VT 265

DIAGNOSTIC/TROUBLESHOOTING MANUAL
DIAGNOSTIC/TROUBLESHOOTING MANUAL
EGES-305-2
2006
EGES-305-2
Read all safety instructions in the "Safety Information" section of this manual before doing any procedures.
Follow all warnings, cautions, and notes.
© 2006 International Truck and Engine Corporation
DIAGNOSTIC/TROUBLESHOOTING MANUAL I
Table of Contents
Foreword. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1
Service Diagnosis . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2
Safety Information. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3
Engine Systems. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5
Engine and Vehicle Features. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .61
Diagnostic Software Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .67
Engine Symptoms Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .97
Hard Start and No Start Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .129
Performance Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .209
Electronic Control Systems Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .275
Diagnostic Tools and Accessories. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .531
Abbreviations and Acronyms. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .555
Terminology. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .561
Appendix A: VT 275 Performance Specifications. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .569
Appendix B: Diagnostic Trouble Code Index. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .579
Appendix C: Technical Service Information (TSI). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .587
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II DIAGNOSTIC/TROUBLESHOOTING MANUAL
EGES-305-2
DIAGNOSTIC/TROUBLESHOOTING MANUAL 1
Foreword VT 275 Series Service Literature

This manual is part of a series of publications Number* Description
intended to assist service technicians in maintaining
EGES-300-1 VT 275 Engine Service Manual
International® diesel engines.
EGES-305-1 VT 275 Engine Diagnostics Manual
Due to a commitment of continuous research and
development, some procedures, specifications, and 1171818R3 VT 275 Operation and Maintenance
parts may be altered to improve International® Manual
products and introduce technological advances. EGED-315 VT 275 Diagnostic Form
Periodic revisions may be made to these publications EGED-310-1 VT 275 Electronic Control System
and mailed automatically to “Revision Service” Diagnostic Form
subscribers. When ordering publications, the latest
revision will be supplied. * - Publication with the latest revision will be
furnished.
NOTE: International® diesel engines are installed in NOTE: A dash (-) and a numeral after the form
many different applications. It is not always possible number indicate the revision level.
to illustrate the exact surroundings of the working area
in photographs.
When ordering additional copies of this publication
or any other International® Truck and Engine
Corporation publication, refer to the following contact
information:
International Truck and Engine Corporation

Printing and Distribution Services
C/O Moore Wallace North America
1750 Wallace Avenue
St. Charles, IL 60174
Telephone: 630-313-7507
EGES-305-2
2 DIAGNOSTIC/TROUBLESHOOTING MANUAL
Service Diagnosis Effective service diagnosis requires use of the

following references:
Service diagnosis is an investigative procedure that
must be followed to locate and correct an engine
Engine Service Manual
problem.
Engine Diagnostic Manual
The engine is first considered as a complete unit. If it
is determined that the problem is application related, Diagnostics Forms
see application specific manuals for further diagnostic Electronic Control Systems Diagnostics Forms
information.
Technical Service Information (TSI) letters
If the problem is determined to be within the engine,
the problem can then be localized to components or Technical Services Frequently Asked Questions
systems. Testing procedures will then help analyze (FAQ)
the source of the problem.
Prerequisites for effective diagnosis: NOTE: Metric values precede English values for test
procedures and reference.
Knowledge of the principles of operation for both
engine and application systems. Examples: 96 kPa (14 psi), 20 °C (68 °F)
Knowledge to perform and understand all

procedures in the diagnostic and service
publications.
Availability of and the ability to use diagnostic test
equipment, such as gauges.
Availability of the most current information for the
engine application.
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DIAGNOSTIC/TROUBLESHOOTING MANUAL 3
Safety Information Safety equipment
This manual provides general and specific service • Use correct lifting devices.
procedures essential for reliable engine operation and • Use safety blocks and stands.
your safety. Since many variations in procedures,
tools, and service parts are involved, advice for all Protective measures
possible safety conditions and hazards cannot be • Wear appropriate protective apparel when
stated. working with or around hot liquid, hot engines, or
Disregard for warnings, cautions, and instructions hot engine components
can lead to injury, death, or damage to the engine or • Wear protective glasses and safety shoes (do not
vehicle. work in bare feet, sandals, or sneakers)
Read safety instructions before doing any service and • Wear appropriate hearing protection
test procedures for the engine or vehicle. See related
application manuals for more information. • Wear correct work clothing.
Most accidents that involve operation, maintenance, • Do not wear rings, watches, or other jewelry.
and repair are caused by failure to observe basic • Restrain long hair.
safety rules or precautions. Read and follow OSHA
regulations. Fire prevention
• Make sure charged fire extinguishers are in the
SAFETY TERMINOLOGY work area.
Three terms are used to stress your safety and safe • To prevent fire and hazardous fumes, clean and
operation of the engine: Warning, Caution, and Note wipe dry all engine surfaces where fluids may
Warning: Signals conditions, hazards, and unsafe have spilled.
practices that can cause injury or death
NOTE: Check the classification of each fire
Caution: Signals conditions and practices that can extinguisher to ensure that the following fire types
cause damage to the engine or vehicle can be extinguished.
Note: Signals a key point or procedure that must be 1. Type A - Wood, paper, textiles, and rubbish
followed for correct, efficient engine operation.
2. Type B - Flammable liquids
SAFETY INSTRUCTIONS 3. Type C - Electrical equipment
Vehicle Batteries
• Make sure the vehicle is in neutral or park, the Batteries produce highly flammable gas during and
parking brake is set, and the wheels are blocked after charging.
before doing any work or diagnostic procedures
on the engine or vehicle. • Always disconnect the main negative battery
cable first.
Work area
• Always connect the main negative battery cable
The engine and its components must be kept clean last.
during service or maintenance. Contamination of the
engine or components will cause premature wear. • Avoid leaning over batteries.
• Keep work area clean, dry, and organized. • Use suitable eye protection.
• Keep tools and parts off the floor. • Do not expose batteries to open flames or sparks.
• Make sure the work area is ventilated and well lit. • Do not smoke in workplace.
• Make sure a First Aid Kit is available.
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4 DIAGNOSTIC/TROUBLESHOOTING MANUAL
Compressed air Fluids under pressure

• Limit shop air pressure for blow gun to 207 kPa • Use extreme caution when working on systems
(30 psi). under pressure.
• Use approved equipment. • Follow approved procedures only.
• Do not direct air at body or clothing. Fuel
• Wear safety glasses or goggles. • Do not over fill the fuel tank. Over fill creates a fire
hazard.
• Wear hearing protection
• Do not smoke in the work area.
• Use shielding to protect others in the work area.
• Do not fuel the tank when the engine is running.
Tools
Removal of tools, parts, and equipment
• Make sure all tools are in good condition.
• Reinstall all safety guards, shields, and covers
• Make sure all standard electrical tools are
after servicing the engine.
grounded.
• Make sure all tools, parts, and service equipment
• Check for frayed power cords before using power
are removed from the engine and vehicle after all
tools, lights, or extension cords.
work is done.
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1 ENGINE SYSTEMS 5
Table of Contents
Engine Systems. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7
Engine Serial Number. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7
Emission Labels. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7
Engine Accessories. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7
Engine Description. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8
Engine Features. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8
Standard Features. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9
Typical Engine Component Locations. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .11
Engine Systems Interaction Diagram. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .17
Air Management System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .18

Air Management Components and Air Flow. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .18
Air Flow. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .20
Dual Stage Turbocharger . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .21
Dual Stage Turbocharger Flow. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .22
Exhaust Gas Recirculation (EGR) System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .22
EGR Flow. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .22
EGR Valve. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .22
Fuel Management System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .24

Fuel Management Components. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .24
High-pressure Oil Flow. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .26
Injection Control Pressure (ICP) System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .28
ICP System Control. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .29
ICP System Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .29
Fuel Injectors. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .30
Fuel Injector Features. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .31
Injector Coils and Spool Valve. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .31
Intensifier Piston and Plunger. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .31
Plunger and Barrel. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .31
Injector Needle. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .31
Fuel Injector Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .31
Fill Stage. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .32
Main Injection (Step 1). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .33
Main Injection (Step 2). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .34
End of Main Injection (Step 1). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .35
End of Main Injection (Step 2). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .36
Fuel Supply System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .37

Fuel Supply System Schematic and Flow. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .37
Fuel Flow. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .38
Horizontal Fuel Conditioning Module (HFCM). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .39
Secondary Fuel Filter Assembly. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .40
Engine Lubrication System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .41

Lubrication System Components and Oil Flow. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .41
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6 1 ENGINE SYSTEMS
Oil Flow Diagram. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .42
Cooling System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .46

Cooling System Components and Flow. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .46
Front Cover Housing Flow. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .47
Crankcase and Cylinder Head Flow. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .47
Oil Cooler and EGR Cooler Flow. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .47
Thermostat Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .47
Electronic Control System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .49

Electronic Control System Components. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .49
Operation and Function. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .49
Reference Voltage (VREF). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .49
Signal Conditioner. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .50
Microprocessor. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .50
Microprocessor memory. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .50
ROM. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .50
RAM. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .50
Actuator Control. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .50
Actuators. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .50
Exhaust Gas Recirculation (EGR) Valve and Drive Module. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .51
Injection Pressure Regulator (IPR) Valve. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .51
Intake Air Heater Relay. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .51
Glow Plug Relay. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .51
Boost Control Solenoid (BCS) Assembly. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .51
Horizontal Fuel Conditioning Module (HFCM). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .51
Injection Drive Module (IDM). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .52
Injector Drive Module (IDM) Functions. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .52
Engine and Vehicle Sensors. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .53
Thermistor Sensor. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .54
Hot Wire Sensor. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .54
Variable Capacitance Sensor. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .55
Micro Strain Gauge (MSG) Sensor. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .56
Magnetic Pickup Sensor. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .56
Potentiometer. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .57
Switches. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .57
Glow Plug Control System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .59
Inlet Air Heater Control System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .60
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1 ENGINE SYSTEMS 7
Engine Systems Emission Labels

Engine Serial Number An Environmental Protection Agency (EPA) Engine
Emission Label is issued for the International® VT 275
diesel engine.
Figure 2 Example of Environmental Protection

Agency (EPA) emission label (50 state)
The EPA exhaust emission label is on top of the

crankcase breather, toward the front, on the left valve
cover. The label includes the following:
• Advertised brake horsepower ratings
Figure 1 Engine serial number • Engine model code

• Service applications
The engine serial number is in two locations: • Emission family and control systems
• Stamped on the crankcase pad, on the rear left • Year the engine was certified to meet EPA
side below the cylinder head. emission standards
• Manufacturer’s engine serial number label on the

crankcase breather adjacent to the emission label Engine Accessories
on the left valve cover.
The following engine accessories may have
Engine Serial Number Example manufacturers’ labels or identification plates:
4.5HM2Y0101718 • Alternator
4.5 – Engine displacement (liters) • Dual turbocharger assembly

H – Diesel, turbocharged, air intercooled and • Power steering pump
electronically controlled
M2 – Motor truck • Starter motor
U2 – Power unit and OEM, sold to original equipment Labels or identification plates include information
manufacturer and specifications helpful to vehicle operators and
Y – United States, Huntsville technicians.
7 digit suffix – Sequence number
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8 1 ENGINE SYSTEMS
Engine Description
International® VT 275 Features and Specifications

Engine configuration 4 stroke V6 diesel, 4 valves/cylinder
Displacement 4.5 liters (275 in3)
Bore (sleeve diameter) 95 mm (3.74 in.)
Stroke 105 mm (4.134 in.)
Compression ratio 18.0:1
Aspiration Dual turbocharged and Charge Air Cooled (CAC)
1
Rated power @ rpm 200 hp @ 2700 rpm
1
Peak torque @ rpm 440 ft·lbs @ 1800 rpm
Engine rotation (facing flywheel) Counterclockwise
Combustion system Direct injection turbocharged
Fuel system International® electro-hydraulic generation 2 injection
Cooling system capacity (engine only) 11 liters (12 quarts US)
Lube system capacity (including filter) 13 liters (14 quarts US)
Lube system capacity (overhaul only, with 14 liters (15 quarts US)
filter)
Firing order 1-2-5-6-3-4

1
Initial rating at the time of manual printing, ratings are subject to change for various application. See EPA emission label
for the exact rating for a particular engine.
Engine Features
The engine is designed with the following features:

Standard Features Optional Features
Four valves per cylinder Coolant heater assembly
Primary balancer shaft assembly Chassis Mounted Features
Dual timing sensors Horizontal Fuel Conditioning Module (HFCM)
Two-piece crankcase Diamond Logic® Engine Control
One-piece aluminum alloy pistons Inlet air heater relay
Fracture cap joint connecting rods Glow plug relay
Engine lubrication system Charge Air Cooler (CAC)
International® electro-hydraulic generation 2
injection system
Dual turbocharger assembly
Secondary fuel filter
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1 ENGINE SYSTEMS 9
Standard Features The combustion bowl is located in the piston crown to

reduce emissions. All pistons are mated to fractured
The International® VT 275 is a V6 engine with a
cap joint connecting rods.
displacement of 4.5 liters (275 cubic inches).
The engine lubrication system is pressure regulated,
The cylinder heads have four valves per cylinder
full flow cooled, and full flow filtered. The crankshaft
for improved air flow. Each fuel injector is centrally
driven gerotor oil pump provides the necessary
located between the four valves and directs fuel
pressure to protect all the bearings and other wear
over the piston bowl for improved performance and
surfaces. The oil pressure regulator, in the front
reduced emissions.
cover, maintains the desired system pressure. The
The overhead valve train includes hydraulic roller cam oil cooler cover and oil filter base assemblies direct
followers, push rods, rocker arms, and valve bridges oil and coolant flow for purpose of heat exchange.
to open the dual intake and exhaust valves.
The International® electro-hydraulic generation 2
The crankcase assembly has been designed as two injection system includes a cast iron oil rail assembly,
major matching components. The upper crankcase fuel injectors, and a high-pressure oil pump. The IDM
half houses the cylinders, main bearing saddles, with electronically controls the injectors. The IDM sends
oil and coolant passages either cast or machined. The voltage pulses to the opening and closing coils of
lower crankcase consists of a structural plate with the each injector to control fueling. The IDM receives
main bearing caps machined into it for improved load input information from the ECM to determine timing,
retention and alignment. quantity, and duration of fuel for each injection event.
The crankshaft is supported by four main bearings An electronic Boost Control Solenoid (BCS) in
with fore and aft thrust controlled at the upper half of combination with a pneumatic actuator controls the
the number 3 main bearing. Two connecting rods are turbocharger.
attached to each crankshaft rod journal and are offset
An open crankcase breather system draws crankcase
to minimize vibration. Piston pins are free floating,
vapors through a breather element while separating
allowing the pin free lateral movement within the
the vapor to the atmosphere and returning oil to the
connecting rod as well as the piston. Piston pins and
crankcase.
are held in place with retaining rings.
The secondary fuel filter assembly is pressure
The camshaft is supported by four bushings pressed
regulated and incorporates an air bleed orifice
into the crankcase. The camshaft is crankshaft driven
allowing air to be automatically purge if it has been
and thrust is controlled by a plate mounted behind the
introduced to the system.
number four cam journal.
The primary balancer shaft fits and turns within the Optional Features
camshaft itself and is driven by the crankshaft flange.
A coolant heater is available to raise the temperature
A counterweight is bolted to the front of the balancer
of the coolant surrounding the cylinders for improved
shaft and is held in place by the thrust plate. The
performance during cold weather start-ups.
camshaft thrust plate aligns and holds the rear end
of the balance shaft in the crankcase.
Chassis Mounted Features
The Crankshaft Position (CKP) sensor and Camshaft
The Horizontal Fuel Conditioning Module (HFCM),
Position (CMP) sensor are used by the Electronic
mounted on either the vehicle frame rail of the
Control Module (ECM) and Injector Drive Module
driver’s side (CF) or on the passenger side near
(IDM) to calculate rpm, fuel timing, fuel quantity, and
the transmission and frame rail (stripped chassis),
duration of fuel injection.
contains a fuel pump, filter, water separator with a
One piece aluminum-alloy pistons are fitted with drain valve, Water In Fuel (WIF) sensor, and Diesel
one keystone ring, one rectangular intermediate Thermo Recirculation Module (DTRM).
compression ring, and a two piece oil control ring.
Diamond Logic® engine control has three electronic
control modules that monitor and control the engine:
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10 1 ENGINE SYSTEMS
Electronic Control Module (ECM) The glow plug relay controls the six glow plugs, one
for each cylinder. The glow plugs warm the cylinders
Injector Drive Module (IDM) during start-up.
Exhaust Gas Recirculation (EGR) drive module
The inlet air heater and glow plug relays work together
during start-up.
The Inlet Air Heater (IAH) relay controls the IAH. The
IAH is mounted under and through the intake manifold A Charge Air Cooler (CAC) is an air-to-air heat
in the inlet air stream. The IAH warms the incoming exchanger which increases the density of the air
air during cold start-up. charge.
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1 ENGINE SYSTEMS 11
Typical Engine Component Locations
Figure 3 Front
1. Lifting eye (right front) 5. Engine Coolant Temperature 10. Water pump pulley
2. Manifold Absolute Pressure (ECT) sensor 11. Vibration damper
(MAP) sensor 6. Grooved idler 12. Belt tensioner assembly
3. Inlet Air Heater (IAH) 7. Coolant inlet 13. Grooved idler
4. Diagnostic port (not shown, 8. Flat idler 14. Flat idler
behind IAH) 9. Front cover assembly 15. Heater supply
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12 1 ENGINE SYSTEMS
Figure 4 Left
1. Oil level gauge tube assembly 6. Fuel return to fuel pump 11. Thermostat (to radiator)
2. Exhaust emission label 7. Fuel supply from fuel pump 12. Crankcase breather assembly
3. Crankcase vent hose assembly 8. Camshaft Position (CMP) sensor
4. Exhaust manifold (left) 9. Heater return port
5. Crankcase coolant drain plug 10. Glow plug harness assembly
(left) (left)
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1 ENGINE SYSTEMS 13
Figure 5 Rear
1. Inlet air (to turbocharger) 5. Valve cover assembly (right) 9. Rear cover
2. Turbocharger/exhaust outlet 6. Exhaust tube to EGR cooler 10. Valve cover assembly (left)
3. Exhaust tube assembly 7. Starter mount (rear cover) 11. Lifting eye (left rear)
4. Lifting eye (right rear) 8. Flywheel assembly
EGES-305-2
14 1 ENGINE SYSTEMS
Figure 6 Right
1. Wiring harnesses to chassis 5. Injection Control Pressure (ICP) 9. Coolant heater
mounted ECM, IDM, IAH and sensor 10. Exhaust manifold (right)
glow plug relays 6. Glow plug harness assembly 11. Oil fill cap
2. Turbocharger compressed air to (right)
CAC 7. Crankshaft Position (CKP)
3. Boost Control Solenoid (BCS) sensor
4. Manifold Air Pressure (MAP) 8. Crankcase coolant drain plug
sensor (right)
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1 ENGINE SYSTEMS 15
Figure 7 Top
1. Engine Oil Pressure (EOP) 7. Turbocharger pneumatic 12. Oil supply to dual turbocharger
switch actuator assembly
2. Engine Oil Temperature (EOT) 8. Turbocharger compressed air to 13. High-pressure oil pump
sensor CAC assembly
3. Turbocharger low-pressure 9. Turbocharger high-pressure 14. Injection Pressure Regulator
compressor compressor (IPR) valve
4. Intake elbow 10. Turbocharger high-pressure 15. Intake manifold (left side)
5. Exhaust Gas Recirculation turbine 16. Injector connection (6)
(EGR) valve 11. Turbocharger low-pressure 17. Oil filter
6. BCS tube assembly turbine 18. Secondary fuel filter
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16 1 ENGINE SYSTEMS
Figure 8 Crankcase assembly and oil pan assembly

1. Upper crankcase 3. Upper oil pan
2. Lower crankcase 4. Lower oil pan
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1 ENGINE SYSTEMS 17
Engine Systems Interaction Diagram
Figure 9 Engine systems interactions
The primary engine systems are air management and The electronic control system controls the air
fuel management which share some subsystems or management system and fuel management
have a subsystem that contributes to their operation. system.
The Coolant System provides heat transfer for
crankcase and cylinder sleeves, cylinder head,
EGR gases, and lubrication oil.
The lube oil system provides lubrication and heat
transfer for engine components.
The Injection Control Pressure (ICP) system uses
engine oil to actuate the fuel injectors.
The fuel supply system pressurizes fuel to the fuel
injectors.
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18 1 ENGINE SYSTEMS
Air Management System

Air Management Components and Air Flow
Figure 10 Air induction/exhaust system diagram

1. Dual turbocharger assembly 5. EGR cooler 10. Exhaust manifold (right)
2. Exhaust outlet (to atmosphere) 6. Intake manifold 11. EGR valve assembly
3. Exhaust tubing 7. Exhaust manifold (left) 12. Air inlet duct
4. MAF/IAT sensor, air inlet (from 8. Cylinder head (left) 13. Charge Air Cooler
air filter assembly) 9. Cylinder head (right)
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1 ENGINE SYSTEMS 19
Figure 11 Air Management System (AMS)
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20 1 ENGINE SYSTEMS
The Air Management System (AMS) includes the C. The high-pressure impeller compresses
following: discharge air to a considerably higher
pressure and temperature before it enters
Air filter assembly
the CAC.
Dual stage turbocharger with pneumatic actuator
D. As the discharge air (heated) flows through
Charge Air Cooler (CAC) the CAC, ambient air flows across the CAC
MAF/IAT sensor tubes and fins providing an exchange of heat
to the atmosphere. The heat exchange that
MAP sensor takes place allows cooled air (denser) to enter
Intake manifold the engine with enough pressure to give a
correct air to fuel ratio.
Intake valves
E. The cooled air from the CAC continues into
Exhaust Gas Recirculation (EGR) system the intake manifold, past the intake valves
Exhaust valves and into the cylinders. After combustion has
taken place, hot exhaust gases are forced
Exhaust manifolds
through the exhaust manifolds and into the
Exhaust tube assembly exhaust piping.
Catalytic converter - if equipped • Most of the hot exhaust gas flows
Catalyzed Diesel Particulate Filter (CDPF) - if into the turbocharger high-pressure
equipped turbine (smaller turbo), spinning the
high-pressure turbine wheel. Exhaust
continues to flow onto the low pressure
turbine (larger turbo), spinning the low-
Air Flow pressure turbine wheel before exiting the
The following series of statements trace the path of air turbocharger and into the engine exhaust
as it flows through the engine. pipe.
A. Ambient air is initially drawn through the air • A portion of the hot exhaust gas is routed
filter assembly past the MAF/IAT sensor and through the EGR cooler and into the
into the air inlet duct. EGR valve where it is metered into the
intake manifold to blend with incoming
During cold weather startups, an inlet air filtered air. This helps reduce combustion
heater warms the incoming air. An inlet air temperatures and Oxides of Nitrogen
heater relay controls the operation of the (NOX).
heating element depending upon ambient
temperature, atmospheric pressure and F. Exhaust flows through the exhaust piping,
altitude. muffler and catalytic converter or CDPF
(depending on rating), and out the exhaust
B. The air continues to flow through the pipe.
low-pressure impeller (larger turbo), where
it is compressed and discharged to the G. A breather and crankcase vent hose
high-pressure impeller (smaller turbo). assembly draw crankcase vapors from the
engine.
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1 ENGINE SYSTEMS 21
Dual Stage Turbocharger
Figure 12 Dual stage turbocharger

1. Oil supply tube 7. Crossover tube 12. Exhaust outlet
2. Low-pressure compressor 8. High-pressure compressor 13. Low-pressure turbine
3. Air inlet 9. High-pressure turbine 14. Equipment serial number tag
4. Pneumatic actuator 10. Exhaust inlet
5. Low-pressure compressor outlet 11. High-pressure turbine
6. High-pressure compressor outlet/low-pressure turbine
discharge inlet
The dual stage turbocharger responds directly the cylinders. Exhaust temperature and pressure
to engine loads. Different engine loads affect increase; higher exhaust energy increases turbine
exhaust energy that determines turbocharger speed. and compressor speed that raises the pressure and
Turbocharger speed controls boost pressure for temperature of inlet boost air.
various engine loads. The dual stages of the
As engine rpm and load decrease, less fuel and
turbocharger contribute to the lowering of exhaust
air enter the cylinders. Exhaust temperature and
emissions.
pressure decrease; lower exhaust energy decreases
At engine low idle, engine load and boost are low. turbine and compressor speed that lowers the
As engine rpm increase, more fuel and air enter pressure and temperature of boost air.
EGES-305-2
22 1 ENGINE SYSTEMS
Dual Stage Turbocharger Flow NOX gas forms during a reaction between nitrogen and
oxygen at the high temperatures of combustion. By
mixing exhaust with the inlet air, NOX gas formation is
reduced.
EGR Flow
Some exhaust from the exhaust tube assembly flows
into the EGR cooler. Exhaust from the EGR cooler
flows into a passage in the intake manifold that
intersects with the EGR valve.
When the EGR is commanded, the EGR valve opens
allowing cooled exhaust gases to enter the intake
manifold to be mixed with filtered intake air then is
recycled through combustion process.
EGR Valve
Figure 13 Dual stage turbocharger flow
During light loads, all exhaust flows through the

high-pressure turbine and low-pressure turbine.
The filtered air, mixed with crankcase vapors, is
drawn to the low-pressure compressor. The air
mixture is compressed and discharged to the
high-pressure compressor. The high-pressure
compressor compresses the discharge air at higher
pressure, temperature, and density before it enters
the Charge Air Cooler (CAC).
When boost pressure reaches a predetermined value,
a pneumatic actuator opens a valve, allowing some
exhaust to bypass the high-pressure turbine and flow
directly to the low-pressure turbine; maximum boost
pressure is limited.
Exhaust Gas Recirculation (EGR) System
The EGR system includes the following:

Exhaust tube assembly
EGR cooler Figure 14 EGR valve
EGR valve 1. Connector
2. DC motor with position sensor
EGR drive module
3. Poppet valve assembly
Intake manifold
The EGR system reduces Nitrogen Oxide (NOX) The EGR valve uses a DC motor to control the position
emissions. of the valve assembly. The motor pushes directly
EGES-305-2
1 ENGINE SYSTEMS 23
on the valve assembly. The valve assembly has two The EGR actuator consists of three major
valve heads on a common shaft. components; a valve, an actuator motor, and an
Integrated Circuit (IC). The IC has three Hall effect
position sensors to monitor valve movement. The
EGR valve is located at the front of engine in the
intake manifold.
The EGR drive module controls the actuator motor
and is chassis mounted in the electrical control area
on the right side behind the cab.
The EGR drive module receives the desired EGR
position from the ECM across the CAN2 datalink to
activate the valve for exhaust gas recirculation. The
EGR drive module provides feedback to the ECM on
the valve position. The EGR drive module interprets
the ECM command and sends the command using
three pulse width modulated signals to the actuator
motor.
The system is closed loop control using the EGR
Figure 15 EGR closed loop operation position signals.
Figure 16 EGR control
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24 1 ENGINE SYSTEMS
Fuel Management System

Fuel Management Components
Figure 17 Fuel management system
EGES-305-2
1 ENGINE SYSTEMS 25
The fuel management system includes the

following:
Injection Control Pressure (ICP) system
Fuel supply system
Fuel injectors
Lubrication system
Electronic control system
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26 1 ENGINE SYSTEMS
High-pressure Oil Flow
Figure 18 High-pressure oil flow

1. Injection Control Pressure (ICP) 6. Oil exhaust ports 11. High-pressure pump assembly
sensor 7. Fuel inlet (4) 12. Fuel injector (6)
2. High-pressure oil rail assembly 8. Branch tube assembly
3. Case-to-head tube plug (2) 9. Injection Pressure Regulator
4. Case-to-head tube assembly (2) (IPR) valve
5. High-pressure oil inlet (injector) 10. Crankcase
EGES-305-2
1 ENGINE SYSTEMS 27
Figure 19 High-pressure oil flow schematic
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28 1 ENGINE SYSTEMS
The high-pressure oil system includes the fuel into the combustion chamber. The CLOSE coils
following: are energized to end injection. Exhaust oil exits
through two ports in the top of the injector and drains
High-pressure oil pump
back to the crankcase.
Injection Pressure Regulator (IPR) valve
150 micron screen
Injection Control Pressure (ICP) System
Oil reservoir for the high-pressure oil pump
Branch tube assembly
Case-to-head tube assemblies
High-pressure oil rails
Fuel injectors
Injection Control Pressure (ICP) sensor
A gear-driven, high-pressure oil pump draws

oil through a screen in the oil reservoir for the
high-pressure oil pump. The oil reservoir, in the top
of the crankcase below the oil cooler, is kept full by
the engine lubrication system.
Figure 20 ICP closed loop system
The IPR valve maintains the ICP pressure by dumping
excess oil back to the crankcase.
High-pressure oil from the pump flows through a The ICP is a closed loop system that uses the ICP
branch tube assembly to each case-to-head tube sensor to provide feedback to the Electronic Control
assembly to each high-pressure oil rail. Module (ECM). The ECM uses the ICP sensor to
continuously monitor injection control pressure and
High pressure oil in the oil rails enter the fuel injectors
adjust the duty cycle of the IPR valve to match engine
through sealed ports in the top of the fuel injectors.
requirements.
When the OPEN coil for each injector is energized, the
injector uses high-pressure oil to inject and atomize
EGES-305-2
1 ENGINE SYSTEMS 29
ICP System Control to control ICP pressure in a range from 5 MPa (725
psi) up to 28 MPa (4,075 psi). Maximum pressure
relief occurs at about 32 MPa (4,600 psi).
The IPR valve is mounted in the body of the
high-pressure pump. The IPR valve maintains
the desired ICP by dumping excess oil back to the
crankcase sump.
As demand for ICP increases, the ECM increases the
pulse - width modulation to the IPR solenoid. When
ICP demand decreases, the ECM decreases the duty
cycle to the solenoid, allowing more oil to flow from the
drain orifice.
The ECM sets Diagnostic Trouble Codes (DTCs), if
the ICP electrical signal is out of range. DTCs are
also set if an ICP signal corresponds to an out of
range value for injection control pressure for a given
operating condition.
Figure 21 ICP control The ECM will ignore ICP signals that are out of range
and the IPR valve will operate from programmed
default values. This is called an Open Loop operation.
ICP System Operation
The IPR solenoid receives a pulse width modulated
signal from the ECM that indicates the on and off time
the control valve is energized. The pulse is modulated
EGES-305-2
30 1 ENGINE SYSTEMS
Fuel Injectors
Figure 22 Fuel injector assembly

1. Exhaust port (oil) 9. Reverse flow check 16. Fuel inlet (4)
2. Inlet port 10. Lower O-ring 17. Fuel inlet check ball
3. Spool valve (control valve) 11. Nozzle assembly 18. Barrel
4. Control valve body 12. Needle 19. Intensifier piston
5. OPEN coil 13. Nozzle gasket 20. CLOSE coil
6. Intensifier piston spring 14. Valve Opening Pressure (VOP)
7. Plunger spring
8. Upper O-ring 15. Edge filter
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Fuel Injector Features pressure is also 7.1 times greater than ICP pressure
on the plunger.
Two 48 volt 20 amp coils control a spool valve
that directs oil flow in and out of the injector. The
injector coils are turned on for approximately 800
Plunger and Barrel
µs (microseconds or millionths of a second). Each
injector has a single four pin connector that passes Fuel pressure builds at the base of the plunger in the
through its rocker arm carrier. barrel. When the intensifier piston pushes the plunger
down, the plunger increases fuel pressure in the barrel
7.1 times greater than ICP. The plunger has tungsten
Injector Coils and Spool Valve carbide coating to resist scuffing.
An OPEN coil and a CLOSE coil in the injector move
the spool valve from side to side using magnetic force.
The spool has two positions: Injector Needle
• When the spool valve is open, oil flows into the The injector needle opens inward, off its seat when
injector from the high-pressure oil rail. fuel pressure overcomes the Valve Opening Pressure
(VOP) of 20 MPa (2900 psi). Fuel is atomized at high
• When the spool valve is closed oil exhausts from pressure through the nozzle tip.
the top of the fuel injector and drains back to the
crankcase.
Fuel Injector Operation
Intensifier Piston and Plunger The injection operation has three stages:
When the spool valve is open, high-pressure oil • Fill stage
enters the injector pushing down the intensifier piston
• Main injection
and plunger. Since the intensifier piston is 7.1 times
greater in surface area than the plunger, the injection • End of main injection
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32 1 ENGINE SYSTEMS
Fill Stage During the fill stage both coils are de-energized and
the spool valve is closed. High-pressure oil from the
high-pressure oil rail is deadheaded at the spool valve.
Low-pressure fuel fills the four ports and enters
through the edge filter on its way to the chamber
beneath the plunger. The VOP spring holds the
needle on its seat to prevent fuel from entering the
combustion chamber.
Figure 23 Fill stage

1. High-pressure oil deadheaded at spool valve
2. Spool valve (closed)
3. OPEN coil (off)
4. Intensifier piston (at rest)
5. Disc check (seated)
6. Needle (seated)
7. Low-pressure fuel in through four inlet ports
8. CLOSE coil (off)
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Main Injection (Step 1) A pulse width current energizes the OPEN coil.
Magnetic force moves the spool valve open.
High-pressure oil flows past the spool valve and
onto the top of the intensifier piston. Oil pressure
overcomes the force of the intensifier piston spring
and the intensifier starts to move down. An increase
in fuel pressure under the plunger seats the fuel inlet
check ball, and fuel pressure starts to build on the
needle.
Figure 24 Main injection (step 1)

1. Spool valve (open - moves to coil)
2. OPEN coil (on)
3. High-pressure oil starts to flow
4. Intensifier piston (moving down)
5. Intensifier piston spring begins compressing
6. Fuel pressure builds
7. Needle (seated)
8. Fuel inlet check ball (seated)
9. Close coil (off)
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Main Injection (Step 2) The pulse width controlled current to the OPEN coil
is shut off, but the spool valve remains open. High
pressure oil from high pressure oil rail continues to
flow past the spool valve. The intensifier piston and
plunger continue to move and fuel pressure increases
in the barrel. When fuel pressure rises above the VOP,
about 20 MPa (2900 psi), the needle lifts of its seat and
injection begins.
Figure 25 Main injection (step 2)

1. Spool valve (still at open coil)
2. OPEN coil (off)
3. High-pressure oil flows to push intensifier piston
down
4. Intensifier piston (moving down)
5. Needle (unseated - VOP)
6. Fuel inlet check ball (seated)
7. CLOSE coil (off)
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End of Main Injection (Step 1) When the Injector Drive Module (IDM) determines
that the correct injector on-time has been reached
(the correct amount of fuel has been delivered), the
IDM sends a pulse width controlled current to the
CLOSE coil of the injector. The current energizes
the CLOSE coil and magnetic force closes the spool
valve. High-pressure oil is deadheaded against the
spool valve.
Figure 26 End of main injection (step 1)

1. High-pressure oil deadheaded at spool valve
2. Spool valve (closed - moved to close coil)
3. OPEN coil (off)
4. High-pressure oil flow stops
5. Intensifier piston (moving up)
6. Check disc (seated)
7. Needle (unseated/closing)
8. CLOSE coil (on)
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End of Main Injection (Step 2) The pulse width controlled current to close the coil
is shut off, but the spool valve remains closed. The
intensifier piston and plunger return to their initial
positions. Oil above the intensifier piston flows past
the spool valve through the exhaust ports. Fuel
pressure decreases until the VOP spring forces the
needle back onto its seat.
Figure 27 End of main injection (step 2)

1. Exhaust port (oil) (2)
2. Spool valve (closed - still at close coil)
3. OPEN coil (off)
4. High-pressure oil bleeds out exhaust oil port
5. Intensifier piston (at rest)
6. VOP spring (returns needle)
7. Needle (seated)
8. CLOSE coil (off)
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Fuel Supply System

Fuel Supply System Schematic and Flow
2
3
4
5
8
10
9
8
6
J11054
Figure 28 Fuel supply system

1. Drilled passage to fuel injectors 5. HFCM (chassis mounted) 9. Fuel line (supply left cylinder
(2) 6. Fuel line (supply from HFCM) head)
2. Secondary fuel filter assembly 7. Fuel line (return to HFCM) 10. Fuel line (supply right cylinder
3. Banjo bolt (fuel supply) 8. Banjo bolt with check valve (2) head)
4. Fuel injector (6)
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Figure 29 Fuel supply system
The fuel supply system includes the following: pressurizes the fuel. Conditioned fuel flows from the
HFCM through the supply line to the secondary fuel
Fuel tank
filter assembly.
Fuel lines (tank to HFCM)
The secondary fuel filter assembly conditions fuel,
Horizontal Fuel Conditioning Module (HFCM) maintains system pressure, and deaerates fuel.
Secondary fuel filter assembly Fuel flows through each fuel line and a banjo bolt
connecting the fuel line to the cylinder head. Fuel
Fuel lines (HFCM to secondary fuel filter) flows through drilled passages in each cylinder head
Fuel lines (secondary fuel filter to cylinder heads) to the fuel injectors. When the fuel injectors are
activated, fuel flows into four inlets in each injector.
Drilled passages in cylinder heads Fuel does not return to the fuel supply system; this is
a deadhead fuel system.
Fuel Flow
The fuel pump in the HFCM draws fuel through a fuel
line from the fuel tank. The HFCM heats, filters, and
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Horizontal Fuel Conditioning Module (HFCM) The following parts or features in the HFCM
condition and regulate fuel pumped to the
secondary fuel filter assembly.
Fuel pump and pressure regulator
Fuel heater
Water In Fuel (WIF) sensor
Water separator
Fuel filter
Diesel Thermo Recirculation Module (DTRM)
The fuel pump draws fuel from the fuel tank, past the
fuel heater and through a 10 micron filter. A pressure
regulator, controls fuel to the suction side of the fuel
pump. The fuel heater is activated at 10 °C (50 °F)
and shuts off at 27 °C (80 °F).
Figure 30 HFCM
A 10 micron filter separates particles and a water
1. Cover plate assembly separator eliminates water from the fuel drawn into
2. Fuel return to tank the pump. If large amounts of water are separated,
3. Fuel pump access cover a Water In Fuel (WIF) sensor will send a signal to
4. Fuel supply to HFCM the Electronic Control Module (ECM) to illuminate the
5. Water In Fuel (WIF) sensor connector amber WATER IN FUEL lamp. Conditioned fuel is
6. Fuel drain valve pumped to the secondary fuel filter assembly.
7. Fuel heater connector
8. Fuel supply to engine A DTRM recirculates fuel returned from the secondary
9. Fuel filter cover fuel filter assembly back to the unfiltered side of the
10. Fuel return from engine to HFCM filter or back to the fuel tank. Depending on returning
fuel temperature the DTRM diverts return fuel flow to
the fuel tanks or back through the HFCM and back to
the secondary fuel filter. Above 27 °C (80 °F) all fuel
goes back to the fuel tank. Below 10 °C (50 °F) all fuel
goes through the HFCM and back to the secondary
fuel filter. Between 10 °C (50 °F) and 27 °C (80 °F)
fuel will flow both directions through the HFCM to the
secondary filter and back to the fuel tank.
Figure 31 HFCM - fuel flow
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Secondary Fuel Filter Assembly
Figure 32 Fuel lines

1. Fuel return to fuel pump Figure 34 Fuel pressure regulator
2. Fuel supply from fuel pump
1. Orifice
3. Fuel pressure test port plug
2. Return fuel passage
4. Conditioned fuel to left cylinder head
5. Conditioned fuel to right cylinder head
The fuel pressure regulator is a spring loaded poppet
valve. It is used to regulate and relieve excessive
fuel pressure. Fuel that passes through the pressure
regulator returns to the HFCM. Conditioned fuel flows
through a fuel return tube to the two fuel supply ports
to the cylinder heads and the fuel test port.
An orifice is drilled through the side of the secondary
fuel filter housing, to the return fuel passage on the
side of the secondary fuel filter. Air that is trapped
in the housing is returned through the return fuel
passage.
During idle and low engine loads, when injector
demand is low, most of the fuel is cycled between the
fuel filter housing and HFCM. When engine demand
increases, engine fuel consumption increases; fuel
flows through the filter with little or no cycling.
Conditioned fuel flows through each fuel line. A
check valve in a banjo bolt connect each fuel line to
each cylinder head. The check valve prevents fuel
Figure 33 Secondary fuel filter assembly - fuel return to the secondary fuel filter and keeps the drilled
flow passages full. Fuel flows through drilled passages to
the fuel injectors in each cylinder head. When the fuel
injectors are activated, fuel flows into four inlets in
A four micron filter element in the fuel filter separates each injector. Fuel does not return to the fuel supply
particles in the fuel. system from the injectors; this is a deadhead fuel
system.
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Engine Lubrication System

Lubrication System Components and Oil Flow
Figure 35 Lubrication system

1. Dual turbocharger assembly 8. Piston cooling tube (6) 15. Primary balancer shaft bushing
2. Turbocharger oil supply line 9. Upper oil pan (2)
3. Oil cooler/filter header assembly 10. Oil pickup tube 16. Camshaft bushing (4)
4. Push rod (12) 11. Oil pan 17. Rocker arm assembly (12)
5. Hydraulic roller follower (12) 12. Gerotor assembly 18. Turbo oil drain to sump
6. Oil galleries 13. Oil pressure regulator
7. Crankshaft main bearing (4) 14. Front cover
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42 1 ENGINE SYSTEMS
Oil Flow Diagram
Figure 36 Lubrication system schematic
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The lubrication system includes the following: The lubrication system is pressure regulated, full flow
cooled, and full flow filtered.
Oil pan assembly
A gerotor oil pump draws oil from the oil pan through
Gerotor oil pump
an oil pickup tube bolted to the upper oil pan. Oil flows
Front cover through passages in the upper oil pan, in the lower
Oil pressure regulator valve crankcase, and in the front cover to the gerotor oil
pump. The gerotor oil pump includes the front cover
Crankcase assembly assembly, gerotor assembly (inner and outer gears),
Oil cooler cover assembly and the gerotor housing cover. The crankshaft drives
the inner rotor gear of the gerotor pump. Discharge
Oil filter base assembly oil flows through a passage in the front cover through
Engine Oil Pressure (EOP) switch the regulator valve to the gerotor pump suction.
Engine Oil Temperature (EOT) sensor
Piston cooling tubes
Lifters
Push rods
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Figure 37 Oil cooler cover and oil filter base location details
1. Unfiltered oil flow from pump 7. Filtered oil to crankcase galleries 12. Oil filter drain to sump
2. Oil cooler outlet (oil) and other components 13. Coolant outlet
3. Filtered oil to reservoir 8. Unfiltered oil inlet 14. Oil cooler inlet (oil)
4. Oil pressure test port fitting 9. Oil temperature sensor port 15. Oil drain to sump
5. Coolant inlet 10. Turbocharger oil supply port
6. Oil cooler bypass valve 11. Oil pressure sensor port
Pressurized oil from the pump flows through a • Both bypass valves ensure full flow of oil to the
passage in the front cover, through a passage in the engine, if the filter or cooler is restricted.
upper crankcase, to the oil cooler cover. Passages
The oil filter base directs filtered oil to the oil supply
in the oil cooler cover direct lube oil and coolant. Oil
tube to lubricate the turbocharger shafts, the EOP
flows through plates in the cooler from the back to the
switch, the EOT sensor, the diagnostic port, and to the
front, cools, and flows back to the oil cooler cover.
oil cooler cover. Lubricating oil from the turbocharger
• If the oil cooler is restricted, a bypass valve in the drains back to the oil pan through the high-pressure
oil filter base opens, oil bypasses the oil cooler, oil pump cover.
and flows to the oil filter base.
When the oil filter is removed, oil flows from a drain
Oil flows through the oil filter base to the oil filter valve in the oil filter base back to the oil pan.
element outside to inside, up the outside of the filter
stand pipe and down the inside of the stand pipe, and
back to the oil filter base.
• If the oil filter element is restricted, a bypass valve
in the oil filter return line opens, oil bypasses the
oil filter element, and flows to the oil filter base.
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1 ENGINE SYSTEMS 45
Oil cooler cover and the oil cooler base direct

filtered oil in three ways:
One passage supplies oil to the reservoir in the
crankcase for the high-pressure oil pump and ICP
system. A screen in the oil reservoir catches debris
before oil goes to the high-pressure oil pump.
Two other passages supply filtered oil for the
following:
Left Side Right Side
Main lube oil gallery Main lube oil gallery
Push rod and rocker Push rod and rocker
arms arms
Piston cooling tubes Piston cooling tubes
Lifters Camshaft bushings
Crankshaft main
bearings
Connecting rod bearings
Primary balancer shaft
Figure 38 Oil reservoir in crankcase bushings
1. Oil feed to high-pressure oil pump Lifters
2. Oil filter drain to pan
3. Oil feed to left side of main lube oil gallery
4. Oil feed to oil cooler cover
5. Oil feed to right side of main lube oil gallery
6. Coolant feed to oil cooler
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Cooling System
Cooling System Components and Flow
12
5
7
11 6
8
10
9
J31138
Figure 39 Cooling system

1. Intake manifold 5. Crankcase 9. Coolant inlet (from radiator)
2. EGR cooler assembly 6. Thermostat assembly 10. Water pump assembly
3. Oil cooler cover 7. Coolant return (from heater) 11. Coolant outlet (to radiator)
4. Cylinder head (2) 8. Front cover assembly 12. Coolant supply (to heater)
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1 ENGINE SYSTEMS 47
The cooling system keeps the engine within a radiator and blocks passage to the water pump. There
designated temperature range. is a small stop check valve through the thermostat
disc that allows warming and equalizing flow across
The centrifugal water pump (hub and impeller) is
the thermostat.
mounted in the pump housing of the front cover. The
water pump has a built in reservoir to catch small
amounts of coolant that may seep past the seal.
Crankcase and Cylinder Head Flow
Coolant flows through passages in the front cover
Front Cover Housing Flow to the left and right sides of the crankcase. Coolant
flows through the front of both sides of the crankcase,
The water pump draws coolant from the radiator
evenly distributing coolant around the cylinders, and
through inlet of the front cover housing. Coolant flows
exits the rear of the crankcase flowing up to the
from the water pump through three passages in the
cylinder heads.
front cover.
Coolant flows from the rear of the cylinder heads to
• Two passages (left and right) direct coolant into
the front of the cylinder heads, exits down a passage
the crankcase (front to rear) to cool the cylinder
in the crankcase, and returns to the front cover.
walls and the cylinder heads.
An optional coolant heater is installed in the crankcase
• The third passage directs coolant through a
for use in extremely cold weather. The coolant heater
passage in the crankcase to the oil cooler cover.
can be connected by a dealer.
NOTE: If an oil cooler seal is damaged, weep holes in
the oil filter base allow coolant to seep from the cooler
Oil Cooler and EGR Cooler Flow
cover.
The front cover directs coolant to a passage in the
Coolant returns through two front cover passages.
crankcase. Coolant flows from the crankcase to the
• A single return passage in top of the front cover. front of the oil cooler cover. The oil cooler and the oil
filter base direct coolant to the front of the oil cooler.
• Two opening (left and right) from the
crankcase to this return passage. Coolant flows through the oil cooler from the front to
rear and exits through the EGR cooler supply port.
• A third opening directs coolant from the intake
manifold to this return passage. Coolant flows from the rear of the EGR cooler to the
front returning to the front cover though a passage in
• This return passage supplies coolant to the
the intake manifold.
cab heater.
• The deaeration port is on top of the intake
• A second passage directs coolant from the cab
manifold.
heater to the front cover
Return coolant is directed to the thermostat in the front
cover. Thermostat Operation
• If the thermostat is open, coolant flows to the The thermostat has two outlets. One directs coolant
radiator and is blocked to the pump. to the radiator when the engine is at operating
temperature. The other directs coolant to the water
• If the thermostat is closed, coolant returns to the
pump until the engine reaches operating temperature.
water pump and the radiator outlet is blocked.
The thermostat begins to open at 88 °C (190 °F) and
As the engine reaches operating temperatures, the is fully open at 96 °C (205 °F).
thermostat slowly opens and directs coolant to the
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48 1 ENGINE SYSTEMS
Figure 40 Coolant flow - thermostat closed Figure 41 Coolant flow - thermostat open
When engine coolant is below the nominal operating As coolant temperature reaches the nominal opening
temperature the thermostat is closed, blocking flow temperature the thermostat starts to open allowing
to the radiator. Coolant is forced to flow through a some coolant to flow to the radiator. When coolant
bypass port back to the water pump. temperature reaches normal operating temperature,
the lower seat blocks the water pump port directing
full coolant flow to the radiator.
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1 ENGINE SYSTEMS 49
Electronic Control System

Electronic Control System Components
Figure 42 Electronic Control System
Operation and Function Reference Voltage (VREF)

The Electronic Control Module (ECM) monitors and The ECM supplies a 5 volt VREF signal to input sensors
controls engine performance to ensure maximum in the electronic control system. By comparing
performance and adherence to emissions standards. the 5 volt VREF signal sent to the sensors with their
The ECM has four primary functions: respective returned signals, the ECM determines
pressures, positions, and other variables important to
• Provides Reference Voltage (VREF)
engine and vehicle functions.
• Conditions input signals
The ECM supplies two independent circuits for VREF:
• Processes and stores control strategies
• VREF A supplies 5 volts to engine sensors
• Controls actuators
• VREF B supplies 5 volts to vehicle sensors
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50 1 ENGINE SYSTEMS
Signal Conditioner • Engine warning and protection modes

The signal conditioner in the internal microprocessor
converts analog signals to digital signals, squares up
RAM
sine wave signals, or amplifies low intensity signals to
a level that the ECM microprocessor can process. RAM stores temporary information for current engine
conditions. Temporary information in RAM is lost
when the ignition switch is turned to OFF or when
Microprocessor ECM power is interrupted. RAM information includes
The ECM microprocessor stores operating the following:
instructions (control strategies) and value tables • Engine temperature
(calibration parameters). The ECM compares stored
instructions and values with conditioned input values • Engine rpm
to determine the correct operating strategy for all • Accelerator pedal position
engine operations.
Continuous calculations in the ECM occur at
two different levels or speeds: Foreground and Actuator Control
Background. The ECM controls the actuators by applying a low
• Foreground calculations are much faster than level signal (low side driver) or a high level signal (high
background calculations and are normally more side driver). When switched on, both drivers complete
critical for engine operation. Engine speed control a ground or power circuit to an actuator.
is an example. Actuators are controlled in three ways, determined by
• Background calculations are normally variables the kind of actuator.
that change at a slower rates. Engine • A duty cycle (percent time on/off)
temperature is an example.
• A controlled pulse width
Diagnostic Trouble Codes (DTCs) are set by the
microprocessor, if inputs or conditions do not comply • Switched on or off
with expected values.
Diagnostic strategies are also programmed into the Actuators
ECM. Some strategies monitor inputs continuously
and command the necessary outputs for correct The ECM controls engine operation with the
performance of the engine. following:
EGR valve and drive module
Microprocessor memory Injection Pressure Regulator (IPR) valve
The ECM microprocessor includes Read Only Intake air heater relay
Memory (ROM) and Random Access Memory (RAM).
Glow plug relay
Boost Control Solenoid (BCS)
ROM
HFCM control
ROM stores permanent information for calibration
tables and operating strategies. Permanently stored
information cannot be changed or lost by turning
the ignition switch OFF or when ECM power is
interrupted. ROM includes the following:
• Vehicle configuration, modes of operation, and
options
• Engine Family Rating Code (EFRC)
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1 ENGINE SYSTEMS 51
Exhaust Gas Recirculation (EGR) Valve and Drive seconds, depending on engine oil temperature and
Module altitude. The ground circuit is supplied directly from
the battery ground at all times. Relay is controlled by
The EGR valve controls the flow of exhaust gases to
switching on a voltage source from the ECM.
the intake manifold.
The EGR drive module controls the EGR actuator.
Glow Plug Relay
The EGR drive module receives the desired EGR
valve position from the ECM across the CAN2 datalink The ECM activates the glow plug relay. The relay
to activate the valve for exhaust gas recirculation. delivers Vbat to the glow plugs for up to 120 seconds,
The EGR drive module provides feedback to the ECM depending on engine coolant temperature and
on the valve position. altitude. The ground circuit is supplied directly from
the battery ground at all times. Relay is controlled by
The EGR drive module constantly monitors the
switching on a voltage source from the ECM.
EGR valve position. When an EGR control error is
detected, the EGR drive module sends a message to
the ECM and a DTC is set.
Boost Control Solenoid (BCS) Assembly
The BCS controls boost pressure to the turbocharger
Injection Pressure Regulator (IPR) Valve pneumatic actuator. The BCS is a variable position
valve controlled by switching the power circuit
The IPR valve controls pressure in the Injection
from the ECM. The pneumatic actuator control
Control Pressure (ICP) system to actuate the fuel
the turbocharger bypass valve.
injectors. The IPR valve is a variable position valve
controlled by switching the ground circuit in the ECM.
Horizontal Fuel Conditioning Module (HFCM)
Intake Air Heater Relay The ECM sends a signal to the fuel pump relay that
controls power to the HFCM fuel pump.
The ECM activates the intake air heater relay. The
relay delivers Vbat to the intake air heater for up to 30
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52 1 ENGINE SYSTEMS
Injection Drive Module (IDM)
Figure 43 Injection Drive Module (IDM)
Injector Drive Module (IDM) Functions CMP and CKP output signals to determine the correct
sequence for injector firing.
The three functions of the IDM are:
The ECM sends information (fuel volume, EOT, and
• Electronic distributor for injectors
ICP) through the CAN2 datalink to the IDM. The IDM
• Power source for injectors uses this information to calculate the injection cycle.
• IDM and injector diagnostics
Injector power source
Electronic distributor for injectors The IDM creates a constant 48 volt (DC) supply to
all injectors by making and breaking a 12 volt source
The IDM distributes current to the injectors. The IDM
across a coil in the IDM. The 48 volts created by the
controls fueling to the engine by sending high voltage
collapsed field is stored in capacitors until used by the
pulses to the OPEN and CLOSE coils of the injector.
injectors.
The IDM uses information from the ECM to determine
the timing and quantity of fuel for each injector. The IDM controls when the injector is turned on and
how long the injector is active. The IDM first energizes
The ECM uses CMP and CKP input signals to
the OPEN coil, then the CLOSE coil. The low side
calculate engine speed and position. The ECM
driver supplies a return circuit to the IDM for each
conditions both input signals and supplies the IDM
injector coil (open and close). The high side driver
with CMP and CKP output signals. The IDM uses
controls the power supply to the injector. During each
EGES-305-2
1 ENGINE SYSTEMS 53
injection event, the low and high side drivers are

switched on and off for each coil.
IDM and injector diagnostics

The IDM determines if an injector is drawing enough
current. The IDM sends a fault to the ECM, indicating
potential problems in the wiring harness or injector,
and the ECM sets a DTC. The IDM also does
self-diagnostic checks and will send a fault to the
ECM. The ECM will set a DTC to indicate a fault from
the IDM.
On demand tests can be done using the Electronic
Service Tool (EST). The EST sends a request to the
ECM and the ECM sends a request to the IDM to
do a test. Some tests set a DTC when a problem
exists. Other tests require the technician to evaluate
parameters, if a problem exists.
Engine and Vehicle Sensors
Figure 44 Engine and vehicle sensors
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54 1 ENGINE SYSTEMS
Thermistor Sensor Engine Oil Temperature (EOT)

The ECM monitors the EOT signal to control fuel
quantity, inlet air heater operation, and timing during
operation of the engine. The EOT signal allows the
ECM and IDM to compensate for differences in oil
viscosity for temperature changes. This ensures
that power and torque are available for all operating
conditions. The EOT sensor is installed in the oil filter
base.
Manifold Air Temperature (MAT)

The ECM monitors the MAT signal for EGR operation.
The MAT sensor is installed in the left side of the intake
manifold.
Figure 45 Thermistor
Intake Air Temperature (IAT)
The ECM monitors the IAT signal to control timing and
Four thermistor type sensors used fuel rate during cold starts. The IAT sensor is mounted
with the MAF sensor in the air flow between the inlet
• ECT
of the turbocharger and the air filter.
• EOT
• MAT
Hot Wire Sensor
• IAT
A thermistor sensor changes its 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 in the ECM to
form a voltage signal matched with a temperature
value.
The top half of the voltage divider is the current limiting
resistor inside the ECM. A thermistor sensor has two
electrical connectors, signal return and ground. The
output of a thermistor sensor is a nonlinear analog
signal.
Engine Coolant Temperature (ECT)

The ECM monitors the ECT signal and uses this
information for the instrument panel temperature
gauge, coolant compensation, Engine Warning
Protection System (EWPS), and glow plug operation. Figure 46 Hot wire sensor
The ECT is a backup, if the EOT is out of range. The
ECT sensor is installed in the left side of the front
cover assembly. One hot wire type sensor used
• MAF
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Mass Air Flow (MAF) Variable Capacitance Sensor

The MAF sensor is mounted in the air flow between
the inlet of the turbocharger and the air filter.
Figure 48 Variable capacitance sensor
Two variable capacitance sensors used

• BAP
Figure 47 MAF/IAT sensor unit
• MAP
Variable capacitance sensors measure pressure. The
The MAF sensor is an flow meter that operates on the pressure measured is applied to a ceramic material.
principle of hot-film anemometry. A heated element The pressure forces the ceramic material closer to a
is placed within the airflow stream, and maintained thin metal disk. This action changes the capacitance
at a constant temperature differential above the of the sensor.
air temperature. The amount of electrical power
required to maintain the heated element at the proper The sensor is connected to the ECM by three wires:
temperature is a direct function of the mass flow rate • VREF
of the air past the element.
• Signal
As the flow rate increases, more heat is transferred to
the air, and the electrical power required to maintain • Signal ground
the desired operating temperature increases. The sensor receives the VREF and returns an analog
Conversely, a decrease in airflow results in a decrease signal voltage to the ECM. The ECM compares the
in the power required to maintain the proper operating voltage with pre-programmed values to determine
temperature. pressure.
The power required to maintain constant temperature The operational range of a variable capacitance
is converted to a digital signal. sensor is linked to the thickness of the ceramic disk.
The ECM monitors the MAF signal to control EGR The thicker the ceramic disk the more pressure the
operation. The ECM also uses the MAF signal to sensor can measure.
control timing and fuel rate during cold starts and limits
smoke emissions during normal operations. Barometric Absolute Pressure (BAP)
The ECM monitors the BAP signal to determine
altitude, adjust timing, fuel quantity, glow plug, and air
heater operation. The BAP sensor is in the cab.
Manifold Absolute Pressure (MAP)

The ECM monitors the MAP signal to determine intake
manifold pressure (boost). This information is used to
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56 1 ENGINE SYSTEMS
control the Boost Control Solenoid (BCS). The MAP Loop ICP control. The ICP sensor is installed through
sensor is installed to the right of the intake air elbow the right side valve cover in the oil rail.
in the intake manifold.
Magnetic Pickup Sensor

Micro Strain Gauge (MSG) Sensor
Figure 49 MSG sensor

Figure 50 Magnetic pickup
One micro strain gauge type sensor used
• ICP Two magnetic pickup type sensors used
A Micro Strain Gauge (MSG) sensor measures • CKP
pressure. Pressure to be measured exerts force on
• CMP
a pressure vessel that stretches and compresses
to change resistance of strain gauges bonded to A magnetic pickup sensor generates an alternating
the surface of the pressure vessel. Internal sensor frequency that indicates speed. Magnetic pickups
electronics convert the changes in resistance to a have a two wire connection for signal and ground.
ratiometric voltage output. This sensor has a permanent magnetic core
surrounded by a wire coil. The signal frequency
The sensor is connected to the ECM by three wires:
is generated by the rotation of gear teeth that disturb
• VREF the magnetic field.
• Signal
Crankshaft Position (CKP) sensor
• Signal ground
The CKP sensor provides the ECM with a signal
The sensor is powered by VREF received from the that indicates crankshaft speed and position. As the
ECM and is grounded through the ECM to a common crankshaft turns the CKP sensor detects a 60 tooth
sensor ground. timing disk on the crankshaft. Teeth 59 and 60 are
missing. By comparing the CKP signal with the CMP
Injection Control Pressure (ICP) sensor signal, the ECM calculates engine rpm and timing
requirements. The CKP is installed in the front right
The ECM monitors the ICP signal to determine
side of the lower crankcase.
the injection control pressure for engine operation.
The ECM monitors the ICP signal to determine the
Camshaft Position (CMP)
injection control pressure for engine operation. The
ICP signal is used to control the IPR valve. The ICP The CMP sensor provides the ECM with a signal that
sensor provides feedback to the ECM for Closed indicates camshaft position. As the cam rotates, the
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1 ENGINE SYSTEMS 57
sensor identifies the position of the cam by locating a Switches

peg on the cam. The CMP is installed in the front left
Potentiometer
Figure 52 Switch
Five switches used

• DDS (transmission select)
• IVS
• WIF
• EOP
• ECL
Switches indicate position or condition. They operate
Figure 51 Potentiometer open or closed, allowing or preventing the flow of
current. A switch can be a voltage input switch or a
grounding switch. A voltage input switch supplies the
One potentiometer used
ECM with a voltage when it is closed. A grounding
• APS switch grounds the circuit when closed, causing a
zero voltage signal. Grounding switches are usually
A potentiometer is a variable voltage divider that
installed in series with a current limiting resistor.
senses the position of a mechanical component.
A reference voltage is applied to one end of the
Driveline Disengagement Switch (DDS)
potentiometer. Mechanical rotary or linear motion
moves the wiper along the resistance material, The Transmission Control Module (TCM) monitors the
changing voltage at each point along the resistive transmission shifter position. A signal from the TCM
material. Voltage is proportional to the amount of functions as the DDS signal to the ECM. A manual
mechanical movement. transmission application will have a clutch switch for
the DDS signal.
Accelerator Position Sensor (APS)
Idle Validation Switch (IVS)
The APS provides the ECM with a feedback signal
(linear analog voltage) that indicates the operator’s The IVS is a redundant switch that provides the ECM
demand for power. The APS is mounted in the with a signal that verifies when the APS is in the idle
accelerator pedal. position.
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58 1 ENGINE SYSTEMS
Water In Fuel (WIF) low oil pressure. The EOP switch closes a circuit to
ground after the engine oil pressure reaches 34 to 48
A WIF switch detects water in the fuel filter of the
kPa (5 to 7 psi). When the pressure is above 48 kPa
HFCM. When enough water accumulates in the filter
(7 psi) the gauge reads normal. If the oil pressure
housing, the WIF switch sends a signal to the ECM.
drops below 41 kPa (6 psi) the gauge reads 0 kPa (0
The ECM sets a Diagnostic Trouble Code (DTC) and
psi). The EOP switch is in the oil filter base assembly.
illuminates the amber Water In Fuel lamp (fuel pump
next to a fuel tank) on the right side of the instrument
Engine Coolant Level (ECL)
panel. The WIF switch is in the base unit of the HFCM.
ECL is part of the Engine Warning Protection System
Engine Oil Pressure (EOP) Switch (EWPS). The ECL switch is used in plastic deaeration
tanks. When a magnetic switch is open, the tank is
The ECM monitors the EOP signal for reference
full.
only. The ECM uses the EOP signal to control the
instrument panel oil pressure gauge and for EWPS If engine coolant is low, the red Oil/Water Lamp (OWL)
warning, lights the Warn Engine Lamp (WEL) for on the instrument panel is illuminated.
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1 ENGINE SYSTEMS 59
Glow Plug Control System
Figure 53 Glow plug control system
The glow plug control system warms the engine plug relay separately. The glow plugs are self-limiting
cylinders to aid cold engine starting and reduce and do not require cycling on and off. The glow plug
exhaust emissions during warm-up. relay will cycle on and off repeatedly if system voltage
is greater than 14.0 volts.
The ECM energizes the glow plugs, by energizing
glow plug relay while monitoring programmed The engine is ready to start when the WAIT TO
conditions for engine coolant temperature and START lamp is turned off by the ECM. The glow plugs
atmospheric pressure. can remain on up to 120 seconds while the engine is
running to reduce exhaust emissions during engine
The ECM monitors battery voltage and uses
warm-up.
information from the BAP sensor and ECT sensor to
determine the time that the WAIT TO START lamp Glow plug activation time is increased, if the engine is
is ON and the activation of the glow plug relay. The cold and the barometric pressure is low (high altitude).
ECM controls the WAIT TO START lamp and the glow
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60 1 ENGINE SYSTEMS
Inlet Air Heater Control System
Figure 54 Inlet air heater control system
The inlet air heater control system warms the time, based on EOT, IAT, and BAP. The inlet air heater
incoming air to aid cold engine starting and reduce can remain on while the engine is running to reduce
exhaust emissions during warm-up. exhaust emissions and white smoke during engine
warm-up.
The ECM energizes the inlet air heater, by energizing
inlet air heater relay while monitoring programmed If the EOT is above 70 °C (158 °F) the inlet air heater
conditions for engine operating temperature, inlet air will not reactivate when restarting the engine unless
temperature, and atmospheric pressure. the IAT is 15 °C (59 °F) or colder.
The ECM controls the WAIT TO START lamp and inlet Once the engine starts to crank, the IAH is turned
air heater relay separately. off. Depending on factory calibration once the engine
starts the IAH can be reactivated for a calibrated
The engine is ready to start when the WAIT TO START
amount of time.
lamp is turned off by the ECM. The ECM will turn
the inlet air heater on for a predetermined amount of
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2 ENGINE AND VEHICLE FEATURES 61
Table of Contents
Standard Features. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .63

Electronic Governor Control. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .63
American Trucking Association (ATA) Datalink . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .63
Service Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .63
Event Logging System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .63
Fast Idle. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .63
Cold Ambient Protection (CAP). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .63
Engine Warning Protection System (EWPS). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .63
Coolant Temperature Compensation and EWPS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .64
Coolant Temperature Compensation (Engine Over Temperature Protection System). . .64
Inlet Air Heater (IAH). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .64
Glow Plugs. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .64
Engine Crank Inhibit (ECI). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .64
Cruise Control Switches. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .65
Optional Features. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .65

Road Speed Limiting. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .65
Reset Service Interval (Optional). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .65
Idle Shutdown Timer (IST). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .65
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62 2 ENGINE AND VEHICLE FEATURES
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Standard Features occurs by the ECM monitoring the ECT sensor input
and adjusting the fuel injector operation accordingly.
Electronic Governor Control
Low idle speed is increased proportionally when the
International® engines are electronically controlled for
engine coolant temperature is below 70 °C (158 °F) at
all operating ranges.
700 rpm to below -10 °C (14 °F) at 875 rpm maximum.
American Trucking Association (ATA) Datalink

Cold Ambient Protection (CAP)
Vehicles are equipped with the ATA datalink connector
CAP protects the engine from damage caused by
for communication between the Electronic Control
prolonged idle at no load during cold weather. CAP
Module (ECM) and the Electronic Service Tool (EST).
also improves cab warm-up.
The ATA datalink supports:
CAP maintains engine coolant temperature by
increasing the engine rpm to a programmed value
Transmission of engine parameter data when the ambient air temperature is at or below
Transmission and clearing of Diagnostic Trouble 0 °C (32 °F) and the engine coolant temperature is
Codes (DTCs) below 75 °C (167 °F) while the engine has been idling
Diagnostics and troubleshooting with no load for more than 5 minutes.
Programming performance parameter values CAP is standard on trucks with a neutral safety
switch. CAP is also standard on trucks without an
Programming engine and vehicle features
Idle Shutdown Timer (IST).
Programming calibrations and strategies in the
ECM and Injector Drive Module (IDM)
Engine Warning Protection System (EWPS)
The EWPS safeguards the engine from undesirable
Service Diagnostics operating conditions to prevent engine damage and
The EST provides diagnostic information using to prolong engine life. The ECM will illuminate a red
the ATA datalink. The recommended EST is warning lamp and sound an audible alarm when the
the EZ-Tech® with MasterDiagnostics® software ECM detects:
provided by International Truck and Engine
Corporation. High coolant temperature
Faults from sensors, actuators, electronic Low oil pressure

components, and engine systems are detected by Low coolant level (3-way system only)
the ECM and sent to the EST as DTCs. Effective
engine diagnostics require and rely on DTCs. The EWPS warns the operator that the engine coolant
temperature or oil pressure is not to specification. The
ECM will illuminate an amber caution lamp when the
Event Logging System ECM detects:
The event logging system records engine operation
High coolant temperature
above maximum rpm (over speed), high coolant
temperature, or low oil pressure. The readings for Low oil pressure
the odometer and hourmeter are stored in the ECM
memory at the time of an event and can be retrieved When the EWPS is enabled and a critical engine
using the EST. condition occurs, the on-board electronics will send
the warning to the instrument panel.
When the protection feature is enabled and a critical
Fast Idle
engine condition occurs, the on-board electronics
Fast Idle increases engine idle speed up to 875 rpm will shut the engine down. An event logging feature
for faster warm-up to operating temperature. This will record the event in engine hours and odometer
EGES-305-2
readings. After the engine has shutdown, and the Fuel reduction is calibrated to a maximum of 30%
critical condition remains, the engine can be started before standard engine warning or optional EWPS is
for a 30 second run time. engaged. A DTC is stored in the ECM memory when
a warning or shutdown occurs.
NOTE: Coolant temperature compensation is

disabled in emergency vehicles that require 100%
power on demand.
Coolant Temperature Compensation (Engine

Over Temperature Protection System)
Coolant temperature compensation reduces fuel
delivery when the engine coolant temperature is
above cooling system specifications. Standard
engine warning systems engage after reduced fuel
delivery.
Reduced fuel delivery begins when the engine coolant
temperature reaches approximately 111 °C (232 °F).
A rapid reduction of 15% is achieved when
engine coolant temperature reaches approximately
113 °C (235 °F).
Figure 55 EWPS flowchart A red warning lamp will come on and an audible
alarm will sound when ECT reaches approximately
113 °C (235 °F). A coolant temperature event logging
Coolant Temperature Compensation and EWPS function will occur when ECT reaches approximately
Coolant temperature compensation reduces fuel 116 °C (240 °F) and will record the event in engine
delivery when the engine coolant temperature is hours and odometer readings.
above cooling system specifications.
The reduction in fuel delivery begins when engine Inlet Air Heater (IAH)
coolant temperature reaches approximately
107 °C (225 °F). A reduction of 15% will be The Inlet Air Heater (IAH) control system warms the
achieved as the temperature reaches approximately incoming air to aid cold engine starting and reduce
110 °C (230 °F). exhaust emissions during warm-up.
When the engine coolant temperature is

110 °C (230 °F), a red warning lamp is illuminated Glow Plugs
and an audible alarm sounds. After the alarm sounds,
the engine will shutdown. The glow plugs warm the engine cylinders to aid cold
engine starting and reduce exhaust emissions during
• When the coolant temperature is above warm-up.
109 °C (228 °F), a red warning lamp will be
illuminated and DTC 321 will be set.
• When the coolant temperature is above 112 °C Engine Crank Inhibit (ECI)
(234 °F), a red warning lamp will flash, an ECI will not allow the starting motor to crank when the
audible alarm will sound, and DTC 322 will be engine is running or the automatic transmission is in
set. If the vehicle has the warning protection gear.
feature enabled, the engine will shutdown after
30 seconds.
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Cruise Control Switches automatically shut the engine down for idle times that
range from 2 to 120 minutes.
The ECM controls the cruise control feature. The
cruise control system functions similarly for all A red warning lamp will illuminate before engine
electronic engines. Maximum and minimum allowable shutdown. The lamp will flash for 30 seconds to warn
cruise control speeds will vary based on model. To the operator engine shutdown is approaching. Idle
operate cruise control, see appropriate truck model time is measured from the last clutch or brake pedal
Operator’s Manual. transition. The engine must be out of gear for the IST
to work.
Resets for Idle Shutdown Timer

Optional Features The IST will reset when:
Road Speed Limiting
Power Take Off (PTO) is active.
Road speed limiting limits the speed to the maximum
vehicle speed programmed by the customer. Engine speed is not at idle speed (700 rpm).
Vehicle movement is detected.
Engine coolant operating temperature is below
Reset Service Interval (Optional)
60 °C (140 °F).
Reset service interval warns the operator of the need
Ambient air temperature is below 16 °C (61 °F) or
to change the oil and oil filter.
above 35 °C (95 °F).
To reset the service interval message using the cruise Brake pedal movement, Brake On/Off (BOO), or
control switches see “Reset Service Interval Message a Brake Pressure Switch (BPS) switch fault is
(page 93)” in the “Diagnostic Software Operation detected.
(page 70)” section of this manual.
Shift selector is moved from neutral or park.
Idle Shutdown Timer (IST)

The IST feature allows the ECM to shutdown the
engine when an extended idle condition occurs.
The IST can be programmed for the customer to
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3 DIAGNOSTIC SOFTWARE OPERATION 67
Table of Contents
Diagnostic Trouble Code Detection. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .69

Continuous Monitor. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .70
Engine Events. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .70
Diagnostic Trouble Codes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .70

Using EST. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .70
Accessing Diagnostic Trouble Codes (DTCs). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .70
Reading DTCs. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .71
Clearing DTCs. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .71
Using Cruise Switches. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .71
Accessing DTCs (CF). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .71
Accessing DTCs (Stripped Chassis). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .72
Reading DTCs. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .72
Clearing DTCs (CF). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .72
Clearing DTCs (Stripped Chassis). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .73
Diagnostic Tests. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .73

Key-On Engine-Off Tests. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .73
Standard Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .73
Standard Test Using EST. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .73
Standard Test Using Cruise Switches (CF). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .74
Standard Test Using Cruise Switches (Stripped Chassis). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .75
Injector Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .75
Continuous Monitor Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .76
Output State Low Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .77
Output State High Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .79
Glow Plug/Inlet Air Heater Output State Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .80
Key-On Engine-Running Tests. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .81
Standard Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .81
Continuous Monitor Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .83
Air Management Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .85
Injector Disable Tests. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .87
Automatic Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .87
Manual Test - Engine Cold. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .89
Relative Compression. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .91
Reset Service Interval Lamp. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .93

Using EST. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .93
Using Cruise Switches (CF). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .94
Using Cruise Switches (Stripped Chassis). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .95
EGES-305-2
68 3 DIAGNOSTIC SOFTWARE OPERATION
EGES-305-2
Diagnostic Trouble Code Detection
Figure 56 Diagnostic fault detection and tests
EGES-305-2
Continuous Monitor Engine Events

Continuous Monitor is a series of continuous
Standard Engine Events
diagnostic tests done by the Electronic Control
Module (ECM) to detect failure modes (Out-of-Range, Standard engine events include excessive coolant
In-Range, and System Faults). During Continuous temperature, low oil pressure and engine rpm
Monitor the ignition switch is on. (over-speed).
• Out-of-Range High (Voltage over normal
Engine Event Hours/Odometer
operating range)
The ECM records engine events in two ways, hours
• Out-of-Range Low (Voltage under normal
and odometer readings.
operating range)
Examples
• In-Range (In normal operating range but not
correct for conditions) • Overheat Hour 1
• System Malfunction (System is not operating • Overheat Hour 2
according to conditions)
• Overheat Odometer 1
If an input signal is out-of-range (over or under normal
• Overheat Odometer 2
operating range), the ECM logs a fault and sets a
Diagnostic Trouble Code (DTC). The ECM monitors The ECM stores the two most recent events. Two
the operation of systems for in range conditions events could happen in the same hour, and two events
to determine if systems are working in a normal could happen in the same mile.
operational range. If the ECM detects that a system
falls outside a predetermined range, it will log a fault
and set a DTC.
Each DTC has a three digit number to identify the Diagnostic Trouble Codes
source of a malfunction measured or monitored
electronically. A fault is a malfunction measured or
monitored electronically.
WARNING: To prevent personal injury or
The ECM continuously monitors the Injection Control death, shift transmission to neutral or park, set
Pressure (ICP) system and the Air Management parking brake, and block wheels before doing
System (AMS). If the ECM detects that a system falls diagnostic or service procedures.
outside a predetermined range, the ECM logs a fault
and sets a DTC.
During normal engine operation, the ECM
automatically performs several tests to detect faults. Using EST
When a fault is detected, the ECM often runs a fault
Accessing Diagnostic Trouble Codes (DTCs)
management strategy to allow continued, though
sometimes degraded, vehicle operation.
With the engine running, engine events are
permanently recorded in the ECM. Engine events WARNING: To prevent personal injury, use
can be retrieved with the Electronic Service Tool care to prevent contact with the door edge when
(EST). the cab is up and the door is open.
NOTE: When opening VIN+ session to fill out form

heading, the DTC window automatically appears.
1. Turn ignition switch to ON.
EGES-305-2
• Active/Inactive: With the ignition switch on,

active/inactive indicates a DTC for a condition
currently in the system and was present in a
Figure 57 Menu bar Code/Com previous ignition switch cycle, if the code was not
cleared.
Description: Defines each DTC
2. Select Com from the menu bar in the main
window, then select Open.
Clearing DTCs
Figure 58 Menu bar Code/View
Figure 60 Menu bar Code/Clear

3. Select Code from the menu bar, then View for the
Diagnostic Trouble Code window.
1. Select Code from the menu bar, then select Clear.
NOTE: If unable to clear inactive DTCs, be sure

Diagnostic Trouble Code window is active by
clicking in the window area.
Using Cruise Switches

Accessing DTCs (CF)
Figure 59 Diagnostic Trouble Code window
NOTE: Read and be familiar with all steps and time
limits in this procedure before starting.
Reading DTCs
1. Set parking brake.
ATA code: Codes associated with a Subsystem
Identifier (SID), Parameter Identifier (PID), and 2. Turn ignition switch to ON. (Do not crank the
Failure Mode Indicator (FMI) engine.)
DTC: Diagnostics Trouble Codes
Status: Indicates active or inactive DTCs
• Active: With the ignition switch on, active
indicates a DTC for a condition currently in the
system. When the ignition switch is turned off,
an active DTC becomes inactive. (If a problem
remains, the DTC will be active on the next
ignition switch cycle and the EST will display
active/inactive.)
• Inactive: With the ignition switch on, inactive
indicates a DTC for a condition during a previous
ignition switch cycle. When the ignition switch
is turned to OFF, inactive DTCs from previous
ignition switch on cycles remain in the ECM
memory until cleared.
Figure 61 Cruise switches (CF)
EGES-305-2
3. Press and release the top of CRUISE RPM and 3. Count the flashes of the amber lamp in sequence.
RESUME+ switches simultaneously, within 3 After each digit of the code a short pause will
seconds of turning the ignition switch on. occur.
• Example: Two amber flashes, a pause, three
NOTE: The top of CRUISE RPM switch is not
amber flashes, a pause, and two amber
labeled. Pressing the top of CRUISE RPM will
flashes and a pause indicate code 232.
latch the switch and illuminate a small red light at
the top, indicating that cruise is on. 4. For more than one DTC, the red lamp will flash
once indicating the beginning of another active
4. Codes will flash on red warning lamp and amber
DTC.
caution lamp in the instrument panel.
5. After all active DTCs have flashed, the red lamp
will flash twice to indicate the start of inactive
Accessing DTCs (Stripped Chassis) DTCs. Count the flashes from the amber lamp.
If there is more than one inactive code, the red
lamp will flash once between each DTC.
6. After all DTCs have been sent, the red lamp
will flash three times indicating end of DTC
transmission.
To repeat DTC transmission (for CF), press bottom
CRUISE RPM switch to unlatch. Cycle the ignition
switch and press and release the top of CRUISE
RPM and RESUME+ switches simultaneously, within
3 seconds of turning the ignition switch on. The ECM
Figure 62 Cruise switches (Stripped Chassis) will re-send stored DTCs.
1. Set parking brake. Clearing DTCs (CF)

2. Turn ignition switch to ON. (Do not crank the
engine.) NOTE: Read and be familiar with all steps and time
3. Move slide switch from OFF to R/A and then
release within 3 seconds. 1. Set parking brake.
4. Codes will flash on red and amber lamps in the 2. Turn ignition switch to ON. (Do not crank the
instrument panel. engine.)
3. Press and hold the top of CRUISE RPM and
RESUME+ switches simultaneously.
Reading DTCs
1. The red lamp will flash once to indicate the NOTE: The top of CRUISE RPM switch is not
beginning of active DTCs. labeled. Pressing the top of CRUISE RPM will
2. The amber lamp will flash repeatedly, signaling the top, indicating that cruise is on.
active DTCs.
4. Press and release the accelerator pedal three
NOTE: All DTCs are three digits. For DTCs, see times within six seconds of ignition switch on.
Appendix B in this manual or form CGE310-1. 5. Release the RESUME+ switch and press the
Code 111 indicates that no faults were detected. bottom of CRUISE RPM switch to unlatch. The
inactive DTCs will clear.
EGES-305-2
NOTE: Completing this procedure within three During the KOEO Standard test, the ECM does
seconds of ignition switch on without turning the an internal test of its processing components and
ignition switch off, will start “Reading DTCs”. memory followed by an Output Circuit Check (OCC).
The OCC evaluates the electrical condition of the
circuits, not the mechanical or hydraulic performance
Clearing DTCs (Stripped Chassis) of the systems. By operating the ECM output circuits
and measuring each response, the Standard test
NOTE: Read and be familiar with all steps and time detects shorts or opens in the harnesses, actuators,
limits in this procedure before starting. and ECM. If a circuit fails the test, a fault is logged
and a DTC is set.
2. Turn ignition switch to ON. (Do not crank the ECM checks circuits for the following:
engine.)
Injection Pressure Regulator (IPR)
3. Move slide switch from OFF to R/A and hold.
Inlet air heater relay
4. Press and release accelerator pedal three times
Glow plug relay
within 6 seconds.
Horizontal Fuel Conditioning Module (HFCM) fuel
5. Move slide switch from R/A to OFF and codes will pump relay
then clear.
Engine Fan (EFAN) (optional)
Air Conditioning Clutch Control (ACC)
Diagnostic Tests When the OCC is done, the DTC window will display
DTCs, if there are problems.
WARNING: To prevent personal injury or Standard Test Using EST

death, shift transmission to neutral or park, set
parking brake, and block wheels before doing
diagnostic or service procedures.
WARNING: To prevent personal injury, use
care to prevent contact with the door edge when
the cab is up and the door is open.
Key-On Engine-Off Tests
Standard Test 1. Set parking brake.
The KOEO Standard test is done by the ECM. The 2. Turn ignition switch to ON. (Do not crank the
technician runs this test, using the EST. engine.)
EGES-305-2
Standard Test Using Cruise Switches (CF)
Figure 64 Cruise switches (CF)

Figure 63 Standard test
3. Select Diagnostics from the menu bar. WARNING: To prevent personal injury, use
4. Select Key-On Engine-Off tests from the drop care to prevent contact with the door edge when
down menu. the cab is up and the door is open.
5. From the KOEO Diagnostics menu, select

Standard and Run to start the test. 2. Turn ignition switch to ON. (Do not crank the
engine.)
NOTE: When using the EST to do KOEO or KOER 3. Press and release the top of CRUISE RPM
diagnostic tests, Standard test is always selected and RESUME+ switches simultaneously, press
and run first. If the ignition switch is not cycled, the and release RESUME+ switch again, within 3
Standard test does not have to be run again. seconds of turning the ignition switch on.
• The ECM will begin the Output Circuit Check
(OCC).
When the OCC is done, the ECM will flash
the red warning and amber caution lamps to
signal the DTCs.
EGES-305-2
NOTE: The top of CRUISE RPM switch is not During the Injector test, the ECM requests the IDM
labeled. Pressing the top of CRUISE RPM will actuate the injectors in numerical order (1 through 6),
latch the switch and illuminate a small red light at not in firing order. The IDM monitors the electrical
the top, indicating that cruise is on. circuit for each injector, evaluates the performance
of the injector coils, and checks the operation of the
NOTE: There could be as much as a 60 second electrical circuit. If an electronic component in the
delay from the time switches are pressed to the injector drive circuit fails the expected parameters, the
time DTCs are flashed. IDM sends a fault to the ECM. The ECM logs the fault,
a DTC is set and sent to the EST.
4. Press the bottom of CRUISE RPM switch to
unlatch.
NOTE: The technician can monitor injector operation
by listening to the sound of each injector when
activated by the IDM. During Hard Start and No Start
Standard Test Using Cruise Switches (Stripped
conditions, when oil is very cold and thick, injectors
Chassis)
may be hard to hear.
The DTC window will display DTCs, if there are
problems.
Figure 65 Cruise switches (stripped chassis)

engine.)
release.
4. Move slide switch to R/A within three seconds and
standard test will run.
Injector Test
NOTE: The Injector test can only be done with the

EST; MasterDiagnostics® software is required. The
Standard test must be done before doing the Injector Figure 66 Injector test
test.
The Injector test diagnoses electrical problems in IDM
1. Select Diagnostics from the menu bar.
wiring or injectors.
2. Select Key-On Engine-Off Tests from the drop
NOTE: Before doing the Injector test, DTCs should down menu.
be accessed, noted, and cleared. This allows DTCs
found to be displayed as Active DTCs.
EGES-305-2
NOTE: When using the EST to do KOEO or KOER

diagnostic tests, Standard test is always selected
and run first. If the ignition switch is not cycled, the
Standard test does not have to be run again.
3. From the KOEO Diagnostics menu, select Injector
and click Run to start the test.
NOTE: During the Injector test, injector solenoids

should click when actuated. If a series of clicks are
not heard for each injector, one or more injectors are
not activating.
Continuous Monitor Test

Figure 67 Continuous Monitor session
NOTE: This test can only be done with the EST;
MasterDiagnostics® software is required.
The Continuous Monitor test troubleshoots
intermittent connections between the ECM and WARNING: To avoid personal injury, use
sensors. The engine can be off or running. care to prevent contact with the door edge when
EST monitors circuits for the following :
Accelerator Position Sensor (APS) 1. Select D_ContinuousMonitor.ssn from the Open
Session File window and select Open to open the
Barometric Absolute Pressure (BAP)
session.
Engine Oil Pressure (EOP)
Engine Oil Temperature (EOT)
Injection Control Pressure (ICP)
Mass Air Flow (MAF)
EGES-305-2
interrupted, the EST will display DTCs related to

the condition.
6. Correct problem causing active DTCs.
7. Clear DTCs.
Figure 69 Close session
8. When finished with this test, select Session from

menu bar, then Close.
Output State Low Test

The Output State Low test allows the technician to
Figure 68 Continuous Monitor test
diagnose the operation of the output signals and
actuators.
2. Select Diagnostics from the menu bar. In the Output State Low test mode, the ECM pulls
down the output voltage to the low state. This
actuates the output components controlled by the
down menu.
ECM, grounding the circuits.
During Output State Low test, the output of the circuit
Continuous Monitor and select Run to start
in question can be monitored with a Digital Multimeter
the test.
(DMM). The DMM measures a low voltage state as
the outputs are toggled. The actual voltage will vary
with the circuit tested.
WARNING: To prevent personal injury
ordeath, be careful around rotating parts (belts NOTE:
and fan) and hot engine surfaces. • A Breakout Box or Breakout Harness and a DMM
are required to monitor the suspected circuit or
actuator.
5. Wiggle connectors and wires at all suspected
problem locations. If circuit continuity is • DTCs are not set by the ECM during this test.
EGES-305-2
The following actuators are activated when

toggled low:
Injection Pressure Regulator (IPR) (electrical circuit
only)
Engine Fan (EFAN) relay (optional) (electrical
circuit and inspect if clutch is engaged)
EGR (audible and visual inspection only)
continuous monitoring by EGR valve drive module.
Boost Control Solenoid (BCS) (electrical circuit
only) visual inspection of actuator arm movement
when pressurized with regulated air source. When
in low, air is directed to the pneumatic actuator, air
bypasses the pneumatic actuator when toggled
high.
Air Conditioning Control (ACC)
Glow plug lamp (CF only - amber WAIT TO START)
Warn engine lamp (CF only - amber engine outline
with check mark)
Oil/water lamp (CF only - red engine outline with
exclamation mark)
Water In Fuel (WIF) lamp (CF only - fuel pump
Figure 71 Output State Low test
next to a fuel tank)

down menu.

4. From the KOEO Diagnostics menu, select Output
State Test Low and select Run to start the test.
5. Toggle between the Low and High tests in the
Output State Test. Listen and observe actuator
control or circuit operation.
Figure 70 Output State Test Session
1. Select D_OutputStateTest.ssn from the Open

Session File window, select Open to open the
session.
EGES-305-2

Output State High Test

The Output State High test allows the technician
to diagnose the operation of the output signals and
actuators.
In the Output State High test mode, the ECM pulls up
the output voltage to the high state. This actuates the
output components controlled by the ECM, energizing Figure 73 Output State Test Session
the control circuits.
During this test, the output of the circuit in question is
monitored with a DMM. The DMM measures a high 1. Select D_OutputStateTest.ssn from the Open
voltage state, as the outputs are toggled. The actual Session File window, select Open to open the
voltage will vary with the circuit tested. session.
NOTE:
• A Breakout Box or Breakout Harness and a DMM
are required to monitor the suspected circuit or
actuator.
• DTCs are not set by the ECM during this test.
The following actuators are activated when toggled
high during the test:
• Boost Control Solenoid (BCS) (electrical circuit
only) visual inspection of actuator arm movement
when pressurized with regulated air source.
When in low, air is directed to the pneumatic
actuator, air bypasses the pneumatic actuator
when toggled high.
• Horizontal Fuel Conditioning Module (HFCM) fuel
pump
Figure 74 Output State High test

3. Select Key-On Engine-Off tests from the drop
down menu.
EGES-305-2

State Test High and Run to start the test.
5. Toggle between the Output State Test Low and
the Output State Test High. Listen and observe
actuator control or circuit operation.

Figure 75 Close session Session File window, select Open to open the
session.

Glow Plug/Inlet Air Heater Output State Test

The Glow Plug/Inlet Air Heater Output State test
allows the technician to determine if the Glow Plug
System and the Inlet Air Heater System are operating
correctly.
Selecting this test activates the glow plug relay
immediately and it stays on for a period of 120
seconds; a DMM and current clamp are used to
measure the time the relay is on and the amperage
that is drawn for the glow plugs.
The inlet air heater relay operation is activated for
30 seconds. After a three second delay a DMM and
current clamp are used to measure the time the relay
is on and the amperage that is drawn for the inlet air
heater.
Figure 77 Glow Plug/Inlet Air Heater Output

State test
EGES-305-2
3. Select Key-On Engine-Off tests from the drop signal values from the ICP sensor and compares
down menu. those values to the expected values. When the
Standard test is done, the ECM returns the engine to
NOTE: When using the EST to do KOEO or KOER the normal operation and transmits DTCs set during
diagnostic tests, Standard test is always selected the test.
Standard test does not have to be run again. NOTE: Before doing this test, confirm the following
conditions:
4. From the KOEO Diagnostics menu, select Glow
Plug/Inlet Air Heater and select Run to start the • Problems causing active DTCs were corrected,
test. and active DTCs were cleared.
• Engine coolant temperature must be at least
NOTE: This test can only be run twice for each ignition
70 °C (158 °F).
switch cycle
• Battery voltage must be higher than 10.5 volts.
• Transmission in park or neutral

Key-On Engine-Running Tests

Standard Test
Figure 79 KOER Standard session
NOTE: The KOER Standard test can only be
done with the EST; MasterDiagnostics® software
is required.
1. With the engine running, select
During the KOER Standard test, the ECM commands D_KOER_Standard.ssn from the Open
the IPR through a step test to determine if the ICP Session File window, select Open to open the
system is performing as expected. The ECM monitors session.
EGES-305-2
The ECM increases engine idle to a predetermined

value and commands the IPR valve to set ICP to rated
speed pressure. If the performance of the ICP system
is acceptable, the ECM will control the IPR valve
and reduce the pressure in steps, while continuing to
monitor the ICP system.
When the test is done, the ECM restores normal
engine operation, and the Diagnostics Trouble Code
window will display DTCs, if there are problems.
6. Clear DTCs.

Figure 80 Standard test menu bar, then Close.

2. Select Diagnostics from the menu bar. diagnostic tests, Standard test is always selected
3. Select Key-On Engine-Running Tests from the Standard test does not have to be run again.
drop down menu.
4. From the KOER Diagnostics menu, select
Standard and select Run to start the test.
EGES-305-2
Continuous Monitor Test 1. Select D_ContinuousMonitor.ssn from the Open

NOTE: This test can only be done with the EST; session.
The Continuous Monitor test troubleshoots
intermittent connections at sensors and actuators.
The engine can be off or running.
EST monitors the following circuits:

Accelerator Position Sensor (APS)
Barometric Absolute Pressure (BAP)
Engine Oil Pressure (EOP)
Engine Oil Temperature (EOT)
Injection Control Pressure (ICP)
Mass Air Flow (MAF)

3. Select Key-On Engine-Running tests from the
drop down menu.
4. From the KOER Diagnostics menu, select
the test.

WARNING: To prevent personal injury
ordeath, be careful around rotating parts (belts
and fan) and hot engine surfaces.
WARNING: To avoid personal injury, use 5. Wiggle connectors and wires at all suspected
care to prevent contact with the door edge when problem locations. If circuit continuity is
the cab is up and the door is open. interrupted, the EST will display DTCs related to
the condition.
EGES-305-2
7. Clear DTCs. 8. When finished with this test, select Session from
EGES-305-2
Air Management Test

NOTE: The Air Management test can only be

is required. The Standard test must be done before
doing the Air Management test.
The Air Management test checks the operation of
the Air Management System and the Exhaust Gas
Recirculation (EGR) valve.
During the Air Management test, the ECM commands
the EGR actuator through a step test sequence, to
determine if the valve is performing as expected.
If a fault is detected the test will end, engine operation
will return to normal, and a DTC will be set.
If a fault is not detected the test will be completed and
engine operation will return to normal.
Figure 86 Air Management test

3. Select Key-On Engine-Running Tests from the
drop down menu.

4. From KOER Diagnostics menu, select Air
Figure 85 KOER Air Management session Management and select Run to start the test.
1. With the engine running, select 6. Clear DTCs.
D_KOER_AirManagement_V6.ssn from
the Open Session File window, select Open to
open the session..
EGES-305-2

Figure 88 Air Management diagnostic readout for engine rpm, EGR position, and MAF
The ECM commands the EGR valve to close and decrease. If the MAF is not below the expected flow,
increases the engine idle speed to 900 rpm. The ECM DTC 346 is set and the test is cancelled.
allows the Manifold Air Flow (MAF) to stabilize. The
The ECM commands the EGR valve to close, and
ECM monitors and compares the MAF to the expected
allows MAF to stabilize. The ECM monitors MAF and
values; flow is expected to increase. If the MAF does
compares it to the expected flow; flow is expected to
not exceed the expected flow or there is a MAF sensor
increase. If the MAF does not exceed the expected
fault, the test is cancelled and “Engine Not In Testing
flow, DTC 346 is set and the test is cancelled.
Range” is displayed.
The ECM returns engine speed to low idle. If all flow
The ECM commands the EGR valve to open, and
comparisons meet requirements, no DTC is set and
allows MAF to stabilize. The ECM monitors MAF and
the engine is returned to normal operation.
compares it to the expected flow; flow is expected to
EGES-305-2
Injector Disable Tests Automatic Test

The Automatic test is best used when comparing
NOTE: The Injector Disable tests can only be
cylinder to cylinder test data.
is required.
The Injector Disable tests allows the technician to
shut off injectors to determine if a specific cylinder is WARNING: To prevent personal injury or
contributing to engine performance. Injectors can be death, shift transmission to neutral or park, set
shut off one at a time. parking brake, and block wheels before doing
Firing order: 1-2-5-6-3-4
When all cylinders are active, the contribution of
each cylinder is 17% of its overall effect to maintain NOTE: If any injectors are removed and reinstalled or
governed speed. The technician should monitor fuel replaced, test drive vehicle for 32 km (20 mi) before
rate and engine load. checking for misfire or rough idle.
NOTE: The Relative Compression test should be

done in conjunction with the Injector Disable test
to distinguish between an injector or mechanical
problem.
NOTE: Before doing the Auto Test make sure

Performance Diagnostics tests 1 through 8
were completed and the following conditions are
maintained:
• Make sure accessories are turned off (for
example: fan and air conditioning). If these items
were to cycle during this test it could corrupt the
test results.
• Maintain engine idle. Figure 89 KOER injector disable session
• Keep EOT within a 2 °C (5 °F) range from the

beginning to the end of the test. EOT affects 1. While engine is running, open
injection timing; too much of a change in EOT D_KOER_IDT_V6.ssn in the Open
temperature could corrupt the test results. Session File window, select Open to monitor
engine operation.
NOTE: If any injectors are removed and reinstalled or
replaced, test drive vehicle for 32 km (20 mi) before
checking for misfire or rough idle.
EGES-305-2
NOTE: While running the engine listen for sound

variations from cylinder to cylinder.
NOTE: If any injectors are removed and

reinstalled or replaced, test drive vehicle for
32 km (20 mi) before checking for misfire or
rough idle.
Figure 91 V6 Injector Disable test results (Auto

Run - Text View)
Figure 90 Injector Disable Tests
2. Select Diagnostics from menu bar.

3. Select V6 Injector Disable Tests from drop down
menu.
Figure 92 V6 Injector Disable test results (Auto
NOTE: The EOT indicator will change from Run - Graph View)
red to green when engine temperature reaches
70 °C (158 °F) or higher.
During Auto Run, injectors are shutoff one at a time (1
• If the EOT indicator is red, erroneous through 6 in numerical sequence). Base line data and
comparisons are likely from cylinder to results for each cylinder is displayed in the window
cylinder. (Text View) for V6 Injector Disable test results. Test
• When the EOT indicator is green and the data for each injector can also be viewed by selecting
engine is at 70 °C (158 °F) or higher, fuel the (Graph View). When finished the engine will return
rate and timing are more stable, making to normal operation.
comparisons from cylinder to cylinder more
accurate. Overall engine operation is more
stable.
4. Select Auto Run.
EGES-305-2

death, shift transmission to neutral or park,
Manual Test - Engine Cold set parking brake, and block wheels before
doing diagnostic or service procedures.
The Manual test is best used when diagnosing each
cylinder for cold misfire, considering EOT changes.
The EOT indicator will change from red to green when 2. Select Diagnostics from menu bar.
engine temperature reaches 70 °C (158 °F) or higher.
• If the EOT indicator is red, erroneous
comparisons are likely from cylinder to cylinder.
However, when diagnosing a cold misfire, a
technician can listen to tone changes from
cylinder-to-cylinder.
• When the EOT indicator is green and the engine
temperature is 70 °C (158 °F) or higher, fuel rate
and timing are more stable, making comparisons
from cylinder to cylinder more accurate. Overall
engine operation is more stable.
Shut off one injector at a time and listen for changes
in exhaust tone.


menu.
4. Select cylinder number and select Run. (Injector
selected will be disabled and engine noise should
change.)
Figure 94 KOER injector disable session
5. Select Normal Operation. Injector will be enabled
and engine noise should return to previous state
1. While engine is running, open D_ of operation.
KOER_IDT_V6.ssn. in the Open Session 6. Repeat steps 4 and 5 for the remaining cylinders.
File window, select Open to monitor engine
operation.
EGES-305-2
NOTE: Listen for sound variations from cylinder to

cylinder.


EGES-305-2
Relative Compression About 30 degrees after TDC, crankshaft speed should

be fastest because compression has dissipated. On a
NOTE: During this test the IDM shuts off the injectors cylinder that has low compression, crankshaft speed
so no fueling occurs. will be close to, or less than crankshaft speed at TDC.
At TDC of each power cylinder, and about 30 degrees
NOTE: The Relative Compression test can only be
past TDC, the IDM collects data for crankshaft speed.
done with the EST; MasterDiagnostics® software is
required.
NOTE: If not cranked long enough to collect data, the
EST will display 255. 255 represents an erroneous
NOTE: This test is used in conjunction with the
rpm value
Injector Disable test to distinguish between an injector
problem or a mechanical problem. The TDC value is subtracted from the value about 30
degrees after TDC and records for each cylinder.
Test data displayed in this test should be compared
with data collected from the injector disable test
Example
to distinguish between an injector or mechanical
problem. 200 rpm (30 degrees after TDC) - 180 rpm (TDC) = 20
rpm
The EZ-Tech® will display a value on the screen for
each cylinder.
death, after clicking Run, turn the ignition switch,
within 5 seconds, to crank the engine; if not done
in 5 seconds, the EST will cancel the test and the
engine will start.
NOTE: The engine may start if you continue cranking

beyond 15 seconds.
The relative compression test provides the difference
between the fastest and slowest crankshaft speed
during the power stroke of each cylinder.
Figure 97 Example
As the engine is cranked, the IDM uses the CMP and
CKP sensor signals to measure crankshaft speed,
as piston reaches two points: Top Dead Center Compare the compression values of each cylinder
(TDC) compression and about 30 degrees after TDC with the other cylinder values. A cylinder with
compression. compression lower than the other cylinders indicates
a suspect cylinder. Test value of 31 for cylinder five
When the piston approaches TDC, crankshaft speed
indicates a suspect cylinder.
should be slower because of compression resistance.
As the piston passes TDC, compression resistance If a cylinder value is zero or a much lower than
dissipates and crankshaft speed increases. other cylinders and this cylinder is a non-contributor
(identified in the injector disable test), check for a
At TDC compression, the cylinder reaches its highest
mechanical problem.
compression and resistance to crankshaft rotation -
Crankshaft speed is the slowest. A cylinder with low
compression will have less resistance to crankshaft
rotation. Crankshaft speed will be faster than normal.
EGES-305-2
Figure 98 Example
If TDC rpm is greater than rpm 30 degrees after TDC,

the EST will display 0.
If the test value for a power cylinder is 0, the cylinder
is suspect.
If the test value for a power cylinder is significantly
below 50 rpm or above 80 rpm, the cylinder is suspect.
Test value 35 for cylinder 1 indicates a suspect
cylinder. Test value of 0 for cylinder 6 indicates a Figure 99 Relative Compression Test
suspect cylinder.
When the Relative Compression test is done, the EST
indicates, stop cranking the engine, and will display
test values. 2. Select Relative Compression Test from the drop
down menu.
with data collected from the Injector Disable test. 3. Follow the messages at the bottom of the window.
WARNING: To prevent personal injury or WARNING: To personnel personal injury,

death, read all safety instructions in the “Safety use care to prevent contact with the door edge
Information” section of this manual. when the cab is up and the door is open.
NOTE: Batteries must be fully charged before doing • Turn ignition switch to ON.
this test. Use battery charger during this test, if • Select Run.
multiple tests are needed; battery drain can be
extensive.
EGES-305-2
2. Select PP_EngineService.ssn from the Open

Session File window, and select OPEN to access
WARNING: To prevent personal injury Vehicle Programming.
or death, after clicking Run, turn the ignition
switch, within 5 seconds, to crank the engine;
if not done in 5 seconds, the EST will cancel
the test and the engine will start.
• Within 5 seconds of selecting run, crank

engine for 15 seconds. Another message
will read Stop Cranking within 5 seconds. Do
not turn ignition switch to OFF. If the ignition
switch is turned to OFF, test results will be
lost.
Figure 101 Select Program
NOTE: If test results are identical to previous test
results, the current test failed and the previous
3. Select SI: Service Interval Reset, click the right
results were displayed.
mouse button and select Program.
4. Interpret results.
• If a Relative Compression test and Injector
Disable test identify a suspect cylinder, check
for a mechanical problem.
• If a Relative Compression test does not
identify a suspect cylinder, but the Injector
Disable test does, replace suspect injector(s).
Reset Service Interval Lamp

Using EST
Figure 102 Change Edit Parameters to New
4. Change the Edit Parameter dialog box to NEW,

and select OK.
Figure 100 Select Engine Service session
EGES-305-2

engine.)
Figure 103 Verify module value change
5. Note Module Value has changed to Yes and Pr...

number has increased. Select the red X at the top
of the box to close Change Parameter box. Figure 105 Cruise switches (CF)
3. Press and release the top of CRUISE RPM and

RESUME+ switches simultaneously.
NOTE: The top of CRUISE RPM switch is not

labeled. Pressing the top of CRUISE RPM will
Figure 104 Close session the top, indicating that cruise is on.
4. Press and release RESUME+ switch three more
times.
6. When finished, select Session from menu bar,
then Close. 5. Press and hold RESUME+ switch for three
seconds.
6. Release the RESUME+ switch and press the
Using Cruise Switches (CF) bottom of CRUISE RPM switch to unlatch.
Service Interval Lamp is reset.
NOTE: Steps 2 and 3 must be completed with three

seconds of ignition switch on.
EGES-305-2
Using Cruise Switches (Stripped Chassis) 1. Set parking brake.

engine.)
release within three seconds.
4. Move slide switch to R/A three more times.
5. Move slide switch to R/A and hold for three
seconds.
6. Move slide switch from R/A to OFF and service
Figure 106 Cruise switches (stripped chassis) interval lamp will reset.
EGES-305-2
EGES-305-2
4 ENGINE SYMPTOMS DIAGNOSTICS 97
Table of Contents
Description. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .99
Test Procedures. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .99

Combustion Leaks to Coolant. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .99
Combustion Leakage Test using Low Pressure. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .99
Combustion Leakage Test using High Pressure. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .100
Combustion Leaks to Fuel. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .102
Combustion Leak to Fuel Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .102
Coolant in Lube Oil. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .104
Inspection for Lube Oil Contamination. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .104
Coolant Leak to Exhaust. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .106
Coolant Leak to Exhaust Test Procedure. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .106
Coolant Over-Temperature. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .109
Inspection for Coolant Over-Temperature Conditions. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .109
ECM Reset/IDM Reset (Intermittent Engine Stumble). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .111
Diagnostics for Engine Stumble. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .111
Excessive Fuel Consumption. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .112
Verifying Excessive Fuel Consumption Complaints. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .112
Fuel in Coolant. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .113
Fuel in Coolant Leakage Test using High Pressure. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .113
Fuel in Coolant Leakage Test using Low Pressure. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .114
Fuel In Lube Oil. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .115
Verifying Oil Dilution from Fuel System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .115
Water In Fuel (WIF). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .116
Drain Water from HFCM. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .116
Low Oil Pressure. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .119
Low Oil Pressure Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .119
Rough Idle. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .123
Diagnostics for Verifying Rough Idle. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .123
Smoke. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .126
Black Smoke. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .126
White Smoke. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .126
Blue Smoke. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .128
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98 4 ENGINE SYMPTOMS DIAGNOSTICS
EGES-305-2
Description Combustion Leakage Test using Low Pressure

Diagnostic test procedures help technicians find
problems systematically and quickly to avoid
unnecessary repairs. In this section, diagnostic
and test procedures help identify causes for known
death from hot coolant or steam scalding, use the
problems and conditions.
following procedure to remove the pressure cap
from the cooling system. Allow the engine to cool.
Wrap a thick cloth around the cap. Unscrew cap
slowly, then pause to allow pressure to release.
death, shift transmission to neutral or park, set
parking brake, and block wheels before doing 1. Follow procedure in the above warning to remove
diagnostic or service procedures. cooling system pressure cap.
2. Install radiator Vacuum Pump and Gauge
(ZTSE7559) with appropriate adapter.
3. Plug in cylinder block heater, if available, to warm
Test Procedures coolant.
4. Pressurize cooling system to 96 kPa (14 psi).
5. Remove glow plug harnesses and glow plugs for
WARNING: To prevent personal injury or all cylinders.
death, read all safety instructions in the foreword 6. Clean glow plug sleeves with cotton swabs.
of this manual. Follow all warnings, cautions, and
notes.
Combustion Leaks to Coolant
Causes
Injector sleeve failure
Figure 107 Cutaway of Cylinder Head Showing
Glow plug sleeve failure Glow Plug Sleeve
Head gasket failure
Porous cylinder wall 7. Verify that cooling system is still pressurized at
96 kPa (14 psi).
Combustion leaks can be identified by combustion
gas observed in engine coolant deaeration tank. The 8. Bar engine over by hand and check for coolant
most probable cause of combustion gas leakage to flooding the top of piston and flowing out glow plug
the cooling system is past injector or glow plug sleeves sleeve bore.
in the cylinder head. A failed head gasket or porous
• If leak is slight, pressure may have to be left
cylinder wall is possible, but should not be suspected
on overnight and inspect cooling system for
unless there is evidence of engine overheating or high
leakage in morning. Leave cylinder block
engine mileage without proper coolant.
heater, if available, plugged in.
• If leak is found, go to step 8.
• If no leakage is found, go to “Combustion
Leakage Test using High Pressure (page
100)” in this section.
EGES-305-2
Figure 108 Cutaway of Cylinder Head Showing

Injector Sleeve
NOTE: International chassis do not need to remove

the cylinder heads to remove and replace the injector
and glow plug sleeves.
9. Remove cylinder head from engine as described
in the Engine Service Manual. Perform all
inspections and pressure test cylinder head to
verify leak path. Inspect cylinder head gasket for
coolant leaks and verify crankcase and cylinder
head surface flatness using a straight edge and
feeler gauge.
• It is recommended to replace both the injector
and glow plug sleeves for a cylinder that Figure 109 Deaeration tank fill position (CF)
shows combustion leakage.
10. If the injector and glow plug sleeves were
replaced, retest the cylinder head with pressure
test plate to verify repair.
11. Reinstall cylinder head on the engine as
described in the Engine Service Manual.
12. Return coolant to operating level in the deaeration
tank.
Combustion Leakage Test using High Pressure

1. Plug in cylinder block heater, if available, to warm
engine coolant.
2. Remove glow plug harnesses and glow plugs for
all cylinders.
Figure 110 Deaeration tank fill position (stripped

chassis)
EGES-305-2
5. Bar engine over so that valves are shut on cylinder

to be tested. Apply shop air for a minimum of
WARNING: To prevent personal injury or three minutes to ensure leaking air can arrive at
death from hot coolant or steam scalding, use the deaeration tank.
6. Observe deaeration tank for escaping air. If there
is a leak in the pressurized cylinder, bubbles of air
will be seen in the deaeration tank.
7. Depressurize shop air, bar engine over so that
the next set of valve are shut on a cylinder to be
3. Follow procedure in the above warning to remove tested. Continue steps 5 through 7 until all six
cooling system pressure cap. Remove pressure cylinders have been tested.
cap or radiator Vacuum Pump and Gauge
(ZTSE7559) from deaeration tank and fill tank • If leak is found, continue with step 8.
with coolant to a point above the deaeration inlet • If no leak is found, remove each cylinder
line to tank. head one at a time following the procedures
described in the Engine Service Manual. Do
all inspections and pressure test cylinder
WARNING: To prevent personal injury or head to further investigate leak path. Inspect
death, wear safety glasses with side shields when cylinder head gasket for coolant leaks and
using compressed air. verify crankcase and cylinder head surface
flatness using a straight edge and feeler
gauge.
• If cylinder head leak is found, repair as
necessary and retest to confirm repair.
• If no leak is found, inspect cylinder bores.
8. Remove cylinder head from engine as described
in the Engine Service Manual. Perform all
inspections and pressure test cylinder head to
verify leak path. Inspect cylinder head gasket for
coolant leaks and verify crankcase and cylinder
head surface flatness using a straight edge and
Figure 111 Compression Test Adapter feeler gauge.
• It is recommended to replace both the injector
and glow plug sleeves for a cylinder that
4. Install the Compression Test Adapter in the glow shows combustion leakage.
plug bore and adapt gauge end to accept shop air
pressure 690 to 1100 kPa (100 to 160 psi). 9. If the injector and glow plug sleeves were
replaced, retest the cylinder head with pressure
NOTE: Verify that O-ring is on compression test plate to verify repair.
adapter when it is installed and removed from 10. Reinstall cylinder head for engine as described in
glow plug bore. the Engine Service Manual.
11. Return coolant level in the deaeration tank to
normal operating range.
death, be aware that engine may rotate sharply
when cylinder is pressurized.
EGES-305-2
Combustion Leaks to Fuel
Causes WARNING: To prevent personal injury or

death, comply with the following:
Loose fuel injector hold down
• Read all safety instructions in the “Safety
Missing or damaged copper injector gasket
Information” section of this manual.
Combustion leaks to fuel Engine stall during
• When draining fuel, dispose of fuel according
will exhibit one or more operation
to local regulations in the correct container
of these characteristics:
White to black smoke clearly marked DIESEL FUEL.
during cranking
• DO NOT smoke.
Rough running engine
• Keep away from open flames and sparks.
Extended engine crank
time (hard start)
Fuel pressure slow to
build while cranking
Excessive fuel pressure death, do not allow engine fluids to stay on your
while cranking skin. Clean skin and nails with soap and water, or
Pulsating fuel pressure a good hand cleaner. Wash or properly dispose of
during crank or engine clothing or rags containing engine fluids. Engine
running at idle. fluids contain elements that may be unhealthy for
skin and could cause cancer.
Combustion Leak to Fuel Test

NOTE: Engine fluids, oil, fuel, and coolant, are a threat
1. Verify operator complaint. to the environment. Recycle or dispose of engine
fluids according to local regulations. Never put engine
2. Deactivate the fuel pump by pulling the fuel pump
fluids in the trash, on the ground, in sewers, or other
relay.
bodies of water.
EGES-305-2

death, be aware that engine may start from fuel in
the system. Stay clear of moving components.

death, use care to prevent contact with the door
edge when the cab is up and the door is open.
Figure 112 Secondary fuel filter

1. Fuel return to fuel pump death, comply with the following:
• Disposing of fuel according to local
regulations in the correct container clearly
marked DIESEL FUEL.
• DO NOT smoke.
NOTE: When removing the cylinder head connections
from the secondary fuel filter, fuel will leak out. Put in a
suitable container to collect this leakage. Collect and 4. Turn ignition switch to START to crank the engine.
dispose of this fuel according to local regulations.
5. Crank engine for 3 to 5 seconds while checking
3. Remove the left and right cylinder head fuel supply lines for the following:
connections from the secondary fuel filter
following the procedures in the Engine Service • Fuel forced back through lines from
Manual. Drain the secondary fuel filter in to the combustion
container. • Combustion gasses or smoke coming from
lines
• Audible sound of air or compression from
lines
6. If diagnostic tests confirm a combustion leak to
fuel, remove valve cover on the suspected side
following the procedures in the Engine Service
Manual. Inspect for loose injector clamps on side
of engine that is suspect of combustion in fuel.
Repair if necessary and retest.
EGES-305-2
Coolant in Lube Oil
Causes
Glow plug sleeve leak
Injector sleeve leak
Cylinder head cup plug failure
Cylinder head gasket leak
Oil filter base assembly and oil cooler bundle failure
Front cover gasket damage
Figure 113 Cylinder Head Cup Plug Locations
Front cover, cylinder head, or crankcase porosity
• Inspect entire cylinder head area for leaks at

Inspection for Lube Oil Contamination the cup plugs.
1. Check coolant level and oil level gauge to verify • Inspect oil filter housing for coolant leaks from
oil contamination complaint. oil cooler.
• If no leaks are found in above areas do step
The presence of coolant in the oil will generally
8 to inspect for upper crankcase leakage.
cause the oil to thicken and coagulate giving a
gray black chunky appearance. • If coolant system pressure is dropping and no
coolant is leaking from oil pan, do step 6.
If coolant in the oil can not be verified, an oil
sample can be taken for analysis. 6. Bar engine over by hand and check for coolant
flooding the top of piston and flowing out of the
2. When oil contamination is verified, plug in cylinder glow plug bore.
block heater, if available, to warm coolant.
• If leaks are found, do step 7.
3. Remove glow plug harnesses, glow plugs, and
valve covers. Drain engine oil and remove oil • If leaks are not found, do step 8.
filter. 7. Remove cylinder head from engine following
the procedures in the Engine Service Manual.
Leave oil drain plug out of pan and oil filter cap Perform all inspections and pressure test cylinder
off. head to further investigate leak path. Inspect
cylinder head gasket for damage at sealing areas
4. Pressurize cooling system to 96 kPa (14 psi). which may have caused leak. Verify crankcase
5. If coolant is leaking from oil pan, do the following: and cylinder head surface flatness using a straight
edge and feeler gauge.
• If glow plug or injector sleeve was replaced,
retest cylinder head with pressure test plate
to verify repair.
8. Remove upper and lower oil pans following the
procedures in the Engine Service Manual.
9. Inspect for leakage in crankcase.
• Verify 96 kPa (14 psi) pressure is maintained
on radiator pressure tester.
• If no leakage is found, do step 10.
EGES-305-2
10. Remove oil cooler and oil filter housing from the
engine following the procedures in the Engine
Service Manual.
Figure 115 Remove the front cover
12. Check the front cover coolant sealing surfaces as

follows:
Figure 114 Air pressure leakage test
• Remove front cover and inspect gaskets and
1. Air pressure regulator
sealing surfaces following the procedures in
2. Air adapter (make locally)
the Engine Service Manual.
3. Test plate
• Check front cover and crankcase following
11. Do oil cooler pressure test following procedures in
• Reinstall front cover following the procedure
in the Engine Service Manual.
• If a leak is found, replace oil cooler assembly.
13. Retest cooling system after any repair to confirm
• If no leak is found, do step 12. repair.
EGES-305-2
Coolant Leak to Exhaust

Causes
• Failed EGR cooler
• Porosity in cylinder head casting
Coolant Leak to Exhaust Test Procedure

1. Verify complaint of coolant leaking to exhaust.
Observation of coolant loss without engine

overheating
Excessive white smoke from exhaust pipe on
start up (hot or cold)
Check for coolant smell in exhaust
Check for coolant leaking from muffler
Severe case - engine hydraulic lock
Figure 117 Turbocharger exhaust tubing

(stripped chassis)
1. Turbocharger to exhaust muffler
2. Exhaust tube assembly
3. Exhaust tube to EGR cooler

• Use caution when removing turbocharger
exhaust tubing, coolant in tubing could splash
or create slippery conditions.
• Allow engine to cool before removing any
components.
• Do not allow engine fluids to stay on your skin.
Clean skin and nails with soap and water, or a
good hand cleaner. Wash or properly dispose
Figure 116 Turbocharger exhaust tubing (CF) of clothing or rags containing engine fluids.
Engine fluids contain elements that may be
1. Turbocharger to exhaust muffler
unhealthy for skin and could cause cancer.
2. Exhaust tube assembly
3. Exhaust tube to EGR cooler

to the environment. Recycle or dispose of engine
bodies of water.
EGES-305-2
2. Remove turbocharger to exhaust muffler tubing • If no leak is found, continue with step 8.
and the exhaust tube to EGR cooler following the
8. Remove EGR valve and install Intake Manifold
Pressure Test Plug (EGR Valve) (ZTSE4544) and
3. Check for presence of coolant in tubing, exhaust EGR Cooler Test Plate (ZTSE4545) on the EGR
manifolds and EGR cooler exhaust inlet. cooler following the procedures in the Engine
Service Manual.
4. Plug in the cylinder block heater, if available, to
warm coolant. 9. Remove radiator pressure tester from coolant
deaeration tank and fill tank with coolant to a
point above the deaeration inlet line to tank.
Leave radiator cap off.
5. Follow procedure in the above warning to remove

cooling system pressure cap.
6. Pressurize cooling system to 96 kPa (14 psi) using
the radiator pressure tester.
Figure 119 EGR Cooler Test Plate, air regulator

and test gauge installed
Figure 118 EGR cooler exhaust inlet
7. Check EGR cooler exhaust inlet for the presence Figure 120 Intake Manifold Pressure Test Plug
of coolant. (EGR Valve) installed
• If coolant is present, replace EGR cooler
following the procedures in the Engine
10. Apply regulated air pressure of
Service Manual.
172 to 414 kPa (25 to 60 psi) at the
• If no leak is found but pressure is dropping EGR Cooler Pressure Test Plate.
rapidly, inspect the exhaust manifolds for
coolant. Repair as necessary following the
EGES-305-2
11. Observe coolant deaeration tank for air bubbles. • If air bubbles are observed and EGR cooler
Air pressure must be left on EGR cooler for a passes additional testing, remove and
minimum of 5 minutes. pressure test the intake manifold following
• If air bubbles are observed in the tank,
remove EGR cooler and retest following the • If no air bubbles are observed or EGR
procedures in the Engine Service Manual to cooler and intake manifold have passed
verify EGR cooler is inoperative. Replace if testing, contact Technical Services for further
necessary. assistance.
EGES-305-2
Coolant Over-Temperature 3. Install Electronic Service Tool (EST) and check

for active and inactive Diagnostic Trouble Codes
Causes (DTC) related to engine coolant over-temp
conditions.
Low engine coolant level
• Using the EST, compare Engine Coolant
External coolant leaks
Temperature (ECT), Engine Oil Temperature
Internal or external radiator blockage (EOT), Manifold Air Temperature (MAT), and
Broken/worn drive belt Intake Air Temperature (IAT) with Key On
Engine Off. All of the sensors should read
Belt tensioner failure within 2 °C (5 °F) of each other.
Coolant thermostat missing or stuck (closed)
NOTE: This is only accurate if done after a cold
Slipping cooling fan drive clutch soak of at least eight hours on the engine.
Water pump failure 4. Run engine up to an operating temperature of at
Cooling fan blade assembly wrong or damaged least 70 °C (158 °F). Monitor ECT using the EST.
Engine Coolant Temperature (ECT) sensor biased 5. Attempt to duplicate the operator’s concern of
Incorrect radiator coolant over-temperature.
Internal coolant leak

Chassis effects, transmission, or after-market CAUTION: To prevent radiator damage, when
equipment using high pressure washer, be careful not to get
wand too close to radiator fins.
Inspection for Coolant Over-Temperature • If concern cannot be duplicated, clean

Conditions radiator fins (if not done previously). Flush
the radiator fins with water on the cooling fan
1. Check coolant deaeration tank for correct fill level.
side of the radiator. Do not continue further
• If coolant level is low, look for external leaks with diagnostics.
at radiator, engine, and all coolant related
• If coolant over-temperature is duplicated,
hoses.
continue with step 6.
2. Inspect the condition of the following items:
cooling fan blade, shroud, accessory drive belt,
accessory drive belt tensioner, cooling fan drive
clutch, and radiator. WARNING: To prevent personal injury or
• If vehicle is new or recently repaired, verify
the correct part number for any component
related to the cooling system.
• Verify that the cooling fan blade, cooling fan slowly, then pause to allow pressure to release.
drive clutch, and radiator are clean of debris
and dirt build-up. Clean areas as required.
CAUTION: To prevent radiator damage, when 7. Install the radiator Vacuum Pump and Gauge
using high pressure washer, be careful not to get (ZTSE7559) on the deaeration tank and run
wand to close to radiator fins. engine at elevated idle. Monitor the pressure
in the system using the tester gauge to see if
EGES-305-2
pressure rises above normal value of deaeration • If thermostat passes test, continue with step
tank cap. 9.
• If pressure is higher than the pressure rating 9. Use vehicle diagnostics manual to review
of the cooling system cap, continue with automatic transmission diagnostics.
“Combustion Leak to Coolant (page 99)” in
10. If over-temperature condition remains, remove
this section.
radiator and have flow checked at radiator shop.
• If pressure gauge reading is below pressure
• Retest engine for over-temperature condition
rating of system, continue with step 8.
with repaired or replaced radiator.
8. Remove and inspect thermostat following the
procedure in the Engine Service Manual. Check
for opening temperature.
• Replace as needed. Retest for condition after
repair.
EGES-305-2
ECM Reset/IDM Reset (Intermittent Engine Diagnostics for Engine Stumble

Stumble)
1. Using the EST, check for DTCs for both the engine
and chassis modules.
Indications
• If DTC 626 (unexpected reset fault) or 534
WAIT TO START lamp cycles ON while engine
(IDM relay voltage low) are present as active
running
or inactive codes, continue with step 4.
Glow plugs recycle while engine running
• If any other engine DTCs are active, perform
Engine stumbles and dies appropriate diagnostics and repairs before
Loss of accelerator pedal authority continuing with these procedures.
Miles driven are not logged if ECM reset occurs • If any chassis DTCs are active when checking
during current key cycle the Electronic System Controller (ESC),
perform appropriate diagnostics and repairs
before continuing.
Causes
2. Do “Test 5. Fuel Supply System Test (page 224)”
An Electronic Control Illuminate the WAIT TO in the “Performance Diagnostics (page 211)”
Module (ECM) reset START lamp section of this manual.
occurs when the ECM
Enable glow plugs See the “Electronic Control Systems Diagnostics
momentarily reboots
or is turned OFF and Enable Inlet Air Heater (page 279)” section of this manual or the applicable
ON while the engine is (IAH) truck Circuit Diagram Manual and Service Manual
operating. when performing the following steps.
Validate the accelerator
If a reset occurs, the pedal position 3. Check all ECM and IDM related fuses.
engine will momentarily 4. Check all Battery, VIGN and ground connections
stumble and the ECM for the ECM and IDM.
will go through a normal
KEY ON cycle. This 5. Monitor ECM powers and grounds with breakout
includes: box under operator complaint conditions.
If the pedal is not at idle Poor fuse connection 6. Monitor IDM powers and grounds with 12-Pin
position when the reset Breakout Harness under operator complaint
Intermittent open at conditions.
occurs, a DTC is set
connectors
and engine speed goes 7. If root cause has not been identified in previous
to low idle. The ECM Poor battery power feed
steps, continue diagnosis by doing the remaining
will not allow accelerator harness connection
tests in “Performance Diagnostics (page 211)”
pedal authority until Poor ground connection section of this manual.
the Accelerator Pedal
Sensor (APS) is Poor power relay
released. connection
Momentary loss of Open power or ground

power to the ECM or circuit
IDM may be caused by: Poor module
connection, corrosion,
or water inclusion
EGES-305-2
Excessive Fuel Consumption Verifying Excessive Fuel Consumption

Complaints
Causes
1. Review operator records and fueling procedures.
Operator effects Inaccurate record Measurement errors are common. Fuel
keeping or tank filling consumption taken only from one tank of use
is susceptible to significant error because of filling
Winter blend or No. 1
procedures and vehicle application differences
fuel
during operation. Accurate fuel consumption
Unrealistic expectations must be measured over time with a record of what
Application effects Heavy loading Gross the vehicle was doing during the measurement
Vehicle Weight (GVW) period.
Low rear axle ratio 2. Loss of fuel economy is normal if winter blend fuel,
kerosene or No. 1 diesel fuel is being used.
Large frontal area
3. Review vehicle specifications to determine if fuel
Accessory usage consumption is normal for type of application
(Power Takeoff, etc.) and use of vehicle. Compare consumption with
Additional equipment similar vehicles in the same application and
drawing fuel from TCAPE report.
vehicle fuel tanks
4. Do all tests on Performance Diagnostic form or in
Extended idle “Performance Diagnostics(page 211)” section of
applications this manual.
Tire size, tire condition,
These tests will verify the operating condition of
or air pressure
the following engine and chassis systems:
Chassis effects Brake drag
Intake system
Cooling fan clutch
locked ON Exhaust system
Transmission Fuel delivery and filtration

slippage/shifting High pressure fuel system
Fuel tank plumbing or Injector operation
venting
BCS operation
Intake or exhaust
Oil aeration
restriction
Base engine condition
Engine effects Incorrect or inoperative
thermostat Electronic control system condition
Failed Turbocharger
If all tests are passed, the engine is operating
Boost Control (TCBC)
normally.
system
Oil aeration
Fuel system leaks
Base engine
performance loss
EGES-305-2
Fuel in Coolant
Causes
• Leaking or cracked injector sleeve with injector
O-ring failure
• Cracked or porous head casting in fuel rail area
Fuel in Coolant Leakage Test using High Pressure


2. Verify coolant contamination.
• Check for diesel fuel odor in coolant.
Figure 121 Deaeration tank fill position (CF)
• Coolant may be discolored if diesel fuel is
present.
Figure 122 Deaeration tank fill position (stripped

chassis)
3. Fill deaeration tank with coolant to a level above

the deaeration inlet line to tank.
EGES-305-2
4. Plug in the cylinder block heater, if available, to Fuel in Coolant Leakage Test using Low Pressure
warm coolant.


2. Verify coolant contamination.
• Check for diesel fuel odor in coolant.
• Coolant may be discolored if diesel fuel is
Figure 123 Secondary fuel filter present.
1. Fuel return to fuel pump 3. Plug in the cylinder block heater, if available, to
2. Fuel supply from fuel pump warm coolant.
4. Fill with coolant to a level above the deaeration
inlet line to tank.
5. Install radiator pressure tester at the coolant
deaeration tank. Pressurize cooling system to
NOTE: When removing the cylinder head connections 96 kPa (14 psi).
6. Remove fuel line banjo fittings/check valves from
suitable container to collect this leakage. Collect and
front of cylinder heads following the procedures in
dispose of this fuel according to local regulations.
5. Remove the left and right cylinder head
7. Observe fuel rail bores at cylinder heads for air or
coolant leaks.
Manual. Drain the secondary fuel filter in to the • If leak is found, remove valve cover and fuel
container. injectors from the suspect cylinder head,
following procedures in the Engine Service
6. Individually pressurize both fuel supply lines to
Manual. Observe injector bores for leakage.
cylinder heads to 550 to 690 kPa (80 to 100 psi)
Repair cylinder head, as necessary. After
using the Fuel Line Test Adapter. Observe
repair, pressurize cooling system to confirm
deaeration tank for air bubbles or loss of pressure
repair.
at gauge.
• If no leak is found, remove each cylinder
• If leak is found, do all inspections and test
head one at a time following the procedures
cylinder heads to verify leak path. Repair
as described in the Engine Service Manual.
cylinder head, as necessary. If an injector
Perform all inspections and pressure test
sleeve was replaced, retest .
cylinder head to check for leak paths.
• If no leak is found, continue with “Fuel in
Coolant Leakage Test using Low Pressure
(page 114)” in this section.
EGES-305-2
Fuel In Lube Oil NOTE: When removing the cylinder head connections
Causes
suitable container to collect this leakage. Collect and
• Leaking fuel injector or injector O-ring. A dispose of this fuel according to local regulations.
leaking injector sleeve or injector tip could cause
2. Remove the left and right cylinder head
contaminated engine oil, but would most likely be
identified as a performance problem.
• Porous cylinder head (most likely on low mileage Manual. Drain the secondary fuel filter in to the
vehicles) container.
3. Individually pressurize both fuel supply lines to
cylinder heads to 550 to 690 kPa (80 to 100 psi)
Verifying Oil Dilution from Fuel System
using the Fuel Line Test Adapter (ZTSE4607).
1. Verify oil contamination. Oil contaminated with
4. Once a loss of pressure or leak is determined,
diesel fuel will have diesel fuel odor and will cause
remove valve cover at suspected head and
the oil level in engine to rise.
inspect for leak at injector areas.
Figure 124 Secondary fuel filter

1. Fuel return to fuel pump
EGES-305-2
Water In Fuel (WIF)
Cause WARNING: To prevent personal injury or

Water in fuel supply system
• Do not mix gasoline, gasohol, or alcohol with
Ice in fuel lines
diesel fuel. This practice creates a fire hazard
Short circuit and is potentially explosive.
Damaged connection • Do not allow engine fluids to stay on your skin.
Corrosion on connector, sensor, or cover plate Clean skin and nails with soap and water, or a
assembly good hand cleaner. Wash or properly dispose
of clothing or rags containing engine fluids.
Failed ECM Engine fluids contain elements that may be
Failed WIF sensor unhealthy for skin and could cause cancer.
Tools
• Clean drain pan, flat with a wide opening
Drain Water from HFCM
bodies of water.
1. Determine if the WIF lamp is on. If the lamp is on,
2. Put a clean flat drain pan under the HFCM drain
the fuel is probably contaminated with water.
plug
3. Wipe down the frame around and under the drain
plug or the HFCM and drain plug.
• Dispose of fuel according to local regulations
in a correct container clearly marked DIESEL
FUEL.
• DO NOT smoke.
Figure 125 HFCM drain plug
EGES-305-2
Figure 127 Drain plug remove and hanging from

Figure 126 HFCM drain plug stem
1. Area to be wiped down before draining

2. Drain plug 4. Loosen and remove the drain plug from the
threads and hang it from the stem. Drain HFCM
to the clean flat drain pan.
NOTE: Flow out of the drain should be as steady a

stream as possible. When running down the side
of the frame with the plug fully removed, or just
running down the plug while it is hanging, use your
best judgement if it is a steady flow. An unsteady
flow could indicate fuel system problems.
5. Check the O-ring on the drain plug. The drain
plug will have to be removed to replace the O-ring.
Install and hand tighten the drain plug.
6. Check the fuel in the drain pan for contamination.
Dispose of the contents in the drain pan properly
in accordance with local requirements.
EGES-305-2
Excessive water or contaminants may indicate If the WIF lamp is off, the procedure is
that the tank and fuel system need to be complete, do not continue.
flushed and cleaned.
If the WIF lamp is still on, continue with step 9.
Some sediment and water may be present
if the fuel filter has not been replaced for a
NOTE: If the WIF indicator stays on after the water
prolonged period of time, or if the sediment
has been drained, the WIF sensor, the WIF sensor
and water have not been drained recently.
connector, or the cover plate assembly may be
The fuel should be clear, not cloudy. Cloudy corroded, the condition should be corrected and
fuel indicates that the fuel is not a suitable retested.
grade for cold temperatures.
9. Check the WIF sensor connector, do “WIF (Water
The fuel should not be dyed red or blue, these In Fuel) Sensor (page 526)” in “Electronic Control
colors indicate off-highway fuel. Systems Diagnostics (page 279)” section of this
The fuel should not indicate evidence of manual.
waxing or gelling. Waxing or gelling in some 10. Remove the HFCM to service the WIF sensor or
fuels in cold weather could clog fuel filters and check for corrosion on the cover plate assembly.
the fuel pump and cause restrictions in the fuel
or low fuel pressure. 11. Install the HFCM, and redo steps 4, 5, and 6. Turn
the ignition switch to ON to start the HFCM fuel
7. Turn the ignition switch to ON, determine if the pump, determine if the WIF lamp is off.
WIF lamp is off.
If the WIF lamp is off, the procedure is
If the WIF lamp is off, the procedure is complete, do not continue.
complete, do not continue. If the WIF lamp is still on, replace the HFCM.
If the WIF lamp is still on, continue with step 8.
8. Redo steps 4, 5, and 6. Turn the ignition switch to

ON to start the HFCM fuel pump, determine if the
WIF lamp is off.
EGES-305-2
Low Oil Pressure Low Oil Pressure Diagnostics
Causes
Low oil level: oil leak, oil consumption or incorrect WARNING: To prevent personal injury or
servicing death, comply with the following;
High oil level: incorrect servicing, fuel in oil or
• When routing test line do not crimp line, run
coolant in oil
line too close to moving parts, or let line touch
Incorrect oil viscosity hot engine surfaces.
Fuel in oil • Before running engine for diagnostic or
Stuck oil pressure regulator service procedures, set parking brake, shift
transmission to park or neutral, and block
Scored or damaged oil pump wheels.
Engine Oil Pressure (EOP) switch biased
Missing oil gallery cup plugs (front or rear)
Broken, missing or loose piston cooling tube(s)
Missing, damaged or worn bearing inserts or death, do not allow engine fluids to stay on your
camshaft bushings skin. Clean skin and nails with soap and water, or
Lifter missing (will also have performance a good hand cleaner. Wash or properly dispose of
problems) clothing or rags containing engine fluids. Engine
fluids contain elements that may be unhealthy for
Aeration (cracked pickup tube, missing O-ring) skin and could cause cancer.

bodies of water.
1. Verify oil level in engine using oil level gauge while
vehicle is parked on level ground. Check to see if
oil is contaminated with fuel or coolant.
• Engine oil level will vary depending on
temperature of engine
• If oil is contaminated, go to “Fuel in Lube
Oil (page 115)” or “Coolant in Lube Oil (page
2. Connect fitting on test line with Fuel/Oil Pressure
Test Coupler to a 0 to 1723 kPa (0 to 250 psi)
gauge.
EGES-305-2
Figure 128 Lube oil pressure test

Figure 129 Oil pressure regulator components
1. End cap and O-ring
3. Remove EOP switch and install Fuel Pressure 2. Oil pressure bypass spring
Test Fitting. 3. Piston poppet
4. Connect Fuel/Oil Pressure Test Coupler to Fuel
Pressure Test Fitting
6. Remove and inspect oil pressure regulator as
5. Start the engine and measure oil pressure at described in the Engine Service Manual.
both low and high idle, under no load conditions.
Engine must be at normal operating temperature. • The oil pressure regulator piston should move
freely in its bore in the front cover.
• If oil pressure reads within specification
listed in “Appendix A: VT 275 Performance • If oil pressure regulator is functional and
Specifications (page 571)” and the instrument passes visual inspection, reinstall regulator
panel indicator indicated low pressure, following the procedures in the Engine
perform “EOP (Engine Oil Pressure) Switch Service Manual. Redo the “Low Oil Pressure
(page 396)” diagnostics in the “Electronic Diagnostics” procedures starting with step 5.
Control Systems Diagnostics (page 279)“ If oil pressure remains low, continue with step
section of this manual, and repair or replace 7.
the oil pressure indicator as required.
• If oil pressure does not read within the
specification, continue with step 6.
EGES-305-2
10. Reinstall the oil filter, the oil filter cap, the oil pump,
and oil pump cover.
11. Connect regulated shop air line to the ICP system
test adapter in the lube oil filter base.
12. Slowly apply air pressure in 34.5 kPa (5 psi)
increments to 345 kPa (50 psi).
13. Inspect for gross leaks internally.
• If a major leak is observed from the front cover
area, continue with step 14.
• If a major leak is observed from the rear cover
area, continue with step 16.
• If a major leak is not observed, remove
Figure 130 Inspect the lube oil pump engine from vehicle. Disassemble engine
and perform full inspection of all components
1. Gerotor oil pump cover
following procedures in the Engine Service
2. O-ring
Manual.
3. Dowel pin (2)
4. Gerotor assembly 14. Remove the front cover from the engine following
procedures in the Engine Service Manual and
complete inspection of the lube oil pump.
7. Remove and inspect the lube oil pump following
the procedure in the Engine Service Manual.
• Inspect the lube oil pump housing and cover
for gouging or deep scratches.
• Inspect the gerotor gears for excessive wear
or damage.
• If no excessive damage is found continue with
step 8.
8. Drain oil from engine using a clean drain pan.
Inspect oil drain plug magnet, drained oil and oil
filter for foreign debris.
• An oil sample should be taken to determine
level of engine wear metals and contaminants
in the oil.
Figure 131 Main oil gallery cup plug locations
9. Remove both the upper and lower oil pans
following the procedure in the Engine Service
Manual. Inspect for missing, loose or damaged 15. With front cover removed from the engine, verify
oil pickup tube, O-ring, piston cooling tubes, that the front main oil gallery cup plugs are in
bearing inserts, and cam bushings. position and not damaged.
CAUTION: To prevent damage to the engine, verify

the oil filter is intact. Running the engine with a failed WARNING: To prevent personal injury or
oil filter could cause rapid deterioration of the engine death, the engine must be supported before
due to dirty oil. removing rear cover of engine.
EGES-305-2
16. Remove the rear cover from the engine as

described in the Engine Service Manual. Verify
the rear main oil gallery cup plugs are in position
and not damaged.
Figure 132 Rear main oil gallery cup plug

locations
EGES-305-2
Rough Idle Complete the following tests on the Performance

Diagnostic Form. See the “Performance Diagnostics
Causes (page 211)” section in this manual for specific details
on each test.
Engine oil (aerated, incorrect grade, low oil level,
extended drain interval) 3. Do “Test 1. Diagnostic Trouble Codes (page 213)”
in the “Performance Diagnostics (page 211)”
Poor fuel quality
section of this manual or on the Performance
Low fuel pressure Diagnostics Form. Intermittent sensor, injector,
Aerated fuel or wiring harness faults can affect engine idle
conditions. The ECM may have detected and
Electronic control system faults (ECM and IDM) recorded these conditions.
Injection Control Pressure (ICP) system problems 4. Do “Test 2. KOEO Standard Test (page 218)”
Fuel injectors not working properly in the “Performance Diagnostics (page 211)”
section of this manual or on the Performance
Exhaust Gas Recirculation (EGR) valve stuck open Diagnostics Form. The KOEO Standard test will
Power cylinder problems verify electrical operation of actuators.
Valve train problems 5. Do “Test 3. KOEO Injector Test (page 220)” in the
“Performance Diagnostics (page 211)” section of
Engine or flywheel balance problems
this manual or on the Performance Diagnostics
Exhaust system to cab or chassis ground out Form. This test will verify that the injectors are
Loose or worn engine mounts working properly electronically.
Mismatched balance shaft 6. Do “Test 4. Engine Oil (page 222)” in the

“Performance Diagnostics (page 211)” section of
this manual or on the Performance Diagnostics
Form. Check engine oil level. Verify correct
Diagnostics for Verifying Rough Idle oil grade for ambient temperature. See Engine
1. Verify complaint. Confirm conditions when Operation and Maintenance Manual, Engine
complaint is present. Lubrication Requirements section. Confirm oil
meets correct API specification for model and
When does engine rough idle occur? year of engine.
Hot - operating temperature 7. Do “Test 5. Fuel Supply System (page 224)”

in the “Performance Diagnostics (page 211)”
Cold section of this manual or on the Performance
After high speed operation Diagnostics Form. Verify quality and quantity
of diesel fuel, fuel aeration, and fuel pressure.
Over entire engine speed range
Poor quality fuel or low cetane rating can cause
Combination of the above conditions white smoke, engine misfire, and low power.
Is there chassis vibration or any other See Engine Operation and Maintenance Manual,
conditions or observations present when Fuel Requirements section for model and year
engine idles rough. of engine to determine minimum necessary fuel
grade and cetane rating.
2. Inspect exhaust system for contact with frame or 8. Do “Test 7. KOER Standard Test (page 237) in
body of vehicle. the “Performance Diagnostics (page 211)” section
Engine exhaust pipe contact with cab may of this manual or on the Performance Diagnostics
transmit engine vibrations to cab, especially Form.
on acceleration or engine shifts. This condition 9. Do “Test 8. Injection Control Pressure (page 239)”
may be incorrectly diagnosed as a rough idle in the “Performance Diagnostics (page 211)”
complaint. section of this manual or on the Performance
EGES-305-2
Diagnostics Form. This test will verify the of this manual or on the Performance Diagnostics
functionality of the ICP system. The engine form.
must be at operating temperature 70 °C (158 °F)
to do this test.
10. Do “Test 9. Injector Disable (page 242)” in the WARNING: To prevent personal injury or
“Performance Diagnostics (page 211)” section of death, support the vibration damper during
this manual or on the Performance Diagnostics mounting bolt removal. The damper can slide off
Form. This test will confirm if the ICP system is the nose of the crankshaft very easily.
functioning properly and verify ICP stability.
NOTE: Test 9 is used in conjunction with Test 10 to

distinguish between an injector and a mechanical
CAUTION: To prevent engine damage, replace all
problem.
vibration mounting bolts when installing the vibration
11. Do “Test 10. Relative Compression (page 247)” in damper. Do not use anti-seize compounds, grease,
the “Performance Diagnostics (page 211)” section or any lubricants. Lubricants have a adverse effect on
of this manual or on the Performance Diagnostics torque results.
Form. The primary function of this test is to show
the contributions of the individual power cylinders.
The test will detect a weak cylinder which could be
the result of an injector or base engine problem. CAUTION: To prevent damage to the engine, do not
run engine for an extended period with the accessory
NOTE: Test 10 is used in conjunction with Test 9 to drive belt removed.
distinguish between an injector and a mechanical
problem.
14. Inspect for engine and flexplate balance. Engine
12. Do “Test 11. Air Management (page 250)” in the roughness at idle that gets worse with a no load
“Performance Diagnostics (page 211)” section of acceleration may be caused by an out of balance
this manual or on the Performance Diagnostics condition. Remove the accessory drive belt to
Form. The test will verify EGR valve movement isolate the accessories during balance testing.
and MAF.
13. Do “Test 14. Crankcase Pressure (page 262)” in
the “Performance Diagnostics (page 211)” section
EGES-305-2
Engine and Flexplate Balance Inspection

Isolate the engine from transmission by removing the transmission and torque converter. Start the
engine and evaluate for roughness. If the engine runs smooth, diagnose the torque convert and
transmission, see applicable truck Service Manual.
Following the procedures in the Engine Service Manual, remove the vibration damper and inspect the
elastomer layer for cracks and misalignment. If no problem is found, reinstall the vibration damper
following the exact assembly procedure in the Engine Service Manual. Verify that locating dowel at the
end of the crankshaft is aligned with the locating hole in the balancer for proper installation.
Following the procedures in the Engine Service Manual, remove the flexplate and verify proper
orientation. If orientation is correct, replace or rebalance flexplate. When removing or installing the
flexplate, ensure that the locating dowel is in the right place and that the flexplate is located properly on
the dowel.
Following the procedures in the Engine Service Manual, remove the front cover, inspect the primary
balancer shaft to ensure it is properly installed.
Following the procedures in the Engine Service Manual, remove the rear cover, to see if the balance
shaft is linked correctly.
Following the procedures in the Engine Service Manual, remove the lower and upper oil pan and inspect
the crankshaft counterweights to ensure balance holes exist.
EGES-305-2
Smoke White Smoke

Black Smoke
Causes
Causes Cold engine
Air intake or exhaust restriction No glow plug operation
Failed turbocharger or a turbocharger wheel stuck No inlet air heater operation
Biased Barometric Absolute Pressure (BAP) Aerated oil
sensor Poor quality fuel
Loose injector EGR stuck open on startup in colder ambient
Charge Air Cooler (CAC) system leakage temperatures
Altitude (black smoke on hard acceleration or Biased Barometric Absolute Pressure (BAP)
snap acceleration may be pronounced at higher sensor
elevations) Coolant leak to combustion from exhaust side
Biased Mass Air Flow (MAF) sensor Loose fuel injectors
Manifold Absolute Pressure (MAP) sensor failed Inoperative fuel injectors
EGR valve stuck open in warm ambient Bent connecting rods
temperature
Worn piston rings
Black Smoke Diagnostics Low compression
1. If engine has fuel knock or there is evidence of Coolant leaking into combustion chamber
fuel in the exhaust, remove exhaust manifolds Intake manifold porosity
and inspect for fuel in the exhaust ports. Suspect
a loose injector, missing or damaged O-ring and
gasket on bottom of an injector. White Smoke Diagnostics
2. Inspect air inlet system and exhaust system for 1. In cold ambient temperatures, some white smoke
possible sources of restriction. is possible depending on conditions.
3. Visually inspect turbocharger for oil leakage or • Ensure that engine is up to operating
failure. Some oil carryover is expected due to the temperature 88 °C (190 °F) prior to verifying
closed crankcase ventilation system. a white smoke complaint.
4. Do “Test 1. Diagnostic Trouble Codes (page 213)” • If the engine is unable to obtain
on the Performance Diagnostics Form or in the operating temperature during a road
“Performance Diagnostics (page 211)” section of test, verify thermostat opening temperature
this manual. 88 °C (190 °F).
5. Do “Test 6. Intake and Exhaust Restriction (page 2. On a cold engine, the glow plugs and the inlet
235)” on the Performance Diagnostics Form or in air heater may remain on after the engine starts
the “Performance Diagnostics (page 211)” section to assist in cold smoke cleanup. Do “Tests 14.
of this manual. Glow Plug System (page 192)” and “Test 15. Inlet
Air Heater System (page 199)” in the “Hard Start
6. Do “Test 11. Air Management (page 250)” on and No Start Diagnostics (page 131)” section of
the Performance Diagnostics Form or in the this manual or on the Hard Start and No Start
“Performance Diagnostics (page 211)” section of Diagnostics Form to verify glow plug and inlet air
this manual. heater operation.
3. Do “Test 5. Fuel Supply System (page 224)” in
the “Performance Diagnostics (page 211)” section
EGES-305-2
of this manual or on the Performance Diagnostics • Unfiltered air entering the engine can
Form. Verify quality and quantity of the fuel, cause excessive power cylinder wear and
aeration, and fuel pressure. turbocharger compressor damage. If power
cylinder wear is suspected, identify smoking
4. Do Output State Test Low and High to cycle the
cylinder(s) by removing exhaust manifolds
EGR valve and monitor valve movement with the
and running engine.
Output State Test Continuous Monitor Session.
• If coolant is found in the intake manifold, see
5. If there is coolant loss without engine overheating,
“Coolant Leak to Exhaust” (page 106) in this
check for coolant in exhaust.
section.
• If coolant is leaking from exhaust or can be
smelled in the exhaust, see “Coolant Leak to
Exhaust” (page 106) in this section.
6. Do “Test 8. Injection Control Pressure (page 239)” death, visually inspect the turbocharger with the
in the “Performance Diagnostics (page 211)” engine off, and the turbocharger not spinning.
section of this manual or on the Performance Turbocharger components may be extremely
Diagnostics Form. hot and turbocharger wheels are very sharp
7. Do “Test 9. Injector Disable (page 242)” in the and may spin at high speeds. Visually assure
“Performance Diagnostics (page 211)” section of the turbocharger wheels are not turning before
this manual or on the Performance Diagnostics inserting fingers or other body parts.
Form.
8. Do “Test 10. Relative Compression (page 247)” in 11. Do compression test on cylinders that are white
the “Performance Diagnostics (page 211)” section smoke using the compression test adapter.
of this manual or on the Performance Diagnostics Inspect turbocharger for damage.
Form.
12. If engine is overheating with coolant loss, and
9. If engine has fuel knock or evidence of fuel in cylinder head gasket, injector sleeve, or glow plug
exhaust, remove exhaust manifolds and inspect sleeve is suspected for leaking, see “Combustion
for fuel in the exhaust ports. (Suspect loose Leaks to Coolant Test using High Pressure (page
injectors, missing or damaged O-ring and copper 100)” in this section.
gasket on bottom of injector).
10. Inspect air induction system for evidence of water
ingestion or evidence of unfiltered air entering the
engine.
• Water ingestion could have caused a
hydraulic lock and bent connecting rods. If
water ingestion is suspected, identify smoking
cylinders by removing exhaust manifolds and
running engine.
EGES-305-2
Blue Smoke “Performance Diagnostics (page 211)” section of

this manual.
NOTE: Blue smoke is an indication of oil consumption.
a. If crankcase pressure is high and there
If unable to differentiate between white and blue
is excessive oil consumption, investigate
smoke, determine smoke type by odor. If there is an
air compressor, turbocharger, and power
odor of oil burning it is blue smoke. If there is a fuel
cylinder components.
or coolant smell then it is white smoke.
b. If crankcase pressure is normal and there
Causes is excessive oil consumption remove
Charge Air Cooler (CAC) pipes and
Excessive crankcase pressure
inspect CAC and intake system for
Failed turbocharger excessive oil carryover.
Failed fuel injector 3. Inspect turbocharger high and low pressure stage
Piston oil control ring stuck or inoperative shafts for oil leak at both the compressor and
turbine housings.
Leaking valve stem seals or worn valve guides
4. Remove exhaust manifolds and inspect exhaust
ports for oil residue to pinpoint possible injector
Blue Smoke Diagnostics failure causing oil to mix with fuel injected into the
1. Do oil consumption test on engine. Verify high oil power cylinder.
consumption.
2. Do “Test 15. Crankcase Pressure (page 265)”
on the Performance Diagnostics Form or the
EGES-305-2
5 HARD START AND NO START DIAGNOSTICS 129
Table of Contents
Description. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .131
Diagnostic Form Information EGED-315. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .131
Test Procedures. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .133

1. Initial Ignition Key ON (Do not start). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .133
2. Engine Cranking. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .135
3. Diagnostic Trouble Codes. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .137
Vehicle Information for Form Heading. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .137
Entering Vehicle Information without using the Electronic Service Tool (EST). . . . . . . . .137
Entering Vehicle Information using the Electronic Service Tool (EST). . . . . . . . . . . . . . . . . . .138
Accessing DTCs. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .140
Reading DTCs. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .141
4. KOEO Standard Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .142
5. KOEO Injector Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .144
6. Electronic Service Tool (EST) Data List. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .146
Monitoring Engine Systems using an EST. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .146
Monitoring Engine Systems using Breakout Box. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .149
Monitoring ICP using Pressure Sensor Breakout Harness. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .151
Monitoring EOP at EOP Switch Port. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .152
7. Engine Systems. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .153
8. Engine Oil. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .154
9. Intake and Exhaust Restriction. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .156
10. Fuel Supply System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .158
10.1. Pressure, Quality, and Aerated Fuel. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .159
10.2. Fuel Pump Discharge Pressure. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .165
10.3. Fuel Inlet Restriction. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .167
11. Main Power Relay Voltage to ECM. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .169
Voltage Measurement with Relay Breakout Harness at ECM Main Power Relay. . . . . . . .169
Voltage Measurement at ECM with Breakout Box. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .171
12. Main Power Relay Voltage to IDM. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .173
Voltage Measurement at 12-Pin Connection with Breakout Harness. . . . . . . . . . . . . . . . . . . . . .173
Voltage Measurement with Relay Breakout Harness at IDM Main Power Relay. . . . . . . . .175
13. Low ICP System Pressure. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .177
13.1. System Function. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .178
13.2. IPR Function. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .180
13.3. Under Valve Cover Leaks. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .182
13.4. Cylinder Head Isolation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .187
13.5 High-pressure Pump. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .189
14. Glow Plug System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .192
14.1. Glow Plug System Amperage. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .193
14.2. Glow Plug Harness to Ground. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .195
14.3. Glow Plug to Ground. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .195
14.4. Engine Harness 3-pin to Relay. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .196
14.5. Relay Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .197
15. Inlet Air Heater System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .199
15.1. Amperage Draw. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .199
EGES-305-2
130 5 HARD START AND NO START DIAGNOSTICS
15.2. Voltage at Element. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .202

15.3. Resistance of Element. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .204
15.4. Wiring Harness Continuity and Resistance. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .205
15.5. Relay Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .206
EGES-305-2
Description

death, shift transmission to park or neutral, set
parking brake, and block wheels before doing
Engine diagnostic forms assist technicians in

troubleshooting International® diesel engines.
Diagnostic test procedures help technicians find
unnecessary repairs.
Diagnostic Form Information EGED-315
Figure 133 Diagnostic form EGED-315 (Hard Start and No Start Diagnostics side)
EGES-305-2
EGES-305-2
Test Procedures
1. Initial Ignition Key ON (Do not start) WARNING: To prevent personal injury or
death, read all safety instructions in the “Safety
1. Turn ignition switch ON. (Do not start the engine.)

Check or listen for the following:
• WAIT TO START indication
• WATER IN FUEL indication (If Water In Fuel
indication comes on, check for water in the
HFCM fuel filter housing.)
Figure 134 • Injector pre-cycle (Shop noise can drown out
the sound of injector pre-cycle).
• Electronic fuel pump, listen for a hum or buzz
Purpose from the electronic fuel pump after initial key
To determine the following: on; the pump should stay on for 60 seconds
(Shop noise can drown out the sound of fuel
• Is the Injector Drive Module (IDM) powered up? pump running).
• Is the Electronic Control Module (ECM) powered 2. If not enough time to listen, do another ignition
up? switch ON.
• Does the electronic fuel pump hum or buzz?
• Is there water in the fuel?
Tools
• None
EGES-305-2
Possible Causes
No injector pre-cycle No key power (vIGN)
Failed IDM ground circuit
No power from main power relay to IDM.
CAN2 link is not working.
IDM failure
WAIT TO START indication does not come on No key power (vIGN)
Failed ECM ground circuit
No power from main power relay to ECM
CAN1 link is not working (will not cause hard start
or no start).
ECM failure
Amber WAIT TO START indication is out (will not
cause hard start or no start).
Electronic fuel pump does not run No key power (vIGN)
Wiring failure from ECM to relay or corrosion
Wiring failure from relay to pump or corrosion
Electronic fuel pump failure (will not cause hard start
or no start)
ECM failure
Water in fuel Water in fuel
Corroded housing or connectors (will not cause hard
start or no start).
Electrical circuit failure (will not cause hard start or
no start).
EGES-305-2
2. Engine Cranking

1. See “Appendix A: VT 275 Performance

Specifications (page 571)” for specifications,
and enter data in “Spec” column for rpm and
smoke color on Diagnostic Form.
2. Turn ignition switch to START.
Figure 135 3. Monitor rpm on instrument panel and EST. Record
rpm value on Diagnostic Form.
4. Check for exhaust smoke and record any exhaust
Purpose
smoke color on Diagnostic Form.
To determine:
NOTE: If smoke is seen, typically excess fuel is
• Does the crankshaft rotate?
getting in the cylinders; otherwise, the fuel supply
• Does the instrument panel receive a signal from system is working correctly.
the ECM and is rpm sufficient?
NOTE: The engine may run rough and produce
• Is fuel getting to the cylinders?
white smoke, if air is in the fuel system. This is
Tools normal and should stop after a short time, once
the engine mounted fuel filter has self-purged.
• EST with MasterDiagnostics® software
• EZ-Tech® interface cable
EGES-305-2
Possible Causes
Crankshaft will not rotate Low or no battery power
No key power (vIGN)
Insufficient power to ECM
Starting system failure
Circuit fault for Engine Crank Inhibit (ECI)
Cylinder hydraulic lock
Insufficient rpm Low battery power
Starter motor problem
Incorrect oil viscosity
Cold temperature
Excessive exhaust smoke with hard start or no start Glow plug system failure
concern
Failed air heater system
Poor fuel quality
Excessive air inlet or exhaust restriction
Insufficient cylinder temperature
Loose injector
Low compression
EGES-305-2
3. Diagnostic Trouble Codes
Figure 136
Purpose
• To determine if the ECM has detected Diagnostic
Trouble Codes (DTCs) indicating conditions that
could cause engine problems
• Fill out Diagnostic Form heading.
• Check for abnormal sensor readings.
Tools
Vehicle Information for Form Heading
Figure 137
NOTE: Before continuing diagnostic tests, fill out the Technician

form heading on Diagnostics Form.
Date (for warranty)
Unit No (dealer’s quick reference for
Entering Vehicle Information without using the customer’s vehicle identification)
Electronic Service Tool (EST) Truck build (date)
1. Enter mechanical information in the form heading: Complaint (for warranty)
EGES-305-2
2. Enter electronic information in the form heading,

see Entering Vehicle Information using the
Electronic Service Tool (EST). WARNING: To prevent personal injury or
Entering Vehicle Information using the Electronic
Service Tool (EST)
1. Connect the EZ-Tech® interface cable to the EST
and the ATA connector.
2. Boot EST.
Figure 138 American Trucking Association

(ATA) connector (typical)
1. ATA connector
Figure 140 International® launchpad
3. Select Engine Diagnostics, then International®

MasterDiagnostics® for Diamond Logic® Control
II.

Figure 139 EZ-Tech® interface cable
EGES-305-2
Figure 141 Open VIN+ session
5. Select VIN+ icon to open VIN+ session. VIN (for Information List (cont.)
warranty, ordering parts, and service information).
Engine SN Engine Serial Engine SN (for
The Vehicle Identification Number is also on the
Number ordering parts
door jamb on the operator’s side.
and service
6. Complete the form heading using the on-screen information).
information and the Information List.
The engine serial number is stamped on a
crankcase pad on the rear of the left side
Information List
crankcase below the cylinder head. The engine
Heading VIN+ session Description serial number is also on a separate serial number
Information PID label next to the engine emission label on the left
side valve cover. Compare the Engine SN in the
Miles Odometer For warranty
Vehicle Programming window of the VIN+ session
Hours Engine Hours For warranty with the Engine SN on the engine. The engine
Transmission Transmission Automatic could have been replaced without a programming
Type change to the ECM to upgrade the Engine SN.
Ambient Intake Air Temp Engine HP Rated HP For correct

temperature engine
application
Coolant Coolant Temp
temperature
EGES-305-2
Information List (cont.)

Engine Family EFRC: Engine For
Rating Code Family Rating troubleshooting
Code
ECM Reference
calibration Number
Figure 142 DTC window
PVVXXXXX
(First group)
1. Record all DTCs from DTC window on the
IDM calibration Reference
Diagnostic Form. See “Appendix B: Diagnostic
Number
Trouble Codes (page 581)” for definitions of the
ANZXXXXX DTCs.
(Second group) 2. Correct problem causing active DTCs before
Fill in the Turbocharger No and Injector No if a continuing.
mismatch of components is suspected. 3. Clear DTCs.
Injector N/A Requires 4. Use EST to check KOEO values for temperature
Number removal of and pressure sensors. Record results on
valve covers Diagnostic Form.
Turbocharger N/A Plate on the
Number inside edge KOEO values for temperature and pressure
of the low sensors
pressure If engine has not been run for 8 to 12 hours
compressor Engine Coolant Temperature (ECT), Engine
housing Oil Temperature (EOT), and Manifold Absolute
Temperature (MAT) should be within 2 °C (5 °F)
of each other. The Inlet Air Temperature (IAT)
Accessing DTCs could be a few degrees higher or lower due to
faster outside engine temperature changes.
Injection Control Pressure (ICP) values
may fluctuate as much as 345 kPa (50 psi).
WARNING: To prevent personal injury or Electromagnetic Interference (EMI) or ground
death, read all safety instructions in the “Safety shift can cause an insignificant voltage shift
Information” section of this manual. that does not indicate a problem.
Manifold Absolute Pressure (MAP) values may
NOTE: When opening VIN+ session to fill out form fluctuate as much as 7 kPa (1 psi). EMI or
heading, the DTC window automatically appears. ground shift can cause an insignificant voltage
shift that does not indicate a problem.
NOTE: If an EST is not available, see “Accessing Barometric Absolute Pressure (BAP) values
DTCs (page 71)” in “Using Cruise Switches (page should equal the barometric reading for your
71)” in the “Diagnostic Software Operation (page 70)” region.
section of this manual.
Are values normal?
If abnormal values are suspected, record on
Diagnostic Form and see Operational Voltage
tables in the “Electronic Control Systems
Diagnostics (page 279)” section of this manual.
EGES-305-2
5. Continue with KOEO Standard test. • Inactive: With ignition switch on, inactive
key cycle. When the ignition switch is turned
Reading DTCs off, inactive DTCs from a previous ignition switch
cycle, are stored in the ECM memory.
Identifier (SID), Parameter Identifier (PID), and • Active/Inactive: With ignition switch on,
Failure Mode Indicator (FMI) active/inactive indicates a DTC for a condition
currently in the system and was present in
DTC: Diagnostic Trouble Code
previous key cycles, if the codes were not cleared.
• Active: With ignition switch on, active indicates a
DTC for a condition currently in the system. When Possible Causes
the ignition switch is turned off, an active DTC
Electronics failure
becomes inactive. (If a problem remains, the DTC
will be active on the next ignition switch cycle and Failure of the ICP sensor or ICP system
the EST will display active/inactive.) Failure of the Air Management System (AMS)
EGES-305-2
4. KOEO Standard Test
Figure 143
Purpose
To determine electrical malfunctions detected by the
ECM self-test and Output Circuit Check (OCC)
Tools
NOTE: For CF only: If an EST is not available,

see “Standard Test Using Cruise Switches (Except Figure 144 KOEO Standard test
Stripped Chassis) (page 74)” in the “Diagnostic
Software Operation (page 70)” section of this manual.
down menu.
death, read all safety instructions in the “Safety 5. From the KOEO Diagnostics menu, select
Information” section of this manual. Standard, then select Run to start the test.
The ECM will complete an internal self-test and
an OCC. When the OCC is completed, the DTC
window will show DTCs, if there is a problem.
NOTE: This test initially takes up to 60 seconds. Look
at the bottom of the diagnostic screen, the screen will
display Diagnostics Running while the test is running.
Each subsequent test performed without a key-off will
1. Set parking brake. take less than five seconds.
2. Turn ignition switch to ON. (Do not crank engine.) NOTE: When using the EST to do KOEO or KOER
6. Record all DTCs on Diagnostic Form. See
“Appendix B: Diagnostic Trouble Codes (page
581)” for a definition of the DTCs.
EGES-305-2
7. Correct problem causing active DTCs. Possible Causes

8. Clear DTCs. Failed electrical components or circuitry
9. When finished with this test, continue with KOEO OCC fault for the Injection Pressure Regulator
Injector Test. (IPR) valve
OCC fault for the Inlet Air Heater (IAH) relay
OCC fault for the glow plug relay
OCC for fuel pump control
OCC fault for the Air Conditioning Control (ACC),
this will not cause a hard start no start condition.
EGES-305-2
5. KOEO Injector Test
Figure 145
Purpose
To determine if fuel injectors are working
(electronically) by energizing injectors in a
programmed sequence
The Electronic Control Module (ECM) monitors this
test and transmits DTCs, if injectors or injector circuits
are not working correctly.
Tools
• EZ-Tech® interface cable Figure 146 KOEO Injector test

Injector, then select Run to start the test.
NOTE: During this test, injector solenoids should

click in a numerical sequence, not the firing order,
when actuated. If a series of clicks are not heard
for each injector, one or more injectors are not
activating.
The DTC window will show DTCs for electrical
problems.
2. Record DTCs on Diagnostic Form. See
4. Clear DTCs.
EGES-305-2
Possible Causes
Injector wiring harness open or shorted
Failed injector wiring harness connector and the
wiring connection to the injector coil
Failed injector coil
Figure 147 Close session Failed Injector Drive Module (IDM)
Failed ECM
5. When finished with this test, close the VIN+

session. Select Session from menu bar, then Possible Cause - Hard Start No Start Only
Close. Failed wiring at CAN2 connection
Failed wiring at IDM power and ground connection
Failed wiring at IDM relay connection
EGES-305-2
6. Electronic Service Tool (EST) Data List 1. See “Appendix A: VT 275 Performance
Specifications (page 571)” for specifications,
and record on Diagnostic Form.
Figure 149 Hard Start No Start session
2. Select D_HardStart_NoStart_V6.ssn in the Open

Session File window, select Open to monitor
engine operation.
Figure 148 3. Turn ignition switch to ON.
4. Note KOEO readings.
Purpose • After cold soak ECT, EOT, IAT, and MAT
To determine if engine systems meet operating should be within 2 °C (5 °F) of each other.
specifications to start engine 5. Crank engine for 20 seconds and read EST to
measure VBAT, RPM, ICP, EOP, and EGRP.
Monitoring Engine Systems using an EST 6. Record readings on Diagnostic Form.
Tools • Battery voltage must be 7 volts or more. If

voltage to the ECM drops below 7 volts, the
• EST with MasterDiagnostics® software ECM will not remain powered up. If the ECM
• EZ-Tech® interface cable does not get power through the ECM relay,
the engine will not start.
• Engine cranking speed must generate
the required injection control pressure to
WARNING: To prevent personal injury or operate the fuel injectors and create required
death, read all safety instructions in the “Safety compression to ignite the fuel.
NOTE: Batteries must be fully charged before doing

the following steps.
If an EST is not available, see alternate test

procedures following this test.
EGES-305-2
• If the EST shows 0 rpm during engine • If the EST indicates low or no injection control
cranking, the ECM may not be receiving pressure, do “Test 13. Low ICP System (page
a signal from the Crankshaft Position (CKP) 177)” in this section.
sensor or Camshaft Position (CMP) sensor.
• If oil pressure is low, the ICP system may not
The ECM will not send the fueling command
be receiving enough oil.
to the IDM without a correct CKP or CMP
signal. See “CKP (Crankshaft Position) • If EGR valve is open at start-up, it can disrupt
Sensor (page 329)” and “CMP sensor (page the air fuel mixture enough to inhibit engine
333)” in the “Electronic Control Systems operation.
Diagnostics (page 279)” section of this
manual.
EGES-305-2
Possible Causes
Low battery voltage Failed batteries
High-resistance at battery cable connections or in
wiring to the ECM
Failed ECM power relay
Blown in-line fuse (in battery box) that supplies
voltage to the ECM
Blown fuse in power distribution box
Low cranking rpm Electrical system malfunctions, incorrect oil, or long
oil change intervals in cold ambient temperatures
No rpm indication on the EST while cranking the
engine: Failed CKP sensor, CMP sensor, or circuit
to the ECM. Check DTCs after cranking engine for
20 seconds.
Low Injection Control Pressure A leak in the high-pressure oil system, a Failed ICP
sensor, or inoperative IPR valve
Aerated Oil
Low oil level in the high-pressure oil reservoir
No or low lube oil pressure
Failed high-pressure oil pump or pump drive
Failed IPR valve or electronic controls for the
regulator
Low oil pressure Low oil level: oil leak, oil consumption or incorrect
servicing
High oil level: incorrect servicing, fuel in oil or coolant
in oil
Stuck oil pressure regulator
Failed oil pressure regulator valve
Failed gerotor oil pump
Failed pick-up tube or gasket
Internal lube oil pressure leak
EGR valve Stuck or failed valve
Failed position sensor
EGES-305-2
Monitoring Engine Systems using Breakout Box 1. Remove (X-1, X-2) and (X-3, X-4) connectors
from ECM.
Tools
2. Install breakout box connectors (X-1, X-2) and
• Breakout Box
(X-3, X-4) to ECM.
• Digital Multimeter (DMM)
3. Install wiring harness connectors to breakout box
headers (X-1, X-2) and (X-3, X-4).

NOTE: Make sure ignition switch is turned off.
Figure 151 Breakout Box
4. Connect DMM leads to Breakout Box.

death, when routing DMM leads, do not crimp
leads, run leads too close to moving parts, or
let leads touch hot engine surfaces.
5. Crank the engine for 20 seconds and use DMM to

measure values for the following:
Figure 150 ECM connectors disconnected
EGES-305-2
VBAT (DMM set to DC V) POS X3-3 to NEG X3-7 (VIGN Pwr)

POS X4-1 to NEG X3-6 (ECM PWR)
POS X4-2 to NEG X3-7 (ECM PWR)
rpm (DMM set to DC mV Hz) POS X1-1 to NEG X3-7 (CKP)
rpm (DMM set to DC mV rpm ) 2
POS X1-9 to NEG X3-7 (CMP)
ICP (DMM set to DC V) POS X1-20 to NEG X1-6
EOP (DMM set to DC V) POS X1-13 to NEG X1-6
NOTE: See “Appendix A: VT 275 Performance

Specifications (page 571)” and “ICP (Injection
Control Pressure) Sensor (page 447)” in the
“Electronic Control Systems Diagnostics (page
279)” section of this manual for operational
voltages and values.
EGES-305-2
Monitoring ICP using Pressure Sensor Breakout 1. Remove engine harness connector from ICP
Harness sensor.
Tools 2. Connect Pressure Sensor Breakout Harness to
engine harness and ICP sensor.
• Pressure Sensor Breakout Harness
• DMM

death, when routing DMM leads, do not crimp
WARNING: To prevent personal injury or leads, run leads too close to moving parts, or
death, read all safety instructions in the “Safety let leads touch hot engine surfaces.
3. Use DMM to measure injection control pressure

while cranking engine for 20 seconds.
• Connect POS to green (signal circuit) and
NEG to black (signal ground).
NOTE: See “Appendix A : VT 275 Performance

Specifications (page 571)” and “EGR (Exhaust
Gas Recirculation) Control (page 375)” in the
279)” section of this manual for operational
voltages and values.
Figure 152 Pressure Sensor Breakout Harness

installed - ICP
EGES-305-2
Monitoring EOP at EOP Switch Port

Do this test, only if an EST is not available.
Tools death, do not allow engine fluids to stay on your
skin. Clean skin and nails with soap and water, or
• 0 to 1723 kPa (0 to 250 psi) gauge
a good hand cleaner. Wash or properly dispose of
• Fuel/Oil Pressure Test Coupler and test line clothing or rags containing engine fluids. Engine
• Fuel Pressure Test Fitting
2. Remove EOP switch and install Fuel Pressure

WARNING: To prevent personal injury or Test Fitting.

death, when routing test line, do not crimp line,
run line too close to moving parts, or let line touch
gauge.
hot engine surfaces.

Pressure Test Fitting.
4. Monitor EOP while cranking engine for 20
seconds.
5. Record oil pressure reading on Diagnostic Form.
Figure 153 Fuel Pressure Test Fitting in EOP

switch port
EGES-305-2
7. Engine Systems 6. Check battery cable connections for corrosion. All

connections must be seated, in good condition,
and free of damage or corrosion.
7. Check engine wiring harness for correct routing
and protection against rubbing or chaffing.
8. Check air cleaner housing for damage or
distortion that could allow unfiltered air into
the engine.
9. Check air induction system for leaks.
Figure 154
NOTE: Unfiltered air will cause accelerated
engine wear.
Purpose
• If leaks in the air induction system are
To check engine systems for hard start or no start suspected, continue with step 10.
conditions
10. Check for end seal movement inside the housing.
Tools End seal movement is indicated, if the seal
• Inspection lamp contact area is polished. A polished contact area
indicates that unfiltered air has passed by the
• Wrench filter element and into the engine.
11. Check air cleaner element for end cap dents,
holes, damaged seals, and soot.
12. Check air intake hoses and clamps for tightness
and positioning over sealing beads.
13. Check the chassis mounted Charge Air Cooler
(CAC) and piping.
1. Check fuel supply system (including tanks,
transfer pump, HFCM, and lines) for leaks and Possible Causes
damage.
Loose or leaking fuel supply lines could cause fuel
2. Check engine for oil leaks.
system to lose prime.
3. Inspect cooling system for leaks. Kinked or blocked fuel supply lines can restrict fuel
4. Check sensor, relay, and control module flow.
connections. All connections must be seated, in Excessive fuel or oil leaks
good condition, and free of damage or corrosion.
Coolant leaks could indicate serious engine
NOTE: The engine will not start if the following damage.
components are disconnected or damaged: Damaged, corroded or incorrectly installed
• Injection Pressure Regulator (IPR) valve electronic connectors
• Camshaft Position (CMP) sensor Blockage in the air induction system
• Crankshaft Position (CKP) sensor

5. Remove cover from power distribution box, and
check distribution box, glow plug relay, and IAH
relay for corrosion.
EGES-305-2
8. Engine Oil 1. Park vehicle on level ground.

2. Check oil level with oil level gauge.
NOTE: Never check the oil level when the engine

is running or immediately after engine shutdown;
the reading will be inaccurate. Allow 15 minute
drain down time, before checking oil level.
NOTE: If the oil level is too low, the fuel injectors

will not work correctly. If the oil level is above the
operating range, the engine has been incorrectly
Figure 155 serviced, fuel is in the oil, or coolant is in the oil.
3. Check oil for thickening and odor.
Purpose • Oil contaminated with long life coolant will
cause thickening or coagulation.
To determine if crankcase oil level and oil quality are
correct to ensure operation of the Injection Control • Does oil have a diesel fuel odor?
Pressure (ICP) system
4. Check engine service records for correct oil grade
Tools and viscosity for ambient operating temperatures.
See “Lubrication Requirements” in the Engine
• None
Operation and Maintenance Manual (for engine’s
model number and model year). Confirm that oil
meets correct API category.
Information” section of this manual. CAUTION: Do not use 15W-40 oil below
-7 °C (20 °F). Long oil drain intervals can
increase oil viscosity; thicker oil will make engine
cranking and starting more difficult below freezing
temperatures.
death, do not allow engine fluids to stay on your
clothing or rags containing engine fluids. Engine

fluids according to local regulations. Never dispose
of engine fluids in the trash, on the ground, in sewers,
or in bodies of water.
EGES-305-2
Possible Causes
Low oil level Oil leak
Oil consumption
Incorrect servicing
High oil level Incorrect servicing
Fuel in oil
Coolant in oil
Incorrect oil level gauge
Coolant in oil Cylinder head gasket leak
Cylinder head cup plug leak
Front cover gasket leak
Failed oil cooler or seals
Fuel in oil Injector seal leak
Cylinder head porosity
Inoperative injector
EGES-305-2
9. Intake and Exhaust Restriction
Figure 156
Purpose
To determine if intake or exhaust restriction is causing
hard start or no start conditions
NOTE: High intake or exhaust restriction can cause a

large amount of black or blue smoke.
Tools
• Flashlight
Figure 157 Low restriction (typical)
• Gauge Bar Tool (Magnehelic Gauge)
• Test line

1. Inspect the following parts for restriction, damage

or incorrect installation:
• Air filter inlet and duct - look inside the duct
for any restrictions. Remove any restrictions
found.
• Air inlet hoses and clamps
• Air filter housing, filter element, and gaskets
• Exhaust pipes
• Chassis mounted CAC and piping
• Air filter restriction indicator (if equipped)
Figure 158 High restriction (typical)
EGES-305-2
NOTE: Intake restriction should be below 6.2 kPa Possible Causes

(25 in H2O) at full load condition. Intake restriction
Snow in air cleaner inlet
performed for this test at high idle should be below
3.1 kPa (12.5 in H2O). Ice in air cleaner inlet
Foreign material in air cleaner inlet
When the filter element reaches maximum allowable
restriction, the indicator will reach the top of the Collapsed, plugged, or dirty air filter
window and automatically lock in this position. On engines recently repaired, rags or cap plugs
may have been left in the intake system.
Tailpipe or muffler may be damaged or collapsed.
Plugged or restricted Catalytic converter - if
equipped
Plugged or restricted Catalyzed Diesel Particulate
Filter (CDPF) - if equipped
EGES-305-2
10. Fuel Supply System NOTE: Breaking any fuel system joints will induce air
in the fuel system.
Tools
• 0-160 psi gauge (on Gauge Bar Tool)
• ICP System Test Adapter
• In-line shut off valve
• 3/8 inch clear sample line
• Clear container with a wide opening
(approximately 1 liter or 1 quart US)


• Do not mix gasoline, gasohol or alcohol with
and is potentially explosive.
Figure 159
Purpose NOTE: Engine fluids, oil, fuel, and coolant, are a threat
• To check the fuel supply system for efficient fluids according to local regulations. Never put engine
engine operation fluids in the trash, on the ground, in sewers, or other
• To check for fuel aeration bodies of water.
• To check for fuel system contamination
EGES-305-2
10.1. Pressure, Quality, and Aerated Fuel 5. Remove air inlet duct on the engine to aid in plug
removal and system testing.
Specifications (page 571)” for fuel pump pressure
specification and record on Diagnostic Form.
CAUTION: To prevent damage to the engine, take
2. Verify there is fuel in the fuel tank(s). Check fuel precautions to prevent foreign materials from entering
in fuel tank(s) for odors other than diesel fuel, for the air intake system when the air inlet duct is
example: kerosene, alcohol, or gasoline. removed.
NOTE: Low Biodiesel blends (up to 5%) should

not cause engine or fuel system problems. If NOTE: When removing the test plug, there is a
low biodiesel blends are used the odor in the fuel possibility of a small amount of fuel leaking out. Put
tank(s) may not match diesel fuel. in a drain pan or rag to collect this leakage. Collect
3. Turn ignition switch to ON, listen for a hum coming and dispose of this fuel according to local regulations.
from the fuel pump. The ECM turns fuel pump on,
it should run for 60 seconds. After 60 seconds the
ECM turns the fuel pump off unless the engine is
running.
NOTE: Engine may run without the fuel pump, but

damage to the injectors could occur.
• If the fuel pump can be heard running,
a. If the fuel pump cannot be heard running,
turn ignition switch to OFF.
b. Disconnect the fuel pump harness
connector and measure voltage between
the power and ground circuits.
c. Turn ignition switch to ON, battery voltage Figure 160 Secondary fuel filter
should be present for 60 seconds.
d. If battery voltage is not present, see 2. Fuel supply from fuel pump
“Fuel Pump Pin-Point Diagnostics (page 3. Fuel pressure test port plug
424)” in the “Electronic Control Systems 4. Conditioned fuel to left cylinder head
Diagnostics(page 279)” section of this 5. Conditioned fuel to right cylinder head
manual, and see the applicable truck
Circuit Diagram Manual for relay and
fuse locations. 6. Remove plug from the fuel pressure test port plug
at the bottom of the secondary fuel filter housing.
4. Turn ignition switch to OFF.

EGES-305-2
Figure 161 Fuel Pressure Gauge

Figure 163 Fuel pressure setup
1. Test fitting connection (remove to adapt to the ICP
System Test Adapter) 1. Gauge Bar Tool (0-160 psi gauge)
2. Pressure test line 2. In-line shut off valve
3. Pressure gauge 3. Pressure test line
4. In-line shut off valve 4. ICP System Test Adapter (attached to test fitting
5. 3/8 inch clear sample line connection)
5. 3/8 inch clear sample line
Figure 162 ICP System Test Adapter
Figure 164 ICP System Test Adapter installed

with Fuel Pressure Gauge
1. Test line
2. ICP System Test Adapter
EGES-305-2
7. Install the ICP System Test Adapter and assemble Sample should be clear, free of debris, water
and attach Fuel Pressure Gauge. and other contaminates. Sample should not be
cloudy or dyed (blue or red).
• The Fuel Pressure Gauge (Figure 248) is
available through the tool supplier. It is If air bubbles stop with sample flowing, the fuel
recommend this tool be used for pressure is not aerated and if there is no contamination,
and sampling. continue with step 15.
• If the Fuel Pressure Gauge can not be If the air bubbles do not clear before the
obtained. Test setup can be made using tools sample container is almost full, a second
from the dealer supplied Essential Tool Kits sample needs to be taken to determine if air
(Figure 250). bubbles have cleared, continue with step 13.
8. Run the clear test line to clear container If fuel is contaminated with water, debris or
other contaminates, take a second sample.
9. Turn ignition switch to ON (do not crank the Some sediment and water may be present in
engine). the fuel sample if the fuel filter has not been
replaced for a prolonged period of time or if
the sediment and water have not been drained
recently, continue with step 13.
death: If the fuel sample is cloudy in colder
temperatures, this indicates waxing or gelling.
Summer fuels are not suitable in colder
in the correct container clearly marked
temperatures. Change to the recommended
DIESEL FUEL.
fuel grade. See “Fuel Requirements” in the
• DO NOT smoke. Engine Operation and Maintenance Manual
(for engine’s model number and model year).
If the fuel sample is dyed, either blue or red,
this indicates off-road use fuel and could
10. Open the in-line shut off valve, drain sample in the cause a performance problem. Change
clear container. As filling, observe the clear test to a recommended fuel grade. See “Fuel
line for indication of air bubbles. Requirements” in the Engine Operation and
Maintenance Manual (for engine’s model
NOTE: Breaking any fuel system joints will induce air number and model year).
in the fuel system, it should clear shortly.
11. Close in-line shut off valve. 13. If a second sample is needed, cycle the ignition
switch to restart the fuel pump, drain sample and
12. Check for contamination and record results on check for air bubbles and contamination in the
Diagnostics Form. fuel.
EGES-305-2
14. Record the results on the Diagnostic Form. NOTE: Any residue or microbial growth in the
tank(s) will compound with the use of biodiesel.
If air bubbles did not clear, check the fuel This can cause serious plugging of filters and
supply system from the fuel tank(s) to the deposits in the fuel system. Fuel tanks should be
HFCM inlet for leaks. Correct the condition thoroughly cleaned and dried before operating
and retest. The check should include wiggling with any biodiesel blends. Adding biocides will
all fuel line connections, checking the primary help minimize growth.
fuel filter cover and the HFCM drain plug for
15. Cycle ignition switch to OFF and back to ON.
leaks with the fuel pump turned off. With the
fuel pump off, the primary fuel filter cover and 16. Check fuel pressure on the fuel pressure gauge
the drain plug may show a slow drip of fuel when the pump starts. Pressure should increase
indicating cover or plug is loose or seals are to specification quickly.
worn, cracked, or broken.
Excessive water or contaminants may indicate
18. Record the results on the Diagnostic Form.
that the tank and fuel system may need to be
flushed and cleaned. Take a sample from the • If fuel pressure is within specification, do “Test
HFCM drain plug for verification. See “Drain 11. Main Power Relay Voltage to ECM (page
Water from HFCM (page 116)” in the “Engine 169)” in this section.
Symptoms Diagnostics (page 99)” section of
• If fuel pressure is below specification, replace
this manual.
both the primary and secondary fuel filters
If fuel doesn’t clear up, the system may have and retest.
to be flushed to correct the condition. Replace
the primary and secondary fuel filters and verify • If fuel pressure is still below specification,
fuel is the recommended grade and clean. after replacing both primary and secondary
fuel filters, measure fuel pump discharge
pressure. Do “Test 10.2. Fuel Pump
Discharge Pressure (page 165)” in this
section.
EGES-305-2
Possible Causes
Contaminated Fuel Water or contaminants in fuel tank
Ice in fuel lines
Debris in fuel tank(s)
Fuel colored, cloudy, or colored
Fuel is waxy or gelled
Off road fuel red colored or blue colored
Aeration Low or no fuel level in fuel tank(s).
Failed seals for fuel lines between fuel tank(s) and
the HFCM, fuel supply line broken or crimped.
A cracked or restricted pickup tube screen or pickup
tube.
HFCM fuel filter cap seal damaged, HFCM drain plug
loose, or HFCM drain plug O-ring broken or missing
A loose fuel line or fuel line connector on the suction
side of the fuel pump
No Fuel Low or no fuel level in fuel tank(s).
Failed fuel tank transfer pump
A restricted, kinked, bent, loose, cracked, or broken
fuel pickup tube or screen.
Failed seals for fuel lines between fuel tanks, ice
in fuel lines, fuel supply line broken or crimped, or
restriction in the fuel line from the fuel tank to the
HFCM.
Low fuel pressure Debris in tank
Restriction from the fuel tank to the HFCM
A kinked or bent fuel supply line or a blocked pickup
tube screen
side of the fuel system
Dirty or plugged fuel filters
Failed fuel pump
Debris in the fuel regulator valve
Failed or stuck fuel pressure regulator valve.
EGES-305-2
Possible Causes (cont.)

Fuel Restriction Debris in fuel
tube strainer
Dirty or plugged filter element
Waxed or gelled fuel in the fuel filter
Ice in fuel lines
High fuel pressure Debris in the fuel regulator valve
Failed fuel pressure regulator valve.
Restriction in the fuel return to the HFCM
Combustion gases leaking into fuel system
EGES-305-2
10.2. Fuel Pump Discharge Pressure NOTE: Use existing copper gaskets for testing.
Replace the copper gaskets on the banjo bolt when
NOTE: This procedure should only be performed testing is over and repairs have been made.
when directed by “Test 10.1. Pressure, Quality, and
Aerated Fuel (page 159)” when fuel pressure is still
below specification or slow to build, after replacing
both primary and secondary fuel filters.
Purpose
To measure fuel pump discharge pressure
NOTE: Breaking any fuel system joints will induce air

in the fuel system.
Tools
• Fuel Pressure Test Adapter Figure 166 Fuel Pressure Test Adapter
NOTE: When removing the banjo bolt, fuel will leak

out. Put in a suitable container to collect this leakage.
Collect and dispose of this fuel according to local
regulations.
Figure 167 Fuel Pressure Test Adapter installed

in fuel supply from fuel pump
1. Fuel Pressure Test Adapter
Figure 165 Secondary fuel filter 2. Test line
3. Banjo bolt
4. Copper gaskets
4. Conditioned fuel to left cylinder head 2. Connect the Fuel Pressure Test Adapter to the
5. Conditioned fuel to right cylinder head fuel supply, using the banjo bolt and copper
gaskets.
1. Remove the banjo bolt from fuel supply from fuel 3. Connect the Fuel Pressure Gauge to the Fuel
pump (item 2) at the bottom of the secondary fuel Pressure Test Adapter.
filter housing. 4. Turn ignition switch to ON (do not crank the
engine).
EGES-305-2
5. Check fuel pressure on the test gauge 6. Record the results on the Diagnostic Form.
immediately when the pump starts. The fuel
• If the discharge pressure is within
pressure should increase to specification quickly.
specification, turn ignition switch to OFF,
• If the discharge pressure is not within
specifications, turn ignition switch to OFF.
Reconnect the fuel line and banjo bolt to
the secondary fuel filter housing, do “Test
10.3. Fuel Inlet Restriction (page 167)” in this
section.
7. Remove the Fuel Pressure Test Adapter.
8. Remove, clean, and inspect the fuel pressure
regulator, see the Engine Service Manual.
9. After reinstallation of the secondary fuel filter
housing and all fuel line. Attach the filter pressure
gauge to the secondary fuel filter test port, and
retest fuel pressure.
Figure 168 Replace two copper gaskets
CAUTION: To prevent possible fire and damage to

the engine from leaking fuel, replace the two copper
gaskets when reattaching fuel supply from the HFCM
to the secondary fuel filter housing.
EGES-305-2
10.3. Fuel Inlet Restriction
NOTE: This procedure should only be performed

when directed by “Test 10.2. Fuel Pump Discharge
Pressure (page 165)” when discharge pressure is
within specification or slow to build.
Purpose
To measure fuel pump inlet restriction

in the fuel system.
Tools
• 0-30 in Hg gauge (on gauge bar tool)
• Fuel Inlet Restriction Adapter
1. Put a clean flat drain pan under the HFCM drain
plug
plug. Wipe down the HFCM area around the drain
Figure 169 Fuel Inlet Restriction Adapter
plug also.
3. Open the drain plug and drain the HFCM to flat
drain pan.
NOTE: When removing the drain plug fuel will leak

out. Collect and dispose of this fuel according to local
regulations.
Figure 170 Fuel inlet restriction test setup

(typical)
1. Gauge Bar Tool
2. Fuel Inlet Restriction Adapter
3. Catch pan
4. Remove the HFCM drain plug, install the fuel inlet

restriction adapter, hand tighten only.
EGES-305-2
NOTE: Inspect the drain plug O-ring for damage from 7. Record results on Diagnostic Form.
removal. Care must be taken when installing drain
• If vacuum indication is above the
plug to prevent damaging the O-ring.
specification, check for restrictions in
5. Connect to 0-30 in Hg gauge on the gauge bar the fuel supply lines from the fuel pickup tube
tool through an in-line shut off valve. Make sure in the fuel tank to the HFCM. Visually inspect
the shut off valve is in the closed position. for bent, crimped, or damaged fuel supply
lines and connections from the fuel tank(s)
NOTE: The fuel pump runs for 60 seconds when to the HFCM. Correct any restrictions and
ignition switch is turned on. The in-line shut off valve retest fuel pressure at the secondary fuel
must be closed before the fuel pump shuts off. This filter housing test port.
will prevent the gauge from filling with fuel.
• If vacuum indication is below the specification
6. Turn ignition switch to ON. Open the in-line shut and fuel pump discharge pressure is low,
off valve and check for restriction indication on the replace the fuel pump and retest fuel pressure
test gauge. Close the in-line shut off valve. Turn at the secondary fuel filter housing test port.
ignition switch to OFF.
EGES-305-2
11. Main Power Relay Voltage to ECM
Figure 171
Purpose
To determine correct power supplied to operate the
ECM. The ECM requires 7 volts minimum for correct
operation.
Voltage Measurement with Relay Breakout

Harness at ECM Main Power Relay
Tools
• Relay Breakout Harness
• DMM Figure 172 Relay breakout harness connected
to main power relay (CF)
Figure 173 Relay Breakout Harness connected

to main power relay (Stripped chassis)
EGES-305-2


2. Install Relay Breakout Harness between ECM
main power relay and power distribution center.
3. Connect DMM POS to lead 87 and NEG to ground
post on cowl.
4. Crank engine for 20 seconds, measure voltage.
5. Record the lowest voltage on Diagnostic Form.
• If the voltage is below 7 volts, the ECM power
relay may be due to resetting low voltage
and current from the batteries or problems
in the ignition circuit or power feed circuits.
See “ECM PWR (Electronic Control Module
Power) (page 355)” in the “Electronic Control
Systems Diagnostics (page 279)” section of
this manual.
• If the voltage is above 7 volts, continue with
Hard Start and No Start Diagnostic tests.
Possible Causes
Low battery voltage Corroded or loose connections
Failed batteries
High-resistance at battery cable connections
Wiring to the ECM
Low or no battery voltage to the ECM The ECM main power circuit fuse in the power test
center may be open.
Corroded or loose connections
High-resistance or an open power feed circuit to the
ECM or ECM power relay.
ECM main power relay may have failed.
Ignition switch circuit problem or fuse
Failed ECM
EGES-305-2
Voltage Measurement at ECM with Breakout Box 2. Remove two white connectors (X3 and X4) from
ECM.
Tools
• Breakout Box
• DMM

Figure 175 Breakout Box installed
3. Connect breakout box connectors (X3 and X4) to

connections on ECM.
4. Connect chassis harness connectors to breakout
box header (X3 and X4).
Figure 174 White X3 and X4 connectors
EGES-305-2
5. Connect leads of the DMM to the following test

points on the breakout box:
• POS X3-3 to NEG X3-7 (VIGN Pwr)
• POS X4-2 to NEG X3-7 (ECM PWR)
• POS X4-1 to NEG X3-7 (ECM PWR)
6. Crank engine for 20 seconds and measure
voltage.
• If the voltage is below 7 volts, the ECM main
power relay may be resetting, resulting from
low voltage and current from the batteries
or problems in the ignition circuit or power
feed circuits. See “ECM PWR (Electronic
Control Module Power)” (page 355)” in the
“Electronic Control Systems Diagnostics
(page 279)” section in this manual.
Hard Start and No Start Diagnostic tests.
Figure 176 Breakout Box
EGES-305-2
12. Main Power Relay Voltage to IDM


the following procedure.
2. Disconnect 12-pin connector.
Figure 177
Purpose
To determine correct power supplied to operate the
IDM
The IDM requires 7 volts minimum to operate.
Voltage Measurement at 12-Pin Connection with

Breakout Harness
Tools
• 12-Pin Breakout harness
• DMM
Figure 178 12-Pin Breakout harness (CF)
EGES-305-2
3. Connect 12-Pin Breakout harness between both

connectors.
4. Connect leads of the DMM to each of the following
test points:
• POS 12 to NEG 1 (IDM PWR to IDM GND)
• POS 9 to NEG 1 (VIGN to IDM GND)
• POS 9 to NEG 8 (VIGN to MPR)
• POS 6 to NEG 1 IDM Logic PWR to IDM GND)
5. Crank engine for 20 seconds and measurer
voltage.
• If the voltage is below 7 volts, the IDM main
feed circuits. See “IDM PWR (Injection Driver
Module) Power (page 466) in the “Electronic
Control Systems Diagnostics (page 279)”
section in this manual.
Hard Start and No Start tests.
Figure 179 12-Pin Breakout harness (stripped

chassis)
EGES-305-2
Voltage Measurement with Relay Breakout

Harness at IDM Main Power Relay
Tools
• Main Power Relay Breakout Harness
• DMM
Figure 181 IDM power relay breakout harness

(stripped chassis)


Figure 180 IDM power relay breakout harness
(CF)
2. Install Relay Breakout Harness between IDM
power relay and power distribution center.
3. Connect DMM POS to lead 87 and NEG to ground
post on alternator.
4. Crank engine for 20 seconds and measure
voltage.
• If the voltage is below 7 volts, the IDM main
feed circuits. See “IDM PWR (Injection Driver
Module) Power (page 466)” in the “Electronic
Control Systems Diagnostics (page 279)”
Hard Start and No Start tests.
EGES-305-2
Possible Causes
Low battery voltage Failed batteries
High-resistance at battery cable connections
Wiring to the IDM
Low or no battery voltage to the IDM The IDM power circuit fuse in the power test center
may be open.
Corroded or loose connections
High-resistance or an open power feed circuit to the
IDM or IDM power relay.
IDM power relay may have failed.
Ignition switch circuit problem or fuse
Failed IDM
EGES-305-2
13. Low ICP System Pressure • EZ-Tech® interface cable

• DMM
• Actuator Breakout Harness
• Pressure Sensor Breakout Harness
• Crankcase Pressure Test Adapter
• ICP Adapter/Plug Kit
- ICP Sensor Adapter
- ICP Leak Test Plug
• Oil fill extension
• Compressed air source 689 kPa (100 psi)

NOTE: Do the following procedures in sequence or

test results will be incorrect.
Before starting “Test 13.1. System Function (page
178)” make sure the engine lubrication system will
build oil pressure, while the engine is cranking.
Continue Test 13.1., if terminals on the IPR valve and
Figure 182 engine harness are not damaged or corroded.
Purpose
To determine the cause of low injection control
pressure that prevents engine starting
Tools
EGES-305-2
13.1. System Function NOTE: Do not connect the engine wiring harness
to the Actuator Breakout Harness.
CAUTION: If the engine harness is connected to the

Actuator Breakout Harness, the ignition switch fuse
will blow or cause damage to wiring harness.
Figure 183 IPR valve coil in weather protected

position
1. Rotate IPR valve coil counterclockwise 90

degrees. Do not loosen valve. (Tools are not
required.)
NOTE: After repairs are made, return IPR valve

coil to weather protected position as shown
above.
2. Disconnect engine wiring harness from IPR valve
and inspect engine wiring harness connector and Figure 184 Actuator Breakout Harness, power,
IPR valve terminal for corrosion. Inspect for bent and ground from alternator
pins, or pushed back pins.
1. Ground
• If there is corrosion on either the IPR valve 2. Power feed
or the wiring harness connector for the IPR
valve, be sure to replace both the IPR valve
and wiring harness connector for the IPR 4. Apply B+ volts and ground to the IPR valve.
valve. Retest ICP pressure.
• If the wiring harness connector and IPR valve
are not corroded or damaged, continue with CAUTION: Do not leave IPR valve energized
step 3. longer than 120 seconds. This can damage the
IPR valve.
3. Connect Actuator Breakout Harness to the IPR
valve.
EGES-305-2
6. Record results on Diagnostic Form.

• If ICP increases above
3.45 MPa (500 psi) (0.82 volts), the
death, understand and comply with the following:
mechanical system is operating correctly for
the engine to start. Do not continue with ICP
While cranking the engine, the engine could start.
system diagnostics.
Before cranking the engine do the following: • Check DTCs recorded during test 4. (Make
sure problems were corrected.)
• Set parking brake.
• For problems in the electrical circuit, see “IPR
• Shift transmission to park or neutral.
(Injection Pressure Regulator) (page 484)” in
• Block wheels. the “Electronic Control Systems Diagnostics
5. Crank the engine and monitor ICP pressure using • If 3.45 MPa (500 psi) (0.82 volts ) can not
the EST or DMM and Pressure Sensor Breakout be reached, continue with “Test 13.2. IPR
Harness. Function (page 180).”
EGES-305-2
13.2. IPR Function
NOTE: Before doing this test, inspect O-ring on the

ICP System Test Adapter. Replace O-ring, if worn,
cracked or cut.
6. Install the ICP System Test Adapter.

7. Assemble a test hose, shutoff valve, and air
chuck; connect air chuck to the ICP System Test
Adapter.
8. Connect the shop air supply line to test hose.
Make sure the shutoff valve is closed.
9. Apply 689 kPa (100 psi) of pressure, open shutoff
valve, and use Crankcase Pressure Test Adapter
to listen for an air leak.
NOTE: When air pressure is applied for the first time,

Figure 185 Shop air supply and oil fill stand it may take up to 5 minutes before an air leak can be
tube (right side of engine) heard. This allows air pressure to displace the engine
oil in the ICP system. Once engine oil is displaced, an
1. Crankcase Pressure Test Adapter air leak can be heard almost immediately.
2. Oil fill extension (Part No. 1830971C91)
3. Air chuck • A faint air leak should be heard. Air should be
4. In-line shutoff valve passing through the IPR valve and returning to the
5. ICP System Test Adapter crankcase when the IPR valve is not energized.
10. Record the results on Diagnostic Form.
1. Remove the oil fill cap from valve cover. 11. Connect the Actuator Breakout Harness to the
IPR valve and apply B+ and ground. (Shop air
2. Insert oil fill extension into valve cover.
supply should still be applied to the ICP system.)
3. Insert Crankcase Pressure Test Adapter into oil fill Use Crankcase Pressure Test Adapter to listen for
extension. an air leak.
NOTE: The Crankcase Pressure Test Adapter will

magnify the sound of an air leak. CAUTION: Do not leave IPR valve energized
longer than 120 seconds. This can damage the
4. Disconnect engine harness from ICP sensor.
IPR valve.
5. Remove ICP sensor from the right oil rail.
EGES-305-2
12. Record results on Diagnostic Form. • If a leak is still heard after replacing the IPR
valve, continue with “13.3. Under Valve Cover
• When the IPR valve is energized, the air leak
Leaks (page 182).”
should stop.
• If an air leak is not heard when the IPR
• If a faint air leak is still heard, replace the IPR
valve is energized, continue with “13.5.
valve. Follow the procedures in the Engine
High-pressure Pump (page 189).” This test
Service Manual. Repeat step 11 to verify if
result indicates no leaks in the high-pressure
the IPR valve is functioning correctly.
oil system.
EGES-305-2
13.3. Under Valve Cover Leaks 7. Use the Actuator Breakout Harness to apply B+
and ground to the IPR valve.
NOTE: Before doing this test, inspect the D-rings
for the ICP Sensor Adapter and ICP Leak Test Plug.
Replace D-rings if worn, cracked or cut. CAUTION: Do not leave IPR valve energized
1. Close shutoff valve in test hose before longer than 120 seconds. This can damage the
disconnecting shop air. IPR valve.
2. Remove test hose.

3. Remove the left and right valve covers. Follow the
procedures in the Engine Service Manual. • Repair any defects found in the area under
the valve covers. If more detailed instructions
NOTE: This will help you hear where the leak is are needed to isolate a leak in the oil rail
coming from. area, see “13.4. Cylinder Head Isolation
(page 187).” Retest after repairs to verify
mechanical operation of the ICP system.
• If leaks are not detected in areas under the
valve covers, but air leaks are coming from
the crankcase, continue with step 9.
9. Remove test hose and ICP System Test Adapter
from right oil rail.
10. Install the ICP sensor into right oil rail.
Figure 187 ICP System Test Adapter with test

hose (right cylinder head)
2. In-line shutoff valve
4. Reconnect test hose and ICP System Test

Adapter.
5. Connect the shop air supply line to test hose.
Make sure the shutoff valve is closed.
valve, and listen for an air leak.
• A faint air leak should be heard. Air should be
Figure 188 ICP Adapter/Plug Kit
passing through the IPR valve and returning
to the crankcase when the IPR valve is not 1. ICP Sensor Adapter (Threaded hex head)
energized. 2. ICP Leak Test Plug (Solid hex head)
EGES-305-2
NOTE: Understand and comply with the following:

• This will block air flow to the right oil rail and
injectors.
• When case-to-head tube plug is removed,
the case-to-head tube may be still attached.
Remove tube from plug. A new case-to-head
tube assembly must be installed, to leak test
plug or sensor adapter.
If case-to-head tube plug has a square drive,
the replacement case-to-head tube is no
longer supported. A case-to-head tube with
a hex drive in the plug must be used as a
replacement.
Both the left and right side case-to-head tubes
and plugs must be replaced.
• If the wrong diagnostic tool is used, a
misdiagnosis will result. If the case-to-head
tube plug has a hex drive in the head, use
ICP Adapter/Plug Kit (ZTSE4690) only.
Figure 189 Case-to-head tube plug and ICP

Leak Test Plug
1. Case-to-head tube plug
2. ICP Leak Test Plug
11. Remove the case-to-head tube plug in the rear

of right side oil rail and install the ICP Sensor
Adapter in this port.
Figure 190 ICP Sensor Adapter with test hose

2. ICP Sensor Adapter
4. Air chuck
5. ICP sensor
12. Connect test hose and ICP System Test Adapter

to ICP Sensor Adapter.
13. Remove the case-to-head tube plug from the rear
of the left side oil rail. Install the ICP Leak Test
Plug in this port.
EGES-305-2

• This will block air flow to the left oil rail and CAUTION: Do not leave IPR valve energized
injectors. longer than 120 seconds. This can damage the
IPR valve.
Remove tube from plug. A new case-to-head 17. Listen for an air leak.
tube assembly must be installed, to leak test • If an air leak is heard coming from the
plug or sensor adapter. crankcase, continue with step 18.
If case-to-head tube plug has a square drive, • If an air leak is not heard, one or more injector
the replacement case-to-head tube is no O-rings or oil rail O-rings are the cause of
longer supported. A case-to-head tube with leak. If unable to tell which side is leaking, do
a hex drive in the plug must be used as a “13.4. Cylinder Head Isolation (page 187).”
replacement.
18. Disconnect the shop air supply from test hose.
14. Connect shop air to test hose in right side. Make
sure the shutoff valve is closed.
passing through the IPR valve and returning Figure 191 Case-to-head tube plug and
to the crankcase when the IPR valve is not case-to-head tube
energized. 1. Case-to-head tube plug
2. Case-to-head tube
16. Use the Actuator Breakout Harness to apply B+
19. Remove and replace questionable case-to-head
tube or tubes. Follow procedures in the Engine
Service Manual.
EGES-305-2
Figure 193 High-pressure pump cover
20. Remove the high-pressure pump cover. Follow

procedures in the Engine Service manual .
21. Connect the shop air supply line to the ICP
system test adapter. Make sure the shutoff valve
is closed.
• Apply 689 kPa (100 psi) of pressure, open
shutoff valve, and listen for an air leak.
passing through the IPR valve and returning
to the crankcase when the IPR valve is not
energized.
Figure 192 Case-to-head tube and Case-To-Head
22. Use the Actuator Breakout Harness to apply B+
Tube Removal Tool
1. Case-to-head tube
2. Case-To-Head Tube Removal Tube
CAUTION: Do not leave IPR valve energized
longer than 120 seconds. This can damage the
NOTE: If case-to-head tube is not attached to the IPR valve.
leak test plug or sensor adapter, use Case-To-Head
Tube Removal Tool (ZTSE4694) to remove tube from
crankcase.
NOTE: If the leak test plug has a square drive in

the head, both side case-to-head tubes, plugs, and
adapters must be replaced.
EGES-305-2
23. Check for air leaks in the Branch Tube Assembly

connection to the discharge port of high-pressure
pump and the Branch Tube Adapter.
Figure 194 Possible leak areas in Branch

Tube Connection to the discharge port of
high-pressure pump
1. Quick disconnect
2. Branch Tube Adapter
Figure 196 Possible leak areas under
high-pressure pump
1. High-pressure pump inlet O-ring seal
2. Branch tube
3. Branch tube adaptor O-ring seal
24. Listen for air leaks in both O-ring areas under the
high-pressure pump,
• If an air leak is not detected in the area under
the high-pressure cover, but an air leak is
heard, replace the Branch Tube Assembly.
• If an air leak is located or detected, repair or
replace as required.
Figure 195 Possible leak areas in Branch Tube

Assembly
1. Left branch tube block
2. Right branch tube block
3. Quick disconnect
4. Branch Tube Adapter
5. Center branch tube block
EGES-305-2
13.4. Cylinder Head Isolation 1. Remove the case-to-head tube plug from the rear
of the oil rail. Install the ICP Leak Test Plug in this
NOTE: Before doing this test, inspect the D-rings for port.
the ICP Leak Test Plug. Replace D-rings if worn,
cracked or cut. NOTE: Understand and comply with the following:
Depending on which rail is being tested, the complete • This will block air flow to the oil rail and
test setup must be on the same side. injectors.
replacement.
Figure 197 ICP Leak Test Plug and ICP System
Test Adapter (right cylinder head)
2. Install ICP System Test Adapter into ICP sensor
port.
3. ICP System Test Adapter • ICP sensor removed from right cylinder head
• Plug removed from left cylinder head
3. Connect the shop air supply line to the ICP
System Test Adapter. Make sure the shutoff
valve is closed.
NOTE: When air pressure is applied for the first

time, it may take up to 5 minutes before the leak
can be heard. This allows the air pressure to
displace the engine oil in the ICP system. Once
the engine oil is displaced, an air leak should
be heard almost immediately after applying air
pressure.
Figure 198 ICP Leak Test Plug and ICP System

Test Adapter (left cylinder head)
EGES-305-2
5. Record results on Diagnostic Form • If an air leak is detected, repair as needed and
verify the integrity of the repairs.
• If an air leak is not detected, the air leak may
be coming from the crankcase or opposite
cylinder head. Verify previous test results and
repeat procedure for opposite cylinder head.
EGES-305-2
13.5 High-pressure Pump
NOTE: Do this test only if Test 13.2 did not have leaks
and Test 6 had low ICP.
NOTE: Before doing this test, inspect the D-rings

for the ICP Sensor Adapter and ICP Leak Test Plug.
Replace D-rings if worn, cracked or cut.
1. Close shutoff valve in test hose before
disconnecting shop air.
2. Remove test hose.
3. Remove the left and right valve covers, following
Figure 200 Case-to-head tube plug and ICP

Leak Test Plug
1. Case-to-head tube plug
4. Remove the case-to-head tube plug in the rear

of right side oil rail and install the ICP Sensor
Adapter in this port.
Figure 199 ICP Adapter/Plug Kit

1. ICP Sensor Adapter (Threaded hex head)
2. ICP Leak Test Plug (Solid hex head)
EGES-305-2
NOTE: Understand and comply with the following: 6. Connect the engine wiring harness to the ICP
sensor. Use the Pressure Sensor Breakout
• This will block oil flow to the right oil rail and
Harness as an extension, if needed.
injectors.
replacement.
and plugs must replaced.
tube plug has a hex drive in the head, use Figure 202 ICP Leak Test Plug (left cylinder
ICP Adapter/Plug Kit (ZTSE4690) only. head)
7. Remove the case-to-head tube plug from the rear

of the left side oil rail. Install the ICP Leak Test
Plug in this port.

• This will block oil flow to the left oil rail and
injectors.
Figure 201 ICP sensor with ICP Sensor Adapter a hex drive in the plug must be used as a
(right cylinder head) replacement.
1. Pressure Sensor Breakout Harness Both the left and right side case-to-head tubes
2. ICP sensor and plugs must be replaced.
3. Engine harness
4. ICP Sensor Adapter • If the wrong diagnostic tool is used, a
5. Install ICP sensor into ICP Sensor Adapter. ICP Adapter/Plug Kit (ZTSE4690) only.
EGES-305-2
NOTE: This blocks oil flow to both rails and

all injectors; only the branch tube assembly, CAUTION: To prevent engine damage, we
case-to-head tube, and the high-pressure pump recommend replacing case-to-head tubes each time
will be tested. they are removed. The D-rings are not replaceable.
8. Use the Actuator Breakout Harness to apply B+ Inspect each D-ring carefully for cuts, abrasion, and
and ground to the IPR valve. twisting; do not reuse a case-to-head tube having any
of these conditions
CAUTION: Do not leave IPR valve energized 11. Crank the engine and monitor the ICP pressure
longer than 120 seconds. This can damage the (right side isolation).
IPR valve.
• If unable to build ICP pressure above
3.45 MPa (500 psi) (0.82 volts), the problem
9. Crank the engine and monitor ICP pressure. is on left side. Do “Test 13.4. Cylinder Head
Isolation (page 187)” and check for leaks.
• If able to build ICP pressure above
• If unable to build the ICP pressure above
3.45 MPa (500 psi) (0.82 volts), remove
3.45 MPa (500 psi) (0.82 volts), check branch
ICP Test Adapter from right side oil rail and
tube, case-to-head tubes use of proper
re-install case-to-head-tube plug. Re-install
diagnostic tools or faulty high pressure pump.
ICP sensor. Reconnect ICP sensor to engine
Follow the procedure in the Engine Service
wiring harness. Continue with step 12.
Manual. Retest to verify repairs.
12. Crank the engine and monitor ICP pressure.
• If able to build ICP pressure above
3.45 MPa (500 psi) (0.82 volts), check • If unable to build the ICP pressure above
previous test results. Remove the ICP Leak 3.45 MPa (500 psi) (0.82 volts), the problem
Test Plug from the left side oil rail and re-install is on the right side. Do “ 13.4. Cylinder Head
case-to-head-tube plug. Continue with step Isolation (page 187)” and check for leaks.
11.
• If able to build pressure the engine should
start and run. Install valve covers, following
EGES-305-2
14. Glow Plug System Purpose

To determine if the glow plug system is operating
correctly to start the engine
Tools
EST with MasterDiagnostics® software
EZ-Tech® interface cable
DMM
Amp clamp
Glow Plug Test Lead
Possible causes
Poor wiring harness connection
Poor ground connection
Failed glow plug relay
Failed glow plugs
Failed ECM

Figure 203
EGES-305-2
14.1. Glow Plug System Amperage
Figure 204 Amp Clamp around feed wire loom

for left side glow plugs
1. Install Amp Clamp around the feed wire loom for

glow plugs in the left side.
2. Turn ignition switch to ON. (Do not start the Figure 206 Glow Plug/Inlet Air Heater Output
engine.) State Test

down menu.
NOTE: When using the EST to do the KOEO or KOER

diagnostic tests, Standard Test is always selected
Standard Test does not have to be run again.
6. From Key-On Engine-Off Diagnostics menu,
select Glow Plug/Inlet Air Heater Output State
Test and click run to start the test.
Figure 205 Output State Test Session NOTE: The Glow Plug/Inlet Air Heater Output
State Test will command the glow plugs on for
120 seconds. Both sides can be tested during
3. Select D_OutputStateTest.ssn in the Open this time. The Glow Plug/Inlet Air Heater Output
Session File window, select Open to detect State Test is limited to two requests per key cycle.
possible DTCs. 7. After 40 seconds, measure amperage.
8. Record the amperage reading for the left side on
Diagnostic form.
EGES-305-2
• If amperage is not to specification and DTCs

were not set, do “Test 14.2. Glow Plug
Harness to Ground (page 195).”
NOTE: DTC 251 can only be set during the KOEO

Standard Test.
• If amperage is 0 and DTC 251 was set, see “GPC
(Glow Plug Control) Circuit (page 415)” in the
279)” section of this manual. DTC 251 can be
set if there is an open or short in the GPC circuit,
relay ground circuit or a failed glow plug relay.
• If DTC 375 was set, DTC 251 was not set, and
amperage is 0 for right and left glow plugs, see
relay operation.
Figure 207 Amp Clamp around feed wire loom
for right side glow plugs
9. Install Amp Clamp around the feed wire loom for

glow plugs in the right side.
10. Record the amperage reading for the right side on
Diagnostic Form.
• If amperage is to specification and DTCs
were not set, the glow plug system is working
correctly and is not the starting problem. 11. When finished with this test, select Session from
• If amperage is to specification and DTC
375 was set, check for corroded wires and
loose connections on relay terminals. If
wires are not corroded and connections
are tight, see “GPC (Glow Plug Control)
Circuit (page 415)” in the “Electronic Control
this manual. DTC 375 can be set if there is
an open in the GPD circuit.
EGES-305-2
14.2. Glow Plug Harness to Ground 14.3. Glow Plug to Ground

1. Select the feed wiring loom for the glow plug side 1. Disconnect glow plug harness from suspect glow
that failed. plug.
2. Disconnect glow plug 3-pin connector. 2. Connect glow plug test lead.
3. Use DMM to measure glow plug resistance to
ground.
4. Record result for each suspect glow plug on
Diagnostic Form.
• If resistance is greater than 5 ohms, replace
glow plug.
• If resistance is less than 5 ohms, replace glow
plug harness.
Figure 209 DMM negative lead (ground)
3. Use DMM to measure resistance between glow

plug 3-pin harness and alternator ground.
NOTE: This checks glow plug harness and glow

plugs.
4. Record result on Diagnostics form.
• If any reading is not within 0.1 - 6 ohms, do
test “14.3 Glow Plug to ground (page 195).”
• If all readings are within 0.1 - 6 ohms, do test
“14.4 Engine Harness 3-pin to Relay (page
196).”
EGES-305-2
14.4. Engine Harness 3-pin to Relay 1. Use DMM to measure resistance of wire between
the glow plug relay and all three circuits in the
3-pin connector.
NOTE: Engines could be wired differently, having

wiring harness connectors secured to different
relay terminals. Trace wiring harness from 3-pin
connector to the glow plug relay (the shortest) to
be sure that the correct relay terminal is being
tested.
• If resistance is greater than 5 ohms, check for
loose connections and terminals. Repair or
replace wiring between glow plug relay and
3-pin connector.
• If resistance is less than 5 ohms and DTC
251 was not set, check for corroded wires and
Figure 210 Resistance between glow plug relay loose connections on relay terminals. If wires
and glow plug are not corroded and connections are tight
and do “Test 14.5. Relay Operation (page
197).”
EGES-305-2
14.5. Relay Operation 2. Connect DMM negative lead to alternator ground.

3. Use DMM to measure voltage.
4. Record result on Diagnostic Form.
• If voltage at relay supply terminal is B+,
continue with step 5
• If voltage at relay supply terminal is less than
B+, repair or replace wire from battery to glow
plug relay.
5. Connect DMM positive lead to glow plug relay
output terminal.

relay terminals. Trace wiring harness from 3-pin
connector to the glow plug relay (the shortest) to
Figure 211 Typical glow plug relay be sure that the correct relay terminal is being
tested.
1. Connect DMM positive lead to battery supply 6. Turn ignition switch to ON. (Do not start engine.)
terminal (battery to glow plug relay).

relay terminals. Trace wiring harness from battery
to the glow plug relay (the shortest) to be sure
that the correct relay terminal is being tested.
7. Select D_OutputStateTest.ssn in the Open

Session File window, select Open to detect
possible DTCs.
EGES-305-2
NOTE: The Glow Plug/Inlet Air Heater Output

State Test will command the glow plugs on for
120 seconds. The Glow Plug/Inlet Air Heater
Output State Test is limited to two requests per
key cycle.
• If voltage was not detected and DTC 251 was
not set, check for corroded wires and loose
connections on relay terminals. If terminals
are clean and connections were tight, replace
the relay.
• If voltage was not detected and DTC 251
was set, see “GPC (Glow Plug Control)
this manual. DTC 251 can be set if there is an
open or short in the GPC circuit, open relay
ground circuit or a failed glow plug relay coil.

State Test

9. Select Key-On Engine-Off Tests from the drop Figure 215 Close session
down menu.
NOTE: When using the EST to do the KOEO or KOER 13. When finished with this test, select Session from
diagnostic tests, Standard Test is always selected menu bar, then Close.
Plug/Inlet Air Heater, then select Run to start the
test.
EGES-305-2
15. Inlet Air Heater System 15.1. Amperage Draw

NOTE: Inspect for damaged, loose or corroded

terminals. Repair if necessary.
Figure 216
Purpose
To determine if the Inlet Air Heater system is operating
correctly
Tools
Figure 217 Amp Clamp
DMM
1. Install Amp Clamp around feed wire next to
Amp Clamp element.
2. Turn ignition switch to ON. (Do not start engine.)
Possible causes
Poor wiring harness connection
Poor ground connection
Failed relay
Failed element
Failed ECM
EGES-305-2

down menu.

test.
NOTE: Voltage should be present for 30 seconds

after a 3 second delay. The Glow Plug/Inlet Air
Heater Output State Test is limited to two requests
Figure 218 Output State Test Session per key cycle.
7. After 5 seconds, measure amperage.
3. Select D_OutputStateTest.ssn in the Open
Session File window, select Open to detect 8. Record result on Diagnostic Form.
possible DTCs. • If amperage is to specification and DTCs were
not set, the IAH system is working correctly
and is not the starting problem.
• If amperage is to specification and DTC 373
was set, check for corroded wires and loose
connections on relay terminals. If wires are
not corroded and connections are tight, see
“IAH (Inlet Air Heater) Circuit (page 431)”in
the “Electronic Control Systems Diagnostics
(page 279)” section of the manual, for DTC
373. DTC 373 can be set if there is an open
in the IAHD circuit.
• If amperage is not to specification and DTCs
were not set, do “15.2. Voltage at Element
(page 202).”
NOTE: DTC 238 can only be set during the KOEO

Standard Test.
• If amperage is 0 and DTC 238 was set, see
“IAH (Inlet Air Heater) Circuit (page 431)” in
(page 279)” section of this manual. DTC 238
can be set if there is an open or short in the
IAH control circuit, open relay ground circuit
Figure 219 Glow Plug/Inlet Air Heater Output or a failed relay.
State Test
• If DTC 373 was set, DTC 238 was not set,
and amperage is 0, do “Test 15.5. Relay
4. Select Diagnostics from the menu bar. Operation (page 206).”
EGES-305-2

EGES-305-2
15.2. Voltage at Element 2. Connect DMM negative lead to the alternator

ground.
Figure 221 DMM positive lead at element

terminal Figure 223 Glow Plug/Inlet Air Heater Output
State Test
1. Connect DMM positive lead to IAH element

terminal. 4. Select Diagnostics from the menu bar.
down menu.

test.

per key cycle.
Figure 222 DMM negative lead (ground) 7. After 5 seconds, use DMM to measure voltage.
EGES-305-2
8. Record result on Diagnostic Form. • If voltage is not B+, do “Test 15.4. Wiring
Harness Continuity and Resistance (page
• If voltage is B+, do “Test 15.3. Resistance of
205).”
Element (page 204).”
EGES-305-2
15.3. Resistance of Element

1. Turn ignition switch to OFF
3. Connect DMM negative lead to alternator ground.

4. Use the DMM to measure resistance (Continuity).
• If element resistance is greater than 5 ohms,
replace the element, following the procedure
in the Engine Service Manual and retest.
• If element resistance is less than 5 ohms,
Figure 224 DMM positive lead at element verify “Test 15.2. Voltage at Element (page
terminal 202)” and do “Test 15.4. Wiring Harness
Continuity and Resistance (page 205)” to
check for corrosion and loose connections.
2. Connect DMM positive lead to IAH element
terminal.
EGES-305-2
15.4. Wiring Harness Continuity and Resistance
WARNING: To avoid personal injury, death,

including damage to the engine or vehicle, read
all safety instructions in the “Safety Information”
Figure 227 Relay terminal
3. Connect DMM negative lead to IAH relay terminal.

relay terminals. Trace wiring harness from
element to the IAH relay (the tallest relay), to be
sure that the correct relay terminal is being tested.
4. Use DMM to measure resistance.
• If the wiring resistance is greater than 5 ohms,
Figure 226 DMM positive lead at element
check for loose connections and terminals.
terminal
Repair or replace wire between element and
relay.
2. Connect DMM positive lead to IAH element • If wiring resistance is less than 5 ohms and
terminal. DTC 238 was not set, check for corroded
wires and loose connections on relay
terminals. If wires are not corroded and
connections are tight and do “Test 15.5.
Relay Operation (page 206).”
EGES-305-2
15.5. Relay Operation 4. Record result on Diagnostic Form.

• If voltage at relay supply terminal is B+,
WARNING: To prevent personal injury or • If voltage at relay supply terminal is less than
death, read all safety instructions in the “Safety B+, repair or replace wire from battery to IAH
Information” section of this manual. relay.
5. Connect the DMM positive lead to the IAH relay
1. Connect DMM positive lead to battery supply output terminal.
terminal (battery to IAH relay).
NOTE: Engines could be wired differently, having wiring harness connectors secured to different
wiring harness connectors secured to different relay terminals. Trace wiring harness from
relay terminals. Trace wiring harness from battery element to the IAH relay (the tallest relay), to be
to IAH relay (the tallest relay), to be sure that the sure that the correct relay terminal is being tested.
correct relay terminal is being tested.

7. Select D_OutputStateTest.ssn in Open Session

2. Connect DMM negative lead to alternator ground. File window, select Open to detect possible DTCs.
EGES-305-2

test.

per key cycle.
11. After 5 seconds, use DMM to measure voltage.
• If voltage was not detected and DTC 238 was
not set, check for corroded wires and loose
connections on relay terminals. If terminals
are clean and connections were tight, replace
the relay.
• If voltage was not detected and DTC 238
was set, see “ IAH (Inlet Air Heater) Control
this manual. DTC 238 can be set if there is an
open or short in the IAH control circuit, open
relay ground circuit, or a failed IAH relay coil.
State Test

down menu.
NOTE: When using the EST to do the KOEO or KOER Figure 231 Close session
Standard Test does not have to be run again. 13. When finished with this test, select Session from
EGES-305-2
EGES-305-2
6 PERFORMANCE DIAGNOSTICS 209
Table of Contents
Description. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .211
Diagnostic Form EGED-315 Information. . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .211
Test Procedures. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .213

1. Diagnostic Trouble Codes. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .213
Vehicle Information for Form Heading. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .213
Entering Vehicle Information without using the Electronic Service Tool (EST). . . . . . . . .213
Entering Vehicle Information using the Electronic Service Tool (EST). . . . . . . . . . . . . . . . . . .214
Accessing DTCs. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .216
Reading DTCs. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .217
2. KOEO Standard Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .218
3. KOEO Injector Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .220
4. Engine Oil. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .222
5. Fuel Supply System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .224
5.1. Pressure, Quality, and Aerated Fuel. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .224
5.2. Fuel Pump Discharge Pressure. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .231
5.3. Fuel Inlet Restriction. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .233
6. Intake and Exhaust Restriction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .235
7. KOER Standard Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .237
8. Injection Control Pressure. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .239
Monitoring ICP Using EST. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .239
9. Injector Disable. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .242
Automatic Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .242
Manual Test - Engine Cold. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .244
10. Relative Compression Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .247
11. Air Management. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .250
12. Boost Control. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .253
12.1. Linkage Inspection. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .254
12.2. Actuator and Bypass Valve Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .255
12.3. BCS Control. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .257
12.4. Pneumatic Actuator Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .259
13. Torque Converter Stall. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .261
14. Crankcase Pressure. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .262
15. Test Drive (Full load, rated speed). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .265
15.1. Monitor Boost Pressure Using EST. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .265
15.2. Monitor Mass Air Flow (MAF) Using EST. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .267
15.3. Fuel Pressure (Full Load, Rated Speed). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .268
15.4. Monitoring ICP using EST. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .271
EGES-305-2
210 6 PERFORMANCE DIAGNOSTICS
EGES-305-2
Description

death, shift transmission to park or neutral, set
parking brake , and block wheels before doing
Engine diagnostic forms assist technicians in

troubleshooting International® diesel engines.
Diagnostic test procedures help technicians solve
unnecessary repairs.
Diagnostic Form EGED-315 Information
Figure 232 Diagnostic Form EGED-315 (Performance Diagnostics side)
EGES-305-2
EGES-305-2
Test Procedures
1. Diagnostic Trouble Codes
Figure 233
Purpose
• To determine if the ECM has detected Diagnostic
Trouble Codes (DTCs) indicating conditions that
could cause engine problems
• Fill out Diagnostic Form heading.
• Check for abnormal sensor readings.
Tools
Vehicle Information for Form Heading
Figure 234
NOTE: Before continuing diagnostic tests, fill out the Technician

form heading on Diagnostics Form.
Date (for warranty)
Unit No (dealer’s quick reference for
Entering Vehicle Information without using the customer’s vehicle identification)
Electronic Service Tool (EST) Truck build (date)
1. Enter mechanical information in the form heading: Complaint (for warranty)
EGES-305-2
2. Enter electronic information in the form heading,

see Entering Vehicle Information using the
Electronic Service Tool (EST). WARNING: To prevent personal injury or
Entering Vehicle Information using the Electronic
Service Tool (EST)
1. Connect the EZ-Tech® interface cable to the EST
2. Boot EST.
Figure 235 American Trucking Association

(ATA) connector (typical)
1. ATA connector
Figure 237 International® launchpad
3. Select Engine Diagnostics, then International®

MasterDiagnostics® for Diamond Logic® Control
II.

Figure 236 EZ-Tech® interface cable
EGES-305-2
Figure 238 Open VIN+ session
5. Select VIN+ icon to open VIN+ session. VIN (for Information List (cont.)
warranty, ordering parts, and service information).
Engine SN Engine Serial Engine SN (for
The Vehicle Identification Number is also on the
Number ordering parts
door jamb on the operator’s side.
and service
6. Complete the form heading using the on-screen information).
information and the Information List.
The engine serial number is stamped on a
crankcase pad on the rear of the left side
Information List
crankcase below the cylinder head. The engine
Heading VIN+ session Description serial number is also on a separate serial number
Information PID label next to the engine emission label on the left
side valve cover. Compare the Engine SN in the
Miles Odometer For warranty
Vehicle Programming window of the VIN+ session
Hours Engine Hours For warranty with the Engine SN on the engine. The engine
Transmission Transmission Automatic could have been replaced without a programming
Type change to the ECM to upgrade the Engine SN.
Ambient Intake Air Temp Engine HP Rated HP For correct

temperature engine
application
Coolant Coolant Temp
temperature
EGES-305-2
Information List (cont.)

Engine Family EFRC: Engine For
Rating Code Family Rating troubleshooting
Code
ECM Reference
calibration Number
Figure 239 DTC window
PVVXXXXX
(First group)
1. Record all DTCs from DTC window on the
IDM calibration Reference
Diagnostic Form. See “Appendix B: Diagnostic
Number
Trouble Codes (page 581)” for definitions of the
ANZXXXXX DTCs.
(Second group) 2. Correct problem causing active DTCs before
Fill in the Turbocharger No and Injector No if a continuing.
mismatch of components is suspected. 3. Clear DTCs.
Injector N/A Requires 4. Use EST to check KOEO values for temperature
Number removal of and pressure sensors. Record results on
valve covers Diagnostic Form.
Turbocharger N/A Plate on the
Number inside edge KOEO values for temperature and pressure
of the low sensors
pressure If engine has not been run for 8 to 12 hours
compressor Engine Coolant Temperature (ECT), Engine
housing Oil Temperature (EOT), and Manifold Absolute
Temperature (MAT) should be within 2 °C (5 °F)
of each other. The Inlet Air Temperature (IAT)
Accessing DTCs could be a few degrees higher or lower due to
faster outside engine temperature changes.
Injection Control Pressure (ICP) values
may fluctuate as much as 345 kPa (50 psi).
WARNING: To prevent personal injury or Electromagnetic Interference (EMI) or ground
death, read all safety instructions in the “Safety shift can cause an insignificant voltage shift
Information” section of this manual. that does not indicate a problem.
Manifold Absolute Pressure (MAP) values may
NOTE: When opening VIN+ session to fill out form fluctuate as much as 7 kPa (1 psi). EMI or
heading, the DTC window automatically appears. ground shift can cause an insignificant voltage
shift that does not indicate a problem.
NOTE: If an EST is not available, see “Accessing Barometric Absolute Pressure (BAP) values
DTCs (page 71)” in “Using Cruise Switches (page should equal the barometric reading for your
71)” in the “Diagnostic Software Operation (page 70)” region.
Are values normal?
If abnormal values are suspected, record on
Diagnostic Form and see Operational Voltage
tables in the “Electronic Control Systems
Diagnostics (page 279)” section of this manual.
EGES-305-2
5. Continue with KOEO Standard test. • Inactive: With ignition switch on, inactive
key cycle. When the ignition switch is turned
Reading DTCs off, inactive DTCs from a previous ignition switch
cycle, are stored in the ECM memory.
Identifier (SID), Parameter Identifier (PID), and • Active/Inactive: With ignition switch on,
Failure Mode Indicator (FMI) active/inactive indicates a DTC for a condition
currently in the system and was present in
DTC: Diagnostic Trouble Code
previous key cycles, if the codes were not cleared.
• Active: With ignition switch on, active indicates a
DTC for a condition currently in the system. When Possible Causes
the ignition switch is turned off, an active DTC
Electronics failure
becomes inactive. (If a problem remains, the DTC
will be active on the next ignition switch cycle and Failure of the ICP sensor or ICP system
the EST will display active/inactive.) Failure of the Air Management System (AMS)
EGES-305-2
2. KOEO Standard Test
Figure 240
Purpose
To determine electrical malfunctions detected by the
ECM self-test and Output Circuit Check (OCC)
Tools
NOTE: For CF only: If an EST is not available,

see “Standard Test Using Cruise Switches (Except Figure 241 KOEO Standard test
Stripped Chassis) (page 74)” in the “Diagnostic
Software Operation (page 70)” section of this manual.
down menu.
death, read all safety instructions in the “Safety 5. From the KOEO Diagnostics menu, select
Information” section of this manual. Standard, then select Run to start the test.
The ECM will complete an internal self-test and
an OCC. When the OCC is completed, the DTC
window will show DTCs, if there is a problem.
NOTE: This test initially takes up to 60 seconds. Look
at the bottom of the diagnostic screen, the screen will
display Diagnostics Running while the test is running.
Each subsequent test performed without a key-off will
1. Set parking brake. take less than five seconds.
2. Turn ignition switch to ON. (Do not crank engine.) NOTE: When using the EST to do KOEO or KOER
6. Record all DTCs on Diagnostic Form. See
EGES-305-2
7. Correct problem causing active DTCs. Possible Causes

8. Clear DTCs. Failed electrical components or circuitry
9. When finished with this test, continue with KOEO OCC fault for the Injection Pressure Regulator
Injector Test. (IPR) valve
OCC fault for the Inlet Air Heater (IAH) relay
OCC fault for the glow plug relay
OCC for fuel pump control
OCC fault for the Air Conditioning Control (ACC),
this will not cause a hard start no start condition.
EGES-305-2
3. KOEO Injector Test
Figure 242
Purpose
To determine if fuel injectors are working
(electronically) by energizing injectors in a
programmed sequence. The ECM monitors the IDM
results from this test and transmits DTCs, if injectors
or injector circuits are not working correctly.
Tools
Figure 243 KOEO Injector test

death, read all safety instructions in the “Safety NOTE: When using the EST to do KOEO or KOER
Information” section of this manual. diagnostic tests, Standard test is always selected
Injector, then select Run to start the test.
NOTE: During this test, injector solenoids should

click in a numerical sequence, not the firing order,
when actuated. If a series of clicks are not heard
for each injector, one or more injectors are not
activating.
The DTC window will show DTCs for electrical
problems.
4. Clear DTCs.
EGES-305-2
Possible Causes
Injector wiring harness open or shorted
Failed injector wiring harness connector and the
wiring connection to the injector coil
Failed injector coil
Figure 244 Close session Failed Injector Drive Module (IDM)
Failed ECM
5. When finished with this test, close the VIN+

session. Select Session from menu bar, then
Close.
EGES-305-2
4. Engine Oil 1. Park vehicle on level ground.

2. Check oil level with oil level gauge.
NOTE: Never check the oil level when the engine

is running or immediately after engine shutdown;
the reading will be inaccurate. Allow 15 minute
drain down time, before checking oil level.
NOTE: If the oil level is too low, the fuel injectors

will not work correctly. If the oil level is above the
operating range, the engine has been incorrectly
Figure 245 serviced, fuel is in the oil, or coolant is in the oil.
3. Check oil for thickening and odor.
Purpose • Oil contaminated with long life coolant will
cause thickening or coagulation.
To determine if crankcase oil level and oil quality are
correct to ensure operation of the Injection Control • Does oil have a diesel fuel odor?
Pressure (ICP) system
4. Check engine service records for correct oil grade
Tools and viscosity for ambient operating temperatures.
See “Lubrication Requirements” in the Engine
• None
Operation and Maintenance Manual (for engine’s
model number and model year). Confirm that oil
meets correct API category.
Information” section of this manual. CAUTION: Do not use 15W-40 oil below
-7 °C (20 °F). Long oil drain intervals can
increase oil viscosity; thicker oil will make engine
cranking and starting more difficult below freezing
temperatures.

or in bodies of water.
EGES-305-2
Possible Causes
Low oil level Oil leak
Oil consumption
Incorrect servicing
High oil level Incorrect servicing
Fuel in oil
Coolant in oil
Incorrect oil level gauge
Coolant in oil Cylinder head gasket leak
Cylinder head cup plug leak
Front cover gasket leak
Failed oil cooler or seals
Fuel in oil Injector seal leak
Cylinder head porosity
Inoperative injector
EGES-305-2
5. Fuel Supply System NOTE: Breaking any fuel system joints will induce air
in the fuel system.
Tools
• 3/8 inch clear sample line
• Clear container with a wide opening
(approximately 1 liter or 1 quart US)


• Do not mix gasoline, gasohol or alcohol with
and is potentially explosive.

Figure 246 to the environment. Recycle or dispose of engine
Purpose bodies of water.
• To check for fuel aeration

• To check for fuel system contamination 5.1. Pressure, Quality, and Aerated Fuel
• To check the fuel supply system for efficient 1. See “Appendix A: VT 275 Performance
engine operation Specifications (page 571)” for fuel pump pressure
2. Verify there is fuel in the fuel tank(s). Check fuel
in fuel tank(s) for odors other than diesel fuel, for
example: kerosene, alcohol, or gasoline.
EGES-305-2
NOTE: Low Biodiesel blends (up to 5%) should

not cause engine or fuel system problems. If CAUTION: To prevent damage to the engine, take
low biodiesel blends are used the odor in the fuel precautions to prevent foreign materials from entering
tank(s) may not match diesel fuel. the air intake system when the air inlet duct is
3. Turn ignition switch to ON, listen for a hum coming removed.
from the fuel pump. The ECM turns fuel pump on,
it should run for 60 seconds. After 60 seconds the
ECM turns the fuel pump off unless the engine is NOTE: When removing the test plug, there is a
running. possibility of a small amount of fuel leaking out. Put
in a drain pan or rag to collect this leakage. Collect
NOTE: Engine may run without the fuel pump, but and dispose of this fuel according to local regulations.
damage to the injectors could occur.
• If the fuel pump can be heard running,
a. If the fuel pump cannot be heard running,
turn ignition switch to OFF.
b. Disconnect the fuel pump harness
connector and measure voltage between
the power and ground circuits.
c. Turn ignition switch to ON, battery voltage
d. If battery voltage is not present, see
“Fuel Pump Pin-Point Diagnostics (page
424)” in the “Electronic Control Systems
Diagnostics(page 279)” section of this Figure 247 Secondary fuel filter
manual, and see the applicable truck
Circuit Diagram Manual for relay and 1. Fuel return to fuel pump
fuse locations. 2. Fuel supply from fuel pump
4. Turn ignition switch to OFF. 4. Conditioned fuel to left cylinder head

6. Remove plug from the fuel pressure test port plug
at the bottom of the secondary fuel filter housing.
5. Remove air inlet duct on the engine to aid in plug

removal and system testing.
EGES-305-2
Figure 248 Fuel Pressure Gauge

Figure 250 Fuel pressure setup
1. Test fitting connection (remove to adapt to the ICP
System Test Adapter) 1. Gauge Bar Tool (0-160 psi gauge)
2. Pressure test line 2. In-line shut off valve
3. Pressure gauge 3. Pressure test line
4. In-line shut off valve 4. ICP System Test Adapter (attached to test fitting
5. 3/8 inch clear sample line connection)
5. 3/8 inch clear sample line
Figure 251 ICP System Test Adapter installed

with Fuel Pressure Gauge
1. Test line
EGES-305-2
7. Install the ICP System Test Adapter and assemble Sample should be clear, free of debris, water
and attach Fuel Pressure Gauge. and other contaminates. Sample should not be
cloudy or dyed (blue or red).
• The Fuel Pressure Gauge (Figure 248) is
available through the tool supplier. It is If air bubbles stop with sample flowing, the fuel
recommend this tool be used for pressure is not aerated and if there is no contamination,
and sampling. continue with step 15.
• If the Fuel Pressure Gauge can not be If the air bubbles do not clear before the
obtained. Test setup can be made using tools sample container is almost full, a second
from the dealer supplied Essential Tool Kits sample needs to be taken to determine if air
(Figure 250). bubbles have cleared, continue with step 13.
8. Run the clear test line to clear container If fuel is contaminated with water, debris or
other contaminates, take a second sample.
9. Turn ignition switch to ON (do not crank the Some sediment and water may be present in
engine). the fuel sample if the fuel filter has not been
replaced for a prolonged period of time or if
the sediment and water have not been drained
recently, continue with step 13.
death: If the fuel sample is cloudy in colder
temperatures, this indicates waxing or gelling.
Summer fuels are not suitable in colder
in the correct container clearly marked
temperatures. Change to the recommended
DIESEL FUEL.
fuel grade. See “Fuel Requirements” in the
• DO NOT smoke. Engine Operation and Maintenance Manual
(for engine’s model number and model year).
If the fuel sample is dyed, either blue or red,
this indicates off-road use fuel and could
10. Open the in-line shut off valve, drain sample in the cause a performance problem. Change
clear container. As filling, observe the clear test to a recommended fuel grade. See “Fuel
line for indication of air bubbles. Requirements” in the Engine Operation and
Maintenance Manual (for engine’s model
NOTE: Breaking any fuel system joints will induce air number and model year).
in the fuel system, it should clear shortly.
11. Close in-line shut off valve. 13. If a second sample is needed, cycle the ignition
switch to restart the fuel pump, drain sample and
12. Check for contamination and record results on check for air bubbles and contamination in the
Diagnostics Form. fuel.
EGES-305-2
14. Record the results on the Diagnostic Form. 17. Turn the ignition switch to OFF.
If air bubbles did not clear, check the fuel
supply system from the fuel tank(s) to the • If fuel pressure is within specification,
HFCM inlet for leaks. Correct the condition continue with step 19.
and retest. The check should include wiggling
• If fuel pressure is below specification or
all fuel line connections, checking the primary
slow to build, replace both the primary and
fuel filter cover and the HFCM drain plug for
secondary fuel filters and retest.
leaks with the fuel pump turned off. With the
fuel pump off, the primary fuel filter cover and • If fuel pressure is still below specification or
the drain plug may show a slow drip of fuel slow to build, after replacing both primary and
indicating cover or plug is loose or seals are secondary fuel filters, measure fuel pump
worn, cracked, or broken. discharge pressure. Do “Test 5.2. Fuel Pump
Discharge Pressure (page 231).”
Excessive water or contaminants may indicate
that the tank and fuel system may need to be 19. Start the engine.
flushed and cleaned. Take a sample from the
HFCM drain plug for verification. See “Drain NOTE: See “Combustion Leaks to Fuel (page 102)” in
Water from HFCM (page 116)” in the “Engine the “Engine Symptoms Diagnostics (page 99)” section
Symptoms Diagnostics (page 99)” section of of this manual, if all of the following conditions are
this manual. noted:
If fuel doesn’t clear up, the system may have • If the fuel system develops air bubbles with the
to be flushed to correct the condition. Replace engine running.
the primary and secondary fuel filters and verify
fuel is the recommended grade and clean. • Black exhaust smoke
• Pulsating fuel pressure
20. Run the engine at low idle, check the low idle
NOTE: Any residue or microbial growth in the pressure indication on the test gauge.
tank(s) will compound with the use of biodiesel. 21. Run the engine at high idle, check the high idle
This can cause serious plugging of filters and pressure indication on the test gauge.
deposits in the fuel system. Fuel tanks should be
thoroughly cleaned and dried before operating 22. Record results on Diagnostic Form.
with any biodiesel blends. Adding biocides will • If fuel pressure is low or is slow to build,
help minimize growth. replace both the primary and secondary fuel
15. Cycle the ignition switch to OFF and back to ON. filters and retest.
16. Check fuel pressure on the gauge when the pump • If all pressures are in specification, do “Test 6.
starts. Pressure should increase to specification Intake and Exhaust Restriction (page 235).”
quickly.
EGES-305-2
Possible Causes
Contaminated Fuel Water or contaminants in fuel tank
Ice in fuel lines
Debris in fuel tank
Fuel colored, cloudy, or colored
Fuel is waxy or gelled
Off road fuel red colored or blue colored
Aeration Low or no fuel level in fuel tank(s).
Failed seals for fuel lines between fuel tank(s) and
the HFCM, fuel supply line broken or crimped.
A cracked or restricted pickup tube screen or pickup
tube.
HFCM fuel filter cap seal damaged, HFCM drain plug
loose, or HFCM drain plug O-ring broken or missing
side of the fuel pump
Inoperative fuel tank transfer pump
A restricted, kinked, bent, loose, cracked, or broken
fuel pickup tube or screen.
Failed seals for fuel lines between fuel tanks, ice
in fuel lines, fuel supply line broken or crimped, or
restriction in the fuel line from the fuel tank to the
HFCM.
Restriction from the fuel tank to the HFCM
tube screen
side of the fuel system
Dirty or plugged fuel filters
Inoperative fuel pump
Inoperative or stuck fuel pressure regulator valve.
EGES-305-2
Possible Causes (cont.)

Fuel Restriction Debris in fuel
tube strainer
Dirty or plugged filter element
Waxed or gelled fuel in the fuel filter
Ice in fuel lines
Inoperative fuel pressure regulator valve.
Restriction in the fuel return to the HFCM
EGES-305-2
5.2. Fuel Pump Discharge Pressure NOTE: Use existing copper gaskets for testing.
Replace the copper gaskets on the banjo bolt when
NOTE: This procedure should only be performed testing is over and repairs have been made.
when directed by “Test 5.1. Pressure, Quality, and
Aerated Fuel (page 224)” when fuel pressure is still
below specification or slow to build, after replacing
both primary and secondary fuel filters.
Purpose
To measure fuel pump discharge pressure

in the fuel system.
Tools
• Fuel Pressure Test Adapter Figure 253 Fuel Pressure Test Adapter
NOTE: When removing the banjo bolt, fuel will leak

out. Put in a suitable container to collect this leakage.
Collect and dispose of this fuel according to local
regulations.
Figure 254 Fuel Pressure Test Adapter installed

in fuel supply from fuel pump
1. Fuel Pressure Test Adapter
Figure 252 Secondary fuel filter 2. Test line
3. Banjo bolt
4. Copper gaskets
4. Conditioned fuel to left cylinder head 2. Connect the Fuel Pressure Test Adapter to the
5. Conditioned fuel to right cylinder head fuel supply, using the banjo bolt and copper
gaskets.
1. Remove the banjo bolt from fuel supply from fuel 3. Connect the Fuel Pressure Gauge to the Fuel
pump (item 2) at the bottom of the secondary fuel Pressure Test Adapter.
filter housing. 4. Turn ignition switch to ON (do not crank the
engine).
EGES-305-2
5. Check fuel pressure on the test gauge

immediately when the pump starts. The fuel CAUTION: To prevent possible fire and damage to
pressure should increase to specification quickly. the engine from leaking fuel, replace the two copper
gaskets when reattaching fuel supply from the HFCM
to the secondary fuel filter housing.

• If the discharge pressure is within
specification, turn the ignition switch to
OFF, continue with step 7.
• If the discharge pressure is not within
specifications or slow to build, turn the ignition
switch to OFF. Reconnect the fuel line and
banjo bolt to secondary fuel filter housing, do
“Test 5.3. Fuel Inlet Restriction (page 233).”
7. Remove the fuel pressure test adapter.
Figure 255 Replace two copper gaskets 8. Remove, clean, and inspect the fuel pressure
regulator, see the Engine Service Manual.
9. After reinstallation of the secondary fuel filter
housing and all fuel lines. Attach the filter
pressure gauge to the secondary fuel filter test
port and retest fuel pressure.
EGES-305-2
5.3. Fuel Inlet Restriction
NOTE: This procedure should only be performed

when directed by “Test 5.2. Fuel Pump Discharge
Pressure (page 231)” when discharge pressure is
within specification or slow to build. This procedure
may also be directed to be performed by the “Test
15 Test Drive (Full load, rated speed) (page 265)”
Fuel Pressure portion when fuel pressure is below
specification.
Purpose
To measure fuel pump inlet restriction

in the fuel system.
Tools
• 0-30 in Hg gauge (on gauge bar tool)
• Fuel Inlet Restriction Adapter
1. Put a clean flat drain pan under the HFCM drain Figure 256 Fuel Inlet Restriction Adapter
plug
plug. Wipe down the HFCM area around the drain
plug also.
3. Open the drain plug and drain the HFCM to flat
drain pan.
NOTE: When removing the drain plug fuel will leak

out. Collect and dispose of this fuel according to local
regulations.
Figure 257 Fuel inlet restriction test setup

(typical)
1. Gauge Bar Tool
2. Fuel Inlet Restriction Adapter
3. Catch pan
4. Remove the HFCM drain plug, install the fuel inlet

restriction adapter, hand tighten only.
EGES-305-2
NOTE: Inspect the drain plug O-ring for damage from 7. Record results on Diagnostic Form.
removal. Care must be taken when installing drain
• If vacuum indication is above the
plug to prevent damaging the O-ring.
specification, check for restrictions in
5. Connect to 0-30 in Hg gauge on the gauge bar the fuel supply lines from the fuel pickup tube
tool through an in-line shut off valve. Make sure in the fuel tank to the HFCM. Visually inspect
the shut off valve is in the closed position. for bent, crimped, or damaged fuel supply
lines and connections from the fuel tank(s)
NOTE: The fuel pump runs for 60 seconds when to the HFCM. Correct any restrictions and
ignition switch is turned on. The in-line shut off valve retest fuel pressure at the secondary fuel
must be closed before the fuel pump shuts off. This filter housing test port.
will prevent the gauge from filling with fuel.
• If vacuum indication is below the specification
6. Turn ignition switch to ON. Open the in-line shut and fuel pump discharge pressure is low,
off valve and check for restriction indication on the replace the fuel pump and retest fuel pressure
test gauge. Close the in-line shut off valve. Turn at the secondary fuel filter housing test port.
ignition switch to OFF.
EGES-305-2
6. Intake and Exhaust Restriction
Figure 258
Purpose
To check for restriction in the air intake or exhaust
systems likely to cause engine performance
problems.
NOTE: High intake or exhaust restriction can cause a

large amount of black or blue smoke.
Figure 259 Low restriction (typical)
Tools
• Flashlight
• Gauge Bar Tool (Magnehelic Gauge)
• Test line

1. Inspect the following parts for restriction, damage

or incorrect installation:
• Air filter inlet and duct - look inside the duct
for any restrictions. Remove any restrictions
found.
• Air inlet hoses and clamps
• Air filter housing, filter element, and gaskets
• Exhaust pipes
• Chassis mounted CAC and piping Figure 260 High restriction (typical)
• Air filter restriction indicator (if equipped)
EGES-305-2
2. See “Appendix A: VT 275 Performance 6. Run engine at high idle, no load.

Specifications (page 571)” for intake and exhaust
• If restriction is more than
NOTE: Intake restriction should be below 3.1 kPa (12.5 in H2O), replace air
6.2 kPa (25 in H2O) at full load condition. Intake filter element.
restriction performed for this test at high idle should
• If restriction is more than
be below 3.1 kPa (12.5 in H2O).
3.1 kPa (12.5 in H2O), and a new
filter is in place, check for obstructions in air
When the filter element reaches maximum allowable
inlet.
restriction, the yellow indicator will reach the top of the
window and automatically lock in this position. • If restriction is less than 3.1 kPa (12.5 in H2O),
continue with Performance Diagnostics.
3. Remove air intake restriction indicator from air
filter housing.
Possible Causes
4. Attach test line to the restriction tap for air filter
Snow in air cleaner inlet
housing.
Ice in air cleaner inlet
5. Connect line to Magnehelic Gauge or Manometer.
Foreign material in air cleaner inlet
Collapsed, plugged, or dirty air filter
WARNING: To prevent personal injury or On engines recently repaired, rags or cap plugs
death, comply with the following: may have been left in the intake system.
• When routing test line, do not crimp line, run Tailpipe or muffler may be damaged or collapsed.
line too close to moving parts, or let line touch Plugged or restricted Catalytic converter - if
hot engine surfaces. equipped
• Use proper ventilation when operating an Plugged or restricted Catalyzed Diesel Particulate
engine in a closed area, in order to remove Filter (CDPF) - if equipped
deadly exhaust fumes. Inhalation of exhaust
fumes may be fatal.
• Before running engine for diagnostic or
service procedures, shift transmission to
park or neutral, set parking brake, and block
wheels.
EGES-305-2
7. KOER Standard Test
Figure 261
Figure 262 KOER Standard session

Purpose
To verify that the engine sensors and IPR are
operating correctly within their specified operating 1. Select D_KOER_Standard.ssn in the Open
ranges. Session File window, select Open to monitor
engine operation.
NOTE: The ECM will actuate the IPR and monitor ICP
2. Start and run engine to reach minimum operating
sensor feedback signals. If an IPR problem or ICP
temperature 70 °C (158 °F) or higher.
sensor problem exists, the ECM will set DTCs and the
EST will read the DTCs.
NOTE: Engine coolant temperature must reach
Tools 70 °C (158 °F) minimum for the ECM to accurately
test engine actuators and sensors. If engine
coolant temperature is below self-test range, the
• EZ-Tech® interface cable EST will display - Coolant temperature is out of
range.

• Use proper ventilation when operating an
engine in a closed area, in order to remove
deadly exhaust fumes. Inhalation of exhaust
fumes may be fatal.
wheels.
EGES-305-2
those values to the expected values. When the

test is done, the ECM returns the engine to the
normal operating mode and transmits any DTCs
set during the test.
“Diagnostic Trouble Codes (page 581)” for a
definition of the DTCs.
8. Correct problems causing active DTCs.
9. Clear DTCs.

Figure 263 KOER Standard test
Possible Causes
Oil leakage in high-pressure injection control
3. Select Diagnostics from menu bar. system
4. Select Key-On Engine-Running Tests from the Loose or corroded engine wiring harness for ICP
drop down menu. sensor or IPR valve
5. From the KOER Diagnostics Menu, select Open or shorted wiring harness to ICP sensor or
Standard and select Run to start the test. IPR valve
6. The ECM will start the KOER Standard test Failed ICP sensor
and command the engine to accelerate to a Inoperative IPR valve
predetermined rpm.
Inoperative high-pressure oil pump
During the test, the ECM commands the IPR
Not enough oil from lube oil system to high-pressure
through a Step Test to determine if the ICP system
pump
is performing as expected. The ECM monitors
signal values from the ICP sensor and compares
EGES-305-2
8. Injection Control Pressure Monitoring ICP Using EST

wheels.

death, use proper ventilation when operating an
engine in a closed area, in order to remove deadly
Figure 265 exhaust fumes. Inhalation of exhaust fumes may
be fatal.
Purpose 1. See “Appendix A: VT 275 Performance

To determine if the ICP system is providing enough Specifications (page 571)” for specifications
hydraulic pressure to operate the injectors. and record on Diagnostic Form.
Tools
Fuel pressure test fitting
Oil sample line with in-line shut off valve
Container (for oil sample)
Figure 266 Road Performance session
2. Select D_RoadPerformance_V6.ssn in the Open

engine operation.
3. Run engine at low idle, monitor ICP, and record
results on Diagnostic Form.
4. Run engine at high idle, monitor ICP, and record
initial results on Diagnostic Form. Continue to
EGES-305-2
run the engine at high idle for 2 minutes, monitor

ICP, and record the 2 minute results on Diagnostic
Form. Compare the two ICP readings. ICP that
rises above the specification at any point during
the two minutes, indicates oil aeration.
• If ICP is high or unstable for low or high idle,
• If ICP is in specification for low and high idle,
select Session from menu bar, then Close.
Continue with “Test 9. Injector Disable (page
242).”

death, comply with the following when taking oil
sample:
Figure 267 Fuel Pressure Test Fitting installed
• Do not route oil line too close to moving parts. in EOP switch port
• Do not let oil line touch hot engine surfaces.
• Use caution not to burn hands. 7. Remove EOP switch and install Fuel Pressure
Test Fitting.
death, do not allow engine fluids to stay on your NOTE: See fuel pressure gauge manufactured or
skin. Clean skin and nails with soap and water, or obtained in “Test 5. Fuel Supply System (page
a good hand cleaner. Wash or properly dispose of 224)” in this section.
clothing or rags containing engine fluids. Engine 9. Start and run engine at high idle for two minutes.
fluids contain elements that may be unhealthy for Record ICP initially as high idle is set, then again
skin and could cause cancer. after two minutes.
10. Return engine to low idle, take oil sample, and
NOTE: Engine fluids, oil, fuel, and coolant, are a threat check for foam.
to the environment. Recycle or dispose of engine • If oil is aerated, a large quantity of air bubbles
fluids according to local regulations. Never dispose mixed throughout the oil, or foam build up on
of engine fluids in the trash, by pouring on the ground, top of the oil sample will be seen. Correct
in sewers, or in bodies of water. condition.
5. Turn off engine • If oil is not aerated, disconnect ICP sensor
6. Connect fitting on test line with Fuel/Oil Pressure and check engine stability. If problem
Test Coupler to a 0 to 1723 kPa (0 to 250 psi) is corrected, see “ICP (Injection Control
gauge. Pressure) Sensor (page 447)” in the
• If ICP is still high or unstable, replace IPR
following procedures in Engine Service
Manual and retest.
EGES-305-2
Possible causes
Poor quality oil, oil not to API specifications, oil not
serviced correctly
ICP system leakage
Failed ICP sensor circuit
Figure 268 Close session Failed ICP sensor
Failed IPR valve
11. When finished with this test, select Session from Failed high-pressure oil pump
menu bar, then Close. Failed lube oil pump
Failed oil pick up tube
Missing or failed gasket for oil pick up tube
If ECM detects low boost pressure, an incorrect
feedback signal from APS or the ICP sensor, the
ECM commands the IPR valve to reduce ICP.
EGES-305-2
9. Injector Disable • Maintain engine idle.

• Keep EOT within a 2 °C (5 °F) range from the
beginning to the end of the test. EOT affects
injection timing; too much of a change in EOT
temperature could corrupt the test results.
The Automatic Test is the preferred test, do the
Manual Test - Engine Cold only if investigating a cold
misfire.
Tools
Automatic Test

Figure 269 checking for misfire or rough idle.
The automatic test is best done when comparing
cylinder to cylinder test data.
Purpose
To determine the cause of rough engine idle NOTE: Do “Test 7. KOER Standard (page 237)”
before doing this test.
The Injector Disable tests can only be done with the
EST; MasterDiagnostics® software is required.
The Injector Disable tests allows the technician to
shut off injectors to determine if a specific cylinder is
contributing to engine performance. Injectors can be
shut off one at a time.
exhaust fumes. Inhalation of exhaust fumes may
Firing order: 1-2-5-6-3-4 be fatal.
When all cylinders are active, the contribution of
each cylinder is 17% of its overall effect to maintain
governed speed. The technician should monitor fuel
rate and engine load. WARNING: To prevent personal injury or
This test is used in conjunction with “Test 10. Relative death, before running engine for diagnostic or
Compression (page 247)” to distinguish between an service procedures, shift transmission to park or
injector problem or a mechanical problem. neutral, set parking brake, and block wheels.
Before doing the Automatic Test make sure Tests 1

through 8 were completed and the following conditions
are maintained:
• Make sure accessories are turned off (for
example: fan and air conditioning). If these items
were to cycle during this test it could corrupt the
test results.
EGES-305-2
NOTE: The EOT indicator will change from

comparisons are likely from cylinder to
cylinder.
• When the EOT indicator is green and the
engine temperature is 70 °C (158 °F) or
higher, fuel rate and timing are more stable,
making comparisons from cylinder to cylinder
more accurate. Overall engine operation is
more stable.
Figure 270 KOER injector disable session 4. Select Auto Run.
NOTE: If any injectors are removed and

1. While engine is running, select reinstalled or replaced, test drive vehicle for
D_KOER_IDT_V6.ssn in the Open 32 km (20 mi) before checking for misfire or
Session File window, select Open to monitor rough idle.
engine operation.
NOTE: While running the engine, listen for sound
variations from cylinder to cylinder.
Figure 272 V6 Injector Disable Test Results

(Auto Run - Text View)
Figure 271 Injector Disable Diagnostics Figure 273 V6 Injector Disable Test Results
(Auto Run - Graph View)
3. Select V6 Injector Disable Tests from drop down During Auto Run, injectors are shutoff one at a time (1
menu. through 6 in numerical sequence). Base line data and
EGES-305-2
results for each cylinder is displayed in the window 8. Test drive vehicle for 32 km (20 mi) to purge air
(Text View) for V6 Injector Disable Test Results. Test from the ICP system fuel supply system, and
data for each injector can also be viewed by selecting check for rough idle.
the (Graph View). When finished the engine will return
9. If rough idle continues, do this test again.
to normal operation.
5. Record data from window (Text View) on Possible Causes
Diagnostic Form.
Failed connection from wiring harness to injector
• If deviation values for average fuel rate and solenoid
average engine load are less than the cut
Open or shorted wiring harness to injector solenoid
off values for fuel rate and engine load,
the injector is suspect for weak cylinder Failed solenoid on fuel injector
contribution. Failed IDM
• If only one deviation value is less than a cut Failed ECM
off value, do not suspect that cylinder.
Scuffed or damaged injector
• If a suspect cylinder(s) is identified, do “Test
10. Relative Compression (page 247)” to
distinguish between an injector or mechanical
problem. Manual Test - Engine Cold
• If Test 10 shows that cylinders are The Manual Test is only done when diagnosing each
mechanically sound, but Test 9 shows that cylinder for cold misfire, considering EOT changes.
one or more cylinders are bad, continue with
step 6. NOTE: The EOT indicator will change from
WARNING: To prevent personal injury or comparisons are likely from cylinder to cylinder.
skin. Clean skin and nails with soap and water, or However, when diagnosing a cold misfire, a
a good hand cleaner. Wash or dispose of clothing technician can listen to tone changes from
or rags containing engine fluids. Engine fluids cylinder-to-cylinder.
contain elements that may be unhealthy for skin • When the EOT indicator is green and the engine
and could cause cancer. temperature is 70 °C (158 °F) or higher, fuel rate
and timing are more stable, making comparisons
from cylinder to cylinder more accurate. Overall
NOTE: Engine fluids, oil, fuel, and coolant, are a threat engine operation is more stable.
fluids according to local regulations. Never dispose Shut off one injector at a time and listen for changes
of engine fluids in the trash, by pouring on the ground, in exhaust tone.
in sewers, or in bodies of water.
6. Remove valve covers following procedure in replaced, test drive vehicle for 32 km (20 mi) before
Engine Service Manual. checking for misfire or rough idle.
7. Replace faulty injector(s) and replace valve
covers following procedures in the Engine Service
Manual.
EGES-305-2

be fatal.

death, when running engine for diagnostic or
service procedures, shift transmission to park or
neutral, set parking brake, and block wheels.

Figure 274 KOER injector disable session menu.
4. Select cylinder number and select Run. (Injector
selected will be disabled and engine noise should
1. While engine is running, select D_ change.)
KOER_IDT_V6.ssn. in the Open Session
File window, select Open to monitor engine 5. Select Normal Operation. Injector will be enabled
operation. and engine noise should return to normal.
6. Repeat steps 4 and 5 for the remaining cylinders.
NOTE: Listen for sound variations from cylinder to

cylinder.

EGES-305-2

EGES-305-2
10. Relative Compression Test Crankshaft speed is the slowest. A cylinder with low
compression will have less resistance to crankshaft
rotation. Crankshaft speed will be faster than normal.
About 30 degrees after TDC, crankshaft speed should
be fastest because compression has dissipated. On a
cylinder that has low compression, crankshaft speed
will be close to, or less than crankshaft speed at TDC.
At TDC of each power cylinder, and about 30 degrees
past TDC, the IDM collects data for crankshaft speed.
NOTE: If not cranked long enough to collect data, the

EST will display 255. 255 represents an erroneous
rpm value.
The TDC value is subtracted from the value about 30
degrees after TDC and records for each cylinder.
Example
200 rpm (30 degrees after TDC) - 180 rpm (TDC) = 20
rpm
The EZ-Tech® will display a value on the screen for
Figure 277 each cylinder.
Purpose
To determine if compression is too low in any cylinder

NOTE: This test is used in conjunction with Test

9 to distinguish between an injector problem or a
mechanical problem.
Figure 278 Example
The relative compression test provides the difference
between the fastest and slowest crankshaft speed
during the power stroke of each cylinder.
Compare the compression values of each cylinder
As the engine is cranked, the IDM uses the CMP and with the other cylinder values. A cylinder with
CKP sensor signals to measure crankshaft speed, compression lower than the other cylinders indicates
as piston reaches two points: Top Dead Center a suspect cylinder. Test value of 31 for cylinder five
(TDC) compression and about 30 degrees after TDC indicates a suspect cylinder.
compression.
If a cylinder value is zero or a much lower than
When the piston approaches TDC, crankshaft speed other cylinders and this cylinder is a non-contributor
should be slower because of compression resistance. (identified in the injector disable test), check for a
As the piston passes TDC, compression resistance mechanical problem.
dissipates and crankshaft speed increases.
At TDC compression, the cylinder reaches its highest
compression and resistance to crankshaft rotation -
EGES-305-2
Figure 279 Example
If TDC rpm is greater than rpm 30 degrees after TDC,

the EST will display 0.
If the test value for a power cylinder is 0, the cylinder
is suspect.
If the test value for a power cylinder is significantly
below 50 rpm or above 80 rpm, the cylinder is suspect.
Test value 35 for cylinder 1 indicates a suspect
cylinder. Test value of 0 for cylinder 6 indicates a Figure 280 Relative Compression Test
suspect cylinder.
When the Relative Compression Test is done, the EST
indicates, stop cranking the engine, and will display
test values. 2. Select Relative Compression Test from the drop
down menu.
with data collected from the Injector Disable test. 3. Follow the messages at the bottom of the window.
Tools • Turn ignition switch to ON.
• EST with MasterDiagnostics® software • Select Run.

death, after selecting Run, turn the ignition
switch, within 5 seconds, to crank the engine;
if not done in 5 seconds, the EST will cancel
the test and the engine will start.
NOTE: Batteries must be fully charged before doing • Within 5 seconds of selecting run, crank
this test. If multiple tests are necessary, use a engine for 15 seconds. Another message will
battery charger during this test; battery drain can be read Stop Cranking within 5 seconds.
extensive.
NOTE: Do not turn ignition switch to OFF. If the
ignition switch is turned to OFF, test results will be
lost.
EGES-305-2
NOTE: If test results are identical to previous test Possible Causes

results, the current test failed and the previous results
Broken compression rings
were displayed.
Leaking or bent valves
4. Interpret results.
Bent push rods
• If a Test 10 and Test 9 identify a suspect
cylinder, check for a mechanical problem. Bent connecting rods
• If a Test 10 does not identify a suspect Loose fuel injectors

cylinder, but the Test 9 does, replace suspect Scored injection bore
injector(s).
Piston damage
EGES-305-2
11. Air Management
Figure 281
Figure 282 KOER Air Management session
Purpose
1. Select D_KOER_AirManagement_V6.ssn in
To check the operation of the Air Management System the Open Session File window, select Open to
and the Exhaust Gas Recirculation (EGR) valve monitor engine operation.
Tools
• EST with MasterDiagnostics® software diagnostic tests, Standard Test is always selected

wheels.

be fatal.
Figure 283 Air Management test
EGES-305-2
2. Select Diagnostics from menu bar. 6. Correct problems causing active DTCs. Before
replacing the EGR valve, check all other possible
3. Select Key-On Engine-Running Tests from the
causes.
drop down menu.
7. Clear DTCs.
4. From the KOER Diagnostics menu, select Air
Management and select Run to start the test.
The ECM will start the Air Management test and
direct the engine to accelerate to a predetermined
rpm. The ECM will monitor the effects of the EGR
valve movement using MAF.
• If a problem is detected the ECM will cancel
the test, set a DTC, and restore normal engine Figure 284 Close session
operation.
NOTE: If engine load is above the engine load 8. When finished with this test, select Session from
specification the test won’t run. menu bar, then Close.
EGES-305-2
Figure 285 Air Management diagnostic readout for engine rpm, EGR position, and MAF
The ECM commands the EGR valve to close and The ECM returns the EGR valve and engine idle
increases the engine idle speed to 900 rpm. The ECM speed to normal operation. If all flows matched or
allows the Manifold Air Flow (MAF) to stabilize. The exceeded the expected flows, no DTC is set and the
ECM reads and matches the MAF pressure to the engine is returned to normal operation.
expected values; pressure is expected to increase to
greater than 3.8 lb/min to pass. If the MAF does not Possible Causes
meet the expected pressure, DTC 346 is set and the
Exhaust leaks
test is cancelled.
Intake leaks
The ECM commands the EGR to open, and allows
MAF to stabilize. The ECM reads MAF pressure Biased MAF sensor
and matches it to the expected pressure; pressure is Failed turbocharger
expected to decrease to less than 2.97 lb/min to pass.
If the MAF pressure does not match the expected Failed EGR control valve and drive module
pressure, DTC 346 is set and the test is cancelled. Plugged or restricted Catalytic converter - if
The ECM commands the EGR valve to close, and equipped
allows MAF to stabilize. The ECM reads MAF Plugged or restricted Catalyzed Diesel Particulate
pressure and matches it to the expected pressure; Filter (CDPF) - if equipped
pressure is expected to increase to greater than 3.8
lb/min to pass. If the MAF pressure does not match
the expected pressure, DTC 346 is set and the test is
cancelled.
EGES-305-2
12. Boost Control Tools

Gauge Bar Tool
Hose and adapters from vacuum pump kit
Marker
Possible Causes
Failed or damaged pneumatic actuator
Broken, cracked, or disconnected tubing
Pneumatic actuator linkage disconnected
Failed BCS
Electrical failure to BCS
Figure 286
Failed turbocharger bypass valve
Purpose
To verify Turbocharger Bypass Control (TCBC) is
operating correctly.
EGES-305-2
12.1. Linkage Inspection 1. Inspect the turbocharger pneumatic actuator

linkage connection to bypass valve.
• If the actuator linkage is disconnected,
death, read all safety instructions in the “Safety • If the actuator linkage is connected, do “Test
Information” section of this manual. 12.2. Actuator and Bypass Valve Operation
(page 255).”
2. Check the bypass valve lever for freedom of
movement.
• If the bypass valve lever moves freely,
connect the pneumatic actuator linkage,
do “Test 12.2. Actuator and Valve Operation
(page 255).”
• If the bypass valve lever is hard to move.
Remove the bypass valve cover, inspect
the internal components for damage.
Clean bypass valve if possible or replace
turbocharger, and retest. When replacing
the bypass valve cover, replace the
cover gasket and torque the fasteners to
13.6 N·m (120 lbf·in).
Figure 287 Turbocharger pneumatic actuator

linkage connection to bypass valve lever
EGES-305-2
12.2. Actuator and Bypass Valve Operation

Specifications (page 571)” for specifications
Figure 289 Actuator and bypass valve

operational test
3. Attach pressure tubing from the Gauge Bar Tool

hand pump and 0-30 psi gauge to the boost
pressure tube.
Figure 288 Boost pressure tube connector on
inlet elbow NOTE: Use adapters from a vacuum pump kit to
make test hose connections.
2. Disconnect the boost pressure tube from the

intake manifold inlet elbow. Inspect all boost
pressure tube connectors when removed for
cracking.
Figure 290 Bypass valve linkage movement
4. Mark a reference spot on the linkage shaft.

5. Using the Gauge Bar Tool hand pump, apply
pressure to the pneumatic actuator. As pressure
EGES-305-2
starts to build up, linkage movement (indicated the pneumatic actuator housing and pneumatic
by mark on the linkage) should begin to move at actuator housing. Also leak test of boost pressure
specified pressure. tube to the BCS, the BCS housing, and all rubber
connectors.
NOTE: If unable to build pressure with the hand
• If boost pressure tubes are leaking, replace
pump, attach shop air to the regulator and 0-30
and retest.
psi gauge on the Gauge Bar Tool to supply air
pressure. Gradually increase air pressure (do not • If the BCS housing is leaking, replace and
exceed 30 psi) to check linkage movement and retest.
test for leaks.
• If pneumatic actuator is leaking do “Test 12.4.
6. Record results on the Diagnostic Form. Pneumatic Actuator Operation (page 259)”
in this section to verify pneumatic actuator
• If the pneumatic actuator linkage moves, and
leakage.
test pressure is within specification, continue
with “Test 12.3. BCS Control (page 257).” • If the pneumatic actuator linkage does not
move, or initial movement is not at specified
• If the pneumatic actuator linkage does not
pressure, and there are no leaks, do “Test
12.4. Pneumatic Actuator Operation (page
pressure, continue with Step 7.
7. With pressure applied spray leak detector or soap
solution on the boost pressure tubes including
EGES-305-2
12.3. BCS Control 1. Connect the EZ-Tech® interface cable to the EST
2. Turn ignition switch to ON. (Do not crank engine.)
Figure 291 BCS Control system

1. Air supply to pneumatic actuator
2. Supply air inlet elbow
3. Boost Control Solenoid
4. Vent inlet to low-pressure compressor
session.
pressure of 172 kPa (25 psi), do not exceed
206 kPa (30 psi) to the pneumatic actuator
through the supply tube and fully open the bypass
valve.
NOTE: Shop air may be used to supply air

pressure. Attach shop air to the regulator and
0-30 psi gauge on the Gauge Bar Tool to supply
air pressure. Gradually increase air pressure,
do not exceed 206 kPa (30 psi) to open bypass
valve.
Figure 292 BCS Control system functional
diagram
EGES-305-2

State Test High and select Run to start the test.
• If the bypass valve linkage moves to the
closed position, the boost control system
is working correctly, do “Test 13. Torque
Converter Stall (page 261).”
• If the bypass valve linkage does not move
to the closed position, see “BCS (Boost
Control Solenoid) Assembly (page 316)” in
Figure 294 Output State High test Figure 295 Close session
5. Select Diagnostics from the menu bar. 8. When finished with this test, select Session from
down menu.
EGES-305-2
12.4. Pneumatic Actuator Operation NOTE: Use adapters from a vacuum pump kit to
make test tube connections.
pressure to the pneumatic actuator. As pressure
starts to build up, linkage movement (indicated
by mark on the linkage) should begin to move at
specified pressure.
NOTE: If unable to build pressure with the hand

pump, attach shop air to the regulator and 0-30
psi gauge on the Gauge Bar Tool to supply air
pressure. Gradually increase air pressure, do
not exceed 206 kPa (30 psi) to check linkage
movement and test for leaks.
4. Record pressure reading on the Diagnostic Form.
• If the pneumatic actuator linkage moves, test
pressure is within specifications, and there is
no leak, continue with Step 5.
• If the pneumatic actuator linkage does not
Figure 296 Pressure control connector on pressure, continue with Step 6.
pneumatic actuator 5. Check BCS assembly electrical circuits, see “BCS
(Boost Control Solenoid) Assembly (page 316)”
in the “Electronic Control Systems Diagnostics
1. Disconnect pressure tube connector from the (page 279)” section of this manual.
bottom of the pneumatic actuator.
• If electrical control is operating properly,
check BCS assembly. It could be stuck in
the vent position. If BCS assembly is stuck,
replace and retest.
• If electrical control circuits are not operating
properly, repair as needed and retest.
6. With pressure applied spray leak detector or
soap solution around the boost pressure tube to
the pneumatic actuator and pneumatic actuator
housing.
• If pneumatic actuator is leaking, replace and
retest.
• If pneumatic actuator is not leaking, continue
with Step 7.
Figure 297 Pneumatic actuator operational test
2. Attach pressure tubing from the Gauge Bar Tool

hand pump and 0-30 psi gauge to the bottom of
the pneumatic actuator.
EGES-305-2
7. Disconnect pneumatic actuator linkage at the

bypass valve, check the bypass valve lever for
freedom of movement.
• If the bypass valve lever moves freely, replace
the pneumatic actuator and retest.
• If the bypass valve lever is hard to move or
is stuck. Remove the bypass valve cover,
inspect the internal components for damage,
clean and free up the bypass valve and retest.
• If unable to clean and free up the bypass
valve, replace the turbocharger.
Figure 298 Turbocharger pneumatic actuator

linkage connection to bypass valve
EGES-305-2
13. Torque Converter Stall 1. See “Appendix A: VT 275 Performance

2. Verify engine temperature is 70 °C (158 °F).
3. Set parking brake, apply service brake, and make
sure no one is in front of the vehicle.
4. Put transmission in drive.
5. Press accelerator pedal fully to the floor, begin
timing and monitor TACH until TACH stops
moving.
6. Record stall RPM and idle to stall time on
Diagnostic Form.
• If minimum RPM is reached in the specified
time, with Performance Diagnostics, for a
poor launch concern do not continue with
Figure 299 Performance Diagnostics.
• If RPM is low or not reached in the specified
Purpose time, continue Performance Diagnostics.
To determine if the engine develops specified stall rpm Possible causes

within idle to stall time, when diagnosing a poor launch
concern. Intake leaks (tubes, clamps)
Tools Boost leaks
• None Restricted intake or exhaust

Exhaust leaks
Low fuel pressure
WARNING: To prevent personal injury or Low ICP
Information” section of this manual. Control system faults
Failed EGR control valve and drive module
Failed fuel injectors
Failed turbocharger
death, make sure brakes are correctly adjusted Biased BAP, ICP or MAP sensors
and in good condition before performing brake Power cylinder condition
stall test. This procedure should be done in an
open lot.
CAUTION: To prevent damage to the drive train, do

not test for more than 10 seconds at a time or more
than twice back to back. (If doing twice, wait 2 minutes
between tests.)
EGES-305-2
14. Crankcase Pressure 2. Park vehicle on level ground.

Figure 300
Purpose fluids according to local regulations. Never dispose
To measure the condition of the power cylinders of engine fluids in the trash, by pouring them on the
ground, in sewers, or in bodies of water.
Tools
3. Make sure the engine oil level is not above
• Magnehelic gauge on gauge bar or water operating range and the oil level gauge is secured.
manometer
Make sure crankcase breather hose is clean
• Extended oil fill tube and secure in crankcase breather assembly, and
• Crankcase pressure test adapter make sure the crankcase breather assembly and
the valve cover are tight.
• Heater hose pliers
4. Make sure all hoses are secure and not leaking.
5. Clamp off road draft hose or crankcase breather
hose with heater hose pliers.
death, read all safety instructions in the “Safety 6. Remove oil fill cap or oil fill extension tube (on
Information” section of this manual. stripped chassis).

EGES-305-2

• When routing test line, do not crimp line, run
line too close to moving parts, or let line touch
hot engine surfaces.
wheels.
9. Connect a test line from the crankcase pressure

test adapter to the magnehelic gauge on the
gauge bar or to a water manometer.

be fatal.
10. Run the engine to reach normal engine operating

70 °C (158 °F) or higher, before measuring
crankcase pressure.
11. Run engine at high idle (no load) rpm. Allow the
gauge reading to stabilize before taking pressure
reading.
12. Record crankcase pressure on Diagnostic Form.
• If pressure is below specification, go to “Test
15. Test Drive (Full load, rated speed) (page
265).”
• If pressure is above specification, continue
with step 13.
13. Do “Test 10. Relative Compression (page 247)”
Figure 301 Crankcase pressure sounding tube to pin point suspect cylinders.
14. Do “Test 9. Injector Disable (page 242)” to further
7. Install extended oil fill tube in oil fill cap opening pin point suspect cylinders.
8. Install Crankcase Pressure Test Adapter on the 15. Inspect air induction for dirt ingestion.
extended oil fill tube. 16. Measure compression with compression test
adapter and gauge. Compare compression
cylinder to cylinder.
EGES-305-2
Possible Causes
High oil consumption and excessive crankcase Dirt in air induction system
pressure may indicate
Badly worn or broken rings
Cylinder sleeves badly worn or scored
Leaking valve seals or worn valve guides
A restricted orifice in crankcase breather tool
Inoperative turbocharger
Normal oil consumption and excessive crankcase Leaking intake manifold gasket
pressure may indicate
EGES-305-2
15. Test Drive (Full load, rated speed)
Do the following tests in this section during one WARNING: To prevent personal injury or
test drive: death, when routing test line, do not crimp line,
Monitor Boost Pressure (MAP) using EST hot engine surfaces.
Monitor MAF using EST
Fuel Pressure
Monitor ICP using EST
15.1. Monitor Boost Pressure Using EST
Figure 303 Road performance session

Figure 302
engine operation.
Purpose 3. Monitor boost pressure (also called Manifold
Absolute Pressure (MAP)).
To determine if the engine develops enough boost
pressure at the specified rpm. 4. Drive vehicle and make sure engine operating
temperature reaches 70 °C (158 °F) or higher.
Tools
5. Find a long, open stretch of road and setup EST
to record MAP during test drive.
6. When driving conditions are safe, select a suitable
gear, press accelerator pedal fully to the floor, and
accelerate to rated speed at 100% load.
WARNING: To prevent personal injury or 7. After parking vehicle, replay snapshot for MAP
death, read all safety instructions in the “Safety and find data for MAP reading. Record MAP
Information” section of this manual. reading on Diagnostic Form.
• If boost pressure is to specification, do not
1. See “Appendix A: VT 275 Performance continue with Performance Diagnostics
Specifications(page 571)” for specifications and
record on Diagnostic Form. • If boost pressure is not to specification,
continue Performance Diagnostics.
EGES-305-2
Possible causes
Intake leaks (hoses, clamps)
Boost leaks
Restricted intake or exhaust
Exhaust leaks
Low fuel pressure
Low ICP
Control system faults
Inoperative EGR control valve
Inoperative fuel injectors
Biased BAP, ICP, MAF, or MAP sensor
Power cylinder condition
EGES-305-2
15.2. Monitor Mass Air Flow (MAF) Using EST
Figure 304
Purpose
To determine if the engine develops enough MAF at Session File window, select Open to monitor
the specified rpm engine operation.
Tools 3. Monitor Mass Air Flow (MAF).
• EST with MasterDiagnostics® software 4. Drive vehicle and make sure engine operating
• EZ-Tech® interface cable temperature reaches 70 °C (158 °F) or higher.
to record MAF during test drive.
WARNING: To prevent personal injury or 6. When driving conditions are safe, select a suitable
death, read all safety instructions in the “Safety gear, press accelerator pedal fully to the floor, and
Information” section of this manual. accelerate to rated speed at 100% load.
7. After parking vehicle, replay snapshot for MAF
1. See “Appendix A: VT 275 Performance and find data for MAF reading. Record MAF
Specifications(page 571)” for specifications and reading on Diagnostic Form.
record on Diagnostic Form.
• If MAF is to specification, do not continue with
Performance Diagnostics
• If MAF is not to specification, continue
WARNING: To prevent personal injury, Performance Diagnostics.
death, including damage to the engine or vehicle,
when routing test line, do not crimp line, run line Possible causes
too close to moving parts, or let line touch hot
engine surfaces. Intake leaks (hoses, clamps)
Restricted intake
Control system faults
Biased MAF sensor
Power cylinder condition
EGES-305-2
15.3. Fuel Pressure (Full Load, Rated Speed)

Do the following tests this section during one test
drive:
• Monitoring Boost Pressure using EST
• Fuel Pressure Information” section of this manual.
• Monitoring ICP using EST • When taking fuel sample:
• Do not smoke.

Figure 306 a good hand cleaner. Wash or properly dispose of
Purpose skin and could cause cancer.
To determine if the fuel system supplies the engine
with the correct fuel quantity and pressure at full load
Tools to the environment. Recycle or dispose of engine
• 0-160 psi gauge (on gauge bar tool)
• ICP system test adapter or bodies of water.
• Fuel pressure gauge, see “Test 5. Fuel Supply 1. See “Appendix A: VT 275 Performance
System (page 224).” Specifications” (page 571) for specifications
2. Remove interference parts on the engine to aid in
plug removal and system testing.
3. Remove plug from the fuel pressure test port at
the bottom of the secondary fuel filter housing, see
“Test 5. Fuel Supply System (page 224).”
4. Install the ICP system test adapter and assemble
and attach fuel pressure gauge, see “Test 5. Fuel
Supply System (page 224).”
5. The clear test line should be secured to prevent
it from being crimped, damaged, or lost. It will be
used later.
EGES-305-2
10. Memorize gauge reading for fuel pressure. After

parking vehicle, record reading on Diagnostic
WARNING: To prevent personal injury or Form; do not record reading while driving.
death, when routing test line, do not crimp line,
• If fuel pressure is below specification, do Test
5 including measure fuel inlet restriction.
hot engine. Secure the gauge and test line to not
obstruct vehicle operation. 11. Remove interference parts on the engine to aid
in removing test equipment and reinstallation of
plug.
6. Reinstall interference parts remove, route test line
and gauge to the cab for monitoring. 12. Remove fuel test fitting, inspect and lubricate the
plug O-ring and install plug.
7. Drive vehicle and make sure engine operating
temperature reaches 70 °C (158 °F) or higher. 13. Replace interference parts.
8. Find a long, open stretch of road.
EGES-305-2
Possible Causes
Inoperative fuel tank transfer pump
Debris in tank
Water or contaminants in fuel tank
A kinked, bent, loose, or broken fuel supply line or a cracked or
restricted pickup tube screen.
Failed seals for fuel lines between fuel tanks, ice in fuel lines, fuel
supply line broken or crimped, or restriction in the fuel line from
the fuel tank to the HFCM
The primary or secondary fuel filter restricted or leaking. Waxed or
jelled fuel in either of the fuel filters. (Usually Grade 2-D). Cloudy
fuel indicates that fuel grade is unsuitable for cold temperatures.
Restriction from the fuel tank to the HFCM can cause
high-restriction and low fuel pressure.
A kinked or bent fuel supply line or a blocked pickup tube screen
can cause high restriction and low fuel pressure.
A loose fuel line on the suction side of the fuel system can ingest
air into the system and cause low fuel pressure.
Dirty or plugged fuel filters can cause high-restriction and low
fuel pressure.
Inoperative HFCM
Inoperative or stuck fuel pressure regulator valve.
Fuel Restriction Debris in tank
A kinked or bent fuel supply line or a blocked pickup tube strainer
can cause high-restriction and low fuel pressure.
Dirty filter element
Waxed or jelled fuel in the fuel filter will cause high-restriction and
low fuel pressure. (Usually Grade 2-D)
Inoperative fuel pressure regulator valve.
EGES-305-2
15.4. Monitoring ICP using EST

Do the following tests this section during one test
drive:
• Monitoring Boost Pressure using EST Information” section of this manual.
• Fuel Pressure
• Monitoring ICP using EST


Figure 307 of engine fluids in the trash, on the ground, in sewers,
or bodies of water.
Purpose 1. See “Appendix A: VT 275 Performance

Specifications(page 571)” for specifications and
To determine if the ICP system is providing sufficient record on Diagnostic Form.
hydraulic pressure to operate the injectors
Tools
ICP system test adapter
Fuel pressure gauge, see “Test 5. Fuel Supply
System (page 224).”
Clear container (for oil sample)

engine operation.
3. Monitor ICP.
4. Drive vehicle and make sure engine operating
temperature reaches 70 °C (158 °F) or higher.
EGES-305-2

to record ICP during test drive.
death, comply with the following when taking oil
samples:
• Do not route oil line close to moving parts.
7. After parking vehicle, replay snapshot for ICP and
find data for ICP reading. Record ICP reading on • Do not let oil line touch hot engine surfaces.
Diagnostic Form.
• Use caution not to burn hands.
• If ICP is to specification, do not continue with
Performance Diagnostics
12. Start and run engine at high idle for two minutes.
• If ICP is not to specification, continue with Record ICP initially as high idle is set, then again
step 8. after two minutes. Compare the two ICP readings.
ICP that rises above the spec, at any point during
8. Turn off engine
the two minutes, indicates aeration.
13. Return engine to low idle, take oil sample, and
check for foam.
gauge.
• If oil is aerated, a large quantity of air bubbles
mixed throughout the oil, or foam build up on
top of the oil sample will be seen. Correct
condition.
• If oil is not aerated, disconnect ICP sensor
and check engine stability. If problem
is corrected, see “ICP (Injection Control
Pressure) Sensor (page 447)” in the
• If ICP is still high or unstable, replace IPR
following procedures in Engine Service
Manual and retest.
14. Turn off engine
15. Clean and inspect the EOP switch sealing
surfaces and O-ring. Replace O-ring if necessary.
Lubricate the EOP switch O-ring.
Figure 309 Fuel pressure test fitting installed
16. Remove Fuel Pressure Test Fitting from EOP port.
Install the EOP switch in the EOP port.
10. Remove EOP switch and install Fuel Pressure
Test Fitting. NOTE: Oil will spill out; catch oil in a container or
catch provided in step 14. As quickly as possible
install the EOP switch.
NOTE: See fuel pressure gauge manufactured or

obtained in “Test 5. Fuel Supply System (page
224)” of this section.
EGES-305-2
Possible causes
Failed ICP sensor circuit
Failed ICP sensor
Inoperative IPR valve
Inoperative high-pressure oil pump
ICP system leakage
The ECM directs the IPR valve to reduce ICP
caused by low boost pressure, an incorrect
feedback signal from APS, or an incorrect feedback
signal from the ICP sensor.
EGES-305-2
EGES-305-2
7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS 275
Table of Contents
Description. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .279
EGED 310-1 Diagnostic Form. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .279

Electronic Control System Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .279
Sensor and Actuator Locations. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .281

Engine Mounted Components. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .281
Vehicle Mounted Components. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .282
Diagnostic Procedures for Sensors and Actuators. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .283

Pin Grip Inspection. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .283
VREF Tests using MasterDiagnostics®. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .283
Temperature Sensor Tests using MasterDiagnostics®. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .284
Pin-Point Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .285

Voltage Checks - Connectors. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .285
Voltage Checks - Connector to Ground. . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .285
Harness Resistance Checks. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .286
Operational Voltage Checks. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .286
Circuit Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .287

AMS (Air Management System). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .287
AMS Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .288
APS/IVS (Accelerator Pedal Position Sensor and Idle Validation Switch). . . . . . . . . . . . . . . . . . . . . . . . .291
APS/IVS Circuit Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .293
APS/IVS Operational Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .296
APS/IVS Pin-Point Diagnostics (CF). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .298
APS/IVS Pin-Point Diagnostics (Stripped Chassis). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .302
ATA (American Trucking Association) Datalink. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .306
ATA Circuit Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .307
ATA Pin-Point Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .309
BAP (Barometric Absolute Pressure) Sensor. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .311
BAP Circuit Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .312
BAP Pin-Point Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .313
BCS (Boost Control Solenoid) Assembly. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .316
BCS Circuit Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .317
BCS Assembly Pin-Point Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .318
Brake Switch Circuits. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .321
Brake Switch Circuit Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .322
Brake Switch Circuits Pin-Point Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .323
CAN (Controller Area Network) Communications. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .325
CAN Pin-Point Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .327
CKP (Crankshaft Position) Sensor. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .329
CKP Circuit Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .330
CKP Pin-Point Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .331
CMP (Camshaft Position) Sensor. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .333
EGES-305-2
276 7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS
CMP Circuit Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .334

CMP Pin-Point Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .335
ECI (Engine Crank Inhibit) System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .337
ECI Circuit Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .339
ECL Sensor (Engine Coolant Level). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .341
ECL Circuit Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .342
ECL Pin-Point Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .343
ECM (Electronic Control Module) Self-Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .345
ECM Self Diagnostic Trouble Codes (DTCs). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .345
ECM/IDM (Electronic Control Module and Injector Driver Module) Communications. . . . . . . . . . . .348
ECM/IDM Circuit Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .349
ECM/IDM Pin-Point Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .351
ECM PWR (Electronic Control Module Power). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .355
ECM PWR Circuit Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .356
ECM PWR Pin-Point Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .358
ECT (Engine Coolant Temperature) Sensor. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .361
ECT Circuit Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .363
ECT Operational Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .364
ECT Pin-Point Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .366
EFAN Control (Engine Fan Control). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .368
Fan Clutch Circuit Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .368
Fan Clutch Pin-Point Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .370
EGR (Exhaust Gas Recirculation) Control. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .374
EGR Circuit Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .376
EGR Pin-Point Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .379
EOP (Engine Oil Pressure) Switch. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .396
EOP Circuit Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .397
EOP Operational Diagnostics - DTC 225. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .398
EOP Operational Diagnostics - DTC 313. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .399
EOP Pin-Point Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .401
EOT (Engine Oil Temperature) Sensor. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .403
EOT Circuit Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 405
EOT Operational Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .406
EOT Pin-Point Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .408
EWPS (Engine Warning and Protection System). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .410
EWPS Operational Descriptions. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .411
EWPS Operational Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .412
GPC (Glow Plug Control) Circuit. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .415
GPC Circuit Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .416
GPC Pin-Point Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .418
HFCM (Horizontal Fuel Conditioning Module) Fuel Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .421
Fuel Pump Circuit Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .422
Fuel Pump Pin-Point Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .424
IAH (Inlet Air Heater) Circuit. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .431
IAH Circuit Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .432
IAH Pin-Point Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .434
IAT (Intake Air Temperature) Sensor. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .438
IAT Circuit Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .439
IAT Operational Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .441
IAT Pin-Point Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .444
ICP (Injection Control Pressure) Sensor. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .447
EGES-305-2
ICP Circuit Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .448

ICP Operational Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .450
ICP Pin-Point Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .453
ICP (Injection Control Pressure) System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .457
ICP System Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .458
IDM PWR (Injector Drive Module) Power. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .466
IDM PWR Circuit Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .467
IDM PWR Pin-Point Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .469
12-Pin Breakout Harness. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .470
INJ (Injector Drive) Circuits. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .475
INJ Circuit Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .475
INJ Pin-Point Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .476
IPR (Injection Pressure Regulator). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .483
IPR Circuit Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .484
IPR Pin-Point Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .486
IST (Idle Shutdown Timer) System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .488
IST Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .488
MAF (Mass Air Flow) Sensor. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .490
MAF Circuit Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .492
MAF Pin-Point Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .494
MAP (Manifold Absolute Pressure) Sensor. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .497
MAP Circuit Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .498
MAP Operational Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .499
MAP Pin-Point Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .501
MAT (Manifold Air Temperature) Sensor. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .505
MAT Circuit Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .506
MAT Operational Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .507
MAT Pin-Point Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .509
SCCS (Speed Control Command Switches). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .511
SCCS Circuit Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .511
SCCS Pin-Point Diagnostics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .513
Tachometer Output Circuit. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .518
Tachometer Pin-Point Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .519
VREF (Reference Voltage). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .521
VREF Circuit Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .522
VREF Pin-Point Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .523
WIF (Water In Fuel) Sensor. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .526
WIF Circuit Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .527
WIF Operational Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .527
WIF Pin-Point Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .528
EGES-305-2
EGES-305-2
Description EGED 310-1 Diagnostic Form

Electronic Control System Diagnostics
This section includes the following diagnostic
information: Engine diagnostic forms assist technicians in
troubleshooting International® VT 275 diesel engines.
Electronic Control System Diagnostic form EGED
Diagnostic schematics and signal values help
310-1
technicians find problems systematically and quickly
Sensor and actuator locations to avoid unnecessary repairs.
Sensor and actuator tests
Diagnostic procedures for sensors and actuators
Pin-point diagnostics
Circuit diagnostics - Circuit diagnostics pertain
to a specific ECM circuit and has the following
structure:
Function diagram and text
Circuit diagram and diagnostic tests to diagnose
Diagnostic Trouble Codes (DTCs) and verify circuit
functions
EGES-305-2
Figure 310 Electronic Control System Diagnostics form EGED 310-1 (front)
The front side of the Electronic Control System Electronic Control System Diagnostic Form
Diagnostics form EGED 310-1 consists of a circuit EGED 310-1 is available in 50 sheet pads and can
diagram for electrical components mounted on the be ordered from:
engine and related vehicle circuits. For detailed
International Truck and Engine Corporation
description of vehicle circuits see Electrical Circuit
Order Desk
Diagram manual for circuit numbers, connector and
fuse locations. The back side of the form consists of Printing and Distribution Services
signal values for the engine circuits. C/O Moore Wallace North America
NOTE: All recorded signal values are with the 1750 Wallace Avenue
Breakout Box installed on the Electronic Control St. Charles, IL 60174
Module (ECM) and harness.
Phone (630) 313-7507
EGES-305-2
Sensor and Actuator Locations

Engine Mounted Components
Figure 311 Top
Figure 312 Front
EGES-305-2
Figure 313 MAF/IAT location
Vehicle Mounted Components
Figure 314 APS/IVS sensor (CF)
The APS/IVS sensor is located above the accelerator

pedal. Figure 315 APS/IVS sensors (stripped chassis)
The BAP sensor is located in the Driver Control

Module (DCM) near the steering column.
EGES-305-2
Diagnostic Procedures for Sensors 3. Inspect the harness connector sealing surfaces to
and Actuators insure a tight, water proof seal.
Pin Grip Inspection 4. Check the pin grip in both the female and male
terminals by inserting the correct tool from
Terminal Test Adapter Kit.
VREF Tests using MasterDiagnostics®

1. Plug the Electronic Service Tool (EST) tool into
the American Trucking Association (ATA) datalink
connector and start MasterDiagnostics®.
2. Disconnect sensor to be tested.
3. Install correct breakout harness to engine harness
only.
4. Turn ignition switch to ON (do not crank the
engine).
5. Monitor signal voltage with the EST using
continuous monitor session and initiating KOEO
Continuous Monitor Test. Voltage should be near
Figure 316 Male pin grip test
0, unless the signal circuit is shorted or incorrectly
wired to VREF, B+, or other voltage sources. See
diagnostic table in this section for the sensor
being tested.
Figure 317 Female pin grip test
Figure 318 Vref check

1. Disconnect the harness connector from the
switch, sensor, or actuator.
2. Inspect for corrosion, bent pins, spread terminals, 6. Use a Digital Multimeter (DMM) to verify VREF at
or conditions that could cause a loose or BLUE (VREF) pin in breakout harness (should be 5
intermittent connection. ± 0.5 volts).
EGES-305-2
Vref check with breakout harness 10. Use the EST to clear DTCs.
Greater 5 ± 0.5 V Check VREF for short • If an active DTC remains after checking test
than 5.5 to B+ conditions, replace sensor.
volts
Less than 5 ± 0.5 V Check VREF for open
Temperature Sensor Tests using
4.5 volts or short to ground
MasterDiagnostics®
7. Install 500 ohm resistor harness between GREEN 1. Plug the EST tool into the ATA connector and start
(signal circuit), and BLUE (VREF) pin of breakout MasterDiagnostics®.
harness. Monitor signal voltage with EST.
2. Disconnect sensor to be tested.
Vref check with 500 ohm harness 3. Install correct breakout harness to engine harness
Less than 5 ± 0.5 V Check signal circuit only.
4.5 volts for open or short to 4. Turn ignition switch to ON (do not crank the
ground engine).
5. Monitor signal voltage with the EST using
Continuous Monitor test (should be 5 ± 0.5 volts).
See diagnostic table in this section for the sensor
being tested.
KOEO Continuous Monitor Test

Less than 5 ± 0.5 V Check signal
4.6 volts circuit for short to
ground
Greater 5 ± 0.5 V Check signal
than 5.5 circuit for short to
volts B+
6. Install 3-Banana plug harness between GREEN

(signal circuit), and BLACK (signal ground) pin of
breakout harness.
Figure 319 Ground resistance check
KOEO Continuous Monitor Test with 3-Banana
plug harness
8. Use a DMM to check resistance from BLACK pin
(signal ground) of breakout harness to chassis More than Check ground circuit for open
ground. 0.127 volts or high resistance
Ground resistance check 7. Remove 3-Banana plug harness.
Resistance is Check for open or high 8. Connect engine or chassis harness to sensor.
greater than 5 ohm resistance between Correctly connect the harness to the sensor to
ECM and sensor insure a complete water tight connection.
connector 9. Use the EST to clear DTCs.
9. Connect engine or chassis harness to sensor. • If an active DTC remains after checking test
Correctly connect the harness to the sensor to conditions, replace sensor.
insure a complete water tight connection.
EGES-305-2
Pin-Point Diagnostics Voltage Checks - Connector to Ground

Voltage Checks - Connectors

CAUTION: The ECM harness connectors must death, always disconnect main negative battery
be properly seated and the connector latched to cable first. Always connect the main negative
avoid possible driveability or no-start conditions. battery cable last.
Installing ECM connectors on an angle may cause
an improper connection, misdiagnosis, and damaged
components. Install the connector until the lever 1. Disconnect negative battery cable.
pivots and seats. Apply light pressure to position the
2. Use breakout harness to measure resistance from
connector on the ECM and then fully seat connector.
the lead of the harness to the negative battery
cable.
1. Turn ignition switch to ON (do not crank the
engine). Voltage Checks - Connector to Ground
2. Plug correct breakout harness into the harness Sensor signal ground Should measure less
connector. circuits than 5 ohms (5 Ω)
3. Measure voltage at each pin with a DMM. VREF and signal circuits Should measure more
than 1 kilo-ohm (1 kΩ)
4. Compare sensor or actuator voltage readings with
the expected voltages listed in the diagnostic table The control side of an The expected voltage
in this section for circuits being tested, this test will actuator will measure for the other side of
verify circuit integrity. more than 1 kilo-ohm the actuator circuit will
measure the voltage
If a breakout harness is not available, use the that the control side
correct tool from Terminal Test Adapter Kit. Do was switching, either
not directly probe the connector terminals with the power or ground
DMM leads.
If the ECM is switching The other side of the
5. Turn ignition switch to OFF. the ground circuit actuator circuit should
measure more than
For circuits without an expected voltage, this test will
1 kilo-ohms from the
determine if that circuit is shorted or miss-wired to VREF,
connector terminal to
B+ or other voltage sources.
battery ground
If the ECM is switching The other side of
the power circuit the actuator circuit
should measure less
than 5 ohms from the
connector terminal to
battery ground
EGES-305-2
Harness Resistance Checks Operational Voltage Checks

Operational voltages checks determine in-range faults
or intermittent connections.
CAUTION: To prevent engine damage, turn ignition
switch to OFF before unplugging the connector or To determine in-range faults and intermittent
relay for the ECM and IDM. Failure to turn ignition connections, monitor a suspected circuit and recreate
switch to OFF will cause a voltage spike and damage conditions likely to cause the problem.
to electrical components.
• Monitor signal voltage with the EST using
1. Check harness resistance if a high resistance or Continuous Monitor Test. See diagnostic table in
open circuit is suspected. this section for the sensor being tested.
2. Connect Breakout Box to the ECM end of the • Use a DMM and correct breakout harness or a
harness only. DMM and Breakout Box. See diagnostic table in
this section for circuits being tested.
3. Measure resistance from breakout harness pin to
the Breakout Box pin. Circuit wires should have a
resistance of less than 5 ohms.
EGES-305-2
Circuit Diagnostics
AMS (Air Management System)
Figure 320 Air induction/exhaust system diagram

1. Dual turbocharger assembly 5. EGR cooler 10. Exhaust manifold (right)
2. Exhaust outlet (to atmosphere) 6. Intake manifold 11. EGR valve assembly
3. Exhaust tubing 7. Exhaust manifold (left) 12. Air inlet duct
4. MAF/IAT sensor, air inlet (from 8. Cylinder head (left) 13. Charge Air Cooler
air filter assembly) 9. Cylinder head (right)
EGES-305-2
The Air Management System includes the the EGR valve opens allowing cooled exhaust gases
following: to enter the intake manifold to be mixed with filtered
intake air. The mixed air is then is recycled through
Air filter assembly
combustion process. The EGR actuator is located at
Dual stage turbocharger with pneumatic actuator the front of the engine on the intake manifold.
Charge Air Cooler (CAC) The EGR drive module controls the actuator motor
MAF/IAT sensor and is chassis mounted near the IDM and ECM
modules.
MAP sensor
The ECM calculates the appropriate desired EGR
Intake manifold valve position in response to the changing engine
Intake valves speed, fuel desired, operator demand, engine
operating temperatures, boost pressure and altitude.
Exhaust Gas Recirculation (EGR) system
Exhaust valves The ECM uses sensor input from the following:
Exhaust manifolds Accelerator Position Sensor (APS)
Exhaust tube assembly EGR actuator with position sensors
Catalytic converter - if equipped EGR drive module
Catalyzed Diesel Particulate Filter (CDPF) - if Mass Air Flow (MAF) sensor
equipped
Manifold Absolute Temperature (MAT) sensor
Barometric Absolute Pressure (BAP) sensor
AMS Operation Engine Coolant Temperature (ECT) sensor
Function Engine Coolant Level (ECL) sensor

Dual stage turbocharger
Manifold Absolute Pressure (MAP) sensor
The dual stage turbocharger responds directly
to engine loads. Different engine loads affect The EGR drive module provides feedback to
exhaust energy that determines turbocharger speed. the ECM on the valve position. The EGR drive
Turbocharger speed controls boost pressure for module interprets the ECM command and sends the
various engine loads. The dual stages of the command using three pulse width modulated signals
turbocharger contribute to the lowering of exhaust to the valve actuator.
emissions.
The system is closed loop control using the EGR
At engine low idle, engine load and boost are low. position signals. The EGR drive module provides a 9
As engine rpm increases, more fuel and air enter volt supply and ground to the Integrated Circuit (IC) in
the cylinders. Exhaust temperature and pressure the motor of the valve. When the EGR drive module
increase; higher exhaust energy increases turbine directs the valve to move, the IC with three Hall effect
and compressor speed that raises the pressure and sensors provides the EGR drive module with the valve
temperature of inlet boost air . position signals. The EGR drive module interprets the
three signals to determine valve position and sends
As engine rpm and load decrease, less fuel and
the information back to the ECM.
air enter the cylinders. Exhaust temperature and
pressure decrease; lower exhaust energy decreases
Fault Detection/Management
turbine and compressor speed that lowers the
pressure and temperature of boost air. The ECM continuously monitors the Air Management
System (AMS). When the ECM detects a fault in any
The Exhaust Gas Recirculation (EGR) system
of the interdependent systems. The ECM will set a
controls the amount of exhaust gas being introduced
DTC and illuminate the amber caution lamp.
to the intake manifold. When the EGR is commanded,
EGES-305-2
The Exhaust Gas Recirculation (EGR) actuator is

continuously monitored by the EGR drive module.
When an EGR control error is detected, the EGR
drive module sends a message to the ECM, a DTC
is set, and the amber caution lamp is illuminated.
For additional function and operational information,
see “EGR (Exhaust Gas Recirculation) Control (page
AMS DTCs
DTCs are read using the EST or by counting the
flashes from the amber caution and red warning
lamps.
NOTE: Before proceeding, make sure all sensor,

injector, and actuator electrical DTCs have been
repaired. Follow the procedures outlined in the
“Performance Diagnostics (page 211)” section of this
manual or Performance Diagnostics Form.
DTC 343
Excessive exhaust back pressure
This is an estimated value expressing excessive cylinder pressures based off of boost pressure.
MAP is continuously monitored through out the engine operation. DTC 343 is set when MAP is greater
than expected.
Possible Causes Comments
Turbocharger boost control (TCBC) Do “Performance Diagnostics Step 12 Boost Control(page 211).”
system failure
Biased high MAP sensor See “MAP Operational Diagnostics (page 497)” in this section.
EGES-305-2
DTC 346
Faults detected during EGR portion of the AMS Test
DTC 346 is set by the ECM during AMS test when the ECM measures MAF and does not see the expected
response in MAF.
EGR valve stuck or sticking Do “Performance Diagnostics (page 211).”
MAF sensor bias Check sensor signal frequency. See “MAF circuit diagnostics
(page 491).”
Obstruction in air inlet to MAF sensor Do “Performance Diagnostics (page 211).”
EGR control circuit Check sensor signal frequency. See “EGR circuit diagnostics
(page 376).”
Plugged air filter Do “Performance Diagnostics (page 211).”
Loose clamps for induction system Do “Performance Diagnostics (page 211).”
(MAF sensor to turbocharger)
Exhaust leaks (engine to turbocharger) Do “Performance Diagnostics (page 211).”
Plugged Exhaust system Do “Performance Diagnostics (page 211).”
EGES-305-2
APS/IVS (Accelerator Pedal Position Sensor and

Idle Validation Switch)
Figure 321 Function diagram for APS/IVS
EGES-305-2
The Function Diagram for the APS/IVS includes Function

the following:
The APS/IVS sensor is a cab mounted potentiometer
Accelerator Pedal Position Sensor and Idle sensor. When the APS receives a 5 volt reference
Validation Switch (APS/IVS) signal and a ground from the ECM, a linear analog
voltage signal from the sensor will indicate the
Injection Control Pressure Regulator (IPR)
operator’s demand for power. The IVS provides 0 or
Boost Control Solenoid (BCS) 12 volts to the ECM as redundant signal to verify the
Injection Driver Module (IDM) pedal idle position.
Fuel injector
Amber lamp (Warn Engine Lamp (WEL) for CF)
Electronic Control Module (ECM)
EGES-305-2
APS/IVS Circuit Operation
Figure 322 APS/IVS circuit diagram (CF)
The APS/IVS are integrated into one component and ECM Pin X4-18. The APS is grounded at Pin B from
mounted on the accelerator pedal assembly. The the ECM Pin X4-24.
APS/IVS sensor can be replaced without replacing
the complete assembly. APS Auto-Calibration
The ECM determines the accelerator pedal position by The ECM learns the lowest and highest pedal
processing input signals from the APS and the IVS. positions by reading and storing the minimum and
maximum voltage levels from the APS. In this manner
The accelerator pedal position is one of the controlling
the ECM auto-calibrates the system to allow maximum
variables in the calculation of desired injection control
pedal sensitivity. The ECM auto-calibrates as ignition
pressure.
switch is on, but when ignition switch is turned
OFF, these values are lost. When ignition switch is
APS
turned on again, this process starts over. When the
The ECM supplies a regulated 5 volt signal from ECM pedal is disconnected (or a new one is installed),
chassis connector Pin X4-4 to APS connector Pin C. the pedal does not need to be calibrated. It simply
The APS returns a variable voltage signal (depending auto-calibrates the new pedal assembly whenever
on pedal position) from the APS connector Pin A to ignition switch is turned on again.
EGES-305-2
IVS APS/IVS DTCs

The ECM expects to receive one of two signals DTCs are read using the Electronic Service Tool (EST)
through the ECM chassis connector Pin X4-12 from or by counting the flashes from the amber and red
APS/IVS connector Pin D: lamps.
• 0 volts when the pedal is at the idle position.
NOTE: If multiple APS/IVS DTCs are present, verify
• B+ when the pedal is depressed the APS/IVS part number is correct for the specific
vehicle model.
The IVS receives a 12 volt ignition voltage at Pin F
from the ignition fuse in the power distribution box.
NOTE: If elevated low idle rpm is experienced after
When the pedal is not in the idle position (throttle
replacing the pedal assembly or APS/IVS sensor, and
applied), the IVS supplies a 12 volt signal to the ECM.
there are no DTCs present, check pedal assembly or
The ECM compares APS/IVS inputs to verify when APS/IVS sensor part numbers for correctness.
the pedal is in the idle position. If the APS signal at
Pin X4-18 indicates throttle is being applied, the ECM DTC 131
expects to see 12 volts at the IVS. If the APS signal
APS Out of Range Low (ORL)
indicates throttle is not applied, the ECM expects to
see 0 volts at the IVS. The timing process is critical DTC 131 is set if the ECM detects less than 0.147
between the APS and IVS sensors. For this reason, it volts. Possible causes include a short to ground or
is very difficult to determine if the APS/IVS assembly an open in the APS signal circuit.
is working correctly when using a DMM. DTC 131 can be set due to a short to ground or an
open VREF or signal circuits. If the condition causing
Fault Detection/Management DTC 131 is intermittent and the condition is no
When ignition switch is on, the ECM continuously longer present, the code will become inactive and
monitors the APS/IVS circuits for expected voltages. normal engine operation will resume.
It also compares the APS and IVS signals for conflict. When DTC 131 is active the amber lamp (WEL for
If the signals are not what the ECM expects to see, CF) is illuminated.
DTCs will be set.
Any detected malfunction of the APS/IVS sensor DTC 132
circuit will illuminate the amber WEL. If the ECM
detects an APS signal Out of Range HIGH or LOW, APS Out of Range High (ORH)
the engine will ignore the APS signal and operate at DTC 132 is set if the ECM detects greater than 4.55
low idle. If a disagreement in the state of IVS and APS volts then the ECM restricts engine speed to idle.
is detected by the ECM and the ECM determines that
it is an IVS fault, the ECM will only allow a maximum DTC 132 can be set due to a short to VREF or B+
of 50% APS to be commanded. If the ECM cannot in the APS signal circuit.
discern if it is an APS or IVS fault, the engine will be When DTC 132 is active the amber lamp will be
allowed to operate at low idle only. illuminated.
EGES-305-2
DTC 133, 134 and 135 DTC 135

APS in-range faults IVS circuit fault
The ECM checks the voltage output of the APS If the APS is changing but IVS is constant, the
by comparing the APS signal with the IVS signal. ECM assumes the IVS is the conflict source and
APS and IVS signals can disagree in two cases: sets DTC 135. In this case the ECM limits the APS
signal to a lower value that provides less than full
• The APS signal indicates the pedal is pressed
rpm, but does not limit engine rpm to idle.
down to accelerate, but the IVS signal indicates
idle position. When DTC 135 is active the amber lamp (WEL for
CF) is illuminated.
• The APS signal indicates the pedal has been
released to allow the engine to return to idle, NOTE: DTC 133, 134, and 135 are caused by
but the IVS signal indicates off-idle position of intermittent conditions. These DTCs remain active
the pedal. until the vehicle has been shutdown and restarted.
They do not recover without cycling ignition switch.
If the ECM detects either of the above conditions,
Later calibration versions may allow DTC recovery
the ECM attempts to isolate the source of conflict
without cycling ignition switch.
and set the appropriate DTC.
Tools
DTC 133
APS signal in-range DTC
EZ-Tech Interface Cable
If the IVS signal is changing and the APS signal
is constant, the ECM assumes the APS is the Digital Multimeter (DMM)
conflict source and sets DTC 133. The engine rpm 3-Banana plug harness
is restricted to idle.
500-Ohm resistor harness
When DTC 133 is active the amber lamp (WEL for
CF) is illuminated. Breakout Box
APS/IVS breakout harness
DTC 134 Terminal Test Adapter Kit
APS signal and IVS disagree
The APS/IVS circuit requires the use of vehicle circuit
If neither the APS or IVS is changing, or both are diagrams. See applicable truck Circuit Diagram
changing, or the ECM cannot determine the DTC Manual for circuit numbers, connector and fuse
in specified time, DTC 134 is set and engine rpm locations.
is restricted to idle.
CF) is illuminated.
EGES-305-2
APS/IVS Operational Diagnostics

death, be careful to avoid rotating parts (belts and
fan) and hot engine surfaces.
EGES-305-2
WARNING: To prevent personal injury, use WARNING: To prevent personal injury or

care to prevent contact with the door edge when death, be careful around rotating parts (belts and
the cab is up and the door is open. fan) and hot engine surfaces.
1. Select D_ContinuousMonitor.ssn from the Open 5. Monitor APS signal voltage. Verify an active DTC
Session File window, select Open to open the for the APS/IVS circuit.
session.
6. If code is active, do step 8 and 9. Refer to Circuit
Checks - APS sensor table.
7. If code is inactive, wiggle connectors and wires
at all suspected problem locations. If circuit
continuity is interrupted, the EST will display
DTCs related to the condition.
8. Disconnect chassis harness from APS sensor.
NOTE: Inspect connectors for damaged pins,

corrosion, or loose pins. Repair if necessary.
9. Connect APS sensor breakout harness to chassis
harness only.

11. Connect chassis harness to sensor. Use the EST
to clear DTCs. If an active code remains after
2. Select Diagnostics from the menu bar. checking test conditions, inspect pedal assembly
for excessive wear. If pedal assembly is intact,
replace the APS/IVS sensor.
down menu.
the test.
EGES-305-2
APS/IVS Pin-Point Diagnostics (CF)
Circuit Checks - APS Sensor (CF)

Use EST, DMM, breakout harness, and 500-ohm resistor harness.
Test Condition Spec Checks
Sensor disconnected 0V If voltage greater than 0.147 volts, check signal circuit for
short to VREF or B+.
Measure voltage from Pin C 5 ± 0.5 V If voltage greater than 5.5 volts, check VREF for short to B+.
(BLUE) to ground with DMM If voltage is less than 4.5 volts, check VREF for open or short
to ground.
500 Ohm resistor harness 5V If voltage greater than 4.55 volts, check signal circuit for open
installed between Pin A or short to ground. Remove negative battery cable. Measure
(GREEN) and Pin C (BLUE) of resistance from Pin C to ground (spec > 1 kΩ) to check for
breakout harness. short to ground. Use a Breakout Box to measure from Pin A
to Pin X4-18 (spec < 5 Ω) to check for open in the harness.
Resistance from Pin B <5Ω If resistance is greater than 5 Ω, check for open or high
(BLACK) of breakout harness resistance between ECM and sensor connector. Use a
to chassis ground using DMM. Breakout Box and measure resistance from between Pin B
and Pin X4-24 (spec < 5 Ω)
EGES-305-2
Voltage Checks - Connector (CF)

Turn ignition switch to OFF. Disconnect harness from sensor. Inspect for bent pins or corrosion. Connect
breakout harness to chassis harness only. Turn ignition switch to ON.
Test Point Spec Comments
A to gnd 0 to 0.25 V Voltage greater than 0.25 volts, signal is shorted to VREF or B+
B to gnd 0V Ground circuit, no voltage expected
C to gnd 5 ± 0.5 V Voltage greater than specification, circuit shorted to B+; Voltage less
than specification, circuit open or shorted to ground
D to gnd 0 to 0.25 V Voltage greater than 0.25 volts, IVS signal circuit shorted to VREF or B+
F to gnd B+ Voltage less than 10.5 volts check circuit for open or high resistance,
blown fuse
NOTE: See applicable truck Circuit Diagram Manual for fuse location.
Resistance Checks - Connector to Chassis Ground (CF)
WARNING: To prevent personal injury or death, always disconnect main negative battery cable
first. Always connect the main negative battery cable last.
Turn ignition switch to OFF. Disconnect negative battery cable. Disconnect harness from sensor. Use
disconnected negative battery cable for ground test point.
A to gnd > 1 kΩ If less than 1 kΩ, check for short to ground
B to gnd <5Ω If greater than 5 Ω, check for open signal ground
C to gnd > 500 Ω If less than 500 Ω, check for short to ground
D to gnd > 1 kΩ If less than 1 kΩ, check for short to ground
F to gnd > 1 kΩ If less than 1 kΩ with fuse removed, check for short to ground
EGES-305-2
Harness Resistance Checks (CF)
Turn ignition switch to OFF. Connect breakout box X4 only to chassis harness only. Connect breakout
harness to chassis harness only.
X4-18 to A <5Ω If greater than 5 Ω, check for APS signal circuit open
X4-24 to B <5Ω If greater than 5 Ω, check for open signal ground
X4-4 to C <5Ω If greater than 5 Ω, check for open VREF circuit
X4-12 to D <5Ω If greater than 5 Ω, check for open IVS signal circuit
Fuse to F <5Ω If greater than 5 Ω, check for open IVS power circuit
EGES-305-2
Operational Voltage Checks - APS/IVS Sensor with Breakout Harness (CF)

Turn ignition switch to OFF. Check with breakout harness connected to sensor and engine harness. Turn
ignition switch to ON.
a. APS test points: (+) X4-18 to (-) X4-24 or (+) green and (-) black
b. IVS test points: (+) X4-12 to (-) X4-24 or (+) green and (-) black
Position Voltage % APS IVS Voltage Comments
Low idle 0.15 to 0.66 V 0% 0V IVS toggles just off
idle
High idle 3.84 to 4.4 V 98 to 102% B+
Operational Voltage Checks - APS/IVS Sensor with Breakout Box (CF)

Turn ignition switch to OFF. Check with breakout box connected X-4 only to ECM and engine harness. Turn
idle
High idle 3.84 to 4.4 V 98 to 102% B+
APS/IVS Diagnostic Trouble Code
DTC 131 = APS signal voltage was less than 0.147 volts for more than 0.35 seconds.
DTC 132 = APS signal voltage was greater than 4.55 volts for more than 0.35 seconds.
DTC 133 = APS signal in-range fault
DTC 134 = APS and IVS disagree
DTC 135 = Idle validation switch circuit fault - 50% APS only
EGES-305-2
APS/IVS Pin-Point Diagnostics (Stripped Chassis)
Figure 329 APS/IVS circuit diagram (Stripped Chassis)
Circuit Checks - APS Sensor (Stripped Chassis)

Use EST, DMM, breakout harness, and 500-ohm resistor harness.
Sensor disconnected 0V If voltage greater than 0.147 volts, check signal circuit for
short to VREF or B+.
Measure voltage from Pin D 5 ± 0.5 V If voltage greater than 5.5 volts, check VREF for short to B+.
(BLUE) to ground with DMM If voltage is less than 4.5 volts, check VREF for open or short
to ground.
500 Ohm resistor harness 5V If voltage greater than 4.55 volts, check signal circuit for open
installed between Pin E or short to ground. Remove negative battery cable. Measure
(GREEN) and Pin D (BLUE) of resistance from Pin C to ground (spec > 1 kΩ) to check for
breakout harness. short to ground. Use a Breakout Box to measure from Pin E
to Pin X4-18 (spec < 5 Ω) to check for open in the harness.
Resistance from Pin K <5Ω If resistance is greater than 5 Ω, check for open or high
(BLACK) of breakout harness resistance between ECM and sensor connector. Use a
to chassis ground using DMM. Breakout Box and measure resistance from between Pin B
and Pin X4-24 (spec < 5 Ω)
EGES-305-2
Voltage Checks - Connector (Stripped Chassis)

breakout harness to chassis harness only. Turn ignition switch to ON.
E to gnd 0 to 0.25 V Voltage greater than 0.25 volts, signal is shorted to VREF or B+
K to gnd 0V Ground circuit, no voltage expected
D to gnd 5 ± 0.5 V Voltage greater than specification, circuit shorted to B+; Voltage less
than specification, circuit open or shorted to ground
G to gnd 0 to 0.25 V Voltage greater than 0.25 volts, IVS signal circuit shorted to VREF or B+
J to gnd B+ Voltage less than 10.5 volts check circuit for open or high resistance,
blown fuse
Resistance Checks - Connector to Chassis Ground (Stripped Chassis)
E to gnd > 1 kΩ If less than 1 kΩ, check for short to ground
K to gnd <5Ω If greater than 5 Ω, check for open signal ground
D to gnd > 500 Ω If less than 500 Ω, check for short to ground
G to gnd > 1 kΩ If less than 1 kΩ, check for short to ground
J to gnd > 1 kΩ If less than 1 kΩ with fuse removed, check for short to ground
EGES-305-2
Figure 330 APS/IVS circuit diagram (Stripped Chassis)
Harness Resistance Checks (Stripped Chassis)
Turn ignition switch to OFF. Connect breakout box X4 only to chassis harness only. Connect breakout
harness to chassis harness only.
X4-18 to E <5Ω If greater than 5 Ω, check for APS signal circuit open
X4-24 to K <5Ω If greater than 5 Ω, check for open signal ground
X4-4 to D <5Ω If greater than 5 Ω, check for open VREF circuit
X4-12 to G <5Ω If greater than 5 Ω, check for open IVS signal circuit
Fuse to J <5Ω If greater than 5 Ω, check for open IVS power circuit
EGES-305-2
Operational Voltage Checks - APS/IVS Sensor with Breakout Harness (Stripped Chassis)
Turn ignition switch to OFF. Check with breakout harness connected to sensor and engine harness. Turn
idle
High idle 3.55 to 4.4 V 98 to 102% B+
Operational Voltage Checks - APS/IVS Sensor with Breakout Box (Stripped Chassis)
Turn ignition switch to OFF. Check with breakout box connected X-4 only to ECM and engine harness. Turn
idle
High idle 3.55 to 4.4 V 98 to 102% B+
APS/IVS Diagnostic Trouble Code
DTC 131 = APS signal voltage was less than 0.147 volts for more than 0.35 seconds.
DTC 132 = APS signal voltage was greater than 4.55 volts for more than 0.35 seconds.
DTC 133 = APS signal in-range fault
DTC 134 = APS and IVS disagree
DTC 135 = Idle validation switch circuit fault - 50% APS only
EGES-305-2
ATA (American Trucking Association) Datalink
Figure 331 Function diagram for the ATA datalink
The function diagram for the ATA datalink Function

includes the following:
The Data Communication Link signal is a 0 to 5 volts
EST with MasterDiagnostics® software variable width square wave form signal that enables
communication between the MasterDiagnostics®
software and the ECM. The data communication link
Injection Driver Module (IDM) also allows for programming the IDM.
EGES-305-2
ATA Circuit Operation
Figure 332 ATA circuit diagram
The ECM communicates with the EST and The ATA datalink supports the following
MasterDiagnostics® software through the EST functions:
connector. The EST communicates with the ECM
Transmission of engine parameter data
through the ATA datalink using Standard Corporate
Protocol (SCP). Transmission and clearing of DTCs
The IDM uses ATA only for programming. Diagnostics and trouble shooting
The ATA circuit uses a twisted wire pair. All repairs Programming performance parameter values
must maintain one complete twist per inch along the Programming engine and vehicle features
entire length of the circuit. This circuit is polarized (one
positive and one negative) and reversing the polarity Programming calibrations and strategies in the
of this circuit will disrupt communications. ECM and IDM
ATA Datalink Connector Fault Detection/Management

Vehicles are equipped with the ATA datalink connector The ECM continuously monitors the ATA datalink
for communication between the Electronic Control for an open, short or intermittent connection. If
Module (ECM) and the EST. an active DTC occurs on the ATA datalink, the
MasterDiagnostics® software will not display correct
data.
The IDM uses ATA for programming only. DTCs are
not transmitted from the IDM through the ATA datalink.
EGES-305-2
ATA DTCs
flashes from the amber and red lamps.
DTC 231 Tools

ATA data communication link error EST with MasterDiagnostics® software
DTC 231 is set when the ECM can not access the EZ-Tech® interface cable
ATA datalink. When this occurs, ATA data can
Digital Multimeter (DMM)
not be retrieved using the EST. DTCs can only be
retrieved using the cruise control feature. Breakout Box
DTC 231 can be set when the any of the following Breakout harness
conditions occur:
ATA circuit diagnosis requires the use of vehicle
a. Failed ATA device (transmission controller circuit diagrams. See the applicable truck Circuit
or anti-lock brake controller) is connected Diagram Manual for circuit numbers, connector and
to ATA bus and pulls signal to ground. fuse locations.
b. ATA+ or ATA- open or shorted
c. Number of ATA devices exceeds limit
d. Failed ECM
CF) is not illuminated.
EGES-305-2
ATA Pin-Point Diagnostics
Voltage Checks - Connector at EST

Turn ignition switch to ON (the engine should not be started).
Test Point Spec Signal Comments
B to A B+ Voltage Voltage should be at B+ at all times. If no
voltage is present, check ground and power
circuits.
Voltage Checks - EST to Ground
Turn ignition switch to OFF and disconnect negative battery cable.

F to gnd > 1 kΩ ATA + If less than 1 kΩ, check for short to ground
through harness or internal within the ECM
G to gnd > 1 kΩ ATA -
and IDM. Disconnect ECM and IDM and
measure ground again. If short is still present,
disconnect other devices connected to data
communication link and retest. If short is still
present, repair harness.
B to gnd > 1 kΩ Power With fuse removed, if less than 1 kΩ, check for
short to ground.
A to gnd <5Ω gnd If greater than 5 Ω, check for an open circuit.
The EST tool will not communicate.
EGES-305-2
Harness Resistance Checks - EST and Dash
Turn ignition switch to OFF, disconnect negative battery cable, and install Breakout Box.
F to ECM X4-20 <5Ω ATA + Resistance from ECM chassis connector to
EST connector.
G to ECM X4-21 <5Ω ATA - Resistance from ECM chassis connector to
EST connector.
F to IDM X3-28 <5Ω ATA + Resistance from IDM connector to EST
connector.
G to IDM X3-29 <5Ω ATA - Resistance from IDM connector to EST
connector.
B to fuse <5Ω Power Resistance from EST connector to power
fuse. See the applicable truck Circuit Diagram
Manual for circuit numbers, connector and fuse
locations.
A to gnd <5Ω gnd If greater than 5 Ω, check for an open circuit.
Open circuit will prevent EST power up.
Diagnostic Trouble Code Description
231 ATA data communication link error - ATA wiring or connector
EGES-305-2
BAP (Barometric Absolute Pressure) Sensor
Figure 335 Function diagram for the BAP sensor
The function diagram for the BAP sensor includes Function

the following:
The BAP sensor is a cab mounted variable
Barometric Absolute Pressure (BAP) sensor capacitance sensor. The ECM supplies a 5 volt
reference signal which the BAP sensor uses to
produce a linear analog voltage signal that indicates
Injection Driver Module (IDM) pressure.
Boost Control Solenoid (BCS) assembly The primary function of the BAP sensor is to provide
Fuel injector a feedback signal to the ECM to adjust fuel timing
and quantity. The ECM monitors the BAP signal to
Amber Lamp (Warn Engine Lamp (WEL) for CF) determine altitude, adjust fuel timing and quantity,
Exhaust Gas Recirculation (EGR) glow plug operation, and air heater operation.
EGES-305-2
BAP Circuit Operation
Figure 336 BAP circuit diagram
The BAP sensor is supplied with a 5 volt reference DTC 151

at Pin 2 from ECM Pin X4-4 . The BAP sensor is
BAP signal out of range high
grounded at Pin 1 from ECM Pin X4-24. The BAP
sensor returns a variable voltage signal from Pin 3 to DTC 151 is set when the BAP signal is greater
ECM at Pin X3-24. than 4.95 volts for more than 0.5 second.
DTC 151 can be set when the signal circuit is
Fault Detection/Management shorted to VREF or B+ or a failed BAP sensor.
When the ECM detects the BAP voltage signal out of When DTC 151 is active the amber lamp (WEL for
range high or low, the ECM will ignore the BAP signal CF) is illuminated.
and use the Manifold Absolute Pressure (MAP) signal
generated at low idle as an indication of barometric
pressure. When a MAP fault is detected, the BAP DTC 152
signal will default to barometric pressure at sea level, BAP signal out of range low
100.24 kPa (29.6 in Hg).
DTC 152 is set when the BAP signal is less than
BAP DTCs 1.0 volt for more than 0.5 seconds.
DTCs are read using the EST or by counting the DTC 152 can be set when the signal circuit is
flashes from the amber and red lamps. shorted to ground or open. If the VREF is shorted to
ground, DTC 152 can be set. A failed BAP sensor
can set DTC 152.
CF) is illuminated.
EGES-305-2
Tools
Breakout Box
BAP Pin-Point Diagnostics

See applicable truck Circuit Diagram Manual for circuit
numbers, connector and fuse locations.
Voltage Checks - Connector

Turn ignition switch to OFF. Disconnect harness from sensor. Inspect for bent pins or corrosion. Turn
1 to gnd 0 to 0.25 V If greater than 0.25 volts, check ground circuit for open or
high resistance. Check signal ground for short to VREF or B+.
2 to gnd 5 ± 0.5 V If voltage is not to specification, VREF circuit is shorted to
ground, shorted to B+, or open.
3 to gnd 0 to 0.25 V If voltage greater than 0.25 volts, signal circuit is shorted
to VREF or B+.
Resistance Checks - Connector to Chassis Ground
1 to gnd > 500 Ω If less than 500 Ω , check for short to ground.
2 to gnd >1 kΩ If less than 1 kΩ, check for VREF short to ground.
3 to gnd >1 kΩ If less than 1 kΩ, check for signal short to ground.
EGES-305-2
Harness Resistance Checks
Connect Breakout Box to chassis harness X3 and X4 only.

X4-24 to 1 <5 Ω If greater than 5 Ω, check for open signal ground
X4-4 to 2 <5 Ω If greater than 5 Ω, check for open VREF
X3-24 to 3 <5 Ω If greater than 5 Ω, check for open signal circuit
Figure 337 BAP circuit diagram
EGES-305-2
Operational Voltage Checks - BAP Sensor

Check with breakout box connected X3 and X4 only to ECM and chassis harness.
Test Point Voltage kPa (in Hg) Comments
X3-24 to X4-24 4.89 V 105 kPa (31.09 in Hg) High atmospheric pressure.
X3-24 to X4-24 4.60 V 100 kPa (29.61 in Hg) Normal atmospheric pressure at
sea level.
X3-24 to X4-24 2.60 V 60 kPa (17.766 in Hg) Normal atmospheric pressure at
10,000 feet.
BAP Diagnostic Trouble Codes
DTC 151 = Signal voltage was greater than 4.95 volts for more than 0.5 second
DTC 152 = Signal voltage was less than 1.0 volts for more than 0.5 seconds
EGES-305-2
BCS (Boost Control Solenoid) Assembly
Figure 338 Functional diagram for the BCS assembly
The Functional Diagram for the BCS assembly Function

The BCS assembly is a two position valve that
Boost Control Solenoid (BCS) assembly controls boost pressure going to the pneumatic
actuator. During engine operation, the ECM will
energize the BCS (100% duty cycle) dumping boost
Injection Pressure Regulator (IPR) pressure from the pneumatic actuator into the air
Accelerator Pedal Position sensor and Idle inlet, keeping the turbocharger bypass valve closed.
Validation Switch (APS/IVS) When boost pressure is higher then desired, the ECM
will de-energize the BCS allowing boost pressure to
Barometric Absolute Pressure (BAP) sensor the pneumatic actuator and opening the turbocharger
Camshaft Position (CMP) sensor bypass valve.
Crankshaft Position (CKP) sensor Actuator control is achieved by setting duty cycle to
100% or to 0% in response to engine speed, desired
Exhaust Gas Recirculation (EGR) valve fuel quantity, and altitude.
Mass Air Flow/Intake Air Temperature (MAF/IAT)
sensor
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BCS Circuit Operation
Figure 339 BCS circuit diagram
The BCS assembly receives ground at Pin 1 from Pin air management system, BCS wiring can be tested
4 of the 12-pin connector. The ECM controls the BCS with the following checks.
by sending a 100% duty cycle signal from Pin X2-18
to Pin 2 on the BCS. Tools
NOTE: Although BCS is duty cycle controlled, 0% and
100% cannot be monitored with DMM. Voltage, not EZ-Tech® interface cable
duty cycle, needs to be monitored. Digital Multimeter (DMM)
Fault Detection/Management Breakout Box
There are no specific Diagnostic Trouble Codes Terminal Test Adapter Kit
(DTCs) relating to the wiring or Output Circuit 12-pin breakout harness
Check (OCC) for the BCS. When diagnosing the
EGES-305-2
BCS Assembly Pin-Point Diagnostics
Voltage Checks - BCS

Disconnect the BCS connector, using DMM measure voltage. Negative lead Pin 1, positive lead to B+ at
alternator.
1 to B+ at alternator B+ If voltage is below specifications, check for an open

in the BCS ground circuit.
Voltage Checks - ECM (Output State Test)
CAUTION: To prevent engine damage, turn ignition switch to OFF before unplugging relays or the ECM
module. Failure to turn ignition switch to OFF could cause a voltage spike and damage the electrical
components.
Install Breakout Box X2 and X3 to ECM and harness. Connect 500 Ω resistor between X2-18 and X3-6.
Turn ignition switch to ON (do not crank the engine). Run Output State Tests, see “Diagnostic Tests” in the
“Diagnostic Software Operation” section of this manual for the procedure to do the Output State Tests.
Output State Test - Low
X2-18 to X3-6 0 to 0.25 V If greater than 0.25 volts disconnect engine harness from
Breakout Box and retest.
a. If less than 0.25 volts, diagnose engine wiring harness.
Do Harness Resistance Check - ECM to BCS.
b. If greater than 0.25 volts, with Breakout Box only
connected to ECM, replace ECM.
Output State Test - High
X2-18 to X3-6 B+ ± 0.5 V If value is not in specification, disconnect engine harness from
Breakout Box and retest.
a. If equal to B+, diagnose engine wiring harness. Do
Harness Resistance Check - ECM to BCS.
b. If less than B+ with Breakout Box only connected to
ECM, replace ECM.
EGES-305-2
Figure 340 BCS circuit diagram
Harness Resistance Checks - Chassis Ground
components.
Turn ignition switch OFF. Disconnect harness from BCS. Disconnect the negative battery cable.
1 to gnd <5Ω If greater than 5 Ω, check for an open in ground.
2 to gnd > 1 kΩ If less than 1 kΩ, check for short to ground.
EGES-305-2
Harness Resistance Checks - 12-Pin Connector to Chassis Ground
components.
Turn ignition switch to OFF. Disconnect 12-pin connector, connect 12-pin breakout harness. Disconnect
negative battery cable, use negative battery cable as ground test point.
4 (12-pin) to gnd <5Ω If greater than 5 Ω, check for open in ground.
Harness Resistance Checks - ECM to BCS

Turn ignition switch to OFF. Disconnect BCS connector. Connect Breakout Box X2 to engine harness only.
X2-18 to 2 <5Ω If greater than 5 Ω, check for open in BCS circuit.
Harness Resistance Checks - 12-pin Connector to BCS

Turn ignition switch to OFF. Disconnect BCS connector and 12-pin connector. Connect 12-pin breakout
harness to engine harness only.
4 (12-pin) to 1 <5Ω If greater than 5 Ω, check for open in ground.
Actuator Resistance Check - Across BCS Terminals

Turn ignition switch to OFF. Disconnect the BCS connector. Check resistance through the BCS only.
Across BCS terminals 40 to 44 Ω If resistance is not within specifications, replace the BCS
assembly.
EGES-305-2
Brake Switch Circuits
Figure 341 Function diagram for brake switch circuits
The functional diagram for the brake switch Function

circuits includes the following: The brake switch circuit signals the ECM when
Electronic Control Module (ECM) the brakes are applied. The information is used to
disengage the cruise control and PTO functions. The
Brake Pressure Switch (BPS) brake signal will interrupt the CAP feature and will
Brake ON/OFF (BOO) switch reset the time interval for the IST feature.
Output - cancels cruise control
NOTE: CF chassis has a switching delay between the
Output - cancels Power Takeoff (PTO) control BOO and BPS signals.
Output - cancels Cold Ambient Protection (CAP)
Output - cancels Idle Shutdown Timer (IST)
EGES-305-2
Brake Switch Circuit Operation
Figure 342 Brake switch circuit diagram
Fault Detection/Management DTC 222

The ECM continuously monitors the BOO circuit at Pin Brake switch circuit Fault
X1-15 and BPS at Pin X1-16. If the ECM receives a
DTC 222 is set by the ECM when BPS and BOO
mismatch signal such as an open BPS and an open
are mismatched.
BOO a DTC will be set.
DTC 222 can be set for an open or shorted BOO
Brake Switch Circuits DTCs switch circuit, an open BPS switch circuit, an open
VIGN circuit, or a failed BOO or BPS switch.
EGES-305-2
Brake Switch Circuits Pin-Point Diagnostics
Figure 343 Brake switch circuit diagram
Voltage Checks - Brake Switch Circuits at ECM

Turn ignition switch to OFF. Connect Breakout Box X1 and X3 to ECM and harness. Turn ignition switch
to ON.
X1-15 to X3-7 Normal state = 0 V If not within specification, check for blown fuse, open
circuit, short to ground, short to power, or failed switch.
Pedal depressed = B+
X1-16 to X3-7 Normal state = B+ If not within specification, check for blown fuse, open
circuit, short to ground, short to power, or failed switch.
Pedal depressed = 0 V
EGES-305-2
Harness Resistance Checks - Brake Switch Circuits to Chassis Ground
components.
Turn ignition switch to OFF. Connect Breakout Box X1 to wiring harness only. Disconnect negative battery
cable, use negative battery cable as ground test point.
X1-15 to gnd > 1 kΩ If less than 1 kΩ, check for short to ground.
Harness Resistance Checks - ECM to Switch
components.
Turn ignition switch to OFF. Connect Breakout Box X1 to wiring harness only. Disconnect negative battery
cable, use negative battery cable as ground test point.
X1-15 to switch <5Ω If greater than 5 Ω, check for open circuit.
X1-16 to switch <5Ω If greater than 5 Ω, check for open circuit.
EGES-305-2
CAN (Controller Area Network) Communications
Figure 344 Function diagram for CAN
The function diagram for the CAN includes the Function

following:
The Drivetrain Datalink is a Society of Automotive
Electronic Control Module (ECM) Engineers (SAE) term referring to datalinks
common to trucks. The Drivetrain Datalink is the
Drivetrain Datalink (CAN1)
communication link for the Electronic Control Module
Terminating resistors - 120-ohm (ECM), cab and chassis, instrument panel, and is
Instrument Panel (Lamps) also used for power train communication and control.
Other nodes The ECM transmits component information across the

Drivetrain Datalink to the instrument panel.
EGES-305-2
The following instrument panel components are Fault Detection/Management

in constant communication with the Drivetrain
There are no engine DTCs for CAN1 communications.
Datalink:
Tachometer NOTE: See the applicable truck Circuit Diagram
Manual and Service Manual.
Speedometer
Odometer Tools
Coolant temperature gauge EST with MasterDiagnostics® software
Red Lamp (Oil/Water Lamp (OWL) for CF) EZ-Tech® interface cable
Amber Lamp (Warn Engine Lamp (WEL) for CF) DMM
Change oil lamp
WAIT TO START lamp
Water In Fuel (WIF) lamp
Anti-lock Breaking System (ABS)
EGES-305-2
CAN Pin-Point Diagnostics
Figure 345 CAN communication circuit diagram
Voltage Checks
Check at EST connector with key-on engine-off.
B to A B+ Power Should be B+ power at B all times. If no power, check
ground and power circuits. See the applicable truck Circuit
Diagram Manual.
C to A 1 to 4 V Digital The sum of C to A and D to A equals 4 to 5 volts.
signal
D to A 1 to 4 V Digital The sum of C to A and D to A equals 4 to 5 volts.
signal
EGES-305-2
Resistance Checks
Turn ignition switch to OFF. Check at EST connector with negative battery cable disconnected.
C to A >1 MΩ CAN+ If less than 1 MΩ, a short between CAN+ and ground
exists. Disconnect ECM X3 and check again. If short is no
longer present, replace ECM. If short exists, harness or
other node component failure.
D to A >1 MΩ CAN- If less than 1 MΩ, a short between CAN- and ground exists.
Disconnect ECM X3 and check again. If short is no longer
present, replace ECM. If short still exists, harness or other
node component failure.
C to D 60 Ω CAN The datalink has two terminating resistors in parallel of 120
Ω each. If greater than 70 Ω, check for missing terminating
resister or open in the CAN+ or CAN- wires. If less than 50
Ω, check for extra terminating resistor. If less than 5 Ω,
check for short between CAN+ and CAN-.
EGES-305-2
CKP (Crankshaft Position) Sensor
Figure 346 Function diagram for CKP sensor
The function diagram for the CKP sensor includes missing. By comparing the CKP signal with the CMP
the following: signal, the ECM calculates engine rpm and timing
requirements. The CKP is installed in the front right
The sensor produces pulses for each tooth edge
Injector Driver Module (IDM) that passes it. Crankshaft speed is derived from the
Fuel injector frequency of the CKP sensor signal. The crankshaft
position is determined by synchronizing the SYNC
Amber Lamp (Warn Engine Lamp (WEL) for CF) tooth with the SYNC gap signals from the target
disk. From the CKP signal frequency, the ECM
Function can calculate engine rpm and timing requirements.
Diagnostic information on the CKP input signal
The CKP sensor provides the ECM with a signal is obtained by performing accuracy checks on
that indicates crankshaft speed and position. As the frequency, and duty cycle with software strategies.
crankshaft turns the CKP sensor detects a 60 tooth
timing disk on the crankshaft. Teeth 59 and 60 are
EGES-305-2
CKP Circuit Operation
Figure 347 CKP circuit diagram
The ECM uses the CKP and CMP signal to calculate CKP DTCs
engine speed and position. The CKP sensor provides
the ECM with a signal that indicates crankshaft speed
and position. The CKP contains a permanent magnet
that creates a magnetic field. The signal is created
DTC 146
when the timing disk rotates and breaks the magnetic
field created by the sensor. The ECM terminals for the CKP signal inactive
CKP sensor are CKP negative X1-2 and CKP positive
DTC 146 is set by the ECM when CKP signal is
X1-1.
not detected while the CMP signal is active or ICP
has increased.
NOTE: Engine will not operate without CKP signal.
DTC 146 can be set due to an open, short to
Fault/Detection Management ground or voltage source in the CKP circuit. A
failed CKP sensor can also set DTC 146.
An inactive CKP signal during cranking is detectable
by the ECM. During engine cranking the ECM
monitors the CMP signal and Injection Control DTC 147
Pressure (ICP) to verify the crankshaft is rotating. If Incorrect CKP signal signature
the CKP signal is inactive during this time a DTC will
be set. Electrical noise can also be detected by the DTC 147 is set by the ECM when the CKP signal
ECM, if the level is sufficient to effect engine operation has too few or many transitions per engine rotation.
a corresponding DTC will be set. An inactive CKP DTC 147 can be set due to an electrical noise in
signal will cause a no start condition. the CKP circuit or a failed CKP sensor.
EGES-305-2
Tools
Breakout Box
CKP Pin-Point Diagnostics
Figure 348 CKP circuit diagram
Resistance Checks - Sensor and Circuit

Turn ignition switch to OFF. Check with Breakout Box connected (X1 only) to engine harness only and
CKP sensor connected.
X1-2 to X1-1 300 to 400 Ω Resistance through sensor and complete circuit. If not within
specification, do Resistance Checks - Sensor. If in specification,
check for short to ground or open within wiring.
EGES-305-2
Resistance Checks - Sensor

Turn ignition switch to OFF. Disconnect harness from sensor.
NOTE: Test point to sensor only.
1 to 2 300 to 400 Ω If within specification, check for short to ground or open within
wiring. If not within specification, replace sensor.
X1-1 to gnd cable > 1 kΩ If less than 1 kΩ, check for short to ground.
X1-2 to gnd cable > 500 Ω If less than 500 Ω, check for short to ground.

Check with breakout box connected to engine harness only. Check from ECM to sensor harness connector.
X1-2 to 2 <5 Ω If greater than 5 Ω, check for open circuit.
Operation Checks - CKP Sensor

Check with Breakout Box installed to ECM and engine harness.
Test Point Engine Cranking Low Idle High Idle Comments
CKP X1-1 to gnd X1-6 130-225 Hz @ 650-700 Hz @ 3.3 KHz @ 3400 Set DMM to
130-225 rpm 700 rpm rpm DCmV-Hz
CKP Diagnostic Trouble Codes
DTC 146 = CKP signal inactive (CMP signal active and ICP increased)
DTC 147 = Incorrect CKP signal signature
EGES-305-2
CMP (Camshaft Position) Sensor
Figure 349 Function diagram for CMP sensor
The function diagram for the CMP sensor sensor identifies the position of the cam by locating a
includes the following: peg on the cam. The CMP is installed in the front left
Camshaft Position (CMP) sensor
Camshaft speed is calculated from the frequency of
the CMP sensor signal. Diagnostic information on the
Injector Drive Module (IDM) CMP input signal is obtained by performing accuracy
Fuel Injector checks on signal levels, frequency, and duty cycle with
software strategies.
Amber Lamp (Warn Engine Lamp (WEL) for CF)
The CMP sensor provides the ECM with a signal that

indicates camshaft position. As the cam rotates, the
EGES-305-2
CMP Circuit Operation
Figure 350 CMP circuit diagram
The ECM needs the CKP and CMP signal to calculate DTC 143
engine speed and position. The CMP contains a
Incorrect CMP signal signature
permanent magnet which creates a magnetic field.
The signal is created when the camshaft peg rotates DTC 143 is set by the ECM when the CMP
past the sensor breaking the magnetic field. The transition occurs at the wrong CKP location.
ECM terminals for the CMP sensor are CMP positive DTC 143 can be set due to a mistimed camshaft
X1-9 and CMP negative X1-10. to crankshaft, electrical noise in the CMP circuit,
or a failed CMP sensor.
NOTE: Engine will not operate without CMP signal.
An inactive CMP signal during cranking is detectable CMP signal inactive

by the ECM. During engine cranking the ECM DTC 145 is set by the ECM when the CMP signal
monitors the CKP signal and Injection Control is inactive, the CKP signal is active, and the ICP
Pressure (ICP) to verify the engine is rotating. If has increased.
the CMP signal is inactive during this time a DTC
will be set. Electrical noise can also be detected DTC 145 can be set due to an open short to ground
by the ECM. When the level is sufficient to effect or open voltage source in the CMP circuit. A failed
engine operation a corresponding DTC will be set. An sensor can cause DTC 145 to be set.
inactive CMP signal will cause a no start condition.
CMP DTCs
EGES-305-2
Tools
Breakout Box
CMP Pin-Point Diagnostics
Figure 351 CMP circuit diagram
Resistance Checks - Sensor and Circuit

Check with breakout box connected [X1 only] to engine harness only and CKP sensor connected. Inspect
for bent pins or corrosion.
NOTE: Set DMM to 4 kΩ range.
X1-9 to X1-10 800 to 1 kΩ Resistance through sensor and complete circuit. If not within
specification, do “Resistance Checks - Sensor (page 336).” If in
specification, check for short to ground or open within wiring.
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Resistance Checks - Sensor

Disconnect harness from sensor.
NOTE: Test point to sensor only.
1 to 2 800 Ω to 1 kΩ If within specification, check for short to ground or open within wiring.
If not within specification, replace sensor.
X1-9 to gnd cable > 1 kΩ If less than 1 kΩ, check for short to ground.
X1-10 to gnd > 500 Ω If less than 500 Ω, check for short to ground.
cable

Check with breakout box connected to engine harness only. Check from ECM to sensor harness connector.
Operational Checks - CMP Sensor

Check with Breakout Box installed to ECM and engine harness.
Test Point Engine Cranking Low Idle High Idle Comments
X1-9 to X1-6 130-225 rpm @ 2
700 rpm @ 700
2
3400 rpm @ 3400
2
Set DMM to
130-225 rpm rpm rpm DCmV-rpm2
Diagnostic Trouble Code Description
DTC 143 = Incorrect CMP signal signature
DTC 145 = CMP signal inactive
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ECI (Engine Crank Inhibit) System
Figure 352 Function diagram for ECI system
The function diagram for the ECI system consists ECM prevents engagement of the starter motor when
of the following: the engine is running. This prevents damage to the
starter pinion and ring gear. The transmission position
switch/Park interlock solenoid prevents engagement
Transmission Control Module (TCM) of the starter motor when the transmission is in gear.
Transmission position switch / Park interlock The starter relay controls battery voltage to the starter
solenoid solenoid.
Ignition switch
Operation
Starter relay
The ECM controls the starting system. The TCM
Starter solenoid provides input to the ECM.
Function Starter Relay

The Engine Crank Inhibit (ECI) is a function of the The starter relay controls voltage to the starter motor.
ECM to control the operation of the starter motor. The Turning ignition switch to ON position supplies current
to energize the relay at Pin 85. If the engine is not
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running and the driveline is not engaged, the ECM for the starter relay to latch when ignition switch is in
Pin X3-23 will enable the relay by suppling a ground crank position.
circuit to Pin 86 of the relay. When the relay is latched,
When the ECM recognizes that the engine is running
current passes through the relay to the terminals on
or the driveline is engaged, the ECM will open Pin
the starter solenoid.
X3-23. This prevents the starter relay from latching
Before troubleshooting, inspect circuit connectors and the starter motor from engaging.
for loose or damaged terminals or wires. Wires and
connections must be free of damage or corrosion. Fault Detection/Management
When connectors corrode, a white residue will be
There are no specific Diagnostic Trouble Codes
present and must be removed. Make sure the
(DTCs) relating to the wiring for the ECI.
batteries are fully charged. To ensure accurate
readings, check battery cables and grounds for clean
Tools
and tight connections.
Transmission Position Switch / Park Interlock
Solenoid
Supplies power to the TCM, which signals the
ECM that the driveline is disengaged. When the Breakout Box
transmission is in gear, ground is not supplied to the Relay breakout harness
starter relay.
The ECI circuit requires the use of vehicle circuit
Electronic Control Module (ECM) diagrams. See the applicable truck Circuit Diagram
When the ECM recognizes that the engine is not Manual for circuit numbers, connector and fuse
running and the driveline is not engaged, the ECM locations.
will ground Pin X3-23. This provides a current path
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ECI Circuit Diagnostics
Figure 353 ECI circuit diagram
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Voltage Checks - ECM

Turn ignition switch to OFF. Connect Breakout Box to X3 and X4 to ECM and harness. Turn ignition switch
to ON.
X3-8 to X3-7 (gnd) Transmission in Park or Neutral = B+
Transmission in gear = 0 V
X3-23 to X3-7 (gnd) Transmission in Park or Neutral, Engine
not running - Ignition OFF or ON = 0 V
Transmission in Park or Neutral, Engine
not running - Ignition cranking = 0 V
running - Ignition OFF or ON = 0 V
running - Ignition cranking = B+
Harness Resistance Checks - ECM to Ground
Turn ignition switch to OFF. Disconnect negative battery cable. Connect Breakout Box to X3 harness only.
Use negative battery cable as ground test point.
X3-8 to gnd > 1 kΩ If less than 1 kΩ check for short to ground
X3-23 to gnd > 1 kΩ If less than 1 kΩ check for short to ground
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ECL Sensor (Engine Coolant Level)
Figure 354 Function diagram for ECL system
The ECM monitors engine coolant level and alerts Coolant level monitoring is a customer programmable
the operator when coolant is low. The ECM can be feature that can be programmed by the EST. The
programmed to shut the engine off when coolant is coolant level feature is operational if programmed
low. for 3-way warning or 3-way protection. The feature
can not be enabled if the ECM was not factory
The ECL system includes the Electronic Control
programmed for 3-way protection.
Module (ECM), engine coolant tank with coolant level
sensor, and red lamp. A ECL switch is used in plastic
deaeration tanks.
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ECL Circuit Operation
Figure 355 ECL circuit diagram
The coolant level sensor uses a floating ball and a DTC 236
magnetic switch. When the coolant level is full, the
ECL switch circuit fault (not connected for CF)
float will rise and the magnet will pull the level switch
open. This allows a 5 volt signal at ECM Pin X3-4. DTC 236 is set when the ECM detects an in-range
When the level is low, the switch will close and ECM fault voltage and the voltage is between 3.4 and 4.3
Pin X3-4 will be 0 volts. volts at ECM Pin X3-4 for more than 2.0 seconds.
DTC 236 is set when a high resistance connection
Fault Detection/Management or intermittent short to ground in the circuit exists.
The ECM continuously monitors the ECL circuit for DTC 236 will not illuminate the red lamp (OWL is
in-range faults. The ECM does not detect open or not connected for CF. If the condition is intermittent,
short circuits in the ECL system. When the ECM the DTC will be logged as inactive.
detects an in-range fault, DTC 236 will be set.
ECL Diagnostic Trouble Codes (DTCs) Tools
DTCs are read using the EST or by counting the EST with MasterDiagnostics® software
flashes from the amber and red lamps. EZ-Tech® interface cable
Breakout Box
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ECL Pin-Point Diagnostics
Figure 356 ECL circuit diagram
The ECL circuit may require the use of vehicle circuit

diagrams. See the applicable truck Circuit Diagram
locations.
Coolant Level Sensor Connector

Disconnect sensor from harness, turn ignition switch to ON. Test with coolant level full.
NOTE: After removing connector, inspect for damaged pins, corrosion, or loose pins. Repair as required.
Test Point Spec Comment
A to gnd 5 ± 0.5 V If voltage less than 5 volts, check for open signal circuit, short to ground
or failed ECM.
B to gnd 0V If voltage greater than 0 volts, check for signal circuit shorted to another
circuit
Resistance Checks - Coolant Level Sensor

Disconnect sensor connector and measure across sensor.
A to B > 1 kΩ If less than 1 kΩ, check for low coolant or failed sensor.
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Harness Resistance Checks - Coolant Level Sensor

Turn ignition switch to OFF. Connect breakout box to chassis harness only. Disconnect sensor.
B to gnd <5Ω If greater than 5 Ω, check for open ground wire
X3-4 to A <5Ω If greater than 5 Ω, check for open signal wire (breakout box connected)
Operational Voltage Checks - Coolant Level Sensor

Check with breakout box connected and sensor connected. Turn ignition switch to ON.
X3-4 to X3-7 5V Voltage greater than 4.3 volts with tank full.
Voltage less than 3.4 volts with tank empty
ECL Diagnostic Trouble Code
DTC 236 = Signal voltage between 3.4 and 4.3 volts for more than 2.0 seconds.
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ECM (Electronic Control Module) Self-Diagnostics
Figure 357 Function diagram for the ECM
The ECM monitors and controls the engine operation ECM Self Diagnostic Trouble Codes (DTCs)
and performance.
DTC 111
The ECM also performs the following functions:
No errors detected - flash code only
Enables cruise control
Condition: No DTC conditions
Communicates engine and vehicle information to detected
instrument cluster
NOTE: Can only determine if ECM has detected
Enables electronically controlled transmission continuous DTCs detected during an Output Circuit
Check. DTCs generated during an On-Demand
Enables diagnostic programming tools
Test such as KOER Standard Test can only be
accessed by an EST.
The ECM automatically performs diagnostic DTC 613
self-checks. The ECM self-test includes memory,
programming, and internal power supply checks. The ECM/IDM software not compatible
ECM will detect internal Diagnostic Trouble Codes Condition ECM/IDM software is incompatible
(DTCs), depending on the severity of the problem,
Symptoms Possible no start - low power
and provide DTC management strategies to permit
limited engine and vehicle operation. Possible Field replacement ECM or IDM
Causes mismatch
When DTCs 613, 614, 621, 622, or 623 are set by the
ECM, the amber lamp (WEL for CF) will be illuminated. Actions Program ECM or IDM. May require
ECM or IDM replacement.
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DTC 614 DTC 623

EFRC/ECM configuration mismatch Invalid engine EFRC
Condition EFRC/ECM configuration mismatch Condition Invalid EFRC
Symptoms Possible hard start and no start or Symptoms Possible hard start and no start or
low power condition low power condition.
Possible Wrong Engine Family Rating Code Possible Wrong EFRC selected for the ECM
Causes (EFRC) selected for the ECM Causes strategy programmed in the module.
strategy programmed in the module.
Actions Check the EFRC and verify that it
Actions Check EFRC and verify that it matches the ECM strategy level.
matches the ECM strategy level. Reprogram the ECM or change the
Reprogram the ECM or change the EFRC as necessary.
EFRC as required.
DTC 624
DTC 621
Field default active
Engine using manufacture default rating
Condition Field defaults active.
Condition Manufacturing defaults selected.
Symptoms Low power (lowest rating in engine
Symptoms Very low power (25 hp). class) and vehicle features not
functioning.
Possible Programmable parameters for the
Causes ECM were never programmed in Possible Programmable parameters for the
module. (Usually occurs in new Causes ECM incorrectly programmed in
vehicle or new module). module.
Actions Program ECM. Actions Program ECM
DTC 622 DTC 631

Engine using field default rating Read Only Memory (ROM) self-test fault
Condition ROM self-test fault
Condition Engine using field default rating.
Symptoms No start.
Symptoms Low power (lowest rating in engine
Possible Internal ECM problem.
class) and vehicle features not
Causes
working.
Actions Replace the ECM.
Possible Programmable parameters for the
Causes ECM incorrectly programmed in
module. DTC 632
Actions Program ECM. Random Access Memory (RAM) - CPU self-test
fault
Condition RAM Memory - CPU self-test fault
Symptoms No start
Possible Internal ECM problem
Causes
Actions Replace the ECM
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DTC 655 DTC 664

Programmable parameter list level incompatible Calibration level incompatible
Condition Programmable parameter list level Condition Calibration level incompatible
incompatible
Symptoms No start or run in field defaults
Possible Programmable problem or internal
Possible Programming problem or internal Causes ECM problem
Cause ECM problem
Actions Program ECM
Actions Program ECM. May require ECM
replacement
DTC 665
Programmable parameter memory content corrupt
DTC 661
Condition Programmable parameter memory
RAM programmable parameter list corrupt
content corrupt
Condition RAM programmable parameter list
corrupt
Causes
Actions Replace the ECM
Causes
Actions Program ECM. May require ECM
replacement
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ECM/IDM (Electronic Control Module and Injector

Driver Module) Communications
Figure 358 Function diagram for the ECM/IDM communication system
The function diagram for the ECM/IDM and CMPO channels are in phase with the CKP and
communication system includes the following: CMP signals received by the ECM.
Electronic Control Module (ECM) The ECM and IDM are in continuous communication.
The CKPO and CMPO signals are generated when
Injector Drive Module (IDM)
the ECM switches these circuits to ground. The IDM
Exhaust Gas Recirculation (EGR) drive module uses these signals for engine speed and timing.
Crankshaft Position Output (CKPO) signal The CAN2 datalink is a bidirectional communication
Camshaft Position Output (CMPO) signal line between the ECM, IDM, and EGR drive module.
The three modules use the datalink to send operating
Controller Area Network (CAN2) link strategies, sensor information, diagnostic demands,
Amber Lamp (Warn Engine Lamp (WEL) for CF) and DTCs.
NOTE: The engine will not operate without the CAN2,

Function CKPO, or CMPO signal.
The ECM provides two output channels to aid the IDM
with engine speed and position signals. The CKPO
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ECM/IDM Circuit Operation
Figure 359 ECM/IDM circuit diagram
The ECM/IDM communication link consists of a coil status, IDM calibration level, CMPO and CKPO
series of interdependent signals that include the DTCs, injector DTCs, IDM DTCs, and injector test
CKPO, CMPO, and the CAN2 datalink. results from the IDM. The IDM receives injector
diagnostic commands, operation strategies, modes
The CKPO signal is a 0 to 12 volt signal that
and conditions from the ECM.
communicates (from the ECM to IDM) the position
of the crankshaft. The signal is used by the IDM
NOTE: CAN2 datalink is used only as communication
to synchronize the injector firing sequence and
between the ECM, EGR drive module, and IDM.
is calculated from the signal generated from the
There is no relation to the CAN1 link that is used for
CKP sensor. The ECM generates the CKPO signal
communication with various processors on a vehicle.
by pulling down (switching to ground) a 12 volt
communication circuit in the IDM.
The CMPO signal is a 0 to 12 volt signal that
The ECM continuously monitors the IDM. When
communicates (from the ECM to IDM) the position
the ECM fails to receive required continuous
of the camshaft. The signal is used by the IDM
communication from the IDM, the ECM will set a
to synchronize the injector firing sequence and is
DTC.
calculated from the signal generated from the CMP
sensor. The ECM generates the CMPO signal
ECM/IDM DTCs
by pulling down (switching to ground) a 12 volt
communication circuit in the IDM. DTCs are read using the Electronic Service Tool (EST)
or by counting the flashes from the amber and red
CAN2 datalink is a J1939 high speed private
lamps.
communication datalink between the ECM and IDM.
The ECM receives messages that include injector
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DTC 543 DTC 552

ECM/IDM communications fault IDM incorrect CMPO signal signature
DTC 543 is set by the ECM when the ECM is not DTC 552 is set when the CMPO transition occurs
communicating with the IDM. at the wrong CKPO tooth.
DTC 543 can be set when CAN2 datalink J1939 DTC 552 can be set due to electrical noise creating
between ECM and IDM is shorted to ground, VREF, a miscount on CMP location.
or battery or the current is open. If IDM power is
low, DTC 543 can be set.
DTC 553
IDM/CKPO signal inactive
CF) is illuminated.
DTC 553 is set by the ECM when no CKPO signal
NOTE: If a no start condition exists with DTC 543 is present while the CMPO is active. DTC 552 can
and DTC 368 active, check the CAN2 datalink also be set when no CMPO/CKPO is present while
wiring (EGR to ECM and IDM). See “EGR (Exhaust the ECM reports it is in the run mode.
Gas Recirculation) Control (page 375)” in this DTC 553 can be set when CKPO is open, shorted
section. One of the CAN2 datalink wires (CAN2 to ground, or shorted to a voltage source. DTC 553
positive or negative) is open, shorted, or a short to can also be set if logic power is low.
power exists.
DTC 554
DTC 551
IDM incorrect CKPO signal signature
IDM/CMPO signal inactive
DTC 554 is set by the ECM when CKPO signal has
DTC 551 is set by the ECM when no CMPO signal too few or too many transitions per engine rotation.
is present while the CKPO is active. DTC 551 can
also be set when no CMPO/CKPO is present while DTC 554 can be set due to electrical noise creating
the ECM reports it is in the run mode. a miscount on CKP location.
DTC 551 can be set when the CMPO is open, or
shorted to ground or shorted to a voltage source. Tools
DTC 551 can also be set, if logic power is low. EST with MasterDiagnostics® software
Breakout Box
Terminal Test Adapter Kit
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ECM/IDM Pin-Point Diagnostics
Voltage Checks - ECM Connector to Chassis Ground
CAUTION: To prevent engine damage, turn ignition switch to OFF before unplugging the connector or relay
for the ECM and IDM. Failure to turn ignition switch to OFF will cause a voltage spike and damage to electrical
components.
Check with Breakout Box connected ( X1 and X2) to engine harness only. Inspect for bent pins or corrosion.
Turn ignition switch to ON.
NOTE: ECM is not connected, IDM output is checked through the wiring harness.
X2-6 to gnd 1 to 4 V Digital signal. If no voltage check for open or short to ground
and do resistance checks to chassis ground, harness
resistance checks, and resistance checks - IDM CAN2
checks.
X2-13 to gnd 1 to 4 V Digital signal. If no voltage check for open or short to ground
and do resistance checks to chassis ground, harness
resistance checks, and resistance checks - IDM CAN2
checks.
X1-19 to gnd 11 to 12 V If less than specification, check for open or short to ground.
Check IDM power relay.
X1-24 to gnd 11 to 12 V If less than specification, check for open or short to ground.
Check IDM power relay.
X2-12 to gnd 0V Ground, no voltage expected
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Resistance Checks - to Chassis Ground
Turn ignition switch to OFF. Check with Breakout Box connected (X1 and X2) to engine harness only.
Disconnect negative battery cable. Use disconnected battery cable for ground test point.
X1-19 to gnd cable >1 kΩ If less than 1 kΩ, check for short to ground or internal IDM
problem. Test with IDM connector X3 disconnected. If
problem remains, repair or replace harness. If disconnect
of X3 corrected problem, replace IDM.

Turn ignition switch to OFF. Check with Breakout Box connected to (X1 and X2) to engine harness only.
IDM checked at harness connector X3 using terminal test pins. IDM pins are numbered on the mating
end of the connector.
NOTE: Test points are from ECM to IDM.

ECM X1-19 to IDM X3-5 <5 Ω If greater than 5 Ω, check for open in harness
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Resistance Checks - CAN2 Datalink

Connect Breakout Box to ECM and chassis harness.
ECM X2-6 to gnd 3 ± 0.1 MΩ If greater than spec, check for short to ground or another
circuit. Check ECM and IDM separately.
If less than spec, check for open circuit on CAN2+. Check
ECM and IDM separately.
ECM X2-13 to gnd 3 ± 0.1 MΩ If greater than spec, check for short to ground or another
circuit. Check ECM and IDM separately.
If less than spec, check for open circuit on CAN2+. Check
ECM and IDM separately.
ECM X2-6 to X2-13 60 Ω If greater than spec, check for open circuit on CAN2+ and
CAN2-. Check ECM and IDM separately. Do Resistance
Checks - ECM CAN2 Circuit and Resistance Checks - IDM
CAN2 Circuit.
Resistance Checks - ECM CAN2 Circuit

Remove ECM following procedure in the Engine Service Manual. Measure directly to ECM pins only
NOTE: Use ECM ground pins (X3-7 or X3-6) only for this test.
ECM X2-6 to gnd 3.9 ± 0.2 MΩ If greater than spec, replace the ECM.
ECM X2-13 to gnd 3.9 ± 0.2 MΩ If greater than spec, replace the ECM.
ECM X2-6 to X2-13 120 Ω If greater than spec, replace the ECM.
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Resistance Checks - IDM CAN2 Circuit

Remove ECM following procedure in the Engine Service Manual. Measure directly to ECM pins only.
NOTE: Use IDM ground pins (X3-1, X3-2, X3-3, X3-22, or X3-26) only for this test.
IDM X3-30 to gnd 1.85 ± 0.2 MΩ If greater than spec, replace the IDM.
IDM X3-31 to gnd 1.85 ± 0.2 MΩ If greater than spec, replace the IDM.
IDM X3-30 to X3-32 120 Ω If greater than spec, replace the IDM.
IDM X3-32 to gnd <5Ω If greater than spec, replace the IDM.
IDM housing to gnd <5Ω If greater than spec, replace the IDM.
Operational Checks for CMPO and CKPO

Check with Breakout Box connected to ECM and engine harness.
Test Point Engine Cranking Low Idle High Idle Comment
X1-24 to X1-6 130-225 rpm2 @ 700 rpm2 @ 700 3400 rpm 2 @ 3400 Set DMM to
130-225 rpm rpm rpm DC-rpm2
X1-19 to X1-6 130-225 Hz @ 700 Hz @ 700 3.3 Hz @ 3400 rpm Set DMM to DC-Hz
130-225 rpm rpm
Diagnostic Trouble Codes
DTC 543 = ECM/IDM communication fault
DTC 551 = IDM CMPO signal inactive
DTC 552 = IDM incorrect CMPO signal signature
DTC 553 = IDM CKPO signal inactive
DTC 554 = IDM incorrect CKPO signal signature
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ECM PWR (Electronic Control Module Power)
Figure 362 Function diagram for the ECM PWR
The function diagram for ECM PWR includes the Function

following:
The Electronic Control Module (ECM) requires a 12
Electronic Control Module (ECM) volt power source to function correctly. Operating
power is received from the vehicle batteries through
Battery
the ECM main power relay each time the ignition
ECM power relay switch is turned ON.
Ignition switch or Power relay When the ignition switch is turned ON, the ECM
Fuses provides an internal ground to the coil side of the
ECM power relay. This closes the relay contacts and
provides the ECM with power.
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ECM PWR Circuit Operation
Figure 363 ECM PWR circuit diagram
The ECM is grounded to the battery negative terminal ECM PWR DTCs
at ECM terminals X3-6 and X3-7.
When the ignition switch is turned on the ECM flashes from the amber and red lamps.
receives VIGN power at Pin X3-3. The power signals
the ECM to provide a ground path to switch the DTC 112
ECM power relay from Pin X3-5 to relay Pin 2(85).
Electrical system voltage B+ out-of-range high
Switching the ECM relay provides power directly from
the battery positive terminal through two fuses and DTC 112 is set when the ECM detects an alternator
relay contacts 3(30) and 5(87) to Pins X4-1 and X4-2. output greater than 23 volts at PIN X3-3 for more
See the applicable truck Circuit Diagram Manual for than 0.5 seconds.
circuit numbers, connector and fuse locations. DTC 112 can be set when jump starting the engine
and additional voltage is introduced. Incorrect
Fault Detection/Management external battery connections can cause the voltage
The ECM internally monitors battery voltage. When increase.
the ECM continuously receives less than 7 volts or If the condition causing DTC 112 is intermittent,
more than 23 volts, a Diagnostic Trouble Code (DTC) the code will change from active to inactive status.
will be set. DTC 112 will not cause the amber lamp (WEL for
CF) to turn on.
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DTC 113 DTC 626

Electrical system voltage B+ out-of-range low Unexpected reset fault
DTC 113 is set when the ECM detects less than 7 DTC 626 is set when power is interrupted to the
volts at PIN X3-3 for more than 0.5 seconds. ECM. Loose or dirty connections at battery or
ground cables can cause the ECM to power down.
DTC 113 can be set by a failed alternator or ECM
power relay, discharged batteries, or increased After circuit becomes intact, the ECM will reboot.
resistance in the battery feed circuits. Erratic engine performance can occur. Turning
engine ignition switch to OFF and then to ON will
If the condition causing DTC 113 is intermittent,
cause the code to change from active to inactive
the code will change from active to inactive status.
status.
DTC 113 will not cause the amber lamp (WEL for
CF) to turn on. When DTC 626 is active, monitor the voltage at
ECM PIN X4-1 and X4-2. Examine for intermittent
When DTC 112 or 113 is active, see the applicable connections in the power feed wiring. The EST
truck Circuit Diagram Manual for circuit numbers, can be used to indicate DTCs and display the VIGN
connector and fuse locations. voltage measured by the ECM to PIN X3-3.
DTC 626 will not turn the amber lamp (WEL for
CF) on.
Tools
Relay breakout harness
Breakout Box
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ECM PWR Pin-Point Diagnostics
Figure 364 ECM PWR circuit diagram
Voltage Checks - ECM Power Relay Socket (KOEO)
CAUTION: To prevent engine damage, turn ignition switch to OFF before unplugging the connector or relay for
the ECM. Failure to turn ignition switch to OFF will cause a voltage spike and damage to electrical components.
Follow tests in order. Check with ECM relay and breakout harness installed, ignition switch to ON and the
engine is off. Inspect for bent pins or corrosion.
The ECM PWR circuit requires the use of vehicle circuit diagrams.
1(86) to gnd B+ Continuous voltage. If no voltage, check power circuits from batteries
through fuse. If fuse is blown, check for short to ground. If fuse is good,
check for open between PIN 3(30) and B+.
3(30) to gnd B+ Continuous voltage. If no voltage, check fuses. If fuse is blown, check
for short to ground. If fuse is good, check for open between PIN 3(30)
and B+.
2(85) to gnd 0.06 to 2 V If greater than 2 volts is present, check for open circuit between PIN X3-5
to PIN 2(85) on relay or VIGN circuit.
5(87) to gnd B+ Continuous voltage. If no voltage, replace relay.
NOTE: See the applicable truck Circuit Diagram Manual for circuit numbers, connectors, relay, and fuse
locations.
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Voltage Checks - ECM (KOEO)
Follow tests in order. Check with Breakout Box installed between chassis harness and ECM. Inspect for
bent pins and corrosion.
X3-3 to gnd B+ Power from ignition switch to ECM. If no voltage. Check for blown fuse
or open circuit.
X3-6 to gnd 0V Ground - voltage reading indicates poor ground to battery. If voltage
is present check for open or high resistance between battery (-) and
ECM pins.
X3-7 to gnd 0V Ground - voltage reading indicates poor ground to battery. If voltage
is present check for open or high resistance between battery (-) and
ECM pins.
X3-5 to gnd 0.06 to 2 V ECM grounds relay through internal transistor. If greater than 2 volts
is present, replace ECM.
X4-1 to gnd B+ Power from relay to ECM. If no voltage, check for open between X4-1
and 5(87) on ECM relay.
X4-2 to gnd B+ Power from relay to ECM. If no voltage, check for open between X4-2
and 5(87) on ECM relay.
NOTE: See the applicable truck Circuit Diagram Manual for circuit numbers, connector, relay, and fuse
locations.
EGES-305-2
CAUTION: To avoid engine damage, turn ignition switch to OFF before unplugging the connector or relay for
Check with ignition switch to OFF. Disconnect negative battery cable. Inspect for bent pins or corrosion.
Install relay breakout harness and Breakout Box to X3 and X4 chassis harness only.
X3-5 to 2(85) (ECM relay) <5 Ω If greater than 5 Ω, check connections for open between ECM
and relay.
and relay.
and relay.
3(30) (ECM relay) to B+ <5 Ω If greater than 5 Ω, check connections for open between relay and
cable positive battery cable. Check fuses.
1(86) (ECM relay) to B+ <5 Ω If greater than 5 Ω, check connections for open between relay and
cable positive battery cable. Check fuse.
X3-6 to neg bat cable <5 Ω If greater than 5 Ω, check connections to battery ground.
X3-7 to neg bat cable <5 Ω If greater than 5 Ω, check connections to battery ground.
X3-3 to VIGN (power relay) <5 Ω If greater than 5 Ω, check connections or open between ECM and
VIGN power relay.
NOTE: See the applicable truck Circuit Diagram Manual for circuit numbers, connector, relay, and fuse
locations.
ECM PWR Diagnostic Trouble Codes
DTC 112 = Internal voltage power out of range high greater than 23 volts
DTC 113 = Internal voltage power out of range low less than 7 volts
DTC 626 = Unexpected reset fault
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ECT (Engine Coolant Temperature) Sensor
Figure 365 Function diagram for the ECT sensor
The function diagram for the ECT sensor includes Function

the following:
The ECT sensor is a thermistor sensor located on the
Engine Coolant Temperature (ECT) sensor left side of the front cover. The ECM supplies a 5
volt reference signal which the ECT sensor uses to
produce an analog voltage that indicates temperature.
Injector Drive Module (IDM)
The ECT sensor changes resistance when exposed
Fuel injector to different temperatures. As the coolant temperature
Exhaust Gas Recirculation (EGR) valve decreases, the resistance of the thermistor increases.
This causes the signal voltage to increase. As the
Amber Lamp (Warn Engine Lamp (WEL) for CF) coolant temperature increases, the resistance of the
Red Lamp (Oil/Water Lamp (OWL) for CF) thermistor decreases. This causes the signal voltage
to decrease.
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The ECT sensor provides a feedback signal to the NOTE: Coolant temperature compensation may be
ECM indicating engine coolant temperature. disabled in emergency vehicles that require 100%
power on demand.
The ECM monitors the ECT signal to control the
following features: Fast Idle
Engine Warning and Protection System (EWPS) Fast idle increases engine cold idle speed up to
875 rpm (normally 700 rpm) for faster warm-up to
Cold Ambient Protection (CAP) operating temperature. This is accomplished by the
ECM monitoring the ECT sensor input and adjusting
Idle Shutdown Timer (IST)
the fuel injector operation accordingly.
Fast Idle
Low idle speed is increased proportionally when the
Coolant compensation engine coolant temperature is below 70 °C (158 °F) at
700 rpm to below -10 °C (14 °F) at 875 rpm maximum.
During engine operation, if the ECM recognizes that
the ECT signal is lower or higher than the expected Engine Warning and Protection (EWPS)
value it will set a DTC.
The EWPS is an optional feature that can be enabled
Coolant Temperature Compensation or disabled. When enabled, the EWPS will warn
the operator of an overheat condition and can be
Coolant temperature compensation reduces fuel programmed to shut down the engine. The ECM will
delivery if ECT is above cooling system specification. illuminate the red lamp.
The reduction in fuel delivery begins when ECT The red lamp (OWL for CF) will come on and
reaches approximately 111 °C (232 °F). A relatively an audible alarm will sound when ECT reaches
rapid reduction of 15% will be achieved as the ECT approximately 113 °C (235 °F). A coolant temperature
reaches approximately 113 °C (235 °F). event logging function will occur when ECT reaches
Fuel reduction is calibrated to a maximum of approximately 116 °C (240 °F) and will record the
30% before standard engine warning or optional event in engine hours and odometer readings.
warning/protection is engaged. If warning or The engine will shut down when the ECT reaches
shutdown occurs, a DTC is stored in the ECM approximately 116 °C (240 °F), if 3-way protection is
memory. enabled.
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ECT Circuit Operation
Figure 366 ECT circuit diagram
The ECT sensor is supplied with a 5 volt reference DTC 114

voltage at Pin 2 from ECM Pin X1-8. The sensor is
ECT signal out of range low
grounded at Pin 1 through the signal ground terminal
at the ECM Pin X1-6 as the coolant temperature DTC 114 set by the ECM when the ECT signal is
increases or decreases, the sensor changes less than 0.127 volts for more than 0.35 seconds.
resistance and provides the coolant temperature DTC 114 can be set due to a short to ground in the
signal voltage at the ECM. The signal voltage is signal circuit or a failed ECT sensor.
monitored by the ECM to determine the temperature
of the coolant. When DTC 114 is active the amber lamp (WEL for
CF) is illuminated.
The ECM continuously monitors the signal of the DTC 115
ECT sensor to determine if the signal is within an ECT signal out of range high
expected range. If the ECM detects an out of range
high or low, the ECM will ignore the ECT signal and DTC 115 set by the ECM when the ECT signal is
assume an engine coolant temperature of -20 °C greater than 4.6 volts for more than 0.35 seconds.
(-4 °F) for starting and 82 °C (180 °F) for engine DTC 115 can be set due to an open signal or
running conditions. When this occurs, the EWPS, ground circuit, a short to a voltage source, or a
CAP, IST, cold idle advance, and coolant temperature failed ECT sensor.
compensation features are disabled.
ECT DTCs CF) is illuminated.

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Tools
3-Banana plug harness
500 Ohm resistor harness
Breakout Box and harness
ECT Operational Diagnostics
Figure 367 Continuous Monitor session 3. Select Key-On Engine-Off Tests from the drop
down menu.
the test.
care to prevent contact with the door edge when 5. Monitor ECT signal voltage. Verify an active DTC
the cab is up and the door is open. for the ECT circuit.
6. If code is active, do step 8 and 9 to check circuit
1. Use EST, select D_ContinuousMonitor.ssn from for the ECT sensor using the following table.
the Open Session File window, select Open to
open the session.
death, be careful around rotating parts (belts and

problem locations. If circuit continuity is
the condition.
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8. Disconnect engine harness from temperature

sensor.

9. Connect Temperature Sensor Breakout Harness
to engine harness only.

NOTE: After removing connector, inspect for

damaged pins, corrosion, or loose terminals. Repair
as required.
Circuit Checks - ECT Sensor

Use EST, breakout harness, 3-Banana Plug Harness, and 500 ohm resistor harness.
Sensor disconnected > 4.6 V If voltage less than 4.6 volts, check signal circuit for
short to ground.
3-Banana Plug Harness connected 0V If voltage is greater than 0.127 volts, check ground and
between Pin 2 (Green) and Pin 1 signal circuit for open or high resistance. Use a breakout
(Black) of breakout harness box and measure resistance from Pin 1 to Pin X1-6 and
from Pin 2 to X1-8 (spec < 5 Ω).
500 Ohm resistor harness connected < 1.0 V If voltage is greater than 1.0 volts, check signal circuit
between Pin 2 (Green) and Pin 1 for short to VREF, B+, or another sensor’s signal voltage.
(Black) of breakout harness
Connect engine harness to sensor. Use the EST to clear DTCs. If an active code remains after checking
test conditions, replace the ECT sensor.
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ECT Pin-Point Diagnostics
Figure 370 ECT circuit diagram
Voltage Checks - Sensor Connector

breakout harness to engine harness only. Turn ignition switch to ON.
2 to gnd 4.6 to 5.0 V Pull up voltage, if no voltage or low, circuit is open, has high resistance,
or short to ground
1 to gnd 0 to 0.25 V Voltage greater than 0.25 volts, wire shorted to VREF or B+.
Turn ignition switch to OFF. Disconnect harness from sensor. Connect ECT breakout harness to engine
harness only. Disconnect negative battery cable.
1 to gnd <5Ω If greater than 5 Ω, check for open ground circuit
2 to gnd > 1 kΩ If less than 1 kΩ, check for shorted signal to ground
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Connect Breakout Box to engine harness only. Connect breakout harness to engine harness only.
X1-6 to 1 <5Ω If greater than 5 Ω, check for open ground wire
X1-8 to 2 <5Ω If greater than 5 Ω, check for open signal wire
Operational Voltage Checks - ECT Sensor (with Breakout Box)

Use EST and DMM. Check with Breakout Box connected X-1 only to ECM and engine harness.
Test Point Coolant Temp Resistance Voltage
X1-8 to X1-6 (gnd) -17 °C (0 °F) 249.1 kΩ 4.32 V
X1-8 to X1-6 (gnd) 0 °C (32 °F) 94.6 kΩ 3.88 V
X1-8 to X1-6 (gnd) 20 °C (68 °F) 37.4 kΩ 3.11 V
X1-8 to X1-6 (gnd) 37 °C (100 °F) 18.3 kΩ 2.31 V
X1-8 to X1-6 (gnd) 100 °C (212 °F) 2.3 kΩ 0.52 V
Operational Voltage Checks - ECT Sensor (with Breakout Harness)

Use EST and DMM. Check with breakout harness connected to sensor and engine harness.
Test Point Coolant Temp Resistance Voltage
2 (Green) to 1 (Black) 108 °C (228 °F) 1.605 kΩ 0.37 V
2 (Green) to 1 (Black) 87.7 °C (190 °F) 3 kΩ 0.65 V
2 (Green) to 1 (Black) 0 °C (32 °F) 91.1 kΩ 3.86 V
2 (Green) to 1 (Black) –17.8 °C (0 °F) 208 kΩ 4.25 V
ECT Diagnostic Trouble Codes
DTC 114 = Signal voltage was less than 0.127 volts for more than 0.35 seconds.
DTC 115 = Signal voltage was greater than 4.6 volts for more than 0.35 seconds.
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EFAN Control (Engine Fan Control)
Figure 371 Function diagram for EFAN
The function diagram for EFAN includes the The purpose of the engine fan control is to provide
following: the correct logic to determine when the fan should be
turned on or off by energizing/de-energizing the fan
drive relay. The purpose of the engine fan is to allow a
Engine Coolant Temperature (ECT) sensor higher air flow for heat exchange between the radiator
Intake Air Temperature (IAT) sensor and the ambient air when needed.
Electronic System Controller (ESC) Engine Fan Control – This parameter indicates to the
on-board electronics whether or not the truck has the
Engine fan relay electronic engine fan control feature.
AC Fan Activation – This feature will allow fan
Function activation through the ECM when requested from the
ESC during AC operation.
The EFAN control provides ON/OFF control of Disable – Feature is turned off at all times.
the engine cooling system fan. The ECM can be Fan On Temperature – This parameter indicates the
programmed to set and monitor limits for engine coolant temperature that the fan will be electronically
coolant temperature, intake air temperature, engine activated.
mode selection (operating or diagnostic). Fan Off Temperature – This parameter indicates the
EFAN is accessible with the EST. Fan on and off coolant temperature that the fan will be electronically
temperature can be programmed by technician, but deactivated.
the mode of operation must be done by Technical
Services.
Fan Clutch Circuit Operation
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Figure 372 Fan clutch circuit diagram
Electric current locks the fan clutch and allows fan the EFAN control is disabled and the engine fan is on
activation and cooling. all the time.
When the fan needs to be activated, the ground is
NOTE: Before diagnosing, check that the ECM is
removed from ECM Pin X4-14. The coil side of the fan
programmed correctly. Verify vehicle/application has
relay is de-energized causing the switch side to close,
an electronic fan.
this sends 12 volts from Pin 87A to the fan clutch. The
fan clutch locks the fan in place when power is present
EFAN Diagnostic Trouble Codes (DTCs)
at Pin 87A.
When the fan needs to be deactivated, Pin X4-14 is
grounded through the ECM. The coil side of the fan
relay is energized, causing the switch side to open,
DTC 246
and removes power from Pin 87A to the fan clutch.
The fan clutch unlocks the fan when the power is Engine Fan - OCC self-test fault
removed from Pin 87A.
DTC 246 is set by the ECM only during KOEO
Standard Test. During this test the ECM performs
NOTE: With Stripped Chassis, a 15 second delay
an output circuit test that momentarily enables the
in fan engagement will occur after the fan clutch
EFAN solenoid and measures the voltage drop
receives power from the fan relay. A 75 second fan
across the relay
disengagement delay will occur when power from the
fan relay is turned off. Verify fan engagement and
disengagement at 2000 rpm. Tools
An open or short to ground in the EFAN can be
detected by the ECM during an on-demand engine Digital Multimeter (DMM)
standard test. The IAT and ECT are monitored Relay Breakout Harness
continuously. If a DTC is detected in the IAT or ECT,
EGES-305-2
Fan Clutch Pin-Point Diagnostics
Voltage Checks - Fan Connector

Disconnect fan connector. Turn ignition switch to ON. Test done during KOEO Standard Test.
A to gnd B+ ± 0.5 V If less than B+, check relay. Also check for an open
circuit, short to ground, or short to voltage source. Do
Output State Test - Voltage Check at Fan Connector.
B to gnd 0 to 0.25 V If greater than 0.25 volts, check for an open ground
circuit or a short to voltage source. Do Harness
Resistance Checks.
Output State Test - Voltage Checks - Fan Connector

Disconnect fan connector. Turn ignition switch to ON. Run Output State Tests. For help, see “Diagnostic
Tests (page 73)” in the “Diagnostic Software Operation (page 70)” section in this manual for the procedure to
run Low and High Output State Tests.
Test State/Point Spec Comment
A to gnd 0 to 0.25 V If greater than 0.25 volts, check relay. Also check for
short to voltage source.
A to gnd B+ ± 0.5 V If less than B+, check relay. Also check for an open
circuit, short to ground, or a short to voltage source.
Do “Output State Test - Voltage Checks at Fan Relay
(page 371).”
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Output State Test - Voltage Checks - Fan Relay
Check with relay breakout harness connected with relay. Turn ignition switch to ON. Run the Output State
Tests. For help, see “Diagnostic Tests (page 73)” in the “Diagnostic Software Operation (page 70)” section of
this manual for the procedure to run Low and High Output State Tests.
30 to gnd B+ ± 0.5 V If less than B+, do Harness Resistance Checks.
86 to gnd 0 to 0.25 V If greater than 0.25 volts, check for open circuit, short to
voltage source, ECM programming, or failed ECM. Do
Harness Resistance Checks.
87 to gnd B+ ± 0.5 V If less than B+, and previous checks (30, 86, 85 to gnd)
are within specification, replace relay.
87A to gnd 0 to 0.25 V If greater than 0.25 volts, and previous checks (30, 86,
85 to gnd) are within specification, but 87 to gnd is not
within specification, replace relay.
86 to gnd B+ ± 0.5 V If less than B+, check for open circuit, ECM
programming, or failed ECM. Do Harness Resistance
Checks.
87 to gnd 0 to 0.25 V If greater than 0.25 volts, and previous checks (30, 86,
85 to gnd) are within specification, replace relay.
87A to gnd B+ ± 0.5 V If less than B+, and previous checks (30, 86, 85 to
gnd) are within specification, but 87 to gnd is not within
specification, replace relay.
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Output State Test - Voltage Checks - ECM
Disconnect X3 and X4 from ECM. Connect breakout box X3 and X4 to ECM and wiring harness. Disconnect
relay. Turn ignition switch to ON. Run the Output State Tests. For help, see “Diagnostic Tests (page 73)”
in the “Diagnostic Software Operation (page 70)” section of this manual for the procedure to run the Low
and High Output State Tests.
X3-3 to X4-14 B+ ± 0.5 V If less than B+, verify that ECM is programmed correctly.
If ECM is programmed correctly, replace ECM.
X3-3 to X4-14 0 to 0.25 V If greater than 0.25 volts, verify that ECM is programmed
correctly. If ECM is programmed correctly, replace ECM.
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Turn ignition switch to OFF. Disconnect fan. Remove relay and connect relay breakout harness. Connect
breakout box X4 to chassis wiring harness only.
X4-14 to 86 <5Ω If greater than 5 Ω, check for harness open between
ECM and relay terminal.
87A to A (fan) <5Ω If greater than 5 Ω, check for harness open between
relay terminal and A (fan).
30 to Fuse <5Ω If greater than 5 Ω, check for harness open between
fuse and relay terminal. See the applicable truck Circuit
Diagram Manual for fuse information.
85 to Fuse <5Ω If greater than 5 Ω, check for harness open between
fuse and relay terminal. See the applicable truck Circuit
Diagram Manual for fuse information.
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EGR (Exhaust Gas Recirculation) Control
Figure 375 Function diagram for EGR control
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The function diagram for EGR control includes An EGR Drive Module is used to control the EGR valve
the following: assembly. It is mounted under the coolant deaeration
tank on the left side of the mounting stand.
The EGR valve is a variable position valve that
Exhaust Gas Recirculation (EGR) valve assembly
controls the amount of exhaust that enters the intake
Boost Control Solenoid (BCS) assembly system. The ECM uses sensor input from the BAP,
EGR drive module MAT, MAP, APS, EOT, ECT, and BCS control to
calculate the desired position of the EGR valve. The
Manifold Absolute Temperature (MAT) sensor EGR drive module receives the desired EGR valve
Barometric Absolute Pressure (BAP) sensor position from the ECM across the CAN2 datalink to
activate the valve for exhaust gas recirculation. The
Engine Coolant Temperature (ECT) sensor EGR drive module provides feedback to the ECM of
Engine Oil Temperature (EOT) sensor the valve position. The EGR drive module interprets
the ECM command and sends the command using
Manifold Absolute Pressure (MAP) sensor three pulse width modulated signals to the valve
APS/IVS actuator.
Amber lamp (Warn Engine Lamp (WEL) for CF) The system is closed loop control using the EGR
position signals. The EGR drive module provides a 9
volt supply and ground to the IC in the motor of the
Function valve. When the EGR drive module drives the valve to
The EGR valve assembly consists of three major move using the three pulse width modulated signals
components, a valve, an actuator motor, and an the IC containing three Hall effect sensors provides
Integrated Circuit (IC). The IC has three Hall effect the EGR drive module with the valve position signals.
position sensors to monitor valve movement. The The EGR drive module interprets the three signals to
EGR valve assembly is located at the front of the determine valve position and sends the information
engine on the intake manifold. back to the ECM.
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EGR Circuit Operation
Figure 376 EGR circuit diagram
The EGR drive module is supplied 12 volts to Pin 1 The EGR valve assembly produces the following
from the ECM main power relay through Pin 10 of the valve position signals:
12-pin connector. Ground is supplied to Pin 2 from
Position U - EGR valve Pin 4 to EGR drive module
battery ground through Pin 4 of the 12-pin connector.
Pin 13
The ECM sends the desired position to the EGR drive
Position V - EGR valve Pin 3 to EGR drive module
module across the CAN2 datalink. CAN2 positive is
Pin 14
ECM Pin X2-6 to EGR drive module Pin 3. CAN2
negative is ECM Pin X2-13 to EGR drive module Pin Position W - EGR valve Pin 2 to EGR drive module
4. Pin 15
The EGR drive module provides a 9 volt supply from Depending on desired valve position from the ECM
Pin 12 to EGR valve assembly Pin 1. The EGR drive signal and position feedback signal from the IC.
module provides ground from Pin 16 to Pin 5 of the
EGR valve assembly.
EGES-305-2
EGR drive module drives the three-phase DC EGR drive module sends a message to the ECM,
motor to move the valve to the proper position a DTC is set, and the amber lamp (WEL for CF) is
using the following pulse width modulated illuminated.
signals:
EGR DTCs
Motor U - EGR drive module Pin 6 to EGR valve
Pin 8 DTCs are read using the EST or by counting the
Motor V - EGR drive module Pin 7 to EGR valve
Pin 7
DTC 163
Motor W - EGR drive module Pin 8 to EGR valve
Pin 6 EGR valve position signal out of range low
DTC 163 is set by the ECM when the EGR drive
The EGR drive module provides two shields to module detects a position signal failure.
suppress electrical noise. One shield is for the CAN2
DTC 163 can be set due to an open or short to
datalink (EGR drive module Pin 5). The other shield
ground on the position sensor signal power supply
is for the valve position sensor signals used by the
circuit, an open ground circuit, an open or short
EGR drive module to monitor position (EGR drive
to ground on any of the position signal circuits, or
module Pin 9).
a failed IC.
Fault Detection/Management CF) is illuminated.
The EGR drive module constantly monitors the EGR
valve. When an EGR control error is detected, the
EGES-305-2
DTC 365
EGR valve position above/below desired level
DTC 365 is set when the actual EGR valve position does not match desired.
EGR valve stuck or sticking Do “Performance Diagnostics (page 211).”
EGR valve position sensor bias Check sensor signal voltage. See “EGR circuit diagnostics (page
376).”
EGR control circuit Do “KOEO Standard Test (page 73)” and “EGR circuit diagnostics
(page 376).”
DTC 368
EGR drive module/ECM2 communication fault
DTC 368 is set by the ECM when CAN2 datalink communications are not received from EGR drive module.
DTC 368 can be set for the EGR drive module If engine starts and runs, An open or short to ground
due to the following conditions: the DTC is specific to the on the power circuit exists
EGR drive module and
An open or short to power
ECM communications.
on the ground circuit exists
The following are possible
causes: CAN2 positive and CAN2
negative are both open or
high resistance exists
When CAN communication is not present from the EGR drive module, the ECM sends 100 percent EGR
position to the EST.
If a no start condition exists with DTC 368 and 543 active, check the CAN2 wiring (EGR to ECM and IDM to
ECM). See “ECM/IDM (Electronic Control Module and Injector Driver Module) Communications (page 348).”
One of the CAN2 datalink wires (CAN2 positive or negative) is open, short to ground, or short to power exists.
When DTC 368 is active the amber lamp (WEL for CF) is illuminated.
EGES-305-2
Tools
12-Pin Breakout Harness
EGR Valve Breakout Harness
Breakout Box
EGR Pin-Point Diagnostics
EGES-305-2
EGR Pin Diagram

EGR Valve Connector Pins EGR Drive Module Connector Pins
NOTE: Harness connectors shown with mating end

view.
Pin Pin Pin

1 Position sensor power 1 Power 9 Ground shield
2 Position sensor W 2 Ground 10 Not used
3 Position sensor V 3 CAN high 11 Not used
4 Position sensor U 4 CAN low 12 Position sensor power
5 Position sensor ground 5 Not used 13 Position sensor U
6 Motor W 6 Motor U 14 Position sensor V
7 Motor V 7 Motor V 15 Position sensor W
8 Motor U 8 Motor W 16 Position sensor ground
EGES-305-2
Voltage Checks - EGR Valve Harness Connector
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.
To prevent personal injury or death, always disconnect main negative battery cable first. Always
connect the main negative battery cable last.
CAUTION: To prevent engine damage, use utmost care when disconnecting harness from the EGR valve
or EGR drive module, inserting Terminal Test Adapter probe into connector to test for specifications, and
connecting harness to EGR valve or EGR drive module. Failure to use care when disconnecting, testing, or
connecting components may result in damaged or bent connector pins.
Disconnect harness from valve. Connect EGR Valve Breakout Harness. Turn ignition switch to ON.
1 to gnd 8 to 11 V If not in spec, check for an open, short to ground or short to voltage
source.
2 to gnd 5 ± 0.5 V If not in spec, check for an open, short to ground or short to voltage
source.
source.
source.
5 to gnd 0V If not in spec, check for a short to voltage source.
EGES-305-2
EGES-305-2
Resistance Checks - EGR Valve Only
CAUTION: To prevent engine damage, use utmost care when disconnecting harness from EGR valve or EGR
drive module, inserting Terminal Test Adapter probe into connector to test for specifications, and connecting
harness to EGR valve or EGR drive module. Failure to use care when disconnecting, testing, or connecting
components may result in damaged or bent connector pins.
Turn ignition switch to OFF. Disconnect harness from valve. Connect EGR Valve Breakout Harness to
valve only.
NOTE: Ensure DMM and leads are zeroed.
1 to 2 > 1 kΩ If less than 1 kΩ, short to sensor power exists.
6 to 7 2.1 ± 0.5 Ω If not in spec, replace actuator.
EGES-305-2
EGES-305-2
Harness Resistance Checks - EGR Valve Connector to Chassis Ground
Turn ignition switch to OFF. Disconnect harness from valve. Connect EGR Valve Breakout Harness to
engine harness only. Disconnect negative battery cable and harness from sensor. Use disconnected
battery cable for ground test point.
See the applicable truck Circuit Diagram Manual for complete chassis side ECM and IDM ground circuit
information.
1 to gnd > 1 kΩ If less than 1 kΩ, short to ground exists.
5 to gnd <5Ω If greater than 5 Ω, an open circuit exists or high resistance.
EGES-305-2
EGES-305-2
Voltage Checks - EGR Drive Module Connector
Disconnect harness from the EGR drive module. Turn ignition switch to ON.
1 to gnd 9 to 16 V If not in spec, check for an open, short to ground, or short to voltage
source.
3 to gnd 1 to 4 V Digital signal. See “ECM/IDM Communications (page 345)” in this
section.
4 to gnd 1 to 4 V Digital signal. See “ECM/IDM Communications”(page 345)” in this
section.
EGES-305-2
EGES-305-2
Resistance Checks - EGR Drive Module Only
Turn ignition switch to OFF. Disconnect harness from EGR drive module. Measure at EGR drive module pins.
1 to 2 > 50 Ω If less than 50 Ω, short to ground exists.
2 to 3 > 1 kΩ If less than 1 kΩ, short to ground exists.
2 to 9 <5Ω If greater than 5 Ω, an open circuit or high resistance exists.
EGES-305-2
EGES-305-2
Harness Resistance Checks - EGR Drive Module Connector to Chassis Ground
Turn ignition switch to OFF. Disconnect harness from EGR drive module. Disconnect negative battery cable
and harness from sensor. Use disconnected battery cable for ground test point.
See the applicable truck Circuit Diagram Manual for complete chassis side ECM and IDM ground circuit
information.
2 to gnd <5Ω If greater than 5 Ω, an open circuit or high resistance exists.
EGES-305-2
EGES-305-2
Harness Resistance Checks - EGR Drive Module to EGR Actuator
Turn ignition switch to OFF. Disconnect harness from EGR drive module and EGR actuator.
NOTE: Test points are EGR drive module to EGR actuator.
Pin 6 to Pin 8 <5Ω If greater than 5 Ω, open circuit or high resistance to MTR U.
Pin 7 to Pin 7 <5Ω If greater than 5 Ω, open circuit or high resistance to MTR V.
Pin 8 to Pin 6 <5Ω If greater than 5 Ω, open circuit or high resistance to MTR W.
Pin 12 to Pin 1 <5Ω If greater than 5 Ω, open circuit or high resistance to position sensor
power.
Pin 13 to Pin 4 <5Ω If greater than 5 Ω, open circuit or high resistance to position sensor U.
Pin 14 to Pin 3 <5Ω If greater than 5 Ω, open circuit or high resistance to position sensor V.
Pin 15 to Pin 2 <5Ω If greater than 5 Ω, open circuit or high resistance to position sensor W.
Pin 16 to Pin 5 <5Ω If greater than 5 Ω, open circuit or high resistance to position sensor
ground.
EGES-305-2
Harness Resistance Checks - EGR Drive Module to 12-Pin Connector
Turn ignition switch to OFF. Disconnect harness at EGR drive module and 12-pin connector.
Pin 1 to Pin 10 <5Ω If greater than 5 Ω, open circuit or high resistance to actuator power.
Pin 2 to Pin 4 <5Ω If greater than 5 Ω, open circuit or high resistance to actuator ground.
EGES-305-2
Harness Resistance Checks - EGR Drive Module to ECM
Turn ignition switch to OFF. Disconnect harness at EGR drive module and ECM connector X2. Connect
Breakout Box X2 to engine harness only.
Pin 3 to Pin X2-6 <5Ω If greater than 5 Ω, open circuit or high resistance to CAN2 positive.
Pin 4 to Pin X2-13 <5Ω If greater than 5 Ω, open circuit or high resistance to CAN2 negative.
EGR Actuator Diagnostic Trouble Codes
DTC 163 = EGR drive module detects position signal fault
DTC 365 = EGR valve position above/below desired level
DTC 368 = EGR drive module/ECM2 communication fault
EGES-305-2
EOP (Engine Oil Pressure) Switch
Figure 385 Function diagram for the EOP switch
The function diagram for the EOP switch includes Function

the following: The EOP switch is located in the oil filter base
Engine Oil Pressure (EOP) switch assembly. The ECM supplies a 5 volt signal to the
EOP switch. When engine oil pressure is present
Electronic Control Module (ECM) the 5 volt signal is switched to ground (the switch is
Amber Lamp (Warn Engine Lamp (WEL) for CF) grounded).
Red Lamp (Oil/Water Lamp (OWL) for CF) The Engine Warning and Protection System (EWPS),
is enabled to warn the engine operator when a low
engine oil pressure condition occurs.
EGES-305-2
EOP Circuit Operation
Figure 386 EOP circuit diagram
The EOP switch is supplied with a 5 volt signal at Pin DTC 225
1 from ECM Pin X1-13. The EOP switch housing is
EOP sensor signal in range fault
grounded to the engine block. The ECM monitors Pin
X1-13. DTC 225 is set by the ECM when the EOP signal
voltage is less than expected with ignition switch to
When engine oil pressure is present, the 5 volt signal
ON and the engine off.
is switched to ground and Pin X1-13 is 0 volts. When
oil pressure is not present, X1-13 is 5 volts. DTC 225 can be set due to a short to ground or
failed EOP switch.
Fault Detection/Management When DTC 225 is active, the amber lamp (WEL for
The ECM continuously monitors the signal of the EOP CF) is illuminated.
switch to determine if the signal is within an expected
range. If there is an open circuit it is interpreted as DTC 313
no oil pressure. If there is a short to ground, it is
interpreted as oil pressure with KOEO. EWPS - Engine Oil Pressure below warning
level
EOP DTCs DTC 313 is set by the ECM, when engine oil
DTCs are read using the EST or by counting the pressure is lower than expected while the engine
flashes from the amber and red lamps. is running.
DTC 313 can be set by an open circuit, short to
voltage source in the EOP circuit, a loose or failed
EOP switch, or low oil pressure.
When DTC 313 is active, the red lamp (OWL for
CF) is illuminated.
EGES-305-2
Tools
Breakout Box
Breakout harness
EOP Operational Diagnostics - DTC 225

Figure 388 Continuous Monitor Test
2. To monitor signal voltage, run KOEO Continuous

Monitor Test. For help, see “Continuous Monitor
Test (page 76)” in the “Diagnostic Software
Operation (page 211)” section of this manual.
3. Monitor EOP signal voltage. Verify an active DTC
for the EOP circuit.
4. If code is active, do step 6 to check circuit for the
EOP switch using the following table.
Figure 387 Continuous Monitor session DTCs related to the condition.
6. Disconnect engine harness from pressure switch.
1. Using EST, select D_ContinuousMonitor.ssn from NOTE: Inspect connectors for damaged pins,
the Open Session File window, select Open to corrosion, or loose pins. Repair if necessary.
open the session.
EGES-305-2

Circuit Checks - EOP Switch

Use EST, DMM, and 500 ohm wire harness
Switch disconnected 5V If voltage is less than 5 volts, check signal circuit for
open or short to ground.
500 Ohm resistor harness connected 0V If 5 volts, check for open circuit to ECM or possible ECM
between wire and ground failure.
Connect engine harness to switch. Use the EST to clear DTCs. If an active code remains after checking
test conditions, replace the EOP switch.
EOP Operational Diagnostics - DTC 313 2. Start the Engine.


the cab is up and the door is open. 3. Select Diagnostics from the menu bar.
4. Select Key-On Engine-Running tests from the
drop down menu.
1. Using EST, select D_ContinuousMonitor.ssn from
the Open Session File window, select Open to 5. Monitor EOP signal voltage. Verify an active DTC
open the session. for the EOP circuit.
EGES-305-2

for the EOP sensor using the following table.


DTCs related to the condition. Check for loose
switch.
8. Disconnect engine harness from pressure sensor.

9. Connect Pressure Sensor Breakout Harness to
engine harness only.

Circuit Checks - EOP Switch

Disconnect engine harness from pressure switch. Use EST, DMM, and 500 ohm wire harness
Switch disconnected 5V If voltage is less than 5 volts, check signal circuit for
open or short to ground.
500 Ohm resistor harness connected 0V If 5 volts, check for open wire to ECM or possible ECM
between the wire and ground failure.
Connect engine harness to switch. Use the EST to clear DTCs. If an active code remains after checking
test conditions, replace the EOP switch.
EGES-305-2
EOP Pin-Point Diagnostics
Figure 393 EOP circuit diagram

Disconnect harness from sensor and turn ignition switch to ON.
1 to gnd 5 ± 0.5 V If voltage is not to spec, EOP circuit is open or shorted to ground.
Turn ignition switch to OFF. Disconnect negative battery cable and switch connector.
1 to gnd > 1 kΩ If less than 1 kΩ, check for short to ground
Harness Resistance Checks - ECM to EOP Switch

Connect Breakout Box on engine harness only.
X1-13 to 1 <5Ω If greater than 5 Ω, check for open signal wire.
EGES-305-2
Operational Voltage Checks - EOP Switch (KOEO)

Use EST to monitor engine oil pressure PID. Turn ignition switch to ON, do not crank engine.
EOP 0 psi If 40 psi, check for short to ground.
connected
If 0 psi, do next check “EOP disconnected”.
EOP 0 psi If 0 psi, do “Operational Voltage Checks - EOP Switch (Engine Idle) (page
disconnected 402)” in the next table.
If 40 psi, check for short to ground.
Operational Voltage Checks - EOP Switch (Engine Idle)

Use EST to monitor engine oil pressure PID. Engine idling.
EOP 40 psi If 0 psi and EOP circuit resistance checks are good, check oil pressure
connected with gauge, do “Test 8. Engine Oil (page 154)” in the “Hard Start and No
Start Diagnostics (page 131)” section of this manual. If oil pressure is within
specification, replace EOP switch.
EOP Diagnostic Trouble Codes

DTC 225 = EOP signal was 0 volts with Key-On Engine Off.
DTC 313 = EOP signal was 5 volts with engine running.
EGES-305-2
EOT (Engine Oil Temperature) Sensor
Figure 394 Function diagram for the EOT sensor
EGES-305-2
The function diagram for the EOT sensor includes The EOT changes resistance when exposed to
the following: different temperatures. When oil temperature
decreases, the resistance of the thermistor increases.
This causes the signal voltage to increase. When
Electronic Control Module (ECM) oil temperature increases, the resistance of the
Injection Driver Module (IDM) thermistor decreases. This causes the signal voltage
to decrease.
Fuel injector
The EOT sensor provides a feedback signal to the
Exhaust Gas Recirculation (EGR) valve ECM indicating engine oil temperature. The ECM
Injection Pressure Regulator (IPR) monitors the EOT signal to control fuel quantity and
timing throughout the operating range of the engine.
Boost Control Solenoid (BCS) assembly The EOT signal allows the ECM to compensate for oil
Amber Lamp (Warn Engine Lamp (WEL) for CF) viscosity variations due to temperature changes in the
operating environment, ensuring that adequate power
and torque are available for all operating conditions.
Function
During engine operation, if the ECM recognizes that
The EOT sensor is a thermistor sensor installed in the the EOT signal is lower or higher than the expected
oil filter base. The ECM supplies a 5 volt reference value it will set a DTC.
signal which the EOT sensor uses to produce an
analog voltage that indicates temperature.
EGES-305-2
EOT Circuit Operation
Figure 395 EOT circuit diagram
The EOT sensor is supplied with a 5 volt reference DTC 312

voltage at Pin 2 from ECM Pin X2-1. The sensor is
EOT signal out of range high
grounded at Pin 1 through the signal ground terminal
at ECM Pin X1-6. As the oil temperature increases DTC 312 is set by the ECM when the EOT signal is
or decreases, the sensor changes resistance and greater than 4.8 volts for more than 0.35 seconds.
provides the oil temperature signal voltage at the DTC 312 can be set due to a signal or ground
ECM. The signal voltage is monitored by the ECM to circuit open, a short to a voltage source, or an
determine the temperature of the oil. failed EOT sensor.
Fault Detection/Management When DTC 312 is active the amber lamp (WEL for
CF) is illuminated.
The ECM continuously monitors the signal of the EOT
sensor to determine if the signal is within an expected
range. If the ECM detects an out of range high or low, Tools
the ECM will ignore the EOT signal and assume an EST with MasterDiagnostics® software
engine oil temperature of -20 °C (-4 °F) for starting
and 100 °C (212 °F) for engine running conditions. EZ-Tech® interface cable
EOT DTCs
Breakout Box
DTC 311
Breakout harness
EOT signal out of range low Terminal Test Adapter Kit
DTC 311 is set by the ECM when the EOT signal is
less than 0.2 volts for more than 0.35 seconds.
DTC 311 can be set due to a sensor signal wire
short to ground or an failed EOT sensor.
CF) is illuminated.
EGES-305-2
EOT Operational Diagnostics

WARNING: To prevent personal injury, use 2. Select Diagnostics from the menu bar.
down menu.
1. Select D_ContinuousMonitor.ssn from the Open Continuous Monitor and select Run to start
Session File window, select Open to open the the test.
session.

5. Monitor EOT signal voltage. Verify an active DTC

for the EOT circuit.
6. If code is active, do step 8 and 9 to check circuit for
the EOT sensor using the “Circuit Checks - EOT
Sensor (page 407)” table.
EGES-305-2

problem locations. If circuit continuity is
the condition.
sensor.


Circuit Checks - EOT Sensor

Use EST, breakout harness, 3-Banana Plug Harness, and 500 ohm resistor harness.
Sensor disconnected > 4.78 V If voltage less than 4.78 volts, check signal circuit for
short to ground.
3-Banana plug harness installed 0V If voltage is greater than 0.2 volts, check ground
between Pin 2 (GREEN) and Pin 1 and signal circuit for open or high resistance. Use a
(BLACK) of breakout harness. Breakout Box and measure resistance from PIN 1 to
X1-6 and from PIN 2 to X2-1 (specification is < 5 Ω).
500 Ohm resistor harness installed < 1.0 V If voltage greater than 1.0 volts, check signal circuit
between Pin 2 (GREEN) and Pin 1 for short to VREF, B+, or another sensor’s signal
(BLACK) of breakout harness. voltage.
Connect engine harness to sensor. Use the EST to clear DTCs. If an active code remains after checking
test conditions, replace the EOT sensor.
EGES-305-2
EOT Pin-Point Diagnostics
Figure 399 EOT circuit diagram
Voltage Checks - Connector to Ground

2 to gnd 4.8 to 5.0 V Pull up voltage, if low or no voltage, circuit has open, high resistance,
or short to ground.
1 to gnd 0 to 0.25 V If greater than 0.25 volts, signal ground wire is shorted to VREF or B+.
Turn ignition switch to OFF. Disconnect harness from sensor. Connect breakout harness to engine harness
only. Disconnect negative battery cable and sensor connector.
1 to gnd <5Ω If greater than 5 Ω, check for open ground circuit
2 to gnd > 1 kΩ If less than 1 kΩ, check for signal short to ground
EGES-305-2
Connect Breakout Box to engine harness only. Connect breakout harness to engine harness only.
X1-6 to 1 <5 Ω If greater than 5 Ω, check for open ground wire
X2-1 to 2 <5 Ω If greater than 5 Ω, check for open signal wire
Operational Voltage Checks - EOT Sensor

Turn ignition switch to OFF. Use EST and DMM. Connect Breakout Box to ECM and engine harness with the
EOT connected. Turn ignition switch to ON, do not crank the engine.
Test Point Temp Resistance Voltage
X2-1 to X1-6 (gnd) -29 °C (-20 °F) 0.482 MΩ 4.73 V
X2-1 to X1-6 (gnd) 0 °C (32 °F) 99.3 kΩ 4.40 V
X2-1 to X1-6 (gnd) 20 °C (68 °F) 38.08 kΩ 3.85 V
X2-1 to X1-6 (gnd) 37 °C (100 °F) 17.84 kΩ 3.14 V
X2-1 to X1-6 (gnd) 100 °C (212 °F) 2.2 k Ω 0.90 V
EOT Diagnostic Trouble Code
EGES-305-2
EWPS (Engine Warning and Protection System)
Figure 400 Function diagram for the EWPS
EGES-305-2
The function diagram for the EWPS includes the EWPS Operational Descriptions
following:
NOTE: All EWPS modes will set the amber
lamp if engine speed increases over 3900 rpm
Crankshaft Position (CKP) sensor (non-programmable).
The EWPS includes the following features:
Engine Oil Pressure (EOP) switch EWPS mode – This parameter indicates to the
on-board electronics the desired mode of operation
Engine Coolant Temperature (ECT) for the engine warning and protection feature.
Engine Coolant Level (ECL) sensor Standard warning (rpm, ECT) – Engine over speed
Red Lamp (Oil/Water Lamp (OWL) for CF) and overheat are provided as the default operating
mode. No engine shutdown is available.
2-way warning (rpm, ECT, EOP) – Engine over
speed, overheat, and low oil pressure are monitored
Function
in the engine warning operating mode. No engine
EWPS safeguards the engine from undesirable shutdown is available.
operating conditions to prevent engine damage and
3-way warning (rpm, ECT, EOP, ECL) – Engine over
to prolong engine life. When a warning condition is
speed, overheat, low oil pressure, and low coolant
detected, the on-board electronics will illuminate a
level are monitored in the engine warning operating
red lamp (OWL for CF) and sound an audible alarm.
mode. No engine shutdown is available.
When a critical engine condition is detected, the
3-way Protection (rpm, ECT, EOP, ECL) – Engine
on-board electronics will shut the engine down if the
over speed, overheat, low oil pressure, and low
protection feature has been enabled. The critical
coolant level are monitored in the engine protection
engine condition will be recorded by a logging feature
operating mode. Engine shutdown can be made
that records the event in engine hours and odometer
available when a critical engine condition is detected.
readings. After the engine has shutdown, the engine
Critical engine conditions include overheat, low oil
may be restarted for a thirty second run time.
pressure and low coolant level.
When EWPS is enabled and a critical engine condition
4-way warning (rpm, ECT, EOP, ECL, genset fault)
occurs, the on-board electronics will send a warning to
– Engine over speed, overheat, low oil pressure, low
the instrument panel.
coolant level and genset faults are monitored in the
engine warning operating mode. No engine shutdown
There are five options of EWPS:
is available.
Standard warning ECT Warning Temperature – This parameter
2-way warning indicates when an engine overheat condition
warrants, red lamp is illuminated and a warning
3-way warning
buzzer is activated.
3-way protection
ECT Critical Temperature – This parameter indicates
4-way warning when an engine overheat condition warrants an
engine shutdown. The engine shutdown can be
NOTE: EWPS modes available will vary, depending programmed to operate if desired. The event logging
on application. feature will log when this event has occurred in both
engine hours and odometer readings.
EOP RPM Boundary 1 – This parameter indicates the
rpm range that engine oil pressure level 1 is used for
the loss of engine oil pressure detection.
EGES-305-2
EOP RPM Boundary 2 – This parameter indicates the DTC 313

EWPS - Engine Oil Pressure below warning level
the loss of engine oil pressure detection.
DTC 313 is set by the 34 kPa (5 psi) @ 700
EOP RPM Boundary 3 – This parameter indicates the
ECM, when engine rpm
oil pressure is lower
the loss of engine oil pressure detection. 69 kPa (10 psi) @ 1400
than expected while the
rpm
EOP Warning Level 1 – This parameter indicates engine is running. The
when a loss of engine oil pressure warrants the red specifications for the 138 kPa (20 psi) @
lamp to be illuminated and the warning buzzer to be warning are: 2000 rpm
activated. For diagnostics, see “Low Oil Pressure Diagnostics
EOP Warning Level 2 – This parameter indicates (page 119)” in the “Engine Symptoms Diagnostics
when a loss of engine oil pressure condition warrants, (page 99)” section of this manual.
red lamp is illuminated and a warning buzzer is DTC 313 can be set by an open, circuit short to
activated. voltage source in the EOP circuit, a loose or failed
EOP Warning Level 3 – This parameter indicates EOP switch, or low oil pressure.
when a loss of engine oil pressure condition warrants, When DTC 313 is active, the red lamp (OWL for
red lamp is illuminated and a warning buzzer is CF) is illuminated.
activated.
EOP Critical Level 1 – This parameter indicates DTC 314
when a loss of engine oil pressure condition warrants
an engine shutdown. The engine shutdown can be EWPS - Engine Oil Pressure below critical level
programmed to operate if desired. The event logging DTC 314 is set by the 14 kPa (2 psi) @ 700
feature will log when this event has occurred in both ECM, when the engine rpm
engine hours and odometer readings. oil pressure drops below
83 kPa (12 psi) @ 1400
EOP Critical Level 2 – This parameter indicates the critical level while
rpm
when a loss of engine oil pressure condition warrants the engine is running.
The specifications are: 152 kPa (22 psi) @
an engine shutdown. The engine shutdown can be
2000 rpm
programmed to operate if desired. The event logging
feature will log when this event has occurred in both For diagnostics, see “Low Oil Pressure Diagnostics
engine hours and odometer readings. (page 119)” in the “Engine Symptoms Diagnostics
EOP Critical Level 3 – This parameter indicates
when a loss of engine oil pressure condition warrants DTC 314 can be set by an open, circuit short to
an engine shutdown. The engine shutdown can be voltage source in the EOP circuit, a loose or failed
programmed to operate if desired. The event logging EOP switch, or low oil pressure.
feature will log when this event has occurred in both When DTC 314 is active, the red lamp (OWL for
engine hours and odometer readings. CF) flashes and sounds an audible signal.
EWPS Operational Diagnostics
EWPS DTCs
EGES-305-2
DTC 315 DTC 316

Engine speed above warning level ECT unable to reach commanded set point
DTC 315 is set by the ECM when the engine rpm NOTE: DTC 316 only indicates the engine has not
has exceeded 3900 rpm. been able to reach operating temperature. It does
not indicate an electronic failure.
DTC 315 can be set due Excessive engine
to any of the following speed in an unintended DTC 316 is set if the Automatic transmission
conditions: downshift. engine does not reach 60 °C (140 °F)
operating temperature.
Steep acceleration
DTC 316 will only be set
downhill without correct
with engines that have
brake application.
Cold Ambient Protection
External fuel source (CAP) strategy enabled.
being ingested into air DTC 316 is set after the
intake system. engine has run for more
When DTC 315 is active the amber lamp (WEL for than 120 minutes and
CF) is illuminated. The engine hours and miles has not exceeded the
of the last two over speed occurrences will be following specifications
recorded in the engine event log. for engine coolant
temperature. DTC 316
can be cleared with the
EST.
DTC 316 can be set due Extended idle time
to any of the following
Cold ambient
conditions:
temperatures (may
require use of winter
front)
Thermostat stuck in
open position
Incorrectly plumbed
cooling system
(thermostat bypassed)
Fan clutch locked on
EGES-305-2
DTC 321 DTC 323

ECT above warning level ECL below warning/critical level
DTC 321 is set by the ECM when the engine DTC 323 is set by the ECM when coolant is low.
coolant temperature is above 113 °C (228 °F). When the EWPS mode is 3-way protection and
The ECM illuminates the red lamp (OWL for CF). DTC 323 is active, the engine will shutdown. The
When the temperature drops below 113 °C (228 ECM will log the engine hours and odometer
°F) the DTC will become inactive. For diagnostics, reading at the time of occurrence. After the
see ”Coolant Over-Temperature (page 109)” in the shutdown, the engine can be restarted for thirty
“Engine Symptoms Diagnostics” (page 99) section seconds. When the coolant has returned to correct
of this manual. levels, DTC 323 will become inactive.
For high altitude applications (103 kPa [15 psi] NOTE: If coolant level is correct, see “ECL Sensor
radiator cap), DTC 321 is set by the ECM when (page 341)” in this section. An ECL signal shorted
the engine coolant temperature is above 116 °C to ground can cause DTC 323.
(240 °F). When the temperature drops below 116
°C (240 °F) the DTC will become inactive.
DTC 325
Power reduced, matched to cooling system
DTC 322
performance
ECT above critical level
DTC 325 is set by the ECM when the cooling
DTC 322 is set by the ECM when the engine system temperature exceeds 111 °C (232 °F).
coolant temperature is above 116 °C (240 °F). At this temperature the ECM will reduce the fuel
The ECM illuminates the red lamp (OWL for CF). delivered to the engine. When the temperature
When the temperature drops below 116 °C (240 drops below 111 °C (232 °F) the DTC will become
°F) the DTC will become inactive. For diagnostics, inactive and the engine will return to normal
see ”Coolant Over-Temperature (page 109)” in the operation. No lamp will be illuminated.
“Engine Symptoms Diagnostics (page 99)” section
For each Celsius degree of temperature the
of this manual.
fuel will be reduced 6%. This reduces the heat
For high altitude applications (103 kPa [15 psi] produced by the engine and reduces the burden
radiator cap), DTC 321 is set by the ECM when on the cooling system. The vehicle speed will also
the engine coolant temperature is above 119 °C be reduced and allow the operator to downshift
(246 °F). When the temperature drops below 119 and increase the efficiency of the cooling system.
°C (246 °F) the DTC will become inactive. As the temperature is reduced the compensation
level is reduced until the temperature drops below
111 °C (232 °F) and normal operation is resumed.
EGES-305-2
GPC (Glow Plug Control) Circuit
Figure 401 Function diagram for the Glow Plug Control (GPC)
The function diagram for the Glow Plug Control Temperature (ECT) sensor to determine the amount
system includes the following: of time that the WAIT TO START lamp and glow plugs
are on.
Glow plugs
Glow plug relay NOTE: The WAIT TO START lamp on time is
Electronic Control Module (ECM) independent from the glow plug relay on time.
Engine Coolant Temperature sensor (ECT) The WAIT TO START lamp indicates when the glow
plugs have been on long enough to start the engine.
Barometric Absolute Pressure sensor (BAP) The on time normally varies between 2 to 10 seconds.
Battery The engine is ready to start when the WAIT TO
WAIT TO START lamp START lamp is turned off by the ECM. The glow plugs
can remain on up to 120 seconds while the engine is
running to reduce exhaust emissions during engine
Function
warm-up.
The glow plug control system warms the engine
The glow plugs are self limiting and do not require
cylinders to aid cold engine starting and reduce
cycling on and off. The glow plug relay will only cycle
exhaust emissions during warm-up.
on and off repeatedly if system voltage is greater than
The ECM is programmed to energize the glow 14.0 volts.
plugs (through the glow plug relay) while monitoring
Glow plugs are activated for a longer time, if the
certain programmed conditions for engine coolant
engine is cold or the barometric pressure is low (high
temperature and atmospheric pressure.
altitude).
The ECM monitors battery voltage, Barometric
Absolute Pressure (BAP) sensor and Engine Coolant
EGES-305-2
GPC Circuit Operation
Figure 402 GPC Circuit Diagram
The glow plug control system operation on time is Glow Plug Control DTCs
dependent upon the ECT, BAP, and battery voltage.
The glow plug relay is activated by power supplied by
the ECM through Pin X1-17 to the Glow Plug Control
(GPC) circuit. The coil of the glow plug relay is
DTC 251
grounded through the actuator power ground circuit,
Pin 4 of the 12-pin connector to the battery negative Glow Plug Control OCC self-test failed
terminal. Power is supplied to the switch side of the
DTC 251 is set by the ECM when the OCC test has
glow plug relay from the starter motor. When the relay
failed after the KOEO Standard test has been run.
coil is energized, power is supplied to the glow plugs
that are grounded through the cylinder head. DTC 251 can be set for an open or shorted GPC
signal circuit, an open actuator power ground, or
The ECM monitors the output of the relay, from the an open glow plug relay coil.
relay to Pin X1-21.
The WAIT TO START lamp time is transmitted over DTC 375
the CAN1 datalink. See the applicable truck Service
Manual. Glow Plug Relay Circuit Fault
DTC 375 is set by the ECM when the relay output
Fault Detection/Management voltage does not meet expected voltage.
The ECM continuously monitors the output of the DTC 375 can be set by an open in the B+ supply
Glow Plug relay, when voltage is not as expected a circuit to the glow plug relay, open or shorted GPD
DTC will be set. circuit, or failed glow plug relay.
An open or short to ground in the glow plug relay DTC 375 can be set if there is a failed control
control circuit can be detected by an on demand circuit, repair DTC 251 first.
Output Circuit Check (OCC) performed during the
KOEO Standard test. When a circuit fault is detected,
a DTC will be set. Glow plug and glow plug harness
problems can not be detected by the ECM.
EGES-305-2
Tools NOTE: The GPC relay ground circuit diagnosis

requires the use of vehicle circuit diagrams. See the
applicable truck Circuit Diagram Manual for circuit
EZ-Tech® interface cable numbers, connector and fuse locations.
Breakout Box
12-pin Breakout Harness
EGES-305-2
GPC Pin-Point Diagnostics
Voltage Checks - Relay (KOEO)

Turn ignition switch to ON. Measure voltage (on-time is temperature dependent).
NOTE: If on-time is not long enough, do the Voltage Checks at Relay - Output State Test.
Glow plug battery supply terminal to gnd B+ Relay switch power, B+ should be present at
all times. Check connection at starter or fusible
links if no voltage is present.
Glow plug relay output terminal to gnd ON = B+ Glow plug control, ECM commands relay ON
= B+, OFF = 0 volts. When ignition switch is
OFF = 0 V
turned on the glow plug relay output voltage
should remain on for 20 to 120 seconds
(Temperature dependent).
GPC to gnd ON = B+ Glow plug control, ECM commands relay ON
= B+, OFF = 0 volts. When ignition switch is
OFF = 0 V
turned on the glow plug relay output voltage
should remain on for 20 to 120 seconds
Actuator Pwr Gnd to gnd 0V Glow plug relay has constant ground through
12-pin connection from batteries. If voltage is
present, check for open circuit.
EGES-305-2
Voltage Checks - Relay (Output State Test)

Turn ignition switch to ON. Run “Glow Plug/Inlet Air Heater Output State test (page 80)” see the “Diagnostic
Software Operation (page 70)” section of this manual for the procedure.
Glow plug relay output terminal to gnd B+ Glow plug relay output terminal voltage with
GP/IAH Output State Test activated, voltage
GPC to gnd B+ Glow plug relay output terminal voltage with
GP/IAH Output State Test activated, voltage

NOTE: Do this check only if active DTC 375 and all other voltage checks are in specifications.
Turn ignition switch to OFF, connect the Breakout Box X1 and X3 only to the ECM and the harness. Turn
ignition switch to ON. Run “Glow Plug/Inlet Air Heater Output State test (page 80)” see the “Diagnostic
Software Operation (page 70)” section of this manual for the procedure.
X1-21 to X3-7 (gnd) ON = B+ Glow plug relay output terminal voltage with GP/IAH
Output State Test activated, voltage should be
OFF = 0 V
present for 120 seconds. If all other voltages are in
specification and active DTC 375, check for open
circuit and short to power source.
Harness Resistance Checks - Relay to Chassis Ground
Turn ignition switch to OFF. Disconnect the negative battery cable. Disconnect the control wiring from the
relay. Use the disconnected negative battery cable as the ground test point.
Actuator Pwr Gnd to gnd <5 Ω If greater than 5 Ω, check for open circuit between
relay and gnd. Do “Harness Resistance Checks -
12-Pin connector (page 420).”
GPC to gnd >1 kΩ If less than 1 kΩ, check for short to ground from relay
to X1-17 Do Harness Resistance Checks.
EGES-305-2
Harness Resistance Checks - 12-Pin connector
Turn ignition switch to OFF. Disconnect the 12-Pin connector, connect 12-pin breakout harness. Disconnect
Actuator Pwr Gnd relay to <5 Ω If greater than 5 Ω, check for open from relay to
Pin 4 on 12-pin breakout 12-pin connector.
harness
Pin 4 on 12-pin breakout <5 Ω If greater than 5 Ω, check for open from 12-pin
harness to chassis gnd connector to chassis ground.
Harness Resistance Check - Relay to ECM

Turn ignition switch to OFF. Check with the ECM Breakout Box connected to the X1 harness only.
GPC at relay to X1-17 <5 Ω If greater than 5 Ω, check for open between relay
and the ECM.
GPD at relay to X1–21 <5 Ω If greater than 5 Ω, check for open between relay
and the ECM.
For glow plug and harness diagnostics, see “Test and No Start Diagnostics (page 131)” section of this
14. Glow Plug System (page 192)” in the “Hard Start manual.
EGES-305-2
HFCM (Horizontal Fuel Conditioning Module)

Fuel Pump
Figure 405 Functional diagram for the fuel pump
The functional diagram for the fuel pump includes Function

the following:
The fuel pump is located inside the Horizontal Fuel
Fuel pump Conditioning Module (HFCM) and is serviceable
separately. The ECM controls a fuel pump relay that
powers the fuel pump. When the ignition switch is
Fuel pump relay turned to ON, the fuel pump relay is energized for 60
Battery seconds. If the ECM does not detect engine running
at the end of the 60 seconds it will de-energize the fuel
Ignition switch pump relay and the fuel pump. The ECM monitors
the voltage with the output of the fuel pump relay on
the Fuel Pump Monitor (FPM) circuit.
EGES-305-2
Fuel Pump Circuit Operation
Figure 406 Fuel pump circuit diagram
The fuel pump relay is supplied power at Pin 1(86) DTC 237
from VIGN. The fuel pump relay is energized by ground
Fuel Pump Control OCC self-test failed
supplies by the ECM through Pin X3-9 to Pin 2(85).
Power is supplied to Pin 3(30) from the battery. When DTC 237 is set by the ECM when the OCC test has
the relay coil is energized power is supplied to the fuel failed after the KOEO Standard test has been run.
pump from Pin 5(87). The ECM monitors the output DTC 237 can be set for an open or short to ground
of the relay from the relay to X4-15. on FPC circuit, an open or short to ground on VIGN
circuit to the fuel pump relay, or an open fuel pump
Fault Detection/Management relay coil.
The ECM continuously monitors the output of the fuel
pump relay; when voltage is out of expected range a DTC 374
DTC will be set.
Fuel pump relay circuit fault
An open or short to ground in the fuel pump relay
control circuit can be detected by an on-demand DTC 374 is set by the ECM when the relay output
Output Circuit Check (OCC) performed during the voltage does not meet expected voltage.
KOEO Standard test. When a circuit fault is detected, DTC 374 can be set for an open in the B+ supply
a DTC will be set. Fuel pump and fuel pump harness circuit to fuel pump relay, open or shorted FPM
problems can not be detected by the ECM. circuit, or a failed fuel pump relay.
Fuel Pump DTCs DTC 374 can be set if there is a failed control
circuit, repair DTC 237 first.
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Tools
Breakout Box
EGES-305-2
Fuel Pump Pin-Point Diagnostics

The fuel pump circuit requires the use of vehicle
circuit diagrams. See the applicable truck Circuit
Diagram Manual for circuit numbers, connector and
fuse locations.
EGES-305-2
Turn ignition switch to ON. Connect relay breakout harness to relay and socket. Measure voltage (on-time is
60 seconds).
NOTE: If on-time is not long enough, do the “Voltage Checks - Relay (Output State Test.) (page 426)”
3(30) to gnd B+ Continuous voltage from VIGN; if no voltage, check

power fuse or battery. If fuse is blown, check for short
to ground. If fuse is good, check for open between
Pin 3(30) and VIGN.
1(86) to gnd B+ Continuous voltage from battery; if no voltage, check
power fuse or battery. If fuse is blown, check for open
between Pin 1(86) and Pin 10 of the 12-pin connector.
2(85) to gnd ON = 0 to 0.25 V Switched ground from ECM, 60-second on-time. If
greater than 0.25 volts , check for open or shorted to
OFF = B+
power between Pin 2(85) and Pin X3-9.
5(87) to gnd ON = B+ Switched power from fuel pump relay, 60-second
on-time. If no voltage, replace the fuel pump relay.
OFF = 0 V
EGES-305-2
Turn ignition switch to ON. Connect relay breakout harness to relay and socket. Run “Output State Test Low
(page 77)” see the “Diagnostic Software Operation (page 70)” section in this manual for the procedure.
5(87) to gnd B+ Fuel pump relay output voltage with “Output State
Test Low (page 77)” activated, voltage should be
present until test is cancelled.
2(85) to gnd 0 to 0.25 V Fuel pump control with “Output State Test Low (page
77)” activated, ground should be present until test
is cancelled.

Turn ignition switch to OFF, connect the Breakout Box X4 and X3 only to the ECM and the harness. Turn
ignition switch to ON. Run “Output State Test Low (page 77)” see the “Diagnostic Software Operation
(page 70)” section in this manual for the procedure.
X4-15 to X3-7 (gnd) ON = B+ Fuel pump relay output voltage with “Output State
Test Low (page 77)” activated, voltage should be
OFF = 0 V
present until test is cancelled. If all other voltages
are in specification and active DTC 374, check for
open circuit or short to power source on fuel pump
monitor circuit.
EGES-305-2
Harness Resistance Checks - Relay to Ground
CAUTION: To prevent engine damage, turn ignition switch to OFF before unplugging relay or ECM. Failure
to turn ignition switch to OFF could cause a voltage spike and damage to the electrical components.
Turn ignition switch to OFF. Remove fuel pump relay, connect relay breakout harness to the relay socket
only. Disconnect the negative battery cable. Use disconnected negative battery cable for ground test point.
3(30) to gnd > 1 kΩ If less than 1 kΩ, check for short to ground and blown
fuse
fuse
2(85) to gnd > 1 kΩ If less than 1 kΩ, check for short to ground
fuse
NOTE: If ignition switch is grounded when turned off this
will be less than 5 Ω.
EGES-305-2
Harness Resistance Checks - Relay to Battery
Turn ignition switch to OFF. Remove relay, connect relay breakout harness to socket only. Disconnect
negative battery cable. Use disconnected negative battery cable for ground test point.
3(30) to B+ <5Ω If greater than 5 Ω, check for open or high resistance.
Check fuse and battery connections.
Harness Resistance Checks - Relay to VIGN
Turn ignition switch to OFF. Remove fuel pump relay, connect relay breakout harness to socket only.
Disconnect negative battery cable. Remove VIGN fuse. Use disconnected negative battery cable for ground
test point.
1(86) to VIGN <5 Ω If greater than 5 Ω, check for open in ignition circuit.
Check VIGN relay and fuses.
Harness Resistance Checks - Relay to Pump

Turn ignition switch to OFF. Disconnect fuel pump connector, remove relay, connect relay breakout harness
to socket only.
5(87) (relay) to 1 <5Ω If greater than 5 Ω, check for open between fuel pump
(pump) relay and fuel pump connector
EGES-305-2
Harness Resistance Checks - Relay to ECM
Turn ignition switch to OFF. Remove relay, connect relay breakout harness to socket only. Connect Breakout
Box X4 only to harness only.
5(87) to X4-15 <5 Ω If greater than 5 Ω, check for open between Pin X4-15
and fuel pump relay
Harness Resistance Checks - Fuel Pump Connector to Ground

Turn ignition switch to OFF. Disconnect fuel pump connection. Inspect for bent pins or corrosion.
2 to gnd <5Ω If greater than 5 Ω, check for open in ground circuit to
fuel pump connector
EGES-305-2
Harness Resistance Checks - Fuel Pump Connector to ECM
Turn ignition switch to OFF. Disconnect fuel pump connection. Inspect for bent pins or corrosion. Connect
Breakout Box X4 to harness only.
1 (pump) to X4-15 <5Ω If greater than 5 Ω, check for open in fuel pump power
and monitor circuit
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IAH (Inlet Air Heater) Circuit
Figure 411 Function diagram for Inlet Air Heater
The function diagram for the IAH system includes The ECM is programmed to energize the inlet air
the following: heater (through the inlet air heater relay) while
monitoring programmed conditions for engine oil
Inlet Air Heater (IAH)
temperature, inlet air temperature, and atmospheric
Inlet Air Heater relay pressure.
Electronic Control Module (ECM) The ECM monitors battery voltage and uses
Engine Oil Temperature (EOT) sensor information from the Barometric Absolute Pressure
(BAP) sensor, the Inlet Air Temperature (IAT), and the
Barometric Absolute Pressure (BAP) sensor Engine Oil Temperature (EOT) sensor to determine
Mass Air Flow/Inlet Air Heater (MAF/IAT) sensor the amount of time that the WAIT TO START lamp
is ON and the activation time of the inlet air heater.
WAIT TO START lamp The ECM controls the WAIT TO START lamp and the
Battery activation of the inlet air heater separately.
Inlet air heater is activated if the engine is cold or the
Function barometric pressure is low (high altitude).
The inlet air heater control system warms the air The engine is ready to start when the WAIT TO START
entering the intake manifold to aid cold engine starting lamp is turned off by the ECM.
and reduce exhaust emissions during warm-up.
EGES-305-2
IAH Circuit Operation
Figure 412 IAH circuit diagram
The inlet air heater control system operation on time IAH DTCs
depends on IAT, EOT, BAP, and battery voltage. The
inlet air heater relay is activated by power supplied by
the ECM through Pin X1-18 to the IAHC circuit. The
coil of the inlet air heater relay is grounded through
DTC 238
the actuator power ground circuit, Pin 4 of the 12-pin
connector to the battery negative terminal. Power Inlet Air Heater Control OCC self-test failed
is supplied to the switch side of the inlet air heater
DTC 238 is set by the ECM when the OCC test has
relay from the starter motor. When the relay coil is
failed after the KOEO Standard test has been run.
energized, power is supplied to the inlet air heater that
is grounded through the intake manifold. DTC 238 can be set for an open or shorted IAHC
circuit, an open actuator power ground, or an open
The ECM monitors the output of the relay, from the IAH relay coil.
relay to Pin X2-11.
The WAIT TO START lamp time is transmitted over DTC 373
the CAN1 datalink. See the applicable truck Circuit
Diagram Manual. Inlet Air Heater relay circuit fault
DTC 373 is set by the ECM when the relay output
Fault Detection/Management voltage does not meet the expected voltage.
The ECM continuously monitors the output of the IAH DTC 373 can be set for an open in the B+ supply
relay, when voltage is not as expected a DTC will be circuit to the IAH relay, open or shorted IAHD
set. circuit, or a failed IAH relay.
An open or short to ground in the inlet air heater DTC 373 can be set if there is a failed control
relay control circuit can be detected by an on demand circuit, repair DTC 238 first.
Output Circuit Check (OCC) performed during the
KOEO Standard test. When a circuit fault is detected,
a DTC will be set. Inlet air heater and inlet air heater
wiring problems can not be detected by the ECM.
EGES-305-2
Tools NOTE: The IAH relay ground circuit requires the

use of vehicle circuit diagrams. See the applicable
truck Circuit Diagram Manual for circuit numbers and
EZ-Tech® interface cable locations for fuses and connectors.
Breakout Box
12-pin Breakout Harness
EGES-305-2
IAH Pin-Point Diagnostics

Turn ignition switch to ON. Measure voltage (on-time is temperature dependent).
NOTE: If on-time is not long enough do the “Voltage Checks - Relay (Output State Test) (page 435).”
IAH battery supply terminal to gnd B+ Relay switch power, B+ should be present at all
times. Check connection at starter or fusible links if
no voltage is present.
IAH relay output terminal to gnd ON = B+ IAH Control, ECM commands relay ON = B+, OFF = 0
volts. When ignition switch is turned on the IAH relay
OFF = 0 V
output voltage should remain on for 9 to 120 seconds
IAHC to gnd ON = B+ IAH Control, ECM commands relay ON = B+, OFF = 0
volts. When ignition switch is turned on the IAH relay
OFF = 0 V
output voltage should remain on for 9 to 120 seconds
Actuator Pwr Gnd to gnd 0V IAHC relay has constant ground through 12-Pin
connector from batteries. If voltage is present, check
for open circuit.
EGES-305-2

Turn ignition switch to ON. Run “Glow Plug/Inlet Air Heater Output State test (page 80)” see the “Diagnostic
Software Operation (page 70)” section in this manual for the procedure.
IAH relay output terminal to gnd B+ IAH relay output terminal voltage with “GP/IAH Output
State Test (page 80)” activated, voltage should be
present for 30 seconds after a 3 second pause.
IAHC to gnd B+ IAH relay output terminal voltage with “GP/IAH Output
State Test (page 80)” activated, voltage should be
Voltage Checks - At ECM (Output State Test)

Turn ignition switch to OFF, connect the Breakout Box X2 and X3 to the ECM and the harness. Turn ignition
switch to ON. Run “Glow Plug/Inlet Air Heater Output State test (page 80)” see the “Diagnostic Software
Operation (page 70)” section in this manual for the procedure.
X2-11 to X3-7 (gnd) ON = B+ IAH relay output terminal voltage with “GP/IAH Output
State test (page 80)” activated, the voltage should be
OFF = 0 V
EGES-305-2
Harness Resistance Checks - Relay to Chassis Ground
Turn ignition switch to OFF. Disconnect the negative battery cable, disconnect the control wiring from the
relay, use the disconnected negative battery cable as the ground test point.
Actuator Pwr Gnd to gnd <5 Ω If greater than 5 Ω, check for open circuit between
relay and gnd. Do “Harness Resistance Checks -
12-Pin connector (page 436).”
IAHC to gnd >1 kΩ If less than 1 kΩ, check for short to ground from relay
to X1-18 Do “Harness Resistance Checks - Relay to
ECM (page 437).”
Harness Resistance Checks - 12-Pin connector
Turn ignition switch to OFF. Disconnect the 12-Pin connector, connect 12-pin breakout harness. Disconnect
Actuator Pwr Gnd relay to <5 Ω If greater than 5 Ω, check for open from relay to
PIN 4 on 12-pin breakout 12-pin connector.
harness
Pin 4 on 12-Pin breakout <5 Ω If greater than 5 Ω, check for open from 12-pin
harness to chassis gnd connector to chassis ground.
EGES-305-2
Harness Resistance Check - Relay to ECM
Turn ignition switch to OFF. Check with the ECM Breakout Box connected X1 and X2 engine harness only.
IAHC at relay to X1-18 <5 Ω If greater than 5 Ω, check for open between relay
and the ECM.
IAHD at relay to X2–11 <5 Ω If greater than 5 Ω, check for open between relay
and the ECM.
For IAH and harness diagnostics, see “Test 15. Inlet and No Start Diagnostics (page 131)” section in this
Air Heater System” (page 199) in the “Hard Start manual.
EGES-305-2
IAT (Intake Air Temperature) Sensor

The Intake Air Temperature (IAT) sensor is part of
the Mass Air Flow/Intake Air Temperature (MAF/IAT)
sensor, they are in a common housing.
Figure 416 Functional diagram for IAT sensor
The functional diagram for the IAT sensor Function

The MAF/IAT sensor is a dual sensor unit. The IAT
MAF/IAT sensor portion is a thermistor sensor located in the air flow
to the turbocharger. The ECM supplies a 5 volt
reference signal which the IAT uses to produce an
Injector Drive Module (IDM) analog voltage that indicates the inlet air temperature.
Fuel injector The IAT changes resistance when exposed to different
temperatures. When air temperature decreases, the
Amber Lamp (Warn Engine Lamp (WEL) for CF) resistance of the thermistor increases. This causes
EGES-305-2
the signal voltage to increase. When air temperature

increases, the resistance of the thermistor decreases.
This causes the signal voltage to decrease.
The IAT sensor provides a feedback signal to the ECM
indicating inlet air temperature. The ECM monitors
the IAT signal to control fuel timing and rate for cold
starting. The continuous monitoring by the IAT sensor
limits smoke emissions.
IAT Circuit Operation
Figure 417 IAT circuit diagram
The IAT sensor is supplied with a 5 volt reference Fault Detection/Management

signal at Pin A from ECM Pin X1-7. The sensor is
When the ECM detects an IAT signal out of range high
grounded at Pin B through sensor ground at ECM Pin
or low, the ECM will ignore the IAT signal and assume
X1-6. As the air temperature increases or decreases,
an ambient temperature of 25 °C (77 °F).
the sensor changes resistance and provides the air
temperature signal voltage at the ECM. The signal
IAT DTCs
voltage is monitored by the ECM to determine the inlet
air temperature. DTCs are read using the EST or by counting the
EGES-305-2
DTC 154 Tools

IAT signal out of range low EST with MasterDiagnostics® software
DTC 154 is set by the ECM if signal voltage is less EZ-Tech® interface cable
than 0.127 volts for more than 0.35 seconds.
DTC 154 can be set due to a short to ground in the
signal circuit or a failed IAT sensor.
When DTC 154 is active, the amber lamp (WEL for
CF) is illuminated. MAF/IAT breakout harness
12-Pin breakout harness
DTC 155 Breakout Box
IAT signal out of range high Terminal Test Adapter Kit
DTC 155 is set by the ECM if signal voltage is
greater than 4.6 volts for more than 0.35 seconds.
DTC 155 can set due to an open signal or ground
circuit, a short to a voltage source, or a failed IAT
sensor.
CF) is illuminated.
EGES-305-2
IAT Operational Diagnostics
WARNING: To avoid personal injury, death, WARNING: To prevent personal injury, use
including damage to the engine or vehicle, keep care to prevent contact with the door edge when
away from rotating parts (belts and fan) and hot the cab is up and the door is open.
engine surfaces.
1. Select D_ContinuousMonitor.ssn from the Open

session.
EGES-305-2

for the IAT sensor using the following table.


8. Disconnect chassis harness from temperature
sensor.

9. Connect MAF/IAT Breakout Harness to engine
harness only.

3. Select Key-On Engine-Off Tests from the drop Figure 421 Close session
down menu.
Continuous Monitor and select Run to start 10. When finished with this test, select Session from
the test. menu bar, then Close.
5. Monitor IAT signal voltage. Verify an active DTC
for the IAT circuit.
EGES-305-2
Circuit Checks - IAT Sensor

Use EST, MAF/IAT breakout harness, 3-banana harness, and 500 ohm resistor harness.
Sensor disconnected > 4.6 V If voltage is less than 4.6 volts, check signal circuit for
short to ground.
3-Banana harness installed 0V If voltage is greater than 0.127 volts, check ground and
between Pin A (GREEN) and Pin signal circuit for open or high resistance. Use a Breakout
B (BLACK) on breakout harness. Box and measure resistance from PIN B to PIN X1-6 and
from PIN A to X1-7 (specification < 5 Ω).
500 Ohm resistor harness < 1.0 V If voltage is less than 1.0 volts, check signal circuit for
installed between Pin A (GREEN) short to VREF, B+, or another sensor’s signal voltage.
and Pin B (BLACK) on breakout
harness.
NOTE: Connect engine harness to sensor. Use the EST to clear DTCs. If an active code remains after
checking test conditions, replace the MAF/IAT sensor.
EGES-305-2
IAT Pin-Point Diagnostics
Voltage Checks - Connector to Ground

MAF/IAT breakout harness to harness only. Turn ignition switch to ON, do not crank the engine.
A to gnd 4.6 to 5.0 V Pull up voltage, if no voltage, circuit has open, high resistance, or short
to ground.
B to gnd 0 to 0.25 V Signal ground (No voltage expected). If greater than 0.25 volts, signal
ground is shorted to VREF or B+.
EGES-305-2
Turn ignition switch to OFF. Disconnect harness from sensor. Disconnect negative battery cable.
A to gnd > 1 kΩ If less than 1 kΩ, check for signal circuit short to ground.
B to gnd <5Ω If greater than 5 Ω, check for open ground circuit.
EGES-305-2
Harness Resistance Checks - ECM to Sensor
Turn ignition switch to OFF. Disconnect harness from sensor. Connect Breakout Box to engine harness
X1 only harness only.
X1-7 to A <5Ω If greater than 5 Ω, check for open signal circuit open.
X1-6 to B <5Ω If greater than 5 Ω, check for open ground circuit.
Operational Voltage Checks - IAT Sensor (Breakout Harness)

Turn ignition switch to OFF. Connect MAF/IAT breakout harness to sensor and harness. Turn ignition
switch to ON, do not crank the engine.
A to B -29 °C (-20 °F) 47.5 kΩ 3.34 V
A to B 0 °C (32 °F) 9.62 kΩ 1.59 V
A to B 20 °C (68 °F) 3.6 kΩ 0.76 V
A to B 37 °C (100 °F) 1.8 kΩ 0.41 V
Operational Voltage Checks - IAT Sensor (Breakout Box)
Turn ignition switch to OFF. Connect Breakout Box to the ECM and engine harness with the IAT connected.
Turn ignition switch to ON, do not crank the engine.
X1-7 to X1-6 (gnd) -29 °C (-20 °F) 47.5 kΩ 3.34 V
X1-7 to X1-6 (gnd) 0 °C (32 °F) 9.62 kΩ 1.59 V
X1-7 to X1-6 (gnd) 20 °C (68 °F) 3.6 kΩ 0.76 V
X1-7 to X1-6 (gnd) 37 °C (100 °F) 1.8 kΩ 0.41 V
IAT Diagnostic Trouble Code

DTC 155 = Signal voltage was greater than 4.6 volts for more than 0.35 seconds
EGES-305-2
ICP (Injection Control Pressure) Sensor
Figure 424 Function diagram for ICP sensor
The function diagram for the ICP sensor includes a 5 volt reference signal which the ICP sensor uses
the following: to produce a linear analog voltage which indicates
pressure.
The ICP sensor provides a feedback signal to the
ECM indicating injection control pressure. The ECM
Injector Drive Module (IDM) monitors ICP as the engine is operating to modulate
Fuel injectors the IPR. This is a closed loop function which means
the ECM continuously monitors and adjusts for ideal
Injection Pressure Regulator (IPR) ICP, determined by conditions such as load, speed,
Amber Lamp (Warn Engine Lamp (WEL) for CF) and temperature.
During engine operation, if the ECM recognizes the
Function ICP signal is lower or higher than the value the IPR is
trying to achieve the ECM will set a DTC and illuminate
The ICP sensor is a micro strain gauge (MSG) sensor. the amber lamp (WEL for CF).
The ICP sensor is installed through the right side valve
cover in the high-pressure oil rail. The ECM supplies The ICP signal from the ECM is one of the signals the
IDM uses to command the correct injector timing.
EGES-305-2
ICP Circuit Operation
Figure 425 ICP circuit diagram
The ICP sensor is supplied with a 5 volt reference DTC 124

voltage at Pin 2 from ECM Pin X1-14. The ICP sensor
ICP signal out of range low
is grounded at Pin 1 from ECM Pin X1-6. The ICP
sensor returns a variable voltage signal from Pin 3 to DTC 124 is set by the ECM if signal voltage is less
ECM Pin X1-20. than 0.039 volts for more than 0.1 second.
Fault Detection/Management ground on the signal circuit, a failed ICP sensor or
The ECM continuously monitors the signal of the ICP an open VREF circuit or VREF short to ground.
sensor to determine if the signal is within an expected When DTC 124 is active the amber lamp (WEL for
range. If the ECM detects a higher or lower voltage CF) is illuminated.
than expected, the ECM will set a DTC, illuminate
the amber lamp (WEL for CF), ignore the ICP sensor
signal, and use a preset value based on engine DTC 125
operating conditions. ICP signal out of range high
ICP (DTCs) DTC 125 is set by the ECM if the signal voltage is
greater than 4.9 volts for more than 0.1 second.
flashes from the amber and red lamps. DTC 125 can be set due to a signal circuit shorted
to VREF or B+, or a failed ICP sensor.
CF) is illuminated.
EGES-305-2
DTC 332 Tools

ICP above specification with engine not running EST with MasterDiagnostics® software
DTC 332 is set by the ECM, if the voltage signal EZ-Tech® interface cable
from the ICP sensor is higher than expected with
ignition switch on and the engine off. If the ECM
sets DTC 332, the ECM will ignore the ICP signal 3-Banana Harness
and operate the IPR with fixed values based on 500 Ohm resistor harness
engine operating conditions.
Pressure sensor breakout harness
DTC 332 can be caused by an open signal ground,
VREF shorted to voltage source greater than 5.5 Breakout Box
volts, a biased circuit, a failed ICP sensor, or a Terminal Test Adapter Kit
momentary loss of either the CMP or CKP signal.
CF) is illuminated.
EGES-305-2
ICP Operational Diagnostics
Figure 426 ICP circuit diagram
WARNING: To prevent personal injury or WARNING: To prevent personal injury, use

death, be careful to avoid rotating parts (belts and care to prevent contact with the door edge when
fan) and hot engine surfaces. the cab is up and the door is open.

session.
EGES-305-2

for the ICP sensor using the following table.


continuity is interrupted, the EST display DTCs
related to the condition.
7. Disconnect engine harness.

8. Connect pressure sensor breakout harness to

down menu.
4. From the KOEO Diagnostics menu, select 9. When finished with this test, select Session from
Continuous Monitor and select Run to start menu bar, then Close.
the test.
EGES-305-2
Circuit Checks - ICP Sensor

Use EST, DMM, pressure sensor breakout harness, and 500 ohm resistor harness.
checking test conditions, replace the ICP sensor.
Sensor disconnected 0V If voltage is greater than 0.039 volts, check signal circuit
for short to VREF or B+.
Voltage from Pin 2 (BLUE) to 5 ± 0.5 V If voltage is greater than 5.5 volts, check VREF for short to
ground using DMM B+. If voltage is less than 4.5 volts, check VREF for open or
short to ground.
500 Ohm resistor harness 5V If voltage is less than 4.9 volts, check signal circuit for
installed between Pin 3 (GREEN) open or short to ground. Remove negative battery cable.
and Pin 2 (BLUE) of breakout Measure resistance from Pin 3 to ground (specification >
harness. 1 kΩ) to check for short to ground. Use a Breakout Box
from Pin 3 to PIN X1-20 (specification < 5 Ω) to check for
open in the harness.
Resistance from Pin 1 (BLACK) <5Ω If resistance is greater than 5 Ω, check for open or high
of breakout harness to chassis resistance between ECM and sensor connector. Use a
ground using DMM. Breakout Box and measure resistance from between Pin
1 and Pin X1-6 (specification < 5 Ω).
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ICP Pin-Point Diagnostics
Figure 430 ICP circuit diagram with breakout harness

1 to gnd 0 to 0.25 V Signal ground (no voltage expected). If greater than 0.25 volts, check ground
circuit for open or high resistance and check signal ground for short to VREF
or B+.
2 to gnd 5 ± 0.5 V If voltage is not to specification, VREF circuit is shorted to ground, shorted to
B+, or open.
3 to gnd 0 to 0.25 V If greater than 0.25 volts, signal circuit is shorted to VREF or B+.
EGES-305-2
1 to gnd > 500 Ω If less than 500 Ω, check for short to ground.
2 to gnd > 500 Ω If less than 500 Ω, check for short to ground.
3 to gnd > 1 kΩ If less than 1 kΩ, check for short to ground.
Turn ignition switch to OFF. Connect breakout box to engine harness X1 and X2 only and breakout harness
X1-6 to 1 <5Ω If greater than 5 Ω, check for open ground circuit.
X1-14 to 2 <5Ω If greater than 5 Ω, check for open VREF circuit.
X1-20 to 3 <5Ω If greater than 5 Ω, check for open signal circuit.
EGES-305-2
Figure 431 ICP circuit diagram with breakout harness
Operational Voltage Checks - ICP Sensor with Breakout Harness

Check with pressure sensor breakout harness connected to sensor and engine harness.
Test Point EST voltage Spec Checks
readings: Signal
to ground
3 (Green) to 1 (Black) 0.92 V 0 kPa (psi) Voltage with KOEO. Atmospheric
pressure dependent on altitude and
BAP pressure.
3 (Green) to 1 (Black) 1.73 V 55 kPa (8 psi)
3 (Green) to 1 (Black) See appropriate performance specification Rated speed, full load
See “Appendix A: VT 275 Performance Specifications (page 571)”
EGES-305-2
Operational Voltage Checks - ICP Sensor with Breakout Box
CAUTION: To avoid engine damage, turn ignition switch to OFF before unplugging relay or ECM. Failure to
turn ignition switch to OFF could cause a voltage spike and damage to the electrical components.
Check with breakout box connected X1 and X2 only to the ECM and engine harness.
Test Point EST voltage readings: Spec Checks
Signal to ground
X2-3 to X1-6 0.92 V 0 kPa (psi) Voltage with KOEO. Atmospheric
BAP pressure.
X2-3 to X1-6 1.73 V 55 kPa (8 psi)
X2-3 to X1-6 2.72 V 129 kPa (18 psi)
X2-3 to X1-6 3.71 V 193 kPa (28 psi)
X2-3 to X1-6 See appropriate performance specification Rated speed, full load
See “Appendix A: VT 275 Performance Specifications (page 571)”
ICP Diagnostic Trouble Codes
DTC 332 = Signal voltage was greater than 1.625 volts, ignition switch on and the engine off 7.99 MPa
(1160 psi).
EGES-305-2
ICP (Injection Control Pressure) System
Figure 432 Function diagram for ICP system

1. Injection Control Pressure (ICP) 6. Oil exhaust port (2) 11. High-pressure pump assembly
sensor 7. Fuel inlet (4) 12. Fuel injector (6)
2. High-pressure oil rail assembly 8. Branch tube assembly
3. Case-to-head tube plug (2) 9. Injection Pressure Regulator
4. Case-to-head tube (2) (IPR) valve
5. High-pressure oil inlet (injector) 10. Crankcase
EGES-305-2
The ICP system consists of the following feedback provided by the ICP sensor does not meet
subsystems and components: the ECM desired values, the ECM will set a DTC,
illuminate the amber lamp (WEL for CF) and control
the operation of the ICP system by calculating the
Injectors correct oil pressure for all engine operating conditions
Injection Pressure Regulator (IPR) until the system is diagnosed and repaired.
Injection Control Pressure (ICP) sensor The ECM monitors the ICP developed while the
engine is cranking. When pressure does not develop
Engine lubrication system in an expected time frame, the ECM will set a DTC.
High-pressure pump reservoir The DTC will aid in identifying and diagnosing the
hard start and no start condition.
Reservoir screen
The EST can be used to command the ECM to
Crankcase passage
perform an engine running test on the ICP system.
High-pressure pump assembly The ECM controls the IPR in a programmed sequence
and evaluates system performance. When the test
Case-to-head tube assembly
concludes, if a performance issue has been detected,
Branch tube assembly the ECM will set a DTC for that system condition.
High-pressure oil rail assemblies When an ICP fault is detected, the ECM will default
Associated wiring to open loop of IPR control and the EST will display
N/A for ICP data. ICP desired will indicate default
pressure.
Function
The function of the ICP system is to develop, ICP System DTCs
maintain, and control the high-pressure injection DTCs are read using the EST or by counting the
control pressure to provide the force to actuate the flashes from the amber and red lamps.
injectors and provide fuel to the engine.
NOTE: Repair all injector, sensor, and actuator DTCs
before doing ICP diagnostic checks and tests.
ICP System Operation
Tools
Diagnostic Trouble Codes (DTCs) associated with
this system may indicate an electrical or electronic EZ-Tech® interface cable
control system failure, but will most likely indicate a Digital Multimeter (DMM)
mechanical or hydraulic problem with the ICP system.
The ECM continuously monitors the ICP in the system
to assure the control system is providing the proper
control pressure at all times. If the oil pressure
EGES-305-2
WARNING: To prevent personal injury or death, when performing ICP system checks and tests,
comply with the following:
• Read all safety instructions in the foreword of this manual. Follow all warnings, cautions, and
notes.
• Before running the engine for diagnostic or service procedures, shift transmission to park or
neutral, set parking brake, and block wheels.
• Be careful to avoid rotating parts (belts and fan) and hot engine surfaces.
DTC 331
ICP above system working range
DTC 331 is set by the ECM when the injection control pressure is above 24.0 MPa (3554 psi) up to
27.5 MPa (3989 psi) depending on temperature for 1.5 seconds. DTC 331 can be an indicator of a problem
in the mechanical injection control pressure system, wiring, or ICP sensor.
When DTC 331 is active, the ECM will ignore feedback from the ICP sensor and control the IPR valve from
programmed default values. The amber lamp (WEL for CF) will be illuminated when DTC 331 is active.
Possible causes for DTC 331 include: Debris in engine
Incorrect grade of oil
Failed, stuck or plugged inlet on the IPR valve
IPR control wire shorted to ground
ICP sensor or circuit causing signal to be biased high
Checks and Tests Comments

Check oil level and quality. Check oil level and for contamination, debris, and correct API
classification.
Check active and inactive DTCs. Repair any ICP sensor codes. See “ICP (Injection Control Pressure)
Sensor (page 447)” in this section.
Do ICP Operational Voltage Check KOEO pressure sensor value and voltage. See “ICP
Checks. Operational Diagnostics (page 448)” in this section.
Do IPR Pin-Point Diagnostics. See “IPR Pin-Point Diagnostics (page 486)” in this section.
Do the KOEO Standard Test. Test will verify IPR valve circuit continuity. See “KOEO Standard Test
(page 218)” in the “Performance Diagnostics (page 211)” section of
this manual.
Do KOER Standard Test and See “KOER Standard Test (page 237)” in the “Performance
Injection Control Pressure Test. Diagnostics (page 211)” section of this manual.
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DTC 333
ICP above/below desired level
DTC 333 indicates an injection control system response time fault and may be set during normal engine
operation through the continuous monitor function or during the KOER Standard Test.
DTC 333 is set by the ECM when the measured pressure does not match the pressure expected by the
ECM. DTC 333 will be set if the measured value is less than or greater than 2.5 MPa (362 psi) of desired
injection control pressure for a period greater than 7 seconds.
When DTC 333 is active, the ECM will ignore feedback from the ICP sensor and control the IPR valve from
programmed default values. The amber lamp (WEL for CF) will be illuminated when DTC 333 is active.
Possible causes for DTC 333 include: Low or high oil level in crankcase
Contaminated or aerated engine oil
Debris in engine oil
Trapped air in the ICP system (particularly after an injector or
high-pressure pump replacement)
Intermittent IPR valve wiring connection. Inspect engine wiring
harness connector and IPR valve terminal for corrosion. Inspect
terminal for bent or pushed back pins.
Failed or stuck injection pressure regulator
Leaks in ICP system
Problem with ICP sensor or sensor circuit, incorrect sensor,
system biased high or low
Failed high-pressure hydraulic pump
EGES-305-2

Check repair history - Determine if If ICP system was serviced, vehicle should be operated 32 km (20
trapped air caused by ICP system mi) to validate system performance.
disassembly.
Check oil level and quality. Check oil level, API classification. Inspect for debris. If
contamination is suspected, check oil filter element.
Check active and inactive DTCs. Repair any ICP sensor codes. See “ICP (Injection Control
Pressure) Sensor (page 448)” in this section.
Do ICP Operational Voltage Checks. Check KOEO pressure sensor value and voltage. See “ICP
Operational Diagnostics (page 447)” in this section.
Do KOEO Standard Test. Test will verify IPR valve circuit continuity. See “KOEO Standard
Test (page 218)” in the “Performance Diagnostics (page 211)”
Do KOER Standard Test. Test will verify major ICP system failure. See “KOER Standard
Do KOER Continuous Monitor Test When running test, wiggle wires on ICP sensor and IPR valve
(intermittent DTC detected). connectors while engine is running.
Do Injection Control Pressure Test. Verify if oil is aerated at high idle. See “Injection Control Pressure
(page 239)” in the “Performance Diagnostics (page 211)” section
of this manual.
Test ICP system for leaks. See “Low ICP System Pressure (page 178)” in the “Hard Start
and No Start Diagnostics (page 131)” section of this manual.
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DTC 334
ICP unable to achieve set point in time (poor performance)
DTC 334 indicates an injection control system response time fault and may be set during normal engine
operation through the continuous monitor function or during the KOER Standard test.
DTC 334 compares measured ICP to desired ICP and looks for a large pressure difference of 9 MPa
(1300 psi) for a period of 3 seconds.
When DTC 334 is active, the ECM ignores the ICP sensor and controls the IPR valve operation from
programmed default values.
Possible causes for DTC 334 include: Low or high oil level in crankcase
Contaminated or aerated engine oil
Debris in engine oil
Failed or stuck injection pressure regulator
Leaks in ICP system
Problem with ICP sensor or sensor circuit, incorrect sensor,
system biased high or low
Failed high-pressure hydraulic pump
EGES-305-2

Check repair history - Determine if If ICP system was serviced, vehicle should be operated 32 km (20
trapped air caused by ICP system mi) to validate system performance
disassembly.
Check oil level and quality. Check oil level, API classification. Inspect for debris. If
contamination is suspected, check oil filter element.
Check active and inactive DTCs. Repair any ICP sensor codes. See “ICP (Injection Control
Pressure) Sensor (page 448)” in this section.
Do ICP Operational Voltage Checks. Check KOEO pressure sensor value and voltage. See “ICP
Operational Diagnostics (page 447)” in this section.
Do KOER Standard Test. Test will verify major ICP system failure. See “KOER Standard
Do KOER Continuous Monitor Test When running test, wiggle wires on ICP sensor and IPR valve
(intermittent DTC detected). connectors while engine is running.
Do Injection Pressure Control Test. Verify if oil is aerated at high idle. See “Injection Control Pressure
of this manual.
EGES-305-2
DTC 335
ICP unable to build pressure during cranking
DTC 335 is set when the ECM detects less than 4 MPa (580 psi) of ICP after cranking the engine for 9 to
15 seconds depending on temperature . Engine cranking speed must be greater than 130 rpm before
diagnostic trouble code detection can begin.
Engine cranking time varies with engine temperature.
NOTE: If DTC becomes active during Relative Compression Test, ignore and close DTC.
Possible causes for DTC 335 include: Low oil level in crankcase
No lube oil pressure or lube oil delivery (reservoir empty or not
filling)
Leaks in ICP system
Inoperative or stuck injection pressure regulator
Loose high-pressure hydraulic pump gear
Inoperative high-pressure hydraulic pump
EGES-305-2

Visual inspection Verify ICP sensor and IPR wiring is connected. Check for oil leaks.
Verify if system has been recently serviced (air entrapment). If
ICP system was serviced, vehicle should be operated 32 km (20
mi) to validate system performance.
Check oil level and pressure. Inspect engine oil for debris. Verify lube oil pressure and delivery
during engine cranking. Verify delivery by collecting oil from lube
oil pressure tap. See “Engine Oil (page 154)” and “Electronic
Service Tool (EST) Data List (page 146)” in the “Hard Start and
No Start Diagnostics (page 131)” section of this manual.
Check active and inactive DTCs. Repair any ICP, CKP, or CMP sensor codes first. See”ICP
(Injection Control Pressure) Sensor (page 448),” “CKP (Crankshaft
Position) Sensor (page 330),” and “CMP (Camshaft Position)
Sensor (page 334)” in this section.
Test (page 142)” in the “Hard Start and No Start Diagnostics (page
131)” section of this manual.
Do KOER Continuous Monitor Test. When engine is running, enable test, wiggle wires on ICP sensor,
IPR valve, and all pass through connectors. If DTC is set, or
engine dies, check codes and inspect wires at connection point.
Do ICP pressure test. Verify if oil is aerated at high idle. See “Injection Control Pressure
of this manual.
EGES-305-2
IDM PWR (Injector Drive Module) Power
Figure 433 Function diagram for IDM PWR supply
The function Diagram for the IDM PWR includes Function

the following:
The Injector Drive Module (IDM) requires a 12 volt
Injector Drive Module (IDM) power source. The operating power is received from
the vehicle batteries through the IDM main power
IDM main power relay
relay each time the ignition switch is turned ON.
Battery
When the ignition switch is turned ON, the IDM
Ignition switch provides an internal ground to the coil side of the IDM
Fuses main power relay. This closes the relay contacts and
provides the IDM with power.
EGES-305-2
IDM PWR Circuit Operation
Figure 434 IDM PWR circuit diagram
The IDM is grounded to the battery negative terminal DTC 523

at IDM Pins X3-1, X3-2, X3-3, X3-22 and X3-26.
IDM VIGN voltage low
The IDM receives VIGN power at Pin X3-7. Key power
DTC 523 is set by the ECM when the voltage from
signals the IDM to provide a ground path to switch
VIGN is less than 7 volts.
the IDM power relay from Pin X3-27 to 86. Switching
the IDM relay provides power directly from the battery DTC 523 can be set due to poor connections
positive terminal through a fuse and relay contacts 30 between the IDM Pin X3-7 and the VIGN.
and 87 to terminals X3-4, X3-23, X3-24 and X3-25. DTC 523 will not illuminate the amber lamp (WEL
Power is also supplied to Pin X3-8 for IDM logic and is for CF).
protected with a fuse. See the applicable truck Circuit
Diagram Manual for circuit numbers, connector and
fuse locations. DTC 525
IDM fault
DTC 525 is set by the ECM when there is an
The IDM internally monitors battery voltage. When the internal IDM failure. When DTC 525 is set, replace
IDM continuously receives less than 7 volts or greater the IDM.
than 16 volts a Diagnostic Trouble Code (DTC) will be
set. When DTC 525 is active the amber lamp (WEL for
CF) is illuminated.
IDM PWR DTCs
EGES-305-2
DTC 533 DTC 534

IDM relay voltage high IDM relay voltage low
DTC 533 is set by the ECM when the voltage from DTC 534 is set by the ECM when the voltage from
the IDM power relay is greater than 16 volts. the IDM power relay is less than 7 volts.
DTC 533 can be set due to an alternator voltage DTC 534 can be set due to a failed alternator, IDM
output of 16 volts or more. DTC 533 can also be power relay, discharged batteries or increased
set when jump starting the engine or incorrect resistance in the battery feed circuits.
external battery connections exist.
DTC 534 will not illuminate the amber lamp (WEL
DTC 523 will not illuminate the amber lamp (WEL for CF).
for CF).
Tools
12-pin breakout harness
Breakout Box
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IDM PWR Pin-Point Diagnostics
Voltage Checks - IDM Power Relay Socket (KOEO)
CAUTION: To prevent engine damage, turn ignition switch to OFF before unplugging the connector relay for
the IDM. Failure to turn ignition switch to OFF will cause a voltage spike and damage to electrical components.
The IDM PWR circuit requires the use of vehicle circuit diagrams. Follow tests in order. Check with IDM
relay and breakout harness installed, with ignition switch on and the engine off. If all tests are in spec,
proceed to 12-pin voltage checks.
85 to gnd B+ Continuous voltage. If no voltage, check power circuits from battery or fuse.
If fuse is blown, check for short to ground. If fuse is good, check for open
between PIN 85 and B+.
30 to gnd B+ Continuous voltage. If no voltage, check power circuits from battery or fuse.
If fuse is blown, check for short to ground. If fuse is good, check for open
between PIN 30 and B+.
86 to gnd 0.06 to 2 V If greater than 2 volts, check for open circuit between IDM PIN X3-27 to PIN
86 on relay or VIGN circuit - continue with 12-pin voltage checks.
87 to gnd B+ Continuous voltage. If no voltage, replace relay.
NOTE: See the applicable truck Circuit Diagram Manual for circuit numbers, connector and fuse locations.
EGES-305-2
Voltage Checks - 12-pin Connector (KOEO)
Check with breakout harness installed at 12-pin connector, IDM relay installed, and KOEO. Follow tests in
order. Inspect for bent pins or corrosion.
9 to gnd B+ Power from ignition switch to IDM. If no voltage. Check for blown fuse or
open circuit.
8 to gnd 0.06 to 2 V IDM MPR - 12-pin connector. If greater than 2 volts, check for open circuit
between IDM PIN X3-27 to PIN 8.
12 to gnd B+ IDM power from relay PIN 87. If no voltage, check from PIN 12 to PIN 87
on relay for open or short to ground.
6 to gnd B+ IDM logic power from relay PIN 87 with fuse. If fuse is blown, check for short
to ground. If fuse is good, check for open circuit between fuse to PIN 6.
1 to gnd 0V Ground - voltage reading indicates poor ground to battery. If voltage is
present check for open or high resistance between battery (-) and IDM pins.
EGES-305-2
Voltage Checks - IDM (KOEO)
Check with IDM power relay installed. Disconnect IDM X3 connector. Ground Pin X3-27 using Terminal Test
Pin Adapter and harness to activate relay and check at harness connector. Inspect for bent pins or corrosion.
IDM X3-7 to gnd B+ Power from ignition switch to IDM. If no voltage.
IDM X3-1 to gnd 0 to 0.25 V Ground - voltage reading indicates poor ground to battery.
IDM X3-27 to gnd 0 to 0.25 V IDM grounds relay through internal transistor. Expect 0 volts with X3-27
grounded. If voltage is present, check Terminal Test Pin Adapter and
jumper.
IDM X3-8 to gnd B+ Power from relay to IDM. If no voltage, check fuses. If a fuse is blown,
check for short to ground. If fuses are good, check for open circuit
between 87 and X3-8.
IDM X3-4 to gnd B+ Power from relay to IDM. If no voltage, check for open between PIN
X3-4 and 87 on IDM relay.
EGES-305-2
Harness Resistance Checks - Main Power Relay to Battery
Check with ignition switch OFF. Disconnect negative battery cable and IDM X3 harness. IDM harness
connector end is numbered at mating end.
30 (IDM relay) to B+ cable <5Ω If greater than 5 Ω, check connections for open between relay
and positive battery cable. Check fuses.
86 (IDM relay) to B+ cable <5Ω If greater than 5 Ω, check connections for open between relay
and positive battery cable. Check fuse.
EGES-305-2
Harness Resistance Checks - IDM to Main Power Relay
Turn ignition switch to OFF. Inspect for bent pins or corrosion. Connect relay breakout harness and use
Terminal Test Adapter Kit to test. Disconnect IDM X3 (32-pin) connector.
NOTE: The mating end of the X3 connector is numbered 1 through 32.
IDM X3-4 to 87 <5Ω If greater than 5 Ω, check connection from IDM to relay.
IDM X3-8 to 87 <5Ω If greater than 5 Ω, check connection from IDM through fuse to
relay.
EGES-305-2
Harness Resistance Checks - IDM to Chassis Ground
Turn ignition switch to OFF. Disconnect negative battery cable. Disconnect harness from IDM relay. Use
IDM X3-1 to gnd cable <5Ω If greater than 5 Ω, check connection to battery ground.
IDM X3-4 to gnd cable > 900 Ω If less than 900 Ω, check for short to ground.
IDM PWR Diagnostic Trouble Codes
DTC 523 = IDM VIGN voltage low
DTC 525 = IDM fault
DTC 533 = IDM relay voltage high
DTC 534 = IDM relay voltage low
EGES-305-2
INJ (Injector Drive) Circuits
Figure 438 Function diagram for INJ circuit
The function diagram for INJ circuit includes the INJ Circuit Operation
following:
When a coil needs to be energized the IDM turns on
fuel Injectors both the high and low side driver.
High Side Drive Output
Injector Driver Module (IDM)
The IDM regulates the current at an average of 20
Controller Area Network (CAN2) link amps. When the current reaches 24 amps the IDM
Camshaft Position Output (CMPO) signal shuts off the high side driver. When the current drops
to 16 amps the IDM turns on the high side driver.
Crankshaft Position Output (CKPO) signal
Amber Warn Engine Lamp (WEL) Low Side Drive Return
The injector solenoids are grounded through the low
Function side return circuits. The IDM monitors the low side
return circuits. The IDM monitors the low side return
The IDM is used to control the injectors. The IDM signal for diagnostic purposes and utilizes the fly-back
receives CMPO and CKPO signals and fueling current from the injector solenoids to help charge the
information via CAN2 from the ECM. The IDM drive capacitors internal to the IDM.
calculates injection timing and injector actuation time
based on the fuel quantity requested for any engine
operation condition.
EGES-305-2
Fault Detection/Management DTC 451-456

When the engine is running, the IDM can detect High side short to ground or VBAT (cylinder number
individual injector coil open and shorts to ground or indicated)
battery. A KOEO Injector Test allows the operator to
DTC 451-456 is set by the ECM when the rising
enable all injector coils when the engine is off to verify
time to 20 amps is zero on the open or close coil.
circuit operation. When the IDM detects a fault, DTCs
DTC 451-458 usually indicates the harness or coil
are transmitted over the CAN2 line between the ECM
is shorted to ground.
and IDM.
The IDM transmits a high and low side drive output Tools
to the injectors. The high side output supplies the
injectors with a power supply of 48 volts DC at 20 EST with MasterDiagnostics® software
amps. The low side output supplies a return circuit EZ-Tech® interface cable
to each injector coil.
The injectors are under the right and left valve covers.
Each injector has a close and open coil. The IDM Terminal Test Adapter Kit
continuously monitors the amount of time (rising
time) taken by each coil to draw 20 amps. The
time is compared to calibrated values and the IDM INJ Pin-Point Diagnostics
determines if a circuit or injector fault exists. Each
injector has six failure modes and three DTCs. A
failure can occur on the open or close coil circuit.
When a short to ground condition is detected on an
death, do not perform voltage checks with the
injector (low or high side), the IDM discontinues power
engine running. Injector solenoid operating
to the shorted injector, enables the amber WEL, and
voltage of 48 volts DC at 20 amps is present on
operates the engine on the remaining cylinders.
injector circuits.
INJ DTCs
flashes from the amber and red lamps. The last digit CAUTION: To prevent engine damage, turn ignition
in the injector DTC corresponds to the cylinder where switch to OFF before unplugging the connector or
a fault has been detected. relay for the IDM. Failure to turn ignition switch to OFF
will cause a voltage spike and damage to electrical
DTC 421-426 components.
High side to low side open (cylinder number
indicated) Before doing injector diagnostic testing:
time is too long on open or close coil. DTC 421-426
usually indicates a harness or coil is open. 2. Disconnect IDM connectors (X1 and X2).
All tests are checked at the harness end. Terminal
DTC 431-436 numbers are marked on all connector mating ends.
After checking resistance through injector coils and
High side shorted to low side (cylinder number
resistance to chassis ground, if tests are within
indicated)
specification and DTC is active, replace the injector.
time to 20 amps is short, but not zero on the open NOTE: Only diagnose injectors with active DTCs.
or close coil. DTC 431-436 usually indicates an
internally shorted coil.
EGES-305-2
Figure 439 Cylinder 1 circuit diagram
Injector Cylinder 1
X1-5 to X1-20 0.7 to 1.5 Ω If greater than 1.5 Ω, check for open or high resistance
between IDM and injector, or open injector coil
X1-5 to gnd, X1-20 to gnd >1 kΩ If less than 1 kΩ, check for short to ground in harness or
injector coil. Disconnect injector and retest. If greater than
1 kΩ, the short is in the injector.
between IDM and injector, or close injector coil.
injector coil. Disconnect injector and retest. If greater then
EGES-305-2
Injector Cylinder 3
between IDM and injector, or close injector coil.
EGES-305-2
Injector Cylinder 5
between IDM and injector, or close injector coil
EGES-305-2
Injector Cylinder 6
EGES-305-2
Injector Cylinder 2
EGES-305-2
Injector Cylinder 4
EGES-305-2
IPR (Injection Pressure Regulator)
Figure 445 Function diagram for IPR
EGES-305-2
The function diagram for the IPR includes the

following:
Injection Pressure Regulator (IPR)
Barometric Absolute Pressure (BAP) sensor
Accelerator Position/Idle Validation (APS/IVS)
sensor
Function
The IPR valve controls oil pressure in the
high-pressure injection control system that actuates
the injectors. The IPR valve consists of a solenoid,
poppet, and a spool valve assembly. The IPR is
mounted in the body of the high-pressure pump. The
ECM regulates ICP by controlling the ON/OFF time
of the IPR solenoid. An increase or decrease in the
ON/OFF time positions the poppet and spool valve
inside the IPR and maintains pressure in the ICP
system or vents pressure to the oil sump via the rear
cover.
NOTE: The engine may not operate with an IPR fault,

depending on the mode of failure.
IPR Circuit Operation
Figure 446 IPR circuit diagram
EGES-305-2
The IPR valve is supplied with voltage at Pin A of DTC 241

the IPR connector through 12-pin connector (Pin 9)
IPR OCC self-test failed
from VIGN. The control of the injection control system
is gained by the ECM grounding Pin B of the IPR DTC 241 is set by the ECM when the Output
valve through Pin X1-12 of the ECM. Precise control Circuit Check (OCC) test has failed after the
is gained by varying the percentage of ON/OFF time “KOEO Standard Test (page 73)” in the “Diagnostic
of the IPR solenoid. A high duty cycle indicates a Software Operation (page 70)” section has been
high amount of injection control pressure is being run.
commanded. A low duty cycle indicates less pressure DTC 241 can be set when a poor connection to the
being commanded. IPR solenoid or inoperative IPR coil exists.
Fault Detection/Management When DTC 241 is active the engine will not run and
the amber lamp (WEL for CF) will not be illuminated
An open or short to ground in the ICP control circuit
can be detected by an on demand output circuit
check during KOEO Standard Test. If there is a circuit Tools
fault detected a Diagnostic Trouble Code (DTC) will EST with MasterDiagnostics® software
be set. When the engine is running, the ECM can
detect if the injection control pressure is equal to EZ-Tech® interface cable
the desired pressure. When the measured injection Digital Multimeter (DMM)
control pressure does not compare to the desired
pressure, the ECM will ignore the measured ICP Breakout Box
signal and controls the engine with the desired value. Actuator Breakout harness
IPR Diagnostic Trouble Codes (DTCs)
EGES-305-2
IPR Pin-Point Diagnostics
Figure 447 IPR circuit diagram
Voltage Checks - IPR

Disconnect IPR connector. Connect breakout harness to engine harness only. Turn ignition switch to ON.
The IPR circuit requires the use of vehicle circuit diagrams. See the applicable truck Circuit Diagram Manual
for circuit numbers, connector and fuse locations.
A to gnd B+ IPR power from VIGN, If no voltage, check from fuse to IPR connector.
B to gnd 0 to 0.25 V If greater than 0.25 volts, control wire is shorted to VREF or B+.

Turn ignition switch to OFF. Connect breakout harness to engine harness only.
A to gnd >1 kΩ Resistance to chassis ground. If less than 1 kΩ, check for short to ground
in circuit (check with fuse removed)
B to gnd >1 kΩ If less than 1 kΩ, check for short to ground
Harness Resistance Checks - ECM to IPR Connector
Turn ignition switch to OFF. Connect breakout box X1 and X2 only to engine harness. Connect actuator
breakout harness to engine harness only. Check with fuse removed.
X2-24 to A <5Ω If greater than 5 Ω check for open circuit.
X1-12 to B <5Ω If greater than 5 Ω check for open circuit.
EGES-305-2
Harness Resistance Checks - 12-pin Connector to IPR Connector

Turn ignition switch to OFF. Connect 12- pin breakout harness to engine harness only. Connect actuator
breakout harness to engine harness only. Check with fuse removed.
Pin 9 to A <5Ω If greater than 5 Ω check for open circuit.
Harness Resistance Checks - IPR Circuit Including Regulator
Turn ignition switch to OFF. Connect Breakout Box X1 to engine harness only. Connect engine harness to
IPR. Check with fuse remove.
X1-12 to fuse 5 to 20 Ω Resistance through entire IPR circuit including regulator. If not within
specification do “Actuator Resistance Checks (page 487).”
Actuator Resistance Checks

Turn ignition switch to OFF. Disconnect the connector from the IPR, connect breakout harness to IPR only.
Check resistance through the IPR only.
A to B 5 to 20 Ω Resistance through IPR coil only. If not within specification replace IPR.
EGES-305-2
IST (Idle Shutdown Timer) System
Figure 448 Function diagram for IST system
IST Operation The resets for the IST include:

The IST is an optional feature that allows the ECM to Engine speed is not at idle speed (700 rpm)
shutdown the engine when an extended idle condition
Vehicle movement is detected
occurs. The idle timer can be programmed for the
customer to automatically shut the engine down for Engine coolant operating temperature is below 60
idle times that range from 2 to 120 minutes. °C (140 °F) or above 150 °C (302 °F) .
Before engine shutdown, the red lamp (OWL for CF) Ambient air temperature is below 16 °C (60 °F) or
will illuminate. The lamp will flash for 30 seconds above 35 °C (95 °F).
to warn the operator the engine is approaching Brake pedal movement or a brake switch fault is
shutdown. Idle time is measured from last brake detected.
pedal transition. The engine must be out of gear for
the IST to work. Shift selector is moved from neutral or park.
The IST feature can be programmed to operate at The IST feature provides several advantages when
specific ambient air temperatures, allowing engine enabled. Reduced emissions, fuel consumption, and
operation in cold or hot weather. engine wear are all direct results from the IST strategy.
EGES-305-2
Four states of IST electronic operation

Idle shutdown timer Indicates to the on-board electronics that the vehicle
has the following features:
OFF - turned off at all times.
No engine load - allows prolonged engine idle
shutdown when engine is in low idle/no load
condition.
Tamper proof - prohibits operator override.
Idle shutdown time Indicates the programmed value of engine idle time
before engine will shutdown.
Maximum ambient intake air temperature Indicates maximum value of ambient intake air
temperature programmed to shutdown engine.
This feature prevents engine shutdown due to air
conditioner usage.
Minimum ambient intake air temperature Indicates minimum value of ambient intake air
temperature programmed to shutdown engine.
This feature prevents engine shutdown due to cold
ambient temperature.

The IST feature is internal to the ECM. The IST enabled engine shutdown
subsystems that contribute to the IST strategy have
DTC 324 is set by the ECM when the engine has
their own fault codes. The fault code for the IST is not
been shutdown due to exceeding the programmed
a system diagnostic trouble code. The IST fault code
idle time criteria. The IST feature must be enabled
is only set to indicate that the IST has been activated
for DTC 324 to be displayed.
and the engine has shutdown.
NOTE: DTC 324 does not indicate any system or
IST DTCs circuit DTCs. Diagnostic checks are not required
for DTC 324.
Tools
EGES-305-2
MAF (Mass Air Flow) Sensor

The Mass Air Flow (MAF) sensor is part of the Mass
Air Flow/Intake Air Temperature (MAF/IAT) sensor,
they are in a common housing.
Figure 449 Functional diagram for the MAF/IAT sensor
EGES-305-2
The functional diagram for the MAF/IAT sensor Function

The MAF/IAT sensor is a dual sensor unit. The MAF
MAF/IAT sensor sensor portion is a flow meter located in the air flow to
the turbocharger.
Exhaust Gas Recirculation (EGR) valve assembly
Electronic Control Module (ECM) The MAF sensor is supplied power and ground which
it uses to produce a digital signal (frequency) that is
Injector Drive Module (IDM) interpreted as mass air flow.
Fuel injectors The ECM monitors MAF and Manifold Absolute
Amber Lamp (Warn Engine Lamp (WEL) for CF) Pressure (MAP) signals to optimize control of fuel
rate and injection timing for all engine operating
conditions.
EGES-305-2
MAF Circuit Operation
Figure 450 MAF circuit diagram
The MAF sensor is supplied a 12 volt signal at Pin D DTC 148

from Pin 9 of the 12-pin connector. Ground is supplied
MAF signal frequency out of range low
at Pin C from Pin 4 of the 12-pin connector. The MAF
sensor returns a signal from Pin E to ECM X2-2. The DTC 148 is set by the ECM, if MAF frequency is
signal is monitored by the ECM to determine mass air less than 200 Hz for 5 seconds. Default MAF will
flow. disable the EGR.
Fault Detection/Management ground in the MAF signal circuit, an open in VIGN
When the ECM detects a MAF signal out of range circuit, an open ground circuit, or a failed MAF
high or low, the ECM will ignore the MAF signal. The sensor.
engine will continue to operate based on estimated When DTC 148 is active, the amber lamp (WEL for
values. CF) is illuminated.
MAF DTCs
EGES-305-2
DTC 149 DTC 167

MAF signal frequency out of range high Excessive mass air flow
DTC 149 is set by the ECM, if MAF frequency is DTC 167 is set by the ECM when MAF reads
more than 11,500 Hz for 5 seconds. Default MAF above a calibrated set point based on engine rpm.
will disable the EGR. Signal will default to 300 gps when this code is set.
DTC 149 can be set due to a short to voltage in the DTC 167 can be set due to a biased or
MAF signal circuit, or a failed MAF sensor. disconnected MAF/IAT sensor or a short to voltage
in the MAF signal circuit.
CF) is illuminated. When DTC 167 is active the amber lamp will be
illuminated.
DTC 166
Tools
Mass air flow sensor in-range fault
DTC 166 is set by the ECM when MAF reading is
above 20 gps at key-on-engine-off. EZ-Tech® interface cable
DTC 166 will be set if MAF is not reading 15 +/- 5 Digital Multimeter (DMM)
gps at low idle in Park or neutral or 25 +/- 5 gps
at low idle in Drive.
DTC 166 can be set due to a biased MAF/IAT
sensor, plugged or leaking air intake, air filter, or MAF/IAT breakout harness
plugged exhaust system. 12-Pin breakout harness
When DTC 166 is active the amber lamp will be Breakout Box
illuminated.
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MAF Pin-Point Diagnostics
Figure 451 MAF circuit diagram
Voltage Checks - at MAF/IAT Connector

MAF/IAT breakout harness. Turn ignition switch to ON, do not crank the engine.
C to B+ B+ Actuator power ground. If less than B+, open or high resistance in
circuit.
D to gnd B+ VIGN (B+ expected). If less than B+, circuit is open, blown fuse, or
shorted to ground.
EGES-305-2
Turn ignition switch to OFF. Disconnect negative battery cable. Disconnect harness from sensor. Inspect for
bent pins or corrosion. Connect MAF/IAT breakout harness to the harness only.
C to gnd <5Ω If greater than 5 Ω, check for open in ground circuit.
D to gnd > 1 kΩ If less than 1 kΩ, check for short to ground in VIGN circuit.
E to gnd > 1 kΩ If less than 1 kΩ, check for short to ground in MAF circuit.
Harness Resistance Checks - 12- Pin Connector to Sensor

Turn ignition switch to OFF. Connect 12-pin breakout harness to engine harness only.
Pin 4 to C <5Ω If greater than 5 Ω, check for open in actuator power ground circuit.
Pin 9 to D <5Ω If greater than 5 Ω, check for open in VIGN circuit.
Harness Resistance Checks - ECM to Sensor

Turn ignition switch to OFF. Disconnect the harness from sensor. Connect MAF/IAT breakout harness to
the harness only. Connect Breakout Box X2 only to engine harness.
X2-2 to E <5Ω If greater than 5 Ω, check for open in MAF signal circuit.
Operational Frequency Checks - MAF Sensor (Breakout Harness)

Turn ignition switch to OFF. Connect MAF/IAT breakout harness to MAF/IAT sensor and harness. Turn
Test Point Engine State Frequency Range Comments
E to C KOEO 350 ± 125 Hz
E to C Low idle See appropriate
performance
specification
E to C High idle See appropriate
performance
specification
EGES-305-2
Operational Frequency Checks - MAF Sensor (Breakout Box)

Turn ignition switch to OFF. Connect Breakout Box to the ECM and engine harness with the MAF/IAT sensor
connected. Turn ignition switch to ON.
Test Point Engine State Frequency Range Comments
X2-2 to X3-7 (gnd) KOEO 350 ± 125 Hz
X2-2 to X3-7 (gnd) Low idle See appropriate
performance
specification
X2-2 to X3-7 (gnd) High idle See appropriate
performance
specification
MAF Diagnostic Trouble Codes
DTC 148 = MAF signal frequency is less than 200 Hz for more than 5 seconds.
DTC 149 = MAF signal frequency is greater than 11.5 kHz for more than 5 seconds
DTC 166 = MAF signal frequency at KOEO or low idle is above or below desired for more then 3 seconds.
DTC 167 = MAF signal frequency is above desired range for more then 3 seconds.
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MAP (Manifold Absolute Pressure) Sensor
Figure 453 Functional diagram for the MAP sensor
The functional diagram for the MAP sensor Function

The MAP sensor is a variable capacitance sensor
Manifold Absolute Pressure (MAP) sensor which measures pressure. It is installed to the right
of the intake air elbow in the intake manifold. The
ECM supplies a 5 volt reference signal which the
Injector Drive Module (IDM) MAP sensor uses to produce a linear analog voltage
Boost Control Solenoid (BCS) that indicates pressure. The ECM monitors the MAP
signal to determine intake manifold (boost) pressure.
Fuel injectors This information is used to control the Boost Control
Amber Lamp (Warn Engine Lamp (WEL) for CF) Solenoid (BCS).
Exhaust Gas Recirculation (EGR) valve
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MAP Circuit Operation
Figure 454 MAP circuit diagram
The MAP sensor is supplied with a 5 volt reference DTC 122

voltage at Pin 2 from ECM Pin X1-14. The MAP
Intake MAP signal out of range low
sensor is grounded at Pin 1 from ECM Pin X1-6. The
MAP sensor returns a variable voltage signal from Pin DTC 122 is set by ECM when the MAP signal is
3 of the sensor to ECM Pin X2-3. less than 0.039 volts for more than 0.4 seconds.
Fault Detection/Management ground on the signal circuit, a failed MAP sensor or
The ECM will ignore the MAP signal when the signal an open VREF circuit or VREF short to ground. DTC
is detected to be out of range or an incorrect value is 122 can also be set due to an extremely restricted
monitored. The engine will continue to operate based CAC/intake system.
on estimated values. When DTC 122 is active the amber lamp (WEL for
CF) is illuminated.
MAP DTCs
DTCs are read using the EST or by counting the DTC 123
Intake MAP signal in range fault
DTC 121 DTC 123 is set by ECM when the MAP signal is
Intake MAP signal out of range high greater than 120 kPa (2 psi) absolute at low idle.
DTC 121 is set by the ECM when the MAP signal DTC 123 can be set due to a restricted or plugged
is greater than 4.9 volts for more than 0.4 seconds. sensor inlet, open signal ground, VREF shorted to
voltage source above 5.5 volts, biased circuit, or a
DTC 121 can be set due to a sensor signal circuit failed MAP sensor.
short to VREF or B+ or a failed MAP sensor
When DTC 121 is active the amber lamp (WEL for CF) is illuminated.
CF) is illuminated.
EGES-305-2
Tools
Breakout Box
Pressure sensor breakout harness
MAP Operational Diagnostics


down menu.
the test.
Figure 455 Continuous Monitor session WARNING: To prevent personal injury or

5. Monitor MAP signal voltage. Verify an active DTC

WARNING: To prevent personal injury, use for the MAP circuit.
the cab is up and the door is open. 6. If code is active, do step 8 and 9 to check circuit
for the MAP sensor using the following table.
1. Select D_ContinuousMonitor.ssn from the Open 7. If code is inactive, wiggle connectors and wires
Session File window, select Open to open the at all suspected problem locations. If circuit
session. continuity is interrupted, the EST will display
EGES-305-2
8. Disconnect engine harness from pressure sensor.

9. Connect Pressure Sensor Breakout Harness to

Circuit Checks - MAP Sensor

Use EST, DMM, pressure sensor breakout harness, and 500 ohm resistor harness.
Sensor disconnected 0V If voltage greater than 0.039 volts, check signal circuit
for short to VREF or B+.
Voltage from Pin 2 (BLUE) to 5 ± 0.5 V If voltage greater than 5.5 volts, check VREF for short to
ground using DMM B+. If voltage is less than 4.5 volts, check VREF for open or
short to ground.
500 Ohm resistor harness 5V If voltage less than 4.9 volts, check signal circuit for open
connected between Pin 3 or short to ground. Remove negative battery cable.
(GREEN) and Pin 2 (BLUE) of Measure resistance from Pin 3 to ground (specification >
breakout harness. 1 kΩ) to check for short to ground. Use a Breakout Box
from PIN 3 to Pin X2-3 (specification < 5 Ω) to check for
open in the harness.
Resistance from Pin 1 (BLACK) <5Ω If resistance is greater than 5 Ω, check for open or high
of breakout harness to chassis resistance between ECM and sensor connector. Use a
ground using DMM. Breakout Box and measure resistance from between Pin
1 and PIN X1-6 (specification < 5 Ω).
checking test conditions, replace the MAP sensor.
EGES-305-2
MAP Pin-Point Diagnostics
Voltage Checks - MAP Connector

breakout harness to engine harness only. Turn ignition switch to ON, do not crank engine.
1 to gnd 0 to 0.25 V Signal ground (no voltage expected). If greater than 0.25 volts, check
ground circuit for open or high resistance and check signal ground for short
to VREF or B+.
2 to gnd 5 ± 0.5 V If voltage is not to specification, VREF circuit is shorted to ground, shorted
to B+, or open.
3 to gnd 0 to 0.25 V If greater than 0.25 volts, MAP signal circuit is shorted to VREF or B+.
EGES-305-2
Resistance Checks - MAP Connector to Chassis Ground
Turn ignition switch to OFF. Disconnect harness from sensor. Connect breakout harness to engine harness
only. Disconnect negative battery cable. Use disconnected negative battery cable for ground test point.
1 to gnd <5Ω If greater than 5 Ω, check for open circuit
2 to gnd > 500 Ω If less than 500 Ω, check for short to ground
Turn ignition switch to OFF. Connect Breakout Box to engine X1 harness only. Connect breakout harness
X1-6 to 1 <5Ω If greater than 5 Ω, check for open ground circuit
X1-14 to 2 <5Ω If greater than 5 Ω, check for open VREF wire
X2-3 to 3 <5Ω If greater than 5 Ω, check for open signal circuit
EGES-305-2
Operational Voltage Checks - MAP Sensor with Breakout Harness

Check with breakout harness connected to sensor and engine harness.
Test Point EST voltage Spec Checks
readings: Signal
to ground
3 (Green) to 1 (Black) 0.92 V 0 kPa (0 psi) Voltage with KOEO. Atmospheric
BAP pressure.
3 (Green) to 1 (Black) See appropriate performance specification Rated speed, full load
“Appendix A: VT 275 Performance Specifications (page 571)”
EGES-305-2
Operational Voltage Checks - MAP Sensor with Breakout Box
Check with breakout box connected X1 and X2 only to the ECM and engine harness.
Test Point EST voltage readings: Spec Checks
Signal to ground
X2-3 to X1-6 0.92 V 0 kPa (psi) Voltage with KOEO. Atmospheric pressure
dependent on altitude and BAP pressure.
X2-3 to X1-6 1.73 V 55 kPa (8 psi)
X2-3 to X1-6 2.72 V 129 kPa (18 psi)
X2-3 to X1-6 3.71 V 193 kPa (28 psi)
X2-3 to X1-6 See appropriate performance specification Rated speed, full load
“Appendix A: VT 275 Performance Specifications (page 571)”
MAP Diagnostic Trouble Code
DTC 123 = Detected boost signal voltage was greater than 14 kPa (2.0 psi) at low idle.
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MAT (Manifold Air Temperature) Sensor
Figure 460 Functional diagram for the MAT sensor
The functional diagram for the MAT sensor voltage that indicates temperature. The MAT changes
includes the following: resistance when exposed to different temperatures.
As air temperature decreases, the resistance of
Manifold Air Temperature (MAT) sensor
the thermistor increases. This causes the signal
Exhaust Gas Recirculation (EGR) valve assembly voltage to increase. As air temperature increases, the
Electronic Control Module (ECM) resistance of the thermistor decreases. This causes
the signal voltage to decrease.
The MAT sensor provides a feedback signal to the
ECM indicating manifold air temperature. During
Function engine operation, if the ECM recognizes that the MAT
The MAT sensor is installed in the left side of the signal is lower or higher than the expected value it
intake manifold. The ECM supplies a 5 volt reference will set a Diagnostic Trouble Code (DTC).
signal that the MAT sensor uses to produce an analog
EGES-305-2
MAT Circuit Operation
Figure 461 MAT circuit diagram
The MAT sensor is supplied with a 5 volt reference DTC 162

voltage at Pin 2 from ECM Pin X2-14. The sensor
MAT signal out of range high
is grounded at Pin 1 through the signal ground at
ECM Pin X1-6. As the air temperature increases DTC 162 is set by ECM when the signal voltage is
or decreases, the sensor changes resistance and greater than 4.58 volts for more than 0.35 seconds.
provides the air temperature signal voltage at the DTC 162 can be set due to an open signal or
ECM. The signal voltage is monitored by the ECM to ground circuit , short to a voltage source, or a failed
determine the temperature of the air. MAT sensor.
Fault Detection/Management When DTC 162 is active the amber lamp (WEL for
CF) is illuminated.
The ECM continuously monitors the signal of the MAT
sensor to determine if the signal is within an expected
range. If the ECM detects the signal voltage is higher Tools
or lower than expected, the ECM will set a DTC. EST with MasterDiagnostics® software
MAT DTCs EZ-Tech® interface cable
DTCs are read using the EST or by counting the Digital Multimeter (DMM)
flashes from the amber and red lamps. 3-Banana plug harness
DTC 161
Breakout Box
MAT signal out of range low
Breakout harness
DTC 161 is set by the ECM when the signal voltage
is less than 0.098 volts for more than 0.35 seconds. Terminal Test Adapter Kit
signal circuit or a failed MAT sensor.
CF) is illuminated.
EGES-305-2
MAT Operational Diagnostics


session. 2. Select Diagnostics from the menu bar.
down menu.
the test.

5. Monitor MAT signal voltage. Verify an active DTC

for the MAT circuit.
for the MAT sensor using the following table.
EGES-305-2

sensor.


Circuit Checks - MAT Sensor

Use EST, breakout harness, and wire harnesses - 3-Banana plug and 500 ohm.
Sensor disconnected > 4.58 V If voltage less than 4.58 volts, check signal circuit for short
to ground.
3-Banana plug harness 0V If voltage is greater than 0.098 volts, check ground and signal
installed between Pin 2 circuit for open or high resistance. Use a Breakout Box and
(GREEN) and Pin 1 (BLACK) measure resistance from PIN 1 to PIN X1-6 and from PIN 2 to
pin of breakout harness. X2-14 (specification < 5 Ω).
500 Ohm resistor harness < 1.0 V If voltage greater than 1.0 volts, check signal circuit for short to
installed between Pin 2 VREF, B+, or another sensor’s signal voltage.
(GREEN) and Pin 1 (BLACK)
pin of breakout harness.
checking test conditions, replace the MAT sensor.
EGES-305-2
MAT Pin-Point Diagnostics
Figure 465 MAT circuit diagram

1 to gnd 0 to 0.25 V If greater than 0.25 volts, signal wire is shorted to VREF or battery
2 to gnd 4.6 to 5 V Pull up voltage, if no voltage, circuit has open or high resistance or short to
ground
Turn ignition switch to OFF. Disconnect negative battery cable. Disconnect harness from sensor. Connect
breakout harness to engine harness only. Use disconnected negative battery cable for ground test point.
1 to gnd <5 Ω If greater than 5 Ω, check for open circuit
2 to gnd >1 kΩ If less than 1 kΩ, check for shorted signal to ground
EGES-305-2
Turn ignition switch to OFF. Connect breakout box X1 and X2 only to engine harness.
X1-6 to 1 <5Ω If greater than 5 Ω, check for open ground wire.
X2-14 to 2 <5Ω If greater than 5 Ω, check for open signal wire.
Operational Voltage Checks - MAT Sensor

Turn ignition switch to OFF. Use EST and DMM. Connect Breakout Box ECM and engine harness with MAT
sensor connected. Turn ignition switch to ON, do not crank the engine.
X2-14 to X1-6 (gnd) -17 °C (0 °F) 230.3 kΩ 4.63 V
X2-14 to X1-6 (gnd) 0 °C (32 °F) 98.2 kΩ 4.39 V
X2-14 to X1-6 (gnd) 20 °C (68 °F) 35.77 kΩ 3.8 V
X2-14 to X1-6 (gnd) 37 °C (100 °F) 17.74 kΩ 3.13 V
X2-14 to X1-6 (gnd) 100 °C (212 °F) 2.2 kΩ 0.9 V
MAT Diagnostic Trouble Code
DTC 162 = Signal voltage was greater than 4.58 volts for more than 1.0 seconds
EGES-305-2
SCCS (Speed Control Command Switches)
Figure 466 Functional diagram for SCCS
The functional diagram for the SCCS includes the Power Takeoff (PTO) Control
following:
Engine speed can be controlled by the SCCS switches
Electronic Control Module (ECM) if the PTO option has been programmed into the ECM
and the vehicle is stationary. Variable as well as
Cruise control switches
preset speeds are available depending on ECM
programming. The PTO function is turned on by
Cruise Control pressing the CRUISE RPM (Cruise ON OFF) switch.
The ECM will control engine speed to maintain a Activating the RESUME (R/A) or SET switches will
constant road speed with cruise control. Activating increase or decrease engine speed depending on
the CRUISE RPM (Cruise ON OFF) switch when PTO programming.
the vehicle is at the desired speed activates the
cruise control. Speed is increased or decreased by SCCS Circuit Operation
activating the RESUME (R/A) or SET switches. The
cruise control is deactivated by pressing or sliding the Cruise control allows the ECM to control the engines
CRUISE RPM (Cruise ON OFF) switch, applying the power delivery to maintain a constant vehicle speed.
brake pedal, or by placing the transmission in neutral. The speed set point is determined by the operator and
the cruise high and low set points are programmed in
the ECM. The minimum engine speed that the cruise
control can be engaged is programmed in the ECM.
EGES-305-2
Figure 467 SCCS circuit diagram (CF) Figure 468 SCCS circuit diagram (Stripped
Chassis)
SCCS circuit operation (CF)

SCCS circuit operation (Stripped Chassis)
Voltage is supplied to both switches (CRUISE RPM
and RESUME+/SET-) from VIGN. When CRUISE RPM Voltage is supplied to the Cruise ON OFF switch
(COO) switch is latched B+ is present at X4-6, and the from VIGN. When the Cruise ON OFF (COO) switch is
lamp at the top switch is illuminated. When CRUISE latched B+ is present at X4-6. When Cruise ON OFF
RPM switch is not latched 0 volts is present at X4-6. switch is not latched 0 volts is present at X4-6.
When RESUME+ (RAS) portion of the When R/A (RAS) switch is activated, B+ is present at
RESUME+/SET- switch is depressed, B+ is X3-14 and when the R/A switch is not activated 0 volts
present at X3-14. When the RESUME+ portion of is present at X3-14.
the RESUME+/SET- switch is not depressed 0 volts
When the SET (SCS) switch is depressed, B+ is
is present at X3-14.
present at X3-21 and when the SET switch is not
When the SET- (SCS) portion of the RESUME+/SET- depressed 0 volts is present at X3-21.
switch is depressed, B+ is present at X3-21. When
the SET- portion of the RESUME+/SET- switch is not Tools
depressed 0 volts is present at X3-21.
The SCCS circuit requires the use of vehicle circuit
locations.
The ECM monitors the SCCS system for proper
voltages and sets DTC 221. If ignition switch is
turned off, the fault will be recorded as an inactive
fault.
EGES-305-2
SCCS DTCs
DTC 221
Cruise-PTO control switch circuit fault
DTC 221 is set by the ECM when the signal voltage
is less than 0.098 volts for more than 0.35 seconds.
signal circuit or a failed SCCS sensor.
CF) is illuminated.
SCCS Pin-Point Diagnostics
Voltage Checks - Breakout Box at ECM
Turn ignition switch to OFF. Connect Breakout Box to X3 and X4 to ECM and harness. Turn ignition switch
to ON.
X4-6 to X3-7 (gnd) Latched = B+ Latching switch. If less than B+ when latched, check for open
or short to ground.
Not latched = 0 V
X3-14 to X3-7 (gnd) Depressed = B+ Momentary switch. If less than B+ when depressed, check
for open or short to ground.
Not depressed = 0 V
X3-21 to X3-7 (gnd) Depressed = B+ Momentary switch. If less than B+ when depressed, check
for open or short to ground.
Not depressed = 0 V
EGES-305-2
Figure 469 SCCS circuit diagram (CF)
Voltage Checks - CRUISE RPM Switch (CF)

4 to gnd B+ Constant voltage from VIGN. If less than B+, check for open circuits
or blown fuse.
3 to gnd Latched = B+ Latching switch. If less than B+ when latched and 4 to ground is in
specification, check for open, short to ground or failed switch.
Not latched = 0 V
2 to gnd 0 to 0.25 V Constant ground. If less than 0.25 volts, check for open or short to
power source.
Voltage Checks - RESUME/SET Switch (CF)

D to gnd B+ Constant voltage from VIGN. If less than B+, check for open circuits
or blown fuse.
B to gnd Depressed = B+ Momentary switch. If less than B+ when depressed and D to
ground is in specification, check for open, short to ground, or
Not depressed = 0 V
failed switch.
H to gnd Depressed = B+ Momentary switch. If less than B+ when depressed and D to
Not depressed = 0 V
failed switch.
EGES-305-2
Figure 470 SCCS circuit diagram (Stripped Chassis)
Voltage Checks - CRUISE ON OFF Switch (Stripped Chassis)

A to gnd B+ Constant voltage from VIGN. If less than B+, check for open circuits
or blown fuse.
B to gnd Latched = B+ Latching switch. If less than B+ when latched and A to ground is in
specification, check for open, short to ground or failed switch.
Not latched = 0 V
Voltage Checks - R/A and Set Switches (Stripped Chassis)

Turn ignition switch to ON. Turn Cruise ON OFF switch ON.
B to gnd B+ Constant voltage from VIGN. If less than B+, check for high
resistance or open circuit, open Cruise ON OFF switch, or blown
fuse.
D to gnd Depressed = B+ Momentary switch. If less than B+ when depressed and B to
Not depressed = 0 V
failed switch.
C to gnd Depressed = B+ Momentary switch. If less than B+ when depressed and B to
Not depressed = 0 V
failed switch.
EGES-305-2
Resistance Checks - Chassis Ground
Turn ignition switch to OFF. Connect Breakout Box X3 and X4 to harness only. CRUISE RPM (Cruise
ON OFF) switch is not latched.
X4-6 to gnd > 1 kΩ If less than 1 kΩ, check for short to ground
Harness Resistance Checks - ECM to CRUISE RPM (Cruise ON OFF) Switch
Turn ignition switch to OFF. Connect breakout box X4 to harness only.

X4-6 to: 3 (CF) or B (Stripped Chassis) <5Ω If greater than 5 Ω, check for open circuit.
EGES-305-2
Harness Resistance Checks - ECM to RESUME/SET Switch or R/A and Set Switches
Turn ignition switch to OFF. Connect breakout box X4 to harness only.

X3-14 to: H (CF) or C (Stripped Chassis) <5Ω If greater than 5 Ω, check for open circuit.
X3-21 to: B (CF) or D (Stripped Chassis) <5Ω If greater than 5 Ω, check for open circuit.
Harness Resistance Checks - VIGN to Switches

Turn ignition switch to OFF. Pull fuses.
Fuse to: 4 (CF) or A (Stripped Chassis) <5Ω If greater than 5 Ω, check for open circuit.
Fuse to D (CF) <5Ω If greater than 5 Ω, check for open circuit.
EGES-305-2
Tachometer Output Circuit
Figure 471 Functional diagram for the tachometer output circuit
The functional diagram for the tachometer output Tachometer Input Signal
circuit consists of the following:
The ECM receives a signal from the CMP sensor and
Remote tachometer calculates engine speed (rpm). The ECM sends the
calculated engine speed as a digital buffered TACH
signal from the ECM connector to the owner installed
Camshaft Position (CMP) sensor tachometer.
Tachometer DTCs
The ECM provides output for a remote tachometer DTCs are not available for communication between
with a 0 to 12 volt digital signal that indicates engine the ECM and the remote tachometer.
speed. The frequency sent by the ECM is 1/5th of the
actual engine rpm (12 pulses per engine revolution).
EGES-305-2
Tachometer Pin-Point Diagnostics
Figure 472 Tachometer circuit diagram
Voltage Checks - ECM (KOEO)

Turn ignition switch to OFF. Connect Breakout Box. Turn ignition switch to ON, do not crank the engine.
X3-11 to X3-7 12 ± 1.5 V TACH The signal is pulled up by the ECM with ignition
switch on and the engine off.
Voltage Checks - ECM Connector to Ground (KOEO)

X3-11 to X3-7 > 1 kΩ TACH If less than 1 kΩ, check for short to ground either
through the harness or internal ECM. Disconnect
the ECM from the Breakout Box and measure
to ground again. If short is still present, repair
harness.
Harness Resistance Checks (KOEO)

X3-11 to tach <5 Ω TACH Resistance from ECM connector to TACH input -
Optional owner/operator tachometer.
EGES-305-2
Signal Checks - Tach (Engine Running)

Turn ignition switch to OFF. Connect Breakout Box. Turn ignition switch to ON, start engine.
X3-11 to X3-7 140-700 Hz Tach signal from the ECM is a frequency that is
engine rpm ÷ 5.
NOTE: The instrument cluster tachometer does not

use these outputs. See the applicable truck Service
Manual.
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VREF (Reference Voltage)
Figure 473 Functional diagram for the VREF
The functional diagram for the VREF includes the signals are compared to the VREF to determine actual
following: output signal values. These values are processed by
the ECM for engine operation.
The system has two VREF circuits:
Barometric Absolute Pressure (BAP) sensor • VREFA for engine sensors
Accelerator Position Sensor and Idle Validation • VREFB for chassis sensors
Switch (APS/IVS)
NOTE: See the applicable truck Circuit Diagram
Electronic Control Module (ECM) Manual for APS, and BAP sensor circuit diagrams.
Function
The ECM contains a regulated 5 volt DC reference
source to power engine and vehicle sensors. The
EGES-305-2
VREF Circuit Operation
Figure 474 VREF circuit diagram
The ECM supplies VREF when ignition switch is on is open. To determine if the VREF circuits are the cause,
at Pins X1-14 (engine connector) and X4-4 (chassis complete the pin-point diagnostics check.
connector).
Tools
There are no DTCs for VREFcircuit. If a VREF circuit
fault such as an open, a short to ground, or a short to
power (above 5 volts) occurs, multiple DTCs are set Digital Multimeter (DMM)
for each sensor not getting the correct VREF value. If Breakout harnesses
a circuit fault such as an open or a short to power on
signal ground occurs, multiple DTCs are set for each Breakout Box
sensor not getting the correct ground. One sensor Terminal Test Adapter Kit
having an internal short (VREF shorted to signal ground
could cause this condition). The sensors affected is
dependent upon where the open or short is located. NOTE: After removing connector, inspect for
When the ECM sets multiple sensor DTCs, the VREF as required.
circuit is open or shorted, or the signal ground circuit
EGES-305-2
VREF Pin-Point Diagnostics

If multiple DTCs are set, remove harness connections. Connect breakout harness. Turn ignition switch to
ON, do not crank the engine. Measure VREF at suspected sensor circuits.
Sensor Test Point Spec Comments
MAP 2 to gnd 5 ± 0.5 V
Check VREF at each sensor. To isolate area of short
ICP 2 to gnd 5 ± 0.5 V or open circuit, identify sensors without VREF and
APS/IVS (C for CF or D for 5 ± 0.5 V sensors that share a common VREF. If disconnecting
stripped chassis) a sensor causes VREF to be present in the circuit that
to gnd had no previous VREF, it is likely that the disconnected
sensor had shorted VREF to ground.
BAP 2 to gnd 5 ± 0.5 V
EGES-305-2
Turn ignition switch to OFF. Disconnect harness from sensors using VREF. Disconnect negative battery cable.
MAP 2 to gnd > 500 Ω If resistance is less than specification, check for
ICP 2 to gnd > 500 Ω short to ground. If a short to ground condition exists,
remove all sensor connectors that are connected
APS/IVS (C for CF or D for > 1 kΩ to VREF and ECM. Inspect to determine if short is in
stripped chassis) sensor, ECM, or wiring harness. Specification is >
to gnd 1 kΩ with all common sensors disconnected from
BAP 2 to gnd > 1 kΩ harness.
Harness Resistance Checks - VREF to ECM

Turn ignition switch and all accessories to OFF. Disconnect harness from sensors using VREF. Connect
breakout harness to harness only. Connect Breakout Box to harness only.
MAP 2 to X1-14 <5Ω
ICP 2 to X1-14 <5Ω Measure resistance with DMM from sensor
APS/IVS (C for CF or D for <5Ω connector to ECM 24-pin connectors. If resistance
stripped chassis) is greater than 5 Ω, check for high resistance or an
to X4-4 open in the VREF supply circuit.
BAP 2 to X4-4 <5Ω
EGES-305-2
Harness Resistance Checks - Signal Ground to ECM
Turn ignition switch and all accessories to OFF. Disconnect harness from sensors using VREF. Connect
breakout harness to harness only. Connect Breakout Box to engine harness only.
MAP 1 to X1-6 <5Ω
ICP 1 to X1-6 <5Ω Measure resistance with DMM from sensor
APS/IVS (B for CF or K for <5Ω connector to ECM 24-pin connectors. If resistance is
stripped chassis) greater than 5 Ω, check for loose connection or open
to X4-24 in signal ground circuit.
BAP 1 to X4-24 <5Ω
EGES-305-2
WIF (Water In Fuel) Sensor
Figure 477 Functional diagram for the WIF
The functional diagram for the WIF includes the Conditioning Module (HFCM). The WIF sensor is
following: monitored by the ECM. If the ECM detects water for
more than 5 seconds, the ECM will send a CAN1
Water In Fuel (WIF) sensor
message to the instrument panel turning on the WIF
Electronic Control Module (ECM) indicator lamp. To drain the HFCM water separator
Amber lamp (Water In Fuel (WIF) for CF) See “Drain Water from HFCM (page 116)” in the
“Engine Symptoms Diagnostics (page 99)” section of
CAN1 this manual.
Function
The WIF sensor is used to detect water in the
fuel system and is located in the Horizontal Fuel
EGES-305-2
WIF Circuit Operation
Figure 478 WIF circuit diagram
VIGN is supplied to Pin 2. If water is present in fuel, the WIF Operational Diagnostics
water completes the circuit between the two probes
on the sensor. This provides voltage to Pin 1 which
the ECM monitors at Pin X3-1.
There are no specific Diagnostic Trouble Codes
(DTCs) related to the wiring or Output Circuit Check
(OCC) for the WIF.
WIF DTCs
None active
The WIF circuit requires the use of vehicle circuit
locations.
Tools
1. Select D_RoadPerformance_V6.ssn from the
EST with MasterDiagnostics® software Open Session File window, select Open to
monitor engine operation.
WARNING: To prevent personal injury, keep

away from the door edge when cab is up and the
door is open.
2. Monitor WIF Parameter Identifier (PID) (YES/NO).
EGES-305-2
NOTE: The WIF PID will read YES if there is water

in the fuel filter housing (HFCM) or if the WIF signal
circuit is shorted high.
3. If PID is reading YES and there is no water in
the fuel filter housing (HFCM), complete with next
step and do circuit check for the WIF sensor in the
following tables.
4. If the WIF lamp comes on intermittently, wiggle
connectors and wires at all suspected problem
locations while looking at PID.
NOTE: After removing connector, inspect for

as required.
Voltage Checks - WIF

Follow test is order. Check with WIF sensor disconnected, ignition switch to ON, and the engine off.
1 to gnd < 0.5 V If voltage is present, check WIF circuits for short to power.
2 to gnd B+ If voltage is below specification, check for an open in the
VIGN circuit.
WIF Pin-Point Diagnostics
Harness Resistance Checks - Sensor to Ground
Turn ignition switch to OFF. Disconnect harness from sensor. Disconnect negative battery cable.
EGES-305-2
Turn ignition switch to OFF. Disconnect negative battery cable and sensor. Connect Breakout Box X3 to
chassis harness only.
X3-1 to 1 <5Ω If greater than 5 Ω, check for open circuit.
EGES-305-2
EGES-305-2
8 DIAGNOSTIC TOOLS AND ACCESSORIES 531
Table of Contents
Tools and Accessories. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .533

EZ-Tech® Electronic Service Tool (EST). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .533
EZ-Tech® Interface Kit. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .533
MasterDiagnostics® Software. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .533
Digital Multimeter (Fluke 88™). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .534
Amp Clamp. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .534
96-Pin Breakout Box - DLC II. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .535
Breakout Harness Kit. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .535
3-Banana Plug Harness. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .536
12-Pin Breakout Harness. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .536
500-Ohm Resistor Harness. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .536
Actuator Breakout Harness . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .536
APS/IVS Sensor Breakout Harness. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .537
Pressure Sensor Breakout Harness . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .537
Relay Breakout Harness. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .537
Relay Breakout Harness. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .537
Temperature Sensor Breakout Harness. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .538
MAF/IAT Sensor Breakout Harness. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .538
EGR Valve Breakout harness. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .538
Terminal Test Adapter Kit. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .539
Gauge Bar Tool. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .539
Fuel Pressure Gauge. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .540
Slack Tube Manometer. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .540
Fuel/Oil Pressure Test Coupler . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .541
Fuel Pressure Test Fitting. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .541
ICP System Test Adapter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .541
ICP Adapter/Plug Kit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .542
Case-To-Head Tube Removal Tool. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .542
Intake Manifold Pressure Test Plug (EGR Valve). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .542
EGR Cooler Test Plates. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .542
Fuel Inlet Restriction Adapter. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .543
Fuel Line Test Adapter. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .543
Fuel Pressure Test Adapter. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .543
In-line Shutoff Valve. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .543
Vacuum Pump and Gauge. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .544
Crankcase Pressure Test Adapter. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .544
Oil Fill Extension. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .545
Cylinder Compression Gauge. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .545
Compression Test Adapter. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .545
Electronic Circuit Testing. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .546

Electrical Theory. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .546
Voltage. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .546
Ohm’s Law . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .546
Using the Digital MultiMeter. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .547
Test Meters. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .547
EGES-305-2
532 8 DIAGNOSTIC TOOLS AND ACCESSORIES
Jumper Wires. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .548

Voltmeter. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .548
Ammeter. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .550
Ohmmeter. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .551
Troubleshooting. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .553
EGES-305-2
Tools and Accessories The Electronic Service Tool (EST) is used to run
MasterDiagnostics® software for diagnosing and
EZ-Tech® Electronic Service Tool (EST)
troubleshooting engine and vehicle problems.
EZ-Tech® Interface Kit
Figure 481 ZTSE4632
These interface cables, included with the EZ-Tech®,

connect the Electronic Service Tool (EST) to
Electronic Control Module (ECM).
MasterDiagnostics® Software
Figure 480 J-45067
MasterDiagnostics® 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.
EGES-305-2
Digital Multimeter (Fluke 88™) Amp Clamp
Figure 482 ZTSE4357
Figure 483 ZTSE4575

The Fluke 88™ Digital Multimeter (DMM) is used to
troubleshoot electrical components, sensors, injector
solenoids, relays, and wiring harnesses. The DMM
The Amp Clamp is to measure amperage draw for the
has a high input impedance that allows testing of
glow plug and inlet air heater systems.
sensors while the engine is running, without loading
the circuit being tested. This ensures that the signal
voltage measurement will not be affected by the
voltmeter.
EGES-305-2
96-Pin Breakout Box - DLC II Breakout Harness Kit
Figure 485 ZTSE4505D
The Breakout Harness Kit contains the following

breakout harnesses and test leads:
3-Banana Plug Harness

Figure 484 ZTSE4582A 500 Ohm Resistor Harness

Actuator Breakout Harness
APS/IVS Breakout Harness
The Breakout Box allows testing of the electronic
control system components without disturbing Pressure Sensor Breakout Harness
connections or piercing wire insulation to access Relay Breakout Harness - IDM
various signal voltages in the electronic control
system. Relay Breakout Harness - ECM
Temperature Sensor Breakout Harness
MAF/IAT Sensor Breakout Harness
CAUTION: The Breakout Box is used for
measurement only, not to activate or control circuits. EGR Valve Breakout Harness
High current passing through the breakout box will
burn out the internal circuitry.
EGES-305-2
3-Banana Plug Harness 500-Ohm Resistor Harness
Figure 486 ZTSE4498

Figure 488 ZTSE4497
The 3-Banana Plug Harness is used for operational

diagnostics of sensor circuits. The 500-Ohm Resistor Harness is used for
operational diagnostics of sensor circuits and Output
State Tests for actuator control circuits.
Actuator Breakout Harness
Figure 489 ZTSE4484

Figure 487 ZTSE4665
The Actuator Breakout Harness is used to measure

The 12-Pin Breakout Harness is used for circuit the voltage supplied to the Injection Pressure
diagnostics for the Injector Drive Module (IDM) Regulator (IPR).
powers and ground, actuator power and ground in For electrical circuit diagnostics, install the breakout
addition to sensor and ATA data link circuits. harness between the electrical harness and the
valve. For Injection Control Pressure (ICP) system
diagnostics, plug the Actuator Breakout Harness into
the IPR valve only.
EGES-305-2
APS/IVS Sensor Breakout Harness Relay Breakout Harness
Figure 492 ZTSE4596 (CF)
The Relay Breakout Harness is used to measure

power from the IDM main power relay to check the
Figure 490 ZTSE4485 (CF)
operation of the relay in the circuit.
NOTE: At the time of publication Relay breakout

The Accelerator Pedal Position Sensor (APS) / Idle
harness (stripped chassis) is under development.
Validation Switch (IVS) harness is used to measure
VREF, APS signal, signal ground, IVS signal, and IVS
power at the APS/IVS sensor.
Relay Breakout Harness
NOTE: At the time of publication APS/IVS harness
(stripped chassis) is under development.
Pressure Sensor Breakout Harness
Figure 493 ZTSE4693
Figure 491 ZTSE4347

The Relay Breakout Harness is used to measure
power from the ECM main power relay to check the
operation of the relay in the circuit. Also, the fuel
The Pressure Sensor Breakout Harness is used to
pump control relay and A/C clutch relay.
access VREF, signal ground, and signal voltage circuits
for the following sensors:
• Manifold Absolute Pressure (MAP)
• Injection Control Pressure (ICP)
EGES-305-2
Temperature Sensor Breakout Harness The MAF/IAT Sensor Breakout Harness is used to
access power, ground and signal circuits for the MAF
sensor. The MAF/IAT Sensor Breakout Harness is
also used to access voltage signals for the IAT Sensor.
EGR Valve Breakout harness
Figure 494 ZTSE4602
The Temperature Sensor Breakout Harness enables

the technician to quickly connect a voltmeter and read
voltage signals for the following sensors:
• Engine Coolant Temperature (ECT) Figure 496 ZTSE4664
• Engine Oil Temperature (EOT)
• Manifold Absolute Temperature (MAT) The EGR Valve Breakout Harness is primarily used to
pin out the harness to look for opens and shorts. The
EGR Breakout Harness is also used to access supply
MAF/IAT Sensor Breakout Harness voltage and ground to the EGR valve, as well as to
monitor drive signals and position sensor signals.
Figure 495 ZTSE4695
EGES-305-2
Terminal Test Adapter Kit Gauge Bar Tool
Figure 498 ZTSE4409
The Gauge Bar Tool is used to measure intake

manifold (boost) pressure, fuel system inlet restriction,
fuel pressure, oil pressure, air cleaner intake
restriction, and crankcase pressure.
0-200 kPa (0-30 psi) measures intake manifold

pressure. The pump and gauge are used
to pressurize the pneumatic actuator for the
turbocharger bypass valve.
Figure 497 ZTSE4435B 60-1100 kPa (0-160 psi) gauge may be used to
check the fuel pressure and oil pressure.
0-30 in Hg vacuum /0-200 kPa (0-30 psi) compound
The Terminal Test Adapter Kit is used to access gauge measures fuel system inlet restriction and
circuits in the connector harness and allows for intake manifold pressure.
the use of a DMM without damaging the harness
connectors. The probes may also be used as a guide 0-30 in H2O 0-7.5 kPa (0-1 psi maximum pressure
to determine if the harness connector is retaining magnehelic gauge measures crankcase pressure
correct tension on the mating terminal. and air inlet restriction.
0-200 kPa (0-30 psi) gauge with a built in regulator
may be used to check the movement of pneumatic
actuator for turbocharger bypass valve.
EGES-305-2
Fuel Pressure Gauge Slack Tube Manometer
Figure 499 ZTSE4681

1. Test fitting connection (Adapt to the ICP system test
adapter.)
2. Pressure test line
3. Pressure Gauge (can adapt gauge bar tool)
4. In-line shut off valve
5. Clear sample line
The Fuel Pressure Gauge is used to measure fuel

pressure, take a fuel sample, and check for aerated Figure 500 ZTSE 2217A
fuel.
If a second gauge was purchased, it should be The Slack Tube Manometer is a U-shaped tube with
dedicated to measure oil pressure, take an oil sample a scale mounted between the legs of the tube. When
or check for oil aeration. the portability of the gauge bar tool is not required, this
manometer is used to measure low vacuum for intake
restriction or low pressure for crankcase or exhaust
back pressure.
Filling
Fill the manometer with water before checking
pressure. Use only drinking water without additives.
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
EGES-305-2
1. Support the manometer vertically. Make sure the connection to the Fuel Pressure Test Fitting to check
fluid level is in line with the zero indicator on the oil pressure.
graduated scale.
The Fuel/Oil Pressure Test Coupler was sent with VT
2. Connect one leg of the manometer to the source 365 essential tools.
of the pressure or vacuum. Leave the other leg
open to atmospheric pressure.
Fuel Pressure Test Fitting
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. Figure 502 ZTSE4542
6. When test is done, clean the tube thoroughly
using pure soap and water. Avoid liquid soaps
The Fuel Pressure Test Fitting (installed in the EOP
and solvents.
switch port) is used to measure oil pressure.
The Fuel Pressure Test Fitting was sent with VT 365
Fuel/Oil Pressure Test Coupler essential tools.
ICP System Test Adapter
Figure 501 ZTSE4526 Figure 503 ZTSE4594
The Fuel/Oil Pressure Test Coupler is used with The ICP System Test Adapter is used to pressurize
the test line from the Gauge Bar Tool for an easy the ICP system to test ICP system integrity with the
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influence of the IPR valve. This adapter is also used The Case-To-Head Plug Removal Tool is used to
to measure fuel pressure at the fuel pressure test port remove Case-To-Head tubes from the engine.
in the secondary fuel filter housing.
The ICP System Test Adapter was sent with VT 365
Intake Manifold Pressure Test Plug (EGR Valve)
essential tools.
ICP Adapter/Plug Kit
Figure 506 ZTSE4544
Figure 504 ZTSE4690 The Intake Manifold Pressure Test Plug (EGR Valve)
is used to isolate the EGR valve during EGR cooler
1. ICP Sensor Adapter (Threaded hex head) testing.
2. ICP Leak Test Plug (Solid hex head)
This ICP Adapter/Plug Kit is used to check for ICP EGR Cooler Test Plates
system leaks.
Case-To-Head Tube Removal Tool
Figure 507 ZTSE4545
The EGR cooler test plates supply air pressure to the

EGR cooler for testing
Figure 505 ZTSE4694
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Fuel Inlet Restriction Adapter Fuel Pressure Test Adapter
Figure 508 ZTSE4698 Figure 510 ZTSE4696
The Fuel Inlet Restriction Adapter is used to measure The Fuel Pressure Test Adapter is used to check the
fuel inlet restriction. Install in place of the fuel drain fuel output from the HFCM secondary fuel filter.
plug on the Horizontal Fuel Conditioning Module
(HFCM). This must be used with in-line shutoff valve
(221406) that is included in the ZTSE4409 Pressure In-line Shutoff Valve
Test Kit (gauge bar).
Fuel Line Test Adapter
Figure 511 Part No. 221406

Figure 509 ZTSE4607
The In-line Shutoff Valve is used to make a test hose
The fuel line test adapter is used to pressurize the fuel assembly that connects to the lube oil system or fuel
supply to the cylinder head to check for leaks. supply system to check for oil or fuel.
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Vacuum Pump and Gauge The Crankcase Pressure Test Adapter is used for two
tests.
• To measure combustion gas flow from the engine
breather
The Crankcase Pressure Test Adapter is used
with the magnehelic gauge or slack tube
manometer for pressure readings.
Pressure readings taken using the Crankcase
Pressure Test Adapter, must be used as the
main source of engine condition indication. If the
pressure readings are over the specified limits,
oil consumption trend data must also be used
to establish a specific problem. Using just the
changes in oil consumption trends or crankcase
diagnostic pressure trends cannot establish a
specific problem. Each of these changes only
indicate a problem.
• To check for ICP leaks
The Crankcase Pressure Test Adapter is used
to magnify the sound of air flowing through the
Figure 512 ZTSE2499 crankcase.
The Crankcase Pressure Test Adapter was sent with
The Vacuum Pump and Gauge is used to test the VT 365 essential tools.
integrity of the control lines. Adapters in this kit are
used to pressurize the pneumatic actuator with the NOTE: The Crankcase Pressure Test Adapter is
gauge bar. designed to create a seal with an Oil Fill Extension.
If the engine does not have an Oil Fill Extension,
one will have to be acquired. The valve cover does
not have enough thread engagement. The Oil Fill
Crankcase Pressure Test Adapter Extension is not supplied as part of a tool kit.
Figure 513 ZTSE4510
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Oil Fill Extension Cylinder Compression Gauge
Figure 515 ZTSE2482A
The Cylinder Compression Gauge is used measure

cylinder pressure (compression)
Compression Test Adapter
Figure 514 Part No. 1830971C91
The Oil Fill Extension is used with the Crankcase

Pressure Test Adapter to measure combustion gas
flow from the engine breather or check for ICP leaks. Figure 516 ZTSE4506
NOTE: The mechanic is expected to keep the Oil Fill

Extension for future diagnostics. Expense the Oil Fill The Compression Test Adapter is used with a
Extension as an essential tool and keep it with the compression gauge to measure the cylinder pressure
other diagnostic tools. Warranty will not cover the (compression). Install it in place of the glow plug.
cost of the Oil Fill Extension. If replacing the O-ring,
order replacement O-ring for ZTSE4510 from SPX. It
is Viton and will not swell.
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Electronic Circuit Testing If two values are known for a given circuit, the
missing one can be found by substituting the values
Electrical Theory
in amperes, volts, or ohms.
Voltage
The three basic formulas for Ohm’s Law are as
Voltage is electrical pressure or force that pushes follows:
current through a circuit. The pressure is measured I = Current (amperes)
in volts. The symbol V (for example, 12V) is used E = Voltage (volts)
in circuit diagrams to denote voltage. The letter E R = Resistance (ohms)
(Electromotive force) is also used for voltage. Voltage
• I=E÷R
can be compared to the pressure necessary to push
water through a metering valve. This formula states that the current flow (I) in
the circuit equals the voltage (E) applied to the
Low voltage to a lamp will cause the lamp to glow
circuit divided by the total resistance (R) in the
dimly. This can be caused by low source voltage
circuit. This shows that an increase in voltage or
(discharged battery or low alternator output) or
a decrease in resistance increases the current
by high circuit resistance resulting from a poor
flow.
connection. Resistance from a poor connection or
poor ground is an additional load in the circuit. The • E=I×R
additional load reduces voltage available to push
This formula states that the voltage (E) applied to
current through the load device. Before making any
the circuit equals the current flow (I) in the circuit
meter measurements, review Ohm’s Law.
multiplied by the total resistance (R) in the circuit.
The voltage drop is caused by resistance across a
particular load device in a series of load devices.
Ohm’s Law
• R=E÷l
Ohm’s Law describes the relationship between
current, voltage, and resistance in an electrical This formula states that the total resistance (R)
circuit. Ohm’s Law also provides the basic formula in the circuit equals the voltage (E) applied to the
for calculations. circuit divided by the current flow (I) in the circuit.
Resistance can be calculated for a specific current
flow when a specific voltage is applied.
Figure 518 Simple Electrical Circuit

Figure 517 Ohm’s Law
In a typical circuit, battery voltage is applied to a bulb
through a 10 amp fuse and a switch. Closing the
Memorize the formula in the circle. Cover the letter
switch turns on the bulb.
with a finger for the desired formula. For example, I is
covered, the formula is I = E ÷ R. To find the current flow, use the formula I = E ÷ R:
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Fill in the numbers for the formula: Voltmeter

I = 12V ÷ 2 ohms Ohmmeter
I = 6 amps Ammeter
The bulb in this circuit operates at 6 amps and is rated Jumper wires
at 6 amps. With 12 volts applied, the bulb will glow at
Test lights
the rated output level (candlepower rating). However,
• If the voltage applied is low (low battery), the value
of E is lower, current flow will be less, and the bulb Test Meters
will glow less brightly.
• If connections are loose or the switch is corroded,
the circuit resistance will be greater (value of R
will be larger), the current flow will be reduced,
and the bulb will glow less brightly.
Voltage drops are important for the following reasons:
• High voltage drops indicate excessive resistance.
For example, if a blower motor runs too slowly
or a light glows too dimly, the circuit may have
excessive resistance. Voltage drop readings can
isolate problems in parts of a circuit (corroded or
loose terminals, for example).
• Too low of a voltage drop indicates low resistance.
For example, if a blower motor runs too fast, the
problem could be low resistance in a resistor pack.
• Maximum allowable voltage drop under load
is critical, especially for more than one high
Figure 519 Typical Test Meters
resistance problem. All voltage drops in a
circuit are cumulative. Corroded terminals,
loose connections, damaged wires or other
All test meters come in a variety of models. Any
similar conditions create undesirable voltage
working model will be adequate for simple tests.
drops that decrease the voltage available across
However, accurate readings are important. Make
the key components in the circuit. Increased
sure the test meter is of high quality. The Fluke 88™
resistance will decrease current flow in the circuit,
Digital Multimeter is recommended because it has
preventing other components from operating
very little current and a high impedance (resistance)
at peak efficiency. A small drop across wires
of 10 megaohms (10 MΩ).
(conductors), connectors, switches, etc., is
normal because all conductors have some
resistance, but the total should be less than
10% of the total voltage drop in the circuit. CAUTION: Only use a high impedance digital
multimeter when troubleshooting electronic circuits.
Do not use a battery powered test light which can
Using the Digital MultiMeter cause a current spike and damage electronic circuits.
The following electrical test equipment should be

available for testing electronic circuits:
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NOTE: Some devices in an electronic control system

are not capable of carrying an appreciable amount of
current. Therefore, test equipment must be designed
to not damage any part the electronic control system.
Do not use analog meters unless specified. Analog
meters use too much current to test an electronic
control system.
Jumper Wires
Figure 521 Troubleshooting with Jumper Wires
If the circuit works correctly with the jumper wire in

place, but does not work when the jumper wire is
removed, the circuit is open.
A circuit with no openings or breaks has continuity
(uninterrupted current flow) and needs no further
testing.
An opening in the ground circuit exists for the
following:
• A switch is closed but the light does not illuminate.
• Jumping the switch does not illuminate the light.
• Jumping the light to the ground causes the light to
illuminate.
Voltmeter
Figure 520 Jumper Wires
Use a voltmeter to answer the following questions:
• Does the circuit have voltage?
Jumper wires allow a circuit to by-pass a suspected
• What is the voltage reading?
opening or break in a circuit. Use a jumper wire
to check for open relay contacts, wire breaks and • What is the voltage drop across a load device?
poor ground connections. Several jumper wires with
different tips should be available.
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Figure 522 Checking Power to a Load Device Figure 523 Checking Power to a Connector
To check for voltage to a load device, connect the Voltage to a device can also be measured by
positive meter lead to the input connection of the disconnecting the harness connector and using
device (positive side) and connect the negative meter the correct tool in the Terminal Test Adapter Kit.
lead to a good vehicle ground.
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increases the current flow. Any decrease in resistance

will also increase the current flow.
At normal operating voltage, most circuits have a
characteristic amount of current flow (current draw).
Current draw can be measured with an ammeter.
Valuable diagnostic information can be provided
by referring to a specified current draw rating for a
component (electrical device), measuring the current
flow in the circuit, and then comparing the two
measurements (rating vs. actual measurement).
Figure 524 Checking Voltage Drop
To check the voltage drop across a load device,

connect the positive lead of the voltmeter to the
positive side of the device and the negative meter
lead to the negative side of the device.
With the device operating, this will measure the
voltage drop across the device. With only one device,
all of the voltage should be dropped at the device. In
any circuit, the voltage applied will equal the voltage
dropped in the circuit. If this circuit only dropped 9V
across the load, it indicates the wires and connections
dropped 3V, indicating excessive circuit resistance.
Ammeter
An ammeter measures current flow (amperage) in a
circuit. Amperes (or amps) are units of electron flow
that indicate how many electrons are passing through
Figure 525 Installing the Ammeter
the circuit. An amp is the unit of measurement for the
current flow in the circuit.
Ohm’s Law states that the current flow is equal to the An ammeter is connected in series with the load,
circuit voltage divided by the total circuit resistance switches, resistors, etc., so that all of the current
(I = E ÷ R). Therefore, increasing the voltage also flows through the meter. The ammeter measures
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current flow only when the circuit is powered up and current flow in the circuit. With the DMM, range
operating. The DMM is fused to measure up to 10 selection and meter adjustment are not necessary.
amps using the 10A connection point.
Before measuring current flow, determine
approximately how many amps are in the circuit
to correctly connect the ammeter. The estimate of
current flow can easily be calculated. The resistance
of the light bulb is 2 ohms. Applying Ohm’s law,
current flow will be 6 amps (6 amps = 12V ÷ 2
ohms). If the fuse is removed and an ammeter is
installed with the switch closed, 6 amps of current will
be measured flowing in the circuit. Notice that the
ammeter is installed in series so that all the current in
the circuit flows through it.

death, always make sure the power is off before
cutting, soldering, removing circuit components
or before inserting the digital multimeter for
current measurements. Small amounts of current
can be dangerous.
Excessive current draw means that more current

is flowing in a circuit than the fuse and circuit were
designed to handle. Excessive current draw will Figure 526 Measuring Resistance
open fuses and circuit breakers, and will also quickly
discharge batteries. An ammeter can diagnose these
conditions. Resistance measurements are used to determine
the resistance of a load or conductors, the value of
Reduced current draw will cause a device (an resistors and the operation of variable resistors.
electric window motor, for example) to operate poorly.
Increased circuit resistance will cause lower current To measure the resistance of a component or a
flow (often due to loose or corroded connections). circuit, remove power from the circuit. Isolate the
component or circuit from other components and
circuits so that the meter current (from probe to
Ohmmeter probe) only flows through the selected component or
circuit. When measuring the resistance of the load,
most of the current flow from the meter will go through
CAUTION: To prevent damage to the test meter, only the indicator lamp because it has less resistance.
use the ohmmeter on circuits when the power is OFF. Remove one connector to the load. It is not always
Power from 12-volt systems may damage the meter. apparent when a component must be isolated, so it
is a good practice to isolate a component or circuit
The ohmmeter measures resistance (ohms) in a by disconnecting one circuit. Place the ohmmeter
circuit. Ohmmeters use a small battery to supply leads across the component or circuit to display the
voltage and current flow through the circuit being resistance in ohms. When checking a sensor or
tested. Based on Ohm’s Law, the ohmmeter variable resistor such as the fuel level gauge, heating
calculates resistance in the circuit by measuring the element or moving the arm should move the meter
the voltage of the meter battery and the amount of through a range of resistance that can be compared
to a specification.
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Figure 527 Checking for Open Circuits Figure 528 Checking for Short Circuits
Open electrical circuits can be diagnosed using an Checks for short circuits are similar to checks for open
ohmmeter. Disconnect the power supply to the circuit circuits. Isolate the circuit from the power source and
and isolate the circuit from all other circuits. The circuit the ground point. Connect the ohmmeter between an
between the light and the ground is disconnected to isolated circuit and a good ground point to check the
prevent reading a circuit that may be shorted to circuit for a short to ground. A short to ground will be
ground ahead of the load device as a continuous indicated by a reading near zero. A circuit that is not
circuit. Connect the ohmmeter to the open ends of shorted to ground will cause a high meter reading.
the circuit. A high reading (infinity) indicates an open
circuit. A reading near zero indicates a continuous
circuit. With the Fluke 88™ Digital Multimeter, an
open circuit will read OL (over limit).
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Troubleshooting to narrow the problem to a specific area. For

example, if several circuits fail at the same time,
1. Verify the problem.
check for a common power source or common
Operate the complete system and list all ground connection.
symptoms as follows:
If part of a circuit fails, check the connections
• Check the accuracy and completeness of the between the part that works and the part that
complaint. does not work. For example, if the low-beam
headlights work, but both high-beam headlights
• Learn more that might give a clue to the
and the high-beam indicator do not work, the
nature and location of the problem.
power and ground paths must be good. Since the
• Analyze what parts of the system are working. dimmer switch is the component that switches the
power to the high-beam headlights, it is probably
2. See “Electronic Control Systems Diagnostics” in
the cause of failure.
this manual or the correct chassis manual
4. Determine the cause of the problem and follow
Read the electrical operation for the problem
diagnostic procedures in Section 7.
circuit and review the circuit diagram.
Understanding electrical operation and the 5. Make the repair.
circuit diagram can narrow the cause of the
Repair the problem circuit as directed in the
problem to one component or certain parts of the
diagnostic tables
circuit.
6. Verify that the repair is complete.
3. Check the circuit diagram.
Operate the system. Check that the repair has
Check the circuit diagram for possible clues to the
removed all symptoms and that the repair has not
problem. Location of specific components in the
caused new symptoms.
circuit will help identify the source of the problem.
Circuit diagrams are designed to make it easy
to identify common points in circuits. This helps
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9 ABBREVIATIONS AND ACRONYMS 555
Table of Contents
Abbreviations and Acronyms. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .557
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556 9 ABBREVIATIONS AND ACRONYMS
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Abbreviations and Acronyms DB – Decibel

DCA – Diesel Coolant Additive
AAT – Ambient Air Temperature
DDI – Digital Direct Fuel Injection
ABDC – After Bottom Dead Center
DDS – Driveline Disengagement Switch
ABS – Antilock Brake System
DLC – Data Link Connector
AC – Alternating Current
DME – Dimethyl Ether
ACC – Air Conditioner Control
DMM – Digital Multimeter
ACCEL – Accelerate
DTC – Diagnostic Trouble Code
AF – Air to Fuel ratio
DTRM – Diesel Thermo Recirculation Module
AIT – Air Intake Temperature
Amb – Ambient EBP – Exhaust Back Pressure
amp – Ampere EBPD – Exhaust Back Pressure Desired
AMS – Air Management System ECI – Engine Crank Inhibit
API – American Petroleum Institute ECM – Electronic Control Module
APS – Accelerator Position Sensor ECM PWR – Electronic Control Module Power
ASTM – American Society for Testing and Materials ECT – Engine Coolant Temperature
ATA – American Trucking Association EFRC – Engine Family Rating Code
ATDC – After Top Dead Center EG – Ethylene Glycol
AWG – American Wire Gauge EGR – Exhaust Gas Recirculating
AWHP – Available Wheel Horsepower EGRP – Exhaust Gas Recirculating Position
EMI – Electromagnetic Interference
BAP – Barometric Absolute Pressure
EOP – Engine Oil Pressure
Bar – Barometric
EOT – Engine Oil Temperature
BBDC – Before Bottom Dead Center
EPA – Environmental Protection Agency
BCS – Boost Control Solenoid
EPACT – Energy Policy ACT
BDC – Bottom Dead Center
EPR – Engine Pressure Regulator
bhp – Brake Horsepower
ESC – Electronic System Controller
BK – Black (electrical wire color)
ESN – Engine Serial Number
BNO – Brake Normally Open
EST – Electronic Service Tool
BTDC – Before Top Dead Center
EVRT® – Electronic Variable Response Turbocharger
BTU – British Thermal Unit
International® version of VGT (see VGT)
BPP – Brake Pedal Position Switch
EWPS – Engine Warning Protection System
C – Celsius
F – Fahrenheit
CAC – Charge Air Cooler
FEL – Family Emissions Limit
CAN – Controller Area Network
fhp – Friction horsepower
CAN 1 – Controller Area Network (public)
FMI – Failure Mode Indicator
CAN 2 – Controller Area Network (private)
FPC – Fuel Pump control
CAP – Cold Ambient Protection
fpm – Feet per minute
CARB – California Air Resources Board
fps – Feet per second
cc – Cubic centimeter
ft – Feet
CCA – Cold Cranking Ampere
CDPF – Catalyzed Diesel Particulate Filter G – Ground (electrical) or Acceleration of Gravity
CG – Center of Gravity gal – Gallon
CID – Cubic Inch Displacement gal/h – Gallons per hour
cfm – Cubic feet per minute gal/min – Gallons per minute
cfs – Cubic feet per second GCW – Gross Combined Weight
CKP – Crankshaft Position GCWR – Gross Combined Weight Rating
CLS – Coolant Level Switch GPC – Glow Plug Control
cm – Centimeter gph – Gallons per hour
CMP – Camshaft Position gpm – Gallons per minute
CO – Carbon Monoxide GY – Gray (electrical wire color)
CTC – Coolant Temperature Compensation GVW – Gross Vehicle Weight
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H2O – Water MD – Master Diagnostics

HC – Hydrocarbons mep – Mean effective pressure
HFCM – Horizontal Fuel Conditioning Module mi – Mile
Hg – Mercury mm – Millimeter
hp – Horsepower mpg – Miles per gallon
hr – Hour mph – Miles per hour
Hyd – Hydraulic MSDS – Material Safety Data Sheet
IAT – Intake Air Temperature N – Newton
IAHC – Inlet Air Heater Control NC – Normally closed (electrical)
IC – Integrated Circuit NETS – Navistar Electronics Technical Support
ICP – Injector Control Pressure N•m – Newton meter
ID – Inside Diameter NO – Normally Open (electrical)
IDM – Injector Drive Module NO – Nitrogen Oxide
IGN – Ignition NOX – Nitrogen Oxides
Imep – Indicated mean effective pressure
OAT – Organic Acid Technology
in – Inch
OCC – Output Circuit Check
inHg – Inch of mercury
OCP – Overcrank Protection
inH2O – Inch of water
OD – Outside Diameter
INJ – Injector drive
OL – Over Limit
IPR – Injection Pressure Regulator
ORH – Out of Range High
ISIS – International® Service Information System
ORL – Out of Range Low
IST – Idle Shutdown Timer
OSHA – Occupational Safety and Health
IVS – Idle Validation Switch
Administration
JCT – junction (electrical) OWL – Oil/Water Lamp
kg – Kilogram PG – Propylene Glycol
km – Kilometer PID – Parameter Identifier
km/h – Kilometers per hour PK – Pink (electrical wire color)
km/l – Kilometers per liter PM – Particulate matter
KOEO – Key-On Engine-Off P/N – Part Number
KOER – Key-On Engine-Running ppm – Parts per million
kPa – Kilopascal PROM – Programmable Read Only Memory
kW – Kilowatt psi – Pounds per square inch
psia – Pounds per square inch absolute
L – Liter
psig – Pounds per square inch gauge
L/h – Liters per hour
pt – Pint
L/m – Liters per minute
PTO – Power Take Off
L/s – Liters per second
PWR – Power
lb – Pound
lbf – Pounds of force qt – Quart
lb/s – Pounds per second
RAM – Random Access Memory
lbf•ft – Pounds of force per foot
REPTO – Rear Engine Power TakeOff
lbf•in – Pounds of force per inch
RFI – Radio Frequency Interference
lbm – Pounds of mass
rev – Revolution
IVS – Idle Validation Switch
rpm – Revolutions per minute
m – Meter RTV – Room Temperature Vulcanized
m/s – Meters per second
SAE – Society of Automotive Engineers
MAF – Mass Air Flow
SCA – Supplemental Cooling Additive
MAG – Magnetic
SCCS – Speed Control Command Switches
MAP – Manifold Absolute Pressure
SID – Subsystem Identifier
MAT – Manifold Absolute Temperature
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SIG GRD – Signal Ground VREF – Reference Voltage

S/N – Serial Number VREF A – Reference Voltage (engine)
SW – Switch (electrical) VREF B – Reference Voltage (chassis)
SYNC – Synchronization VEPS – Vehicle Electronics Programming System
VGT – Variable Geometry Turbocharger
TACH – Tachometer output signal
VIN – Vehicle Identification Number
TBD – To Be Determined
VOP – Valve Opening Pressure
TCAPE – Truck Computer Analysis of Performance
VRE – Vehicle Retarder Enable
and Economy
VSS – Vehicle Speed sensor
TDC – Top Dead Center
VT – Violet (electrical wire color)
TCM – Transmission Control Module
TTS – Transmission Tailshaft Speed WEL – Warn Engine Lamp
WIF – Water In Fuel
UK – United Kingdom
WTEC – World Transmission Electronically Controlled
UVC – Under Valve Cover
automatic transmissions (Allison)
V – Volt
XMNS – Transmission
VBAT – Battery Voltage
VIGN – Ignition Voltage
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10 TERMINOLOGY 561
Table of Contents
Terminology. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .563
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562 10 TERMINOLOGY
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10 TERMINOLOGY 563
Terminology the amount of friction horsepower consumed in the

engine.
Accessory work – The work per cycle required
to drive engine accessories (normally, only those Brake Horsepower (bhp) net – Net brake
essential to engine operation). horsepower is measured with all engine components.
The power of an engine when configured as a fully
Actuator – A device that performs work in response
equipped engine. (SAE J1349 JUN90)
to an input signal.
Calibration – The data values used by the strategy
Aeration – The entrainment of air or combustion gas
to solve equations and make decisions. Calibration
in coolant, lubricant, or fuel.
values are stored in ROM and put into the processor
Aftercooler (Charge Air Cooler) – A heat exchanger during programming to allow the engine to operate
mounted in the charge air path between the within certain parameters.
turbocharger and engine intake manifold. The
Catalyst – A substance that produces a chemical
aftercooler reduces the charge air temperature by
reaction without undergoing a chemical change itself.
transferring heat from the charge air to a cooling
medium (usually air). Catalytic converter – An antipollution device in the
exhaust system that contains a catalyst for chemically
Ambient temperature – The environmental air
converting some pollutants in the exhaust gases
temperature in which a unit is operating. In general,
(carbon monoxide, unburned hydrocarbons, and
the temperature is measured in the shade (no solar
oxides of nitrogen) into harmless compounds.
radiation) and represents the air temperature for other
engine cooling performance measurement purposes. Cavitation – A dynamic condition in a fluid system that
Air entering the radiator may or may not be the same forms gas-filled bubbles (cavities) in the fluid.
ambient due to possible heating from other sources
Cetane number – 1. The self-ignition quality of diesel
or recirculation. (SAE J1004 SEP81)
fuel.
Ampere (amp) – The standard unit for measuring the
2. A rating applied to diesel fuel similar to octane
strength of an electrical current. The flow rate of a
rating for gasoline.
charge in a conductor or conducting medium of one
coulomb per second. (SAE J1213 NOV82) 3. A measure of how readily diesel fuel starts to burn
(self-ignites) at high compression temperature.
Analog – A continuously variable voltage.
Diesel fuel with a high cetane number self-ignites
Analog to digital converter (A/D) – A circuit in the
shortly after injection into the combustion chamber.
ECM processing section that converts an analog
Therefore, it has a short ignition delay time. Diesel
signal (DC or AC) to a usable digital signal for the
fuel with a low cetane number resists self-ignition.
microprocessor.
Therefore, it has a longer ignition delay time.
American Trucking Association (ATA) Datalink –
Charge air – Dense, pressurized, heated air
A serial datalink specified by the American Trucking
discharged from the turbocharger.
Association and the SAE.
Charge Air Cooler (CAC) – See Aftercooler.
Boost pressure – 1. The pressure of the charge air
leaving the turbocharger. Closed crankcase – A crankcase ventilation that
recycles crankcase gases through a breather, then
2. Inlet manifold pressure that is greater than
back to the clean air intake.
atmospheric pressure. Obtained by turbocharging.
Closed loop operation – A system that uses a sensor
Bottom Dead Center (BDC) – The lowest position of
to provide feedback to the ECM. The ECM uses the
the piston during the stroke.
sensor to continuously monitor variables and adjust
Brake Horsepower (bhp) – The power output from to match engine requirements.
an engine, not the indicated horsepower. The power
Cloud point – The point when wax crystals occur in
output of an engine, sometimes-called flywheel
fuel, making fuel cloudy or hazy. Usually below -12 °C
horsepower is less than the indicated horsepower by
(10 °F).
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564 10 TERMINOLOGY
Cold cranking ampere rating (battery rating) – The Displacement – The stroke of the piston multiplied by
sustained constant current (in amperes) needed to the area of the cylinder bore multiplied by the number
produce a minimum terminal voltage under a load of of cylinders in the engine.
7.2 volts per battery after 30 seconds.
Driver (high side) – A transistor within an electronic
Continuous Monitor Test – An ECM function that module that controls the power to an actuator circuit.
continuously monitors the inputs and outputs to
Driver (low side) – A transistor within an electronic
ensure that readings are within set limits.
module that controls the ground to an actuator circuit.
Coolant – A fluid used to transport heat from one point
Duty cycle – A control signal that has a controlled
to another.
on/off time measurement from 0 to 100%. Normally
Coolant level switch – A switch sensor used to used to control solenoids.
indicate low coolant level.
Engine lamp – An instrument panel lamp that comes
Crankcase – The housing that encloses the on when DTCs are set. DTCs can be read as flash
crankshaft, connecting rods, and allied parts. codes (red and amber instrument panel lamps).
Crankcase breather – A vent for the crankcase to Engine OFF tests – Tests that are done with the
release excess interior air pressure. ignition switch ON and the engine OFF.
Crankcase pressure – The force of air inside the Engine rating – Engine rating includes Rated hp and
crankcase against the crankcase housing. Rated rpm.
Current – The flow of electrons passing through a Engine RUNNING tests – Tests done with the engine
conductor. Measured in amperes. running.
Damper – A device that reduces the amplitude of Exhaust brake – A brake device using engine
torsional vibration. (SAE J1479 JAN85) exhaust back pressure as a retarding medium.
Deaeration – The removal or purging of gases (air or Exhaust manifold – Exhaust gases flow through the
combustion gas) entrained in coolant or lubricating oil. exhaust manifold to the turbocharger exhaust inlet and
are directed to the EGR cooler.
Deaeration tank – A separate tank in the cooling
system used for one or more of the following functions: Fault detection/management – An alternate control
strategy that reduces adverse effects that can be
• Deaeration
caused by a system failure. If a sensor fails, the ECM
• Coolant reservoir (fluid expansion and afterboil) substitutes a good sensor signal or assumed sensor
value in its place. A lit amber instrument panel lamp
• Coolant retention
signals that the vehicle needs service.
• Filling
Filter restriction – A blockage, usually from
• Fluid level indication (visible) contaminants, that prevents the flow of fluid through
a filter.
Diagnostic Trouble Code (DTC) – Formerly called
a Fault Code or Flash Code. A DTC is a three digit Flash code – See Diagnostic Trouble Code (DTC).
numeric code used for troubleshooting.
Fuel inlet restriction – A blockage, usually from
Digital Multimeter (DMM) – An electronic meter that contaminants, that prevents the flow of fluid through
uses a digital display to indicate a measured value. the fuel inlet line.
Preferred for use on microprocessor systems because
Fuel pressure – The force that the fuel exerts on the
it has a very high internal impedance and will not load
fuel system as it is pumped through the fuel system.
down the circuit being measured.
Fuel strainer – A pre-filter in the fuel system that
Disable – A computer decision that deactivates a
keeps larger contaminants from entering the fuel
system and prevents operation of the system.
system.
EGES-305-2
10 TERMINOLOGY 565
Fully equipped engine – A fully equipped engine Intake manifold – A collection of tubes through which
is an engine equipped with only those accessories the fuel-air mixture flows from the fuel injector to the
necessary to perform its intended service. A fully intake valves of the cylinders.
equipped engine does not include components
International NGV Tool Utilized for Next
that are used to power auxiliary systems. If these
Generation Electronics (INTUNE) – The
components are integral with the engine or for any
diagnostics software for chassis related components
reason are included on the test engine, the power
and systems.
absorbed may be determined and added to the net
brake power. (SAE J1995 JUN90) Low speed digital inputs – Switched sensor inputs
that generate an on/off (high/low) signal to the ECM.
Fusible link (fuse link) – A fusible link is a special
The input to the ECM from the sensor could be from
section of low tension cable designed to open the
a high input source switch (usually 5 or 12 volts) or
circuit when subjected to an extreme current overload.
from a grounding switch that grounds the signal from
(SAE J1156 APR86)
a current limiting resistor in the ECM that creates a low
Gradeability – The maximum percent grade which signal (0 volts).
the vehicle can transverse for a specified time at a
Lubricity – Lubricity is the ability of a substance
specified speed. The gradeability limit is the grade
to reduce friction between solid surfaces in relative
upon which the vehicle can just move forward. (SAE
motion under loaded conditions.
J227a)
Lug (engine) – A condition when the engine is
Gross Combined Weight Rating (GCWR) –
operating at or below maximum torque speed.
Maximum combined weight of towing vehicle
(including passengers and cargo) and the trailer. Manometer – A double-leg liquid-column gauge, or a
The GCWR indicates the maximum loaded weight single inclined gauge, used to measure the difference
that the vehicle is allowed to tow. between two fluid pressures. Typically, a manometer
records in inches of water.
Gross brake horsepower – The power of a complete
basic engine, with air cleaner, without fan, and MasterDiagnostics® (MD)™ – The diagnostics
alternator and air compressor not charging. software for engine related components and systems.
Hall effect – The development of a transverse electric Microprocessor – An integrated circuit in a
potential gradient in a current-carrying conductor or microcomputer that controls information flow.
semiconductor when a magnetic field is applied.
Nitrogen Oxides (NOx) – Nitrogen oxides form by
Hall effect sensor – Generates a digital on/off signal a reaction between nitrogen and oxygen at high
that indicates speed and timing. temperatures and pressures in the combustion
chamber.
High speed digital inputs – Inputs to the ECM from
a sensor that generates varying frequencies (engine Normally closed – Refers to a switch that remains
speed and vehicle speed sensors). closed when no control force is acting on it.
Horsepower (hp) – Horsepower is the unit of work Normally open – Refers to a switch that remains open
done in a given period of time, equal to 33,000 pounds when no control force is acting on it.
multiplied by one foot per minute. 1hp = 33,000 lb x
Ohm (Ω) – The unit of resistance. One ohm is the
1 ft /1 min.
value of resistance through which a potential of one
Hydrocarbons – Unburned or partially burned fuel volt will maintain a current of one ampere. (SAE J1213
molecules. NOV82)
Idle speed – On demand test – A self test that the technician
initiates using the EST and associated software.
• Low idle is minimum rpm at no load.
Output Circuit Check (OCC) – An On demand test
• High idle is maximum rpm at no load.
done during an Engine OFF self test to check the
continuity of selected actuators.
EGES-305-2
566 10 TERMINOLOGY
Output State Test (OST) – An On demand test that on a pressure vessel that stretches and compresses
forces the processor to activate actuators (High or to change resistance of strain gauges bonded to
Low) for additional diagnostics. the surface of the pressure vessel. Internal sensor
electronics convert the changes in resistance to a
pH – A measure of the acidity or alkalinity of a solution.
ratiometric voltage output.
Particulate matter – Particulate matter includes
Read Only Memory (ROM) – Computer memory
mostly burned particles of fuel and engine oil.
that stores permanent information for calibration
Piezometer – An instrument for measuring fluid tables and operating strategies. Permanently stored
pressure. information in ROM cannot be changed or lost
by turning the engine off or when ECM power is
Positive On Shaft Excluder (POSE) – A Positive On
interrupted.
Shaft Excluder is a separate piece from the rest of the
front or rear seal used to keep out dust / debris. Reference voltage (VREF) – A 5 volt reference supplied
by the ECM to operate the engine sensors.
Power – Power is a measure of the rate at which work
is done. Compare with Torque. Reserve capacity – Time in minutes that a fully
charged battery can be discharged to 10.5 volts at 25
Power TakeOff (PTO) – Accessory output, usually
amperes.
from the transmission, used to power a hydraulic
pump for a special auxiliary feature (garbage packing, Signal ground – The common ground wire to the
lift equipment, etc). ECM for the sensors.
Pulse Width Modulation (PWM) – The time that an Speed Control Command Switches (SCCS) – A set
actuator, such as an injector, remains energized. of switches used for cruise control, Power TakeOff
(PTO), and remote hand throttle system.
Random Access Memory (RAM) – Computer
memory that stores information. Information can Steady-state condition – An engine operating
be written to and read from RAM. Input information at a constant speed and load and at stabilized
(current engine speed or temperature) can be stored temperatures and pressures. (SAE J215 JAN80)
in RAM to be compared to values stored in Read Only
Strategy – A plan or set of operating instructions
Memory (ROM). All memory in RAM is lost when the
that the microprocessor follows for a desired goal.
ignition switch is turned off.
Strategy is the computer program itself, including
Rated gross horsepower – Engine gross all equations and decision making logic. Strategy is
horsepower at rated speed as declared by the always stored in ROM and cannot be changed during
manufacturer. (SAE J1995 JUN90) calibration.
Rated horsepower – Maximum brake horsepower Stroke – Stroke is the movement of the piston from
output of an engine as certified by the engine Top Dead Center (TDC) to Bottom Dead Center
manufacturer. The power of an engine when (BDC).
configured as a basic engine. (SAE J1995 JUN90)
Substrate – Material that supports the washcoating
Rated net horsepower – Engine net horsepower at or catalytic materials.
rated speed as declared by the manufacturer. (SAE
Sulfur dioxide (SO2) – Sulfur dioxide is caused by
J1349 JUN90)
oxidation of sulfur contained in fuel.
Rated speed – The speed, as determined by the
System restriction (air) – The static pressure
manufacturer, at which the engine is rated. (SAE
differential that occurs at a given air flow from air
J1995 JUN90)
entrance through air exit in a system. Usually
Rated torque – Maximum torque produced by an measured in inches (millimeters) of water. (SAE
engine as certified by the manufacturer. J1004 SEP81)
Ratiometric Voltage – In a Micro Strain Gauge Tachometer output signal – Engine speed signal for
(MSG) sensor pressure to be measured exerts force remote tachometers.
EGES-305-2
10 TERMINOLOGY 567
Thermistor – A semiconductor device. A sensing Vehicle Electronic System Programming System –

element that changes resistance as the temperature The computer system used to program electronically
changes. controlled vehicles.
Thrust load – A thrust load pushes or reacts through Vehicle Retarder Enable/Engage – Output from the
a bearing in a direction parallel to the shaft. ECM to a vehicle retarder.
Top Dead Center (TDC) – The uppermost position of Vehicle Speed Sensor (VSS) – Normally a magnetic
the piston during the stroke. pickup sensor mounted in the tailshaft housing of the
transmission, used to indicate ground speed.
Torque – A force having a twisting or turning effect.
For a single force, the cross product of a vector from Viscosity – The internal resistance to the flow of any
some reference point to the point of application of the fluid.
force within the force itself. Also known as moment of
Viscous fan – A fan drive that is activated when a
force or rotation moment. Torque is a measure of the
thermostat, sensing high air temperature, forces fluid
ability of an engine to do work.
through a special coupling. The fluid activates the fan.
Truck Computer Analysis of Performance and
Volt (v) – A unit of electromotive force that will move
Economy (TCAPE) – Truck Computer Analysis of
a current of one ampere through a resistance of one
Performance and Economy is a computer program
Ohm.
that simulates the performance and fuel economy of
trucks. Voltage – Electrical potential expressed in volts.
Turbocharger – A turbine driven compressor Voltage drop – Reduction in applied voltage from the
mounted to the exhaust manifold. The turbocharger current flowing through a circuit or portion of the circuit
increases the pressure, temperature and density of current multiplied by resistance.
intake air to charge air.
Voltage ignition – Voltage supplied by the ignition
Variable capacitance sensor – A variable switch when the key is ON.
capacitance sensor measures pressure. The
Washcoat – A layer of alumina applied to the
pressure forces a ceramic material closer to a thin
substrate in a monolith-type converter.
metal disc in the sensor, changing the capacitance of
the sensor.
EGES-305-2
568 10 TERMINOLOGY
EGES-305-2
11 APPENDIX A: VT 275 PERFORMANCE SPECIFICATIONS 569
Table of Contents
International® VT 275 Diesel Engine (General information). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .571
International® VT 275 Diesel Engine (CF). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .573
International® VT 275 Diesel Engine (Stripped Chassis). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .576
EGES-305-2
570 11 APPENDIX A: VT 275 PERFORMANCE SPECIFICATIONS
EGES-305-2
International® VT 275 Diesel Engine

(General information)
Temperature, Fuel, and Lubrication
International® VT 275 diesel engine specifications
Measure water temperature differential across the radiator 2 to 5 °C (6 to 12 °F)

with engine on a chassis dynamometer, at full load and
ambient temperature of 26.7 °C (80 °F) or above.
Water temperature - maximum out of the radiator with

113 °C (235 °F)
ambient air temperature of 37.7°C (100°F)
Thermostat
Type Balanced pressure, wax pellet
Minimum recommended coolant operating temperature 71 °C (160 °F)
Start-to-open temperature, 0.38 mm (0.015 in) stroke 87 to 91 °C (188 to 196 °F)
Full-open temperature, 8 mm (0.315 in) stroke 104 °C (219 °F)
Diesel fuel (maximum sulfur content of 0.05%)
Minimum fuel requirements 42 cetane
Expected temperature Preferred fuel grade
Above -1 °C (30 °F) Grade No. 2-D
Below -17 °C (0 °F) Grade No. 1-D
NOTE: If grade No. 1-D is not available, use a winterized or climatized Grade No. 2-D fuel. This is made
by blending Grade No. 1-D with No. 2-D fuel to match the temperature conditions in your area.
Between -1 and -17 °C (30 and 0 °F) 1-D / 2-D Blended
Lubrication
Oil quality API category CI-4, CI-4 PLUS
Oil viscosity recommendations 15W-40 preferred above -6 °C (20 °F)
10W-30 preferred between -6 and -17 °C

(20 and 0 °F)
5W-40 synthetic or 0W-30 synthetic below

-17 °C (0 °F)
Cold Start Component Guidelines
EGES-305-2
Temperature, Fuel, and Lubrication (cont.)
Battery Requirements 1300 CCA minimum above -12 °C (10 °F)
1950 CCA minimum below -12 °C (10 °F)
Starting Aid Recommendations Below -12 °C (10 °F) use block heater
Below -17 °C (0 °F) use fuel heater
Below -17 °C (0 °F) use oil pan heater
EGES-305-2
International® VT 275 Diesel Engine (CF)
200 hp @ 2700 rpm (12NRN)
International® VT 275/200 hp @ 2700 rpm (440 ft·lbf torque @ 1800 rpm)
50 state 2006 Model Year (MY)
Engine unit code 12NRN
Engine model International® VT 275/200
Engine rating 200 bhp @ 2700 rpm
Engine Family Rating Code (EFRC) 3111
Injector part number, original equipment 1846692C1
Turbocharger part number 1854407C94
Injection timing Nonadjustable
High idle speed - automatic transmission 3600 rpm
Low idle speed 700 rpm
Component Specification
Air pressure - bypass valve starts to open (approximately 5

130 ± 7 kPa (18.8 ± 1.0 psi)
mm (0.2 inches) of travel)
Air pressure - start of actuator travel 110 ± 7 kPa (16.0 ± 1.0 psi)
Key On Engine Off
Fuel pump discharge pressure 517 to 690 kPa (75 to 100 psi)
Fuel inlet restriction, maximum 152 mm Hg (6 in Hg)
Engine cranking
Minimum battery voltage 9.0 V
Minimum cranking rpm 100 rpm
Minimum ICP, pressure / voltage 6 MPa (870 psi) / 1.15 V
Minimum oil pressure, test gauge 34.5 kPa (5 psi)
EGRP 0%
Minimum fuel pressure 276 kPa (40 psi)
EGES-305-2
200 hp @ 2700 rpm (12NRN) (cont.)
Data taken at low idle, no load, stabilized operating temperature
Injection Control Pressure, pressure / voltage 4.0 ± 0.5 MPa (580 ± 70 psi) / 0.80 ± 0.07
V
15 ± 5 gms/sec (2.0 ± 0.7 lb/min) / 3600

Mass Air Flow (MAF), flow / Hz
± 500 Hz
Minimum oil pressure, test gauge 69 kPa (10 psi)
Data taken at high idle, no load, stabilized operating temperature
Air cleaner restriction, maximum 3.1 kPa (12.5 in H2O)
Injection Control Pressure, pressure / voltage 17 ± 2 MPa (2465 ± 300 psi) / 2.77 ± 0.31
V
Fuel pressure, minimum 276 kPa (40 psi)
210 ± 10 gms/sec (28.3 ± 1.3 lb/min) 9200

± 150 Hz
Crankcase pressure using restrictor tool ZTSE4510,

1.99 kPa (8.0 in H2O)
maximum
Data taken at full load, rated speed on chassis dynamometer or highway, stabilized operating
temperature
Air cleaner restriction, maximum. 6.2 kPa (25 in H2O)
Injection Control Pressure, pressure / voltage 27 ± 1 MPa (3916 ± 145 psi) / 4.3 ± 0.12 V
Intake manifold pressure (full load, rated speed), pressure 195 ± 14 kPa (28 ± 2 psi) / 2.28 ± 0.2 V
/ voltage @ 2700 rpm
Mass air flow (full load, rated speed), flow / Hz 230 ± 10 gms/sec (30.5 ± 1.3 lb/min) /
9500 ± 150 Hz @ 2700 rpm
Intake manifold pressure (full load, peak torque), pressure 210 ± 14 kPa (30.5 ± 2 psi) / 2.5 ± 0.2 V
Mass air flow (full load, peak torque), flow / Hz 180 ± 10 gms/sec (24.3 ± 1.3 lb/min) /
8700 ± 150 Hz @ 1800 rpm
EGES-305-2
200 hp @ 2700 rpm (12NRN) (cont.)
Data taken after engine reaches stabilized operating temperature
Torque converter stall (rpm/time) @ sea level 2000 rpm or greater / 8 sec or less / Oil
Temp stable at 82 °C (180 °F)
NOTE: Deterioration will occur with colder temperature and higher altitude.
Lube oil temperature (oil gallery), maximum 121 °C (250 °F)
EGES-305-2
International® VT 275 Diesel Engine

(Stripped Chassis)
200 hp @ 2700 rpm (12NRN)
International® VT 275/200 hp @ 2700 rpm (440 ft·lbf torque @ 1800 rpm)
50 state 2006 Model Year (MY)
Engine unit code 12NRN
Engine model International® VT 275/200
Engine rating 200 bhp @ 2700 rpm
Engine Family Rating Code (EFRC) 3112
Injector part number, original equipment 1846692C1
Turbocharger part number 1854407C94
Injection timing Nonadjustable
High idle speed - automatic transmission 3300 rpm
Low idle speed 700 rpm
Component Specification
Air pressure - bypass valve starts to open (approximately 5

130 ± 7 kPa (18.8 ± 1.0 psi)
mm (0.2 inches) of travel)
Air pressure - start of actuator travel 110 ± 7 kPa (16.0 ± 1.0 psi)
Key On Engine Off
Fuel pump discharge pressure 517 to 690 kPa (75 to 100 psi)
Fuel inlet restriction, maximum 152 mm Hg (6 in Hg)
Engine cranking
Minimum battery voltage 9.0 V
Minimum cranking rpm 100 rpm
Minimum ICP, pressure / voltage 6 MPa (870 psi) / 1.15 V
Minimum oil pressure, test gauge 34.5 kPa (5 psi)
EGRP 0%
EGES-305-2
200 hp @ 2700 rpm (12NRN) (cont.)
Data taken at low idle, no load, stabilized operating temperature
Injection Control Pressure, pressure / voltage 4.0 ± 0.5 MPa (580 ± 70 psi) / 0.80 ± 0.07
V
15 ± 5 gms/sec (2.0 ± 0.7 lb/min) / 3900

± 500 Hz
Data taken at high idle, no load, stabilized operating temperature
Air cleaner restriction, maximum 3.1 kPa (12.5 in H2O)
Injection Control Pressure, pressure / voltage 17 ± 2 MPa (2465 ± 300 psi) / 2.77 ± 0.31
V
Fuel pressure, minimum 276 kPa (40 psi)
210 ± 10 gms/sec (28.3 ± 1.3 lb/min) 8900

± 150 Hz
Crankcase pressure using restrictor tool ZTSE4510,

1.99 kPa (8.0 in H2O)
maximum
Data taken at full load, rated speed on chassis dynamometer or highway, stabilized operating
temperature
Air cleaner restriction, maximum. 6.2 kPa (25 in H2O)
Injection Control Pressure, pressure / voltage 27 ± 1 MPa (3916 ± 145 psi) / 4.3 ± 0.12 V
Intake manifold pressure (full load, rated speed), pressure 195 ± 14 kPa (28 ± 2 psi) / 2.28 ± 0.2 V
Mass air flow (full load, rated speed), flow / Hz 230 ± 10 gms/sec (30.5 ± 1.3 lb/min) /
10000 ± 150 Hz @ 2700 rpm
Intake manifold pressure (full load, peak torque), pressure 210 ± 14 kPa (30.5 ± 2 psi) / 2.5 ± 0.2 V
Mass air flow (full load, peak torque), flow / Hz 180 ± 10 gms/sec (24.3 ± 1.3 lb/min) /
8550 ± 150 Hz @ 1800 rpm
EGES-305-2
200 hp @ 2700 rpm (12NRN) (cont.)
Data taken after engine reaches stabilized operating temperature
Torque converter stall (rpm/time) @ sea level 2000 rpm or greater / 8 sec or less
NOTE: Deterioration will occur with colder temperature and higher altitude.
Lube oil temperature (oil gallery), maximum 121 °C (250 °F)
EGES-305-2
12 APPENDIX B: DIAGNOSTIC TROUBLE CODE INDEX 579
Table of Contents
Diagnostic Trouble Code Index. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .581
EGES-305-2
580 12 APPENDIX B: DIAGNOSTIC TROUBLE CODE INDEX
EGES-305-2
Diagnostic Trouble Code Index

SEC. 7
PAGE
DTC PID SID FMI NO. CIRCUIT CONDITION DESCRIPTION
*Indicates amber ENGINE lamp on when a Diagnostic Trouble Code (DTC) is set.
** Indicates red ENGINE lamp on if the Engine Warning Protection System (EWPS) is enabled and a DTC is set.
See Circuit Diagram Manual and Engine Diagnostics Manual for more information
111 (page ECM No errors detected – flash code only

345)
112 168 0 3 (page ECM Electrical system voltage B+ out of range high
356) PWR
113 168 0 4 (page ECM Electrical system voltage B+ out of range low
357) PWR
114* 110 0 4 (page ECT Engine Coolant Temperature signal out of
363) range low
115* 110 0 3 (page ECT Engine Coolant Temperature signal out of
363) range high
121* 102 0 3 (page MAP Intake Manifold Absolute Pressure signal out
498) of range high
122* 102 0 4 (page MAP Intake Manifold Absolute Pressure signal out
498) of range low
123* 102 0 2 (page MAP Intake Manifold Absolute Pressure signal in
498) range fault
124* 164 0 4 (page ICP Injection Control Pressure signal out of range
448) low
125* 164 0 3 (page ICP Injection Control Pressure signal out of range
448) high
131* 91 0 4 (page APS/IVS APS signal out of range low
294)
132* 91 0 3 (page APS/IVS APS signal out of range high
294)
133* 91 0 2 (page APS/IVS APS signal in range DTC
295)
134* 91 0 7 (page APS/IVS APS signal and IVS disagree
295)
135* 0 230 11 (page APS/IVS Idle Validation Switch circuit fault
295)
143 0 21 2 (page CMP Incorrect CMP signal signature
334)
145 0 21 12 (page CMP CMP signal inactive
334)
EGES-305-2
146 0 64 12 (page CKP CKP signal inactive

330)
147 0 64 2 (page CKP Incorrect CKP signal signature
330)
148* 149 0 5 (page MAF Mass Air Flow signal frequency out of range low
492)
149* 149 0 8 (page MAF Mass Air Flow signal frequency out of range
493) high
151* 108 0 4 (page BAP Barometric Absolute Pressure signal out of
312) range high
152* 108 0 4 (page BAP Barometric Absolute Pressure signal out of
312) range low
154* 171 0 4 (page IAT Air inlet temperature signal out of range low
440)
155* 171 0 3 (page IAT Air inlet temperature signal out of range high
440)
161* 105 0 4 (page MAT Manifold Air Temperature Signal out of range
506) low
162* 105 0 3 (page MAT Manifold Air Temperature Signal out of range
506) high
163* 27 0 4 (page EGR Exhaust Gas Recirculation Valve Position
377) Signal out of range low
221 0 244 2 (page SCCS Cruise-PTO control switch circuit fault
513)
222 0 247 2 (page BRAKE Brake switch circuit fault
322)
225 100 0 0 (page EOP EOP sensor signal in range fault
397)
231 0 250 2 (page ATA ATA data communication link error
308)
237 0 78 11 (page FPC Fuel Pump Control OCC self test failed
422)
238 45 0 11 (page IAH Inlet Air Heater Control (V6) OCC self test failed
432)
239 143 0 11 BCS BCS OCC self test failed
241 0 42 11 (page IPR Injection Pressure Regulator OCC self test
485) failed
251 0 38 11 (page GPC Glow Plug Control OCC self test failed
416)
252 0 36 11 GPC Glow Plug Lamp OCC self test failed
311* 175 0 4 (page EOT Engine Oil Temperature signal out of range low
405)
EGES-305-2
312* 175 0 3 (page EOT Engine Oil Temperature signal out of range high
405)
313 100 0 1 (page EOP** Engine Oil Pressure below warning level
397)
314 190 0 0 (page EWPS** Engine Oil Pressure below critical level
412)
315* 190 0 0 (page EWPS Engine speed above warning level
413)
316 110 0 1 (page EWPS Engine Coolant Temperature unable to reach
413) commanded set point
321 110 0 0 (page EWPS** Engine Coolant Temperature above warning
414) level
322 110 0 7 (page EWPS** Engine Coolant Temperature above critical level
414)
323 111 0 13 (page EWPS** Engine Coolant Level below warning/critical
414) level
324 71 0 14 (page IST** Idle Shutdown Timer enabled engine shutdown
489)
325 110 0 14 (page EWPS Power reduced, matched to cooling system
414) performance
331* 164 0 0 ICP sys Injection Control Pressure above system
working range
332* 164 0 13 (page ICP Injection Control Pressure above spec. with
449) engine not running
333* 164 0 10 (page ICP sys Injection Control Pressure above/below desired
460) level
334 164 0 7 (page ICP sys ICP unable to achieve setpoint in time (poor
462) performance)
335 164 0 1 (page ICP sys ICP unable to build pressure during cranking
464)
343* 0 34 0 (page AMS Excessive exhaust back pressure
289)
346 27 0 2 (page AMS Faults detected during EGR portion of the AMS
290) Test
365* 27 0 10 (page EGR EGR Valve Position above/below desired level
378)
368* 0 146 7 (page EGR EGR drive module/ECM2 communication fault
378)
373 45 0 12 (page IAH Inlet Air Heater relay circuit fault
432)
374 0 78 12 (page FPC Fuel pump relay circuit fault
422)
EGES-305-2
375 0 38 12 (page GPC Glow plug relay circuit fault

416)
421-426 0 1-6 5 (page INJ High side to low side open (cylinder number
476) indicated)
431-436 0 1-6 4 (page INJ High side shorted to low side (cylinder number
476) indicated)
451-456 0 1-6 6 (page INJ High side short to ground or VBAT (cylinder
476) number indicated)
523 0 233 4 (page IDM IDM VIGN voltage low
467)
525* 0 254 6 (page IDM IDM fault
467)
533 0 221 3 (page IDM IDM relay voltage high
468)
534 0 221 4 (page IDM IDM relay voltage low
468)
543* 0 155 7 (page ECM/IDM ECM/IDM communications fault
350)
551 0 22 12 (page ECM/IDM IDM/CMPO signal inactive
350)
552 0 22 2 (page ECM/IDM IDM incorrect CMPO signal signature
350)
553 0 22 11 (page ECM/IDM IDM CKPO signal inactive
350)
554 0 22 8 (page ECM/IDM IDM incorrect CKPO signal signature
350)
613* 0 252 1 (page ECM ECM/IDM software not compatible
345)
614* 0 252 13 (page ECM EFRC/ECM configuration mismatch
346)
621* 0 253 1 (page ECM Engine using mfg. default rating
346)
622* 0 253 0 (page ECM Engine using field default rating
346)
623* 0 253 13 (page ECM Invalid Engine Family Rating Code (EFRC)
346)
624 0 240 14 (page ECM Field default active
346)
626 0 254 8 (page ECM Unexpected reset fault
357) PWR
631 0 240 2 (page ECM Read Only Memory (ROM) self test fault
346)
EGES-305-2
632 0 254 12 (page ECM Random Access Memory (RAM) - CPU self
346) test fault
655 0 240 13 (page ECM Programmable parameter list level incompatible
347)
661 0 240 11 (page ECM RAM programmable parameter list corrupt
347)
664 0 253 14 (page ECM Calibration level incompatible
347)
665 0 252 14 (page ECM Programmable parameter memory content
347) corrupt
EGES-305-2
EGES-305-2
13 APPENDIX C: TECHNICAL SERVICE INFORMATION (TSI) 587
Table of Contents
Description. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .589
EGES-305-2
588 13 APPENDIX C: TECHNICAL SERVICE INFORMATION (TSI)
EGES-305-2
13 APPENDIX C: TECHNICAL SERVICE INFORMATION (TSI) 589
Description product enhancements and field service issues. File

TSIs in this section for supplemental reference.
Technical Service Information (TSI) letters are
periodically published to inform service technicians of
EGES-305-2
590 13 APPENDIX C: TECHNICAL SERVICE INFORMATION (TSI)
EGES-305-2
Printed in the United States of America

VT 265

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DIAGNOSTIC/TROUBLESHOOTING MANUAL

Engine and Vehicle Features. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .61

Diagnostic Software Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .67

Engine Symptoms Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .97

Hard Start and No Start Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .129

Performance Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .209

Electronic Control Systems Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .275

Diagnostic Tools and Accessories. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .531

Abbreviations and Acronyms. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .555

Appendix A: VT 275 Performance Specifications. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .569

Appendix B: Diagnostic Trouble Code Index. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .579

Appendix C: Technical Service Information (TSI). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .587

Foreword VT 275 Series Service Literature

International Truck and Engine Corporation

Service Diagnosis Effective service diagnosis requires use of the

Knowledge to perform and understand all

Safety Information Safety equipment

• Make sure a First Aid Kit is available.

Compressed air Fluids under pressure

Air Management System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .18

Fuel Management System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .24

Fuel Supply System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .37

Engine Lubrication System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .41

Oil Flow Diagram. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .42

Cooling System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .46

Electronic Control System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .49

Engine Systems Emission Labels

Figure 2 Example of Environmental Protection

The EPA exhaust emission label is on top of the

Figure 1 Engine serial number • Engine model code

• Manufacturer’s engine serial number label on the

4.5 – Engine displacement (liters) • Dual turbocharger assembly

International® VT 275 Features and Specifications

Firing order 1-2-5-6-3-4

The engine is designed with the following features:

Standard Features The combustion bowl is located in the piston crown to

Typical Engine Component Locations

Figure 8 Crankcase assembly and oil pan assembly

Engine Systems Interaction Diagram

Figure 9 Engine systems interactions

Air Management System

Figure 10 Air induction/exhaust system diagram

Figure 11 Air Management System (AMS)

Dual Stage Turbocharger

Figure 12 Dual stage turbocharger

During light loads, all exhaust flows through the

Exhaust Gas Recirculation (EGR) System

The EGR system includes the following:

Figure 16 EGR control

Fuel Management System

Figure 17 Fuel management system

The fuel management system includes the

High-pressure Oil Flow

Figure 18 High-pressure oil flow

Figure 19 High-pressure oil flow schematic

A gear-driven, high-pressure oil pump draws

Figure 22 Fuel injector assembly

Figure 23 Fill stage

Figure 24 Main injection (step 1)

Figure 25 Main injection (step 2)

Figure 26 End of main injection (step 1)

Figure 27 End of main injection (step 2)

Fuel Supply System