MF 15 4 Techs15583

Study Guide
MaxxForce® 15 Engine Training - Program 1 TMT-121111

MaxxForce® 15 Engine
Training - Program 1
Study Guide
TMT-121111
©2011 Navistar, Inc.
4201 Winfield Road, Warrenville, IL 60555.
All rights reserved.
No part of this publication may be duplicated

or stored in an information retrieval system
without the express written permission of
Navistar, Inc.
Table of Contents
INTRODUCTION.................................................................1
MODULE 1: Mechanical System & Engine Brake........5

Section 1 – Overview............................................................5
Section 2 – Timing Sensors................................................6
Section 3 – Engine Brake....................................................6
Section 4 – Camshaft & Cylinder Head Spacer Plate....8
Section 5 – Gear Train & Crankcase Fasteners...............9
MODULE 2: Lubrication System...................................13

Section 1 – Overview..........................................................13
Section 2 – Component Lubrication................................14
Section 3 – Remote Mounted Centrifugal Oil Filter....14
Section 4 – System Sensors.............................................15
MODULE 3: Cooling System.........................................19

Section 1 – Overview..........................................................19
Section 2 – Unique Elements of the System................ 20
Section 3 – EGR Cooler & Coolant Control Valve....... 20
Section 4 – Cooling System Sensors..............................21
MODULE 4: Fuel System................................................25

Section 1 – Overview......................................................... 25
Section 2 – Remote Mounted Fuel Filter...................... 26
Section 3 – Low-Pressure & High-Pressure Pump...... 27
Section 4 – High-Pressure Fuel Lines and Pipes........ 28
Section 5 – Injector Quantity Correction...................... 28
Section 6 – Fuel System Sensors................................... 29
MODULE 5: Air Management System.........................33

Section 2 – Air Induction.................................................. 35
Section 3 – Charge-Air Coolers...................................... 36
Section 4 – Air Induction Sensors.................................. 37
Table of Contents
Section 5 – Exhaust Gas Recirculation......................... 38
Section 6 – EGR System Sensors................................... 39
Section 7 – Crankcase Ventilation..................................41
MODULE 6: Cold Start Assist.......................................43
MODULE 7: Aftertreatment System.............................47

Section 2 – PDOC, DOC, & DPF...................................... 47
Section 3 – Active & Stationary Strategies.................. 48
Part 1 – Downstream Injection............................... 48
Section 4 – Exhaust Sensors........................................... 49
Section 5 – Stationary or Parked Regeneration...........51
CONCLUSION...................................................................53
Introduction 1
Introduction
Welcome to 2011 MaxxForce® 15
Engine Training for Technicians.
The goal of this course is to introduce “The goal of

this engine to service personnel who this course is to
perform maintenance, diagnostics, and introduce this
repair.
engine to service
Upon completion of this course, personnel.”
you will be able to locate the engine
components, trace the flow of engine
fluids, and identify the operation of each
system.
This course is divided into an

introduction and seven modules.
Let’s take a brief look at the engine’s

features, serial number location, and
electronic control modules.
The MaxxForce® 15 engine features a

dual turbocharger assembly, an engine
mounted diesel oxidation catalyst, a
two stage EGR cooler, a front located
gear train, a common rail fuel system,
an engine brake, an overhead camshaft,
and injectors with quantity correction.
The engine serial number is located on

the crankcase and on the emissions
label.
2 MaxxForce® 15 Engine Training - Program 1
For 2011, the first five digits are 1S152.

The 152 number indicates the engine’s
displacement.
The engine is equipped with a single

Engine Control Module, or ECM.
Connectors C1 and C2 are for the
chassis, E1 is for the engine mounted
sensors and actuators, and E2 is for the
injectors.
“MaxxForce® 15 MaxxForce® 15 diagnostic trouble

diagnostic trouble codes are time stamped to aid
codes are time technicians in the diagnostic process.
This information is provided by the
stamped to aid
Stand Alone Real Time, or SART
technicians.” module.
This concludes the Introduction.

Introduction 3
NOTES
NOTES
Module 1: Mechanical System & Engine Brake 5
Mechanical System & Module 1

Engine Brake
Overview
The following components will

be discussed in the Mechanical
and Engine Brake section: the air
compressor, timing sensors, camshaft,
cylinder head spacer plate, and the
MaxxForce® Engine Brake.
The air compressor is mounted on the

left side of the front cover and is driven
by the gear train.
There are two types of compressors “There are

available. The first type controls air two types of
pressure using a governor on the air compressors
drier.
available.”
The second type of compressor uses a
clutch to control system pressure.
Air pressure is supplied from a remote

line to the clutch housing.
When the clutch spring pressure is

overcome by system air pressure the
clutch is released.
Timing Sensors
“The engine uses The engine uses crankshaft and

crankshaft and camshaft position sensors to monitor
camshaft position engine rotation. Both sensors are two-
wire magnetic pick-up style.
sensors to monitor
engine rotation.” The crankshaft position sensor is
located on the left side of the front
cover.
The sensor reads a timing disc on the

crankshaft.
The camshaft position sensor is also

located on the left side of the front
cover. The sensor reads the camshaft
timing ring located on the camshaft
gear.
Engine Brake
The engine brake uses three brake

assemblies, six stepped lobes on the
camshaft, and lube oil to operate.
Each brake assembly is paired with two

cylinders and includes a solenoid valve,
two control valves, two master pistons,
and two slave pistons.
“There are five There are five steps in engine brake
steps in engine operation. The steps are solenoid
brake operation.” activation, cylinder pressurization, brake
action, pressure release, and brake
deactivation. Let’s start by taking a look

at how the engine brake is activated.
When the brake solenoid is activated “The control valve

by the ECM, lube oil flows from the acts as a one-way
solenoid through the control valve to check valve to
fill the brake assembly passages. The
trap oil between
control valve acts as a one-way check
valve to trap oil between the master and the master and
slave pistons. slave pistons.”
Oil pressure then overcomes the spring

pressure of the master piston, causing
the master piston to extend and contact
the brake rocker arm.
Near the bottom of the intake stroke,

the first step on the camshaft lobe
pushes against the brake rocker arm.
The trapped oil in the brake assembly
transfers cam movement from the
master piston to the slave piston.
The slave piston pushes on the exhaust

valve rocker arm causing the exhaust
valves to open. With the exhaust valves
open, exhaust back pressure further
increases pressure in the cylinder.
As the cam and crank continue rotation,

the valves close and the piston is driven
against the compression stroke. This
allows the engine, through the drive
train, to slow the forward motion of the
vehicle.
Near the top of the compression stroke,

the second step of the cam lobe forces
the exhaust valves open, relieving
compression from the cylinder. This
removes the downward push on the
piston and increases the braking power
of the engine.
“During normal During normal operation, when the

operation, when operator depresses the throttle the
the operator ECM deactivates the brake solenoid.
This allows the oil in the brake
depresses the
assembly to drain through the solenoid
throttle the ECM valve.
deactivates the
brake solenoid.” The master piston spring then retracts
the piston from the brake rocker arm
and disengages the engine brake.
Some additional conditions that would

cause the engine brake to deactivate
are: the engine brake switch turned to
the OFF position, the clutch pedal is
depressed, or engine speed below
800 RPM.
Camshaft & Cylinder Head

Spacer Plate
The camshaft is located in the cylinder

head and driven off the gear train.
The camshaft gear has eight steel

pucks that sit in pockets in the face.
The pockets are larger than the pucks
to allow free movement and reduce

vibration.
The cylinder head spacer plate is

a large shim that compensates for
the difference in height between the
cylinder sleeves and crankcase deck
surface.
Several ports are incorporated into the

plate for oil and coolant flow between
the crankcase and the cylinder head.
Gear Train & Crankcase

Fasteners
The gear train is located in the front of “The gear train is

the engine. The crankshaft gear drives located in the front
the oil pump, cluster gear, idler gear, of the engine.”
adjustable idler gear, high pressure fuel
pump, air compressor, and camshaft.
Due to variations of thickness in the

cylinder head spacer plate and cylinder
head gaskets, an adjustable idler gear
is needed to set gear lash.
The adjustable idler gear assembly is

composed of a plate, pivot pin, and
Idler gear. The pivot pin and the slotted
bolt holes allow the assembly to pivot.
This movement allows the technician to
set the gear lash.
The MaxxForce® 15 uses both standard

and metric fasteners. Refer to the
service manual on ISIS® for the specific
fasteners used in each procedure.
This concludes the Mechanical &

Engine Brake System.
NOTES
NOTES
Module 2: Lubrication System 13
Lubrication System Module 2

Overview
Let’s start our discussion of lubrication

by identifying the system components.
The key parts are: the oil pump, the

oil cooler, the primary oil filter and the
remote mounted centrifugal oil filter.
The oil pump is bolted to the bottom “The oil pump

of the crankcase and is driven by the is bolted to the
crankshaft gear. bottom of the
The oil pressure regulator is located
crankcase.”
in the oil pump housing. The regulator
limits the maximum oil pressure.
The oil pick up tube supplies oil to a

port on the back of the pump.
After pressurization, a second pipe

delivers oil to a passage in the
crankcase.
This passage feeds the filter module

where oil is directed to the cooler
assembly. After passing through the
cooler, oil reenters the filter module and
passes through the filter. Oil then flows
to the crankcase and cylinder head.
Component Lubrication
The crankshaft and connecting rods

receive oil through oil galleries in the
crankcase. The connecting rods have
drillings that supply oil to each piston
pin for lubrication.
“Both Both turbochargers are lubricated

turbochargers with filtered oil through external supply
are lubricated lines. Oil drains back to the crankcase
through oil return pipes.
with filtered oil
through external The air compressor is also lubricated
supply lines.” with filtered oil through an external
supply line. Oil drains back to the
crankcase through the front cover.
Remote Mounted Centrifugal

Oil Filter
The MaxxForce® 15 features a remotely

mounted centrifugal oil filter. This filter
is designed to remove soot from the
engine oil.
The centrifugal filter housing has the

following ports: oil supply, oil return,
and air supply.
The supply port is fed from the engine

mounted oil filter housing and the
return port feeds oil back to a fitting on
the crankcase. The compressed air is
supplied from a remote source.
Engine oil flows through the housing to

a regulator valve.
When engine oil pressure exceeds “When engine oil

36psi, or 248 kPa, the valve opens and pressure exceeds
oil enters the element. 36psi, or 248 kPa,
Oil flows out of the opposing nozzles.
the valve opens
This causes the element to spin at high and oil enters
speeds. the element.”
Centrifugal forces allow oil to pass

through the filter while trapping debris.
Oil collects in the bowl of the housing.

As oil fills the bowl, a float opens the
air supply port. This pressurizes the
housing, assisting the oil flow back to
the crankcase.
After the oil level in the bowl drops,

the float closes the air supply port and
prevents air pressure from entering the
housing.
The centrifugal element is serviceable “The centrifugal

and must be replaced at every oil element is
change interval. serviceable and
must be replaced
System Sensors
at every oil
Two sensors are used to monitor the change interval.”
lubrication system. The first is the
engine oil pressure sensor.
This sensor is located on the left side

of the crankcase behind the engine fuel
filter. It is mounted in the oil pressure
sensor block and has a twist lock
electrical connection.
The second sensor is the engine

oil temperature sensor. This sensor
is located in the oil filter housing. It
measures the temperature of the engine
oil before passing through the cooler.
“The ECM monitors The ECM monitors both the pressure

both the pressure and temperature sensors for proper
and temperature engine operation.
sensors for proper This concludes the Lubrication System.
engine operation.”
NOTES
NOTES
Module 3: Cooling System 19
Cooling System Module 3

Overview
The main components of the

MaxxForce® 15 cooling system are
the: coolant control valve, water pump,
thermostats, low temperature radiator
and the conventional radiator.
The components that are cooled in

addition to the crankcase and cylinder
head are the: low-pressure charge-
air-cooler, oil cooler , aftertreatment
injector, EGR valve, EGR cooler, and
the air compressor.
Coolant from the water pump is sent

in parallel to the oil cooler, the coolant
control valve, and both sections of the
EGR cooler. Coolant from the oil cooler
flows into the crankcase, around the
cylinder liners, and into the cylinder
head. Coolant then exits the head and
enters the thermostat housing at the
front of the engine.
When the thermostats are open, “When the

coolant flows to the radiator. If the thermostats are
thermostats are closed coolant returns open, coolant flows
to the water pump.
to the radiator.”
Unique Elements of the

System
The EGR cooler is mounted on the

top right of the engine and has two
sections.
In the rear section, coolant flows

through the cooler, exits to the coolant
adapter, and is then returned to the
water pump inlet.
In the front section, coolant flows

through the cooler, exits to the coolant
adapter, and is then routed to the rear
of the oil cooler housing.
EGR Cooler & Coolant Control

Valve
“The LPCAC is an The Low Pressure Charge-Air-Cooler,

air-to-water cooler or LPCAC, is an air-to-water cooler
located on the right located on the right side of the engine.
With the cooler and support bracket
side of the engine.”
removed the LPCAC supply and return
hoses can be accessed.
The Coolant Control Valve, or CCV, is

located at the right front of the engine.
This valve controls the temperature of
the coolant that enters the LPCAC and
the EGR valve.
The CCV has five parts: the coolant

supply port, flow valve, mixing valve,
LTR port and the LTR bypass port. The

solenoids on the CCV are controlled
through Pulse Width Modulated, or
PWM signals from the ECM. These
signals can be any value between zero
and 100% depending on operating
conditions.
The flow valve varies the rate of coolant “When the flow
flow to the mixing valve. At 0% duty valve receives
cycle the flow valve is fully open and 100% duty cycle,
coolant to the mixing valve is not
it partially closes
restricted. When the flow valve receives
100% duty cycle, it partially closes restricting
restricting coolant to the mixing valve. coolant to the
mixing valve.”
The mixing valve varies the amount
of coolant that passes through the
low temperature radiator, or LTR.
With a 0% signal to the mixing valve,
all coolant flows to the LTR before
entering the LPCAC and the EGR
valve.
When 100% duty cycle is applied

to the mixing valve, full coolant flow
bypasses the LTR and is directed to the
LPCAC and EGR valve.
Cooling System Sensors
The ECM monitors cooling system

operation using the following sensors:
Engine Coolant Temperature 1, Engine
Coolant Temperature 2 and depending
on the build date, Engine Coolant

Pressure 1.
“The Engine The Engine Coolant Temperature 1

Coolant sensor is located on the thermostat
Temperature 1 housing.
sensor is located This sensor is the primary input to the
on the thermostat ECM for engine coolant temperature.
housing.” This sensor also allows the ECM to
generate a signal for the instrument
panel temperature gauge.
“The Engine The Engine Coolant Temperature

Coolant 2 sensor is mounted to the coolant
Temperature 2 manifold at the inlet of the low pressure
charge air cooler. The ECM uses this
sensor is mounted
sensor to determine the proper position
to the coolant of the coolant control valve.
manifold.”
Depending on build date, the engine
may be equipped with an Engine
Coolant Pressure 1 sensor. This sensor
is mounted to the supply tube for the
rear section of the EGR cooler. The
ECM uses this signal to detect low
coolant flow, or no coolant flow to the
EGR cooler.
This concludes the Cooling System.

NOTES
NOTES
Module 4: Fuel System 25
Fuel System Module 4

Overview
The 2011 MaxxForce® 15 engine

features a high-pressure common rail
fuel system. This fuel system uses
the following components: a remote-
mounted primary filter, a remote-
mounted primer pump, an engine
mounted filter, low-pressure and high-
pressure pumps, a high-pressure rail,
high pressure lines and pipes and
injectors.
The low-pressure pump draws fuel “The low-pressure

through the remote-mounted, 10 micron pump draws
filter and primer pump. Fuel enters the fuel through
low pressure pump, passing through to
the remote-
the internal pressure regulator.
mounted filter and
Fuel then flows to the engine mounted primer pump.”
filter module and passes through a 4
micron element.
Fuel passes through the filter and flows

to the high-pressure pump, and the
aftertreatment metering unit.
Fuel is also supplied to the cold start

assist solenoid. The solenoid receives
fuel from a port on the top of the filter
module.
Operation of the cold start system will

be covered in air management.
The high-pressure pump delivers

fuel through two high pressure lines
to the rail where fuel is stored until
it is used by the injectors. From the
rail, individual high-pressure lines
deliver fuel to the pressure pipes. The
pressure pipes connect the fuel lines to
the injectors.
Fuel returned from the injectors, the

pressure limiting valve, the fuel filter
module, and the high pressure pump
merges into one line and returns to the
fuel tank. will either pass through the
remote filter assembly, or return directly
to the tank.
Remote Mounted Fuel Filter
“All fuel filter There are several types of remotely

modules feature mounted fuel filter modules available.
a serviceable 10 All modules feature a serviceable 10
micron filter and a water-in-fuel sensor.
micron filter.”
The remote filter module can be heated
through several different methods:
utilizing the heat from the engine’s
return fuel, using a 12 volt DC pre-
heater, or through the use of a 120 volt
AC pre-heater.
Depending on which module is

installed, the primer pump will either
be integrated into the filter module, or

mounted remotely.
Low-pressure & High-

Pressure Pump
The low-pressure pump is mounted on

the back of the high–pressure pump.
The low-pressure pump is internally

regulated with an output of
approximately 72-150 psi, or 5 to 10
bar.
This pump is not serviceable and must

be replaced as an assembly.
The high-pressure pump is driven by “The high-pressure

the gear train. When looking at the pump is driven by
engine from the flywheel, the high the gear train.”
pressure pump rotates clockwise.
Because of this, the pump is not
interchangeable with any other
application.
During operation, the pump increases

the fuel pressure in the common rail
from 12,574 psi, or 867 bar, at idle, to
a maximum of 31,900 psi, or 2,200 bar,
when at full load and rated speed.
The fuel pressure control valve is

mounted on the rear of the pump. The
ECM uses a pulse width modulated
signal on the ground side of the circuit
to regulate rail pressure.
An increase in duty cycle results in a

lower pressure, while a decrease in
duty cycle results in a higher pressure.
High-Pressure Fuel Lines &

! Warning Pipes
To avoid the risk of
death or personal The high-pressure fuel rail is mounted
injury to yourself or to the cylinder head and contains the
other shop personnel, pressure limiting valve and the fuel rail
follow the proper
procedure to relieve
pressure sensor.
pressure before
opening the fuel The pressure limiting valve, or PLV is
system for service. located at the rear of the high-pressure
Refer to the Diagnostic
Manual on ISIS® for rail. This valve relieves the pressure
proper procedures to in the rail if it exceeds 37,709 psi, or
relieve the pressure. 2,600 bar.
When this valve opens, excess fuel

! Warning is returned back to the tank, limiting
system pressure to approximately
Both the high-
pressure lines and
14,503 psi, or 1,000 bar. The valve
pressure pipes are closes after the engine is shut down
one-time use only. and the system pressure drops.
Refer to the Service
Manual on ISIS® for
proper replacement The Fuel Rail Pressure, or FRP, sensor
procedures and torque is located at the front of the rail.
sequence.
Both the pressure sensor and limiting
valve are serviceable.
Injector Quantity Correction
2011 MaxxForce® 15 engines

feature Injector Quantity Correction.
Quantity Correction enables the
ECM to maintain precise control of

each injector. This feature requires
programming of the ECM when
replacing an injector.
To program the ECM after replacing an

injector, the technician must enter the
following information into ServiceMaxx®.
The Injector Quantity Adjustment

code, located on the top portion of the
injector, and cylinder placement of the
new injector.
Fuel System Sensors
The fuel system is monitored by the;

water-In-Fuel sensor, Fuel Delivery
Pressure sensor and the Fuel Rail
Pressure sensor.
The water-in-fuel sensor is located in “The water-in-fuel

the remote mounted filter. This sensor sensor is located
monitors the water level in the filter in the remote
housing. If the water level is high,
mounted filter.”
a lamp in the instrument panel will
illuminate.
The fuel delivery pressure sensor is

located on the engine mounted filter
module. This sensor measures pressure
on the non-filtered side of the supply
system.
The Fuel Rail Pressure sensor is

located at the front of the rail. The
3-wire micro strain-gage sensor

monitors the pressure in the rail.
“The ECM uses The ECM uses this input to help

this input to help calculate the signals to the fuel
calculate the pressure control valve.
signals to the This concludes the Fuel System.
fuel pressure
control valve.”
NOTES
NOTES
Module 5: Air Management System 33
Air Management System Module 5

Overview
The MaxxForce® 15 air management

system is divided into three
subsystems: air induction, exhaust gas
recirculation, and crankcase ventilation.
The main engine mounted components

include a dual turbocharger assembly,
a low-pressure charge-air-cooler, a two-
stage EGR cooler, and a crankcase
breather.
The low-pressure turbo draws air

through the air filter and directs it to the
low-pressure charge-air-cooler.
Charge air is then cooled and directed

to the high-pressure turbo.
The high-pressure turbo compresses

the air and directs it to the chassis-
mounted high pressure charge-air-
cooler.
Cooled air then flows through the “The mixer housing

throttle valve and into the mixer housing. directs the charge-
The mixer housing directs the charge- air into the intake
air into the intake manifold.
manifold.”
Exhaust exits the manifold and enters
the high-pressure turbine. The high-
pressure turbine outlet is connected
directly to the low-pressure turbine
inlet. After passing through the low-

pressure turbine, exhaust enters the
turbo downpipe.
“Some exhaust gas Some exhaust gas from the manifold is

from the manifold diverted to the EGR valve. If the valve is
is diverted to the open, exhaust passes through the EGR
cooler and flows through the crossover
EGR valve.”
tube to the mixer housing. The mixer
blends cooled exhaust gases with
charge air.
Gases from the crankcase enter the

breather module where oil is separated
from the gases.
The oil is returned to the crankcase and

the gases exit through the road draft
tube.
The air management system is

monitored by the ECM using the
following twelve sensors: Charge Air
Cooler Outlet Temperature EGR Outlet
Temperature, Intake Manifold Pressure,
Intake Manifold Temperature, Engine
Throttle Valve Position, Crankcase
pressure, Turbocharger 1 Turbine
Outlet Pressure, Turbocharger 2
Compressor Inlet Sensor, Mass Airflow,
EGR Valve Position, Oxygen Sensor
and Ambient Air Temperature.
The inputs from these sensors are used

to monitor the air management system.
Air Induction
This engine uses dual turbochargers.

Both turbos are mounted on the
right side of the engine with the high
pressure turbo located above the low
pressure turbo.
Each turbo has a wastegate in the “Each turbo has a

turbine housing. The wastegate diverts wastegate in the
some of the exhaust flow away from turbine housing.”
the turbine wheel. Each wastegate
is operated by a separate pneumatic
actuator. If a wastegate is closed, all
of the exhaust enters the turbine. If
the wastegate is open, some exhaust
bypasses the turbine.
The air control valve is mounted on the

right front of the engine. This valve uses
regulated air pressure, such as vehicle
air, to control the wastegate actuators.
The air control valve contains the

following ports: air supply, two vent
ports turbocharger 2 wastegate control,
turbocharger 1 turbine outlet pressure,
and turbocharger 1 wastegate control.
The control valve requires a minimum of “The control

90 psi to operate. valve requires a
minimum of 90
An internal pressure regulator reduces psi to operate.”
required pressure down to 25 to 45psi
for the two wastegate actuators.
“When the ECM When the ECM commands the control

commands the valve to open a wastegate, the vent port
control valve to is closed, and air pressure is supplied
to the actuator. This action overcomes
open a wastegate,
an internal actuator spring and the
the vent port wastegate is forced open.
is closed.”
When the ECM wants the wastegate
closed, the air control valve vents the
actuator air pressure to the atmosphere
and the actuator spring forces the
wastegate to close.
The turbocharger 1 turbine outlet

pressure sensor is within the air control
valve assembly.
Steel tubing connects the sensor to

a port in the turbo down pipe. This
sensor is used to measure exhaust
pressure between the low pressure
turbo and the engine mounted diesel
oxidation catalyst.
Charge Air Coolers
“The LP-CAC is The Low-Pressure Charge-Air-

located on the Cooler, or LP-CAC, is an air–to-water
right side of the intercooler. The LP-CAC is located on
the right side of the crankcase. The
crankcase.”
cooler reduces the temperature of
charge air entering the high-pressure
turbo.
The LP-CAC inlet uses a rubberized

pipe connector. Lubricate the rubber
connectors with petroleum jelly during

assembly. The LP-CAC outlet uses
an O-ring seal at the outlet tube joint.
Make sure the O-ring is seated properly
during assembly.
The High-Pressure Charge-Air-Cooler, “The HP-CAC is

or HP-CAC, is an air-to-air cooler. The mounted on the
HP-CAC is mounted on the cooling cooling module.”
module. Charge air from the turbo
passes through the cooler before
entering the mixer housing.
Air Induction Sensors
The air induction sub-system uses

the following sensors: Intake
Manifold Temperature, Mass Airflow,
Turbocharger 2 Compressor Inlet
Sensor, Charge Air Cooler Outlet
Temp, Intake Manifold Pressure and the
Ambient Air Temperature.
The Ambient Air Temperature sensor

is a remotely mounted sensor that
measures the air temperature. The
location of this sensor varies with
application.
The Mass Air Flow sensor is located in “The Mass Air Flow
the low-pressure turbo inlet duct. The sensor is located
airflow measurement from this sensor in the low-pressure
is used to aid in the calculation of fuel
turbo inlet duct.”
injection quantity.
The Turbocharger 2 Compressor Inlet

Sensor is located on the back of the
low-pressure compressor outlet tube.
The sensor is a combined sensor used
to measure both the temperature and
pressure of the charge air entering the
LP-CAC.
The Intake Manifold Pressure sensor is

located in the mixer housing after the
Engine Throttle Valve.
The Intake Manifold Temperature

sensor, or IMT, is located on the
integrated intake manifold. This sensor
measures the temperature of charge-air
after it has been mixed with the cooled
exhaust gases.
“The Charge Air The Charge Air Cooler Outlet

Cooler Outlet Temperature sensor is located on the
Temperature mixing duct. This sensor measures the
temperature of the air after it passes
sensor is
through the charge air cooler.
located on the
mixing duct.” Exhaust Gas Recirculation
The Exhaust Gas Recirculation system,

or EGR, features an electronic EGR
valve,
an EGR cooler, Engine Throttle Valve,

and several sensors.
The EGR valve assembly is located

at the rear of the EGR cooler. The
assembly consists of a motor, butterfly

valve, and cooling passages. To
increase its durability, engine coolant
is routed through passages within the
valve.
The Engine Throttle Valve, or ETV, is

located on the mixer housing. The ETV
consists of a motor and a butterfly
valve. The ECM controlled motor is
used to position the valve.
When EGR flow is required, the ECM “When EGR flow is

commands the EGR valve open. required, the ECM
commands the
Exhaust then flows through the cooler
and the cross over tube to the mixer
EGR valve open.”
housing where it’s mixed with intake air.
If increased EGR flow is required, the

throttle valve is commanded closed.
Closing the valve restricts intake air

allowing the engine to pull additional
EGR through the system.
EGR System Sensors
EGR operation primarily uses these

sensors: EGR Valve Position, EGR
Temperature, Engine Throttle Valve
Position, Coolant Temperature 2, Intake
Manifold Temperature and the Oxygen
Sensor.
The EGR valve position sensor, or

EGRP, is integrated into the valve
assembly.
The ECM monitors valve position for

proper EGR flow.
“The ECM monitors The EGR Temperature sensor, or

the temperature EGRT, is located on the mixer housing.
of the exhaust The ECM monitors the temperature
of the exhaust gas entering the mixer
gas entering the
housing.
mixer housing.”
The Engine Coolant Temperature 2
sensor, or ECT2, is located on the
coolant manifold at the inlet of the LP-
CAC. The ECM uses this sensor to
assist in EGR gas temperature control
by regulating the coolant control valve
operation.
The oxygen sensor, or O2S, is located

downstream of the turbocharger 1
turbine outlet. The O2S provides
feedback to the ECM for proper
positioning of the EGR valve.
The sensor’s heater element is activated

after the engine coolant reaches 104°
Fahrenheit, or 40° Celsius, and the
exhaust gas temperature exceeds 212°
Fahrenheit, or 100° Celsius, for more
than 30 seconds.
The EGR system operates in open loop

until the oxygen sensor is warm enough
to become active at approximately

1,400° Fahrenheit, or 760° Celsius.
Crankcase Ventilation
The crankcase breather is mounted on

the left side of the engine near the valve
cover. Crankcase gasses enter the filter
housing through an external tube from
the valve cover. An internal element
filters the crankcase gases before
exiting through the road draft tube.
The gases exit the tube and the oil is
returned to the crankcase.
A one way check valve is located at “A one way check

the bottom of the oil return tube. This valve is located at
valve prevents crankcase pressure from the bottom of the
entering the breather through the oil
oil return tube.”
return tube.
This concludes the Air Management

System.
Module 6: Cold Start Assist 43
Cold Start Assist Module 6

MaxxForce® 15 engines feature Cold
Start Assist. This system is designed
to heat the intake air to aid in cold-start
conditions.
This system consists of the: cold start

relay, cold start fuel igniter, cold start
fuel solenoid and the engine fuel filter
module.
The cold start relay is used by the ECM “The cold start
to power the fuel igniter. relay is used by
the ECM to power
The igniter is mounted in the mixer
housing and acts as a glow plug and a
the fuel igniter.”
fuel injector.
The cold start solenoid controls fuel

flow. When commanded by the ECM,
the solenoid opens, allowing fuel to
reach the igniter.
The engine fuel filter module contains

an orifice and a pressure-relief valve.
The orifice and regulator reduce fuel
pressure at the igniter to approximately
7-12 psi.
Excess fuel pressure that passes by the

relief valve is routed back to the tank
through a return line.
When the operator turns the ignition

Key-On, the wait-to-start lamp in the
instrument panel illuminates.
Based on barometric pressure, coolant,

oil, and the ambient air temperature, the
ECM determines if the cold start assist
is required.
“Once the igniter If needed, the ECM activates the relay.

is hot, the wait- The relay then powers the Fuel Igniter.
to-start lamp Once the igniter is hot, the wait-to-
start lamp begins to flash, telling the
begins flashing.”
operator to crank the engine.
During cranking, the Fuel Solenoid

opens and fuel contacts the igniter. Fuel
is vaporized by the heat of the igniter
and drawn into the cylinders. After the
engine starts, the igniter and solenoid
will remain powered while the wait-to-
start lamp is flashing.
When the lamp is no longer illuminated,

the relay and solenoid are de-activated.
This concludes the Cold Start Assist

System.
Module 6: Cold Start Assist 45
NOTES
NOTES
Module 7: Aftertreatment System 47
Aftertreatment System Module 7

Overview
The aftertreatment system is designed

to capture and reduce soot in the
exhaust. This system has components
both mounted on and off the engine.
Aftertreatment system components

on the right side of the engine are the
pre-diesel oxidation catalyst, and the
aftertreatment injector.
Components on the left side are: the

engine throttle valve, ECM, and the
downstream injection metering unit.
Other components located remotely

are: the diesel-oxidation-catalyst and
the diesel particulate filter.
PDOC, DOC, & DPF
The Pre-Diesel Oxidation Catalyst,

or PDOC, and the Diesel Oxidation
Catalyst, or DOC, have a series of small
passages through the catalyst.
As exhaust flows through the passages, “As exhaust

any unburned fuel reacts with the flows through
catalyst. This reaction generates heat, the passages,
increasing the temperature of the
any unburned
exhaust.
fuel reacts with
the catalyst.”
The DPF is located in the exhaust

system after the diesel oxidation
catalyst. The DPF has a series of small
passages through the filter.
“Half the DPF Half of the passages are plugged at the

passages are inlet, the other half are plugged at the
plugged at the outlet. This allows the DPF to act as a
filter to trap the soot.
inlet, the other
half are plugged Active & Stationary Strategies
at the outlet.”
Downstream Injection
During active and stationary regen, the

ECM partially closes the engine throttle
valve to restrict intake air. This results in
an increase in exhaust temperature.
Another strategy used by the ECM

during active and stationary regen is
Down-Stream Injection, or DSI.
The components used for downstream

injection are: the downstream
metering unit, the fuel lines, and the
aftertreatment fuel injector.
“DSI adds fuel DSI adds fuel to the exhaust stream.

to the exhaust
The fuel reacts with the PDOC &
stream.”
DOC catalysts, increasing the exhaust
temperature to reduce soot in the DPF.
The ECM controls injection through the

metering unit.
The metering unit includes a shut off

valve, doser valve, fuel inlet sensor, and
fuel pressure 2 sensor.
To achieve injection, the ECM opens “To achieve

the fuel shutoff valve. injection, the ECM
opens the fuel
At the same time, the module uses a
fuel inlet sensor to monitor the pressure
shutoff valve.”
and temperature of the fuel entering the
metering unit.
The ECM signals the doser valve to

open, and a specific amount of fuel
enters the injector supply line.
Fuel pressure in the supply line causes

a pintle in the injector to lift, allowing
fuel to spray out of the injector nozzle
into the exhaust stream.
When the dosing valve closes, pressure “When the dosing

in the supply line decreases, and the valve closes,
pintle in the injector closes. pressure in
The module continuously monitors
the supply line
feedback from the fuel-pressure-2 decreases, and
sensor to verify that dosing is complete. the pintle in the
injector closes.”
Exhaust Sensors
There are four exhaust sensors in the

aftertreatment system; one differential
pressure sensor and three temperature
sensors.
The Exhaust Gas Differential Pressure

sensor, or EGDP, is located on a
bracket mounted to the DPF.
This sensor compares the inlet and the

outlet pressures of the DPF and allows
the ECM to determine the soot load.
When there is a high soot load, the

pressure difference across the DPF is
high.
The DOC inlet temperature sensor

monitors the exhaust before the DOC.
This sensor allows the ECM to

determine if the exhaust temperature is
high enough to perform downstream
injection.
The DOC outlet temperature sensor is

located after the DOC.
“The ECM uses this The ECM uses this signal to determine
signal to determine if the PDOC and DOC are creating
if the PDOC and enough heat for regeneration.
DOC are creating The DPF outlet temperature sensor is
enough heat for located after the DPF.
regeneration.”
The ECM compares the DPF and DOC
outlet temperatures to determine if
regeneration has occurred.
For an active regeneration to be

successful, exhaust temperature must
be within the range of approximately

950 to 1,100° Fahrenheit, or 500 to
600° Celsius.
If the temperature is too high at the

DPF outlet, the ECM limits downstream
injection.
Stationary or Parked
Regeneration
When the active regen strategies do “When active regen

not sufficiently reduce the soot load in strategies do not
the DPF, the ECM notifies the operator sufficiently reduce
by illuminating a lamp on the instrument
the soot load,
panel that stationary regen is needed.
the ECM notifies
Refer to the operator’s manual for the the operator.”
proper procedure to initiate a stationary
regen.
During a stationary regen, the ECM

controls engine speed, partially closes
the engine throttle valve, and injects
fuel into the exhaust.
With the increased heat, the soot load

in the DPF will be reduced.
This concludes the Aftertreatment

System.
NOTES
Conclusion 53
Conclusion
This concludes the 2011 MaxxForce®
15 Engine Training for Technicians
program.
Thanks for your participation.
You are now required to take a post-

test.
NOTES

MF 15 4 Techs15583

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Study Guide

MaxxForce® 15 Engine Training - Program 1 TMT-121111

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No part of this publication may be duplicated

MODULE 1: Mechanical System & Engine Brake........5

MODULE 2: Lubrication System...................................13

MODULE 3: Cooling System.........................................19

MODULE 4: Fuel System................................................25

MODULE 5: Air Management System.........................33

MODULE 6: Cold Start Assist.......................................43

MODULE 7: Aftertreatment System.............................47

The goal of this course is to introduce “The goal of

This course is divided into an

Let’s take a brief look at the engine’s

The MaxxForce® 15 engine features a

The engine serial number is located on

For 2011, the first five digits are 1S152.

The engine is equipped with a single

“MaxxForce® 15 MaxxForce® 15 diagnostic trouble

This concludes the Introduction.

Mechanical System & Module 1

The following components will

The air compressor is mounted on the

There are two types of compressors “There are

Air pressure is supplied from a remote

When the clutch spring pressure is

“The engine uses The engine uses crankshaft and

The sensor reads a timing disc on the

The camshaft position sensor is also

The engine brake uses three brake

Each brake assembly is paired with two

deactivation. Let’s start by taking a look

When the brake solenoid is activated “The control valve

Oil pressure then overcomes the spring

Near the bottom of the intake stroke,

The slave piston pushes on the exhaust

As the cam and crank continue rotation,

Near the top of the compression stroke,

“During normal During normal operation, when the

Some additional conditions that would

Camshaft & Cylinder Head

The camshaft is located in the cylinder

The camshaft gear has eight steel

to allow free movement and reduce

The cylinder head spacer plate is

Several ports are incorporated into the

Gear Train & Crankcase

The gear train is located in the front of “The gear train is

Due to variations of thickness in the

The adjustable idler gear assembly is

The MaxxForce® 15 uses both standard

This concludes the Mechanical &

Lubrication System Module 2

Let’s start our discussion of lubrication

The key parts are: the oil pump, the

The oil pump is bolted to the bottom “The oil pump

The oil pick up tube supplies oil to a

After pressurization, a second pipe

This passage feeds the filter module

The crankshaft and connecting rods

“Both Both turbochargers are lubricated

Remote Mounted Centrifugal

The MaxxForce® 15 features a remotely

The centrifugal filter housing has the