame 2 and 29 for a reference, remove connector X193 from the ECU and check for
connector X193. Make sure the DMM’s test lead resistance is taken into account when making any continuity
measurements.
55-100
55-101
55-102

55-103
FAULT CODE E1570-03 -- Crankshaft Sensor Failure

Context:
The Engine Control Unit (ECU) has reported an error with the monitoring of the Crankshaft Position (CKP) sensor.
If the engine has a defective CKP sensor it can run off the Camshaft Position (CMP) sensor. This is referred to
as BACKUP mode. Diagnostics of the FMI=3 failures is only active if terminal 40 is on (KEY ON) and no errors
are reported in the sensor supply voltage. For the FMI=4 failures, additional conditions for active diagnostics are
included, such as the engine must be in startup mode and the engine speed must be above 450 RPM.
Cause:
The ECU has determined that there is no signal coming in from the CKP sensor and the engine is now in BACKUP
mode.

1. Faulty CKP sensor B-05.
Solution:
Remove CKP sensor connector X519 and inspect housing body/latch, pins and wiring harness for damage
or corrosion. Also, inspect connector portion of the CKP sensor B-05.
a good and sound electrical connection. Replace CKP sensor B-05 if damaged.
2. Operation: Resistance Check for Faulty CKP sensor B-05.
Vehicle Status: Key Off Engine Off
Remove CKP sensor connector X519 and connect the test lead labeled “Coolant/Fuel Temp Sensor” from
the Tier II (NEF) Diagnostic Repair Kit 380040185 to access the sensor terminals. See test table below.
Test Type From To Results (Min) Results (Max)

1. Resistance B-05 (Pin 1) B-05 (Pin 1) 750 ohms 750 ohms
A. If the resistance test does not fall in the specified range, replace CKP sensor B-05.
B. If the resistance test does fall in the specified range, proceed to step 3.
3. Operation: Check Output of CKP Sensor B-05.
Vehicle Status: Key Off Engine Off (test setup)
Remove CKP sensor connector X519 and make the following electrical tests in the table below. There will
be (2) types of tests (in-line and single ended) that will need to be performed which use the test lead labeled
“Coolant/Fuel Temp Sensor” from the Tier II (NEF) Diagnostic Repair Kit 380040185. Reference the
descriptions below to make the proper electrical connections for each test type.
Single Ended Test Lead Connection Test (Standalone CKP Sensor B-05 Test):
Remove CKP sensor connector X519 and connect the above mentioned special test lead to the CKP sensor
B-05. Start the engine and measure the (AC) voltage using a multimeter across the breakout alligator clips
from the test leads. Use the test table below to determine the measurement results.
55-104
In-Line Test Lead Connection Test:
Remove CKP sensor connector X519 and connect the above mentioned special test lead in-line with the
sensor and the engine wiring harness. Make sure that the signal polarity is not swapped during the
connection process. Start the engine and measure the (AC) voltage using a multimeter across the breakout
alligator clips from the test leads. Use the test table below to determine the measurement results.
NOTE: The engine will be running off the Camshaft Position (CMP) sensor B-07 during the single ended test,
if it isn’t already (based on the fault code type). The engine can also be very hard to start when running
exclusively off the CMP sensor B-07. The ECU needs to see a few revolutions of the camshaft to be able
to use this information to start the engine.
The CKP sensor B-05 and the CMP sensor B-07 are exactly the same. These sensors may be swapped in
this diagnostic procedure to determine the functionality of the CKP sensor B-05. A new set of error codes
may be generated by the ECU if the sensors are swapped.

1. Voltage (AC) -- Single CKP sensor B-05 CKP sensor B-05 Approx. 16 -- 18 volts
ended connection at low rpm (Pin 1) (Pin 2) (AC)
(1000 -- 1100 rpm)
ended connection at high rpm (Pin 1) (Pin 2) (AC)
(2000 -- 2200 rpm)
3. Voltage (AC) -- In-line CKP sensor B-05 CKP sensor B-05 Approx. 10 -- 12 volts
connection at low rpm (Pin 1) (Pin 2) (AC)
(1000 -- 1100 rpm)
connection at high rpm (Pin 1) (Pin 2) (AC)
(2000 -- 2200 rpm)
A. If the voltage test was successful, proceed to step 5.

B. If the voltage test was not successful for any of the single ended connections, replace the sensor.
C. If the voltages encountered during testing are low and the sensor was replaced on a prior diagnostic
procedure of this type, proceed to check sensor mechanical alignment and tooth spacing referenced
in the Engine Repair Manual.
D. If the voltage test was successful for the single ended connections and not for any of the in-line
connections, proceed to step 4.
55-105

A. If the voltages and ground paths are correct and the CKP sensor B-05 was not replaced on a prior
B. If the voltages and ground paths are correct and the CKP sensor B-05 was replaced on a prior
55-106
FAULT CODE E1570-04 -- Crankshaft Sensor Failure

Context:
If the engine has a defective CKP sensor it can run off the Camshaft Position (CMP) sensor. This is referred to
as BACKUP mode. Diagnostics of the FMI=3 failures is only active if terminal 40 is on (KEY ON) and no errors
are reported in the sensor supply voltage. For the FMI=4 failures, additional conditions for active diagnostics are
included, such as the engine must be in startup mode and the engine speed must be above 450 RPM.
Cause:
The ECU has determined that there are errors in the signal coming in from the CKP sensor.

Solution:

1. Resistance X519 (Pin 1) X519 (Pin 2) 750 ohms 1000 ohms
55-107
NOTE: The engine will be running off the Camshaft Position (CMP) sensor B-07 during this test. The engine
can also be very hard to start when the CKP sensor B-05 is disconnected. The ECU needs to see a few
revolutions of the camshaft to be able to use this information to start the engine. Another starting technique
would be to have the CKP sensor B-05 connected in-line with the engine wiring harness with the special test
lead (Tier II NEF Diagnostic Repair Kit), start the engine and then disconnect the test lead from the wiring
harness.
may be generated by the ECU if sensors are swapped.

(1000 -- 1100 rpm)
(2000 -- 2200 rpm)
(1000 -- 1100 rpm)
(2000 -- 2200 rpm)

of this type, proceed to check sensor mechanical alignment and tooth spacing referenced in the Engine
Repair Manual.
55-108

55-109
55-110
55-111

55-112
FAULT CODE E1571-04 -- Running With Camshaft Sensor Only

Context:
In the case of a defective CKP sensor the engine can also be run alone with the Camshaft Position (CMP) sensor
in a BACKUP mode. This operation, however, imposes a lot of restrictions on the system since the precise
position of the crankshaft can only be roughly estimated by the camshaft information. In case the engine enters
this BACKUP operation due to a crankshaft sensor error the fault path at hand is set.
Cause:
The ECU has determined that there are errors in the signal coming in from the CKP sensor and has entered into
BACKUP mode. The engine is only running on the CMP sensor.

Solution:

55-113
NOTE: The engine will be running off the Camshaft Position (CMP) sensor B-07 during this test. The engine
can also be very hard to start when the CKP sensor B-05 is disconnected. The ECU needs to see a few
revolutions of the camshaft to be able to use this information to start the engine. Another starting technique
would be to have the CKP sensor B-05 connected in-line with the engine wiring harness with the special test
lead (Tier II NEF Diagnostic Repair Kit), start the engine and then disconnect the test lead from the wiring
harness.
may be generated by the ECU if sensors are swapped.

(1000 -- 1100 rpm)
(2000 -- 2200 rpm)
(1000 -- 1100 rpm)
(2000 -- 2200 rpm)

Repair Manual.
55-114

55-115
FAULT CODE E1572-03 -- Camshaft Sensor Failure

Context:
The Engine Control Unit (ECU) has reported an error with the monitoring of the Camshaft Position (CMP) sensor.
If the engine has a defective CMP sensor it can run off the Crankshaft Position (CKP) sensor. Diagnostics is active
if terminal 40 (Key On) is on, the current engine speed is above 50 RPM, no error in the Crankshaft Position (CKP)
sensor is present and the sensor supply voltage ( 5 volts DC) is not defective.
Cause:
The ECU has determined that there is no signal coming in from the CMP sensor.

1. Faulty CMP sensor B-07.
2. CMP sensor B-07 is not mechanically installed correctly.
Solution:
Remove CMP sensor connector X518 and inspect housing body/latch, pins and wiring harness for damage
or corrosion. Also, inspect connector portion of the CMP sensor B-07.
a good and sound electrical connection. Replace CMP sensor B-07 if damaged.
2. Operation: Resistance Check for Faulty CMP sensor B-07.
Remove CMP sensor connector X518 and connect the test lead labeled “Coolant/Fuel Temp Sensor” from

A. If the resistance test does not fall in the specified range, replace CMP sensor B-07.
3. Operation: Check Output of CMP Sensor B-07.
Remove CMP sensor connector X518 and make the following electrical tests in the table below. There will
Single Ended Test Lead Connection Test (Standalone CMP Sensor B-07 Test):
Remove CMP sensor connector X518 and connect the above mentioned special test lead to the CMP sensor
55-116
Remove CMP sensor connector X518 and connect the above mentioned special test lead in-line with the
NOTE: The engine will be running off the Crankshaft Position (CKP) sensor B-05 during this test. The CMP
sensor B-07 and the CKP sensor B-05 are exactly the same. These sensors may be swapped in this
diagnostic procedure to determine the functionality of the CMP sensor B-07. A new set of error codes may
be generated by the ECU if sensors are swapped.

1. Voltage (AC) -- Single CMP sensor B-07 CMP sensor B-07 Approx. 2 -- 3 volts (AC)
ended connection at low rpm (Pin 1) (Pin 2)
(1000 -- 1100 rpm)
ended connection at high rpm (Pin 1) (Pin 2)
(2000 -- 2200 rpm)
3. Voltage (AC) -- In-line CMP sensor B-07 CMP sensor B-07 Approx. 1.5 -- 2.8 volts
(1000 -- 1100 rpm)
4. Voltage (AC) -- In-line CMP sensor B-07 CMP sensor B-07 Approx. 3 -- 4.5 volts
(2000 -- 2200 rpm)

Repair Manual.
the DMM to the X516 connector. Make sure the DMM’s test lead resistance is taken into account when taking
continuity measurements. See test table below.


55-117
A. If the voltages and ground paths are correct and the CMP B-07 sensor was not replaced on a prior
B. If the voltages and ground paths are correct and the CMP sensor B-07 was replaced on a prior
55-118
FAULT CODE E1572-04 -- Camshaft Sensor Failure

Context:
The Engine Control Unit (ECU) has reported an error with the monitoring of the Camshaft Position (CMP) sensor.
If the engine has a defective CMP sensor it can run off the Crankshaft Position (CKP) sensor. Diagnostics is active
if terminal 40 (Key On) is on, the current engine speed is above 50 RPM, no error in the Crankshaft Position (CKP)
sensor is present and the sensor supply voltage ( 5 volts DC) is not defective.
Cause:
The ECU has determined that there is a plausibility error between the phasing of the CKP and the CMP signals.
The signal from the CMP sensor is either intermittant or does not exist.

1. Faulty CMP sensor B-07.
2. CMP sensor is not mechanically installed correctly.
4. Faulty ECU, supply voltages or ground.
Solution:
1. Operation: Electrical and Sensor Mounting Inspection.
Remove CMP sensor connector X518 and inspect housing body/latch, pins and wiring harness for damage
or corrosion. Also, inspect the connector portion and mechanical mounting of the CMP sensor B-07.
a good and sound electrical connection. Replace CMP sensor B-07 if damaged.
B. If the sensor is not mounted correctly (loose, not seated properly, etc.), remount the sensor taking
special care to make sure it is properly seated (flush with sealing surface) and fastened. Use the Engine
Repair Manual for a reference if necessary.
C. If no damage is determined, proceed to step 2.
2. Operation: Resistance Check for Faulty CMP sensor B-07.

3. Operation: Check Output of CMP Sensor B-07.
Remove CMP sensor connector X518 and make the following electrical tests in the table below. There will
55-119
Single Ended Test Lead Connection Test (Standalone CMP Sensor B-07 Test):
Remove CMP sensor connector X518 and connect the above mentioned special test lead to the CMP sensor
Remove CMP sensor connector X518 and connect the above mentioned special test lead in-line with the
NOTE: The engine will be running off the Crankshaft Position (CKP) sensor B-05 during this test. The CMP
sensor B-07 and the CKP sensor B-05 are exactly the same. These sensors may be swapped in this
diagnostic procedure to determine the functionality of the CMP sensor B-07. A new set of error codes may
be generated by the ECU if sensors are swapped.

ended connection at low rpm (Pin 1) (Pin 2)
(1000 -- 1100 rpm)
ended connection at high rpm (Pin 1) (Pin 2)
(2000 -- 2200 rpm)
3. Voltage (AC) -- In-line CMP sensor B-07 CMP sensor B-07 Approx. 1.5 -- 2.8 volts
(1000 -- 1100 rpm)
4. Voltage (AC) -- In-line CMP sensor B-07 CMP sensor B-07 Approx. 3 -- 4.5 volts
(2000 -- 2200 rpm)

procedure of this type, proceed to check sensor mechanical alignment and tooth spacing referenced
in the Engine Repair Manual.
55-120

A. If the voltages and ground paths are correct and the CMP B-07 sensor was not replaced on a prior
B. If the voltages and ground paths are correct and the CMP sensor B-07 was replaced on a prior
55-121
FAULT CODE E1573-03 -- Offset Between Camshaft and Crankshaft

Context:
The Engine Control Unit (ECU) has reported an error with the phase relationship between the Crankshaft
Position (CKP) sensor and the Camshaft Position (CMP) sensor. The engine will alternatively use a redundant
angular system which is based on the CKP sensor. Diagnostics is active under these conditions: 1) terminal 40
(Key On) is active, 2) current engine speed is above 50 RPM, 3) no error is reported for the Crankshaft Position
(CKP) sensor and 4) sensor supply voltage ( 5 volts DC) is not defective.
Cause:
The ECU has determined that there is a phase relationship error between the CKP and the CMP sensor.

1. Faulty CMP B-07 or CKP sensor B-05.
2. CMP B-07 or CKP sensor B-05 are not mechanically installed correctly.
4. Faulty ECU, supply voltages or ground.
Solution:
1. Operation: Electrical and Sensor Mounting Inspection.
Remove CMP and CKP sensor connectors X518/X519 and inspect housing body/latch, pins and wiring
harness for damage or corrosion. Also, inspect the connector portion and mechanical mounting (seating) of
the CMP and CKP sensors B-07/B-05.
a good and sound electrical connection. Replace CMP or CKP sensor B-07/B-05 if damaged.
B. If any of the sensors are not mounted correctly (loose, not seated properly, etc.), remount the sensors
taking special care to make sure it is properly seated (flush with sealing surface) and fastened. Use the
Engine Repair Manual for a reference if necessary.
C. If no damage is determined, proceed to step 2.
2. Operation: Resistance Test for CMP sensor B-07.

1. Resistance CMP Sensor CMP Sensor 750 ohms 1000 ohms
B-07 (Pin 1) B-07 (Pin 2)
55-122
3. Operation: Resistance Test for CKP sensor B-05.

1. Resistance B-05 (Pin 1) B-05 (Pin 2) 750 ohms 1000 ohms
4. Operation: Check CKP Sensor B-05 Output Voltage and Harness Wiring.
Perform both (2) electrical tests defined below:
4-1. AC output voltage test for CKP sensor B-05
NOTE: When performing this electrical test, use the test lead labeled “Coolant/Fuel Temp Sensor” from the
Tier II (NEF) Diagnostic Repair Kit 380040185.
Remove CKP sensor connector X519 and connect the Coolant/Fuel Temp Sensor test lead in-line with the
alligator clips from the Coolant/Fuel Temp Sensor test lead. Use the table below to determine test parameters
and the measurement results.

(1000 -- 1100 rpm)
(2000 -- 2200 rpm)
4-2. Harness wiring continuity/shorts electrical test (CKP Sensor B-05).

55-123
the digital mulutimeter (DMM) to the X516 connector. Make sure the DMM’s test lead resistance is taken into
1. Continuity CKP Sensor Connector ECU Connector Approx. 0 -- 0.1 ohms

X519 (Pin: 1) X516 (Pin: 23)
2. Continuity CKP Sensor Connector ECU Connector Approx. 0 -- 0.1 ohms

X519 (Pin: 2) X516 (Pin: 19)
3. Shorts ECU Connector X516 ECU Connector Open Circuit

(Pin: 23) X516 (Pin: 19)
A. If both electrical tests are successful, proceed to step 7.

B. If harness wiring continuity/shorts test was not successful, find and repair the damaged sections(s) of
the wiring harness.
C. If the voltage test was not successful and the continuity/shorts test was successful, proceed to step 5.
5. Operation: CKP Sensor Alignment.
Use the technical information in the Engine Repair Manual to check proper mechanical alignment and tooth
spacing of the CKP sensor B-05. The spacing between the trigger teeth and the sensor is critical for proper
voltage output. Make sure that the sensor is seated properly (flush with mounting flange). After the sensor
alignment is complete, check to see if this fault code has cleared.
A. If this fault code is still present and has not cleared, proceed to step 6.
6. Operation: Replace CKP Sensor.
If needed, use the technical information in the Engine Repair Manual to replace the CKP sensor B-05. Make
sure that the proper mechanical alignment and tooth spacing is correct. The spacing between the trigger
teeth and the sensor is critical for proper voltage output. Make sure that the sensor is seated properly (flush
with mounting flange). After the sensor alignment is complete, check to see if this fault code has cleared.
7. Operation: Check CMP Sensor B-07 Output Voltage and Harness Wiring.
Perform both (2) electrical tests defined below:
A. AC output voltage test for CMP sensor B-07:
NOTE: When performing this electrical test, use the test lead labeled “Coolant/Fuel Temp Sensor” from the Tier
II (NEF) Diagnostic Repair Kit 380040185.
55-124
Remove CMP sensor connector X518 and connect the Coolant/Fuel Temp Sensor test lead in-line with the
alligator clips from the Coolant/Fuel Temp Sensor test lead. Use the table below to determine test parameters
and the measurement results.

1. Voltage (AC) -- In-line CMP sensor B-07 CMP sensor Approx. 1.5 -- 2.8 (AC)
connection at low rpm (Pin 1) B-07(Pin 2)
(1000 -- 1100 rpm)
2. Voltage (AC) -- In-line CMP sensor CMP sensor B-07 Approx. 3 -- 4.5 volts
connection at high rpm B-07(Pin 1) (Pin 2) (AC)
(2000 -- 2200 rpm)
B. Harness wiring continuity/shorts electrical test (CMP Sensor B-07).

Sensor” from the Tier II (NEF) Diagnostic Repair Kit #380040185 to be able to access the pins on the sensor
the DMM to the X516 connector. Make sure the DMM’s test lead resistance is taken into account when taking
continuity measurements. See test table below.
1. Continuity CMP Sensor Connector ECU Connector Approx. 0 -- 0.1 ohms

X518 (Pin: 1) X516 (Pin: 10)
2. Continuity CMP Sensor Connector ECU Connector Approx. 0 -- 0.1 ohms

X518 (Pin: 2) X516 (Pin: 9)
3. Short Circuit ECU Connector X516 ECU Connector Open Circuit

(Pin: 10) X516 (Pin: 9)
A. If both electrical tests are successful, proceed to step 10.

B. If harness wiring continuity/shorts test was not unsuccessful, find and repair the damaged sections(s)
of the wiring harness.
C. If the voltage test was not successful and the continuity/shorts test was successful, proceed to step 8.
8. Operation: CMP Sensor Alignment.
Use the technical information in the Engine Repair Manual to check proper mechanical alignment and tooth
spacing of the CMP sensor B-07. The spacing between the trigger teeth and the sensor is critical for proper
voltage output. Make sure that the sensor is seated properly (flush with mounting flange). After the sensor
alignment is complete, check to see if this fault code has cleared.
55-125
9. Operation: Replace CMP Sensor B-07.
If needed, use the technical information in the Engine Repair Manual to replace the CMP sensor B-07. Make
10. Operation: Replace CKP Sensor B-05.
If needed, use the technical information in the Engine Repair Manual to replace the CKP sensor B-05. Make
11. Operation: Swap the New CKP Sensor B-05 with the Old CMP Sensor B-07.
If needed, use the technical information in the Engine Repair Manual to swap the new CKP sensor B-05 with
the old CMP sensor B-07. Make sure that the proper mechanical alignment and tooth spacing is correct for
both sensors. The spacing between the trigger teeth and the sensor is critical for proper voltage output. Make
sure that the sensors are seated properly (flush with mounting flange). After the sensor alignment is
complete, check to see if this fault code has cleared.
A. If this fault code still exists, proceed to step 12.
12. Operation: Replace Old CMP Sensor B-07.
If needed, use the technical information in the Engine Repair Manual to replace the old CMP sensor B-07.
When this is complete, both CKP B-05 and CMP sensors B-07 will have been replaced. Make sure that the
proper mechanical alignment and tooth spacing is correct. The spacing between the trigger teeth and the
sensor is critical for proper voltage output. Make sure that the sensor is seated properly (flush with mounting
flange). After the sensor alignment is complete, check to see if this fault code has cleared.
A. If this fault code still exists, proceed to step 13.
55-126
A. If the voltages and ground paths are correct, proceed to step 14.
B. If the voltages and ground paths are not correct, refer to schematic Frame 2 and 29 and determine root
14. Operation: ReInitialize the ECU.
Using the EST service tool, reinitialize the ECU and load the appropriate dataset for this engine type. A call
will have to be made to CNH TSS to get an authorization code for the ECU initialization download. Check
to see if the fault code has cleared.
A. If the fault code did not clear, replace the ECU.
55-127
55-128
55-129

55-130
SECTION 55 - ELECTRICAL SYSTEMS
Chapter 25 - CNH 9.0L Engine Fault Codes
CONTENTS
Section Description Page

Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
CNH 9.0L Engine Faults . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
55-1
INTRODUCTION The following table lists the engine fault codes that
The CNH 9.0L engine ECU does fault monitoring for may be displayed to the operator, along with the
the engine electrical system, and will advise the corresponding ECU fault code, which is a different
combine electrical system if faults occur. In order to fault number. The table is provided for reference
diagnose these engine faults, it will be necessary to only; the INSITE software has the most current
connect the electronic service tool (EST) to the information available for diagnosing engine con-
combine, and use the INSITE® software to directly cerns.
communicate with the ECU. The INSITE software
contains the diagnostic procedures for resolving
these faults.
55-2
CNH 9.0L ENGINE FAULTS
Display Fault Insite Fault

Description Code FMI Priority Code
Wheel--based Vehicle Speed 1792 2 None 241
10 None 242
Accelerator Pedal Position 1793 3 None 131
4 None 132
1 None 147
0 None 148
19 None 287
2 None 1242
Fuel Delivery Pressure 1794 2 Medium 268
18 Medium 2215
1 Medium 2216
Water in Fuel Indicator 1795 15 None 418
3 None 428
4 Medium 429
Engine Oil Pressure 1796 3 Medium 135
4 Medium 141
18 Medium 143
1 High 415
2 Medium 435
Boost Pressure 1797 3 Medium 122
4 Medium 123
2 Medium 433
2 Medium 2973
Turbocharger 1 Speed 1798 16 Medium 595
18 Medium 687
10 Medium 2345
Intake Manifold #1 Temperature 1799 3 Medium 153
4 Medium 154
0 High 155
15 Low 2964
Barometric Pressure 1800 3 Medium 221
4 Medium 222
2 Medium 295
Engine Coolant Temperature 1801 3 Medium 144
4 Medium 145
16 Medium 146
0 High 151
2 Medium 334
15 Low 2963
55-3

Coolant Level 1802 3 None 195
4 None 196
1 None 235
Injector Metering Rail 1 Pressure 1803 0 High 449
3 Medium 451
4 Medium 452
16 Medium 553
2 Medium 554
18 Medium 559
Alternate Potential (Voltage) 1804 16 Medium 596
18 Medium 597
1 High 598
Electrical Potential (Voltage) 1805 18 Medium 441
16 Medium 442
Ambient Air Temperature 1806 3 Medium 249
4 Medium 256
Engine Speed 1807 0 High 234
2 Medium 689
2 Low 2321
Real Time Clock Power Interrupt 1808 2 Low 319
OEM Temperature 1809 3 Medium 293
4 Medium 294
Accelerator Pedal Low Idle Switch 1810 2 None 431
13 None 432
4 None 551
System Diagnostic Code # 1 1811 4 Medium 238
2 Medium 523
3 Medium 2185
4 Medium 2186
System Diagnostic Code # 2 1812 2 High 115
Power Supply 1813 2 Medium 434
2 Low 1117
Controller #1 1814 12 High 111
12 Medium 343
12 Medium 351
Calibration Memory 1815 2 Medium 341
31 Medium 2217
Fuel Control Valve #1 1816 31 Medium 2311
SAE J1939 Datalink 1817 9 Medium 285
13 Medium 286
55-4

Variable Geometry Turbocharger 1818 4 Medium 2384
3 Medium 2385
External Speed Input 1819 2 Medium 237
Fan Clutch Output Device Driver 1820 4 Medium 245
3 Medium 2377
Injector Cylinder #01 1821 5 Medium 322
7 Medium 1139
7 Medium 1141
7 Medium 1142
7 Medium 1143
7 Medium 1144
7 Medium 1145
Starter Solenoid Lockout Relay Driver Circuit 1827 3 Medium 584
4 Medium 585
Auxiliary PWM Driver #1 1828 3 Medium 2557
4 Medium 2558
Auxiliary Equipment Sensor Input 1829 11 Medium 779
Engine Speed Sensor #2 1830 7 Medium 731
2 Medium 753
2 Medium 778
2 Low 2322
Inlet Air Heater Driver # 1 1831 3 Medium 2555
4 Medium 2556
Remote Accelerator 1832 3 None 133
4 None 134
19 None 288
Internal Sensor Voltage Supply 1833 4 Medium 284
3 Medium 387
4 Medium 443
Engine Compression Brake Output # 1 1834 4 Medium 2362
3 Medium 2366
Engine Compression Brake Output # 2 1835 4 Medium 2363
3 Medium 2367
Electric Lift Pump for Engine Fuel 1836 3 Medium 2265
4 Medium 2266
55-5

5 Volts DC Supply #1 1837 4 Medium 352
3 Medium 386
5 Volts DC Supply #2 1838 4 Medium 187
3 Medium 227
Turbocharger #1 Compressor Inlet Temperature 1839 3 Medium 691
4 Medium 692
Fuel Pump Pressurizing Assy. #1 1840 4 Medium 271
3 Medium 272
7 Medium 275
7 Medium 281
Multiple Unit Synchronization Switch 1841 2 Medium 497
Engine Oil Change Interval 1842 31 Low 649
Auxiliary Pressure Sensor Input #2 Circuit 1843 3 Medium 297
4 Medium 298
? 1844 3 None 1239
4 None 1241
Turbocharger Compressor Outlet Temperature 1845 15 Low 2347
(Calculated)
Turbocharger Turbine Inlet Temperature (Calcu- 1846 15 Low 2346
lated)
55-6

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SECTION 55 -- ELECTRICAL SYSTEMS

Chapter 24 -- Cursor 10.3L Engine Error Codes

Section Description Page

IVECO 10.3L ENGINE FAULT CODE CROSS REFERENCE

Iveco Combine Fault

Iveco Combine Fault

FAULT CODE E1559-02 -- Coolant Temperature Sensor

Possible failure modes:

Test Type From To Expected Results

A. If 5 volts (DC) is present, proceed to step 4.

Test Type From To Expected Results

A. If continuity/shorts test is successful, go to step 4.

Coolant Temperature Resistance Value

Test Type From To Expected Results

1. Voltage X193 (Pin 2, 3, 8, 9, 40) Ground (engine block) Approx. 12 volts

FAULT CODE E1559-03 -- Coolant Temperature Sensor

Possible failure modes:

Test Type From To Expected Results

1. Voltage X373 (Pin: 1) X516 (Pin: 2) (--) Approx. 5 volts (DC)

A. If 5 volts (DC) is present, proceed to step 4.

Test Type From To Expected Results

1. Continuity X373 (Pin: 1) X516 (Pin: 15) Approx. 0 -- 0.10 ohms

2. Continuity X373 (Pin: 2) X516 (Pin: 26) Approx. 0 -- 0.10 ohms

A. If continuity/shorts test is successful, go to step 4.

Coolant Temperature Resistance Value

Test Type From To Expected Results

1. Voltage X193 (Pin 2, 3, 8, 9, 40) Ground (engine block) Approx. 12 volts

FAULT CODE E1559-04 -- Coolant Temperature Sensor

Possible failure modes:

Test Type From To Expected Results

A. If 5 volts (DC) is present, proceed to step 4.

Test Type From To Expected Results

A. If continuity test is successful, proceed to step 4.

Coolant Temperature Resistance Value

Test Type From To Expected Results

FAULT CODE E1559-12 -- Coolant Temperature Sensor

Possible failure modes:

Test Type From To Expected Results

FAULT CODE E1560-12 -- Coolant Temperature Sensor Dynamic Test

Possible failure modes:

Test Type From To Expected Results

A. If 5 volts (DC) is present, proceed to step 5.

Test Type From To Expected Results

A. If continuity test is successful, proceed to step 5.

Coolant Temperature Resistance Value

Test Type From To Expected Results

F-38 = KEY SWITCH FUSE A-01 = ENGINE CONTROL UNIT

FAULT CODE E1561-02 -- Boost Temp Signal

Possible failure modes:

Test Type From To Expected Results

A. If the voltage test sequence is successful, proceed to step 4.

Test Type From To Expected Results

A. If continuity/shorts test is successful, go to step 5.

Temperature Resistance Nominal Value Resistance Min/Max Range

Test Type From To Expected Results

FAULT CODE E1561-03 -- Boost Temp Signal

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