2015 N13 Engine Diagnostic Manual

SCR - US, Canada, Mexico
2015 N13 Engine

DIAGNOSTIC MANUAL
DIAGNOSTIC MANUAL
2015 N13 Engine
0000004601
Navistar, Inc.
June 2015
Revision 7
2701 Navistar Drive, Lisle, IL 60532 USA
© 2015 Navistar, Inc. All rights reserved. All marks are trademarks of their respective owners.
DIAGNOSTIC MANUAL I
TABLE OF CONTENTS
Foreword. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1
Service Diagnosis . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2
Safety Information. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3
Diagnostic Troubleshooting Procedures. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7
Engine System Tests and Inspections. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1999
Engine Specifications. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2397
Diagnostic Tools and Accessories. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2421
Component Locator. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2467
Engine Systems Overview. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2483
Engine and Vehicle Features. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2545
Abbreviations and Acronyms. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2555
Terminology. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2565
II DIAGNOSTIC MANUAL
DIAGNOSTIC MANUAL 1
Foreword
Navistar®, Inc. is committed to continuous research and development to improve products and introduce
technological advances. Procedures, specifications, and parts defined in published technical service literature
may be altered.
NOTE: Photo illustrations identify specific parts or assemblies that support text and procedures; other areas in
a photo illustration may not be exact.
This manual includes necessary information and specifications for technicians to maintain Navistar® diesel
engines. See vehicle manuals and Technical Service Information (TSI) bulletins for additional information.
Technical Service Literature

N13 with SCR Engine Operation and Maintenance Manual
N13 with SCR Engine Service Manual
N13 with SCR Engine and Aftertreatment Wiring Schematic Form
Technical Service Literature is revised periodically. If a technical publication is ordered, the latest revision will
be supplied.
NOTE: To order technical service literature, contact your International dealer.
2 DIAGNOSTIC MANUAL
Service Diagnosis
Service diagnosis is an investigative procedure that must be followed to find and correct an engine application
problem or an engine problem.
If the problem is engine application, see specific vehicle manuals for further diagnostic information.
If the problem is the engine, see specific Engine Diagnostic Manual for further diagnostic information.
Prerequisites for Effective Diagnosis
• Availability of gauges and diagnostic test equipment
• Availability of current information for engine application and engine systems
• Knowledge of the principles of operation for engine application and engine systems
• Knowledge to understand and do procedures in diagnostic and service publications
Technical Service Literature required for Effective Diagnosis
• Engine Service Manual
• Engine Diagnostic Manual
• Diagnostics Forms
• Engine Wiring Schematic Form
• Service Bulletins
DIAGNOSTIC MANUAL 3
Safety Information
This manual provides general and specific maintenance procedures essential for reliable engine operation and
your safety. Since many variations in procedures, tools, and service parts are involved, advice for all possible
safety conditions and hazards cannot be stated.
Read safety instructions before doing any service and test procedures for the engine or vehicle. See related
application manuals for more information.
Disregard for Safety Instructions, Warnings, Cautions, and Notes in this manual can lead to injury, death or
damage to the engine or vehicle.
Safety Terminology
Three terms are used to stress your safety and safe operation of the engine: Warning, Caution, and Note
Warning: A warning describes actions necessary to prevent or eliminate conditions, hazards, and unsafe
practices that can cause personal injury or death.
Caution: A caution describes actions necessary to prevent or eliminate conditions that can cause damage to
the engine or vehicle.
Note: A note describes actions necessary for correct, efficient engine operation.
Safety Instructions
Work Area
• Keep work area clean, dry, and organized.
• Keep tools and parts off the floor.
• Make sure the work area is ventilated and well lit.
• Make sure a First Aid Kit is available.
Safety Equipment
• Use correct lifting devices.
• Use safety blocks and stands.
Protective Measures
• Wear protective safety glasses and shoes.
• Wear correct hearing protection.
• Wear cotton work clothing.
• Wear sleeved heat protective gloves.
• Do not wear rings, watches or other jewelry.
• Restrain long hair.
Vehicle
• Make sure the vehicle is in neutral, the parking brake is set, and the wheels are blocked before servicing
engine.
4 DIAGNOSTIC MANUAL
• Clear the area before starting the engine.

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

Fluids Under Pressure
• Use extreme caution when working on systems under pressure.
• Follow approved procedures only.
Fuel
• Do not over fill the fuel tank. Over fill creates a fire hazard.
• Do not smoke in the work area.
• Do not refuel the tank when the engine is running.
Removal of Tools, Parts, and Equipment
• Reinstall all safety guards, shields, and covers after servicing the engine.
• Make sure all tools, parts, and service equipment are removed from the engine and vehicle after all work is
done.
6 DIAGNOSTIC MANUAL
1 DIAGNOSTIC TROUBLESHOOTING PROCEDURES 7
Table of Contents
Diagnostic Trouble Code (DTC’s) List. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .11
How To Use Symptom Based Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .25
Operational Checkout Procedures. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .26

1.0 - Preliminary Vehicle Operational Checkout Procedure. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .26
2.0 - Engine Does Not Start Operational Checkout Procedure. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .29
3.0 - Engine Hard to Start Operational Checkout Procedure. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .30
4.0 - Engine Performance Problem Operational Checkout Procedure. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .31
5.0 - Cooling System Operational Checkout Procedure. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .33
6.0 - Engine Oil System Operational Checkout Procedure. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .36
7.0 - Fuel System Operational Checkout Procedure. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .38
8.0 - Engine Compression Brake Operational Checkout Procedure. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .40
9.0 - SCR Aftertreatment Operational Checkout Procedure. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .42
Engine Does Not Start Symptoms. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .44

2.1 - Engine Cranks Fast, Slow or Does Not Crank. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .44
2.2 - Engine Cranks But Does Not Start . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .48
Engine Hard to Start Symptoms. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .49

3.1 - Engine Hard to Start (Long Crank Time). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .49
3.2 - Engine Starts, Then Stalls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .50
Engine Performance Problems Symptoms. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .52

4.1 - Misfire / Rough Idle / Runs Rough. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .52
4.2 - Popping Noise from Intake. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .55
4.3 - Low Power (Slow Acceleartion). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .57
4.4 - Surge (Inconsistent Engine RPM During Steady State). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .61
Engine Coolant Symptoms. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .63

5.1 - Coolant Overflow. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .63
5.2 - Coolant Over Temperature. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .66
5.3 - Coolant Leak to Engine Oil. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .69
5.4 - Coolant Leak to Intake. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .71
5.5 - Coolant Leak to Exhaust. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .73
Engine Lubrication Symptoms. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .74

6.1 - Low Engine Oil Pressure. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .74
6.2 - Oil Leak to Exhaust. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .78
Fuel System Symptoms. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .80

7.1 - Metal in Fuel System / Noise from High-Pressure Fuel Pump. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .80
7.2 - Fuel Contamination......... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .82
7.3 - Fuel Leak to Engine Oil. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .84
7.4 - Fuel Leak to Exhaust. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .86
8 1 DIAGNOSTIC TROUBLESHOOTING PROCEDURES
Engine Brake Symptoms. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .87

8.1 - Engine Compression Brake Inoperative. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .87
8.2 - Engine Compression Brake Engaged When Not Commanded. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .89
SCR Aftertreatment Symptoms. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .91

9.1 - DEF Contamination. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .91
9.2 - Black Smoke . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .92
9.3 - White Smoke. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .94
9.4 - Parked Regeneration Will Not Activate or Build Exhaust Temperature. . . . . . . . . . . . . . . . . . . . . . . .97
Fault Code Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .99

Section Information. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .99
AAT (Ambient Air Temperature) Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .100
AFT (Aftertreatment) System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .116
AFTFP (Aftertreatment Fuel Pressure) Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .134
AFTFSOV (Aftertreatment Fuel Shutoff Valve) Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .150
AFTPAV Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .177
AFTFI (Aftertreatment Fuel Injector) Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .195
AMS (Air Management) System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .224
APP (Accelerator Pedal Position) Sensor. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .243
BARO Sensor. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .272
Body Sensor............................ . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .277
CACOT (Charge Air Cooler Outlet Temperature) Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .283
CCOSS (Crankcase Oil Separator Speed) Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .301
CKP (Crankshaft Position) Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .309
CMP (Camshaft Position) Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .322
Cylinder Balance. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .344
DEFD (Diesel Exhaust Fluid Doser) Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .409
DEFLHR (Diesel Exhaust Fluid Line Heater Relay) Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .422
DEFLP (Diesel Exhaust Fluid Line Pressure) Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .435
DEFPLH (Diesel Exhaust Fluid Pressure Line Heater) Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .458
DEFRLH (Diesel Exhaust Fluid Return Line Heater) Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .474
DEFSLH (Diesel Exhaust Fluid Supply Line Heater) Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .490
DEFSM (Diesel Exhaust Fluid Supply Module ) Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .506
DEFSMH (Diesel Exhaust Fluid Supply Module Heater) Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .532
DEFSP (Diesel Exhaust Fluid Supply Pump) Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .584
DEFTH Valve Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .611
DEFTL (Diesel Exhaust Fluid Tank Level) Sensor. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .629
DEFTLT (Diesel Exhaust Fluid Tank Level and Temperature) Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .657
DOC/DPF Temperature Sensor Module. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .669
DOCIT (Diesel Oxidation Catalyst Inlet Temperature) Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .693
DPF (Diesel Particulate Filter) System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .712
DPFDP (Diesel Particulate Filter Differential Pressure) Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .730
DPFIT (Diesel Particulate Filter Inlet Temperature) Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .750
DPFOP (Diesel Particulate Filter Outlet Pressure) Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .769
DPFOT (Diesel Particulate Filter Outlet Temperature) Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .786
EBP (Exhaust Back Pressure) Sensor. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .805
ECB1 (Engine Compression Brake 1) Sensor. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .821
ECB2 (Engine Compression Brake 2) Sensor. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .835
ECL (Engine Coolant Level) Switch Sensor. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .849
ECM Power (Engine Control Module). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .855
ECT1 (Engine Coolant Temperature 1) Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .903

ECT2 Sensor (Engine Coolant Temperature 2). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .919
EFC (Engine Fan Control) – Two Speed and Variable. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .939
EGR (Exhaust Gas Recirculation) Valve Sensor. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .955
EGRGT (Exhaust Gas Recirculation Cooler Gas Temperature) Sensor . . . . . . . . . . . . . . . . . . . . . . . . . .1002
Engine Brake. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1022
EOL (Engine Oil Level) Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1027
EOP (Engine Oil Pressure) Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1042
EOT (Engine Oil Temperature) Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1052
ETV (Engine Throttle Valve) Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1061
EWPS (Engine Warning Protection System) Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1105
FDP (Fuel Delivery Pressure) Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1178
FPCV (Fuel Pressure Control Valve) Sensor. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1191
FRP (Fuel Rail Pressure) Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1204
FRP (Fuel Rail Pressure) System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1229
Fuel Level Sensor. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1249
IAH (Intake Air Heater Control) Sensor. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1256
IAHFS Sensor. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1297
IMP (Intake Manifold Pressure) Sensor. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1313
IMT (Intake Manifold Temperature) Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1329
INJ (Injector) Circuits. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1347
J1939 Data Link Communications. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1506
MIL (Malfunction Indicator Lamp) Sensor. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1542
NOx (Nitrogen Oxides) IN Sensor Module. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1552
NOx (Nitrogen Oxides) OUT Sensor Module. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1587
O2S (Oxygen Sensor). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1629
RAPP (Remote Accelerator Pedal Position) Sensor. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1694
SCR (Selective Catalyst Reduction) Sensor. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1708
SCR Temperature Sensor Module. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1737
SCRIT (Selective Catalyst Reduction Inlet Temperature) Sensor. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1765
SCROT (Selective Catalyst Reduction Inlet Temperature) Sensor. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1781
Service. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1797
TC1TOP (Turbocharger 1 Turbine Outlet Pressure) Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1799
TC2CIS (Turbocharger 2 Compressor Inlet) Sensor. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1821
TC2WC (Turbocharger 2 Wastegate Control) Sensor. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1858
TOSS (Transmission Output Shaft Speed) Sensor. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1874
VREF (Voltage Reference) Sensor. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1913
WIF Sensor (Water In Fuel). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1974
WTSL (Wait to Start Lamp). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1985
Diagnostic Trouble Code (DTC’s) List
SPN FMI Sub-section Condition Description

27 7 EGR (page 955) EGRP does not agree with commanded position
27 10 EGR (page 955) EGRP sensor feedback deviation during CSER
27 13 EGR (page 955) EGR Valve Control Feedback Failure
27 16 EGR (page 955) Position error Position sensor feedback deviation from
control command
27 18 EGR (page 955) Position error Position sensor feedback deviation from
control command
51 0 ETV (page 1061) ETP fault: over temperature
51 1 ETV (page 1061) ETP does not agree with commanded closed position
51 3 ETV (page 1061) ETP signal Out of Range HIGH
51 4 ETV (page 1061) ETP signal Out of Range LOW
51 7 ETV (page 1061) ETP does not agree with commanded position
51 10 ETV (page 1061) ETP sensor feedback deviation during CSER
84 2 EWPS (page 1105) Vehicle speed anti-tampering fault
91 2 APP (page 243) APP1 and APP2 signal conflict
91 3 APP (page 243) APP1 signal Out of Range HIGH
91 4 APP (page 243) APP1 signal Out of Range LOW
94 0 FDP (page 1178) Fuel Delivery Pressure above maximum
94 3 FDP (page 1178) FDP signal Out of Range HIGH
94 4 FDP (page 1178) FDP signal Out of Range LOW
96 3 Fuel Level (page 1249) Fuel Level signal Out of Range HIGH
96 4 Fuel Level (page 1249) Fuel Level signal Out of Range LOW
96 19 Fuel Level (page 1249) Fuel Level not detected on J1939
98 3 EOL (page 1027) EOL signal Out-of-Range HIGH
98 4 EOL (page 1027) EOL signal Out-of-Range LOW
100 1 EWPS (page 1105) Engine Oil System below Critical Pressure
100 3 EOP (page 1042) EOP signal Out of Range HIGH
100 4 EOP (page 1042) EOP signal Out of Range LOW
100 11 EWPS (page 1105) Engine oil pressure below dealer programmed engine
RPM value
100 17 EWPS (page 1105) Low Oil Pressure vehicle event fault
100 18 EWPS (page 1105) Engine Oil System below Warning Pressure
102 2 IMP (page 1313) IMP signal does not agree with BARO
102 3 IMP (page 1313) IMP signal Out of Range HIGH

102 4 IMP (page 1313) IMP signal Out of Range LOW
102 10 AMS (page 224) Boost slow response fault
102 16 AMS (page 224) Overboost
102 18 AMS (page 224) Intake Manifold Pressure Underboost
105 2 IMT (page 1329) IMT signal erratic, intermittent or incorrect
105 3 IMT (page 1329) IMT signal Out of Range HIGH
105 4 IMT (page 1329) IMT signal Out of Range LOW
108 3 BARO (page 272) BARO signal Out of Range HIGH
108 4 BARO (page 272) BARO signal Out of Range LOW
110 0 EWPS (page 1105) Engine Coolant System above Critical Temperature
110 2 ECT1 (page 903) ECT1 signal erratic, intermittent, or incorrect
110 3 ECT1 (page 903) ECT1 signal Out of Range HIGH
110 4 ECT1 (page 903) ECT1 signal Out of Range LOW
110 11 EWPS (page 1105) Event logger, coolant temperature hot, extreme
110 15 EWPS (page 1105) Engine Coolant System above Warning temperature
110 16 EWPS (page 1105) Engine Coolant System above OBD maximum
temperature
110 17 EWPS (page 1105) Engine Coolant System below OBD maximum
temperature
110 18 EWPS (page 1105) Engine Coolant System below closed loop minimum
Temperature
111 1 ECL (page 849) Low Engine Coolant Level
111 31 ECL (page 849) Engine Coolant Level Low Repeated Occurrence
157 2 FRP (page 1204) FRP signal erratic, intermittent, or incorrect
157 3 FRP (page 1204) FRP signal Out of Range HIGH
157 4 FRP (page 1204) FRP signal Out of Range LOW
157 20 FRP (page 1204) FRP signal Drifted HIGH
157 21 FRP (page 1204) FRP signal Drifted LOW
158 15 ECM (page 855) ECM Switched voltage too HIGH
158 17 ECM (page 855) ECM Switched voltage too LOW
171 2 AAT (page 100) AAT signal erratic, intermittent or incorrect
171 3 AAT (page 100) AAT signal Out of Range HIGH (Body mounted sensor)
171 4 AAT (page 100) AAT signal Out of Range LOW (Body mounted sensor)
175 0 EWPS (page 1105) Engine Oil System above Critical Temperature
175 3 EOT (page 1052) EOT signal Out of Range HIGH

175 4 EOT (page 1052) EOT signal Out of Range LOW
175 11 EWPS (page 1105) Oil Temperature Exceeds limit by large amount
175 15 EWPS (page 1105) Engine Oil System above warning temperature
188 0 EWPS (page 1105) Engine unable to achieve desired idle speed (too high)
188 1 EWPS (page 1105) Engine unable to achieve desired idle speed (too low)
188 16 EWPS (page 1105) Engine unable to achieve desired speed: secondary fuel
detected
190 0 EWPS (page 1105) Engine overspeed most severe level
190 11 EWPS (page 1105) Engine overspeed vehicle event fault
190 15 EWPS (page 1105) Engine overspeed detected
191 1 TOSS (page 1874) TOSS not detected with vehicle moving
191 2 TOSS (page 1874) TOSS signal erratic, intermittent or incorrect
191 3 TOSS (page 1874) TOSS signal Out of Range HIGH
191 4 TOSS (page 1874) TOSS signal Out of Range LOW
191 16 TOSS (page 1874) Hard wired vehicle speed reading higher than limit
412 1 EGRT (page 1002) EGRT signal stuck low, not warming up
412 2 EGRT (page 1002) EGRT signal erratic, intermittent or incorrect
412 3 EGRT (page 1002) EGRT signal Out of Range HIGH
412 4 EGRT (page 1002) EGRT signal Out of Range LOW
560 19 J1939 (page 1506) Transmission Driveline Engaged not detected on J1939
609 19 J1939 (page 1506) ACM not detected on J1939
626 3 Inlet Air Heater Fuel Solenoid CSFS short to PWR
(page 1297)
626 4 Inlet Air Heater Fuel Solenoid CSFS short to GND
(page 1297)
626 5 Inlet Air Heater Fuel Solenoid CSFS open load/circuit
(page 1297)
626 18 Inlet Air Heater Fuel Solenoid Cold Start Assist fault: Lack of heat in the Intake Manifold
(page 1297)
Inlet Air Heater Fuel Igniter
(page 1256)
628 12 ECM (page 855) ECM Memory Error
629 0 ECM (page 855) ECM Error - CPU Load Excessively HIGH
629 2 ECM (page 855) ECM Error – Level 2 Monitoring
629 8 ECM (page 855) Engine Off timer fault
629 12 ECM (page 855) ECM Internal chip Error

629 14 ECM (page 855) ECM Internal component overtemperature
629 15 ECM (page 855) ECM Internal component overtemperature
629 31 ECM (page 855) Accelerator Pedal fault causing ECM Internal chip Error
633 3 FPCV (page 1191) FPCV short to PWR
633 4 FPCV (page 1191) FPCV short to GND
633 5 FPCV (page 1191) FPCV open load/circuit
636 2 CMP (page 322) CMP and CKP Synchronization Error
636 8 CMP (page 322) CMP signal noise
636 10 CMP (page 322) CMP signal missing
637 8 CKP (page 309) CKP signal noise
637 10 CKP (page 309) CKP signal inactive
639 14 J1939 (page 1506) J1939 Data Link Error (ECM unable to transmit)
639 19 J1939 (page 1506) J1939 Data Link Error (ECM unable to transmit or
receive)
647 3 EFC (page 939) EFC short to PWR
647 4 EFC (page 939) EFC short to GND
647 5 EFC (page 939) EFC open load/circuit
651 4 INJ (page 1347) INJ short circuit
651 5 INJ (page 1347) INJ open circuit
651 13 CYL Balance (page 344) Injector 1 programmable parameter error
651 16 CYL Balance (page 344) Injector 1 Fuel quantity/timing high error
651 18 CYL Balance (page 344) Injector 1 Fuel quantity/timing low error
652 4 INJ (page 1347) Injector 2 short circuit
652 5 INJ (page 1347) Injector 2 open circuit

724 2 O2S (page 1629) O2S Slow response detecting fueling to non-fueling
724 3 O2S (page 1629) O2S Circuit Fault: Open or short to PWR
724 4 O2S (page 1629) O2S Circuit Fault: Short to GND
724 5 O2S (page 1629) O2S Circuit Fault: Open circuit
724 20 O2S (page 1629) O2S adaptation above maximum limit
724 21 O2S (page 1629) O2S adaptation below minimum limit
731 16 EWPS (page 1105) Knock detected: Cylinder Acceleration Above Normal
731 18 EWPS (page 1105) Knock Detected: Unexpected Fueling without Demand
837 14 Body (page 277) Speedometer Drive Output Error
Refer to the Chassis Electrical Circuit Diagram Manual
974 3 RAPP (page 1694) Remote APP signal Out of Range HIGH
974 4 RAPP (page 1694) Remote APP signal Out of Range LOW
1072 3 ECB1 (page 821) ECB1 Control short to PWR
1072 4 ECB1 (page 821) ECB1 Control short to GND
1072 5 ECB1 (page 821) ECB1 Control open load/circuit
1073 3 ECB2 (page 835) ECB2 Control short to PWR
1073 4 ECB2 (page 835) ECB2 Control short to GND
1073 5 ECB2 (page 835) ECB2 Control open load/circuit
1081 3 WTSL (page 1985) WTSL short to PWR
1081 4 WTSL (page 1985) WTSL short to GND
1081 5 WTSL (page 1985) WTSL open load/circuit
1110 31 ECM (page 855) ECM detects fueling without demand

1135 3 EOL (page 1027) EOT2 signal Out of Range HIGH
1135 4 EOL (page 1027) EOT2 signal Out of Range LOW
1173 2 TC2CIS (page 1821) TC2CIT signal does not agree with other sensors
1173 3 TC2CIS (page 1821) TC2CIT signal Out of Range HIGH
1173 4 TC2CIS (page 1821) TC2CIT signal Out of Range LOW
1173 16 TC2CIS (page 1821) TC2CIT signal above desired (interstage CAC under
cooling)
1177 2 TC2CIS (page 1821) TC2CIP Underdevelopment
1177 3 TC2CIS (page 1821) TC2CIP signal Out of Range HIGH
1177 4 TC2CIS (page 1821) TC2CIP signal Out of Range LOW
1189 3 TC2WC (page 1858) TC2WC short to PWR
1189 4 TC2WC (page 1858) TC2WC short to GND
1189 5 TC2WC (page 1858) TC2WC open load/circuit
1213 3 MIL (page 1542) MIL circuit short to PWR
1213 4 MIL (page 1542) MIL circuit short to GND
1213 5 MIL (page 1542) MIL open load/circuit
1322 31 CYL Balance (page 344) Misfire - Multiple Cylinders
1323 31 CYL Balance (page 344) Misfire - Cylinder 1
1378 31 Service (page 1797) Change Engine Oil Service Interval
1569 31 SCR (page 1708) SCR Tamperproof Warning & Protection System
Inducement Severe
1590 19 Body (page 277) Adaptive Cruise Control not detected on J1939
1659 20 ECT1 (page 903) ECT1 above expected: Check Thermostat stuck closed
1761 1 DEFTL (page 629) DEF Tank Level sensor Inducement (Level 3 - 5)
1761 3 DEFTL (page 629) DEFTL signal Out of Range HIGH
1761 4 DEFTL (page 629) DEFTL signal Out of Range LOW
1761 10 DEFTL (page 629) DEF Level abnormal rate of change
1761 11 DEFTL (page 629) DEFTL Signal erratic, intermittent, or incorrect
1761 17 DEFTL (page 629) DEFTL Inducement Level 1
1761 18 DEFTL (page 629) DEFTL Inducement Level 2

1761 19 DEFTL (page 629) DEFTL not detected on J1939
1810 0 Hard Brake Monitor (page Hard Brake monitor, event log, extreme
1022)
1810 15 Hard Brake Monitor (page Hard Brake monitor, event log, non-extreme
1022)
2588 0 EWPS (page 1105) Vehicle overspeed 1, event log, extreme
2588 15 EWPS (page 1105) Vehicle overspeed 1, event log, non-extreme
2589 0 EWPS (page 1105) Vehicle overspeed 2, event log, extreme
2589 15 EWPS (page 1105) Vehicle overspeed 2, event log, non-extreme
2623 3 APP (page 243) APP2 signal Out of Range HIGH
2623 4 APP (page 243) APP2 signal Out of Range LOW
2630 2 CACOT (page 283) CACOT signal erratic, intermittent, or incorrect
2630 3 CACOT (page 283) CACOT signal Out of Range HIGH
2630 4 CACOT (page 283) CACOT signal Out of Range LOW
2630 16 CACOT (page 283) CACOT undercooling
2659 10 AMS (page 224) EGR slow response
2659 20 AMS (page 224) EGR High Flow Rate detected
2659 21 AMS (page 224) EGR Low Flow Rate detected
2791 0 EGR (page 955) EGRV Overtemperature
2791 2 EGR (page 955) EGR Feedback Communication Fault
2791 3 EGR (page 955) EGRC short to PWR
2791 4 EGR (page 955) EGRV supply voltage is too LOW
2791 5 EGR (page 955) EGRC open load/circuit
2791 6 EGR (page 955) EGR Valve Control current above normal or grounded
2791 7 EGR (page 955) EGR Valve unable to achieve commanded position
2791 12 EGR (page 955) EGR Valve Internal self test fault
2791 14 EGR (page 955) EGRV Error: Internal Processor failure
2791 19 EGR (page 955) EGR Valve Control not detected on J1939
2797 11 INJ (page 1347) Injector Control Group 1 short circuit (INJ 1, 2, 3)
2798 11 INJ (page 1347) Injector Control Group 2 short circuit (INJ 4, 5, 6)
3031 2 DEFTLT (page 657) DEFTT signal erratic, intermittent or incorrect
3031 3 DEFTLT (page 657) DEFTT signal Out of Range HIGH
3031 4 DEFTLT (page 657) DEFTT signal Out of Range LOW
3055 0 FRPS (page 1229) FRP exceeded maximum
3055 1 FRPS (page 1229) No start due to low rail fuel pressure

3055 15 FRPS (page 1229) FRP below minimum with maximum command
3055 17 FRPS (page 1229) FRP above maximum with minimum command
3058 10 EGR (page 955) EGR did not go into Closed loop EGR control when
expected
3061 31 Inlet Air Heater Fuel Igniter Cold start system warm-up fault during CSER
(page 1256)
3216 2 NOx IN sensor module (page NOx IN signal erratic, intermittent or incorrect
1552)
3216 4 NOx IN sensor module (page NOx IN signal drifted LOW
1552)
3216 10 NOx IN sensor module (page NOx IN signal abnormal rate of change
1552)
3216 13 NOx IN sensor module (page NOx IN Out of Calibration
1552)
3216 19 NOx IN sensor module (page NOx IN not detected on J1939
1552)
3216 20 NOx IN sensor module (page NOx IN signal drifted HIGH
1552)
3216 21 NOx IN sensor module (page NOx IN signal drifted LOW
1552)
3218 2 NOx IN sensor module (page NOx IN power supply signal erratic, intermittent or
1552) incorrect
3223 0 O2S (page 1629) O2S heater temperature above maximum
3223 1 O2S (page 1629) O2S heater temperature below minimum
3223 3 O2S (page 1629) O2S heater short to PWR
3223 4 O2S (page 1629) O2S heater short to GND
3223 5 O2S (page 1629) O2S heater open load/circuit
3223 17 O2S (page 1629) O2S heater temperature below minimum at low battery
PWR
3226 2 NOx OUT Sensor Module NOx OUT signal erratic, intermittent or incorrect
(page 1587)
3226 4 NOx OUT Sensor Module NOx OUT signal Out of Range LOW
(page 1587)
3226 10 NOx OUT Sensor Module Aftertreatment Outlet NOx Sensor — abnormal rate of
(page 1587) change
3226 13 NOx OUT Sensor Module NOx OUT Out of Calibration
(page 1587)
3226 19 NOx OUT Sensor Module NOx OUT not detected on J1939
(page 1587)

3226 20 NOx OUT Sensor Module NOx OUT signal drifted HIGH
(page 1587)
3226 21 NOx OUT Sensor Module NOx OUT signal drifted LOW
(page 1587)
3228 2 NOx OUT Sensor Module NOx OUT power supply signal erratic, intermittent or
(page 1587) incorrect
3242 0 DPFIT (page 750) DPFIT above Critical
3242 2 DPFIT (page 750) DPFIT signal erratic, intermittent, or incorrect
3242 3 DPFIT (page 750) DPFIT Signal Out of Range HIGH
3242 4 DPFIT (page 750) DPFIT signal Out of Range LOW
3242 15 DPFIT (page 750) DPFIT above Warning Temperature
3242 16 DPFIT (page 750) DPFIT above Maximum Temperature
3246 0 DPFOT (page 786) DPFOT above Critical
3246 2 DPFOT (page 786) DPFOT signal erratic, intermittent, or incorrect
3246 3 DPFOT (page 786) DPFOT signal Out of Range HIGH
3246 4 DPFOT (page 786) DPFOT signal Out of Range LOW
3246 15 DPFOT (page 786) DPFOT above Warning Temperature
3246 16 DPFOT (page 786) DPFOT Above Maximum Temperature
3251 2 DPFDP / Outlet Pressure DPFDP signal erratic, intermittent, or incorrect
Sensor (page 769)
3251 3 DPFDP / Outlet Pressure DPFDP signal Out of Range HIGH
Sensor (page 769)
3251 4 DPFDP / Outlet Pressure DPFDP signal Out of Range LOW
Sensor (page 769)
3361 2 DEFSP (page 584) DEFSP signal erratic, intermittent or incorrect
3361 3 DEFSP (page 584) DEFSP signal Out of Range HIGH
3361 4 DEFSP (page 584) DEFSP signal Out of Range LOW
3362 31 DEFSP (page 584) DEF dosing unable to prime
3363 3 DEFTHC (page 611) DEF Tank Heater Control Valve short to PWR
3363 4 DEFTHC (page 611) DEF Tank Heater Control Valve short to GND
3363 7 DEFTHC (page 611) DEF Tank Heater Control Valve Mechanical system not
responding
3363 16 DEFTHC (page 611) DEFTHC stuck on fault
3363 18 DEFTHC (page 611) DEFTHC unable to thaw frozen DEF
3464 3 ETV (page 1061) ETV short to PWR
3464 4 ETV (page 1061) ETV short to GND
3464 5 ETV (page 1061) ETV open load/circuit

3480 2 AFTFP1 (page 134) AFTFP1 signal erratic, intermittent, or incorrect
3480 3 AFTFP1 (page 134) AFTFP1 signal Out of Range HIGH
3480 4 AFTFP1 (page 134) AFTFP1 signal Out of Range LOW
3480 17 AFTFP1 (page 134) AFTFP1 below normal operating range
3482 2 AFTFSV (page 150) AFT Fuel Shutoff Valve signal erratic, intermittent or
incorrect
3482 3 AFTFSV (page 150) AFT Fuel Shutoff Valve short to PWR
3482 4 AFTFSV (page 150) AFT Fuel Shutoff Valve short to GND
3482 7 AFTFSV (page 150) AFT Fuel Shutoff Valve Mechanical system not
responding or out of adjustment
3482 16 AFTFSV (page 150) AFT Fuel Shutoff Valve Plugged
3490 3 AFTPAV (page 177) AFTPAV short to PWR
3490 4 AFTPAV (page 177) AFTPAV short to GND
3490 7 AFTPAV (page 177) AFTPAV Mechanical system not responding or out of
adjustment
3509 14 VREF (page 1913) VREF 1 voltage deviation ECM pins: C1-36
3510 14 VREF (page 1913) VREF 2 voltage deviation ECM pins: E1-85 and E1-86
3511 14 VREF (page 1913) VREF 3 voltage deviation ECM pins: E1-89
3512 14 VREF (page 1913) VREF 4 voltage deviation ECM pins: C1-37, C1-49,
C2-08, and E1-58
3513 14 VREF (page 1913) VREF 5 voltage deviation ECM pins: C1-50, E1-81, and
E1-82
3514 14 VREF (page 1913) VREF 6 voltage deviation ECM pin: E1-88
3556 2 AFTFI (page 195) AFT Fuel Injector signal erratic, intermittent or incorrect
3556 5 AFTFI (page 195) AFT Fuel Injector open load/circuit
3556 18 AFTFI (page 195) AFT Fuel Pressure 2 below Warning Pressure
3597 4 ECM (page 855) ECM Power Output 1 below normal ECM Pins: C1-31,
C1-33, C1-54, C2-51, E1-01 and E1-51
C2-06, E1-05, E1-28, E1-29 and E1-54
C2-03, E1-24, E1-26 and E1-27
3610 2 DPFOP (page 769) DPFOP signal erratic, intermittent or incorrect
3610 3 DPFOP (page 769) DPFOP signal Out of Range HIGH
3610 4 DPFOP (page 769) DPFOP signal Out of Range LOW
3695 2 AFT System (page 116) DPF Regen Inhibit Switch erratic, intermittent or incorrect
3703 31 AFT System (page 116) DPF Active Regeneration Inhibited Due to Inhibit Switch

3719 0 DPF System (page 712) DPF Soot Load - Highest (level 3/3)
3719 15 DPF System (page 712) DPF Soot Load - Lowest (level 1/3)
3719 16 DPF System (page 712) DPF Soot Load - Moderate (level 2/3)
3750 31 AFT System (page 116) DPF Regen inhibited due to low exhaust temperatures
3826 18 SCR (page 1708) DEF Reagent Consumption below setpoint
3936 0 DPF System (page 712) DPF Soot Load - Severe De-Rate
3936 7 DPF System (page 712) DPF System - DPF exceeded maximum temperature
threshold - replace DPF
3936 14 DOC / DPF Temperature Part # Mismatch (What's stored in ACM vs Reading from
Sensor Module (page 669) Smart Sensor Assembly)
3936 15 DPF System (page 712) DPF System above Warning Pressure
4076 0 EWPS (page 1105) ECT2 above Critical (EWPS programmable limit)
4076 2 ECT2 (page 919) ECT2 signal erratic, intermittent, or incorrect
4076 3 ECT2 (page 919) ECT2 signal Out of Range HIGH
4076 4 ECT2 (page 919) ECT2 signal Out of Range LOW
4076 15 EWPS (page 1105) ECT2 above Warning (EWPS programmable limit)
4076 17 ECT2 (page 919) ECT2 signal stuck low, not warming up
4192 3 WIF (page 1974) WIF signal Out of Range HIGH
4192 4 WIF (page 1974) WIF signal Out of Range LOW
4227 7 CCOSS (page 301) CC Oil Separator Speed: Not spinning
4331 18 SCR (page 1708) DEF Actual Dosing Quantity below normal operating
range - Moderately Severe Level
4334 2 DEFLP Sensor (page 435) DEFLP signal erratic, intermittent or incorrect
4334 3 DEFLP Sensor (page 435) DEFLP signal Out of Range HIGH
4334 4 DEFLP Sensor (page 435) DEFLP signal Out of Range LOW
4334 16 DEFLP Sensor (page 435) DEFLP above Maximum Pressure
4334 18 DEFLP Sensor (page 435) DEFLP below normal operating range
4337 2 DEFSM (page 506) DEF Supply Module Temperature erratic, intermittent or
incorrect
4337 10 DEFSM (page 506) DEF Supply Module Temperature abnormal rate of
change
4340 3 DEFPLH (page 458) DEFL1HC short to PWR
4340 5 DEFPLH (page 458) DEFL1HC open load/circuit
4342 3 DEFRLH (page 474) DEFL2HC short to PWR
4342 5 DEFRLH (page 474) DEFL2HC open load/circuit
4344 3 DEFSLH (page 490) DEFL3HC short to PWR

4344 5 DEFSLH (page 490) DEFL3HC open load/circuit
4360 0 SCRIT Senor (page 1765) SCRIT above Critical Temperature
4360 2 SCRIT Senor (page 1765) SCRIT signal erratic, intermittent or incorrect
4360 3 SCRIT Senor (page 1765) SCRIT signal Out of Range HIGH
4360 4 SCRIT Senor (page 1765) SCRIT signal Out of Range LOW
4360 15 SCRIT Senor (page 1765) SCRIT above warning temperature
4360 16 SCRIT Senor (page 1765) SCRIT Above Maximum Temperature
4363 0 SCROT (page 1781) SCROT above Critical Temperature
4363 2 SCROT (page 1781) SCROT signal erratic, intermittent or incorrect
4363 3 SCROT (page 1781) SCROT signal Out of Range HIGH
4363 4 SCROT (page 1781) SCROT signal Out of Range LOW
4363 15 SCROT (page 1781) SCROT above warning temperature
4363 16 SCROT (page 1781) SCROT above Maximum Temperature
4364 18 SCR (page 1708) Low NOx Conversion Detected
4376 3 DEFSM (page 506) DEF Reverting Control Valve short to PWR
4376 4 DEFSM (page 506) DEF Reverting Control Valve short to GND
4376 7 DEFSM (page 506) DEF Reverting Control Valve - Mechanical system not
4752 4 EGR (page 955) EGR Cooler Efficiency: EGR outlet Temperature above
expected
4765 0 DOCIT (page 693) DOCIT above Critical Temperature
4765 2 DOCIT (page 693) DOCIT signal erratic, intermittent, or incorrect
4765 3 DOCIT (page 693) DOCIT signal Out of Range HIGH
4765 4 DOCIT (page 693) DOCIT signal Out of Range LOW
4765 15 DOCIT (page 693) DOCIT above Warning Temperature
4765 16 DOCIT (page 693) DOCIT Above Maximum Temperature
4792 7 SCR (page 1708) SCR Catalyst System - Mechanical system not
4792 10 SCR (page 1708) Aftertreatment 1 SCR System abnormal rate of change
4792 14 SCR (page 1708) SCR Catalyst System - Out of Calibration
4792 31 SCR (page 1708) Improper Reductant in DEF Tank
4794 31 SCR (page 1708) SCR Catalyst System Missing
4795 31 AFT System (page 712) DPFDP excessively LOW (sensor/circuit fault or missing
DPF)
5024 10 NOx IN sensor module (page NOx IN Sensor Heater abnormal rate of change
1552)

5031 10 NOx OUT Sensor Module NOx OUT Sensor Heater not reading correctly
(page 1587)
5125 14 VREF (page 1913) VREF 7 voltage above or below normal
5246 15 SCR (page 1708) SCR Tamper Proof Inducement Level 1 status
5298 17 AFT System (page 116) DOC Conversion Efficiency below minimum
5298 18 AFT System (page 116) DOC Conversion Efficiency below Warning Pressure
5319 31 DPF System (page 712) DPF incomplete Regeneration
5394 5 DEFDV (page 409) DEFDC open load/circuit
5394 7 DEFDV (page 409) DEF Dosing Valve - Mechanical system not responding
5395 0 EWPS (page 1105) Engine unable to achieve desired idle torque (too high)
5395 1 EWPS (page 1105) Engine unable to achieve desired idle torque (too low)
5397 31 DPF System (page 712) DPF regenerations are occurring too frequently
5491 3 DEFLHR (page 422) DEFLHR short to PWR
5491 4 DEFLHR (page 422) DEFLHR short to GND
5541 2 TC1TOP (page 1799) TC1TOP does not agree with BARO
5541 3 TC1TOP (page 1799) TC1TOP signal Out of Range HIGH
5541 4 TC1TOP (page 1799) TC1TOP signal Out of Range LOW
5542 15 TC1TOP (page 1799) TC1TOP above desired
5542 17 TC1TOP (page 1799) TC1TOP below desired - Check Exhaust Back Pressure
Valve
5543 3 EBPV (page 805) EBPC short to PWR
5543 4 EBPV (page 805) EBPC short to GND
5543 5 EBPV (page 805) EBPC open load/circuit
5548 3 Inlet Air Heater Fuel Igniter IAHFI short to PWR
(page 1256)
5548 4 Inlet Air Heater Fuel Igniter IAHFI short to GND
(page 1256)
5548 5 Inlet Air Heater Fuel Igniter IAHFI open load/circuit
(page 1256)
5548 7 Inlet Air Heater Fuel Igniter Inlet Air Heater Relay return (relay, or igniter, or circuit
(page 1256) failure)
5571 0 FRPS (page 1229) FRP relief valve opening fault
5571 14 FRPS (page 1229) FRP Relief Valve failure
5742 3 DOC / DPF Temperature DPF Thermocouple Controller Out of Range HIGH
Sensor Module (page 669)

5742 4 DOC / DPF Temperature DPF Thermocouple Controller Out of Range LOW
5742 12 DOC / DPF Temperature DOC/DPF Temperature sensor module internal error
5742 16 DOC / DPF Temperature DPF Thermocouple Controller above Maximum
Sensor Module (page 669) Temperature
5742 19 DOC / DPF Temperature DPF Thermocouple Controller signal not detect on J1939
5743 3 SCR Temperature Sensor SCR Thermocouple Controller Out of Range HIGH
Module Assembly (page
1737)
5743 4 SCR Temperature Sensor SCR Thermocouple Controller Out of Range LOW
1737)
5743 12 SCR Temperature Sensor SCR Temperature sensor module internal error
1737)
5743 16 SCR Temperature Sensor SCR Thermocouple Controller above Maximum
Module Assembly (page Temperature
1737)
5743 19 SCR Temperature Sensor SCR Thermocouple Controller signal not detect on J1939
1737)
5745 3 DEFSMH (page 532) DEF Dosing Unit Heater Out of Range HIGH
5745 4 DEFSMH (page 532) DEF Dosing Unit Heater Out of Range LOW
5745 18 DEFSMH (page 532) DEF Dosing Unit Heater below Warning Temperature
5746 3 DEFSMH (page 532) DEF Supply Module Heater Relay short to PWR
5746 4 DEFSMH (page 532) DEF Supply Module Heater Relay short to GND
5798 2 DEFSMH (page 532) DEF Dosing Unit Heater Temperature erratic, intermittent
or incorrect
5798 10 DEFSMH (page 532) DEF Supply Module Heater Temperature abnormal rate
of change
7423 20 ECT2 (page 919) ECT2 above expected: Check Thermostat stuck closed
7423 21 ECT2 (page 919) ECT2 below expected: Check Thermostat stuck open
7424 3 SCR (page 1708) DEF Lamp circuit short to PWR
7424 4 SCR (page 1708) DEF Lamp circuit short to GND
7424 5 SCR (page 1708) DEF Lamp circuit open load / circuit
How To Use Symptom Based Diagnostics

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

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

Perform Fuel Level and System Inspection (page 2326). Yes: Go to Step 2.
Is fuel level to specification, and is fuel system not damaged or leaking?
No: Correct low fuel level.
Repair fuel system leaks
or damage. After repairs
are complete, retest for
original problem.
Step 2 Inspect batteries, electrical system, and connections. Decision

Perform Batteries and Electrical System Inspection (page 2217). Yes: Go to Step 3.
Are batteries, electrical system, and connections in good condition, tight, not
corroded, and is battery voltage in specification?
No: Repair broken, loose,
or corroded electrical
system connections or
components. Charge
batteries to 12.6 V. After
repairs are complete,
retest for original
problem.
Step 3 Inspect air intake system for damage or restrictions. Decision

Perform Intake Air Inspection (page 2345). Yes: Repair air intake
system damage or
Are air intake system components damaged or restricted?
restrictions. After repairs
original problem.
No: Go to Step 4.
Step 4 Inspect exhaust system for damage or restrictions. Decision

Perform Exhaust and Aftertreatment System Inspection (page 2346). Yes: Repair exhaust
system damage or
Are exhaust system components damaged or restricted?
original problem.
No: Go to Step 5.
Step 5 Inspect engine oil level. Decision

Perform Engine Oil Level and Quality Inspection (page 2333). Yes: Go to Step 6.
Is engine oil level and quality to specification?
No: Correct engine oil
level problem. Go to Step
6.
Step 6 Inspect engine coolant level and quality. Decision

Perform Coolant Level Inspection (page 2335) and Coolant Quality Inspection Yes: Go to Step 7.
(page 2337).
Are coolant level and quality to specification?
No: Fill engine coolant to
specification. Go to Step
7.
Step 7 Verify Engine Control Module (ECM) communicates with Electronic Decision
Service Tool (EST), obtain vehicle health report, and check for current
ECM calibration.
A. Connect EST with ServiceMaxx™ (page 2044) software and log-in. Yes: Go to Step 8.
B. Perform Obtain Vehicle Health Report (page 2011).
Is EST communicating with the ECM, and is ECM calibration current?
No, EST not
communicating with
ECM: Diagnosis and
repair EST, Controller
Area Network (CAN),
vehicle diagnostic
connector, ECM, or power
/ ground problem. After
retest for original
problem.
No, ECM calibration
not current: Ensure
vehicle has latest ECM
calibration. After repairs
original problem.
Step 8 Review results from previous steps, Repair Order (RO), vehicle history, and operator complaint.
Go to operational checkout procedure for specific symptom:
• 2.0 Engine Does Not Start Operational Checkout Procedure (page 29)
• 3.0 Engine Hard to Start Operational Checkout Procedure (page 30)
• 4.0 Engine Performance Problem Operational Checkout Procedure (page 31)
• 5.0 Cooling System Operational Checkout Procedure (page 33)
• 6.0 Engine Oil System Operational Checkout Procedure (page 36)
• 7.0 Fuel System Operational Checkout Procedure (page 38)
• 8.0 Engine Compression Brake Operational Checkout Procedure (page 40)
• 9.0 SCR Aftertreatment Operational Checkout Procedure (page 42)
2.0 - Engine Does Not Start Operational Checkout Procedure
Overview
The following steps direct technicians to systematically troubleshoot engine no start conditions and avoid
unnecessary work and repairs.
Step 1 Perform preliminary operational checkout procedure. Decision

Did you perform 1.0 Preliminary Vehicle Operational Checkout Procedure? Yes: Go to Step 2.
No: Go to 1.0
Preliminary Vehicle
Operational Checkout
Procedure (page 26).
Step 2 Check for no start related Diagnostic Trouble Codes (DTC). Decision
Using Electronic Service Tool (EST) with ServiceMaxx™ software, check DTC Yes: Go to Fault Code
list for: Diagnostics for no start
related SPN.
• SPN 94 Fuel Delivery Pressure (FDP)
• SPN 636 Camshaft Position (CMP)
• SPN 637 Crankshaft Position (CKP)
• SPN 108, 158, 628, 629, 1110 Engine Control Module (ECM)
• SPN 5541, 5542 Turbocharger 1 Turbine Outlet Pressure (TC1TOP)
• SPN 3251 Diesel Particulate Filter Differential Pressure (DPFDP)
• SPN 3610 Diesel Particulate Filter Outlet Pressure (DPFOP)
• SPN 51, 3464, Engine Throttle Valve (ETV)
• SPN 102 Intake Manifold Pressure (IMP)
• SPN 2797, 2789 Injector
• SPN 157, 3055 Fuel Rail Pressure (FRP)
• SPN 633 Fuel Pressure Control Valve (FPCV)
Does EST DTC list have any active fault codes listed above?
No: Go to Step 3.
NOTE: It is normal for Fuel Rail Pressure sensor to read up to 1000 psi at Key-On Engine-Off.
Step 3 Record snapshot of engine cranking data. Decision

Perform Engine Cranking Test (page 2218). Yes: Go to 2.2 Engine
Cranks But Does Not
Start (page 48).
Is Engine Speed (rpm) within Engine cranking specification?
No: Go to 2.1 Engine
Cranks Fast, Slow or
Does Not Crank (page
44).
3.0 - Engine Hard to Start Operational Checkout Procedure
Overview
The following steps direct technicians to systematically troubleshoot engine hard to start conditions and avoid

No: Go to 1.0
Preliminary Vehicle
Step 2 Check for hard to start related Diagnostic Trouble Codes (DTC). Decision
list for: Diagnostics for no start
related SPN.
• SPN 3055 Fuel Rail Pressure (FRP)
• SPN 636 Camshaft Position (CMP)
• SPN 637 Crankshaft Position (CKP)
• SPN 5541, 5542 Turbocharger 1 Turbine Outlet Pressure (TC1TOP)
No: Go to Step 3.
Step 3 Determine specific hard to start symptom. Decision

A. Attempt to start engine. Yes: Go to 3.2 Engine
Starts, Then Stalls.
B. Perform Engine Cranking Test (page 2218).
(page 50)
Does engine start and then stall?
No, engine speed
(rpm) out of
specification: Go
to 2.1 Engine Cranks
Fast, Slow or Does
Not Crank (page 44).
No, long crank time:
Go to 3.1 Engine Hard
to Start (Long Crank
Time) (page 49).
4.0 - Engine Performance Problem Operational Checkout Procedure
Overview
The following steps direct technicians to systematically troubleshoot engine performance problems and avoid

Did you Perform 1.0 Preliminary Vehicle Operational Checkout Procedure (page Yes: Go to Step 2.
26)?
No: Go to 1.0 Preliminary
Vehicle Operational
Checkout Procedure
(page 26).
Step 2 Check for related Diagnostic Trouble Codes (DTCs). Decision

Using Electronic Service Tool (EST) with ServiceMaxx™ software, check DTC Yes: Go to Fault
list. Code Diagnostics for
appropriate SPN.
Does EST DTC list have SPN / FMI codes active or pending?
No: Go to Step 3.
Step 3 Determine if engine has a misfire, rough idle, and / or runs rough. Decision
Does vehicle have a misfire, rough idle, and / or runs rough? Yes: Go to 4.1 Misfire /
Rough Idle / Runs Rough
(page 52).
No: Go to Step 4.
Step 4 Determine if engine has popping noises coming from the engine intake. Decision
Does vehicle have popping noises coming from the engine intake? Yes: Go to 4.2 Popping
Noise from Intake (page
55).
No: Go to Step 5.
Step 5 Determine if engine has low power or slow acceleration. Decision

Does vehicle have low power or slow acceleration? Yes: Go to 4.3 Low Power
(Slow Acceleartion) (page
57).
No: Go to Step 6.
Step 6 Determine if engine has a surge or inconsistent RPM during steady Decision
state.
Does engine surge or is engine speed (RPM) inconsistent during steady state? Yes: Go to 4.4 Surge
(Inconsistent Engine
RPM During Steady
State) (page 61).
No: Review operator
complaint.
5.0 - Cooling System Operational Checkout Procedure
Overview
The following steps direct technicians to systematically troubleshoot engine cooling system problems and avoid

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

Perform Deareation Tank Cap Test (page 2287). Yes: Go to Step 4.
Does deaeration cap hold to rated pressure?
No: Replace
deaeration tank cap.
After repairs are
complete, retest for
original problem.
Step 4 Determine if engine or cooling system components are leaking Decision

externally or internally.
Perform Cooling System Pressure Test (page 2291). Yes: Go to Step 5.
Does cooling system hold pressure for 15 minutes?
No, external leaks:
Repair external cooling
system leaks. After
retest for original
problem.
No, internal leaks: Go
to Step 7.
Step 5 Determine if cooling system overflows. Decision

A. Fill deaeration tank with coolant to proper level using Coolant Management Yes: Go 5.1 Coolant
System tool KL5007NAV. Overflow (page 63).
B. Install deaeration tank cap.
C. Start engine. Turn engine Off before any over temperature or overheating
occurs.
D. Run engine to operating temperature at high idle.
Does coolant overflow out of deaeration tank?
No: Go to Step 6.
Step 6 Determine if vehicle cooling system goes over temperature or Decision

overheats.
NOTE: Do not run vehicle on a dynamometer to duplicate over temperature or over Yes: Go 5.2 Coolant
heat concern. False results will occur due to lack of proper air flow across the cooling Over Temperature
package. (page 66).
Does vehicle cooling system go over temperature or overheat (220 F° [104 C°])?
No: Go to Step 7.
Step 7 Determine if coolant is in the engine oil. Decision

Perform Coolant to Oil Inspection (page 2340). Yes: Go 5.3 Coolant
Leak to Engine Oil
Is engine oil contaminated with coolant?
(page 69).
No: Go to Step 8.
Step 8 Determine if coolant is in the engine intake. Decision

A. Disconnect Charge Air Cooler (CAC) pipe at the Engine Throttle Valve Yes: Go 5.4 Coolant
(ETV). Leak to Intake (page
71).
B. Inspect CAC pipe for white coolant residue.
C. Inspect inside ETV and air intake throttle duct for signs of coolant.
Is coolant and / or white coolant residue present in engine intake?

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

Perform Coolant in Exhaust Inspection (page 2339). Yes: Go 5.5 Coolant
Leak to Exhaust (page
Is coolant in exhaust system?
73).
No: Review operator
complaint.
6.0 - Engine Oil System Operational Checkout Procedure
Overview
The following steps direct technicians to systematically troubleshoot engine oil system problems and avoid

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

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

A. Start engine. Yes: Go to 6.1 Low
Engine Oil Pressure
B. Read engine oil pressure gauge.
(page 74).
Is engine oil pressure lower then specification (page 2401)?
No: Go to Step 5.
Step 5 Verify engine oil quality. Decision

Review results from Engine Oil Level and Quality Inspection (page 2333). Yes, fuel in engine oil:
Go to 7.3 Fuel Leak to
Is engine oil contaminated?
Engine Oil (page 84).
Yes, coolant in engine
oil: Go to 5.3 Coolant
Leak to Engine Oil
(page 69).
No: Go to Step 6.
Step 6 Determine if oil is leaking into the exhaust. Decision

Disconnect exhaust inlet pipe from Diesel Oxidation Catalyst (DOC). Yes: Go to 6.2 Oil Leak
to Exhaust (page 78).
Is oil in the exhaust?
No: Review complaint.
7.0 - Fuel System Operational Checkout Procedure
Overview
The following steps direct technicians to systematically troubleshoot fuel system problems and avoid

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

Perform Fuel Quality Inspection (page 2330). Yes: Go to 7.2 Fuel
Contamination (page
Is fuel contaminated (other than metal)?
82).
No: Go to Step 3.
Step 3 Determine if metal is in fuel system and / or the high-pressure fuel Decision
pump is noisy.
Inspect primary fuel filter and fuel tanks for metal debris. Yes: Go to 7.1 Metal
in Fuel System / Noise
Is metal in the fuel system and / or is the high-pressure fuel pump noisy?
from High-Pressure
Fuel Pump (page 80).
No: Go to Step 4.
Step 4 Check for fuel related Diagnostic Trouble Codes (DTC). Decision
list for: Diagnostics for fuel
related SPN.
• SPN 94 Fuel Delivery Pressure (FDP)
• SPN 157, 3055 Fuel Rail Pressure (FRP)
• SPN 5571 Fuel Rail Pressure System
• SPN 633 Fuel Pressure Control Valve (FPCV)
• SPN 651-656, 2797 Injector (INJ)
No: Go to Step 5.
Step 5 Determine if fuel is in the engine oil. Decision

Review results from Engine Oil Level and Quality Inspection. Yes: Go to 7.3 Fuel
Leak to Engine Oil
Is fuel in the engine oil?
(page 84).
No: Go to Step 6.
Step 6 Determine if fuel is in the exhaust. Decision

A. Remove exhaust down pipe after the exhaust back pressure valve. Yes: Go to 7.4 Fuel
Leak to Exhaust (page
B. Look for raw fuel / diesel fuel smell. Fuel mixed with exhaust may look
86).
like black engine oil.
Is fuel in the exhaust?
No: Go to Step 7.
Step 7 Determine if fuel is in the air intake. Decision

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

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

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

A. Start engine. Yes, Cylinder Bank
1 (1, 2, and 3); OR
B. Let engine run for more than 30 seconds.
Bank 2 (4, 5, and 6)
C. Perform Cylinder Balance Test (page 2116). low: Go to 8.2 Engine
Compression Brake
Does engine run rough after 30 seconds?
Engaged When Not
Commanded (page
89).
Yes, one or two
cylinders low: Go
to 4.0 Engine
Performance Problem
No: Go to Step 4.
NOTE: Verify customer settings match expected engine brake operation. Engine brake has many different
possible customer programmable parameters, and can operate in many different ways.
Step 4 Determine if engine compression brake engages and disengages Decision

properly when commanded, per customer settings.
Perform Engine Compression Brake Operational Test (page 2323). Yes: Go to Step 5.
Did engine brake engage and disengage properly per engine brake parameter
settings?
No, engine brake did
not engage: Go to 8.1
Engine Compression
Brake Inoperative
(page 87).
No, engine brake
engaged when Not
commanded: Go to 8.2
Engine Compression
Brake Engaged When
Not Commanded
(page 89).
Step 5 Determine if engine boost leaks or turbocharger wastegate problems Decision

are limiting engine braking.
Review road test snapshot for Turbocharger 2 wastegate control (TC2WC) and Yes: Review
corresponding boost increase. complaint.
As TC2WC decreased did Intake Manifold Pressure (IMP) increase?
No: Inspect and repair
boost leaks. Correct
wastegate problem.
Verify compression
brake lash and
valve lash are within
specifications. After
retest for original
problem.
9.0 - SCR Aftertreatment Operational Checkout Procedure
Overview
The following steps direct technicians to systematically troubleshoot Selective Catalyst Reduction (SCR) exhaust
aftertreatment system problems and avoid unnecessary work and repairs.
CAUTION: The following service information only applies to N13 engines with SCR aftertreatment systems.
NOTE: During extreme cold weather DEF dosing may be disabled.

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

Using Electronic Service Tool (EST) with ServiceMaxx™ software, check DTC list. Yes: Go to Fault
Code Diagnostics for
Does EST DTC list have any SPN/FMI active or pending?
appropriate SPN.
No: Go to Step 3.
Step 3 Determine if Diesel Exhaust Fluid (DEF) is contaminated. Decision

A. Drain sample from bottom of DEF tank into a clean container. Yes: Go to 9.1 DEF
Contamination (page
B. Inspect DEF sample for contamination.
91).
C. Remove DEF tank cap and valve.
D. Inspect DEF tank for contamination.
Is DEF fluid or tank contaminated?
No: Go to Step 4.
Step 4 Determine if excessive black smoke comes out of exhaust. Decision

Does excessive black smoke come out of exhaust? Yes: Go to 9.2 Black
Smoke (page 92).
No: Go to Step 5.
Step 5 Determine if excessive white smoke comes out of exhaust. Decision

Does excessive white smoke come out of exhaust? Yes: Go to 9.3 White
Smoke (page 94).
No: Go to Step 6.
Step 6 Determine if DEF is leaking. Decision

Perform DEF System Leak Test (page 2088). Yes: Repair DEF
leaks. After repairs are
Is vehicle leaking DEF, or is there evidence of DEF leakage?
original problem.
No: Go to Step 7.
NOTE: Aftertreatment Regeneration will not activate if DPF Soot load is below regeneration requirement.
Step 7 Determine if parked regeneration will operate, dose fuel, and exhaust Decision
temperatures rise properly.
A. Connect Electronic Service Tool (EST) with ServiceMaxx™ software and Yes: End Diagnostics.
log-in.
B. Select: Procedures > KOER Aftertreatment Procedures > DPF
Regeneration.
C. Click Begin Test button.
D. Select: Tools > Start Recording Snapshot.
Do exhaust temperatures meet specification per Soot Load vs. EGT Temperature
Chart (page 2407)?
No: Go to 9.4 Parked
Regeneration Will
Not Activate, or Build
Exhaust Temperature
(page 97).
Engine Does Not Start Symptoms

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

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

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

Crank engine while observing engine rpm. Yes: Go to Step 4.
Does engine crank too fast?
No: Go to Step 5.
Step 4 Determine if valve train components or engine timing problems are Decision
present.
A. Remove valve cover (see Engine Service Manual) Yes: Repair engine
damage. After repairs
B. Inspect valves, valve bridges, camshaft lobes, rocker arms, and rocker
shaft for damage or improper operation.
original problem.
C. Check engine timing.
Are any valves sitting too low or valve train components damaged? Is engine
timing out of specification?
Cranks But Does Not
Start (page 48).
Step 5 Determine if master battery switch is Off or battery cable circuit has Decision
high resistance.
Turn ignition key to the Run position and observe instrument panel lights. Yes: Go to Step 6.
Do instrument panel lights come On?
No: Turn master battery
switch On, or repair
battery cable circuit. After
retest for original
problem.
CAUTION: Follow instructions and safety procedures suggested by test equipment manufacturers.
NOTE: Cold batteries deliver less current.
Step 6 Determine if batteries are able to deliver appropriate current to start Decision
engine.
Using Midtronics – inTELLECT EXP HD – Battery and Electrical System tester Yes: Go to Step 7.
(EXP1000HD), test fully charged batteries. Follow directions in tester instruction
manual.
Do batteries pass test?
No: Slow charge or
replace each battery that
fails test. After repairs
original problem.
Step 7 Determine if PTO or engine drive is engaged. Decision

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

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

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

Did you perform 2.0 Engine Does Not Start Operational Checkout Procedure? Yes: Go to Step 2.
Does Not Start
Step 2 Determine if engine is able to build Fuel Rail Pressure (FRP). Decision
Review Engine Cranking Test (page 2218) data. Yes: End Diagnostic
Steps.
Is FRP in specification?
No: Go to SPN 3055 FMI
1 Fault Code Diagnostics
(page 1233).

Engine Hard to Start Symptoms

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

Did you perform 3.0 Engine Hard to Start Operational Checkout Procedure? Yes: Go to SPN 3055 FMI
(page 1233).
Hard to Start Operational
Checkout Procedure
(page 30) .

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

Did you perform 3.0 Engine Hard to Start Operational Checkout Procedure? Yes: Go to Step 2.
Hard to Start Operational
Checkout Procedure
(page 30) .
Step 2 Check for hard to start related Diagnostic Trouble Codes (DTC). Decision
list for: Diagnostics for hard to
start related SPN.
• SPN 731 Knock Detected
• SPN 5541, 5543 Exhaust Back Pressure Valve (EBPV)
Does EST DTC list have any of the fault codes listed above?
No: Go to Step 3.
Step 3 Determine if engine air intake is restricted. Decision

Perform Intake Air Inspection (page 2345). Yes: Repair intake
restriction. After repairs
Are air intake duct and / or air filter restricted or damaged?
original problem.
No: Go to Step 4.
Step 4 Determine if exhaust is restricted. Decision

Review Engine Cranking Test data (page 2218). Yes: End Diagnostic
Steps.
Is Turbocharger 1 Turbine Outlet Pressure (TC1TOP), within cranking
specification?
No: Perform Exhaust
Restriction Isolation Test
(page 2283). After repairs
original problem.

Engine Performance Problems Symptoms

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

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

Perform Cylinder Balance Test (page 2116). Yes: Go to Step 3.
Are one or more cylinders inconsistent relative to other cylinders?
No: Go to Step 5.
Step 3 Determine if valve train has damage and / or engine compression Decision
brake is stuck or out of adjustment.
A. Remove valve cover (see Engine Service Manual). Yes: Repair damaged
valve train and / or
B. Inspect valves, valve bridges, camshaft lobes, rocker arms, rocker shaft,
engine compression
and compression brake housing for damage or improper operation.
brake components. After
C. Bar engine over and inspect for sticking valves, proper operation of repairs are complete,
valve train and compression brake components. retest for original
problem.
Are any valve train or engine brake components damaged, or is engine
compression brake stuck or out of adjustment?
No: Check and adjust
valve lash and brake
lash (see Engine Service
Manual). After repairs
are complete, retest
for original problem. If
problem remains, go to
Step 4.
Step 4 Determine if fuel injector or internal engine damage are present. Decision
A. Replace suspect fuel injector. Yes: Perform Internal
Engine Damage
B. After repairs are complete, retest for original problem.
Inspection (page
Does engine misfire / rough idle / runs rough problem remain? 2366). After repairs
original problem.
No: End Diagnostic
Steps.
Step 5 Determine if viscous fan clutch is operation properly (if equipped). Decision
A. If vehicle does not have a viscous fan go to Step 6. Yes: Repair or replace
viscous fan clutch. After
B. If vehicle has a viscous fan, unplug viscous fan.
C. Run engine at idle or when surge was occurring. retest for original
problem.
Does misfire / rough Idle / runs rough concern stop?
No: Go to Step 6.
Step 6 Determine if engine has and EGR system problem. Decision

Perform EGR Valve Position Test (page 2061). Yes: Go to Step 7.
Did EGR Valve Position Test pass?
No: Repair EGR system
problem. After repairs
original problem.
Step 7 Determine if engine has a fuel rail pressure problem. Decision

Perform Fuel Aeration Test (page 2170). Yes: Repair problem
causing fuel aeration.
Is fuel aerated?
After repairs are
original problem.
No: End Diagnostic
Steps.

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

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

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

Bar engine over and look for valves sticking down when rotating engine. Yes: Perform Induction
System Cleaning
NOTE: Missing injector hold down thrust washers from a previous repair, may
Procedure (page
cause sticking valves.
2270). After repairs
Are one or more valves sticking? are complete, retest for
original problem.
No: Perform Valve Lash
Adjustment Procedure
(see Engine Service
If problem remains:
Repair or replace cylinder
head. After repairs are
original problem.

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

Procedure?
Performance Problem
Step 2 Record snapshot of engine performance data and determine if engine Decision
has low fuel rail pressure.
A. Connect Electronic Service Tool (EST) with ServiceMaxx™ software Yes: Go to Step 3.
and log in.
B. Run engine to operating temperature.
C. Perform Lug Down Test (page 2135) while symptom is occurring.
D. Use the playback feature to graph the following signals from the Lug
Down Test:
• Engine Speed (RPM)
• Fuel Rail Pressure (FRP)
• Fuel Rail Pressure Desired (FRPD)
E. Compare snapshot to Lug Down Test (RPM, FRP, and FRP Desired)
Graph (page 2137).
Is FRP signal operating per Lug Down Test (RPM, FRP, and FRP Desired)
Graph?
No: Go to Fault Code
Diagnostics for SPN 3055
FMI 15 (page 1237).
Step 3 Determine if exhaust is restricted. Decision

A. Use EST playback feature to graph the following signals from the Lug Yes: Go to Step 4.
Down Test:
• Turbocharger 1 Turbine Outlet Pressure (TC1TOP)
• Diesel Particulate Filter Outlet Pressure (DPFOP)
B. Compare snapshot to Lug Down Test (Engine Load, TC1TOP, and
DPFDP) Graph (page 2141).
Are TC1TOP and DPFOP signals operating per Lug Down Test (RPM, TC1TOP,
DPFOP) Graph?
No: Perform Exhaust
Restriction Isolation
Test (page 2283).
Repair exhaust system
original problem.
Step 4 Determine if engine has low boost. Decision

A. Use EST playback feature to graph the following Lug Down Test signals: Yes: Go to Step 5.
• Accelerator Pedal Position 1 (APP1)
• Vehicle Speed
• Intake Manifold Pressure (IMP)
B. Compare snapshot to Lug Down Test (RPM, APP1, Vehicle Speed, and
IMP) Graph (page 2139).
Is IMP signal operating per Lug Down Test (RPM, APP1, Vehicle Speed, and
IMP) Graph?
No: Go to Step 7.
Step 5 Determine if air flow thru cooling package is restricted or cooling Decision
system components are damaged.
A. Inspect for restrictions and debris in front of and between radiators and Yes: Clear restrictions
other cooling package components. and clean debris from
cooling package. Repair
B. Inspect cooling fan blades, fan shroud, accessory drive belt(s), drive belt
damaged cooling system
tensioner(s), cooling package, and other cooling system components
components. After
for damage.
Were restrictions or debris found, or are cooling system components damaged? retest for original
problem.
No: Go to Step 6.
Step 6 Determine if Low Temperature Radiator (LTR) internal flow is restricted. Decision
A. Remove inlet and outlet to the LTR. Yes: Diagnosis and repair
LTR thermostat. After
B. Put a garden water hoses at the LTR inlet and turn water valve to full
flow.
retest for original
Is water flow coming out of the LTR consistent with flow going in? problem.
No: Replace LTR. Add
phosphate conditioner
in cooling system. After
retest for original
problem.
Step 7 Determine if turbocharger wastegate is operating properly. Decision

Perform Turbocharger 2 Wastegate (TC2WC) Function Test (page 2152). Yes: Go to Step 10.
Did wastegate move properly and pass the Actuator Test?
No: Go to Step 8.
Step 8 Determine if Air Control Valve (ACV) is operating properly. Decision

A. Remove air hose from the turbocharger wastegate actuator. Yes: Go to Step 9.
B. Using EST with ServiceMaxx™ software, select Tests > KOEO Tests
> Actuator Test.
C. Monitor air flow out of wastegate air hose. No air should flow
until wastegate is commanded. Air should flow when wastegate is
commanded.
D. From the Actuator drop down, select TC2 Wastegate Control.
Does air flow thru wastegate air hose only when commanded?
No: Replace ACV. After
retest for original
problem.
Step 9 Determine if turbocharger wastegate is seized. Decision

A. Remove wastegate actuator from turbocharger. Yes: Replace
turbocharger. After
B. Open and close turbocharger wastegate by hand to determine if it is
seized.
retest for original
Is turbocharger wastegate seized? problem.
No: Replace
turbocharger wastegate
actuator. After repairs
original problem.
Step 10 Inspect for engine air intake (boost) leaks or restrictions. Decision
A. Perform Intake Air Inspection (page 2345). Yes: Go to Step 11.
B. Perform Smoke Test (Air Intake System) (page 2233). Inspect hoses
and clamps, interstage cooler, and Charge Air Cooler (CAC).
C. Perform Charge Air Cooler (CAC) Pressure Test .
Is air intake system and CAC system free of restrictions, leaks, and physical
damage?
No: Repair air intake
system leaks, damage, or
original problem.
Step 11 Determine if turbochargers are visibly damaged. Decision

Perform HP-Turbocharger Radial Play Inspection (page 2365). Yes: Replace damaged
turbocharger. After
Is either turbocharger damaged, cracked or leaking; turbine wheel rubbing in
the housing; or are either compressor impeller or turbine wheel blades bent,
retest for original
broken, or eroded?
problem.
No: End Diagnostic
Steps.

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

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

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

Perform EGR Valve Position Test (page 2061). Yes: Go to Step 4.
Does EGR system pass test?
No: Repair EGR system
problem. After repairs
original problem.
Step 4 Determine if intermittent engine wiring harness circuit problem exists. Decision
A. Check main engine to chassis grounds. Yes: Using results from
Continuous Monitor Test,
B. Connect Electronic Service Tool (EST) with ServiceMaxx™ software.
repair appropriate circuit
C. Start engine. or harness. After repairs
D. Start Continuous Monitor Test.
original problem.
E. Attempt to recreate engine running problem. Wiggle sensor connectors
and engine wiring harness and view voltages.
Was concern duplicated when harness was wiggled?
No: End Diagnostic
Steps.

Engine Coolant Symptoms

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

Did you perform 5.0 Cooling System Operational Checkout Procedure? Yes: Go to Step 2.
No: Go to 5.0 Cooling
System Operational
Checkout Procedure
(page 33).
Step 2 Verify coolant overflow occurs before coolant over temperature. Decision
Does coolant overflow occur before cooling system goes over temperature? Yes: Go to Step 3.
No: Go to 5.2 Coolant
Over Temperature (page
66).
Step 3 Determine if air compressor is causing coolant overflow. Decision

Perform Air Compressor Leaking Air to Coolant Test (page 2296). Yes: Go to Step 4.
Does coolant overflow occur with air tanks drained and valves open?
No: Repair or replace air
compressor. After repairs
original problem.
Step 4 Determine if Exhaust Gas Recirculation (EGR) cooler is leaking. Decision

Perform EGR Cooler Leak Test (page 2299). Yes: Replace leaking
EGR cooler per the
Is EGR cooler leaking coolant?
Engine Service Manual.
After repairs are
original problem.
No: Go to Step 5.
CAUTION: To prevent engine damage, when replacing cylinder sleeves inspect piston cooling jets for damage
or obstructions.
NOTE: Some cylinder head cracks between intake-to-intake or exhaust-to-exhaust valves are normal and
acceptable.
Step 5 Inspect cylinder sleeves for leaks, staining, pinholes, and cracks. Decision
Perform Cylinder Sleeve Cavitation and Crack Inspection (page 2341). Yes: Go to Step 6.
Are all cylinder sleeves free of coolant leaks, coolant staining, pinholes, and
cracks?
No: Replace leaking
or cracked cylinder
sleeves. After repairs
original problem.
Step 6 Determine if cylinder sleeve protrusion is in specification for each Decision

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

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

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

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

System Operational
Checkout Procedure
(page 33).
Step 2 Determine if coolant is flowing in the deareation tank and Decision

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

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

Perform Thermostat Operational Test (page 2309). Yes: Go to Step 5.
With engine at operating temperature, is the upper radiator within 25°F (14°C) No: Replace thermostats.
of ECT1? After repairs are
original problem.
Step 5 Determine if radiator will not dissipate heat properly. Decision

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

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

System Operational
Checkout Procedure
(page 33).
Step 2 Determine if coolant is leaking from cylinder liners. Decision

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

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

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

System Operational
Checkout Procedure
(page 33).
Step 2 Determine if coolant or white coolant residue is coming from Decision

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

EGR cooler per the
After repairs are
original problem. Perform
Oxygen (O2) Sensor
Calibration (page 2042).
Change engine oil and oil
filter.
Step 4 Determine if High-Pressure (HP) turbocharger air inlet duct is leaking. Decision
A. Remove HP turbocharger air inlet duct. See Engine Service Manual. Yes: Replace HP
turbocharger air inlet
B. Inspect HP turbocharger air inlet duct for coolant and / or coolant
duct. After repairs are
residue. Inspect for coolant seeping through the casting (porosity).
Is HP turbocharger air inlet duct leaking? original problem. Perform
Oxygen (O2) Sensor
filter.
No: Go to Step 5.
Step 5 Determine if Interstage Cooler (ISC) is leaking. Decision

Perform Interstage Cooler (ISC) Pressure Test (page 2228). Yes: Replace ISC. After
Is the ISC leaking?
retest for original problem.
Perform Oxygen (O2)
Sensor Calibration (page
2042). Change engine oil
and oil filter.
No: End Diagnostic
Steps.

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

System Operational
Checkout Procedure
(page 33).

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

Engine Lubrication Symptoms

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

Did you perform 6.0 Engine Oil System Operational Checkout Procedure? Yes: Go to Step 2.
Oil System Operational
Checkout Procedure
(page 36).
Step 2 Determine if instrument panel oil pressure gauge is working properly. Decision
Perform Instrument Panel Engine Oil Pressure Gauge Validation Test (page Yes: Go to Step 3.
2317).
Does ServiceMaxx™ Engine Oil Pressure (EOP) match oil pressure shown on
instrument panel oil pressure gauge?
No: Repair instrument
panel oil pressure gauge
or circuit. After repairs
original problem.
Step 3 Determine if Engine Oil Pressure (EOP) sensor is operating properly. Decision
Perform Oil Pressure Verification Test (page 2311). Yes: Replace EOP
sensor. After repairs
Does pressure gauge read engine oil pressure in specification?
original problem.
No: Go to Step 4.
Step 4 Determine if engine oil filter is restricted. Decision

Remove and inspect engine oil filter. Yes: Go to 5.3 Coolant
Leak to Engine Oil (page
Is oil filter crushed and / or contaminated with coolant?
69).
No: Go to Step 5.
Figure 1 Crankcase Cup Plug Near #7 Main Bearing

Step 5 Determine if oil suction tube, piston cooling tubes, cup plug, main or Decision
connecting rod bearings are causing low oil pressure.
A. Remove oil pan (see Engine Service Manual). Yes, oil suction tube
or O-ring damaged or
B. Perform Oil and Crankcase Inspection (page 2351).
restricted: Install new
C. Inspect for leaking or missing cup plug near #7 main bearing. oil suction tube and
O-ring. After repairs
Is oil suction tube, O-ring, or piston cooling tubes cracked, damaged, or
restricted (burnt cylinder); or is cup plug near #7 main bearing leaking or
original problem.
missing; or are connecting rod or main bearings damaged or spun?
Yes, piston cooling
tube(s) damaged or
restricted (burnt cylinder):
Install new piston cooling
tubes (see Engine
Service Manual). After
Yes, cup plug near #7
main bearing leaking
or missing: Install new
cup plug. After repairs
original problem.
Yes, visual damage
main and / or connecting
rod bearing: Perform
Connecting Rod, Main
Bearing, and Journal
Inspection (page 2370).
No: Go to Step 6.
Step 6 Determine if leaking or missing cup plugs under the valve cover are Decision
causing low oil pressure.
A. Remove valve cover (see Engine Service Manual). Yes: Install new cup
plug(s). After repairs
B. Perform Cylinder Head, Valve train, and Engine Brake Housing Oil Leak
original problem.
Are cup plugs under the valve cover leaking or missing?
No: Go to Step 7.
Step 7 Determine if oil pressure regulator valve is stuck. Decision

A. Remove oil module assembly (see Engine Service Manual). Yes: Go to Step 8.
B. Remove and inspect oil pressure regulator valve.
Is oil pressure regulator in good condition and not stuck or damaged?
No: Replace oil pressure
regulator. After repairs
original problem.
Step 8 Determine if oil pump, oil pump bushing, or cup plug(s) are causing Decision
low oil pressure.
Perform Oil Pump and Fan Drive Oil Leak Inspection (page 2353). Yes: Replace damaged,
leaking or excessively
Does oil pump, oil pump bushing, gear train or idle gear have damage or
worn components. After
excessive wear; or are cup plugs leaking or missing?
No: End Diagnostic
Steps.

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

Did you perform 6.0 Engine Oil System Operational Checkout Procedure? Yes: Go to Step 2.
Oil System Operational
Checkout Procedure
(page 36).
Step 2 Determine if engine oil is in the High-Pressure Charge Air Cooler Decision
(HPCAC) piping.
Disconnect piping to the HPCAC and inspect for oil. Yes: Go to Step 3.
Is oil inside the HPCAC piping?
No: Go to Step 4.
Step 3 Determine if engine oil is in the interstage cooler piping. Decision

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

Perform Crankcase Pressure Test (page 2231). Yes: Go to Step 5.
Is crankcase pressure within specification?
No: Repair base engine
or air compressor
problem. See Engine
Service Manual. After
Step 5 Determine if base engine problem, High-Pressure (HP) turbocharger, Decision

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

Fuel System Symptoms

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

Did you perform 7.0 Fuel System Operational Checkout Procedure? Yes: Go to Step 2.
No: Go to 7.0 Fuel
System Operational
Checkout Procedure
(page 38).
CAUTION: Metal debris in fuel system may be residual from manufacturing or from a previous failure.
Step 2 Determine if metal debris is currently coming from the fuel pump. Decision
A. Connect Clean Fuel Source Tool 15-637-01 to low-pressure fuel inlet Yes: Go to Step 4.
and high-pressure fuel return.
B. Put a magnet in the Clean Fuel Source Tool fuel tank.
C. Start engine and run at idle for 5 minutes, while checking the return
line discharge for metallic debris.
Is metallic debris present in the Clean Fuel Source Tool discharge and / or Clean
Fuel Source Tool fuel tank?
No: Go to Step 3.
Step 3 Determine if the high-pressure fuel pump is noisy. Decision

Is the high-pressure fuel pump noisy? Yes: Go to Step 5.
CAUTION: To prevent engine damage, do not crank engine to prime fuel system.
Step 4 Drain fuel, flush low-pressure fuel system, install new fuel filters, and new high-pressure fuel
pump.
A. Perform Low-Pressure Fuel System Flushing Procedure (page 2286).
B. Install new primary fuel filter and secondary fuel filter.
C. Install new high-pressure fuel pump
D. Use Fuel Priming Tool 12-992-01 to prime the fuel system.
E. After repairs are complete, retest for original problem.
F. Clean out Clean Fuel Source Tool.
Step 5 Determine if low-pressure fuel system is restricted. Decision

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

Perform HP Pump Fuel Return Pressure Test (page 2186). Yes: Go to Step 7.
Is pressure less than 13 psi?
No: Repair restriction in
fuel return line between
high-pressure fuel pump
and fuel tank. After
retest for original
problem.
Step 7 Determine if low-pressure fuel system is aerated. Decision

Perform Fuel Aeration Test (page 2170). Yes: Repair low-pressure
fuel system aeration.
Does low-pressure fuel system have aeration?
After repairs are
original problem.
No: End Diagnostic
Steps.

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

No: Go to 7.0 Fuel
System Operational
Checkout Procedure
(page 38).
Step 2 Determine if engine was run with fuel contamination. Decision

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

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

No: Go to 7.0 Fuel
System Operational
Checkout Procedure
(page 38).
NOTE: Loose fuel injector hold down(s) or missing injector hold down thrust washer(s) can cause fuel to leak
into engine oil.
Step 2 Determine where fuel is leaking into engine oil. Decision

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

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

No: Go to 7.0 Fuel
System Operational
Checkout Procedure
(page 38).
Step 2 Determine if Aftertreatment Fuel Injector (AFTFI) is leaking. Decision

Perform AFT Fuel Injector Leak Test (page 2130). Yes: Review complaint.
Did AFTFI meet expected outcome?
No: Replace AFTFI. After
retest for original
problem.

Engine Brake Symptoms

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

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

are inhibiting engine brake operation.
Perform Engine Compression Brake Inputs and Programmable Parameter Yes: Correct engine
Checks (page 2319). brake programmable
parameter inputs or
Are engine brake programmable parameter inputs or settings inhibiting engine
settings problems. After
brake operation?
retest for original
problem.
No: Go to Step 3.
Step 3 Determine if one or both engine brake solenoid will not actuate. Decision
A. Connect Electronic Service Tool (EST) with ServiceMaxx™ software Yes: Go to Step 4.
and log-in.
B. Select: Tests > KOEO Tests > Actuator Test
C. Start engine
D. In Control Panel tab, Actuator field, select: Engine Compression Brake
1.
E. Select On and click the Start Test button. Wait for test to complete.
F. Select: Engine Compression Brake 2.
G. Select On and click the Start Test button.
Did both engine brake solenoid assemblies fail to actuate?
No, one engine brake
solenoid did not actuate:
Determine which engine
brake solenoid did not
actuate. Go to Step 4.
Step 4 Determine if engine brake housings, injector harness assembly, and Decision
solenoid assemblies are damaged or not working; and verify slave
piston clearances.
A. Remove valve cover. See Engine Service Manual. Yes: Replace failed
engine brake solenoid(s).
B. Inspect engine compression brake housings for cracks and missing cup
After repairs are
plugs, injector harness assembly for rubbing and chafing, and inspect
solenoid assemblies for damage.
original problem.
C. Measure slave piston clearances.
Are brake housings, injector harness assembly, and solenoid assemblies in good
condition and not damaged; and are slave piston clearances with specification?
No: Repair or replace
damaged components.
Replace failed engine
brake solenoid(s). Adjust
slave piston clearances
to specification. After
retest for original
problem.

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

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

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

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

SCR Aftertreatment Symptoms

9.1 - DEF Contamination
Overview
Incorrect fluid in the Diesel Exhaust Fluid (DEF) tank.
Possible Causes
• Diesel Exhaust Fluid Tank Level and Temperature (DEFTLT) assembly coolant leak
• Incorrect fluid added
Test Procedure

Did you perform 9.0 Aftertreatment Operational Checkout Procedure? Yes: Go to Step 2.
No: Go to 9.0
Aftertreatment
Step 2 Determine if coolant is leaking into the DEF tank. Decision

Does coolant overflow occur before cooling system goes over temperature? Yes: Replace DEFTLT
assembly. Flush DEF
A. Drain DEF tank and leave drain open.
tank with distilled
B. Pressurize vehicle cooling system to rated pressure. water. Perform DEF
Supply Module (DEFSM)
Does coolant come out of DEF tank drain?
Flushing Procedure (page
2026). After repairs are
original problem.
No: Flush DEF tank
with distilled water.
Perform DEF Supply
Module (DEFSM)
Flushing Procedure
original problem.

9.2 - Black Smoke
Overview
Diagnoses excessive black smoke from the exhaust.
Possible Causes
• Diesel Particulate Filter (DPF)
• Engine performance problem
• Exhaust leaks or damage
NOTE: Some exhaust black smoke and particulate matter is normal during certain driving conditions.
Test Procedure

No: Go to 9.0
Aftertreatment
Step 2 Determine if vehicle has an engine performance problem. Decision

Does vehicle have an engine performance problem? Yes: Go to 4.0 Engine
Performance Problem
No: Go to Step 3.
Step 3 Determine if liquid is present in the exhaust. Decision

Disconnect exhaust pipe from DOC inlet. Yes: Go to 6.2 Oil Leak to
Exhaust (page 78) .
Is oil in the exhaust?
No: Go to Step 4.
Step 4 Determine if DPF is reusable. Decision

A. Remove and Inspect Diesel Particulate Filter (DPF) (see Exhaust Yes: Reinstall DPF. Go to
Aftertreatment System with DPF and SCR Service Manual). Step 5.
B. Compare DPF to the “DOC and DPF Reuse Guidelines”.
Can the DPF be reused?
No: Replace DPF. Go to
Step 6.
Step 5 Perform DPF regeneration, and check for exhaust leaks and damage. Decision
Perform DPF Regeneration Procedure (page 2022). While test is running, check Yes: Verify steps were
the following components for exhaust leaks and verify all fasteners, brackets completed correctly and
and clamps are secure and undamaged: the proper decision was
made.
• Low-Pressure (LP) turbocharger outlet pipe
• Exhaust Back Pressure Valve (EBPV)
• Flexible mesh pipe to the DOC inlet
• Diesel Oxidation Catalyst (DOC) inlet
Are all components free of exhaust leaks; and all fasteners, brackets and clamps
secure and undamaged?
No: Repair exhaust
leaks, damage, and
loose parts. After repairs
original problem.
Step 6 Inspect for engine air intake (boost) leaks or restrictions. Decision
A. Perform Intake Air Inspection (page 2345). Yes: End Diagnostic
Steps.
B. Perform Interstage Cooler (ISC) Pressure Test, (page 2228) and Charge
Air Cooler (CAC) Pressure Test (page 2221).
Is air intake system and CAC system free of restrictions, leaks, or physical
damage?
No: Repair air intake
system leaks, damage, or
original problem.

9.3 - White Smoke
Overview
Diagnose cause of white smoke from unburned diesel fuel or coolant passing into the exhaust.
Possible Causes
• Diesel Oxidation Catalyst (DOC)
• Exhaust Gas Recirculation (EGR) cooler failure
• Fuel Injector fault
• Down Stream Injection (DSI) system
• Low cylinder compression (rings, etc.)
NOTE: Some white smoke is normal during engine warm up, aftertreatment regeneration, and cold ambient
temperatures.
Test Procedure

No: Go to 9.0
Aftertreatment
Step 2 Determine if engine coolant is low, coolant is leaking, or engine is Decision

overheating.
A. Review current Repair Order. Yes: Go to 5.0 Cooling
System Operational
B. Perform Cooling System Pressure Test (page 2291).
Checkout Procedure
C. Review repair history using Navistar® Service Portal, enter chassis / (page 33). After repairs
Vehicle Identification Number (VIN). are complete, retest for
original problem.
Is engine coolant low, is engine overheating, does cooling system pressure drop
with pressure applied, or is there a history of cooling system problems?
No: Go to Step 3.
Step 3 Determine if engine has a performance problem. Decision

Does vehicle have an engine performance problem (low power, misfire, etc.)? Yes: Go to 4.0 Engine
Performance Problem
Procedure (page
original problem.
No: Go to Step 4.
WARNING: To prevent injury or death, allow engine to cool before removing components.
WARNING: To prevent injury or death, provide proper ventilation when operating an engine in a
closed area. Inhalation of exhaust gas can be fatal.
Step 4 Determine if base engine problem is causing white smoke. Decision

A. Remove turbocharger down pipe. Yes: Go to Step 5.
B. Run engine to operating temperature.
C. Run engine at high idle for 10 seconds.
Is thick white smoke clearly visible?
No: Go to Step 6.
Step 5 Determine if fuel injector(s) or low cylinder compression is causing Decision

white smoke.
Perform Cylinder Balance test (page 2116). Identify inconsistent angular velocity Yes: Install new fuel
cylinder(s). injectors for inconsistent
cylinders. After repairs
Did Cylinder Balance test identify cylinders with inconsistent angular velocity?
If cylinder(s) still have
inconsistent angular
velocity, repair low
cylinder compression
problem (see Engine
Service Manual).
No: Review Cylinder
Balance test and previous
steps.
Step 6 Determine if Aftertreatment Fuel Injector (AFTFI) is dosing properly. Decision

Perform Aftertreatment Fuel Dosing Test Preparatory Steps (page 2119) and Yes: Go to Step 7.
AFT Dosing System Test (page 2126).
Does AFTFI flow the proper amount of fuel?
No: Replace AFTFI. After
Step 7 Determine if Diesel Oxidation Catalyst (DOC) and Diesel Particulate Decision
Filter (DPF) are operating properly?
Perform DPF Regeneration Procedure (page 2022). Yes: Remove and inspect
DOC and DPF. Refer
Is white smoke present during regeneration?
to “DOC and DPF
Reuse Guidelines” in the
Exhaust Aftertreatment
System with DPF and
SCR Service Manual.
After repairs are
original problem.
No: End Diagnostic Steps

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

No: Go to 9.0
Aftertreatment
Step 2 Determine if Diesel Particulate Filter (DPF) regeneration is needed. Decision

A. Select: Procedures > KOER Aftertreatment Procedures > DPF Yes: Regeneration is
Regeneration. not needed and will not
activate.
B. System State tab > Regen Status > DPF Status
Is DPF Status Valve “Regeneration not needed”?
No: Go to Step 3.
Step 3 Verify all operator controls are set properly to allow parked Decision
regeneration.
Verify the following are true: Yes: Go to Step 4.
• Power Take Off (PTO) / Auxiliary Engine Speed Control (AESC) is not active
• Accelerator pedal is not depressed
• Clutch is released
• Engine is warmed up: ECT1 above 150 F° (66 C°)
• Regeneration Inhibit switch is not enabled
• Transmission is in Neutral
• Parking brake is set
• Service brake is not depressed
• Vehicle not moving
• Exhaust gas temperature above 482F (250C)?
• SCR system to operating temperature.
Are all the above conditions true?
No: Bring all operator
controls to proper
condition to allow a
parked regeneration.
After repairs are
original problem.
Step 4 Use Electronic Service Tool (EST) to determine if parked regeneration Decision
is inhibited.
A. Connect EST with ServiceMaxx™ software, and log in. Yes: Repair component
or circuit causing Inhibitor
B. Select: Procedures > KOER Aftertreatment Procedures > DPF
to be “inhibited”. After
Regeneration.
C. Select Test Inhibitors tab. retest for original problem.
Are any Inhibitors listed as “inhibited”?
No: Verify each step was
completed correctly.

Fault Code Diagnostics

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

Overview of AAT Sensor Group
SPN FMI Description

171 2 AAT signal erratic, intermittent, or incorrect (page 101)
171 3 AAT Signal Out of Range HIGH (page 107)
171 4 AAT Signal Out of Range LOW (page 113)
Overview
Ambient Air Temperature (AAT) measures outside air temperature where engine is operating. AAT represents
air temperature for engine cooling performance.
SPN 171 FMI 2 - AAT signal erratic, intermittent, or incorrect
Fault Overview
Fault code sets when Ambient Air Temperature (AAT) sensor temperature differs from Intake Manifold
Temperature (IMT), Charge Air Cooler Outlet Temperature (CACOT) by greater than 27°F (15°C) after cold
soak. Diagnostic runs at initial Key ON after being shutdown for a minimum of 8 hours.
Lamp Reaction
Malfunction Indicator Lamp (MIL) will illuminate when this fault is detected during two consecutive drive cycles.
Associated Faults
None
Fault Facts
AAT sensor is located inside driver side-view mirror
Drive Cycle to Determine Fault Status

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

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

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

A. Key OFF. Yes: Go to step 4.
B. Connect Electronic Service Tool (EST) to vehicle Diagnostic
Connector (page 2044).
C. Key ON, log into ServiceMaxx™ software.
D. Using EST with ServiceMaxx™ software, perform Continuous
Monitor Test (page 2063).
E. Monitor AAT voltage in EST with ServiceMaxx™ software.
Is voltage 5 volts ± 0.25 volts No: Repair high resistance
in AAT signal circuit between
ECM E1-42 to AAT pin-1.
Step 4 Check for failed AAT sensor. Decision

A. Perform Test 1 (page 104). Yes: Replace AAT sensor.
B. Using EST with ServiceMaxx™ software, perform Continuous
C. Monitor AAT voltage in EST with ServiceMaxx™ software.
Is voltage 0 volts ± 0.25 volts No: Go to Step 5.
Step 5 Check for high resistance in SIG GND circuit Decision

A. Perform Test 2 (page 105). Yes: Repair high resistance
between ECM pin C2-43 and
AAT pin-2. After repairs are
complete, retest for SPN 171
C. Monitor AAT voltage in EST with ServiceMaxx™ software. FMI 2.
Is voltage 0 volts ± 0.25 volts No: Repair high resistance
between ECM pin E1-42 and
AAT pin-1. After repairs are
FMI 2.
End Diagnostic Tests

After performing diagnostic steps, if SPN 171 FMI 2 remains, verify if step was completed correctly and
Pin-Point Test SPN 171 FMI 2
Figure 2 AAT Sensor Circuit Diagram
See the latest version of Navistar® N13 Engine and Aftertreatment Wiring Schematic Form 0000009301 for
additional circuit information.
Tools Required
• Breakout Harness ZTSE4871
• Digital Multimeter (DMM)
• Electronic Service Tool (EST) with ServiceMaxx™ software
• Interface cable (RP1210B-compliant supporting J1939 and J1708)
Figure 3 AAT Sensor Circuit Check
Test 1
A. Key OFF.
B. Disconnect Ambient Air Temperature (AAT) sensor.
C. Connect Breakout Harness ZTSE4871 to vehicle harness and leave AAT sensor disconnected.
D. Using Breakout Harness ZTSE4498 short Breakout Harness ZTSE4871 pin-1 and pin-2 together.
E. Connect Electronic Service Tool (EST) to vehicle Diagnostic Connector (page 2044).
F. Key ON, log into ServiceMaxx™ software.
Test 2
A. Key OFF.
B. Disconnect AAT sensor.
D. Using Breakout Harness ZTSE4498, short Breakout Harness ZTSE4871 pin-1 to GND.
E. Connect EST to vehicle Diagnostic Connector (page 2044)
F. Key ON, log in to ServiceMaxx™ software.
SPN 171 FMI 3 - AAT Signal Out of Range HIGH
Fault Overview
Fault code sets when Engine Control Module (ECM) detects that Ambient Air Temperature (AAT) voltage is
greater than 4.5 volts.
Lamp Reaction
Malfunction Indicator Lamp (MIL) will immediately illuminate when this fault is detected.
Associated Faults
None

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

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

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

Perform Test 1 (page 110). Use a Digital Multimeter (DMM) to measure Yes: Repair short to PWR
voltage between Breakout Harness ZTSE4871 pin-1 and a known good between AAT pin-1 and Engine
ground. Control Module (ECM) pin
E1-42. After repairs are
FMI 3.
Is voltage greater than 5 volts? No: Go to step 4.
Step 4 Check AAT sensor operation. Decision

Perform Test 2 (page 110). Using EST with ServiceMaxx™ software, Yes: Replace AAT sensor.
perform Continuous Monitor Test (page 2063). Monitor AAT voltage. After repairs are complete,
Is voltage approximately 0 volts? No: Go to step 5.
Step 5 Check AAT circuit for Open or high resistance. Decision

Perform Test 3 (page 111). Using EST with ServiceMaxx™ software, Yes: Repair Open between
perform Continuous Monitor Test (page 2063). Monitor AAT voltage. AAT pin-2 and ECM pin C2-43.
Is voltage approximately 0 volts? No: Repair Open between AAT
pin-1 and ECM pin E1-42. After
SPN 171 FMI 3.


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

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

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

Using Electronic Service Tool (EST) with ServiceMaxx™ software. Key ON, Yes: Go to Step 2.
check Diagnostic Trouble Codes (DTC) list for SPN 171 FMI 4.
Step 2 Inspect connections at Ambient Air Temperature (AAT) Decision

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

A. Key OFF. Yes: Replace AAT sensor.
B. Disconnect Ambient Air Temperature (AAT) sensor
C. Connect Electronic Service Tool (EST) to vehicle Diagnostic
D. Key ON, log into ServiceMaxx™ software.
E. Perform Continuous Monitor Test (page 2063). Monitor AAT
voltage.
Is voltage 4.75 ± 0.25 volts? No: Repair short to GND
between AAT pin-1 and ECM
pin E1-42. After repairs are
FMI 4.

AFT (Aftertreatment) System

Overview of AFT Sensor Group
SPN FMI Condition

3695 2 DPF Regen Inhibit Switch erratic, intermittent or incorrect (page 118)
3703 31 DPF Active Regeneration Inhibited Due to Inhibit Switch (page 120)
3750 31 DPF Regen inhibited due to low exhaust temperatures (page 122)
5298 17 DOC Conversion Efficiency below minimum (page 125)
5298 18 DOC Conversion Efficiency below Warning Temperature (page 128)
5397 31 DPF regenerations are occurring too frequently (page 131)
Overview
Aftertreatment (AFT) System catalyzes carbon monoxide (CO), Oxides of Nitrogen (NOx), and Hydrocarbons
(HC), and has three main components: Diesel Oxidation Catalyst (DOC) and Diesel Particulate Filter (DPF),
decomposition reactor tube, and Selective Catalyst Reduction (SCR) catalyst.
Figure 8 DPFDP/DPFOP Sensor Hose(s) Location

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

1. DPFDP / outlet pressure sensor
module
SPN 3695 FMI 2 - DPF Regen Inhibit Switch erratic, intermittent or incorrect
Fault Overview
Fault code sets when Aftertreatment Control Module (ACM) detects DPF regen inhibit switch is ON, and active
regeneration of aftertreatment system is needed.
Lamp Reaction
Associated Faults
SPN 3695 FMI 19

(J1939)
Fault Facts
None

Regeneration
Possible Causes
• DPF regen inhibit switch ON
• Failed DPF regen inhibit switch
Step 1 Check for associated fault codes. Decision

Diagnostic Trouble Code (DTC) list for Associated Faults (page 118).
Is EST DTC list free of Associated Faults? No: Repair Associated Faults.
Step 2 Verify DPF regen inhibit switch is in correct position. Decision

Check DPF regen inhibit switch in correct position. Yes: Replace DPF regen
inhibit switch. After repairs are
FMI 2.
Is DPF regen inhibit switch OFF allowing for active regenerations of No: Turn DPF regen inhibit
aftertreatment system? switch OFF and perform
a parked regeneration of
aftertreatment system. After
repairs are complete, retest
for SPN 3695 FMI 2.
End Diagnostic Test

SPN 3703 FMI 31 - DPF Active Regeneration Inhibited Due to Inhibit Switch
Fault Overview
Fault code sets when Aftertreatment Control Module (ACM) detects regen inhibit switch is enabled when active
regeneration of the aftertreatment system is needed.
Lamp Reaction
Associated Faults
•SPN 3695 FMI 2 and 19

(AFT)

Regeneration
Fault Facts
This fault can indicate reason high soot load faults have been logged.
Possible Causes
• Regen Inhibit Switch enabled when active regeneration is needed.

Step 2 Verify DPF regen inhibit switch is in correct position. Decision

Check DPF regen inhibit switch is in correct position. Yes: Run a parked
regeneration of aftertreatment
system, and retest for SPN
3703 FMI 31.
Is regen inhibit switch disabled allowing for active regenerations of No: Disable regen inhibit
aftertreatment system? switch and perform parked
regeneration of aftertreatment
system. Retest for SPN 3703
FMI 31.
End Diagnostic Test

SPN 3750 FMI 31 - DPF Regen inhibited due to low exhaust temperatures
Fault Overview
Fault code sets when Aftertreatment Control Module (ACM) detects Diesel Particulate Filter Inlet Temperature
(DPFIT) is less than 500°F (260°C).
Lamp Reaction
No Lamp
Associated Faults
• SPN 27 (EGR) • SPN 51 (ETV) • SPN 2659 (AMS) • SPN 2791 (EGR)
• SPN 3058 FMI 10 (EGR • SPN 3251 FMI 2, 3, and • SPN 3936 (DPF) • SPN 4796 FMI 31
System Monitor) 4 (DPFDP) (DOC)

Regeneration
Fault Facts
This fault code may indicate exhaust temperature is not high enough to actively regenerate aftertreatment
system. Driving vehicle with long-term increased load may increase exhaust temperatures and decrease
aftertreatment regeneration frequency.
Possible Causes
• Degraded Diesel Oxidation Catalyst (DOC)
• Exhaust leak
• Damaged or missing Diesel Particulate Filter (DPF)
• Failed DOC/DPF temperature sensor module

Step 2 Inspect exhaust system for leaks and physical damage. Decision
Perform Exhaust and Aftertreatment System Inspection (page 2346). Yes: Go to Step 3.
Is exhaust system free of leaks and physical damage? No: Repair or replace
leaking or damaged exhaust
components. After repairs are
FMI 31.
Step 3 Compare Diesel Oxidation Catalyst Inlet Temperature Decision

(DOCIT), Diesel Particulate Filter Inlet (DPFIT) and DPF Outlet
Temperature (DPFOT) temperatures.
Perform Hot Run Sensor Comparison Test (page 2375). Yes: Go to Step 4.
Are the DOCIT, DPFIT, and DPFOT temperatures within 77°F (25°C) of No: Replace DOC/DPF
each other? temperature sensor module.
Step 4 Check DOC condition. Decision

Perform DOC Inspection (page 2389). Yes: Go to Step 5.
Is DOC free of restrictions, contamination, and soot leakage, and is DOC No: Replace DOC. If
not melted or deformed? contaminated, also diagnose
and repair source of
contamination. After repairs
are complete, retest for SPN
3750 FMI 31.
Step 5 Check DPF condition. Decision

Perform DPF Inspection (page 2387). Yes: End diagnostics, retest
for SPN 3750 FMI 31.
Is DPF free of contamination, soot leakage, and filter damage, and were No: Replace DPF. If
DPF channels free of restrictions? contaminated, also diagnose
and repair source of
3750 FMI 31.
End Diagnostic Test

SPN 5298 FMI 17 - DOC Conversion Efficiency below minimum
Fault Overview
Fault code sets when Aftertreatment Control Module (ACM) detects temperature differential across Diesel
Oxidation Catalyst (DOC) during active regeneration of aftertreatment system is Not matching expected
temperature increase. Active and parked regeneration of DPF will be disabled. Exhaust Gas Recirculation
(EGR) valve will be closed, and engine torque will be reduced if fault is active for an extended period of time.
Lamp Reaction
Malfunction Indicator Lamp (MIL) will illuminate immediately when this fault is detected.
Associated Faults
• SPN 94 (FDP) • SPN 3242 FMI 2, 3, and • SPN 3246 FMI 2, 3, and • SPN 3480 FMI 2, 3, 4,
4 (DPFIT) 4 (DPFOT) and 17 (AFTFP)
• SPN 3556 FMI 2 and 5 • SPN 4765 FMI 2, 3, and
(AFTFI) 4 (DOCIT)
Fault Facts
If aftertreatment system has had excess fuel, oil, coolant, metal, or other contamination; inspect entire
aftertreatment system for causal damage before re-installing. Inspect for overheated aftertreatment
components, cracked exhaust system welds, leaking exhaust system seams, or other damage.

Regeneration
Possible Causes
• Damaged or failed DOC
• Restricted DOC (soot accumulation)
• Exhaust system leak between turbocharger and DOC
• Failed Aftertreatment Fuel Injector (AFTFI)
• Failed Aftertreatment Fuel Shutoff (AFTFSO) valve

Step 2 Inspect exhaust system for leaks between the turbocharger Decision
outlet and Diesel Oxidation Catalyst (DOC) inlet.
A. Key-On Engine-Running (KOER). Yes: Go to Step 3.
B. Check for cracked exhaust system welds, leaking exhaust system
seams, or other damage.
Is exhaust system between turbocharger outlet and DOC inlet sealed and No: Repair or replace
undamaged? damaged exhaust system
FMI 17.
Step 3 Inspect for a restricted or damaged DOC. Decision

A. Remove DOC (see Exhaust Aftertreatment System with DPF and Yes: Go to Step 4.
SCR Service Manual).
B. Check DOC for restrictions from soot or oil contamination, cracks or
damage to cells in DOC, and soot restrictions at front face of DOC.
Is DOC unrestricted and free of damage? No: Clean or replace DOC.
Refer to fault facts. After
Step 4 Check for failed Aftertreatment Fuel Shutoff (AFTFSO) valve. Decision
Perform AFT Fuel Shutoff Valve Leak Test (page 2128). Yes: Go to Step 5.
Is Aftertreatment Fuel Injector (AFTFI) dry and free of fuel? No: Replace AFTFSO valve.
Step 5 Check for failed AFTFI. Decision

Perform AFT Fuel Injector Leak Test (page 2130). Yes: Go to Step 6.
Is AFTFI dry and free of fuel? No: Replace AFTFI. After
Step 6 Check for failed AFTFI fuel flow. Decision

Perform AFT Dosing System Test (page 2126). Yes: Replace DOC. After
Was between 225 ml and 500 ml of fuel dispensed within 2.5 minutes? No: Replace AFTFI. After
End Diagnostic Test

SPN 5298 FMI 18 - DOC Conversion Efficiency below Warning Temperature
Fault Overview
Fault code sets when Aftertreatment Control Module (ACM) detects temperature differential across Diesel
Oxidation Catalyst (DOC) during active regeneration does not indicate a temperature increase.
Lamp Reaction
Associated Faults
• SPN 3242 FMI 2, 3, and • SPN 3246 FMI 2, 3, and • SPN 3556 FMI 18 (AFT) • SPN 4765 FMI 2, 3, and
4 (DPFIT) 4 (DPFOT) 4 (DOCIT)
Fault Facts
If aftertreatment system has had excess fuel, oil, coolant, metal, or other contamination; inspect the
entire aftertreatment system for causal damage before re-installing. Inspect for overheated aftertreatment
components, cracked exhaust system welds, leaking exhaust system seams, or other damage.

Regeneration
Possible Causes
• Damaged or failed DOC
• Exhaust system leak between turbocharger and DOC
• Failed Aftertreatment Fuel Shutoff (AFTFSO) valve

Step 2 Inspect exhaust system for leaks between the turbocharger Decision
outlet and Diesel Oxidation Catalyst (DOC) inlet.
A. Key-On Engine-Running (KOER). Yes: Go to Step 3.
B. Check for cracked exhaust system welds, leaking exhaust system
Is exhaust system between turbocharger outlet and DOC inlet sealed and No: Repair or replace
undamaged? damaged exhaust system
FMI 18.
Step 3 Inspect for a restricted or damaged DOC. Decision

A. Remove DOC (see Exhaust Aftertreatment System with DPF and Yes: Go to Step 4.
SCR Service Manual).
B. Check DOC for restrictions from soot or oil contamination, cracks or
damage to cells in DOC, and soot restrictions at front face of DOC.
Is DOC unrestricted and free of damage? No: Clean or replace DOC.
Step 4 Check for failed Aftertreatment Fuel Shutoff (AFTFSO) valve. Decision
Is Aftertreatment Fuel Injector (AFTFI) dry and free of fuel? No: Replace AFTFSO valve.

Step 6 Check for failed AFT fuel flow. Decision

Perform AFT Dosing System Test (page 2126). Yes: Replace DOC. After
Was between 225 ml and 500 ml of fuel dispensed within 2.5 minutes? No: Replace AFTFI. After
End Diagnostic Test

SPN 5397 FMI 31 - DPF regenerations are occurring too frequently
Fault Overview
Fault code sets when Aftertreatment Control Module (ACM) detects time between completion of a successful
active regeneration and request for another active regeneration is less than 2.5 hours.
Lamp Reaction
Associated Faults
• SPN 94 (FDP) • SPN 102 (IMP) • SPN 157 (FRP) • SPN 651 - 656
(INJ/CYL)
• SPN 1322 - 1328 (CYL • SPN 2797 and SPN • SPN 3556 (AFTFI) • SPN 4765 FMI 2, 3, and
Balance) 2798 (CYL Balance) 4 (DOCIT)
• SPN 5541 (TC1TOP)
Fault Facts
An excessive ash accumulation condition reduces soot holding capability of Diesel Particulate Filter (DPF) and
will cause frequent aftertreatment regenerations.

Regeneration
Possible Causes
• Restricted DPFDP hoses or tubes
• Failed Diesel Oxidation Catalyst (DOC)
• Failed Diesel Particulate Filter (DPF)

Step 2 Check DPFDP sensor hoses and tubes for correct routing and Decision
restrictions.
Inspect DPFDP sensor hoses and tubes for kinks, improper hose or tube Yes: Go to Step 3.
routing, restrictions, or damage.
Are DPFDP sensor hoses and tubes routed correctly, free of damage, and No: Repair or replace DPFDP
unrestricted? sensor hose(s) and/or tube(s).
Step 3 Determine if vehicle has an engine performance related Decision

driveability problem.
Test drive vehicle. Yes: Perform engine
Performance Symptom
Diagnostics (page 25). After
Does engine have a performance problem? No: Go to Step 4.
Step 4 Inspect Diesel Oxidation Catalyst (DOC) for restrictions, Decision

damage, or contamination.
Remove DOC (see Exhaust System Service Manual). Perform DOC Yes: Go to Step 5.
Is DOC unrestricted, free of damage, and free of contamination? No: Clean or replace DOC.
Step 5 Inspect Diesel Particulate Filter (DPF) for restrictions, damage, Decision
or contamination.
Remove DPF (see Exhaust System Service Manual). Check DPF for Yes: End diagnostics.
restrictions; oil and coolant contamination; and cracks or damage. Perform DPF regeneration
in ServieMaxx™ to retest for
SPN 5397 FMI 31.
Is DPF unrestricted, free of damage, and free of contamination? No: Clean or replace DPF.

AFTFP (Aftertreatment Fuel Pressure) Sensor

Overview of AFTFP Sensor Group
SPN FMI Description

3480 2 AFTFP1 signal erratic, intermittent, or incorrect (page 135)
3480 3 AFTFP signal Out of Range HIGH (page 137)
3480 4 AFTFP signal Out of Range LOW (page 141)
3480 17 AFTFP below normal operating range (page 148)
Overview
Aftertreatment Control Module (ACM) monitors Aftertreatment Fuel Pressure (AFTFP) signal voltage to calculate
fuel pressure in aftertreatment system feeding Aftertreatment Fuel Injector (AFTFI). This is used during active
and parked regeneration only.
Figure 10 AFTFP Location.

1. AFT Fuel Doser Module fuel 2. AFT Fuel Shutoff Valve 3. AFT Fuel Pressure (AFTFP)
supply line (AFTFSOV) 4. AFT Fuel Doser Module
SPN 3480 FMI 2 - AFTFP signal erratic, intermittent, or incorrect
Fault Overview
Fault code sets when Aftertreatment Control Module (ACM) detects Aftertreatment Fuel Pressure (AFTFP)
sensor is stuck in-range. Diagnostics are only performed prior to starting an active regeneration of DPF, or
at Key ON if active regeneration is continuing across key cycles. If diagnostics fail, then regeneration request is
aborted. Active regeneration of aftertreatment DPF will be disabled until next key cycle. Engine torque will be
reduced if engine is operated for an extended period of time with this fault active.
Lamp Reaction
Associated Faults
• SPN 94 (FDP) • SPN 108 (BARO) • SPN 157 (FRP) • SPN 168 FMI 18 (ACM
Power)
• SPN 3242 FMI 2, 3, and • SPN 3246 FMI 2, 3, and • SPN 3480 FMI 3, 4, and • SPN 3482 FMI 2, 3, 4,
4 (DPFIT) 4 (DPFOT) 17 (AFTFP) and 7 (AFTFSO)
• SPN 3490 FMI 3 and 4 • SPN 3512 FMI 14 • SPN 3556 FMI 2 and 5 • SPN 3936 FMI 7 and 15
(AFTPAV) (VREF 4) (AFTFI) (DPF System)
• SPN 4363 FMI 0 • SPN 4765 FMI 2, 3, and • SPN 4795 FMI 31 (AFT • SPN 4796 FMI 31 (AFT
(SCROT) 4 (DOCIT) System) System)
• SPN 5742 FMI 3, 4, 11,
and 19 (DOC/DPF Temp
Sensor Module)
Fault Facts
This fault is detected by comparing measured pressure at three pressure reference states to see if the measured
pressures are unique in all cases. Reference pressure states are 1): Ambient, 2) Air Supply Pressure, and 3)
Fuel Pressure.
• 1: An ambient pressure reading is taken when the AFTFI is open AND the AFTPAV and AFTFSO are closed.
• 2: An air supply pressure reading is taken when the AFTPAV is open AND the AFTFSO and AFTFI are
closed.
• 3: A fuel pressure reading is taken when the AFTFSO is open AND the AFTFI and AFTPAV are closed.
Also, individual measured pressures at each state are checked against their expected pressure range. A fault
is set if any measured value is outside expected range.

Regeneration
Possible Causes
• Aftertreatment Fuel Doser Module or AFT Fuel Injector (AFTFI) fuel lines or connections loose, leaking,
restricted, or damaged.
• Failed AFTFP sensor
Step 1 Check for Associated Fault Codes Decision


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

Check AFT fuel doser module and AFT Fuel Injector (AFTFI) fuel lines and Yes: Repair or replace
connections for: loose connections, leaks, restrictions, or damage. leaking, restricted, or
damaged fuel line or
connection. After repairs
3480 FMI 2.
Are AFT fuel doser module and AFTFI fuel lines and connections leaking, No: Replace AFTFP sensor.
restricted, or damaged? After repairs are complete,
End Diagnostic Test

SPN 3480 FMI 3 - AFTFP signal Out of Range HIGH
Fault Overview
Fault code sets when Aftertreatment Control Module (ACM) detects Aftertreatment Fuel Pressure (AFTFP) signal
voltage is more than 4.75 volts for more than 2 seconds. Engine torque may be reduced if engine is operated for
an extended period of time with this fault active. Active regeneration of aftertreatment system may be disabled
until next key cycle.
Lamp Status
Associated Faults
None
Fault Facts
ACM monitors AFTFP signal voltage to calculate fuel pressure in aftertreatment system.

Continuous
Possible Causes
• AFTFP circuit short to power
• SIG GND circuit Open

Step 2 Inspect connections at AFT Fuel Pressure (AFTFP) sensor. Decision

A. Key OFF Yes: Go to Step 3.
B. Disconnect AFTFP sensor connector.
C. Check AFTFP sensor and connector terminals for: damaged or
pinched wires; wet or corroded terminals; loose, bent, or broken
pins; or broken connector housing.
Are AFTFP sensor connector, harness, and terminals clean and No: Repair connector,
undamaged? harness, or terminal damage.
Step 3 Check AFTFP circuit for short to PWR. Decision

B. Disconnect AFTFP sensor
D. Key ON. Log in to ServiceMaxx™ software.
E. Using EST with ServiceMaxx™ software, perform Continuous
F. Monitor AFTFP voltage in ServiceMaxx™ software.
Is voltage less than 0.25 volts? No: Repair short to PWR
between AFTFP sensor pin-3
and Aftertreatment Control
Module (ACM) pin J1-72.
Step 4 Check Signal GND circuit for Open. Decision

Perform Test 1 (page 140). Use Digital Multimeter (DMM), measure voltage Yes: Replace AFTFP sensor.
between Breakout Harness ZTSE4845 pin-2 and B+. After repairs are complete,
Is voltage B+ ± 0.5 volts? No: Repair Open between
AFTFP sensor pin-2 and ACM
pin J1-18. After repairs are
FMI 3.

Figure 11 AFTFP Sensor Circuit Diagram.
See latest version of Navistar® N13 Engine Aftertreatment Wiring Schematic Form 0000009301 for additional
circuit information.
Tools Required
Figure 12 SIG GND Circuit Check
Test 1
A. Key OFF.
B. Disconnect Aftertreatment Fuel Pressure (AFTFP) sensor.
C. Connect Breakout Harness ZTSE4845 to engine harness and leave AFTFP sensor disconnected.
D. Key ON.
SPN 3480 FMI 4 - AFTFP signal Out of Range LOW
Fault Overview
Fault code sets when Aftertreatment Control Module (ACM) detects signal from Aftertreatment Fuel Pressure
Fuel Pressure (AFTFP) sensor is less than 0.25 volts for 2 seconds. Active aftertreatment regeneration disabled
until next key cycle. Engine torque will be reduced if fault is active for an extended period of time.
Lamp Reaction
Associated Faults
• SPN 5125 FMI 14

(VREF 7)
Fault Facts
None

Continuous
Possible Causes
• AFTFP circuit Open or short to GND
• VREF 7 circuit Open or short to GND
Step 1 Check for associated fault codes Decision


Step 3 Inspect connections at Aftertreatment Fuel Pressure (AFTFP) Decision

sensor.
B. Disconnect AFTFP sensor connector.
C. Check AFTFP sensor and connector terminals for: damaged or
Are AFTFP sensor connector, harness, and terminals clean and No: Repair connector, harness,
undamaged? or terminal damage. After
SPN 3480 FMI 4.
Step 4 Check VREF 7 circuit for Open or short to GND. Decision

Perform Test 1 (page 144). Use Digital Multimeter (DMM) to measure Yes: Go to Step 5.
voltage between Breakout Harness ZTSE4845 pin-1 and known good GND.
Is voltage 5 ± 0.25 volts? No: Repair Open or short to
GND between AFTFP pin-1
and ACM pin J1-89. After
for SPN 3480 FMI 4.
Step 5 Check for failed AFTFP sensor. Decision

A. Perform Test 2 (page 145). Yes: Replace AFTFP sensor.
C. Monitor AFTFP voltage in ServiceMaxx™ software.
Is voltage 5 ± 0.5 volts? No: Go to Step 6.
Step 6 Check AFTFP circuit for Open or short to GND. Decision

A. Perform Test 3 (page 146). Yes: Repair short to GND
between AFTFP pin-3 and
B. Key OFF, wait for ECM to power down.
ACM pin J1-72. After repairs
C. Key ON. Monitor EST with ServiceMaxx™ software for any fault are complete, retest for SPN
codes to set. 3480 FMI 4.
Does SPN 5125 FMI 14 sets in DTC list? No: Repair Open between
AFTFP pin-3 and ACM pin
J1-72. After repairs are
FMI 4.

Figure 13 AFTFP Sensor Circuit Diagram.
See latest version of Navistar® N13 Engine Aftertreatment Wiring Schematic Form 0000009301 for additional
circuit information.
Tools Required
• 3-Banana Plug Harness ZTSE4498
Figure 14 VREF 7 Circuit Check
Test 1
A. Key OFF.
C. Connect Breakout Harness ZTSE4845 to engine harness and leave AFTFP disconnected.
D. Key ON.
Figure 15 AFTFP Sensor Check
Test 2
A. Key OFF.
C. Connect Breakout Harness ZTSE4845 to engine harness and leave AFTFP disconnected.
D. Using Breakout Harness ZTSE4498, short Breakout Harness ZTSE4845 pin-1 to pin-3.
F. Key ON. Log in to ServiceMaxx™ software.
Figure 16 AFTFP Circuit Check
Test 3
A. Key OFF.
C. Connect Breakout Harness ZTSE4845 to vehicle harness and leave AFTFP disconnected.
D. Using Breakout Harness ZTSE4498 short Breakout Harness ZTSE4845 pin-1 to pin-3.
F. Key ON. Log in to ServiceMaxx™ software, Clear DTC list.
SPN 3480 FM 17 - AFTFP below normal operating range
Fault Overview
Fault code sets when Aftertreatment Control Module (ACM) detects Aftertreatment Fuel Pressure (AFTFP)
sensor signal is valid but below normal operating range. This diagnostic runs during active regeneration of
Diesel Particulate Filter (DPF). When this fault is active, active regeneration of DPF will be disabled until next
key cycle. Engine torque will be reduced if engine is operated for an extended period of time with this fault active.
Lamp Reaction
Associated Faults
None
Fault Facts
Fuel restriction diagnostic runs when Aftertreatment Fuel Injector (AFTFI) is open, Aftertreatment Fuel Shutoff
Valve (AFTFSOV) is open, and Aftertreatment Purge Air Valve (AFTPAV) is closed. When enable conditions
are met, a counter will count when fuel pressure is below the minimum to dose threshold. A fault will set when
failure monitor is triggered.

Road Test
Possible Causes
• Restricted, damaged, or leaking fuel line to the aftertreatment fuel doser module
• Restricted, damaged, or leaking aftertreatment fuel doser module
• Low Fuel Delivery Pressure (FDP)
Step 1 Check FDP. Decision

Fuel Delivery Pressure (FDP). Select Sessions > Performance. Start engine
and monitor FDP.
Is Fuel Delivery Pressure 85 psi or greater? No: Perform Fuel Delivery
Pressure (FDP) Test (page
FMI 17.
Step 2 Inspect AFT Fuel Doser Module for damage, restrictions, and Decision
leaks.
Check AFT Fuel Doser module fuel supply line from the secondary fuel filter Yes: Replace Aftertreatment
assembly to Aftertreatment Fuel Supply Module for damage, restrictions Fuel Supply Module. After
or leaks. repairs are complete, retest
Is fuel supply line in good condition, not restricted or damaged? No: Replace Aftertreatment
Fuel Supply Module fuel
supply line. After repairs are
FMI 17.

After performing diagnostic steps, if 3480 FMI 17 remains, verify if step was completed correctly and proper
decision was made. Notify supervisor for further action.
AFTFSOV (Aftertreatment Fuel Shutoff Valve) Sensor

Overview of AFTFSOV Sensor Group
SPN FMI Actions

3482 2 AFT Fuel Shutoff Valve signal erratic, intermittent, or incorrect (page 152)
3482 3 AFT Fuel Shutoff Valve short to PWR (page 155)
3482 4 AFT Fuel Shutoff Valve short to GND (page 165)
3482 7 AFT Fuel Shutoff Valve Mechanical system not responding or out of
adjustment (page 173)
3482 16 AFT Fuel Shutoff Valve Plugged (page 175)
Overview
Aftertreatment Fuel Shutoff Valve (AFTFSOV) is used during active and parked regeneration of aftertreatment
system and is commanded open by Aftertreatment Control Module (ACM). Diesel fuel is supplied to AFTSO
from low-pressure fuel pump which supplies AFT fuel doser module.
Figure 17 Aftertreatment Shutoff Valve Location

1. Aftertreatment Fuel Shutoff
Valve (AFTFSOV)
Figure 18 20-pin DEF Harness Interconnect Location (Typical)

1. 20-pin DEF Harness
Interconnect
Figure 19 20-pin DEF Harness Connector End View

1. 20-pin DEF harness male side 2. 20-pin DEF harness female side
connector connector
SPN 3482 FMI 2 - AFT Fuel Shutoff Valve signal erratic, intermittent, or incorrect
Fault Overview
Fault code sets when Aftertreatment Control Module (ACM) detects an internally leaking Aftertreatment Fuel
Shutoff Valve (AFTFSOV) or a stuck closed Aftertreatment Fuel Injector (AFTFI). AFTFI is commanded On at
start of test. This will purge pressure in fuel supply line. A pressure sample is then taken by AFTFP. An AFTFI
restricted, stuck closed or leaking AFTFSOV, or leaking AFTPAV is detected if this pressure sample is above
expected ambient pressure.
Lamp Reaction
Associated Faults
• SPN 3480 FMI 2, 3, and • SPN 3482 FMI 3 and 4 • SPN 3556 FMI 2 and 5
4 (AFTFP1) (AFTFSV) (AFTFI)
Fault Facts
None

Regen
Possible Causes
• AFTFI failed or restricted
• Restricted fuel line to AFTFI
• Failed AFTFP
• Failed AFTFSOV
• Failed AFTPAV
Step 1 Check for Associated Faults. Decision

Diagnostic Trouble Code (DTC) list for Associated Faults .
Step 2 Check for restricted or damaged fuel supply line to Decision

Aftertreatment Fuel Injector (AFTFI).
Perform Aftertreatment Fuel Injector (AFTFI) Inspection (page 2395). Yes: Go to Step 3.
Are AFTFI fuel and coolant lines free of restrictions and damage? Is No: Repair or replace damaged
Aftertreatment injector free from cracks, damage, or soot plugging? fuel or coolant lines as needed.
If plugged clean AFTFI
following Aftertreatment Fuel
Injector (AFTFI) Cleaning
procedure in Engine Service
Manual 0000004741. Replace
AFTFI if damage or cracks
are found. After repairs are
FMI 2.
Step 3 Check for leaking or stuck open Aftertreatment Fuel Shutoff Decision
Valve (AFTFSOV).
Was 5 ml or less of fuel dispensed? No: Replace AFTFSOV. After
SPN 3482 FMI 2.
Step 4 Check for leaking or stuck open AFTFI. Decision

Was 5 ml or less of fuel dispensed? No: Replace AFTFI. After
SPN 3482 FMI 2.

Perform AFT Dosing System Test (page 2126). Yes: Go to Step 6
Was 225 to 500 ml of fuel dispensed within 2.5 minutes? No: Replace AFTFI. After
SPN 3482 FMI 2.
Step 6 Check for a leaking or stuck open Aftertreatment Purge Air Decision
Valve (AFTPAV).
Perform Actuator Test (page 2056), command AFTFI ON and check for air Yes: Replace AFTFP sensor.
flow from AFTFI tip. After repairs are complete,
Is AFTFI Free of air flow? No: Replace AFTPAV. After
SPN 3482 FMI 2.

SPN 3482 FMI 3 - AFT Fuel Shutoff Valve short to PWR
Fault Overview
Fault code sets when Aftertreatment Control Module (ACM) detects voltage signal from Aftertreatment Fuel
Shutoff Valve (AFTFSOV) is high. Active regeneration of aftertreatment system is disabled. Engine torque will
be reduced if fault is active for an extended period of time.
Lamp Reaction
Associated Faults
None

Continuous
Possible Causes
• AFTFSO CTL-H circuit short to PWR
• AFTFSO CTL-H circuit Open or high resistance
• AFTFSO CTL-L circuit Open or high resistance
• Failed Aftertreatment Fuel Shutoff Valve (AFTFSOV)
Step 1 Inspect connections at 20-pin DEF harness interconnect. Decision

B. Disconnect 20-pin DEF harness interconnect.
C. Check 20-pin DEF harness interconnect and connector terminals
for: damaged or pinched wires; wet or corroded terminals; loose,
bent, or broken pins; or broken connector housing.
Are 20-pin DEF harness interconnect connector, harness, and terminals No: Repair connector,
clean and undamaged? harness, or terminal damage.
Step 2 Check Aftertreatment Fuel Shutoff Valve (AFTFSO CTL-H) Decision

circuit for short to PWR between 20-pin DEF harness
interconnect and AFTFSOV.
Perform Test 1 (page 158). Use Digital Multimeter (DMM), measure voltage Yes: Go to Step 3.
between Breakout Harness 18-050-01 pin-4 and known good GND.
between 20-pin DEF harness
interconnect pin-4 and
AFTFSOV pin-1. After repairs
3482 FMI 3.
Step 3 Check AFTFSOV circuit for Open or high resistance. Decision

Perform Test 2 (page 159). Use DMM, measure resistance between Yes: Go to Step 7.
Breakout Harness 18-050-01 pin-3 and pin-4.
Is resistance less than 20 ohms? No: Go to Step 4.
Step 4 Inspect connections at AFTFSOV. Decision

B. Disconnect AFTFSOV.
C. Check AFTFSOV and connector terminals for: damaged or pinched
wires; wet or corroded terminals; loose, bent, or broken pins; or
broken connector housing.
Are AFTFSOV connector, harness, and terminals clean and undamaged? No: Repair connector,
Step 5 Check AFTFSO CTL-H circuit for Open or high resistance Decision
between 20-pin DEF harness interconnect and AFTFSOV.
Breakout Harness ZTSE4760A pin-1 and Breakout Harness 18-050-01
pin-4.
Is resistance less than 5 ohms? No: Repair Open or high
resistance between 20-pin
DEF harness interconnect
pin-4 and AFTFSOV pin-1.
Step 6 Check AFTFSO CTL-L circuit for Open or high resistance Decision
between 20-pin DEF harness interconnect and AFTFSOV.
Perform Test 4 (page 161). Use DMM, measure resistance between Yes: Replace AFTFSOV. After
Breakout Harness ZTSE4760A pin-2 and Breakout Harness 18-050-01 repairs are complete, retest
pin-3. for SPN 3482 FMI 3
pin-3 and AFTFSOV pin-2.
Step 7 Check AFTFSO CTL-H circuit for short to PWR between 20-pin Decision
DEF harness interconnect and Aftertreatment Control Module
(ACM).
Perform Test 5 (page 162). Use DMM, measure voltage between Breakout Yes: Go to Step 8.
Harness 18-050-01 pin-4 and known good GND.
Is voltage less than 0.5 Volts? No: Repair short to PWR
between 20-pin connector
pin-4 and ACM pin J2-07.
Step 8 Check AFTFSO CTL-H circuit for Open or high resistance Decision
between 20-pin DEF harness interconnect and ACM.
Perform Test 6 (page 163). Use DMM, measure resistance between Yes: Repair Open or high
Breakout Harness 18-050-01 pin-4 and 180-pin Breakout Box 00-00956-08 resistance between 20-pin
pin J2-07. DEF harness interconnect


See latest version of Navistar® N13 Engine and Aftertreatment Wiring Schematic Form 0000009301 for
Tools Required
• 180-pin Breakout Box 00-00956-08
• Breakout Harness 18-050-01
• Breakout Harness ZTSE4760A
Figure 20 AFTFSO CTL-H Circuit Check (AFTFSOV Side)
Test 1
A. Key OFF.
C. Connect Breakout Harness 18-050-01 to female side and leave 20-pin DEF harness interconnect
disconnected.
Figure 21 AFTFSOV Circuit Check
Test 2
A. Key OFF.
disconnected.
Test 3
A. Key OFF.
B. Disconnect Aftertreatment Fuel Shutoff Valve (AFTFSOV) connector.
C. Connect Breakout Harness ZTSE4760A to AFTFSOV connector and leave AFTFSOV disconnected.
D. Disconnect 20-pin DEF harness interconnect.
E. Connect Breakout Harness 18-050-01 to female side of 20-pin DEF harness interconnect and
leave male side disconnected.
Figure 23 AFTFSO CTL-L Circuit Check (AFTFSOV Side)
Test 4
A. Key OFF.
C. Connect Breakout Harness ZTSE4760A to AFTFSOV connector and leave AFTFSOV disconnected
E. Connect Breakout Harness 18-050-01 to female side of 20-pin DEF harness interconnect and
leave male side disconnected.
Figure 24 AFTFSO CTL-H Circuit Check (ACM Side)
Test 5
A. Key OFF.
C. Connect Breakout Harness 18-050-01 to male side of 20-pin DEF harness interconnect and leave
female side disconnected.
D. Disconnect Aftertreatment Control Module.
E. Key ON
Test 6
A. Key OFF.
D. Disconnect Aftertreatment Control Module (ACM).
E. Connect 180-pin Breakout Box 00-00956-08 and ACM Breakout Harness 18-537-01 to engine
harness and leave ACM disconnected.
SPN 3482 FM 4 - AFT Fuel Shutoff Valve Short to GND
Fault Overview
Fault code sets when Aftertreatment Control Module (ACM) detects a short to ground in Aftertreatment Fuel
Shutoff Valve (AFTFSOV) circuit. Active regeneration of Diesel Particulate Filter (DPF) is disabled until next key
cycle, and engine torque will be reduced if fault is active for an extended period of time.
Lamp Reaction
Associated Faults
None

Continuous
Possible Causes
• AFTFSO CTL-H short to GND
• AFTFSO CTL-H shorted to AFTFSO CTL-L
• Failed Aftertreatment Fuel Shutoff Valve (AFTFSOV)

Are 20-pin DEF harness interconnect connector, harness, and terminals No: Repair connector, harness,
clean and undamaged? or terminal damage. After
SPN 3482 FMI 4.
Step 2 Check AFTFSO CTL-H circuit for short to GND between 20-pin Decision
(ACM).
Perform Test 1 (page 169). Use Digital Multimeter (DMM), measure Yes: Go to Step 3.
resistance between Breakout Harness 18-050-01 pin-4 and known good
GND.
Is resistance greater than 1000 ohms? No: Repair short to GND
interconnect pin-4 and ACM
FMI 4.
Step 3 Determine if AFTFSO CTL-H circuit is shorted to AFTFSO Decision

CTL-L circuit between 20-pin DEF harness interconnect and
ACM.
Perform Test 2 (page 169). Use DMM, measure resistance between Yes: Go to Step 4
180-pin Breakout Box 00-00956-08 pin J2–07 and pin J2-21.
Is resistance greater than 1000 ohms? No: Repair short between
AFTFSO CTL-H circuit and
AFTFSO CTL-L circuit,
interconnect and ACM. After
SPN 3482 FMI 4.
Step 4 Inspect connections at Aftertreatment Fuel Shutoff Valve Decision

(AFTFSOV).
B. Disconnect AFTFSOV.
C. Check AFTFSOV and connector terminals for: damaged or
Are AFTFSOV connector, harness, and terminals clean and undamaged? No: Repair connector, harness,
SPN 3482 FMI 4.
Step 5 Check AFTFSO CTL-H circuit for short to GND between 20-pin Decision
DEF harness interconnect and AFTFSOV.
Breakout Harness ZTSE4760A pin-1 and known good GND.
interconnect pin-4 and
AFTFSOV pin-1. After repairs
3482 FMI 4.
Step 6 Determine if AFTFSO CTL-H circuit is shorted to AFTFSO Decision

CTL-L circuit between 20-pin DEF harness interconnect and
AFTFSOV.
Perform Test 4 (page 171). Use DMM, measure resistance between Yes: Replace AFTFSOV. After
Breakout Harness ZTSE4760A pin-1 and pin-2. repairs are complete, retest for
SPN 3482 FMI 4.
AFTFSO CTL-H circuit and
AFTFSO CTL-L circuit,
interconnect and AFTFSOV.
. After repairs are complete,


Tools Required
• 180-Pin Breakout Box 00-00956-08
Test 1
A. Key OFF.
C. Connect Breakout Harness 18-050-01 to male side of 20-pin DEF harness interconnect and
leave disconnected.
Figure 27 AFTFSO CTL-H and AFTFSO CTL-L Circuit Check (ACM Side)
Test 2
A. Key OFF.
C. Disconnect Aftertreatment Control Module (ACM).
D. Connect 180-pin Breakout Box 00-00956-08 and ACM Breakout Harness 18-537-01 to engine
Test 3
A. Key OFF.
C. Connect Breakout Harness ZTSE4760A to AFTFSOV connector and leave AFTFSOV disconnected.
Figure 29 AFTFSO CTL-H and AFTFSO CTL-L Circuit Check (AFTFSOV Side)
Test 4
A. Key OFF.
C. Disconnect Aftertreatment Fuel Shutoff Valve (AFTFSOV) connector.
D. Connect Breakout Harness ZTSE4760A to AFTFSOV connector and leave AFTFSOV disconnected.
SPN 3482 FM 7 - AFT Fuel Shutoff Valve Mechanical system not responding or out of adjustment
Fault Overview
Fault code sets when Aftertreatment Control Module (ACM) detects Aftertreatment Fuel Pressure sensor
(AFTFP) is reading lower than expected when Aftertreatment Fuel Shutoff Valve (AFTFSOV) is commanded
open. This test closes Aftertreatment Purge Air Valve (AFTPAV) and AFTFI and then opens AFTFSOV.
A pressure sample will be taken by AFTFP, which is expected to be fuel supply pressure. A stuck closed
AFTFSOV is detected if this pressure is not above a minimum threshold OR is too close to ambient pressure
reading.
Lamp Reaction
Associated Faults
• SPN 3480 FMI 2, 3, and • SPN 3482 FMI 3 and 4 • SPN 3556 FMI 2 and 5
4(AFTFP1) (AFTFSV) (AFTFI)
Fault Facts
None.

Regeneration
Possible Causes
• Leaking fuel supply line to AFT fuel doser module
• Restricted fuel filter
• Failed low-pressure fuel pump
• Restricted Aftertreatment Fuel Shutoff Valve (AFTFSOV)
• Failed AFT Fuel Pressure (AFTFP)

Step 2 Check for missing, leaking, or damaged fuel supply line to Decision
AFTFSOV.
Key-On Engine-Running (KOER), inspect fuel supply line to AFTFSOV for Yes: Go to Step 3.
restrictions and leaks.
Is fuel supply line to AFTFSOV present and in good condition? No: Repair or replace fuel
supply to AFTFSOV. After
for SPN 3482 FMI 7.
Step 3 Check Fuel Delivery Pressure (FDP). Decision

Perform Fuel Delivery Pressure Test(page 2166). Yes: Go to Step 4.
Is FDP between 85 and 120 psi? No: Repair low-pressure
fuel system, see Low Fuel
Delivery Pressure(page 80)
symptom. After repairs are
FMI 7.

Check for failed AFT fuel flow. Perform AFT Dosing System Test (page Yes: Replace AFTFP sensor.
2126). After repairs are complete,
Was 225 to 500 ml of fuel dispensed within 2.5 minutes? No: Replace AFTFSOV. After
for SPN 3482 FMI 7.

SPN 3482 FM 16 - AFT Fuel Shutoff Valve Plugged
Fault Overview
Fault code sets when Aftertreatment Control Module (ACM) detects that Aftertreatment Fuel Pressure (AFTFP)
sensor is not reading a pressure increase when aftertreatment fuel shutoff valve (AFTFSOV) is commanded
open.
Lamp Reaction
Associated Faults
• SPN 94 (FDP) • SPN 3480 FMI 2, 3, and • SPN 3482 FMI 3 and 4
4 (AFTFP1) (AFTFSV)

Reneration
Fault Facts
None.
Possible Causes
• Missing, damaged, or leaking fuel supply hose to AFT Fuel Doser Module
• Restricted or stuck closed Aftertreatment Fuel Shutoff Valve (AFTFSOV)
• Failed AFT Fuel Pressure (AFTFP)

Step 2 Check for missing, leaking, or damaged fuel supply line to Decision
AFTFSOV.
Key-On Engine-Running (KOER), inspect fuel supply line to AFTFSOV for Yes: Replace AFTFSOV.
restrictions and leaks. After repairs are complete,
Is fuel supply line to AFTFSOV present and in good condition? No: Repair or replace fuel
supply to AFTFSOV. After

AFTPAV Sensor
Overview of AFTPAV Sensor Group
SPN FMI Condition

3490 3 AFT Purge Air Valve short to PWR (page 179)
3490 4 AFT Purge Air Valve short to GND (page 187)
3490 7 AFT Purge Air Valve Mechanical system not responding (page 193)
Overview
Aftertreatment Purge Air Valve (AFTPAV) is used to purge Aftertreatment Fuel Injector (AFTFI) of fuel after active
regeneration of Aftertreatment system, and at Key OFF. When purging is needed, Aftertreatment Control Module
(ACM) commands AFTPAV ON, and AFTFI OPEN. ACM does this by sending battery voltage through AFTPAV
circuit to open AFTPAV. This allows pressurized air to flow from vehicle air tanks, to AFTPAV, through AFT Fuel
Doser module, and out AFTFI.
Figure 30 AFTPAV Location

1. Aftertreatment Purge Air Valve
(AFTPAV)
Figure 31 20-pin DEF Harness Interconnect Location (Typical)

1. 20-pin DEF harness interconnect

connector connector
SPN 3490 FMI 3 - AFT Purge Air Valve short to PWR
Fault Overview
Fault code sets when Aftertreatment Control Module (ACM) detects voltage signal from Aftertreatment Purge
Air Valve (AFTPAV) is high. Active regeneration of Aftertreatment system is disabled. Engine torque may be
reduced if fault is active for an extended period of time.
Lamp Reaction
Associated Faults
None

Continuous
Possible Causes
• AFTPAV CTL-H circuit short to PWR
• AFTPAV CTL-H circuit Open or high resistance
• AFTPAV CTL-L circuit Open or high resistance
• Failed Aftertreatment Purge Air Valve (AFTPAV)

B. Disconnect 20-pin DEF harness interconnect (Figure 31).
Step 2 Check Aftertreatment Purge Air Valve (AFTPAV) circuit for Open Decision
or high resistance between 20-pin DEF harness interconnect
and AFTPAV.
Step 3 Inspect connections at AFTPAV connector. Decision

B. Disconnect AFTPAV connector.
C. Check AFTPAV and connector terminals for: damaged or pinched
Are AFTPAV connector, harness, and terminals clean and undamaged? No: Repair connector,
Step 4 Check AFTPAV CTL-H circuit for Open or high resistance Decision
between 20-pin DEF harness interconnect and AFTPAV.
Breakout Harness ZTSE4760A pin-1 and Breakout Harness 18-050-01
pin-2.
pin-2 and AFTPAV pin-1.
Step 5 Check AFTPAV CTL-L circuit for Open or high resistance Decision
between 20-pin DEF harness interconnect and AFTPAV.
Perform Test 3 (page 183). Use DMM, measure resistance between Yes: Replace AFTPAV. After
Breakout Harness ZTSE4760A pin-2 and Breakout Harness 18-050-01 repairs are complete, retest
pin-1. for SPN 3490 FMI 3.
pin-1 and AFTPAV pin-2. After
for SPN 3490 FMI 3.
Step 6 Check AFTPAV CTL-H circuit for Open or high resistance Decision
between 20-pin DEF harness interconnect and Aftertreatment
Control Module (ACM).
Breakout Harness 18-050-01 pin-2 and 180-pin Breakout Box 00-00956-08
pin J1-32.
pin-2 and ACM connector
FMI 3.
Step 7 Check AFTPAV CTL-L circuit for Open or high resistance Decision
between 20-pin DEF harness interconnect and ACM.
Perform Test 5 (page 185). Use DMM to measure resistance between Yes: Repair short to PWR
Breakout Harness 18-050-01 pin-1 and 180-pin Breakout Box 00-00956-08 between AFTPAV pin-1 and
pin J1-79. ACM)connector J1-32. After
for SPN 3490 FMI 3.
FMI 3.


Tools Required
Figure 33 AFTPAV Circuit Check
Test 1
A. Key OFF.
disconnected.
Figure 34 AFTPAV CTL-H Circuit Check (AFTPAV Side)
Test 2
A. Key OFF.
C. Connect Breakout Harness ZTSE4760A to AFTPAV connector and leave AFTPAV disconnected.
E. Connect Breakout Harness 18-050-01 to female side and leave 20-pin DEF harness interconnect
disconnected.
Figure 35 AFTPAV CTL–L Circuit Check (AFTPAV Side)
Test 3
A. Key OFF.
E. Connect Breakout Harness 18-050-01 to female side and leave 20-pin DEF harness interconnect
disconnected.
Figure 36 AFTPAV CTL–H Circuit Check (ACM Side)
Test 4
A. Key OFF.
E. Connect 180-pin Breakout Box 00-00956-08 and ACM Breakout Harness 18-537-01 to vehicle
Figure 37 AFTPAV CTL–L Circuit Check (ACM Side)

Test 5
A. Key OFF.
E. Connect 180-pin Breakout Box 00-00956-08 and ACM Breakout Harness 18-537-01 to vehicle
SPN 3490 FM 4 - AFT Purge Air Valve short to GND
Fault Overview
Fault code sets when Aftertreatment Control Module (ACM) detects a short to ground in Aftertreatment Purge
Air Valve (AFTPAV) circuit. Active regeneration of Diesel Particulate Filter (DPF) is disabled until next key cycle,
and engine torque may be reduced if fault is active for an extended period of time.
Lamp Reaction
Associated Faults
None

Continuous
Possible Causes
• AFTPAV CTL-H shorted to AFTPAV CTL-L
• AFTPAV CTL-H short to GND
• Failed Aftertreatment Purge Air Valve (AFTPAV)

B. Disconnect 20-pin DEF harness interconnect (Figure 31).
Step 2 Check AFTPAV CTL–H circuit for short to GND between 20-pin Decision
(ACM).
Breakout Harness 18-050-01 pin-2 and known good GND.
interconnect pin-2 and ACM
connector J1-32. After repairs
3490 FMI 4.
Step 3 Determine if AFTPAV CTL-H circuit is shorted to AFTPAV CTL-L Decision

circuit between 20-pin DEF harness interconnect and ACM.
Perform Test 2 (page 190). Use DMM, measure resistance between 180-pin Yes: Go to Step 4.
Breakout Box 00-00956-08 pin J1-32 and pin J1-79.
Is resistance greater than 1000 ohms? No: Repair AFTPAV CTL-H
circuit shorted to AFTPAV
CTL-L between 20-pin DEF
harness interconnect and
ACM. After repairs are
FMI 4.
Step 4 Inspect connections at AFTPAV connector. Decision

C. Check AFTPAV and connector terminals for: damaged or pinched
Are AFTPAV connector, harness, and terminals clean and undamaged? No: Repair connector,
Step 5 Check AFTPAV CTL-H circuit for short to GND between 20-pin Decision
DEF harness interconnect and AFTPAV.
between AFTPAV connector
pin-1 and 20-pin DEF harness
interconnect pin-2. After
for SPN 3490 FMI 4.
Step 6 Determine if AFTPAV CTL-H circuit is shorted to AFTPAV CTL-L Decision

circuit between 20-pin DEF harness interconnect and AFTPAV.
Perform Test 4 (page 192). Use DMM, measure resistance between Yes: Replace AFTPAV. After
Breakout Harness ZTSE4760A pin-1 and pin-2. repairs are complete, retest
for SPN 3490 FMI 4.
Is resistance greater than 1000 ohms? No: Repair AFTPAV CTL-H
circuit shorted to AFTPAV
CTL-L between 20-pin DEF
harness interconnect and
AFTPAV. After repairs are
FMI 4.


Tools Required
Figure 38 AFTPAV CTL–H Circuit Check (ACM Side)
Test 1
A. Key OFF.
C. Connect Breakout Harness 18-050-01 to male side and leave 20-pin DEF harness interconnect
disconnected.
Figure 39 AFTPAV CTL–H and AFTPAV CTL–L Circuit Check (ACM Side)
Test 2
A. Key OFF.
D. Connect 180-pin Breakout Box 00-00956-08 and ACM Breakout Harness 18-537-01 to engine
Figure 40 AFTPAV CTL-H Circuit Check (AFTPAV Side)
Test 3
A. Key OFF.
Figure 41 AFTPAV CTL–H and AFTPAV CTL–L Circuit Check (AFTPAV Side)
Test 4
A. Key OFF.
SPN 3490 FM 7 - AFT Purge Air Valve Mechanical system not responding
Fault Overview
Fault code sets when Aftertreatment Control Module (ACM) detects signal from Aftertreatment Fuel Pressure
(AFTFP) sensor is lower than expected when Aftertreatment Purge Air Valve (AFTPAV) is commanded ON.
Lamp Reaction
Associated Faults
• SPN 3480 FMI 2, 3, and • SPN 3482 FMI 2, 3, and • SPN 3490 FMI 3 and 4
4 (AFTFP) 4 (AFTPAV) (AFTPAV)

Regeneration
Possible Causes
• Missing or leaking air supply line to AFTPAV
• Missing or leaking air supply line to AFT Fuel Doser module
• Failed AFTPAV (stuck closed)

Step 2 Check for missing, leaking, or damaged air supply line to Decision
Aftertreatment Purge Air Valve (AFTPAV).
Verify vehicle air supply line to AFTPAV is properly installed and not Yes: Go to Step 3.
damaged. Key-On Engine-Running (KOER), inspect air supply line to
AFTPAV for restrictions and leaks.
Is air supply line to AFTPAV present and in good condition? No: Repair or replace air
supply to AFTPAV. After
for SPN 3490 FMI 7.
Step 3 Check for missing, leaking, or damaged air supply line from Decision
AFTPAV to AFT Fuel Doser module.
Verify air supply line is properly installed and not damaged. Key-On Yes: Go to Step 4.
Engine-Off (KOEO), inspect air supply line to AFT Fuel Doser Module for
restrictions and leaks.
Is air supply line to AFT Fuel Doser Module present and in good condition? No: Repair or replace air
supply line to AFT Fuel Doser
module. After repairs are
FMI 7.
Step 4 Check AFTPAV proper operation. Decision

Perform Aftertreatment Purge Air Valve Test (page 2378). End diagnostics, retest for
SPN 3490 FMI 7.
Did Aftertreatment Fuel Pressure (AFTFP) equal to vehicle air tank pressure No: Replace AFTPAV. After
when AFTPAV was commanded ON? repairs are complete, retest
for SPN 3490 FMI 7.

AFTFI (Aftertreatment Fuel Injector) Sensor

Overview of AFTFI Sensor Group
SPN FMI Actions

3556 2 AFT Fuel Injector signal erratic, intermittent, or incorrect (page 199)
3556 5 AFT Fuel Injector open load/circuit (page 201)
3556 18 AFT Fuel Injection below desired (page 222)
Overview
Aftertreatment Fuel Injector (AFTFI) is controlled by Aftertreatment Control Module (ACM) to dispense fuel into
aftertreatment system during active and parked regenerations of aftertreatment system.
Figure 42 ACM Location (typical)

1. Aftertreatment Control Module
(ACM)
2. DEF Supply Module (DEFSM)
Figure 43 20-pin Connector Location

1. 20-pin connector
Figure 44 AFTFI Connector Location

1. Aftertreatment Fuel Injector
(AFTFI) connector
Figure 45 AFT Fuel Supply Module Location

1. AFT fuel supply module
Figure 46 Aftertreatment Fuel Injection Components (Top View)

1. Fuel line retainers (rear and left 2. Aftertreatment Fuel Injector 3. AFTFI fuel pressure line
side of engine block) (AFTFI) 4. AFT fuel doser module

connector connector
SPN 3556 FMI 2 - AFT Fuel Injector signal erratic, intermittent or incorrect
Fault Overview
Fault code sets when Aftertreatment Control Module (ACM) detects leaking Aftertreatment Fuel Injector (AFTFI)
or an external leak. Fuel pressure is building in system as expected, but not holding.
Lamp Reaction
Associated Faults
• SPN 3480 (AFTFP) • SPN 3556 FMI 5 • SPN 3482 (AFTSOV) • SPN 3490 (AFTPAV)
(AFTFI)
Fault Facts
These diagnostics are only performed prior to starting an active regeneration of DPF, or at Key ON if active
regeneration is continuing across key cycles.

Road Test
Possible Causes
• Leaking fuel line to AFTFI
• Leaking AFT Fuel Supply Module
• Failed AFTFI

Step 2 Check for damaged or leaking Aftertreatment (AFT) fuel supply Decision
module.
Inspect AFT fuel supply module for leaks or damage. Yes: Go to Step 2.
Is AFT fuel supply module free of leaks or damage? No: Replace AFT fuel supply
complete, retest for SPN
3556 FMI 2.
Step 3 Check for leaking or damaged fuel supply line to Aftertreatment Decision
Fuel Injector (AFTFI).
Key-On Engine-Running (KOER), inspect fuel supply line to AFTFI for leaks Yes: Clean or replace AFTFI.
and damage. After repairs are complete,
Is fuel supply line to AFTFI free of leaks or damage? No: Repair or replace fuel
supply line to AFTFI. After
for SPN 3556 FMI 2.

SPN 3556 FMI 5 - AFT Fuel Injector open load/circuit
Fault Overview
Fault codes sets when Aftertreatment Control Module (ACM) detects a fault in Aftertreatment Fuel Injector
(AFTFI) circuit. Active regeneration of aftertreatment diesel particulate filter will be disabled until next key cycle.
Engine torque will be reduced if engine is operated for an extended period of time with this fault active.
Lamp Reaction

Road Test.
Possible Causes
• AFTFI CTL-H circuit Open or high resistance
• AFTFI CTL-H short to GND
• AFTFI CTL-H short to power
• AFTFI CTL-L short to GND
• AFTFI CTL-L short to power
• AFTFI CTL-H short to AFTFI CTL-L

Is EST DTC listing SPN 3556 FMI 5 active or pending? No: Go to Intermittent or
Step 2 Inspect connections at Aftertreatment Control Module (ACM) Decision

connector.
B. Disconnect ACM connector.
C. Check ACM and connector terminals for: damaged or pinched
Are ACM connector, harness, and terminals clean and undamaged? No: Repair connector,
Step 3 Check AFTFI circuits for short to GND. Decision

A. Perform Test 1 (page 211). Yes: Go to Step 4.
B. Use DMM, measure resistance between Breakout Box 00-00956-08
pin J1-05 and known good GND.
Is resistance greater than 1000 ohms? No: Go to Step 6.
Step 4 Check AFTFI circuits for short to PWR. Decision

B. Use DMM, measure voltage between Breakout Box 00-00956-08
Is voltage less than 0.5 volts? No: Go to Step 12.
Step 5 Check AFTFI circuits for Open. Decision

B. Use DMM, measure resistance from Breakout Box 00-00956-08
pin J1-05 and J1-29.

C. Check 20-pin DEF harness and connector terminals for: damaged
or pinched wires; moisture or corroded terminals; loose, bent, or
Are 20-pin DEF harness connector, harness, and terminals clean and No: Repair connector, harness,
SPN 3556 FMI 5.
Step 7 Check AFTFI CTL-H circuit for short to GND between ACM Decision
and 20-pin DEF harness interconnect.
B. Use DMM, measure resistance between Breakout Harness
18-050-01 pin-8 and known good GND.
FMI 5.
Step 8 Check AFTFI CTL-L circuit for short to GND between ACM and Decision
20-pin DEF harness interconnect.
18-050-01 pin-9 and known good GND.
Is resistance greater than 1000 ohms? No: Repair short to ground
pin-9 and ACM pin J1-29. After
SPN 3556 FMI 5.
Step 9 Inspect connections at Aftertreatment Fuel Injector (AFTFI) Decision

connector.
B. Disconnect AFTFI connector.
C. Check AFTFI and connector terminals for: damaged or pinched
Are AFTFI connector, harness, and terminals clean and undamaged? No: Repair connector, harness,
SPN 3556 FMI 5.
Step 10 Check AFTFI CTL-H circuit for short to GND between AFTFI Decision
ZTSE4760A pin-1 and known good GND.
pin-8 and AFTFI pin-1. After
SPN 3556 FMI 5.
Step 11 Check AFTFI CTL-L circuit for short to GND between AFTFI Decision
A. Perform Test 7 (page 215). Yes: Replace AFTFI. After
SPN 3556 FMI 5.
SPN 3556 FMI 5.

for: damaged or pinched wires; moisture or corroded terminals;
loose, bent, or broken pins; or broken connector housing.
SPN 3556 FMI 5.
Step 13 Check AFTFI CTL-H circuit for short to PWR between ACM and Decision
B. Use DMM, measure voltage between Breakout Harness 18-050-01
pin-8 and known good GND.
FMI 5.
Step 14 Check AFTFI CTL-L circuit for short to PWR between ACM and Decision
FMI 5.

connector.
SPN 3556 FMI 5.
Step 16 Check AFTFI CTL-H circuit for short to PWR between 20-pin Decision
DEF harness interconnect and AFTFI.
B. Use DMM, measure voltage between Breakout Harness
SPN 3556 FMI 5.
Step 17 Check AFTFI CTL-L circuit for short to PWR between 20-pin Decision
DEF harness interconnect and AFTFI.
SPN 3556 FMI 5.
SPN 3556 FMI 5.

SPN 3556 FMI 5.
Step 19 Check AFTFI CTL-H circuit for Open between ACM and 20-pin Decision
DEF harness interconnect.
B. Use DMM, measure resistance from Breakout Harness 18-050-01
pin-8 and 180-pin Breakout Box 00-00956-08 pin J1-05.
Is resistance less than 5 ohms? No: Repair Open between
20-pin connector pin-8 and
ACM connector pin J1-05.
Step 20 Check AFTFI CTL-L circuit for Open between ACM and 20-pin Decision
DEF harness interconnect.
pin-9 and 180-pin Breakout Box 00-00956-08 pin J1-29.
ACM connector pin J1-29.

connector.
SPN 3556 FMI 5.
Step 22 Check AFTFI CTL-H circuit for Open between 20-pin DEF Decision
harness interconnect and AFTFI.
pin-8 and Breakout Harness ZTSE4760A pin-1.
AFTFI pin-1. After repairs are
FMI 5.
Step 23 Check AFTFI CTL-L circuit for Open between 20-pin DEF Decision
SPN 3556 FMI 5.
pin-9 and Breakout Harness ZTSE4760A pin-2.
AFTFI pin-2. After repairs are
FMI 5.

SPN 3556 FMI 5.
Step 25 Check for AFTFI CTL-H shorted to AFTFI CTL-L between Decision
20-pin DEF harness interconnect and ACM.
18-050-01 pin-8 and pin-9.
Is resistance greater than 1000 ohms? No: Repair AFTFI CTL-H
shorted to AFTFI CTL-L
between ACM and 20-pin
connector. After repairs are
FMI 5.

connector.
SPN 3556 FMI 5.
Step 27 Check for AFTFI CTL-H shorted to AFTFI CTL-L between 20-pin DEF Decision
A. Perform Test 17 (page 220). Yes: Replace AFTFI.
After repairs are
B. Use DMM, measure resistance from 18-050-01 pin-8 and pin-9.
SPN 3556 FMI 5.
Is resistance greater than 1000 ohms? No: Repair AFTFI
CTL-H shorted to
AFTFI CTL-L between
AFTFI and 20-pin
connector. After
retest for SPN 3556
FMI 5.

Figure 48 AFTFI Circuit Diagram
Tools Required
• 96-pin Breakout Harness 18-537-01
Figure 49 AFTFI Circuit Check
Test 1
A. Key OFF.
B. Disconnect Aftertreatment Control Module (ACM)
C. Connect Breakout Box 00-0956-08 and Breakout Harness 18-537-01 to ACM harness and leave
ACM disconnected.
Test 2
A. Key OFF.
ACM disconnected.
D. Key-On Engine-Off (KOEO)
Test 3
A. Key OFF.
ACM disconnected.
Test 4
A. Key OFF.
B. Disconnect Aftertreatment Control Module (ACM) and 20-pin connector.
C. Connect 18-050-01 to male side of 20-pin connector and leave female side disconnected.
Test 5
A. Key OFF.
Test 6
A. Key OFF.
B. Disconnect 20-pin and AFTFI connectors.
C. Connect ZTSE4760A to vehicle harness and leave AFTFI disconnected.
Test 7
A. Key OFF.
Test 8
A. Key OFF.
Test 9
A. Key OFF.
Test 10
A. Key OFF.
Test 11
A. Key OFF.
Test 12
A. Key OFF.
Test 13
A. Key OFF.
Test 14
A. Key OFF.
C. Connect 18-050-01 to female side of 20-pin connector and leave male side disconnected.
D. Connect ZTSE4760A to vehicle harness and leave AFTFI disconnected.
Test 15
A. Key OFF.
D. Connect ZTSE4760A to vehicle harness and leave AFTFI disconnected.
Test 16
A. Key OFF.
Test 17
A. Key OFF.
SPN 3556 FM 18 - AFT Fuel Injection below desired
Fault Overview
Fault code sets when Aftertreatment Control Module (ACM) detects Aftertreatment Fuel Injector (AFTFI) can not
inject enough fuel for active regeneration of aftertreatment system.
Lamp Reaction
Associated Faults
• SPN 3480 (AFTFP) • SPN 3482 (AFTFSOV) • SPN 3556 FMI 2 and 5
(AFTFI)

Regeneration
Possible Causes
• Damaged or restricted supply line to AFTFI
• Damaged or restricted Aftertreatment Fuel Injector (AFTFI)
• Failed AFTFI
• Exhaust leak or restriction

Diagnostic Trouble Code (DTC) list for Associated Faults(page 222).
Step 2 Check for restricted or damaged fuel supply line to Decision

Aftertreatment Fuel Injector (AFTFI).
A. Key-On Engine-Running (KOER) Yes: Go to Step 3.
B. Inspect fuel supply line between AFT fuel doser module and AFTFI
for restrictions and leaks.
Is fuel supply line between AFT fuel doser module and AFTFI in good No: Repair or replace fuel
condition and not restricted? line to AFTFI. After repairs
3556 FMI 18.
Inspect exhaust system for leaks and physical damage. Perform Exhaust Yes: Go to Step 4.
and Aftertreatment System Inspection (page 2346).
FMI 18.
Step 4 Check for damaged or restriction Aftertreatment Fuel Injector Decision

(AFTFI)
Perform Aftertreatment Fuel Injector (AFTFI) Inspection (page 2395). Yes: Clean or replace AFTFI.
Is AFTFI damaged or restricted? No: Go to Step 5.
Step 5 Check AFTFI operation. Decision

Perform AFT Dosing System Test (page 2126). Yes: Retest for SPN 3556 FMI
18.
Was 225 to 500 ml of fuel dispensed within 2 minutes 30 seconds? No: Clean or replace AFTFI.

AMS (Air Management) System

Overview of AMS Sensor Group
SPN FMI Condition

102 10 Boost slow response fault (page 225)
102 16 Overboost (page 231)
102 18 Underboost (page 233)
2659 10 EGR slow response (page 236)
2659 20 EGR High Flow Rate detected (page 238)
2659 21 EGR Low Flow Rate detected (page 240)
Overview
SPN 102 FMI 10 - Boost slow response fault
Fault Overview
Fault code sets when Engine Control Module (ECM) detects that actual Intake Manifold Pressure (IMP) deviates
more than 6 psi (41 kPa) than commanded.
Lamp Reaction
Associated Faults
• SPN 27 (EGR) • SPN 51 (ETV) • SPN 1189 (TC2WC) • SPN 2791 (EGR)
• SPN 3464 (ETV)
Fault Facts
None

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

Using Electronic Service Tool (EST) with ServiceMaxx™ software, check Diagnostic Yes: Go to Step 2.
Trouble Codes (DTC) list for Associated Faults (page 225).
Is EST DTC list free of Associated Faults? No: Repair Associated
Faults. After repairs
for SPN 102 FMI 10.
Step 2 Determine if engine air intake or exhaust system is restricted. Decision

Inspect air intake system, exhaust system, and air filter for restrictions, air leaks, or Yes: Go to Step 3.
physical damage. Perform Intake Air Inspection (page 2345).
Is air intake system, exhaust system, and air filter free of restrictions, leaks, and No: Repair intake,
physical damage? exhaust, or air filter
restriction, leak, or
physical damage.
After repairs are
SPN 102 FMI 10.
Step 3 Verify IMP changes when Turbocharger 2 Wastegate Control (TC2WC) Decision
and Exhaust Gas Recirculation (EGR) valve are commanded On.
Key-On Engine-Running (KOER). Run Air Management Test (page 2100) while IMP signal change
monitoring IMP sensor signal. only when TC2WC is
commanded On: Go
to step 4.
Does IMP sensor signal change: IMP signal change
only with EGR valve
• When TC2WC is commanded On?
commanded On: Go
• When EGR valve is commanded On? to step 5.
Neither change
IMP signal when
commanded On: Go
to step 6.
Both change
IMP signal when
commanded On: Go
to step 8.
Step 4 Check EGR valve operation. Decision

Perform EGR Valve Position Test (page 2061). Yes: Go to step 6.
Did EGR valve meet commanded position? No: Replace EGR
valve. After repairs
for SPN 102 FMI 10.
Step 5 Check TC2WC operation. Decision

Perform Turbocharger 2 Wastegate (TC2WC) Functional Test (page 2152). Yes: Go to step 6.
Does TC2WC operate properly? No: Replace failed
component identified
during test. After
retest for SPN 102
FMI 10.
Step 6 Verify IMP sensor and bore are not restricted due to carbon buildup. Decision
Remove and inspect IMP sensor and bore for carbon buildup. Yes: Go to step 7.
Is IMP sensor and bore free of carbon buildup? No: Clean IMP
sensor bore of carbon
deposits. After repairs
for SPN 102 FMI 10.
Go to step 7 if cleaning
does not resolve fault
code.
Step 7 Determine if Charge Air Cooler is leaking. Decision

Do Charge Air Cooler (CAC) pressure test (page 2221). Yes: Go to step 8.
Was CAC free of leaks? No: Replace CAC.
After repairs are
SPN 102 FMI 10.
Step 8 Determine if Diesel Oxidation Catalyst (DOC) or Diesel Particulate Decision

Filter (DPF) are restricted.
Do a road test (100% throttle when safe to do so) while recording a snap shot Both TC1TOP and
of the following signals: DPFDP signals are
above specification:
• Diesel Particulate Filter Differential Pressure (DPFDP) = 0.5 to 0.8 psi
Go to step 9.
• Turbocharger 1 Turbine Outlet Pressure (TC1TOP) = 2 to 3 psi
Are DPFDP and TC1TOP within specification? Only TC1TOP signal
above specification:
NOTE: DPFDP and TC1TOP specifications only apply with soot load < 40%.
Perform DOC
Inspection (page
2389) and DPF
Inspection (page
2387). Clean or
replace DOC and DPF
as necessary. After
retest for SPN 102
FMI 10.
Neither signal above
specification: Go to
step 10.
Step 9 Check for Parked Regen Inhibitors. Decision

Using EST with ServiceMaxx™ software, start a DPF Filter Regeneration Yes: Go to step 10
procedure. while regeneration
procedure is in
process.
Did the DPF Regeneration procedure start without an Abort Message in No: Correct Parked
ServiceMaxx™ software? Regen Inhibitors
and restart DPF
Filter Regeneration
procedure. Go to step
10.
Step 10 Inspect for exhaust leaks and monitor following signals during test Decision
While running DPF Filter Regeneration procedure, inspect for exhaust leaks and If Parked Regen Checks
monitor following signals during test: are within specification:
Go to step 11.
Are Parked Regen Checks within specification during DPF Filter Regeneration
procedure?
Specifications Pass / Fail
Parked Regen Checks
Smooth, not stumbling If AFTFP1 is below 110
psi: Go to SPN 3055 FMI
Engine condition
(page 1233). Repair
cause of low FDP. After
retest for SPN 102 FMI
10.
Above 122°F (50°C) per
ServiceMaxx™ software
Engine Coolant Temp (ECT)
After 5 to 10 minutes If AFTFP1 fuel pressure
above 500°F (260°C) is below 40 to 70 psi at
DOCIT
AFTFI opening: Clean
AFTFI valve, housing,
and bore (see Engine
Service Manual). After
cleaning procedure is
102 FMI 10.
After 5 to 10 minutes
above 986°F (530°C)
DOCOT
Below 1292°F (700°C) If Parked Regen Checks
other than AFTFP1 is out
DPFOT
of specifications: Repair
Parked Regen Check .
After repairs complete,
10.
> 110 psi during test
Aftertreatment Fuel Pressure 1
(AFTFP1)
Step 11 Determine if DPF is restricted or damaged. Decision

Analyze DPF Regeneration procedure results. Yes: Go to step 12.
After DPF Filter Regeneration procedure is complete, does Diesel Particulate Filter No: Perform DPF
Differential Pressure (DPFDP) signal measure below 0.5 psi at high idle? Inspection (page
2387) procedure,
reference DPF
re-use guidelines in
Aftertreatment Service
Manual 0000001602..
Clean or replace DPF
as needed. After
retest for SPN 102
FMI 10.
Step 12 Inspect turbochargers for correct operation. Decision

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

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

4 (IMP) 5 (TC2WC)
Fault Facts
None

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

for SPN 102 FMI 16.
Step 2 Determine if air management system is operating properly. Decision

Perform Air Management Test (page 2100) while monitoring IMP sensor signal. Yes: End diagnostics,
retest for SPN 102
FMI 16.
Did IMP decrease when Turbocharger 2 Wastegate Control (TC2WC) was No: Go to step 3.
actuated?
Step 3 Check ACV, ACV supply line, and EBPV supply line operation and Decision
condition.
Perform Exhaust Back Pressure Valve Functional Test (page 2156). Yes: Replace failed
during test. After
retest for SPN 102
FMI 16.
Did test identify a failed component? No: End diagnostics,
retest for SPN 102
FMI 16.

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

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

for SPN 102 FMI 18.
Step 2 Determine if engine air intake or CAC is leaking, damaged, restricted. Decision
Yes: Go to Step 3.
damage. Perform Intake Air Inspection (page 2345).
No: Repair intake,
damage?
restriction, leak, or
physical damage.
After repairs are
SPN 102 FMI 18.
Step 3 Inspect High and Low-Pressure turbochargers for damage. Decision

Remove both turbocharger compressor inlet pipes. Inspect for signs of wear on the No: Go to step 4.
turbocharger compressor wheel and air inlet. Look for chipping, scuffs, and rough
Are turbochargers free of signs of wear and excessive radial play? Yes: Repair or replace
turbochargers as
needed. After repairs
for SPN 102 FMI 18.
Step 4 Determine if air management system is operating properly. Decision

Perform Air Management Test (page 2100) while monitoring IMP sensor signal. Yes: End diagnostics,
retest for SPN 102
FMI 18.
Did IMP decrease when Turbocharger 2 Wastegate Control (TC2WC) was No: Go to step 5.
actuated?
Step 5 Check TC2WC operation. Decision

Perform Turbocharger 2 Wastegate (TC2WC) Functional Test (page 2152). Yes: End diagnostics,
retest for SPN 102
FMI 18.
Does TC2WC operate properly? No: Replace failed
during test. After

retest for SPN 102
FMI 18.

SPN 2659 FMI 10 - EGR slow response
Fault Overview
Fault code sets when Engine Control Module (ECM) detects feedback from Oxygen Sensor (O2S) indicating
oxygen levels in exhaust are responding too slow to Exhaust Gas Recirculation Valve (EGRV) movement
commands.
Lamp Reaction
Associated Faults
• SPN 27 (EGR) • SPN 724 (O2S) • SPN 2659 FMI 20 and • SPN 2791 (EGR)
21 (AMS)
Fault Facts
None

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

Step 2 Inspect Exhaust Gas Recirculation Valve (EGRV) for soot build-up. Decision
Remove EGR cooler bellow tubes (see Engine Service manual). Inspect EGRV Yes: Go to step 3.
butterfly, shaft and bore for soot build-up blocking EGRV movement.
Is EGRV butterfly, shaft, and bore free of soot build-up? No: Replace EGRV.
After repairs are
SPN 2659 FMI 10.
Step 3 Inspect EGR cooler for soot build-up. Decision

With EGR cooler bellow tubes removed, inspect exhaust gas inlet for signs of Yes: Go to step 4.
soot build-up.
Is EGR cooler exhaust gas inlet free of soot build-up? No: Clean or replace
EGR cooler. After
retest for SPN 2659
FMI 10.
Step 4 Verify EGRV can meet commanded position. Decision

Perform EGR Valve Position Test (page 2061). Yes: End diagnostics,
retest for SPN 2659
FMI 10.
Does EGRV meet expected outcome of test? No: Replace EGRV.
After repairs are
SPN 2659 FMI 10.

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

Road Test
Possible Causes
• Failed EGRV

Step 2 Verify Intake Manifold Pressure (IMP) changes when Exhaust Gas Decision
Recirculation Valve (EGRV) is commanded ON.
Perform Air Management Test (page 2100). Yes: End diagnostics,
retest for SPN 2659
FMI 20.
Does IMP decrease when EGRV is commanded ON? No: Go to Step 3.
Step 3 Inspect EGRV for soot build-up or damage. Decision

butterfly, shaft and bore for soot build-up or damage blocking EGRV movement.
Is EGRV butterfly, shaft, and bore free of soot build-up and undamaged? No: Replace EGRV.
After repairs are
SPN 2659 FMI 20.

retest for SPN 2659
FMI 20.
After repairs are
SPN 2659 FMI 20.

SPN 2659 FMI 21 - EGR Low Flow Rate detected
Fault Overview
Fault code sets when Engine Control Module (ECM) detects feedback from Oxygen Sensor (O2S) indicates
oxygen levels in exhaust are too high compared to Exhaust Gas Recirculation Valve (EGRV) movement
commands.
Lamp Reaction
Associated Faults
• SPN 27 (EGR) • SPN 91 (APP) • SPN 724 (O2S) • SPN 2623 (APP)
• SPN 2791 (EGR) • SPN 3223 (O2S) • SPN 5298 (AFT • SPN 5541 (TC1TOP)
System)
Fault Facts
None

Road Test
Possible Causes
• Failed EGRV
• Coolant leak (internal)
• Soot build-up in EGR cooler

Step 2 Determine if engine or cooling system is leaking internally. Decision

Perform Cooling System Pressure Test (page 2291). Yes: Go to step 3.
Does cooling system hold pressure for 15 minutes? No: Go to Cooling
System Operational
Checkout Procedure
(page 33). After
retest for SPN 2659
FMI 21.
Step 3 Inspect Exhaust Gas Recirculation Valve (EGRV) for soot build-up or Decision
damage.
butterfly, shaft and bore for soot build-up or damage blocking EGRV movement.
Is EGRV butterfly, shaft, and bore free of soot build-up and undamaged? No: Replace EGRV.
After repairs are
SPN 2659 FMI 21.
Step 4 Inspect EGR cooler for soot build-up. Decision

With EGR cooler bellow tubes removed, inspect exhaust gas inlet for signs of Yes: Go to step 5.
soot build-up.
Is EGR cooler exhaust gas inlet free of soot build-up? No: Clean or replace
EGR cooler. After
retest for SPN 2659
FMI 21.

retest for SPN 2659
FMI 21.
After repairs are
SPN 2659 FMI 21.

APP (Accelerator Pedal Position) Sensor

Overview of APP Sensor Group
SPN FMI Condition

91 2 APP1 and APP2 signal conflict (page 244)
91 3 APP1 signal Out of Range HIGH (page 254)
91 4 APP1 signal Out of Range LOW (page 258)
2623 3 APP2 signal Out of Range HIGH (page 263)
2623 4 APP2 signal Out of Range LOW (page 267)
Overview
Accelerator Pedal Position (APP) sensor is a variable-resistance sensor that increases or decreases resistance
as accelerator pedal position changes. No mechanical attachment is present from accelerator pedal to engine.
ECM compares signals from two potentiometers to determine accelerator pedal position, APP1 and APP2. APP1
is supplied 5 volts while APP2 is supplied 2.5 volts. As pedal is pressed, resistance decreases and change in
voltage is interpreted by ECM.
SPN 91 FMI 2 - APP1 and APP2 signal conflict
Fault Overview
Fault codes sets when Engine Control Module (ECM) detects difference between APP1 signal value and APP2
signal value is greater than expected.
Lamp Reaction
Associated Faults
• SPN 91 FMI 3 and 4 • SPN 2623 FMI 3 and 4 • SPN 3509 FMI 14 • SPN 3513 FMI 14
(APP1) (APP2) (VREF 1) (VREF 5)
Fault Facts
None

Continuous
Possible Causes
• APP1 circuit Open or high resistance
• APP2 circuit Open or high resistance
• VREF 5 circuit Open or high resistance
• APP1 SIG GND circuit Open or high resistance
• APP2 SIG GND circuit Open or high resistance
• Failed Accelerator Pedal Position (APP) sensor


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

connector.
B. Disconnect APP connector.
C. Check APP and connector terminals for: damaged or pinched
Are APP connector, harness, and terminals clean and undamaged? No: Repair connector,
Step 4 Check VREF 1 circuit for Open or high resistance. Decision

Perform Test 1 (page 248). Using DMM, measure voltage between Breakout Yes: Go to Step 5.
Harness ZTSE4485A pin-C and known good GND.
Is voltage 5 ± 0.25 volts? No: Repair Open or high
resistance between APP
pin-C and ECM pin C1-36.

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

Harness ZTSE4485A pin-A and pin-B.
Is voltage 1.15 ± 0.25 volts? No: Go to Step 7.
Step 7 Check APP1 SIG GND circuit for Open or high resistance. Decision
Perform Test 4 (page 250). Using DMM, measure voltage between Breakout Yes: Repair Open or high
Harness ZTSE4485A pin-A and known good GND. resistance between APP
pin-B and ECM pin C1-23.
Is voltage 1.15 ± 0.25 volts? No: Repair Open or high
pin-A and ECM pin C2-54.
Step 8 Check APP2 circuit for Open or high resistance. Decision

Perform Test 5 (page 251). Using DMM, measure voltage between Breakout Yes: Replace APP sensor.
Harness ZTSE4485A pin-F and pin-E. After repairs are complete,
Step 9 Check APP2 SIG GND circuit for Open or high resistance. Decision
Perform Test 6 (page 252). Using DMM, measure voltage between Breakout Yes: Repair Open or high
Harness ZTSE4485A pin-F and known good GND. resistance between APP
pin-E and ECM pin C1-11.
pin-F and ECM pin C2-55.

After performing diagnostic steps, if SPN 91 FMI 2 remains, verify if step was completed correctly and proper

Tools Required
Test 1
A. Key OFF.
B. Disconnect Accelerator Pedal Position (APP) sensor.
C. Connect Breakout Harness ZTSE4485A to vehicle harness and leave APP sensor disconnected.
D. Key ON
Test 2
A. Key OFF.
D. Key ON
Figure 68 APP1 Circuit Check
Test 3
A. Key OFF.
C. Connect Breakout Harness ZTSE4485A between vehicle harness and APP sensor.
D. Key ON
Figure 69 APP1 SIG GND Circuit Check
Test 4
A. Key OFF.
D. Key ON
Test 5
A. Key OFF.
D. Key ON
Figure 71 APP2 SIG GND Circuit Check
Test 6
A. Key OFF.
D. Key ON
SPN 91 FMI 3 - APP1 signal Out of Range HIGH
Fault Overview
Fault code sets when Engine Control Module (ECM) detects that Accelerator Pedal Position 1 (APP1) circuit
voltage greater than 4.575 volts
Lamp Reaction
Associated Faults
None
Fault Facts
None

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


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

Harness ZTSE4485A pin-A and known good GND.
Is voltage 0 ± 0.5 volts? No: Repair short to PWR
between APP pin-A and ECM
pin C2-54. After repairs are
FMI 3.
Step 4 Check for an Open on SIG GND circuit. Decision

Harness ZTSE4485A pin-B and PWR. After repairs are complete,
APP pin-B and ECM pin
C1-23. After repairs are
FMI 3.


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

Continuous
Possible Causes
• APP1 circuit Open or short to GND
• VREF1 circuit Open

Diagnostic Trouble Codes (DTC) list for Associated Faults (page 258).


connector.
Are APP connector, harness, and terminals clean and undamaged? No: Repair connector, harness,
SPN 91 FMI 4.
Step 4 Check for Open or short to GND in APP1 circuit. Decision

Perform Test 1 (page 261). Using DMM, measure voltage between Yes: Go to Step 5.
Breakout Harness ZTSE4485A pin-A and known good GND.
GND between APP pin-A and
ECM pin C2-54. After repairs
91 FMI 4.
Step 5 Check for an Open in VREF 1 circuit. Decision

Perform Test 2 (page 262). Using DMM, measure voltage between Yes: Replace APP sensor.
Breakout Harness ZTSE4485A pin-C and known good GND. After repairs are complete,
GND between APP pin-C and
are complete, retest for SPN 91
FMI 4.


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

Continuous
Possible Causes
• APP2 circuit short to PWR


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

Harness ZTSE4485A pin-F and known good GND.
between APP pin-F and ECM
FMI 3.
Step 4 Check SIG GND circuit for Open. Decision

Perform Test 2 (page 265). Using DMM, measure voltage between Yes: Replace APP sensor.
Breakout Harness ZTSE4485A pin-E and PWR. After repairs are complete,
APP pin-E and ECM pin
FMI 3.


Tools Required
Test 1
A. Key OFF.
B. Disconnect Accelerator Pedal Position (APP) sensor
D. Key ON
Test 2
A. Key OFF.
B. Disconnect APP sensor
D. Key ON
SPN 2623 FMI 4 - APP2 signal Out of Range LOW
Fault Overview
Fault code sets when Engine Control Module (ECM) detects Accelerator Pedal Position 2 (APP2) circuit voltage
is less than 0.275 volts.
Lamp Reaction
Associated Faults
•SPN 3513 FMI 14

(VREF 5)
Fault Facts
None

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



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

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

Harness ZTSE4485A pin-D and known good GND. After repairs are complete,
GND between APP pin-D and
2623 FMI 4.


Tools Required
Test 1
A. Key OFF.
B. Disconnect Accelerator Pedal Position (APP) sensor
D. Key ON
Test 2
A. Key OFF.
B. Disconnect APP sensor
D. Key ON
BARO Sensor
Overview of BARO Sensor Group
SPN FMI Description

108 3 BARO signal Out of Range HIGH (page 273)
108 4 BARO signal Out of Range LOW (page 275)
Overview
Barometric Pressure (BARO) constantly monitors barometric pressure on the engine. BARO is located internal
to Engine Control Module (ECM) and not serviceable.
SPN 108 FMI 3 - BARO signal Out of Range HIGH
Fault Overview
Fault Code sets when Barometric Pressure (BARO) sensor is above maximum threshold.
Lamp Reaction
Malfunction Indicator Lamp (MIL) will illuminate when this fault is detected during one drive cycle.
Associated Faults
None
Fault Facts
BARO sensor is installed inside Engine Control Module (ECM) and is not serviceable separately.

Continuous
Possible Causes
• Failed ECM
Step 1 Obtain vehicle health report and check for current Engine Decision
Control Module (ECM) calibration.
Perform Obtain Vehicle Health Report(page 2011). Yes: Go to Step 2.
Is ECM calibration current? No: Ensure vehicle has latest
ECM calibration. After repairs
108 FMI 3.

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

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

Continuous
Possible Causes
• Failed ECM
108 FMI 4.

Using Electronic Service Tool (EST) with ServiceMaxx™ software. Key ON, Yes: Replace ECM,
check Diagnostic Trouble Code (DTC) list for SPN 108 FMI 4. following approved warranty
FMI 4.
4.

Body Sensor
Overview of Body Sensor Group
SPN FMI Condition

837 14 Speedometer Drive Output Error (page 278)
1590 19 Adaptive Cruise Control not detected on J1939 (page 281)
SPN 837 FMI 14 - Speedometer Drive Output Error
Fault Overview
Fault code sets when Engine Control Module (ECM) detects a circuit failure on VSS CAL output circuit.
Lamp Reaction
No Lamp
Associated Faults
None
Fault Facts
This fault code only applies to vehicles with a hard-wired, or secondary speedometer gauge separate from the
main instrument cluster.

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

Step 2 Inspect connections at speedometer connector. Decision

B. Disconnect speedometer connector.
C. Check speedometer and connector terminals for: damaged or
Are speedometer connector, harness, and terminals clean and undamaged? No: Repair connector,
Step 3 Check VSS CAL circuit for Open or short to GND. Decision
Perform Test 1 (page 280). Use DMM to measure voltage between Breakout Yes: Go to Step 4.
Box 00-00956-08 pin C2-30 and a known good GND.
Is voltage B+ ± 0.5 volts? No: Repair Open or short to
GND between Engine Control
Module (ECM) pin C2-30 and
speedometer. After repairs
837 FMI 14.
Step 4 Check VSS CAL circuit for short to PWR. Decision

Perform Test 2 (page 280). Use DMM to measure resistance between Yes: Replace speedometer.
Breakout Box 00-00956-08 pin C2-30 and B+. After repairs are complete,
Is resistance greater than 1,000 ohms? No: Repair short to PWR
speedometer. After repairs
837 FMI 14.


Tools Required
Figure 80 VSS CAL Circuit Check
Test 1
A. Key OFF
B. Disconnect Engine Control Module (ECM) C1 and C2 Connectors.
C. Connect 180-Pin Breakout Box 00-0956-08 to Breakout Harness 00-01467-00.
D. Connect Breakout Harness 00-01467-00 between the ECM and chassis harness.
E. Key ON.
Figure 81 VSS CAL Circuit Check
Test 2
A. Key OFF
SPN 1590 FMI 19 - Adaptive Cruise Control not detected on J1939
Fault Overview
Fault code sets when Engine Control Module (ECM) has detected a loss of communication with adaptive cruise
control module.
Lamp Reaction
No Lamp
Associated Faults
None
Fault Facts
None

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

Step 2 Check for incorrect programmable parameter value. Decision

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

Perform J1939 Diagnostics (page 2268) at cruise control module (see Yes: End diagnostics, retest
appropriate Truck Electrical System Troubleshooting Guide for additional for SPN 1590 FMI 19.
circuit information).
Were all checks within specification? No: Repair failed J1939
circuit. After repairs are
FMI 19.
End Diagnostic Test

CACOT (Charge Air Cooler Outlet Temperature) Sensor

Overview of CACOT Sensor Group
SPN FMI Description

2630 2 CACOT signal erratic, intermittent, or incorrect (page 285)
2630 3 CACOT signal Out of Range HIGH (page 290)
2630 4 CACOT signal Out of Range LOW (page 296)
2630 16 CACOT Undercooling (page 299)
Overview
Charge Air Cooler Outlet Temperature (CACOT) is a thermistor sensor that measures charged-air temperature
entering Engine Throttle Valve (ETV). As temperature increases, resistance drops, causing voltage signal
interpreted by Engine Control Module (ECM) to vary. ECM monitors this signal for Exhaust Gas Recirculation
(EGR) system control and CAC performance.
Figure 82 CACOT Sensor Location

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

(CACOT)
Fault Facts
None

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


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

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

A. Perform Test 1 (page 288). Yes: Replace CACOT sensor.
C. Monitor CACOT voltage during test.
Step 5 Check for CACOT circuit failure. Decision

A. Perform Test 2 (page 288). Yes: Repair Open between
CACOT pin-1 and ECM pin
C. Monitor CACOT voltage during test. 2630 FMI 2.
resistance between CACOT
pin-2 and ECM pin E1-13.


Tools Required
Figure 83 CACOT Sensor Check
Test 1
A. Key OFF.
B. Disconnect Charge Air Cooler Outlet Temperature (CACOT) sensor.
C. Connect Breakout Harness ZTSE4993 to engine harness and leave CACOT sensor disconnected.
Figure 84 CACOT Circuit Check
Test 2
A. Key OFF.
C. Connect Breakout Harness ZTSE4993 to engine harness and leave CACOT sensor disconnected.
GND.
E. Connect EST to vehicle Diagnostic Connector (page 2044).
SPN 2630 FMI 3 - CACOT Signal Out of Range HIGH
Fault Overview
Fault Code sets when Engine Control Module (ECM) detects Charge Air Cooler Temperature (CACOT) sensor
voltage is greater than 4.80 volts.
Lamp Reaction
Associated Faults
None
Fault Facts
None

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

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

C. Check CACOT sensor and connector terminals for: damaged or
pinched wires; corroded terminals; loose, bent, or broken pins; or
Are CACOT sensor connector, harness, and terminals clean and undamaged? No: Repair connector,
harness, or terminal
damage. After repairs are
2630 FMI 3.
Step 3 Check CACOT circuit for short to PWR. Decision

Harness ZTSE4782 pin-2 and known good GND.
Is voltage within 0.25 volts of 4.85 volts? No: Repair short to PWR
between Engine Control
Module (ECM) pin E1-13
and CACOT pin-2. After
3.
Step 4 Check for failed CACOT sensor. Decision

A. Perform Test 2 (page 293). Yes: Replace CACOT
sensor. After repairs are
B. Using EST with ServiceMaxx™ software, perform Continuous Monitor
Test (page 2063).
2630 FMI 3.
C. Monitor CACOT voltage during test.
Is voltage approximately 0 volts? No: Go to Step 5.

A. Perform Test 3 (page 294). Yes: Repair Open
between CACOT pin-1
B. Using EST with ServiceMaxx™ software, perform Continuous Monitor
and ECM pin E1-43. After
Test (page 2063).
C. Monitor CACOT voltage during test. retest for SPN 2630 FMI
3.
Is voltage approximately 0 volts? No: Repair Open
between CACOT pin-2
3.

Pin-Point Tests (SPN 2630 FMI 3)

Tools Required
Figure 85 CACOT Circuit Voltage Check
Test 1
A. Key OFF.
B. Disconnect Charge Air Cooler Temperature (CACOT) sensor
C. Connect Breakout Harness ZTSE4782 to vehicle harness connector and leave CACOT
disconnected.
D. Key ON.
Figure 86 CACOT Sensor Check
Test 2
A. Key OFF.
disconnected.
D. Using 3-Banana Plug Harness ZTSE4498 short Breakout Harness ZTSE4782 pin-1 and pin-2
of together.
Test 3
A. Key OFF.
disconnected.
D. Using 3-Banana Plug Harness ZTSE4498 short Breakout Harness ZTSE4782 pin-2 of to a known
good GND.
SPN 2630 FMI 4 - CACOT Signal Out of Range LOW
Fault Overview
Fault Code sets when Engine Control Module (ECM) detects Charge Air Cooler Outlet Temperature (CACOT)
signal is less than 0.13 volts.
Lamp Reaction
Malfunction Indicator Lamp (MIL) will illuminate when this fault is detected after one trip.
Associated Faults
None
Fault Facts
None

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

Step 2 Inspect connections at Charge Air Cooler Outlet Temperature Decision

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

A. Key OFF. Yes: Replace CACOT sensor.
C. Connect EST to vehicle Diagnostic Connector (page 2044).
F. Monitor CACOT voltage during test.
Is voltage 4.85 ± 0.25 volts? No: Repair short to ground
between CACOT pin-2 and
Engine Control Module (ECM)
FMI 4.

SPN 2630 FMI 16 - CACOT Undercooling
Fault Overview
Fault sets when Engine Control Module (ECM) determines Charge Air Cooler Outlet Temperature (CACOT)
sensor reading is greater than a predetermined value. ECM uses vehicle speed and Ambient Air Temperature
(AAT) to determine CAC effectiveness.
Lamp Reaction
Associated Faults
• SPN 647 (EFC) • SPN 2630 FMI 2, 3, and • SPN 7423 FMI 20 and
4 (CACOT) 21 (ECT2)
Fault Facts
None

Road Test
Possible Causes
• Restricted CAC
• Engine fan and/or engine fan shroud failure
• Winter front installed outside recommended temperatures
• Failed Low Temperature Radiator (LTR) thermostat

Step 2 Determine if a winter front (grill cover) is installed during warm Decision
temperatures.
Visually inspect vehicle grill area for installed winter front (grill cover). Yes: Go to Step 3.
Is winter front (grill cover) removed during warm temperatures outside No: Remove winter front.
recommended range? After repairs are complete,
Step 3 Check for restricted Charge Air Cooler (CAC). Decision

Inspect CAC for damage, blockage, or anything that could prevent proper Yes: Go to Step 4.
air flow through CAC.
Is CAC undamaged, not blocked, and is air able to flow through CAC No: Repair CAC damage or
properly? blockage. After repairs are
FMI 16.
Step 4 Inspect engine cooling fan and shroud for damage. Decision
Visually inspect cooling fan blades and fan shroud for debris, cracks, and Yes: Go to Step 5.
damage.
Are engine cooling fan and shroud in good condition and not damaged? No: Repair engine cooling
fan or shroud damage. After
repairs are made, retest for
SPN 2630 FMI 16.
Step 5 Determine if engine fan is operating properly. Decision

Perform Engine Fan Test (page 2107). Yes: End diagnostics, retest
Is engine fan operating properly? No: Repair or replace failed
engine fan clutch. After

CCOSS (Crankcase Oil Separator Speed) Sensor

Overview of CCOSS Sensor Group
SPN FMI Condition

4227 7 CC Oil Separator: Not spinning (page 302)
Overview
SPN 4227 FMI 7 - CC Oil Separator: Not spinning
Fault Overview
Fault code sets when Engine Control Module (ECM) detects Crankcase Oil Separator Speed Sensor (CCOSS)
signal value is less than expected speed based on engine speed and Engine Coolant Temperature 1 (ECT1)
signal.
Lamp Reaction
Associated Faults
• SPN 100 (EOP and • SPN 110 (ECT1) • SPN 636 (CMP) • SPN 637 (CKP)
EWPS)
Fault Facts
None

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


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

Perform Crankcase Oil Breather Separator Test (page 2219). Yes: End diagnostics, retest
for SPN 4227 FMI 7.
Is CCOS working properly? No: Go to Step 4.
Step 4 Check for failed CCOS. Decision

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

Perform Test 2 (page 305). Use DMM, measure voltage from Breakout Yes: Go to Step 7.
Is voltage between 2.0 and 2.5 volts? No: Repair Open or high
resistance between CCOS
Step 7 Check CCOSS-L circuit for Open or high resistance. Decision

Is voltage between 2.0 and 2.5 volts? No: Repair Open or high
resistance between CCOS
Step 8 Check CCOSS-H circuit for short to GND. Decision

Perform Test 4 (page 307). Use DMM, measure resistance from Breakout Yes: Go to Step 9.
Is resistance greater than 1,000 ohms? No: Repair short to GND
between CCOS pin-1 and
ECM pin E1-31. After repairs
4227 FMI 7.
Step 9 Check CCOSS-L circuit for short to GND. Decision

between CCOS pin-2 and
4227 FMI 7.
Step 10 Check CCOSS-L circuit for short to CCOSS-H circuit. Decision

Perform Test 6 (page 308). Use DMM, measure resistance from Breakout Yes: End diagnostics, retest
Harness ZTSE4951 pin-1 and pin-2. for SPN 4227 FMI 7.
Is resistance greater than 1,000 ohms? No: Repair short between
CCOSS-L and CCOSS-H
circuits. After repairs are
4227 FMI 7.


Figure 88 CCOSS Circuit Check
Test 1
A. Key OFF.
B. Disconnect Crankcase Oil Separator Speed Sensor (CCOSS).
C. Connect Breakout Harness ZTSE4951 to CCOSS and leave engine harness disconnected.
Figure 89 CCOSS-H Circuit Check
Test 2
A. Key OFF.
C. Connect Breakout Harness ZTSE4951 to engine harness and leave CCOSS disconnected.
D. Key ON.
Figure 90 CCOSS-L Circuit Check
Test 3
A. Key OFF.
D. Key ON.
Figure 91 CCOSS-H Circuit Check
Test 4
A. Key OFF.
Figure 92 CCOSS-L Circuit Check
Test 5
A. Key OFF.
Figure 93 CCOSS-H and CCOSS-L Circuit Check
Test 6
A. Key OFF.
CKP (Crankshaft Position) Sensor

Overview of CKP Sensor Group
SPN FMI Actions

637 8 CKP signal noise (page 310)
637 10 CKP signal inactive (page 316)
Overview
Crankshaft Position (CKP) sensor is a magnetic pickup sensor that indicates crankshaft speed and position.
CKP sensor is compared with Camshaft Position (CMP) sensor by Electronic Control Module (ECM) to calculate
RPM and timing of engine. Engine will still start with a failed CKP or CMP sensor, but will have a longer crank
time.
Figure 94 CKP Sensor Location (Back of Engine)

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

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

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

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

Breakout Harness ZTSE6021 pin-1 and pin-2.
Is resistance between 774 and 946 Ohms? No: Replace CKP sensor.
Step 4 Check for short to GND in CKP-H circuit. Decision

Breakout Harness ZTSE6021 pin-1 and known good GND.
between CKP pin-1 and ECM
FMI 8.
Step 5 Check for short to GND in CKP-L circuit. Decision

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

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

A. Perform Test 5 (page 315). Yes: Clear code and retest for
SPN 637 FMI 8.
B. Set DMM to AC Volts - RPM2.
C. Measure RPM between Breakout Harness ZTSE6021 pin-1 and
pin-2.
• During cranking.
• During low idle.
• During high idle.
Is RPM measured at 100 to 200 RPM for cranking, 550 to 750 RPM for low No: Replace CKP sensor.
idle, and 1700 to 1900 RPM for high idle? After repairs are complete,


Tools Required
Figure 95 CKP Sensor Resistance Check
Test 1
A. Key OFF.
B. Connect Breakout Harness ZTSE6021 to Crankshaft Position (CKP) sensor and leave vehicle
harness disconnected.
Figure 96 CKP-H Circuit Check
Test 2
A. Key OFF.
B. Connect Breakout Harness ZTSE6021 to vehicle harness and leave Crankshaft Position (CKP)
sensor disconnected.
Figure 97 CKP-L Circuit Check
Test 3
A. Key OFF.
Figure 98 CKP Circuit Check
Test 4
A. Key OFF.
B. Disconnect Engine Control Module (ECM) E1 connector.
C. Connect Breakout Harness ZTSE6021 to vehicle harness and leave Crankshaft Position (CKP)
Figure 99 CKP RPM Signal Check
Test 5
A. Key OFF.
B. Connect ECM E1 connector.
C. Connect Breakout Harness ZTSE6021 between vehicle harness and CKP sensor.
SPN 637 FMI 10 - CKP signal inactive
Fault Overview
Fault Code sets when Electronic Control Module (ECM) detects no signal from Crankshaft Position (CKP) sensor.
Lamp Reaction
Associated Faults
None
Fault Facts
None.

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

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

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

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

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

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

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

A. Perform Test 5 (page 315). Yes: Clear code and retest for
SPN 637 FMI 10.
B. Set DMM to AC Volts - RPM2.
C. Measure RPM between Breakout Harness ZTSE6021 pin-1 and
pin-2.
• During cranking.
• During low idle.
• During high idle.
Is RPM measured at 100 to 200 RPM for cranking, 550 to 750 RPM for low No: Replace CKP sensor.
idle, and 1700 to 1900 RPM for high idle? After repairs are complete,

Tools Required
Figure 100 CKP Sensor Resistance Check
Test 1 Setup
A. Key OFF.
B. Connect Breakout Harness ZTSE6021 to Crankshaft Position (CKP) sensor and leave vehicle
Figure 101 CKP-H Circuit Check
Test 2
A. Key OFF.
Figure 102 CKP-L Circuit Check
Test 3
A. Key OFF.
Figure 103 CKP Circuit Check
Test 4
A. Key OFF.
B. Disconnect Engine Control Module (ECM) E1 connector.
C. Connect Breakout Harness ZTSE6021 to vehicle harness and leave Crankshaft Position (CKP)
Figure 104 CKP RPM Signal Check
Test 5
A. Key OFF.
B. Connect ECM E1 connector.
C. Connect Breakout Harness ZTSE6021 between vehicle harness and CKP sensor.
CMP (Camshaft Position) Sensor

Overview of CMP Sensor Group
SPN FMI Actions

636 2 CMP and CKP Synchronization Error (page 323)
636 8 CMP signal noise (page 330)
636 10 CMP signal inactive (page 337)
Overview
Camshaft Position (CMP) sensor is a magnetic pickup sensor that indicates camshaft speed and position. CMP
sensor is compared with Crankshaft Position (CKP) sensor by Electronic Control Module (ECM) to calculate
RPM and timing of engine. Engine will still start with a failed CMP or CKP sensor, but will have a longer crank
time.
Figure 105 CMP Sensor Location

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

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

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

connector.
B. Disconnect CMP connector.
C. Check CMP and connector terminals for: damaged or pinched
Are CMP connector, harness, and terminals clean and undamaged? No: Repair connector,
Perform Crankshaft Position
Sensor Relearn Procedure
(page 2039). After repairs are
FMI 2.
Step 3 Inspect CMP sensor and bore for damage or debris build up. Decision
Remove CMP sensor and inspect sensor and bore. Yes: Go to Step 4.
Is sensor and bore free of damage or debris? No: Clean CMP sensor with a
rag or towel and clean sensor
bore, replace CMP sensor as
needed. Perform Crankshaft
Position Sensor Relearn
Procedure (page 2039). After
for SPN 636 FMI 2.
Step 4 Check for a failed CMP sensor. Decision

resistance between Breakout Harness ZTSE6021 pin-1 and pin-2.
Is CMP sensor resistance between 774 and 946 ohms? No: Replace CMP sensor.
FMI 2.
Step 5 Check for short to GND in CMP-H circuit. Decision

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

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

Harness ZTSE6021 pin-2 to known good GND.
Is voltage 2 ± 0.25 volts? No: Repair OPEN or high
resistance between ECM
pin E1-17 and CMP pin- 2.
FMI 2.
Step 8 Check for OPEN or High resistance in CMP-L circuit. Decision

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

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

After performing all tests, if no problem is found, verify if each step was completed correctly and proper

Tools Required
Figure 106 CMP Sensor Check
Test 1
A. Key OFF.
B. Connect Breakout Harness ZTSE6021 to engine harness and leave Camshaft Position (CMP)
Figure 107 CMP-H Circuit Check
Test 2
A. Key OFF.
B. Connect Breakout Harness ZTSE6021 to engine harness and leave CMP sensor disconnected.
Figure 108 CMP-L Circuit Check
Test 3
A. Key OFF.
Test 4
A. Key OFF.
C. Key ON
Test 5
A. Key OFF.
C. Key ON
SPN 636 FMI 8 - CMP signal noise
Fault Overview
Fault code sets when Electronic Control Module (ECM) detects CMP signal is different than expected CMP
signal.
Lamp Reaction
Associated Faults
None
Fault Fact
None

Road Test
Possible Causes
• Failed CMP


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

FMI 8.

FMI 8.

FMI 8.

FMI 8.

FMI 8.

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


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

Road Test
Possible Causes
• Failed CMP


connector.
FMI 10.
bore, replace CMP sensor if
Procedure. (page 2039)After
for SPN 636 FMI 10.

FMI 10.

FMI 10.

FMI 10.

FMI 10.

FMI 10.

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


Tools Required
Test 1
A. Key OFF.
Test 2
A. Key OFF.
Test 3
A. Key OFF.
Test 4
A. Key OFF.
C. Key ON
Test 5
A. Key OFF.
C. Key ON
Cylinder Balance
Overview of Cylinder Balance Sensor Group
SPN FMI Actions

651 13 Injector 1 programmable parameter error (page 346)
651 16 Injector 1 Fuel quantity/timing high error (page 348)
651 18 Injector 1 Fuel quantity/timing low error (page 350)
1322 31 Misfire – Multiple cylinders (page 388)
1323 31 Misfire – Cylinder 1 (page 391)
Overview
Many factors influence combustion process in a power cylinder. This can affect production of torque or
horsepower from that cylinder. Some factors include piston and cylinder geometry, injector performance,
and fuel rail pressure. Variations in these factors can cause unevenness in torque and horsepower from one
cylinder to next. Power cylinder unevenness also causes increased engine noise and vibration, especially at
low idle. This is also referred to as rough idle.
Engine Control Module (ECM) uses a Cylinder Balance control strategy to even power contribution of cylinders,
particularly at low idle. This strategy incorporates information from Crankshaft Position (CKP) sensor. ECM uses
instantaneous engine speed near Top Dead Center (TDC) for each cylinder as an indication of that cylinder's
power contribution. ECM computes a nominal instantaneous engine speed value based on all cylinders. Nominal
value would be expected value from all cylinders if engine is balanced.
By knowing error quantities, ECM can add or subtract fuel from a particular cylinder. Control strategy attempts
to correct cylinder unbalance by using fuel quantity compensation through adjustments of pulse width values for
each fuel injector. This method of compensation is repeated until all error quantities are close to zero causing
all cylinders to contribute same amount.
Figure 121 Location of IQA Code

SPN 651 FMI 13 - Injector 1 programmable parameter error
Fault Overview
Fault code sets when Electronic Control Module (ECM) detects an incorrect Injector Quantity Adjustment (IQA)
has been programmed into ECM.
Lamp Reaction
Associated Faults
None
Fault Facts
None

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

programed into Electronic Control Module (ECM).
1. Remove upper valve cover and engine brake housing (see Engine Yes: Clear fault code.
Service Manual). Document IQA code for all six injectors. Recheck IQA codes. After
2. Using Electronic Service Tool (EST) with ServiceMaxx™ software,
for SPN 651 FMI 13.
perform IQA Adjustment (page 2036).
Do IQA codes displayed in ServiceMaxx™ software match injectors in No: Reprogram ECM with
engine (Figure 121)? correct IQA codes (follow on
screen instructions). After
for SPN 651 FMI 13.

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

Continuous
Possible Causes
• Aerated fuel delivery
• Failed injector (Mechanical)
• Base engine compression imbalance

Step 2 Check for aeration in low-pressure fuel system. Decision

Perform Fuel Aeration Test (page 2170). Yes: Go to Step 3.
Is low-pressure fuel system free from aeration? No: Repair aeration in
low-pressure fuel system.
Step 3 Check for engine compression imbalance. Decision

Perform KOEO Relative Compression Test (page 2067). Yes: Go to Step 4.
Did test complete successfully? No: Repair engine
compression imbalance.
Step 4 Run fault monitors to determine source of fault. Decision

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

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

13 (CYL/INJ)
Fault Facts
None.

Continuous
Possible Causes
• Contaminated fuel

Step 2 Check fuel for contamination. Decision

Perform Fuel Quality Check (page 2330). Yes: Drain fuel tank and fill
fuel tank with appropriate
diesel fuel. After repairs are
FMI 18.
Is fuel contaminated? No: Go to Step 3.
Step 3 Determine if engine has mechanical cylinder balance problem Decision

(compression loss).
Perform Crankcase Pressure Test (page 2231). Yes: Repair engine
Does engine have excessive crankcase pressure? No: Go to Step 4.
Step 4 Check for Base engine compression imbalance. Decision

Perform KOEO Relative Compression Test(page 2067). Yes: Go to Step 5.
Step 5 Determine if engine has fuel injector problem. Decision

Perform Multiple Cylinder Cutout Test (page 2112). Yes: Go to Step 6.
Did one or more cylinders have significant speed difference(s) than others? No: Retest for SPN 651 FMI
18.
Step 6 Inspect for failed valve train components. Decision

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

Fault Overview
Lamp Reaction
Associated Faults
None
Fault Facts
None

Continuous
Possible Causes

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

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

Continuous
Possible Causes




B. Clear all faults, Start engine and run for 5 minutes at high idle.
Verify that SCR inlet temp is above 446°F (230°C) after 5 minutes,
and that engine coolant temperature is above 160°F (71°C).

Fault Overview
Lamp Reaction
Associated Faults

13 (CYL/INJ)
Fault Facts
None.

Continuous
Possible Causes


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

(compression loss).

Step 5 Determine if engine has a fuel injector problem. Decision

18.

for SPN 652 FMI 18.
complete retest for SPN 652
FMI 18.

Fault Overview
Lamp Reaction
Associated Faults
None
Fault Facts
None

Continuous
Possible Causes

for SPN 653 FMI 13.
perform IQA Adjustment(page 2036).
for SPN 653 FMI 13.

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

Continuous
Possible Causes




error values. Refresh page, using refresh button at bottom and save
a screen shot of new values.

Fault Overview
Lamp Reaction
Associated Faults

13 (CYL/INJ)
Fault Facts
None.

Continuous
Possible Causes


FMI 18.

(compression loss).


18.

for SPN 653 FMI 18.
653 FMI 18.

Fault Overview
Lamp Reaction
Associated Faults
None
Fault Facts
None

Continuous
Possible Causes

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

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

Continuous
Possible Causes





Fault Overview
Lamp Reaction
Associated Faults

13 (CYL/INJ)
Fault Facts
None.

Continuous
Possible Causes


FMI 18.

(compression loss).
Step 4 Check for base engine compression imbalance. Decision


18.

for SPN 654 FMI 18.
FMI 18.

Fault Overview
Lamp Reaction
Associated Faults
None
Fault Facts
None

Continuous
Possible Causes

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

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

Continuous
Possible Causes





Fault Overview
Lamp Reaction
Associated Faults

13 (CYL/INJ)
Fault Facts
None.

Continuous
Possible Causes


FMI 18.

(compression loss).

Did test complete successfully? No: Repair base engine

18.

for SPN 655 FMI 18.
FMI 18.

Fault Overview
Lamp Reaction
Associated Faults
None
Fault Facts
None

Continuous
Possible Causes

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

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

Continuous
Possible Causes





Fault Overview
Lamp Reaction
Associated Faults

13 (CYL/INJ)
Fault Facts
None.

Continuous
Possible Causes


FMI 18.

(compression loss).


18.

for SPN 656 FMI 18.
FMI 18.

SPN 1322 FMI 31- Misfire - Multiple Cylinders
Fault Overview
Fault code sets when Electronic Control Module (ECM) detects multiple cylinder misfires from Crankshaft
Position (CKP) sensor signal.
Lamp Reaction
Associated Faults
• SPN 94 (FDP) • SPN 111 FMI 1 (ECL) • SPN 157 (FRP) • SPN 731 FMI 16
(EWPS)
• SPN 3055 (FRP)
Fault Facts
None

Road Test
Possible Causes
• Mechanical engine damage
• Injector over fueling or under fueling

Step 2 Check for failed fuel injectors. Decision

Perform Multi-cylinder Cut-out Test (page 2112), manually cutting out 5 Yes: Go to Step 3.
cylinders at a time.
Do all 6 cylinders hold desired RPM independently during testing? No: Replace failed fuel
injectors indicated by test.
Step 3 Identify an under or over fueling fuel injector. Decision

Perform Cylinder Balance Test (page 2116). Yes: End of diagnostics,
Are all 6 Cylinders within 0.6 of each other? No: Go to Step 4.

Remove upper valve cover (see Engine Service Manual). Inspect for bent Yes: Go to Step 5.
valves, fallen bridges, and valves that are out of adjustment.
Is valve train free of failed valve train components? No: Go to Step 6.
Step 5 Verify fallen valve bridge did not damage valves, valve keepers, Decision
or valve stems.
Reinstall valve bridge and adjust lash (see Engine Service Manual). Verify Yes: Repair engine
engine can be rotated by hand. mechanical failure (see
Engine Service Manual).
Clean cylinder head using
Induction System Cleaning
1322 FMI 31.
Was there valve damage or was engine Not able to be rotated by hand? No: Go to Step 6.
Step 6 Check for internal engine damage. Decision

Remove oil pan and inspect cylinders for damage: such as bent rods, Yes: Repair damaged
damage to engine block, and/or engine sleeves. cylinders (see Engine Service
Manual). After repairs are
1322 FMI 31.
Are any cylinders damaged? No: Go to Step 7.

Remove cylinder head and inspect cylinder(s) identified by Cylinder Balance Yes: Clean and inspect
Test for a loss of compression. Such as bent valves, stuck rings, or a Cylinder head for reuse (see
blown head gasket. Engine Service Manual). After
Is cylinder head and cylinder free of damage? No: Repair cylinder head and
cylinder damage (see Engine
Service Manual). After repairs
1322 FMI 31.

SPN 1323 FMI 31- Misfire - Cylinder 1
Fault Overview
Fault code sets when Electronic Control Module (ECM) detects a cylinder 1 misfire from Crankshaft Position
(CKP) sensor.
Lamp Reaction
Associated Faults
(EWPS)
• SPN 3055 (FRP)
Fault Facts
None

Road Test
Possible Causes




or valve stems.
1323 FMI 31.

1323 FMI 31.

Test for a loss of compression. Such as bent valves, stuck rings, or a blown Cylinder head for reuse (see
head gasket. Engine Service Manual).
1323 FMI 31.

Fault Overview
(CKP) sensor.
Lamp Reaction
Associated Faults
(EWPS)
• SPN 3055 (FRP)
Fault Facts
None

Road Test
Possible Causes




or valve stems.
1324 FMI 31.

FMI 31.

1324 FMI 31.

Fault Overview
(CKP) sensor.
Lamp Reaction
Associated Faults
(EWPS)
• SPN 3055 (FRP)
Fault Facts
None

Road Test
Possible Causes




or valve stems.
1325 FMI 31.

FMI 31.

1325 FMI 31.

Fault Overview
(CKP) sensor.
Lamp Reaction
Associated Faults
(EWPS)
• SPN 3055 (FRP)
Fault Facts
None

Road Test
Possible Causes




or valve stems.
1326 FMI 31.
Was there valve damage or was engine Not able to be bared over by hand? No: Go to Step 6.

FMI 31.

1326 FMI 31.

Fault Overview
(CKP) sensor.
Lamp Reaction
Associated Faults
(EWPS)
• SPN 3055 (FRP)
Fault Facts
None

Road Test
Possible Causes




or valve stems.
1327 FMI 31.

FMI 31.

1327 FMI 31.

Fault Overview
(CKP) sensor.
Lamp Reaction
Associated Faults
(EWPS)
• SPN 3055 (FRP)
Fault Facts
None

Road Test
Possible Causes




or valve stems.
1328 FMI 31.

FMI 31.

1328 FMI 31.

DEFD (Diesel Exhaust Fluid Doser) Sensor

Overview of DEFD Sensor Group
SPN FMI Condition

5394 5 DEF Doser Valve open load/circuit (page 410)
5394 7 DEF Dosing Valve - Mechanical system not responding (page 420)
Overview
Aftertreatment Diesel Exhaust Fluid Doser (DEFD) is controlled by Aftertreatment Control Module (ACM). When
ACM commands DEF dosing, it opens doser and allows DEF to be sprayed into exhaust stream.
Figure 122 DEFD Location (Typical)

1. Diesel Exhaust Fluid Doser
(DEFD)
SPN 5394 FMI 5 - DEF Doser Valve open load/circuit
Fault Overview
Fault codes sets when Aftertreatment Control Module (ACM) detects that Diesel Exhaust Fluid Doser (DEFD)
valve circuit is open or shorted. DEF injection into aftertreatment system is disabled, and engine torque will be
reduced if fault is active for a limited period of time. Engine torque will be severely reduced and vehicle speed
limited after extended engine operation with this fault code active.
Lamp Reaction
Associated Faults
None
Fault Facts
None

Road Test
Possible Causes
• Failed DEFD
• DEFD CTL-L circuit Open or high resistance
• DEFD CTL-L circuit short to GND
• DEFD CTL-H circuit Open or high resistance
• DEFD CTL-H circuit short to GND
• DEFD CTL-H shorted to DEFD CTL-L
• DEFD CTL-L circuit short to PWR

Step 2 Inspect connections at Diesel Exhaust Fluid Doser (DEFD) Decision

connector.
B. Disconnect DEFD connector.
C. Check DEFD and connector terminals for: damaged or pinched
Are DEFD connector, harness, and terminals clean and undamaged? No: Repair connector,
perform SCR Faults Reset
Request Procedure(page
2090), retest for SPN 5394
FMI 5.
Step 3 Check DEFD CTL-L circuit for short to GND. Decision

between DEFD connector
pin J1-77. After repairs
are complete, perform
SCR Faults Reset Request
Procedure(page 2090), retest
for SPN 5394 FMI 5.
Step 4 Check DEFD CTL-H circuit for short to GND. Decision

between DEFD connector
pin J1-53. After repairs
for SPN 5394 FMI 5.
Step 5 Inspect connections at ACM connector. Decision

perform SCR Faults Reset
Request Procedure(page
2090), retest for SPN 5394
FMI 5.
Step 6 Check DEFD CTL-L circuit for Open or high resistance. Decision
Breakout Harness ZTSE4828 pin-1 and 180-pin Breakout Box 00-00956-08
pin J1-77.
resistance between DEFD
connector pin-1 and ACM
connector pin J1-77. After
repairs are complete, perform
for SPN 5394 FMI 5.
Step 7 Check DEFD CTL-H circuit for Open or high resistance. Decision
Breakout Harness ZTSE4828 pin-2 and 180-pin Breakout Box 00-00956-08
pin J1-53.
resistance between DEFD
connector pin J1-53. After
for SPN 5394 FMI 5.
Step 8 Check for DEFD CTL-L circuit shorted to DEFD CTL-H circuit. Decision
DEFD connector pin-1
and pin-2. After repairs
for SPN 5394 FMI 5.
Step 9 Check DEFD CTL-L circuit for short to PWR. Decision

Perform Test 6 (page 418). Use DMM, measure resistance between Yes: Replace DEFD. After
Breakout Harness ZTSE4828 pin-2 and known good GND. repairs are complete, perform
for SPN 5394 FMI 5.
Is voltage less than 0 volts? No: Repair short to power
between DEFD pin-2 and
ACM connector J1-53. After
for SPN 5394 FMI 5.


Tools Required
Figure 123 DEFD CTL-H Circuit Check
Test 1
A. Key OFF.
C. Connect Breakout Harness ZTSE4828 to DEFD and leave DEFD disconnected.
Figure 124 DEFD CTL-L Circuit Check
Test 2
A. Key OFF.
C. Connect Breakout Harness ZTSE4828 to DEFD and leave DEFD disconnected.
Figure 125 DEFD CTL-H Circuit Check
Test 3
A. Key OFF.
C. Disconnect Aftertreatment Control Module (ACM) connector.
D. Connect Breakout Harness ZTSE4828 to DEFD and leave DEFD disconnected.
Test 4
A. Key OFF.
E. Connect 180-Pin Breakout Box 00-00956-08 and ACM Breakout Harness 18-537-01 to engine
Figure 127 DEFD CTL-L and DEFD CTL-H Circuit Check
Test 5
A. Key OFF.
Test 6
A. Key OFF.
E. Key ON.
SPN 5394 FMI 7 - DEF Dosing Valve - Mechanical system not responding
Fault Overview
Fault code sets when Aftertreatment Control Module (ACM) detects a mechanical failure of Diesel Exhaust Fluid
Doser (DEFD). DEF injection into aftertreatment system is disabled, and engine torque will be reduced if fault is
active for an extended period of time.
Lamp Reaction
Associated Faults
None
Fault Facts
None

Road Test
Possible Causes
• DEF line or connection loose, leaking, or damaged
• DEFD mechanical failure (stuck open or closed)
• Faulty DEF Supply Module
• Restricted DEF tank or supply module Filter
Step 1 Check Diesel Exhaust Fluid (DEF) tank, DEF Supply Module Decision
(DEFSM), and DEF Doser (DEFD) lines and connections for:
cracks and pitting; and loose, leaking, or damaged connections.
Perform KOEO DEF System Leak Test (page 2088). Yes: Go to Step 2.
Are DEF tank, DEFSM, and DEFD lines and connections in good condition? No: Repair or replace failed
line or connection. Perform
5394 FMI 7.
Step 2 Determine if DEF system can provide proper amount of DEF. Decision
Perform DEF Doser Pump Override Test . Yes: End Diagnostics. Retest
for SPN 5394 FMI 7.
Was volume of DEF dosed within specification? No: Replace DEFD. After
for SPN 5394 FMI 7.
Perform DEF Supply Module (DEFSM) Flushing Procedure (see Yes: Replace DEFD. After
Aftertreatment Symptom-Based Diagnostic and Inspection Manual). repairs are complete, retest
for SPN 5394 FMI 7.
Does procedure identify a failed component? No: Replace DEFSM filter.

DEFLHR (Diesel Exhaust Fluid Line Heater Relay) Sensor

Overview of DEFLHR Sensor Group
SPN FMI Condition

5491 3 DEF Line Heater Relay Open or short to PWR (page 425)
5491 4 DEF Line Heater Relay short to GND (page 431)
Overview
Diesel Exhaust Fluid Line Heater Relay (DEFLH Relay) is used to control DEF Suction Line Heater (DEFSLH),
DEF Pressure Line Heater (DEFPLH) and DEF Return Line Heater (DEFRLH), which are wrapped around DEF
suction, pressure, and return lines. Aftertreatment Control Module (ACM) turns line heaters on by controlling
DEFLH Relay. This is done by sending power through DEFLH Relay CTL circuit to DEFLH Relay. DEFLH Relay
is constantly grounded by ACM through DEFLH Relay GND.
Figure 129 Power Distribution Module (PDM)

1. DEF Line Heater Relay (DEFLH 2. DEF Supply Module Heater 3. Switched Ignition Relay
Relay) Relay (DEFSMH Relay)
Figure 130 Installation of Breakout Harness ZTSE4908 (typical)

1. Breakout Harness ZTSE4908 3. Relay socket 4. Power Distribution Module
2. Dimples (PDM)
CAUTION: For correct diagnosis, Breakout Harness ZTSE4908 Must be installed with dimples toward top of
Power Distribution Module (PDM). Reversed installation Will result in incorrect measurements.
SPN 5491 FMI 3 - DEF Line Heater Relay Open or short to PWR
Fault Overview
Fault code sets when Aftertreatment Control Module (ACM) detects voltage signal from Diesel Exhaust Fluid
Line Heater Relay (DEFLH Relay) is Open or short to power.
Lamp Reaction
Associated Faults
None
Fault Facts
None

Continuous
Possible Causes
• DEFLH CTL circuit short to PWR
• DEFLH CTL circuit Open or high resistance
• DEFLH Relay GND circuit Open or high resistance
• Failed DEF Line Heater Relay (DEFLH Relay)
Step 1 Check Power Distribution Module (PDM) fuse(s) and relay(s) Decision
for blown fuses; loose, missing, or intermittent connections.
Check Power Distribution Module (PDM) fuse(s) and relay(s) for blown Yes: Go to Step 2.
fuses; loose, missing, or intermittent connections.
Are all fuses and relays securely attached and in good condition? No: Secure or replace failed
fuse(s) or relay(s) to PDM
FMI 3.
Step 2 Check for a failed DEF Line Heater Relay (DEFLH Relay). Decision
B. Using DMM, measure resistance between ZTSE4908 pin-85 and
pin-86.
Is resistance between 100 and 300 ohms? No: Replace DEFLH Relay.
Step 3 Inspect connections at Aftertreatment Control Module (ACM). Decision

B. Disconnect ACM connectors.
Are ACM connectors, harnesses, and terminals clean and undamaged? No: Repair connector,
Step 4 Check DEFLH CTL circuit for short to PWR. Decision

B. Use DMM, measure voltage between pin-86 and known good GND.
Is voltage less than 0.5 volt? No: Repair short to PWR in
DEFLH CTL circuit between
DEFLH Relay pin-86 and
5491 FMI 3.
Step 5 Check DEF Line Heater (DEFLH) CTL circuit for an Open or Decision
high resistance.
A. Perform Test 3 (page 429). Yes: Repair Open or high
resistance in DEFLH Relay
B. Use a DMM to measure resistance between pin-86 and ACM pin
GND circuit between DEFLH
J1-08.
Relay pin-85 and ACM pin
FMI 3.
resistance in DEFLH CTL
circuit between DEFLH Relay
End Diagnostic Test


Tools Required
Figure 131 DEFLH Relay Resistance Check
Test 1
A. Key OFF.
B. Remove DEFLH Relay from Power Distribution Module (PDM).
C. Install DEFLH Relay into breakout harness ZTSE4908 and leave harness disconnected from PDM.
Test 2
A. Key OFF.
B. Remove DEFLH Relay from PDM.
C. Disconnect J1 connector from ACM.
D. Install breakout harness ZTSE4908 into PDM (Figure 130) and leave DEFLH Relay disconnected.
E. Key-On Engine-Off (KOEO).
Test 3
A. Key OFF.
B. Remove DEFLH Relay from PDM.
C. Disconnect J1 connector from ACM.
D. Install breakout harness ZTSE4908 into PDM (Figure 130) and leave DEFLH Relay disconnected.
E. Install 180-pin Breakout Box 00-00956-08 and install Breakout Harness 18-537-01 to vehicle
harness, leave ACM J1 disconnected.
SPN 5491 FMI 4 - DEF Line Heater Relay short to GND
Fault Overview
Fault code sets when Aftertreatment Control Module (ACM) detects resistance between DEFLH CTL circuit and
ground is less than 0.2 ohms.
Lamp Reaction

Road Test
Possible Causes
• DEFLH CTL circuit short to GND
• DEFLH CTL circuit shorted to DEFLH Relay GND circuit
• Failed DEF Line Heater Relay (DEFLH Relay)
Step 1 Check Power Distribution Module (PDM) fuse(s) and relay(s) Decision
for blown fuses; loose, missing, or intermittent connections.
FMI 4.
Step 2 Check for a failed DEF Line Heater Relay (DEFLH Relay). Decision
pin-86.
Is resistance between 100 and 300 ohms? No: Replace DEFLH Relay.
Step 3 Check for DEFLH CTL circuit shorted to DEFLH Relay GND Decision
circuit.
A. Perform Test 2 (page 433). Yes: Repair short between
DEFLH CTL and DEFLH
Relay GND circuits. After
pin-86.
for SPN 5491 FMI 4.
Is resistance less than 100 ohms? No: Repair short to GND in
DEFLH CTL circuit between
DEFLH Relay pin-86 and
5491 FMI 4.
End Diagnostic Test


Tools Required
Test 1
A. Key OFF.
C. Install DEFLH Relay into breakout harness ZTSE4908 and leave harness disconnected from PDM.
Test 1
A. Key OFF.
C. Install Breakout Harness ZTSE4908 into PDM (Figure 130), leave DEFLH Relay disconnected..
DEFLP (Diesel Exhaust Fluid Line Pressure) Sensor

Overview of DEFLP Sensor Group
SPN FMI Actions

4334 2 DEFLP signal erratic, intermittent, or incorrect (page 436)
4334 3 DEFLP signal Out of Range HIGH (page 440)
4334 4 DEFAP signal Out of Range LOW (page 445)
4334 16 DEFLP above Maximum Pressure (page 452)
4334 18 DEFLP below normal operating range (page 455)
Overview
Diesel Exhaust Fluid Line Pressure (DEFLP) sensor measures DEF pressure from DEF Supply Pump (DEFSP).
When DEF pressure is high, signal from DEFLP sensor is high. DEFLP sensor is located within DEF Supply
Module and is a non-serviceable component.
Figure 136 DEFSM Location (Typical)

1. Aftertreatment Control Module 2. Diesel Exhaust Fluid Supply 3. DEF tank
(ACM) Module (DEFSM)
SPN 4334 FMI 2 - DEFAP signal erratic, intermittent or incorrect
Fault Overview
Fault code sets when Diesel Exhaust Fluid Supply Module (DEFSM) is unable to maintain commanded diesel
exhaust fluid pressure. Engine torque will be reduced if fault is active for an extended period of time.
Lamp Reaction
Associated Faults

(DEFLP)
Fault Facts
None.

Continuous
Possible Causes
• Debris in DEF tank / restricted DEF tank screen
• DEF tank, supply module, or doser line or connection loose, leaking, or damaged
• Failed Diesel Exhaust Fluid Supply Module (DEFSM)
• Restricted DEF supply, pressure, or return line
• Restricted Diesel Exhaust Fluid Supply Module (DEFSM) filter

Step 2 Inspect connections at Diesel Exhaust Fluid Supply Module Decision

(DEFSM) connector.
B. Disconnect DEFSM connector.
C. Check DEFSM and connector terminals for: damaged or pinched
Are DEFSM connector, harness, and terminals clean and undamaged? No: Repair connector,
Step 3 Check for failed Diesel Exhaust Fluid Line Pressure (DEFLP) Decision
sensor.
B. Disconnect DEFSM pressure line at DEF Doser (DEFD)
C. Place appropriate container under vehicle to catch DEF.
D. Key ON Engine OFF (KOEO), using EST with ServiceMaxx™, load
Signals session and monitor DEF Line Pressure signal.
Is DEFLP signal 0 ± 10 psi? No: Go to Step 11.
Step 4 Check Diesel Exhaust Fluid (DEF) tank for debris or foreign Decision
particles.
Check DEF tank vent for restrictions or fluid crystallization. Yes: Go to Step 5.
Are DEF tank and DEF tank vent clean and free of debris, restrictions, and No: Drain DEF tank, flush
fluid crystallization? with distilled water, and fill
with new DEF. After repairs
4334 FMI 2.
Step 5 Check Diesel Exhaust Fluid (DEF) tank filter for excessive debris Decision
causing a restriction.
Remove DEF Tank Pick-up and inspect filter on pick-up tube for plugging Yes: Replace DEF Tank
or restriction. Pick-up filter, Drain DEF tank,
flush with distilled water, and
fill with new DEF. After repairs
4334 FMI 2.
Is DEF Tank Pick-up filter restricted or plugged? No: Go to Step 6.
Step 6 Check Diesel Exhaust Fluid (DEF) tank, DEFSM, and DEF Decision
Doser (DEFD) lines for damage.
Check Diesel Exhaust Fluid (DEF) tank, DEFSM, and DEFD lines and Yes: Go to Step 7.
connections for: cracks and pitting; loose, leaking, or damaged connections.
Are DEF tank, DEFSM, and DEFD lines and connections in good condition, No: Repair or replace failed
not cracked, leaking, or damaged? line or connection. After
repairs are complete retest
for SPN 4334 FMI 2.
Step 7 Check DEFSM for restrictions. Decision

Unscrew DEFSM filter cap, and remove filter from supply module. Inspect Yes: Go to Step 8.
DEF supply module filter for restrictions and debris.
Is DEFSM filter free of debris and restrictions? No: Replace DEF supply
module filter and clean
DEFSM (see Aftertreatment
4334 FMI 2.
WARNING: To prevent personal injury or death, wear safety glasses with side shields. Limit
compressed air pressure to 30 psi (207 kPa).
Step 8 Check DEFSM supply line for restrictions. Decision

Disconnect both ends of supply line and blow regulated compressed air Yes: Go to Step 9.
through supply line.
Does compressed air flow freely through supply line? No: Clean or replace DEFSM
supply line. After repairs are
FMI 2.
Step 9 Check DEFSM return line for restrictions. Decision

Disconnect both ends of return line and blow regulated compressed air Yes: Go to Step 10.
through return line; check DEFSM return fitting for restrictions, blow
regulated compressed air through removed fitting.
Does compressed air flow freely through return line? No: Clean or replace DEFSM
return line and/or DEFSM
return fitting. After repairs
4334 FMI 2.
Step 10 Check DEFSM pressure line for restrictions. Decision

Disconnect both ends of pressure line and blow regulated compressed air Yes: Go to Step 11.
through pressure line.
Does compressed air flow freely through pressure line? No: Clean or replace DEFSM
pressure line. After repairs
4334 FMI 2.
Step 11 Check that DEF Supply Pump can provide proper DEF line Decision
pressure.
Perform DEF System Leak Test (page 2088). Yes: Retest for SPN 4334
FMI 2.
Did system prime successfully with no leaks? No: Perform DEF Supply
Module Flushing Procedure
4334 FMI 2.

SPN 4334 FMI 3 - DEFAP signal Out of Range HIGH
Fault Overview
Fault code sets when Aftertreatment Control Module (ACM) detects signal from Diesel Exhaust Fluid Line
Pressure (DEFLP) sensor is greater than 4.75 volts for 8 seconds. DEF injection into aftertreatment system is
disabled. Engine torque will be reduced if fault is active for an extended period of time.
Lamp Reaction
Associated Faults
SPN 5126 FMI 14 (VREF

8)
Fault Facts
None.

Continuous.
Possible Causes
• DEFLP signal circuit short to PWR
• SIG GND circuit Open or high resistance

Perform SCR Faults Reset
Request Procedure (page
4334 FMI 3.

(DEFSM) connector.
4334 FMI 3.
Step 3 Check DEFLP signal circuit for short to power. Decision

Is voltage less than 4.75 volts? No: Repair short to power
between DEF supply module
4334 FMI 3.

connector.
4334 FMI 3.
Step 5 Check SIG GND circuit for Open or high resistance. Decision
Perform Test 2 (page 443). Use DMM, measure resistance from Breakout Yes: Replace DEFSM.
Harness 18-909-01 pin-4 and 180-pin Breakout Box 00-0956-08 pin J1-17. Perform SCR Faults Reset
4334 FMI 3.
resistance between DEFSM
4334 FMI 3.


Tools Required
Figure 137 DEFLP Signal Circuit Check
Test 1
A. Key OFF.
B. Connect Breakout Harness 18-909-01 to vehicle harness and leave DEFSM disconnected.
C. Key-On Engine-Off (KOEO)
Key-On Engine-Off (KOEO), with Breakout Harness 18-909-01 connected to DEFSM.
Test 2
A. Key OFF.
B. Connect Breakout Harness 18-537-01 to 180-Pin Breakout Box 00-0956-08.
C. Connect 18-537-01 to vehicle harness and leave Aftertreatment Control Module (ACM)
disconnected.
D. Connect Breakout Harness 18-909-01 to vehicle harness and leave DEFSM disconnected.
SPN 4334 FMI 4 - DEFAP signal Out of Range LOW
Condition / Description Setting Criteria Enable Conditions / Values

Diesel Exhaust Fluid Line DEFLP < 0.25 volts [15 psi (100 Key ON
Pressure (DEFLP) sensor kPa gauge)]
signal is low.
Fault Overview
Fault code sets when Aftertreatment Control Module (ACM) detects signal from Diesel Exhaust Fluid Line
Pressure (DEFLP) sensor is less than 0.25 volts. DEF injection into aftertreatment system is disabled. Engine
torque will be reduced if fault is active for an extended period of time.
Lamp Reaction
Associated Faults

8)
Fault Facts
None.

Continuous.
Possible Causes
• DEFLP signal circuit short to GND
• DEFLP signal circuit Open or high resistance

4334 FMI 4.

(DEFSM) connector.
4334 FMI 4.
Step 3 Check DEFLP signal circuit for short to ground. Decision

between DEFSM pin-3 and
ACM pin J2-45. Perform
for SPN 4334 FMI 4.

connector.
3556 FMI 5.

pin J2-57.
4334 FMI 4.
Step 6 Check DEFLP signal circuit for Open or high resistance. Decision
Perform Test 3 (page 450). Use DMM, measure resistance from Breakout Yes: Replace DEFSM.
Harness 18-909-01 pin-3 and 180-pin Breakout Box 00-0956-08 pin J2-45. Perform SCR Faults Reset
4334 FMI 4.
4334 FMI 4.


Tools Required
Test 1
A. Key OFF.
Key-On Engine-Off (KOEO), with Breakout Harness 18-909-01 connected to DEFSM.
Test 2
A. Key OFF.
B. Connect Breakout Harness 18-537-01 to 180-pin Breakout Box 00-0956-08.
disconnected.
Test 3
A. Key OFF.
disconnected.
SPN 4334 FMI 16 - DEFAP above Maximum Pressure
Fault Overview
Fault code sets when Aftertreatment Control Module (ACM) detects pressure in Diesel Exhaust Fluid Supply
Module (DEFSM) is above 160 psi (1100 kPa). Engine torque will be reduced if fault is active for a limited period
of time. Engine torque will be severely reduced, and vehicle speed limited if fault is active for an extended period
of time.
Lamp Reaction
Associated Faults
• SPN 1761 (DEFTLT) • SPN 3031 (DEFTLT) • SPN 3361 (DEFSP) • SPN 3362 (DEFSP)
• SPN 3363 FMI (DEFTH • SPN 4376 (DEFSM) • SPN 5394 (DEFD) • SPN 5491 (DEFLHR)
CTL)
• SPN 5745 (DEFSMH) • SPN 5746 (DEFSMH) • SPN 5798 (DEFSMH)
Fault Facts
None.

Continuous
Possible Causes
• Restricted DEF return line

FMI 16.

(DEFSM) connector.
FMI 16.
Step 3 Check DEFSM return line for restrictions. Decision

Disconnect both ends of return line and blow regulated compressed air Yes: Clean DEFSM using
through return line. 18-200-01 and perform drive
cycle 27. If SPN 4334 FMI
16 is still active, replace DEF
supply module. Perform
return line. Perform SCR
Faults Reset Request

SPN 4334 FMI 18 - DEFAP below normal operating range
Fault Overview
Fault code sets when Aftertreatment Control Module (ACM) detects Diesel Exhaust Fluid Supply Module
(DEFSM) is unable to build or maintain adequate pressure. Engine torque will be reduced if fault is active for
a limited period of time. Engine torque will be severely reduced, and vehicle speed limited if fault is active for
an extended period of time.
Lamp Reaction
Associated Faults
• SPN 1761 (DEFTLT) • SPN 3031 (DEFTLT) • SPN 3361 (DEFSP) • SPN 3362 (DEFSP)
• SPN 3363 FMI (DEFTH • SPN 4376 (DEFSM) • SPN 5394 (DEFD) • SPN 5491 (DEFLHR)
CTL)
• SPN 5745 (DEFSMH) • SPN 5746 (DEFSMH) • SPN 5798 (DEFSMH)
Fault Facts
None.

Continuous
Possible Causes
• Debris in DEF tank / restricted DEF tank screen
• DEF tank, supply module, or doser line or connection loose, leaking, or damaged
• Low DEF tank level
• Restricted DEF supply line

4334 FMI 18.
Step 2 Check Diesel Exhaust Fluid (DEF) tank level. Decision

Perform DEF Level Inspection(page 2384). Determine actual tank level. Yes: Fill DEF tank with
appropriate diesel exhaust
fluid. Perform SCR Faults
Reset Request Procedure
4334 FMI 18.
Is DEF in DEF tank below 1/2 tank? No: Go to Step 3.
Step 3 Check DEF tank for debris or crystallization. Decision

Check Diesel Exhaust Fluid (DEF) tank for debris or foreign particles. Also Yes: Go to Step 4.
check DEF tank vent for restrictions or fluid crystallization.
Are DEF tank and DEF tank vent clean and free of debris, restrictions, and No: Drain DEF tank, see
fluid crystallization? Aftertreatment Service
Manual, and fill with new
DEF. Perform SCR Faults
4334 FMI 18.
Step 4 Check DEF lines and connections for cracks and damage. Decision
Check Diesel Exhaust Fluid (DEF) tank, DEFSM, and DEF Doser (DEFD) Yes: Go to Step 5.
lines and connections for: cracks and pitting; loose, leaking, or damaged
connections.
Are DEF tank, DEFSM and DEFD lines and connections in good condition, No: Repair or replace failed
not cracked, leaking, or damaged? line or connection. Perform
repairs are complete retest for
SPN 4334 FMI 18.
Step 5 Check DEFSM for restrictions. Decision

Unscrew DEFSM filter cap, and remove filter from supply module. Inspect Yes: Go to Step 8.
DEF supply module filter for restrictions and debris.
Is DEFSM filter free of debris and restrictions? No: Replace DEF supply
module filter and clean
DEFSM (see Aftertreatment
4334 FMI 2.
Step 6 Check DEFSM supply line for restrictions. Decision

Disconnect both ends of suction line and blow regulated compressed air Yes: Go to Step 6.
Does compressed air flow freely through supply line? No: Clean or replace DEFSM
supply line. Perform SCR
Step 7 Check DEF tank fluid pickup screen for restrictions. Decision
Remove DEF tank pickup assembly (see Exhaust Aftertreatment System Yes: Replace DEFSM.
with DPF and SCR Service Manual). Inspect DEF tank fluid pickup screen Perform SCR Faults Reset
for restrictions or buildup. Request Procedure (page
4334 FMI 18.
Is DEF tank fluid pickup screen free of restrictions? No: Clean or replace DEF
tank fluid pickup screen.
Drain, clean, and fill DEF
tank. Clean DEFSM see
Aftertreatment Service
Manual. Perform SCR Faults
4334 FMI 18.

DEFPLH (Diesel Exhaust Fluid Pressure Line Heater) Sensor

Overview of DEFPLH Sensor Group
SPN FMI Condition

4340 3 DEF Supply Line Heater Short to PWR (page 461)
4340 5 DEF Supply Line Heater open load/circuit (page 467)
Overview
Diesel Exhaust Fluid Pressure Line Heater (DEFPLH) is used to maintain proper DEF temperature during cold
conditions. DEFPLH is wrapped around pressure line between DEF Doser (DEFD) and DEF Supply Module
(DEFSM). When DEF temperature is too low, Aftertreatment Control Module (ACM) turns on DEF Line Heater
Relay (DEFLH Relay) allowing power to be sent to DEFPLH.
Figure 142 DEFSM Line Routing

1. DEFSM suction line 2. DEFSM return (back flow) line 3. DEFSM pressure line
Figure 143 Power Distribution Module (PDM) Fuses and Relays

1. DEFLH Relay 2. DEFSMH Relay 3. Switched Ignition Relay

2. Dimples (PDM)
CAUTION: For correct diagnosis, Breakout Harness ZTSE4908 MUST be installed with dimples toward top of
PDM. Reversed installation WILL result in incorrect measurements.
SPN 4340 FMI 3 - DEF Supply Line Heater Short to PWR
Fault Overview
Fault code sets when Aftertreatment Control Module (ACM) detects current from Diesel Exhaust Fluid Supply
Line Heater (DEFSLH) is greater than 0.5 amps. Engine torque will be reduced, and vehicle speed will be limited
after extended engine operation with this fault code active.
Lamp Reaction
Associated Faults
SPN 5491 (DEFLHR)
Fault Facts
Diesel Exhaust Fluid Return Line Heater (DEFRLH), DEF Pressure Line Heater (DEFPLH), and DEF Supply
Line Heater (DEFSLH) share a common power circuit. If more than one DEF line heater fault is set, suspect a
common power circuit problem.

Road Test
Possible Causes
• DEFSLH circuit short to PWR
• Diesel Exhaust Fluid Supply Line Heater (DEFSLH) shorted to PWR between DEFLHR pin-87 and DEFSLH
pin-2
• Failed Diesel Exhaust Fluid Line Heater Relay (DEFLHR)

Step 2 Inspect connections at Diesel Exhaust Fluid Supply Line Heater Decision
(DEFSLH) connector.
B. Disconnect DEFSLH connector.
C. Check DEFSLH and connector terminals for: damaged or pinched
Are DEFSLH connector, harness, and terminals clean and undamaged? No: Repair connector,
Step 3 Check DEFSLH circuit for short to PWR. Decision

Perform Test 1 (page 464). Use Digital Multimeter (DMM) to measure Yes: Go to Step 4.
voltage between Breakout Harness 18-045-01 pin-1 and a known good
GND.
Is voltage 0.5 volts or less? No: Repair short to PWR
between DEFSLH pin-1 and
Aftertreatment Control Module
(ACM) pin J1-04. After repairs
4340 FMI 3.
Step 4 Determine if DEFSLH is shorted to PWR between Diesel Decision

Exhaust Fluid Line Heater Relay (DEFLHR) pin-87 and DEFSLH
pin-2.
Perform Test 2 (page 464). Use Digital Multimeter (DMM) to measure Yes: Repair short to PWR
voltage between Breakout Harness ZTSE4908 pin-87 and a known good between DEFLHR pin-87 and
GND. DEFSLH pin-2. After repairs
4340 FMI 3.
Is voltage greater than 0.5 volts? No: Go to Step 5.

Perform Test 3 (page 465). Use Digital Multimeter (DMM) to measure Yes: Repair short to PWR
voltage between Breakout Harness ZTSE4908 pin-86 and a known good between DEFLHR pin-86 and
GND. ACM pin J1-08. After repairs
4340 FMI 3.
Is voltage greater than 0.5 volts? No: Replace DEFLHR. After
for SPN 4340 FMI 3.


Tools Required
Figure 145 DEFSLH Circuit Check
Test 1
A. Key OFF.
C. Connect Breakout Harness 18–045–01 to engine harness and leave DEFSLH disconnected.
D. Key ON.
Figure 146 DEFSLH to DEFLHR Circuit Check
Test 2
A. Key OFF.
B. Remove DEFLHR.
C. Connect Breakout Harness ZTSE4908 to Power Distribution Module (PDM) and leave DEFLHR
disconnected.
D. Key ON.
Figure 147 DEFLH CTL Circuit Check
Test 3
A. Key OFF.
B. Remove DEFLHR.
C. Connect Breakout Harness ZTSE4908 to Power Distribution Module (PDM) and leave DEFLHR
disconnected.
D. Key ON.
SPN 4340 FMI 5 - DEF Supply Line Heater open load/circuit
Fault Overview
Fault code sets when Aftertreatment Control Module (ACM) detects current from Diesel Exhaust Fluid Supply
Line Heater (DEFSLH) is less than 0.3 amps. Engine torque will be reduced and vehicle speed will be limited
Lamp Reaction
Associated Faults
SPN 5491 (DEFLH

Relay)
Fault Facts

Road Test
Possible Causes
• Failed Diesel Exhaust Fluid Supply Line Heater (DEFSLH)
• Failed DEFLH Relay
• Aftertreatment (AFT) harness Open or short GND
• Blown Diesel Exhaust Fluid Line Heater Relay (DEFLH Relay) fuse

Step 2 Inspect connections at Diesel Exhaust Fluid Supply Line Heater Decision
(DEFSLH) connector.
C. Check DEFSLH and connector terminals for: damaged or pinched
Are DEFSLH connector, harness, and terminals clean and undamaged? No: Repair connector,
Step 3 Determine if DEFSLH is receiving power. Decision

A. Perform Test 1 (page 470). Yes: Replace DEFSLH. After
B. Use Electronic Service Tool (EST) with ServiceMaxx™ software, go
for SPN 4340 FMI 5.
to DEF Line Heater (page 2075).
C. While test is running, use Digital Multimeter (DMM), measure
voltage between Breakout Harness 18-045-01 pin-1 and pin-2.
Is voltage B+ ± 0.5 volts? No: Go to Step 4.
Step 4 Determine if DEFSLH is receiving power. Decision

A. Perform Test 2 (page 470). Yes: Replace Aftertreatment
(AFT) harness. After repairs
4340 FMI 5.
C. While test is running, use DMM, measure voltage between Breakout
Step 5 Determine if DEFLH Relay powering up. Decision

A. Perform Test 3 (page 471). Yes: Replace AFT harness.
Step 6 Determine if DEFLHR is receiving PWR. Decision

Perform Test 4 (page 472). Use DMM, measure voltage between Breakout Yes: Replace DEFLH Relay.
Harness ZTSE4908 pin-30 and known good GND. After repairs are complete,
Is voltage B+ ± 0.5 volts? No: Replace AFT harness
and DEFLH Relay 15-amp
fuse. After repairs are
4340 FMI 5.


Tools Required
Figure 148 DEFSLH PWR and DEFSLH Circuit Check
Test 1
A. Key OFF.
C. Connect Breakout Harness 18-045-01 to engine harness and leave DEFSLH disconnected.
D. Connect Electronic Service Tool (EST) to vehicle Diagnostic Connector (page 2044).
E. Key ON. Log in to ServiceMaxx™ software.
Figure 149 DEFSLH PWR Circuit Check
Test 2
A. Key OFF.
C. Connect Breakout Harness 18-045-01 to engine harness and leave DEFSLH disconnected.
D. Connect EST to vehicle Diagnostic Connector (page 2044).
Figure 150 DEFLHR Circuit Check
Test 3
CAUTION: For correct diagnosis, Breakout Harness ZTSE4908 MUST be installed with dimples toward top
of PDM. Reversed installation WILL result in incorrect measurements.
A. Key OFF.
B. Remove DEFLH Relay from Power Distribution Module (PDM) (Figure 143).
C. Connect Breakout Harness ZTSE4908 between PDM (Figure 144) and DEFLH Relay, and leave
DEFLH Relay removed.
Figure 151 DEFLHR PWR Circuit Check
Test 4
A. Key OFF.
D. Key ON.
DEFRLH (Diesel Exhaust Fluid Return Line Heater) Sensor

Overview of DEFRLH Sensor Group
SPN FMI Condition

4342 3 DEF Return Line Heater Short to PWR (page 477)
4342 5 DEF Return Line Heater open load/circuit (page 483)
Overview
Diesel Exhaust Fluid Return Line Heater (DEFRLH) is used to prevent DEF freezing during cold conditions.
DEFRLH is wrapped around return line between DEF tank and DEF Supply Module. When DEF temperature is
too low, Aftertreatment Control Module (ACM) turns on DEF Line Heater (DEFLH) Relay allowing power to be
sent to DEFRLH.
Figure 152 DEF Supply Module Line Routing

1. DEF supply module suction line 2. DEF supply module return 3. DEF supply module pressure
(backflow) line line
Figure 153 Power Distribution Module (PDM) Fuses and Relays (Typical)
1. DEF Line Heater Relay 2. DEF Unit HTR Relay 3. Switched Ignition Relay

2. Dimples (PDM)
SPN 4342 FMI 3 - DEF Return Line Heater Short to PWR
Fault Overview
Fault code sets when Aftertreatment Control Module (ACM) detects current from Diesel Exhaust Fluid Return
Line Heater (DEFRLH) is greater than 0.5 amps. Engine torque will be reduced and vehicle speed will be limited
Lamp Reaction
Associated Faults
SPN 5491 (DEFLH

Relay)
Fault Facts

Road Test
Possible Causes
• DEFRLH circuit short to power
• Failed Diesel Exhaust Fluid Line Heater (DEFLH) Relay
• DEF Return Line Heater (DEFRLH) shorted to PWR between DEFLHR pin-87 and DEFRLH pin-2

Step 2 Inspect connections at Diesel Exhaust Fluid Return Line Heater Decision
(DEFRLH) connector.
B. Disconnect DEFRLH connector.
C. Check DEFRLH and connector terminals for: damaged or pinched
Are DEFRLH connector, harness, and terminals clean and undamaged? No: Repair connector,
Step 3 Check DEFRLH circuit for short to PWR. Decision

between DEFRLH pin-1 and
4342 FMI 3.
Step 4 Determine if DEFRLH is shorted to PWR between Diesel Decision

Exhaust Fluid Line Heater Relay (DEFLH Relay) and DEFRLH.
Perform Test 2 (page 480). Use DMM, measure voltage between Breakout Yes: Repair short to PWR
Harness ZTSE4908 pin-87 and a known good GND. between DEFLH Relay pin-87
and DEFRLH pin-2. After
for SPN 4342 FMI 3.

Harness ZTSE4908 pin-86 and known good GND. between DEFLH Relay pin-86
for SPN 4342 FMI 3.
Is voltage greater than 0.5 volts? No: Replace DEFLH Relay.


Tools Required
• Interface cable (RP1210B compliant supporting J1939 and J1708)
Figure 155 DEFRLH Circuit Check
Test 1
A. Key OFF.
C. Connect Breakout Harness 18-046-01 to engine harness and leave DEFRLH disconnected.
D. Key ON.
Figure 156 DEFRLH to DEFLHR Circuit Check
Test 2
A. Key OFF.
B. Remove DEFLH Relay (Figure 153) from Power Distribution Module (PDM).
C. Connect Breakout Harness ZTSE4908 into PDM (Figure 154) and leave DEFLH Relay disconnected.
D. Key ON.
Test 3
A. Key OFF.
B. Remove DEFLH Relay (Figure 153) from Power Distribution Module (PDM).
C. Connect Breakout Harness ZTSE4908 into PDM (Figure 154) and leave DEFLH Relay disconnected.
D. Key ON.
SPN 4342 FMI 5 - DEF Return Line Heater open load/circuit
Fault Overview
Fault code sets when Aftertreatment Control Module (ACM) detects current from Diesel Exhaust Fluid Return
Line Heater (DEFRLH) is less than 0.3 amps. Engine torque will be reduced and vehicle speed will be limited
Lamp Reaction
Associated Faults
SPN 5491 (DEFLH

Relay)
Fault Facts

Road Test
Possible Causes
• Failed Diesel Exhaust Fluid Return Line Heater (DEFRLH)
• Failed DEFLH Relay
• Blown DEFLH Relay fuse

Step 2 Inspect connections at Diesel Exhaust Fluid Return Line Heater Decision
(DEFRLH) connector.
C. Check DEFRLH and connector terminals for: damaged or pinched
Are DEFRLH connector, harness, and terminals clean and undamaged? No: Repair connector,
Step 3 Determine if DEFRLH is receiving power. Decision

A. Perform Test 1 (page 486). Yes: Replace DEFRLH. After
for SPN 4342 FMI 5.
Step 4 Determine DEFRLH is receiving PWR. Decision

4342 FMI 5.
Step 5 Determine if Diesel Exhaust Fluid Line Heater (DEFLH) Relay is Decision
powering up.
Step 6 Determine if DEFLH Relay is receiving PWR. Decision

Is voltage B+ ± 0.5 volts? No: Replace AFT harness and
DEFLH Relay 15-amp fuse.


Tools Required
Figure 158 DEFRLH PWR and DEFRLH Circuit Check
Test 1
A. Key OFF.
Figure 159 DEFRLH PWR Circuit Check
Test 2
A. Key OFF.
Test 3
A. Key OFF.
Test 4
A. Key OFF.
B. Remove DEFLH Relay from PDM (Figure 153).
D. Key ON.
DEFSLH (Diesel Exhaust Fluid Supply Line Heater) Sensor

Overview of DEFSLH Sensor Group
SPN FMI Condition

4344 3 DEF Pressure Line Heater Short to PWR (page 493)
4344 5 DEF Pressure Line Heater open load/circuit (page 499)
Overview
Diesel Exhaust Fluid Suction Line Heater (DEFSLH) is used to maintain proper DEF temperature during cold
conditions. DEFSLH is wrapped around suction line between DEF tank and DEF Supply Module (DEFSM).
When DEF temperature is too low, Aftertreatment Control Module (ACM) turns on DEF Line Heater Relay
(DEFLH Relay) allowing power to be sent to DEFSLH.
Figure 162 DEFSM Line Routing

1. DEFSM suction line 2. DEFSM return (back flow) line 3. DEFSM pressure line
Figure 163 Power Distribution Module (PDM) Fuses and Relays

1. DEFLH Relay 2. DEFSMH Relay 3. Switched Ignition Relay

2. Dimples (PDM)
SPN 4344 FMI 3 - DEF Pressure Line Heater Short to PWR
Fault Overview
Fault code sets when Aftertreatment Control Module (ACM) detects current from Diesel Exhaust Fluid Pressure
Line Heater (DEFPLH) is greater than 0.5 amps. Engine torque will be reduced, and vehicle speed will be limited
Lamp Reaction
Associated Faults
SPN 5491 (DEFLH

Relay)
Fault Facts
DEFRLH, DEFPLH, and DEFSLH share a common power circuit. If more then one DEF line heater fault is set,
suspect a common power circuit problem.

Road Test
Possible Causes
• DEFPLH circuit short to power
• Failed Diesel Exhaust Fluid Line Heater Relay (DEFLH Relay)
• DEF Pressure Line Heater (DEFPLH) shorted to PWR between DEFLH Relay pin-87 and DEFPLH pin-2

Step 2 Inspect connections at Diesel Exhaust Fluid Pressure Line Decision

Heater (DEFPLH) connector.
B. Disconnect DEFPLH connector.
C. Check DEFPLH and connector terminals for: damaged or pinched
Are DEFPLH connector, harness, and terminals clean and undamaged? No: Repair connector,
Step 3 Determine if DEFPLH circuit is shorted to power. Decision

between DEFPLH pin-1 and
4344 FMI 3.
Step 4 Determine if DEFPLH is shorted to PWR between Diesel Decision

Exhaust Fluid Line Heater Relay (DEFLHR) pin-87 and DEFPLH
pin-2.
and DEFPLH pin-2. After
for SPN 4344 FMI 3.

for SPN 4344 FMI 3.
Is voltage greater than 0.5 volts? No: Replace DEFLH Relay.


Tools Required
Figure 165 DEFPLH Circuit Check
Test 1
A. Key OFF.
C. Connect Breakout Harness 18-047-01 to engine harness and leave DEFPLH disconnected.
D. Key ON.
Figure 166 DEFPLH to DEFLH Relay Circuit Check
Test 2
A. Key OFF.
D. Key ON.

Test 3
A. Key OFF.
D. Key ON.
SPN 4344 FMI 5 - DEF Pressure Line Heater open load/circuit
Fault Overview
Fault code sets when Aftertreatment Control Module (ACM) detects current from Diesel Exhaust Fluid Pressure
Line Heater (DEFPLH) is less than 0.3 amps. Engine torque will be reduced and vehicle speed will be limited
Lamp Reaction
Associated Faults
SPN 5491 (DEFLH

Relay)
Fault Facts

Road Test
Possible Causes
• Failed Diesel Exhaust Fluid Pressure Line Heater (DEFPLH)
• Failed Diesel Exhaust Fluid Line Heater Relay (DEFLH Relay)
• Blown DEFLH Relay fuse

Step 2 Inspect connections at Diesel Exhaust Fluid Pressure Line Decision

Heater (DEFPLH) connector.
C. Check DEFPLH and connector terminals for: damaged or pinched
Are DEFPLH connector, harness, and terminals clean and undamaged? No: Repair connector,
Step 3 Determine if DEFPLH is receiving power. Decision

A. Perform Test 1 (page 502). Yes: Replace DEFPLH. After
for SPN 4344 FMI 5.
Step 4 Determine if DEFPLH is receiving power. Decision

4344 FMI 5.
Step 5 Determine if DEFLH Relay powering up. Decision

Step 6 Determine if DEFLHR is receiving PWR. Decision

Is voltage B+ ± 0.5 volts? No: Replace AFT harness and
DEFLH Relay 15-amp fuse.


Tools Required
Figure 168 DEFPLH PWR and DEFPLH Circuit Check
Test 1
A. Key OFF.
Figure 169 DEFPLH PWR Circuit Check
Test 2
A. Key OFF.
Test 3
A. Key OFF.
Test 4
A. Key OFF.
D. Key ON.
DEFSM (Diesel Exhaust Fluid Supply Module ) Sensor

Overview of DEFSM Sensor Group
SPN FMI Condition

4337 2 DEF Dosing Unit Temperature - Data Erratic, Intermittent, or Incorrect (page 507)
4337 10 DEF Dosing Unit Temperature abnormal rate of change (page 513)
4376 3 DEF Reverting Control Valve short to PWR (page 519)
4376 4 DEF Reverting Control Valve short to GND (page 525)
4376 7 DEF Reverting Control Valve - Mechanical system not responding or out of
adjustment (page 530)
Overview
Diesel Exhaust Fluid Reverting Valve (DEFR Valve) controls DEF flow through DEF supply module. When
DEFR Valve is energized DEF is returned to DEF tank through DEF return line. DEFR Valve is not serviceable
individually and is part of DEF Supply Module (DEFSM).
Figure 172 DEF Supply Module (DEFSM) location

1. Aftertreatment Control Module 2. DEFSM
(ACM)
SPN 4337 FMI 2 - DEF Dosing Unit Temperature - Data Erratic, Intermittent, or Incorrect
Fault Overview
(DEFSM) temperature differs from engine coolant temperature and Intake Manifold Temperature (IMT) by more
than 72°F (40°C) at Key ON.
Lamp Reaction
Associated Faults
• SPN 110 FMI 2, 3, and • SPN 172 FMI 2, 3, and • SPN 3361 FMI 2, 3, • SPN 4076 FMI 2, 3, and
4 (ECT1) 4 (IAT) 4, and 31 (DEF Supply 4 (ECT2)
Pump)
Fault Facts
None

Continuous
Possible Causes
• DEFSP Temp / CTL circuit intermittent short to GND
• DEFSP Temp / CTL circuit intermittent short to PWR
• DEFSP Temp / CTL circuit intermittent Open or high resistance
Step 1 Check for current Engine Control Module (ECM) calibration. Decision
Using EST with ServiceMaxx™ software, check ECM calibration for Yes: Update calibration. After
updates. repairs are complete, retest
for SPN 4337 FMI 2.
Is there an ECM calibration update available? No: Go to Step 2.


(DEFSM) connector.
Step 4 Check DEFSP Temp / CTL circuit for intermittent short to GND. Decision
GND.
Is resistance greater than 1000 ohms? No: Repair intermittent short
to GND between DEFSM
Step 5 Check DEFSP Temp / CTL circuit for intermittent short to PWR. Decision
Is voltage less than 1 volt? No: Repair intermittent short
to PWR between DEFSM

connector.
Step 7 Check DEFSP Temp / CTL circuit for intermittent Open or high Decision
resistance.
Perform Test 3 (page 511). Use DMM, measure resistance between Yes: Replace DEFSM. After
Breakout Harness 18-909-01 pin-10 and 180-pin Breakout Box 00-00956-08 repairs are complete, retest
pin J2-48. for SPN 4337 FMI 2.
Is resistance less than 5 ohms? No: Repair intermittent Open
or high resistance between
DEFSM pin-10 and ACM
FMI 2.


Tools Required
Figure 173 DEFSP Temp / CTL Circuit Check
Test 1
A. Key OFF.
C. Connect Breakout Harness 18-909-01 to DEFSM connector and leave DEFSM disconnected.
Test 2
A. Key OFF.
D. Connect Breakout Harness 18-909-01 to DEFSM connector and leave DEFSM disconnected.
E. Key ON.
Test 2
A. Key OFF.
SPN 4337 FMI 10 - DEF Dosing Unit Temperature abnormal rate of change
Fault Overview
(DEFSM) is not heating properly.
Lamp Reaction
Associated Faults
• SPN 171 FMI 2, 3, 4 • SPN 3361 FMI 2 • SPN 4337 FMI 2 • SPN 5745 (DEFSMH)
(AAT) (DEFSP) (DEFSM)
• SPN 5746 (DEFSMH) • SPN 5798 (DEFSMH)
Fault Facts
None

Continuous
Possible Causes

Diagnostic Trouble Code (DTC) list for Associated Faults .

(DEFSM) connector.
GND.
to GND between DEFSM
Step 4 Check DEFSP Temp / CTL circuit for intermittent short to PWR. Decision
to PWR between DEFSM

connector.
Are ACM connector, harness, and terminals clean and undamaged? No: Repair connector, harness,
SPN 4337 FMI 10.
Step 6 Check DEFSP Temp / CTL circuit for intermittent Open or high Decision
resistance.
Breakout Harness 18-909-01 pin-10 and 180-pin Breakout Box repairs are complete, retest for
00-00956-08 pin J2-48. SPN 4337 FMI 10.
DEFSM pin-10 and ACM
FMI 10.


Tools Required
Test 1
A. Key OFF.
C. Connect Breakout Harness 18-909-01 to DEFSM connector and leave DEFSM disconnected.
Test 2
A. Key OFF.
E. Key ON.
Test 3
A. Key OFF.
SPN 4376 FMI 3 - DEF Reverting Control Valve short to PWR
Fault Overview
Fault code sets when Aftertreatment Control Module (ACM) detects that Diesel Exhaust Fluid Reverting Valve
(DEFR Valve) voltage signal is higher than expected. Engine torque will be reduced if engine is operated for an
extended period of time with this fault active.
Lamp Reaction
Associated Faults
None
Fault Fact
Diesel Exhaust Fluid Reverting Valve (DEFR Valve) is internal to DEF supply module and is not serviceable
individually. If fault is active, dosing system may not be able to purge, and DEF may be left in lines. DEF
remaining in lines can freeze and cause Selective Catalytic Reduction (SCR) system to become damaged in
cold weather.

Road Test
Possible Causes
• DEFRV CTL circuit Open or high resistance
• DEFRV GND circuit Open or high resistance
• DEFRV CTL circuit Short to PWR
• Failed DEFRV
Step 1 Inspect connections at Diesel Exhaust Fluid (DEF) supply Decision

module connector.
B. Disconnect DEF supply module connector.
C. Check DEF supply module and connector terminals for: damaged
Are DEF supply module connector, harness, and terminals clean and No: Repair connector,
Perform SCR Fault Reset
Request (page 2090). After
for SPN 4376 FMI 3.
Step 2 Check for failed Diesel Exhaust Fluid Reverting Valve (DEFR Decision
Valve).
resistance between Breakout Harness 18-909-01 pin-11 and pin-12.
Is resistance between 5 and 10 ohms? No: Replace DEF supply
module. Perform SCR Fault
Reset Request (page 2090).
Step 3 Check DEFRV CTL for short to PWR. Decision

Is voltage less than 0.5 volts? No: Repair short to power
between ACM pin J1-56 and
DEF supply module pin-11.
for SPN 4376 FMI 3.

connector.
Request. Perform SCR Fault
Step 5 Check DEFR Valve GND circuit for Open or high resistance. Decision
Breakout Harness 18-909-01 pin-12 and 180-pin Breakout Box 00-00956-08 resistance between ACM pin
pin J2-34. J1-56 and DEF supply module
pin-11. Perform SCR Fault
resistance between ACM pin
J2-34 and DEF supply module
pin-12. Perform SCR Fault


Tools Required
Figure 179 DEFR Valve Component Check
Test 1
A. Key OFF.
B. Connect Breakout Harness 18-909-01 to Diesel Exhaust Fluid Supply Module (DEFSM) and leave
vehicle harness disconnected.
Figure 180 DEFRV CTL Circuit Check
Test 2
A. Key OFF.
B. Connect Breakout Harness 18-909-01 between vehicle harness and DEF supply module.
C. Key ON
Figure 181 DEFRV GND Circuit Check
Test 3
A. Key OFF.
B. Connect 180-pin Breakout Box 00-00956-08 to Breakout Harness 18-537-01.
C. Connect Breakout Harness 18-537-01 to vehicle harness and leave Aftertreatment Control Module
(ACM) disconnected.
D. Connect Breakout Harness 18-909-01 to vehicle harness and leave DEF supply module
disconnected.
SPN 4376 FMI 4 - DEF Reverting Control Valve short to GND
Fault Overview
Fault code sets when Aftertreatment Control Module (ACM) detects Diesel Exhaust Fluid Reverting Valve (DEFR
Valve) voltage is less than expected. Diesel Exhaust Fluid (DEF) injection into aftertreatment system is disabled.
Lamp Reaction
Associated Faults
None
Fault Fact
DEFR Valve is internal to DEF Supply Module (DEFSM) and is not serviceable individually. If fault is active,
dosing system may not be able to purge and DEF may be left in lines. DEF lines can freeze and cause Selective
Catalytic Reduction (SCR) system to become damaged in cold weather.

Road Test
Possible Causes
• Short to GND in DEFRV CTL circuit
• DEFRV CTL shorted to DEFRV GND
• Failed DEFR Valve

(DEFSM) connector.
for SPN 4376 FMI 4.
Step 2 Check for failed Diesel Exhaust Fluid Reverting Valve (DEFR Decision
Valve).
resistance between Breakout Harness 18-909-01 pin-11 and pin-12.
Is resistance greater than 5 ohms? No: Replace DEFSM.
for SPN 4376 FMI 4.

connector.
for SPN 4376 FMI 4.
Step 4 Check for DEFRV CTL shorted to DEFRV GND. Decision

Perform Test 2 (page 529). Use DMM to measure resistance between Yes: Repair short to GND
Breakout Harness 18-909-01 pin-11 and pin-12. between DEFSM pin-11 and
ACM pin J1-56. Perform
SCR Fault Reset Request
4376 FMI 4.
Is resistance greater than 1000 ohms? No: Repair short to between
DEFRV CTL and DEFRV
GND. Perform SCR Fault


Tools Required
Figure 182 DEFR Valve Component Check
Test 1
A. Key OFF.
B. Connect Breakout Harness 18-909-01 to Diesel Exhaust Fluid Supply Module (DEFSM) and leave
vehicle harness disconnected.
Figure 183 DEFR Valve Circuit Check
Test 2
A. Key OFF.
SPN 4376 FMI 7 - DEF Reverting Control Valve - Mechanical system not responding or out of adjustment
Fault Overview
Fault code sets when Aftertreatment Control Module (ACM) detects that Diesel Exhaust Fluid Reverting Valve
(DEFR Valve) is commanded open, but DEF doser pressure does not drop as expected.
Lamp Reaction
Associated Faults
• SPN 4334 FMI 2, 3, 4, • SPN 4376 FMI 3 and 4

16, and 18 (DEFLP) (DEFRV)
Fault Fact
DEFR Valve is internal to DEFSM and is not serviceable individually. If fault is active, dosing system may not
be able to purge, and DEF may be left in lines. DEF lines can freeze and cause Selective Catalytic Reduction
(SCR) system to become damaged in cold weather.

Road Test
Possible Causes
• Restricted DEF return line or fittings, or incorrect connections
• Restriction in DEF tank
• Failed DEFR Valve
Step 1 Check for Associated Fault Codes. Decision

for Associated Faults (page 530).
Step 2 Check Diesel Exhaust Fluid Supply Module (DEFSM) return Decision
line for restrictions.
Disconnect both ends of DEFSM return line and blow regulated compressed Yes: Go to Step 3.
air through line.
return line. After repairs are
FMI 7.
Step 3 Check DEF tank and DEF tank vent for damage or restrictions. Decision
Check DEF tank and DEFSM Filter for debris, foreign particles, or ice. Also Yes: Replace DEFSM. After
check DEF tank vent for restrictions or fluid crystallization. repairs are complete, retest
for SPN 4376 FMI 7.
Are DEF tank, DEFSM Filter, and DEF tank vent clean and free of debris, No: Drain DEF tank, flush
restrictions, and fluid crystallization? following DEF system
Decontamination procedure
in Aftertreatment Service
Manual 0000001602, and
fill with new and/or known
good DEF. After repairs are
FMI 7.

DEFSMH (Diesel Exhaust Fluid Supply Module Heater) Sensor

Overview of DEFSMH Sensor Group
SPN FMI Description

5745 3 DEF Supply Module Heater Out of Range HIGH (page 536)
5745 4 DEF Supply Module Heater Out of Range LOW (page 542)
5745 18 DEF Supply Module Heater below Warning Temperature (page 554)
5746 3 DEF Supply Module Heater Relay short to PWR (page 559)
5746 4 DEF Supply Module Heater Relay short to GND (page 565)
5798 2 DEF Supply Module Heater Temperature erratic, intermittent, or incorrect (page
569)
5798 10 DEF Supply Module Heater Temperature abnormal rate of change (page 575)
Overview
Diesel Exhaust Fluid Supply Module Heater (DEFSMH) is controlled by Aftertreatment Control Module (ACM).
When ACM commands DEFSMH On, it heats DEF supply module to prevent freezing. Diagnostics are run when
DEF Unit Heater Relay (DEFSMH Relay) is OFF. DEFSMH is not serviceable individually, and is part of DEF
supply module.
Figure 184 DEF Supply Module Location

1. Aftertreatment Control Module
(ACM)
2. DEF supply module
Figure 185 DEFSMH Location

1. DEF Line Heater (DEFLH) Relay 2. DEF Supply Module Heater 3. Switched Ignition Relay
(DEFSMH) Relay

2. Dimples (PDM)
Power Distribution Module (PDM). Reversed installation WILL result in incorrect measurements.
Figure 187 DEF Harness PWR and GND connector view

1. Female connector 2. Male connector
SPN 5745 FMI 3 - DEF Supply Module Heater Out of Range HIGH
Fault Overview
Fault code sets when Aftertreatment Control Module (ACM) detects Diesel Exhaust Fluid Supply Module Heater
(DEFSMH) is active when not commanded ON. DEF injection into aftertreatment system will be disabled, and
engine torque will be reduced if engine is operated for an extended period of time with this fault code active.
Lamp Reaction
Malfunction Indicator Lamp (MIL) will illuminate when this fault is detected on first trip.
Associated Faults
None
Fault Facts
None

Road Test
Possible Causes
• DEFSMH power circuit short to PWR
• Failed DEFSMH Relay
• Failed DEFSM
• DEFSMH Relay CTL circuit shorted to PWR

Using Electronic Service Tool (EST) with ServiceMaxx™ software. A. Key Yes: Go to Step 2.
ON, clear codes. B. Key OFF, wait for EST screens to clear. C. Key ON,

(DEFSM) connector.
C. Check DEFSM, AFT Power Distribution Module (PDM) (Figure
185), and connector terminals for: damaged or pinched wires;
wet or corroded terminals; loose, bent, or broken pins; or broken
connector housing.
Are DEFSM, AFT PDM, connector, harness, and terminals clean and No: Repair connector,
perform SCR Maintenance
Reset Procedure (page 2090)
and retest for SPN 5745 FMI
3.
Step 3 Check for failed (stuck closed) DEFSMH Relay. Decision

Is resistance greater than 10,000 ohms? No: Replace DEFSMH Relay.
3.
Step 4 Check for DEFSMH Relay CTL circuit short to PWR. Decision
between DEFSMH Relay
3.
Step 5 Check for short to PWR in DEFSMH Relay power circuit. Decision
Perform Test 3 (page 541). Use DMM, measure voltage between pin-87 Yes: Replace DEF Supply
and known good GND. Module. After repairs
SCR Maintenance Reset
Procedure (page 2090) and
pin-87 and DEF Supply
Module connector pin-5. After


Tools Required
• Relay Breakout Harness ZTSE4908
Figure 188 DEFSMH Relay Resistance Check
Test 1
A. Key OFF.
B. Remove DEFSMH Relay.
C. Install DEFSMH Relay into Breakout Harness ZTSE4098.
Test 2
of Power Distribution Module (PDM). Reversed installation WILL result in incorrect measurements.
A. Key OFF.
C. Install Breakout Harness ZTSE4908 into DEF Supply Module Relay socket of AFT PDM (Figure 186).
D. Verify vehicle is at room temperature to prevent DEFSMH from being commanded ON.
E. Key ON.
Figure 190 DEFSMH Relay Circuit Voltage Check
Test 3
A. Key OFF.
C. Install Breakout Harness ZTSE4908 in place of DEFSMH Relay.
D. Key-On Engine-Off (KOEO).
SPN 5745 FMI 4 - DEF Supply Module Heater Out of Range LOW
Fault Overview
Fault code sets when Aftertreatment Control Module (ACM) detects DEF Supply Module (DEFSM) temperature
is too low when heater is in ON position. DEF injection into aftertreatment system will be disabled, and engine
torque will be reduced if engine is operated for an extended period of time with this fault code active.
Lamp Reaction
Fault Facts
None
Associated Faults
None

Road Test
Possible Causes
• DEFSMH power circuit Open or high resistance
• DEFSMH power circuit short to GND
• DEFSMH GND circuit Open or high resistance
• Failed DEFSMH Relay
• Failed DEFSM
• Blown fuse or Open power circuit to DEFSMH Relay

Is SPN 5745 FMI 4 an active fault? No: Go to Intermittent or
Procedure .
Step 2 Inspect connections at DEF Supply Module (DEFSM). Decision

C. Check DEFSM, AFT Power Distribution Module (PDM), and
connector terminals for: damaged or pinched wires; wet or corroded
terminals; loose, bent, or broken pins; or broken connector housing.
Are DEFSM, AFT PDM, connector, harness, and terminals clean and No: Repair connector,
4.
Ensure batteries are fully charged and connections are clean.
Step 3 Determine if Diesel Exhaust Fluid Supply Module Heater Relay Decision
(DEFSMH Relay) fuse is blown.
A. Key OFF. Yes: Reinstall DEFSMH
Relay 10-amp fuse. Go to
B. Remove DEFSMH Relay 10-amp fuse.
Step 7.
C. Use DMM, measure resistance of DEFSMH Relay 10-amp fuse.
Is resistance of DEFSMH Relay fuse less than 1 ohm? No: Go to Step 4
Step 4 Check Diesel Engine Fluid Supply Module Heater (DEFSMH) Decision
power circuit for short to GND between DEFSM pin-5 and
DEFSMH Relay pin-87.
DEFSMH Relay pin-87.
Replace fuse. After repairs
Step 5 Check DEFSMH Relay power circuit for short to GND. Decision
pin-30 and 10-amp DEFSMH
Relay fuse. Replace fuse.
4.
Step 6 Check DEFSMH for a short. Decision

Perform Test 3 (page 549). Use DMM, measure resistance between Yes: Replace fuse. After
Breakout Harness 18-909-01 pin-5 and pin-6. repairs are complete, perform
Is resistance between 1 and 5 ohms? No: Replace DEFSM and
replace DEFSMH Relay fuse.
4.
Step 7 Check DEFSMH for an Open. Decision

Is resistance between 1 and 5 ohms? No: Replace DEFSM. After
Step 8 Check DEFSMH Relay for proper supply voltage. Decision

Is voltage B+ ± 0.5 volts? No: Repair Open or high
resistance in PWR circuit to
DEFSMH Relay pin-30. After
Step 9 Check for failed DEFSMH Relay (stuck open). Decision

Is voltage B+ ± 0.5 volts? No: Replace DEFSMH Relay.
4.
Step 10 Check DEFSMH power circuit for an Open. Decision

Perform Test 7 (page 553). Use DMM, measure voltage between Breakout Yes: Repair Open between
Harness 18-909-01 pin-5 and known good GND. DEFSM pin-2 and DEFSM
pin-6. After repairs
retest SPN 5745 FMI 4.
DEFSMH Relay pin-87
and DEFSM pin-5. After


Tools Required
Figure 191 DEFSMH Relay Circuit Resistance Check
Test 1
A. Key OFF.
B. Disconnect DEFSMH Relay.
C. Install Breakout Harness ZTSE4908 into PDM (Figure 186) and leave DEFSMH Relay disconnected.
Figure 192 DEFSMH Relay Circuit Resistance Check
Test 2
A. Key OFF.
C. Install Breakout Harness ZTSE4908 into PDM (Figure 186) and leave DEFSMH Relay disconnected.
Figure 193 DEFSMH Circuit Resistance Check
Test 3
A. Key OFF.
B. Disconnect Diesel Exhaust Fluid Supply Module (DEFSM).
C. Connect Breakout Harness 18-909-01 to DEFSM and leave vehicle harness disconnected.
Figure 194 DEFSMH Circuit Resistance Check
Test 4
A. Key OFF.
B. Disconnect DEFSM.
C. Connect Breakout Harness 18-909-01 to DEFSM and leave vehicle harness disconnected.
Test 5
A. Key OFF.
D. Install Breakout Harness ZTSE4908 into PDM (Figure 186).
E. Key ON.
Test 6
A. Key OFF.
B. Remove DEFSMH Relay and disconnect DEFSM 12-Pin connector.
E. Using Breakout Harness ZTSE4498, short Breakout Harness ZTSE4908 pin-30 to pin-86.
F. Key ON.
Figure 197 DEFSMH Circuit Voltage Check
Test 7
A. Key OFF.
B. Connect Breakout Harness 18-909-01 to DEFSM harness and leave DEFSM disconnected.
E. Using Breakout Harness ZTSE4498, short Breakout Harness ZTSE4908 pin-30 to pin-86.
F. Key ON.
SPN 5745 FMI 18 - DEF Supply Module Heater below Warning Temperature
Fault Overview
(DEFSMH) has failed to raise DEFSM temperature to greater than 25°F (-4 °C) after a predetermined time. DEF
injection will be disabled. Engine torque will be reduced if engine is operated for a limited period of time with fault
code active. Engine torque will be severely reduced, and vehicle speed will be limited after extended engine
operation with fault code active.
Lamp Reaction
Associated Faults
SPN 5745 FMI 3, 4

(DEFSMH)
Fault Facts
None

Road Test
Possible Causes
• Diesel Exhaust Fluid Supply Module Heater (DEFSMH) GND circuit high resistance
• DEFSMH PWR circuit high resistance
• DEF Supply Module Relay PWR circuit high resistance

Using Electronic Service Tool (EST) with Servicemaxx™, check Diagnostic Yes: Go to Step 2.
Trouble Code (DTC) list for Associated Faults (page 554).
Step 2 Check DEFSMH GND circuit for high resistance. Decision

Is resistance less than 5 ohms? No: Repair high resistance
between DEFSM pin-6
and GND. After repairs are
FMI 18.
Step 3 Check DEFSMH PWR circuit for high resistance. Decision

Breakout Harness 18-909-01 pin-5 and Breakout harness ZTSE4908 pin-87.
DEFSM Relay pin-87. After
Step 4 Check DEF Supply Module Relay PWR circuit for high Decision
resistance.
Breakout Harness ZTSE4908 pin-30 and Breakout harness ZTSE4760A repairs are complete, retest
pin-1. for SPN 5745 FMI 18.
between DEF harness PWR
and GND 2-pin connector
pin-1 and DEFSM Relay
pin-30. After repairs are
5745 FMI 18.


Tools Required
Figure 198 DEFSMH GND Circuit Check
Test 1
A. Key OFF.
B. Disconnect Diesel Exhaust Fluid Supply Module (DEFSM) connector.
C. Connect Breakout Harness 18-909-01 to engine harness and leave DEFSM disconnected.
Figure 199 DEFSMH PWR Circuit Check
Test 2
A. Key OFF.
B. Disconnect Diesel Exhaust Fluid Supply Module (DEFSM) connector.
C. Disconnect DEFSMH Relay (Figure 185).
D. Connect Breakout Harness 18-909-01 to engine harness and leave DEFSM disconnected.
E. Connect Breakout Harness ZTSE4908 to Power Distribution Module (PDM) (Figure 186) and leave
DEFSMH Relay disconnected.
Figure 200 DEF Supply Module Relay PWR Circuit Check
Test 3
A. Key OFF.
B. Disconnect DEF harness PWR and GND 2-pin connector.
C. Disconnect DEFSMH Relay (Figure 185).
D. Connect Breakout Harness ZTSE4760A to female side of DEF harness PWR and GND 2-pin
connector and leave disconnected.
E. Connect Breakout Harness ZTSE4908 to PDM (Figure 186) and leave DEFSMH Relay disconnected.
SPN 5746 FMI 3 - DEF Supply Module Heater Relay short to PWR
Fault Overview
Supply Module (DEFSM) Relay is higher than expected.
Lamp Reaction
Associated Faults
None
Fault Facts
None

Continuous.
Possible Causes
• DEFSMH Relay CTL short to PWR
• DEFSMH Relay CTL Open or high resistance
• DEFSMH Relay GND Open or high resistance
• Failed DEF Supply Module Relay
Step 1 Inspect connections at Power Distribution Module (PDM) Decision

connections.
Check PDM fuse(s) and relay(s) for blown fuses; loose, missing, or Yes: Go to Step 2.
intermittent connections.
FMI 3.
Step 2 Check for a failed DEF Supply Module Relay. Decision

Is resistance less than 300 ohms? No: Replace DEF Supply
Module Relay. After repairs
5746 FMI 3.

connector.
Step 4 Check DEFSMH Relay CTL circuit for a short to PWR. Decision
Harness ZTSE4908 pin-86 and known good ground.
Is voltage less than 0.5 volt? No: Repair short to PWR
between DEF Supply Module
J2-33. When repairs are
5746 FMI 3.
Step 5 Check DEFSMH Relay CTL circuit for an Open or high Decision
resistance.
Breakout Harness ZTSE4908 pin-86 and 180-pin Breakout Box 00-00956-08 resistance between DEF
pin J2-33. Supply Module Relay pin-85
and ACM pin J1-63. When
for SPN 5746 FMI 3.
resistance between DEF
Supply Module Relay pin-86
and ACM pin J2-33. When
for SPN 5746 FMI 3.


Tools Required
Figure 201 DEF Supply Module Relay
Test 1
A. Key OFF.
B. Connect Breakout Harness ZTSE4908 to DEF Supply Module Relay and leave vehicle disconnected.
Figure 202 DEFSMH Relay CTL Circuit Check
Test 2
A. Key OFF.
B. Connect Breakout Harness ZTSE4908 to Power Distribution Module (PDM) (Figure 186) and leave
DEF Supply Module Relay disconnected.
C. Disconnect Aftertreatment Control Module (ACM) J2 connector
D. Key ON
Figure 203 DEFSMH Relay CTL Circuit Check
Test 3
A. Key OFF.
C. Connect Breakout Harness 18-537-01 to vehicle harness and leave ACM disconnected.
D. Connect Breakout Harness ZTSE4908 to PDM (Figure 186) and leave DEF Supply Module Relay
disconnected. Key ON
SPN 5746 FMI 4 - DEF Supply Module Heater Relay short to GND
Fault Overview
Supply Module (DEFSM) Relay is lower than expected.
Lamp Reaction
Associated Faults
None
Fault Facts
None

Continuous.
Possible Causes
• DEFSMH Relay CTL circuit short to GND
• DEFSMH Relay GND shorted to DEFSMH Relay CTL
• Failed DEFSM Relay
Step 1 Inspect connections at Power Distribution Module (PDM) Decision

connections.
FMI 4.
Step 2 Check for a failed DEF Supply Module Relay. Decision

Is resistance between 100 and 300 ohms? No: Replace DEF Supply
Module Relay. After repairs
5746 FMI 4.
Step 3 Check DEFSMH Relay CTL circuit for a short to PWR. Decision
Perform Test 2 (page 568). Use DMM, measure resistance between Yes: Repair short between
Breakout Harness ZTSE4908 pin-85 and pin-86. DEFSMH Relay CTL and
DEFSMH Relay GND circuits.
When repairs are complete,
Is resistance less than 100 ohms? No: Repair short to GND
5746 FMI 4.


Tools Required
Figure 204 DEF Supply Module Relay
Test 1
A. Key OFF.
B. Connect Breakout Harness ZTSE4908 to DEF Supply Module Relay and leave vehicle disconnected.
Figure 205 DEF Supply Module Relay Circuit Check
Test 2
A. Key OFF.
B. Connect Breakout Harness ZTSE4908 to Power Distribution Module (PDM) (Figure 186) and leave
DEF Supply Module Relay disconnected.
C. Key ON
SPN 5798 FMI 2 - DEF Supply Module Heater Temperature erratic, intermittent or incorrect
Fault Overview
Fault code sets when Aftertreatment Control Module (ACM) detects Diesel Exhaust Supply Module temperature
differs from Engine Coolant Temperature and Intake Air Temperature (IAT) by more than 72°F (40°C) at Key ON.
Lamp Reaction
Associated Faults
• SPN 110 FMI 2, 3, 4 • SPN 172 FMI 2, 3, 4 • SPN 3361 FMI 2, 3, 4, • SPN 4076 FMI 2, 3, 4
(ECT1) (IAT) 31 (DEF Supply Pump) (ECT2)
Fault Facts
None

Continuous.
Possible Causes
• Failed DEF supply module
Step 1 Check for any ECM calibration updates. Decision

If ECM calibration is not current, please update. Yes: Go to Step 2.
Is ECM calibration up to date? No: Update ECM calibration
2.

Step 3 Inspect connections at Diesel Exhaust Fluid (DEF) Supply Decision

Module connector.
B. Disconnect DEF Supply Module connector.
C. Check DEF Supply Module and connector terminals for: damaged
Are DEF Supply Module connector, harness, and terminals clean and No: Repair connector,

connector.
Step 5 Check for intermittent short to GND in DEFSP Temp / CTL Decision
circuit.
to GND between DEF Supply
Module pin-10 and ACM
5798 FMI 2.
Step 6 Check for intermittent short to PWR in DEFSP Temp / CTL Decision
circuit.
to PWR between DEF Supply
Module pin-10 and ACM
5798 FMI 2.
Step 7 Check for intermittent Open or high resistance in DEFSP Temp Decision
/ CTL circuit.
Perform Test 3 (page 574). Use a DMM, measure resistance between Yes: Replace DEF Supply
Breakout Harness 18-909-01 pin-10 and 180-pin Breakout Box 00-00956-08 Module. After repairs are
pin J2-48. complete, retest for SPN
5798 FMI 2.
DEF Supply Module pin-10
for SPN 5798 FMI 2.


Tools Required
Test 1
A. Key OFF.
B. Connect Breakout Harness 18-909-01 to vehicle harness and leave DEF Supply Module
disconnected.
Test 2
A. Key OFF.
disconnected.
C. Key ON
Test 3
A. Key OFF.
D. Connect Breakout Harness 18-909-01 to vehicle harness and leave DEF Supply Module
disconnected.
SPN 5798 FMI 10 - DEF Supply Module Heater Temperature abnormal rate of change
Fault Overview
(DEFSMH) is not heating properly.
Lamp Reaction
Associated Faults
• SPN 3361 FMI 2, 3, and • SPN 4337 FMI 2 • SPN 5745 (DEFSMH); • SPN 5798 FMI 2
4 (DEFSP) (DEFSP Temp) SPN 5746 (DEF Supply (DEFSMH Temp)
Module Relay)

Continuous
Possible Causes
• DEFSP Temp / CTL circuit short to GND
• DEFSP Temp / CTL circuit short to PWR
• DEFSP Temp circuit / CTL Open or high resistance
• DEFSMH PWR and GND circuit Open or shorted

Step 2 Inspect connections at Diesel Exhaust Fluid (DEF) Supply Decision

Module connector.
B. Disconnect DEF Supply Module connector.
C. Check DEF Supply Module and connector terminals for: damaged
Are DEF Supply Module connector, harness, and terminals clean and No: Repair connector,
Step 3 Check for short to GND in DEFSP Temp / CTL circuit. Decision
Step 4 Check for short to PWR in DEFSP Temp / CTL circuit. Decision
Is voltage less than 1 volt? No: Repair short to PWR

connector.
Step 6 Check for Open or high resistance in DEFSP Temp / CTL circuit. Decision
Perform Test 3 (page 581). Use a DMM, measure resistance between Yes: Go to Step 7.
pin J2-48.
Supply Module pin-10 and
5798 FMI 2.
Step 7 Check for failed DEF Supply Module. Decision

Is resistance between 1 and 5 ohms? No: Replace DEF Supply
Module. After repairs are
5798 FMI 10.
Step 8 Check for an Open in DEFSMH PWR circuit. Decision

Perform Test 5 (page 583). Use DMM, measure voltage between Breakout Yes: Replace DEF Supply
Harness 18-909-01 pin-5 and pin-6. Module. After repairs are
5798 FMI 10.
GND between DEF supply
module pin-5 and PWR. After


Tools Required
Test 1
A. Key OFF.
disconnected.
Test 2
A. Key OFF.
disconnected.
C. Key ON
Test 3
A. Key OFF.
B. Connect 180-pin Breakout Box to Breakout Harness 18-537-01.
disconnected.
Figure 212 DEFSMH Check
Test 4
A. Key OFF.
B. Connect Breakout Harness 18-909-01 to DEF Supply Module and leave vehicle harness
disconnected.
Figure 213 DEFSMH Circuit Check
Test 5
A. Key OFF.
B. Connect Breakout Harness ZTSE4908 between Power Distribution Module (PDM) and DEF Supply
Module Relay.
C. Using Breakout Harness ZTSE4498 short Breakout Harness ZTSE4908 pin-30 to pin-86.
disconnected.
E. Key ON
DEFSP (Diesel Exhaust Fluid Supply Pump) Sensor

Overview of DEFSP Sensor Group
SPN FMI Actions

3361 2 DEFSP signal erratic, intermittent or incorrect (page 587)
3361 3 DEFSP signal Out of Range HIGH (page 593)
3361 4 DEFSP signal Out of Range LOW (page 600)
3362 31 DEF dosing unable to prime (page 607)
Overview
Diesel Exhaust Fluid Supply Pump (DEFSP) is controlled using a PWM signal from Aftertreatment Control
Module (ACM). DEFSP is installed in DEF Supply Module and is a non-serviceable component. DEF Supply
Module has an internal temperature sensor used to monitor DEFSP temperature. When DEFSP temperature is
too high, ACM will deactivate DEFSP.

1. Aftertreatment Control Module 2. Diesel Exhaust Fluid (DEF)
(ACM) supply module
Figure 215 DEF Supply Module Line Routing

1. DEF supply module suction line 3. DEF supply module pressure
2. DEF supply module return line line
Figure 216 PDM Location (typical)

1. Power Distribution Module 2. Diesel Exhaust Fluid (DEF) tank 3. DEF supply module bracket
(PDM) assembly 4. DEF supply module
SPN 3361 FMI 2 - DEFSP signal erratic, intermittent, or incorrect
Fault Overview
Fault code sets when Diesel Exhaust Fluid Supply Pump (DEFSP) temperature is not communicated to
Aftertreatment Control Module (ACM) or is erratic. DEF injection into exhaust system is disabled, and engine
torque is reduced if fault is active for an extended period of time.
Lamp Reaction
Associated Faults

(DEFSP)
Fault Facts
None.

Continuous.
Possible Causes
• DEFSP Temp / CTL circuit high resistance
• DEFSP GND circuit high resistance
• Failed Diesel Exhaust Fluid (DEF) supply module

Step 2 Inspect connections at Power Distribution Module (PDM). Decision

FMI 2.

module connector.
Is resistance greater than 1000 ohms? No: Repair short to ground in
DEFSP circuit. After repairs
3361 FMI 2.

connector.
Step 6 Check DEFSP Temp / CTL circuit for high resistance. Decision
Harness 18-909-01 pin-10 and Breakout Box 00-00956-08 pin J2-48.
Is resistance less than 5 ohms? No: Repair short to ground
in DEFSP Temp/CTL circuit.
retest for SPN 3361 FMI 2
Step 7 Check DEFSP GND circuit for high resistance. Decision

Perform Test 3 (page 591). Use a DMM, measure resistance from Breakout Yes: Replace DEF supply
Harness 18-909-01 pin-8 and Breakout Box 00-00956-08 pin J2-02. module. After repairs are
3361 FMI 2.
Is resistance less than 5 ohms? No: Repair short to ground
in DEFSP GND circuit. After
for SPN 3361 FMI 2.

Pin-Point Test SPN
Figure 217 DEFSP Circuit Diagram
Tools Required
• Breakout Box 00-00956-08
Test 1
A. Key OFF.
B. Connect Breakout Harness 18-909-01 to vehicle harness and leave Diesel Exhaust Fluid (DEF)
supply module disconnected.
Test 2
A. Key OFF.
B. Connect Breakout Harness 18-909-01 to vehicle harness and leave DEF supply module
disconnected.
C. Connect Breakout Box 00-00956-08 with ACM Breakout Harness 18-537-01
D. Connect Breakout Harness 18-537-01 to vehicle harness and leave Aftertreatment Control Module
(ACM) disconnected.
Figure 220 DEFSP GND Circuit Check
Test 3
A. Key OFF.
disconnected.
(ACM) disconnected.
SPN 3361 FMI 3 - DEFSP Signal Out of Range HIGH
Fault Overview
Supply Pump (DEFSP) is too high. DEF injection into exhaust system is disabled, and engine torque is reduced
if fault is active for an extended period of time.
Lamp Reaction
Associated Faults
None.
Fault Facts
None.

Continuous.
Possible Causes
• DEFSP Temp / CTL circuit short to PWR
• DEFSP GND circuit Open or high resistance
• DEFSP PWR circuit Open or high resistance

module connector.
3361 FMI 3.
Step 2 Check DEFSP Temp / CTL circuit for short to PWR. Decision
Perform Test 1 (page 596). Use DMM, measure voltage between DEF Yes: Go to Step 3.
supply module pin-10 and known good ground.
Is voltage less than 8.5 volts? No: Repair short to PWR in
DEFSP Temp/CTL circuit.
FMI 3.
Step 3 Check DEFSP GND circuit for Open or high resistance. Decision
Is resistance less than 5 ohms? No: Repair open or high
resistance in DEFSP GND
circuit. Perform SCR Faults
FMI 3.
Step 4 Check DEFSP PWR circuit for Open or high resistance. Decision
Perform Test 3 (page 598). Use DMM, measure resistance from Breakout Yes: Replace DEF supply
Harness 18-909-01 pin-9 and Breakout Box 00-00956-08 pin J2-46. module. Perform SCR Faults
FMI 3.
Is resistance less than 5 ohms? No: Repair open or high
resistance in DEFSP PWR
circuit. Perform SCR Faults
FMI 3.

Pin-Point Test
Tools Required
Test 1
A. Key OFF.
Figure 223 DEFSP GND Circuit Check
Test 2
A. Key OFF.
disconnected.
(ACM) disconnected.
Figure 224 DEFSP PWR Circuit Check
Test 3
A. Key OFF.
disconnected.
(ACM) disconnected.
SPN 3361 FMI 4 - DEFSP signal Out of Range LOW
Fault Overview
Supply Pump (DEFSP) is too low. DEF injection into exhaust system is disabled, and engine torque is reduced
if fault is active for an extended period of time.
Lamp Reaction
Associated Faults
None.
Fault Facts
None.

Road Test.
Possible Causes
• DEFSP Temp / CTL circuit short to GND
• DEFSP Temp / CTL circuit Open or high resistance
• DEFSP PWR circuit Open or high resistance

module connector.
B. Disconnect DEF supply module 12-pin connector.
3361 FMI 4.
Step 2 Check DEFSP Temp / CTL circuit for short to GND. Decision
between DEF supply module
connector J2-48. Perform
for SPN 3361 FMI 4.
Step 3 Check DEFSP PWR circuit for Open or high resistance. Decision
Is resistance less than 5 ohms? No: Repair high resistance or
Open between DEF supply
module connector pin-9
and ACM connector J2-46.
3361 FMI 4.
Step 4 Check DEFSP Temp / CTL circuit for Open or high resistance. Decision
Perform Test 3 (page 605). Use DMM, measure resistance from Breakout Yes: Replace DEF supply
Harness 18-909-01 pin-10 and Breakout Box 00-00956-08 pin J2-48. module. Perform SCR Faults
3361 FMI 4.
Is resistance less than 5 ohms? No: Repair high resistance or
Open between DEF supply
module connector pin 10
and ACM connector J2-48.
3361 FMI 4.

Pin-Point Test
Tools Required
Test 1
A. Key OFF.
Figure 227 DEFSP PWR Circuit Check
Test 2
A. Key OFF.
disconnected.
(ACM) disconnected.
Test 3
A. Key OFF.
disconnected.
(ACM) disconnected.
SPN 3362 FMI 31 - DEF dosing unable to prime
Fault Overview
Fault code sets when Diesel Exhaust Fluid Supply Pump (DEFSP) is unable to successfully build pressure or
prime after multiple attempts.
Lamp Reaction
Associated Faults
SPN 1761 FMI 1, 17, and

18 (DEFTLT)
Fault Facts
Fault may set if Diesel Exhaust Fluid (DEF) supply module was not allowed to shut down and purge fully following
a re-calibration of Engine Control Module (ECM). A full key cycle that allows dosing unit to purge, followed by a
priming cycle, should correct this issue.

Continuous
Possible Causes
• Empty DEF Tank
• DEF System Leak
• Incorrectly routed DEF lines
• Restricted DEF filters, lines, or fittings
• Debris in DEF supply module or tank

3362 FMI 31.
Step 2 Check DEF tank level. Decision

Read DEF level using vehicle instrument panel gauge and perform a visual Yes: Go to Step 3.
inspection of fluid level in DEF tank.
Is DEF tank fluid level above 1/4 tank? No: Fill DEF tank with new
and/or known good DEF.
FMI 31.
Step 3 Check DEF tank for debris or foreign particles. Decision

Check DEF tank, DEF pick-up tube filter, and DEF Supply Module (DEFSM) Yes: Go to Step 4.
filter for debris or contamination. Also check DEF tank vent for restrictions
or fluid crystallization.
Are DEF tank, DEF pick-up tube filter, DEFSM filter, and tank vent clean No: Drain and clean DEF
and free of debris, restrictions, and fluid crystallization? tank, flush with distilled water,
and fill with new and/or
known good DEF. Clean any
filter restriction. Perform
Step 4 Check DEF suction and return line are not reversed. Decision
Check DEF suction, return, and pressure lines are routed correctly between Yes: Go to Step 5.
DEF supply module and DEF tank. Verify suction, return, and pressure
lines are not swapped (see Aftertreatment Service Manual) at DEF supply
module or DEF tank.
Are DEF suction, return, and pressure lines correctly routed? No: Connect DEF lines to
correct locations. Perform
Step 5 Check DEF system lines and connections for damaged Decision
connections
Check DEF tank, DEF supply module, and DEF doser valve lines and Yes: Go to Step 6.
connections for: cracks and pitting; and loose, leaking, or damaged
connections. Perform DEF System Leak Test (page 2088).
Are DEF tank, DEF supply module, and DEF doser valve lines and No: Repair or replace failed
connections in good condition? line or connection. Perform
Step 6 Check if DEF system can build operating pressure. Decision

Perform DEF System Leak Test (page 2088). Yes: End diagnostics.
FMI 31.
Did DEF Line Pressure (DEFLP) rise above 29 psi? No: Go to Step 7.
Step 7 Check DEF supply module suction line for restrictions. Decision
Disconnect both ends of suction line and blow regulated compressed air Yes: Go to Step 8.
Does compressed air flow freely through suction line? No: Replace DEF supply
module suction line. Perform
Step 8 Flush DEF supply module. Decision

Perform DEF Supply Module Flush (page 2026). Yes: Replace DEF supply
module. Perform SCR Faults
FMI 31.
Did DEF Supply Module Flush indicate a failed DEF supply module? No: Replace DEF supply
module filter and DEF line
fittings if not already replaced.
FMI 31.

DEFTH Valve Sensor

Overview of DEFTH Valve Sensor Group
Condition FMI Actions

3363 3 DEF Tank Heater Control Valve short to PWR (page 612)
3363 4 DEF Tank Heater Control Valve short to GND (page 618)
3363 7 DEF Tank Heater Control Valve Mechanical system not responding (page
622)
3363 16 DEF Tank Heater Control Valve stuck open fault (page 624)
3363 18 DEF Tank Heater Control Valve unable to thaw frozen DEF (page 626)
Overview
Diesel Exhaust Fluid Tank Heater Valve (DEFTH Valve) controls flow of coolant to DEF tank to thaw or prevent
freezing of DEF. When DEF temperature is low, Aftertreatment Control Module (ACM) commands DEFTHV
open to allow coolant flow to DEF tank. ACM opens DEFTH Valve by sending power through DEFTH CTL
circuit. DEFTH GND circuit is constantly grounded through ACM.
Figure 229 DEFTHV Location (Typical)

1. Diesel Exhaust Fluid (DEF) tank
2. Diesel Exhaust Fluid Tank
Heater Valve (DEFTH Valve)
SPN 3363 FMI 3 - DEF Tank Heater Control Valve short to PWR
Fault Overview
Tank Heater (DEFTH) CTL circuit is high or an open. DEF tank heating is disabled.
Lamp Reaction
Associated Faults
None
Fault Facts
None

Road Test.
Possible Causes
• DEFTH CTL circuit short to PWR
• DEFTH CTL circuit Open or high resistance
• DEFTH GND circuit Open or high resistance
• Failed DEFTH

Step 2 Inspect connections at Diesel Exhaust Fluid Tank Heater Decision

(DEFTH) connector.
B. Disconnect DEFTH connector.
C. Check DEFTH and connector terminals for: damaged or pinched
Are DEFTH connector, harness, and terminals clean and undamaged? No: Repair connector,
Step 3 Check DEFTH CTL circuit for short to power. Decision

Is voltage 2.5 ± 0.5 volts? No: Repair short to PWR
between DEFTH pin-1 and
ACM J2-47. After repairs are
FMI 3.
Step 4 Check DEFTH GND circuit for Open or high resistance. Decision
Harness ZTSE4827 pin-4 and B+.
DEFTH pin-1 and ACM J1-55.
Step 5 Check DEFTH CTL circuit for Open or high resistance. Decision
A. Perform Test 3 (page 617). Yes: Replace DEFTH. After
B. Select Tests > KOEO Aftertreatment Tests > Actuator - DEF Tank
for SPN 3363 FMI 3.
Heater (page 2077).
C. Select start test.
D. While DEF Tank Heater test is active, use DMM, measure voltage
between Breakout Harness ZTSE4827 pin-4 and pin-1.
DEFTHV pin-1 and ACM
3363 FMI 3.


Tools Required
Figure 230 DEFTH CTL Circuit Check
Test 1
A. Key OFF.
B. Connect Breakout Harness ZTSE4827 to vehicle harness and leave Diesel Exhaust Fluid Tank
Heater (DEFTH) disconnected.
C. Key ON.
Test 2
A. Key OFF.
C. Key ON.
Figure 232 DEFTH Circuit Check
Test 3
A. Key OFF.
C. Key ON.
D. Connect Electronic Service Tool (EST) to vehicle Diagnostic Connector.
E. Key ON, log in to ServiceMaxx™ software.
SPN 3363 FMI 4 - DEF Tank Heater Control Valve short to GND
Fault Overview
Tank Heater Valve (DEFTH Valve) is low. DEF tank heating is disabled. Engine torque will be reduced if fault is
Lamp Reaction
Associated Faults
None
Fault Facts
None

Road Test
Possible Causes
• DEFTH CTL short to GND
• DEFTH GND shorted to DEFTHV CTL
• Failed DEFTH

Step 2 Inspect connections at Diesel Exhaust Fluid Tank Heater Decision

(DEFTH) connector.
B. Disconnect DEFTH connector.
C. Check DEFTH and connector terminals for: damaged or pinched
Are DEFTH connector, harness, and terminals clean and undamaged? No: Repair connector,
Step 3 Check DEFTH CTL circuit for short to GND. Decision

resistance between Breakout Harness ZTSE4827 pin-1 and known good
GND.
between DEFTH pin-1 and
ACM J2-47. After repairs are
FMI 3.
Step 4 Check DEFTH CTL circuit for Open or high resistance. Decision
Perform Test 2 (page 621). Use DMM, measure resistance between Yes: Replace DEFTH. After
Breakout Harness ZTSE4827 pin-4 and pin-1. repairs are complete, retest
for SPN 3363 FMI 3.
DEFTH pin-1 and pin-4. After
for SPN 3363 FMI 4.

Figure 233 DEFTHV Circuit Diagram
Tools Required
Figure 234 DEFTH CTL Circuit Check
Test 1
A. Key OFF.
C. Key ON.
Figure 235 DEFTH Circuit Check
Test 2
A. Key OFF.
C. Key ON.
SPN 3363 FMI 7 - DEF Tank Heater Control Valve Mechanical system not responding
Fault Overview
Fault code sets when Aftertreatment Control Module (ACM) commands Diesel Exhaust Fluid Tank Heater Valve
(DEFTH Valve) ON and signal from DEF Tank Level and Temperature (DEFTLT) sensor module does not show
an increase in DEF temperature.
Lamp Reaction
Associated Faults
• SPN 3031 FMI 2, 3, and • SPN 3363 FMI 3, and 4 • SPN 4340 FMI 3, and 5 • SPN 4342 FMI 5
4 (DEFTLT) (DEFTH Valve) (DEFPLH) (DEFRLH)
• SPN 4344 FMI 3, and 5 • SPN 5745 FMI 3 and 4
(DEFSLH) (DEFSMH)
Fault Facts
None

Road Test
Possible Causes
• Coolant line from DEFTH to DEF tank leaking, damaged, kinked, or restricted
• Coolant supply line to DEFTH leaking, damaged, kinked, or restricted
• Low engine coolant level
• Failed DEFTH Valve (stuck closed)

Diagnostic Trouble Code (DTC) list for Associated Faults (page 622)
Is EST DTC list free of Associated Faults? No: Repair Associated faults.
Step 2 Check for low engine coolant level Decision

Perform Coolant Level Inspection (page 2335). Yes: Go to Step 3.
Is engine coolant level within specification? No: Add engine coolant as
necessary. After repairs are
FMI 7.
Step 3 Check for damaged coolant line from DEFTH to DEF tank. Decision
Check coolant line between DEFTH and DEF tank for leaks or damage; Yes: Go to Step 3.
kinks or restrictions; loose connections; and leaking seals or gaskets.
Is coolant line between DEFTH and DEF tank unrestricted and in good No: Repair or replace leaking
condition? or damaged coolant line from
DEFTH to DEF tank, fittings,
or seals. Check engine
coolant level and add as
FMI 7.
Step 4 Check for damaged coolant supply line to DEFTH. Decision

Check coolant supply line to DEFTH for leaks or damage; kinks or Yes: Replace DEFTH Valve.
restrictions; loose connections; and leaking seals or gaskets. After repairs are complete,
Is coolant supply line to DEFTH unrestricted and in good condition? No: Repair or replace leaking
or damaged coolant supply
line to DEFTH. Check engine
coolant level and add as
FMI 7.

SPN 3363 FMI 16 - DEF Tank Heater Control Valve stuck open fault
Fault Overview
Fault code sets when Aftertreatment Control Module (ACM) determines Diesel Exhaust Fluid Tank Heater
(DEFTH) is ON when commanded OFF due to DEF tank temperature being above 167°F (75°C).
Lamp Reaction
Associated Faults
SPN 3031 FMI 2, 3, and SPN 3363 FMI 3, and 4

4 (DEFTLT) (DEFTH Valve)
Fault Facts
If there is a problem with DEFTH Valve, such as valve stuck open, coolant leaking past valve seat, or valve is
incorrectly installed, it can take long periods of operation at high load before tank temperature gradually increases
to fault code threshold of 165°F (75°C). When temperature drops below 165°F (75°C) due to a stopped engine,
overnight parking, or reduced coolant temperature, fault code will go inactive while root cause of issue is not
present. This fault will likely be inactive when in shop.

Road Test
Possible Causes
• DEFTH installed incorrectly (missing, bypassed, or reversed)
• Failed Diesel Exhaust Fluid Tank Level and Temperature (DEFTLT) sensor module
• Auxiliary DEF tank heater installed
• Failed DEFTH Valve (stuck open)

Is EST DTC list free of Associated Faults? No: Repair Associated faults.
Step 2 Check for an auxiliary Diesel Exhaust Fluid (DEF) tank heater. Decision
Inspect vehicle for an auxiliary DEF tank heater. Yes: Go to Step 3.
Is vehicle free of an auxiliary DEF tank heater? No: Remove auxiliary DEF
tank heater. After repairs are
FMI 16.
Step 3 Check for failed Diesel Exhaust Fluid Tank Level and Decision
Temperature (DEFTLT) sensor module.
Using EST with ServiceMaxx™ software, load signals session and monitor Yes: Go to Step 4.
DEF Tank Temp signal. Measure DEF tank temperature using Infrared
Thermometer ZTSE4799 measuring bottom of DEF tank.
Is EST reading within 18°F (10°C) of Infrared Thermometer reading? No: Replace DEFTLT sensor.
Step 4 Check for correctly installed DEFTH Decision

Verify DEFTH is installed correctly (not missing, bypassed, or reversed). Yes: Replace DEFTH. After
Is DEFTH installed correctly? No: Install DEFTH correctly
(see Exhaust Aftertreatment
System with DPF and SCR
3363 FMI 16.

SPN 3363 FMI 18 - DEF Tank Heater Control Valve unable to thaw frozen DEF
Fault Overview
Fault code sets when Aftertreatment Control Module (ACM) determines Diesel Exhaust Fluid Tank Heater
(DEFTH) valve has been on long enough to thaw DEF, but DEF dosing system is unable to prime.
Lamp Reaction
Associated Faults
• SPN 110 (ECT1) • SPN 111 (ECL) • SPN 1659 (ECS) • SPN 4076 (ECT2)
• SPN 7423 (ECT2)

Road Test
Possible Causes
• Failed DEFTH valve
• Coolant line from DEFTH valve to DEF tank leaking, damaged, kinked, or restricted
• Coolant supply line to DEFTH valve leaking, damaged, kinked, or restricted
• Low engine coolant level
• DEF tank heating coil restricted

Step 2 Check for active or pending fault code. Decision

Using Electronic Service Tool (EST) with ServiceMaxx™ software, Key ON, Yes: Go to Step 3.
check Diagnostic Trouble Code (DTC) list for SPN 3363 FMI 18.
Step 3 Check for low engine coolant level Decision

Is engine coolant level within specification? No: Perform Coolant Loss
Symptom (page 2338).
Perform Low Coolant Level
Step 4 Check for damaged coolant line from Diesel Exhaust Fluid Tank Decision
Heater (DEFTH) valve to DEF tank.
Check coolant line between DEFTH valve and DEF tank for leaks or Yes: Go to Step 5.
damage; kinks or restrictions; loose connections; and leaking seals or
gaskets.
Is coolant line between DEFTH valve and DEF tank unrestricted and in No: Repair or replace leaking
good condition? or damaged coolant line
from DEFTH valve to DEF
tank, fittings, or seals. Check
engine coolant level and add
as necessary. After repairs
3363 FMI 18.
Step 5 Check for damaged coolant supply line to DEFTH valve. Decision
Check coolant supply line to DEFTH valve for leaks or damage; kinks or Yes: Go to Step 6.
restrictions; loose connections; and leaking seals or gaskets.
Is coolant supply line to DEFTH valve unrestricted and in good condition? No: Repair or replace leaking
or damaged coolant supply
line to DEFTH valve. Check
engine coolant level and add
as necessary. After repairs
3363 FMI 18.
Step 6 Check DEF tank coolant supply and return lines for restrictions. Decision
A. Drain engine coolant. Yes: Replace DEFTH valve.
B. Disconnect DEF tank coolant supply hose at DEFTH valve.
C. Disconnect coolant return at tee fitting closest to DEFTH valve.
D. Using a garden hose, supply water to supply hose and monitor flow
exiting return hose.
Is water flow into supply hose consistent with return hose flow? No: Go to Step 7.
Step 7 Check DEF tank heating coil for restrictions. Decision

A. Drain engine coolant. Yes: Repair restricted DEF
tank coolant supply or
B. Remove coolant supply and return hoses from DEF tank pick-up
return line. After repairs are
assembly (heating coil).
C. Using a garden hose, supply water to DEF tank pick-up supply FMI 18.
fitting and monitor flow exiting return fitting.
Is water flow into supply fitting consistent with return fitting flow? No: Replace DEF tank
heating coil. After repairs
3363 FMI 18.

DEFTL (Diesel Exhaust Fluid Tank Level) Sensor

Overview of DEFTL Sensor Group
SPN FMI Description

1761 1 DEFTL Inducement (Level 3 - 4) (page 632)
1761 3 DEFTL signal Out of Range HIGH (page 634)
1761 4 DEFTL signal Out of Range LOW (page 636)
1761 10 DEF Level abnormal rate of change (page 638)
1761 11 DEFTL signal erratic, intermittent, or incorrect (page 640)
1761 17 DEFTL Inducement Level 1 (page 645)
1761 18 DEFTL Inducement Level 2 (page 647)
1761 19 DEFTL not detected on J1939 (page 649)
Overview
Diesel Exhaust Fluid Tank Level and Temperature (DEFTL and DEFTT) sensor module is a combination sensor
used to monitor DEF tank level and temperature. DEFTLT sensor module is installed inside DEF tank and is a
smart sensor that communicates to Aftertreatment Control Module (ACM) through J1939 Private CAN.
DEF Tank Level Inducement (Level 1 through 5).
• Level 1: SPN 1761 FMI 17 active, no lamp
• Level 3–4 SPN 1761 FMI 1 active, Red Stop Lamp (RSL) active
Figure 236 DEFTLT location

2. Diesel Exhaust Fluid Tank Level
and Temperature (DEFTLT)
sensor module

SPN 1761 FMI 1 - DEFTL Inducement (Level 3 - 4)
Fault Overview
Fault code sets when Aftertreatment Control Module (ACM) detects Diesel Exhaust Fluid Tank Level (DEFTL)
is equal to 0%. Engine torque will be reduced if fault is active for a limited period of time. Engine torque will be
severely reduced after extended engine operation with fault code active. Five MPH Vehicle Speed Limit will be
activated on Key OFF/ON event OR Fuel Refill OR when idling for 60 minutes while DEF level equals 0%.
Lamp Reaction
Red Stop Lamp (RSL) will illuminate after fault has been active for a set period of time.
Associated Faults
SPN 1761 FMI 3, 4, and

19 (DEFTLT)
Fault Facts
This fault usually indicates there is no DEF in DEF tank. Refilling DEF tank with approved DEF, Turn Key OFF
for 60 seconds or until ECM powers down, and then turning Key ON will cause fault to go inactive. This fault
may become active during control module programming. To fix this occurrence, finish programming, then Turn
Key OFF for 60 seconds or until ECM powers down.

Road Test
Possible Causes
Step 1 Check for associated faults.. Decision

Step 2 Check for damaged Diesel Exhaust Fluid (DEF) tank and DEF Decision
lines
Inspect DEF tank and lines for damage and leaks. Yes: Go to Step 3.
Are DEF tank and lines free of damage and not leaking? No: Repair damaged or
leaking DEF tank and lines.

Is DEF tank fluid level above 1/2 tank? No: Turn Key OFF for 60
seconds or until ECM powers
down. Fill DEF tank with
fluid. Turn Key ON. After
for SPN 1761 FMI 1.
Step 4 Inspect connections at DEF Tank Level (DEFTL). Decision

A. Key OFF. Yes: Replace DEFTLT sensor
B. Disconnect DEFTL connector.
C. Check DEFTL and connector terminals for: damaged or pinched 1761 FMI 1.
Are DEFTL connector, harness, and terminals clean and undamaged? No: Repair connector,

SPN 1761 FMI 3 - DEFTL signal Out of Range HIGH
Fault Overview
signal voltage is greater than expected for 10 second. Engine torque will be reduced if fault is active for a limited
period of time. Engine torque will be severely reduced after extended engine operation with fault code active.
Lamp Reaction
Malfunction Indicator Lamp (MIL) will illuminate when this fault is detected during first drive cycle.
Associated Faults
None
Fault Facts
None

Continuous
Possible Causes
• Poor electrical connections
• Failed DEFTLT sensor module

Is EST DTC list SPN 1761 FMI 3 active or pending? No: Repair active fault codes.
3.
Step 2 Inspect connections at Diesel Exhaust Fluid Tank Level Decision

A. Key OFF. Yes: Replace DEFTLT sensor.
B. Disconnect DEFTLT sensor module connector.
C. Check DEFTLT sensor module and connector terminals for Reset Procedure (page 2090)
damaged or pinched wires; wet and corroded terminals; loose, bent, and retest for SPN 1761 FMI
or broken pins; or broken connector housing. 3.
Are DEFTLT sensor module connector, harness, and terminal clean and No: Repair connector,
3.

SPN 1761 FMI 4 - DEFTL signal Out of Range LOW
Fault Overview
sensor signal voltage is less than expected for more than 10 seconds. Engine torque will be reduced if fault is
active for a limited period of time.
Lamp Reaction
Malfunction Indicator Lamp (MIL) will illuminate when this fault is detected during first drive cycle.
Associated Faults
None
Fault Facts
None

Continuous
Possible Causes
• Poor electrical connections

Is EST DTC list SPN 1761 FMI 4 active or pending? No: Repair active fault codes.
4.

A. Key OFF. Yes: Replace DEFTLT sensor.
C. Check DEFTLT sensor module and connector terminals for Reset Procedure (page 2090)
damaged or pinched wires; wet and corroded terminals; loose, bent, and retest for SPN 1761 FMI
4.

SPN 1761 FMI 10 - DEF Level abnormal rate of change
Fault Overview
signal is invalid for an extended period of time. Engine torque may be reduced if fault is active for a limited
period of time.
Lamp Reaction
Associated Faults

19 (DEFTLT)
Fault Facts
None

Road Test
Possible Causes

Step 2 Inspect connections at Diesel Exhaust Fluid Tank Level and Decision
C. Check DEFTLT sensor module and connector terminals for 1761 FMI 10.
damaged or pinched wires; corroded terminals; loose, bent, or

SPN 1761 FMI 11 - DEFTL signal erratic, intermittent, or incorrect
Fault Overview
signal is invalid for an extended period of time. Engine torque will be reduced if fault is active for a limited period
of time.
Lamp Reaction
Associated Faults

19 (DEFTLT)
Fault Facts
Verify batteries are fully charged and connections are clean.
If more than one of the following sensor modules fail (or set a fault), suspect a common power circuit, ground
circuit, or Switched Ignition Relay problem. The following components share power and ground circuits with
DEFTLT sensor module:
• NOx OUT sensor module
• NOx IN sensor module
• Ammonia (NH3) Sensor Module
• SCR Temperature Sensor Module
• DOC/DPF temperature sensor module

Road Test
Possible Causes
• SWBAT circuit high resistance or short to GND
• GND circuit intermittent Open or high resistance
• Power Distribution Module (PDM) loose fuse or relay

Step 2 Inspect Aftertreatment Power Distribution Module (PDM). Decision

B. Check PDM fuse(s) and relay(s) for blown fuses; loose, missing, or
Check PDM fuse(s) and relay(s) for blown fuses; loose, missing, or No: Secure or replace failed
intermittent fuse(s) or relay(s) to PDM
FMI 11.
C. Check DEFTLT sensor module and connector terminals for
Step 4 Check voltage to DEFTLT sensor module. Decision

Perform Test 1 (page 643). Use Digital Multimeter (DMM), measure voltage Yes: Replace DEFTLT sensor
between Breakout Harness 18-124-01 pin-3 and pin-4. module. After repairs are
FMI 11.
Step 5 Check SWBAT circuit for high resistance or short to ground. Decision
Perform Test 2 (page 644). Use DMM, measure voltage between Breakout Yes: Repair high resistance
Harness 18-124-01 pin-4 and known good GND. between DEFTLT sensor
module pin-3 and GND. After
SPN 1761 FMI 11.
Is voltage B+ ± 0.5 volts? No: Repair high resistance or
short to GND between DEFTLT
sensor module pin-4 and
switched ignition relay pin-87.


Tools Required
Figure 238 Check DEFTLT for PWR
Test 1
A. Key OFF.
B. Connect Breakout Harness 18-124-01 to engine harness and leave Diesel Exhaust Fluid Tank Level
and Temperature (DEFTLT) sensor module disconnected.
C. Key ON
Figure 239 Check SWBAT circuit for high resistance or short to GND
Test 2
A. Key OFF.
B. Connect Breakout Harness 18-124-01 to engine harness and leave DEFTLT sensor module
disconnected.
C. Key ON
SPN 1761 FMI 17 - DEFTL Inducement Level 1
Fault Overview
Fault code sets when Aftertreatment Control Module (ACM) detects that Diesel Exhaust Fluid Tank Level
(DEFTL) is between greater than 2.2% and less than or equal to 5.6%.
Lamp Reaction
No Lamp.
Associated Faults

19 (DEFTLT)
Fault Facts

Road Test
Possible Causes

lines


C. Check DEFTL and connector terminals for: damaged or pinched FMI 17.

SPN 1761 FMI 18 - DEFTL Inducement Level 2
Fault Overview
is less than or equal to 2.2% and greater than 0% of being full. Engine torque will be reduced if fault is active
for a limited period of time.
Lamp Reaction
No Lamp.
Associated Faults

19 (DEFTLT)
Fault Facts

Road Test.
Possible Causes

lines


C. Check DEFTL and connector terminals for: damaged or pinched 1761 FMI 18.
wires; moisture or corroded terminals; loose, bent, or broken pins; or

SPN 1761 FMI 19 - DEFTL not detected on J1939
Fault Overview
Fault code sets when Aftertreatment Control Module (ACM) loses J1939 data link communications with Diesel
Exhaust Fluid Tank Level and Temperature (DEFTLT) sensor module. Engine torque will be reduced if fault is
active for a limited period of time. Engine torque will be severely reduced and vehicle speed will be limited after
extended engine operation with this fault code active.
Lamp Reaction
Associated Faults
None
Fault Facts
circuit, or Switched Ignition Relay problem. Following components share power and ground circuits: DOC/DPF
temperature sensor module, SCR temperature sensor module, NOx IN sensor module, NOx OUT sensor
module, and DEFTLT sensor module.

Continuous
Possible Cause
• SWBAT circuit Open or short to GND
• CAN-H circuit Open or short to GND
• CAN-L circuit Open or short to GND
• CAN-H circuit short to power
• CAN-L circuit short to power
• GND circuit Open or high resistance
• CAN-AH short to CAN-AL

C. Check DEFTLT sensor module and connector terminals for
FMI 19.

between Breakout Harness 18-124-01 pin-3 and pin-4.
Step 4 Check SWBAT circuit for high resistance or short to ground. Decision
Perform Test 2 (page 654). Use DMM, measure voltage between Breakout Yes: Repair high resistance
Harness 18-124-01 pin-4 and known good GND. between DEFTLT sensor
module pin-3 and GND.
1761 FMI 19.
Is voltage B+ ± 0.5 volts? No: Repair high resistance
or short to GND between
DEFTLT sensor module pin-4
and switched ignition relay
pin-87. Perform SCR Faults
1761 FMI 19.
Step 5 Check CAN-H circuit for Open or short to GND. Decision

Is voltage greater than 1 volt? No: Repair Open or short
to GND between DEFTLT
sensor module pin-2 and ACM
Step 6 Check CAN-H circuit for short to PWR. Decision

Is voltage less than 4 volts? No: Repair short to PWR
between DEFTLT sensor
module pin-2 and ACM
Step 7 Check CAN-L circuit for Open or short to GND. Decision

to GND between DEFTLT
Step 8 Check CAN-L circuit for short to PWR. Decision

between DEFTLT sensor
module pin-1 and ACM
Step 9 Check for CAN-L circuit for short to CAN-H. Decision

Perform Test 7 (page 656). Use DMM, measure resistance between Yes: Replace DEFTLT sensor
Breakout Harness 18-124-01 pin-1 and pin-2. module. Perform SCR Faults
1761 FMI 19.
Is resistance between 55 and 65 ohms? No: Repair short between
DEFTLT pin-1 and pin-2.
1761 FMI 19.


Tools Required
Figure 240 Check DEFTLT for PWR
Test 1
A. Key OFF.
B. Connect Breakout Harness 18-124-01 to engine harness and leave Diesel Exhaust Fluid Tank Level
and Temperature (DEFTLT) sensor module disconnected.
C. Key ON
Figure 241 Check SWBAT circuit for high resistance or short to GND
Test 2
A. Key OFF.
disconnected.
C. Key ON
Figure 242 Check Can-H Circuit for Open or Short to GND
Test 3
A. Key OFF.
disconnected.
C. Key ON
Figure 243 Check Can-H Circuit Short to PWR
Test 4
A. Key OFF.
disconnected.
C. Key ON
Figure 244 Check Can-L Circuit for Open or short to GND
Test 5
A. Key OFF.
disconnected.
C. Key ON
Figure 245 Check Can-L Circuit for short to PWR
Test 6
A. Key OFF.
disconnected.
C. Key ON
Figure 246 Check for Short Between Can-H and Can-L Circuits
Test 7
A. Key OFF.
disconnected.
DEFTLT (Diesel Exhaust Fluid Tank Level and Temperature) Sensor

Overview of DEFTLT Sensor Group
SPN FMI Actions

3031 2 DEFTT signal erratic, intermittent, or incorrect (page 660)
3031 3 DEFTT signal Out of Range HIGH (page 665)
3031 4 DEFTT signal Out of Range LOW (page 667)
Overview
Diesel Exhaust Fluid Tank Level (DEFTL) / DEF Tank Temperature (DEFTT) sensor module is a combination
sensor used to monitor DEF tank level and temperature. DEFTLT sensor module is installed inside DEF tank
and is a smart sensor that communicates to Aftertreatment Control Module (ACM) through J1939 Private CAN.
DEF Tank Level Inducement (Level 1 through 5).
• Level 4–5 SPN 1761 FMI 1 active, Red Stop Lamp (RSL) active
Figure 247 DEFTLT Location

2. Diesel Exhaust Fluid Tank
Level (DEFTL) / DEF Tank
Temperature (DEFTT) sensor
module

SPN 3031 FMI 2 - DEFTT signal erratic, intermittent, or incorrect
Fault Overview
Fault code sets when Aftertreatment Control Module (ACM) detects difference between DEFTT sensor and IMT
or ECT1 sensor is more than 72°F (40°C) at initial Key ON after engine has been shut down more than eight
hours.
Lamp Reaction
Associated Faults
• SPN 105 (IMT) • SPN 110 (ECT1) • SPN 3031 FMI 3 and 4
(DEFTT)
Fault Facts
None

Road Test
Possible Causes
• SWBAT circuit intermittent short to GND or high resistance
• GND circuit intermittent high resistance or Open
• Failed DEFTL/DEFTT sensor module
Step 1 Check for associated faults. Decision

Step 2 Inspect connects at Power Distribution Module (PDM) Decision

Step 3 Inspect connections at Diesel Exhaust Fluid Tank Level (DEFTL) Decision
/ DEF Tank Temperature (DEFTT) sensor module.
Key OFF, disconnect DEFTL / DEFTT sensor module. Check DEFTL / Yes: Go to Step 4.
DEFTT sensor module and connector terminals for: damaged or pinched
wires; corroded terminals; loose, bent, or broken pins; or broken connector
housing.
Are DEFTL / DEFTT sensor module connector, harness, and terminals No: Repair connector,

Perform Test 1 (page 663). Use Digital Multimeter (DMM), measure voltage Yes: Replace DEFTL/DEFTT
between Breakout Harness 18-124-01 pin-3 and pin-4. sensor module. After repairs
3031 FMI 2.
Step 5 Check SWBAT circuit for intermittent high resistance or short Decision
to ground.
Perform Test 2 (page 663).Use DMM, measure voltage between Breakout Yes: Repair Open or
Harness 18-124-01 pin-4 and known good GND. high resistance between
DEFTL/DEFTT sensor
module pin-3 and GND. After
for SPN 3031 FMI 2.
or short to GND between
DEFTL/DEFTT sensor
module pin-4 and switched
ignition relay pin-87. After
for SPN 3031 FMI 2.

Pin-Point Test
Tools Required
Figure 249 SWBAT and GND Circuit Check
Test 1
A. Key OFF.
B. Connect Breakout Harness 18-124-01 to vehicle harness and leave Diesel Exhaust Fluid Tank Level
Temperature (DEFTL) / DEF Tank Temperature (DEFTT) sensor module disconnected.
C. Key ON.
Figure 250 SWBAT Circuit Check
Test 2
A. Key OFF.
B. Connect Breakout Harness 18-124-01 to vehicle harness and leave Diesel Exhaust Fluid Tank Level
Temperature (DEFTL) / DEF Tank Temperature (DEFTT) sensor module disconnected.
C. Key ON.
SPN 3031 FMI 3 - DEFTT Signal Out of Range HIGH
Fault Overview
Fault code sets when Aftertreatment Control Module (ACM) detects Diesel Exhaust Fluid Tank Temperature
(DEFTT) sensor signal is shorted to PWR.
Lamp Reaction
Associated Faults
SPN 1761 FMI 19

(DEFTL)
Fault Facts
None

Continuous
Possible Causes

perform SCR Fault Reset
Request (page 2090) and

Is SPN 3031 FMI 3 active or pending? No: Repair other active
codes first. After repairs are
complete, perform SCR Fault
Reset Request (page 2090)
3.

B. Disconnect DEFTLT sensor module.
C. Check DEFTLT sensor module and connector terminals for: Reset Request (page 2090)
damaged or pinched wires; wet or corroded terminals; loose, bent, and retest for SPN 3031 FMI
Are DEFTLT sensor module connector, harness, and terminals clean and No: Repair connector,

SPN 3031 FMI 4 - DEFTT signal Out of Range LOW
Fault Overview
Fault code sets when Aftertreatment Control Module (ACM) detects Diesel Exhaust Fluid Tank Temperature
(DEFTT) sensor signal is shorted to GND.
Lamp Reaction
Associated Faults
SPN 1761 FMI 19

(DEFTL)
Fault Facts
None

Continuous
Possible Causes

Diagnostic Trouble Codes (DTC) list for Associated Faults (page 667)

Is SPN 3031 FMI 4 active or pending? No: Repair other active
codes first. After repairs are
4.

B. Disconnect DEFTLT sensor module.
C. Check DEFTLT sensor module and connector terminals for: Reset Request (page 2090)
damaged or pinched wires; wet or corroded terminals; loose, bent, and retest for SPN 3031 FMI
Are DEFTLT sensor module connector, harness, and terminals clean and No: Repair connector,

DOC/DPF Temperature Sensor Module

Overview of DOC/DPF Sensor Module
SPN FMI Description

3936 14 DOC/DPF Temperature Module (Incorrect Part) (page 671)
5742 3 DOC/DPF Temperature sensor module supply voltage too HIGH (page 673)
5742 4 DOC/DPF Temperature sensor module supply voltage too LOW (page 676)
5742 12 DOC/DPF Temperature sensor module internal error (page 681)
5742 16 DOC/DPF Temperature sensor module internal temperature above Maximum
(page 683)
5742 19 DOC/DPF Temperature Module Not Detected on J1939 (page 685)
Overview
DOC/DPF temperature sensor module monitors Aftertreatment Diesel Particulate Filter (DPF) and Diesel
Oxidation Catalyst (DOC) temperature. DOC/DPF temperature sensor module monitors signals from DOC
Inlet Temperature (DOCIT), DPF Inlet Temperature (DPFIT), and DPF Outlet Temperature (DPFOT) sensors,
and communicates these signals to Aftertreatment Control Module (ACM) over Controller Area Network (CAN).
Engine torque will be reduced and vehicle speed will be limited after extended engine operation with fault active.
Figure 251 Battery Pack Wiring Diagram

SPN 3936 FMI 14 - DOC/DPF Temperature Module (Incorrect Part)
Fault Overview
Fault code sets when Aftertreatment Control Module (ACM) detects Diesel Oxidation Catalyst / Diesel Particulate
Filter (DOC/DPF) temperature sensor module part number does not match what is stored in ACM.
Lamp Reaction
Associated Faults
None
Fault Facts
This fault is generally caused by having incorrect part number DOC/DPF Temperature Sensor Module installed.
This fault may rarely be caused by calibration or CAN communication issues. If part number is correct, verify
ACM and ECM have proper calibration installed.

Continuous
Possible Causes
• Incorrect Diesel Oxidation Catalyst / Diesel Particulate Filter (DOC/DPF) temperature sensor module
installed

Using Electronic Service Tool (EST) with ServiceMaxx™ software. Key ON, Yes: Install correct Diesel
check Diagnostic Trouble Codes (DTC) list for SPN 3936 FMI 14. Oxidation Catalyst / Diesel
Particulate Filter (DOC/DPF)
temperature sensor module.
Is EST DTC list SPN 3936 FMI 14 active or pending? No: Clear fault codes and

After performing diagnostic step if SPN 3936 FMI 14 remains, verify if step was completed correctly and
SPN 5742 FMI 3 - DOC/DPF Temperature sensor module supply voltage too HIGH
Fault Overview
Fault code sets when Aftertreatment Control Module (ACM) detects that Diesel Oxidation Catalyst / Diesel
Particulate Filter (DOC/DPF) temperature sensor module supply voltage is high.
Lamp Reaction
Associated Faults
None
Fault Facts
If SPN 5742 FMI 3 is set with any other voltage too high Diagnostic Trouble Codes (DTC), ensure batteries are
wired properly and that alternator charging voltage is within specification.

Continuous
Possible Causes
• Charging system voltage too high
Step 1 Check for active or pending fault codes Decision

Is only SPN 5742 FMI 3 active? No: Go to Step 4.
Step 2 Inspect connections at Diesel Oxidation Catalyst / Diesel Decision

Particulate Filter (DOC/DPF) temperature sensor module
connector.
B. Disconnect DOC/DPF temperature sensor module connector.
C. Check DOC/DPF temperature sensor module and connector
terminals for: damaged or pinched wires; moisture or corroded
Are DOC/DPF temperature sensor module connector, harness, and No: Repair connector,
terminals clean and undamaged? harness, or terminal damage.
Step 3 Check SWBAT circuit for an Open. Decision

Perform Test 1 (page 675). Use DMM, measure voltage between Breakout Yes: Replace DOC/DPF
Harness 18-649-01 pin-1 and pin-4. temperature sensor module.
Is voltage B+ ± 0.5 volts? No: Repair OPEN between
DOC/DPF temperature
Switched Ignition Relay
5742 FMI 3.
Step 4 Check for correct parallel battery pack wiring. Decision

Positive battery cable(s) should be connected from positive battery terminal Yes: Repair overcharging
to positive battery terminal. Negative battery cable(s) should be connected in charging system. After
from negative battery terminal to negative battery terminal. repairs are complete, retest
for SPN 5742 FMI 3.
Is battery pack correctly assembled (wired in parallel and not in series)? No: Reassemble battery
pack. After repairs are
5742 FMI 3.
End Diagnostic Test


Tools Required
Figure 252 DOC/DPF Temperature Sensor Module Circuit Check
Test 1
A. Key OFF.
B. Connect Breakout Harness 18-649-01 between vehicle harness and Diesel Oxidation Catalyst /
Diesel Particulate Filter (DOC/DPF) temperature sensor module.
C. Key ON
SPN 5742 FMI 4 - DOC/DPF Temperature sensor module supply voltage too LOW
Fault Overview
Fault code sets when Aftertreatment Control Module (ACM) detects that Diesel Oxidation Catalyst / Diesel
Particulate Filter (DOC/DPF) temperature sensor module supply voltage is low.
Lamp Reaction
Associated Faults
None
Fault Facts
Verify batteries are fully charged and connections are clean before completing diagnostics.

Continuous
Possible Causes


connector.
Step 3 Check for failed DOC/DPF temperature sensor module. Decision

Test 1 (page 679). Use DMM, measure voltage between Breakout Harness Yes: Replace DOC/DPF
18-649-01 pin-4 and pin-1. temperature sensor module.
Step 4 Check SWBAT circuit for Open or short to GND. Decision

Test 2 (page 680). Use DMM, measure voltage between Breakout Harness Yes: Repair Open or high
18-649-01 pin-4 and known good GND. resistance between DOC/DPF
temperature sensor module
pin-1 and GND. After repairs
5742 FMI 4
ground between DOC/DPF
pin-4 and Switched Ignition
Relay pin-87. After repairs are
FMI 4.
End Diagnostic Test


Tools Required
Figure 253 DOC/DPF Temperature Sensor Module Circuit Check
Test 1
A. Key OFF.
B. Connect Breakout Harness 18-649-01 between vehicle harness and Diesel Oxidation Catalyst /
Diesel Particulate Filter (DOC/DPF) temperature sensor module.
C. Key ON
Test 2
A. Key OFF.
B. Connect Breakout Harness 18-649-01 to vehicle harness and leave DOC/DPF temperature sensor
module disconnected.
C. Key ON
SPN 5742 FMI 12 - DOC/DPF Temperature sensor module internal error
Fault Overview
Fault code sets when Aftertreatment Control Module (ACM) detects number of Diesel Oxidation Catalyst / Diesel
Particulate Filter (DOC/DPF) temperature sensor module power reset events within a 300 second window is ≥
5 counts. Active and parked regeneration is disabled. Exhaust Gas Recirculation (EGR) valve operation will be
disabled.
Lamp Reaction
Associated Faults
None
Fault Facts
None

Continuous
Possible Causes

Is EST DTC list SPN 5742 FMI 12 active or pending? No: End of diagnostics, retest

connector.

A. Using Electronic Service Tool (EST) with ServiceMaxx™ software. Yes: Replace DOC/DPF
Key ON, clear codes. temperature sensor module.
B. Key OFF, wait for EST screens to clear.
C. Key ON, check Diagnostic Trouble Codes (DTC) list for SPN 5742
FMI 12.
Is EST DTC list SPN 5742 FMI 12 active or pending? No: End of diagnostics, retest
End Diagnostic Test

SPN 5742 FMI 16 - DOC/DPF Temperature sensor module internal temperature above Maximum
Fault Overview
Fault code sets when Aftertreatment Control Module (ACM) detects Diesel Oxidation Catalyst / Diesel Particulate
Filter (DOC/DPF) temperature sensor module is greater than 302°F (150°C). Active and parked regeneration is
disabled. Exhaust Gas Recirculation (EGR) valve operation will be disabled.
Lamp Reaction
Associated Faults
• SPN 3242 FMI 0, 15, • SPN 3246 FMI 0, 15, • SPN 4765 FMI 0, 15,
and 16 (DPFIT) and 16 (DPFOT) and 16 (DOCIT)
Fault Facts
This fault will go inactive after DOC/DPF temperature sensor module temperature drops below warning limit,
and will likely be inactive when vehicle is in shop. For this reason, these diagnostics must be used for both
active and inactive fault codes.
Inspect for overheated aftertreatment components, cracked exhaust system welds, leaking exhaust system

Continuous.
Possible Causes
• Missing, damaged, or restricted air flow across DOC/DPF temperature sensor module
• Damage or leaking exhaust system

Step 2 Inspect for damaged or missing Diesel Oxidation Catalyst / Decision

Diesel Particulate Filter (DOC/DPF) temperature sensor module
heat shield.
Check for air flow restrictions around DOC/DPF temperature sensor module Yes: Go to Step 3.
(mud, aftermarket shields, flaps, or brackets installed).
Is DOC/DPF temperature sensor module heat shield free of air restrictions No: Remove air restriction,
and is not missing or damaged? or replace or repair SCR
heat shield. After repairs are
FMI 16.
Step 3 Inspect for a damaged exhaust system. Decision

Perform Exhaust and Aftertreatment System Inspection (page 2346). Yes: Replace DOC/DPF
components. Refer to Fault
Facts. After repairs are
5742 FMI 16.
End Diagnostic Test

SPN 5742 FMI 19 - DOC/DPF Temperature Module Not Detected on J1939
Fault Overview
Fault code sets when Aftertreatment Control Module (ACM) loses J1939 data link communications with Diesel
Oxidation Catalyst / Diesel Particulate Filter (DOC/DPF) temperature sensor module.
Lamp Reaction
Associated Faults
None
Fault Facts
circuit, or switched ignition relay problem. The following components share power and ground circuits: DOC/DPF
temperature sensor module, SCR temperature sensor module, NH3 sensor module, NOx OUT sensor module,
NOx IN sensor module, and DEFTLT sensor module. Verify batteries are fully charged and connections are
clean before completing diagnostics.

Continuous
Possible Cause
• SWBAT circuit short to GND or Open
• CAN-H short to CAN-L
• Failed DPF temperature sensor module
Step 1 Inspect connections at Diesel Particulate Filter (DPF) Decision

temperature sensor module connector.
B. Disconnect DPF temperature sensor module connector.
C. Check DPF temperature sensor module and connector terminals
Are DPF temperature sensor module connector, harness, and terminals No: Repair connector,
Step 2 Check Aftertreatment Power Distribution Module (PDM) for Decision

damaged fuse(s) and/or relay(s).
Check Aftertreatment PDM fuse(s) and relay(s) for blown fuses; loose, Yes: Go to Step 3.
missing, or intermittent connections.
Are all fuses and relays securely attached and in good condition? No: Secure or replace
failed fuse(s) or relay(s) to
Aftertreatment PDM. After
Step 3 Check voltage supply to DPF temperature sensor module. Decision

Step 4 Check SWBAT circuit for Open or short to ground. Decision

Perform Test 2 (page 690). Use DMM, measure voltage between Breakout Yes: Repair Open or high
Harness 18-649-01 pin-4 and known good GND. resistance between DPF
5742 FMI 19.
Is voltage B+ ± 0.5 volts? No: Repair Open or short
to GND between DPF
pin-4 and switched ignition
relay pin-87. After repairs
5742 FMI 19.

to GND between DPF

between DPF temperature
5742 FMI 19.

to GND between DPF

between DPF temperature
5742 FMI 19.
Step 9 Check CAN-L circuit for short to CAN-H. Decision

Perform Test 5 (page 692). Use DMM, measure resistance between Yes: Replace DPF
Breakout Harness 18-649-01 pin-2 and pin-3. temperature sensor module.
DPF temperature sensor
module pin-2 and pin-3. After


Tools Required
Figure 255 DPF Temperature Sensor Module Supply Voltage Check
Test 1
A. Key OFF.
B. Connect Breakout Harness 18-649-01 to vehicle harness and leave Diesel Particulate Filter (DPF)
temperature sensor module disconnected.
C. Key ON
Test 2
A. Key OFF.
B. Connect Breakout Harness 18-649-01 to vehicle harness and leave DPF temperature sensor
C. Key ON
Figure 257 CAN-H Circuit Check
Test 3
A. Key OFF.
C. Key ON
Figure 258 CAN-L Circuit Check
Test 4
A. Key OFF.
C. Key ON
Figure 259 CAN Circuit Check
Test 5
A. Key OFF.
DOCIT (Diesel Oxidation Catalyst Inlet Temperature) Sensor

Overview of DOCIT Sensor Group
SPN FMI Description

4765 0 DOCIT above Critical Temperature (page 694)
4765 2 DOCIT signal erratic, intermittent, or incorrect (page 698)
4765 3 DOCIT signal Out of Range HIGH (page 700)
4765 4 DOCIT signal Out of Range LOW (page 702)
4765 15 DOCIT above Warning Temperature (page 704)
4765 16 DOCIT Above Maximum Temperature (page 708)
Overview
Diesel Oxidation Catalyst Inlet Temperature (DOCIT) sensor measures exhaust temperature at inlet of DOC.
DOC/DPF temperature sensor module is a smart device that communicates with Aftertreatment Control Module
(ACM) via Controller Area Network (CAN). DOCIT sensor is part of DOC/DPF temperature sensor module and
is not serviceable individually.
Figure 260 DOC/DPF Temperature Sensor Module Location

1. DOC/DPF Temperature Sensor
Module
SPN 4765 FMI 0 - DOCIT above Critical Temperature
Fault Overview
Fault code sets when Aftertreatment Control Module (ACM) detects Diesel Oxidation Catalyst Inlet Temperature
(DOCIT) reading is greater than 1269°F (687°C) while regeneration is not active.
Lamp Reaction
Red Stop Lamp (RSL) will illuminate immediately when this fault is detected.
Associated Faults
• SPN 651 - 656 FMI 16 • SPN 731 FMI 16 and 18 • SPN 1322 - 1328 FMI • SPN 2797 FMI 11 (INJ)
(CYL Balance) (EWPS) 14 and 31 (CYL Balance)
• SPN 2798 FMI 11 (INJ) • SPN 3482 (AFTSO) • SPN 3556 (AFTI)
Fault Facts
aftertreatment system for causal damage before reinstalling. Inspect for overheated aftertreatment components,
cracked exhaust system welds, leaking exhaust system seams, or other damage. This fault will go inactive
after DOCIT drops below warning limit, and will likely be inactive when vehicle is in shop. For this reason, these
diagnostics must be used for both active and inactive fault codes.

Road Test
Possible Causes
• Engine oil leak to exhaust
• Fuel leak to exhaust
• Leaking or stuck Open Aftertreatment Fuel Injector (AFTFI)
• Leaking or stuck Open Aftertreatment Fuel Shutoff (AFTFSO)

WARNING: 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.
Step 2 Compare exhaust system temperature. Decision

Compare Diesel Oxidation Catalyst Inlet Temperature (DOCIT) sensor to Yes: Go to Step 3.
Diesel Particulate Filter Inlet (DPFIT) and DPF Outlet Temperature (DPFOT)
sensor temperatures. Perform Hot Run Sensor Comparison Test (page
2375).
Is DOCIT, DPFIT, and DPFOT difference with in 77°F (25°C) of each other? No: Replace DOC/DPF
Step 3 Determine if the engine has a mechanical cylinder balance Decision

problem (compression loss).
Perform Crankcase Pressure Test (page 2231). Yes: Repair base engine
compression imbalance. After
for SPN 4765 FMI 0.
Does engine have excessive crankcase pressure? No: Go to Step 4

Did one or more cylinders have significant speed difference(s) than the No: Go to Step 6.
others?

valves, fallen bridges, and valves out of adjustment. suspected by Multiple Cylinder
Cutout Test. After repairs are
FMI 0.
FMI 0.
Step 6 Inspect turbocharger exhaust outlet. Decision

Remove exhaust plumbing from turbocharger outlet. Inspect turbocharger Yes: Go to Step 7.
exhaust outlet for oil or fuel in aftertreatment system from engine.
Was turbocharger exhaust outlet free of oil and fuel contamination? No: Repair fuel or engine oil
leak to exhaust. See Fuel to
Exhaust (page 86), and see
6.2 Oil Leak to Exhaust . After
for SPN 4765 FMI 0.
(AFTFSO).
Is AFT Fuel Injector (AFTFI) dry and free of fuel? No: Replace AFTFSO. After
for SPN 4765 FMI 0.

for SPN 4765 FMI 0.

Perform AFT Dosing System Test (page 2126). Yes: Go to Step 10.
for SPN 4765 FMI 0.
Step 10 Test for black smoke from exhaust. Decision

Idle engine and snap throttle to 100%. Perform this test multiple times, Yes: Go to Step 11.
if necessary.
Is exhaust free of black smoke? No: Inspect DOC/DPF
system for failed or damaged
component. After repairs are
FMI 0.
Step 11 Check DOC face for soot accumulation, face plugging, or Decision
damage.
Remove Diesel Oxidation Catalyst (DOC). Inspect DOC. Check DOC face Yes: Reinstall DOC
for soot accumulation, face plugging, or damage. and perform a Parked
Regeneration. After repairs
4765 FMI 0.
Are less than 50% of cells on intake face completely blocked by soot? No: Replace DOC. After
for SPN 4765 FMI 0.
End Diagnostic Test

SPN 4765 FMI 2 - DOCIT signal erratic, intermittent, or incorrect
Fault Overview
Fault code sets when Aftertreatment Control Module (ACM) detects difference between Diesel Oxidation
Catalyst Inlet Temperature (DOCIT) and Diesel Particulate Filter Inlet Temperature (DPFIT) readings do not
match expected values for engine operating conditions. Diesel Exhaust Fluid (DEF) injection into aftertreatment
system is disabled. Active and parked regeneration of DPF will be disabled. Engine torque will be reduced if
engine is operated for an extended period of time with this fault active.
Lamp Reaction
Associated Faults
None

Continuous
Possible Causes

Is EST DTC listing SPN 4765 FMI 2 active or pending? No: Repair active or pending
fault codes first. After repairs
4765 FMI 2.
Step 2 Check Diesel Oxidation Catalyst Inlet Temperature (DOCIT) Decision

sensor and connector inspection.
A. Key OFF. Replace DOC/DPF
B. Disconnect DOCIT sensor.
C. Check DOCIT sensor and connector terminals for: damaged or retest for SPN 4765 FMI 2.
Are DOCIT sensor connector, harness, and terminals clean and No: Repair connector,

SPN 4765 FMI 3 - DOCIT signal Out of Range HIGH
Fault Overview
(DOCIT) sensor signal voltage is greater than expected. Diesel Exhaust Fluid (DEF) injection into aftertreatment
system is disabled. Active and parked regeneration of Diesel Particulate Filter (DPF) will be disabled. Engine
torque will be reduced if engine is operated for an extended period of time with this fault active.
Lamp Reaction
Associated Faults
SPN 5742 (DOC/DPF

temperature sensor
module)
Fault Facts
None

Continuous
Possible Causes
Step 1 Check for Associated Faults Decision

Using Electronic Service Tool (EST) with ServiceMaxx™, check Diagnostic Yes: Go to Step 2.

Using EST with ServiceMaxx™ software. Key ON, check DTC list for SPN Yes: Go to Step 3.
4765 FMI 3.

connector.
A. Key OFF. Yes: Replace DOC/DPF
B. Disconnect DOC/DPF temperature sensor module sensor.
C. Check DOC/DPF temperature sensor module sensor and connector retest for SPN 4765 FMI 3.
terminals for: damaged or pinched wires; wet or corroded terminals;
Are DOC/DPF temperature sensor module sensor connector, harness, and No: Repair connector,

SPN 4765 FMI 4 - DOCIT signal Out of Range LOW
Fault Overview
(DOCIT) sensor signal voltage is less than 1 volt for more than 2 seconds. Active and parked regeneration
of Diesel Particulate Filter (DPF) will be disabled. Engine torque will be reduced if engine is operated for an
extended period of time with this fault active.
Lamp Reaction
Associated Faults
SPN 5742 (DOC/DPF

temperature sensor
module)
Fault Facts
None

Continuous
Possible Causes


4765 FMI 4.

connector.

SPN 4765 FMI 15 - DPFIT above Warning Temperature
Fault Overview
(DOCIT) signal value is greater than 1224°F (662°C) while regeneration is not active.
Lamp Reaction
Amber Warning Lamp (AWL) will illuminate immediately when this fault is detected.
Associated Faults
• SPN 2798 FMI 11 (INJ) • SPN 3482 (AFTFSO) • SPN 3556 (AFTFI)
Fault Facts
after DOCIT drops below warning limit, and will likely be not active when vehicle is in shop. For this reason,
these diagnostics must be used for both active and not active fault codes.

Road Test
Possible Causes
• Leaking or stuck Open Aftertreatment Fuel Shutoff (AFTFSO) valve

Step 2 Compare Diesel Oxidation Catalyst Inlet Temperature (DOCIT) Decision

sensor to Diesel Particulate Filter Inlet (DPFIT) and DPF Outlet
Temperature (DPFOT) sensor temperatures.
Using (EST) with ServiceMaxx™ software, perform Hot Run Sensor Yes: Go to Step 3.
Comparison Test (page 2375).

(compression loss).

Did one or more cylinders have significant speed difference(s) than others? No: Go to Step 6.

4765 FMI 15.
Step 6 Inspect turbocharger exhaust outlet for oil or fuel in Decision

aftertreatment system from engine.
Remove exhaust plumbing from turbocharger outlet (see Engine Service Yes: Go to Step 7.
Manual).
(AFTFSO) valve .
Is AFT Fuel Injector (AFTFI) dry and free of fuel? No: Replace AFTFSO valve.


Step 10 Test for black smoke from the exhaust. Decision

Idle the engine and snap the throttle to 100 percent. Perform this test Yes: Go to Step 11.
multiple times, if necessary.
Is exhaust free of black smoke? No: Inspect DOC / DPF
FMI 15.
Step 11 Inspect Diesel Oxidation Catalyst (DOC) for soot accumulation, Decision
face plugging, or damage.
Remove DOC (see Exhaust Aftertreatment System with DPF and SCR Yes: Reinstall DOC
Service Manual). and perform a Parked
4765 FMI 15.
Are less than 50% of cells on intake face completely blocked by soot? No: Clean or replace DOC.
End Diagnostic Test

After performing all diagnostic steps, if SPN 4765 FMI 15 remains, verify each step was completed correctly
SPN 4765 FMI 16 - DOCIT Above Maximum Temperature
Fault Overview
(DOCIT) signal value is greater than 1269°F (687°C) while a regeneration is not active for 60 seconds. Active
and parked regeneration will be disabled.
Lamp Reaction
Malfunction Indicator Lamp (MIL) will illuminate when this fault is detected for 60 seconds.
Associated Faults
• SPN 2798 FMI 11 (INJ) • SPN 3482 (AFTFSO) • SPN 3556 (AFTFI)
Fault Facts
after DOCIT drops below warning limit, and will likely be not active when vehicle is in shop. For this reason,
these diagnostics must be used for both active and not active fault codes.

Road Test
Possible Causes
• Leaking or stuck Open Aftertreatment Fuel Shutoff (AFTFSO) valve


Using (EST) with ServiceMaxx™ software, perform Hot Run Sensor Yes: Go to Step 3.
Comparison Test (page 2375).

(compression loss).


4765 FMI 16.

Manual).
(AFTFSO) valve .
Is AFT Fuel Injector (AFTFI) dry and free of fuel? No: Replace AFTFSO valve.


Step 10 Test for black smoke from the exhaust. Decision

Idle the engine and snap the throttle to 100 percent. Perform this test Yes: Go to Step 11.
multiple times, if necessary.
Is exhaust free of black smoke? No: Inspect DOC / DPF
FMI 16.
4765 FMI 16.
End Diagnostic Test

DPF (Diesel Particulate Filter) System

Overview of DPF Sensor Group
SPN FMI Actions

3719 0 DPF Soot Load - Highest (level 3/3) (page 714)
3719 15 DPF Soot Load - Lowest (level 1/3) (page 716)
3719 16 DPF Soot Load - Moderate (level 2/3) (page 718)
3936 0 DPF Soot Load - Severe De-Rate (page 720)
3936 15 DPF System above Warning Pressure (page 722)
4795 31 DPFDP excessively LOW (sensor/circuit fault or missing DPF)(page 724)
5319 31 DPF incomplete Regeneration (page 727)
Overview
Diesel Particulate Filter (DPF) system is used to reduce soot released into exhaust aftertreatment system. DPF
is used in conjunction with Diesel Oxidation Catalyst (DOC) to reduce soot. Process of reducing soot to ash
is called regeneration (regen). Regen can be active, stationary, or passive. Passive regen needs no input
from ACM to work. Active happens when ACM commands vehicle to regen, and vehicle goes into a regen
strategy. Stationary regen is used when an operator manually tells ACM to begin regen process. This can
be accomplished by either manually pushing an override button inside cab, or through use of ServiceMaxx™
software. DOC and DPF can be serviced separately.
Figure 261 DPFDP/DPFOP Sensor Module Location

module
Figure 262 DPFDP/DPFOP Sensor Hoses Location

hoses
SPN 3719 FMI 0 - DPF Soot Load - Highest (level 3/3)
Fault Overview
Fault code sets when Aftertreatment Control Module (ACM) detects soot load of Diesel Particulate Filter (DPF)
has exceeded maximum operating limits. Torque output of engine will be reduced as soot load increases. See
AFT System Overview (page 2505) for additional information.
Lamp Reaction
No Lamp
Associated Faults
(INJ/CYL)
• SPN 2797 - 2798 (CYL • SPN 3242 FMI 2, 3, and • SPN 3246 FMI 2, 3, and • SPN 3480 (AFTFP)
Balance) 4 (DPFIT) 4 (DPFOT)
• SPN 3482 (AFTFSOV) • SPN 3556 (AFTFI) • SPN 3610 (DPFOP) • SPN 4765 FMI 2, 3, and
4 (DOCIT)

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

Step 2 Decision
Using EST with ServiceMaxx™ software, go to ServiceMaxx™ software Yes: End diagnostics, retest
Procedures > DPF Regeneration Procedure (page 2022)> Inhibitors > for SPN 3719 FMI 0.
select record button and click Begin Test.
Was soot load reduced during procedure? No: Go to Step 3
Step 3 Check DPFDP sensor hoses for correct routing and restrictions. Decision
Inspect DPFDP sensor hoses for kinks, improper hose routing, restrictions, Yes: Go to Step 4.
or damage.
Are DPFDP sensor hoses routed correctly, free of damage, and No: Repair or replace DPFDP
unrestricted? sensor hose(s). After repairs
3719 FMI 0.

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

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

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

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

for SPN 3936 FMI 15

SPN 3719 FMI 16 - DPF Soot Load - Moderate (level 2/3)
Fault Overview
has exceeded operating limits. Torque output of engine will be reduced as soot load increases. See AFT System
Overview (page 2505) for additional information.
Lamp Reaction
No Lamp
Associated Faults
(INJ/CYL)
• SPN 1322 - 1328 (CYL • SPN 2797 - 2798 (CYL • SPN 3242 FMI 2, 3, and • SPN 3246 FMI 2, 3, and
Balance) Balance) 4 (DPFIT) 4 (DPFOT)
• SPN 3480 (AFTFP) • SPN 3482 (AFTFSOV) • SPN 3556 (AFTFI) • SPN 3610 (DPFOP)
• SPN 4765 FMI 2, 3, and • SPN 5541 (TC1TOP)
4 (DOCIT)

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

Step 2 Decision
Procedures > DPF Regeneration Procedure (page 2022)> Inhibitors > select for SPN 3719 FMI 16.
record button and click Begin Test.
or damage.
Are DPFDP sensor hoses routed correctly, free of damage, and unrestricted? No: Repair or replace DPFDP
sensor hose(s). After repairs
3719 FMI 16.


SPN 3936 FMI 0 - DPF Soot Load - Severe De-Rate
Fault Overview
has exceeded maximum operating limits for an extended period of time. Torque output of engine will be reduced
as soot load increases.
Lamp Reaction
Red Stop Lamp Active
Associated Faults
(INJ/CYL)
• SPN 2797 (INJ/CYL) • SPN 2798 (INJ/CYL) • SPN 3242 FMI 2, 3, and • SPN 3246 FMI 2, 3, and
4 (DPFIT) 4 (DPFOT)
• SPN 3480 (AFTFP1) • SPN 3482 (AFTFSOV) • SPN 3556 (AFT) • SPN 4765 FMI 2, 3, and
4 (DOCIT)
Fault Facts
This fault code indicates exhaust temperatures are not high enough. Repeated occurrences of this fault
code may indicate engine requires frequent regeneration of aftertreatment system. To passively regenerate
aftertreatment system, operate engine under higher load and higher rpm.

Road Test
Possible Causes
• Regen inhibited

Step 2 Decision
or damage.
3936 FMI 0.

SPN 3936 FMI 0.
Does engine have a performance problem? No: End diagnostics, retest for
SPN 3936 FMI 0.

SPN 3936 FMI 15 - DPF System above Warning Pressure
Fault Overview
has exceeded maximum operating limits. Exhaust Gas Recirculation (EGR) valve will be disabled.
Lamp Reaction
Associated Faults
• SPN 94 (FDP) • SPN 102 (IMP) • SPN 157 (FRP) • SPN 651-656 (INJ/CYL)
• SPN 2797–2798 (CYL • SPN 3242 FMI 2, 3, and • SPN 3246 FMI 2, 3, and • SPN 3480 (AFTFP)
• SPN 3482 (AFTFSV) • SPN 3556 (AFTFI) • SPN 3610 (DPFOP) • SPN 4765 FMI 2, 3, and
4 (DOCIT)
Fault Facts
This fault code indicates exhaust temperatures exiting turbocharger are not high enough to actively regenerate
aftertreatment system due to light load.

Road Test
Possible Causes
• Regen inhibited

Faults. After repairs are
3936 FMI 15.
Step 2 Decision
Procedures > DPF Regeneration Procedure (page 2022)> Inhibitors > select for SPN 3936 FMI 15.
record button and click Begin Test.
or damage.
Are DPFDP sensor hoses routed correctly, free of damage, and unrestricted? No: Repair or replace DPFDP
sensor hose(s). After repairs
3936 FMI 15.

for SPN 3936 FMI 15

SPN 4795 FMI 31 - DPFDP excessively LOW (sensor/circuit fault or missing DPF)
Fault Overview
Fault code sets when Aftertreatment Control Module (ACM) detects Diesel Particulate Filter Differential Pressure
(DPFDP) is below a minimum value, and exhaust flow rate is above a minimum flow rate. Active and parked
regeneration of DPF will be disabled. Exhaust Gas Recirculation (EGR) valve will be closed, and engine torque
will be reduced if fault is active for an extended period of time.
Lamp Reaction
Associated Faults
• SPN 3251 FMI 2, 3, and • SPN 3936 FMI 7 (DPF)

4 (DPFDP)
Fault Facts
(DPFDP) is below a minimum value, and exhaust flow rate is above a minimum flow rate. Active and parked
regeneration of DPF will be disabled. Exhaust Gas Recirculation (EGR) valve will be closed, and engine torque
will be reduced if fault is active for an extended period of time.

Road Test
Possible Causes
• Missing DPF
• DPF damaged or failed
• DPFDP/DPFOP sensor hoses reversed or damaged
• Exhaust leak or damage before DPF

Step 2 Inspect exhaust system for leaks, damage, and missing Diesel Decision
Particulate Filter (DPF).
Is DPF installed, and is exhaust system free of leaks and damage? No: Install missing DPF or
repair exhaust system. After
SPN 4795 FMI 31.
Step 3 Inspect connections at Diesel Particulate Filter Differential Decision

Pressure / DPF Outlet Pressure (DPFDP/DPFOP) sensor.
B. Disconnect DPFDP/DPFOP connector.
C. Check DPFDP/DPFOP and connector terminals for: damaged
Are DPFDP/DPFOP connector, harness, and terminals clean and No: Repair connector, harness,
SPN 4795 FMI 31.
Step 4 Check DPFDP/DPFOP sensor hoses for correct routing and Decision
restrictions.
Inspect DPFDP/DPFOP sensor hoses for kinks, improper hose routing, Yes: Go to Step 5.
plugged hoses, reversed hoses, debris, ice, or other damage.
Are DPFDP/DPFOP sensor hoses routed correctly and free of damage No: Reroute or replace
and debris? DPFDP/DPFOP sensor hoses.
Step 5 Check DPF condition. Decision

Perform DPF Inspection (page 2387). Yes: Diagnose and repair
cause of excessive heat or
damage, then replace DPF.
Is DPF melted or damaged? No: End diagnostics, retest for
SPN 4795 FMI 31.

SPN 5319 FMI 31 - DPF incomplete Regeneration
Fault Overview
is too high following successful active regeneration of aftertreatment system.
Lamp Reaction
Malfunction Indicator Lamp (MIL) will illuminate immediately when this fault is detected
Associated Faults
• SPN 27 (EGR) • SPN 94 (FDP) • SPN 102 (IMP) • SPN 157 (FRP)
• SPN 651-656 (INJ/CYL) • SPN 1173 (TC2CIT) • SPN 1177 (TC2CIP) • SPN 1189 (TC2WC)
• SPN 1322–1328 • SPN 2791 (EGR) • SPN 2797–2798 (INJ) • SPN 3055 (FRP)
(INJ/CYL)
Fault Facts
components, cracked exhaust system welds, leaking exhaust system seams, or other damage. Excessive ash
accumulation in Diesel Particulate Filter (DPF) will cause frequent regenerations of aftertreatment system. If all
step-based diagnostics have been completed with no failure found, inspect ash load of DPF.

Regeneration
Possible Causes
• Low engine performance
• Failed fuel injector
• Engine mechanical
• Oil leak to exhaust
• Failed AFTFSOV
• Restricted DPFDP / outlet pressure sensor hose(s)
• Damaged or failed Diesel Oxidation Catalyst (DOC)
• Failed AFTFI
Step 1 Action Decision

Using EST, check DTC list for Associated Faults(page 727). Yes: Go to Step 2.

Pressure (DPFDP) / outlet pressure sensor module.
B. Disconnect DPFDP/DPFOP sensor module.
C. Check DPFDP/DPFOP sensor module and connector terminals for:
damaged or pinched wires; wet or corroded terminals; loose, bent,
or broken pins; or broken connector housing.
Are DPFDP/DPFOP sensor module connector, harness, and terminals No: Repair connector,
Step 3 Check DPFDP / outlet pressure sensor module hoses for Decision
correct routing and restrictions.
Inspect DPFDP/DPFOP sensor module hoses for kinks, improper hose Yes: Go to Step 4.
routing, restrictions, or damage.
Are DPFDP/DPFOP sensor module hoses routed correctly, free of damage, No: Repair or replace
and unrestricted? DPFDP/DPFOP sensor
hose(s). After repairs are
FMI 31.
Step 4 Determine if engine has a mechanical cylinder balance Decision

problem (compression loss).
SPN 5319 FMI 31.


FMI 31.
FMI 31.
Step 7 Check for engine oil leak to exhaust. Decision

Disconnect exhaust inlet pipe from Diesel Oxidation Catalyst (DOC). Yes: Go to Step 8.
Is exhaust free of engine oil contamination? No: Repair engine oil leak
to exhaust. After repairs are
FMI 31.
Step 8 Check for failed Aftertreatment Fuel Shutoff Valve (AFTFSOV). Decision
Is AFT Fuel Injector (AFTFI) dry and free of fuel? No: Replace AFTFSOV. After
SPN 5319 FMI 31.

SPN 5319 FMI 31.

Perform AFT Dosing System Test (page 2126). Yes: Clean or replace DOC.
SPN 5319 FMI 31.
Was 225 to 500 ml of fuel dispensed within 2.5 minutes? No: Replace AFTFI. Refer to
Fault Facts. After repairs are
FMI 31.

DPFDP (Diesel Particulate Filter Differential Pressure) Sensor

Overview of DPFDP Sensor Group
SPN FMI Description

3251 2 DPFDP signal erratic, intermittent, or incorrect (page 731)
3251 3 DPFDP signal Out of Range HIGH (page 738)
3251 4 DPFDP signal Out of Range LOW (page 743)
Overview
Diesel Particulate Filter Differential Pressure (DPFDP) / outlet pressure sensor module measures pressure
difference between inlet pressure and outlet pressure of DPF, and outlet pressure of DPF. Aftertreatment
regeneration will not run with DPFDP / outlet pressure sensor module fault codes present.

DPF Outlet Pressure (DPFOP)
sensor module
SPN 3251 FMI 2 - DPFDP signal erratic, intermittent, or incorrect
Fault Overview
Fault code sets when Aftertreatment Control Module (ACM) detects aftertreatment Diesel Particulate Filter
Differential Pressure / outlet pressure (DPFDP/DPFOP) sensor is greater than 0.25 psi (1.5 kPa), is not
changing with engine conditions, or signal range since last monitor is less than 0.15 psi (1 kPa).
Lamp Reaction
Associated Faults

9)
Fault Facts
None

Road Test
Possible Causes
• DPFDP SIG GND circuit high resistance
• Leaking or Restricted DPFDP/DPFOP sensor hoses
• Failed DPFDP/DPFOP sensor
• VREF 9 high resistance
• VREF 9 high resistance

Step 2 Inspect hoses and tube connections at Diesel Particulate Filter Decision
Differential Pressure (DPFDP) / Diesel Particulate Filter Outlet
Pressure (DPFOP) sensor.
Check DPFDP/DPFOP sensor, tubes, and passages for leaks, restrictions, Yes: Go to Step 3.
and damage.
Are DPFDP/DPFOP sensor connections free of leaks, restrictions, and No: Repair leaking, restricted,
damage? or damaged hoses and
connections. After repairs
3251 FMI 2.
Step 3 Inspect connections at DPFDP/DPFOP sensor. Decision

B. Disconnect DPFDP/DPFOP sensor connector.
C. Check DPFDP/DPFOP sensor and connector terminals for:
Step 4 Check SIG GND circuit for high resistance. Decision

Harness 12-575-01 pin-1 to PWR.
Is voltage between B+ ± 0.5 volts? No: Repair short to GND
DPFDP/DPFOP sensor
module pin-1 and ACM pin
3251 FMI 2.
Step 5 Check DPFDP/DPFOP sensor module operation. Decision

A. Perform Test 2 (page 735). Yes: Replace DPFDP/DPFOP
sensor module. After repairs
B. Use Electronic Service Tool (EST) with ServiceMaxx™ software,
perform Continuous Monitor Test(page 2063).
3251 FMI 2.
C. During test, monitor DPFDP voltage with ServiceMaxx™ software.

Perform Test 3 (page 736). Use Digital Multimeter (DMM), measure voltage Yes: Repair Open between
between Breakout Harness 12-575-01 pin-4 and known good GND. DPFDP/DPFOP sensor
3251 FMI 2.
Is voltage 5 ± 0.25 volts? No: Repair Open or
short to GND between
DPFDP/DPFOP sensor
3251 FMI 2.

Pin Point Test SPN 3251 FMI 2
Figure 264 DPFDP/DPFOP Sensor Circuit Diagram
Tools Required
Test 1
A. Key OFF.
B. Disconnect Diesel Particulate Filter Differential Pressure (DPFDP) / Diesel Particulate Filter Outlet
Pressure (DPFOP) sensor module.
C. Connect Breakout Harness 12-575-01 to engine harness and leave DPFDP/DPFOP sensor module
disconnected.
D. Key ON.
Figure 266 DPFDP/DPFOP Sensor Module Circuit Check
Test 2
A. Key OFF.
disconnected.
D. Using Breakout Harness ZTSE4498, short Breakout Harness 12-575-01 pin-2 to pin-4.
Test 3
A. Key OFF.
disconnected.
D. Key ON.
SPN 3251 FMI 3 - DPFDP signal Out of Range HIGH
Fault Overview
Fault code sets when Aftertreatment Control Module (ACM) detects that aftertreatment DPFDP signal voltage
is greater than 4.75 volts for more than 2 seconds.
Lamp Reaction
Associated Fault
None
Fault Facts
None

Continuous
Possible Causes
• DPFDP signal circuit short to PWR

Step 2 Inspect connections at DPFDP/DPF Outlet Pressure (DPFOP) Decision

sensor.
C. Check DPFDP/DPFOP sensor and connector terminals for: damaged
or pinched wires; corroded terminals; loose, bent, or broken pins; or
Are DPFDP/DPFOP sensor connector, harness, and terminals clean and No: Repair connector,
undamaged? harness, or terminal
3251 FMI 3.
Step 3 Check for short to power. Decision

B. Disconnect Diesel Particulate Filter Differential Pressure (DPFDP)
sensor.
C. Key ON, Engine OFF (KOEO).
D. Connect EST with ServiceMaxx™ software, Select Tests > KOEO
Test > Continuous Monitor Test (page 2063).
E. During test, monitor DPFDP voltage using ServiceMaxx™ software.
Is voltage approximately 0 volts? No: Repair short to PWR
on sensor signal circuit
between ACM Pin J1-70
and DPFDP/DPFOP sensor
3251 FMI 3.
Step 4 Check for Open or high resistance in DPFDP/DPFOP SIG GND Decision
circuit.
Perform Test 1 (page 741). Use DMM, measure voltage between Breakout Yes: replace
Harness 12-575-01 pin-1 and PWR. DPFDP/DPFOP sensor.
Is voltage B+ ± 0.5 volts? No Repair Open or high
resistance in SIG GND
circuit between ACM Pin
J1-42 and DPFDP/DPFOP
sensor pin-1. After repairs
3251 FMI 3.

Tools Required
Figure 269 Test 1 DPFDP Circuit Voltage Check
Test 1
A. Key OFF
B. Disconnect DPFDP sensor.
C. Connect Breakout Harness 12-575-01 to engine harness, and leave DPFDP sensor disconnected.
D. Key ON.
SPN 3251 FMI 4 - DPFDP signal Out of Range LOW
Fault Overview
(DPFDP) signal voltage is less than specification for more than 2 seconds.
Lamp Reaction
Associated Faults

9)
Fault Facts
None

Continuous
Possible Causes
• DPFDP signal circuit OPEN
• DPFDP signal circuit short to GND
• DPFDP VREF circuit OPEN
• DPFDP VREF circuit short to GND

3251 FMI 4.

3251 FMI 4.
Step 3 Inspect connections at DPFDP/DPFOP sensor. Decision

C. Check DPFDP/DPFOP sensor and connector terminals for: damaged
or pinched wires; corroded terminals; loose, bent, or broken pins; or
3251 FMI 4.
Step 4 Check VREF circuit. Decision

Is voltage approximately 5 volts? No: Repair OPEN or short
to GND in VREF circuit, and
Step 5 Check Sensor. Decision

A. Perform Test 2 (page 747). Yes: Replace sensor. After
B. Connect EST with ServiceMaxx™ software, Select Tests > KOEO
for SPN 3251 FMI 4.
Test > Continuous Monitor Test (page 2063).
C. During test, monitor DPFDP voltage using ServiceMaxx™ software.
Step 6 Check sensor SIG circuit for electrical fault. Decision

A. Perform Test 3 (page 748). Yes: Repair short to GND in
signal circuit. After repairs
B. Use EST with ServiceMaxx™ software, Key ON clear DTC list.
C. Key OFF, wait for ECM to power down. 3251 FMI 4
D. Key ON, check DTC list for SPN 3251 FMI 4.
Does SPN 5127 FMI 14 set after DTC list is cleared? No: Repair Open in signal
3251 FMI 4.

Tools Required
Figure 271 Test 1 DPFDP Circuit Voltage Check
Test 1
A. Key OFF.
B. Disconnect Diesel Particulate Filter Differential Pressure (DPFDP) sensor.
C. Connect Breakout Harness 12-575-01 to engine harness and leave DPFDP/DPFOP sensor
disconnected.
D. Key ON.
Test 2
A. Key OFF.
disconnected.
D. Connect Breakout Harness ZTSE4498 between Breakout Harness 12-575-01 pin-4 and pin-2.
F. Key ON, Engine OFF (KOEO).
Test 3
A. Key OFF.
disconnected.
D. Connect Breakout Harness ZTSE4498 between Breakout Harness 12-575-01 pin-4 and pin-2.
F. Key ON, Engine OFF (KOEO). Log in to ServiceMaxx™ software.
DPFIT (Diesel Particulate Filter Inlet Temperature) Sensor

Overview of DPFIT Sensor Group
SPN FMI Condition

3242 0 DPFIT above Critical Temperature (page 751)
3242 2 DPFIT signal erratic, intermittent, or incorrect (page 755)
3242 3 DPFIT signal Out of Range HIGH (page 757)
3242 4 DPFIT signal Out of Range LOW (page 759)
3242 15 DPFIT above Warning Temperature (page 761)
3242 16 DPFIT above Maximum Temperature (page 765)
Overview
Diesel Particulate Filter Inlet Temperature (DPFIT) sensor measures exhaust temperature at inlet of DPF.
(ACM) via Controller Area Network (CAN). DPFIT sensor is part of DOC/DPF temperature sensor module and

Module
SPN 3242 FMI 0 - DPFIT above Critical Temperature
Fault Overview
(DPFIT) reading is greater than critical limit.
Lamp Reaction
Amber Warning Lamp (AWL) and Malfunction Indicator Lamp (MIL) will illuminate solid and Red Stop Lamp
(RSL) illuminate flashing when this fault is detected.
Associated Faults
• SPN 731 FMI 16 and 18 • SPN 1322-1328 FMI 31 • SPN 2197 and 2798 • SPN 3242 FMI 2, 3, and
(EWPS) (CYL Balance) FMI 11 (INJ) 4 (DPFIT)
• SPN 5742 FMI 3, 4,
12, and 19 (DOC/DPF
Temperature Sensor
Module).
Fault Facts
If aftertreatment system has had excess fuel, oil, coolant, metal, or other contamination, inspect entire
components, cracked exhaust system welds, leaking exhaust system seams, or other damage. This fault will
go inactive after DPFIT drops below warning limit, and will likely be inactive when vehicle is in shop. For this
reason, these diagnostics must be used for both active and inactive fault codes.

Road Test
Possible Causes
• Leaking fuel injector
• Fuel or Engine oil leak to exhaust
• Base Engine compression loss
• Failed valve train components
• Failed or soot loaded DOC and/or DPF



(compression loss).


FMI 0.
FMI 0.

Manual).
for SPN 3242 FMI 0.
(AFTFSO).
for SPN 3242 FMI 0.

for SPN 3242 FMI 0.

Was 225 to 500 ml of fuel dispensed within 2.5 minutes? No: Replace AFTFI. Refer
to Fault Facts. After repairs
3242 FMI 0.

Idle engine, and snap throttle to 100 percent. Perform this test multiple Yes: Go to Step 11.
times, if necessary.
FMI 0.
3242 FMI 0.
Refer to Fault Facts. After
for SPN 3242 FMI 0.
End Diagnostic Test

and proper decision was made. Notify supervisor for further action.
SPN 3242 FMI 2 - DPFIT signal erratic, intermittent, or incorrect
Fault Overview
Fault code sets when Aftertreatment Control Module (ACM) detects difference between Diesel Particulate Filter
Inlet Temperature (DPFIT) sensor and Diesel Particulate Filter Outlet Temperature (DPFOT) sensor readings do
not match expected values for engine operating conditions.
Lamp Reaction
Associated Faults
None
Fault Facts
None

Road Test
Possible Causes

Is EST DTC list SPN 3242 FMI 2 active or pending? No: Repair Active or Pending
faults first. After repairs are
3242 FMI 2.
Step 2 Diesel Particulate Filter Intake Temperature (DPFIT) sensor and Decision
connector inspection.
B. Disconnect DPFIT sensor.
C. Check DPFIT sensor and connector terminals for: damaged or retest for SPN 3242 FMI 2.
Are DPFIT sensor connector, harness, and terminals clean and undamaged? No: Repair connector,

SPN 3242 FMI 3 - DPFIT signal Out of Range HIGH
Fault Overview
(DPFIT) sensor signal voltage is greater than expected.
Lamp Reaction
Associated Faults
SPN 5742 (DOC / DPF

temperature sensor
module)
Fault Facts
None

Continuous
Possible Causes


connector.
A. Key OFF. Yes: Replace DOC / DPF

SPN 3242 FMI 4 - DPFIT signal Out of Range LOW
Fault Overview
(DPFIT) sensor signal voltage is less than 1 volt.
Lamp Reaction
Associated Faults
SPN 5742 (DOC/DPF

temperature sensor
module)
Fault Facts
None

Continuous
Possible Causes


connector.

SPN 3242 FMI 15 - DPFIT above Warning Temperature
Fault Overview
(DPFIT) reading is greater than 1157°F (625°C) for an extended period of time.
Lamp Reaction
Associated Faults
• SPN 731 FMI 16 and 18 • SPN 1322-1328 FMI 31 • SPN 2197 and 2798 • SPN 3242 FMI 2, 3, and
(EWPS) (CYL Balance) FMI 11 (INJ) 4 (DPFIT)
• SPN 5742 FMI 3, 4,
12, and 19 (DOC / DPF
Temperature Sensor
Module).
Fault Facts

Road Test
Possible Causes



(compression loss).


FMI 15.
FMI 15.

Manual).
(AFTFSO).


FMI 15.

FMI 15.
3242 FMI 15.
End Diagnostic Test

and decision was made. Notify supervisor for further action.
SPN 3242 FMI 16 - DPFIT above Maximum Temperature
Fault Overview
(DPFIT) reading is greater than 1202°F (650°C) for an extended period of time or greater than 1472°F (800°C)
for an extended period of time during regeneration.
Lamp Reaction
Amber Warning Lamp (AWL) and Red Stop Lamp (RSL) will illuminate immediately when this fault is detected.
Associated Faults
• SPN 731 FMI 16 and 18 • SPN 1322 - 1328 FMI • SPN 2197 and 2798 • SPN 3242 FMI 2, 3, and
(EWPS) 31 (CYL Balance) FMI 11 (INJ) 4 (DPFIT)
• SPN 5742 FMI 3, 4,
12, and 19 (DOC/DPF
Temperature Sensor
Module).
Fault Facts

Road Test
Possible Causes



(compression loss).


FMI 16.
FMI 16.

Manual).
(AFTFSO).


Was 225 to 500 ml of fuel dispensed within 2.5 minutes? No: Replace AFTFI. Refer
to Fault Facts. After repairs
3242 FMI 16.

3242 FMI 16.
3242 FMI 16.
End Diagnostic Test

DPFOP (Diesel Particulate Filter Outlet Pressure) Sensor
SPN FMI Description

3610 2 DPFOP signal erratic, intermittent, or incorrect (page 770)
3610 3 DPFOP signal Out of Range HIGH (page 776)
3610 4 DPFOP signal Out of Range LOW (page 781)
Overview
Diesel Particulate Filter Differential Pressure (DPFDP) / outlet pressure sensor module measures pressure
difference between inlet pressure and outlet pressure of DPF, and outlet pressure of DPF. Aftertreatment
regeneration will not run with DPFDP / outlet pressure sensor module fault codes present.

DPF Outlet Pressure (DPFOP)
sensor module
SPN 3610 FMI 2 - DPFOP signal erratic, intermittent, or incorrect
Fault Overview
Fault code sets when Aftertreatment Control Module (ACM) detects Diesel Particulate Filter Outlet Pressure
(DPFOP) range of DPF outlet pressure since last monitor decision when enable conditions are met is greater
than 0.15 psi (1 kPa) or absolute value of DPF outlet pressure is less than 0.2 psi (1.5 kPa) or DPF outlet
pressure is greater than expected.
Lamp Reaction
Associated Faults
SPN 5127 FMI 14
Fault Facts
None

Road Test
Possible Causes
• DPFOP circuit high resistance
• VREF 9 circuit high resistance
• SIG GND circuit high resistance
• Leaking or restricted Diesel Particulate Filter / DPF Outlet Pressure (DPFDP/DPFOP) sensor module hoses
• Failed DPFDP/DPFOP sensor module

Step 2 Inspect hoses and tube connections at Diesel Particulate Filter / Decision
DPF Outlet Pressure (DPFDP/DPFOP) sensor module.
Check DPFDP/DPFOP sensor module, tubes, and passages for leaks, Yes: Go to Step 3.
restrictions, and damage.
Are DPFDP/DPFOP sensor module connections free of leaks, restrictions, No: Repair leaking, restricted,
and damage? or damaged hoses and
connections. After repairs
3610 FMI 2.
Step 3 Inspect connections at DPFDP/DPFOP sensor module. Decision

B. Disconnect DPFDP/DPFOP sensor module connector.
C. Check DPFDP/DPFOP sensor module and connector terminals
for: damaged or pinched wires; corroded terminals; loose, bent, or
Step 4 Check VREF 9 circuit for high resistance. Decision

Is voltage 5 ± 0.25 volts? No: Repair high resistance
between DPFDP/DPFOP
3610 FMI 2.
Step 5 Check DPFOP circuit for high resistance. Decision

perform Continuous Monitor Test (page 2063).
C. During test, monitor DPFOP voltage with ServiceMaxx™ software.
Is voltage 5 ± 0.25 volts? No: Repair high resistance
between DPFDP/DPFOP
3610 FMI 2.

A. Perform Test 3 (page 774). Yes: Replace
DPFDP/DPFOP sensor
perform Continuous Monitor Test (page 2063).
C. During test, monitor DPFOP voltage with ServiceMaxx™ software. 3610 FMI 2.
Is voltage less than 0.25 volts? No: Repair high resistance
between DPFDP/DPFOP
3610 FMI 2.


Tools Required
Test 1
A. Key OFF.
disconnected.
D. Key ON.
Figure 277 DPFOP Circuit Check
Test 2
A. Key OFF.
disconnected.
Test 3
A. Key OFF.
disconnected.
SPN 3610 FMI 3 - DPFOP signal Out of Range HIGH
Fault Overview
Fault code sets when Aftertreatment Control Module (ACM) detects Diesel Particulate Filter Outlet Pressure
(DPFOP) signal voltage is greater than specification for more than 2 seconds.
Lamp Reaction
Associated Faults
None
Fault Facts
None

Continuous
Possible Causes
• DPFOP signal circuit short to PWR


Pressure (DPFDP) / Diesel Particulate Filter Outlet Pressure
(DPFOP) sensor.
C. Check DPFDP/DPFOP sensor and connector terminals for:
Step 3 Check for short to power. Decision

B. Disconnect Diesel Particulate Filter Differential Pressure (DPFDP) /
Diesel Particulate Filter Outlet Pressure (DPFOP).
D. Key ON. Log in to ServiceMaxx™ software, perform Continuous
Monitor Test(page 2063).
E. During test, monitor DPFOP voltage with ServiceMaxx™ software.
between DPFDP/DPFOP
3610 FMI 3.
Step 4 Check Signal GND. Decision

Perform Test 1 (page 779). Use DMM, measure voltage between Breakout Yes: Replace
Harness 12-575-01 pin-1 and B+. DPFDP/DPFOP sensor
3610 FMI 3.
Is voltage B+ ± 0.5 volts? No: Repair Open or
high resistance between
DPFDP/DPFOP pin-1 and
3610 FMI 3.

Tools Required
Figure 280 SIG GND Circuit Resistance Check
Test 1
A. Key OFF.
Pressure (DPFOP) sensor module
C. Connect Breakout Harness 12-575-01 to vehicle harness and leave DPFDP/DPFOP sensor module
disconnected.
D. Key ON.
SPN 3610 FMI 4 - DPFOP signal Out of Range LOW
Fault Overview
Fault code sets when Aftertreatment Control Module (ACM) detects aftertreatment Diesel Particulate Filter Outlet
Pressure (DPFOP) signal voltage is greater than specification for more than 2 seconds.
Lamp Reaction
Associated Faults

9)
Fault Facts
None

Continuous
Possible Causes
• DPFOP signal circuit OPEN
• DPFOP signal circuit short to GND
• DPFOP VREF circuit OPEN
• DPFOP VREF circuit short to GND
• Failed DPFOP Sensor
Step 1 Check for associated fault code. Decision


Is EST DTC list SPN 3610 FMI 4 active and pending? No: Go to Intermittent or
Step 3 Inspect Diesel Particulate Filter Differential Pressure / Diesel Decision

Particulate Filter Outlet Pressure (DPFDP/DPFOP) sensor connector.
C. Check DPFDP/DPFOP sensor and connector terminals for: damaged or
pinched wires; wet or corroded terminals; loose, bent, or broken pins; or
3610 FMI 4.
Step 4 Check VREF circuit for Open or short to GND. Decision

3610 FMI 4.
Step 5 Check Diesel Particulate Filter Differential Pressure (DPFDP) / Decision

Diesel Particulate Filter Outlet Pressure (DPFOP) sensor
A. Key OFF. Yes: Replace DPFDP/DPFOP
B. Disconnect Diesel Particulate Filter DPFDP/DPFOP sensor.
C. Connect Breakout Harness 12-575-01 to vehicle harness and leave FMI 4.
DPFDP/DPFOP sensor disconnected.
D. Use 3-Banana Plug Harness ZTSE4498 to short Breakout Harness
12-575-01 pin-4 to pin-3 together.
E. Connect Electronic Service Tool (EST) to vehicle Diagnostic
F. Key ON. Log in to ServiceMaxx™ software, perform Continuous
G. During test, monitor DPFOP voltage with ServiceMaxx™ software.
Step 6 Check DPFDP/DPFOP sensor signal circuit. Decision

A. Key OFF. Yes: Repair short to GND
between DPFDP/DPFOP
B. Disconnect DPFDP/DPFOP sensor.
C. Connect Breakout Harness 12-575-01 to vehicle harness and leave After repairs are complete,
DPFDP/DPFOP sensor disconnected. retest for SPN 3610 FMI 4.
D. Use 3-Banana Plug Harness ZTSE4498 to short Breakout Harness
12-575-01 pin-4 to pin-3 together.
E. Connect Electronic Service Tool (EST) to vehicle Diagnostic
F. Key ON. Log in to ServiceMaxx™ software, clear codes.
G. Key OFF, wait for ECM to power down.
H. Key ON
Does SPN 5127 FMI 14 (VREF 9) set? No: Repair Open or
3610 FMI 4.

Tools Required
Figure 282 VREF Circuit Voltage Check
Test 1
A. Key OFF.
Pressure (DPFOP) sensor.
disconnected.
D. Key ON.
DPFOT (Diesel Particulate Filter Outlet Temperature) Sensor

Overview of DPFOT Sensor Group
SPN FMI Condition

3246 0 DPFOT above Critical Temperature (page 787)
3246 2 DPFOT signal erratic, intermittent, or incorrect (page 791)
3246 3 DPFOT signal Out of Range HIGH (page 793)
3246 4 DPFOT signal Out of Range LOW (page 795)
3246 15 DPFOT above Warning Temperature (page 797)
3246 16 DPFOT above Maximum Temperature (page 801)
Overview
Diesel Particulate Filter Outlet Temperature (DPFOT) sensor measures exhaust temperature at outlet of DPF.
(ACM) via Controller Area Network (CAN). DPFOT sensor is part of DOC/DPF temperature sensor module and

Module
SPN 3246 FMI 0 - DPFOT above Critical Temperature
Fault Overview
Fault code sets when Aftertreatment Control Module (ACM) detects Diesel Particulate Filter Outlet Temperature
(DPFOT) reading is greater than critical limit.
Lamp Reaction
Amber Warning Lamp (AWL) and Malfunction Indicator Lamp (MIL) will illuminate solid and Red Stop Lamp
(RSL) will flashing when this fault is detected.
Associated Faults
• SPN 5742 FMI 3, 4,
12, and 19 (DOC/DPF
Temperature Sensor
Module).
Fault Facts
go inactive after DPFOT drops below warning limit, and will likely be inactive when vehicle is in shop. For this

Road Test
Possible Causes



(compression loss).


FMI 0.
FMI 0.

Manual).
for SPN 3246 FMI 0.
(AFTFSO).
for SPN 3246 FMI 0.

for SPN 3246 FMI 0.

FMI 0.

FMI 0.
3246 FMI 0.
for SPN 3246 FMI 0.
End Diagnostic Test

SPN 3246 FMI 2 - DPFOT signal erratic, intermittent or incorrect
Fault Overview
(DPFOT) reading is not changing with engine operating conditions within 300 seconds.
Lamp Reaction
Associated Faults
• SPN 3242 FMI 3 and 4 • SPN 3246 FMI 3 and 4 • SPN 3480 FMI 3, 4, and • SPN 3482 FMI 3, 4, and
(DPFIT) (DPFOT) 17 (AFTFP) 7 (AFTFSO)
• SPN 4765 FMI 3 and 4 • SPN 5742 FMI 3, 4,
(DOCIT) 11, and 16 (DOC/DPF
Temperature)
Fault Facts
None

Continuous
Possible Causes
• Failed Diesel Oxidation Catalyst (DOC) / Diesel Particulate Filter (DPF) temperature sensor module


Step 3 Perform sensor and connector inspection Decision

B. Disconnect Diesel Particulate Filter Outlet Temperature (DPFOT)
sensor.
C. Check DPFOT sensor and connector terminals for: damaged or
Are DPFOT sensor connector, harness, and terminals clean and No: Repair connector,

SPN 3246 FMI 3 - DPFOT Signal Out of Range HIGH
Fault Overview
(DPFOT) sensor signal voltage is greater than expected.
Lamp Reaction
Associated Faults
SPN 5742 (DOC/DPF

Temperature)
Fault Facts
None

Continuous
Possible Causes


connector.

SPN 3246 FMI 4 - DPFOT Signal Out of Range LOW
Fault Overview
(DPFOT) sensor signal voltage is less than 1 volt.
Lamp Reaction
Associated Faults
SPN 5742 (DOC/DPF

temperature)
Fault Facts
None

Continuous
Possible Causes


connector.

SPN 3246 FMI 15 - DPFOT above Warning Temperature
Fault Overview
(DPFOT) reading is greater than 1224°F (662°C) for an extended period of time.
Lamp Reaction
Associated Faults
• SPN 5742 FMI 3, 4,
12, and 19 (DOC/DPF
Temperature).
Fault Facts
go inactive after DPFOT drops below warning limit, and will likely be not active when vehicle is in shop. For this

Road Test
Possible Causes



(compression loss).


3246 FMI 15.

Manual).
(AFTFSO).


FMI 15.

FMI 15.
3246 FMI 15.
End Diagnostic Test

SPN 3246 FMI 16 - DPFOT above Maximum Temperature
Fault Overview
(DPFOT) reading is greater than 1269°F (687°C) for an extended period of time. Active and parked regeneration
of DPF will be disabled.
Lamp Reaction
Amber Warning Lamp (AWL) and Red Stop Lamp (RSL) will illuminate 10 seconds after this fault is detected.
Malfunction Indicator Lamp (MIL) will be illuminated 60 second after this fault is detected.
Associated Faults
• SPN 5742 FMI 3, 4,
12, and 19 (DOC/DPF
Temperature).
Fault Facts
go inactive after DPFOT drops below warning limit, and will likely be inactive when vehicle is in shop. For this

Road Test
Possible Causes



(compression loss).


FMI 16.
FMI 16.

Manual).
(AFTFSO).


FMI 16.

FMI 16.
3246 FMI 16.
End Diagnostic Test

EBP (Exhaust Back Pressure) Sensor

Overview of EBP Sensor Group
SPN FMI Condition

5543 3 EBPC short to PWR (page 806)
5543 4 EBPC short to GND (page 811)
5543 5 EBPC open load/circuit (page 816)
Overview
Exhaust Back Pressure Valve (EBPV) is used to increase exhaust back pressure and raise exhaust temperature
to aid in regeneration process. During operation, EBPV closes restricting exhaust flow. This increases load on
engine and causes exhaust temperatures to rise. When Electronic Control Module (ECM) wants to close EBPV,
a signal is sent to Air Control Module (ACV), and air pressure is sent to EBPV closing valve. ECM monitors
Turbocharger 1 Turbine Outlet Pressure (TC1TOP) sensor, located within ACV, to regulate air pressure to EBPV.
EBPV, TC1TOP, and TC2WC circuits share same connector as ACV assembly.
SPN 5543 FMI 3 - EBPC short to PWR
Fault Overview
Fault code sets when Engine Control Module (ECM) detects Exhaust Back Pressure Valve (EBPV) circuit voltage
is greater than 4.03 volts or less than 2.82 volts.
Lamp Reaction
Associated Faults
None
Fault Facts
None

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

No: Go to Intermittent or
Is EST DTC list SPN 5543 FMI 3 active or pending? Procedure (page 2043).
Step 2 Inspect connections at Air Control Valve (ACV). Decision

B. Disconnect ACV.
C. Check ACV and connector terminals for: damaged or pinched
wires; corroded terminals; loose, bent, or broken pins; or broken
connector housing.
Are ACV connector, harness, and terminals clean and undamaged? No: Repair connector,
Step 3 Check Exhaust Back Pressure Valve (EBPV) circuit for short to Decision
PWR.
between ACV pin-2 and ECM
FMI 3.
Step 4 Check ECM PWR OUT 2 circuit for Open or short to GND. Decision
GND between ACV pin-1 and
5543 FMI 3.
Step 5 Check for failed Air Control Valve (ACV). Decision

Perform Test 3 (page 810). Use DMM, measure resistance between Yes: End diagnostics, retest
Breakout Harness 12-954-01 pin-1 and pin-2. for SPN 5543 FMI 3.
Is resistance between 5.4 and 6.3 ohms? No: Replace ACV. After
for SPN 5543 FMI 3.


Tools Required
Figure 284 EBPV Circuit Check
Test 1
A. Key OFF.
B. Disconnect Air Control Valve (ACV).
C. Connect Breakout Harness 12-954-01 to engine harness and leave ACV disconnected.
D. Key ON.
Figure 285 ECM PWR OUT 2 Circuit Check
Test 2
A. Key OFF.
D. Key ON.
Figure 286 ACV Circuit Check
Test 3
A. Key OFF.
C. Connect Breakout Harness 12-954-01 to ACV and leave engine harness disconnected.
SPN 5543 FMI 4 - EBPC short to GND
Fault Overview
is less than 0.3 volts.
Lamp Reaction
Malfunction Indicator Lamp (MIL)will illuminate immediately when this fault is detected.
Associated Faults
SPN 3598 FMI 4 (ECM)
Fault Facts
None

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


Is EST DTC list SPN 5543 FMI 4 active or pending? Procedure (page 2043).

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

for SPN 5543 FMI 4.


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

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


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

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

for SPN 5543 FMI 5.


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

Overview of ECB1 Sensor Group
SPN FMI Condition

1072 3 ECB1 Control short to PWR (page 822)
1072 4 ECB1 Control short to GND (page 826)
1072 5 ECB1 Control open load/circuit (page 830)
Overview
SPN 1072 FMI 3 - ECB1 Control short to PWR
Fault Overview
Fault code sets when Engine Control Module (ECM) detects a short to PWR in the Engine Compression Brake
1 (ECB1) circuit.
Lamp Reaction
Associated Faults
None
Fault Facts
None

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

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

harness and Under Valve Cover (UVC) connectors.
B. Disconnect 4-pin ECB harness and UVC connectors.
C. Check 4-pin ECB harness and UVC connector terminals for:
D. Remove valve cover and inspect UVC harness and brake solenoid
for damage.
Are 4-pin ECB harness, UVC harness, connectors, and terminals clean No: Repair connector,
and undamaged? harness, or terminal damage.
between Breakout Harness ZTSE6004 pin-1 and known good GND.
to GND between 4-pin ECB
harness pin-1 and ECM pin
1072 FMI 3.
Step 4 Check ECB1 circuit for short to PWR. Decision

Perform Test 2 (page 824). Use DMM, measure voltage between Breakout Yes: Replace ECB1 solenoid.
between 4-pin ECB harness


Tools Required
Test 1
A. Key OFF.
B. Disconnect 4-pin ECB harness connector.
C. Connect Breakout Harness ZTSE6004 to engine harness and leave injector harness side
disconnected.
D. Key ON.
Figure 294 ECB1 Circuit Check
Test 2
A. Key OFF.
disconnected.
D. Key ON.
SPN 1072 FMI 4 - ECB1 Control short to GND
Fault Overview
Fault code sets when Engine Control Module (ECM) detects a short to GND in Engine Compression Brake 1
(ECB1) circuit.
Lamp Reaction
Associated Faults
None
Fault Facts
None

Continuous
Possible Causes
• ECB1 control circuit short to GND


for damage.
1072 FMI 4.
Step 4 Check ECB1 circuit for short to GND. Decision



Tools Required
Test 1
A. Key OFF.
disconnected.
D. Key ON.
Test 2
A. Key OFF.
disconnected.
D. Key ON.
SPN 1072 FMI 5 - ECB1 Control open load/circuit
Fault Overview
Fault code sets when Engine Control Module (ECM) detects an Open in the Engine Compression Brake 1 (ECB1)
circuit.
Lamp Reaction
Malfunction Indicator Lamp (MIL)will illuminate when this fault is detected during two consecutive drive cycles.
Lamp Reaction
Associated Faults
None
Fault Facts
None

Continuous
Possible Causes
• ECB1 circuit Open


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

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

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


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

Overview of ECB2 Sensor
SPN FMI Condition

1073 3 ECB2 Control short to PWR (page 836)
1073 4 ECB2 Control short to GND (page 840)
1073 5 ECB2 Control open load/circuit (page 844)
Overview
SPN 1073 FMI 3 - ECB2 Control short to PWR
Fault Overview
Fault code sets when Engine Control Module (ECM) detects a short to PWR in Engine Compression Brake 2
(ECB2) circuit.
Lamp Reaction
Associated Faults
None
Fault Facts
None

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

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

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



Tools Required
Figure 299 ECM PWR OUT Circuit Check
Test 1
A. Key OFF.
disconnected.
D. Key ON.
Test 2
A. Key OFF.
disconnected.
D. Key ON.
SPN 1073 FMI 4 - ECB2 Control short to GND
Fault Overview
Fault code sets when Engine Control Module (ECM) detects a short to GND in Engine Compression Brake 2
(ECB2) circuit.
Lamp Reaction
Associated Faults
None
Fault Facts
None

Continuous
Possible Causes
• ECB2 control circuit short to GND


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



Tools Required
Test 1
A. Key OFF.
disconnected.
D. Key ON.
Test 2
A. Key OFF.
disconnected.
D. Key ON.
SPN 1073 FMI 5 - ECB2 Control open load/circuit
Fault Overview
Fault code sets when Engine Control Module (ECM) detects an Open in Engine Compression Brake 2 (ECB2)
circuit.
Lamp Reaction
Associated Faults
None
Fault Facts
None

Continuous
Possible Causes
• ECB2 control Open or short to GND


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

1073 FMI 5.


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

Overview of ECL Switch Sensor
SPN FMI Description

111 1 ECL below Warning/Critical Level (page 850)
111 31 Engine Coolant Level Low Repeated Occurrence (page 853)
Overview
Engine Coolant Level (ECL) sensor is used to detect low coolant level in cooling system. There are two options
for ECL sensor. Option one consists of a metal deaeration tank using a coolant level module and a separate
ECL sensor to detect low coolant level. Option 2 is for a plastic deaeration tank using one ECL sensor and no
module.
SPN 111 FMI 1 - ECL below Warning/Critical Level
Fault Overview
Fault code sets when Engine Control Module (ECM) detects Engine Coolant Level (ECL) sensor signal detects
that coolant level is below minimum level
Lamp Reaction
Red Stop Lamp will illuminate when this fault is detected.
Associated Faults
None
Fault Facts
This fault sets when Engine Warning Protection System Detects Engine Coolant Level has fallen below a
minimum level. Fault may be caused by actual low coolant level or by a fault in engine coolant temperature
sensor circuits.

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

Perform Coolant Level Inspection (page 2335). Yes: Perform Cooling
System Operational Checkout
Is Coolant level low, is there evidence of coolant loss, or does operator No: Go to Step 2.
complain of coolant leaks or consumption?
Step 2 Inspect connections at Engine Coolant Level (ECL) sensor. Decision

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

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

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

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

SPN 111 FMI 31 - Engine Coolant Level Low Repeated Occurrence
Fault Overview
Fault code sets when Engine Control Module (ECM) detects Engine Coolant Level (ECL) sensor signal detects
that vehicle has operated with coolant level below minimum level for 24 hours. This may include combined time
from multiple low coolant events.
Lamp Reaction
Red Stop Lamp will illuminate when this fault is detected.
Associated Faults
• SPN 110 (ECT1) • SPN 111 FMI 1 (ECL)
Fault Facts
None

Continuous
Possible Causes
• Low Coolant Level
• Improperly programmed ECL value.

Diagnostic Trouble Code (DTC) list for Associated Faults. (page 853).

Perform Coolant Level Inspection (page 2335). Yes: Perform Low Coolant
Level Reset Request (page
FMI 31
Is Coolant Level within specification and free of contaminants. No: Perform Coolant Loss
Symptom (page 2338).

ECM Power (Engine Control Module)

Overview of ECM Power Sensor
SPN FMI Description

158 15 ECM Switched voltage too HIGH (page 857)
158 17 ECM Switched voltage too LOW (page 859)
628 12 ECM Memory Error (page 871)
629 0 ECM Error - CPU Load Excessively HIGH (page 873)
629 2 ECM Error - Level 2 monitoring (page 875)
629 8 ECM Error - Engine Off Timer fault (page 877)
629 12 ECM Internal chip Error (page 879)
629 14 Fuel System fault causing ECM Internal chip Error (page 881)
629 15 ECM Internal component overtemperature (page 883)
629 31 Accelerator Pedal fault causing ECM Internal chip Error (page 885)
1110 31 ECM Detect Fueling Without Driver Demand (page 887)
3597 4 ECM Power Output 1 below normal(page 889)
Overview
Engine Control Module (ECM) requires battery power to operate Body Controller (BC) and perform maintenance
after ignition switch is turned off. To do this, ECM must control its own power supply. When ECM receives
Ignition (VIGN) signal from ignition switch, ECM will enable relay to power-up. When ignition switch is turned
off, ECM performs internal maintenance, then disables ECM relay.
SPN 158 FMI 15 - ECM Switched voltage too HIGH
Fault Overview
Fault code sets when Engine Control Module (ECM) detects that battery voltage greater than 15 volts
Lamp Reaction
Associated Faults
None
Fault Facts
None

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

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

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

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

Use Electronic Service Tool (EST) with ServiceMaxx™ software. Key ON, Yes: Go to Step 2.
Step 2 Check battery and electrical system. Decision

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

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

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

for SPN 158 FMI 17.

for SPN 158 FMI 17.

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

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

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

Perform Test 8 (page 869). Use DMM, measure voltage from Breakout Yes: Repair OPEN or high
Harness 00-01462-00 Pin C1-06 to PWR. resistance between ECM
Is voltage B+ ± 0.5 volts?
for SPN 158 FMI 17.
No: Repair OPEN or high
for SPN 158 FMI 17.
End Diagnostic Test


Tools Required
Test 1
A. Key OFF
C. Connect Breakout Harness 00-01462-00 to vehicle harness, and leave ECM C1 and C2 connectors
disconnected
D. Key ON
Figure 307 B+ Circuit Check
Test 2
A. Key OFF
disconnected
D. Key ON
Test 3
A. Key OFF
disconnected
D. Key ON
Test 4
A. Key OFF
disconnected
D. Key ON
Test 5
A. Key OFF
disconnected
D. Key ON
Figure 311 GND Circuit Check
Test 6
A. Key OFF
disconnected
D. Key ON
Test 7
A. Key OFF
disconnected
D. Key ON
Test 8
A. Key OFF
disconnected
D. Key ON
SPN 628 FMI 12 - ECM Memory Error
Fault Overview
Fault Code sets when Engine Control Module (ECM) detects ECM memory error has occurred greater than 3
times in one key cycle.
Lamp Reaction
Associated Faults
None
Fault Facts
None

Continuous
Possible Causes
• Failed ECM
628 FMI 12.

Use Electronic Service Tool (EST) with ServiceMaxx™ software. Key ON, Yes: Replace ECM,
check Diagnostic Trouble Codes (DTC) list for SPN 628 FMI 12. following approved warranty
FMI 12.
Is EST DTC list SPN 628 FMI 12 active or pending? No: Release vehicle to
customer.

SPN 629 FMI 0 - ECM Error - CPU Load Excessively HIGH
Fault Overview
Fault code sets when Engine Control Module (ECM) detects that CPU load is excessively high
Lamp Reaction
No Lamp
Associated Faults
None
Fault Facts
None

Continuous
Possible Causes
• Failed software
• Failed ECM

Use Electronic Service Tool (EST) with ServiceMaxx™ software, check Yes: Go to Step 2.
Is EST DTC list SPN 629 FMI 0 active or pending? No: End of diagnostics.
Step 2 Check for latest Engine Control Module (ECM) and Decision
Aftertreatment Control Module (ACM) calibrations.
Use Service Portal calibration scorecard, determine if ECM and ACM Yes: Go to Step 3.
calibrations are up to date.
Are ECM and ACM calibrations up to date? No: Program ECM and
(or) ACM with most recent
calibration. After repairs are
FMI 0.
Step 3 Check for active fault. Decision

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

SPN 629 FMI 2 - ECM Error - Level 2 monitoring
Fault Overview
Fault code sets when Engine Control Module (ECM) detects and error-level 2 monitoring error.
Lamp Reaction
Associated Faults
None
Fault Facts
None

Continuous
Possible Causes
• Failed software
• Failed ECM

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

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

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

Continuous
Possible Causes
• Failed ECM
629 FMI 8.

FMI 8.
customer.

SPN 629 FMI 12 - ECM Internal chip Error
Fault Overview
Fault Code sets when Engine Control Module (ECM) detects an internal error within ECM.
Lamp Reaction
Associated Faults
• SPN 94 FMI 0, 3, and 4 • SPN 157 FMI 0, 3, 4, • SPN 633 FMI 3, 4, and • SPN 651 - 656 FMI 3,
(FDP) 14, 20, and 21 (FRP) 5 (FPCV) 4, and 5 (INJ)
• SPN 651 - 656 FMI 13, • SPN 2797 FMI 11 (INJ) • SPN 2798 FMI 11 (INJ) • SPN 3055 FMI 0, 1, 15,
16, and 18 (Cyl Bal) and 17 (FRP)
Fault Facts
External ECM functions which may cause this error to set are faults with accelerator pedal position (APP) and
fuel system. If pedal or fuel system related faults are detected along with internal ECM fault SPN 629 FMI 12,
pedal and fuel system faults need to be corrected before ECM is changed due to SPN 629 FMI 12 fault.

Continuous
Possible Causes
• Fuel System Faults
• APP Faults
• Failed ECM
629 FMI 12.


Use EST with ServiceMaxx™ software. Key ON, check Diagnostic Trouble Yes: Replace ECM,
Codes (DTC) list for SPN 629 FMI 12. following approved warranty
procedures and perform
FMI 12.
customer.

SPN 629 FMI 14 - Fuel System fault causing ECM Internal chip Error
Fault Overview
Fault Code sets when Engine Control Module (ECM) detects an internal chip error within ECM.
Lamp Reaction
Associated Faults
• SPN 94 (FDP) • SPN 157 (FRP) • SPN 633 (FPCV) • SPN 3055 (FRP
system)
• SPN 5571 (FRP
System)
Fault Facts
None

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


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

SPN 629 FMI 15 - ECM Internal component overtemperature
Fault Overview
Fault code sets when Engine Control Module (ECM) detects internal temperature of component is too high.
Lamp Reaction
Associated Faults
None
Fault Facts
None

Continuous
Possible Causes
• Failed ECM
629 FMI 15.

A. Use EST with ServiceMaxx™, Key ON, clear fault code. Yes: Replace ECM,
down.
C. Key-On Engine-Off (KOEO) Relearn Procedure (page
D. Use EST with ServiceMaxx™, check for fault code SPN 629 FMI
15 in DTC list.
FMI 15.
Did fault code SPN 629 FMI 15 set? No: End diagnostics, retest
for SPN 629 FMI 15.

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

Continuous
Possible Causes
• Failed ECM
629 FMI 31.


A. Use EST with ServiceMaxx™, Key ON, clear fault code. Yes: Replace ECM,
procedures. Perform
down.
C. Key-On Engine-Off (KOEO) Relearn Procedure (page
D. Use EST with ServiceMaxx™, check for fault code SPN 629 FMI
31 in DTC list.
FMI 31.
Did fault code SPN 629 FMI 31 set? No: End diagnostics, retest
for SPN 629 FMI 31.

SPN 1110 FMI 31 - ECM Detect Fueling Without Driver Demand
Fault Overview
Fault code sets when Engine Control Module (ECM) detects engine fueling without fuel injector driver demanding
fuel.
Lamp Reaction
Associated Faults
None
Fault Facts
None.

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

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

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

Continuous
Possible Causes
• ECM PWR OUT 1 circuit to ACV short to GND
• ECM PWR OUT 1 circuit to O2S short to GND
• Failed Oxygen Sensor (O2S)
• Failed Exhaust Back Pressure Valve (EBPV)

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

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

A. Key OFF, leave ACV connector disconnected and disconnect O2S Yes: Go to Step 4.
connector.
B. Key ON, log into ServiceMaxx™ software and clear fault code(s).
C. Key OFF, wait for ECM to power down.
Is EST DTC list SPN 3597 FMI 4 active or pending? No: Replace O2S. After
for SPN 3597 FMI 4.
Step 4 Check ECM PWR OUT 1 circuit for short to GND. Decision
Perform Test 1 (page 892). Use Digital Multimeter (DMM), measure Yes: Repair short to GND
resistance between Breakout Harness 12-954-01 pin-3 and known good between ECM pin C1-33 and
GND. O2S pin-4. After repairs are
FMI 4.
ACV pin-3. After repairs are
FMI 4.


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

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

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

A. Key OFF, disconnect ACV connector. Yes: Go to Step 3.
Is EST DTC list SPN 3598 FMI 4 active or pending? No: Replace ACV. After
for SPN 3598 FMI 4.
Step 3 Check for failed Engine Compression Brake 1 (ECB1) solenoid. Decision
A. Key OFF, leave ACV connector disconnected and disconnect ECB1 Yes: Go to Step 4.
connector.
Is EST DTC list SPN 3598 FMI 4 active or pending? No: If ECB1 harness is not
damaged, replace ECB1
solenoid. After repairs are
FMI 4.
Step 4 Check for failed Engine Coolant Level (ECL) sensor. Decision
A. Key OFF, leave ACV and ECB1 connectors disconnected, and Yes: Go to Step 5.
disconnect ECL sensor connector.
Is EST DTC list SPN 3598 FMI 4 active or pending? No: Replace ECL sensor.
Step 5 Check ECM PWR OUT 2 circuit for short to GND to ACV. Decision
GND.
ACV pin-1. After repairs are
FMI 4.
Perform Test 2 (page 896). Use DMM, measure resistance between No: Repair short to GND
Breakout Harness ZTSE6004 pin-1 and known good GND. between ECM pin C1-42 and
ECL pin-2. After repairs are
3598 FMI 4.
ECB1 pin-1. After repairs
3598 FMI 4.


Tools Required
Figure 315 ECM PWR OUT 2 Circuit Check (ACV)
Test 1
A. Key OFF.
C. Disconnect ACV connector.
D. Connect Breakout Harness 12-954-01 to ACV engine harness and leave ACV disconnected.
Figure 316 ECM PWR OUT 2 Circuit Check (ECB1)
Test 2
A. Key OFF.
C. Disconnect ECB harness connector.
D. Connect Breakout Harness ZTSE6004 to ECB engine harness and leave ECB disconnected.
Condition / Description Setting Criteria Enable Conditions / Values

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

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

for SPN 3599 FMI 4.
Step 2 Check for failed Exhaust Gas Recirculation Valve (EGRV). Decision
A. Key OFF, disconnect EGRV connector. Yes: Go to Step 3.
Is EST DTC list SPN 3599 FMI 4 active or pending? No: Replace EGRV. After
for SPN 3599 FMI 4.
Step 3 Check for failed Intake Air Heater Fuel Solenoid (IAHFS). Decision
A. Key OFF, leave EGRV connector disconnected and disconnect Yes: Go to Step 4.
IAHFS connector.
Is EST DTC list SPN 3599 FMI 4 active or pending? No: Replace IAHFS. After
for SPN 3599 FMI 4.
Step 4 Check for failed Engine Fan Control (EFC) solenoid. Decision
A. Key OFF, leave EGRV and IAHFS connectors disconnected, and Yes: Go to Step 5.
disconnect EFC solenoid connector.
Is EST DTC list SPN 3599 FMI 4 active or pending? No: Replace EFC solenoid
(ON/OFF fan) or fan
hub (variable speed fan)
depending on vehicle
configuration. After repairs
3599 FMI 4.
Step 5 Check ECM PWR OUT 3 circuit for short to GND to EGRV. Decision
GND.
Is resistance greater than 1000 ohms? No: Repair short to
GND between ECM pin
E1-24/E1-26 and EGRV
FMI 4.
Perform Test 2 (page 901). Use DMM, measure resistance between No: Repair short to GND
Breakout Harness ZTSE4827 pin-2 and known good GND. between ECM pin C2-06 and
EFC solenoid pin-3 (variable
fan) or pin-2 (On/Off fan).
IAHFS pin-2. After repairs are
FMI 4.

Pin-Point Test SPN 3599 FMI 4See latest version of Navistar® N13 Engine and Aftertreatment Wiring Schematic Form 00000
Figure 317 ECM PWR OUT 3 Circuit Check (EGRV)
Test 1
A. Key OFF.
C. Disconnect EGRV connector.
D. Connect Breakout Harness ZTSE4948 to EGRV engine harness and leave EGRV disconnected.
Figure 318 ECM PWR OUT 3 Circuit Check (IAHFS)
Test 2
A. Key OFF.
C. Disconnect IAHFS connector.
D. Connect Breakout Harness ZTSE4827 to IAHFS engine harness and leave IAHFS disconnected.
ECT1 (Engine Coolant Temperature 1) Sensor

Overview of ECT1 Sensor Group
SPN FMI Description

110 2 ECT1 signal erratic, intermittent, or incorrect (page 904)
110 3 ECT1 signal Out of Range HIGH (page 909)
110 4 ECT1 signal Out of Range LOW (page 915)
1659 20 ECT1 above expected: Check Thermostat stuck closed (page 917)
Overview
ECT1 sensor is a thermistor that is supplied 5 volt VREF at pin-1 from ECM pin E1-14. Sensor is grounded
at pin-3 from ECM pin E1-68. As coolant temperature increases resistance of thermistor decreases, causing
signal voltage to decrease.
SPN 110 FMI 2 - ECT1 signal erratic, intermittent, or incorrect
Fault Overview
Fault code sets when Engine Control Module (ECM) detects difference between Engine Coolant Temperature
1 (ECT1) and Exhaust Gas Recirculation Gas Temperature (EGRGT), Ambient Air Temperature (AAT),
Turbocharger 1 Compressor Inlet Temperature (TC1CIT), Charge Air Cooler Outlet Temperature (CACOT),
Engine Coolant Temperature (ECT2), and Intake Manifold Temperature (IMT) is greater than expected after
a cold soak.
Lamp Reaction
Associated Faults
SPN 110 FMI 3 and 4

(ECT1)
Fault Facts
None.

Road Test
Possible Causes
• ECT1 circuit short to GND
• Open or high resistance in ECT1 circuit
• Open or high resistance in SIG GND circuit
• Failed ECT1 sensor

Is EST DTC list free of Associated Faults? No: Repair Associated Faults
. After repairs are complete,

Using Electronic Service Tool (EST) with ServiceMaxx™ software check Yes: Go to Step 3.
Step 3 Inspect connections at Engine Coolant Temperature 1 (ECT1) Decision

connector.
B. Disconnect ECT1 connector.
C. Check ECT1 and connector terminals for: damaged or pinched
Are ECT1 connector, harness, and terminals clean and undamaged? No: Repair connector,
Step 4 Check ECT1 circuit for a short to GND. Decision

B. Disconnect Engine Coolant Temperature 1 (ECT1) sensor.
E. Perform Continuous Monitor Test (page 2063).
F. With test in progress, monitor ECT1 voltage with ServiceMaxx™
software.
between Engine Control
Module (ECM) pin E1-14 and
ECT1 pin-2. After repairs are
FMI 2.
Step 5 Check for a failed ECT1 censor. Decision

A. Perform Test 1 (page 907). Yes: Replace ECT1 sensor.
B. Perform Continuous Monitor Test (page 2063).
C. With test in progress, monitor ECT1 voltage with ServiceMaxx™
software.
Step 6 Check for an Open in ECT1 circuit. Decision

ECM pin E1-68 and ECT1
C. With test in progress, monitor ECT1 voltage with ServiceMaxx™ complete, retest for SPN 110
software. FMI 2.
Is voltage 5.0 ± 0.25 volts? No: Repair Open between
FMI 2.


Tools Required
Figure 319 ECT1 Circuit Check
Test 1
A. Key OFF.
C. Connect Breakout Harness ZTSE4602 to engine harness connector and leave ECT1 sensor
disconnected.
D. Connect Breakout Harness ZTSE4498 between Breakout Harness ZTSE4602 pin-1 and pin-2.
Figure 320 ECT1 Signal Circuit Check
Test 2
A. Key OFF.
disconnected.
D. Connect Breakout Harness ZTSE4498 between Breakout Harness ZTSE4602 pin-2 and known
good GND.
SPN 110 FMI 3 - ECT1 signal Out of Range HIGH
Fault Overview
Fault code sets when Engine Control Module (ECM) detects ECT1 signal is greater than 4.80 volts.
Lamp Reaction
Associated Faults
None
Fault Facts
None

Continuous
Possible Causes
• ECT1 signal circuit Open
• ECT1 signal circuit short to PWR
• ECT1 SIG GND circuit Open

Step 2 Inspect connections at ECT1 sensor. Decision

B. Disconnect ECT1 sensor connector.
C. Check ECT1 sensor and connector terminals for damaged or
Are ECT1 sensor, connector, harness, and terminals clean and undamaged? No: Repair connector,
Step 3 Check for Short to PWR. Decision

A. Perform Test 1 (page 912). Yes: Repair short to PWR
between ECT1 pin-2 and
B. Use Digital Multimeter (DMM), measure voltage between Breakout
110 FMI 3.
Step 4 Check for Open circuit. Decision

C. During test, monitor ECT1 voltage with ServiceMaxx™ software.
Step 5 Check for Open in SIG GND circuit. Decision

ECT1 pin-1 and ECM pin
C. During test, monitor ECT1 voltage with ServiceMaxx™ software. FMI 3.
Is voltage approximately 0 volts? No: Repair Open between
FMI 3.


Tools Required
• Digital Multimeter (DMM) ZTSE4357
Figure 321 ECT1 Sensor Circuit Check
Test 1
A. Key OFF.
B. Connect Breakout Harness ZTSE4602 to vehicle harness and leave Engine Coolant Temperature 1
(ECT1) sensor disconnected.
C. Key ON.
Test 2
A. Key OFF.
B. Connect Breakout Harness ZTSE4602 to vehicle harness and leave ECT1 sensor disconnected.
C. Using Breakout Harness ZTSE4498, short pin-1 and pin-2 of Breakout Harness ZTSE4602 together.
E. Key ON. Log in to ServiceMaxx™
Test 3
A. Key OFF.
C. Using Breakout Harness ZTSE4498, short pin-2 of Breakout Harness ZTSE4602 to ground.
D. Connect EST to vehicle Diagnostic Connector.
SPN 110 FMI 4 - ECT1 signal Out of Range LOW
Fault Overview
Fault code sets when Engine Control Module (ECM) detects that Engine Coolant Temperature 1 (ECT1) sensor
signal voltage is less than 0.25 volts.
Lamp Reaction
Associated Faults
None
Fault Facts
None

Continuous
Possible Causes
• ECT1 circuit short to GND


sensor.
Step 3 Check for Failed Sensor. Decision

A. Key OFF. Yes: Replace ECT1 sensor.
B. Disconnect Engine Coolant Temperature 1 (ECT1) electrical
connector.
D. Key ON. Log into ServiceMaxx™ software.
E. Use EST with ServiceMaxx™ software, perform Continuous Monitor
Test(page 2063).
F. While performing test, monitor ECT1 voltage with ServiceMaxx™
software.
110 FMI 4.

SPN 1659 FMI 20 - ECT1 above expected: Check Thermostat stuck closed
Fault Overview
Fault code sets when Engine Control Module (ECM) detects Engine Coolant Temperature 1 (ECT1) signal is
below a predetermined value when engine should be at operating temperature.
Lamp Reaction
Associated Faults
• SPN 110 FMI 3 and 4 • SPN 647 (EFC)

(ECT1)
Fault Facts
This fault sets based off Engine Coolant Temperature. This fault will likely be inactive when it arrives at shop.

Road Test
Possible Causes
• Stuck closed engine thermostats
• Cooling Package damage, blockage, or debris clogging
• Failed engine fan clutch or Engine Fan Control (EFC)

Step 2 Check thermostat operation. Decision

Does upper radiator hose temperature increase to within ± 5°F of ECT1? No: Replace engine
thermostats. After repairs
1659 FMI 20.
Step 4 Check for cooling package damage, blockage, or debris Decision

clogging.
A. Inspect for restrictions and debris in front of and between radiators Yes: Clear restrictions and
and other cooling package components. clean debris from cooling
package. Repair damaged
B. Inspect cooling fan blades, fan shroud, accessory drive belt(s),
cooling system components.
drive belt tensioner(s), cooling package, and other cooling system
components for damage.
Were restrictions or debris found, or are cooling system components No: Go to Step 5.
damaged?
Step 5 Determine if engine fan is operating properly. Decision

Perform Engine Fan Test (page 2107). Yes: End diagnostics, retest
Is engine fan operating properly? No: Repair or replace failed
engine fan clutch or Engine
Fan Control (EFC). After

ECT2 Sensor (Engine Coolant Temperature 2)

Overview of ECT2 Sensor Group
SPN FMI Description

4076 2 ECT2 signal erratic, intermittent, or incorrect (page 920)
4076 3 ECT2 signal Out of Range HIGH (page 925)
4076 4 ECT2 signal Out of Range LOW (page 931)
4076 17 ECT2 signal stuck low, not warming up (page 933)
7423 20 ECT2 above expected: Check Thermostat stuck closed (page 935)
7423 21 ECT2 below expected: Check Thermostat stuck open (page 937)
Overview
SPN 4076 FMI 2 - ECT2 signal erratic, intermittent, or incorrect
Fault Overview
Fault code sets when Engine Control Module (ECM) detects Engine Coolant Temperature 2 (ECT2) signal value
differs more than expected from Exhaust Gas Recirculation Temperature (EGRGT), Ambient Air Temperature
(AAT), Turbocharger 2 Inlet Temperature (TC2IT), Charge Air Cooler Outlet Temperature (CACOT), Engine
Coolant Temperature 1 (ECT1), Engine Oil Temperature (EOT), and Intake Manifold Temp (IMT) signal values.
Lamp Reaction
Associated Faults
• SPN 105 FMI 3 and 4 • SPN 110 FMI 3 and 4 • SPN 171 FMI 3 and 4 • SPN 175 FMI 3 and 4
(IMT) (ECT1) (AAT) (EOT)
• SPN 412 FMI 3 and 4 • SPN 1173 FMI 3 and 4 • SPN 2630 FMI 3 and 4
(EGRGT) (TC2CIT) (CACOT)
Fault Facts
Diagnostic runs at initial Key ON, after engine off for 8 hours prior to Key ON.

Road Test
Possible Causes
• ECT2 circuit high resistance


4076 FMI 2.

sensor.
Step 4 Check ECT2 circuit for high resistance. Decision

F. While test is running, monitor ECT2 voltage with ServiceMaxx™
software.
Is voltage 5.0 ± 0.25 volts? No: Repair high resistance
ECT2 pin-2. After repairs
4076 FMI 2.
Step 5 Check for failed ECT2 sensor. Decision

C. While test is running, monitor ECT2 voltage with ServiceMaxx™
software.

in signal GND between
C. While test is running, monitor ECT2 voltage with ServiceMaxx™ connector pin-1. After repairs
software. are complete, retest for SPN
4076 FMI 2.
in signal circuit between
connector pin-2. After repairs
4076 FMI 2.


Tools Required
Test 1
A. Key OFF.
disconnected.
Test 1
A. Key OFF.
disconnected.
D. Connect Breakout Harness ZTSE4498 between Breakout Harness ZTSE4602 pin-2 and known
good GND.
SPN 4076 FMI 3 - ECT2 signal Out of Range HIGH
Fault Overview
Fault code sets when Engine Control Module (ECM) detects Engine Coolant Temperature 2 (ECT2) signal is
Lamp Reaction
Associated Faults
None
Fault Facts
None

Continuous
Possible Causes
• ECT2 circuit Open
• ECT2 circuit short to PWR

Step 2 Inspect connections at ECT2 sensor. Decision

Step 3 Check for Short to PWR. Decision

Perform Test 1 (page 928). Use Digital Multimeter (DMM), measure voltage Yes: Repair short to PWR
between Breakout Harness ZTSE4602 pin-2 and known good GND. between ECT2 pin-2 and
Engine Control Module
(ECM) pin E1-71. After
for SPN 4076 FMI 3.
Step 4 Check for Open circuit. Decision

C. While test is in progress, monitor ECT2 voltage ServiceMaxx™
software.

C. While test is in progress, monitor ECT2 voltage ServiceMaxx™ FMI 3.
software.
FMI 3.


Tools Required
• Digital Multimeter (DMM) ZTSE4357
Test 1
A. Key OFF.
B. Connect Breakout Harness ZTSE4602 to vehicle harness and leave Engine Coolant Temperature 2
(ECT2) sensor disconnected.
C. Key ON.
Figure 327 Test 2 ECT1 Sensor Circuit Check
Test 2
A. Key OFF.
C. Using Breakout Harness ZTSE4498, short pin-1 and pin-2 of Breakout Harness ZTSE4602 together.
Figure 328 Test 3 ECT1 Sensor Circuit Check
Test 3
A. Key OFF.
C. Using Breakout Harness ZTSE4498, short pin-2 of Breakout Harness ZTSE4602 to ground.
SPN 4076 FMI 4 - ECT2 signal Out of Range LOW
Fault Overview
Fault code sets when Engine Control Module (ECM) detects that Engine Coolant Temperature 2 (ECT2) sensor
signal voltage is less than 0.246 volts.
Lamp Reaction
Associated Faults
None
Fault Facts
None

Continuous
Possible Causes
• ECT2 signal circuit short to GND


sensor.
Step 3 Check for Failed Sensor. Decision

A. Key OFF. Yes: Replace ECT2 sensor.
B. Disconnect Engine Coolant Temperature 2 (ECT2) electrical
connector.
D. Key ON. Log into ServiceMaxx™ software.
F. While test is in progress, monitor ECT2 voltage ServiceMaxx™
software.
4076 FMI 4.

SPN 4076 FMI 17 - ECT2 signal stuck low, not warming up
Fault Overview
is less than expected based on Engine Coolant Temperature 1 (ECT1) signal value and operating conditions.
Lamp Reaction
Associated Faults
• SPN 110 (ECT1) • SPN 1659 FMI 20 • SPN 4076 FMI 2, 3, and
(ECS) 4 (ECT2)
Fault Facts
None

Road Test
Possible Causes
• Failed engine cooling fan (stuck on)

Step 2 Determine if engine cooling fan is stuck on. Decision

Perform Engine Fan Test (page 2107). Yes: Repair or replace engine
fan clutch. After repairs are
FMI 17.
Is engine cooling fan stuck on? No: Replace LTR thermostat.

SPN 7423 FMI 20 - ECT2 above expected: Check Thermostat stuck closed
Fault Overview
Fault code sets when Engine Control Module (ECM) detects a Difference between ECT1 and ECT2 less than
37.4°F (3°C).
Lamp Reaction
Associated Faults
• SPN 110 (ECT1) • SPN 1659 FMI 20 • SPN 4076 (ECT2)

(ECS)
Fault Facts
None

Road Test
Possible Causes
• Restricted LTR air flow
• Restricted LTR coolant flow
• Failed LTR thermostat

Step 2 Check cooling system for external plugging or damage. Decision

Check cooling system for external plugging or damage between bug Yes: Go to Step 3.
screen, A/C Condenser, High Pressure Charge Air Cooler (HPCAC), Low
Temperature Radiator (LTR), and radiator.
Is cooling system free of debris and damage? No: Repair damage or
plugging to cooling system
7423 FMI 20.
Step 3 Inspect LTR for flow restrictions. Decision

Remove inlet and outlet hoses on LTR. Using a garden hose fill inlet side Yes: Replace LTR
of LTR, make sure water flow coming out of LTR outlet is consistent with Thermostat. After repairs
water flow going into LTR. are complete, retest for SPN
7423 FMI 20.
Does water outlet flow match water inlet flow? No: Replace LTR. After

SPN 7423 FMI 21 - ECT2 below expected: Check Thermostat stuck open
Fault Overview
Fault code sets when Engine Control Module (ECM) detects a Difference between Engine Coolant Temperature
1 (ECT1) and ECT2 greater than 41°F (5°C).
Lamp Reaction
Associated Faults
• SPN 110 (ECT1) • SPN 1659 FMI 20 • SPN 4076 (ECT2)

(ECS)
Fault Facts
None

Road Test
Possible Causes
• Failed thermostat
• Engine fan stuck ON

Step 2 Check if engine fan is stuck on. Decision

Perform Engine Fan Test (page 2107). Yes: Repair engine fan clutch.
Is engine fan stuck on? No: Replace Low
Temperature Radiator (LTR)
thermostat. After repairs are
FMI 21.

EFC (Engine Fan Control) – Two Speed and Variable

Overview of EFC Sensor Group
SPN FMI Condition

647 3 EFC short to PWR (page 940)
647 4 EFC short to GND (page 945)
647 5 EFC open load/circuit (page 950)
Overview
These codes set for problems with fan control circuits. Vehicles can have two different fan options. Option one
is a variable speed viscous fan and option two is two-speed fan. These diagnostics cover both types of fans.
There may be times when actions or decision may be split depending on which fan is equipped on a vehicle.
SPN 647 FMI 3 - EFC short to PWR
Fault Overview
Fault code sets when Engine Control Module (ECM) detects Engine Fan Control (EFC) circuit is shorted to PWR.
Lamp Reaction
No Lamp
Associated Faults
None
Fault Facts
None

Continuous
Possible Causes
• EFC circuit short to PWR
• Failed Engine Fan hub or solenoid
• ECM PWR OUT 3 Open


Box 00-00956-08 pin C2-06 and known good GND.
ECM pin C2-06 and EFC PWR
pin (Variable Speed Fan pin-3
or Two Speed Fan pin-B). After
SPN 647 FMI 3.
WARNING: To prevent personal injury or death, stay clear of rotating parts (belts and fan) and hot
engine surfaces.
Step 3 Measure EFC circuit voltage. Decision

B. Perform Engine Fan Test (page 2107) and command to highest
fan speed possible.
C. During test, use DMM, measure voltage between Breakout Box
00-00956-08 pin C1-18 and known good GND.
Is voltage B+ ± 0.5 volts? No: Repair short to PWR
between ECM pin C1-18
and EFC PWR pin (Variable
Speed Fan pin-1 or Two Speed
Fan pin-A). After repairs are
FMI 3.
Step 4 Check EFC circuit for short to PWR. Decision

A. Perform Test 2 (page 943). Yes: Replace fan hub (Variable
Speed Fan) or fan solenoid
B. Perform Engine Fan Test (page 2107) and command to lowest
(Two Speed Fan). After repairs
fan speed possible.
C. During test, use DMM, measure voltage between Breakout Box 647 FMI 3.
FMI 3.


Tools Required
Test 1
A. Key OFF
C. Connect 180-pin Breakout Box 00-0956-08 to Breakout Harness 00-01467-00.
E. Key ON.
Figure 330 EFC Circuit Check
Test 2
A. Key OFF
SPN 647 FMI 4 - EFC short to GND
Fault Overview
Fault code sets when Engine Control Module (ECM) detects Engine Fan Control (EFC) circuit is shorted to GND.
Lamp Reaction
No Lamp
Associated Faults
None
Fault Facts
None

Continuous
Possible Causes
• EFC circuit short to GND


ECM pin C2-06 and EFC PWR
pin (Variable Speed Fan pin-3
or Two Speed Fan pin-B).
engine surfaces.

fan speed possible.
Is voltage B+ ± 0.5 volts? No: Repair short to GND
EFC PWR pin (Variable Speed
Fan pin-1 or Two Speed Fan
pin-A). After repairs are
FMI 4.
Step 4 Check EFC circuit for short to GND. Decision

fan speed possible.
Is voltage 0 ± 0.25 volts? No: Repair short to GND
FMI 4.


Tools Required
Test 1
A. Key OFF
E. Key ON.
Test 2
A. Key OFF
SPN 647 FMI 5 - EFC open load/circuit
Fault Overview
Fault code sets when Engine Control Module (ECM) detects Engine Fan Control (EFC) circuit is Open.
Lamp Reaction
No Lamp
Associated Faults
None
Fault Facts
None

Continuous
Possible Causes
• EFC circuit Open


ECM pin C2-06 and EFC
PWR pin (Variable Speed
Fan pin-3 or Two Speed
Fan pin-B). After repairs are
FMI 5.
engine surfaces.

fan speed possible.
FMI 5.
Step 4 Check EFC circuit for short to GND. Decision

fan speed possible.
FMI 5.


Tools Required
Test 1
A. Key OFF
E. Key ON.
Test 2
A. Key OFF
EGR (Exhaust Gas Recirculation) Valve Sensor

Overview of EGR Valve Sensor Group
SPN FMI Description

27 7 EGRP does not agree with commanded position (page 958)
27 10 EGRP sensor feedback deviation during CSER (page 960)
27 13 EGR Valve Control Feedback Failure (page 962)
27 16 EGRP above commanded position (page 964)
27 18 EGRP below commanded position (page 966)
2791 0 EGRV fault: Overtemperature (page 968)
2791 2 EGR Valve Internal Thermistor Fault (page 970)
2791 3 EGRV supply voltage is too HIGH (page 972)
2791 4 EGRV supply voltage is too LOW (page 975)
2791 5 EGRC open load/circuit (page 980)
2791 6 EGRV Over Current (page 982)
2791 7 EGR Valve unable to achieve commanded position (page 984)
2791 12 EGR Valve Internal self test fault (page 986)
2791 14 EGRV Error: Internal Processor failure (page 988)
2791 19 EGR Valve Control not detected on J1939 (page 990)
3058 10 Engine did not go into close loop EGR control when expected (page 997)
4752 4 EGR Cooler Efficiency: EGR Outlet Temperature above expected (page 1000)
Overview
Exhaust Gas Recirculation (EGR) valve is used to control exhaust flow through EGR cooler. EGR valve contains
a PWM controlled valve and Exhaust Gas Recirculation Position (EGRP) sensor. Engine Control Module (ECM)
sends a signal to EGR valve to move to desired position. EGRP, located inside EGR valve, monitors and provides
an EGRV position signal to ECM.
Figure 335 EGR Valve Location (Right Rear Engine)

1. Exhaust Gas Recirculation
(EGR) valve
Figure 336 Battery Pack Wiring

SPN 27 FMI 7 - EGRP does not agree with commanded position
Fault Overview
Fault code sets when Engine Control Module (ECM) detects Exhaust Gas Recirculation Valve (EGRV) position
sensor feedback deviations from control command is greater than 10%, or less than -10% and position sensor
feedback is greater than 95% duty cycle.
Lamp Reaction
Associated Faults
SPN 2791 FMI 3, 4, 5,

12, and 19 (EGR)
Fault Facts
None.

Road Test.
Possible Causes
• Failed EGR Valve

Perform EGRV Actuator Test (page 2056). Yes: Retest for SPN 27 FMI 7.
Does EGRV meet expected outcome of Test? No: Replace EGR Valve.

SPN 27 FMI 10 - EGRP sensor feedback deviation during CSER
Fault Overview
Fault code sets when Engine Control Module (ECM) detects Exhaust Gas Recirculation Valve (EGRV) position
sensor feedback deviation from control command is greater than 10%, or less than 10% during Cold Start
Emission Reduction (CSER) warm-up.
Lamp Reaction
Associated Faults
• SPN 27 FMI 7 (EGRP) • SPN 2791 FMI 3, 4, 5,

12, and 19 (EGR)
Fault Facts
None.

Road Test.
Possible Causes

Perform EGRV Actuator Test (page 2056). Yes: Retest for SPN 27 FMI
10.

SPN 27 FMI 13 - EGR valve control feedback failure
Fault Overview
Fault code sets when Engine Control Module (ECM) detects Exhaust Gas Recirculation (EGR) valve does not
meet commanded position during Cold Start Emission Reduction (CSER)
Lamp Reaction
Associated Faults
• SPN 27 FMI 7 (EGR) • SPN 2791 FMI 3, 4, 5,

12, and 19 (EGR)
Fault Facts
None

Road Test
Possible Causes
• Sticking EGR valve
• Failed EGR valve

for SPN 27 FMI 13.
Step 2 Verify EGR Valve can meet commanded position. Decision

Perform EGR Valve Position Test (page 2061). Yes: Clear fault code,
and retest for SPN 27
FMI 13.
Does EGRV meet expected outcome of test? No: Replace EGR
Valve. After repairs
for SPN 27 FMI 13.

SPN 27 FMI 16 - EGRP above commanded position
Fault Overview
Fault code sets when Engine Control Module (ECM) detects Exhaust Gas Recirculation Valve (EGRV) actual
position is greater than commanded position by 10%.
Lamp Reaction
Associated Faults

12, and 19 (EGR)
Fault Facts
None.

Road Test
Possible Causes

16.

SPN 27 FMI 18 - EGRP below commanded position
Fault Overview
Fault code sets when Engine Control Module (ECM) detects that Exhaust Gas Recirculation Valve (EGRV) actual
position is less than commanded position by 10%.
Lamp Reaction
Associated Faults

12, and 19 (EGR)
Fault Facts
None.

Road Test.
Possible Causes

18.

SPN 2791 FMI 0 - EGRV fault: Overtemperature
Fault Overview
Fault code sets when Engine Control Module (ECM) detects Exhaust Gas Recirculation Valve (EGRV)
temperature is greater than 275°F (135°C) for more than 1 second.
Lamp Reaction
Associated Faults
• SPN 27 (EGR) • SPN 1659 FMI 20 • SPN 2659 (EGR) • SPN 2791 (EGR)
(ECS)
Fault Facts
None

Continuous
Possible Causes
• Failed engine thermostat
• Immediate shut down after hard run
• Coolant contamination
• Failed EGRV

Step 2 Check coolant quality. Decision

Perform Coolant Quality Inspection (page 2337). Yes: Go to Step 3.
Is coolant clean and free of contamination? No: Repair source of coolant
2791 FMI 0.

Is coolant level within specification? No: Perform Coolant Loss
Symptom (page 2338). After
for SPN 2791 FMI 0.
Step 4 Check engine thermostat operation. Decision

Are engine thermostats operating within specification? No: Replace both engine
thermostats. After repairs
2791 FMI 0.
Step 5 Interview operator of vehicle. Decision

Ask operator of vehicle if engine was shut down right after hard run. Yes: Instruct operator to let
engine idle for 5 minutes
before shutting down. After
for SPN 2791 FMI 0.
Was engine shut down right after hard run? No: Clear DTCs. If active
code remains, replace EGRV.

SPN 2791 FMI 2 - EGR Valve Internal Thermistor Fault
Fault Overview
Fault code sets when Engine Control Module (ECM) detects Engine Gas Recirculation Valve (EGRV) internal
thermistor voltage is less than 0.2 volts.
Lamp Reaction
Associated Faults
None
Fault Facts
None

Continuous
Possible Causes
• Failed EGRV

Using Electronic Service Tool (EST) with ServiceMaxx™ software, check Yes: Replace EGRV. After
Diagnostic Trouble Code (DTC) list for SPN 2791 FMI 2. repairs are complete, retest
for SPN 2791 FMI 2.

SPN 2791 FMI 3 - EGRV supply voltage is too HIGH
Fault Overview
Fault code sets when Engine Control Module (ECM) detects voltage supplied to Engine Gas Recirculation Valve
(EGRV) is greater than 18 volts.
Lamp Reaction
Malfunction Indicator Lamp (MIL) will illuminate when this fault is detected in two consecutive drive cycles.
Associated Faults
• SPN 158 FMI 15 (ECM) • SPN 2791 FMI 19

(EGR)
Fault Facts
None

Continuous
Possible Causes
• Excessive charging voltage
• Incorrect battery pack wiring
• Failed EGRV
Step 1 Check for Associated Fault codes Decision


Step 3 Inspect connections at Engine Gas Recirculation Valve (EGRV) Decision

connector.
B. Disconnect EGRV connector.
C. Check EGRV and connector terminals for: damaged or pinched
Are EGRV connector, harness, and terminals clean and undamaged? No: Repair connector,
Step 4 Check EGRV PWR circuit for high voltage. Decision

Perform Test 1 (page 974). Use DMM, measure voltage between Breakout Yes: Replace EGRV. After
Harness ZTSE4948 pin-4 and known good GND. repairs are complete, retest
for SPN 2791 FMI 3.

Check for correct parallel battery pack wiring. Positive battery cable(s) Yes: Replace alternator. After
should be connected from positive battery terminal to positive battery repairs are complete, retest
terminal. Negative battery cable(s) should be connected from negative for SPN 2791 FMI 3.
battery terminal to negative battery terminal.
Is battery pack correctly assembled (wired in parallel and Not in series)? No: Reassemble battery pack.

Tools Required
Test 1
A. Key OFF.
B. Connect Breakout Harness ZTSE4948 to vehicle harness and leave Engine Gas Recirculation
Valve (EGRV) sensor disconnected.
C. Key ON.

SPN 2791 FMI 4 - EGRV supply voltage is too LOW
Fault Overview
Fault code sets when Engine Control Module (ECM) detects voltage supply to Engine Gas Recirculation Valve
(EGRV) is less than 8 volts.
Lamp Reaction
Associated Faults
• SPN 158 FMI 17 (ECM) • SPN 2791 FMI 19 • SPN 3599 FMI 4 (ECM)
(EGR)
Fault Facts
Verify batteries are fully charged and that terminals are clean.

Continuous
Possible Causes
• ECM PWR Out 3 circuit Open or short to GND
• EGRV GND circuit Open or high resistance
• Failed EGRV


Step 3 Inspect connections at Engine Gas Recirculation Valve (EGRV) Decision

connector.
B. Disconnect EGRV connector.
C. Check EGRV and connector terminals for: damaged or pinched
Are EGRV connector, harness, and terminals clean and undamaged? No: Repair connector,
Step 4 Check for Open or short to GND in PWR circuit. Decision

Harness ZTSE4948 pin-4 and know good GND.
Is voltage B+ ± 0.5 volts No: Repair Open or short
to GND between EGRV
pin-4 and ECM pin E1-24
and E1-26. After repairs are
FMI 4.
Step 5 Check for Open or high resistance in GND circuit Decision

Perform Test 2 (page 978). Use DMM, measure voltage between Breakout Yes: Replace EGRV. After
Harness ZTSE4948 pin-3 and PWR. repairs are complete, retest
for SPN 2791 FMI 4.
Is voltage B+ ± 0.5 volts No: Repair Open or high
resistance between EGRV
2791 FMI 4.


Tools Required
• Digital Multimeter (DMM) Interface cable (RP1210B-compliant supporting J1939 and J1708)
Test 1
A. Key OFF.
B. Connect Breakout Harness ZTSE4948 to vehicle harness and leave Engine Gas Recirculation
Valve (EGRV) sensor disconnected.
C. Key ON.
Test 2
A. Key OFF.
B. Connect Breakout Harness ZTSE4948 to vehicle harness and leave EGRV sensor disconnected.
C. Key ON.
SPN 2791 FMI 5 - EGRC open load/circuit
Fault Overview
Fault code sets when Engine Control Module (ECM) detects that Engine Gas Recirculation Valve (EGRV) internal
motor coil voltage is less than 1 volt.
Lamp Reaction
Associated Faults

19 (EGR)
Fault Facts
When fault code becomes active EGR Valve motor is disabled.

Continuous
Possible Causes
• Failed EGRV


Using Electronic Service Tool (EST) with ServiceMaxx™ software. Key ON, Yes: Replace Engine Gas
check Diagnostic Trouble Codes (DTC) list for SPN 2791 FMI 5. Recirculation Valve (EGRV).

SPN 2791 FMI 6 - EGR Valve Control current above normal or grounded
Fault Overview
Fault code sets when Engine Control Module (ECM) detects Engine Gas Recirculation Valve (EGRV) motor
drive current is greater than 18 amps.
Lamp Reaction
Associated Faults
SPN 2791 FMI 3, 4, 5,

12, and 19 (EGR)
Fault Facts
None.

Road Test
Possible Causes
• Failed EGRV

Step 2 Verify Engine Gas Recirculation Valve (EGRV) can meet Decision
commanded Position.
Perform EGR Valve Position Test (page 2061). Yes: Retest for SPN 2791
FMI 6.
Does EGRV meet expected outcome of Test? No: Replace EGRV. After
for SPN 2791 FMI 6.

SPN 2791 FMI 7 - EGR Valve unable to achieve commanded position
Fault Overview
Fault code sets when Engine Control Module (ECM) detects Engine Gas Recirculation Valve (EGRV) motor
varies from command by greater than 44 steps.
Lamp Reaction
Associated Faults
SPN 2791 FMI 3, 4, 5,

12, and 19 (EGR)
Fault Facts
None.

Road Test
Possible Causes
• Failed EGRV

for Associated Faults .
Step 2 Verify Engine Gas Recirculation Valve (EGRV) can meet Decision
commanded Position.
Perform EGR Valve Position Test (page 2061). Yes: Retest for SPN 2791 FMI
7.
Does EGRV meet expected outcome of Test? No: Replace EGRV. After
for SPN 2791 FMI 7.

SPN 2791 FMI 12 - EGR Valve Internal self test fault
Fault Overview
Fault code sets when Engine Control Module (ECM) detects Engine Gas Recirculation Valve (EGRV) position
sensor is sending invalid internal signals.
Lamp Reaction
Associated Faults
SPN 2791 FMI 3, 4, 5,

and 19 (EGR)
Fault Facts
None.

Continuous
Possible Causes
• Failed EGRV



SPN 2791 FMI 14 - EGRV Error: Internal Processor failure
Fault Overview
Fault code sets when Engine Control Module (ECM) detects Engine Gas Recirculation Valve (EGRV) EEPROM
checksum fails three consecutive times.
Lamp Reaction
Associated Faults
SPN 2791 FMI 3, 4, 5,

and 19 (EGR)
Fault Facts
None.

Continuous
Possible Causes
• Failed EGRV



SPN 2791 FMI 19 - EGR Valve Control not detected on J1939
Fault Overview
Fault code sets when Engine Control Module (ECM) does Not detect Exhaust Gas Recirculation Valve (EGRV)
on J1939 CAN data link communications circuit.
Lamp Reaction
Associated Faults
None
Fault Facts
circuit, or Switched Ignition Relay problem. The following components share power and ground circuits:
DOC/DPF temperature sensor module, SCR temperature sensor module, EGR Valve, NOx OUT sensor
module, NOx IN sensor module, and DEFTLT sensor module.

Continuous
Possible Causes
• ECM PWR OUT 3 circuit Open or high resistance
• EGRV GND circuit Open or high resistance
• CAN_H circuit Open
• CAN_H circuit short to GND
• CAN_H circuit short to PWR
• CAN_L circuit Open
• CAN_L circuit short to GND
• CAN_L circuit short to PWR
• CAN_H shorted to CAN_L
• Failed EGRV

Step 2 Inspect connector and terminals. Decision

B. Disconnect Exhaust Gas Recirculation Valve (EGRV) sensor
module.
C. Check EGRV sensor module and connector terminals for: damaged
or pinched wires; wet or corroded terminals; loose, bent, or broken
Are EGRV sensor module connector, harness, and terminals clean and No: Repair connector,
Step 3 Check voltage to EGRV. Decision

between Breakout Harness ZTSE4948 pin-3 and pin-4.
Step 4 Check ECM PWR OUT 3 circuit for Open or short to ground. Decision
Harness ZTSE4948 pin-4 and known good GND. resistance between EGRV
2791 FMI 19.
resistance between EGRV
pin-4 and ECM pin E1-24
and E1-26. After repairs are
2791 FMI 19.

Is voltage greater than 1 volt? No: Repair Open or short to
GND between EGRV pin-2
Step 6 Check CAN-L circuit for short to power. Decision

between EGRV pin-2 and
2791 FMI 19.

GND between EGRV pin-1

between EGRV pin-1 and
2791 FMI 19.

Perform Test 5 (page 996). Use DMM, measure resistance between Yes: Replace EGRV. After
Breakout Harness ZTSE4948 pin-1 and pin-2. repairs are complete, retest
EGRV pin-1 and pin-2. After


Tools Required
Figure 340 EGRV Voltage Check
Test 1
A. Key OFF.
B. Connect Breakout Harness ZTSE4948 to vehicle harness and leave Exhaust Gas Recirculation
Valve (EGRV) disconnected.
C. Key ON.
Figure 341 ECM PWR Out 3 Circuit Check
Test 2
A. Key OFF.
B. Connect Breakout Harness ZTSE4948 to vehicle harness and leave EGRV disconnected.
C. Key ON.
Test 3
A. Key OFF.
C. Key ON.
Test 4
A. Key OFF.
C. Key ON.
Test 5
A. Key OFF.
C. Key ON.
SPN 3058 FMI 10 - Engine did not go into close loop EGR control when expected
Fault Overview
Fault code sets when Engine Control Module (ECM) detects Oxygen sensor (O2S) is unable to reach required
operating temperature or Exhaust Gas Recirculation Valve (EGRV) failed to react, to enter open loop operation.
Open loop operation occurs when engine operates EGRV based on calculations rather than on feedback from
O2S. Operating EGRV before engine reaches operating temperature and establishes closed loop operation
could cause performance issues.
Lamp Reaction
Associated Faults
• SPN 27 (EGR) • SPN 51 (ETV) • SPN 108 (BARO) • SPN 724 (O2S)
• SPN 2791 (EGR) • SPN 3223 (O2S) • SPN 3464 (ETV) • SPN 4765 (DOCIT)
• SPN 5542 (TC1TOP) • SPN 5543 (EBPV)
Fault Facts
None

Road Test
Possible Causes
• Biased Oxygen Sensor (O2S) or circuit
• Biased Barometric (BARO) pressure sensor
• EGRV or circuit failure
• Engine Throttle Valve (ETV) or circuit failure
• Exhaust Back Pressure Valve (EBPV) failure
• Intake, exhaust, or fuel system failure
• Diesel Oxidation Catalyst Inlet Temperature (DOCIT) sensor or circuit failure

Step 2 Check engine air intake system for restrictions, leaks, or Decision
damage.
Perform Intake Air Inspection (page 2345). Yes: Go to Step 3.
Is engine air intake free of restrictions, leaks, and damage? No: Repair air intake system.
Step 3 Check exhaust system for restrictions, leaks, or damage. Decision

Is exhaust system free of restrictions, leaks, and damage? No: Repair exhaust system.
Step 4 Check fuel system from Aftertreatment Fuel Injector (AFTFI) to Decision
fuel tank for leaks or physical damage.
Is fuel system free of leaks and physical damage? No: Repair fuel system. After
Step 5 Check for failed Diesel Oxidation Catalyst Inlet Temperature Decision
(DOCIT), Oxygen Sensor (O2S), and Barometric pressure
(BARO) sensors or circuits.
Using EST with ServiceMaxx™ software, perform Continuous Monitor Test Yes: Go to Step 6.
(page 2063). Monitor DOCIT, O2S, and BARO sensor signal values.
Are DOCIT, O2S, and BARO sensor signal values within specifications? No: Repair faulty sensor
or circuit. After repairs are
3058 FMI 10.
Step 6 Check for failed Exhaust Gas Recirculation Valve (EGRV) or Decision
circuit.
Using EST with ServiceMaxx™ software, perform EGR Valve Position Test Yes: Go to Step 7.
(page 2061).
Does EGRV meet expected outcome of test? No: Repair or replace EGRV
3058 FMI 10.
Step 7 Check for failed Engine Throttle Valve (ETV) or circuit. Decision
Using EST with ServiceMaxx™ software, perform ETV Position Test (page Yes: Go to Step 8.
2058).
Does ETV meet expected outcome of test? No: Repair or replace ETV
3058 FMI 10.
Step 8 Check for failed Exhaust Back Pressure Valve (EBPV) or circuit. Decision
Using EST with ServiceMaxx™ software, perform Exhaust Back Pressure Yes: End diagnostics, retest
Valve Functional Test (page 2156). for SPN 3058 FMI 10.
Does EBPV meet expected outcome of test? No: Repair or replace EBPV,
ACV, or circuit. After repairs
3058 FMI 10.
End Diagnostic Test

SPN 4752 FMI 4 - EGR Cooler Efficiency: EGR Outlet Temperature above expected
Fault Overview
Fault code sets when Engine Control Module (ECM) detects Exhaust Gas Recirculation Cooler Gas Temperature
(EGRGT) signal value is greater than expected for current amount of EGR flow.
Lamp Reaction
Associated Faults
• SPN 110 (ECT1) • SPN 111 FMI 1 (ECL) • SPN 412 FMI 2, 3, and
4 (EGRGT)
Fault Facts
None

Road Test
Possible Causes
• Engine Overheating
• Failed Exhaust Gas Recirculation (EGR) cooler


4752 FMI 4.
Procedure. (page 2043)
Step 3 Check a low coolant condition. Decision

Is Coolant Level within specification? No: Perform Coolant Loss
Symptom (page 2338). After
for SPN 4752 FMI 4.
Step 4 Check for an engine overheating condition. Decision

Start engine, and run engine to normal operating temperature. When engine Yes: Go to Coolant Over
reaches normal operating temperature, monitor engine coolant temperature Temperature (page 66)
for an overheating condition 5 minutes. symptom diagnostics. After
for SPN 4752 FMI 4.
Does engine coolant temperature go above normal operating temperature? No: Go to Step 5.

Perform EGR Cooler Leak Test (page 2299). Yes: Replace EGR cooler.
Is EGR cooler leaking coolant? No: End diagnostics, retest
for SPN 4752 FMI 4.

EGRGT (Exhaust Gas Recirculation Cooler Gas Temperature) Sensor

Overview of EGRGT Sensor Group
SPN FMI Actions

412 1 EGRGT signal stuck low, not warming up (page 1003)
412 2 EGRGT signal erratic, intermittent, or incorrect (page 1008)
412 3 EGRGT signal Out of Range HIGH (page 1013)
412 4 EGRGT signal Out of Range LOW (page 1019)
Overview
Engine Exhaust Gas Recirculation Gas Temperature (EGRGT) sensor monitors exhaust gas temperatures
exiting EGR cooler and sends information to Engine Control Module (ECM).
SPN 412 FMI 1 - EGRGT signal stuck low, not warming up
Fault Overview
Fault code sets when Engine Control Module (ECM) determines Exhaust Gas Recirculation Gas Temperature
(EGRGT) signal value is less than 59.96°C.
Lamp Reaction
Malfunction Indicator Lamp (MIL) will illuminate when this fault is detected, during two consecutive drive cycles.
Associated Faults
• SPN 412 FMI 2, 3, and • SPN 2659 FMI 21 • SPN 2791 (EGR)
4 (EGRGT) (EGR)
Fault Facts
None

Road Test
Possible Causes
• EGRT circuit short to GND
• Open in EGRT circuit
• Open in SIG GND circuit
• Failed EGRT sensor


Step 3 Inspect connections at Exhaust Gas Recirculation Gas Decision

Temperature (EGRGT) connector.
B. Disconnect EGRGT connector.
C. Check EGRGT and connector terminals for: damaged or pinched
Are EGRGT connector, harness, and terminals clean and undamaged? No: Repair connector,
Step 4 Check EGRGT circuit for short to GND Decision

B. Disconnect Exhaust Gas Recirculation Gas Temperature (EGRGT)
sensor
E. Using EST with ServiceMaxx™ software perform Continuous
F. During test, monitor EGRGT voltage in ServiceMaxx™ software.
Is EGRGT voltage 5 ± 0.25 volts? No: Repair short to GND
between EGRGT pin-2 and
412 FMI 1.
Step 5 Check for Failed EGRGT sensor. Decision

A. Perform Test 1 (page 1006). Yes: Replace EGRGT. After
B. Use EST with ServiceMaxx™ software perform Continuous Monitor
for SPN 412 FMI 1.
Test (page 2063).
C. During test, monitor EGRGT voltage in ServiceMaxx™ software.
Is EGRGT voltage 0 ± 0.25 volts? No: Go to step 6.
Step 6 Check for Open EGRGT Circuit. Decision

EGRGT pin-1 and ECM pin
Test (page 2063).
C. During test, monitor EGRGT voltage in ServiceMaxx™ software. FMI 1.
Is EGRGT voltage 0 ± 0.25 volts? No: Repair Open between
FMI 1.


Tools Required
Figure 345 EGRGT Circuit Check
Test 1
A. Key OFF.
B. Connect Breakout Harness ZTSE4760A to vehicle harness and leave EGRGT sensor disconnected.
C. Using Breakout Harness ZTSE4498, short Breakout Harness ZTSE4760A pin-1 to pin-2.
Test 2
A. Key OFF.
C. Using Breakout Harness ZTSE4498, short Breakout Harness ZTSE4760A pin-2 to a known good
GND.
SPN 412 FMI 2 - EGRGT signal erratic, intermittent, or incorrect
Fault Overview
Fault sets when Engine Control Module (ECM) determines EGRGT signal deviates from Intake Manifold
Temperature (IMT) engine Turbocharger 2 Compressor Intake Temperature (TC2CIT), and Charge Air Cooler
Outlet Temperature (CACOT).
Lamp Reaction
Malfunction Indicator Lamp (MIL) will illuminate when this fault is detected, during two consecutive drive cycles.
Associated Faults
SPN 412 FMI 3 and 4

(EGRGT)
Fault Facts
None

Road Test
Possible Causes
• Biased EGRGT sensor circuit
• Failed EGRGT sensor

FMI 2.

Step 3 Inspect connections at Exhaust Gas Recirculation Gas Decision

Step 4 Check EGRGT circuit for short to GND Decision

B. Disconnect Exhaust Gas Recirculation Gas Temperature (EGRGT)
sensor
E. Using EST with ServiceMaxx™ software perform Continuous
F. During test, monitor EGRGT voltage in ServiceMaxx™ software.
FMI 2.
Step 5 Check for Failed EGRGT sensor. Decision

A. Perform Test 1 (page 1011). Yes: Replace EGRGT. After
for SPN 412 FMI 2.
Test (page 2063).
C. During test, monitor EGRGT voltage in ServiceMaxx™ software.
Is EGRGT voltage between 0 and 0.25 volts? No: Go to step 6.
Step 6 Check for Open EGRGT Circuit. Decision

Test (page 2063).
C. During test, monitor EGRGT voltage in ServiceMaxx™ software. FMI 2.
Is EGRGT voltage between 0 and 0.25 volts? No: Repair Open between
FMI 2.


Tools Required
Test 1
A. Key OFF.
C. Using Breakout Harness ZTSE4498, short Breakout Harness ZTSE4760A pin-1 to pin-2.
Test 2
A. Key OFF.
GND.
SPN 412 FMI 3 - EGRGT signal Out of Range HIGH
Fault Overview
Fault code sets when Engine Control Module (ECM) detects that Exhaust Gas Recirculation Cooler Gas
Temperature (EGRGT) voltage is greater than 4.95 volts.
Lamp Reaction
Associated Faults
None
Fault Facts
None

Continuous
Possible Causes
• SIG GND signal circuit Open
• EGRGT SIG GND Open
• EGRGT signal circuit short to PWR

Step 2 Inspect connections at Exhaust Gas Recirculation Cooler Gas Decision

Step 3 Check for EGRGT circuit short to PWR. Decision

A. Perform Test 1 (page 1016). Yes: Repair short to PWR
B. Use DMM, measure voltage between Breakout Harness ZTSE4760A
pin-2 and known good ground.
412 FMI 3.
Step 4 Check for failed EGRGT sensor. Decision

A. Perform Test 2 (page 1016). Yes: Replace EGRGT
B. Use EST with ServiceMaxx™ software, perform Continuous Monitor
Test (page 2063).
FMI 3.
C. During test, monitor EGRGT voltage with ServiceMaxx™ software.
Step 5 Check for Open in EGRGT circuit. Decision

Test (page 2063).
C. During test, monitor EGRGT voltage with ServiceMaxx™ software. FMI 3.
FMI 3.


Tools Required
Figure 349 EGRGT Circuit Voltage Check
Test 1
A. Key OFF.
B. Connect Breakout Harness ZTSE4760A to vehicle harness and leave Exhaust Gas Recirculation
Cooler Gas Temperature (EGRGT) sensor disconnected.
C. Key ON.
Figure 350 EGRGT Sensor Circuit Check
Test 2
A. Key OFF.
C. Using Breakout Harness ZTSE4498 short pin-1 and pin-2 of Breakout Harness ZTSE4760A together.
E. Key ON, log into ServiceMaxx™ software.
Figure 351 EGRGT Sensor Circuit Check
Test 3
A. Key OFF.
GND.
SPN 412 FMI 4 - EGRGT signal Out of Range LOW
Fault Overview
Fault code sets when Engine Control Module (ECM) detects that Exhaust Gas Recirculation Cooler Gas
Temperature (EGRGT) signal voltage is less than expected.
Lamp Reaction
Associated Faults
None.
Fault Facts
None.

Continuous
Possible Causes
• EGRGT circuit short to GND

Step 2 Inspect connections at Exhaust Gas Recirculation Cooler Gas Decision

Step 3 Check for Open in EGRGT circuit. Decision

A. Perform Test 1 (page 1021). Yes: Replace EGRGT sensor.
Test (page 2063).
C. During test, monitor EGRGT voltage with ServiceMaxx™ software.
Is voltage 4.85 volts ± 0.05 volts? No: Repair short to GND
412 FMI 4.


Tools Required
Test 1
A. Key OFF.
B. Disconnect Exhaust Gas Recirculation Cooler Gas Temperature (EGRGT) sensor
C. Connect Electronic Service Tool (EST) to vehicle Diagnostic Connector (page 2044).
Engine Brake
Overview of Engine Brake Sensor Group
SPN FMI Condition

1810 0 Hard Brake monitor, event log, extreme (page 1023)
1810 15 Hard Brake monitor, even log non-extreme (page 1025)
Overview
Hard brake monitor feature determines hard vehicle speed deceleration incidents. An incident occurs when
programmable parameter 89052 Hard Brake Decel Rate Threshold is set at too low of a speed change. Incident
is then reported to ECM and stored as a vehicle event.
SPN 1810 FMI 0 - Hard Brake monitor, event log, extreme
Fault Overview
Hard brake monitor feature determines hard vehicle deceleration incidents. An incident occurs when rate of
vehicle deceleration speed exceeds programmable parameter 89052 Hard Brake Decel Rate Threshold setting.
Incident is then reported to Engine Control Module (ECM) and stored as a vehicle event.
Lamp Reaction
No Lamp
Associated Faults
None
Fault Facts
None

Continuous
Possible Causes
• Hard brake event

Use Electronic Service Tool (EST) with ServiceMaxx™ software, load Yes: Hard brake event has
Parameters session and check parameter ID 89052 Hard Brake Decel Rate occurred. Clear fault code,
Threshold value. and retest for SPN 1810 FMI
0.
Is parameter ID 89052 Hard Brake Decel Rate Threshold set between 5 No: Adjust parameter and
and 9 mph/s? program engine. After repairs
1810 FMI 0.

SPN 1810 FMI 15 - Hard Brake monitor, event log non-extreme
Fault Overview
Hard brake monitor feature determines hard vehicle deceleration incidents. An incident occurs when rate of
vehicle deceleration speed exceeds programmable parameter 89052 Hard Brake Decel Rate Threshold setting.
Incident is then reported to Engine Control Module (ECM) and stored as a vehicle event.
Lamp Reaction
No Lamp
Associated Faults
None
Fault Facts
None

Continuous
Possible Causes
• Hard brake event

Use Electronic Service Tool (EST) with ServiceMaxx™ software, load Yes: Hard brake event has
Parameters session and check parameter ID 89052 Hard Brake Decel Rate occurred. Clear fault code,
Threshold value. and retest for SPN 1810 FMI
15.
Is parameter ID 89052 Hard Brake Decel Rate Threshold set between No: Adjust parameter and
5 and 9 mph/s? program engine. After repairs
1810 FMI 15.

EOL (Engine Oil Level) Sensor

Overview of EOL Sensor Group
SPN FMI Condition

98 3 EOL signal Out of Range HIGH (page 1028)
98 4 EOL signal Out of Range LOW (page 1032)
1135 3 EOT2 signal Out of Range (page 1035)HIGH
1135 4 EOT2 signal Out of Range LOW (page 1039)
Overview
Engine Oil Level (EOL) sensor provides feedback signal to Engine Control Module (ECM) indicating engine
oil level and temperature. During engine operation, ECM will monitor EOL signal to determine if oil level is
satisfactory. If oil level and temperature is below desired, ECM will display a ‘low engine oil level’ message on
instrument cluster.. An optional feature, Engine Warning and Protection System (EWPS), can be enabled to
shut engine down when low engine oil level condition occurs.
SPN 98 FMI 3 - EOL signal Out of Range HIGH
Fault Overview
Fault codes sets when Engine Control Module (ECM) detects Engine Oil Level (EOL) sensor voltage is greater
than expected.
Lamp Reaction
Associated Faults
None
Fault Facts
None

Continuous
Possible Causes
• EOL circuit Open or short to PWR
• Failed Engine Oil Level (EOL) sensor

Step 2 Inspect connections at Engine Oil Level (EOL) sensor. Decision

B. Disconnect EOL sensor connector.
C. Check EOL sensor and connector terminals for: damaged or
Are EOL sensor connector, harness, and terminals clean and undamaged? No: Repair connector,
Step 3 Check EOL circuit for Open or short to PWR. Decision

resistance from Breakout Harness ZTSE4827 pin-1 and known good GND.
Is resistance greater than 1000 ohms? No: Repair Open or short to
PWR between EOL sensor
retest fro SPN 98 FMI 3.

Perform Test 2 (page 1030). Use DMM, measure voltage from Breakout Yes: Replace EOL sensor.
Harness ZTSE4827 pin-2 and B+. After repairs are complete,
EOL sensor pin-2 and ECM
complete, retest fro SPN 98
FMI 3.


Tools Required
Figure 352 EOL Circuit Check
Test 1
A. Key OFF.
B. Disconnect Engine Oil Level (EOL) sensor.
C. Connect Breakout Harness ZTSE4827 to engine harness and leave EOL sensor disconnected.
Test 2
A. Key OFF.
D. Key ON
SPN 98 FMI 4 - EOL signal Out of Range LOW
Fault Overview
Fault codes sets when Engine Control Module (ECM) detects Engine Oil Level (EOL) sensor voltage is less than
expected.
Lamp Reaction
Associated Faults
None
Fault Facts
None

Continuous
Possible Causes
• EOL circuit short to GND

Step 2 Inspect connections at Engine Oil Level (EOL) sensor. Decision

B. Disconnect EOL sensor connector.
C. Check EOL sensor and connector terminals for: damaged or
Are EOL sensor connector, harness, and terminals clean and undamaged? No: Repair connector,
Step 3 Check EOL circuit for short to GND. Decision

Perform Test 1 (page 1034). Use Digital Multimeter (DMM), measure Yes: Replace EOL sensor.
resistance from Breakout Harness ZTSE4827 pin-1 and known good GND. After repairs are complete,
Is resistance greater than 1 kΩ? No: Repair short to GND
between EOL sensor pin-1
fro SPN 98 FMI 4.


Tools Required
Figure 354 EOL Circuit Check
Test 1
A. Key OFF.
SPN 1135 FMI 3 - EOT2 signal Out of Range HIGH
Fault Overview
Fault codes sets when Engine Control Module (ECM) detects Engine Oil Temperature 2 (EOT2) signal value is
above normal operating range. EOT2 sensor is a combined sensor with Engine Oil Level (EOL) sensor.
Lamp Reaction
Associated Faults
None
Fault Facts
None

Continuous
Possible Causes
• EOT2 circuit Open or short to PWR

Step 2 Check EOT2 circuit for Open or short to PWR. Decision

voltage from Breakout Harness ZTSE4827 pin-3 and known good GND.
PWR between EOL sensor
pin-3 and ECM pin C1-15.

Perform Test 2 (page 1037). Use DMM, measure voltage from Breakout Yes: Replace EOL sensor.
Harness ZTSE4827 pin-4 and B+. After repairs are complete,
EOL sensor pin-4 and ECM
complete, retest fro SPN 1135
FMI 3.


Tools Required
Figure 355 EOT2 Circuit Checks
Test 1
A. Key OFF.
D. Key ON
Test 2
A. Key OFF.
D. Key ON
SPN 1135 FMI 4 - EOT2 signal Out of Range LOW
Fault Overview
Fault codes sets when Engine Control Module (ECM) detects Engine Oil Temperature 2 (EOT2) signal value is
less than normal operating range. EOT2 sensor is a combined sensor with Engine Oil Level (EOL) sensor.
Lamp Reaction
Associated Faults
None
Fault Facts
None

Continuous
Possible Causes
• EOT2 signal circuit short to GND

Step 2 Check EOT2 circuit for short to GND. Decision

Perform Test 1 (page 1041). Use Digital Multimeter (DMM), measure Yes: Replace EOL sensor.
voltage from Breakout Harness ZTSE4827 pin-3 and known good GND. After repairs are complete,
between EOL sensor pin-3
and Engine Control Module
(ECM) pin C1-15. After
fro SPN 1135 FMI 4.


Tools Required
Figure 357 EOT2 Circuit Checks
Test 1
A. Key OFF.
D. Key ON
EOP (Engine Oil Pressure) Sensor

Overview of EOP Sensor Group
SPN FMI Description

100 3 EOP signal Out of Range HIGH (page 1043)
100 4 EOP signal Out of Range LOW (page 1047)
Overview
Engine Oil Pressure (EOP) sensor provides feedback signal to Engine Control Module (ECM) indicating engine
oil pressure. During engine operation, ECM will monitor EOP signal to determine if oil pressure is satisfactory. If
oil pressure is below desired pressure, ECM will turn on red engine lamp. An optional feature, Engine Warning
and Protection System (EWPS), can be enabled to warn engine operator and shut engine down when low engine
oil pressure condition occurs.
SPN 100 FMI 3 - EOP signal Out of Range HIGH
Fault Overview
Fault code sets when Engine Control Module (ECM) detects that Engine Oil Pressure (EOP) signal voltage is
greater than expected
Lamp Reaction
Amber Warning Lamp (AWL) will illuminate immediately.
Associated Faults
None
Fault Facts
None

Continuous
Possible Causes
• EOP signal circuit short to PWR
• Failed EOP sensor

Step 2 Inspect connections at Engine Oil Pressure (EOP) sensor. Decision

B. Disconnect EOP connector.
C. Check EOP and connector terminals for: damaged or pinched
Are EOP connector, harness, and terminals clean and undamaged? No: Repair connector,
Step 3 Check for short to power Decision

B. Disconnect Engine Oil Pressure (EOP) sensor
Test (page 2063).
F. During test, monitor EOP voltage with ServiceMaxx™ software.
Is voltage 0 volts ± 0.5 volts? No: Repair short to PWR
between EOP pin-3 and ECM
FMI 3.
Step 4 Check Continuity with Signal GND Decision

Perform Test 1 (page 1046). Use DMM, measure voltage between Breakout Yes: Replace EOP sensor.
Harness ZTSE4850 pin-1 and PWR After repairs are complete,
EOP pin-1 and ECM pin
FMI 3.


Tools Required
Test 1
A. Key OFF.
B. Connect Breakout Harness ZTSE4850 to vehicle harness and leave EOP sensor disconnected.
C. Key ON.
SPN 100 FMI 4 - EOP signal Out of Range LOW
Fault Overview
Fault code sets when Engine Control Module (ECM) detects that Engine Oil Pressure (EOP) signal voltage is
less than expected
Lamp Reaction
Associated Faults

5)
Fault Facts
None

Continuous
Possible Causes
• EOP signal circuit Open
• EOP signal circuit short to GND
• VREF 5 circuit Open
• VREF 5 circuit short to GND
Step 1 Check for associated faults Decision


Step 3 Inspect connections at Engine Oil Pressure (EOP) sensor. Decision


voltage between Breakout Harness ZTSE4850 pin-2 and known good GND
Is voltage 5 volts ± 0.25 volts? No: Repair Open or short to
GND between EOP pin-2 and
100 FMI 4.

A. Perform Test 2 (page 1050). Yes: Replace EOP sensor.
Test (page 2063).
C. During test, monitor EOP voltage with ServiceMaxx™ software.
Is voltage 5 volts ± 0.25 volts? No: Go to Step 6.
Step 6 Check Signal Circuit. Decision

between EOP pin-3 and ECM
B. Using EST with ServiceMaxx™ software, Key ON, clear codes.
C. Key OFF, wait for ECM to power down. complete, retest for SPN 100
FMI 4.
Does SPN 3513 FMI 14 set in DTC list? No: Repair Open between
EOP pin-3 and ECM pin
FMI 4.


Tools Required
Test 1
A. Key OFF.
B. Connect Breakout Harness ZTSE4850 to vehicle harness and leave Engine Oil Pressure (EOP)
C. Key ON.
Figure 360 EOP Circuit Check
Test 2
A. Key OFF.
B. Connect Breakout Harness ZTSE4850 to vehicle harness and leave EOP sensor disconnected.
C. Using Breakout Harness ZTSE4498, short Breakout Harness ZTSE4850 pin-2 to pin-3.
EOT (Engine Oil Temperature) Sensor

Overview of EOT Sensor
SPN FMI Action

175 3 EOT signal Out of Range High (page 1053)
175 4 EOT signal Out of Range LOW (page 1059)
Overview
Engine Oil Temperature (EOT) sensor provides feedback signal to Engine Control Module (ECM) indicating
engine oil temperature. During engine operation, ECM will monitor EOT signal to determine if oil temperature is
satisfactory. If oil temperature is out of range, ECM will illuminate Amber Warning Lamp (AWL).
SPN 175 FMI 3 - EOT signal Out of Range HIGH
Fault Overview
Fault code sets when Engine Control Module (ECM) detects that Engine Oil Temperature (EOT) voltage is
Lamp Reaction
Amber Warning Lamp (AWL) will immediately illuminate when this fault is detected.

Continuous
Possible Causes
• EOT signal circuit Open
• EOT signal circuit short to PWR
• Failed EOT sensor

Step 2 Inspect connections at Engine Oil Temperature (EOT) Decision

connector.
B. Disconnect EOT connector.
C. Check EOT and connector terminals for: damaged or pinched
Are EOT connector, harness, and terminals clean and undamaged? No: Repair connector,
Step 3 Check for short to PWR on EOT signal circuit. Decision

Perform Test 1 (page 1056). Use Digital Multimeter (DMM), measure Yes: Repair short to PWR
voltage between Breakout Harness ZTSE4602 pin-2 and known good GND. between EOT pin-2 and ECM
FMI 3.
Is voltage greater than 4.85 volts? No: Go to step 4.
Step 4 Check for failed EOT sensor Decision

A. Perform Test 2 (page 1056). Yes: Replace EOT sensor.
Test (page 2063).
C. During test, monitor EOT voltage with ServiceMaxx™ software.
Is voltage approximately 0 volts? No: Go to step 5.
Step 5 Check for Open EOT signal circuit. Decision

EOT pin-1 and ECM pin
Test (page 2063).
C. During test, monitor EOT voltage with ServiceMaxx™ software. FMI 3.
EOT pin-2 and ECM pin
FMI 3.


Tools Required
Figure 361 EOT Circuit Voltage Check
Test 1
A. Key OFF.
B. Connect Breakout Harness ZTSE4602 to vehicle harness and leave Engine Oil Temperature (EOT)
C. Key ON.
Figure 362 EOT Sensor Circuit Check
Test 2
A. Key OFF.
B. Connect Breakout Harness ZTSE4602 to vehicle harness and leave EOT sensor disconnected.
C. Using Breakout Harness ZTSE4498 short pin-1 and pin-2 of Breakout Harness ZTSE4602 together.
Figure 363 EOT sensor circuit check
Test 3
A. Key OFF.
B. Connect Breakout Harness ZTSE4602 to vehicle harness and leave EOT sensor disconnected.
C. Using Breakout Harness ZTSE4498, short Breakout Harness ZTSE4602 pin-2 to GND.
SPN 175 FMI 4 - EOT signal Out of Range LOW
Fault Overview
Fault code sets when the Engine Control Module (ECM) detects that the Engine Oil Temperature (EOT) signal
voltage is less than expends.
Lamp Reaction
Amber Warning Lamp (AWL) will immediately illuminate when this fault is detected.

Continuous
Possible Causes
• EOT signal circuit short to GND
• Failed EOT sensor

Step 2 Inspect connections at Engine Oil Temperature (EOT) connector. Decision

A. Key OFF. Yes: Go to step 3..
B. Disconnect EOT connector.
C. Check EOT and connector terminals for: damaged or pinched
Are EOT connector, harness, and terminals clean and undamaged? No: Repair connector,
Step 3 Check for EOT circuit short to GND.. Decision

A. Key OFF. Yes: Replace EOT sensor.
B. Disconnect Engine Oil Temperature (EOT) sensor
Test (page 2063).
F. During test, monitor EOT voltage with ServiceMaxx™ software.
between EOT pin-2 and
FMI 4.

ETV (Engine Throttle Valve) Sensor

Overview of ETV Sensor Group
SPN FMI Actions

51 0 ETP does not agree with commanded open position (page 1063)
51 1 ETP does not agree with commanded closed position (page 1068)
51 3 ETP signal Out of Range HIGH (page 1073)
51 4 ETP signal Out of Range LOW (page 1078)
51 7 ETP does not agree with commanded position (page 1081)
51 10 ETP sensor feedback deviation during CSER (page 1086)
3464 3 ETV short to PWR (page 1091)
3464 4 ETV short to GND (page 1096)
3464 5 ETV open load/circuit (page 1101)
Overview
Engine Throttle Valve (ETV) controls flow of fresh air (boosted and cooled), and Exhaust Gas Recirculation
(EGR) gases through intake manifold. ETV contains a variable-position actuator that moves an internal butterfly
valve. Engine Control Module (ECM) sends a signal to ETV to move to desired position through Engine Throttle
Control (ETC) circuit. Engine Throttle Position (ETP) sensor, located inside ETV, monitors ETV position and
provides a signal to ECM.
Figure 364 ETV Location

1. Engine Throttle Valve (ETV)
SPN 51 FMI 0 - ETP does not agree with commanded open position
Fault Overview
Fault code sets when Engine Control Module (ECM) detects Engine Throttle Position (ETP) sensor is reading
less than 4.1 volts or greater than 4.73 volts when Engine Throttle Valve (ETV) is commanded to Open position.
Lamp Reaction
Associated Faults
• SPN 51 FMI 3, 4, and 7 • SPN 3464 (ETV) • SPN 3510 FMI 14

(ETV) (VREF 2)
Fault Facts
None.

Road Test
Possible Causes
• Excessive soot build up or blockage on valve
• Failed ETV
• ETP sensor or circuit failure

Step 2 Inspect connections at Engine Throttle Valve (ETV) connector. Decision

B. Disconnect ETV connector.
C. Check ETV and connector terminals for: damaged or pinched
Are ETV connector, harness, and terminals clean and undamaged? No: Repair connector,
Step 3 Check for Open or short to PWR in VREF 2 circuit. Decision

PWR between ETV pin-3 and
51 FMI 0.
Step 4 Check for Open or high resistance in SIG GND circuit Decision
Harness 12-714-01 pin-4 and B+.
resistance between ETV pin-4
for SPN 51 FMI 0.
Step 5 Check for Open or high resistance in Engine Throttle Position Decision
(ETP) signal circuit.
Harness 12-714-01 pin-5 and pin-4.
for SPN 51 FMI 0.
Step 6 Check ETV for correct operation. Decision

Perform ETV Position Test (page 2058). Yes: Clear fault code, retest
for SPN 51 FMI 0
Did ETV Position Test meet expected outcome? No: Replace ETV. After
for SPN 51 FMI 0.


Tools Required
Test 1
A. Key OFF.
B. Connect Breakout Harness 12-714-01 to vehicle harness and leave Engine Throttle Valve (ETV)
disconnected.
C. Key ON.
Test 2
A. Key OFF.
B. Connect Breakout Harness 12-714-01 to vehicle harness and leave ETV disconnected.
C. Key ON.
Figure 367 ETP Circuit Check
Test 3
A. Key OFF.
C. Key ON.
SPN 51 FMI 1 - ETP does not agree with commanded closed position
Fault Overview
less than 0.2 volts or greater than 0.9 volts when Engine Throttle Valve (ETV) is commanded to Closed position.
Lamp Reaction
Associated Faults

(ETV) (VREF 2)
Fault Facts
None.

Road Test
Possible Causes
• Soot build up or blockage on valve
• Failed ETV
• ETP sensor circuit failure


C. Check ETV and connector terminals for: damaged or pinched wires;
moisture or corroded terminals; loose, bent, or broken pins; or

51 FMI 1.
resistance between ETV
for SPN 51 FMI 1.

for SPN 51 FMI 1.
for SPN 51 FMI 1.


Tools Required
Test 1
A. Key OFF.
disconnected.
C. Key ON.
Test 2
A. Key OFF.
C. Key ON.
Test 3
A. Key OFF.
C. Key ON.
SPN 51 FMI 3 - ETP signal Out of Range HIGH
Fault Overview
Fault code sets when Engine Control Module (ECM) detects Engine Throttle Position (ETP) signal is greater
than 4.77 volts.
Lamp Reaction
Associated Faults

2)
Fault Facts
None.

Continuous
Possible Causes
• ETP circuit short to PWR
• ETP circuit OPEN
• SIG GND circuit OPEN
• VREF 2 circuit OPEN
• Failed ETV



Step 4 Check for Open or short to GND in VREF 2 circuit. Decision

Is voltage 5 ± 0.5 volts? No: Repair OPEN or short to
GND between ETV pin-3 and
51 FMI 3.
for SPN 51 FMI 3.
Perform Test 3 (page 1077). Use DMM, measure voltage between Breakout Yes: Replace ETV. After
Harness 12-714-01 pin-5 and pin-4. repairs are complete, retest
for SPN 51 FMI 3.


Tools Required
Test 1
A. Key OFF.
disconnected.
C. Key ON.
Test 2
A. Key OFF.
C. Key ON.
Test 3
A. Key OFF.
C. Key ON.
SPN 51 FMI 4 - ETP signal Out of Range LOW
Fault Overview
Fault code sets when Engine Control Module (ECM) detects Engine Throttle Position (ETP) signal is less than
0.15 volts.
Lamp Reaction
Associated Faults
None
Fault Facts
None.

Continuous
Possible Causes
• ETP signal circuit short to GND
• Failed ETV


for SPN 51 FMI 4.
between ETV pin-5 and ECM
FMI 4.


Tools Required
Test 1
A. Key OFF.
disconnected.
C. Key ON.
SPN 51 FMI 7 - ETP does not agree with commanded position
Fault Overview
greater than 10% or less than -10% deviation from Engine Throttle Valve (ETV) commanded position.
Lamp Reaction
Associated Faults
• SPN 3464 (ETV) • SPN 3510 FMI 14

(VREF 2)
Fault Facts
None.

Road Test
Possible Causes
• Excessive soot build up or blockage on valve
• Failed ETV


Step 3 Check for Open or short to GND in VREF 2 circuit. Decision

GND between ETV pin-3 and
51 FMI 7.
Harness 12-714-01 pin-4 and known good B+.
for SPN 51 FMI 7.

for SPN 51 FMI 7.
for SPN 51 FMI 7.


Tools Required
Test 1
A. Key OFF.
disconnected.
C. Key ON.
Test 2
A. Key OFF.
C. Key ON.
Test 3
A. Key OFF.
C. Key ON.
SPN 51 FMI 10 - ETP sensor feedback deviation during CSER
Fault Overview
greater than 10% or less than -10% deviation from Engine Throttle Valve (ETV) commanded position during
Cold Start Emission Reduction (CSER).
Lamp Reaction
Associated Faults

(ETV) (VREF 2)
Fault Facts
None.

Road Test
Possible Causes
• Open or short to PWR in VREF 2 circuit
• Open or high resistance in ETP signal circuit
• Open or high resistance in SIG GND circuit
• Failed ETV



51 FMI 10.
for SPN 51 FMI 10.

for SPN 51 FMI 10.
for SPN 51 FMI 10.


Tools Required
Test 1
A. Key OFF.
disconnected.
C. Key ON.
Test 2
A. Key OFF.
C. Key ON.
Test 3
A. Key OFF.
C. Key ON.
SPN 3464 FMI 3 - ETV short to PWR
Fault Overview
Fault code sets when Engine Control Module (ECM) detects Engine Throttle Valve (ETV) control circuits High
and Low are reading greater than 10 volts.
Lamp Reaction
Associated Faults
Fault Facts
None.

Continuous
Possible Causes
• ETV CTL-H circuit short to PWR
• ETV CTL-L circuit short to PWR
• ETV CTL-H circuit short to ETV CTL-L circuit
• Failed ETV

Diagnostic Trouble Code (DTC) list for SPN 3464 FMI 3..

Step 3 Check for short to PWR in ETV CTL-H circuit. Decision

Is voltage 1.0 ± 0.25 volts? No: Repair Open or short to
3464 FMI 3.
Step 4 Check for short to PWR in ETV CTL-L circuit. Decision

and ECM pin C2-20. After
for SPN 3464 FMI 3.
Step 5 Check for short between ETV CTL-H circuit and ETV CTL-L Decision
circuit.
for SPN 3464 FMI 3.
Is resistance greater than 1000 ohms? No: Repair Open or high
and ETV pin-2. After repairs
3464 FMI 3.


Tools Required
Figure 381 ETV CTL-H Circuit Check
Test 1
A. Key OFF.
B. Connect Breakout Harness 12-714-01 to engine harness and leave Engine Throttle Valve (ETV)
disconnected.
C. Key ON
Figure 382 ETV CTL-L Circuit Check
Test 2
A. Key OFF.
B. Connect Breakout Harness 12-714-01 to engine harness and leave ETV disconnected.
C. Key ON
Figure 383 ETV CTL Circuit Check
Test 3
A. Key OFF.
SPN 3464 FMI 4 - ETV short to GND
Fault Overview
Fault code sets when Engine Control Module (ECM) detects Engine Throttle Valve (ETV) control circuits High
and Low are reading less than 10 volts.
Lamp Reaction
Associated Faults
Fault Facts
None.

Continuous
Possible Causes
• ETV CTL-H circuit short to GND
• ETV CTL-L circuit short to GND
• ETV CTL-H circuit short to ETV CTL-L circuit
• Failed ETV


Step 3 Check for short to GND in ETV CTL-H circuit. Decision

FMI 4.
Step 4 Check for short to GND in ETV CTL-L circuit. Decision

3464 FMI 4.
Step 5 Check for short between ETV CTL-H circuit and ETV CTL-L Decision
circuit.
Perform Test 3 . Use DMM, measure resistance between Breakout Harness Yes: Replace ETV. After
12-714-01 pin-1 and pin-2. repairs are complete, retest
for SPN 3464 FMI 4.
Is resistance greater than 1000 ohms? No: Repair Open or high
and ETV pin-2. After repairs
3464 FMI 4.


Tools Required
Test 1
A. Key OFF.
disconnected.
Test 2
A. Key OFF.
Figure 386 ETV CTL Circuit Check
Test 3
A. Key OFF.
SPN 3464 FMI 5 - ETV open load/circuit
Fault Overview
Fault code sets when Engine Control Module (ECM) detects Engine Throttle Valve (ETV) circuit current is reading
less than 0 amps.
Lamp Reaction
Associated Faults
None
Fault Facts
None.

Continuous
Possible Causes
• ETV CTL-H circuit Open
• ETV CTL-L circuit Open
• Failed ETV


Step 3 Check for short to GND in ETV CTL-H circuit. Decision

Is voltage 1 ± 0.25 volts? No: Repair Open between
ETV pin-1 and ECM pin
3464 FMI 5.
Step 4 Check for short to GND in ETV CTL-L circuit. Decision

ETV pin-2 and ECM pin
3464 FMI 5.


Tools Required
Test 1
A. Key OFF.
disconnected.
C. Key ON
Test 2
A. Key OFF.
C. Key ON
EWPS (Engine Warning Protection System) Sensor

Overview of EWPS Sensor Group
SPN FMI Description

84 2 Vehicle speed anti-tampering fault (page 1107)
100 1 Engine Oil System below Critical Pressure (page 1109)
100 11 Low oil pressure vehicle event (page 1111)
100 17 Low Engine Oil Pressure, event log (page 1113)
100 18 Engine Oil System below Warning Pressure (page 1115)
110 0 Engine Cooling System above Critical Temperature (page
1117)
110 11 Oil Temperature Exceeds limit by large amount (page 1119)
110 15 Engine Cooling System above Warning Temperature (page
1121)
110 16 Engine Cooling System Above OBD Maximum Temperature
(page 1123)
110 17 Engine Cooling System below OBD minimum temperature
(page 1125)
110 18 Engine Cooling System below closed loop minimum
Temperature (page 1127)
175 0 Engine Oil System above Critical Temperature (page 1129)
175 11 Engine Oil System above critical temperature (page 1132)
175 15 Engine Oil System above Warning Temperature (page
1135)
188 0 Engine Low Idle RPM above normal (page 1138)
188 1 Engine Low Idle RPM below normal (page 1141)
188 16 Engine idle speed above normal - engine shut down (page
1144)
190 0 Engine overspeed - Most Severe Level (page 1146)
190 11 Engine Overspeed, event log (page 1150)
190 15 Engine overspeed - Least Severe Level (page 1152)
731 16 Knock Detected: Cylinder Acceleration Above Normal
(page 1157)
731 18 Knock Detected: Unexpected Fueling without Demand
(page 1159)
2588 0 Vehicle overspeed 1, event log, extreme (page 1161)
2588 15 Vehicle overspeed 1, event log, non extreme (page 1163)
2589 0 Vehicle overspeed 2, event log, extreme (page 1165)
2589 15 Vehicle overspeed 2, event log, non extreme (page 1167)
4076 0 ECT2 above Critical (EWPS programmable limit) (page

1169)
4076 15 ECT2 above Warning (EWPS programmable limit) (page
1171)
5395 0 Engine unable to achieve desired idle torque (too high)
(page 1173)
5395 1 Engine unable to achieve desired idle torque (too low)
(page 1175)
Overview
EWPS warns operator of conditions that can damage engine. Standard Warning System is base system in
which all engines are equipped. If one of these faults are detected, ECM illuminates red engine lamp and sets
a corresponding DTC.
Figure 389 Oil Pressure Verification Test Connection

SPN 84 FMI 2 - Vehicle speed anti-tampering fault
Fault Overview
Fault code sets when Transmission Output Shaft Speed (TOSS) signal does not agree with type of vehicle speed
signal mode selected under parameter ID 89003.
Lamp Reaction
No Lamp
Associated Faults
SPN 191 (TOSS)
Fault Facts
None

Key ON
Possible Causes
• Incorrect programmable parameter setting
• TOSS sensor or circuit fault

Step 2 Check for incorrect programmable parameter setting. Decision

Using EST with ServiceMaxx™ software, load Parameters session. Verify Yes: End diagnostics, retest
correct value is selected under parameter ID 89003 Vehicle Speed Signal for SPN 84 FMI 2.
Mode (Hard wire sensor, Public J1939 / CAN OSS, or Public J1939 / Vehicle
Speed Sensor).
Is correct value selected under parameter ID 89003 Vehicle Speed Signal No: Correct parameter ID
Mode? 89003 and program engine.

SPN 100 FMI 1 - Engine Oil System below Critical Pressure
Fault Overview
Fault code sets when Engine Control Module (ECM) detects Engine Oil Pressure (EOP) is below critical pressure.
Stop engine immediately when this fault code is active.
Lamp Reaction
Red Stop Lamp (RSL) will illuminate immediately.
Associated Faults
SPN 100 FMI 3 and 4

(EOP)
Fault Facts
None

Continuous
Possible Causes
• Failed engine oil mechanical system

Step 2 Check Engine Oil Pressure (EOP) using mechanical gauge. Decision
Perform Oil Pressure Verification Test (page 2311). Yes: Go to Step 3.
Is oil pressure within specification? No: Go to Low Oil Pressure
(page 74) symptom
diagnostics.
Step 3 Check biased sensor/circuit Decision

Analyze results from Oil Pressure Verification Test. Yes: Diagnostics complete.
Clear codes and release
vehicle.
Is Servicemaxx™ software EOP reading within 5 psi of instrument panel No: Repair mechanical gauge
gauge? or circuit. After repairs are
FMI 1.

SPN 100 FMI 11 - Low oil pressure vehicle event
Fault Overview
Fault code sets when Engine Control Module (ECM) detects Engine Oil Pressure (EOP) is below expected
pressure. Event Log
Lamp Reaction
No Lamp
Associated Faults
SPN 100 FMI 1, 3, and 4

(EOP)
Fault Facts
This fault code is for vehicle event log only and will not illuminate a lamp. Check for active fault SPN 100 FMI 1.

Continuous
Possible Causes

Step 2 Check Engine Oil Pressure (EOP) using Pressure Test Kit. Decision
(page 74) symptom
diagnostics.
Step 3 Decision
vehicle.
Is Servicemaxx™ software EOP reading within 5 psi of instrument panel No: Repair mechanical gauge
FMI 11.

SPN 100 FMI 17 - Low Engine Oil Pressure, event log
Fault Overview
Fault code sets when Engine Control Module (ECM) detects Engine Oil Pressure (EOP) is below Warning
pressure. Event Log.
Lamp Reaction
No Lamp
Associated Faults
SPN 100 FMI 1, 3, 4, and

18 (EOP)
Fault Facts
This fault code is for vehicle event log only and will not illuminate a lamp. Check for active fault SPN 100 FMI 18

Continuous
Possible Causes
• Failed EOP gauge

(page 74) symptom
diagnostics.
Step 3 Decision
vehicle.
Is ServiceMaxx™ software EOP reading within 5 psi of instrument panel No: Repair mechanical gauge
FMI 17.

SPN 100 FMI 18 - Engine Oil System below Warning Pressure
Fault Overview
Fault code sets when Engine Control Module (ECM) detects Engine Oil Pressure (EOP) is below Warning
pressure.
Lamp Reaction
Associated Faults
SPN 100 FMI 3 and 4

(EOP)
Fault Facts
None

Continuous
Possible Causes
• Failed EOP gauge

(page 74) symptom
diagnostics.
Step 3 Decision
vehicle.
Is ServiceMaxx™ EOP reading within 5 psi of instrument panel gauge? No: Repair mechanical gauge
FMI 18.

SPN 110 FMI 0 - Engine Cooling System above Critical Temperature
Fault Overview
Fault code sets when Electronic Control Module (ECM) detects that Engine Coolant Temperature 1 (ECT1) is
above Programmable Parameter (PP) 77022.
Lamp Reaction
Engine shutdown is commanded and Red Stop Lamp (RSL) active.
Associated Faults
SPN 110 FMI 2, 3, and 4

(ECT1)
Fault Facts
Air pockets in cooling system can interfere with coolant flow or prevent thermostats from opening when needed,
resulting in this fault.

Continuous
Possible Causes
• Cooling system overheating

Using Electronic Service Tool (EST) with ServiceMaxx™ software, check Yes: Ensure coolant level
Diagnostic Trouble Code (DTC) list for Associated Faults(page 1117). is at normal operating level,
go to Step 2 of Cooling

SPN 110 FMI 11 - Event Logger, Coolant Temp Hot, Extreme
Fault Overview
Fault code sets when Electronic Control Module (ECM) detects that engine coolant at Engine Coolant
Temperature 1 (ECT1) is greater than 262°F (128°C)
Lamp Reaction
No Lamp
Associated Faults
SPN 110 FMI 0, 3, and 4

(ECT1)
Fault Facts
resulting in this fault. This fault is for vehicle event log only and will not illuminate a lamp. Check for active fault
SPN 110 FMI 0, 3, and 4.

Continuous
Possible Causes


SPN 110 FMI 15 - Engine Cooling System above Warning Temperature
Fault Overview
Temperature 1 (ECT1) is greater than 232°F (111°C).
Lamp Reaction
Amber Warning Lamp (AWL) set, no buzzer.
Associated Faults
SPN 110 FMI 2, 3, and 4

(ECT1)
Fault Facts

Continuous
Possible Causes


SPN 110 FMI 16 - Engine Cooling System Above OBD Maximum Temperature
Fault Overview
Temperature 1 (ECT1) is greater than 239°F (115°C) for more than 2 minutes.
Lamp Reaction
Associated Faults
SPN 110 FMI 3 and 4

(ECT1)
Fault Facts

Continuous
Possible Causes


SPN 110 FMI 17 - Engine Cooling System below OBD minimum temperature
Fault Overview
Fault code sets when signal from Engine Coolant Temperature 1 (ECT1) is not increasing as expected.
Lamp Reaction
Associated Faults
SPN 110 FMI 2, 3, and 4

(ECT1)
Fault Facts
In cold climates, operating vehicle for extended periods of time at idle, or Without a winter front, may cause this
fault to set.

Road Test.
Possible Causes
• Failed Engine Coolant Temperature 1 (ECT1) sensor
• Failed thermostat (stuck Open)

Step 2 Check for correct coolant level. Decision

Inspect coolant level. Perform Coolant Level Inspection (page 2335). Yes: Go to Step 3.
Is coolant filled to correct level? No: Fill engine coolant and
Go to Step 2 of Cooling
for SPN 110 FMI 17.
Step 3 Check for stuck on engine cooling fans. Decision

Check for stuck on engine cooling fan. Using EST with ServiceMaxx™, Yes: Go to Step 4.
perform Engine Fan Test (page 2107).
Is fan operating properly? No: Repair or replace radiator
fan assembly. After repairs are
FMI 17.
Step 4 Check for failed Thermostat. Decision

Check for failed Thermostat. Perform Thermostat Operational Test (page Yes: End diagnostics, retest
2309). for SPN 110 FMI 17.
Did thermostats operate correctly and Open at specified temperature? No: Replace Thermostats.

SPN 110 FMI 18 - Engine Cooling System below closed loop minimum Temperature
Fault Overview
Fault code sets when signal from Engine Coolant Temperature 1 (ECT1) does not allow for closed-loop operation.
Lamp Reaction
Associated Faults
SPN 110 FMI 2, 3, and 4

(ECT1)
Fault Facts
In cold climates, operating vehicle for extended periods of time at idle, or Without a winter front, may cause this
fault to set.

Road Test
Possible Causes
• Failed Engine Coolant Temperature 1 (ECT1) sensor
• Failed thermostat (stuck Open)

Step 2 Check for correct coolant level. Decision

Inspect coolant level. Perform Coolant Level Inspection (page 2335). Yes: Go to Step 3.
Is coolant filled to correct level? No: Fill engine coolant and
Go to Step 2 of Cooling
SPN 110 FMI 18.
Step 3 Check for stuck on engine cooling fans. Decision

Check for stuck on engine cooling fan. Using EST with ServiceMaxx™, Yes: Go to Step 4.
perform Engine Fan Test (page 2107).
Is fan operating properly? No: Repair or replace radiator
fan assembly. After repairs are
FMI 18.
Step 4 Check for failed Thermostat. Decision

Check for failed Thermostat. Perform Thermostat Operational Test. Yes: End diagnostics, retest
for SPN 110 FMI 18.
Did thermostats operate correctly and Open at specified temperature? No: Replace Thermostats.

SPN 175 FMI 0 - Engine Oil System above Critical Temperature
Fault Overview
Fault code sets when signal from Engine Oil Temperature (EOT) is greater than value in Programmable
Parameter (PP) 77710
Lamp Reaction
Red Stop Lamp (RSL) will illuminate immediately when this fault is active.
Associated Faults
SPN 175 FMI 3 and 4

(EOT)
Fault Facts
This fault will most likely be Inactive when vehicle is in for service.

Continuous
Possible Causes
• Low engine oil level
• Incorrectly programmed (PP) 77710
• Failed oil cooler assembly
• Failed EOT

Step 2 Check for correctly programmed Programmable Parameter Decision

(PP) 77710.
A. Connect EST to vehicle Diagnostic Connector (page 2044). Yes: Go to Step 3.
B. Key ON, log into ServiceMaxx™ software.
C. Select > Sessions > Parameters > Engine Warn Protection System.
D. Check value of PP 77710, verify with customer desired temperature
limit and compare to normal operating temperature of vehicle.
Is PP 77710 programmed correctly? No: Program PP 77710 to
correct value. After repairs are
FMI 0.

Perform Engine Oil Level and Quality Inspection (page 2333). Yes: Replace EOT sensor.
Is engine oil level within specification and Not contaminated? No: Go to Step 4.
Step 4 Inspect for major engine oil leaks Decision

Key-On Engine-Running (KOER) inspect under vehicle for continuous drips Yes: Go to Step 5.
or continuous running of engine oil from vehicle.
Is engine free of major oil leaks No: Repair oil leaks. After
SPN 175 FMI 0.
Step 5 Inspect for signs of engine oil in coolant. Decision

Perform Coolant Quality Inspection (page 2337). Yes: Retest for SPN 175 FMI
0.
Is coolant free of oil contamination? No: Go to Step 6.
Step 6 Check for leaking oil cooler. Decision

Perform Oil Cooler Pressure Test (see Engine Service Manual). Yes: End Diagnostic Steps.
Is oil cooler clean and free of leaks and debris? No: Replace oil cooler
assembly. Fill oil and coolant
system to specification. After
for SPN 175 FMI 0.

After performing diagnostic steps, if SPN 175 FMI 0 remains, verify each step was completed correctly and
the proper decision was made. Notify supervisor for further action.
SPN 175 FMI 11 - Oil Temperature Exceeds limit by large amount
Fault Overview
Lamp Reaction
No Lamp
Associated Faults
SPN 175 FMI 3 and 4

(EOT)
Fault Facts

Continuous
Possible Causes
• Incorrectly programmed PP 77630
• Failed EOT


(PP) 77630.
FMI 11.

Step 4 Inspect for engine oil leaks Decision

for SPN 175 FMI 11.

11.

Is oil cooler clean and free of leaks and debris?
No: Replace oil cooler
assembly and fill oil
and coolant system to
specification. After repairs
175 FMI 11.

SPN 175 FMI 15 - Engine Oil System above Warning Temperature
Fault Overview
Lamp Reaction
Yellow Lamp will illuminate immediately when this fault is active.
Associated Faults
SPN 175 FMI 3 and 4

(EOT)
Fault Facts

Continuous
Possible Causes
• Incorrectly programmed PP 77640
• Failed EOT


(PP) 77640.
FMI 15.
Step 3 Inspect low engine oil level. Decision

Step 4 Inspect for engine oil leaks Decision

for SPN 175 FMI 15.

15.

Is oil cooler clean and free of leaks and debris? No: Replace oil cooler
assembly. Fill oil and coolant
system to specification. After
SPN 175 FMI 15.

SPN 188 FMI 0 - Engine Low Idle RPM above normal
Fault Overview
Fault sets when vehicle is stationary and engine speed is greater than what is requested by Engine Control
Module (ECM).
Fault code sets when Engine Control Module (ECM) detects vehicle is stationary and engine speed is greater
than what is requested.
Lamp Reaction
Associated Faults
• SPN 110 FMI 2 (ECT1) • SPN 5395 FMI 0

(EWPS)
Fault Facts
None.

Continuous
Possible Cause
• Engine over-fueling
• External fuel source
• Engine oil leak to intake
• Fuel leak to intake

Is EST DTC list free of Associated Faults. No: Repair Associated Faults.
Step 2 Check for airborne combustibles (such as propane saturated Decision

air, ether) near engine.
Inspect air filter and intake system for stains, concentrations of Yes: Go to Step 3.
contaminants, odors / smells from external fuel sources, and modifications.
Is engine intake system intact and free from any external fuel sources? No: Repair source of
combustibles. After repairs
188 FMI 0.
Step 3 Check for a engine oil leak to intake. Decision

A. Inspect for oil leaks from turbochargers leaking into air intake. Yes: Repair engine oil leak
to intake. After repairs are
B. Perform Crankcase Pressure Test, to help determine if crankcase
pressure is leaking into the air intake.
FMI 0.
Is engine oil leaking to intake? No: Go to Step 4.

A. Remove Charge Air Cooler (CAC) hose at the Engine Throttle Valve Yes: Replace Intake air heater
(ETV). fuel solenoid. After repairs
188 FMI 0.
Is fuel in the air intake? No: Go to Step 5.
Step 5 Check for contaminated fuel (alternate fuels other than Diesel Decision
fuel).
Perform Fuel Quality Check (page 2330). Yes: Go to Step 6.
Is diesel fuel in good condition and Not contaminated? No: Drain fuel tank, and fill
with clean and / or known
good diesel fuel. After repairs
188 FMI 0.

Perform Multiple Cylinder Cutout Test (page 2112). Yes: Replace fuel injector
on suspected cylinder. After
for SPN 188 FMI 0.
0.

SPN 188 FMI 1 - Engine Low Idle RPM below normal
Fault Overview
Fault code sets when Engine Control Module (ECM) detects vehicle is stationary and engine speed is less than
expected.
Lamp Reaction
Associated Faults
• SPN 651 (INJ) • SPN 652 (INJ) • SPN 653 (INJ) • SPN 654 (INJ)
• SPN 655 (INJ) • SPN 656 (INJ) • SPN 5395 FMI 1
(EWPS)
Fault Facts
None.

Continuous
Possible Causes
• Low cylinder compression
• Clutch or Power Take Off (PTO) engagement without command
• Injector or injector circuit fault

Step 2 Verify Fuel Delivery Pressure (FDP) is within specification. Decision

Using EST with ServiceMaxx™ software, Key-On Engine-Running (KOER) Yes: Go to Step 3.
monitor FDP sensor.
Is FDP between 60 and 120 psi? No: Perform Fuel Delivery
Pressure Test (page 2166).
Step 3 Determine if Fuel Rail Pressure (FRP) is within specification. Decision

Using EST with ServiceMaxx™ software, KOER monitor FRP sensor. Yes: Go to Step 4.
Is FRP greater than 10,500 psi? No: Perform High-pressure
Pump Inlet Pressure Test
FMI 1.

(compression loss).


for SPN 188 FMI 1.
FMI 1.

Check for Power Take Off (PTO) engagement without command. KOER, Yes: Repair PTO unit. After
monitor PTO output shaft rotation. repairs are complete, retest
for SPN 188 FMI 1.
Is PTO output shaft rotating without throttle? No: Retest for SPN 188 FMI
1.

SPN 188 FMI 16 - Engine idle speed above normal - engine shut down
Fault Overview
Fault code sets when Electronic Control Module (ECM) detects vehicle is stationary and engine speed is higher
than 2600 rpm.
Lamp Reaction
Red Stop Lamp (RSL) is illuminated immediately when this fault is detected.
Associated Faults

(EWPS)
Fault Facts
None.

Continuous
Possible Causes

Step 2 Check for airborne combustibles (such as propane saturated Decision

air, ether) near engine.
contaminants, odors/smells from external fuel sources, and modifications.
188 FMI 16.
Step 3 Check for a engine oil leak to intake. Decision

FMI 16.

A. Remove Charge Air Cooler (CAC) hose at the Engine Throttle Yes: Replace Intake air heater
Valve (ETV). fuel solenoid. After repairs are
FMI 16.
Step 5 Check for contaminated fuel (alternate fuels other than Diesel Decision
fuel).
Perform Fuel Quality Inspection (page 2330). Yes: Go to Step 6.
with clean and/or known good
FMI 16.

SPN 190 FMI 0 - Engine overspeed - Most Severe Level
Fault Overview
Fault sets only when a vehicle is stationary and engine speed reaches 2600 rpm with no fuel being requested by
Engine Control Module (ECM). Once conditions are met, ECM will initiate a protection strategy. Engine Throttle
Valve (ETV) and Exhaust Gas Recirculation (EGR) valve will be closed and fuel injectors disabled. Fuel Pressure
Control Valve (FPCV) will open to relieve fuel rail pressure in case of injector tip damage. A full engine analysis
should to be completed to assess damage from excessive engine speed before engine can be started.
CAUTION: To prevent engine damage, do not attempt to start engine until a full engine analysis and all diagnostic
steps have been completed.
Lamp Reaction
Associated Faults
None
Fault Facts
Before beginning diagnosis:
• Take pictures of all damage/failure evidence
• Do not replace any parts until a full inspection has been completed.

Continuous
Possible Causes
• Failed Injectors
• Failed Low Pressure Turbocharger
• Failed Engine
Step 1 Check for excessive oil in turbo outlet and Charge Air Cooler Decision
(CAC) piping.
Remove high pressure turbo outlet pipe and CAC piping (see Engine Yes: Go to Step 2.
Service Manual). Inspect outlets for excessive oil.
Is there excessive oil in high pressure turbo outlet pipe or CAC piping? No: Go to Step 7.
Step 2 Check for external engine block damage. Decision

Visually inspect engine block for external damage (holes or cracks in side Yes: Replace engine,
of block). following warranty policies.
Is there any external engine block damage? No: Go to Step 3.
Step 3 Check Programmable Parameter (PP) 58071. Decision

A. Connect Electronic Service Tool (EST) to vehicle Diagnostic Yes: Go to Step 4.
D. Check value of PP 58071.
Is PP 58071 above 3200 rpm? No: Go to Step 5.
Step 4 Check for engine block or engine sleeve damage (engine speed Decision
greater than 3200 rpm).
Remove engine oil pan (see Engine Service Manual). Inspect for internal Yes: Repair or replace
engine block or engine sleeve damage engine, following warranty
policies. After repairs are
FMI 0.
Is there any internal engine block or engine sleeve damage? No: Replace fuel injectors,
Low pressure turbo cartridge,
water pump, and clean Low
Pressure Charge Air Cooler
(LPCAC). Go to Step 6.
less than 3200 rpm and greater than 2600 rpm).
FMI 0.
Is there any internal engine block or engine sleeve damage? No: Replace fuel injectors,
and clean Interstage cooler
and HPCAC. Go to Step 6.
Using EST with ServiceMaxx™ software, check ECM calibration for updates. Yes: Update calibration. After
for SPN 190 FMI 0.
Is there an ECM calibration update available? No: Clear trip report, retest
for SPN 190 FMI 0.


Is PP 58071 above 3200 rpm? No: Clear trip report, retest
for SPN 190 FMI 0.
Remove engine oil pan (see Engine Service Manual). Inspect for internal Yes: Repair or replace engine,
engine block or engine sleeve damage following warranty policies.
Is there any internal engine block or engine sleeve damage? No: Clear trip report, replace
water pump. Go to Step 10.
for SPN 190 FMI 0.
Is there an ECM calibration update available? No: Retest for SPN 190 FMI
0.

SPN 190 FMI 11 - Engine Overspeed, event log
Fault Overview
Fault code sets when Engine Control Module (ECM) logs an engine overspeed event.
Lamp Reaction
No lamp reaction.
Associated Faults

(EWPS)
Fault Facts
This fault is for vehicle event log only and will not illuminate a lamp. Check for active faults SPN 190 FMI 0 and
SPN 190 FMI 15.

Continuous
Possible Causes
• Oil ingestion
• Alternative fuel source

Using Electronic Service Tool (EST) with ServiceMaxx™ software, check Yes: Refer to appropriate fault
Diagnostic Trouble Code (DTC) list for Associated Faults (page 1150). diagnostics. After repairs are
FMI 11.
Is EST DTC list free of Associated Faults? No: Review Engine Warning
Protection System Parameter
Settings. After repairs are
FMI 11.

SPN 190 FMI 15 - Engine overspeed - Least Severe Level
Fault Overview
Fault code sets when Engine Control Module (ECM) detects engine speed greater than expected.
CAUTION: To prevent engine damage, do not attempt to start engine until a full engine analysis and all diagnostic
steps have been completed.
Lamp Reaction
Associated Faults
None
Fault Facts
Before beginning diagnosis:
• Take pictures of all damage/failure evidence
• Do not replace any parts until a full inspection has been completed.

Continuous
Possible Causes
• Failed Injectors
• Failed Low Pressure Turbocharger
• Failed Engine
Step 1 Check for excessive oil in turbocharger outlet and Charge Air Decision
Cooler (CAC) piping.
Remove high pressure turbocharger outlet pipe and CAC piping (see Engine Yes: Go to Step 2.
Service Manual). Inspect outlets for excessive oil.
Is there excessive oil in high pressure turbocharger outlet pipe or CAC No: Go to Step 7.
piping?


A. Connect Electronic Service Tool (EST) to vehicle Diagnostic Yes: Go to Step 4.
Is PP 58071 above 3200 rpm? No: Go to Step 5.
FMI 15.
Is there any internal engine block or cylinder sleeve damage? No: Replace fuel injectors,
water pump, and clean Low
Pressure Charge Air Cooler
(LPCAC). Go to Step 6.
less than 3200 rpm and greater than 2600 rpm).
FMI 15.
Is there any internal engine block or cylinder sleeve damage? No: Replace fuel injectors,
and clean Interstage cooler
and HPCAC. Go to Step 6.
for SPN 190 FMI 15.
Is there an ECM calibration update available? No: Clear trip report, retest
for SPN 190 FMI 15.


Is PP 58071 above 3200 rpm? No: Clear trip report, retest
for SPN 190 FMI 15.
Remove engine oil pan (see Engine Service Manual). Inspect for internal Yes: Repair or replace engine,
engine block or engine sleeve damage following warranty policies.
Is there any internal engine block or cylinder sleeve damage? No: Replace water pump, and
then Go to Step 6.

EWPS Programmable Parameters

• 1 = Three-way Warning
• 2 = Three-way Protection
• 3 = Standard Warning
ECT Warning Temperature – Specifies temperature threshold where Triangle Warning light and warning buzzer
are turned on.
ECT Critical Temperature – Specifies temperature threshold where an engine shutdown is commanded
(Exclamation Engine Stop lamp).
EOP Engine Speed Region Boundary 1 (600 RPM) – Specifies at what RPM a specified oil pressure (EOP
Critical Pressure for Region 1) should be detected.
EOP Warning Pressure for Region 1 (10 psi / 69 kPa) – Specifies minimum oil pressure with engine speed
greater than EOP Engine Speed Region Boundary 1. Failure to meet set point turns on OIL / WATER lamp and
warning buzzer.
EOP Warning pressure for Region 2 (16 psi / 110 kPa) – Specifies minimum oil pressure with engine speed
greater than EOP Engine Speed Region Boundary 1 but less than EOP Engine Speed Region Boundary 2.
Failure to meet set point turns on OIL / WATER lamp and warning buzzer.
EOP Warning Pressure for Region 3 (20 psi / 138 kPa) – Specifies minimum oil pressure with engine speed
greater than EOP Engine Speed Region Boundary 2, but less than EOP Engine Speed Region Boundary 3.
Failure to meet set point turns on OIL / WATER lamp and warning buzzer.
EOP Critical Pressure for Region 1 (7.5 psi / 52 kPa) – Specifies minimum oil pressure with engine speed
greater than EOP Engine Speed Region Boundary 1. Failure to meet set point commands an engine shut down.
EOP Critical Pressure for Region 2 (12 psi / 83 kPa) – Specifies minimum oil pressure with engine speed
greater than EOP Engine Speed Region Boundary 1, but less than EOP Engine Speed Region Boundary 2.
Failure to meet set point commands an engine shutdown.
EOP Critical Pressure for Region 3. (15 psi / 103 kPa) – Specifies minimum oil pressure with engine speed
greater than EOP Engine Speed Region Boundary 2 but less than EOP Engine Speed Region Boundary 3.
Failure to meet set point commands an engine shutdown.
SPN 731 FMI 16 - Knock Detected: Cylinder Acceleration Above Normal
Fault Overview
Fault code sets when an increase in engine speed is detected without a request for an increase in engine speed.
Lamp Reaction
Red Stop Lamp (RSL) and Amber Warning Lamp (AWL) illuminated immediately when this fault is detected.
Associated Faults
• SPN 110 (ECT1) • SPN 190 FMI 0 (EWPS) • SPN 191 (TOSS) • SPN 560 (J1939)
• SPN 637 (CKP) • SPN 1659 (ECS) • SPN 4076 (ECT2)

Road Test
Possible Causes
• Alternate Fuel Source (Airborne Combustibles)
• Alternate fuel source (Oil)
• Alternate fuel source (Fuel)
• Contaminated Fuel

Step 2 Inspect for airborne combustibles near engine. Decision

contaminants, odors / smells from external fuel sources, and
modifications.
731 FMI 16.
Step 3 Inspect for an engine oil leak to intake. Decision

FMI 16.

FMI 16.
Step 5 Inspect for contaminated fuel (alternate fuels other than Diesel Decision
fuel).
Perform Fuel Quality Check (page 2330). Yes: Retest for SPN 731 FMI
16.
with clean and / or known good
FMI 16.

SPN 731 FMI 18 - Knock Detected: Unexpected Fueling without Demand
Fault Overview
Fault code sets when an increase in engine speed is detected without a change in fuel command.
Lamp Reaction
Red Stop Lamp (RSL) and Amber Warning Lamp (AWL) illuminated immediately when this fault is detected.
Associated Faults
• SPN 110 (ECT1) • SPN 190 FMI 0 (EWPS) • SPN 191 (TOSS) • SPN 560 (J1939)
• SPN 637 (CKP) • SPN 1659 (ECS) • SPN 4076 (ECT2)

Road Test
Possible Causes
• Alternate Fuel Source (Airborne Combustibles)
• Alternate fuel source (Oil)
• Alternate fuel source (Fuel)
• Contaminated Fuel

Step 2 Inspect for airborne combustibles near engine. Decision

731 FMI 18.
Step 3 Inspect for an engine oil leak to intake. Decision

FMI 18.

FMI 18.
fuel).
Perform Fuel Quality Check (page 2330). Yes: Retest for SPN 731 FMI
18.
with clean and / or known good
FMI 18.

SPN 2588 FMI 0 - Vehicle overspeed 1, event log, extreme
Fault Overview
Fault code sets when Engine Control Module (ECM) detects vehicle speed exceeds value set in Programmable
Parameter (PP) 77232.
Lamp Reaction
No Lamp
Associated Faults
SPN 190 (EWPS) SPN 191 (VSS)
Fault Facts
This fault indicates vehicle speed has exceeded value programmed in PP 77232. Depending on value, fault
may or may not indicate a vehicle problem.

Continuous
Possible Causes
• Vehicle speed has exceeded value set in PP 77232

Using Electronic Service Tool (EST) with ServiceMaxx™ software, check Yes: Verify PP 77232 is set to
Diagnostic Trouble Code (DTC) list for Associated Faults (page 1161). appropriate speed value.

SPN 2588 FMI 15 - Vehicle overspeed 1, event log, non extreme
Fault Overview
Lamp Reaction
No Lamp
Associated Faults
SPN 191 (VSS)
Fault Facts

Continuous
Possible Causes

Using Electronic Service Tool (EST) with ServiceMaxx™ Yes: Yes: Verify PP 77232 is
software, check Diagnostic Trouble Code (DTC) list for set to appropriate speed value.
Associated Faults (page 1163).
Is EST DTC list free of Associated Faults?
No: Repair Associated Faults.

SPN 2589 FMI 0 - Vehicle overspeed 2, event log, extreme
Fault Overview
Lamp Reaction
No Lamp Reaction
Associated Faults
SPN 190 (EWPS) SPN 191 (VSS)
Fault Facts

Continuous
Possible Causes


SPN 2589 FMI 15 - Vehicle overspeed 2, event log, non extreme
Fault Overview
Lamp Reaction
No Lamp
Associated Faults
SPN 191 (VSS)
Fault Facts

Continuous
Possible Causes


SPN 4076 FMI 0 - ECT2 above Critical (EWPS programmable limit)
Fault Overview
exceeded Critical Temperature programmable parameter 77202.
Lamp Reaction
Red Stop Lamp (RSL) will illuminate when this fault is detected.
Associated Faults
• SPN 4076 FMI 2, 3, and

4 (ECT2)
Fault Facts
None

Road Test
Possible Causes
• Restricted LTR air flow

Diagnostic Trouble Codes (DTC) list for Associated Faults .
Step 2 Determine if air flow thru cooling package is restricted or cooling Decision
system components are damaged.
A. Inspect for restrictions and debris in front of and between radiators Yes: Clear restrictions and
and other cooing package components. clean debris from cooling
package. Repair damaged
cooling system components.
Were restrictions or debris found, or are cooling system components No: Go to Step 3.
damaged?
Step 3 Check coolant flow thru Low Temperature Radiator (LTR).. Decision
Remove LTR coolant supply and return hoses (see Engine Service Manual). Replace LTR thermostat.
Using a garden hose, supply water to LTR inlet. After repairs are complete,
Is water flow at LTR outlet consistent with inlet flow? Replace LTR. After repairs
4076 FMI 0.

SPN 4076 FMI 15 - ECT2 above Warning (EWPS programmable limit)
Fault Overview
exceeded Warning Temperature programmable parameter 77212.
Lamp Reaction
Amber Warning Lamp (AWL) will illuminate when this fault is detected.
Associated Faults
• SPN 4076 FMI 2, 3, and

4 (ECT2)
Fault Facts
None

Road Test
Possible Causes
• Restricted Low Temperature Radiator (LTR) air flow
• Failed LTR thermostat

Step 2 Check cooling system package for external plugging or damage. Decision
A. Inspect for restrictions and debris in front of and between radiators Yes: Go to Step 3.
and other cooing package components. (Bug screen, A/C
Condenser, HP CAC, LTR, and radiator)
Is Cooling Package free of debris and damage? No: Repair damage or
plugging. After repairs are
FMI 15.
Step 3 Inspect LTR flow for restrictions. Decision

Remove inlet and outlet of LTR. Using a garden hose at inlet, make sure Yes: Replace LTR Thermostat
flow coming out of LTR outlet is consistent with flow going in. (see service manual). After
Is LTR outlet flow consistent with inlet flow? No: Replace LTR Thermostat
(see Engine Service Manual).

SPN 5395 FMI 0 - Engine unable to achieve desired idle torque (too high)
Fault Overview
Fault code sets when Engine Control Module (ECM) detects fuel quantity and engine speed is greater than
expected.
Lamp Reaction
Associated Faults
• SPN 94 (FDP) • SPN 157 (FRP) • SPN 188 FMI 1 (EWPS) • SPN 633 (FPCV)
• SPN 3055 (FRP • SPN 5571 (FRP
System) System)

Continuous
Possible Causes
• Base engine mechanical failure
• Failed fuel injector
• Failed valve train component
• Aftermarket PTO system not installed correctly
• Aftermarket PTO system not programmed correctly


(compression loss).


for SPN 5395 FMI 0.
5395 FMI 0.
Step 5 Inspect for installation of aftermarket PTO system. Decision

Inspect for installation of aftermarket PTO system. Yes: End diagnostics, retest
for SPN 5395 FMI 0.
Was an aftermarket PTO system installed and programmed correctly? No: Repair PTO or reprogram
PTO. After repairs are
5395 FMI 1.

SPN 5395 FMI 1 - Engine unable to achieve desired idle torque (too low)
Fault Overview
Fault code sets when Engine Control Module (ECM) detects an un-commanded load being placed on engine at
idle or detects fuel quantity is less than expected.
Lamp Reaction
Associated Faults
• SPN 188 FMI 0 (EWPS)

Continuous
• Engine mechanical failure
• Failed cylinder


(compression loss).
for SPN 5395 FMI 1.


for SPN 5395 FMI 1.
5395 FMI 1.
Step 5 Inspect for airborne combustibles (ex. propane saturated air, Decision
ether, etc.) near engine.
Is the engine intake system intact and free from any external fuel sources? No: Repair source of
5395 FMI 1.
Step 6 Inspect for a engine oil leak to intake. Decision

5395 FMI 1.
Step 7 Inspect for a fuel leak to intake. Decision

Perform Fuel to Intake leak test . Yes: Repair fuel leak to intake.
Is fuel leaking to intake? No: Go to Step 8.
fuel).
Perform Fuel Quality Check (page 2330). Yes: End diagnostics, retest
for SPN 5395 FMI 1.
Is diesel fuel in good condition and Not contaminated? No: Drain fuel tank, and
fill with clean and/or known
good diesel fuel, and replace
fuel filters. After repairs are
FMI 1.

FDP (Fuel Delivery Pressure) Sensor

Overview of FDP Sensor Group
SPN FMI Description

94 0 Fuel Delivery Pressure above Critical (page 1179)
94 3 FDP signal Out of Range HIGH (page 1181)
94 4 FDP signal Out of Range LOW (page 1185)
Overview
Fuel Delivery Pressure (FDP) sensor measures fuel delivery pressure exiting secondary (engine) fuel filter
assembly. This data is sent to Engine Control Module (ECM) to monitor low pressure fuel pumps performance
and condition.
Figure 390 FDP Sensor Location

1. Fuel Delivery Pressure (FDP)
sensor
SPN 94 FMI 0 - Fuel Delivery Pressure above Critical
Fault Overview
Fault code sets when Electronic Control Module (ECM) detects Fuel Delivery Pressure (FDP) is over 130 psi
(900 kPa) at idle, or over 145 psi (1000 kPa) when engine speed is above idle.
Lamp Reaction
No Lamp
Associated Faults
SPN 94 FMI 3 (FDP)

Continuous
Fault Facts
Primary cause of this fault is a restricted or gelled secondary fuel filter. Review maintenance history for last time
filter was replaced and check for fuel contamination and gelling.
Possible Causes
• Restricted secondary (engine) fuel filter
• Fuel Gelling in Secondary Fuel Filter
• Fuel Return Line Restriction

Step 2 Check maintenance history. Decision

Inspect fuel filter for restriction, damage, or fuel gelling. Yes: Replace fuel filter, retest
for SPN 94 FMI 0.
Is fuel filter plugged or restricted, is fuel gelled, is fuel filter due for No: Go to Step 3.
maintenance?
Step 3 Check for fuel line restriction. Decision

Check for restriction in return line to fuel tank. Perform HP Pump Fuel Yes: Replace fuel filter. After
Return Pressure Test (page 2186). repairs are complete, retest
for SPN 94 FMI 0.
Is fuel pressure less than 13 psi? No: Repair restriction in return
line to fuel tank. After repairs
94 FMI 0.

SPN 94 FMI 3 - FDP signal Out of Range HIGH
Fault Overview
Fault code sets when Engine Control Module (ECM) detects Fuel Delivery Pressure (FDP) voltage is greater
than expected.
Lamp Reaction
Associated Faults
None
Fault Facts
None

Continuous
Possible Causes
• FDP signal circuit short to PWR
• FDP SIG GND circuit Open
• Failed FDP sensor

Step 2 Inspect connections at Fuel Delivery Pressure (FDP) sensor. Decision

B. Disconnect FDP connector.
C. Check FDP and connector terminals for: damaged or pinched
Are FDP connector, harness, and terminals clean and undamaged? No: Repair connector,
Step 3 Check for short to PWR. Decision

B. Disconnect Fuel Delivery Pressure (FDP) sensor.
E. Use EST with ServiceMaxx™ software, perform Continuous
Monitor Test (page 2063)
F. During test, monitor FDP voltage with ServiceMaxx™ software.
between FDP pin-3 and ECM
FMI 3.
Step 4 Check Continuity with Signal GND. Decision

A. Perform Test 1 (page 1184). Yes: Replace FDP sensor.
Harness ZTSE4850 pin-1 and PWR
FDP pin-1 and ECM pin
FMI 3.


Tools Required
Test 1
A. Key OFF.
C. Connect Breakout Harness ZTSE4850 to vehicle harness and leave FDP sensor disconnected.
D. Key ON.
SPN 94 FMI 4 - FDP signal Out of Range LOW
Fault Overview
Fault code sets when Engine Control Module (ECM) detects Fuel Delivery Pressure (FDP) sensor voltage is
less than expected.
Lamp Reaction
Associated Faults

5)
Fault Facts
None

Continuous
Possible Causes
• FDP Signal Circuit OPEN
• Signal Circuit short to GND
• FDP VREF circuit OPEN
• FDP VREF circuit short to GND
• Failed FDP sensor


Step 3 Inspect connections at Fuel Delivery Pressure (FDP) sensor. Decision


Harness ZTSE4850 pin-2 and known good GND
GND between FDP pin-2 and
94 FMI 4.

A. Perform Test 2 (page 1188). Yes: Replace FDP sensor.
C. During test, monitor FDP voltage with ServiceMaxx™ software.
Step 6 Check Signal Circuit. Decision

between FDP pin-3 and ECM
B. Use EST with ServiceMaxx™ software, clear DTC codes
C. Key OFF, wait for ECM to power down. complete, retest for SPN 94
FMI 4.
Does SPN 3513 FMI 14 set in DTC list? No: Repair Open between
FDP pin-3 and ECM pin E1-35.


Tools Required
Test 1
A. Key OFF.
D. Key ON.
Figure 393 FDP Circuit Check
Test 2
A. Key OFF.
Figure 394 FDP Circuit Check
Test 3
A. Key OFF.
FPCV (Fuel Pressure Control Valve) Sensor

Overview of FPCV Sensor Group
SPN FMI Actions

633 3 FPCV short to PWR (page 1192)
633 4 FPCV short to GND (page 1196)
633 5 FPCV open load/circuit (page 1200)
Overview
Fuel Pressure Control Valve (FPCV) is used to adjust fuel pressure to current engine loads and power demands.
FPCV is controlled by Engine Control Module (ECM) using a Pulse width modulated (PWM) signal.
SPN 633 FMI 3 - FPCV short to PWR
Fault Overview
Fault code sets when Engine Control Module (ECM) detects Fuel Pressure Control Valve (FPCV) circuit current
is greater than 9.38 amps or circuit voltage is less than 4.2 volts but greater than 5.8 volts.
Lamp Reaction
Associated Faults
None
Fault Facts
None

Road Test
Possible Causes
• FPCV 12 volt circuit short to PWR
• FPCV circuit Short to PWR
• Failed FPCV

Step 2 Inspect connections at Fuel Pressure Control Valve (FPCV) Decision

connector.
B. Disconnect FPCV connector.
C. Check FPCV and connector terminals for: damaged or pinched
Are FPCV connector, harness, and terminals clean and undamaged? No: Repair connector,
Step 3 Check FPCV circuit for short to PWR. Decision

Is voltage B+ ± 0.25 volts? No: Repair FPCV PWR
FPCV pin-2. After repairs are
FMI 3.
Step 4 Check FPCV circuit for short to PWR. Decision

Perform Test 2 (page 1195). Use DMM, measure voltage between Breakout Yes: Replace FPCV. After
for SPN 633 FMI 3.
FMI 3.


Tools Required
Figure 395 FPCV 12V Circuit Check
Test 1
A. Key OFF.
B. Connect Breakout Harness ZTSE4828 to vehicle harness and leave Fuel Pressure Control Valve
(FPCV) sensor disconnected.
C. Key ON.
Figure 396 FPCV Circuit Check
Test 2
A. Key OFF.
C. Key ON.
SPN 633 FMI 4 - FPCV short to GND
Fault Overview
Fault code sets when Engine Control Module (ECM) detects Fuel Pressure Control Valve (FPCV) circuit voltage
is less than 0.2 volts or FPCV circuit voltage is greater than 2.2 volts and less than 3.2 volts.
Lamp Reaction
Associated Faults
None
Fault Facts
None

Road Test
Possible Causes
• FPCV 12 volt circuit short to GND
• FPCV circuit Short to GND
• Failed FPCV


connector.
Step 3 Check FPCV 12 volt circuit for short to GND. Decision

FMI 4.
Step 4 Check FPCV circuit for short to GND. Decision

for SPN 633 FMI 4.
FMI 4.


Tools Required
Figure 397 FPCV 12V Circuit Check
Test 1
A. Key OFF.
C. Key ON.
Test 2
A. Key OFF.
C. Key ON.
SPN 633 FMI 5 - FPCV open load/circuit
Fault Overview
Fault code sets when Engine Control Module (ECM) detects Fuel Pressure Control Valve (FPCV) circuit voltage
is greater than 4.2 volts and less than 5.8 volts.
Lamp Reaction
Associated Faults
None
Fault Facts
None

Road Test
Possible Causes
• FPCV 12 volt circuit Open
• FPCV circuit Open
• Failed FPCV


connector.
Step 3 Check FPCV 12V circuit for an Open. Decision

ECM pin E1-25 and FPCV
FMI 5.
Step 4 Check FPCV circuit for an Open. Decision

for SPN 633 FMI 5.
ECM pin E1-73 and FPCV
FMI 5.


Tools Required
Figure 399 FPCV 12 Volt Circuit Check
Test 1
A. Key OFF.
C. Key ON.
Test 2
A. Key OFF.
C. Key ON.
FRP (Fuel Rail Pressure) Sensor

Overview of FRP Sensor Group
SPN FMI Description

157 2 FRP signal erratic, intermittent, or incorrect (page 1206)
157 3 FRP signal Out of Range HIGH (page 1209)
157 4 FRP signal Out of Range LOW (page 1216)
157 20 FRP Rationality Offset High (page 1219)
157 21 FRP Rationality Offset Low (page 1223)
Overview
Fuel Rail Pressure (FRP) sensor is a variable-capacitance sensor that measures fuel rail pressure at
high-pressure common fuel rail. As pressure increases, sensor capacitance changes causing voltage sent
to Engine Control Module (ECM) to change. ECM adjusts Fuel Pressure Control Valve (FPCV) duty cycle to
match engine requirements for starting, engine load, speed, and temperature.
Figure 401 FRP Sensor Location

1. Fuel Rail Pressure (FRP) sensor
SPN 157 FMI 2 - FRP signal erratic, intermittent, or incorrect
Fault Overview
Fault code sets when Engine Control Module (ECM) detects expected fuel injection quantities is greater than or
less than actual fuel injection quantities
Lamp Reaction
Malfunction Indicator Lamp (MIL) will illuminate when fault code is detected during two consecutive drive cycles.
Associated Faults
• SPN 94 FMI 0 (FDP) • SPN 157 FMI 3 and 4 • SPN 633 FMI 3, 4, and • SPN 5571 (FRPRV)
(FRP) 5 (FPCV)
Fault Facts
None

Road Test
Possible Causes
• Restricted engine mounted secondary fuel filter
• Aerated fuel supply
• Restricted fuel supply
• Fuel leaks
• Failed fuel rail pressure relief valve
• Leaking KUEV valve
• Failed FPCV
• Failed fuel pump
• Restricted high-pressure pump fuel return line
• Fuel Pressure Control Valve (FPCV) or circuit fault
• FRP sensor or circuit failure

Step 2 Check for low fuel delivery pressure to high pressure fuel pump Decision
Perform High-pressure Pump Inlet Pressure Test (page 2179). Yes: Go to Step 6.
Does fuel pressure gauge read greater than 30 psi? No: Go to Step 3.
Step 3 Check for restricted secondary engine-mounted fuel filter. Decision

Perform Inspection Procedure for Cartridge Style Filter (page 2328) on Yes: Replace secondary
secondary engine-mounted fuel filter. engine-mounted fuel filter and
check standpipe for defects
or damage. After repairs are
FMI 2.
Is secondary engine-mounted fuel filter plugged or restricted? No: Go to Step 4.

Is low pressure fuel system free from aeration? No: Repair aeration in
Step 5 Check for restriction in low-pressure fuel system. Decision

Perform Fuel Restriction Test (page 2174). Yes: Go to Step 6.
Is low pressure fuel system free of restriction? No: Repair restriction in
Step 6 Check for excessive fuel return. Decision

Perform Fuel Rail Pressure (FRP) Return Flow Test Part 1 (page 2181). Yes: Go to Step 7.
Is fuel volume <60 ml? No: Go to Step 9.
Step 7 Check for a failed fuel rail pressure relief valve. Decision
Perform Fuel Rail Pressure (FRP) Return Flow Test Part 2 (page 2181). Yes: Go to Step 8.
Is line free of return fuel from fuel rail? No: Replace fuel rail. After
for SPN 157 FMI 2.
Step 8 Check for a failed KUEV Valve. Decision

Perform HP Pump Return Flow Test (page 2188). Yes: Go to Step 9.
Is fuel line free of fuel from high-pressure pump return port? No: Replace KUEV (Piston
Overflow Valve). After repairs
157 FMI 2.
Step 9 Check for an internal leak in high-pressure fuel system. Decision

Perform Fuel Rail Pressure (FRP) Leak Isolation (page 2184). Yes: Go to Step 10.
Is engine free of leaking injector? No: Replace last capped
injector and all HP lines
removed during this test.
Step 10 Check for restricted fuel return line. Decision

Perform HP Pump Fuel Return Pressure Test (page 2186). Yes: End diagnostics. Retest
for SPN 157 FMI 2.
Is pressure less than 13 psi? No: Repair restriction in
high-pressure fuel pump and
fuel tank. After repairs are
FMI 2.

SPN 157 FMI 3 - FRP signal Out of Range HIGH
Fault Overview
Fault code sets when Engine Control Module (ECM) detects Fuel Rail Pressure (FRP) voltage is greater than
4.81 volts.
Lamp Reaction
Associated Faults

6)
Fault Facts
None

Continuous
Possible Causes
• FRP circuit short to PWR
• FRP circuit Open
• VREF 6 circuit short GND
• Failed FRP sensor


Step 3 Inspect connections at Fuel Rail Pressure (FRP) sensor. Decision

B. Disconnect FRP connector.
C. Check FRP and connector terminals for: damaged or pinched
Are FRP connector, harness, and terminals clean and undamaged? No: Repair connector,
Step 4 Check for short to PWR on FRP signal circuit. Decision

Is voltage greater than 4.85 volts? No: Repair short to PWR
between FRP pin-2 and ECM
FMI 3.
Step 6 Check for Open or short to GND in FRP signal circuit. Decision
GND between FRP pin-3 and
157 FMI 3.
Step 7 Perform Continuous Monitor Test. Decision

A. Perform Test 3 (page 1213). Yes: Replace FRP sensor.
Test (page 2063).
C. During test, monitor FRP voltage with ServiceMaxx™ software.
Step 8 Perform Continuous Monitor Test. Decision

FRP pin-1 and ECM pin
Test (page 2063).
C. During test, monitor FRP voltage with ServiceMaxx™ software. FMI 3.
Is voltage 0 ± 0.5 volts? No: Repair Open between
FRP pin-2 and ECM pin
FMI 3.


Tools Required
Figure 402 FRP Circuit Check
Test 1
A. Key OFF.
B. Disconnect Fuel Rail Pressure (FRP) sensor.
C. Connect Breakout Harness ZTSE4829 to vehicle harness and leave FRP sensor disconnected.
D. Key ON.
Test 2
A. Key OFF.
D. Key ON.
Test 3
A. Key OFF.
D. Using Breakout Harness ZTSE4498, short Breakout Harness ZTSE4829 pin-1 to pin-2
Test 4
A. Key OFF.
GND.
SPN 157 FMI 4 - FRP signal Out of Range LOW
Fault Overview
Fault code sets when Engine Control Module (ECM) detects Fuel Rail Pressure (FRP) voltage is lower than 0.19
volts.
Lamp Reaction
Associated Faults
None
Fault Facts
None

Continuous
Possible Causes
• FRP signal circuit short to GND

Step 2 Inspect connections at Fuel Rail Pressure (FRP) sensor. Decision

Step 3 Check for short to GND. Decision

Test (page 2063).
FMI 4.


Tools Required
Test 1
A. Key OFF.
SPN 157 FMI 20 - FRP Rationality Offset High
Fault Overview
Fault code sets when Engine Control Module (ECM) detects Fuel Rail Pressure (FRP) voltage is greater than
0.609 volts during after run cycle.
Lamp Reaction
Associated Faults
• SPN 157 FMI 2, 3, and • SPN 3514 FMI 14

4 (FRP) (VREF 6)
Fault Facts
After shutdown, with enable conditions met, Engine Control Module (ECM) operates after run cycle (for 30 to
45 seconds) to do needed "house keeping" operations. After run cycle is process ECM goes through to save
memory and shutdown.

Road Test
Possible Causes
• FRP signal circuit short to PWR


Using EST with ServiceMaxx™ software, check DTC list for SPN 157 FMI Yes: Go to Step 3.
20.
Is EST DTC listing SPN 157 FMI 20 only fault active or pending? No: Repair other active codes
20.
Step 3 Inspect connections at Fuel Rail Pressure (FRP) sensor Decision

connector.
Step 4 Check FRP circuit for short to PWR. Decision

F. During test, monitor FRP voltage with ServiceMaxx™ software.
FMI 20.
Step 5 Check SIG GND circuit for Open or high resistance. Decision
Perform Test 1 (page 1222). Using DMM, measure resistance between Yes: Replace FRP sensor.
Breakout Harness ZTSE4829 pin-1 and known good GND. After repairs are complete,
resistance between FRP


Tools Required
Test 1
A. Key OFF.
C. Connect Breakout Harness ZTSE4829 to engine harness and leave FRP sensor disconnected.
D. Key ON.
SPN 157 FMI 21 - FRP Rationality Offset Low
Fault Overview
Fault code sets when Engine Control Module (ECM) detects Fuel Rail Pressure (FRP) voltage is less than 0.424
volts during ECM housekeepoing.
Lamp Reaction
Associated Faults
• SPN 157 FMI 2, 3, and • SPN 3514 FMI 14

4 (FRP) (VREF 6)
Fault Facts
After shutdown, with enable conditions met, Engine Control Module (ECM) operates after run cycle (for 30 to
45 seconds) to do needed "house keeping" operations. After run cycle is process ECM goes through to save
memory and shutdown.

Road Test
Possible Causes
• FRP signal circuit short to GND
• FRP signal circuit Open or high resistance

Step 2 Inspect connections at Fuel Rail Pressure (FRP) sensor Decision

connector.
Step 3 Check FRP signal circuit for short to GND. Decision

Perform Test 1 (page 1226). Using DMM, measure resistance between Yes: Go to Step 4.
FMI 21.

resistance between FRP
Step 5 Check FRP signal circuit for Open or high resistance. Decision
Test (page 2063).
resistance between FRP pin-2
for SPN 157 FMI 21.


Tools Required
Figure 407 FRP Signal Circuit Check
Test 1
A. Key OFF.
D. Key ON.
Test 2
A. Key OFF.
D. Key ON.
Test 3
A. Key OFF.
C. Connect Breakout Harness ZTSE4829 to engine harness connector and leave FRP sensor
disconnected.
FRP (Fuel Rail Pressure) System

Overview of FRP Group
SPN FMI Actions

3055 0 FRP exceeded maximum (page 1231)
3055 1 Low Fuel Pressure at start (page 1233)
3055 15 FRP below minimum with maximum command (page 1237)
3055 17 FRP above maximum with minimum command (page
1241)
5571 0 FRP relief valve opening fault(page 1243)
5571 14 FRP relief valve failure(page 1246)
Overview
Fuel Rail Pressure (FRP) sensor is a variable-capacitance sensor that measures pressure at high-pressure
common fuel rail. As pressure increases, sensor capacitance changes causing voltage to Engine Control Module
(ECM) to change. ECM adjusts Fuel Pressure Control Valve (FPCV) duty cycle to control fuel pressure for
starting and for changing engine load, speed, and temperature.
Figure 410 FRP Sensor Location

1. Fuel Rail Pressure (FRP) sensor
SPN 3055 FMI 0 - FRP exceeded maximum
Fault Overview
Fault code sets when Engine Control Module (ECM) detects signal from Fuel Rail Pressure (FRP) sensor
indicates FRP exceeds 34,000 psi (235,000 kPa).
Lamp Reaction
Associated Faults
• SPN 94 FMI 0, 3, and 4 • SPN 157 FMI 3, 4, 20, • SPN 633 FMI 3, 4, and
(FDP) and 21 (FRP) 5 (FPCV)
Fault Facts
None

Road Test
Possible Causes
• Restricted High-Pressure Fuel Pump (HPFP) fuel return line
• Low fuel level or leaking fuel supply
• FPCV circuit fault
• Failed HPFP

Step 2 Check for low fuel level or leaking fuel supply. Decision
Is fuel present and fuel tanks not leaking? No: Repair fuel leaks and
add fuel. Prime fuel system.
Perform Fuel System Priming
(page 2160)procedure. After
for SPN 3055 FMI 0.
Step 3 Check for restricted High-Pressure Fuel Pump (HPFP) fuel Decision
return line.
Is pressure less than 13 psi? No: Repair restriction in fuel
return line between HPFP and
FMI 0.
Step 3 Check for failed HPFP. Decision

Perform HPFP Cylinder Performance Analyzer (CPA) Test (page 2190). Yes: Replace HPFP and then
prime fuel system. Perform
Fuel System Priming (page
2160) procedure. After repairs
3055 FMI 0.
Did CPA Tool issue a Warranty Authorization Code (WAC) to replace High No: End diagnostics. Open a
Pressure Fuel Pump? Tech Services Case File and
attach CPA file.

SPN 3055 FMI 1 - Low Fuel Pressure at start
Fault Overview
Fault code sets when Engine Control Module (ECM) detects Fuel Rail Pressure (FRP) less than 1450 psi (10,000
kPa) while engine is cranking.
Lamp Reaction
Associated Faults
• SPN 94 FMI 0 (FDP) • SPN 157 FMI 3, 4, 20, • SPN 633 FMI 3, 4, and
and 21 (FRP) 5 (FPCV)
Fault Facts
KUEV valve is a flow control valve that allows return fuel to lubricate internal components of high-pressure fuel
pump when engine is running. KUEV valve can be serviced separately from high-pressure fuel pump.

Road Test
Possible Causes
• Fuel Rail Pressure (FRP) sensor or circuit fault
• Low fuel level
• Low-pressure fuel system leaks
• Restricted fuel filter
• Restricted low pressure fuel system
• Internal leak in high-pressure fuel system
• Leaking fuel pressure relief valve
• Leaking KUEV valve
• Failed low-pressure fuel pump
• Failed high-pressure fuel pump

Step 2 Check fuel level. Decision

Is fuel present and fuel tanks not leaking? No: Repair fuel leaks and add
fuel. Prime fuel system using
priming tool (12-922-01).
After repairs are complete
Step 3 Inspect for damaged or restricted fuel lines, fuel filters, and Decision
fuel strainers
Are fuel lines, fuel connections, fuel filters, and fuel strainer clean and not No: Repair or Replace leaking
damaged? fuel lines, connections, and
filters. Clean strainer.
(page 2160) procedure. After
repairs are complete, and
Step 4 Check engine cranking speed. Decision

Crank engine for maximum of 15 seconds. Yes: Go to Step 5.
Does engine crank at a minimum of 130 rpm? No: Perform Engine Cranks
Fast, Slow, or Does Not Crank
FMI 1.
Step 5 Verify engine starts and maintains idle. Decision

Crank engine for maximum of 20 seconds. If engine does not start, wait 2 Yes: Go to SPN 3055 FMI 15
minutes and try again. (page 1237).
Does engine start and maintain idle? No: Go to Step 6.
Step 6 Check for a restricted or aerated fuel supply. Decision

Perform Start From Clean Fuel Source Test (page 2168). Yes: Go to Step 8.
Does engine start? No: Go to Step 7.
Step 7 Check for failed low-pressure fuel pump. Decision

Perform High-Pressure Pump Inlet Pressure Test (page 2179). Yes: Go to Step 10.
Does fuel pressure gauge read > 30 PSI? No: Replace low-pressure
fuel pump. Perform Fuel
System Priming (page 2160)
procedure. After repairs are
FMI 1.
Step 8 Check for aeration in low pressure fuel system. Decision

Perform Fuel Aeration Test (page 2170). Yes: Repair source of fuel
aeration. After repairs are
FMI 1.
Was aeration found in fuel? No: Go to Step 9.
Step 9 Check for restriction in low pressure fuel system. Decision

Perform Fuel Restriction Test (page 2174). Yes: Repair source of
restriction. After repairs are
FMI 1.
Is fuel system restricted? No: Go to Step 10.
Step 10 Check for excessive return fuel. Decision

Perform Fuel Rail Pressure (FRP) Return Flow Test part 1 (page 2181). Yes: Go to Step 11.
Is line free of return fuel from cylinder head while cranking? No: Go to Step 13.
Step 11 Check for a failed fuel pressure relief valve. Decision

for SPN 3055 FMI 1.
Step 12 Check for a failed KUEV Valve. Decision

Perform HP Pump Return Flow Test (page 2188). Yes: Replace HP Pump.
(page 2160) procedure. Go
to Step 14.
Is fuel line free of fuel from high-pressure pump return port? No: Replace KUEV (Piston
Overflow Valve). After repairs
3055 FMI 1.

Perform Fuel Rail Pressure (FRP) Leak Isolation (page 2184). Yes: Go to Step 14.
Step 14 Check for restricted high-pressure fuel pump return line. Decision
Perform HP Pump Fuel Return Pressure Test (page 2186). Yes: Verify each Step was
completed correctly and retest
for SPN 3055 FMI 1.
FMI 1.

SPN 3055 FMI 15 - FRP below minimum with maximum command
Fault Overview
Fault code sets when Engine Control Module (ECM) detects Fuel Rail Pressure (FRP) is below minimum when
maximum is commanded.
Lamp Reaction
Associated Faults
• SPN 157 FMI 3, 4, 20, • SPN 633 FMI 3, 4, and

and 21 (FRP) 5 (FPCV)
Fault Facts
None

Road Test
Possible Causes
• Restricted fuel supply
• Restricted secondary (engine-mounted) fuel filter
• Failed high-pressure fuel pump
• Fuel Rail Pressure (FRP) sensor or circuit fault
• Internal leak in high-pressure fuel system
• Leaking FRP relief valve
• Stuck or sticking FPCV

Step 3 Check engine cranking speed. Decision

Crank engine for maximum of 15 seconds? Yes: Go to Step 4.
Does engine crank at a minimum of 130 rpm? No: Perform Engine Cranks
Fast, Slow, or Does Not Crank
FMI 15.
Step 4 Verify engine starts and maintains idle. Decision

Crank engine for maximum of 15 seconds. If engine does not start, wait 2 Yes: Go to Step 5.
minutes and try again.
Does engine start and maintain idle? No: Go to SPN 3055 FMI 1
diagnostics.
Step 5 Verify High-Pressure Fuel Pump (HPFP) is receiving fuel. Decision

Perform High-Pressure Pump Inlet Pressure Test (page 2179). Yes: Go to Step 7.
Is gauge pressure greater than 30 psi (207 kPa)? No: Go to Step 6.
Step 6 Check for restricted secondary (engine-mounted) fuel filter. Decision

Remove secondary (engine-mounted) fuel filter. Inspect filter for gelling Yes: Replace secondary
and restrictions. (engine-mounted) fuel filter.
Is secondary (engine-mounted) fuel filter restricted? No: Replace HPFP and then
2160) procedure. After
SPN 3055 FMI 15.
Step 7 Check for aeration in low pressure fuel system. Decision

Perform Fuel Aeration Test (page 2170). Yes: Repair source of fuel
FMI 15.
Was aeration found in fuel? No: Go to Step 8.
Step 8 Check for restriction in low pressure fuel system. Decision

Perform Fuel Restriction Test (page 2174). Yes: Repair source of
restriction. After repairs are
FMI 15.
Is fuel system restricted? No: Go to Step 9.
Step 9 Check for excessive return fuel. Decision

Is fuel volume less than 60 ml? No: Go to Step 12.
Step 10 Check for a failed fuel pressure relief valve. Decision

SPN 3055 FMI 15.

Perform HPFP Cylinder Performance Analyzer (CPA) Test (page 2190). Yes: Replace HPFP and then
SPN 3055 FMI 15.
Did CPA Tool issue a Warranty Authorization Code (WAC) to replace High No: Go to Step 13.
Pressure Fuel Pump?

Perform Fuel Rail Pressure (FRP) Leak Isolation (page 2184). Yes: End diagnostics, retest
Step 13 Check for restricted high-pressure fuel pump return line. Decision
Perform HP Pump Fuel Return Pressure Test (page 2186). Yes: End diagnostics, retest
3055 FMI 15.

SPN 3055 FMI 17 - FRP above maximum with minimum command
Fault Overview
Fault code sets when Engine Control Module (ECM) detects Fuel Rail Pressure (FRP) is above maximum with
minimum commanded.
Lamp Reaction
Associated Faults
• SPN 94 FMI 0, 3, and 4 • SPN 157 FMI 3, 4, 20, • SPN 633 FMI 3, 4, and
(FDP) and 21 (FRP) 5 (FPCV)
Fault Facts
None

Road Test
Possible Causes
• Restricted High-Pressure Fuel Pump (HPFP) fuel return line
• FPCV circuit fault
• Failed HPFP

Step 3 Check for restricted High-Pressure Fuel Pump (HPFP) fuel Decision
return line.
Is pressure less than 13 psi? No: Repair restriction in fuel
return line between HPFP
and fuel tank. After repairs
3055 FMI 17.

Perform HPFP Cylinder Performance Analyzer (CPA) Test (page 2190). Yes: End diagnostics, retest
Did test results indicate HPFP has passed test? No: Replace HPFP and then
3055 FMI 17.

SPN 5571 FMI 0 - FRP Relief Valve opening fault
Fault Overview
Fault code sets when Engine Control Module (ECM) detects that Fuel Rail Pressure is less than expected
because Fuel Pressure Relief Valve (FPRV) is opening. FPRV is a mechanical pressure relief valve that opens
when rail pressure greater than about 37,700 psi (2600 bar). Opening of valve drops pressure to about 11,600
psi (800 bar) and vehicle will continue to operate at 11,600 psi (800 bar) until a key cycle occurs.
Lamp Reaction
Associated Faults
• SPN 157 FMI 3, 4, 20, • SPN 633 FMI 3, 4, and • SPN 3055 FMI 0 and 17
and 21 (FRP) 5 (FPCV) (FRP System)
Fault Facts
None

Road Test
Possible Causes
• Restricted high pressure fuel pump return line
• FRP Sensor or Circuit Failure
• Failed Fuel Pressure Control Valve (FPCV)
• Failed Fuel Rail Pressure Relief Valve (FPRV)

After Repairs are completed,
Step 2 Check fuel system for damage. Decision

Are fuel lines and fuel filters clean and undamaged? No: Repair damaged fuel
filters or fuel lines. After
Repairs are completed, prime
fuel system and retest for
SPN 5571 FMI 0.

Is return fuel pressure less than 13 psi? No: Repair restriction in fuel
return line between engine
and fuel tank. After Repairs
are completed, retest for SPN
5571 FMI 0.
Step 4 Check for high Fuel Delivery Pressure (FDP). Decision

Perform HP Pump Inlet Pressure Test (page 2186). Yes: Repair Secondary fuel
filter housing or return fuel
lines for restriction. After
for SPN 5571 FMI 0.
Is FDP greater than 120 psi? No: Go to Step 5.
Step 5 Check for aerated fuel. Decision

Perform Fuel Aeration Test (page 2170). Yes: Repair cause of fuel
FMI 0.
Is fuel aerated? No: Go to Step 6.
Step 6 Check for failed Fuel Pressure Control Valve (FPCV) Decision
A. Use EST with ServiceMaxx™ software, record a snap shot in Yes: Go to Step 7.
performance session with vehicle idling for 5 minutes.
B. View Graphs of Recorded Data (page 2030)
C. Graph FRP and desired FRP.
Does difference between FRP and desired FRP remain less than 1160 No: Replace FPCV. After
psi (80 bar) throughout snapshot? repairs are complete, retest
for SPN 5571 FMI 0.
Step 7 Check for failed Fuel Pressure Relief Valve (FPRV) Decision
Perform HP Pump Return Flow Test (page 2181). Yes: Replace fuel rail.
Perform FRP Relief Valve
Reset Procedure (page
FMI 0.
Does fuel flow from fuel rail during test? No: Retest for SPN 5571 FMI
0.

SPN 5571 FMI 14 - FRP Relief Valve Failure
Fault Overview
Fault code sets when Engine Control Module (ECM) detects that Fuel Pressure Relief Valve (FPRV) has opened
more than 50 times or has been open for more than 5 hours. FPRV is a mechanical pressure relief valve that
opens when rail pressure greater than about 37,700 psi (2600 bar). Opening of valve drops pressure to about
11,600 psi (800 bar) and vehicle will continue to operate at 11,600 psi (800 bar) until a key cycle occurs.
Lamp Reaction
Associated Faults
• SPN 157 FMI 3, 4, 20, • SPN 633 FMI 3, 4, and • SPN 3055 FMI 0 and 17
and 21 (FRP) 5 (FPCV) (FRP System)
Fault Facts
After diagnosis of this fault is complete, reset PP 95222 and 95212 values to 0.

Road Test
Possible Causes
• Restricted high pressure fuel pump return line
• FRP Sensor or Circuit Failure
• Failed Fuel Pressure Control Valve (FPCV)
• Failed Fuel Rail Pressure Relief Valve (FPRV)

After Repairs are completed,
Step 2 Check fuel system for damage. Decision

Are fuel lines and fuel filters clean and undamaged? No: Repair damaged fuel
filters or fuel lines. Perform
FRP Relief Valve Reset(page
Repairs are completed, retest

Is return fuel pressure less than 13 psi? No: Repair restriction in fuel
return line between engine
and fuel tank. Perform FRP
Relief Valve Reset(page
Repairs are completed, retest
Step 4 Check for high Fuel Delivery Pressure (FDP). Decision

Perform HP Pump Inlet Pressure Test (page 2186). Yes: Repair Secondary fuel
filter housing or return fuel
lines for restriction. Perform
FRP Relief Valve Reset(page
5571 FMI 14.
Is FDP greater than 120 psi? No: Go to Step 5.
Step 5 Check for aerated fuel. Decision

Perform Fuel Aeration Test (page 2170). Yes: Repair cause of fuel
aeration. Perform FRP Relief
Valve Reset(page 2095)
FMI 14.
Is fuel aerated? No: Go to Step 6.
Step 6 Check for failed Fuel Pressure Control Valve (FPCV) Decision
A. Use EST with ServiceMaxx™ software, record a snap shot of Yes: Go to Step 7.
performance session with vehicle idling for 5 minutes.
B. View Graphs of Recorded Data (page 2030).
C. Graph FRP and desired FRP.
Does difference between FRP and desired FRP remain less than 1160 No: Replace Fuel Pressure
psi (80 bar) throughout snapshot? Control Valve. Perform FRP
Relief Valve Reset(page
Step 7 Check for failed Fuel Pressure Relief Valve (FPRV) Decision
Perform HP Pump Return Flow Test (page 2188). Yes: Replace fuel rail.
Perform FRP Relief Valve
Reset(page 2095) procedure.
Does fuel flow from fuel rail during test? No: Perform FRP Relief Valve
Reset(page 2095) procedure.

Fuel Level Sensor

Overview of Fuel Level Sensor Group
SPN FMI Description

96 3 Fuel Level signal Out of Range HIGH (page 1250)
96 4 Fuel Level signal Out of Range LOW (page 1252)
96 19 Fuel Level not detected on J1939 (page 1254)
Overview
Fuel level is broadcast on J1939 public Controller Area Network (CAN) bus. This signal is sent from Body
Controller (BC) which is where fuel level signal is received. If BC is not located on J1939 many other CAN
networks may be affected.
SPN 96 FMI 3 - Fuel Level signal Out of Range HIGH
Fault Overview
Fault code sets when Body Controller detects high signal voltage on fuel level sensor circuit.
Lamp Reaction
None
Associated Faults
None
Fault Facts
None

Continuous
Possible Causes
• Fuel Level Sensor circuit fault

Verify that Body Controller (BC) is communicating. Using EST, check that Yes: Diagnose fuel level
BC is listed in Sniffer section. circuit fault. See appropriate
Truck Service Manual. After
for SPN 96 FMI 3.
Is Body Controller listed? No: Repair Body Controller
fault. After repairs are
FMI 3.

SPN 96 FMI 4 - Fuel Level signal Out of Range LOW
Fault Overview
Fault code sets when Body Controller detects low signal voltage on fuel level sensor circuit.
Lamp Reaction
None
Associated Faults
None
Fault Facts
None

Continuous
Possible Causes

for SPN 96 FMI 4.
Is Body Controller listed? No: Repair Body Controller
FMI 4.

SPN 96 FMI 19 - Fuel Level not detected on J1939
Fault Overview
Fault code sets when Body Controller detects no fuel level signal message.
Lamp Reaction
None
Associated Faults
None
Fault Facts
None

Continuous
Possible Causes

Is Body Controller listed?
for SPN 96 FMI 19.
No: Repair Body Controller
FMI 19.

IAH (Intake Air Heater Control) Sensor

Overview of IAH Sensor
SPN FMI Condition

626 18 IAH fault: Lack of heat in the Intake Manifold (page 1257)
3061 31 CSER Exhaust warm up time fault (page 1260)
5548 3 IAHFI short to PWR (page 1264)
5548 4 IAHFI short to GND (page 1273)
5548 5 IAHFI open/load circuit(page 1281)
5548 7 IAH Relay return (Relay, or igniter, or circuit failure) (page 1290)
Overview
Inlet Air Heater (IAH) system warms incoming air to aid emissions reduction. When inlet air heating is needed,
Engine Control Module (ECM) sends a signal to IAH relay (IAHR). IAHR then supplies B+ to IAH fuel ignitor.
IAH is grounded through intake manifold.
SPN 626 FMI 18 - IAH fault: Lack of heat in the Intake Manifold
Fault Overview
Fault code sets when Engine Control Module (ECM) detects difference between Key-On Engine-Running
(KOER) Intake Manifold Temperature (IMT) and Key-On Engine-Off (KOEO) IMT is less than expected after
IAH has been activated.
Lamp Reaction
Associated Faults
• SPN 94 FMI 0, 3, and 4 • SPN 105 FMI 2, 3, 4, • SPN 171 FMI 2, 3, and • SPN 626 FMI 3, 4, and
(FDP) and 18 (IMT) 4 (AAT) 5 (IAHFS)
• SPN 5548 FMI 3, 4, 5,
and 7 (IAHI)
Fault Facts
None.

Road Test
Possible Causes
• Damaged or restricted fuel lines to IAH
• PWR circuit to IAH Relay (IAHR) Open
• Failed Intake Air Heater Fuel Solenoid (IAHFS)
• Failed Intake Air Heater Igniter (IAHI)

Is EST DTC list free of Associated Faults? No: Go to Intermittent or
Step 2 Check for correct amperage draw while Intake Air Heater Igniter Decision
(IAHI) is actuated.
A. Check that engine coolant temperature is below 100°F (38°C). Yes: Go to Step 3.
B. When engine coolant temperature is below 100°F (38°C) perform
Intake Air Heater Igniter (IAHI) Test (page 2211).
Does IAHI current drop below 15 amps during test? No: Go to Step 4.
Step 3 Check for Failed IAHI PWR circuit. Decision

A. Key OFF. Yes: Replace IAHI. After
for SPN 626 FMI 18.
D. Perform Intake Air Heater Igniter (IAHI) Test (page 2211).
E. During test, use DMM, measure voltage between IAHI PWR stud
and known good GND.
Is voltage B+ ± 0.5 volts. No: Repair Open in IAHR
PWR circuit. After repairs are
FMI 18.
Step 4 Check for correct fuel supply to Intake Air Heater Fuel Solenoid Decision
(IAHFS).
Perform Fuel Supply at Intake Air Heater Fuel Solenoid (IAHFS) Test (page Yes: Go to Step 5.
2213).
Is fuel supply pressure with specification? No: Replace damaged,
leaking or restricted fuel
supply line to IAHFS. After
for SPN 626 FMI 18.
Step 5 Check for correct fuel supply to IAHI. Decision

Perform Fuel Supply at Intake Air Heater Igniter (IAHI) Test (page 2215). Yes: Replace IAHI. After
for SPN 626 FMI 18.
Is fuel supply pressure with specification? No: Go to Step 6.
Step 6 Check for fuel line damage or restriction to IAHI. Decision

Check IAHI fuel line and connections for damage, leaks or restrictions. Yes: End Diagnostics, retest
Disconnect both ends of IAHI fuel line and blow compressed air through line. for SPN 626 FMI 18.
Are fuel lines and connections in good condition and not damaged, leaking, No: Replace damage, leaking
or restricted? or restricted IAHI fuel line or
connections. After repairs are
FMI 18.

SPN 3061 FMI 31 - CSER Exhaust warm up time fault
Fault Overview
Fault code sets when Engine Control Module (ECM) detects engine failed to warm-up during Cold Start
Emissions Reduction (CSER) monitoring period.
Lamp Reaction
Associated Faults
• SPN 94 FMI 0, 3, and 4 • SPN 105 FMI 2, 3, 4, • SPN 171 FMI 2, 3, and • SPN 626 (IAHFS)
(FDP) and 18 (IMT) 4 (AAT)
• SPN 5548 FMI 3, 4, 5,
and 7 (IAH)
Fault Facts
CSER helps reduce emissions during engine warm-up by injecting and igniting fuel in engine intake.

Road Test
Possible Causes
• Aftermarket engine block heater installed
• Leaking or damaged fuel line to Intake Air Heater Ignitor (IAHI)
• Failed Intake Air Heater Fuel Solenoid (IAHFS)
• Failed IAHI

Step 2 Check for aftermarket engine block heater. Decision

Inspect engine for an aftermarket block or coolant heater. Yes: Disconnect block or
coolant heater, and retest for
SPN 3061 FMI 31.
Is an aftermarket block or coolant heater installed? No: Go to Step 3.
Step 3 Check Intake Air Heater (IAH) operation. Decision

Perform Intake Air Heater Test (page 2070). Yes: End diagnostics, retest
Does Intake Manifold Temperature (IMT) raise at least 18°F (10°C) before No: Go to Step 4.
test completes?
Step 4 Check current (amperage) going to Intake Air Heater Igniter Decision
(IAHI).
A. Check that engine coolant temperature is below 100°F (38°C). Yes: Go to Step 5
B. When engine coolant temperature is below 100°F (38°C) perform
Intake Air Heater Igniter (IAHI) Test (page 2211).
Does IAHI current drop below 15 amps during test? No: Go to Step 6.
Step 5 Check PWR circuit to IAHI for Open. Decision

D. Perform Intake Air Heater Igniter (IAHI) Test (page 2211).
E. During test, use DMM, measure voltage between IAHI PWR stud
and known good GND.
Is voltage B+ ± 0.5 volts. No: Repair Open in IAHR
PWR circuit. After repairs
3061 FMI 31.

A. Use EST with ServiceMaxx™ software, Key-On Engine-Running Yes: Go to Step 7.
(KOER).
B. With engine running, monitor FDP with ServiceMaxx™ software.
Is FDP between 85 and 120 psi? No: Repair low-pressure fuel
system. Go to Low-Pressure
Fuel System symptom (page
FMI 31.
Step 7 Check fuel lines and connections going to IAHI and Intake Air Decision
Heater Fuel Solenoid (IAHFS).
Visually inspect fuel lines and connections going to IAHI and IAHFS Yes: Go to Step 8.
for: leaks, damage, and restrictions. Shop air can be used to check for
restricted fuel lines.
Are fuel lines and connections going to IAHI and IAHFS in good condition No: Replace leaking,
and not leaking, damaged, or restricted? damaged, or restricted line or
connection. After repairs are
FMI 31.
Step 8 Check for correct fuel supply to Intake Air Heater Fuel Solenoid Decision
(IAHFS).
Perform Fuel Supply at Intake Air Heater Fuel Solenoid (IAHFS) Test (page Yes: Go to Step 9.
2213).
Is fuel supply pressure between 8 and 12 psi (55 and 82 kPa)? No: Repair or replace fuel
supply line to IAHFS between
IAHFS and secondary
(engine-mounted) fuel filter.
Step 9 Check for correct fuel supply to IAHI. Decision

Perform Fuel Supply at Intake Air Heater Igniter (IAHI) Test (page 2215). Yes: Replace IAHI. After
Is fuel supply pressure between 8 and 12 psi (55 and 82 kPa)? No: Replace IAHFS. After
End Diagnostic Test

SPN 5548 FMI 3 - IAHFI short to PWR
Fault Overview
Fault code sets when Engine Control Module (ECM) detects Intake Air Heater Relay (IAHR) Enable circuit current
is greater than 8.8 amps.
Lamp Reaction
Associated Faults
None
Fault Facts
None

Road Test
Possible Causes
• Intake Air Heater Igniter (IAHI) short to PWR
• IAHR Enable circuit short to PWR
• Failed Intake Air Heater Relay (IAHR)
• Failed IAHI

Step 2 Inspect connections at Intake Air Heater Igniter (IAHI). Decision

B. Disconnect IAHI.
C. Check IAHI stud and ring terminal for: damaged or pinched wires;
wet or moist or corroded terminals; loose, bent, or broken pins;
or broken housing.
Are IAHI harness, and terminals clean and undamaged? No: Repair connector,
Step 3 Inspect connections at Intake Air Heater Relay (IAHR). Decision

B. Disconnect IAHR.
C. Check IAHR and connector terminals for: damaged or pinched
wires; wet or moist or corroded terminals; loose, bent, or broken
Are IAHR connector, harness, and terminals clean and undamaged? No: Repair connector,
Step 4 Check IAHR Enable circuit for short to PWR. Decision

Perform Test 1 (page 1268). Use Digital Multimeter (DMM), measure Yes: Repair short to PWR
voltage between Breakout Harness ZTSE4885 pin-6 and known good GND. between IAHR pin-6 and ECM
FMI 3.
Step 5 Check IAHR CTL circuit for short to PWR. Decision

Harness ZTSE4885 pin-7 and known good GND. between IAHR pin-7 and ECM
FMI 3.
Step 6 Check IAHR Diag circuit for short to PWR. Decision

Harness ZTSE4885 pin-8 and known good GND. between IAHR pin-8 and ECM
FMI 3.
Step 7 Check IAHR output 1 circuit for short to PWR. Decision

Harness ZTSE4885 pin-1 and known good GND. between IAHR pin-1 and IAHI
ring terminal. After repairs
5548 FMI 3.
Is voltage greater than 0 volts? No: Go to Step 8.
Step 8 Check IAHR output 2 circuit for short to PWR. Decision

Harness ZTSE4885 pin-2 and known good GND. between IAHR pin-2 and IAHI
5548 FMI 3.
Is voltage greater than 0 volts? No: Go to Step 9.
Step 9 Check IAHI for Open Decision

B. Remove ring terminal from IAHI and isolate from GND.
for SPN 5548 FMI 3.
C. Use DMM, measure resistance between IAHI stud and known good
GND.
Is resistance greater than 10 ohms? No: Replace IAHR. After
for SPN 5548 FMI 3.


Tools Required
Figure 411 IAHR Enable Circuit Check
Test 1
A. Key OFF.
B. Disconnect Intake Air Heater Relay (IAHR).
C. Connect Breakout Harness ZTSE4885 to vehicle harness and leave IAHR disconnected.
D. Key ON.
Figure 412 IAHR CTL Circuit Check
Test 2
A. Key OFF.
D. Key ON.
Figure 413 IAHR Diag Circuit Check
Test 3
A. Key OFF.
D. Key ON.
Figure 414 IAHR Output 1 Circuit Check
Test 4
A. Key OFF.
D. Key ON.
Test 5
A. Key OFF.
D. Key ON.
SPN 5548 FMI 4 - IAHFI short to GND
Fault Overview
Fault code sets when Aftertreatment Control Module (ACM) detects Inlet Air Heater (IAH) Enable circuit voltage
greater than 1.65 volts and less than 2.35 volts.
Lamp Reaction
Associated Faults
None
Fault Facts
None

Road Test
Possible Causes
• IAHR Enable circuit short to GND
• IAHR CTL circuit short to GND
• IAHR Diag circuit short to GND
• IAHR output short to GND


B. Disconnect IAHI.
C. Check IAHI and connector terminals for: damaged or pinched wires;
moist or corroded terminals; loose, bent, or broken pins; or broken
connector housing.
Are IAHI connector, harness, and terminals clean and undamaged? No: Repair connector,

B. Disconnect IAHR.
wires; moist or corroded terminals; loose, bent, or broken pins; or
Step 4 Check IAHR Enable circuit for short to GND. Decision

GND.
between IAHR pin-6 and ECM
FMI 4.
Step 5 Check IAHR CTL circuit for short to GND. Decision

FMI 4.
Step 6 Check IAHR Diag circuit for short to GND. Decision

FMI 4.
Step 7 Check IAHR output 1 circuit for short to GND. Decision

between IAHR pin-1 and IAHI
5548 FMI 4.
Step 8 Check IAHR output 2 circuit for short to GND. Decision

between IAHR pin-2 and IAHI
5548 FMI 4.
Step 9 Check IAHI for Open. Decision

A. Key OFF Yes: Replace IAHI. After
for SPN 5548 FMI 4.
C. Use DMM, measure resistance between IAHI stud and known good
GND.
Is resistance greater than 10 ohms? No: Replace IAHR. After
for SPN 5548 FMI 4.


Tools Required
Test 1
A. Key OFF.
Test 2
A. Key OFF.
Test 3
A. Key OFF.
Test 4
A. Key OFF.
C. Disconnect IAHI and leave terminal disconnected and isolate it from GND.
D. Connect Breakout Harness ZTSE4885 to vehicle harness and leave IAHR disconnected.
Test 5
A. Key OFF.
C. Disconnect IAHI and leave terminal disconnected and isolate it from GND.
D. Connect Breakout Harness ZTSE4885 to vehicle harness and leave IAHR disconnected.
SPN 5548 FMI 5 - IAHFI open/load circuit
Fault Overview
Fault code sets when Aftertreatment Control Module (ACM) detects Inlet Air Heater (IAH) Enable circuit voltage
greater than 1.65 volts and less than 2.35 volts.
Lamp Reaction
Associated Faults
None
Fault Facts
None

Road Test
Possible Causes
• IAHR Enable circuit Open
• IAHR CTL circuit Open
• IAHR Diag circuit Open
• IAHR Output circuit Open


B. Disconnect IAHI.
C. Check IAHI and connector terminals for: damaged or pinched wires;
moist or corroded terminals; loose, bent, or broken pins; or broken
connector housing.
Are IAHI connector, harness, and terminals clean and undamaged? No: Repair connector,

B. Disconnect IAHR.
wires; moist or corroded terminals; loose, bent, or broken pins; or
Step 4 Check IAHR Enable circuit for Open. Decision

IAHR pin-6 and ECM pin
FMI 5.
Step 5 Check IAHR CTL circuit for Open. Decision

FMI 5.
Step 6 Check IAHR Diag circuit for Open. Decision

FMI 5.
Step 7 Check IAHR PWR supply circuit for Open. Decision

IAHR pin-3 and under-hood
PDM. After repairs are
FMI 5.
Step 8 Check IAH Relay output circuit for OPEN. Decision

A. Key ON. Yes: Replace IAHI. After
for SPN 5548 FMI 5.
D. Perform Actuator Test (page 2056).
E. Select Inlet Air Heater Fuel Igniter from the drop-down menu.
Command IAHI to On (95%).
F. During test, use DMM, measure voltage between IAHI stud and
known good GND while test is active.
Step 9 Check IAH Relay Output circuit for OPEN. Decision

A. Perform Test 5 (page 1288). Yes: Repair OPEN in IAH
Relay Output circuit between
B. Perform Actuator Test (page 2056).
IAHR pin-1 and/or pin-2 and
C. Select Inlet Air Heater Fuel Igniter from the drop-down menu. IAHI stud. After repairs are
Command IAHI to On (95%). complete, retest for SPN 5548
FMI 5.
D. During test, use DMM to measure voltage between Breakout
E. During test, use DMM to measure voltage between Breakout
Are both voltages B+ ± 0.5 volts? No: Replace IAH Relay. After
for SPN 5548 FMI 5.


Tools Required
Test 1
A. Key OFF.
D. Key ON.
Test 2
A. Key OFF.
D. Key ON.
Test 3
A. Key OFF.
D. Key ON.
Figure 424 IAHR PWR Supply Circuit Check
Test 4
A. Key OFF.
D. Key ON.
Test 5
A. Key OFF.
C. Connect Breakout Harness ZTSE4885 between vehicle harness and IAHR.
SPN 5548 FMI 7 - IAH Relay return (Relay, or igniter, or circuit failure)
Fault Overview
Fault code sets when Engine Control Module (ECM) detects no feedback signal from Intake Air Heater Relay
(IAHR) for greater than 30 counts.
Lamp Reaction
Associated Faults

5 (IAHFS) 5 (IAHI)
Fault Facts
None

Road Test
Possible Causes
• Intake Air Heater Relay (IAHR) Output circuit Open or short to GND
• IAHR Diagnostic circuit Open or short to GND
• PWR supply to IAHR Open or short to GND
• Failed IAHR

Step 2 Inspect connections at Intake Air Heater Relay (IAHR) connector. Decision
B. Disconnect IAHR connector.
C. Check IAHR connector and connector terminals for: damaged or
pinched wires; wet or moist or corroded terminals; loose, bent, or
Step 3 Check PWR supply to Intake Air Heater Igniter (IAHI). Decision
D. Perform Actuator Test (page 2056).
E. Select Inlet Air Heater Fuel Igniter from the drop-down menu.
Command IAHI to On (95%).
F. During test, use DMM; measure voltage between IAHI stud and
known good GND.
Step 4 Check for failed IAHI. Decision

A. Key OFF Yes: Replace IAHI. After
for SPN 5548 FMI 7.
C. Use DMM, measure resistance from IAHI stud to known good GND.
Is resistance greater than 10 ohms? No: End diagnostics, retest
for SPN 5548 FMI 7.
Step 5 Check PWR supply to IAHR for Open or short to GND. Decision
A. Perform Test 1 (page 1293). Yes: Repair Open or short
to GND between IAHR pin-1
and/or pin-2 and IAHI stud.
C. Select Inlet Air Heater Fuel Igniter from the drop-down menu. After repairs are complete,
Command IAHI to On (95%). retest for SPN 5548 FMI 7.
D. During test, use DMM to measure voltage between Breakout
E. During test, use DMM to measure voltage between Breakout
Are both voltages B+ ± 0.5 volts? No: Go to Step 6.
Step 6 Check IAHR Output circuit for Open or short to GND. Decision
GND between IAHR pin-3
and under hood PDM. After
for SPN 5548 FMI 7.
Step 7 Check IAHR Diagnostic circuit for Open or short to GND. Decision
Perform Test 3 (page 1295). Using DMM; measure voltage between Yes: Replace IAHR. After
Breakout Harness ZTSE4885 pin-8 and known good GND. repairs are complete, retest for
SPN 5548 FMI 7.
Is voltage 5.0 ± 0.5 volts? No: Repair Open or short to
GND between IAHR pin-8 and
5548 FMI 7.


Tools Required
Test 1
A. Key OFF.
C. Connect Breakout Harness ZTSE4885 between the vehicle harness and IAHR.
Figure 429 IAHR Output Circuit Check
Test 2
A. Key OFF.
D. Key ON
Figure 430 IAHR Diagnostic Circuit Check
Test 3
A. Key OFF.
D. Key ON
IAHFS Sensor
Overview of IAHFS Sensor
SPN FMI Actions

626 3 IAHFS short to PWR (page 1298)
626 4 IAHFS short to GND (page 1303)
626 5 IAHFS open load/circuit (page 1308)
Fault Overview
Inlet Air Heater (IAH) system warms incoming air to aid emissions reduction. When inlet air heating is needed,
Engine Control Module (ECM) sends a signal to IAH Fuel Solenoid (IAHFS). IAHFS then supplies fuel to IAH
Ignitor (IAHI).
SPN 626 FMI 3 - IAHFS short to PWR
Fault Overview
Fault code sets when Engine Control Module (ECM) detects Intake Air Heater Fuel Solenoid (IAHFS) current
draw is greater than 8 amps for 5 seconds.
Lamp Reaction
Associated Faults
None.
Fault Facts
None.

Continuous
Possible Causes
• IAHFS circuit short to PWR
• IAHFS short to ECM PWR OUT 3
• Failed IAHFS

Step 2 Inspect connections at Intake Air Heater Fuel Solenoid (IAHFS) Decision
connector.
B. Disconnect IAHFS connector.
C. Check IAHFS and connector terminals for: damaged or pinched
Are IAHFS connector, harness, and terminals clean and undamaged? No: Repair connector,
Step 3 KOEO Voltage Check. Decision

FMI 3.
Step 4 Check for Failed IAHFS. Decision

Perform Test 2 (page 1302). Using a DMM measure resistance between Yes: Go to Step 5.
Is resistance 8 ±1 ohm? No: Replace IAHFS. After
for SPN 626 FMI 3.
Step 5 Check for short to PWR in IAHFS circuit. Decision

Perform Test 3 (page 1302). Use DMM measure voltage between Breakout Yes: End of Diagnostics,
Harness ZTSE4827 pin-1 and known good GND. retest for SPN 626 FMI 3.
FMI 3.


Tools Required
Test 1
A. Key OFF.
B. Connect Breakout Harness ZTSE4827 to IAHFS and leave vehicle harness disconnected.
C. Key ON.
Figure 432 IAHFS Resistance Check
Test 2
A. Key OFF.
Figure 433 IAHFS Circuit Check
Test 3
A. Key OFF.
C. Key ON.
SPN 626 FMI 4 - IAHFS short to GND
Fault Overview
Fault code sets when Engine Control Module (ECM) detects Intake Air Heater Fuel Solenoid (IAHFS) circuit
voltage less than 0.3 volts for 5 seconds.
Lamp Reaction
Associated Faults
None.
Fault Facts
None.

Continuous
Possible Causes
• ECM PWR OUT 3 circuit short to GND
• IAHFS circuit short to GND
• Failed IAHFS

connector.
FMI 4.
Step 4 Check IAHFS circuit for short to GND. Decision

FMI 4.

Breakout Harness ZTSE4827 pin-1 and pin-2. for SPN 626 FMI 4.
Is resistance 8 ± 1 ohms? No: Replace IAHFS. After
for SPN 626 FMI 3.


Tools Required
Test 1
A. Key OFF.
B. Disconnect ECM E-1 connector.
C. Connect Breakout Harness ZTSE4827 to engine harness and leave Intake Air Heater Fuel Solenoid
(IAHFS) disconnected.
Test 2
A. Key OFF.
B. Disconnect ECM E-1 connector.
C. Connect Breakout Harness ZTSE4827 to engine harness and leave Intake Air Heater Fuel Solenoid
Test 3
A. Key OFF.
B. Connect Breakout Harness ZTSE4827 to IAHFS and leave engine harness disconnected.
SPN 626 FMI 5 - IAHFS open load/circuit
Fault Overview
Fault code sets when Engine Control Module (ECM) detects Intake Air Heater Fuel Solenoid (IAHFS) is greater
than 2.82 volts and less than 4.03 volts.
Lamp Reaction
Associated Faults
None.
Fault Facts
None.

Continuous
Possible Causes
• IAHFS circuit Open
• Failed IAHFS

connector.
Step 3 ECM PWR OUT 3 circuit check. Decision

Is voltage B+ ± 0.5 volts? No: Repair OPEN in ECM
PWR OUT 3 circuit. After
for SPN 626 FMI 5.

Is resistance 8 ± 1 ohms? No: Replace IAHFS. After
for SPN 626 FMI 5.
Step 5 Check IAHFS circuit for an Open. Decision

A. Perform Test 3 (page 1312). Yes: End of diagnostics, retest
for SPN 626 FMI 5.
C. Select Intake Air Heater Fuel Solenoid from drop down menu.
D. Start test.
E. During test, use DMM, measure voltage between Breakout Harness
ZTSE4827 pin-1 and known good GND.
FMI 5.


Tools Required
Test 1
A. Key OFF.
B. Connect Breakout Harness ZTSE4827 to vehicle harness and leave Intake Air Heater Fuel Solenoid
C. Key ON.
Test 2
A. Key OFF.
B. Connect Breakout Harness ZTSE4827 to Intake Air Heater Fuel Solenoid (IAHFS) and leave vehicle
Test 3
A. Key OFF.
B. Connect Breakout Harness ZTSE4827 to vehicle harness and leave Intake Air Heater Fuel Solenoid
IMP (Intake Manifold Pressure) Sensor

Overview of IMP Sensor Group
SPN FMI Actions

102 2 IMP signal erratic, intermittent, or incorrect (page 1315)
102 3 IMP signal Out of Range HIGH (page 1321)
102 4 IMP signal Out of Range LOW (page 1325)
Overview
Intake Manifold Pressure (IMP) sensor is a variable-capacitance sensor that measures charge-air pressure
entering intake air throttle duct. As pressure increases, ceramic material moves closer to a thin metal disc
(internal sensor), causing a change in capacitance that changes voltage sent to, and interpreted by, Engine
Control Module (ECM). IMP is monitored by ECM for Exhaust Gas Recirculation (EGR) and turbocharger
wastegate control.
Figure 440 IMP Sensor Location

1. Intake Manifold Pressure (IMP)
sensor
SPN 102 FMI 2 - IMP signal erratic, intermittent, or incorrect
Fault Overview
Fault code sets when Engine Control Module (ECM) detects Intake Manifold Pressure (IMP) signal deviation
from BARO sensor is greater than 1.45 psi (10 kPa)
Lamp Reaction
Associated Faults
• SPN 102 FMI 3 and 4 • SPN 3510 FMI 14

(IMP) (VREF 2)
Fault Facts
None.

Road Test
Possible Causes
• IMP circuit failure
• Failed IMP sensor


102 FMI 2.
Step 3 Inspect connections at Intake Manifold Pressure (IMP) connector. Decision

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

Perform Test 1 (page 1318). Use DMM; measure voltage between Breakout Yes: Go to Step 5.
resistance between ECM pin
E1-86 and IMP pin-2. After
for SPN 102 FMI 2.
Step 5 Check for failed IMP sensor Decision

A. Perform Test 2 (page 1318). Yes: Replace IMP sensor.
C. During test, monitor IMP voltage with ServiceMaxx™ software.
Step 6 Check for Open or high resistance in IMP circuit. Decision

C. During test, monitor IMP voltage with ServiceMaxx™ software. for SPN 102 FMI 2.
Is voltage less than 0.05 volts? No: Repair Open or high
E1-18 to IMP pin-3. After
for SPN 102 FMI 2.


Tools Required
Test 1
A. Key OFF.
B. Disconnect Intake Manifold Pressure (IMP) sensor.
C. Connect Breakout Harness ZTSE4850 to IMP harness and leave sensor disconnected.
D. Key ON.
Figure 442 IMP Circuit Check
Test 2
A. Key OFF.
C. Connect Breakout Harness ZTSE4850 to vehicle harness and leave IMP sensor disconnected.
Test 3
A. Key OFF.
GND.
SPN 102 FMI 3 - IMP signal Out of Range HIGH
Fault Overview
Fault code sets when Engine Control Module (ECM) detects Intake Manifold Pressure (IMP) signal voltage
greater than 4.825 volts (IMP greater than 616.5 kPa).
Lamp Reaction
Associated Faults
None.
Fault Facts
None.

Continuous
Possible Causes
• IMP Circuit Open or short to PWR

Step 2 Inspect connections at Intake Manifold Pressure (IMP) Decision

connector.
C. Check IMP and connector terminals for: damaged or pinched
Are IMP connector, harness, and terminals clean and undamaged? No: Repair connector, harness,
SPN 102 FMI 3.
Step 3 Check for failed IMP sensor Decision

C. Monitor IMP voltage during test.
Step 4 Check for Open or short to PWR in IMP circuit. Decision

IMP pin-1. After repairs are
C. Monitor IMP voltage during test. FMI 3.
Is voltage less than 0.05 volts? No: Repair Open or short to
PWR between ECM pin E1-18
to IMP pin-3. After repairs are
FMI 3.


Tools Required
Test 1
A. Key OFF.
Test 2
A. Key OFF.
GND.
SPN 102 FMI 4 - IMP signal Out of Range LOW
Fault Overview
Fault code sets when Engine Control Module (ECM) detects Intake Manifold Pressure (IMP) signal voltage less
than 0.175 volts (IMP less than 28.6 kPa).
Lamp Reaction
Associated Faults
None.
Fault Facts
None.

Continuous
Possible Causes
• IMP circuit Open or high resistance


connector.
C. Check IMP and connector terminals for: damaged or pinched

Perform Test 1 (page 1327). Use DMM, measure voltage between Yes: Go to Step 4.
SPN 102 FMI 4.
Step 4 Check for Open or high resistance in IMP circuit. Decision

C. Monitor IMP voltage during test.
E1-18 to IMP pin-3. After
SPN 102 FMI 4.


Tools Required
Test 1
A. Key OFF.
D. Key ON.
Test 2
A. Key OFF.
IMT (Intake Manifold Temperature) Sensor

Overview of IMT Sensor Group
SPN FMI Description

105 2 IMT signal does not agree with other sensors (page 1330)
105 3 IMT signal Out of Range HIGH (page 1336)
105 4 IMT signal Out of Range LOW (page 1343)
Overview
Intake Manifold Temperature (IMT) sensor provides feedback signal to Engine Control Module (ECM) indicating
manifold air temperature. ECM controls Exhaust Gas Recirculation (EGR) system based on air temperature in
intake manifold. This aids in cold engine starting and warm-ups, and also reduces exhaust emissions.
SPN 105 FMI 2 - IMT Signal Erratic, Intermittent, or Incorrect
Fault Overview
Fault code sets when Intake Manifold Temperature (IMT) sensor temperature differs from Ambient Air
Temperature (AAT), CAC Outlet Temperature (CACOT) by greater than 27°F (15°C) after a cold soak.
Lamp Reaction
Associated Faults
SPN 105 FMI 3 and 4

(IMT)
Fault Facts
Diagnostic runs at initial Key ON after a minimum of an 8 hour cold soak.

Continuous
Possible Causes
• IMT circuit high resistance
• Failed IMT sensor

Trouble Code (DTC) list for Associated Faults(page 1330).
No: Repair Associated
Is EST DTC list free of Associated Faults? Faults. After repairs
for SPN 105 FMI 2.

Using EST with ServiceMaxx™ software. Key ON, check DTC list for SPN 105 Yes: Go to Step 3.
FMI 2.
Is EST DTC list SPN 105 FMI 2 active or pending? Inactive Fault Diagnostic
Step 3 Inspect connections at Intake Manifold Temperature (IMT) connector. Decision

B. Disconnect IMT connector. No: Repair connector,
C. Check IMT and connector terminals for: damaged or pinched wires;
moisture or corroded terminals; loose, bent, or broken pins; or broken
connector housing.
for SPN 105 FMI 2.
Are IMT connector, harness, and terminals clean and undamaged?
Step 4 Decision
Perform Test 1(page 1334). Using EST with ServiceMaxx™ software, perform Yes: Replace IMT
Continuous Monitor Test (page 2063). Monitor IMT voltage. sensor. After repairs
Is voltage less than 0.05 volts?
for SPN 105 FMI 2.
No: Go to Step 5.
Step 5 Decision
Perform Test 2(page 1335). Using DMM, measure resistance between Breakout Yes: Repair Open
Harness ZTSE4782 pin-1 and a known good GND. between IMT pin-2 and
ECM pin E1-37. After
Is resistance less than 5 ohms?
retest for SPN 105
FMI 2.
No: Repair Open
between IMT pin-1 and
retest for SPN 105
FMI 2.


Tools Required
Figure 448 IMT Sensor Circuit Check
Test 1 Setup
A. Key OFF.
B. Connect Breakout Harness ZTSE4782 to vehicle harness and leave Intake Manifold Temperature
(IMT) sensor disconnected.
Test 2 Setup
A. Key OFF.
C. Key ON.
SPN 105 FMI 3 - IMT Signal Out of Range HIGH
Fault Overview
Fault code sets when Engine Control Module (ECM) detects that Intake Manifold Temperature (IMT) voltage is
Lamp Reaction
Associated Faults
None
Fault Facts
None

Continuous
Possible Causes
• IMT circuit Open or high resistance
• IMT circuit short to PWR

Is EST DTC list SPN 105 FMI 3 active? Inactive Fault Diagnostic

connector housing.
for SPN 105 FMI 3.
Step 3 Decision
Perform Test 1(page 1340). Use DMM to measure voltage between Breakout Yes: Repair short to
Harness ZTSE4782 pin-2 and a known good ground. PWR between IMT pin-2
and Engine Control
Is voltage greater than 4.85 volts?
Module (ECM) pin
105 FMI 3.
No: Go to Step 4.
Step 4 Decision
Continuous Monitor Test (page 2063). Monitor IMT voltage. sensor. After repairs are
Is voltage approximately 0 volts?
105 FMI 3.
No: Go to Step 5.
Step 5 Decision
Perform Test 3(page 1342). Using EST with ServiceMaxx™ software, perform Yes: Repair Open
Continuous Monitor Test (page 2063). Monitor IMT voltage. between IMT pin-1 and
Is voltage approximately 0 volts?
3.
No: Repair Open
3.


Tools Required
Figure 450 IMT Circuit Voltage Check
Test 1 Setup
A. Key OFF.
C. Key ON.
Figure 451 IMT Sensor Circuit Check
Test 2 Setup
A. Key OFF.
B. Connect Breakout Harness ZTSE4782 to vehicle harness and leave IMT sensor disconnected.
Figure 452 IMT Circuit Check
Test 3 Setup
A. Key OFF.
B. Connect Breakout Harness ZTSE4782 to vehicle harness and leave IMT sensor disconnected.
C. Using Breakout Harness ZTSE4498, short Breakout Harness ZTSE4782 pin-2 to GND.
SPN 105 FMI 4 - IMT Signal Out of Range LOW
Fault Overview
Fault code sets when Engine Control Module (ECM) detects that Intake Manifold Temperature (IMT) signal
voltage is less than expected.
Lamp Reaction
MIL will immediately illuminate when this fault is detected.
Associated Faults
None
Fault Facts
None

Continuous
Possible Causes
• IMT circuit short to GND
• SIG GND circuit shorted to IMT circuit

Is EST DTC list SPN 105 FMI 4 active? Inactive Fault Diagnostic

connector housing.
for SPN 105 FMI 4.
Step 3 Decision
Continuous Monitor Test (page 2063). Monitor IMT voltage. sensor. After repairs are
Is voltage 4.85 volts ± 0.05 volts?
105 FMI 4.
No: Repair short to GND
Engine Control Module
pin E1-37. After repairs
SPN 105 FMI 4.


Tools Required
Test 1 Setup
A. Key OFF.
B. Disconnect Intake Manifold Temperature (IMT) sensor
INJ (Injector) Circuits

Overview of INJ Circuit Group
SPN FMI Actions

651 4 Injector 1 short circuit (page 1350)
651 5 Injector 1 open load/circuit (page 1361)
2797 11 INJ Control Group 1 short circuit (INJ 1, 2, 3) (page 1458)
2798 11 INJ Control Group 2 short circuit (INJ 4, 5, 6) (page 1482)
Overview
When the Engine Control Module (ECM) determines fueling is required to a cylinder, voltage is supplied to the
fuel injector. The fuel injector has a magnetic coil, which lifts a needle inside the injector. The needle moving
upward uncovers the spray holes directing fuel into the cylinder. When the ECM determines injection should
end, voltage to the magnetic coil is removed.
WARNING: To prevent personal injury or death, shut engine down before doing voltage checks for
injector solenoids. When the engine is running, injector circuits have high voltage and amperage.
CAUTION: To avoid engine damage, turn the ignition switch to OFF before disconnecting connectors. Failure
to turn ignition switch to OFF will cause a voltage spike and damage to electrical components.
Figure 453 Fuel Injector Wiring Terminal Orientation

1. Fuel injector H wiring terminal
2. Fuel injector L wiring terminal
(brown wire color [typical])

1. Fuel injector H wiring terminal 3. Fuel injector L terminal 4. Fuel injector L wiring terminal
2. Fuel injector H terminal (brown wire color [typical])
SPN 651 FMI 4 - Injector 1 Short Circuit
Fault Overview
Fault code sets when Engine Control Module (ECM) detects a short to GND in Fuel Injector 1 circuit.
Lamp Reaction
Associated Faults
None
Fault Facts
None

Continuous
Possible Causes
• INJ1 H circuit shorted to INJ1 L circuit
• INJ1 H circuit short to GND
• INJ1 L circuit short to GND
• Fuel injector shorted to engine brake housing
• Failed fuel injector 1

Step 1 Inspect connections at fuel injector 1 connector. Decision

Verify proper fuel injector and terminal orientation. Remove upper valve cover and Yes: Go to step 2.
engine brake housing (see Engine Service Manual). Verify fuel injector terminals
are installed parallel to avoid a short to ground on the engine brake housings.
Are fuel injector 1 terminals oriented correctly and Not contacting the engine brake No: Adjust
housing? connections so fuel
injector 1 and injector
terminals will not
contact the engine
brake housing. After
retest for SPN 651
FMI 4.

Step 2 Check for a shorted fuel injector 1 coil. Decision

Perform Test 1 (page 1356). Using a Digital Multi-Meter (DMM) measure resistance Yes: Go to step 3.
between fuel injector 1 H and L terminals.
Is resistance between 0.2 to 0.8 Ohms? No: Replace fuel
injector 1. After repairs
for SPN 651 FMI 4.
Step 3 Inspect connections at Electronic Control Module (ECM) E2 connector. Decision

C. Check ECM E2 and connector terminals for: damaged or pinched wires;
connector housing.
Are ECM E2 connector, harness, and terminals clean and undamaged? No: Repair connector,
for SPN 651 FMI 4.
Step 4 Check for fuel injector 1 H terminal short to ground. Decision

Perform Test 2 (page 1357). Using a DMM measure resistance between fuel Yes: Go to step 5.
injector 1 H terminal and a known good GND.
Is resistances greater than 1000 ohms? No: Replace fuel
for SPN 651 FMI 4.
Step 5 Check for fuel injector 1 L terminal short to ground. Decision

injector 1 L terminal and a known good GND.
for SPN 651 FMI 4.
Step 6 Check for INJ1 H circuit short to INJ1 L circuit. Decision

Perform Test 4 (page 1359). Using a DMM measure resistance between Breakout Yes: Go to step 7.
Box pins E2-05 and E2-12 (wiggle test may be required).
Is resistance greater than 1000 ohms? No: Repair short
between INJ1 H circuit
and INJ1 L circuit.
After repairs are
SPN 651 FMI 4.
Step 7 Check INJ 1 H circuit for short to GND. Decision

Perform Test 5 (page 1360). Using a DMM with fuel injector 1 disconnected, No: Repair short to
measure resistance between Breakout Box pin E2-05 and known good GND GND between E2-12
(wiggle test may be required). and fuel injector 1.
After repairs are
SPN 651 FMI 4.
Is resistance greater than 1000 Ohms? No: Repair short to
GND between E2-05
and fuel injector 1.
After repairs are
SPN 651 FMI 4.

Figure 457 Fuel Injector 1 circuit diagram
Tools Required
Figure 458 Fuel Injector 1 Circuit Check
Test 1
A. Key OFF
B. Disconnect fuel injector 1 H and L terminals
Figure 459 Fuel Injector 1 High Side Circuit Check
Test 2
A. Key OFF
B. Disconnect Fuel Injector 1 H and L terminals
C. Disconnect Engine Control Module (ECM) E2 connector.
Figure 460 Fuel Injector 1 Low Side Circuit Check
Test 3
A. Key OFF
Test 4
A. Key OFF.
B. Connect Breakout Box 00-00956-08 to Breakout Harness 00-01468-00.
C. Connect Breakout Harness 00-01468-00 to vehicle harness and leave ECM E2 connector
disconnected.
D. Disconnect Fuel Injector 1 H and L terminals
Test 5
A. Key OFF.
disconnected.
SPN 651 FMI 5 - Injector 1 Open Load / Circuit
Fault Overview
Lamp Reaction
Associated Faults
None
Fault Facts
None

Continuous
Possible Causes
• INJ1 H circuit Open or high resistance
• INJ1 L circuit Open or high resistance
Step 1 Inspect connections at fuel injector 1 Decision

B. Remove upper valve cover and engine brake housing (see Engine Service
Manual).
C. Disconnect fuel injector 1 connector.
D. Check fuel injector 1 and connector terminals for: damaged or pinched
Are fuel injector 1 connector, harness, and terminals clean and undamaged? No: Repair connector,
for SPN 651 FMI 5.


Perform Test 1 (page 1365). Using DMM measure resistance between fuel injector Yes: Go to step 3.
1 H and L terminals.
for SPN 651 FMI 5.

connector housing.
for SPN 651 FMI 5.
Step 4 Check INJ1 H circuit for Open or high resistance (voltage drop). Decision
Perform Test 2 (page 1366). Using DMM measure voltage between fuel injector 1 Yes: Repair Open
INJ1 H ring terminal and terminal in ECM pin E2-05. or high resistance
between fuel injector
1 INJ1 L ring terminal
and ECM pin E2-12.
After repairs are
SPN 651 FMI 5.
Is voltage less than 0.3 volts? No: Repair Open
or high resistance
1 INJ1 H ring terminal
and ECM pin E2-05.
After repairs are
SPN 651 FMI 5.

Figure 464 Fuel Injector 1 circuit diagram
Tools Required
• 500 Ohm Resistor ZTSE4497
Test 1
A. Key OFF
Figure 466 Voltage drop test (typical)

1. Breakout harness 3. Terminal from ZTSE4435C 5. 500 Ohm Resistor Jumper
2. Circuit under test 4. Jumper wire Harness ZTSE4497
Test 2
A. Key OFF
D. Using Engine Terminal Test Kit ZTSE4435C, insert proper terminal into ECM pin E2-05.
E. Connect one end of the 500 Ohm Resistor Jumper Harness ZTSE4497 to terminal in E2-05, and
connect the other end of 500 Ohm Resistor Jumper Harness to PWR (use a jumper wire if needed).
F. Connect INJ1 H ring terminal to a known good GND (use a jumper wire if needed)
Fault Overview
Lamp Reaction
Associated Faults
None
Fault Facts
None

Continuous
Possible Causes


terminals will not
contact the engine
retest for SPN 652
FMI 4.


for SPN 652 FMI 4.

connector housing.
for SPN 652 FMI 4.

for SPN 652 FMI 4.

for SPN 652 FMI 4.

Box pins E2-06 and E2-11 (wiggle test may be required).
and INJ2 L circuit.
After repairs are
SPN 652 FMI 4.
Step 7 Check INJ 2H circuit for short to GND. Decision

Perform Test 5 (page 1378). Using a DMM measure resistance between Breakout Yes: Repair short
Box pin E2-06 and known good GND (wiggle test may be required). to GND between
E2-11 and fuel injector
2. After repairs are
SPN 652 FMI 4.
GND between E2-06
After repairs are
SPN 652 FMI 4.

Figure 470 Fuel Injector 2 Circuit Diagram
Tools Required
Test 1
A. Key OFF
Test 2
A. Key OFF
Test 3
A. Key OFF
C. Disconnect ECM E2 connector.
Test 4
A. Key OFF.
disconnected.
D. Disconnect fuel injector 2 H and L terminals
Test 5
A. Key OFF.
disconnected.
Fault Overview
Fault code sets when Engine Control Module (ECM) detects a short to GND in fuel injector 2 circuit.
Lamp Reaction
Associated Faults
None
Fault Facts
None

Continuous
Possible Causes

Manual).
for SPN 652 FMI 5.


for SPN 652 FMI 5.

connector housing.
for SPN 652 FMI 5.
and ECM pin E2-06.
After repairs are
SPN 652 FMI 5.
or high resistance
and ECM pin E2-11.
After repairs are
SPN 652 FMI 5.

Tools Required
Test 1
A. Key OFF

Test 2
A. Key OFF
Fault Overview
Lamp Reaction
Associated Faults
None
Fault Facts
None

Continuous
Possible Causes


terminals will not
contact the engine
retest for SPN 653
FMI 4.


for SPN 653 FMI 4.

connector housing.
for SPN 653 FMI 4.

for SPN 653 FMI 4.

for SPN 653 FMI 4.

Box 00-00956-08 pins E2-04 and E2-13 (wiggle test may be required).
and INJ3 L circuit.
After repairs are
SPN 653 FMI 4.
Step 7 Check INJ 1 H circuit for short to GND. Decision

Perform Test 5 (page 1396). Using a DMM with fuel injector 3 disconnected, No: Repair short to
measure resistance between Breakout Box 00-00956-08 pin E2-04 and known GND between E2-13
good GND (wiggle test may be required). and fuel injector 3.
After repairs are
SPN 653 FMI 4.
GND between E2-04
After repairs are
SPN 653 FMI 4.

Tools Required
Test 1
A. Key OFF
Test 2
A. Key OFF
Test 3
A. Key OFF
Test 4
A. Key OFF.
disconnected.
Test 5
A. Key OFF.
disconnected.
Fault Overview
Lamp Reaction
Associated Faults
None
Fault Facts
None

Continuous
Possible Causes

Manual).
for SPN 653 FMI 5.


for SPN 653 FMI 5.

connector housing.
for SPN 653 FMI 5.
and ECM pin E2-13.
After repairs are
SPN 653 FMI 5.
or high resistance
and ECM pin E2-04.
After repairs are
SPN 653 FMI 5.

Tools Required
Test 1
A. Key OFF

Test 2
A. Key OFF
Fault Overview
Lamp Reaction
Associated Faults
None
Fault Facts
None

Continuous
Possible Causes


terminals will not
contact the engine
retest for SPN 654
FMI 4.


for SPN 654 FMI 4.

connector housing.
for SPN 654 FMI 4.

for SPN 654 FMI 4.

for SPN 654 FMI 4.

and INJ4 L circuit.
After repairs are
SPN 652 FMI 4.

Box 00-00956-08 pin E2-03 and known good GND (wiggle test may be required). to GND between
SPN 652 FMI 4.
GND between E2-03
After repairs are
SPN 652 FMI 4.

Tools Required
Test 1
A. Key OFF
Test 2
A. Key OFF
Test 3
A. Key OFF
Test 4
A. Key OFF.
disconnected.
Test 5
A. Key OFF.
disconnected.
Fault Overview
Lamp Reaction
Associated Faults
None
Fault Facts
None

Continuous
Possible Causes

Manual).
for SPN 654 FMI 5.


for SPN 654 FMI 5.

connector housing.
for SPN 654 FMI 5.
and ECM pin E2-14.
After repairs are
SPN 654 FMI 5.
or high resistance
and ECM pin E2-03.
After repairs are
SPN 654 FMI 5.

Tools Required
Test 1
A. Key OFF

Test 2
A. Key OFF
Fault Overview
Lamp Reaction
Associated Faults
None
Fault Facts
None

Continuous
Possible Causes


terminals will not
contact the engine
retest for SPN 655
FMI 4.


for SPN 655 FMI 4.

connector housing.
for SPN 655 FMI 4.

for SPN 655 FMI 4.

for SPN 655 FMI 4.

and INJ5 L circuit.
After repairs are
SPN 655 FMI 4.

SPN 655 FMI 4.
GND between E2-02
After repairs are
SPN 655 FMI 4.

Tools Required
Test 1
A. Key OFF
Test 2
A. Key OFF
Test 3
A. Key OFF
Test 4
A. Key OFF.
disconnected.
Test 5
A. Key OFF.
disconnected.
Fault Overview
Lamp Reaction
Associated Faults
None
Fault Facts
None

Continuous
Possible Causes

Manual).
for SPN 655 FMI 5.


for SPN 655 FMI 5.

connector housing.
for SPN 655 FMI 5.
and ECM pin E2-15.
After repairs are
SPN 655 FMI 5.
or high resistance
and ECM pin E2-02.
After repairs are
SPN 655 FMI 5.

Tools Required
Test 1
A. Key OFF

Test 2
A. Key OFF
Fault Overview
Lamp Reaction
Associated Faults
None
Fault Facts
None

Continuous
Possible Causes


terminals will not
contact the engine
retest for SPN 656
FMI 4.


for SPN 656 FMI 4.

connector housing.
for SPN 656 FMI 4.

for SPN 656 FMI 4.

for SPN 656 FMI 4.

and INJ6 L circuit.
After repairs are
SPN 656 FMI 4.
Step 7 Check INJ6 H circuit for short to GND. Decision

SPN 656 FMI 4.
GND between E2-01
After repairs are
SPN 656 FMI 4.

Tools Required
Test 1
A. Key OFF
Test 2
A. Key OFF
Test 3
A. Key OFF
Test 4
A. Key OFF.
disconnected.
Test 5
A. Key OFF.
disconnected.
Fault Overview
Lamp Reaction
Associated Faults
None
Fault Facts
None

Continuous
Possible Causes

Manual).
for SPN 656 FMI 5.


for SPN 656 FMI 5.

connector housing.
for SPN 656 FMI 5.
and ECM pin E2-16.
After repairs are
SPN 656 FMI 5.
or high resistance
and ECM pin E2-01.
After repairs are
SPN 656 FMI 5.

Tools Required
Test 1
A. Key OFF

Test 2
A. Key OFF
SPN 2797 FMI 11 - Injector Control Group 1 Short Circuit (INJ 1, 2, 3)
Fault Overview
Fault codes sets when Engine Control Module (ECM) detects a short in fuel injector 1, 2, or 3 circuits.
Lamp Reaction
Associated Faults
(INJ) (INJ) (INJ)

Continuous.
Fault Facts
None.
Possible Causes
• INJ1 H circuit short to PWR
• INJ1 H short to INJ1 L
• INJ1 L circuit short to PWR
• Fuel injector 1 wiring terminals shorted to engine brake housing


Step 2 Verify proper fuel injector wire terminal orientation. Decision

Remove upper valve cover and engine brake housing (see Engine Service Yes: Go to Step 3.
Manual). Verify fuel injector terminals are installed parallel so they do not
short to ground on the engine brake housings or other components.
Are fuel injector wire terminals oriented correctly and Not contacting the No: Adjust connections so fuel
engine brake housing? injectors wire terminals will
not contact the engine brake
housing. After repairs are
FMI 11.

B. Disconnect fuel injector 1 wiring terminals
C. Using a Digital Multimeter (DMM) measure resistance across fuel
injector 1 H and L terminals.
Is resistance between 0.2 to 0.8 Ohms? No: Replace fuel injector 1.

C. Using a DMM measure resistance across fuel injector 2 H and L
terminals.

C. Using a DMM measure resistance across fuel injector 3 H and L
terminals.
Step 6 Check fuel injector 1 H terminal for short to GND. Decision

C. Using a DMM measure resistance between fuel injector 1 H
terminal and GND.
Is resistance greater than 1000 ohms? No: Replace fuel injector 1.
Step 7 Check fuel injector 1 L terminal for short to GND. Decision

C. Using a DMM measure resistance between fuel injector 1 L
terminal and GND.

terminal and GND.

terminal and GND.

terminal and GND.

terminal and GND.
Step 12 Inspect connections at Engine Control Module (ECM) E2 Decision

connector.
C. Check ECM E2 and connector terminals for: damaged or pinched
Are ECM E2 connector, harness, and terminals clean and undamaged? No: Repair connector, harness,
SPN 2797 FMI 11.
Step 13 Check for INJ1 H short to INJ1 L. Decision

Breakout Box pins E2-05 and E2-12 (wiggle test may be required).
Is resistance greater than 1000 ohms? No: Repair INJ1 H short to INJ1
L. After repairs are complete,



Breakout Box pin E2-05 and known good GND (wiggle test may be
required).
fuel injector 1. After repairs are
FMI 11.
Step 17 Check INJ1 L circuit for short to GND. Decision

required).
FMI 11.

required).
FMI 11.

required).
FMI 11.

required).
FMI 11.

Perform Test 9 (page 1475). Using a DMM measure resistance between Yes: Go to step 22.
Breakout Box pin E2-13 and a known good GND (wiggle test may be
required).
FMI 11.
Step 22 Check INJ1 H circuit for short to PWR. Decision

Perform Test 10 (page 1476). Using a DMM measure voltage between Yes: Go to Step 23.
required).
FMI 11.
Step 23 Check INJ1 L circuit for short to PWR. Decision

required).
Is voltage less than 0.5 Volts? No: Repair short to PWR
FMI 11.

required).
FMI 11.

required).
FMI 11.

Perform Test 14 (page 1480). Using a DMM measure voltage between Yes: Repair short to PWR
Breakout Box pin E2-04 and known good GND (wiggle test may be between ECM pin E2-13 and
required). fuel injector 3. After repairs are
FMI 11.
FMI 11.

Pin-Point Test
Figure 533 Fuel Injector Circuit Diagram
Tools Required
Test 1
A. Key OFF.
B. Disconnect fuel injector 1 wiring terminals.
C. Connect Breakout Harness 00-01468-00 to 180-pin Breakout Box 00-00956-08.
D. Connect Breakout Harness 00-01468-00 to vehicle harness and leave ECM disconnected.
Test 2
A. Key OFF.
Test 3
A. Key OFF.
Test 4
A. Key OFF.
Test 5
A. Key OFF.
Test 6
A. Key OFF.
Test 7
A. Key OFF.
Test 8
A. Key OFF.
Test 9
A. Key OFF.
Test 10
A. Key OFF.
E. Key-On Engine-Off (KOEO).
Test 11
A. Key OFF.
E. KOEO.
Test 12
A. Key OFF.
E. KOEO.
Test 13
A. Key OFF.
E. KOEO.
Test 14
A. Key OFF.
E. KOEO.
SPN 2798 FMI 11 - Injector Control Group 2 Short Circuit (INJ 4, 5, 6)
Fault Overview
Fault codes sets Engine Control Module (ECM) detects a short in fuel injector 4, 5, or 6 circuit.
Lamp Reaction
Associated Faults
(INJ) (INJ) (INJ)
Fault Facts
None.

Continuous.
Possible Causes
• Fuel injector 4 shorted to engine brake housing


Step 2 Verify proper fuel injector wire terminal orientation. Decision

Remove upper valve cover and engine brake housing (see Engine Service Yes: Go to Step 3.
Manual). Verify fuel injector terminals are installed parallel so they do not
short to ground on the engine brake housings or other components.
Are fuel injector wire terminals oriented correctly and Not contacting the No: Adjust connections so fuel
engine brake housing? injectors wire terminals will
not contact the engine brake
housing. After repairs are
FMI 11.

C. Using Digital Multimeter (DMM) measure resistance across fuel
injector 4 H and L terminals.

C. Using DMM measure resistance across fuel injector 5 H and L
terminals.

C. Using DMM measure resistance across fuel injector 6 H and L
terminals.

C. Using DMM measure resistance between fuel injector 4 H terminal
and GND.

C. Using DMM measure resistance between fuel injector 4 L terminal
and GND.

and GND.

and GND.

and GND.

and GND.
Step 12 Inspect connections at Engine Control Module (ECM) E2 Decision

connector.
C. Check ECM E2 and connector terminals for: damaged or pinched
Are ECM E2 connector, harness, and terminals clean and undamaged? No: Repair connector, harness,
SPN 2798 FMI 11.

Perform Test 1 (page 1491). Using DMM measure resistance between Yes: Go to Step 14.



required).
FMI 11.

required).
FMI 11.

required).
FMI 11.

required).
FMI 11.

required).
FMI 11.

required).
FMI 11.

Perform Test 10 (page 1500). Using DMM measure voltage between Yes: Go to Step 23.
required).
FMI 11.

required).
FMI 11.

required).
FMI 11.

required).
FMI 11.

Perform Test 14 (page 1504). Using DMM measure voltage between Yes: Repair short to PWR
Breakout Box pin E2-01 and known good GND (wiggle test may be between ECM pin E2-16 and
required). fuel injector 6. After repairs are
FMI 11.
FMI 11.

Figure 548 Fuel Injector Circuit Diagram
Tools Required
Test 1
A. Key OFF.
Test 2
A. Key OFF.
Test 3
A. Key OFF.
Test 4
A. Key OFF.
Test 5
A. Key OFF.
Test 6
A. Key OFF.
Test 7
A. Key OFF.
Test 8
A. Key OFF.
Test 9
A. Key OFF.
Test 10
A. Key OFF.
E. KOEO.
Test 11
A. Key OFF.
E. KOEO.
Test 12
A. Key OFF.
E. KOEO.
Test 13
A. Key OFF.
E. KOEO.
Test 14
A. Key OFF.
E. KOEO.
J1939 Data Link Communications

Overview of J1939 Sensor Group
SPN FMI Actions

560 19 Transmission Driveline Engaged not detected on J1939 (page 1507)
609 19 ACM not detected on J1939 (page 1509)
639 14 J1939 Data Link Error (ECM unable to transmit) (page 1530)
639 19 J1939 Data Link Error (ECM unable to transmit or receive) (page 1535)
Overview
Public J1939 circuit provides a communication path between Engine Control Module (ECM), and other vehicle
Controller Area Network (CAN) nodes. Circuit contains two 120-ohm terminating resistors. One resistor will be
located inside cab, and one will be located outside cab. Wiring for Public J1939 circuit consists of a shielded
twisted pair wire where one wire is CAN-H, and other is CAN-L.
SPN 560 FMI 19 - Transmission Driveline Engaged Not Detected on J1939
Fault Overview
Fault code sets when Engine Control Module (ECM) can not detect transmission driveline engaged status on
J1939.
Lamp Reaction
No lamp reaction.
Associated Faults
None.
Fault Facts
None.

Continuous
Possible Causes
• Transmission Control Module (TCM) communication fault
• Body Controller communication fault
• Transmission driveline engaged switch or circuit fault
Step 1 Verify Transmission Control Module (TCM) is communicating. Decision

Using Electronic Service Tool (EST) with ServiceMaxx™ software, check Yes: Diagnose Transmission
that TCM is listed in Sniffer Section of ServiceMaxx™ Default Session. Driveline engaged switch or
circuit fault (see appropriate
Transmission/Truck Service
completed, retest for SPN 560
FMI 19.
Is TCM listed? No: Diagnose Transmission
PWR or J1939 CAN circuit
failures (see appropriate
Transmission/Truck Service
Manual) After Repairs are
completed, retest for SPN 560
FMI 19.

SPN 609 FMI 19 - ACM not detected on J1939
Fault Overview
Fault code sets when Engine Control Module (ECM) has detected a loss in communication with Aftertreatment
Control Module (ACM) over Controller Area Network (CAN).
Lamp Reaction
Associated Faults
None.
Fault Facts
None.

Continuous
Possible Causes
• Private CAN-H circuit Open or high resistance
• Private CAN-L circuit Open or high resistance
• Private CAN-H circuit short to GND
• Private CAN-L circuit short to GND
• Private CAN-H circuit short to CAN-L circuit
• Private CAN-H circuit short to PWR
• Private CAN-L circuit short to PWR
• ACM B+ Open or short to GND
• ACM SWBAT Open or short to GND
• ACM GND circuit Open or high resistance
Step 1 Inspect connections at Aftertreatment Control Module (ACM). Decision

B. Disconnect Aftertreatment Control Module (ACM) connector.
FMI 19.
Step 2 Check For battery voltage at ACM B+ circuits. Decision

C. Use DMM, measure voltage between Breakout Box 00-00956-08
Is voltage at both pins B+ ± 0.5 volts? No: Go to Step 11.
Step 3 Check for GND at ACM GND circuits. Decision

ACM pin J2-04 and B+.
C. Use DMM, measure voltage between Breakout Box 00-00956-08
ACM pin J2-06 and B+.
Is voltage at both pins B+ ± 0.5 volts? No: Go to Step 15.
Step 4 Check ACM SWBAT circuit for Open or short to GND. Decision
Box 00-00956-08 pin J2-41 and known good GND.
GND between ACM pin J2-41
and ignition relay PWR (see
Electrical Circuit Diagrams
Manual). Perform SCR Faults
FMI 19.

and Engine Control Module
(ECM) pin E1-09. Perform
for SPN 609 FMI 19.

and ECM pin E1-33. Perform
for SPN 609 FMI 19.

for SPN 609 FMI 19.

Box 00-00956-08 pin J2-15 and known good ground.
for SPN 609 FMI 19.
are present.
WARNING: To prevent personal injury or death, disconnect main battery negative terminal before
disconnecting or connecting electrical components. Always connect ground cable last.
CAUTION: To prevent possible damage to vehicle, before performing any resistance checks on data link circuit,
turn ignitions switch to OFF and disconnect vehicle batteries.
Step 9 Check CAN-H circuit for a short to CAN-L circuit. Decision

Breakout Box 00-00956-08 pin J2-14 and pin J2-15.
Is resistance 60 ± 5 ohms? No: Repair short between
CAN-H and CAN-L circuits.
FMI 19.
Step 10 Check CAN-H circuit for Open or high resistance. Decision

Perform Test 9 (page 1525). Use DMM, measure resistance between Yes: Open or high resistance
Breakout Box 00-00956-08 pin J2-14 and pin J1-07 (ECM pin E1-09). between ACM pin J2-15 and
for SPN 609 FMI 19.
Is resistance less than 5 ohms? No: Open or high resistance
for SPN 609 FMI 19.
Step 11 Inspect connections at 15-pin Underhood Power Distribution Decision

Module (PDM) connector.
B. Disconnect 15-pin Underhood PDM connector.
C. Check 15-pin Underhood PDM and connector terminals for:
damaged or pinched wires; moisture or corroded terminals; loose,
Are 15-pin Underhood PDM connector, harness, and terminals clean and No: Repair connector,
FMI 19.
Step 12 Check PWR circuit to PDM 15-pin connector for Open or high Decision
resistance.
Terminal Test Kit ZTSE4899 pin-4 and known good GND.
GND between Underhood
PDM 15-pin pin-4 and PWR
(see Electrical Circuit Diagram
Manual). Perform SCR Faults
FMI 19.

B. Disconnect 20-pin DEF harness interconnect connectors.
FMI 19.
Step 14 Check B+ circuit for Open or high resistance. Decision

pin-12/pin-13 and ACM
C. Use DMM, measure voltage between Breakout Harness 18-050-01 pins J2-03/J2-05. Perform
pin-13 and known good GND. SCR Faults Reset Request
for SPN 609 FMI 19.
Is voltage at both pins B+ ± 0.5 volts? No: Repair Open or high
pin-12/pin-13 and PDM 15-pin
pin-4. Perform SCR Faults
FMI 19.
Step 15 Inspect connections at Diesel Exhaust Fluid (DEF) harness Decision

PWR and GND connector.
B. Disconnect DEF harness PWR and GND connector.
C. Check DEF harness PWR and GND and connector terminals for:
Are DEF harness PWR and GND connector, harness, and terminals clean No: Repair connector,
FMI 19.
Step 16 Check for GND to DEF harness PWR and GND connector. Decision
Breakout Harness ZTSE4760A pin-2 and B+.
harness PWR and GND pin-2
and GND. See appropriate
vehicle Electrical Circuit
Diagrams. Perform SCR
Step 17 Check GND circuit for Open or high resistance. Decision

Perform Test 13 (page 1529). Use DMM, measure voltage between Yes: Repair Open or high
Breakout Box 00-00956-08 pin J2-04 and B+. resistance between DEF
and ACM pin J2-06. Perform
for SPN 609 FMI 19.
and ACM pin J2-04. Perform
for SPN 609 FMI 19.


Tools Required
• Breakout Harness 00-01462-00.
• Big Bore Terminal Test Kit ZTSE4899
Figure 563 Check for PWR to ACM
Figure 564 Check for PWR to ACM
Test 1
A. Key OFF.
B. Disconnect Aftertreatment Control Module (ACM) connector J2.
C. Connect Breakout Harness 18-537-01 between ACM and connector J2.
D. Connect 180-pin Breakout Box 00-00956-08 to Breakout Harness 18-537-01.
E. Key ON.
Figure 565 Check for GND to ACM
Figure 566 Check for GND to ACM
Test 2
A. Key OFF.
B. Disconnect ACM connector J2.
E. Key ON.
Figure 567 Check SWBAT Circuit for Open or Short to GND
Test 3
A. Key OFF.
E. Key ON.
Figure 568 Check CAN-H Circuit for Open or Short to GND
Test 4
A. Key OFF.
E. Key ON.
Figure 569 Check CAN-L Circuit for Open or Short to GND
Test 5
A. Key OFF.
E. Key ON.
Figure 570 Check CAN-H Circuit for Short to PWR
Test 6
A. Key OFF.
E. Key ON.
Figure 571 Check CAN-L Circuit for Short to PWR
Test 7
A. Key OFF.
E. Key ON.
Figure 572 Check for CAN-H Circuit Short to CAN-L Circuit
Test 8
A. Key OFF.
C. Connect Breakout Harness 18-537-01 to ACM connector J2 and leave ACM disconnected.
D. Disconnect Engine Control Module (ECM) connector E1.
E. Connect 180-pin Breakout Box 00-00956-08 to Breakout Harness 18-537-01.
Figure 573 Check CAN-H Circuit for Open or High Resistance
Test 9
A. Key OFF.
C. Disconnect ECM connector E1.
D. Connect Breakout Harness 18-537-01 between ACM and connector J2.
E. Connect Breakout Harness 00-01462-00 between ECM and connector E1.
F. Connect Breakout Harness 18-537-01 to 180-pin Breakout Box 00-00956-08 Z-connector and
Breakout Harness 00-01462-00 to Breakout Box 00-00956-08 X-connector.
G. Place ACM overlay on Breakout Box.
Figure 574 Check PWR Circuit to PDM 15-pin connector for Open or High Resistance
Test 10
A. Key OFF.
B. Disconnect 15-pin Power Distribution Module (PDM) connector.
C. Using Big Bore Terminal Test Kit ZTSE4899, insert proper terminal into 15-pin PDM pin-4
D. Key ON.
Figure 575 Check B+ Circuit for Open or High Resistance

1. Male Connector 2. Female Connector
Figure 578 DEF Harness PWR and GND Connector View

1. Female connector 2. Male connector
Figure 579 Check for GND to DEF Harness PWR and GND Connector
Test 12
A. Key OFF.
B. Disconnect DEF harness PWR and GND connector
C. Connect Breakout Harness ZTSE4760A to male side of DEF harness PWR and GND connector
and leave female side disconnected.
D. Key ON
Figure 580 Check GND Circuit for Open or High Resistance
Test 13
A. Key OFF.
E. Key ON.
SPN 639 FMI 14 - J1939 Data Link Error (ECM Unable to Transmit)
Fault Overview
Fault code sets when Engine Control Module (ECM) detects public J1939 Controller Area Network (CAN) bus
circuit impedance is greater than or equal to 0.5 ohms.
Lamp Reaction
Associated Faults
None
Fault Facts
None

Continuous
Possible Causes
• Public CAN-H or CAN-L circuit fault
• Failed terminating resistor(s)
• Failed PWR or GND circuit to ECM
Step 1 Determine if Engine Control Module (ECM) can communicate Decision

with Electronic Service Tool (EST).
Is ECM able to communicate with EST? No: Go to Step 3.

Using EST with ServiceMaxx™ software, check Diagnostic Trouble Codes Yes: Go to Step 3.
(DTC) list for SPN 639 FMI 14.
14.
Step 3 Check for failed PWR circuit to ECM. Decision

Harness 00-01467-00 pins C1-01, C1-03, C1-05, C1-17, C1-19, and
C2-01 and known good GND.
Is voltage at ALL PWR circuits B+ ± 0.5 volts? No: Repair failed PWR circuit
to ECM. After repairs are
FMI 14.
Step 4 Check for failed GND circuit to ECM. Decision

00-01467-00 pins C1-02, C1-04, C1-06, and C2-02 and B+.
Is voltage at ALL GND circuits B+ ± 0.5 volts? No: Repair failed GND circuit
FMI 14.
Step 5 Check CAN-H and CAN-L circuit voltage. Decision

00-01467-00 pin C1-34 and a known good GND, and C1-47 and
known good GND.
Is voltage 3 ± 1 volt on both circuits? No: Repair Open, short to
GND, or short to PWR on
CAN-H or CAN-L circuit. After
for SPN 639 FMI 14.
Step 6 Determine if CAN-H circuit is shorted to CAN-L circuit. Decision

pin CAN-H C1-34 to CAN-L C1-47.
CAN-H and CAN-L, or remove
extra terminating resistor that
has been added. After repairs
639 FMI 14.
Step 7 Check for failed terminating resistor. Decision

A. Perform Test 4 (page 1533). Yes: Repair Open circuit(s)
between ECM and other
modules on J1939 CAN bus.
Is resistance greater than 65 ohms? No: Repair failed terminating
resistor(s) or open between
ECM and terminating
resistors. After repairs
639 FMI 14.


Tools Required
Test 1
A. Key OFF.
B. Disconnect ECM C1 and C2 connectors.
D. Connect Breakout Harness 00-01467-00 to engine harness and leave ECM C1 and C2 connectors
disconnected.
E. Key ON.
Test 2
A. Key OFF.
disconnected.
E. Key ON.
Test 3
A. Key OFF.
B. Disconnect ECM C1 connector.
disconnected.
E. Key ON.
Figure 584 CAN-H and CAN-L Circuit Check
Test 4
A. Key OFF.
B. Disconnect Engine Control Module (ECM) C1 connector.
SPN 639 FMI 19 - J1939 Data Link Error (ECM unable to transmit or receive)
Fault Overview
Fault code sets when Engine Control Module (ECM) detects public J1939 Controller Area Network (CAN) bus
circuit impedance is less than or equal to 0.5 ohms.
Lamp Reaction
Associated Faults
None
Fault Facts
None

Continuous
Possible Causes
• Public CAN-H or CAN-L circuit fault
• Failed terminating resistor(s)
• Failed PWR or GND circuit to ECM
Step 1 Determine if Engine Control Module (ECM) can communicate Decision

with Electronic Service Tool (EST).
Was communication established with ECM using EST with ServiceMaxx™ No: Go to Step 3.
software?

Using EST with ServiceMaxx™ software, check Diagnostic Trouble Codes Yes: Go to Step 3.
19.
Step 3 Check for failed PWR circuit to ECM. Decision

Harness 00-01467-00 pins C1-01, C1-03, C1-05, C1-17, C1-19, and
C2-01 and known good GND.
Is voltage at ALL PWR circuits B+ ± 0.5 volts? No: Repair failed PWR circuit
FMI 19.
Step 4 Check for failed GND circuit to ECM. Decision

00-01467-00 pins C1-02, C1-04, C1-06, and C2-02 and B+.
Is voltage at ALL GND circuits B+ ± 0.5 volts? No: Repair failed GND circuit
FMI 19.
Step 5 Check CAN-H and CAN-L circuit voltage. Decision

00-01467-00 pin C1-34 and known good GND, and C1-47 and
known good GND.
Is voltage 3 ± 1 volt on both circuits? No: Repair Open, short to
GND, or short to PWR on
CAN-H or CAN-L circuit. After
for SPN 639 FMI 19.
Step 6 Determine if CAN-H circuit is shorted to CAN-L circuit. Decision

CAN-H and CAN-L, or remove
extra terminating resistor that
has been added. After repairs
639 FMI 19.
Step 7 Check for failed terminating resistor. Decision

A. Perform Test 4 (page 1538). Yes: Repair Open circuit(s)
between ECM and other
modules on J1939 CAN bus.
Is resistance greater than 65 ohms? No: Repair failed terminating
resistor(s) or open between
ECM and terminating
resistors. After repairs
639 FMI 19.


Tools Required
Test 1
A. Key OFF.
disconnected.
E. Key ON.
Test 2
A. Key OFF.
disconnected.
E. Key ON.
Test 3
A. Key OFF.
disconnected.
E. Key ON.
Figure 588 CAN-H and CAN-L Circuit Check
Test 4
A. Key OFF.
B. Disconnect Engine Control Module (ECM) C1 connector.
MIL (Malfunction Indicator Lamp) Sensor

Overview of MIL Sensor Group
SPN FMI Condition Possible Causes Actions

1213 3 MIL circuit short to PWR • MIL circuit short to Circuit Checks
PWR
1213 4 MIL circuit short to GND • MIL circuit shorted Circuit Checks
to GND
• Failed MIL
1213 5 MIL open load/circuit • MIL circuit OPEN Circuit Checks
• Failed MIL
Overview
The Malfunction Indicator Lamp (MIL) illuminates when the Heavy-Duty On-Board Diagnostics (HD-OBD) system
detects a malfunction related to the emissions control system. The illuminated MIL indicates the vehicle needs
to be serviced at the first convenient opportunity. Lamp may remain active after repair until system operation
confirms repair.
Tools Required
• 2010 MaxxForce 11 & 13 Harness Kit 00-01462-00
SPN 1213 FMI 3 - MIL Circuit Short to PWR
Fault Overview
Fault code sets when Engine Control Module (ECM) detects hard-wired Malfunction Indicator Lamp (MIL) is
shorted to PWR.
Lamp Reaction
Associated Faults
None
Fault Facts
None

Continuous
Possible Causes
• MIL circuit short to PWR

Step 2 Check Malfunction Indicator Lamp (MIL) operation. Decision

Monitor MIL status with: Yes: Repair short to PWR
• Key OFF and Engine Control Module (ECM) powered down.
and MIL. After repairs are
• Key ON and ECM powered up. complete, retest for SPN 1213
FMI 3.
Is MIL ON with key OFF, and OFF with key ON? No: Go to Step 3.
Step 3 Check MIL circuit for short to PWR. Decision

Perform Test 1 (page 1545). Use DMM to measure resistance between Yes: End diagnostics, retest
Breakout Box 00-00956-08 pin C1-57 and B+. for SPN 1213 FMI 3.
FMI 3.


Tools Required
Figure 589 MIL Circuit Check
Test 1
A. Key OFF
SPN 1213 FMI 4 - MIL Circuit Short to GND
Fault Overview
Fault code sets when Engine Control Module (ECM) detects hard-wired Malfunction Indicator Lamp (MIL) is
shorted to GND.
Lamp Reaction
Associated Faults
None
Fault Facts
None

Continuous
Possible Causes
• MIL circuit short to GND

Step 2 Check Malfunction Indicator Lamp (MIL) operation. Decision

Monitor MIL status with Key ON and Engine Control Module (ECM) powered Yes: Repair short to GND
up. between ECM pin C1-57
FMI 4.
Is MIL illuminated with key ON? No: Go to Step 3.
Step 3 Check MIL circuit for short to PWR. Decision

Breakout Box 00-00956-08 pin C1-57 and a known good GND. for SPN 1213 FMI 4.
FMI 4.


Tools Required
Test 1
A. Key OFF
SPN 1213 FMI 5 - MIL Open Load / Circuit
Fault Overview
Fault code sets when Engine Control Module (ECM) detects hard-wired Malfunction Indicator Lamp (MIL) circuit
is Open.
Lamp Reaction
Associated Faults
None
Fault Facts
None

Continuous
Possible Causes
• MIL circuit Open
• Failed MIL bulb
• B+ Open or short to GND to instrument cluster

Step 2 Check MIL circuit for Open. Decision

Perform Test 1 (page 1551). Use DMM to measure voltage from connector Yes: Go to Step 3.
423M pin-13 and a known good GND.
Is voltage within 3.7 ± 0.25 volts? No: Repair Open between
ECM pin C1-57 and connector
423M pin-13. After repairs
1213 FMI 5.
Step 3 Check for B+ to instrument cluster. Decision

Perform Test 2 (page 1551). Use DMM to measure voltage from connector Yes: Replace MIL bulb. After
423M pin-3 and a known good GND. repairs are complete, retest
for SPN 1213 FMI 5.
Is voltage within B+ ± 0.5 volts? No: Repair Open or short
to GND in B+ circuit to
instrument cluster. After
for SPN 1213 FMI 5.


See PayStar Electrical Circuit Diagrams with MaxxForce® 11/13, 15L, N13, or ISX15 Engines Manual
0000002441 for additional circuit information.
Tools Required
• Engine Terminal Test Kit ZTSE4435C
Test 1
A. Remove Left Side Cluster #2 from dashboard.
B. Key OFF.
C. Disconnect Left Side Cluster #2 connector 423M.
D. Using Engine Terminal Test Kit ZTSE4435C, insert proper terminal into connector 423M pin-13.
E. Key ON.
Figure 592 Power Supply Circuit Check
Test 2
A. Remove Left Side Cluster #2 from dashboard.
B. Key OFF.
C. Disconnect Left Side Cluster #2 connector 423M.
D. Using Engine Terminal Test Kit ZTSE4435C, insert proper terminal into connector 423M pin-3.
E. Key ON.
NOx (Nitrogen Oxides) IN Sensor Module

Overview of NOx IN Sensor Module Group
SPN FMI Condition

3216 2 NOx IN signal erratic, intermittent or incorrect(page 1554)
3216 4 NOx IN signal Out of Range LOW(page 1559)
3216 10 NOx IN signal abnormal rate of change(page 1561)
3216 13 NOxIN Out of Calibration(page 1563)
3216 19 NOxIN not detected on J1939(page 1565)
3216 20 NOxIN signal drifted HIGH(page 1573)
3216 21 NOx IN signal drifted LOW(page 1575)
3218 2 NOx IN power supply signal erratic, intermittent or incorrect(page 1577)
5024 10 NOx IN Sensor Heater abnormal rate of change(page 1583)
Overview
Nitrogen Oxides (NOx) IN sensor module is a smart device used to measure NOx emissions at intake of
aftertreatment system. NOx IN sensor module performs internal diagnostics and reports malfunctions back to
Aftertreatment Control Module (ACM) using J1939 data link. NOx IN sensor is permanently attached to NOx
control module. They are serviced as a single component and can not be replaced individually.
Figure 593 NOx IN Sensor Module Location (Engine Rear View, Typical)
1. Nitrogen Oxides (NOx) IN
module
2. NOx IN sensor

SPN 3216 FMI 2 - NOxIN signal erratic, intermittent or incorrect
Fault Overview
Fault code sets when Aftertreatment Control Module (ACM) loses J1939 data link communications with Nitrogen
Oxides (NOx) IN sensor module. Diesel exhaust Fluid (DEF) injection into aftertreatment system is disabled,
and engine torque will be severely reduced.
Lamp Reaction
Associated Faults
SPN 3216 FMI 19, 20,

and 21 (NOx IN)
Fault Facts
None

Continuous
Possible Causes
• Failed NOx IN sensor module

Step 2 Check Power Distribution Module (PDM) fuse(s) and relay(s). Decision
FMI 2.
Step 3 Inspect connections at Nitrogen Oxides (NOx) IN sensor module Decision

connector.
B. Disconnect NOx IN connector.
C. Check NOx IN connector and connector terminals for: damaged or
Are NOx IN connector, harness, and terminals clean and undamaged? No: Repair connector,
Step 4 Check for low battery voltage. Decision

Inspect battery connections and terminals. Yes: Go to Step 5.
Are connections tight and corrosion free, and is battery voltage at least No: Clean battery terminals,
10 volts? tighten loose connections, and
charge batteries as needed.
Step 5 Check voltage to NOx IN sensor module. Decision

Perform Test 1 (page 1557). Use Digital Multimeter (DMM), measure Yes: Replace NOx IN sensor
voltage between Breakout Harness 18-648-01 pin-1 and pin-4. module. After repairs are
FMI 2.

Harness 18-648-01 pin-1 and known good GND. resistance between NOx IN
connector pins J2-4 and J2-6.
to ground between NOx IN
sensor module connector
pin-1 and ACM connector pins
J2-3 and J2-5. After repairs
3216 FMI 2.


Tools Required
Figure 595 NOx IN Sensor Module Circuit Check
Test 1
A. Key OFF.
B. Disconnect Nitrogen Oxides (NOx) IN sensor module.
C. Connect Breakout Harness 18-648-01 between vehicle harness and NOx IN sensor module.
D. Key ON.
Test 2
A. Key OFF.
B. Disconnect Nitrogen Oxides (NOx) IN sensor module.
C. Connect Breakout Harness 18–648–01 between vehicle harness and NOx IN sensor module.
D. Key ON.
SPN 3216 FMI 4 - NOx IN signal Out of Range LOW
Fault Overview
Fault code sets when Aftertreatment Control Module (ACM) detects an internal circuit error is detected in Nitrogen
Oxides (NOx) IN sensor module. Diesel Exhaust Fluid (DEF) injection into aftertreatment system is disabled,
and engine torque is severely reduced.
Lamp Reaction
Associated Faults
• SPN 3216 FMI 19 (NOx • SPN 3218 FMI 2 (NOx

IN) IN)
Fault Facts
None

Road Test
Possible Causes

Request (page 2090), retest
for SPN 3216 FMI 4.
Step 2 Inspect Nitrogen Oxides (NOx) IN sensor module and Decision

connector.
A. Key OFF. Yes: Replace NOx IN sensor
B. Disconnect NOx IN sensor module.
C. Check NOx IN sensor module and connector terminals for: Reset Request (page 2090),
damaged or pinched wires; wet or corroded terminals; loose, bent, retest for SPN 3216 FMI 4.
Are NOx IN sensor module connector, harness, and terminals clean and No: Repair connector,
Request (page 2090), retest
for SPN 3216 FMI 4.

SPN 3216 FMI 10 - NOx IN Abnormal Rate of Change
Fault Overview
Fault code sets when Nitrogen Oxides (NOx) IN sensor module reading is invalid.
Lamp Reaction
Associated Faults
• SPN 3216 FMI 4 and 19 • SPN 3218 FMI 2 (NOx

(NOx IN) IN)
Fault Facts
None

Road Test
Possible Causes

Step 2 Inspect connections at Nitrogen Oxide (NOx) IN sensor Module Decision

B. Disconnect NOx IN connector.
C. Check NOx IN and connector terminals for: damaged or pinched FMI 10.
Are NOx IN connector, harness, and terminals clean and undamaged? No: Repair connector,

SPN 3216 FMI 13 - NOxIN Out of Calibration
Fault Overview
Fault code sets when Engine Control Module (ECM) detects Nitrogen Oxides (NOx) IN sensor module voltage
rating does not match engine's electrical system voltage.
Lamp Reaction
Associated Faults
None
Fault Facts
None

Continuous
Possible Causes
• Incorrect NOx IN sensor module installed

Step 2 Inspect Nitrogen Oxides (NOx) IN sensor module and connector. Decision
C. Check NOx IN sensor module and connector terminals for: 3216 FMI 13.

SPN 3216 FMI 19 - NOxIN not detected on J1939
Fault Overview
Fault code sets when Aftertreatment Control Module (ACM) loses J1939 data link communications with Nitrogen
Oxides (NOx) IN sensor module. Diesel exhaust Fluid (DEF) injection into aftertreatment system is disabled,
and engine torque will be severely reduced.
Lamp Reaction
Associated Faults
None
Fault Facts
circuit, or Switched Ignition Relay problem. The following components share power and ground circuits:
DOC/DPF temperature sensor module, SCR temperature sensor module, Ammonia Sensor Module, NOx IN
sensor module, NOx OUT sensor module, and DEFTLT sensor module.

Continuous
Possible Causes
• Failed Nitrogen Oxides (NOx) IN sensor module

Step 2 Inspect Nitrogen Oxides (NOx) IN sensor module and connector. Decision
C. Check NOx IN sensor module and connector terminals for:

Perform Test 1(page 1569). Use DMM, measure voltage between Breakout Yes: Go to Step 5.

Perform Test 2(page 1570). Use DMM, measure voltage between Breakout Yes: Repair Open or high
Harness 18-648-01 pin-1 and known good GND. resistance between NOx
IN sensor module pin-4
19.
relay pin-87. After repairs are
19.

GND between NOx IN sensor
module connector pin-3 and
(page 2090) and retest for
SPN 3216 FMI 19.

between NOx IN sensor
SPN 3216 FMI 19.

19.

between NOx IN sensor
SPN 3216 FMI 19.

Perform Test 5(page 1572). Use DMM, measure resistance between Yes: Replace NOx IN sensor
Breakout Harness 18-648-01 pin-2 and pin-3. module. After repairs are
19.
NOx IN sensor module
connector pin-2 and pin-3.

After performing diagnostic Steps, if SPN 3216 FMI 19 remains, verify if Step was completed correctly and
Figure 597 NOx IN Sensor Circuit Diagram
Tools Required
Figure 598 NOx IN Sensor Module Circuit Check
Test 1
A. Key OFF.
B. Connect Breakout Harness 18-648-01 to vehicle harness and leave Nitrogen Oxides (NOx) IN
sensor module disconnected.
C. Key ON.
Test 2
A. Key OFF.
B. Connect Breakout Harness 18-648-01 to engine harness and leave Nitrogen Oxides (NOx) IN
C. Key ON.
Test 3
A. Key OFF.
C. Key ON.
Test 4
A. Key OFF.
C. Key ON.
Figure 602 CAN-L and CAN-H Circuit Check
Test 5
A. Key OFF.
SPN 3216 FMI 20 - NOxIN signal drifted HIGH
Fault Overview
Fault code sets when Aftertreatment Control Module (ACM) determines signal from Nitrogen Oxides (NOx)
sensor is high compared to it's modeled value for conditions.
Lamp Reaction
Associated Faults
• SPN 3216 FMI 4 and 19 • SPN 3218 FMI 2 (NOx

(NOx IN) IN)
Fault Facts
None

Road Test
Possible Causes

Step 2 Inspect connections at Nitrogen Oxides (NOx) IN sensor module. Decision

C. Check NOx IN sensor module and connector terminals for: 3216 FMI 20.

SPN 3216 FMI 21 - NOx IN Signal Drifted LOW
Fault Overview
Fault code sets when Aftertreatment Control Module (ACM) determines signal from Nitrogen Oxides (NOx)
sensor when idle conditions are detected, compare NOx IN sensor to NOx IN model difference. Difference
should be greater than - 80 ppm.
Lamp Reaction
Associated Faults
• SPN 3216 FMI 4 and 19 • SPN 3218 FMI 2
Fault Facts
None

Road Test
Possible Causes

Step 2 Inspect connections at Nitrogen Oxides (NOx) IN sensor Decision

module.
C. Check NOx IN sensor module and connector terminals for: FMI 21.

SPN 3218 FMI 2 - NOx IN Power Supply Signal Erratic, Intermittent or Incorrect
Fault Overview
Fault code sets when Engine Control Module (ECM) detects power supply to Nitrogen Oxides (NO IN) sensor
is above or below a calibratable threshold.
Lamp Reaction
Associated Faults

(NOx IN)
Fault Facts
None

Road Test
Possible Causes
• Power Distribuition Module (PDM) loose fuse or relay
• Low battery voltage
• SWBAT circuit intermittent short to GND or Open

Is DTC list free of Associated Faults? No: Repair Associated Faults.
FMI 2.

C. Check NOx IN sensor module and connector terminals for: damaged
are present.
Step 4 Check for low battery voltage. Decision

A. Inspect battery connections and terminals. Yes: Go to Step 5.
B. Perform Test 1 (page 1580).
C. Use Digital Multimeter (DMM), measure voltage between battery
positive and negative terminals.
Are battery connections tight, corrosion free, and is battery voltage greater No: Clean battery terminals,
than 10.8 volts? tighten loose connections,
and charge batteries as
needed. After repairs are
3218 FMI 2.

Perform Test 2 (page 1581). Use DMM, measure voltage between Breakout Yes: Replace NOx IN sensor
Harness 18-648-01 pin-1 and pin-4. module. After repairs are
FMI 2.

IN sensor module pin-4
3218 FMI 2.
GND between NOx IN sensor
module pin-1 and Switched
Ignition Relay PWR. After
for SPN 3218 FMI 2.


Tools Required
Figure 603 Battery Voltage Check
Test 1
A. Key OFF.
Figure 604 NOx IN PWR Check
Test 2
A. Key OFF.
B. Connect Breakout Harness 18-648-01 to vehicle harness and leave Nitrogen Oxide (NOx) IN
C. Key ON
Test 3
A. Key OFF.
B. Connect Breakout Harness 18-648-01 to vehicle harness and leave Nitrogen Oxide (NOx) IN
C. Key ON
SPN 5024 FMI 10 - NOx IN Sensor Heater Abnormal Rate of Change
Fault Overview
Fault code sets when Aftertreatment Control Module (ACM) detects Nitrogen Oxides (NOx) IN sensor heater
was unable to maintain its normal operating temperature.
Lamp Reaction
Associated Faults
• SPN 3216 FMI 4 and 9 • SPN 3218 FMI 2 (NOx • SPN 4765 FMI 2, 3, and
(NOx IN) IN) 4 (DOCIT)
Fault Facts
If more than one of following sensor modules fail (or set a fault), suspect a common power circuit, ground circuit,
or switched ignition relay problem. Following components share power and ground circuits with NOx IN sensor
module: DOC/DPF temperature sensor module; NOx OUT sensor module; Ammonia (NH3) sensor module; NOx
IN sensor module; DEFTLT sensor module. Verify batteries are fully charged and connections are clean.

Continuous
Possible Causes


C. Check NOx IN sensor module and connector terminals for:

Is voltage B+ ± 0.5 volts? No: Replace NOx IN sensor
FMI 10.
Step 4 Check SWBAT circuit for Open or high resistance. Decision

Perform Test 2 (page 1585). Use a DMM, measure resistance between Yes: Repair Open or high
Breakout Harness 18-648-01 pin-1 and Breakout Harness ZTSE4908 pin-87. resistance between NOx IN
ground. After repairs are
5024 FMI 10.
resistance between NOx IN
switched ignition relay pin-87.


Tools Required
Figure 606 NOx IN Circuit Check
Test 1 Setup
A. Key OFF.
Test 2 Setup
A. Key OFF.
C. Connect Breakout Harness ZTSE4908 to switched ignition relay position in Power Distribution
Module (PDM) and leave switched ignition relay disconnected.
NOx (Nitrogen Oxides) OUT Sensor Module

Overview of NOx OUT Sensor Module Group
SPN FMI Actions

3226 2 NOx OUT signal erratic, intermittent or incorrect (page
1591)
3226 4 NOx OUT signal Out of Range LOW (page 1597)
3226 10 NOx OUT signal abnormal rate of change (page 1599)
3226 13 NOxOUT Out of Calibration (page 1604)
3226 19 NOxOUT not detected on J1939 (page 1606)
3226 20 NOxOUT signal drifted HIGH (page 1616)
3226 21 NOxOUT signal drifted LOW (page 1618)
3228 2 NOx OUT power supply signal erratic, intermittent or
incorrect (page 1620)
5031 10 NOx OUT Sensor Heater not reading correctly(page 1625)
Overview
Nitrogen Oxides (NOx) OUT sensor module is a smart device used to measure NOx emissions at outlet of
Selective Catalyst Reduction (SCR) Catalyst. NOx OUT sensor module performs internal diagnostics and
reports malfunctions back to Aftertreatment Control Module (ACM) using J1939 data link. NOx OUT sensor
is permanently attached to NOx control module. They are serviced as a single component and can not be
replaced individually.
Figure 608 NOx OUT Sensor Module Location

1. Nitrogen Oxides (NOx) OUT
Sensor Module
2. NOx OUT Sensor


1. Breakout Harness ZTSE4908 2. Relay socket
PDM, as shown. Reversed installation WILL result in incorrect measurements.
SPN 3226 FMI 2 - NOx OUT Signal Erratic, Intermittent or Incorrect
Fault Overview
Fault code sets when Aftertreatment Control Module (ACM) detects that Nitrogen Oxides (NOx) OUT sensor
module is not reading zero, or is not changing with engine conditions.
Lamp Reaction
Associated Faults
• SPN 3226 FMI 4, 10, • SPN 3228 FMI 2 (NOx • SPN 5031 FMI 10 (NOx
13, and 19 (NOx OUT) OUT) OUT)
Fault Facts
Verify batteries are fully charged and connections are clean before performing step-based diagnostics.

Road Test
Possible Causes
• GND Circuit Open or high resistance
• SWBAT Circuit Open or short to GND
• Failed NOx out sensor module

FMI 2.
Step 3 Inspect Nitrogen Oxides (NOx) OUT sensor module and Decision
connector.
B. Disconnect NOx OUT sensor module.
C. Check NOx OUT sensor and connector terminals for: damaged or
Are NOx OUT sensor module connector, harness, and terminals clean and No: Repair connector,
Step 4 Check voltage to NOx OUT sensor module. Decision

Perform Test 1(page 1594). Use DMM to measure voltage between Yes: Go to Step 6.

Perform Test 2(page 1595). Use DMM to measure voltage between Yes: Repair Open or high
Breakout Harness 18-649-01 pin-1 and known good GND. resistance between NOx OUT
pin J2-04 and J2-06. After
for SPN 3226 FMI 2.
to GND between NOx OUT
Switched ignition relay pin-87.
Step 6 Check DEF decomposition tube for crystallization. Decision

Remove DEF decomposition tube from SCR switchback (See Aftertreatment Yes: Clean DEF
Service Manual). decomposition tube. After
for SPN 3226 FMI 2.
Is DEF decomposition tube crystallized? No: Replace NOx OUT
3226.

SPN 3226 FMI 2 Pin-Point Test
Figure 611 NOx OUT Sensor Circuit Diagram
Tools Required
Figure 612 NOx Out Sensor Module Circuit Check
Test 1
A. Key OFF.
B. Connect Breakout Harness 18-649-01 to vehicle harness and leave Nitrogen Oxides (NOx) OUT
C. Key ON.
Test 2
A. Key OFF.
C. Key ON.
SPN 3226 FMI 4 - NOx OUT Signal Out of Range LOW
Fault Overview
Fault code sets when Aftertreatment Control Module (ACM) detects an internal circuit error in Nitrogen Oxides
(NOx) OUT sensor module. Engine torque will be reduced if engine is operated for limited period of time with
fault code active. Engine torque will be severely reduced and vehicle speed will be limited after extended engine
operation with this fault code active.
Lamp Reaction
Associated Faults
SPN 3228 FMI 2 (NOx

OUT)
Fault Facts
None.

Road Test
Possible Causes
• Failed NOx OUT sensor module

for SPN 3226 FMI 4.
connector.
A. Key OFF. Yes: Replace NOx OUT
sensor module. Perform
C. Check NOx OUT sensor module and connector terminals for: (page 2090). After repairs are
damaged or pinched wires; wet or corroded terminals; loose, bent, complete, retest for SPN 3226
or broken pins; or broken connector housing. FMI 4.
for SPN 3226 FMI 4.

SPN 3226 FMI 10 - NOx OUT Abnormal Rate of Change
Fault Overview
Fault code sets when Aftertreatment Control Module (ACM) detects that Nitrogen Oxides (NOx) OUT sensor
module signal is invalid.
Lamp Reaction
Associated Faults
None

Continuous
Possible Causes
• Damaged NOx OUT connections
• Incorrect Voltage Supplied to NOx OUT Sensor module
• Open GND connection to NOx OUT Sensor module
• Private J1939 CAN communication failure
• Failed NOx OUT Sensor module

connector.
C. Check NOx OUT sensor module and connector terminals for:
Step 3 Check SWBAT circuit to NOx OUT sensor module. Decision

Perform Test 1 (page 1602). Use DMM to measure voltage between Yes: Go to Step 4
breakout harness 18-649-01 pin 1 and a known good GND.
ground between NOx OUT
Switched ignition relay pin-87.
Step 4 Check GND circuit to NOx OUT sensor module. Decision

Perform Test 2 (page 1602). Use DMM to measure voltage between Yes: Go to Step 5.
breakout harness 18-649-01 pin-4 and B+.
resistance between NOx OUT
pin J2-04 and J2-06. After
Step 5 Check terminating resistance of J1939 Private data link. Decision

Perform Test 3 (page 1603). Use DMM to measure resistance between Yes: Replace NOx Sensor
breakout harness 18-649-01 pin-2 and pin-3. Module. After repairs are
3226 FMI 10.
Is resistance between 54 Ω and 66 Ω? No: Repair Open, short, or
missing terminating resistor
in J1939 Private Data link.
3226 FMI 10.

SPN 3226 FMI 10 Pin-Point Test
Tools Required
Test 1
A. Key OFF.
C. Key ON.
Test 2
A. Key OFF.
C. Key ON.
Figure 615 J1939 Circuit Check
Test 3
A. Key OFF.
SPN 3226 FMI 13- NOxOUT Out of Calibration
Fault Overview
Fault code sets when Aftertreatment Control Module (ACM) detects Nitrogen Oxides (NOx) OUT sensor module
voltage rating does not match engine's electrical system voltage.
Lamp Reaction
Associated Faults
None
Fault Facts
None

Continuous
Possible Causes
• Failed Nitrogen Oxides (NOx) OUT sensor module
• Incorrect NOx OUT sensor module installed

Is SPN 3226 FMI 13 active or pending? No: Repair active or pending
fault code(s). After repairs
3226 FMI 13.
connector.
A. Key OFF. Yes: NOx OUT sensor
C. Check NOx OUT sensor module and connector terminals for: 3226 FMI 13.

SPN 3226 FMI 19 - NOxOUT not detected on J1939
Fault Overview
Fault code sets when Engine Control Module (ECM) loses J1939 data link communications with Nitrogen Oxides
(NOx) OUT sensor module. Diesel exhaust Fluid (DEF) injection into aftertreatment system is disabled, and
engine torque will be severely reduced.
Lamp Reaction
Associated Faults
None
Fault Facts
circuit, or Switched Ignition Relay problem. Following components share power and ground circuits: DOC/DPF
temperature sensor module, SCR temperature sensor module, Ammonia Sensor Module, NOx OUT sensor
module, NOx IN sensor module, and DEFTLT sensor module.

Continuous
Possible Causes
• Failed Nitrogen Oxides (NOx) OUT sensor module

connector.
C. Check NOx OUT sensor module and connector terminals for:


Perform Test 2(page 1611). Use DMM, measure voltage between Breakout Yes: Repair Open or high
OUT sensor module pin-4
and ground. After repairs
3226 FMI 19.
relay pin-87. After repairs
3226 FMI 19.

3226 FMI 19.

between NOx OUT sensor

3226 FMI 19.

between NOx OUT sensor

Perform Test 5(page 1614). Use DMM, measure resistance between Yes: Replace NOx OUT
Breakout Harness 18-649-01 pin-2 and pin-3. sensor module. After repairs
3226 FMI 19.
NOx OUT sensor module
connector pin-2 and pin-3.

After performing diagnostic Steps, if SPN 3226 FMI 19 remains, verify if Step was completed correctly and
Tools Required
Figure 617 NOx OUT Sensor Module Circuit Check
Test 1
A. Key OFF.
C. Key ON.
Test 2
A. Key OFF.
B. Connect Breakout Harness 18-649-01 to engine harness and leave Nitrogen Oxides (NOx) OUT
C. Key ON.
Test 3
A. Key OFF.
C. Key ON.
Test 4
A. Key OFF.
C. Key ON.
Figure 621 CAN-L and CAN-H Circuit Check
Test 5
A. Key OFF.
SPN 3226 FMI 20 - NOxOUT signal drifted HIGH
Fault Overview
Fault code sets when Aftertreatment Control Module (ACM) determines signal from Nitrogen Oxides (NOx) OUT
sensor module is high during monitoring conditions, or is not changing with engine conditions.
Lamp Reaction
Associated Faults
None
Fault Facts
None

Road Test
Possible Causes

Is SPN 3226 FMI 20 active or pending? No: Repair other fault code(s).
Step 2 Inspect connections at Nitrogen Oxides (NOx) OUT sensor Decision

module.
B. Disconnect NOx OUT sensor module connector.

SPN 3226 FMI 21 - NOxOUT signal drifted LOW
Fault Overview
Fault code sets when Aftertreatment Control Module (ACM) detects reading from Nitrogen Oxides (NOx) OUT
sensor module is low during monitoring conditions, or is not changing with engine conditions.
Lamp Reaction
Associated Faults
None
Fault Facts
None

Road Test
Possible Causes

Is SPN 3226 FMI 21 active or pending? No: Repair active or pending
fault code(s). After repairs are
FMI 21.
Step 2 Inspect connections at Nitrogen Oxides (NOx) OUT sensor Decision

module.

SPN 3228 FMI 2 - NOx OUT Power Supply Signal Erratic, Intermittent or Incorrect
Fault Overview
Fault code sets when Engine Control Module (ECM) detects power supply to Nitrogen Oxides (NOx) OUT sensor
module is above or below a calibratable threshold.
Lamp Reaction
Associated Faults
None
Fault Facts
None.

Road Test
Possible Causes
• Incorrect NOx Out sensor module installed
• Failed NOx Out sensor module
Step 1 Check Power Distribution Module (PDM) connections. Decision

Check Power Distribution Module (PDM) fuse(s) and relay(s) for blown fuses; Yes: Go to Step 2.
loose, missing, or intermittent connections.
Are all fuses and relays securely attached and in good condition? No: Secure or replace
failed fuse(s) or
relay(s) to PDM
connector. After
retest for SPN 3228
FMI 2.
Step 2 Inspect connections at Nitrogen Oxides (NOx) OUT sensor module Decision
connector.
C. Check NOx OUT sensor module and connector terminals for: damaged
or pinched wires; moisture or corroded terminals; loose, bent, or broken
for SPN 3228 FMI 2.

Perform Test 1 (page 1623). Use Digital Multimeter (DMM) to measure voltage Yes: Go to Step 5.

Perform Test 2 (page 1624). Use DMM to measure voltage between Breakout Yes: Repair Open
Harness 18-649-01 pin-1 and known good GND. or high resistance
between NOx OUT
sensor module pin-4
and GND. After repairs
for SPN 3228 FMI 2.
Is voltage B+ ± 0.5 volts? No: Repair Open
or short to ground
between NOx OUT
sensor module
connector pin-1 and
Switched Ignition
Relay. After repairs
for SPN 3228 FMI 2.
Step 5 Check for correct NOx OUT sensor module part number. Decision
Check for incorrect NOx OUT sensor module installed. Yes: Replace NOx
OUT sensor module.
After repairs are
SPN 3228 FMI 2.
Is correct NOx OUT sensor module installed? No: Install correct
NOx OUT sensor
module. After repairs
for SPN 3228 FMI 2.

Tools Required
Test 1 Setup
A. Key OFF.
C. Key ON.
Test 2
A. Key OFF.
C. Key ON.
SPN 5031 FMI 10 - NOx OUT Sensor Heater Not Reading Correctly
Fault Overview
Fault code sets when Aftertreatment Control Module (ACM) detects Nitrogen Oxides (NOx) OUT sensor heater
was unable to maintain normal operating temperature.
Lamp Reaction
Associated Faults
• SPN 1761 FMI 19 • SPN 3216 FMI 19 (NOx • SPN 3226 FMI 19 (NOx • SPN 3228 FMI 2 (NOx
(DEFTL) IN) OUT) OUT)
• SPN 4360 FMI 19 • SPN 5742 FMI 3, 4, and • SPN 5743 FMI 3, 4, and
(SCRIT) 19 (DOC/DPF Temp) 19 (SCR Temp)
Fault Facts
circuit, or switched ignition relay problem. The following components share power and ground circuits with NOx
OUT sensor module: DOC/DPF temperature sensor module; NOx IN sensor module; Ammonia (NH3) sensor
module; NOx IN sensor module; DEFTLT sensor module. Verify batteries are fully charged and connections are
clean.

Road Test.
Possible Causes

Step 2 Inspect connections at Nitrogen Oxides (NOx) Out sensor Decision

module.
B. Disconnect NOx Out sensor module.
C. Check NOx Out sensor module and connector terminals for:
Are NOx Out sensor module connector, harness, and terminals clean and No: Repair connector,
Step 3 Check voltage to NOx Out sensor module. Decision

Perform Test 1 (page 1627). Use DMM, measure voltage between Breakout Yes: Replace NOx Out
Harness 18-649-01 pin-1 and pin-4. sensor module. After repairs
5031 FMI 10.
Step 4 Check for failed SWBAT or GND circuit. Decision

Perform Test 2 (page 1627). Use DMM to measure voltage between Yes: Repair Open or high
Breakout Harness 18-649-01 pin-1 and known good GND. resistance between NOx
and ground. After repairs
5031 FMI 10.
resistance between NOx
and switched ignition relay
5031 FMI 10.


Tools Required
Figure 624 NOx Out Circuit Check
Test 1
A. Key OFF.
B. Connect Breakout Harness 18-649-01 to vehicle harness and leave Nitrogen Oxides (NOx) Out
Test 2
A. Key OFF.
B. Connect Breakout Harness 18-649-01 to vehicle harness and leave NOx Out sensor module
disconnected.
C. Key ON.
O2S (Oxygen Sensor)

Overview of O2S Sensor Group
SPN FMI Actions

724 2 O2S Slow response detected fueling to non-fueling (page
1631)
724 3 O2S Circuit Fault: Open or short to PWR (page 1633)
724 4 O2S Circuit Fault: Short to GND (page 1639)
724 5 O2S Circuit Fault: Open circuit (page 1647)
724 20 O2S adaptation above maximum limit (page 1654)
724 21 O2S adaptation below minimum limit (page 1657)
3223 0 O2S heater temperature above maximum (page 1660)
3223 1 O2S heater temperature below minimum (page 1664)
3223 3 O2S heater short to PWR (page 1671)
3223 4 O2S heater short to GND (page 1677)
3223 5 O2S heater open load/circuit (page 1683)
3223 17 O2S heater temperature below minimum at low battery
PWR (page 1690)
Overview
Oxygen Sensor (O2S) is a wide-band oxygen sensor used to control engine fueling and provide input for Exhaust
Gas Recirculation (EGR) valve position. O2S is a six-wire sensor that provides a variable voltage signal to
Engine Control Module (ECM) to determine amount of oxygen entering exhaust system. A heating element is
used during initial engine warm-up to bring sensor up to a normal operating temperature of 1,436°F (780°C).
O2S heater element is only activated when engine coolant temperature reaches 104°F (40°C), and exhaust gas
temperature exceeds 212°F (100°C) for more than 30 seconds.
Oxygen sensor (O2S) heater element is designed to increase sensor temperature. O2S heater is supplied with
battery voltage from ECM PWR Out 1 through pin 4 of O2S connector. O2S heater is active when Engine Control
Module (ECM) supplies ground to O2S Heater CTL circuit through ECM connector 1 pin 46.
Figure 626 Oxygen Sensor Location

1. Oxygen Sensor (O2S)
engine surfaces.
Figure 627 O2 Sensor Parameters

SPN 724 FMI 2 - O2S Slow response detected fueling to non-fueling
Fault Overview
Fault code sets when Engine Control Module (ECM) detects slow response time in Oxygen Sensor (O2S) signal.
Lamp Reaction
Associated Faults
SPN 724 FMI 3, 4, and 5 SPN 731 (EWPS) SPN 1322 - 28 FMI 31
(O2S) (CYL Balance)
Fault Facts
None

Road Test
Possible Causes
• ECM calibration out of date
• O2S calibration needed
• Failed O2S
Step 1 Check for Associated Fault codes. Decision

Using Electronic Service Tool (EST) with ServiceMaxx™ software, check Diagnostic Yes: Go to step 2.
Is DTC list free of Associated Faults? No: Repair Associated
Faults codes. After
retest for SPN 724
FMI 2.
Step 2 Obtain vehicle health report and check for current Engine Control Decision
Module (ECM) calibration.
Perform Obtain Vehicle Health Report (page 2011). Yes: Go to step 3.
Is ECM calibration current? No: Update ECM
calibration. After
update is complete, go
to step 3.
Step 3 Check O2S adaptation value. Decision

Using EST with ServiceMaxx™ software, load parameter session. Find parameter Yes: Go to step 4.
ID 99162 : Lambda sensor adaptation value, and document value.
Is adaptation value > 0.045? No: End diagnostics, r
etest for SPN 724 FMI
2.
Step 4 Perform O2 Sensor Calibration and recheck O2S adaption value. Decision
Perform O2 Sensor Calibration (page 2042). After O2S calibration is complete, Yes: Replace O2S.
using EST with ServiceMaxx™ software, load parameter session. Find parameter Perform O2 Sensor
ID 99162 : Lambda sensor adaptation value, and document value. Calibration (page
for SPN 724 FMI 2 .
Is the adaptation value > 0.045? No: End diagnostics,
retest for SPN 724
FMI 2.

SPN 724 FMI 3 - O2S Circuit Fault: Open or short to PWR
Fault Overview
Fault code sets when Engine Control Module (ECM) detects O2S circuits are short to PWR.
Lamp Reaction
Associated Faults
None
Fault Facts
None

Road Test
Possible Causes
• PUMPCUR circuit short to PWR
• TRIMRES circuit short to PWR
• NVOLT circuit short to PWR
• VIRGND circuit short to PWR
• Failed O2S

Using Electronic Service Tool (EST) with ServiceMaxx™ software, check Diagnostic Yes: Got to step 2.
Trouble Code (DTC) list for SPN 724 FMI 3.
Is SPN 724 FMI 3 active or pending? No: Go to Intermittent
or Inactive Fault
Diagnostic Procedure
(page 2043).
Step 2 Inspect connections at Oxygen Sensor (O2S) connector. Decision

B. Disconnect O2S connector.
C. Check O2S and connector terminals for: damaged or pinched wires;
connector housing.
Are O2S connector, harness, and terminals clean and undamaged? No: Repair connector,
for SPN 724 FMI 3.
Step 3 Check PUMPCUR circuit for short to PWR. Decision

Perform Test 1 (page 1636). Use Digital Multimeter (DMM) to measure voltage Yes: Go to step 4.
between Breakout Harness ZTSE4735A pin-1 and known good GND.
Is voltage 2.9 ± 0.25 volts? No: Repair short to
PWR between O2S
pin-1 and ECM pin
C1-52. After repairs
for SPN 724 FMI 3.
Step 4 Check VIRGND circuit for short to PWR. Decision

Perform Test 2 (page 1636). Use DMM to measure voltage between Breakout Yes: Go to step 5.
Harness ZTSE4735A pin-2 and known good GND.
PWR between O2S
pin-2 and ECM pin
for SPN 724 FMI 3.
Step 5 Check TRIMRES circuit for short to PWR. Decision

PWR between O2S
pin-5 and ECM pin
for SPN 724 FMI 3.
Step 6 Check NVOLT circuit for short to PWR. Decision

Perform Test 4 (page 1637). Use DMM to measure voltage between Breakout Yes: Replace the
Harness ZTSE4735A pin-6 and known good GND. O2S. After repairs are
SPN 724 FMI 3.
Is voltage 3 ± 0.25 volts? No: Repair short to
PWR between O2S
pin-6 and ECM pin
for SPN 724 FMI 3.


Tools Required
Figure 628 PUMPCUR Circuit Check
Test 1
A. Key OFF.
B. Connect Breakout Harness ZTSE4735A to engine harness and leave Oxygen Sensor (O2S)
disconnected.
C. Key ON.
Figure 629 VIRGND Circuit Check

Test 2
A. Key OFF.
disconnected.
C. Key ON.
Figure 630 TRIMRES Circuit Check
Test 3
A. Key OFF.
disconnected.
C. Key ON.
Figure 631 NVOLT Circuit Check

Test 4
A. Key OFF.
disconnected.
C. Key ON.
SPN 724 FMI 4 - O2S Circuit Fault: Short to GND
Fault Overview
Fault code sets when Engine Control Module (ECM) detects O2S circuits are short to GND.
Lamp Reaction
Associated Faults
None
Fault Facts
None

Road Test
Possible Causes
• PUMPCUR circuit short to GND
• TRIMRES circuit short to GND
• NVOLT circuit short to GND
• VIRGND circuit short to GND
• Failed O2S

or Inactive Fault
(page 2043).

connector housing.
for SPN 724 FMI 4.
Step 3 Check PUMPCUR circuit for short to GND. Decision

Perform Test 1 (page 1643). Use Digital Multimeter (DMM) to measure resistance Yes: Go to step 4.
GND between O2S
pin-1 and ECM pin
for SPN 724 FMI 4.
Step 4 Check VIRGND circuit for short to GND. Decision

GND between O2S
pin-2 and ECM pin
for SPN 724 FMI 4.
Step 5 Check TRIMRES circuit for short to GND. Decision

GND between O2S
pin-5 and ECM pin
for SPN 724 FMI 4.
Step 6 Check NVOLT circuit for short to GND. Decision

Perform Test 4 (page 1646). Use Digital Multimeter (DMM) to measure resistance Yes: Replace O2S.
between Breakout Harness ZTSE4735A pin-6 and known good GND. After repairs are
SPN 724 FMI 4.
GND between O2S
pin-6 and ECM pin
for SPN 724 FMI 4.


Tools Required
Test 1
A. Key OFF.
disconnected.
Test 2
A. Key OFF.
disconnected.
Test 3
A. Key OFF.
disconnected.
Test 4
A. Key OFF.
disconnected.
SPN 724 FMI 5 - O2S Circuit Fault: Open circuit
Fault Overview
Fault code sets when Engine Control Module (ECM) detects one or more O2S circuits are Open.
Lamp Reaction
Associated Faults
None
Fault Facts
None

Road Test
Possible Causes
• PUMPCUR circuit Open
• TRIMRES circuit Open
• NVOLT circuit Open
• VIRGND circuit Open
• Failed O2S

Using Electronic Service Tool (EST) with ServiceMaxx™ software, check Yes: Got to Step 2.

C. Check O2S and connector terminals for: damaged or pinched
Are O2S connector, harness, and terminals clean and undamaged? No: Repair connector, harness,
SPN 724 FMI 5.
Step 3 Check PUMPCUR circuit for Open. Decision

Perform Test 1 (page 1651). Use Digital Multimeter (DMM); measure Yes: Go to step 4.
voltage between Breakout Harness ZTSE4735A pin-1 and known good
GND.
O2S pin-1 and ECM pin C1-52.
Step 4 Check VIRGND circuit for Open. Decision

Perform Test 2 (page 1651). Use DMM; measure voltage between Yes: Go to step 5.
Step 5 Check TRIMRES circuit for Open. Decision

Perform Test 3 (page 1652). Use DMM; measure voltage between Breakout Yes: Go to step 6.
Step 6 Check NVOLT circuit for Open. Decision

Perform Test 4 (page 1653). Use DMM; measure voltage between Breakout Yes: Replace O2S. After
Harness ZTSE4735A pin-6 and known good GND. repairs are complete, retest for
SPN 724 FMI 5.


Tools Required
Test 1
A. Key OFF.
B. Disconnect Oxygen (O2S) Sensor.
C. Connect Breakout Harness ZTSE4735A to engine harness and leave O2S disconnected.
D. Key ON.
Test 2
A. Key OFF.
B. Disconnect O2S.
D. Key ON.

Test 3
A. Key OFF.
B. Disconnect O2S.
D. Key ON.
Test 4
A. Key OFF.
B. Disconnect O2S.
D. Key ON.
SPN 724 FMI 20 - O2S adaptation above maximum limit
Fault Overview
Fault code sets when learned Oxygen Sensor (O2S) adaptation value exceeds 1.1 correction factor.
Lamp Reaction
Associated Faults
SPN 724 FMI 3, 4, and 5

(O2S)
Fault Facts
None

Road Test.
Possible Causes
• Oxygen Sensor contamination
• Failed oxygen sensor
Step 1 Verify ECM has latest calibration. Decision

Check calibration scorecard on Service Portal. Yes: Go to step 2.
Is calibration current? No: Update
calibration. After
to step 2.
Step 2 Check Oxygen Sensor (O2S) sensor adaptation value. Decision

Perform O2 Sensor Calibration(page 2042) procedure. Yes: Go to step 3.
After O2 Sensor Calibration procedure is complete, check O2 sensor adaptation
value.
A. Using Electronic Service Tool (EST) with ServiceMaxx™ software, load the
parameter session.
B. Find parameter ID 99162 : Lambda sensor adaptation value, and document
the value.
Is the adaptation value greater than 0.045? No: Clear fault. After
retest for SPN 724
FMI 20.

Replace Oxygen Sensor (O2S), and then perform O2 Sensor Calibration(page Yes: Go to step 4.
2042) procedure.
After O2 Sensor Calibration procedure is complete, check O2 sensor adaptation
value.
A. Using Electronic Service Tool (EST) with ServiceMaxx™ software, load the
parameter session.
B. Find parameter ID 99162: Lambda sensor adaptation value, and document
the value.
retest for SPN 724
FMI 20.
Step 4 Reset relevant ECM parameters in ServiceMaxx™ software. Decision

Not all calibrations have all parameters available. Yes: Clear fault. After
Using EST, load the parameter session.
retest for SPN 724
• Set parameters 99520, 99530, and 99540 to 0. FMI 20.
• Set parameter 99550 to 780°C.
Were parameters programmed successfully? No: Verify steps
were performed in
proper sequence and
Notify supervisor if
fault remains.

SPN 724 FMI 21 - O2S adaptation below minimum limit
Fault Overview
Fault code sets when learned Oxygen Sensor (O2S) adaptation value is less than 0.95 correction factor.
Lamp Reaction
Associated Faults
• SPN 724 FMI 3, 4, and • SPN 5541 (TC1TOP)

5 (O2S)
Fault Facts
None

Road Test.
Possible Causes
• Air leak in EBPV system
• Failed oxygen sensor

Check calibration scorecard on Service Portal. Yes: Go to step 2.
Is calibration current? No: Update
calibration. After
to step 2.

for SPN 724 FMI 21.

Using Electronic Service Tool (EST) with ServiceMaxx™ software, load the Yes: Go to step 4.
parameter session. Find parameter ID 99162: Lambda sensor adaptation value,
and document the value.
retest for SPN 724
FMI 21.
Step 4 Check value of parameter 99162. Decision

A. Run Relative Compression Test(page 2067) to add oxygen to exhaust. Yes: Replace Oxygen
Sensor (O2S) and
B. Connect battery charger.
perform O2 Sensor
C. Run O2 Sensor Calibration(page 2042), without removing O2S sensor. Calibration(page
D. Check value of parameter 99162: Lambda sensor adaptation value.
are complete, go to
step 5.
Is adaptation value greater than 0.045? No: Clear fault. After
retest for SPN 724
FMI 21.
Step 5 Check value of parameter 99162 after O2S replacement. Decision

A. Connect battery charger. Yes: Verify steps
were performed in
B. Run O2 Sensor Calibration(page 2042), without removing O2S sensor.
proper sequence and
C. Check value of parameter 99162: Lambda sensor adaptation value completed correctly.
fault remains.
Is adaptation value greater than 0.045? No: Go to step 6.

Reset relevant ECM parameters in ServiceMaxx™ software. Yes: Clear fault. After
Not all calibrations have all parameters available.
retest for SPN 724
Using EST, load the parameter session. FMI 21.
• Set parameters 99520, 99530, and 99540 to 0.
• Set parameter 99550 to 780°C.
Were parameters programmed successfully? No: Verify steps
were performed in
proper sequence and
fault remains.

SPN 3223 FMI 0 - O2S Heater Temperature Above Maximum
Fault Overview
Fault code sets when Engine Control Module (ECM) detects Oxygen Sensor (O2S) temperature is greater than
1472°F (800°C).
Lamp Reaction
Associated Faults
None.
Fault Facts
None.

Road Test.
Possible Causes
• O2S circuit short to GND
• Failed O2S

A. Key OFF. Yes: Go to step 2
connector housing.
for SPN 3223 FMI 0.
Step 2 Check Heater control circuit for short to ground. Decision

Perform Test 1 (page 1662). With O2S heated above specification, use Digital Yes: Replace Oxygen
Multimeter (DMM) to measure resistance between Breakout Harness ZTSE4735A Sensor. After repairs
pin-3 and known good GND. are complete retest for
SPN 3223 FMI 0.
Is resistance greater than 1,000 ohms? No: Repair short to
ground between O2S
pin 3 and ECM pin
for SPN 3223 FMI 0.

Figure 640 O2S circuit diagram
Tools Required
Figure 641 O2S Heater Circuit Check
Test 1
A. Key OFF.
B. Connect Breakout Harness ZTSE4735A between vehicle harness and Oxygen Sensor (O2S),
leave O2S disconnected
E. Key-On Engine-Running (KOER), using EST with ServiceMaxx™ software, monitor O2S temperature
and run O2S temperature to greater than 1,382°F (750°C) (O2S heater inactive).
SPN 3223 FMI 1 - O2S Heater Temperature Below Minimum
Fault Overview
Fault code sets when Engine Control Module (ECM) detects Oxygen Sensor (O2S) heater temperature is below
minimum temperature.
Lamp Reaction
Associated Faults
• SPN 3223 FMI 3, 4, and • SPN 3597 FMI 4 (ECM)

5 (O2S Heater)
Fault Facts
None

Road Test
Possible Causes
• O2 Heater GND circuit Open or high resistance

for SPN 3223 FMI 1.

or Inactive Fault
(page 2043).

connector housing.
for SPN 3223 FMI 1.
NOTE: Verify charging system is charging at specified voltage.
Step 4 Check ECM PWR OUT 1 circuit for Open or high resistance. Decision
Perform Test 1 (page 1669). Using Digital Multimeter (DMM), measure voltage Yes: Go to step 5.
between Breakout Harness ZTSE4735A pin-4 and a known good GND.
or high resistance
between O2S pin-4
and ECM pin C1–33.
After repairs are
SPN 3223 FMI 1.
Step 5 Check O2 Heater GND circuit for Open or high resistance. Decision
Perform Test 2 (page 1670). Using Digital Multimeter (DMM), measure voltage Yes: Replace O2S.
between Breakout Harness ZTSE4735A pin-3 and a known good GND. After repairs are
SPN 3223 FMI 1.
Is voltage 4.8 volts ± 0.25 volts? No: Repair Open
or high resistance
between O2S pin-3
and ECM pin C1–46.
After repairs are
SPN 3223 FMI 1.


Tools Required
Test 1
A. Key OFF.
disconnected.
C. Key ON
Figure 643 O2 Heater GND Circuit Check
Test 2
A. Key OFF.
disconnected.
C. Key ON
SPN 3223 FMI 3 - O2S Heater Short to PWR
Fault Overview
Fault code sets when Engine Control Module (ECM) detects Oxygen Sensor (O2S) heater circuit current is
greater than 350 micro amps.
Lamp Reaction
Associated Faults
None
Fault Facts
None

Continuous
Possible Causes
• O2 Heater GND circuit short to PWR

or Inactive Fault
(page 2043).

connector housing.
for SPN 3223 FMI 3.
O2S pin-4 and ECM
pin C1–33. After
retest for SPN 3223
FMI 3.
Step 4 Check O2 Heater GND circuit for short to PWR. Decision

Perform Test 2 (page 1676). Using Digital Multimeter (DMM), measure voltage Yes: Replace O2S.
SPN 3223 FMI 3.
Is voltage 4.8 volts ± 0.25 volts? No: Repair short to
PWR between O2S
pin-3 and ECM pin
C1–46. After repairs
for SPN 3223 FMI 3.


Tools Required
Test 1
A. Key OFF.
disconnected.
C. Key ON
Test 2
A. Key OFF.
disconnected.
C. Key ON.
SPN 3223 FMI 4 - O2S Heater Short to GND
Fault Overview
Fault code sets when Engine Control Module (ECM) detects Oxygen Sensor (O2S) heater circuit current is less
than –350 micro amps.
Lamp Reaction
Associated Faults
• SPN 3597 FMI 4 (ECM)
Fault Facts

Continuous
Possible Causes
• O2 Heater GND circuit short to GND

for SPN 3223 FMI 4.

or Inactive Fault
(page 2043).

connector housing.
for SPN 3223 FMI 4.
O2S pin-4 and ECM
pin C1–33. After
retest for SPN 3223
FMI 4.
Step 5 Check O2 Heater GND circuit for short to GND. Decision

Perform Test 2 (page 1682). Using Digital Multimeter (DMM), measure resistance Yes: Replace O2S.
SPN 3223 FMI 4.
GND between O2S
pin-3 and ECM pin
C1–46. After repairs
for SPN 3223 FMI 4.


Tools Required
Test 1
A. Key OFF.
disconnected.
C. Key ON
Test 2
A. Key OFF.
disconnected.
SPN 3223 FMI 5 - O2S Heater Open Load / Circuit
Fault Overview
Fault code sets when Electronic Control Module (ECM) detects an Open circuit in the Oxygen Sensor (O2S)
heater.
Lamp Reaction
Associated Faults
• SPN 724 FMI 3, 4 (O2S) • SPN 3223 FMI 3, 4 • SPN 3597 FMI 4 (ECM
(O2S) PWR)
Fault Facts
None.

Continuous.
Possible Causes
• HTR CTL circuit short to GND
• HTR CTL circuit Open or high resistance
• Failed O2S

for SPN 3223 FMI 5.

A. Key OFF. Yes: Go to step 3
connector housing.
for SPN 3223 FMI 5.
Step 3 Inspect connections at Engine Control Module (ECM) C1 connector. Decision

C. Check ECM C1 and connector terminals for: damaged or pinched wires;
connector housing.
Are ECM C1 connector, harness, and terminals clean and undamaged? No: Repair connector,
for SPN 3223 FMI 5.
Step 4 Check for short to GND in the HTR CTL circuit. Decision
Perform Test 1 (page 1686). Using Digital Multimeter (DMM) measure voltage Yes: Go to step 4.
between ZTSE4735A pin-3 and pin-4.
Is voltage less than 5 volts? No: Repair short to
GND between O2S
pin-3 and ECM pin
for SPN 3223 FMI 5.
Step 5 Check for Open or high resistance in the HTR CTL circuit. Decision
Perform Test 2 (page 1687). Using a DMM measure resistance between Yes: Go to step 4.
ZTSE4735A pin-3 and ECM pin C1-46.
Is resistance less than 5 ohms? No: Repair Open
between O2S pin-3 and
ECM pin C1-46. After
retest for SPN 3223
FMI 5.
Step 6 Check for Open or high resistance in the ECM PWR OUT 1 circuit. Decision
Perform Test 3 (page 1688). using a DMM, measure resistance between Yes: Replace O2S.
ZTSE4735A pin-4 and ECM pin C1-33. After repairs are
SPN 3223 FMI 5.
Is resistance less than 5 ohms? No: Repair Open
between O2S pin-4
And ECM pin C1-33.
After repairs are
SPN 3223 FMI 5.

Figure 648 O2S circuit diagram
Tools Required
Figure 649 O2S Circuit Check
Test 1
A. Key OFF.
B. Connect Breakout Harness ZTSE4735A to vehicle harness, and leave Oxygen Sensor (O2S)
disconnected.
C. Key ON.
Test 2
A. Key OFF.
B. Connect Breakout Box 00-00956-08 to Breakout Harness 00-01462-00
C. Connect Breakout Harness 00-01462-00 to vehicle harness and leave Engine Control Module
(ECM) disconnected.
D. Connect Breakout Harness ZTSE4735A to vehicle harness, and leave O2 disconnected.
Test 3
A. Key OFF.
B. Connect Breakout Box 00-00956-08 to Breakout Harness 00-01462-00
C. Connect Breakout Harness 00-01462-00 to vehicle harness and leave Engine Control Module
(ECM) disconnected.
D. Connect Breakout Harness ZTSE4735A to vehicle harness, and leave O2S disconnected.
SPN 3223 FMI 17 - O2S heater temperature below minimum at low battery PWR
Fault Overview
Fault code sets when Engine Control Module (ECM) detects battery voltage drops below 10 volts when Oxygen
Sensor (O2S) heater is commanded ON.
Lamp Reaction
No Lamp
Associated Faults
• SPN 158 FMI 17 (ECM • SPN 724 (O2S) • SPN 3223 FMI 3, 4, and • SPN 3597 FMI 4 (ECM)
PWR) 5 (O2S Heater)
Fault Facts
This fault indicates that while O2S heater was active, battery voltage dropped below 10 volts. This fault may not
be active when it arrives in shop. Ensure starting and charging system is working properly.

Road Test
Possible Causes
• Battery or charging system failure
• ECM PWR OUT 1 circuit failure

are present.
Step 2 Inspect batteries, charging system, and connections. Decision

Are batteries, charging system, and connections in good condition, tight, not No: Repair or replace
corroded, and is battery voltage within specification? batteries and/or charging
system components. After
for 3223 FMI 17.
Step 3 Check charging system voltage. Decision

Start engine. Use DMM, measure voltage between B+ and GND at batteries. Yes: Go to Step 4.
Is voltage greater than 10 Volts? No: Repair charging system.

Step 5 Check ECM PWR OUT 1 circuit. Decision

Perform Test 1 (page 1693). Using DMM, measure voltage between Yes: Replace O2S. After
Breakout Harness ZTSE4735A pin-4 and known good GND. repairs are complete, retest
Is voltage greater than 10 volts? No: Repair ECM PWR OUT
1 circuit between O2S pin-4


Tools Required
Test 1
A. Key OFF.
B. Connect Breakout Harness ZTSE4735A between engine harness and Oxygen Sensor (O2S).
C. Key ON
RAPP (Remote Accelerator Pedal Position) Sensor

Overview of RAPP Sensor Group
SPN FMI Actions

974 3 Remote APP signal Out of Range HIGH (page 1695)
974 4 Remote APP signal Out of Range LOW (page 1701)
Overview
Remote Accelerator Pedal Position (RAPP) feature allows operator to set and maintain constant engine speed
from outside vehicle cab. This feature may also be know as Remote Engine Speed Control (RESC). Control
over engine speed is accomplished by using remote mounted switches to turn on RESC and select desired
engine speed.
SPN 974 FMI 3 - Remote APP Signal Out of Range HIGH
Fault Overview
Fault code sets when Engine Control Module (ECM) detects Remote Accelerator Pedal Position (RAPP) signal
is greater than expected.
Lamp Reaction
No Lamp.
Associated Faults
None.
Fault Facts
None.

Continuous.
Possible Causes
• RAPP circuit short to PWR
• Failed RAPP

Using Electronic Service Tool (EST) with ServiceMaxx™ software. Key ON, check Yes: Go to Step 2.
Is EST DTC list SPN 974 FMI 3 active or pending? No: Go to Intermittent
or Inactive Fault
(page 2043).
Step 2 Inspect connections at Body Builder connector 2. Decision

B. Disconnect Body Builder connector 2.
C. Check Body Builder connector 2 and connector terminals for: damaged
Are Body Builder connector 2 connector, harness, and terminals clean and No: Repair connector,
for SPN 974 FMI 3.
Step 3 Check for short to PWR in RAPP circuit. Decision

Perform Test 1 (page 1699). Using DMM, measure voltage from pin-A to GND. Yes: Go to step 4.
PWR between Engine
Control Module (ECM)
pin C1-13 and Body
Builder Connector 2
pin-A. After repairs are
SPN 974 FMI 3.

Perform Test 2 (page 1699). Monitor Remote Accelerator Pedal Position voltage Yes: Replace RAPP.
in ServiceMaxx™. After repairs are
SPN 974 FMI 3
Is Remote Accelerator Pedal Position approximately 0 volts? No: Repair Open
between ECM pin
C1-24 and Body
Builder Connector 2
pin-C. After repairs are
SPN 974 FMI 3.


Tools Required
• Breakout Harness ZTSE4435c
Figure 653 RAPP Circuit Check
Test 1
A. Key OFF.
C. Insert correct pin from Terminal Test Kit ZTSE4435C into Body Builder connector 2 pin-A.
D. Key ON.
Test 2
A. Key OFF.
D. Insert correct pin from Terminal Test Kit ZTSE4435C into Body Builder connector 2 pin-C.
E. Using Breakout Harness ZTSE4498, short Body Builder connector 2 pin-A to pin-C.
F. Connect Electronic Service Tool (EST) to vehicle Diagnostic Connector.
G. Key ON, log in to ServiceMaxx™ software.
SPN 974 FMI 4 - Remote APP Signal Out of Range LOW
Fault Overview
Fault code sets when Engine Control Module (ECM) detects Remote Accelerator Pedal Position (RAPP) signal
is less than expected.
Lamp Reaction
No Lamp.
Associated Faults
SPN 3512 (VREF 4)
Fault Facts
None.

Continuous.
Possible Causes
• RAPP circuit Open
• RAP circuit short to GND
• RAPP 5Vcircuit Open
• Failed RAPP

Using Electronic Service Tool (EST) with ServiceMaxx™ software, check for Yes: Go to Step 2.
associated faults (page 1701).
Is EST DTC list free of associated faults? No: Repair associated
faults. After repairs
for SPN 974 FMI 4.

Using EST with ServiceMaxx™ software. Key ON, check Diagnostic Trouble Codes Yes: Go to Step 3.
or Inactive Fault
(page 2043).
Step 3 Inspect connections at Body Builder connector 2. Decision

C. Check Body Builder connector 2 and connector terminals for: damaged
Are Body Builder connector 2 connector, harness, and terminals clean and No: Repair connector,
for SPN 974 FMI 4.
Step 4 Check for Open in RAPP 5 volt circuit. Decision

Perform Test 1 (page 1705). Using the DMM, measure voltage from pin-B to GND. Yes: Go to step 5.
Is voltage between 5 ± 0.5 volts? No: Repair Open
between Engine
pin C1-37 and Body
Builder Connector 2
pin-B. After repairs are
SPN 974 FMI 4.
Step 5 Check for failed RAPP. Decision

Perform Test 2 (page 1705). Monitor Remote Accelerator Pedal Position voltage Yes: Replace RAPP.
in ServiceMaxx™. After repairs are
SPN 974 FMI 4.
Is Remote Accelerator Pedal Position approximately 5 ± 0.5 volts? No: Go to step 6.
Step 6 Check for Open in RAPP circuit. Decision

Perform Test 3 (page 1707). Using EST with ServiceMaxx™ software. Key ON, Yes: Repair short to
check Diagnostic Trouble Codes (DTC) list for SPN 3512 (VREF 4). GND between Engine
pin C1-13 and Body
Builder Connector 2
SPN 974 FMI 4.
Is EST DTC list SPN 3512 active or pending? No: Repair Open
between Engine
pin C1-13 and Body
Builder Connector 2
SPN 974 FMI 4.


Tools Required
• Breakout Harness ZTSE4435c
Test 1
A. Key OFF.
C. Insert correct pin from Terminal Test Kit ZTSE4435C into Body Builder connector 2 pin-B.
D. Key ON.
Test 2
A. Key OFF.
D. Insert correct pin from Terminal Test Kit ZTSE4435C into Body Builder connector 2 pin-B.
E. Using Breakout Harness ZTSE4498, short Body Builder connector 2 pin-A to pin-B.
Test 3
A. Key OFF.
D. Insert correct pin from Terminal Test Kit ZTSE4435C into Body Builder connector 2 pin-B.
E. Using Breakout Harness ZTSE4498, short Body Builder connector 2 pin-A to pin-B.
SCR (Selective Catalyst Reduction) Sensor

Overview of SCR Sensor Group
SPN FMI Condition

1569 31 SCR tamper proof warning & protection system inducement severe(page 1710)
3826 18 DEF Reagent Consumption below set point(page 1712)
4331 18 Low NOx Conversion Detected(page 1715)
4364 18 Low NOx Conversion Detected(page 1717)
4792 10 Aftertreatment 1 SCR System abnormal rate of change(page 1720)
4792 14 SCR Temperature Module (Incorrect Part)(page 1723)
4792 31 Improper Reductant in DEF Tank(page 1725)
4794 31 SCR Catalyst System Missing (page 1727)
5246 15 SCR Tamper Proof Inducement Level 1 status(page 1729)
7424 3 DEF Lamp Short to PWR(page 1731)
7424 4 DEF Lamp Short to GND(page 1733)
7424 5 DEF Lamp Open Load / Circuit(page 1735)

1. Power Distribution Module 2. Diesel Exhaust Fluid (DEF) lines 4. DEF supply module
(PDM) 3. DEF tank bracket
SPN 1569 FMI 31 - SCR Tamperproof Warning and Protection System Inducement Severe
Fault Overview
Fault sets when any aftertreatment sensor or actuator is Open, disconnected, or bad Urea quality is detected for
at least one hour. After one hour (level 2) engine will be de-rated by 25%. After 4 hours (level 3 and 4) engine
will be de-rated by 40%, and Engine Control Module (ECM) will illuminate Red Stop Lamp (RSL) and turn on
warning buzzer. Five MPH Vehicle Speed Limit will be activated on Key OFF/ON event OR Fuel Refill OR when
idling for 60 minutes while Level 3 is active. Repeated Offense event (second instance of activating any SCR
fault) will also trigger this DTC (Level 3).
Lamp Reaction
This fault is a notification indication SCR Tamperproof Warning and Protection Inducement is in effect.
Associated Faults
Any aftertreatment open

circuit faults or UREA
quality faults
Fault Facts
This fault is a notification indicating SCR Tamperproof Warning and Protection Inducement is in effect. Check
for any associated aftertreatment circuit faults. Once condition that caused original circuit fault has been
repaired, SCR Faults Reset Request Procedure will need to be performed to reset SCR Tamperproof Warning
and Protection Inducement. If no associated faults are present, check repair history for recent previous repair
to aftertreatment system. If there was recent repair SCR Faults Reset Request Procedure may just need to
be performed.

Continuous
Possible Causes
• Programmable Parameter (PP) reset of "SCR Faults Reset Request" is needed to remove inducement
effects.

Using Electronic Service Tool (EST) with ServiceMaxx™ software, check Yes: Repair Associated
Diagnostic Trouble Code (DTC) list for Associated Faults(page 1710). Faults. After repairs are
complete, perform SCR
Procedure(page 2090).
Are Associated Faults active? No: Test drive vehicle and
retest for SPN 1569 FMI 31. If
fault does not return, perform

SPN 3826 FMI 18 - DEF Reagent Consumption below setpoint
Fault Overview
Fault code sets when Aftertreatment Control Module (ACM) detects a restriction in Diesel Exhaust Fluid (DEF)
lines, DEF Doser (DEFD), or in DEF Supply Module (DEFSM). Maximum adaptation limits reached for DEF
injection, and NOx conversion remains low.
Lamp Reaction
Associated Faults
• SPN 3216 (NOx IN) • SPN 3218 (NOx IN) • SPN 3226 (NOx OUT) • SPN 3228 (NOx OUT)
• SPN 4340 FMI 3 and 5 • SPN 4342 FMI 3 and 5 • SPN 4344 FMI 3 and 5 • SPN 5394 FMI 5 and 7
(DEFPLH) (DEFRLH) (DEFSLH) (DEFD)
• SPN 5745 (DEFSMH) • SPN 5746 (DEFSMH)

Road Test
Fault Facts
None
Possible Causes
• Failed or leaking Diesel Exhaust Fluid (DEF) line or line connection
• Restricted DEF Supply Module (DEFSM) filter
• Failed DEFSM
• Failed Diesel Exhaust Fluid Doser (DEFD)

(DEFSM), and DEF Doser (DEFD) lines and connections for
cracks and pitting; loose, leaking, or damaged connections; and
restrictions.
Are DEF tank, DEF supply module, and DEFD lines and connections in good No: Repair or replace failed
condition and not leaking? line or connection. After
Step 3 Check if DEF system can build pressure and is free of leaks. Decision
Did DEF system build pressure and have no external leaks? No: Repair leaking DEF
component(s). After repairs
3826 FMI 18.
Step 4 Check operation of DEF Dosing System. Decision

Perform DEF Doser Pump Override Test (page 2080). Yes: End diagnostics, retest
Was amount of collected DEF within specifications? No: Go to Step 5.
Step 5 Check DEFSM pressure line for restrictions. Decision

Disconnect both ends of pressure line and blow compressed air through Yes: Go to Step 6.
pressure line.
Does compressed air flow freely through pressure line? No: Clean or replace DEFSM
pressure line. After repairs
3826 FMI 18.
Step 5 Flush Diesel Exhaust Fluid Supply Module (DEFSM). Decision

Perform DEF Supply Module (DEFSM) Flush (page 2026) procedure. Yes: Replace Diesel Exhaust
Fluid Doser (DEFD). After
Was DEFSM Flush procedure successful? No: Replace DEFSM. After

SPN 4331 FMI 18 - DEF Actual Dosing Quantity below normal operating range - Moderately Severe Level
Fault Overview
Fault code sets when Aftertreatment Control Module (ACM) detects calculated actual DEF flow is less than
commanded.
Lamp Reaction
Associated Faults
• SPN 1761 (DEFTL) • SPN 3031 (DEFTLT) • SPN 3216 (NOx IN) • SPN 3218 (NOx IN)
• SPN 3226 (NOx OUT) • SPN 3226 (NOx OUT) • SPN 3361 FMI 2 • SPN 3362 FMI 31
(DEFSP) (DEFSP)
• SPN 3363 (DEFTHC) • SPN 3521 FMI 11 (SCR) • SPN 3826 FMI 18 • SPN 4337 (DEFSM)
(SCR)
• SPN 4340 (DEFPLH) • SPN 4342 (DEFRLH) • SPN 4344 (DEFSLH) • SPN 4364 FMI 18
(SCR)
• SPN 4376 (DEFSM) • SPN 4792 (SCR) • SPN 4794 FMI 31 • SPN 5394 FMI 2
(SCR) (DEFD)
• SPN 5491 (DEFLH • SPN 5745 (DEFSMH) • SPN 5746 (DEFSMH) • SPN 5798 (DEFSMH)
Relay)
Fault Facts
None

Road Test
Possible Causes
• DEF line or connection loose, leaking, or damaged
• DEF crystallization
• Failed Diesel Exhaust Fluid Doser Valve (DEFD)
• Failed DEF Supply Module (DEFSM)

(DEFSM), and DEF Doser (DEFD) lines and connections for:
cracks and pitting; and loose, leaking, or damaged connections.
Are DEF tank, DEFSM, and DEFD lines and connections in good condition No: Repair or replace failed
and not leaking? line or connection. Perform
4331 FMI 18.
Perform DEF Doser Pump Override Test . Yes: End Diagnostics. Retest
Was volume of DEF dosed within specification? No: Go to Step 4.
Perform DEF Supply Module Flush (page 2026). Yes: Replace failed
component, and then perform
4331 FMI 18.
Does procedure identify a failed component? No: Replace DEFSM filter,
and then perform SCR Faults

SPN 4364 FMI 18 - Low NOx Conversion Detected
Fault Overview
Fault code sets when Aftertreatment Control Module (ACM) detects Nitrogen Oxides (NOx) conversion efficiency
of Selective Catalyst Reduction (SCR) catalyst is less than expected. Engine torque will be reduced if fault is
Lamp Reaction
Associated Faults
• SPN 3361 FMI 2, 3, and • SPN 3362 FMI 31 • SPN 3363 FMI 3, 4, and • SPN 4334 FMI 2, 16
4 (DEFSP) (DEFSP) 7 (DEFTHV) and 18 (DEFLP)
• SPN 4340 FMI 3 and 5 • SPN 4342 FMI 3 and 5 • SPN 4344 FMI 3 and 5 • SPN 4360 FMI 2, 3, and
(DEFPLH) (DEFRLH) (DEFSLH) 4 (SCRIT)
• SPN 4363 FMI 2, 3, and • SPN 5394 FMI 5 and 7 • SPN 5743 (SCR • SPN 520668 (AFT
4 (SCROT) (DEFD) Temperature Sensor system)
Module)
• SPN 520669 (AFT
system)
Fault Facts
None

Road Test
Possible Causes
• Exhaust system leak(s) or damage
• Contaminated or degraded DEF
• Restricted decomposition reactor tube (DEF crystallization)
• Failed Selective Catalyst Reduction (SCR) catalyst

Step 2 Inspect exhaust system for leak(s) and damage. Decision

Is exhaust system free of leaks and damage? No: Repair exhaust system
leak(s) or damage. After
restrictions.
and not leaking? line or connection. After
Step 4 Check DEF quality. Decision

Perform DEF Quality (Refractometer and Contamination) Test (page 2383). Yes: Go to Step 5.
Is urea concentration between 30 to 34 percent and Not contaminated? No: Drain DEF tank, flush
with distilled water, and
4364 FMI 18.
Step 5 Verify correct Diesel Exhaust Fluid Doser (DEFD) operation. Decision
Perform DEF Doser Pump Override Test (page 2080). Yes: Go to Step 6.
Was amount of collected DEF within specifications? No: Replace DEFSM filter
and clean DEFSM using
18-200-01. Repeat Step 5. If
DEFD still does not operate
correctly, replace DEFD. After
Step 6 Check decomposition reactor tube for DEF crystallization. Decision

Perform Decomp Tube Inspection (page 2393). Yes: Remove and inspect
SCR catalyst (see Exhaust
and Aftertreatment System
with DPF and SCR Service
Manual). Replace SCR
catalyst if damage or
restrictions are found. After
Is decomposition reactor tube free of DEF crystallization? No: Remove DEF
crystallization from
decomposition reactor tube.

SPN 4792 FMI 10 - Aftertreatment 1 SCR System abnormal rate of change
Fault Overview
Fault code sets when Aftertreatment Control Module (ACM) detects conversion of Nitrogen Oxides (NOx) is too
low in aftertreatment system with maximum compensation commanded.
Lamp Reaction
Associated Faults
• SPN 3361 FMI 2, 3, and • SPN 3362 FMI 31 • SPN 3363 FMI 3, 4, and • SPN 4334 FMI 2, 16
4 (DEFSP) (DEFSP) 7 (DEFTHC) and 18 (DEFLP)
(DEFPLH) (DEFRLH) (DEFSLH) 4 (SCRIT)
• SPN 4363 FMI 2, 3, and • SPN 5394 FMI 5 and 7 • SPN 5743 (SCR
4 (SCROT) (DEFD) Temperature Sensor
Module)
Fault Facts
None

Road Test
Possible Causes
• Exhaust system leak(s) or damage
• Restricted decomposition reactor tube (DEF crystallization)
• Failed Selective Catalyst Reduction (SCR) catalyst

Step 2 Inspect exhaust system for leak(s) and damage. Decision

Is exhaust system free of leaks and damage? No: Repair exhaust system
leak(s) or damage. After
restrictions.
and not leaking? line or connection. After

Perform DEF Quality (Refractometer and contamination) Test (page 2383). Yes: Go to Step 5.
4792 FMI 10.
Step 5 Verify correct Diesel Exhaust Fluid Doser (DEFD) operation. Decision
Perform DEF Doser Pump Override Test (page 2080). Yes: Go to Step 6.
Was amount of collected DEF within specifications? No: Replace DEFSM filter
and clean DEFSM using
18-200-01. Repeat Step 5. If
DEFD still does not operate
correctly, replace DEFD. After
Step 6 Check decomposition reactor tube for DEF crystallization. Decision

Perform Decomp Tube Inspection (page 2393). Yes: Remove and inspect
SCR catalyst (see Exhaust
and Aftertreatment System
with DPF and SCR Service
Manual). Replace SCR
catalyst if damage or
restrictions are found. After
Is decomposition reactor tube free of DEF crystallization? No: Remove DEF
crystallization from
decomposition reactor tube.

SPN 4792 FMI 14 - SCR Temperature Module (Incorrect Part)
Fault Overview
Fault code sets when Aftertreatment Control Module (ACM) detects an internal circuit error in Selective Catalytic
Reduction (SCR) temperature sensor module, or wrong SCR temperature sensor module installed. Active and
parked regeneration of aftertreatment system is disabled, and Exhaust Gas Recirculation (EGR) valve is closed.
Lamp Reaction
Associated Faults
None
Fault Facts
None

Continuous
Possible Causes
• Failed SCR temperature sensor module

Using Electronic Service Tool (EST) with ServiceMaxx™ software. Key ON, Yes: Replace SCR
check Diagnostic Trouble Codes (DTC) list for SPN 4792 FMI 14. temperature sensor module.
Is EST DTC list SPN 4792 FMI 14 active or pending? No: End diagnostics, retest

SPN 4792 FMI 31 - Improper Reductant in DEF Tank
Fault Overview
Fault code sets when Aftertreatment Control Module (ACM) detects Nitrogen Oxides (NOx) reduction efficiency
is less than 0% after DEF tank has been refilled.
Lamp Reaction
Associated Faults
None
Fault Facts
None

Road Test
Possible Causes

Perform DEF Quality (Refractometer And Contamination) Test (page 2383). Yes: End diagnostics, retest
Is urea concentration between 30 to 34 percent and Not contaminated? No: Drain DEF tank, flush with
distilled water, and fill with
new and/or known good DEF.

SPN 4794 FMI 31 - SCR Catalyst System Missing
Fault Overview
Fault code sets when Aftertreatment Control Module (ACM) detects Nitrogen Oxides (NOx) conversion efficiency
of Selective Catalyst Reduction (SCR) catalyst is critically low. ACM compares NOx IN sensor value, to NOx
OUT sensor value. Engine torque will be reduced if fault is active for a limited period of time. Engine torque will
be severely reduced and vehicle speed limited if fault is active for an extended period of time.
Lamp Reaction
Associated Faults
• SPN 3226 (NOx OUT) • SPN 3228 (NOx OUT) • SPN 4360 FMI 2, 3, and • SPN 4363 FMI 2, 3, and
4 (SCRIT) 4 (SCROT)
Fault Facts
None

Road Test
Possible Causes
• Missing SCR Catalyst
• Contaminated, damaged, or cracked SCR Catalyst

Step 2 Check exhaust system for an installed Selective Catalyst Decision

Reduction (SCR) catalyst.
Is an SCR catalyst installed in exhaust system and free of damage? No: Install new or proper SCR
canister. After repairs are
FMI 31.

Perform DEF Quality (Refractometer and Contamination) Test (page 2383). Yes: Go to Step 4.
4794 FMI 31.
Step 4 Check DEF dosing system for proper operation. Decision

Do DEF Doser Pump Override Test . Yes: Replace SCR catalyst.
Was amount of DEF collected within specifications? No: Replace Diesel Exhaust
Fluid Doser (DEFD) Valve.
End Diagnostic Test

SPN 5246 FMI 15 - SCR Tamper Proof Inducement Level 1 Status
Fault Overview
Fault sets when any aftertreatment sensor or actuator is Open, disconnected, or bad Urea quality is detected for
at least one hour. After one hour (level 2) engine will be de-rated by 25%. After 4 hours (level 3 and 4) engine
will be de-rated by 40%, and Engine Control Module (ECM) will illuminate Red Stop Lamp (RSL) and turn on
warning buzzer. Five MPH Vehicle Speed Limit will be activated on Key OFF/ON event OR Fuel Refill OR when
idling for 60 minutes while Level 3 is active. Repeated Offense event (second instance of activating any SCR
fault) will also trigger this DTC (Level 3).
Lamp Reaction
This fault is a notification indication SCR Tamperproof Warning and Protection Inducement is in effect.
Associated Faults
Any aftertreatment open

circuit faults or UREA
quality faults
Fault Facts
This fault is a notification indicating SCR Tamperproof Warning and Protection Inducement is in effect. Check
for any associated aftertreatment circuit faults. Once condition that caused original circuit fault has been
repaired, SCR Faults Reset Request Procedure will need to be performed to reset SCR Tamperproof Warning
and Protection Inducement. If no associated faults are present, check repair history for recent previous repair
to aftertreatment system. If there was recent repair SCR Faults Reset Request Procedure may just need to
be performed.

Continuous
Possible Causes
• Programmable Parameter (PP) reset of "SCR Faults Reset Request" is needed to remove inducement
effects.

Using Electronic Service Tool (EST) with ServiceMaxx™ software, check Yes: Repair Associated
Diagnostic Trouble Code (DTC) list for Associated Faults(page 1710). Faults. After repairs are
complete, perform SCR
Are Associated Faults active? No: Test drive vehicle and
retest for SPN 5246 FMI 15. If
fault does not return, perform

SPN 7424 FMI 3 - DEF Lamp Short to PWR
Fault Overview
Fault code sets when Engine Control Module (ECM) detects hard-wired Diesel Exhaust Fluid Lamp (DEFL)
circuit is shorted to PWR.
Lamp Reaction
No Lamp
Associated Faults
None
Fault Facts
None

Continuous
Possible Causes
• DEFL circuit short to PWR

Step 2 Check Diesel Exhaust Fluid Lamp (DEFL) operation. Decision

Monitor DEFL status with: Yes: Repair short to PWR
• Key OFF and Engine Control Module (ECM) powered down.
and DEFL. After repairs are
• Key ON and ECM powered up. complete, retest for SPN 7424
FMI 3.
Is DEFL ON with key OFF, and OFF with key ON? No: Go to Step 3.
Step 3 Decision
Breakout Box 00-00956-08 pin C1-57 and B+. for SPN 7424 FMI 3.
FMI 3.

SPN 7424 FMI 4 - DEF Lamp Short to GND
Fault Overview
Lamp Reaction
Associated Faults
Fault Facts

Continuous
Possible Causes
•
Step Action Decision

Yes:
No:

SPN 7424 FMI 5 - DEF Lamp Open Load / Circuit
Fault Overview
Lamp Reaction
Associated Faults
Fault Facts

Continuous
Possible Causes
•

Yes:
No:

SCR Temperature Sensor Module

Overview of SCR Temperature Sensor Group
SPN FMI Actions

5743 3 SCR Temperature Sensor Module Out of Range HIGH (page 1739)
5743 4 SCR Temperature Sensor Module Out of Range LOW (page 1743)
5743 12 SCR Temperature sensor module internal error (page 1748)
5743 16 SCR Temperature Sensor Module above Maximum Temperature (page
1750)
5743 19 SCR Temperature sensor module not detected on J1939 (page 1752)
Overview
Selective Catalyst Reduction (SCR) temperature sensor module monitors signals from SCR Inlet Temperature
(SCRIT), and SCR Outlet Temperature (SCROT) sensors, and communicates to Aftertreatment Control Module
(ACM) over Controller Area Network (CAN). Engine torque will be reduced if engine is operated for a limited
period of time with this fault code active. Engine torque will be reduced and vehicle speed will be limited after
extended engine operation with these faults active.
Figure 659 SCR Temperature Sensor Module Location

1. Selective Catalyst Reduction
(SCR) temperature sensor
module
Figure 660 Battery Pack Wiring Diagram

SPN 5743 FMI 3 - SCR Temperature sensor module Out of Range HIGH
Fault Overview
Fault code sets when Aftertreatment Control Module (ACM) detects that Selective Catalyst Reduction (SCR)
temperature sensor module supply voltage is high.
Lamp Reaction
Associated Faults
None
Fault Facts
None

Continuous
Possible Causes
• SWBAT circuit Open
• Incorrect battery wiring (series instead of in parallel)
• Charging voltage excessive

Using Electronic Service Tool (EST) with ServiceMaxx™ software, Key ON, check Yes: Go to step 2.
Is EST DTC list SPN 5743 FMI 3 active or pending? No: Go to step 4.
Step 2 Inspect connections at Selective Catalyst Reduction (SCR) temperature Decision

sensor module connector.
B. Disconnect SCR temperature sensor module connector.
C. Check SCR temperature sensor module and connector terminals for:
damaged or pinched wires; moisture or corroded terminals; loose, bent, or
Are SCR temperature sensor module connector, harness, and terminals clean No: Repair connector,
and undamaged? harness, or terminal
for SPN 5743 FMI 3.
Step 3 Check SWBAT circuit for an Open. Decision

Perform Test 1 (page 1742). Use DMM to measure voltage between Breakout Yes: Replace SCR
Harness 18-648-01 pin-1 and pin-4. temperature sensor
for SPN 5743 FMI 3
Is voltage B+ ± 0.5 volts? No: Repair OPEN
between SCR
temperature sensor
module pin-4 and
Switched Ignition
Relay pin-87. After
retest for SPN 5743
FMI 3.
Step 4 Check for correct parallel battery pack wiring. 53798 Decision
Positive battery cable(s) should be connected from positive battery terminal to Yes: Repair
positive battery terminal. Negative battery cable(s) should be connected from overcharging in
negative battery terminal to negative battery terminal. charging system. After
retest for SPN 5743
FMI 3.
Is battery pack correctly assembled (wired in parallel and not in series)? No: Reassemble
battery pack. After
retest for SPN 5743
FMI 3.
End Diagnostic Test


Tools Required
Figure 661 SCR Temperature Sensor Module Circuit Check
Test 1
A. Key OFF.
B. Connect Breakout Harness 18-648-01 between vehicle harness and Selective Catalyst Reduction
(SCR) temperature sensor module.
C. Key ON
SPN 5743 FMI 4 - SCR Temperature sensor module Out of Range LOW
Fault Overview
Fault code sets when Aftertreatment Control Module (ACM) detects that Selective Catalyst Reduction (SCR)
temperature sensor module supply voltage is low.
Lamp Reaction
Associated Faults
None
Fault Facts

Continuous
Possible Causes

Using Electronic Service Tool (EST) with ServiceMaxx™ software, Key ON, check Yes: Go to step 2.
or Inactive Fault
(page 2043).

for SPN 5743 FMI 4.
Step 3 Check for failed SCR temperature sensor module. Decision

Perform Test 1 (page 1746).. Use DMM to measure voltage between Breakout Yes: Replace SCR
for SPN 5743 FMI 4.
Is voltage B+ ± 0.5 volts? No: Go to step 4.
Step 4 Check SWBAT circuit for Open or short to GND. Decision

Perform Test 2 (page 1747).. Use DMM to measure voltage between Breakout Yes: Repair Open
Harness 18-648-01 pin-4 and known good GND. or high resistance
between SCR
temperature sensor
module pin-1 and
GND. After repairs are
SPN 5743 FMI 4
or short to ground
between SCR
temperature sensor
module pin-4 and
Switched Ignition
Relay pin-87. After
retest for SPN 5743
FMI 4.
End Diagnostic Test


Tools Required
Figure 662 SCR Temperature Sensor Module Circuit Check
Test 1
A. Key OFF.
B. Connect Breakout Harness 18-648-01 between vehicle harness and leave Selective Catalyst
Reduction (SCR) temperature sensor module disconnected.
C. Key ON
Test 2
A. Key OFF.
B. Connect Breakout Harness 18-648-01 to vehicle harness and leave Selective Catalyst Reduction
(SCR) temperature sensor module disconnected.
C. Key ON
SPN 5743 FMI 12 - SCR Temperature sensor module internal error
Fault Overview
Fault code sets when Aftertreatment Control Module (ACM) detects the number of SCR temperature sensor
module power reset events within a 300 second window is ≥ 5 counts. Active and parked regeneration is
disabled. Exhaust Gas Recirculation (EGR) valve operation will be disabled.
Lamp Reaction
Associated Faults
None
Fault Facts

Continuous
Possible Causes

Is EST DTC list SPN 5743 FMI 12 active or pending? No: End of
diagnostics, retest


Using Electronic Service Tool (EST) with ServiceMaxx™ software. Yes: Replace SCR
temperature sensor
A. Key ON, clear codes.
B. Key OFF, wait for EST screens to clear. are complete, retest
for SPN 5743 FMI 12
C. Key ON, check Diagnostic Trouble Codes (DTC) list for SPN 5743 FMI 12.
Is EST DTC list SPN 5743 FMI 12 active or pending? No: End of
diagnostics, retest
End Diagnostic Test

SPN 5743 FMI 16 - SCR Temperature sensor module Above Maximum Temperature
Fault Overview
Fault code sets when the Aftertreatment Control Module (ACM) detects the Selective Catalyst Reduction (SCR)
temperature sensor module is greater than 302°F (150°C). Active and parked regeneration is disabled. Exhaust
Gas Recirculation (EGR) valve operation will be disabled.
Lamp Reaction
Associated Faults
• SPN 4360 FMI 0, 15, • SPN 4363 FMI 0, 15, 16

16 (SCRIT) (SCROT)
Fault Facts
This fault will go inactive after SCR temperature sensor module temperature drops below warning limit, and will
likely be inactive when vehicle is in shop. For this reason, these diagnostics must be used for both active and
inactive fault codes.
Inspect for overheated aftertreatment components, cracked exhaust system welds, leaking exhaust system

Continuous.
Possible Causes
• Missing, damaged, or restricted air flow across SCR temperature sensor module
• Damage or leaking exhaust system

Step 2 Inspect for damaged or missing Selective Catalyst Reduction (SCR) Decision
temperature sensor module heat shield.
Check for air flow restrictions around SCR temperature sensor module (mud, Yes: Go to step 3.
aftermarket shields, flaps, or brackets installed).
Is SCR temperature sensor module heat shield free of air restrictions and is not No: Remove air
missing or damaged? restriction, or replace
or repair SCR
temperature sensor
module heat shield.
After repairs are
SPN 5743 FMI 16.
Step 3 Inspect for a damaged exhaust system. Decision

Perform Exhaust and Aftertreatment System Inspection (page 2346). Yes: Replace SCR
temperature sensor
leaking or damaged
exhaust components.
Refer to Fault Facts.
After repairs are
SPN 5743 FMI 16.
End Diagnostic Test

SPN 5743 FMI 19 - EGTS Module (SCR) Not Detected on J1939
Fault Overview
Fault code sets when Aftertreatment Control Module (ACM) loses J1939 data link communications with Selective
Catalyst Reduction (SCR) temperature sensor module.
Lamp Reaction
Associated Faults
None
Fault Facts
circuit, or switched ignition relay problem. The following components share power and ground circuits: DOC
/ DPF temperature sensor module, SCR temperature sensor module, NH3 sensor module, NOx OUT sensor
module, NOx IN sensor module, and DEFTLT sensor module. Verify batteries are fully charged and connections
are clean before completing diagnostics.

Continuous
Possible Cause
• CAN-AH circuit Open or short to GND
• CAN-AL circuit Open or short to GND
• CAN-AH circuit short to power
• CAN-AL circuit short to power
• CAN-AH short to CAN-AL

damage. Perform
SCR Fault Reset
Request (page 2090).
After repairs are
SPN 5743 FMI 19.
Step 2 Check Aftertreatment Power Distribution Module (PDM) for damaged Decision
fuse(s) and/or relay(s).
Check Aftertreatment PDM fuse(s) and relay(s) for blown fuses; loose, missing, or Yes: Go to step 3.
Are all fuses and relays securely attached and in good condition? No: Secure or
replace failed
fuse(s) or relay(s)
to Aftertreatment
PDM. After repairs are
SPN 5743 FMI 19.
Step 3 Check voltage supply to SCR temperature sensor module. Decision

Is voltage B+ ± 0.5 volts? No: Go to step 4.

Perform Test 2 (page 1759). Use DMM to measure voltage between Breakout Yes: Repair Open
Harness 18-648-01 pin-4 and a known good ground. or high resistance
between SCR
temperature sensor
module pin-1 and
GND. Perform SCR
Fault Reset Request
(page 2090). After
retest for SPN 5743
FMI 19.
SCR temperature
sensor module pin-4
and switched ignition
relay pin-87. Perform
SCR Fault Reset
Request (page 2090).
After repairs are
SPN 5743 FMI 19.
Step 5 Check CAN-AH circuit for Open or short to GND. Decision

Harness 18-648-01 pin-3 and a known good ground.
Is voltage greater than 1 volt? No: Repair Open or
SCR temperature
sensor module pin-3
and ACM pin J2-14.
Perform SCR Fault
Reset Request (page
Step 6 Check CAN-AH circuit for short to PWR. Decision

Is voltage less than 4 volts? No: Repair short
to PWR between
SCR temperature
sensor module pin-3
and ACM pin J2-14.
Perform SCR Fault
Reset Request (page
Step 7 Check CAN-AL circuit for Open or short to GND. Decision

Is voltage greater than 1 volt? No: Repair Open or
SCR temperature
sensor module pin-2
and ACM pin J2-15.
Perform SCR Fault
Reset Request (page
Step 8 Check CAN-AL circuit for short to PWR. Decision

Is voltage less than 4 volts? No: Repair short
to PWR between
SCR temperature
sensor module pin-2
and ACM pin J2-15.
Perform SCR Fault
Reset Request (page
Step 9 Check CAN-AL circuit for short to CAN-AH. Decision

Perform Test 7 (page 1764). Use a DMM to measure resistance between Breakout Yes: Replace SCR
module. Perform SCR
Fault Reset Request
(page 2090). After
retest for SPN 5743
FMI 19.
between SCR
temperature sensor
module pin-2 and
pin-3. Perform SCR
Fault Reset Request
(page 2090). After
retest for SPN 5743
FMI 19.


Tools Required
Figure 664 SCR Temperature Sensor Module Supply Voltage Check
Test 1
A. Key OFF.
B. Connect Breakout Harness 18-648-01 to vehicle harness and leave Selective Catalyst Reduction
(SCR) temperature sensor module disconnected.
C. Key ON
Test 2
A. Key OFF.
B. Connect Breakout Harness 18-648-01 to vehicle harness and leave SCR temperature sensor
C. Key ON
Figure 666 CAN-AH Circuit Check
Test 3
A. Key OFF.
C. Key ON
Figure 667 CAN-AH Circuit Check
Test 4
A. Key OFF.
C. Key ON
Figure 668 CAN-AL Circuit Check
Test 5
A. Key OFF.
C. Key ON
Figure 669 CAN-AL Circuit Check
Test 6
A. Key OFF.
C. Key ON
Test 7
A. Key OFF.
SCRIT (Selective Catalyst Reduction Inlet Temperature) Sensor

Overview of SCRIT Sensor Group
SPN FMI Condition

4360 0 SCRIT above Critical Temperature(page 1766)
4360 2 SCRIT signal erratic, intermittent, or incorrect(page 1769)
4360 3 SCRIT signal Out of Range HIGH(page 1771)
4360 4 SCRIT signal Out of Range LOW(page 1773)
4360 15 SCRIT above Warning Temperature(page 1775)
4360 16 SCRIT above Maximum Temperature(page 1778)
Overview
Selective Catalyst Reduction Inlet Temperature (SCRIT) sensor measures exhaust temperature at inlet of SCR
catalyst. SCR temperature sensor module is a smart device that communicates with Aftertreatment Control
Module (ACM) via Controller Area Network (CAN). SCRIT sensor is part of SCR temperature sensor module,
and is not serviceable individually.

module
SPN 4360 FMI 0 - SCRIT above Critical Temperature
Fault Overview
Fault code sets when Aftertreatment Control Module (ACM) detects Selective Catalyst Reduction Inlet
Temperature (SCRIT) signal value is greater than 1202°F (650°C) when not in regeneration mode.
Lamp Reaction
Red Stop Lamp (RSL) will begin flashing immediately when this fault is detected.
Associated Faults
• SPN 731 FMI 16 and 18 • SPN 1322 - 1328 FMI • SPN 2197 and 2798 • SPN 3242 (DPFIT)
(EWPS) 31 (CYL Balance) FMI 11 (INJ)
• SPN 3246 (DPFOT) • SPN 4360 FMI 2, 3, and • SPN 4363 FMI 2, 3, and • SPN 4765 (DOCIT)
4 (SCRIT) 4 (SCROT)
• SPN 5743 FMI 3,
4, 12, and 19 (SCR
Temperature)
Fault Fact
go inactive after SCRIT drops below warning limit, and will likely be inactive when vehicle is in shop. For this
If more than one DOC, DPF and/or SCR temperature sensor over temperature fault code(s) are present, check
for unregistered fuel or oil in exhaust.

Road Test
Possible Causes
• Contaminated Diesel Exhaust Fluid (DEF)


Obtain a sample of DEF. Visually inspect for contamination, and use special Yes: Go to Step 3.
tool DEF Refractometer 5025 to test urea concentration of DEF fluid.
Is urea concentration between 30 and 34 percent and Not contaminated? No: Drain DEF tank, flush with
Step 3 Determine if engine performance problem is present. Decision

Check for engine misfire, rough idle, popping noise from intake, or low Yes: Go to 4.0 - Engine
power (slow acceleration) condition. Performance Problem
Is an engine performance problem present? No: Go to Step 4.
Step 4 Inspect turbocharger exhaust outlet for oil or fuel to Decision

aftertreatment system.
Remove exhaust plumbing from turbocharger outlet. Yes: Go to Step 5.
Was turbocharger exhaust outlet free of oil and fuel contamination? No: Repair engine oil or fuel
leak to exhaust. See 6.2 Oil
Leak to Exhaust , or See Fuel
to Exhaust (page 86). After
for SPN 4360 FMI 0.
(AFTFSO).
Perform AFT Fuel Shutoff Leak Test (page 2128). Yes: Go to Step 6.
for SPN 4360 FMI 0.

for SPN 4360 FMI 0.

FMI 0.
Step 8 Compare SCR Inlet, and SCR outlet temperatures. Decision

Is SCR inlet, and SCR outlet temperature sensors with in 77°F (43°C) of No: Replace SCR
for SPN 4360 FMI 0.

Idle engine and snap throttle to 100 percent. Perform this test multiple Yes: Replace SCR catalyst.
times, if necessary. After repairs are complete,
Is exhaust free of black smoke? No: Go to Step 10.
Step 10 Remove Diesel Oxidation Catalyst (DOC). Decision

Perform DOC Inspection (page 2389). Yes: Reinstall DOC
and perform a Parked
4360 FMI 0.
Is less than 50 percent of cells on intake face completely blocked by soot No: Clean or replace DOC.
and undamaged? Refer to Fault Facts. After
for SPN 4360 FMI 0.
End Diagnostic Testing

SPN 4360 FMI 2 - SCRIT signal erratic, intermittent or incorrect
Fault Overview
Fault code sets when Aftertreatment Control Module (ACM) has determined SCR Inlet Temperature (SCRIT)
sensor does not match engine operating conditions for more than 5 minutes. Diesel exhaust fluid (DEF) injection
into aftertreatment system is disabled, and engine torque will be reduced if engine is operated for an extended
period of time with this fault active.
Lamp Reaction
Associated Faults
(DPFOT) (SCRIT) (SCROT) 11 (DPF)
• SPN 5743 FMI 3, 4, 11,
and 16 (SCR)
Fault Facts
None

Continuous
Possible Causes

Diagnostic Trouble Code list for Associated Faults (page 1769).
Step 2 Inspect connections at Selective Catalyst Reduction (SCR) Decision

A. Key OFF. Yes: Replace SCR
B. Disconnect SCR temperature sensor module sensor.
C. Check SCR temperature sensor module sensor and connector retest for SPN 4360 FMI 2.
Are SCR temperature sensor module sensor connector, harness, and No: Repair connector,

SPN 4360 FMI 3 - SCRIT signal Out of Range HIGH
Fault Overview
Temperature (SCRIT) sensor circuit is shorted to battery or Open. Active and parked regeneration will be
disabled, and engine torque will be reduced if engine is operated for an extended period of time with this fault
active.
Lamp Reaction
Associated Faults
SPN 5743 (SCR

temperature sensor
module)
Fault Facts
None

Continuous
Possible Causes

for SPN 4360 FMI 3.

4360 FMI 3.

C. Check SCR temperature sensor module sensor and connector Request (page 2090). After
terminals for: damaged or pinched wires; wet or corroded terminals; repairs are complete, retest
loose, bent, or broken pins; or broken connector housing. for SPN 4360 FMI 3.
for SPN 4360 FMI 3.

SPN 4360 FMI 4 - SCRIT signal Out of Range LOW
Fault Overview
Fault code sets when Aftertreatment Control Module (ACM) detects aftertreatment Selective Catalyst Reduction
Inlet Temperature (SCRIT) sensor signal voltage is less than 1 volt. Active and parked regeneration will be
disabled and engine torque reduced if engine is operated for an extended period of time with this fault active.
Lamp Reaction
Associated Faults
SPN 5743 (SCR

temperature sensor
module)
Fault Facts
None

Continuous
Possible Causes

for SPN 4360 FMI 4.

4360 FMI 4.

for SPN 4360 FMI 4.

SPN 4360 FMI 15 - SCRIT above Warning Temperature
Fault Overview
Lamp Reaction
Associated Faults
4 (SCRIT) 4 (SCROT)
• SPN 5743 FMI 3,
4, 12, and 19 (SCR
Temperature)
Fault Facts
go inactive after SCRIT drops below maximum limit, and will likely be inactive when vehicle is in shop. For this

Road Test
Possible Causes




(AFTFSO).


FMI 15.

Is SCR inlet, and SCR outlet temperature sensors within 77°F (43°C) of No: Replace SCR


4360 FMI 15.

SPN 4360 FMI 16 - SCRIT above Maximum Temperature
Fault Overview
Lamp Reaction
Associated Faults
4 (SCRIT) 4 (SCROT)
• SPN 5743 FMI 3,
4, 12, and 19 (SCR
Temperature)
Fault Facts
go inactive after SCRIT drops below maximum limit, and will likely be inactive when vehicle is in shop. For this

Road Test
Possible Causes



Check for engine misfire, rough idle, popping noise from intake, or low Yes: Go to 4.0 – Engine

(AFTFSO).


FMI 16.

Is SCR inlet, and SCR outlet temperature sensors within 77°F (43°C) of No: Replace SCR


4360 FMI 16.

SCROT (Selective Catalyst Reduction Inlet Temperature) Sensor

Overview of SCROT Sensor Group
SPN FMI Condition

4363 0 SCROT above Critical Temperature(page 1782)
4363 2 SCROT signal erratic, intermittent or incorrect(page 1785)
4363 3 SCROT signal Out of Range HIGH(page 1787)
4363 4 SCROT signal Out of Range LOW(page 1789)
4363 15 SCROT above warning temperature(page 1791)
4363 16 SCROT above Maximum Temperature(page 1794)
Overview
Selective Catalyst Reduction Outlet Temperature (SCROT) measures exhaust temperature at outlet of SCR.
SCR temperature sensor module is a smart device that communicates with Aftertreatment Control Module (ACM)
via Controller Area Network (CAN). SCROT sensor is part of SCR temperature sensor module, and is not
serviceable individually.

module
SPN 4363 FMI 0 - SCROT Above Critical Temperature
Fault Overview
Fault code sets when Aftertreatment Control Module (ACM) detects Selective Catalyst Reduction Outlet
Temperature (SCROT) signal value is greater than 1202°F (650°C) when not in regeneration mode.
Lamp Reaction
Malfunction Indicator Lamp (MIL) and Amber Warning Lamp (AWL) will illuminate immediately and Red Stop
Lamp (RSL) will start flashing with short repetitive beeps when this fault is detected.
Associated Faults
• SPN 731 FMI 16 and 18 • SPN 1322-1328 FMI 31 • SPN 2197 and 2798 • SPN 3242 (DPFIT)
(EWPS) (CYL Balance) FMI 11 (INJ)
4 (SCRIT) 4 (SCROT)
• SPN 5743 FMI 3,
4, 12, and 19 (SCR
Temperature Sensor
Module Assembly)
Fault Facts
go inactive after SCROT drops below maximum limit, and will likely be inactive when vehicle is in shop. For this

Road Test
Possible Causes


Is urea concentration between 30 - 34 percent and Not contaminated? No: Drain DEF tank, flush with


for SPN 4363 FMI 0.
(AFTFSO).
for SPN 4363 FMI 0.

for SPN 4363 FMI 0.

FMI 0.

for SPN 4363 FMI 0.


4363 FMI 0.
for SPN 4363 FMI 0.

SPN 4363 FMI 2 - SCROT Signal Erratic, Intermittent or Incorrect
Fault Overview
Temperature (SCROT) sensor does not match engine operating conditions for more than 5 minutes. A default
value for SCROT is used and Diesel Exhaust Fluid (DEF) injection into aftertreatment system is disabled.
Lamp Reaction
Associated Faults
• SPN 4360 FMI 3 and 4 • SPN 4363 FMI 3 and 4 • SPN 5743 FMI 3, 4, 11,
(SCRIT) (SCROT) and 16 (SCR)
Fault Facts
None

Continuous
Possible Causes
• Failed SCR Temperature Sensor Module
Step 1 Check for associated fault codes Decision


C. Check SCR temperature sensor module sensor and connector retest for SPN 4363 FMI 2.

SPN 4363 FMI 3 - SCROT Signal Out of Range HIGH
Fault Overview
Temperature (SCROT) sensor circuit is shorted to battery or Open. Active and parked regeneration will be
disabled and engine torque reduced. Engine torque will be severely reduced and vehicle speed will be limited
Lamp Reaction
Associated Faults
SPN 5743 (SCR

temperature sensor
module)
Fault Facts
None

Continuous
Possible Causes

for SPN 4363 FMI 3.

Use EST with ServiceMaxx™ software. Key ON, check DTC list for SPN Yes: Go to Step 3.
4363 FMI 3.

for SPN 4363 FMI 3.

SPN 4363 FMI 4 - SCROT Signal Out of Range LOW
Fault Overview
Temperature (SCROT) sensor circuit is shorted to GND. Active and parked regeneration will be disabled and
engine torque reduced if engine is operated for an extended period of time with this fault active.
Lamp Reaction
Associated Faults
SPN 5743 (SCR

temperature sensor
module)
Fault Facts
None

Continuous
Possible Causes

for SPN 4363 FMI 4.

Use EST with ServiceMaxx™ software. Key ON, check DTC list for SPN Yes: Go to Step 3.
4363 FMI 4.

for SPN 4363 FMI 4.

SPN 4363 FMI 15 - SCROT above warning temperature
Fault Overview
Lamp Reaction
Associated Faults
4 (SCRIT) 4 (SCROT)
• SPN 5743 FMI 3,
4, 12, and 19 (SCR
Temperature Sensor
Module Assembly)
Fault Facts

Road Test
Possible Causes


Is urea concentration between 30 and 34 percent and Not contaminated? No: Drain DEF tank, flush
4363 FMI 15.


(AFTFSO).


FMI 15.



4363 FMI 15.

SPN 4363 FMI 16 - SCROT Above Maximum Temperature
Fault Overview
Lamp Reaction
Associated Faults
4 (SCRIT) 4 (SCROT)
• SPN 5743 FMI 3,
4, 12, and 19 (SCR
Temperature Sensor
Module Assembly)
Fault Facts

Road Test
Possible Causes




(AFTFSO).


FMI 16.



4363 FMI 16.

Service
Overview of Service Group
SPN FMI Condition

1378 31 Change Engine Oil Service Interval(page 1798)
SPN 1378 FMI 31 - Change Engine Oil Service Interval
Service Interval Messages Operation

Service interval messages are displayed on the instrument cluster message center and include engine oil and
fuel filter change reminders.
Change oil reminder can be programmed for kilometers, miles, hours or calculated fuel consumption. These
service interval limits may be adjusted at owner's discretion. Change engine oil message below odometer
illuminates after a preselected parameter is reached.
Lamp Reaction
None
Possible Causes
• Change oil and re-set interval counter
TC1TOP (Turbocharger 1 Turbine Outlet Pressure) Sensor

Overview of TC1TOP Sensor Group
SPN FMI Condition

5541 2 TC1TOP signal erratic, intermittent, or incorrect (page 1800)
5541 3 TC1TOP signal Out of Range HIGH (page 1807)
5541 4 TC1TOP signal Out of Range LOW (page 1811)
5542 15 TC1TOP Above Desired (page 1816)
5542 17 TC1TOP below desired (page 1819)
Overview
Figure 673 EBPV Actuator

1. Air Inlet Line to EBPV Actuator 2. EBPV Actuator Stop.
SPN 5541 FMI 2 - TC1TOP signal erratic, intermittent, or incorrect
Fault Overview
Fault code sets when Engine Control Module (ECM) detects difference between Turbocharger 1 Turbine Outlet
Pressure (TC1TOP) and Barometric (BARO) pressure is greater than or equal to 1.45 psi (10 kPa) after engine
has been shut down.
Lamp Reaction
Associated Faults
• SPN 108 (BARO) • SPN 3511 FMI 14 • SPN 5541 FMI 3 and 4
(VREF) (TC1TOP)
Fault Facts
None

Road Test
Possible Causes
• Plugged Turbocharger 1 Turbine Outlet Pressure (TC1TOP) sensor tube
• TC1TOP high resistance
• TC1TOP SIG GND high resistance
• Failed TC1TOP sensor

for SPN 5541 FMI 2.

Using EST with ServiceMaxx™ software. Key ON, check DTC list for SPN 5541 FMI 2. Yes: Go to Step 3.
Is EST DTC list SPN 5541 FMI 2 active or pending? No: Go to
Intermittent or
Inactive Fault
Diagnostic
Procedure (page
2043).
Step 3 Inspect connections at Turbocharger 1 Turbine Outlet Pressure Decision

(TC1TOP) connector.
B. Disconnect TC1TOP connector.
C. Check TC1TOP connector and connector terminals for: damaged or pinched
wires; wet or corroded terminals; loose, bent, or broken pins; or broken
connector housing.
Are TC1TOP connector, harness, and terminals clean and undamaged? No: Repair
connector, harness,
or terminal damage.
After repairs are
SPN 5541 FMI 2.
Step 4 Check TC1TOP circuit for high resistance. Decision

Perform Test 1 (page 1804). Using EST with ServiceMaxx™ software, perform Yes: Go to step 5.
Continuous Monitor Test (page 2063). Monitor TC1TOP voltage.
Is voltage 5.0 volts ± 0.25 volts? No: Repair high
resistance between
ECM pin E1-16
and TC1TOP pin-3.
After repairs are
SPN 5541 FMI 2.

Perform Test 2 (page 1805). Using EST with ServiceMaxx™ software, perform Yes: Go to step 6.
Continuous Monitor Test (page 2063). Monitor TC1TOP voltage.
Is voltage 0 ± 0.25 volts? No: Repair high
resistance between
ECM pin E1-20
and TC1TOP pin-1.
After repairs are
SPN 5541 FMI 2.
Step 6 Check for plugged Turbocharger 1 Turbine Outlet Pressure Decision

(TC1TOP) sensor tube.
Inspect sensor tube for blockage and ice build-up. Remove TC1TOP sensor tube from Yes: Replace
both TC1TOP sensor and turbocharger. Blow regulated compressed air through TC1TOP sensor.
sensor tube. After repairs are
SPN 5541 FMI 2.
Does air flow freely through sensor tube? No: Replace
TC1TOP sensor
tube. After repairs
for SPN 5541 FMI
2.


Tools Required
Figure 674 TC1TOP Circuit Check
Test 1
A. Key OFF.
B. Connect Breakout Harness ZTSE4850 to engine harness and leave TC1TOP disconnected.
C. Using Breakout Harness ZTSE4498 short Breakout Harness ZTSE4850 pin-2 to pin-3
Test 1
A. Key OFF.
SPN 5541 FMI 3 - TC1TOP signal Out of Range HIGH
Fault Overview
Fault code sets when Engine Control Module (ECM) detects difference Turbocharger 1 Turbine Outlet Pressure
(TC1TOP) signal voltage is greater than 4.95 volts.
Lamp Reaction
Malfunction Indicator Lamp (MIL) will illuminate immediately.
Associated Faults
None
Fault Facts
None

Continuous
Possible Causes
• TC1TOP circuit short to PWR

Intermittent or
Inactive Fault
Diagnostic
Procedure (page
2043).

(TC1TOP) connector.
connector housing.
connector, harness,
or terminal damage.
After repairs are
SPN 5541 FMI 3.
Step 3 Check for short to PWR on TC1TOP circuit. Decision

B. Disconnect TC1TOP sensor.
C. Connect Electronic Service Tool (EST) to vehicle Diagnostic Connector (page
2044).
E. Using EST with ServiceMaxx™ software, perform Continuous Monitor Test
(page 2063). Monitor TC1TOP voltage.
Is voltage 0 volts ± 0.5 volts? No: Repair short
to PWR between
ECM pin E1–16
and TC1TOP pin-3.
After repairs are
SPN 5541 FMI 3.

Perform Test 1 (page 1810). Use Digital Multimeter (DMM), measure voltage between Yes: Replace
Breakout Harness ZTSE4850 pin-1 and PWR. TC1TOP sensor.
After repairs are
SPN 5541 FMI 3.
between ECM
pin E1–20 and
TC1TOP pin-1.
After repairs are
SPN 5541 FMI 3.


Tools Required
Test 2
A. Key OFF.
C. Key ON.
SPN 5541 FMI 4 - TC1TOP signal Out of Range LOW
Fault Overview
Fault code sets when Engine Control Module (ECM) detects difference Turbocharger 1 Turbine Outlet Pressure
(TC1TOP) signal voltage is lower than 0.05 volts.
Lamp Reaction
Malfunction Indicator Lamp (MIL) will illuminate immediately.
Associated Faults
• SPN 3511 FMI 14

(VREF3)
Possible Causes
• TC1TOP circuit Open
• TC1TOP circuit short to GND
• VREF3 circuit Open
• VREF3 circuit short to GND

for SPN 5541 FMI 4.

Intermittent or
Inactive Fault
Diagnostic
Procedure (page
2043).
Step 3 Inspect connections at Turbocharger 1 Turbine Outlet Pressure (TC1TOP) Decision

connector.
connector housing.
connector, harness,
or terminal damage.
After repairs are
SPN 5541 FMI 4.

Perform Test 1 (page 1814). Use Digital Multimeter (DMM), measure voltage between Yes: Go to step 5.
Is voltage 5.0 volts ± 0.25 volts? No: Repair Open
or short to GND
between ECM pin
E1-89 and TC1TOP
for SPN 5541 FMI
4.
Step 5 Check for failed TC1TOP sensor. Decision

Perform Test 2 (page 1814). Using EST with ServiceMaxx™ software, perform Yes: Replace
Continuous Monitor Test (page 2063). Monitor TC1TOP voltage. TC1TOP sensor.
Is voltage 5.0 volts ± 0.25 volts? No: Go to step 6.
Step 6 Check TC1TOP circuit for Open or short to GND Decision

A. Key OFF. Yes: Repair short
to GND between
B. Connect Breakout Harness ZTSE4850 to engine harness and leave TC1TOP
ECM pin E1-16
disconnected.
and TC1TOP pin-3.
C. Using Breakout Harness ZTSE4498 short Breakout Harness ZTSE4850 pin-2 After repairs are
to pin-3 complete, retest for
SPN 5541 FMI 4.
F. Using EST with ServiceMaxx™ software, check DTC list for SPN 3511 FMI
14 (VREF 3).
Is SPN 3511 FMI 14 (VREF 3) active or pending? No: Repair Open
between ECM pin
E1-16 and TC1TOP
for SPN 5541 FMI
4.


Tools Required
Test 1
A. Key OFF.
C. Key ON.
Figure 678 TC1TOP Circuit Check
Test 2
A. Key OFF.
SPN 5542 FMI 15 - TC1TOP Above Desired
Fault Overview
Fault code sets when Engine Control Module (ECM) detects that Turbocharger 1 Turbine Outlet Pressure
(TC1TOP) signal is greater than expected.
Lamp Reaction
MIL will illuminate when this fault is detected during two consecutive drive cycles.
Associated Faults
• SPN 3719 (DPF • SPN 5541 (TC1TOP) • SPN 5543 (EBPV)

System)
Fault Facts
In cold ambient temperatures the EBP may freeze and set this code. If the codes goes inactive once the exhaust
is up to operating temperature, no diagnostics are necessary. Repeated intermittent faults may also be from a
cracked or broken butterfly valve. If suspected remove the exhaust down pipe and inspect the butterfly plate
and shaft for damage.

Road Test
Possible Causes
• Sticking Exhaust Back Pressure Valve (EBPV)

Step 2 Inspect for a stuck closed Exhaust Back Pressure Valve (EBPV). Decision
Check that EBPV is in the Open position and resting against EBPV actuator stop. Yes: Go to step 4.
Is EBPV in Open position? No: Go to step 3.
Step 3 Inspect air supply to the EBPV actuator Decision

Key Off. Remove air inlet line from EBPV actuator. Yes: Replace Air
Control Valve (ACV).
After repairs are
SPN 5542 FMI 15.
Can air be heard escaping from removed air line? No: Replace EBPV
assembly. After
retest for SPN 5542
FMI 15.
Step 4 Inspect exhaust system for leaks and damage. Decision

Perform Exhaust and Aftertreatment System Inspection (page 2346). Yes: Go to step 5.
Is exhaust system free of damage and(or) leaks? No: Repair exhaust
system as necessary.
After repairs are
SPN 5542 FMI 15.
Step 5 Check for a EBPV failure Decision

during testing. After
retest for SPN 5542
FMI 15.
Did test identify a failed component? No: End diagnostics,
retest for SPN 5542
FMI 15.

SPN 5542 FMI 17 - TC1TOP below desired
Fault Overview
Fault code sets when Engine Control Module (ECM) detects Turbocharger 1 Turbine Outlet Pressure (TC1TOP)
sensor signal value is less than 3 psi (20 kPa) with maximum command to Exhaust Back Pressure Valve (EBPV).
Lamp Reaction
Associated Faults

4 (TC1TOP) 5 (EBPV)
Fault Facts
None

Road Test
Possible Causes
• Failed Air Control Valve (ACV) solenoid
• Missing or damaged air supply line to ACV
• Seized or failed EBPV
• Debris or ice build in TC1TOP sensor tube
• Exhaust leak or physical damage
• Damaged air line between ACV and EBPV

FMI 17.
Step 3 Check Exhaust Back Pressure Valve (EBPV) operation. Decision

component identified during
test. After repairs are
5542 FMI 17.
Did test identify a failed component? No: Go to step 4.
Step 4 Check for plugged Turbocharger 1 Turbine Outlet Pressure Decision

(TC1TOP) sensor tube.
Inspect sensor tube for blockage and ice build-up. Remove TC1TOP Yes: End diagnostics, retest
sensor tube from both TC1TOP sensor and turbocharger. Blow regulated for SPN 5542 FMI 17.
compressed air through sensor tube.
Does air flow freely through sensor tube? No: Replace TC1TOP sensor
tube. After repairs are
5542 FMI 17.

TC2CIS (Turbocharger 2 Compressor Inlet) Sensor

Overview of TC2CIS Sensor Group
SPN FMI Actions

1173 2 TC2CIT signal does not agree with other sensors (page 1822)
1173 3 TC2CIT Out of Range HIGH (page 1827)
1173 4 TC2CIT Out of Range LOW (page 1833)
1173 16 TC2CIT signal above desired (Interstage CAC under cooling) (page 1836)
1177 2 TC2CIP signal erratic, intermittent, or incorrect (page 1839)
1177 3 TC2CIP signal Out of Range HIGH (page 1845)
1177 4 TC2CIP signal Out of Range LOW (page 1852)
Overview
The Turbocharger 2 Compressor Inlet Sensor (TC2CIS) is a combined temperature and pressure sensor
located in the piping between the low-pressure compressor outlet and the high-pressure compressor inlet.
This sensor monitors boost pressure for the low-pressure turbo and the temperature of the charge-air entering
the high-pressure turbo. The ECM uses these measurements for calculating fuel delivery and controlling the
wastegate.
SPN 1173 FMI 2 - TC2CIT Signal Erratic, Intermittent, or Incorrect
Fault Overview
Fault code sets when Turbocharger 2 Compressor Inlet temperature (TC2CIT) signal difference compared to Inlet
Manifold Temperature (IMT), Charge Air Cooler Outlet Temperature (CACOT), and Exhaust Gas Recirculation
Gas Temperature (EGRGT) is greater than expected.
Lamp Reaction
Associated Faults
• SPN 1173 FMI 3 and 4

(TC2CIT)
Fault Facts
None

Continuous
Possible Causes
• TC2CIT circuit high resistance
• Failed TC2CIT sensor

Using Electronic Service Tool (EST) with ServiceMaxx™ software, check Yes: Go to step 2.

1173 FMI 2.
Step 3 Inspect connections at Turbocharger 2 Compressor Inlet Sensor Decision

(TC2CIS) connector.
B. Disconnect TC2CIS connector.
C. Check TC2CIS connector and connector terminals for: damaged
Are TC2CIS connector, harness, and terminals clean and undamaged? No: Repair connector,
Step 4 Check for failed TC2CIS. Decision

Perform Test 1 (page 1825). Using EST with ServiceMaxx™ software, Yes: Replace TC2CIS sensor.
perform Continuous Monitor Test (page 2063). Monitor TC2CIP voltage. After repairs are complete,
Step 5 Check TC2CIP circuit for high resistance. Decision

Perform Test 2 (page 1826). Using EST with ServiceMaxx™ software, Yes: Repair high resistance
perform Continuous Monitor Test (page 2063). Monitor TC2CIP voltage. between ECM pin E1-55 and
TC2CIS pin-1. After repairs
1173 FMI 2.
between ECM pin E1-79 to
IMP pin-4. After repairs are
FMI 2.


Tools Required
Figure 679 TC2CIP Circuit Check
Test 1
A. Key OFF.
B. Connect Breakout Harness ZTSE4830 to engine harness and leave TC2CIS disconnected.
Test 2
A. Key OFF.
C. Using Breakout Harness ZTSE4498 short Breakout Harness ZTSE4830 pin-4 to a known good GND.
SPN 1173 FMI 3 - TC2CIT Signal Out of Range HIGH
Fault Overview
Fault code sets when Engine Control Module (ECM) detects signal from Turbocharger 2 Compressor Inlet
Temperature (TC2CIT) circuit is greater then 4.78 volts. Turbocharger 2 Compressor Inlet Temperature (TC2CIT)
sensor circuit is part of the combination Turbocharger 2 Compressor Inlet Sensor (TC2CIS).
Lamp Reaction
Malfunction Indicator Lamp (MIL)will illuminate immediately when this fault is detected.
Associated Faults
None
Fault Facts
None

Continuous
Possible Causes
• TC2CIT circuit Open or high resistance
• TC2CIT circuit short to PWR
• Failed TC2CIS sensor


(TC2CIS) connector.
C. Check TC2CIS and connector terminals for: damaged or pinched
Step 3 Check for TC2CIT circuit short to PWR. Decision

Perform Test 1 (page 1830). Using Digital Multimeter (DMM), measure Yes: Repair short to PWR
voltage between Breakout Harness ZTSE4830 pin-2 and known good GND. between TC2CIT pin-2 and
FMI 3.
Step 4 Check for failed TC2CIT sensor. Decision

Perform Test 2 (page 1831). Using EST with ServiceMaxx™ software, Yes: Replace TC2CIS. After
perform Continuous Monitor Test (page 2063). Monitor TC2CIT voltage. repairs are complete, retest
for SPN 1173 FMI 3.
Step 5 Check for Open in TC2CIT circuit. Decision

Perform Test 3 (page 1832). Using EST with ServiceMaxx™ software, Yes: Repair Open between
perform Continuous Monitor Test (page 2063). Monitor TC2CIT voltage. TC2CIT pin-1 and ECM pin
FMI 3.
TC2CIT pin-2 and ECM pin
FMI 3.

Figure 681 TC2CIS sensor circuit diagram
Tools Required
Figure 682 TC2CIT Circuit Voltage Check
Test 1
A. Key OFF.
B. Connect Breakout Harness ZTSE4830 to vehicle harness and leave Turbocharger 2 Compressor
Inlet Temperature (TC2CIT) sensor disconnected.
C. Key ON.
Figure 683 TC2CIT Sensor Circuit Check
Test 2
A. Key OFF.
B. Connect Breakout Harness ZTSE4830 to vehicle harness and leave TC2CIT sensor disconnected.
Test 3
A. Key OFF.
B. Connect Breakout Harness ZTSE4830 to vehicle harness and leave TC2CIT sensor disconnected.
C. Using Breakout Harness ZTSE4498, short Breakout Harness ZTSE4830 pin-2 to a known good
GND.
SPN 1173 FMI 4 - TC2CIT Signal Out of Range LOW
Fault Overview
Fault code sets when Engine Control Module detects Turbocharger 2 Compressor Inlet Temperature (TC2CIT)
circuit voltage is less than 0.05 volts. Turbocharger 2 Compressor Inlet Temperature (TC2CIT) sensor circuit is
part of the combination Turbocharger 2 Compressor Inlet Sensor (TC2CIS).
Lamp Reaction
Associated Faults
None.
Fault Facts
None.

Continuous
Possible Causes
• TC2CIT circuit short to GND
• Failed TC2CIT sensor


(TC2CIS) connector.
Step 5 Check for Open in TC2CIT circuit. Decision

Perform Test 1 (page 1835). Using EST with ServiceMaxx™ software, Yes: Replace TC2CIS. After
perform Continuous Monitor Test (page 2063). Monitor TC2CIT voltage. repairs are complete, retest
for SPN 1173 FMI 4.
between TC2CIT pin-2 and
Engine Control Module pin
FMI 4.


Tools Required
Test 1
A. Key OFF.
B. Disconnect Turbocharger 2 Compressor Inlet Temperature (TC2CIT) sensor
SPN 1173 FMI 16 - TC2CIT Signal Above Desired (Interstage CAC Under Cooling)
Fault Overview
Fault code sets when Turbocharger 2 Compressor Inlet Temperature (TC2CIT) is above a expected value, based
on operating conditions.
Lamp Reaction
Associated Faults
• SPN 1173 FMI 2, 3, and • SPN 4076 FMI 2, 3, and • SPN 7423 FMI 20 and
4 (TC2CIT) 4(ECT2) 21 (ECT2)
Fault Facts
Repair engine cooling system problems and engine overheating before doing this procedure (see Engine
Symptoms Diagnostics).

Road Test
Possible Causes
• Restricted or leaking Interstage Charge Air Cooler (ISCAC)
• Inoperative engine cooling fan
• Restricted low-temperature radiator
• Cooling system airflow restriction
• Failed TC2CIS
• Failed LTR Thremostat

Step 2 Inspect for damaged or missing engine cooling fan, fan shroud, Decision
and fan hub assembly.
Inspect for damaged or missing engine cooling fan, fan shroud, and fan Yes: Go to Step 3.
hub assembly. Check for air flow restrictions around low temperature
radiator and between cooling system components. Check cooling system
for external plugging.
Is engine cooling fan, hub, shroud, and cooling system free of damage and No: Repair air restriction, or
air flow restrictions? replace engine cooling fan
or fan hub assembly. After
Step 3 Check for an inoperative engine cooling fan. Decision

Perform Engine Fan Tests (page 2107) and determine the engine cooling Yes: Go to Step 4.
fan’s capability to maintain desired speeds.
Is engine cooling fan operating properly? No: Repair fan hub assembly.
Step 4 Check for a failed TC2CIS sensor. Decision

Run engine at high idle for 20 seconds. Using EST with ServiceMaxx™ Yes: Go to Step 5.
software, compare TC2CIT temperature value with Engine Coolant
Temperature 2 (ECT2).
Is TC2CIT within 27°F (15°C) of ECT2? No: Replace TC2CIS sensor.
Step 5 Check for a failed Low Temp Radiator (LTR). Decision

Remove inlet and outlet of LTR. Using a garden hose at inlet, monitor flow Yes: Go to Step 6.
of water coming out LTR outlet.
Does LTR outlet flow match LTR inlet supply? No: Replace LTR. See
WorkStar® Radiator/Cooling
System Service Manual. After
Step 6 Check for a restricted or leaking Interstage Cooler (ISC). Decision

Perform Interstage Charge Air Cooler (ISCAC) Pressure Test (page 2228). Yes: Replace LTR thermostat.
Is ISCAC free of leaks or other defects? No: Replace the ISCAC. After

SPN 1177 FMI 2 - TC2CIP Signal Erratic, Intermittent, or Incorrect
Fault Overview
Fault code sets when Turbocharger 2 Compressor Inlet Pressure (TC2CIP) signal is not within 1.7 psi (12 kPa)
of Barometric Pressure (BARO) sensor.
Lamp Reaction
Associated Faults
SPN 108 (BARO)
Fault Facts
None.

Continuous
Possible Causes
• TC2CIP circuit high resistance
• VREF4 circuit high resistance

Is EST DTC list free of Associated Faults? No: Repair
Associated Faults.
After repairs are
SPN 1177 FMI 2.

Intermittent or
Inactive Fault
Diagnostic
Procedure (page
2043).
Step 3 Inspect connections at Turbocharger 2 Compressor Inlet Sensor (TC2CIS). Decision

B. Disconnect TC2CIS sensor.
C. Check TC2CIS sensor and connector terminals for: damaged or pinched
connector housing.
Are TC2CIS sensor connector, harness, and terminals clean and undamaged? No: Repair
connector,
harness, or
terminal damage.
After repairs are
SPN 1177 FMI 2.
Step 4 Check VREF 4 circuit for high resistance. Decision

between ZTSE4830 pin-3 and known good GND.
Is voltage 5.0 ± 0.25 volts? No: Repair high
resistance between
ECM pin E1-58
and TC2CIS pin-3.
After repairs are
SPN 1177 FMI 2.
Step 5 Check for failed TC2CIS. Decision

Perform Test 2 (page 1843). Using EST with ServiceMaxx™ software, perform Yes: Replace
Continuous Monitor Test (page 2063). Monitor TC2CIP voltage. TC2CIS sensor.
After repairs are
SPN 1177 FMI 2.
Is voltage less than 0.05 volts? No: Go to step 6.
Step 6 Check TC2CIP circuit for high resistance. Decision

Perform Test 3 (page 1843). Using EST with ServiceMaxx™ software, perform Yes: Repair high
Continuous Monitor Test (page 2063). Monitor TC2CIP voltage. resistance between
ECM pin E1-55
and TC2CIS pin-1.
After repairs are
SPN 1177 FMI 2.
Is voltage less than 0.05 volts? No: Repair high
resistance between
ECM pin E1-79
to IMP pin-4.
After repairs are
SPN 1177 FMI 2.


Tools Required
Test 1
A. Key OFF.
B. Connect Breakout Harness ZTSE4830 to engine harness and leave Turbocharger 2 Compressor
Inlet Sensor (TC2CIS) disconnected.
C. Key ON.
Test 2
A. Key OFF.

Test 3
A. Key OFF.
C. Using Breakout Harness ZTSE4498 short Breakout Harness ZTSE4830 pin-4 to a known good GND.
SPN 1177 FMI 3 - TC2CIP Signal Out of Range HIGH
Fault Overview
Fault code sets when Engine Control Module (ECM) signal from Turbocharger 2 Compressor Inlet Pressure
(TC2CIP) circuit is greater then 4.9 volts.
Lamp Reaction
Associated Faults
None.
Fault Facts
None.

Continuous
Possible Causes
• TC2CIP shorted to PWR
• TC2CIP Open or high resistance
• SIG GND Open or high resistance


(TC2CIS).
C. Check TC2CIS and connector terminals for: damaged or pinched wires;
connector housing.
SPN 1177 FMI 3.
Step 3 Check for a short to PWR in TC2CIP circuit. Decision

Perform Test 1 (page 1849). Perform Continuous Monitor Test (page 2063). Yes: Go to step 4
Monitor TC2CIP voltage in ServiceMaxx™ software.
PWR between TC2CIS
pin-4 and ECM pin
1177 FMI 3.
Step 4 Check for a failed TC2CIS. Decision

Perform Test 2 (page 1850). Perform Continuous Monitor Test (page 2063). Yes: Replace TC2CIS.
Monitor TC2CIP voltage in ServiceMaxx™ software. After repairs are
SPN 1177 FMI 3.
Is voltage 0 ± 0.5 volts? No: Go to step 5.
Step 5 Check for an Open in TC2CIP circuit. Decision

Perform Test 3 (page 1851). Perform Continuous Monitor Test (page 2063). No: Repair Open or
Monitor TC2CIP voltage in ServiceMaxx™ software. high resistance between
TC2CIS pin-1 and ECM
SPN 1177 FMI 3.
SPN 1177 FMI 3.

Figure 687 Turbocharger 2 Compressor Inlet Sensor (TC2CIS) Circuit Diagram
Tools Required
Test 1 Setup
A. Key OFF.
B. Disconnect TC2CIS.
Test 2 Setup
A. Key OFF.
B. Connect Breakout Harness ZTSE4830 to vehicle harness and leave TC2CIS sensor disconnected.
C. Using Breakout Harness ZTSE4498, short Breakout Harness ZTSE4830 pin-1 to pin-4.
Test 3 Setup
A. Key OFF.
C. Using Breakout Harness ZTSE4498, short Breakout Harness ZTSE4830 pin-4 to a known good
GND.
SPN 1177 FMI 4 - TC2CIP Signal Out of Range LOW
Fault Overview
Fault code sets when Engine Control Module (ECM) detects signal from the Turbocharger 2 Compressor Inlet
Pressure (TC2CIP) circuit is less then 0.1 volts.
Lamp Reaction
Associated Faults
SPN 3512 (VREF 4)
Fault Facts
None.

Continuous.
Possible Causes
• TC2CIP circuit shorted to GND
• VREF 4 circuit shorted to GND

1177 FMI 4.


(TC2CIS).
C. Check TC2CIS and connector terminals for: damaged or pinched wires;
connector housing.
SPN 1177 FMI 4.
Step 4 Check for a Open or short to GND in VREF 4 circuit. Decision

Perform Test 1 (page 1856). Using Digital Multimeter (DMM) measure the Yes: Go to step 5
voltage between Breakout Harness ZTSE4830 pin-3 and a known good GND
SPN 1177 FMI 4.
Step 5 Check for a Open or short to GND in VREF 4 circuit. Decision

Perform Test 2 (page 1857). Perform Continuous Monitor Test (page 2063). Yes: Replace TC2CIS.
Monitor TC2CIP voltage in ServiceMaxx™ software. After repairs are
SPN 1177 FMI 4.
Is voltage 5 ± 0.5 volts? No: Repair short to
GND between TC2CIS
pin-4 and ECM pin
1177 FMI 4.

Figure 690 Turbocharger 2 Compressor Inlet Sensor (TC2CIS) Circuit Diagram
Tools Required
Test 1 Setup
A. Key OFF.
C. Key ON.
Test 2 Setup
A. Key OFF.
TC2WC (Turbocharger 2 Wastegate Control) Sensor

Overview of TC2WC Sensor Group
SPN FMI Condition

1189 3 TC2WC short to PWR(page 1859)
1189 4 TC2WC Open or short to GND(page 1864)
1189 5 TC2WC open load/circuit(page 1869)
Overview
Engine Control Module (ECM) controls Turbocharger 2 Wastegate Control (TC2WC) solenoid by regulating
amount of charge air pressure supplied. TC2WC solenoid is controlled by signals in response to engine speed,
required fuel quantity, boost, exhaust back-pressure, and altitude. TC2WC solenoid is part of turbocharger
assembly.
SPN 1189 FMI 3 - TC2WC short to PWR
Fault Overview
Fault code sets when Engine Control Module (ECM) detects Turbocharger 2 Wastegate Control (TC2WC) circuit
current is greater than 15.8 amps.
Lamp Reaction
Associated Faults
None
Fault Facts
None

Continuous
Possible Causes
• TC2WC circuit short to PWR or short to GND
• Failed ACV (TC2WC solenoid)

Step 2 Inspect connections at Air Control Valve (ACV) connector. Decision

B. Disconnect ACV connector.
C. Check ACV connector and connector terminals for: damaged or
Step 3 Check TC2WC circuit for short to GND or short to PWR. Decision
Is voltage 4.0 ± 0.25 volts? No: Repair short to PWR or
1189 FMI 3.
Step 4 Check ECM PWR OUT 1 circuit for Open or short to GND Decision
1189 FMI 3.
Step 5 Check for failed ACV (TC2WC solenoid). Decision

Is resistance between 9 and 10.5 ohms? No: Replace ACV. After repairs
1189 FMI 3.


Tools Required
Figure 692 TC2WC Circuit Check
Test 1
A. Key OFF.
D. Key ON.
Test 2
A. Key OFF.
D. Key ON.
Test 3
A. Key OFF.
SPN 1189 FMI 4 - TC2WC Open or short to GND
Fault Overview
voltage is between 2.2 volts and 3.2 volts.
Lamp Reaction
Associated Faults
• SPN 3597 FMI 4 (ECM)
Fault Facts
None

Continuous
Possible Causes
• TC2WC circuit short to GND
• Failed ACV (TC2WC solenoid)


1189 FMI 4.

1189 FMI 4.
Step 5 Check TC2WC circuit for short to GND. Decision

FMI 4.
Step 6 Check for Failed ACV (TC2WC solenoid). Decision

Perform Test 3 (page 1868). Use DMM; measure resistance between Yes: End diagnostics, retest
1189 FMI 4.


Tools Required
Test 1
A. Key OFF.
D. Key ON.
Test 2
A. Key OFF.
Test 3
A. Key OFF.
SPN 1189 FMI 5 - TC2WC open load/circuit
Fault Overview
voltage is between 4.2 and 5.8 volts.
Lamp Reaction
Associated Faults
None
Fault Facts
None

Continuous
Possible Causes
• TC2WC circuit Open
• Failed Air Control Valve (ACV) (TC2WC solenoid)

1189 FMI 5.

Step 3 Check ECM PWR OUT 1 circuit for Open Decision

1189 FMI 5.
Step 4 Check TC2WC circuit for Open. Decision

FMI 5.
Step 5 Check for failed ACV (TC2WC solenoid). Decision

Perform Test 3 (page 1873). Use DMM, measure resistance between Yes: End diagnostics, retest for
Breakout Harness 12-954-01 pin-3 and pin-4. SPN 1189 FMI 5.
1189 FMI 5.

Pin-Point SPN 1189 FMI 5

Tools Required
Test 1
A. Key OFF.
D. Key ON.
Test 2
A. Key OFF.
D. Key ON.
Test 3
A. Key OFF.
TOSS (Transmission Output Shaft Speed) Sensor

Overview of TOSS Sensor Group
SPN FMI Actions

191 1 TOSS/VSS not detected with vehicle moving (page 1876)
191 2 TOSS/VSS signal erratic, intermittent, or incorrect (page
1886)
191 3 TOSS/VSS signal out of range HIGH (page 1896)
191 4 TOSS/VSS signal out of range LOW (page 1903)
191 16 TOSS/VSS reading higher than limit (Hardwired) (page
1912)
Overview
Transmission tail shaft speed is detected by a magnetic pickup mounted on transmission that senses rotation of a
16 toothed gear installed on rear of transmission. AC (alternating current) sine wave signal is received by Engine
Control Module (ECM) and is utilized along with tire size and axle ratio, to calculate vehicle speed. Calculated
vehicle speed is transmitted to instrument cluster through Drive Train Data Link to operate speedometer within
instrument cluster. Calculated vehicle speed is also utilized in control strategies that control features such as
Cruise Control, PTO operation, and Road Speed Limiting.
Figure 701 TOSS/VSS Sensor Location (Typical)

1. TOSS/VSS Sensor Location
SPN 191 FMI 1 - TOSS/VSS not detected with vehicle moving
Fault Overview
Fault code sets when Engine Control Module (ECM) calculated vehicle speed is less than 0.6 mph when engine
load is high and PTO mode is not engaged.
Lamp Reaction
Associated Faults
SPN 191 FMI 2, 3, and 4

(TOSS)
Fault Facts
SPN 191 faults are only applicable for manual transmissions. There might be slight differences in 7600 connector
end based on type of transmission used.

Road Test
Possible Causes
• TOSS/VSS sensor circuit OPEN
• TOSS/VSS sensor circuit short to GND
• TOSS-H shorted to TOSS-L
• TOSS/VSS sensor failure
• Excessive air gap between TOSS/VSS sensor and trigger wheel
• Damaged TOSS/VSS trigger wheel


191 FMI 1.
Step 3 Inspect connections at Transmission Output Speed Sensor Decision

(TOSS) / Vehicle Speed Sensor (VSS) sensor.
B. Disconnect TOSS/VSS sensor.
C. Check TOSS/VSS sensor and connector terminals for: damaged or
Is TOSS/VSS sensor connector, harness, and terminal clean and No: Repair connector,
Step 4 Check TOSS/VSS sensor circuit for OPEN. Decision

Perform Test 1 (page 1880). Use the DMM, measure voltage between Yes: Go to Step 5.
Breakout Box 00-00956-08 pin-12 and known good GND.
to GND on TOSS-H circuit
between ECM Pin E1-39 and
pin-12 of 21-pin connector.

to GND on TOSS-L circuit
Step 6 Check TOSS/VSS sensor circuit for short to GND. Decision

TOSS/VSS connector pin-A and known good GND.
to GND between 21-pin
connector and TOSS/VSS
pin- A After repairs are
FMI 1.

TOSS/VSS connector pin-B and known good GND
pin-B After repairs are
FMI 1.
Step 8 Check for TOSS-H shorted to TOSS-L. Decision

TOSS/VSS connector pin-A and pin-B.
Is resistance greater than 1 kΩ? No: Repair short between
TOSS-H and TOSS-L circuits.
Step 9 Check for excessive air gap between TOSS/VSS sensor and Decision
trigger wheel or damaged trigger wheel.
Inspect trigger wheel on transmission and verify it is not damaged or missing. Yes: Replace TOSS/VSS
correct retest for SPN 191
FMI 1.
Is trigger wheel in good condition and undamaged? No: Check TOSS/VSS sensor
air gap or trigger wheel and
repair as necessary. After
for SPN 191 FMI 1.

Figure 702 TOSS/VSS Circuit Diagram
See the latest version of Navistar® N13 Engine and Aftertreatment Wiring Schematic Form 0000009301
for additional circuit information. There might be slight differences in 7600 connector end based on type of
transmission used.
Tools Required
• International® Electronic Engine Terminal Test Kit ZTSE4435C
• E2 Injector/Chassis Harness 00-01162-00
Figure 703 TOSS/VSS Circuit Check
Test 1
A. Key OFF.
B. Disconnect the 21-pin Engine Interface connector.
C. Connect E2 Injector/Chassis Harness 00-01162-00 to 21-pin Engine Interface connector engine
harness and leave chassis harness disconnected.
D. Connect E2 Injector/Chassis Harness 00-01162-00 to Breakout Box 00-00956-08.
E. Key ON Engine OFF (KOEO)
Test 2
A. Key OFF.
D. Connect E2 Injector/Chassis Harness 00-01162-00 to the Breakout Box 00-00956-08.
Test 3
A. Key OFF.
C. Connect Terminal Test Kit 4435C to chassis harness and leave TOSS/VSS sensor disconnected.
D. Key ON Engine OFF (KOEO)
Test 4
A. Key OFF.
Test 5
A. Key OFF.
D. Disconnect ECM E-1 connector.
SPN 191 FMI 2 - TOSS/VSS signal erratic, intermittent, or incorrect
Fault Overview
Fault code sets when Engine Control Module (ECM) detects no signal from TOSS/VSS speed sensor.
Lamp Reaction
Associated Faults
SPN 191 FMI 3 and 4

(TOSS)
Fault Facts
This code can set for either manual or automatic transmissions. If equipped with an automatic transmission with
a CAN based TOSS signal refer to transmission service information.

Continuous
Possible Causes
• TOSS/VSS sensor circuit short PWR
• TOSS-H shorted to TOSS-L


191 FMI 2.

C. Check TOSS/VSS sensor and connector terminals for: damaged

to GND on TOSS-H circuit

to GND on TOSS-L circuit

pin- A After repairs are
FMI 2.

TOSS/VSS connector pin-B and known good GND
pin-B After repairs are
FMI 2.
Step 8 Check for TOSS-H shorted to TOSS-L. Decision

Inspect trigger wheel on transmission and verify it is not damaged or missing. Yes: Replace TOSS/VSS
FMI 2.
Is trigger wheel in good condition and undamaged? No: Check TOSS/VSS sensor
for SPN 191 FMI 2.

transmission used.
Tools Required
Test 1
A. Key OFF.
D. Connect E2 Injector/Chassis Harness 00-01162-00 to Breakout Box 00-00956-08.
Test 2
A. Key OFF.
Test 3
A. Key OFF.
Test 4
A. Key OFF.
Test 5
A. Key OFF.
SPN 191 FMI 3 - TOSS/VSS signal out of range HIGH
Fault Overview
Fault code sets when Engine Control Module (ECM) detects TOSS/VSS speed sensor circuit is out of range
HIGH.
Lamp Reaction
Associated Faults
None
Fault Facts

Continuous
Possible Causes
• Failed TOSS/VSS sensor
• TOSS-H short to PWR
• TOSS-L short to PWR


Step 3 Check for failed TOSS/VSS sensor Decision

Perform Test 1 (page 1899). Using DMM, measure voltage between TOSS Yes: Go to Step 4.
(7600) pin-A to known good GND and measure voltage between TOSS
(7600) pin-B to known good GND.
Are both TOSS (7600) pin-A and pin-B to GND voltage 2.5 ± 0.5 volts? No: Go to Step 5.
Perform Test 2 (page 1900). Using DMM, measure resistance between Yes: Check TOSS/VSS
TOSS (7600) pin-A and pin-B. sensor air gap or trigger wheel
and repair as necessary. After
for SPN 191 FMI 3.
Is resistance between 600 and 800 ohms? No: Replace TOSS/VSS
FMI 3.
Step 5 Check for TOSS-H or TOSS-L short to PWR Decision

Perform Test 3 (page 1901). Using DMM, measure voltage between 21-pin Yes: Repair short to
Interface (6033) connector pin-12 to known good GND and measure voltage PWR between 21-pin and
between 21-pin Interface (6033) connector pin-13 to known good GND. TOSS/VSS sensor. After
for SPN 191 FMI 3.
Are both 21-pin Interface (6033) connector pin-12 and pin-13 to GND No: Repair short to PWR
voltage 2.5 ± 0.5 volts? between 21-pin and
TOSS/VSS sensor. After
for SPN 191 FMI 3.

transmission used.
Tools Required
• EZ-Tech® Electronic Service Tool (EST) with ServiceMaxx™ Software
Test 1
A. Key OFF.
B. Disconnect TOSS (7600) sensor.
C. Connect Terminal Test Kit ZTSE4435C to chassis harness and leave TOSS (7600) sensor
disconnected.
D. Key ON Engine OFF (KOEO).
Test 2
A. Key OFF.
C. Connect Terminal Test Kit 4435C to chassis harness and leave TOSS (7600) sensor disconnected.
Test 3
A. Key OFF.
SPN 191 FMI 4 - TOSS/VSS signal out of range LOW
Fault Overview
Fault code sets when Engine Control Module (ECM) detects Transmission Output Shaft Speed (TOSS) / Vehicle
Speed Sensor (VSS) circuit voltage is less than 0.1 volts.
Lamp Reaction
Associated Faults
None
Fault Facts

Continuous
Possible Causes
• TOSS-H circuit shorted to TOSS-L circuit


Step 3 Decision
Is voltage 2.5 ± 0.5 volts? No: Repair short to GND on
TOSS-H circuit between ECM
pin E1-39 and pin-12 of 21-pin
FMI 4.
Step 4 Decision
Is voltage 2.5 ± 0.5 volts? No: Repair short to GND on
TOSS-L circuit between ECM
pin E1-15 and pin-13 of 21-pin
FMI 4.
Step 5 Decision
between 21-pin connector and
TOSS/VSS pin-A After repairs
191 FMI 4.
Step 6 Decision
TOSS/VSS connector pin-B and known good GND.
between 21-pin connector and
TOSS/VSS pin-B After repairs
191 FMI 4.
Step 7 Decision
Step 8 Check for failed TOSS / VOSS. Decision

Inspect trigger wheel on transmission and verify it is not damaged or Yes: Replace TOSS/VSS
missing. sensor. After repairs are
FMI 4.
Is the trigger wheel in good condition and undamaged? No: Check TOSS/VSS sensor
for SPN 191 FMI 4.

transmission used.
Tools Required
• EZ-Tech® Electronic Service Tool (EST) with ServiceMaxx™ Software
Test 1
A. Key OFF.
Test 2
A. Key OFF.
Test 3
A. Key OFF.
disconnected.
Test 4
A. Key OFF.
disconnected.
Test 5
A. Key OFF.
SPN 191 FMI 16 - TOSS/VSS reading higher than limit (Hardwired)
Overview
This fault is not related to the vehicle speed sensor, wiring or trigger wheel. It is a reaction to Vehicle Over Speed
Indicator Programmable Parameter 77542. If customer has requested to turn on vehicle over speed notices
to driver then following parameters need to be programmed accordingly. Once these parameters have been
programmed and vehicle reaches a vehicle over speed, SPN 191 FMI 16 will be logged in Engine Control Module
(ECM).
Lamp Reaction
No Lamp Reaction
Associated Faults
None
Fault Facts
This code can set for either manual or automatic transmissions. If equipped with an automatic transmission
with a CAN based TOSS signal refer to transmission service information. SPN 191 FMI 16 is a result of an
over speed being reached and should not be diagnosed as a hardware issue. Failure to comply will result in
misdiagnosis and unnecessary repairs.

Continuous
Parameter Name Description

ID
77542 Vehicle Over Speed Indicator • No Vehicle Over Speed Lamp – Vehicle over speed
notifications are turned off
• Vehicle Over Speed Level 1 Blinking Lamp – Vehicle
over speed notifications are enabled for one level (Level
1)
• Vehicle Over Speed Level 2 Blinking Lamp – Vehicle
over speed notifications are enabled for two levels
(Level 1 and Level 2)
77232 Vehicle Over Speed Level 1 This parameter sets speed at which first vehicle over speed
warning will occur
77242 Vehicle Over Speed Level 2 This parameter sets speed at which second vehicle over
speed warning will occur
VREF (Voltage Reference) Sensor

Overview of VREF Sensor Group
SPN FMI Action

3509 14 VREF 1 voltage above or below normal (page 1914)
Overview
VREF circuits are used as reference voltage circuits for 3-wire sensors. Three-wire sensors can be temperature
position or pressure sensors and all use a 5 volt VREF circuit to generate signal voltage back to the ECM.
SPN 3509 FMI 14 - VREF 1 voltage above or below normal
Fault Overview
Fault code sets when Engine Control Module (ECM) detects that VREF 1 circuit voltage is greater than 5.1 volts
or less than 4.9 volts.
Lamp Reaction
Associated Faults
None
Fault Facts
None.

Continuous
Possible Causes
• VREF 1 circuit short to PWR


connector.
Step 3 Check VREF 1 Circuit for short to PWR. Decision

Harness ZTSE4485A pin-C and known good GND. between APP pin-C and ECM
FMI 14.
Step 4 Check VREF 1 Circuit for short to GND. Decision

Perform Test 2 (page 1916). Use DMM, measure voltage between Breakout Yes: Repair short to GND
Harness ZTSE4485A pin-C and known good GND. between APP pin-C and ECM
FMI 14.
Is voltage less than 4.9 volts? No: Replace APP sensor.


Tools Required
Test 1
A. Key OFF.
C. Connect Breakout Harness ZTSE4485A to engine harness and leave APP sensor disconnected.
Test 2
A. Key OFF.
B. Disconnect APP sensor.
C. Connect Breakout Harness ZTSE4485A to engine harness and leave APP sensor disconnected.
D. KOEO
Fault Overview
Lamp Reaction
Associated Faults
None
Fault Facts
None.

Continuous
Possible Causes
• Failed Intake Manifold Pressure (IMP) sensor
• Failed Engine Throttle Valve (ETV)


connector.
C. Check IMP and connector terminals for: damaged or pinched wires;

C. Check ETV and connector terminals for: damaged or pinched


Is voltage less than 4.9 volts? No: Replace IMP sensor.
Step 6 Check VREF 2 circuit for short to GND. Decision

Harness ZTSE4850 pin-2 and known good GND. between IMP pin-2 and ECM
pin E1-86 or between ETV
Is voltage less than 4.9 volts? No: Replace ETV sensor.
Step 7 Check VREF 2 circuit for short to PWR. Decision

Harness ZTSE4850 pin-2 and known good GND. between IMP pin-2 and ECM
pin E1-86 or between ETV
Is voltage greater than 5.1 volts? No: Replace ETV sensor.


Tools Required
Test 1
A. Key OFF.
C. Connect Breakout Harness ZTSE4850 to engine harness and leave IMP sensor disconnected.
Test 2
A. Key OFF.
B. Disconnect IMP sensor.
C. Connect Breakout Harness ZTSE4850 to engine harness and leave IMP sensor disconnected.
Test 3
A. Key OFF.
C. Disconnect Engine Throttle Valve (ETV)
D. Connect Breakout Harness ZTSE4850 to engine harness and leave IMP sensor disconnected.
E. Key-On Engine-Off (KOEO)
Test 4
A. Key OFF.
C. Disconnect ETV
D. Connect Breakout Harness ZTSE4850 to engine harness and leave IMP sensor disconnected.
Fault Overview
Lamp Reaction
Associated Faults
None
Fault Facts
None.

Continuous
Possible Causes
• Failed Turbocharger 1 Turbine Outlet Pressure (TC1TOP) sensor


(TC1TOP) connector.
C. Check TC1TOP and connector terminals for: damaged or pinched
Are TC1TOP connector, harness, and terminals clean and undamaged? No: Repair connector,

Harness ZTSE4850 pin-2 to and known good GND. between TC1TOP pin-2 and
3511 FMI 14.

Harness ZTSE4850 pin-2 to and known good GND. between TC1TOP pin-2 and
3511 FMI 14.
Is voltage less than 4.9 volts? No: Replace TC1TOP sensor.


Tools Required
Test 1
A. Key OFF.
B. Disconnect Turbocharger 1 Turbine Outlet Pressure (TC1TOP) sensor.
C. Connect Breakout Harness ZTSE4850 to engine harness and leave TC1TOP sensor disconnected.
Test 2
A. Key OFF.
B. Disconnect TC1TOP sensor.
C. Connect Breakout Harness ZTSE4850 to engine harness and leave TC1TOP sensor disconnected.
Fault Overview
Lamp Reaction
Associated Faults
None
Fault Facts
Only diagnose Variable Electric Fan Control (EFC) and Remote Accelerator Pedal Position (RAPP) VREF 4
circuits if vehicle is equipped with either option.

Continuous
Possible Causes


(TC2CIS) connector.
Step 3 Inspect connections at Variable Electric Fan Control (EFC) Decision

connector.
B. Disconnect Variable EFC connector.
C. Check Variable EFC and connector terminals for: damaged or
Are Variable EFC connector, harness, and terminals clean and undamaged? No: Repair connector,
Step 4 Inspect connections at Remote Accelerator Pedal Position Decision

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

Perform Test 1 (page 1933). Use DMM, measure voltage between Breakout Yes: If vehicle is equipped
Harness ZTSE4830 pin-3 and known good GND. with Variable EFC, go to
Step 9. If vehicle is equipped
with RAPP, go to Step 10. If
engine has neither Variable
EFC or RAPP, repair short
to PWR between ECM pin
E1-58 and TC2CIS pin-3.

Is voltage less than 4.9 volts? No: Retest for SPN 3512 FMI
14.

A. If vehicle is equipped with Variable EFC, perform this step. If not go Yes: Go to Step 8.
to Step 8.
C. Use DMM, measure voltage between Breakout Harness ZTSE4830
Is voltage less than 4.9 volts? No: Replace Variable EFC.

A. If vehicle is equipped with RAPP, perform this step. If not retest for Yes: Repair short to GND
SPN 3512 FMI 14. between ECM pin E1-58 and
TC2CIS pin-3, between ECM
pin C1-49 and EFC pin-2, or
C. Use DMM, measure voltage between Breakout Harness ZTSE4830 ECM pin C1-37 and RAPP
pin-3 and known good GND. connector. After repairs are
FMI 14.
Is voltage less than 4.9 volts? No: Replace RAPP. After

A. If vehicle is equipped with Variable EFC, perform this step. If not Yes: Go to Step 10.
go to step 10.
C. Use DMM, measure voltage between Breakout Harness ZTSE4830
Is voltage greater than 5.1 volts? No: Replace Variable EFC.

A. If vehicle is equipped with RAPP, perform this step. If not retest for Yes: Repair short to PWR
SPN 3512 FMI 14. between ECM pin E1-58 and
TC2CIS pin-3, ECM pin C1-49
and EFC pin-2, or ECM pin
C. Use DMM, measure voltage between Breakout Harness ZTSE4830 C1-37 and RAPP connector.
pin-3 and known good GND. After repairs are complete,
Is voltage greater than 5.1 volts? No: Replace RAPP. After


Tools Required
Test 1
A. Key OFF.
B. Disconnect Turbocharger 2 Compressor Inlet Sensor (TC2CIS).
C. Connect Breakout Harness ZTSE4830 to engine harness and leave TC2CIS disconnected.
Test 2
A. Key OFF.
C. Connect Breakout Harness ZTSE4830 to engine harness and leave TC2CIS disconnected.
Test 3
A. Key OFF.
C. Disconnect Variable Electric Fan Control (EFC).
D. Connect Breakout Harness ZTSE4830 to engine harness and leave TC2CIS disconnected.
Test 4
A. Key OFF.
C. Disconnect Variable EFC.
D. Disconnect Remote Accelerator Pedal Position (RAPP) sensor.
E. Connect Breakout Harness ZTSE4830 to engine harness and leave TC2CIS disconnected.
F. Key-On Engine-Off (KOEO)
Test 5
A. Key OFF.
D. Connect Breakout Harness ZTSE4830 to engine harness and leave TC2CIS disconnected.
Test 6
A. Key OFF.
D. Disconnect RAPP sensor.
E. Connect Breakout Harness ZTSE4830 to engine harness and leave TC2CIS disconnected.
Fault Overview
Lamp Reaction
Associated Faults
None
Fault Facts
None.

Continuous
Possible Causes
• Failed Fuel Delivery Pressure (FDP) sensor
• Failed Engine Oil Pressure (EOP) sensor
• Failed Accelerator Pedal Position 2

Step 2 Inspect connections at Fuel Delivery Pressure (FDP) connector. Decision

Step 3 Inspect connections at Engine Oil Pressure (EOP) connector. Decision


connector.


Is voltage less than 4.9 volts? No: Replace FDP sensor.

Is voltage less than 4.9 volts? No: Replace EOP sensor.

Harness ZTSE4850 pin-2 and known good GND. between ECM pin E1-81 and
FDP pin-2, ECM pin E1-82
and EOP pin-2, or ECM pin
C1-50 and APP pin-D. After
Is voltage less than 4.9 volts? No: Replace APP sensor.

Is voltage greater than 5.1 volts? No: Replace EOP sensor.

Harness ZTSE4830 pin-2 and known good GND. between ECM pin E1-81 and
FDP pin-2, ECM pin E1-82
and EOP pin-2, or ECM pin
C1-50 and APP pin-D. After
Is voltage greater than 5.1 volts? No: Replace APP. After


Tools Required
Test 1
A. Key OFF.
C. Connect Breakout Harness ZTSE4850 to engine harness and leave FDP sensor disconnected.
Test 2
A. Key OFF.
B. Disconnect FDP sensor.
C. Connect Breakout Harness ZTSE4850 to engine harness and leave FDP sensor disconnected.
Test 3
A. Key OFF.
C. Disconnect Engine Oil Pressure (EOP) sensor.
D. Connect Breakout Harness ZTSE4850 to engine harness and leave FDP sensor disconnected.
Test 4
A. Key OFF.
C. Disconnect EOP sensor.
D. Disconnect Accelerator Pedal Position (APP) sensor.
E. Connect Breakout Harness ZTSE4850 to engine harness and leave FDP sensor disconnected.
Test 5
A. Key OFF.
D. Connect Breakout Harness ZTSE4850 to engine harness and leave FDP sensor disconnected.
Test 6
A. Key OFF.
D. Disconnect APP sensor.
E. Connect Breakout Harness ZTSE4850 to engine harness and leave FDP sensor disconnected.
Fault Overview
Lamp Reaction
Associated Faults
None
Fault Facts
None.

Continuous
Possible Causes
• Failed Fuel Rail Pressure (FRP) sensor

Step 2 Inspect connections at Fuel Rail Pressure (FRP) connector. Decision


Harness ZTSE4829 pin-3 and known good GND. between FRP pin-3 and ECM
3514 FMI 14.

Harness ZTSE4829 pin-3 and known good GND. between FRP pin-3 and ECM
FMI 14.
Is voltage less than 4.9 volts? No: Replace FRP sensor.


Tools Required
Test 1
A. Key OFF.
Test 2
A. Key OFF.
B. Disconnect FRP sensor.
D. KOEO
Fault Overview
Fault code sets when Engine Control Module (ECM) detects that VREF 7 circuit voltage is greater than 5.35
volts or less than 4.64 volts.
Lamp Reaction
Associated Faults
None
Fault Facts
None.

Continuous
Possible Causes
• Failed Aftertreatment Fuel Pressure (AFTFP) sensor

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

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


Is voltage less than 4.64 volts? No: Replace AFTFP sensor.
Step 5 Inspect connections at 20-pin DEF harness interconnect Decision

connector.
B. Disconnect 20-pin DEF harness interconnect connector.

Harness 18-050-01 pin-7 and known good GND. between 20-pin DEF Harness
Interconnect pin-7 and ACM
complete, Retest for SPN
5125 FMI 14.
between AFTFP pin-1
and 20-pin DEF Harness
Interconnect pin-7. After
repairs are complete, Retest

Perform Test 4 (page 1958). Use DMM, measure voltage between Breakout Yes: Repair short to
Harness 18-050-01 pin-7 and known good GND. GND or high resistance
between 20-pin DEF Harness
Interconnect pin-7 and ACM
FMI 14.
Is voltage less than 4.64 volts? No: Repair short to GND
AFTFP pin-1 and 20-pin DEF
Harness Interconnect pin-7.


Tools Required
Test 1
A. Key OFF.
Test 2
A. Key OFF.
B. Disconnect AFTFP sensor.
Test 3
A. Key OFF.
C. Disconnect 20-pin DEF Harness Interconnect connector.
D. Connect Breakout Harness 18-050-01 to 20-pin DEF Harness Interconnect connector and leave
AFTFP sensor side of harness disconnected.
Test 4
A. Key OFF.
C. Disconnect 20-pin DEF Harness Interconnect connector.
D. Connect Breakout Harness 18-050-01 to 20-pin DEF Harness Interconnect connector and leave
AFTFP sensor side of harness disconnected.
Fault Overview
Lamp Reaction
Associated Faults
None
Fault Facts
None.

Continuous
Possible Causes
• Failed Diesel Exhaust Fluid (DEF) supply module


module connector.


Harness 18-909-01 pin-2 and known good GND. or high resistance between
DEF supply module pin-2 and
5126 FMI 14.
Is voltage less than 4.64 volts? No: Replace DEF supply
5126 FMI 14.


Tools Required
Test 1
A. Key OFF.
B. Disconnect Diesel Exhaust Fluid (DEF) supply module.
C. Connect Breakout Harness 18-909-01 to engine harness and leave DEF supply module
disconnected.
Test 2
A. Key OFF.
B. Disconnect DEF supply module.
C. Connect Breakout Harness 18-909-01 to engine harness and leave DEF supply module
disconnected.
D. KOEO
Fault Overview
Lamp Reaction
Associated Faults
None
Fault Facts
None.

Continuous
Possible Causes
• Failed Diesel Particulate Filter Differential Pressure / DPF Outlet Pressure (DPFDP/DPFOP)


Pressure / DPF Outlet Pressure (DPFDP/DPFOP) connector.
B. Disconnect DPFDP/DPFOP connector.
C. Check DPFDP/DPFOP and connector terminals for: damaged
Are DPFDP/DPFOP connector, harness, and terminals clean and No: Repair connector,


Is voltage less than 4.64 volts? No: Replace DPFDP/DPFOP
Sensor. After repairs are
5127 FMI 14.
Step 5 Inspect connections at 8-pin DPF Jumper connector. Decision

B. Disconnect 8-pin DPF Jumper connector.
C. Check 8-pin DPF Jumper and connector terminals for: damaged
Are 8-pin DPF Jumper connector, harness, and terminals clean and No: Repair connector,

between DPFDP/DPFOP
pin-4 and 8-pin DPF Jumper
5127 FMI 14.
Step 7 Inspect connections at 12-pin AFT Interconnect connector. Decision

B. Disconnect 12-pin AFT Interconnect connector.
C. Check 12-pin AFT Interconnect and connector terminals for:
Are 12-pin AFT Interconnect connector, harness, and terminals clean and No: Repair connector,

Harness 18-500-01 pin-10 and known good GND. between 12-pin AFT
Interconnect pin-10 and
are complete, Retest for SPN
5127 FMI 14.
between 12-pin AFT
8-pin DPF Jumper pin-8.
Retest for SPN 5127 FMI 14.

8-pin DPF Jumper pin-8.
Retest for SPN 5127 FMI 14.

12-pin AFT interconnect
pin-10 and 8-pin DPF Jumper
5127 FMI 14.
Is voltage greater than 4.64 volts? No: Repair short to GND
between 12-pin AFT
are complete, Retest for SPN
5127 FMI 14.


Tools Required
Test 1
A. Key OFF.
B. Disconnect Diesel Particulate Filter Differential Pressure / DPF Outlet Pressure (DPFDP/DPFOP)
sensor.
disconnected.
Test 2
A. Key OFF.
disconnected.
D. KOEO
Test 3
A. Key OFF.
C. Connect Breakout Harness 12-574-01 to engine harness and leave DPFDP/DPFOP sensor side of
D. KOEO
Test 4
A. Key OFF.
disconnected.
D. KOEO
Test 5
A. Key OFF.
C. Connect Breakout Harness 12-574-01 to engine harness and leave DPFDP/DPFOP sensor side of
D. KOEO
Test 6
A. Key OFF.
disconnected.
D. KOEO
WIF Sensor (Water In Fuel)

Overview of WIF Sensor Group
SPN FMI Condition

4192 3 WIF signal Out of Range HIGH(page 1975)
4192 4 WIF signal Out of Range LOW(page 1980)
Overview
Water In Fuel (WIF) sensor provides a feedback signal to Engine Control Module (ECM) when water is detected
in fuel supply. If water is detected, ECM will alert operator by illuminating WATER IN FUEL lamp. If a circuit fault
is detected, a code will set and ENGINE lamp will illuminate.
SPN 4192 FMI 3 - WIF signal Out of Range HIGH
Fault Overview
Fault code sets when Engine Control Module (ECM) detects Water In Fuel (WIF) sensor signal voltage is shorted
to PWR.
Lamp Reaction
No lamp reaction.
Associated Faults
None
Fault Facts
None

Continuous
Possible Causes
• WIF circuit short to PWR
• Water present in fuel

Step 2 Inspect connections at Water In Fuel (WIF) sensor connector. Decision

B. Disconnect WIF sensor.
C. Check WIF sensor and connector terminals for: damaged or
Are WIF sensor connector, harness, and terminals clean and undamaged? No: Repair connector,
Step 3 Check for water present in fuel. Decision

Drain a fuel sample from water drain valve on primary fuel filter housing Yes: Drain water from
(near WIF sensor). fuel system, and replace
fuel filter(s). Perform Fuel
FMI 3.
Is water present in fuel? No: Go to Step 4.

voltage between Breakout Harness ZTSE6002 pin-1 and B+.
ECM pin C2-34 and WIF
4192 FMI 3.
Step 5 Check WIF circuit for short to PWR. Decision

Perform Test 2 (page 1978). Use DMM, measure voltage between Breakout Yes: Replace WIF sensor.
Is voltage 4.6 volts ± 0.25 volts? No: Repair short to PWR
between ECM C2-37 and WIF
4192 FMI 3.


Tools Required
Test 1
A. Key OFF.
B. Disconnect WIF sensor connector.
C. Connect Breakout Harness ZTSE6002 to engine harness and leave WIF sensor disconnected.
D. Key ON
Figure 761 WIF Circuit Check
Test 2
A. Key OFF.
D. Key ON
SPN 4192 FMI 4 - WIF signal Out of Range LOW
Fault Overview
Fault code sets when the Engine Control Module (ECM) detects Water In Fuel (WIF) sensor signal voltage is
shorted to GND.
Lamp Reaction
No lamp reaction.
Associated Faults
None
Fault Facts
None

Continuous
Possible Causes
• WIF circuit short to GND
• Water present in fuel

Step 2 Inspect connections at Water In Fuel (WIF) sensor connector. Decision

B. Disconnect WIF sensor.
C. Check WIF sensor and connector terminals for: damaged or
Are WIF sensor connector, harness, and terminals clean and undamaged? No: Repair connector,
Step 3 Check for water present in fuel. Decision

Drain a fuel sample from water drain valve on primary fuel filter housing Yes: Drain water from
(near WIF sensor). fuel system, and replace
fuel filter(s). Perform Fuel
FMI 4.
Is water present in fuel? No: Go to Step 4.

voltage between Breakout Harness ZTSE6002 pin-1 and B+.
ECM pin C2-34 and WIF
sensor pin-1. After repairs are
FMI 4.
Step 5 Check WIF circuit for short to GND. Decision

Perform Test 2 (page 1983). Use DMM, measure voltage between Yes: Replace WIF sensor.
Breakout Harness ZTSE6002 pin-2 and a known good GND. After repairs are complete,
between ECM C2-37 and WIF
sensor pin-2. After repairs are
FMI 4.


Tools Required
Test 1
A. Key OFF.
D. Key ON
Figure 763 WIF Circuit Check
Test 2
A. Key OFF.
D. Key ON
WTSL (Wait to Start Lamp)

Overview of WTSL Sensor Group
SPN FMI Condition

1081 3 WTSL circuit short to PWR(page 1986)
1081 4 WTSL circuit short to GND(page 1990)
1081 5 WTSL open load/circuit(page 1994)
Overview
Wait To Start Lamp (WTSL) illuminates when ignition switch is turned ON. For Engine Coolant Temperature
(ECT) lower than 50°F (10°C), Engine Control Module (ECM) activates Inlet Air Heater Relay (IAHR). IAHR then
energizes Inlet Air Heater Fuel Igniter (IAHFI) for approximately 35 seconds. Once IAHFI is heated, WTSL starts
to flash and engine is ready to be started. Once engine starts, IAHFI remains energized and WTSL continues
to flash for a maximum of four minutes. When WTSL stops flashing, IAHFI and IAHS valve are deactivated. If
operator accelerates while WTSL is flashing, inlet air heater system will shutdown.
SPN 1081 FMI 3 - WTSL circuit short to PWR
Fault Overview
Fault code sets when Engine Control Module (ECM) detects that Wait to Start Lamp (WTSL) circuit is shorted
to PWR.
Lamp Reaction
Associated Faults
None
Fault Facts
None

Continuous
Possible Causes
• WTSL circuit short to PWR
• Failed WTSL

Using Electronic Service Tool (EST) with ServiceMaxx™ software, Key ON, Yes: Go to step 2.
Step 2 Check for short to power in Wait to Start Lamp (WTSL) circuit. Decision
Perform Test 1 (page 1989). Use Digital Multimeter (DMM), measure voltage Yes: Replace WTSL. After
between Breakout Harness ZTSE4435C pin-B and known good GND. repairs are complete, retest
for SPN 1081 FMI 3.
between WTSL (connector
1455) pin-B and ECM pin
FMI 3.
End Diagnostic Test

Figure 764 WTSL Circuit Diagram
Tools Required
• Breakout Harness ZTSE4435C
Figure 765 WTSL Circuit Check
Test 1
A. Key OFF.
B. Using Terminal Test Kit ZTSE4435C insert appropriate terminal into Wait to Start Lamp (WTSL)
connector (1455) pin-B and leave WTSL disconnected. See (vehicle Electrical Circuit Diagrams)
for additional details.
C. Key ON
SPN 1081 FMI 4 - WTSL circuit short to GRD
Fault Overview
Fault code sets when Engine Control Module (ECM) detects no current on Wait to Start Lamp (WTSL) driver
circuit when WTSL is commanded ON.
Lamp Reaction
Associated Faults
None
Fault Facts
None

Continuous
Possible Causes
• WTSL circuit short to GND
• Failed WTSL

Step 2 Measure engine side of Wait to Start Lamp (WTSL) circuit for Decision
short to GND.
resistance between Breakout Harness ZTSE4435C pin-B and known good
GND.
1455) pin-B and ECM pin
1081 FMI 4.
Step 3 Measure vehicle side of WTSL circuit for short to GND. Decision
Perform Test 2 (page 1993). Use DMM, measure resistance between Yes: Replace WTSL. After
Breakout Harness ZTSE4435C pin-A and known good GND. repairs are complete, retest
for SPN 1081 FMI 4.
1455) pin-A and vehicle wiring
(see WTSL Circuit Diagram
and vehicle Electrical Circuit
Diagrams for additional
details). After repairs are
1081 FMI 4.
End Diagnostic Test

Tools Required
Test 1
A. Key OFF.
connector (1455) pin-B and leave WTSL disconnected. See( vehicle Electrical Circuit Diagrams)
Test 2
A. Key OFF.
B. Using Terminal Test Kit ZTSE4435C insert appropriate terminal into WTSL connector (1455) pin-A
and leave WTSL disconnected. See( vehicle Electrical Circuit Diagrams) for additional details.
SPN 1081 FMI 5 - WTSL open load/circuit
Fault Overview
Fault code sets when Engine Control Module (ECM) detects an Open in Wait To Start Lamp (WTSL) circuit.
Lamp Reaction
Associated Faults
None
Fault Facts
None

Continuous
Possible Causes
• WTSL circuit Open or high resistance
• Failed WTSL

Step 2 Check 15-amp fuse F10-D (464M). Decision

Check 15-amp fuse F10-D (464M) (see vehicle Electrical Circuit Diagrams Yes: Go to Step 3.
for additional details).
Is fuse in good condition and not blown? No: Replace 15–amp fuse
F10-D (464M). After repairs
1081 FMI 5.
Step 3 Check vehicle side of Wait To Start Lamp (WTSL) circuit for Decision
Open or high resistance.
voltage between ZTSE4435C pin-A and known good GND.
Is voltage 12 volts or greater while WTSL circuit is activated? No: Repair Open or high
resistance between WTSL
(connector 1455) pin-A and
vehicle wiring. After repairs
1081 FMI 5.
Step 4 Check Engine Control Module (ECM) side of WTSL circuit for Decision
Open or high resistance.
ZTSE4435C pin-B and Breakout Box 00-00956-08 pin C2-15. resistance between WTSL
(connector 1455) pin-B
for SPN 1081 FMI 5.
Is resistance greater than 5 ohms? No: Replace WTSL. After
for SPN 1081 FMI 5.
End Diagnostic Test

Tools Required
Test 1
A. Key OFF.
connector (1455) pin-A and leave WTSL disconnected. See( vehicle Electrical Circuit Diagrams)
C. Key ON
Test 2
A. Key OFF.
B. Using Terminal Test Kit ZTSE4435C insert appropriate terminal into WTSL connector (1455) pin-B
and leave WTSL disconnected. See( vehicle Electrical Circuit Diagrams) for additional details.
D. Connect Breakout Harness 00-01467-00 to vehicle harness and leave Engine Control Module
(ECM) disconnected.
2 ENGINE SYSTEM TESTS AND INSPECTIONS 1999
Table of Contents
ServiceMaxx™ Software Procedures. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2003

Connection and Data Recording. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2003
Diagnostic Trouble Code Overview. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2007
Check for DTCs.................... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2008
Session Files. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2009
Obtain Vehicle Health Report. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2011
Programmable Features. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2012
Record Snapshot of KOEO Data. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2017
DOC/DPF Replacement/Reset Procedure. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2019
DPF Regeneration Procedure. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2022
DEF Supply Module (DEFSM) Flushing Procedure. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2026
Viewing graphs of recorded data. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2030
IQA Adjustment. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2036
Crankshaft Position Sensor Relearn Procedure. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2039
Oxygen (O2) Sensor Calibration. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2042
Intermittent or Inactive Fault Diagnostic Procedure. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2043
Connecting EST with ServiceMaxx™ Software to Engine. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2044

Interface Device Selection....... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2044
Connecting ServiceMaxx™ Software. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2047
Pinpoint Diagnostic Graphic Legend. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2048
Service Bay Tests. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2056

Engine Off Tests................... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2056
Actuator Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2056
ETV Position Test........ . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2058
EGR Valve Position Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2061
Continuous Monitor Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2063
Relative Compression Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2067
Intake Air Heater Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2070
DEF Reverting Valve. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2072
DEF Line Heater. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2075
DEF Tank Heater Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2077
DEF Doser Pump Override Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2080
DEF System Leak Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2088
SCR Fault Reset Request. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2090
Low Coolant Level Reset Request. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2092
FRP Relief Valve Reset Procedure. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2095
Aftertreatment Purge Air Valve Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2098
Engine Running Tests. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2100
Air Management Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2100
High Pressure Pump Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2103
Engine Fan Test.......... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2107
Multiple Cylinder Cutout Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2112
Cylinder Balance. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2116
Aftertreatment Fuel Dosing Test Preparatory Steps. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2119
2000 2 ENGINE SYSTEM TESTS AND INSPECTIONS
AFT Dosing System Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2126

AFT Fuel Shutoff Leak Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2128
AFT Fuel Injector Leak Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2130
Low Idle to High Idle Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2133
Road Tests. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2135

Lug Down Test.......................... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2135
Lug Down Test (RPM, FRP, and FRP Desired) Graph. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2137
Lug Down Test (RPM, APP1, Vehicle Speed, and IMP) Graph. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2139
Lug Down Test (Engine Load, TC1TOP, and DPFOP) Graph. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2141
Normal Exhaust Gas Temp Graph. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2143
Inverted Exhaust Gas Temp Graph. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2146
Low Exhaust Gas Temp Graph. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2149
Air Control Valve (ACV) Test................... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2152

Turbocharger 2 Wastegate (TC2WC) Functional Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2152
Exhaust Back Pressure Valve Functional Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2156
Low-Pressure Fuel System Tests. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2160

Fuel System Priming. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2160
Fuel Delivery Pressure (FDP) Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2166
Start From Clean Fuel Source Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2168
Fuel Aeration Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2170
Fuel Restriction Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2174
High-Pressure Fuel System Tests. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2179

HP Pump Inlet Pressure Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2179
Fuel Rail Pressure (FRP) Return Flow Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2181
Fuel Rail Pressure (FRP) Leak Isolation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2184
HP Pump Fuel Return Pressure Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2186
HP Pump Fuel Return Flow Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2188
HPFP CPA Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2190
HPFP Test Entry Conditions. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2209
Inlet Air Heater Tests. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2211

Intake Air Heater Fuel Igniter (IAHFI) Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2211
Fuel Supply at Intake Air Heater Fuel Solenoid (IAHFS) Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2213
Fuel Supply at Intake Air Heater Fuel Igniter (IAHFI) Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2215
General Test Procedures. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2217

Batteries and Electrical System Inspection. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2217
Engine Cranking Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2218
Crankcase Oil Breather Separator Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2219
Charge Air Cooler (CAC) Pressure Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2221
Interstage Cooler (ISC) Pressure Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2228
Crankcase Pressure Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2231
Smoke Test (Air Intake System). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2233
Smoke Test (Exhaust System). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2238
Relay Diagnostics...................... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2250
Relay Test 1 - Switched-86 GND. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2251
Relay Test 2 – Switched-86 PWR. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2253
Relay Test 3 – Switched-85 GND. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2255

Relay Test 4 – Switched-85 Shared 30. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2258
Relay Test 5 – Switched-85 GND, FMI 4. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2261
Relay Test 6 – Switched-86 PWR, No Code. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2263
Relay Test 7 – Switched-85 GND, No Code. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2266
J1939 Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2268
Induction System Cleaning Procedure. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2270
Exhaust Restriction Isolation Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2283
Fuel System Flushing Procedure. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2286
Coolant Test Procedures. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2287

Deaeration Tank Cap Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2287
Cooling System Pressure Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2291
Air Compressor Leaking Coolant to Oil Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2295
Air Compressor Leaking Air to Coolant Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2296
Aftertreatment Fuel Injector (AFTFI) Coolant Leak Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2297
EGR Cooler Leak Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2299
Thermostat Operational Test.... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2309
Engine Oil Tests............................. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2311

Oil Pressure Verification Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2311
Power Steering Fluid Leak to Engine Oil Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2316
Instrument Panel Engine Oil Pressure Gauge Validation Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2317
Engine Brake. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2319

Engine Compression Brake ECM Inputs and Programmable Parameter Checks. . . . . . . . . . . . . . .2319
Engine Compression Brake Operational Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2323
Test Setup. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2323
Test Procedure. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2323
Expected Outcome. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2324
Engine System Inspections............... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2325

Initial Key On Check. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2325
Fuel Level and System Inspection. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2326
Fuel Quality Inspection. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2330
Engine Oil Level and Quality Inspection. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2333
Coolant Level Inspection. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2335
Coolant Quality Inspection. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2337
Coolant Leak - Visual. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2338
Coolant in Exhaust Inspection. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2339
Coolant to Oil Inspection. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2340
Cylinder Sleeve Cavitation and Crack Inspection. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2341
Interstage Cooler Inspection. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2342
Charge Air Cooler Inspection. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2343
Intake Air Inspection. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2345
Exhaust and Aftertreatment System Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2346
Oil and Crankcase Inspection. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2351
Oil pump and Fan Drive Oil Leak Inspection. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2353
Cylinder Head, Valve train, and Engine Brake Housing Oil Leak Inspection. . . . . . . . . . . . . . . . . . . . .2356
Engine Brake Inspection......... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2362
HP-Turbocharger Radial Play Inspection. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2365
Internal Engine Damage Inspection. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2366

Connecting Rod, Main Bearing, and Journal Inspection. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2370
Aftertreatment. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2374
Snap Acceleration Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2374
Hot Run Sensor Comparison Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2375
Aftertreatment Purge Air Valve Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2378
Diesel Exhaust Fluid Dosing Valve (DEFD) Inspection. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2379
DEF Quality Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2383
DEF Level Inspection. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2384
DPF Inspection. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2387
DOC Inspection......................... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2389
SCR Inspection. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2391
Decomp Tube Inspection. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2393
Aftertreatment Fuel Injector (AFTFI) Inspection. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2395
ServiceMaxx™ Software Procedures

Connection and Data Recording
Overview
ServiceMaxx™ is an Engine Electronic Control System Diagnostic Tool. It is used to view Diagnostic Trouble
Codes (DTCs) stored in the Engine Control Module (ECM), perform various Service Bay Tests, Procedures,
and Program engine features. It can also monitor and record signals from the ECM and Aftertreatment Control
Module (ACM).
Engine Auto-Detection
The N13 Selective Catalytic Reduction (SCR) engine is able to auto-connect at KOEO or engine running. The
only difference when connecting with a running engine is most of the parameters will not load. You will also
notice a lot of missing values in the Vehicle Information window.
Connection (Sniffer)
This area will display all the modules communicating on the Public Controller Area Network (CAN) Network.
Tools Required
Equipment Condition
None
Test Setup
Figure 772 ServiceMaxx™ Home Screen

NOTE: Key-On Engine-Off (KOEO) will load signals and parameters.
Key-On Engine-Running (KOER) will load signals, but will not load parameters.
1. Connect Electronic Service Tool (EST) to vehicle Diagnostic Connector .
2. Start ServiceMaxx™ software.
Figure 773 Engine Selection Window
NOTE: If ServiceMaxx™ displays the Engine selection window (Figure 773), it was unable to Auto- Detect. The
Engine Control Module (ECM) or the Public Controller Area Network (CAN) to the Data Link connector maybe
at fault.
Test Procedure
Snapshot Recording Procedure:
Figure 774 Start Signal Recording

1. Start logging watched signals to a log file button
1. Click on the Start logging watched signals to log a file button (Figure 774) (Item 1).
Figure 775 Stop Signal Recording

1. Stop logging watched signals to a log file button
2. Click on the Stop logging watched signals to a log file button (Figure 775) (Item 1) to stop the recording.
Figure 776 Snapshot folder
3. Snapshot recording will be saved in the Snapshot folder (Figure 776) located on your computers desktop.
Snapshot Playback Procedure
Figure 777 Snapshot

1. Open previously recorded snapshot, Click on the Open Snapshot Recording File (Figure 777) from the File
Menu.
2. Select the desired recording you wish to open.
Figure 778 Snapshot Recording Playback
3. Once the recording (Figure 778) is open, you can select any signal you wish to show up in the graph.
Diagnostic Trouble Code Overview

Beginning in 2010, a Diagnostic Trouble Code (DTC) consists of two parts: the Suspect Parameter Number
(SPN) and Failure Mode Indicator (FMI). The SPN identifies a component or system with a fault, and the FMI
identifies what that fault or condition is.
Figure 779 DTC Display
DTC Type:
Pending DTC
Pending Diagnostic Trouble Codes (DTC)s are possible faults that were detected on the first drive cycle. On
Heavy Duty Onboard Diagnostic (HD-OBD) faults can be set as Pending. Pending HD-OBD faults do not turn
on the Malfunction Indicator Lamp (MIL)
Active DTC
There are 3 types of Active DTCs: Non-HD-OBD faults, 1 drive cycle and 2 drive cycle HD-OBD.
• Active Non HD-OBD faults go active on the first drive cycle and do not turn on the MIL.
• Active HD-OBD 1 drive cycle faults turn on the MIL.
• Active HD-OBD 2 drive cycle faults turn on the MIL.
Healing DTC
Healing DTCs are HD-OBD faults that were active on the previous drive cycle, but were not detected on the
current drive cycle. Healing faults do turn on the MIL. If the Healing fault is not detected within the next three
consecutive drive cycles, then the fault becomes Previously Active and turns off the MIL.
Previously Active DTC

Previously Active DTCs are historical Active faults that were detected in a previous drive cycle. Previously Active
DTCs do not turn on the MIL.
DTC Count
DTC Count logs the amount of times the fault was detected.
Freeze Frame
Freeze Frame data is a snapshot of the engines operating condition at the time the fault was detected.
Check for DTCs

ServiceMaxx™ software displays Diagnostic Trouble Codes (DTC)s at the bottom of the screen.
Figure 780 DTC display
Procedure:
ServiceMaxx™ software will update DTC status every 10 seconds and will check for DTCs as soon as the
Refresh DTC/Vehicle Events button (Figure 780) is pressed.
Session Files
Overview
ServiceMaxx™ software has a variety of Sessions; Signal Monitoring, Engine Programming and Service Bay
Testing.
Service Bay Test and Procedures will automatically load pre-made default sessions. Users are not limited to
using pre-made default sessions. Sessions (Figure 781) can be built or modified, saved and loaded (Figure 782)
at any time. The operator can use their own saved session to run a Service Bay test as long as the check mark
is removed from the Load Test Specific Session (Figure 783) prior to running the test.
Figure 781 Menu – Save Session
Figure 782 Menu – Load Session

Figure 783 Menu – Load Test Specific Session

Obtain Vehicle Health Report
Overview
Connect Electronic Service Tool (EST) to vehicle and generate a Health Report of current vehicle information:
• Vehicle Identification Number (VIN) validation
• Vehicle mileage
• Engine hours
• Diagnostic Trouble Codes (DTC)
• Engine Control Module (ECM) calibration
• Fuel economy data
Tools Required
• PocketMaxx™, EST with International Graphical User Interface, or Navistar® EZ-Tech Launcher
Equipment Condition
None
Test Setup
None
Test Procedure
1. Key-On Engine-Off (KOEO).
2. Connect interface cable between PocketMaxx™, EST, or EZ-tech Launcher to vehicle Diagnostic Connector
(page 2044).
3. Use PocketMaxx™, EST, or EZ-tech Launcher to retrieve a vehicle Health Report.
4. Connect to internet and upload Health Report to Navistar® Service Portal.
5. Verify Health Report is visible on Navistar® Service Portal. Select Write Up > Vehicle Information.
Expected Outcome
Current vehicle Health Report is viewable on Navistar® Service Portal.
Follow-On Procedure
None
Programmable Features
Overview
Many features can be programmed into the Engine Control Module (ECM) to fit many different applications. To
make programming changes using ServiceMaxx™ software, load the Programming session.
Tool Required
Equipment Condition
None
Figure 784 Programmable Feature
Test Setup
1. Key-On Engine-Off (KOEO)
2. Connect Electronic Service Tool (EST) to vehicle Diagnostic Connector (page 2044).
3. Log in to ServiceMaxx™ software.
Test Procedure
Figure 785 Select Parameters or Programming
1. Select Programming (Figure 785) from the Session drop-down menu.

• Select Parameters to view all Parameters
• Select Programming to view Parameters sorted into categories.
Figure 786 Change Parameter Value
2. Click on the desired parameter value (Figure 786) to be changed.
Figure 787 Program Engine
3. Press the Program Engine Button (Figure 787).
Figure 788 Program Engine
4. Turn Key OFF for 15 seconds, so new value change be saved into the module (Figure 788).
5. Turn Key ON.
6. Clear Diagnostic Trouble Code (DTC)s, if any.
Expected Outcome
None
Follow-On Procedure
None
Record Snapshot of KOEO Data
Overview
Record Key-On Engine-Off (KOEO) data to be referenced now, and in the future.
Tools Required
Equipment Condition
1. Do not crank or run engine for 3 minutes or more to allow fluid pressures to stabilize.
Test Setup
1. Key-On Engine-Off.
Test Procedure
Figure 789 Selecting Performance Session
1. Select Sessions > Performance.

2. Cycle key OFF, then cycle key ON.
3. Select Tools > Start Recording Snapshot.
4. Wiggle harness sensor and actuator connections and the 96-pin and 58–pin Engine Control Module (ECM)
connectors.
5. Select Tools > Stop Recording Snapshot.
Expected Outcome
KOEO values will be within specification.
Follow-On Procedure
None
DOC/DPF Replacement/Reset Procedure
Overview
The Aftertreatment (AFT) maintenance provides the ability for a technician to install/reset maintenance
components. An example would be a new or clean Diesel Oxidation Catalyst (DOC) or Diesel Particulate Filter
(DPF). Once a DOC is considered by the Engine Control Module (ECM) to be “Face Plugged”, AFT dosing is
disabled. After the DOC is replaced, the technician would need to reset the value to clean in order to enable
dosing and re-initiate active regeneration. In order to prevent the misuse of this feature, the reset shall only be
available when most severe fault conditions exist on the particular AFT component that is being reset.
Figure 790 DOC / DPF Replacement Reset
Tools Required
Equipment Condition
One of the following active faults:
• SPN 3556 FMI 18
• SPN 5298 FMI 17
• SPN 5298 FMI 18
Test Setup
2. Connect Electronic Service Tool (EST) to Vehicle Diagnostic Connector and launch ServiceMaxx™ software.
(page 2044).
Test Procedure
1. Verify that one of the active faults is present:
• SPN 3556 FMI 18
• SPN 5298 FMI 17
• SPN 5298 FMI 18
2. Replace the failed part.
Figure 791 Menu – Select Procedures
3. Go to Procedures > KOEO Aftertreatment Procedures > DOC / DPF Replacement Reset (Figure 791).
Figure 792 DOC or DPF Replacement Reset Button
4. Press the DOC or DPF Replacement Reset button (Figure 792).

5. Cycle ignition switch.
6. Clear Diagnostic Trouble Codes (DTCs).

DPF Regeneration Procedure
Overview
A parked Diesel Particulate Filter (DPF) regeneration cleans the DPF while monitoring aftertreatment system
operation.
WARNING: To prevent personal injury or death, set parking brake, shift transmission to park or
neutral, and block wheels.
Tools Required
Equipment Condition
1. Engine Speed (below 750 rpm).
2. Engine Coolant Temperature above 150°F (66°C).
3. Accelerator Pedal Position (APP) 0% (pedal released).
4. Break switch released.
5. Parking break set.
6. No Inhibitors (Figure 794).
Test Setup
Test Procedure
1. Start engine and allow engine coolant temperature to reach above 150°F (66°C).
Figure 793 Select Procedure
2. Select KOER Aftertreatment Procedure > DPF Regeneration (Figure 793) from Procedures drop down
menu.
Figure 794 DPF Regeneration Inhibitors
3. Verify DPF Regeneration Procedure entry conditions are met and DPF regeneration inhibitors (Figure 794)
are not inhibited.
• If regen inhibitors are displayed as inhibited, refer to Check Regen Inhibitors (page 2024) table.
Check Regen Inhibitors

Check Expected Results Comment
AFT Regen Inhibit - AESC Not Inhibited If inhibited, ensure auxiliary engine speed
Active control is disabled.
AFT Regen Inhibit - Not Inhibited If inhibited, ensure accelerator pedal is
Accelerator OFF Idle released, and there are no active fault codes
for APP sensor. Diagnose and repair active
fault codes before running DPF regeneration.
AFT Regen Inhibit - Clutch Not Inhibited If inhibited, ensure clutch pedal is released,
Disengaged and there are no active fault codes for clutch
switch. Diagnose and repair active fault codes
before running DPF regeneration.
AFT Regen Inhibit - Engine Not Inhibited If inhibited, run engine until Engine Coolant
Not Warmed UP Temperature (ECT1) is above 150°F (66°C)
AFT Regen Inhibit - Inhibit Not Inhibited If inhibited, ensure Regen Inhibit Switch is in
Switch the OFF position and there are no active fault
codes with switch. Diagnose and repair active
fault codes before running DPF regeneration.
AFT Regen Inhibit - Out of Not Inhibited If inhibited, ensure transmission is in park or
Neutral neutral.
AFT Regen Inhibit - Park Not Inhibited If inhibited, ensure park brake is set.
Brake not Set
AFT Regen Inhibit - Not Inhibited If inhibited, ensure service brake is released.
Service Brake Active
AFT Regen Inhibit - Not Inhibited if inhibited, ensure no active faults listed in
System Fault Active DTC list. Diagnose and repair active fault
codes before running DPF regeneration.
AFT Regen Inhibit - Not Inhibited If inhibited, ensure vehicle speed is 0 mph,
Vehicle Speed too High and no active TOSS fault codes. Diagnose
and repair active fault codes before running
DPF regeneration.
AFT Regen Inhibit Status Not Inhibited If inhibited, ensure other regen inhibitors are
corrected and reading not inhibited.
AFT Regen Inhibit - Low Not Inhibited If inhibited, run engine until all exhaust
Exhaust Gas Temperature temperatures reach DPF regen target
temperature.
Figure 795 Begin Test
4. Press Begin Test button (Figure 795).

5. Engine Speed will ramp up to increase exhaust flow through DPF. Procedure will run for 65 minutes and will
not display pass or fail results.
Expected Outcome
Exhaust temperature will rise and soot load will decrease.
Follow-On Procedure
None
DEF Supply Module (DEFSM) Flushing Procedure
Overview
(DEFSM) flushing should be performed when DEFSM is suspected of being the cause of fault(s) and before
being replaced.
CAUTION: Do not disconnect vehicle batteries, DEFSM 12–way connector, or any DEF lines until the DEF
dosing system has completed its purge cycle. Wait at least five minutes after Key OFF for the DEF dosing
system to complete the purge cycle.
Tools Required
• Interface cable (RP1210 Compliant)
• DEF Refractometer 5025
• Rubber-tipped blow gun
Equipment Condition
None
Test Setup
1. If DEF Supply Module (DEFSM) is being removed for service, install protective caps on the 12–way electrical
connector and fluid fittings.
Test Procedure
Figure 796 DEF Supply Module

1. DEFSM suction line fitting 3. DEFSM pressure line fitting 5. DEFSM filter cap
2. DEFSM return line fitting 4. DEFSM housing 6. DEFSM 12–way connector

1 Check Diesel Exhaust Fluid (DEF) Supply Module (DEFSM) Yes: Go to step 2.
housing (Figure 796) (Item 4) for cracks or leaks.
No: Replace DEFSM.
Is DEFSM housing in good condition and Not leaking?
NOTE: The DEFSM is not internally serviceable. Do not open the case.

2 Inspect connections at DEFSM. Key OFF, disconnect DEF Supply Yes: Go to step 3.
Module (DEFSM) 12-way connector (Figure 796) (Item 6). Check
No: Repair connector, harness,
DEFSM and connector terminals for: damaged or pinched
or terminal damage.
connector housing.
Are the DEFSM connector, harness, and terminals clean and
undamaged?

3 Inspect DEFSM filter cap (Figure 796) (Item 5) and fluid fittings Yes: Go to step 4.
for white DEF deposits.
No: Clean the leak areas with
Is the DEFSM filter cap free of white deposits? warm water and a soft bristled
brush. Go to step 4.
CAUTION: Do not immerse the DEFSM in any kind of solution. Do not wash with any detergents.
Figure 797 DEF Supply Module Fluid Fitting

1. DEFSM fluid fitting O-ring 2. DEFSM fluid fitting threads 3. DEFSM fluid fitting

4 Inspect DEFSM fluid fittings (Figure 796) (Items 1, 2, 3). Remove Yes: Go to step 5.
DEFSM fluid fittings. Inspect fittings (Figure 797) (Item 3) for
No: Obtain new DEFSM fluid
cracks or other damage.
fitting(s). Go to step 6.
Are DEF Supply Module (DEFSM) fluid fittings in good condition?

5 Inspect DEFSM suction fitting for debris. Using a rubber-tipped Yes: Inspect DEF tank and
blow gun, blow air through the threaded side of the fitting onto a tank filter for debris and
sheet of paper. Inspect the paper for debris that has been blown contamination. Replace DEF
out. and DEF tank filter as necessary.
Obtain new DEFSM suction
Was any debris blown out of the suction fitting?
fitting. Go to step 7.
No: Go to step 6.

6 Inspect the DEF Supply Module (DEFSM) pressure and return Yes: Replace the DEFSM fluid
fittings for debris. fitting(s) that had debris. Go to
step 7.
• Using a rubber-tipped blow gun, blow air through the threaded
side of the return line fitting onto a sheet of paper. Inspect the No: Go to step 7.
paper for debris that has been blown out.
• Using a rubber-tipped blow gun, blow air through the
Non-threaded side of the pressure line fitting onto a sheet of
paper. Inspect the paper for debris that has been blown out.
Was any debris blown out of the fittings?
Figure 798 DEF Supply Module Filter Cap Inspection Point

1. DEFSM filter cap

7 Remove and Inspect DEFSM filter cap (Figure 798) (Item 1) for Yes: Go to step 8.
cracks or damage
No: Replace the DEFSM filter
Is the DEFSM filter cap free of cracks and damage? cap. Go to step 8.

8 Check DEF quality. Obtain a sample of DEF. Visually inspect for Yes: Go to step 9.
contamination, and use DEF Refractometer 5025 to test urea
No: Drain the DEF tank, flush
concentration of DEF fluid.
with distilled water, and fill with
Is urea concentration between 30 - 34 percent and Not new and / or known good DEF.
contaminated? Go to step 9.

9 Re-install DEFSM fluid fittings using new O-rings and torque to Yes: Go to step 10.
40 in lb (4.5 nm).
No: Replace DEFSM.
CAUTION: Do Not use lubricant on the DEF Supply Module
(DEFSM) fluid fitting threads or O-rings
Fill DEFSM cleaner bottle 18-200-01-01 with distilled water and
connect to the supply module inlet connector.
Using Electronic Service Tool (EST) with ServiceMaxx™ software,
go to Tests > KOEO Aftertreatment Tests > DEF Doser Pump
Override.
Select Begin Test.
Squeeze the DEFSM cleaner bottle to push water into the DEFSM,
until the supply module draws water on its’ own.
Does the DEFSM draw water from the bottle (maximum 3
minutes)?

10 Install new DEFSM filter. Yes: DEFSM cleaning is
complete.
Tighten DEFSM filter cap to 177 in. lb. (20 Nm)
No: Replace DEFSM.
Reinstall DEF lines.
Perform DEF Doser Pump Override (page 2085).
Is 85–115 ml of DEF dispensed?
Viewing graphs of recorded data
Overview
Graph data using ServiceMaxx™. View recorded data, and save or print screenshots of playback.
NOTE: ServieMaxx™ snapshots can be viewed at any time by selecting Open Recorded Signal File from the
File drop-down menu or through the desktop Snapshots folder.
Tools Required
• J1939-Compliant Interface Cable
Equipment Condition
ServieMaxx™ snapshot is saved to Snapshot folder on desktop of EST.
Test Setup
Test Procedure
Figure 799 Menu – Open Snapshot Recording File
1. File > Open Snapshot Recording File.

Figure 800 Opening Snapshot File
2. Select a previously recorded file from the Open window.

Figure 801 Recorded Signal Playback
3. Select which signal(s) to view by clicking on the Graph boxes.

4. With parameters selected, there are multiple options to view the snapshot:
• Press Play
• Drag bar across to play snapshot at desired speed
• Utilize Play, Fast Forward, Rewind, or click Play again during snapshot viewing to Pause playback
Figure 802 Show Graphed Only

1. Show Graphed Only box
5. Click Show Graphed Only box (Figure 804) (Item 1) allows technician to view selected parameter(s) only,
without other parameters being displayed. Show Graphed Only box not checked will display all parameters
again.
Figure 803 Save Screenshot

1. Save Screenshot as JPG button
6. Click Save Screenshot as JPG button (Figure 804) (Item 1) to save your screenshot as a picture file at any
point during recording. A dialog box will display showing location of saved screenshot picture file. Click OK
to save.
Figure 804 Print Screenshot

1. Print Screenshot button
7. Click Print Screenshot button (Figure 804) (Item 1) to print. Choose printer and select OK.
Expected Outcome
Technician will be able to view captured graph data, and save or print screenshots.
Follow-on Procedure
None
IQA Adjustment
Overview
Calibrate Engine Control Module (ECM) for newly installed injectors. Each injector is encrypted with an Injection
Quantity Adjustment (IQA) code that must be programmed into the ECM anytime an injector has been replaced.
IQA injects the correct amount of fuel for each individual injector throughout the operating range of the engine.
Injector mechanical tolerances, high flow, and low flow can be evenly balanced with the ECM calibration.
Tools Required
Equipment Condition
None
Test Setup
1. Turn ignition switch to ON, engine OFF.
(page 2044).
Test Procedure
Figure 805 Injector Quantity Adjustment procedure
1. Select Injection Quantity Adjustment (Figure 805) from Procedures drop-down menu.
Figure 806 Picture of IQA code location
2. Type in new IQA code (stamped on top portion of injector) (Figure 806) into proper cylinder location.
Figure 807 Injector Quantity Adjustment
3. When the Undo button appears, the Program Engine button becomes active. Press the Program Engine
button (Figure 807).
4. Replace failed injector following procedures in the Engine Service Manual.
Expected Outcome
ECM will have correct fuel injector calibrations.
Followup Procedure
None
Crankshaft Position Sensor Relearn Procedure
Overview
After diagnosing and repairing Crankshaft Position (CKP) sensor, Camshaft Position (CMP) sensor, and base
engine concerns, CKP position parameter has to be reprogrammed.
Tools Required
Equipment Condition
None
Test Setup
3. Log in to ServiceMaxx™.
4. Clear Diagnostic Trouble Codes (DTC) if any are displayed.
Test Procedure
Figure 808 Sessions Drop Down Menu

1. Select Sessions > Programming (Figure 808).
Figure 809 Service Interval Tab and Parameter Values
2. Select Service Interval Tab (Figure 809).

3. Change Parameter Value 95232 CKP Crankshaft Position Learning Reset Request (Figure 809) to Yes.
Figure 810 Program Engine Button
4. Click Program Engine Button (Figure 810).
Figure 811 Engine Parameters Programmed Successfully Popup Box

5. When Engine Parameters Programmed Successfully (Figure 811) pop up box appears, turn Key Off for a
minimum of 15 seconds.
6. Turn Key On.
7. Clear any Diagnostic Trouble Codes (DTC).
Expected Outcome
Engine will program successfully.
Follow-On Procedure
None
Oxygen (O2) Sensor Calibration
Overview
Calibrates the Engine Control Module (ECM) to Oxygen (O2) Sensor.
Tools Required
Equipment Condition
None
Test Setup
(page 2044).
Test Procedure
1. Clear exhaust fumes by performing Relative Compression Test (page 2067).
Figure 812 O2 Sensor Calibration Menu
2. Select Procedures > KOEO Procedures > O2 Sensor Calibration (Figure 812).
3. Run O2 Sensor Calibration Procedure.
4. When calibration is complete, a pop up message will display Test completed, Successful.
Expected Outcome
ECM will be successfully calibrated to new O2 Sensor.
Follow-up Procedure
None
Intermittent or Inactive Fault Diagnostic Procedure
Overview
Use this test to diagnose inactive and/or intermittent faults. Inactive and/or intermittent faults are currently
healing, previously active, or inactive.
NOTE: For component faults that are pending or active, follow specific step based diagnostics for fault.
NOTE: Permanent faults are historic faults and are used for reporting purposes only. They should never be
treated as a current issue or used for diagnostics.
Tools Required
• J1939–compliant interface cable
Equipment Condition
None
Test Setup
1. Key-On, Engine-Off (KOEO).
Test Procedure
1. Verify health report was saved. Clear fault codes.
2. Hit Record button in ServiceMaxx™.
3. Continuous Monitor Test (page 2063) and view voltage signal for suspect sensor.
• The continuous monitor test will have you watch voltage signals for voltage spikes while wiggling affected
harness and connections.
• A voltage spike while performing continuous monitor wiggle test indicates a damaged harness and/or
connector pin.
4. Stop recording and review snapshot file.
5. If voltage spike or fault occurs during continuous monitor wiggle test start from point voltage spike occurred
and inspect harness for rubbing, and inspect nearby connectors for pin damage, corrosion, fretting, etc.
Expected Outcome
The source of the intermittent / inactive fault will be isolated.
Follow-On Procedure
None
Connecting EST with ServiceMaxx™ Software to Engine

Interface Device Selection
To connect Electronic Service Tool (EST) with ServiceMaxx™ software to engine, the NAVCoM, NAVLink, or
generic Interface cable (RP1210B compliant supporting J1939 and J1708) must be connected between EST
and vehicle diagnostic connector. The vehicle diagnostic connector is located inside vehicle cab, above clutch
pedal.
1. Using Interface cable, connect EST (Electronic Service Tool) to vehicle’s diagnostic connector.
2. Start ServiceMaxx™ software.
Figure 813 Com Link Selection Drop Down Menu
3. Select Com Link (Figure 813).

Figure 814 Com Link Activation Drop Down Menu
4. Activate Com Link (Figure 814) for interface cable connection.

If ServiceMaxx™ software fails to autoconnect, use the following procedure:
5. From Tools drop-down menu, go to Select Com Link (Figure 813).
6. Select cable / interface device.

a. NEXIQ Technologies USB-Link
— USB-Link
• J1939
• J1708
• KWP2000
— Bluetooth USB-Link
• J1939
• J1708
• KWP2000
— USB-Link ATEC 160–Baud
• J1939
• J1708
• KWP2000
— BT USB-Link ATEC 160–Baud
• J1939
• J1708
• KWP2000
NOTE: If software is still unable to connect, see troubleshooting documentation provided for specific interface
cable being used (provided from cable manufacturer).
If cable is not at fault, see J1939 Data Link Error (ECM unable to transmit) in Fault Code Diagnostics section of
this manual.
Connecting ServiceMaxx™ Software

1. Turn ignition switch to ON. Do not start engine.
2. Using interface cable, connect EST to vehicle’s diagnostic connector.
3. Start ServiceMaxx™ software. After starting ServiceMaxx™ software and selecting appropriate interface
device, (Interface Device Selection) (page 2044), a detection process will begin and should connect
automatically.
NOTE: If ServiceMaxx™ software cannot detect Engine Serial Number (ESN), then it may be necessary
for user to select engine by clicking on Select Engine from File drop-down menu. Then select engine from
pop-up box.
Figure 815 ECM Connected Icon
NOTE: If software has connected to the ECM, active signals will populate startup screen, and ECM
connected icon in bottom right corner will show connected.
Figure 816 ECM Disconnected Icon
NOTE: When software is unable to connect to ECM, signals and vehicle information will not be displayed,
and ECM disconnected icon in bottom right corner will show disconnected.
If software is unable to connect to ECM, go to Interface Device Selection (page 2044) section, above.
Pinpoint Diagnostic Graphic Legend

This defines the graphic depictions of tools required for Pin Point Tests in the Fault Code Diagnostics section of
this manual.
Figure 817 Breakout Harness

Figure 818 ZTSE4498 – 3–Banana Plug Harness

Figure 819 ZTSE4497 — 500 Ohm Resistor

Figure 820 Ohm Meter

Figure 821 Volt Meter

Figure 822 ECM (Engine Control Module) 180 Pin Breakout Harness Overlay
Figure 823 ACM (Aftertreatment Control Module) 180 Pin Breakout Harness Overlay
Figure 824 Battery

Service Bay Tests

Engine Off Tests
Actuator Test
Overview
The Key-On Engine-Off (KOEO) Actuator Test enables technicians to cycle any actuator to high or low states, and
some actuators have variable positions. Technicians can use a Digital Multimeter (DMM) to measure changes
in voltage or duty cycle, or visually monitor actuator movement while actuator is commanded. This test does not
display pass or fail results.
Tools Required
• Electronic Service Tool (EST) with ServiceMaxx™ software.
Test Setup
Test Procedure
Figure 825 Menu – Select Test

1. Select Tests > KOEO Tests > Actuator Test (Figure 825) .
Figure 826 Actuator Control Panel
2. Select desired actuator from control panel (Figure 826).

3. Adjust amount of duty cycle you wish to control.
4. Adjust delay test start time, if a delay start time is desired.
5. Press the Start Test button to begin the test.
6. Actuator will cycle to commanded position for 5 seconds.
Expected Outcome
The test will complete successfully.
Follow-On Procedure
None
ETV Position Test
Overview
Verify movement of Engine Throttle Valve (ETV).
Tools Required
• RP1210 Compliant Interface Cable
Equipment Condition
None
Test Setup
1. Key OFF.
2. Connect breakout harness 12-714-01 to both the ETV and engine harness.
Test Procedure
Figure 827 Menu — Select Test
1. Select Tests > KOEO Tests > Actuator Test.

Figure 828 Start Test Button
2. Select ETV Position from Actuator Test drop-down menu on the right side.
3. Select 95% duty cycle and Command actuator movement by clicking the Start Test button.
4. Monitor Engine Throttle Position (ETP) in ServiceMaxx™ and compare to the commanded duty cycle during
the test.
the test.
the test.
Expected Outcome
ETP will meet commanded positions.
Follow-on Procedure
None
EGR Valve Position Test
Overview
Determine if Exhaust Gas Recirculation Valve (EGRV) can meet commanded position and if it is sticking due to
debris or carbon build-up.
Tools Required
Equipment Condition
1. EGRV heat protection shield removed (see Engine Service Manual).
2. Front EGR bellows (between EGR cooler and EGRV) removed (see Engine Service Manual).
Test Setup
(page 2044).
Test Procedure
Figure 829 Selecting Actuator Test
1. Select Tests: KOEO Tests > Actuator Test. Follow on-screen instructions.
Figure 830 Actuator Control Panel
2. From the actuator control panel (Figure 830) select EGR Position and set duty cycle to 95%.
3. Press the Start Test button and monitor the EGR Position (EGRP) signal to see if EGRV can meet
commanded position.
4. After monitoring EGRP signal, set desired delay time to run actuator test again and visually monitor EGRV
movement.
5. Verify duty cycle is at 95% and press the Start Test button.
6. With front EGR bellows(between EGR cooler and EGRV) removed, monitor EGRV movement. Check for
debris and carbon build-up in EGRV.
7. Repeat steps 2–6 with duty cycle set to 15% in steps 2 and 5.
Expected Outcome
EGRV position will meet ServiceMaxx™ commanded position, movement of EGRV can be seen, and no debris
or carbon build-up restricting EGRV movement.
Follow-On Procedure
None
Continuous Monitor Test
Overview
The Key-On Engine-Off (KOEO) Continuous Monitor test is used to detect sensor intermittent faults. During this
test, sensor voltages are continuously monitored. This test provides a graphical view of all signals and allows the
technician to detect intermittent spiking or momentary loss of signal. Perform this test while wiggling connectors,
wiring, and harnesses of the suspected faulty component.
NOTE: A sensor fault that goes out of range high or low will cause the voltage signal to display too high or too
low. The Continuous Monitor Test will force all sensor voltage to display actual voltages. Signals that display N
/ A are not available or not enabled on selected engine.
Figure 831 KOEO Continuous Monitor Test Home Screen
Position Sensor Voltages are Monitored:

• Accelerator Pedal Position 1
• Accelerator Pedal Position 2

• Remote Pedal Sensor (If equipped)
• Urea Tank Level
Pressure Sensor Voltages are Monitored:

• Aftertreatment (AFT) Fuel Pressure
• Barometric Absolute Pressure
• Diesel Fuel Particulate (DPF) Differential Pressure
• DPF Outlet Pressure
• Engine Oil Pressure
• Fuel Delivery Pressure
• Fuel Rail Pressure
• Intake Manifold Pressure
• Turbocharger 1 (TC1) Turbine Outlet Pressure
• TC2 Compressor Inlet Pressure
Temperature Sensor Voltages are Monitored:

• Ambient Air Temperature
• CAC Outlet Temperature
• Engine Coolant Temperature 1
• Engine Coolant Temperature 2
• Engine Oil Temperature
• Exhaust Gas Recirculation Gas Temperature
• Intake Air Temperature
• TC2 Compressor Intake Temperature
Other Voltage Signals Monitored:

• Switched Battery
• O2 Sensor INT
• O2 Sensor
Tools Required
Equipment Condition
None
Test Setup
2. Connect Electronic Service Tool (EST) to Vehicle Diagnostic Connector (page 2044).
Test Procedure
1. Select Continuous Monitor (Figure 832) from drop down menu.
Figure 833 Voltage Spike
2. Monitor suspect voltage signal while wiggling the wiring harness and connectors. If the circuit is interrupted,
the signal will spike.
Figure 834 Stop Test Button

3. Test will run until cancelled by pressing the Stop test button (Figure 834).
Expected Outcome
No intermittent faults detected.
Follow-on Procedure
None
Relative Compression Test
Overview
The KOEO Relative Compression Test measures cylinder balance in order to determine cylinder integrity. The
test results are presented in graphical or numerical displays. The graphs or numbers should be approximately
the same, indicating well balanced and equal cylinders.
Tools Required
Equipment Condition
None
Test Setup
4. Batteries must be charged (Use Battery charger if necessary).
Test Procedure
Figure 835 Menu — Select Test
1. Select Relative Compression Test (Figure 835) from the KOEO Tests drop-down menu.
Figure 836 Test Instructions Popup Panel
2. Follow the instructions on the popup test panel (Figure 836) .
Figure 837 Test Results
3. Results are measured on the down travel of each cylinder's power stroke (Figure 837). A cylinder with low
compression will be significantly lower then the others.
Figure 838 Test Complete
4. When test is complete (Figure 838), review test results.

Expected Outcome
Test will complete successfully.
Follow-On Procedure
None
Intake Air Heater Test
Overview
The Intake Air Heater (IAH) Test is used to activate the system when engine temperatures are above normal
IAH operating range. A technician can use this test to diagnose a problem with this system.
The Intake Air Heater (IAH) System does not assist in starting a cold engine, this system is used to help eliminate
white smoke after a cold engine start up. The normal operating range of this is below 50 degrees F.
Tools Required
• Interface Cable (RP1210B-compliant, supporting J1939 and J1708)
Equipment Condition
None
Test Setup
Test Procedure
1. Select Tests > KOEO Tests > Intake Air Heater Test (Figure 839). This will load session and start test..
2. Start engine once WTSL begins to flash.
3. After engine has started, IAH Fuel Solenoid will open allowing fuel to feed the igniter.
Expected Outcome
On a cold engine, Intake Manifold Temperature should raise at least 10 degrees F before the test completes.
Follow-on Procedure
None
DEF Reverting Valve
Overview
The Key-On Engine-OFF (KOEO) Diesel Exhaust Fluid (DEF) Reverting Control Valve Test is used to command
the DEF reverting valve on, allowing a technician to measure the voltage output to the valve, which confirms the
system is working correctly.
Tools Required
Equipment Condition
None
Figure 840 DEF Reverting Control Valve Test

Test Setup
Test Procedure
Figure 841 Select Test
1. Select KOEO Aftertreatment Test, Actuator – DEF Reverting Valve (Figure 841) from the drop-down menu.
2. The DEF Reverting Valve test session will load on the screen.
Figure 842 Begin Test Button
3. Adjust the desired test delay (Figure 842) amount, if any delay is needed.
4. Press the Begin Test button (Figure 842) to begin the test.
5. This test does not display pass or fail results.
Expected Outcome
The test will complete successfully.
Follow-On Procedure
None
DEF Line Heater
Overview
The Key-On Engine-Off (KOEO) Diesel Exhaust Fluid (DEF) Line Heater Test is used to command DEF Line
Heaters ON, allowing a service technician to measure voltage output to DEF Line heaters while confirming
system is working correctly.
Tools Required
Equipment Condition
None
Test Setup
Test Procedure
1. Select KOEO Aftertreatment Test > Actuator – DEF Line Heater (Figure 843) from drop-down menu.
2. DEF Line Heater session will load on the screen.
Figure 844 Menu – Begin Test button
3. Adjust desired test delay amount, if any delay is needed (Figure 844).
4. Press Begin Test button to begin test (Figure 844).
Expected Outcome
Technician able to confirm DEF line heater operation.
Follow-On Procedure
None
DEF Tank Heater Test
Overview
The Key-On Engine-Off (KOEO) Diesel Exhaust Fluid (DEF) Tank Heater Test is used to command the DEF tank
heater on, allowing a technician to measure the voltage output to the DEF tank heater control valve confirming
the system is working correctly.
Tools Required
• Interface Cable (RP1210B-compliant supporting J1939 and J1708)
Equipment Condition
None
Figure 845 DEF Tank Heater Test
Test Setup
2. Connect Electronic Service Tool (EST) to Vehicle Diagnostic Connector (page 2044).
Test Procedure
Figure 846 Test Selection
1. Select KOEO Aftertreatment Tests, Actuator – Diesel Exhaust Fluid (DEF) Tank Heater (Figure 846) from
the drop down menu.
2. The DEF tank heater session will load on the screen.
Figure 847 Begin Test button
3. Adjust the desired test delay amount (Figure 847), if any delay is needed.
4. Press the Begin Test button (Figure 847) to begin the test.
Expected Outcome
Follow-On Procedure
None
DEF Doser Pump Override Test
Overview
Validates performance of the Diesel Exhaust Fluid (DEF) dosing system, based on the amount of DEF flow for
a fixed amount of time. This test will inject 100 ml of DEF in 6 minutes.
Tools Required
• Coolant Management Tool KL5007NAV
• Diesel Exhaust Fluid Doser (DEFD) Spray Test Kit 18-559-01
• Graduated cylinder
• Plastic container
• Air and Fuel Cap and Plug Kit ZTSE4891
Equipment Condition
None
Test Setup
DEF Doser Pump Override Test Initial Checks

1. Check Diesel Exhaust Fluid (DEF) tank, DEF doser module, and DEF Doser (DEFD) lines and connections
for: cracks and pitting; loose, leaking, or damaged connections; and restrictions.
If the DEF tank, DEF doser module, or DEFD valve lines and connections are damaged or restricted, repair
or replace the failed component, line, or connection.
2. Check DEF quality. Obtain a sample of DEF. Visually inspect for contamination, and use DEF Refractometer
5025 to test urea concentration of DEF.
If DEF is contaminated or urea concentration is not between 30 – 34 percent, drain the DEF tank, flush with
distilled water, and fill with new and / or known good DEF.
DEF Doser Module Removal and Preparatory Steps
WARNING: To prevent personal injury or death, allow engine to cool before removing components.
WARNING: To prevent personal injury or death, avoid contact with Diesel Exhaust Fluid (DEF) /
urea. Do not get DEF in eyes. In case of eye contact, immediately flush eyes with large amounts of water
for a minimum of 15 minutes. Do not swallow. If DEF is ingested, contact a physician immediately.
WARNING: To prevent personal injury or death, do the following when removing radiator or
deaeration cap:
• Allow engine to cool for 15 minutes or more.
• Wrap a thick cloth around radiator cap or deaeration cap.
• Loosen cap slowly a quarter to half turn counterclockwise to vent pressure.
• Continue to turn cap counterclockwise to remove.
3. Low battery voltage can cause dosing volume to be low. Verify batteries are fully charged before beginning
this test.
Figure 848 Coolant Management Tool Connections

1. Air valve (closed)
2. Vacuum Module
3. BLUE vent valve
4. Cap Adapter
5. Deaeration tank
4. Remove deaeration tank cap and install Cap Adapter KL5004NAV (Figure 848) (Item 4) onto the deaeration
tank (Figure 848) (Item 5).
5. Connect Vacuum Module KL5005NAV (Figure 848) (Item 2) to Cap Adapter.
6. Verify both valves on the vacuum module are in the closed position, and attach clean dry shop air.
Figure 849 Air Valve (Open)

1. Air valve (open)
7. Open air valve (Figure 849) (Item 1) on Vacuum Module, and allow 5 to 10 in. Hg to be drawn on the cooling
system.
Figure 850 DEFD Valve Connection Locations

1. Coolant return line
2. Coolant supply line
3. Diesel Exhaust Fluid Doser (DEFD) valve pressure line
4. DEFD valve connector
5. DEFD valve
6. Decomposition reactor tube
8. Use compressed air to remove any debris trapped in the gaps between the Diesel Exhaust Fluid Doser
(DEFD) valve (Figure 850) (Item 5) and the decomposition reactor tube (Figure 850) (Item 6).
9. Clean any white deposits from DEF on the DEFD valve pressure line (Figure 850) (Item 3) connection with
a shop towel soaked in warm water.
10. Disconnect DEFD valve coolant supply line (Figure 850) (Item 2) and coolant return line (Figure 850) (Item
1) at DEFD valve.
Figure 851 DEFD Valve Coolant Line Plugs Installed

1. DEFD valve Coolant Line Plugs (2)
11. Install two DEFD valve Coolant Line Plugs 18-559-01-02 (Figure 851) (Item 1) onto DEFD valve coolant
supply and return line.
12. Open BLUE vent valve on the Vacuum Module (Figure 848) (Item 2) to release vacuum on the cooling
system.
Figure 852 DEFD Valve Pressure Line Plugged and Connector Disconnected
1. DEFD Valve pressure line plug
2. DEFD Valve pressure line
3. DEFD Valve connector
4. DEFD Valve spacers
5. DEFD Valve mounting bolts (3)
13. Place a plastic container under the DEFD Valve to catch Diesel Exhaust Fluid (DEF).
CAUTION: Do Not disconnect vehicle batteries, DEF doser module 12–way connector, or any DEF lines until
the DEF dosing system has completed the purge cycle. Wait at least five minutes after Key OFF for the DEF
dosing system to complete the purge cycle.
14. Disconnect DEFD Valve pressure line (Figure 852) (Item 2) and install DEFD Valve pressure line plug to
prevent debris from entering system using Air and Fuel Cap and Plug Kit ZTSE4891.
15. Disconnect DEFD Valve connector (Figure 852) (Item 3).
16. Remove three DEFD Valve mounting bolts (Figure 852) (Item 5) and spacers (Figure 852) (Item 4).
17. Remove DEFD Valve and gasket from decomposition reactor tube. Discard gasket.
Figure 853 DEFD Valve Pressure Line and Harness Extensions Connected
1. DEFD Valve Harness Extension
2. Vehicle harness
3. DEFD Valve pressure line
4. DEFD Valve Pressure Line Extension
18. Connect DEFD Valve Pressure Line Extension 18-559-01-03 (Figure 853) (Item 4) between DEFD Valve
pressure line and DEFD Valve.
19. Connect DEFD Valve Harness Extension 18-559-01-01 (Figure 853) (Item 1) between vehicle harness and
DEFD Valve connector.
20. Place DEFD Valve into a clear graduated cylinder, large enough to contain the DEFD Valve, and marked in
milliliters (ml) or ounces (oz).
21. Cover the DEFD Valve and graduated cylinder so DEF spray is contained.
Test Procedure
DEF Doser Pump Override Test

1. Verify DEF tank is full before beginning procedure.
3. Connect Electronic Service Tool (EST) with ServiceMaxx™ software to Vehicle Diagnostic Connector (page
2044).
5. Go to Tests > KOEO Aftertreatment Tests > DEF Doser Pump Override Test.
Figure 854 DEF Doser Pump Override Test
6. Select Begin Test. When test starts, the DEF dosing system will first prime the Diesel Exhaust Fluid Doser
Valve (DEFD Valve). The DEFD Valve will open intermittently to purge air from the system. This will cause
some DEF to be sprayed from the DEFD Valve (normal operation).
7. While test is running, monitor DEFD Valve spray pattern. DEFD Valve spray pattern should be a fine mist. If
larger drops, dripping, or a non-symmetrical spray pattern is present, stop the test and clean the DEFD Valve
tip (see Exhaust System Service Manual). After cleaning is completed, restart DEF Doser Pump Override
test (page 2085).
8. After test is complete, measure DEF in graduated cylinder. DEF collected should be between 85 ml and
115 ml.
9. Perform steps 1 through 4 three times. If results are not within specification, inspect DEF doser module filter
for contamination and debris.
• If one or more of the test results is below 85 ml, clean the DEFD Valve (see Exhaust System Service
Manual).
• If one or more of the test results is above 115 ml, replace the DEFD Valve.
• If test results vary above and below specification, replace the DEFD Valve.
NOTE: Inspect collected sample for contamination or debris.
Expected Outcome
Technician will successfully validate performance of DEF Dosing system.
Follow-on Procedure
1. Remove Diesel Exhaust Fluid Doser Valve (DEFD Valve) from graduated cylinder and dispose of DEF
according to local regulations.
2. Clean any components coated with DEF with a shop towel soaked in warm water.
3. Disconnect DEFD Valve Harness Extension 18-559-01-01 from DEFD Valve.
4. Disconnect DEFD Valve Pressure Line Extension 18-559-01-03 from DEFD Valve.
5. Install new DEFD Valve gasket onto bottom of DEFD Valve with metallic side facing DEFD Valve.
Figure 855 DEFD Valve Mounting Bolts Tightening Sequence
6. Install DEFD Valve, three DEFD Valve mounting bolts, and spacers onto decomposition reactor tube. Tighten
three DEFD Valve mounting bolts by hand first using DEFD Valve Mounting Bolts Tightening Sequence
(Figure 855) shown on the left. Then tighten to 80 lb·in (9 N·m) in the DEFD Valve Mounting Bolts Tightening
Sequence (Figure 855) shown on the right.
7. With Vacuum Module KL5005NAV installed, open air valve on Vacuum Module, and allow 5 to 10 in. Hg to
be drawn on the cooling system.
8. Remove DEFD Valve Coolant Line Plugs 18-559-01-02 from coolant supply and return line. Reconnect
Coolant supply and return line to DEFD valve.
9. Connect DEFD Valve coolant supply and return line at the DEFD Valve.
10. Connect DEFD Valve pressure line to DEFD Valve.
11. Connect vehicle wiring harness lead to DEFD Valve connector.
DEF System Leak Test
Overview
Diesel Exhaust Fluid (DEF) System Leak Test is used to prime DEF system and hold pressure so the system
can be checked for leaks. This test does not display pass or fail results.
Tools Required
Equipment Condition
None
Test Setup
Test Procedure
1. Tests > KOEO Aftertreatment Tests > DEF System Leak (Figure 856).
Figure 857 Menu – Begin Test button
2. Select Begin Test button (Figure 857) to start testing.

3. Inspect DEF system for leaks.
4. Test will run for 20 minutes, but can be cancelled at any time.
Expected Outcome
Technician will check DEF system for leaks while test is running.
Follow-On Procedure
None
Overview
After diagnosing and repairing Selective Catalytic Reduction (SCR) faults, SCR Faults Reset Parameter will
have to be reprogrammed.
Tools Required
Equipment Condition
None
Test Setup
2. Connect Electronic Service Tool (EST) with ServiceMaxx™ software to vehicle Diagnostic Connector (page
2044) and log in.
Test Procedure
1. Select: Clear DTCs button.
Figure 858 Sessions Menu
2. Select: Sessions > Programming.

Figure 859 Service Interval Tab

A. Program Engine Button
B. Service Interval tab
C. SCR Faults Reset Request
See Service Interval Tab (Figure 859) to perform steps 3 through 5.

3. Select: Service Interval tab (B).
4. Change 77880 SCR Faults Reset Request (C) Value from No to Yes.
5. Select: Program Engine Button (A).
6. When programming is successful, turn Key OFF for minimum of 15 seconds.
7. Turn Key ON.
8. Clear any Diagnostic Trouble Codes (DTCs).
Expected Outcome
Engine will program successfully and SCR faults will be reset.
Follow-On Procedure
None
Low Coolant Level Reset Request
Overview
After diagnosing and repairing Low Coolant Level Repeat Occurrences faults, Low Engine Coolant Level and
Timer Parameters have to be reprogrammed.
Tools Required
Equipment Condition
None
Test Setup
(page 2044).
3. Clear Diagnostic Trouble Codes (DTC)
Test Procedure
Figure 860 Sessions Menu
1. Select Sessions > Programming (Figure 860).

Figure 861 Menu – Service Interval Tab
2. Click on Service Interval tab.
Figure 862 Menu – Trip Engine Coolant Level Low Time Parameter
3. Change value 41160 Trip Engine Coolant Low Time parameter to zero (0).
Figure 863 Menu – Program Engine Button
4. Click Program Engine Button (Figure 863).
Figure 864 Programming Successful Popup Box
5. When Engine Parameters Programmed Successfully pop up box appears (Figure 864), turn key OFF for a
minimum of 15 seconds.
6. Turn key ON.
7. Clear any Diagnostic Trouble Codes (DTC).
Expected Outcome
Engine will program successfully and Coolant Level Faults will be reset.
Follow-On Procedure
None
FRP Relief Valve Reset Procedure
Overview
After diagnosing and repairing Fuel Rail Pressure (FRP) Relief Valve, FRP Relief Valve opening timer and
counter parameters have to be reprogrammed.
Tools Required
Equipment Condition
None
Test Setup
(page 2044).
3. Clear Diagnostic Trouble Codes (DTC).
Test Procedure
Figure 865 Selecting Programming
1. Select: Sessions > Programming (Figure 865).

Figure 866 Service Interval Tab
2. Click on Service Interval Tab (Figure 866).

Figure 867 Parameters
3. Change Value on 95212 FRP Relief Valve Timer parameter (Figure 867)to zero (0).
4. Change Value on 95222 FRP Relief Valve Counter parameter (Figure 867)to zero (0).
Figure 868 Program Engine Button
5. Click Program Engine (Figure 868) Button.

6. When programming is successful, turn Key-Off for minimum of 15 seconds.
7. Turn Key-On.
8. Clear any DTCs.
Expected Outcome
Engine will program successfully and FRP faults will be reset.
Follow-On Procedure
None
Aftertreatment Purge Air Valve Test
Overview
This test will provide a procedure for testing the Aftertreatment Purge Air Valve.
Tools Required
Equipment Condition
1. Vehicle air tanks full.
Test Setup
Test Procedure
Figure 869 Selecting AFT Purge Air Valve Test
1. Go to Tests > KOEO Aftertreatment Tests > Actuator – AFT Purge Air Valve.
Figure 870 AFT Purge Air Valve Control Panel

1. Begin Test button 2. AFTFP1 signal value
2. Verify AFT Fuel Pressure 1 (AFTFP1) signal value (Figure 870) (Item 2) is below 50 psi (345 kPa).
• If AFTFP1 signal value is greater than 50 psi (345 kPa), cycle key from ON position to OFF repeatedly
till AFTFP1 signal value is less than 50 psi (345 kPa).
3. Set desired delay time, and press the Begin Test button (Figure 870) (Item 1).
4. Monitor AFTFP1 signal value.
Expected Outcome
AFTFP1 signal value should increase to approximately vehicle air tank pressure.
Follow-On Procedure
None
Engine Running Tests

Air Management Test
Overview
This test is used to validate the Air Management System by monitoring effects of actuators on Intake Manifold
Pressure (IMP). Pressure drops by varying amounts each time an actuator is commanded open. This test does
not give Pass or Fail results.
Tools Required
Equipment Conditions
• Engine Speed (Low Idle - below 750 RPM)
• Engine Coolant Temperature (Above 100 F)
• Parameter: 77532 Maximum Standstill Engine Speed (Above 1650 RPM)
• Accelerator Pedal Position (0%)
• Brake Switch (Released)
• Parking Brake (Set)
Test Setup
2. Connect Electronic Service Tool (EST) with ServiceMaxx™ to Vehicle Diagnostic Connector (page 2044).
3. Log in to ServiceMaxx™
4. Start engine and warm engine coolant temperature above 100° F (38° C)
Test Procedure
Figure 871 ServiceMaxx™ Tests Menu
1. Select Tests > KOER Tests > Air Management Test (Figure 871).
2. Engine will operate through a series of RPM ramp-ups commanding a different actuator to cycle for each
one.
Figure 872 Test Complete Message
3. When test is complete, Air Management Test: Test Completed, Successful (Figure 872) pop-up will appear.
Expected Outcome
Test will complete successfully allowing the technician to validate actuator commands and compare them to IMP
sensor values.
Follow-On Procedure
None
High Pressure Pump Test
Overview
The High Pressure Pump Test validates performance of the high-pressure fuel system. This test accelerates and
decelerates the engine in four steps, while measuring the time it takes to increase and decrease fuel pressure.
When the test is complete, the Engine Control Module (ECM) sends the test results to the Electronic Service
Tool (EST). If the test passes, the test results will read “Normal” next to the pressure increase status. If the test
fails, the test results will read “too slow” next to the pressure increase status.
Tools Required
Equipment Condition
• Engine coolant Temperature 1 (above 100 degrees F)
• Engine Speed (below 700 RPM)
• AFT Regen Status (Not Active)
• Vehicle Speed (Not Moving)
• Accelerator Pedal Position (0%)
• Brake Pedal (Release)
• Clutch Pedal (Release)
Test Setup
2. Log into ServiceMaxx™ software.
3. Start Engine and warm engine coolant temperature above 100°F (38°C).
Test Procedure
1. Go to Tests > KOER Tests > High Pressure Pump Test (Figure 873).
Figure 874 Pre Test Information Message
2. High Pressure Pump Test Session will auto-load and Pre-Test setup condition warning message will display.
3. After satisfying pre-test conditions, click OK button to begin test.
4. Engine will ramp up and Fuel Pressure Control system will test performance at 4 different test points.
Figure 875 Test Results (Good)
5. Test is complete when test results are displayed. Above test results display “Normal” next to pressure
increase status, indicating a good high-pressure fuel system.
Expected Outcome
Test will complete and test results will display “Normal” next to pressure increase status.
Follow-on Procedure
None
Engine Fan Test
Overview
Validates performance of Engine Fan by comparing ECM commanded state to actual operation.
Warning: To prevent personal injury or death, shift transmission to park or neutral, set parking brake, and block
wheels before doing diagnostic or service procedures.
Tools Required
• Parking brake set.
• Accelerator, Clutch, and Brake pedals released.
• AFT Regen Status Not Active.
Test Setup
1. Key-ON, Engine-OFF (KOEO).
2044) and log in.
3. Start engine and run to operating temperature.
Test Procedure
Figure 876 Menu – Engine Fan Test
See Menu — Engine Fan Test (Figure 876) to perform step 1.

1. Select Tests > KOER Tests > Engine Fan Test. Engine Fan Control Mode will auto-load, but will not start
until desired test is selected.
Figure 877 Changing Engine Fan Control Mode Parameters
See Changing Engine Fan Control Mode Parameters (Figure 877) to perform step 2.
2. Verify appropriate fan test is auto-loaded for vehicle fan type.
• If Engine Fan Control Mode does not match vehicle fan type, select parameters tab and change Engine
Fan Control Mode parameter as necessary.
Engine Fan Test is divided into two tests depending on application:
• On/Off Two Speed Fan Test (page 2109)
• Variable Speed Fan Test (page 2110)
On/Off Two Speed Fan
Figure 878 On/Off Two Speed Fan Tests
See On/Off Two Speed Fan Tests (Figure 878) to perform steps 1 through 3.
1. Select Turn Fan Off from Controls tab. Observe Engine Fan.
2. Select Turn Fan On from Controls tab. Observe Engine Fan.
3. Verify fan operates as commanded. If fan is always on or always off, ECM does not have control.
Variable Speed Fan

1. Select record snapshot button. Continue recording until all tests have been completed.
Figure 879 Variable Speed Fan Tests
See Variable Speed Fan Tests (Figure 879) to perform steps 2 and 3.
2. Select Engage Speed 1 from Controls tab. Allow test to run until notified of completion.
3. Repeat step 2 for engage speeds 2 through 5.
4. Once all tests have been completed, stop snapshot recording.
Figure 880 Good Variable Speed Fan Test

1. Engine Speed
2. Fan Speed
3. Desired Fan Speed
4. Fan CTL %
See Good Variable Speed Fan Test (Figure 880) to perform step 5.
5. Verify results for variable speed fan. Fan Speed (2) should be within 250rpm of Desired Fan Speed (3).
During level 1, occasional Fan Speed spikes are normal as ECM still has control over fan.
Expected Outcome
• On/Off two speed fan: Fan will remain off when commanded off and engage when commanded on.
• Variable speed fan: Fan speed should be within 250 rpm of desired for each commanded setting.
Follow-On Procedure
None
Multiple Cylinder Cutout Test
Overview
The KOER Multiple Cylinder Cutout test is use to help diagnose rough idle or misfire symptoms. The test will
monitor engine load while disabling 3 cylinders at a time in a pre-determined sequence. Engine Load averages
are collected from each combination and used to calculating test results.
Tools Required
1. Engine Coolant Temperature 1 (ECT1) above 160°F (71°C)
2. Engine Speed (below 700 RPM)
3. Vehicle Not Moving
4. Accelerator Pedal Position (0%)
5. Brake Pedal (Release)
6. Clutch Pedal (Release)
Test Setup
2044).
3. Log in to ServiceMaxx™ Software.
4. Start engine and warm engine coolant temperature above 100°F (38°C).
Test Procedure
1. Select Tests > KOER Tests > Multiple Cylinder Cutout Test .
Figure 882 Multiple Cylinder Cutout Test Home Screen
2. The Multiple Cylinder Cutout Test (Figure 882) Session will load.
Figure 883 Control Panel
3. This test has the following 2 options:

• Option 1 – Manual cylinder cutout test. User can select an injector (s) by clicking an X in the cylinder
location. Press Begin Test button will disable selected injector (s). To end test, press End Test button.
This is an audible test only, does not display test results.
• Option 2 – Automated Multiple Cylinder Cutout Test (MCCT). Click on Auto Test button to begin the
automated test. This test will run for about 8 minutes before displaying Test results.
4. Click on Auto Test button for Automated MCCT. Test will begin an 8 minute sequence disabling cylinder
combination while collecting data.
5. Test is complete when the results are displayed.
Expected Outcome
Follow-On Procedure
None
Cylinder Balance
Overview
Isolates a suspect cylinder(s)causing a misfire or rough running. Can isolate cylinder(s) causing fuel knock
Diagnostic Trouble Code (DTC) such as SPN 731 FMI 16 or 18.
Tools Required
Equipment Condition
None
Test Setup
(page 2044).
Test Procedure
Figure 884 Selecting Cylinder Balance Test
1. Select: Tests > KOER Tests > Cylinder Balance.

2. Select record snapshot button. Continue recording until testing is completed.
Figure 885 Cylinder Balance Test Signal Values

1. Actual Engine Torque
2. Cylinder (1–6) Crankshaft
Angular Velocity Data
3. Start engine and allow Cylinder (1–6) Crankshaft Angular Velocity Data signal values (Figure 885) (Item 2)
to stabilize for 30 seconds.
4. After Cylinder (1–6) Angular Velocity Data signal values stabilize, compare signal values to each other.
• If signal values are within 0.6 of each other, continue to step 4.
• If signal values are not within 0.6 of each other, suspect cylinder(s) has been identified and test is
complete. Cylinder Balance Test Signal Values (Figure 885) shows Cylinder 1 is suspect for a failure.
5. Slowly increase engine speed to 1500 rpm while keeping Actual Engine Torque signal value (Figure 885)
(Item 1) below 150 lb-ft (203 N-m).
6. Hold engine speed at 1500 rpm for 2 minutes while comparing Cylinder (1–6) Angular Velocity Data signal
values.
• If signal values are within 0.6 of each other, test is complete.
• If signal values are not within 0.6 of each other, suspect cylinder(s) has been identified and test is
complete. Cylinder Balance Test Signal Values (Figure 885) shows Cylinder 1 is suspect for a failure.
7. Stop snapshot recording.
Expected Outcome
All Cylinder (1–6) Angular Velocity Data signal values will be within 0.6 of each other.
Follow-On Procedure
None
Aftertreatment Fuel Dosing Test Preparatory Steps
Overview
Validates performance of the Aftertreatment (AFT) fuel dosing system by measuring how much fuel comes out of
the Aftertreatment Fuel Injector (AFTFI) in approximately 2 minutes 30 seconds while the AFI and Aftertreatment
Fuel Shutoff Valve (AFTFSV) are commanded Open. The AFT Fuel Dosing Test has three different modes:
• AFT Dosing System Test
• AFT Fuel Injector Leak Test
• AFT Fuel Shutoff Valve Leak Test
Tools Required
• Coolant Management Tool KL5007NAV
• Aftertreatment Injector Test Kit 12-559-01
• Graduated Cylinder
• Air and Fuel Cap and Plug Kit ZTSE4891
Test Setup
WARNING: To prevent personal injury or death, do the following when removing the radiator cap
or deaeration cap:
• Pause for a moment to avoid being scalded by steam.
• Continue to turn the cap counterclockwise to remove.
Figure 886 Coolant Management Tool Connections

1. Air valve (closed)
2. Vacuum Module
3. BLUE vent valve
4. Cap Adapter
5. Deaeration tank
1. Remove deaeration tank cap and install Cap Adapter KL5004NAV (Figure 886) (Item 4) onto the deaeration
tank (Figure 886) (Item 5).
2. Connect Vacuum Module KL5005NAV (Figure 886) (Item 2) to Cap Adapter.
3. Verify both valves on the Vacuum Module are in the closed position, and attach clean dry shop air.
Figure 887 Air Valve (Open)

1. Air valve (open)
Test Procedure
1. Open air valve (Figure 887) (Item 1) on Vacuum Module, and allow 5 to 10 in. Hg to be drawn on the cooling
system.
Figure 888 AFTFI Harness and Connections

1. Aftertreatment Fuel Injector (AFI) connector
2. AFI connector mounting bracket
3. AFI harness fasteners (3)
2. Press release tab to disconnect wiring harness lead from AFTFI connector (Figure 888) (Item 1).
3. Disconnect AFTFI connector from AFTFI connector mounting bracket (Figure 888) (Item 2).
4. Disconnect three AFTFI harness fasteners (Figure 888) (Item 3).
Figure 889 AFTFI Connections (Disconnected)

1. Fuel supply line
2. AFI M6 mounting bolts (2)
3. Aftertreatment Fuel Injector (AFI)
5. AFI Coolant Line Plugs (2)
5. Disconnect AFTFI fuel supply line (Figure 889) (Item 1) from AFTFI, and use Air and Fuel Cap and Plug Kit
ZTSE4891 to cap line. Discard O-rings.
6. Disconnect AFTFI coolant supply line (Figure 889) (Item 4) and coolant return line (Figure 889) (Item 6) at
the AFTFI. Discard O-rings.
7. Install two AFTFI Coolant Line Plugs (Figure 889) (Item 5) onto coolant supply and return line.
8. Open the BLUE vent valve (Figure 848) (Item 3) on the Vacuum Module to release vacuum on the cooling
system.
9. Remove two AFTFI M6 mounting bolts (Figure 889) (Item 2).
10. Remove AFTFI as an assembly from turbocharger exhaust outlet pipe. Discard metal gasket and fibrous
insulator.
Figure 890 AFTFI Block Off Plate and Bolts

1. AFTFI Block Off Plate Bolt (2)
2. AFTFI Block Off Plate
11. Install AFTFI Block Off Plate 12-559-01-05 (Figure 890) (Item 2) onto turbocharger exhaust outlet pipe using
two AFTFI Block Off Plate Bolts 12-55-01-04 (Figure 890) (Item 1).
Figure 891 AFTFI In Graduated Cylinder

1. Graduated cylinder 2. AFTFI Fuel Supply Extension 3. AFTFI Harness Extension
Line 12-559-01 12-559-01-06
12. Connect AFTFI Fuel Supply Extension Line 12-559-01 (Figure 891) (Item 2) between AFTFI fuel supply line
and AFTFI.
13. Connect AFTFI Harness Extension 12-559-01-06 (Figure 891) (Item 3) between vehicle harness and AFTFI
connector.
14. Place AFTFI into a clear graduated cylinder (Figure 891) (Item 1), large enough to contain the AFTFI, and
marked in milliliters.
15. Cover the AFTFI and graduated cylinder so fuel spray is contained.
Expected Outcome
Technician has setup truck to perform AFT Dosing System Test, AFT Fuel Injector Leak Test, and AFT Fuel
Shutoff Valve Leak Test.
Follow-On Procedure
None
AFT Dosing System Test
Overview
Determines the amount of fuel dispensed from the Aftertreatment Fuel Injector (AFTFI). The test will open the
AFTFI and Aftertreatment Fuel Shutoff Valve (AFTFSV), and inject 225 to 500 ml of fuel within 2 minutes 30
seconds.
Tools Required
Equipment Condition
None
Test Setup
1. Do Aftertreatment Fuel Dosing Test Preparatory Steps (page 2119).
2. Start the engine and allow it to reach operating temperature.
(page 2044).
Test Procedure
1. Go to > KOER Aftertreatment Tests > AFT Fuel Dosing Test.
Figure 892 AFT Dosing System Test
2. Under Value heading, select AFT Dosing System Test.

3. Set the desired Delay Time and select Begin Test.
4. Do steps 3 thru 5 three times, and average the test results. Average amount of fuel collected per test should
be between 225 and 500 ml. If fuel collected is within specification, clean and install AFTFI. If fuel collected
is not within specification, clean AFTFI and perform AFT Dosing System Test a second time. If average
amount of fuel collected is still below specifications, replace AFTFI.
Expected Outcome
Tech will verify amount of fuel dispensed from Aftertreatment Fuel Injector (AFTFI).
Follow-On Procedure
None
AFT Fuel Shutoff Leak Test
Overview
Helps determine if the Aftertreatment Fuel Shutoff Valve (AFTFSV) is leaking. This test should be run twice
consecutively. The first time to purge all remaining fuel from the Aftertreatment Fuel Injector (AFTFI) supply line.
This test will open the AFTFI and close the AFTFSV.
Tools Required.
Equipment Condition
None
Test Setup
3. Connect Electronic Service Tool with ServiceMaxx™ software to Vehicle Diagnostic Connector.
Test Procedure
1. Go to Tests > KOER Aftertreatment Tests > AFT Fuel Dosing Test.
Figure 893 AFT Fuel Shutoff Valve Leak Test
2. Under Value heading, select AFT Fuel Shutoff Valve Leak Test (Figure 893).
4. After test is completed, record results. If more than 5 ml of fuel is collected, replace the AFTFSV.
Expected Outcome
Technician will find out if Aftertreatment Fuel Shutoff Valve is leaking.
Follow-On Procedure
None
AFT Fuel Injector Leak Test
Overview
This test will open the Aftertreatment Fuel Shutoff Valve (AFTFSV), and close the Aftertreatment Fuel Injector
(AFTFI) to determine if it is leaking.
Tools Required
Equipment Condition
None
Test Setup
(page 2044).
Test Procedure
1. Select: Tests > KOER Aftertreatment Tests > AFT Fuel Dosing Test.
Figure 894 AFT Fuel Injector Leak Test
2. Under Value heading, select AFT Fuel Injector Leak Test.
4. After test is completed, record results. If more than 5 ml of fuel is collected, replace AFTFI.
Expected Outcome
Less than 5 ml of fuel collected from AFTFI.
Follow-On Procedure
1. Remove Aftertreatment Fuel Injector (AFTFI) from graduated cylinder and dispose of collected fuel properly.
2. Disconnect AFTFI Harness Extension 12-559-01-06 from AFTFI.
3. Disconnect AFTFI Fuel Supply Extension Line 12-559-01 to AFTFI.
4. Remove AFTFI Block Off Plate 12-559-01-05 from turbocharger exhaust outlet pipe by removing two AFTFI
Block Off Plate Bolts 12-559-01-04.
5. Install new fibrous insulator and metal gasket onto AFTFI.
6. Install AFTFI and two AFTFI M6 mounting bolts onto turbocharger exhaust outlet pipe. Tighten two AFTFI
M6 mounting bolts to 80 lb·in (9 N·m).
7. With Vacuum Module KL5005NAV installed, open air valve on vacuum module, and allow 20 to 25 in. Hg to
be drawn on the cooling system.
8. Remove AFTFI Coolant Line Plugs from coolant supply and return line.
9. Install new O-rings, and connect AFTFI coolant supply and return line at the AFTFI.
10. Install new O-rings, connect AFTFI fuel supply line to AFTFI.
11. Connect three AFTFI harness fasteners.
12. Connect AFTFI connector to AFTFI connector mounting bracket.
13. Connect wiring harness lead to Aftertreatment Fuel Injector (AFTFI) connector.
Low Idle to High Idle Test
Overview
Validate engine performance throughout rpm range.
Tools Required
Equipment Condition
None
Test Setup
2. Connect Electronic Service Tool (EST) to vehicle's Diagnostic Connector (page 2044).
Test Procedure
1. Select Performance session.
2. Monitor Accel Pedal Position 1 (APP1) signal and depress accelerator pedal to floor. Record results on
Diagnostics Form.
• If APP1 signal does not go from 0% to 99.6%, see APP Sensor (page 243) in “ELECTRONIC CONTROL
SYSTEMS DIAGNOSTICS.”
• If APP1 signal does go from 0% to 99.6%, continue to next step.
Figure 895 Performance session signals

3. Monitor the following signals:

NOTE: ServiceMaxx™ software displays Fuel Delivery Pressure (FDP) signal 15 psi below actual gauge
pressure. When monitoring FDP with ServiceMaxx™ software, the specification listed below is correct.
• Fuel Delivery Pressure (FDP)
• Fuel Rail Pressure Desired (FRPD)
• Engine Speed
• Intake Manifold Pressure (IMP)
• TC1 Turbine Outlet Pressure (TC1TOP)
4. Press the record button and start engine.
5. Allow engine to idle for 5 seconds. Depress accelerator pedal to floor and hold for 20 seconds, then return
to low idle.
6. Review results with accelerator pedal at 99.6% and record on Diagnostics Form.
• If FDP is below specification, go to Fuel Delivery Pressure Test (page 2166) in the Low-pressure Fuel
System section.
• If FDP is above specification, go to High-pressure Pump Inlet Pressure Test (page 2179).
• If engine does not accelerate smoothly, or feels unbalanced, (not running on all cylinders), perform
HPFP Cylinder Performance Analyzer (CPA) Test (page 2190)and Fuel Pressure Control Valve (FPCV)
Test .
• If TC1TOP is above specification, verify Exhaust Back Pressure Valve (EBPV) is not the cause of the
performance loss. See Exhaust Back Pressure Valve- Functional Test (page 2156). If EBPV is operating
correctly, inspect Diesel Oxidation Catalyst (DOC) for face plugging.
• If IMP is below specifications, visually inspect for:
• Charge Air Cooler (CAC) and tubing leaks
• Turbocharger damage
• Remove and inspect IMP sensor for soot build up. clean sensor, reinstall, and continue.
Expected Outcome
Technician will validate performance of engine throughout RPM range.
Follow-on Procedure
None.
Road Tests
Lug Down Test
Overview
This procedure alone is not a diagnostic tool, but allows the technician to recreate a problem and record signals
for later analysis while operating the vehicle.
WARNING: To prevent personal injury or death, do not exceed local speed limit laws or drive too
fast for conditions.
Tools Required
Equipment Condition
None
Test Setup
2044).
3. Select Sessions > Performance (Figure 896) to load session.

4. Find a suitable location to perform Lug Down Test and pull over to the side of the road.
5. Ensure engine temperature is above 158°F (70°C).
Test Procedure
1. When safe to do so, select Tools > Start Recording Snapshot (Figure 897) and drive vehicle up to road
speed.
2. Select a suitable high range gear (Example: In a 10 Speed gearbox, select 8th gear).
3. Allow engine speed to drop to 1000 RPM.
4. Press accelerator pedal fully to the floor and accelerate to rated engine speed.
5. Try to reproduce fault while recording.
6. After Lug Down Test is complete select Tools > Stop Recording Snapshot (Figure 898).
Expected Outcome
Signals values will be recorded for diagnostic analysis.
Follow-On Procedure
Use recorded signals to analyze graphs and make diagnosis.
Lug Down Test (RPM, FRP, and FRP Desired) Graph
Overview
This graph is to be used as an example only, no two graphs will ever be the same. Use information recorded
and this graph to diagnose faults. Only analyze Lug Down Test Signals during engine acceleration.
Figure 899 Lug Down Test (Engine Load, FRP, and FRPD)
1. Fuel Rail Pressure Desired 3. Accelerator Pedal Position 1 4. Fuel Rail Pressure (FRP) (psi)
(FRPD) (psi) [Orange] (APP1) (percent) [Blue] [Red]
2. Engine load (percent) [Green]
Graph Analysis:
This graph shows a fuel management system operating as designed. This test does not give pass or fail results.
It only allows the user to validate Fuel Rail Pressure (FRP) and Fuel Rail Pressure Desired (FRPD) signal values
under load. As engine rpm increases, Fuel Rail Pressure (FRP) should steadily increase. Low FRP will cause
low Intake Manifold Pressure (IMP). Diagnose low FRP concerns before diagnosing low IMP concerns
Actions:
1. Verify FRP signal value reaches 31,900 psi (219,943 kPa) at full load.
2. Verify FRP signal value is within a 1000 psi (6,895 kPa) range of FRPD signal value during acceleration.
Lug Down Test (RPM, APP1, Vehicle Speed, and IMP) Graph
Overview
Figure 900 Lug Down Test (Engine Speed, APP1, Vehicle Speed, and IMP)
1. Intake Manifold Pressure (IMP) 3. Vehicle speed (mph) [Red] 5. Accelerator Pedal Position 1
(psi) [Purple] 4. Engine load (percent) [Orange] (APP1) (percent) [Green]
2. Engine speed (rpm) [Blue]
Graph Analysis:
This graph shows the Intake Manifold Pressure (IMP) signal value responding as designed. This test does not
give pass or fail results. It only allows the user to validate IMP signal value under load. Engine power band is
typically between 1300 to 1700 rpm with peak power occurring around 1600 rpm. Anything outside of this power
band drops boost and power significantly. Accelerator Pedal Position 1 (APP1) signal value must be 99.6%
to successfully reach peak boost during this test. Low IMP can be the result of low Fuel Rail Pressure (FRP),
or high Turbocharger 1 Turbine Outlet Pressure (TC1TOP). Diagnose low FRP concerns first, high TC1TOP
concerns second, and low IMP concerns third.
Action:
1. Verify IMP signal value is between 40 psi (276 kPa) to 43 psi (296 kPa), with Accelerator Pedal Position
1 (APP1) signal value at 99.6%, and engine speed between 1300 rpm to 1700 rpm.
Lug Down Test (Engine Load, TC1TOP, and DPFOP) Graph
Overview
Figure 901 Lug Down Test (Engine Load, TC1TOP, and DPFOP)
1. Engine Load (%) [Yellow] 3. Engine Speed (rpm) [Blue]
2. TC1 Turbine Outlet Pressure 4. DPF Outlet Pressure (psi)
(psi) [Brown] [Green]
Graph Analysis:
This graph shows an exhaust aftertreatment system operating as designed (unrestricted). This test does not
give pass or fail results. It only allows the user to validate Turbocharger 1 Turbine Outlet Pressure (TC1TOP)
and Diesel Particulate Filter Outlet Pressure (DPFOP) signal values under load. High exhaust back pressure
will cause low Intake Manifold Pressure (IMP). Diagnose high TC1TOP and DPFOP concerns before diagnosing
low IMP concerns.
Actions:
• Verify TC1TOP and DPFOP signal values remain less than 5 psi (34 kPa) during Lug Down Test.
Normal Exhaust Gas Temp Graph
Overview
This graph shows an aftertreatment system operating as designed. This test does not give pass or fail results. It
only allows the user to validate operation of the aftertreatment system by monitoring exhaust gas temperatures.
Tools Required
Equipment Condition
None
Test Setup
1. Key-On Engine-Running(KOER).
2. Connect Electronic Service Tool (EST) to Vehicle Diagnostic Connector.
Test Procedure
Figure 902 Graph 5: Normal Exhaust Gas Temperatures (Efficient DOC AND Unrestricted AFI) DPF
Soot Load Level 5
1. 1. Diesel Oxidation Catalyst Inlet 2. 2. Diesel Particulate Filter Inlet 3. 3. Diesel Particulate Filter Outlet
Temperature (DOCIT) (degrees Temperature (DPFIT) (degrees Temperature (DPFOT) (degrees
Fahrenheit) [Red] Fahrenheit) [Blue] Fahrenheit) [Green]
1. After Diesel Oxidation Catalyst (DOC) reaches operating temperature and stabilizes, verify Diesel Particulate
Filter Inlet Temperature (DPFIT) signal value is at approximate target temperature for current soot load level
(page 2407).
2. Verify Diesel Oxidation Catalyst Inlet Temperature (DOCIT) signal value is between 550°F (287°C) to 800°F
(427°C). It is normal to see DOCIT, DPFIT, and DPFOT signal values fluctuate at the beginning and end of
the OBFCT.
Expected Outcome
Technician will validate operation of aftertreatment system by monitoring exhaust gas temperatures.
Follow-On Procedure
None
Inverted Exhaust Gas Temp Graph
Overview
This graph shows inverted exhaust gas temperatures indicating an inefficient Diesel Oxidation Catalyst (DOC).
Inverted temperatures in the exhaust stream occur when the Diesel Particulate Filter Outlet Temperature
(DPFOT) is higher than Diesel Oxidation Catalyst Outlet Temperature (DOCOT) after the DOC has reached
operating temperature and stabilized (see callout 3, graph 7). This is caused by unburned fuel reacting with
the DPF, instead of the DOC, causing an increase in DPFOT. This test does not give pass or fail results. It only
allows the user to validate operation of the aftertreatment system by monitoring exhaust gas temperatures.
SPN 4766 FMI 10 (DOC Efficiency) may be active when exhaust gas temperatures are inverted.
Tools Required
Equipment Condition
None
Test Setup
1. Key-On Engine-Running (KOER).
Test Procedure
Figure 903 Graph 7: Inverted exhaust Gas Temperatures (Inefficient DOC)

1. 1. Diesel Oxidation Catalyst Inlet 3. 3. Diesel Oxidation Catalyst 5. 5. Diesel Oxidation Catalyst
Temperature (DOCIT) (degrees (DOC) at operating temperature Outlet Temperature (DOCOT)
Fahrenheit) [Red] and stabilized. (degrees Fahrenheit) [Purple]
2. 2. Diesel Particulate Filter (DPF) 4. 4. Diesel Particulate Filter Outlet
soot load (percent) [Blue] Temperature (DPFOT) (degrees
Fahrenheit) [Green]
1. After DOC reaches operating temperature and stabilizes (see callout 3, graph 7), verify DPFOT signal value
is not 122°F (50°C) higher than DOCOT signal value. In this graph, DPFOT signal value is 122°F (50°C)
higher than DOCOT indicating inverted exhaust gas temperatures.
(427°C). It is normal to see Diesel Oxidation Catalyst Inlet Temperature DOCIT, DOCOT, and DPFOT signal
values to fluctuate at the beginning and end of the OBFCT.
Expected Outcome
Follow-On Procedure
None
Low Exhaust Gas Temp Graph
Overview
This graph shows low exhaust gas temperatures indicating a restricted Aftertreatment Fuel Injector (AFI). Low
temperatures in the exhaust stream occur when Diesel Oxidation Catalyst Outlet Temperature (DOCOT) and
Diesel Particulate Filter Outlet Temperature (DPFOT) are less than 900°F (482°C) after the DOC has reached
operating temperature and stabilized (see callout 2, graph 8). This is caused by restricted fuel flow from the AFI,
resulting in less fuel burning in the exhaust stream. This test does not give pass or fail results. It only allows the
user to validate operation of the aftertreatment system by monitoring exhaust gas temperatures.
Tools Required
Equipment Condition
None
Test Setup
1. Key-On Engine-Running (KOER).
3. Start ServiceMaxx™.
Test Procedure
Figure 904 Graph 8: Low Exhaust Gas Temperatures (Restricted AFI)

1. 1. Diesel Oxidation Catalyst 3. 3. Diesel Particulate Filter Outlet 5. 5. Diesel Particulate Filter (DPF)
Outlet Temperature (DOCOT) Temperature (DPFOT) (degrees soot load (percent) [Blue]
(degrees Fahrenheit) [Red] Fahrenheit) [Purple]
2. 2. Diesel Oxidation Catalyst 4. 4. Diesel Oxidation Catalyst Inlet
(DOC) at operating temperature Temperature (DOCIT) (degrees
and stabilized. Fahrenheit) [Green]
1. After DOC reaches operating temperature and stabilizes (see callout 2, graph 8), verify DOCOT and DPFOT
signal values are greater than 900°F (482°C). In this graph, DOCOT and DPFOT are less than 900°F
(482°C).
(427°C). It is normal to see Diesel Oxidation Catalyst Inlet Temperature DOCIT, DOCOT, and DPFOT signal
values to fluctuate at the beginning and end of the OBFCT.
Expected Outcome
Follow-On Procedure
None
Air Control Valve (ACV) Test

Turbocharger 2 Wastegate (TC2WC) Functional Test
Overview
Verify Turbocharger 2 Wastegate Control (TC2WC) is working correctly.
NOTE: A small amount of air leakage from the Air Control Valve (ACV) is normal. The ACV has an internal
pressure regulator that bleeds off some air pressure while key is in the ON position.
Tools Required
• EST with ServiceMaxx™ software
Equipment Condition
1. Vehicle air tanks full and no major air leaks present.
1
Test Setup
1. Key-ON, Engine-OFF (KOEO).
2044).
Test Procedure
2. Select TC2 Wastegate Control from Actuator drop-down menu and set to ON (95% Duty Cycle).
3. Test will command actuator ON for 5 seconds, then actuator will return to default position.
Figure 905 TC2 Wastegate Actuator

1. Air supply line
2. Wastegate arm
3. Turbocharger 2 (TC2)
4. Actuator rod
5. Wastegate actuator
4. Press the Start button and measure actuator rod (Figure 905) (Item 4) extension while test is active.
Compare to TC2WC Rod Extension specification in “Engine Specifications (page 2399).”
• If actuator rod extension is within specification (full travel), wastegate actuator (Figure 905) (Item 5) is
operating properly and no action is required.
• If actuator rod extension is not within specification, continue to next step.
5. Disconnect air supply line (Figure 905) (Item 1) at wastegate actuator and repeat test.
6. Check supply line for airflow to wastegate actuator by listening and feeling for airflow.
• If air is heard or felt, continue to next step.
• If no airflow is heard or felt, go to step 8.
7. Remove actuator rod from wastegate arm (Figure 905) (Item 2). Check if wastegate arm moves freely.
• If wastegate arm moves freely, replace wastegate actuator.
• If wastegate arm does not move freely, replace high-pressure turbocharger as an assembly including
turbine housing and wastegate.
Figure 906 ACV Supply Line

1. Air supply line 2. ACV
8. Disconnect air supply line (Item 1) to ACV (Item 2) at ACV.

9. Check supply line for airflow to ACV by listening and feeling for airflow.
• If airflow is heard or felt, replace ACV.
• If no airflow is heard or felt, repair air supply line from vehicle air tanks to ACV.
Expected Outcome
Wastegate actuator rod extension will be within specification when actuated.
Follow-On Procedure
None
Exhaust Back Pressure Valve Functional Test
Overview
Test Exhaust Back Pressure Valve (EBPV) and associated air supply lines for proper operation.
Tools Required
Equipment Condition
1. Truck-mounted components removed as necessary to view EBPV.
2. Vehicle air tanks full.
Test Setup
Test Procedure
Figure 907 Exhaust Back Pressure Valve (EBPV)

1. Air supply line
2. EBPV stop
1. Inspect EBPV to ensure valve is in fully open position when rested on EBPV stop (Figure 907) (Item 2).
• If valve is not fully open and rested on EBPV stop, go to step 4.
• If valve is fully open and rested on EBPV stop, go to next step.
3. From the drop down menu Select > Exhaust Back Pressure Valve. Set the Duty Cycle to 95% and Select >
Start Test. Monitor EBPV movement while test is active.
• If EBPV cycles fully open and fully closed, it is working properly.
• If EBPV does not cycle fully open and fully closed, go to next step.
4. Key OFF, disconnect air supply line (Figure 907) (Item 1) to EBPV at EBPV.
5. Check supply line (Figure 907) (Item 1) for airflow to EBPV by listening and feeling for airflow with key OFF.
• If airflow is heard or felt, replace Air Control Valve (ACV).
• If no airflow is heard or felt, go to next step.
7. From the drop down menu Select > Exhaust Back Pressure Valve. Set the Duty Cycle to 95% and Select >
Start Test. Check EBPV air supply line (Figure 907) for leaks and damage while test is active.
• If supply line is free of leaks and damage, replace EBPV assembly.
• If supply line is leaking or damaged, repair supply line then go to next step.
Figure 908 ACV Supply Line

1. Air supply line 2. ACV
8. Disconnect air supply line (Figure 908) (Item 1) to ACV (Figure 908) (Item 2) at ACV.
9. Check supply line for airflow to ACV by listening and feeling for airflow.
• If airflow is heard or felt, replace ACV.
• If no airflow is heard or felt, repair air supply line from vehicle air tanks to ACV.
Expected Outcome
The EBPV will cycle fully open to fully closed, and then back to fully open.
Follow-on Procedure
None
Low-Pressure Fuel System Tests

Fuel System Priming
Overview
Prime the fuel system after a repair has been made or the engine has run out of fuel.
GOVERNMENT REGULATION: Engine fluids (oil, fuel, and coolant) may be a hazard to human
health and the environment. Handle all fluids and other contaminated materials (e.g. filters, rags)
in accordance with applicable regulations. Recycle or dispose of engine fluids, filters, and other
contaminated materials according to applicable regulations.
WARNING: To prevent personal injury or death, read all safety instructions in the “Safety
Information” section of this manual.
WARNING: To prevent personal injury or death, do not smoke and keep fuel away from flames and
sparks.
WARNING: To prevent personal injury or death, store diesel fuel properly in an approved container
designed for and clearly marked DIESEL FUEL.
CAUTION: To prevent damage to fuel system components, make sure pressure regulator handle is in 50 psi
(345 kPa) position when servicing N13 engines.
NOTE: Fuel Priming System 12–922–01 ball valves (on hose ends) should be in closed position, unless suction
ad pressure hoses are connected to vehicle fuel system.
Tools Required
Fuel Priming System 12–922–01
Equipment Condition
1. Fuel system is completely assembled and not leaking.
Test Setup
1. Verify Fuel Priming System 12–92201 pressure regulator handle is in 50 psi (345 kPa) position.
2. Put a fuel drain pan under primary fuel filter / water separator and verify it is full with clean diesel fuel.
Test Procedure
Figure 909 Filter Housing

1. Level Indicator
1. Fill Fuel Priming System 12-922-01 filter housing with approximately 1 gallon of clean diesel fuel up to level
indicator (Figure 909) (Item 1). Do this the first time tool is used and any time there is no diesel fuel in filter
housing.
2. Select suction adapter 12–922–01–2 and pressure adapter 12–922–01–3 from the adapter holding fixture
on the Fuel Priming System cart.
Figure 910 Fuel Supply Line to Engine

1. Fuel supply line to engine 2. Fuel supply line connector
3. Disconnect fuel supply line to engine (Figure 910) (Item 1) from fuel supply line connector (Figure 910) (Item
2) at primary fuel filter / water separator (output to low-pressure fuel pump).
Figure 911 Connecting Suction and Pressure Hoses

1. Pressure hose 2. Suction hose
4. Connect Fuel Priming System suction hose (Figure 911) (Item 2) to primary fuel filter / water separator
output.
5. Connect Fuel Priming System pressure hose (Figure 911) (Item 1) to fuel supply line to engine.
Figure 912 Ball Valves

1. Pressure valve 2. Suction valve
6. Open pressure and suction hose ball valves (Figure 912) (Items 1 and 2).
7. Connect electrical power to Fuel Priming System.
8. Move Fuel Priming System power button (located on outlet box on top of Fuel Priming System cart) to ON
position.
Figure 913 Sight Glass

1. Sight glass
9. Run Fuel Priming System for a minimum of 2 minutes after no bubbles are visible in sight glass (Figure 913)
(Item 1).
10. After the 2 minutes has passed, start engine with Fuel Priming System still running.
11. Run engine at 1200 rpm for a minimum of 2 minutes.
12. After the 2 minute run time, turn off engine.
13. Move Fuel Priming System power button to OFF position.
14. Close pressure and suction hose ball valves.
15. Disconnect Fuel Priming System pressure and suction hoses from adapters
16. Remove suction and pressure adapter from vehicle.
17. Re-connect fuel supply line to primary fuel filter / water separator.
18. Re-start vehicle to verify that no leaks are present.
Expected Outcome
Fuel system primed and free of air.
Follow-on Procedure
None
Fuel Delivery Pressure (FDP) Test
Overview
Test Low-pressure Fuel Pump’s ability to build and maintain sufficient fuel delivery pressure for a proper
performing engine.
sparks.
Tools Required
• None
Test Set-up
1. Connect Electronic Service Tool (EST) to vehicle diagnostic connector
2. Log in to ServiceMaxx™ and load Performance Session (Figure 914)

• Select Sessions > Performance
3. Start engine.
Test Procedure
1. Monitor Fuel Delivery Pressure (FDP) at low idle.
2. Fully press accelerator pedal for 20 seconds, monitor FDP.
3. Return engine speed to low idle, shut off engine.
Expected Outcome
Fuel Delivery Pressure (FDP) will be within specification.
Follow-on Procedure
None
Start From Clean Fuel Source Test
Overview
Diagnose proper operation of the Low Pressure Fuel Pump by verifying operation of the Low-pressure Fuel
system using a known clean, unrestricted and dedicated fuel source.
CAUTION: Ensure all fuel lines and dry break fittings are clear of dirt and heavy debris before disconnecting
any fittings. Failure to comply could cause contaminants to enter the Low-pressure fuel system.
Tools Required
• Clean Fuel Source Tool – 15–637–01
• Air Cap, Fuel Cap and Plug Kit – ZTSE4891
Equipment Condition
None
Test Setup
1. With engine Off, disconnect fuel supply line at low-pressure fuel pump inlet fitting.
2. Use Air Cap, Fuel Cap and Plug Kit ZTSE4891 to cap disconnected fuel line.
Figure 915 Low-Pressure Fuel Pump with Clean Fuel Source Tool Connected
3. Connect Clean Fuel Source Tool 15-637-01 to low-pressure fuel pump inlet (Figure 915).
4. Prime fuel system by pumping primer bulb.
CAUTION: Do not crank engine continuously for longer than 15 seconds. Failure to comply could result in
damage to engine starter motor.
Test Procedure
1. Crank the engine.
2. If engine starts, idle for 30 seconds before shutting down.
Expected Outcome
Engine will start and run with Clean Fuel Source Tool connected.
Follow-on Procedure
None
Fuel Aeration Test
Overview
Check for and diagnose cause of fuel aeration.
Tools Required
• 15-637-01 – Clean Fuel Source Tool
• ZTSE4886 – Fuel Inlet Restriction / Aeration Tool
• ZTSE4905 – Fuel Block Off Tool
• ZTSE4906 – Fuel Line Coupler
Equipment Condition
None
Test Setup 1
Figure 916 Fuel Aeration Test

1. Strainer / primer pump 5. Low-pressure Fuel Pump 7. Low-pressure Fuel Pump outlet
2. Fuel Primer Pump inlet fitting 6. Fuel Inlet Restriction/Aeration fitting
3. Secondary fuel filter Tool
4. Fuel supply line (from tank)
1. Use Fuel Line Coupler ZTSE4906 to connect Fuel Inlet Restriction/Aeration Tool ZTSE4886 between fuel
supply line to secondary fuel filter and low-pressure fuel pump outlet.
2. Prime fuel system by pumping primer pump.
Test Procedure 1
1. Start or crank engine. If possible, raise engine speed to high idle while visually monitoring for fuel aeration
(air bubbles passing through the clear line of the Restriction/Aeration Tool).
• If fuel is not aerated, go to Restriction Test .
• If fuel is aerated, continue to Test 2.
Test Setup 2

1. Strainer / primer pump 5. Low-pressure fuel pump 7. Low-pressure Fuel Pump outlet
4. Fuel supply line
1. Retain Fuel Inlet Restriction/Aeration Tool from previous test.

2. Connect Clean Fuel Source Tool 15-637-01 to primer pump inlet.
Test Procedure 2
1. Start or crank engine. If possible,raise engine speed to high idle while visually monitoring for fuel aeration
(air bubbles passing through the clear line of the Restriction/Aeration Tool).
• If fuel is not aerated, repair fuel supply line between fuel primer pump and fuel tank.
• If fuel is aerated, repair low-pressure fuel pump supply line or fuel primer pump.
Expected Outcome
Technician will validate fuel is not aerated or diagnose cause of fuel aeration.
Follow-On Condition
None
Fuel Restriction Test
Overview
Check for and diagnose cause of fuel supply restriction.
Tools Required
• ZTSE4526 – Compucheck fitting
• 15-637-01 – Clean Fuel Source Tool
• ZTSE4409 – Pressure Test Kit
Equipment Condition
None
Test Setup 1
Figure 918 Fuel Restriction Test

1. Low-Pressure Fuel Pump Inlet 4. Fuel supply line from tank 8. Pressure Test Kit (vacuum
Fitting 5. Primary Fuel Filter Inlet Fitting gauge)
2. Strainer/primer pump 6. Primary fuel filter 9. Fuel Inlet Restriction/Aeration
3. Primer Pump Fuel Inlet Fitting 7. Low-pressure fuel pump Tool
1. Use Fuel Line Coupler ZTSE4906 to connect Fuel Inlet Restriction / Aeration Tool ZTSE4886 between
low-pressure fuel pump supply line and low-pressure fuel pump inlet.
2. Connect Pressure Test Kit ZTSE4409 vacuum gauge to Fuel Inlet Restriction / Aeration Tool ZTSE4886.
Test Procedure 1
1. Start or crank engine. If possible, raise engine speed to high idle while monitoring Pressure Test Kit vacuum
gauge.
• If restriction is above specification, go to Test 2.
• If restriction is within specification, retest for original complaint.
Test Setup 2

1. Strainer / primer pump 5. Low-pressure fuel pump 7. Low-pressure Fuel Pump outlet
4. Fuel supply line
1. Retain setup from previous test

2. Connect Clean Fuel Source Tool 15-637-01 to primer pump inlet.
Test Procedure 2
1. Start or crank engine. If possible, raise engine speed to high idle while monitoring Pressure Test Kit
ZTSE4409 vacuum gauge.
• If restriction is within specification, go to Test 3
• If restriction is above specification, repair or replace fuel strainer and primer pump assembly, and check
fuel lines. After repairs are complete, retest for original problem.
Test Setup 3
Figure 920 Fuel Restriction Test

1. Low-Pressure Fuel Pump Inlet 4. Fuel supply line from tank 8. Pressure Test Kit (vacuum
Fitting 5. Primary Fuel Filter Inlet Fitting gauge)
2. Strainer/primer pump 6. Primary fuel filter 9. Fuel Inlet Restriction/Aeration
3. Primer Pump Fuel Inlet Fitting 7. Low-pressure fuel pump Tool
1. Retain setup from Test 2, but connect Clean Fuel Source Tool 15-637-01 to primary filter inlet
2. Restore any fuel line connections

Test Procedure 3
1. Start or crank engine. If possible, raise engine speed to high idle while monitoring Pressure Test Kit
ZTSE4409 vacuum gauge.
• If restriction is within specification, repair restriction between primary fuel filter and fuel tank. After repairs
are complete, retest for original problem.
• If restriction is above specification, replace primary fuel filter, clean fuel strainer, and check fuel lines for
damage. After repairs are complete, retest for original problem.
Expected Outcome
Technician will verify there is no fuel restriction or diagnose cause of fuel restriction.
Follow-on Procedure
Connect low-pressure fuel lines that were disconnected.
High-Pressure Fuel System Tests

HP Pump Inlet Pressure Test
Overview
Verify high-pressure fuel pump is receiving fuel.
Tools Required
• ZTSE4681 – Fuel Pressure Gauge
• ZTSE4905 – Fuel Block Off Tool
Equipment Condition
None
Test Setup
1. Disconnect fuel supply to AFT fuel doser module.
2. Use Fuel Line Coupler ZTSE4906 to connect Fuel Inlet Restriction / Aeration Tool ZTSE4886 to AFT fuel
doser module fuel supply line.
Figure 921 Pressure Test Kit connected to AFT fuel doser module fuel supply line
1. AFT fuel doser module Fuel Supply Line
2. Fuel Line Coupler
3. Fuel Inlet Restriction / Aeration Tool
4. Fuel Pressure Gauge
5. Fuel Block Off Tool
3. Connect Fuel Block Off Tool ZTSE4905 to Fuel Inlet Restriction / Aeration Tool ZTSE4886.
4. Connect ZTSE4681 Fuel Pressure Gauge to Fuel Inlet Restriction / Aeration Tool ZTSE4886.
Test Procedure
1. Start or crank engine. If possible, run at high idle. Monitor Fuel Pressure Gauge ZTSE4681.
• If gauge pressure is within specification, go to Fuel Rail Pressure (FRP) Return Flow Test (page 2181).
• If gauge pressure is below specification, diagnose and repair low-Pressure fuel system.
Expected Outcome
Technician will verify High-Pressure Fuel pump is receiving proper fuel pressure.
Follow-on Procedure
None
Fuel Rail Pressure (FRP) Return Flow Test
Overview
Verify return flow at cylinder head or fuel rail is within specifications.
Tools Required
• Diesel fuel container with measuring marks
• High Pressure Return Line Tester ZTSE4887
Equipment Condition
1. Low-Pressure (LP) fuel system is operating correctly and within specification.
Test Setup 1
1. Disconnect fuel drain tube assembly at rear of cylinder head.
Figure 922 High-Pressure (HP) Return Line Tester Connected to Cylinder Head
2. Connect HP Return Line Tester ZTSE4887 using 2 banjo ring seals to cylinder head fuel drain tube fitting.
Route the hose end into a diesel fuel container.
Test Procedure 1
1. Crank engine for a maximum of 15 seconds or start engine and run at low idle. If engine starts, wait until
fuel flow is steady and fuel volume reaches a good starting measurement point, then start timer and begin
measurement. Measure fuel return volume for 1 minute if the engine starts.
Test Setup 2
1. Verify fuel drain tube is connected to the cylinder head.
Figure 923 High-Pressure (HP) Return Line Tester Connected to Fuel Rail
1. HP Return Line Tester ZTSE4887
2. Fuel rail return port
3. Fuel rail return line
2. Disconnect fuel rail return line (Figure 923) (Item 3) at fuel rail.
3. Connect HP Return Line Tester ZTSE4887 (Figure 923) (Item 1) using 2 banjo ring seals to fuel rail return
port (Figure 923) (Item 2) . Route the hose end into a diesel fuel container.
Test Procedure 2
1. Crank engine for a maximum of 15 seconds or start engine and run at low idle. If engine starts, wait
until fuel flow is steady and fuel volume reaches a good starting measurement point, start timer and begin
measurement. Measure fuel return volume for 1 minute if the engine starts.
Expected Outcome Test Procedure 1

If engine starts, fuel return flow volume within specification. If engine does not start, no fuel returned.
Expected Outcome Test Procedure 2

No fuel return flow from fuel rail return port.
Follow-on Procedure
Reconnect fuel drain tube assembly or fuel rail return line.
Fuel Rail Pressure (FRP) Leak Isolation
Overview
Isolate pressure loss in high-pressure fuel system. Only run this test if engine fails High Pressure Pump test.
WARNING: The high-pressure fuel system may have extremely high pressure. Verify pressure is
below 500 psi before loosening a high-pressure line. Every time the engine is shut down and the key is
in the OFF position, the ECM commands a blank shot injection process that drains the high-pressure
fuel rail.
Tools Required
• Diesel fuel container measuring in milliliters
• High Pressure Rail Return Line Tester ZTSE4887
• High Pressure Rail Plugs ZTSE6098
Equipment Condition
None
Test Setup
1. If necessary, perform Cylinder Balance Test(page 2116).
Test Procedure
1. Start with suspected injector(s) as identified by Cylinder Balance Test. If more than one cylinder is suspect,
block off multiple injectors simultaneously.
2. Disconnect injector high pressure fuel line(s).
Figure 924 High Pressure Rail Plug installed on injector six
3. Install High Pressure Rail Plugs ZTSE6098 on open fuel rail port(s).
4. Start engine. Run at low and high idle. Observe for reduction in white smoke.
5. If smoke is still present, repeat steps 2 through 4 for each injector until smoke is reduced and damaged
injector is identified.
Expected Outcome
Technician will identify damaged injector causing white smoke.
Follow-on Procedure
Replace all removed high pressure fuel lines with new parts.
HP Pump Fuel Return Pressure Test
Overview
Verify return flow is within specifications.
Tools Required
• ZTSE4526 – Compucheck fitting
• ZTSE4681 – Fuel Pressure Gauge
Equipment Condition
None
Test Setup
1. Disconnect high-pressure fuel pump return line.
Figure 925 High-pressure fuel pump return line connected to Fuel Pressure Gauge
2. Use Fuel Line Coupler ZTSE4906 to connect Fuel Inlet Restriction/Aeration Tool ZTSE4886 between the
high-pressure fuel pump and return line.
3. Use Compucheck fitting ZTSE4526 to connect Fuel Inlet Restriction / Aeration Tool ZTSE4886 to Fuel
Pressure Gauge ZTSE4681.
Test Procedure
1. Start or crank engine. If the engine starts run at high idle while monitoring Fuel Pressure Gauge.
2. If the engine does not start, continue cranking for a maximum of 15 seconds while monitoring fuel pressure
gauge.
Expected Outcome
Technician will verify fuel return flow is within specification.
Follow-on Procedure
None
HP Pump Fuel Return Flow Test
Overview
Verify return flow from the High-Pressure (HP) fuel pump is within specifications.
Tools Required
• Clean Fuel Source Tool 15-637-01
• Fuel Block Off Tool ZTSE4905
Equipment Condition
1. Verify Low-Pressure (LP) fuel system is operating correctly.
Test Setup
Figure 926 HP Fuel Pump Test Setup

1. Fuel Block Off Tool ZTSE4905 3. Clean Fuel Source Tool 4. HP fuel pump return line
2. HP fuel pump fuel return port 15-637-01
1. Disconnect High-Pressure (HP) fuel pump return line (Figure 926) (Item 4) from HP fuel pump.
2. Connect Fuel Block Off Tool ZTSE4905 (Figure 926) (Item 1) to HP fuel pump return line.
3. Connect Clean Fuel Source Tool 15-637-01 (Figure 926) (Item 3) to the HP fuel pump fuel return port (Figure
926) (Item 2). Verify the shutoff valve is Open.
Test Procedure
1. Start engine or crank engine for 15 seconds while monitoring fuel flow from HP fuel pump fuel return port to
Clean Fuel Source Tool.
Expected Outcome
No fuel flow from HP fuel pump fuel return port until engine starts.
Follow-on Procedure
None
HPFP CPA Test
Overview
Test High-Pressure Fuel Pump (HPFP) by monitoring
• Fuel Pressure Control Valve (FPCV)
• Camshaft Position (CMP)
Using the Cylinder Performance Analyzer (CPA) tool and an Electronic Service Tool (EST) with ServiceMaxx™
software while running the High Pressure Pump Test. If software detects a fault in the HPFP, a Warranty
Authorization Code (WAC) will be generated
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.
CAUTION: Do not store CPA tool in engine compartment. Exterior damage may adversely affect tool functionality
and cause flawed test results.
CAUTION: Secure CPA tool and test cables away from hot or moving parts and sources of radio frequency
interference.
Tools Required
• Electronic Service Tool (EST) with ServiceMaxx™ and CPA software
• Cylinder Performance Analyzer (CPA) Tool Kit 12–999–01
• Banana Jack Breakout (long) 12–999–01–08
• 180-Pin Breakout Box 00–00956–08
• Terminal Test Kit ZTSE4435C
• E1 and E2 Harness Overlay 16–00530–00
• E1 and E2 ECM Cable 00–01468–00
Equipment Condition
1. Park vehicle on level ground.
2. Set parking brake, shift transmission to park or neutral, and block wheels.
3. Run engine to operating temperature.
4. Parked aftertreatment regeneration not Active.
5. Release accelerator pedal.
6. Release brake pedal.
7. Release clutch pedal.
Test Setup
1. Key-On, Engine-Off (KOEO).
2. Connect Electronic Service Tool (EST) with ServiceMaxx™ software to vehicle Diagnostic Connector and
log-in(page 2044).
NOTE: The first High Pressure Pump Test verifies entry conditions are met for CPA testing.
Figure 927 Selecting ServiceMaxx™ High Pressure Pump Test
3. Select: Tests > KOER Tests > High Pressure Pump Test.
Figure 928 High Pressure Pump Test Completed Successful
4. Did the High Pressure Pump Test Complete Successfully?

• Yes: Go to Step 5.
• No: Go to HPFP Test Entry Conditions (page 2209). After repairs are complete, go to Step 5.
5. Connect USB cable between CPA box and EST.
6. If needed, remove air cleaner assembly.
Figure 929 Engine Control Module (ECM) Connectors

1. E2 connector 2. ECM 3. E1 connector
See Engine Control Module (ECM) Connectors (Figure 929) to perform step 7.
7. Disconnect ECM E1 (3) and E2 (1) connectors from ECM (2).
Figure 930 E1 Breakout Box Harness Connector Connected

1. Engine harness E2 connector
2. Breakout Box E1 harness
connector
See E1 Breakout Box Harness Connector Connected (Figure 930) to perform step 8.
8. Connect 180-Pin Breakout Box E1 harness connector (2) to ECM E1 connector. Reconnect engine harness
E2 connector (1) to ECM.
Figure 931 E1 Engine Harness Connector Connected

1. Engine harness E1 connector
2. Breakout Box E1 harness
connector
See E1 Engine Harness Connector Connected (Figure 931) to perform step 9.

9. Connect 180-Pin Breakout Box E1 harness connector (2) to engine harness E1 connector (1).
Figure 932 X Harness Connected

1. Breakout Box X harness
connector
See X Harness Connected (Figure 932) to perform step 10.

10. Connect Breakout Box X harness connector (1) to Breakout Box.
Figure 933 Cam Sensor Channel Connections

1. Pin E-17 CMP-H black 2. Cam sensor channel 3. Pin E-41 CMP-L red
See Cam Sensor Channel Connections (Figure 933) to perform steps 11 and 12.
11. Connect Harness 12–999–01–05 between Cam sensor channel (2) on CPA box and Banana Jack Harness
12–999–01–06.
12. Connect Banana Jack Harness black lead to 180–Pin Breakout Box pin E-17 CMP-H (1), and red lead to
E-41 CMP-L (3).
Figure 934 Crank Sensor Channel to FPCV Connections

1. Pin E-25 FPCV 12V red 2. Crank sensor channel 3. Pin E-73 FPCV black
See Crank Sensor Channel to FPCV Connections (Figure 934) to perform steps 13 and 14.
13. Connect Harness 12–999–01–05 between Crank sensor channel (2) on CPA box and Banana Jack Harness
12–999–01–06.
14. Connect Banana Jack Harness black lead to 180-Pin Breakout Box pin E-73 FPCV (3), and red lead to E-25
FPCV 12V (1).
Figure 935 Sensor 3 Channel to FRP Connections

1. E-21 SIG GND black 2. Sensor 3 channel 3. E-34 FRP red
See Sensor 3 Channel to FRP Connections (Figure 935) to perform steps 15 and 16.
15. Connect Harness 12–999–01–05 between Sensor 3 channel (2) on CPA box and Banana Jack Harness
12–999–01–06.
16. Connect Banana Jack Harness black lead to 180-Pin Breakout Box pin E-21 SIG GND (1), and red lead to
E-34 FRP (3).
Figure 936 Sensor 4 Channel to FDP Connections

1. Sensor 4 channel 3. Banana Jack Harness
2. Pin E-22 black 4. Pin E-35 red
See Sensor 4 Channel to FDP Connections (Figure 936) to perform steps 17 and 18.
17. Connect Harness 12–999–01–05 between Sensor 4 channel (1) on CPA box and Banana Jack Harness
12–999–01–06.
18. Connect Banana Jack Harness black lead to 180–Pin Breakout Box pin E-22 (2), and red lead to banana
jack harness (3) from Terminal Test Kit ZTSE4435C and pin E-35 (4).
19. If CPA box is equipped with signal adjustment knobs, verify knobs are turned as far clockwise as possible.
Newer versions of the CPA box do not have these knobs.
Test Procedure
Figure 937 Selecting Cylinder Performance Analyzer
1. From ServiceMaxx™ window, launch Cylinder Performance Analyzer. Select: Tests > Cylinder Performance
Analyzer.
Figure 938 CPA Log In Screen

1. Operator field 2. Customer Complaints field 3. Proceed button
2. In the CPA Log-in Screen, fill-in the Operator field (1) and Customer Complaint field (2).
3. Select the Proceed button (3).
Figure 939 CPA Window
4. From CPA window, select: Tools > 13L HPFP.

5. Start engine and run until Engine Coolant Temperature 1 (ECT1) is 100°F (38°C) or above.
Figure 940 CPA HPFP Test Screen

1. Start Test button
See CPA HPFP Test Screen (Figure 940) to perform step 6.

6. In CPA HPFP test screen, select Start Test (1).
Figure 941 Pre-Test Warning Message

1. Warning message
7. Review displayed pre-test warning message (1) and select Proceed.

8. Toggle back to ServiceMaxx™ screen.
9. Select: Tests > KOER Tests > High Pressure Pump Test.
10. Toggle back to CPA HPFP test screen.
Figure 942 HPFP Test In Process

1. Test Summary window
See HPFP Test In Process (Figure 942) to perform step 11.

11. In Test Summary window (1), a message appears reading “HPFP test in process” indicating test has begun.
Figure 943 Results Screen
12. When High Pressure Pump Test has completed, a results screen will appear.
• If pump passes the test, Test Summary will read “High Pressure Fuel Pump has passed the test”
indicating the HPFP is operating properly.
• If pump fails test, a Warranty Authorization Code (WAC) will be issued.
13. If programmable parameters were changed for testing, return parameter(s) to original customer setting.
Expected Outcome
If test passes, the Test Summary will read “High Pressure Fuel Pump has passed the test” indicating the HPFP
is operating properly.
If the test fails, a Warranty Authorization Code (WAC) will be issued.
Follow-On Procedure
1. Remove breakout box and reconnect ECM connectors.
2. Reinstall air cleaner assembly.

HPFP Test Entry Conditions
Overview
Correct entry conditions so the High Pressure Fuel Pump Test will complete successfully.
Tools Required
Equipment Condition
1. HPFP CPA Test has not completed successfully
Test Procedure
1. Using an EST with ServiceMaxx™ software select: Tests > KOER Tests > High Pressure Pump Test.
Figure 944 High Pressure Pump Test Entry Condition Signals
2. Select: Entry Conditions Signals tab.

Entry Condition Corrective Action

Parameter 77532 Maximum Standstill Engine Speed Set to 1650 rpm or above. After testing and repair
is completed return parameter to original customer
setting.
Parameter 82032 High Idle Engine Speed Set to 1650 rpm or above. After testing and repair
is completed return parameter to original customer
setting.
AFT Regen Inhibit — Engine Not Warmed Up Run engine until warm and Value is “Not Inhibited”.
AFT DPF Regen Stage Run engine until not in SCR warm up mode.
SCR Intake Temperature Run engine until Selective Catalyst Reduction Intake
Temperature (SCRIT) is 450°F (232°C) or above.
Engine Coolant Temperature 1 (ECT1) Run engine until ECT1 is 100°F (38°C) or above.
Engine speed Below 750 rpm before test starts.
Regen status Not Active. If Regen is Active, allow regeneration
to complete.
Accelerator Pedal Position (APP) Release accelerator pedal. If released APP is not
0%. diagnose active APP fault codes or APP system
problems.
Brake switch Release brake pedal. If brake pedal is released,
diagnose brake switch circuit problem.
Parking brake Set parking brake. If parking brake is set, diagnose
parking brake switch circuit problem.
High Pressure Pump Test Entry Conditions and Corrective Actions

3. Correct Entry Condition parameter, component, or circuit causing the High Pressure Fuel System Test to
not complete successfully.
Expected Outcome
Able to correct entry conditions, and High Pressure Fuel Pump Test passes.
Follow-On Procedure
None.
Inlet Air Heater Tests

Intake Air Heater Fuel Igniter (IAHFI) Test
Overview
Verify IAHFI is working properly.
Tools Required
• EXP-1000 HD by Midtronics ZTSE4575 or Digital Multimeter (DMM) with amp clamp
Equipment Condition
None
Test Setup
2. Connect Electronic Service Tool (EST) with ServiceMaxx™ to Vehicle Diagnostic Connector (page 2044).
Test Procedure
1. In ServiceMaxx™ select Tests > KOEO Tests > Actuator Test.
Figure 945 Current clamp on IAHFI
2. Connect EXP-1000 HD by Midtronics current clamp or DMM with amp clamp ZTSE4575 around IAHFI power
circuit.
3. Select Inlet Air Heater Igniter from Actuator drop-down menu.
4. Press the Start Test button while monitoring current draw. Record results on Diagnostics Form.
Expected Outcome
Technician will verify Intake Air Heater Fuel Igniter (IAHFI) is working.
Equipment Condition
None
Fuel Supply at Intake Air Heater Fuel Solenoid (IAHFS) Test
Overview
Verify sufficient fuel pressure is being supplied to the IAHFS.
Tools Required
• Fuel Pressure Gauge ZTSE4681
• Intake Air Heater Solenoid Test Adapter Kit ZTSE6059
Equipment Condition
1. Fuel Deliver Pressure (FDP) within specification.
2. Low-Pressure (LP) fuel system is in good operating condition.
3. No fault code(s) are active for LP fuel system.
Test Setup
2044).
Test Procedure
1. Disconnect fuel supply to IAHFS.
Figure 946 Fuel Pressure Gauge ZTSE4681 connected to IAHFS fuel supply line
2. Use Intake Air Heater Solenoid Test Adapter Kit ZTSE6059 to connect Fuel Pressure Gauge ZTSE4681 to
IAHFS fuel supply line.
3. Crank engine while monitoring Fuel Pressure Gauge ZTSE4681. Compare results to engine cranking
specification for IAHFS fuel supply pressure.
Expected Outcome
Fuel pressure supplied to IAHFS will be within specification.
Follow-on Procedure
None
Fuel Supply at Intake Air Heater Fuel Igniter (IAHFI) Test
Overview
Verify sufficient fuel pressure is being supplied to the Intake Air Heater Fuel Igniter (IAHFI).
Tools Required
• Fuel Pressure Gauge ZTSE4681
• Intake Air Heater Solenoid Test Adapter Kit ZTSE6059
Equipment Condition
None
Test Setup
2044).
Test Procedure
1. Disconnect fuel supply to IAHFI.
Figure 947 Fuel Pressure Gauge ZTSE4681 connected to IAHFI fuel supply line
2. Use Intake Air Heater Solenoid Test Adapter Kit ZTSE6059 to connect Fuel Pressure Gauge ZTSE4681 to
IAHFI fuel supply line.
3. Using Electronic Service Tool (EST) with ServiceMaxx™ software, go to Tests > KOEO Tests > Intake Air
Heater Test.
4. When Wait to Start lamp begins flashing, crank engine while monitoring Fuel Pressure Gauge ZTSE4681.
Compare results to engine cranking specification for IAHFI fuel supply pressure.
Expected Outcome
Fuel pressure to the IAHFI will be within specification.
Follow-on Procedure
None
General Test Procedures

Batteries and Electrical System Inspection
Overview
Inspect batteries, electrical system, and connections to help identify corroded connections, voltage drops, verify
proper battery voltage, and identify damaged electrical connections and components.
WARNING: To prevent personal injury or death, disconnect the main battery negative terminal
before disconnecting or connecting electrical components. Always connect ground cable last.
eye protection, have water supply available, assure good ventilation, and be sure no flames or sparks
are present.
Tools Required
• Digital Multi-Meter (DMM)
• Flash light (optional)
• Battery charger
Equipment Condition
None
Inspection Procedure
1. Inspect batteries and battery connections. If connections are corroded, loose, or damaged; clean and
reinstall battery connections. If batteries are cracked or damaged replace as necessary.
2. If applicable, check batteries electrolyte level. If electrolyte is below the top of the plates in one or more
cells, add distilled water.
3. Inspect electrical system for damaged electrical components or wiring, and loose connections (including
engine grounds and starter connections). Repair damaged or loose components or connections.
4. Measure voltage of each battery. If voltage is less than 12.6 volts, charge batteries, and test charging
system.
Expected Outcome
Batteries, wiring, electrical connections, and electrical components are clean, connections are tight, and not
damaged. Batteries voltage 12.6-15 volts.
Engine Cranking Test
Overview
Monitors engine systems as the engine is cranked to determine if systems are able to meet minimum starting
requirements.
Tools Required
Equipment Condition
None
Test Setup
Test Procedure
1. Select: Session > Default.
2. Select: Tool > Start Recording Snapshot.
3. Crank engine for 10 seconds.
4. Select: Tools > Stop Recording Snapshot.
5. Verify the following signals meet engine cranking specifications:
• Switch Battery (SWBAT)
• Turbocharger 1 Turbine Output Pressure (TC1TOP)
Expected Outcome
All signal values meet engine cranking specifications.
Follow-on Procedure
None
Crankcase Oil Breather Separator Test
Overview
Check if centrifuge breather is functioning properly.
WARNING: To prevent personal injury or death, set parking brake, shift transmission to neutral or
park, and block wheels starting the engine.
WARNING: To prevent personal injury or death, avoid rotating parts (belts and fan) and hot engine
surfaces.
Tools Required
• Ultrasonic Leak Detector ZTSE4800
Equipment Condition
Before performing this test, ensure engine operating temperature is 82 to 88˚ C (180 to 190˚ F) and oil level and
pressure are within specification.
Test Setup
1. Key On Engine-Off (KOEO).
2044).
Test Procedure
1. Select Performance session.
2. Start engine. Ensure engine operating temperature is 82 to 88˚ C (180 - 190˚ F).
NOTE: The Crankcase Oil Separator Speed (CCOSS) sensor does not have circuit fault codes. A Diagnostic
Trouble Code (DTC) will only be set if the Engine Control Module (ECM) does not see an rpm signal with
the engine running.
3. Monitor CC Oil Separator (CCOS) signal with engine at low and high idle. Record results on Diagnostics
Form.
• If CCOS is within specification, crankcase breather system is operating correctly.
• If CCOS is reading 0 rpm with engine running, continue to next step.
4. With engine running, place Ultrasonic Ear ZTSE4800 near CCOSS sensor.
5. Turn engine OFF and quickly monitor for centrifugal noise. The centrifuge will continue spinning for 15
seconds after engine is shut off.
Expected Outcome
Technician will verify if centrifuge breather is working properly.
Follow-on Condition
None
Charge Air Cooler (CAC) Pressure Test
Overview
Pressure test the Charge Air Cooler to check for leaks.
Tools Required
• CAC Pressure Test Kit ZTSE4341
Equipment Condition
1. Charge Air Cooler (CAC) removed from vehicle (see appropriate Radiator / Cooling System Service
Manual).
Test Setup
Figure 948 CAC Cleaning Adapter Kit (Off Chassis) 09-925-01 With CAC Pressure Test Kit ZTSE4341
Installed
1. CAC Pressure Test Kit ZTSE4341
NOTE: Charge Air Cooler (CAC) Pressure Test Kit ZTSE4341 (Figure 948) (Item 1) shown in the CAC Cleaning
Adapter Kit 09-925-01 carrying case. CAC Pressure Test Kit is not part of CAC Cleaning Adapter Kit , but the
CAC Pressure Test Kit can be stored in the CAC Cleaning Adapter Kit carrying case.
1. Place CAC on a flat surface.
Test Procedure
1. Visually inspect CAC for cracks, holes, and other damage. If cracked or damaged, replace CAC.
WARNING: To prevent personal injury or death, clean all hoses and other pressure test
components of oil, grease, or other lubricants before connecting.
Figure 949 CAC Pressure Test Kit Installed on CAC Outlet

1. Gauge / regulator assembly
2. Quick disconnect fitting
3. Gauge coupler
4. T-clamp (2)
5. Large hose
6. Charge Air Cooler (CAC) outlet
7. Safety cable
See CAC Pressure Test Kit Installed on CAC Outlet(Figure 949) to perform steps 2 through 5.
2. Install large hose (5) and T-clamp (4) onto CAC outlet (6). Tighten T-clamp (4) securing large hose to CAC
outlet to 55 lb·in (6.2 N·m).
3. Install gauge coupler (3) and T-clamp (4) onto large hose. Tighten T-clamp (4) securing gauge coupler (3)
to large hose (5) to 55 lb·in (6.2 N·m).
4. Connect safety cable (7) to a known good anchor point.
5. Attach gauge / regulator assembly (1) onto quick disconnect fitting (2).
Figure 950 Bleed-Off Coupler Installed on CAC Intake

1. Safety cable
2. Bleed-off coupler
3. T-clamp (2)
4. Small hose
5. Charge Air Cooler (CAC) Intake
See Bleed-Off Coupler Installed on CAC Intake(Figure 950) to perform steps 6 through 8.
6. Install small hose (4) and T-clamp (3) onto CAC Intake (5). Tighten T-clamp (3) securing small hose (4) to
CAC Intake (5) to 55 lb·in (6.2 N·m).
7. Install bleed-off coupler (2) and T-clamp (3) onto small hose (4). Tighten T-clamp (3) securing bleed-off
coupler (2) to small hose (4) to 55 lb·in (6.2 N·m).
8. Connect safety cable (1) to a known good anchor point.
Figure 951 Gauge / Regulator Assembly Connections

1. Air valve
2. Air regulator knob
3. Gauge
See Gauge/Regulator Assembly Connections(Figure 951) to perform steps 9 through 12.
WARNING: To prevent personal injury or death, attach safety cables to Charge Air Cooler (CAC)
or a known good anchor point.
CAUTION: Adjust air regulator valve to minimum setting before connecting shop air supply. Accidentally applying
high-pressure can damage tool components or the Charge Air Cooler (CAC).
9. Connect filtered shop air supply to air valve (1) on gauge / regulator assembly.
WARNING: To prevent personal injury or death, increase air pressure slowly to prevent coupler
blowing-out during testing.
10. Open air valve slightly, and slowly increase air pressure until gauge (3) reads 30 psi (205 kPa). If needed,
adjust air regulator knob (2) as follows until gauge reads 30 psi (205 kPa):
a. Pull air regulator knob outward to unlock.
b. Turn air regulator knob to adjust pressure to 30 psi (205 kPa).
c. Push air regulator knob inward back into locked position.
11. Close air valve and monitor gauge pressure for 15 seconds.
• If air pressure drops more than 5 psi (34 kPa), replace CAC.
• If air pressure drops 5 psi (34 kPa) or less, perform cleaning procedure. See Charge Air Cooler (CAC)
Cleaning in Engine Service Manual.
12. Repeat steps 10 and 11 three times to verify results.
Expected Outcome
Technician will verify Charge Air Cooler (CAC) in not leaking.
Follow-on Procedure
Figure 952 Bleed-Off Coupler Components

2. Bleed-off valve
WARNING: To prevent personal injury or death, relieve air pressure through bleed-off valve slowly
before removing test equipment.
1. Slowly turn bleed-off valve (Figure 952) (Item 2) on bleed-off coupler (Figure 952) (Item 1) counterclockwise,
and release air from system.
2. Disconnect filtered shop air supply from air valve on gauge / regulator assembly.
Figure 953 Bleed-Off Coupler Installed On CAC Intake

1. Safety cable
3. T-clamp (2)
4. Small hose
5. Charge Air Cooler (CAC) Intake
3. Disconnect safety cable (Figure 953) (Item 1) from anchor point.

4. Remove bleed-off coupler (Figure 953) (Item 2) and T-clamp (Figure 953) (Item 4) from small hose.
5. Remove small hose (Figure 953) (item 4) and T-clamp from CAC Intake (Figure 953) (item 5).
Figure 954 CAC Pressure Test Kit Installed on CAC Outlet

1. Gauge / regulator assembly
2. Quick disconnect fitting
3. Gauge coupler
4. T-clamp (2)
5. Large hose
6. Charge Air Cooler (CAC) outlet
7. Safety cable
6. Remove gauge / regulator assembly (Figure 954) (item 1) from quick disconnect fitting (Figure 954) (item 2).
7. Remove safety cable (Figure 954) (item 7) from anchor point.
8. Remove gauge coupler (Figure 954) (item 3) and T-clamp (Figure 954) (Item 4) from large hose (Figure 954)
(Item 5).
9. Remove large hose and T-clamp from CAC outlet (Figure 954) (item 6).
10. Install Charge Air Cooler on engine.
Interstage Cooler (ISC) Pressure Test
Overview
Pressure test the Interstage Cooler (ISC) to check for leaks.
WARNING: To prevent personal injury or death, ensure ISC Test Kit components are tightened
properly; otherwise, they can explode while ISC is under pressure.
WARNING: To prevent personal injury or death, ensure ISC air inlet and outlet, O-rings are removed
and that no lubricant is on sealing surface. O-ring and lubricant can cause the ISC Pressure Test Kit
components to explode while ISC is under pressure.
Tools Required
• Interstage Cooler (ISC) Pressure Test Kit ZTSE6042
Equipment Condition
1. ISC removed from engine (see appropriate Radiator / Cooling System Service Manual).
Test Setup
Figure 955 Charge Air Cooler Test Kit ZTSE6042

1. Coolant Port Plug (with 1/4” NPT hole)
2. Coolant Port Plug (solid)
3. Air Inlet Plug (with 1/4” NPT hole)
4. Air Outlet Disc Plug
5. Air Outlet Disc Plug Retaining Bracket
Figure 956 Pressure Test On Air Side Of Interstage Cooler (ISC)

1. ISC air outlet
2. ISC coolant return port
3. ISC coolant supply port
4. ISC air inlet
See Pressure Test On Air Side Of Interstage Cooler (ISC)(Figure 956) to perform steps 1 through 6.
1. Attach Charge Air Cooler Test Kit to ISC.
2. Cover ISC air outlet (1) with Air Outlet Disc Plug.
3. Install Air Outlet Disc Plug Retaining Bracket on top of Air Outlet Disc Plug. Tighten clamping bolt to seal
ISC air outlet.
4. Attach Air Inlet Plug (with 1/4″ NPT hole) to ISC air inlet (4), and tighten clamps.
5. Attach Coolant Port Plug (solid) to ISC coolant return port (2). Tighten clamp.
6. Attach Coolant Port Plug (with 1/4″ NPT hole) to ISC coolant supply port (3). Tighten clamp.
Test Procedure
1. Connect regulated shop air source, and pressurize the air side of ISC to 30 psi (207 kPa).
2. Spray a soapy water solution on ISC. Look for leaks from hose connections, ISC, or test components.
3. If a leak is detected on ISC or test gauge pressure drops, replace ISC.
4. Depressurize air side of ISC.
5. Connect regulator with shop air source, and pressurize the coolant side of ISC to 30 psi (207 kPa).
6. Spray a soapy water solution on ISC. Look for leaks from hose connections, ISC, or test components.
7. If a leak is detected on ISC or test gauge pressure drops, replace ISC.
Expected Outcome
Technician will verify if Interstage Cooler (ISC) is leaking.
Follow-on Procedure
1. Remove Interstage Cooler (ISC) Pressure Test Kit from ISC.
2. Install ISC on engine.
Crankcase Pressure Test

Overview
Verify if engine is in need for a possible overhaul or repair due to cylinder or valve wear or damage. Verify
operation of air compressor or turbochargers for possible worn or damaged parts.
Tools
• Digital manometer or Water Manometer ZTSE2217A
• Crankcase Pressure Test Tool ZTSE4039
• Air Cap, Fuel Cap and Plug Kit ZTSE4891
Test Setup
1. Verify crankcase oil breather separator is functioning properly before running this test. See Crankcase Oil
Breather Separator Test (page 2219).
2. Disconnect breather outlet tube from 90 degree breather outlet elbow on top of oil separator.
3. Connect Crankcase Pressure Test Tool ZTSE4039 to breather outlet elbow.
Figure 957 Digital manometer connected to Crankcase Pressure Tool

1. Crankcase Pressure Test Tool
2. Digital manometer
4. Connect manometer to Crankcase Pressure Test Tool ZTSE4039.

5. Ensure engine is at normal operating temperature of 158°F (70°C).
Test procedure
1. Start engine and run at high idle. Allow manometer reading to stabilize before recording pressure reading.
2. Record crankcase pressure.
• If pressure is within specification, no repair is required.
• If pressure is above specification, continue to next step.
3. Shut engine OFF. Drain vehicle air tanks until pressure is removed from air system.
4. Remove air line from remote-mounted centrifugal filter and cap using Air Cap, Fuel Cap and Plug Kit
ZTSE4891.
5. Start engine and run at high idle. Allow manometer reading to stabilize before recording pressure reading.
6. Record crankcase pressure.
• If pressure is within specification, repair or replace centrifugal filter assembly.
• If pressure is above specification, continue to next step.
Figure 958 Air compressor discharge port
7. If engine has an air compressor, remove discharge line and test again. Allow manometer reading to stabilize
before recording pressure reading.
8. Record crankcase pressure
• If pressure is above specification, go to Relative Compression Test (page 2067) to pinpoint suspect
cylinder.
• If pressure is at or below specification, compressed air is leaking into crankcase. Repair or replace air
compressor.
Expected Outcome
Crankcase pressure will be within specification. Cause of crankcase pressure being out of specification will be
diagnosed and determined.
Follow-on Procedure
None
Smoke Test (Air Intake System)
Overview
Determine if leaks are present in the air intake system. Pressurized smoke will pass through the High-Pressure
Charge Air Cooler (HPCAC), Interstage Cooler (ISC), clamps, and air intake system hoses to help locate difficult
to find leaks.
During smoke test, tiny “pinhole” leaks may be seen at some sealing surfaces. This is normal and does not
indicate a component has failed.
WARNING: To prevent personal injury or death, allow engine to cool before removing components
or testing.
NOTE: Do not exceed 5 psi (34 kPa) system pressure when using Navistar® Leak Detector 19–700–01.
Operating the system at higher pressures will obscure test results, and make leaks more difficult to locate.
Lower system pressures will allow smoke trails to be more visible.
Tools Required
• Navistar® Leak Locator Kit 19–700–01
Equipment Condition
1. Navistar® Leak Locator filled with smoke fluid 19–700–01–02, connected to power supply, and connected
to air supply (see Navistar® Leak Locator Operation Manual).
Test Setup
1. Remove air cleaner assembly.
Figure 959 Intake Adapter Installed In Air Intake Piping

1. Air intake piping 3. Navistar® Leak Locator supply
2. Navistar® fixed graduated intake line
adapter 4. Clamp
2. Install Navistar® fixed graduated intake adapter (Figure 959) (Item 2) into air intake piping (Figure 959) (Item
1) with clamp (Figure 959) (Item 4) previously removed from air cleaner assembly.
3. Connect Navistar® Leak Locator supply line (Figure 959) (Item 3) to intake adapter.
Test Procedure
Figure 960 Navistar® Leak Locator Controls

1. Flow Control switch 3. Start / Stop switch 4. Adjustable Pressure Regulator
2. System Pressure gauge knob
1. Verify Flow Control switch (Figure 960) (Item 1) is in OFF position

2. Pull Adjustable Pressure Regulator knob (Figure 960) (Item 4) out to unlock, and turn regulator until System
Pressure gauge (Figure 960) (Item 2) reads 5 psi (34 kPa) or less.
3. Push Adjustable Pressure Regulator knob in to lock and set system pressure.
4. Press the Start / Stop switch (Figure 960) (Item 3), and turn Flow Control switch to ON position to begin 10
minute smoke cycle.
Figure 961 Inspection Points (Right Side)

A. Connection point (3) C. HPCAC E. Hose (2)
B. Clamp (4) D. ISC
5. On right side of engine, check three connection points (Figure 971) (Item A), four clamps (Figure 971) (Item
B), High-Pressure Charge Air Cooler (HPCAC) (Figure 971) (Item C), Interstage Cooler (ISC) (Figure 971)
(Item D), two hoses, and air intake system piping for smoke trails produced by Navistar® Leak Locator.
Figure 962 Inspection Points (Left Side)

A. Connection point C. HPCAC E. Hose
B. Clamp (3) D. ISC
6. On left side of engine, check three clamps (Figure 962) (Item B), HPCAC (Figure 962) (Item C), hose (Figure
962) (Item E), and air intake piping for smoke trails produced by Navistar® Leak Locator.
Expected Outcome
High-Pressure Charge Air Cooler (HPCAC), Interstage Cooler (ISC), clamps, hoses, and air intake system piping
are free of leaks.
Follow-On Procedure
1. Disconnect Navistar® Leak Locator supply line from Powersmoke™ adapter.
2. Deflate and remove Powersmoke™ adapter per Navistar® Leak Locator Operation Manual.
3. Install air cleaner assembly.
Smoke Test (Exhaust System)
Overview
This test will determine if leaks are present in the exhaust system. Pressurized smoke will pass through the
Diesel Oxidation Catalyst (DOC), turbocharger down pipe, decomposition reactor tube, Selective Catalyst
Reduction (SCR) catalyst, and associated exhaust system piping to help locate leaks.
The exhaust system is tested separately upstream and downstream of the Diesel Particulate Filter (DPF). This
is done since smoke from Navistar® Leak Detector 19–700–01 may not be able to physically pass through a
properly functioning DPF. If smoke does pass through the DPF, this does not indicate the DPF has failed and it
should not be replaced.
During smoke test, tiny “pinhole” leaks may be seen at some sealing surfaces. This is a normal condition and
does not indicate a component has failed.
WARNING: To prevent personal injury or death, allow engine to cool before removing components
or testing.
NOTE: Do not exceed 5 psi (34 kPa) system pressure when using Navistar® Leak Detector 19–700–01.
Operating the system at higher pressures will obscure test results, and make leaks more difficult to locate.
Lower system pressures will allow smoke trails to be more visible.
Tools Required
• Navistar® Leak Locator Kit 19–700–01
Equipment Condition
1. Navistar® Leak Locator filled with smoke fluid 19–700–01–02, connected to power supply, and connected
to air supply (see Navistar® Leak Locator Operation Manual).
Test Setup 1 (Upstream Of DPF)
Figure 963 Down Pipe Disconnected

1. Down pipe
1. Disconnect turbocharger down pipe (Figure 963) (Item 1) at turbocharger outlet (see Engine Service
Manual).
Figure 964 Powersmoke™ Adapter Installed In Down Pipe

1. Down pipe 3. Supply line
2. Powersmoke™ adapter 4. Safety chain
2. Install appropriate Powersmoke™ adapter (Figure 964) (Item 2) into turbocharger down pipe (Figure 964)
(Item 1) inlet, and connect safety chain (Figure 964) (Item 4) to secure location.
3. Inflate Powersmoke™ adapter per Navistar® Leak Locator Operation Manual
4. Connect Navistar® Leak Locator supply line (Figure 964) (Item 3) to Powersmoke™ adapter.
Test Procedure 1 (Upstream Of DPF)


3. Push Adjustable Pressure Regulator knob in to lock and set system pressure to 5 psi (34 kPa) or less.
minute smoke cycle.
Figure 966 Inspection Points

A. Sensor ports (3) B. Flex pipe C. Clamps (3)
5. Check three sensor ports (Figure 966) (Item A), flex pipe (Figure 966) (Item B), three clamps (Figure 966)
(Item C), and piping for smoke trails produced by Navistar® Leak Locator.
Test Setup 2 (Downstream Of DPF)
Figure 967 SCR Catalyst Outlet Pipe Disconnected

1. Muffler inlet 2. SCR catalyst outlet pipe
1. Disconnect SCR catalyst outlet pipe (Figure 967) (Item 2) at muffler, and rotate pipe so it clears muffler inlet
(Figure 967) (Item 1).
Figure 968 Powersmoke™ Adapter Installed In SCR Catalyst Outlet

1. Powersmoke™ adapter 3. Safety chain
2. Supply line 4. SCR catalyst outlet pipe
2. Install appropriate Powersmoke™ adapter (Figure 968) (Item 1) into SCR catalyst outlet pipe (Figure 968)
(Item 4), and connect safety chain (Figure 968) (Item 3) to secure location.
3. Inflate Powersmoke™ adapter per Navistar® Leak Locator Operation Manual.
4. Connect Navistar® Leak Locator supply line (Figure 968) (Item 2) to Powersmoke™ adapter.
Figure 969 Aftertreatment System (Bottom View)

1. SCR catalyst 2. Drain hole 3. SCR catalyst outlet pipe
5. Plug SCR catalyst drain hole (Figure 969) (Item 2) at bottom rear of catalyst.
Test Procedure 2 (Downstream Of DPF)


3. Push Adjustable Pressure Regulator knob in to lock and set system pressure 5 psi (34 kPa) or less.
minute smoke cycle.
Figure 971 Inspection Points (Right Side)

A. Sensor ports (2) B. Flex pipe C. Clamps (3)
5. On right side of exhaust system, check two sensor ports (Figure 971) (Item A), three clamps (Figure 971)
(Item C), and piping for smoke trails produced by Navistar® Leak Locator.
Figure 972 Inspection Points (Left Side)

A. Sensor ports (3) B. Flex pipe C. Clamp
6. On left side of exhaust system, check three sensor ports (Figure 972) (Item A), clamp (Figure 972) (Item C),
and piping for smoke trails produced by Navistar® Leak Locator.
Expected Outcome
Exhaust system sensor ports, flex pipe, clamps, and piping free of leaks.
Follow-On Procedure
1. Disconnect Navistar® Leak Locator supply line from Powersmoke™ adapter.
2. Deflate and remove Powersmoke™ adapter per Navistar® Leak Locator Operation Manual.
3. Unplug SCR catalyst drain hole.
4. Reconnect turbocharger down pipe to turbocharger outlet (see Engine Service Manual).
Relay Diagnostics
Overview
This table provides information for relay diagnostics. It lists the different type of relay activation conditions, how
to test that type of relay, which relays are utilized in what way, where the relays are mounted and relevant fault
code or symptom information for each relay.
Relay Diagnostics Applicability Table
Relevant Fault Control Side Relevant Switch Side Relevant Fault

Relay Location
Codes Test Fault Codes Test Codes
SW-85
Symptom - Does not GND No
Starter Engine SW-85 GND
crank Code(page
2266)
SPN 1761 FMI 19;
SPN 3216 FMI 19;
SPN 3226 FMI 19; SW-86 PWR SW-86 PWR
Sw Ign AFT
SPN 4377 FMI 19; No Code (page 2253)
SPN 5742 FMI 19;
SPN 5743 FMI 19
DEFSM SW-86 PWR SPN 5746 FMI SW-86 PWR SPN 5745 FMI
AFT None
Heater (page 2253) 3, 4 (page 2253) 3, 4
SPN 4340 FMI
3, 5
DEF
SW-86 PWR SPN 5491 FMI SW-86 PWR SPN 4342 FMI
Line AFT None
(page 2253) 3, 4 (page 2253) 3, 5
Heater
SPN 4344 FMI
3, 5
Relay Test 1 - Switched-86 GND
Overview
This test provides diagnostics for relays that have constant battery voltage at Terminal-85, switched ground
(GND) at Terminal-86 and constant battery voltage at Terminal-30.
Tools Required
• Relay Breakout Harness
None
Test Setup
2044).
3. Install appropriate Relay Breakout Harness in place of the relay.
To find the correct Relay Breakout Harness, see Electrical Tools (page 2423) section of this manual.
4. Install relay into Relay Breakout Harness
Test Procedure
Step
Check for battery power at Terminal-30. Decision
1
Measure voltage at Terminal-30 Yes: Go to Step 2
No: Check and repair wiring,
Does Terminal-30 have Battery Voltage (+/- 0.5 V)? connectors and fuses to relay
Terminal-30. After repairs are
complete, retest for original
problem.
Step Verify use of Electronic Service Tool (EST) with ServiceMaxx™ to

Decision
2 activate relay.
Yes: Go to Step 3
Can the relay be activated using ServiceMaxx™?
No: Go to Step 5
Step
Activate and test relay input. Decision
3
A. Using EST with ServiceMaxx™, activate the command circuit for Yes: Go to Step 4
the relay
No: Check and repair
B. Measure voltage at Terminal-30 connectors and wiring for
corrosion, looseness and
damaged or broken pins that
Does Terminal-30 have Battery Voltage (+/- 0.5 V) when relay is activated?
would cause high resistance.
Step
Activate and test relay output. Decision
4
A. Using EST with ServiceMaxx™, activate the command circuit for Yes: End Diagnostic Steps
the relay
No: Replace relay. After repairs
B. Measure voltage at Terminal-87 are complete, retest for original
problem.
Step
5
A. Use jumper wire to short Terminal-86 to GND Yes: Go to Step 6
B. Check for battery voltage at Terminal-30 No: Check and repair
connectors and wiring for
Step
6
A. Use jumper wire to short Terminal-86 GND Yes: End Diagnostic Steps
B. Check for battery voltage at Terminal-87 No: Replace relay. After repairs
are complete, retest for original
problem.
Expected Outcome
Technician will validate that relay is working properly or diagnose cause of relay not working properly.
Follow-on Procedure
None
Relay Test 2 – Switched-86 PWR

Overview
This test provides diagnostics for relays that have a constant ground (GND) at Terminal-85, switched battery
voltage at Terminal-86 and constant battery voltage at Terminal-30.
Tools Required
None
Test Setup
2044).
Test Procedure
Step
1
problem.

Decision
2 activate relay.
Yes: Go to Step 3
No: Go to Step 5
Step
3
the relay
Step
4
the relay
problem.
Step
5
A. Use jumper wire to short Terminal-86 to Terminal-30 Yes: Go to Step 6
Step
6
A. Use jumper wire to short Terminal-86 to Terminal-30 Yes: End Diagnostic Steps
problem.
Expected Outcome
Follow-on Procedure
None
Relay Test 3 – Switched-85 GND

Overview
This test provides diagnostics for relays that have switched ground (GND) at Terminal-85, constant battery
Tools Required
None
Test setup
2044).
CAUTION: Verify that relay is not diode-protected. This can cause a properly working relay coil to fail resistance
tests. Failure to comply will result in misdiagnosis and unnecessary repairs.
Test Procedure
Step
1
problem.
Step
2
problem.

Decision
3 activate relay.
Yes: Go to Step 4
No: Go to Step 6
Step
4
the relay
Step
5
the relay
problem.
Step
6
Step
7
A. Use jumper wire to short Terminal-85 to GND Yes: End Diagnostic Steps
problem.
Expected Outcome
Follow-on Procedure
None
Relay Test 4 – Switched-85 Shared 30

Overview
Tools Required
None
Test setup
2044).
Test Procedure
Step
1
problem.
Step
2
problem.

Decision
3 activate relay.
Yes: Go to Step 4
No: Go to Step 6
Step
4
the relay
Step
5
the relay
problem.
Step
6
Step
7
A. Use jumper wire to short Terminal-85 to GND Yes: End Diagnostic Steps
problem.
Expected Outcome
Follow-on Procedure
None
Relay Test 5 – Switched-85 GND, FMI 4

Overview
This test provide diagnostics for relays that set FMI 4 when the control is shorted to ground (GND).
Tools Required
None
Test setup
2044).
Test Procedure
Step
1
Measure voltage between Terminal-86 and GND Yes: Go to Step 2
problem.
Step
Check for battery power between Terminal-86 and Terminal-85. Decision
2
Measure voltage between Terminal-86 and Terminal-85 Yes: Check and repair wiring
and/or connectors to relay
Terminal-85 for short to GND.
Does Terminal-86 have Battery Voltage (+/- 0.5 V)?
No: Go to Step 3
Step
Check for a shorted or open coil. Decision
3
Measure resistance between Terminal-85 and Terminal-86 Yes: Relay is good, End
Diagnostic Steps
Is resistance reading between Terminal-85 and Terminal-86 approximately No: Replace relay, coil is
100 Ohms? shorted (if low) or open (if high).
Expected Outcome
Follow-on Procedure
None
Relay Test 6 – Switched-86 PWR, No Code

Overview
Tools Required
None
Test setup
2044).
Test Procedure
Step
1
Measure resistance between Terminal-85 and Terminal-86 Yes: Go to Step 2
No: Replace relay, coil is
Is resistance reading between Terminal-85 and Terminal-86 approximately shorted (if low) or open (if high).
100 Ohms? After repairs are complete,
Step
2
problem.
Step
Check for battery power between Terminal-86 and Terminal-85. Decision
3
Measure voltage between Terminal-30 and Terminal-85 Yes: Go to Step 4
No: Check and repair wiring
Does Terminal-30 have Battery Voltage (+/- 0.5 V)? and connectors between
Terminal-85 and GND. After
original problem.

Decision
4 activate relay.
Yes: Go to Step 5
No: Go to Step 6
Step
Activate and test relay switch circuit. Decision
5
the relay
No:Check and repair wiring
B. Measure voltage between Terminal-85 and Terminal-86 between Terminal-86 and
control unit. After repairs are
problem.
Step
Activate and test relay. Decision
6
A. Use jumper wire to short Terminal-30 to Terminal-86 Yes: Check and repair open
in wiring between Terminal-86
B. Check to see if relay activates
and control unit. After repairs
Does relay activate? problem.
problem.
Expected Outcome
Follow-on Procedure
None
Relay Test 7 – Switched-85 GND, No Code

Overview
Tools Required
None
Test setup
2044).
Test Procedure
Step
1
Measure resistance between Terminal-85 and Terminal-86 Yes: Go to Step 2
No: Replace relay, coil is
Is resistance reading between Terminal-85 and Terminal-86 approximately shorted (if low) or open (if high).
100 Ohms? After repairs are complete,
Step
2
problem.

Decision
3 activate relay.
Yes: Go to Step 4
No: Go to Step 5
Step
Activate and test relay switch circuit. Decision
4
the relay
No:Check and repair wiring
B. Measure voltage between Terminal-85 and Terminal-86 between Terminal-85 and
control unit. After repairs are
problem.
Step
Activate and test relay. Decision
5
A. Use jumper wire to short Terminal-85 to GND Yes: Check and repair open
in wiring between Terminal-85
B. Check to see if relay activates
and control unit. After repairs
Does relay activate? problem.
problem.
Expected Outcome
Follow-on Procedure
None
J1939 Diagnostics
Overview
J1939 is an industry standard protocol providing for communications between Electronic Control Units (ECUs)
over a Controller Area Network (CAN) bus. Diagnostic tools can also use the bus to monitor the data between
ECUs and communicate with individual ECUs for troubleshooting, software updates, and programming. An ECU
may be a module such as the Engine Control Module (ECM), or a sensor such as the Diesel Exhaust Fluid Tank
Level and Temperature sensor (DEFTLT).
The J1939 datalink used in Navistar® vehicles uses two wires labeled High (H) and Low (L), twisted together at
regular spacing to create an unshielded twisted pair (UTP). UTP wiring provides a high degree of immunity to
electrical noise, which could interrupt communications. To further keep noise to a minimum, the total resistance
between the H and L wires is specified at 60 ohms. This is accomplished by having two 120 ohm resistors,
one near each end of the bus, between the H and L wires. The two 120 ohm resistors in parallel form a total
resistance of 60 ohms. The resistor may be an external, separate item, or internal to an ECU. Together, the H
and L wires form a communication bus. An ECU may have more than one bus. If the busses are independent,
such as the Public and Private busses found in the ECM, a fault in one bus will not affect the other bus.
Any fault in a communication bus will result in some loss of communication between ECUs. This can include
any of the following:
• Short to ground, to voltage, or H and L wires shorted together will result in total loss of communication, with
no ECUs able to communicate.
• Open anywhere along the bus will effectively result in two separate networks, with ECUs on one side of the
break being unable to communicate with ECUs on the other side. If the break results in the disconnection
of one of the terminating resistors, the ECUs still connected to each other may not be able to communicate
with each other as well. ECUs on one side of the break will set faults indicating that messages from ECUs
on the other side were not received.
• Loss of power to an individual ECU will result only in that ECU not sending messages, and no other
interruption will occur. Other ECUs will set a fault indicating that messages from the ECU without power
were not received.
Tools Required
• Terminal Test Kit ZTSE4435C or Breakout harness, as required
Equipment Condition
Vehicle batteries fully charged.
Test Setup
1. Disconnect vehicle harness at suspect connector.
Test Procedure
NOTE: See the latest version of Navistar® Engine and Aftertreatment Wiring Schematic Form 0000009301 for
1. Key-On Engine-Off (KOEO), use a DMM to measure voltage between the following connector locations:
Test Location Specification

Power pin(s) and ground pin(s) B+
Power pin(s) and a known good ground B+
J1939–H pin and a known good ground 2 to 4 V
J1939–L pin and a known good ground 2 to 4 V
2. Key OFF, wait 1 minute. Use a DMM to measure resistance between the following connector locations:
Test Location Specification

J1939–H pin and a known good ground > 1k Ω
J1939–L pin and a known good ground > 1k Ω
J1939–H pin and J1939–L pin 55 to 65 Ω
If > 65 Ω, Open circuit on J1939-H or J1939-L
circuits or a missing terminating resistor.
If < 55 Ω, Short circuit between J1939–H and
J1939–L, or extra terminating resistor has been
added (possible ECU added to network containing
an internal resistor)
J1939–H pin and any other J1939–H pin < 10 Ω
J1939–L pin and any other J1939–L pin < 10 Ω
Expected Outcome
All voltage and resistance tests will be within specifications. All ECU’s communicating on J1939 data bus.
Follow-On Procedure
1. Reconnect vehicle harness at suspect connector.
Induction System Cleaning Procedure
Overview
Remove residue buildup on intake valves caused by internal coolant leakage. A test Engine Control Module
(ECM) will replace the factory ECM to eliminate variations in engine speed and temperature during cleaning
process.
Engine speed will be raised to approximately 1450 rpm (maximum throttle) and cleaning solution will then be
injected through Intake Air Heater Fuel Igniter (IAHFI) port. During injection of cleaning solution, Intake Manifold
Temperature (IMT) signal will drop indicating cleaning solution is entering combustion chamber. Procedure will
last approximately 40 to 60 minutes, or until cleaning solution is used up.
CAUTION: To prevent engine damage, immediately close Induction System Cleaner shut off valve if engine
shutdown occurs during procedure.
Tools Required
• Induction System Cleaner 12–544–01
Equipment Condition
1. O2 sensor removed (see Engine Service Manual).
2. NOx IN sensor removed (see Engine Service Manual).
3. Engine oil at proper level and not contaminated (see Engine Oil Level and Quality Inspection (page 2333)).
4. Engine coolant at proper level (see Coolant Level Inspection (page 2335)).
5. Air filter housing removed.
6. Negative battery cable disconnected.
Test Setup
1. Remove valve cover (see Engine Service Manual).
2. Verify valve bridges are installed and adjusted properly.
• If valve bridges are not installed and adjusted properly, follow appropriate Engine Service Manual
procedure. When finished, reinstall valve cover and continue to next step.
• If valve bridges are installed properly and undamaged, reinstall valve cover (see Engine Service Manual)
and continue to next step.
Figure 973 ECM Connectors

1. Engine Control Module (ECM) 3. Intake Air Heater Relay (IAHR) 4. Lower ECM connector lock (2)
2. Upper ECM connector lock (2) connector
3. Disengage two upper Engine Control Module (ECM) connector locks (Figure 973) (Item 2), and disconnect
connectors from ECM (Figure 973) (Item 1).
4. Disengage two lower ECM connector locks (Figure 973) (Item 4), and disconnect connectors from ECM.
5. Disconnect Intake Air Heater Relay (IAHR) connector (Figure 973) (Item 3).
6. Remove eight ECM mounting bolts. Do not discard.
7. Remove ECM from vehicle. Do not discard.
Figure 974 Test ECM Installed

1. Test ECM 12–544–01–18 2. Lower ECM connector (2)
8. Install Test ECM 12–544–01–18 (Figure 974) (Item 1) with two of previously removed eight ECM mounting
bolts. Tighten bolts to 10 lb-ft (14 N·m). Remaining six bolts do not need to be installed for this procedure.
9. Connect two lower ECM connectors (Figure 974)to Test ECM, and engage connector locks.
Figure 975 Upper ECM Connectors Installed

1. Test ECM 2. Upper ECM connector (2)
10. Connect two upper ECM connectors (Figure 975) (Item 2) to Test ECM, and engage connector locks.
11. Install air filter housing.
12. Remove Intake Air Heater Fuel Igniter (IAHFI), electrical connector, and fuel supply line (see Engine Service
Manual).
Figure 976 Test Injector and Adapter Installed

1. Test Injector 12–544–01–07
13. Install Test Injector 12–544–01–07 (Figure 976) (Item 1) and Adapter 12–544–01–08 into IAHFI port. Hand
tighten injector adapter to 10 lb-in (1 N·m).
Figure 977 Cleaning Solution Supply Line Installed

1. Cleaning Solution Supply Line
12–544–01–05
2. Test Injector
14. Install Cleaning Solution Supply Line 12–544–01–05 (Figure 977) (Item 1) onto Test Injector (Figure 977)
(Item 2).
15. Disconnect turbocharger down pipe at Exhaust Back Pressure Valve (EBPV) housing.
Figure 978 NOx IN and O2 Sensor Plugs Installed

1. NOx IN Sensor Plug
12–544–01–21
2. O2 Sensor Plug 12–544–01–20
16. Install NOx IN Sensor Plug 12–544–01–21 (Figure 978) (Item 1) and O2 Sensor Plug 12–544–01–20 (Figure
978) (Item 2) into EBPV housing. Tighten to 27 lb-ft (36 N·m).
Figure 979 Exhaust Redirect Pipe Installed

1. Exhaust Redirect Pipe
12–544–01–16
2. Bolt (3) (1 not shown)
17. Using three previously removed bolts (Figure 979) (Item 2), three spacers, and gasket, install Exhaust
Redirect Pipe 12–544–01–16.
Figure 980 Crankcase Breather Redirect Tube Installed

1. Crankcase Breather Redirect
Tube 12–544–01–17
18. Install Crankcase Breather Redirect Tube 12–544–01–17 (Figure 980) (Item 1) over Crankcase Oil Separator
(CCOS) breather tube.
Figure 981 Exhaust Vent Tube Setup

1. Exhaust Redirect Pipe 2. Crankcase Breather Redirect 3. Exhaust vent tube
Tube
19. Connect exhaust vent tube (Figure 981) (Item 3) to Exhaust Redirect Pipe (Figure 981) (Item 1) and
Crankcase Breather Redirect Tube (Figure 981) (Item 2).
20. Reconnect negative battery cable.
Figure 982 Exhaust Gas Recirculation (EGR) Valve

1. EGR valve connector
21. Disconnect EGR valve connector (1). Keep EGR valve connector clear of EGR inlet tubes.
Figure 983 Pressure Tank 12–544–01–01 Setup

1. Shutoff Valve 12–544–01–06 3. Pressure Regulator 4. Pressure Tank 12–544–01–01
2. Lid 12–544–01–02
22. Open lid (Figure 983) (Item 2) on Pressure Tank 12–544–01–01 (Figure 983) (Item 4).
23. Using a strainer, add 2.5 gal (9.5 L) of EGR cooler cleaner and 2.5 gal (9.5 L) of clean water. Discard strainer.
24. Verify Shutoff Valve 12–544–01–06 (Figure 983) (Item 1) is in closed position and Pressure Regulator
12–544–01–02 (Figure 983) (Item 3) set to 0 psi.
25. Attach shop air supply to Pressure Regulator, and set pressure to 75 psi (517 kPa).
26. If ambient temperature is below 32°F (0°C), do the following:
• Verify front and rear vehicle Air Condition (A/C) is turned off.
• Install cardboard in front of High-Pressure Charge Air Cooler (HPCAC).
Test Procedure
1. Start engine and warm engine coolant temperature above 170°F (77°C). Record Intake Manifold
Temperature (IMT) signal value.
2. Raise engine speed to 1,450 rpm (maximum throttle or utilizing cruise control switches).
3. Move Shutoff Valve (Figure 983) (Item 1) on Pressure Tank to open position.
Figure 984 IMT Signal

1. Cleaning solution injection end 2. Cleaning solution injection
beginning
4. While cleaning solution is injected, check the following:

• Verify valve bridges are in place and have not fallen off. If valve bridge does fall off during procedure,
reinstall valve bridge and run engine at idle while injecting fluid for 2 minutes. After 2 minutes, shut
down engine and leave engine off for an additional 5 minutes prior to restarting test procedure.
• Verify IMT signal value drops (Figure 984) (Item 2). If IMT signal value does not drop or rises significantly,
check Test Injector and Cleaning Solution Supply Line for restriction.
5. When IMT signal value returns to value recorded in step 1 (Figure 984) (Item 1), continue to operate engine
at 1,450 rpm for an additional 5 minutes.
6. Close Shutoff Valve.
7. Shut down engine.
Expected Outcome
Coolant residue deposits removed from intake valves.
Follow-On Procedure
1. Remove shop air supply from Pressure Regulator.
2. Connect EGR valve connector to vehicle harness.
3. Remove exhaust vent tube from Exhaust Redirect Pipe and Crankcase Breather Redirect Tube.
4. Remove Crankcase Breather Redirect Tube from CCOS breather tube.
5. Remove Exhaust Redirect Pipe from EBPV housing.
6. Connect turbocharger down pipe to EBPV housing.
7. Remove NOx IN and O2 sensor plugs, and install NOx IN and O2 sensor.
8. Remove Test Injector and Cleaning Solution Supply Line.
9. Install IAHFI, electrical connector, and fuel supply line.
10. Remove Test ECM, and install factory ECM.
11. Install valve cover.
12. Clear any Diagnostic Trouble Codes (DTCs) generated during procedure.
Exhaust Restriction Isolation Test
Overview
Record exhaust aftertreatment system pressures to help determine cause of restriction.
Tools Required
Equipment Condition
None
Test Setup
2. Connect Electronic Service Tool (EST) with ServiceMaxx™ software to vehicle Diagnostic Connector and
log in. (page 2044)
Test Procedure
Figure 985 Selecting Pressure Tab

1. Pressure tab
1. Select: Session > Default > Pressure.

2. Select: Tool > Start Recording Snapshot.
3. Start or crank engine. If engine starts, allow engine to run for 30 seconds then stop engine. If engine does
not start, crank engine for 15 seconds.
4. Select: Tools > Stop Recording Snapshot.
5. Review following signals from snapshot recording:
• DPF Differential Pressure (DPFDP)
• DPF Outlet Pressure (DPFOP)
• TC1 Turbine Outlet Pressure (TC1TOP)
Expected Outcome
Record DPFDP, DPFOP, and TC1TOP to be used to determine cause of exhaust restriction.
Follow-on Procedure
None
Fuel System Flushing Procedure
Overview
Coolant Test Procedures

Deaeration Tank Cap Test
Overview
Verify proper operation of the deaeration tank cap.
or deaeration cap:
• Continue to turn the cap counterclockwise to remove.
Tools Required
Figure 987 Radiator Pressure Testing Kit ZTSE2384
Figure 988 Coolant Cap Pressure Tester 09–040–01
• Radiator Pressure Testing Kit ZTSE2384 or Coolant Cap Pressure Tester 09-040-01
Equipment Condition
None
Test Setup
Figure 989 Coolant Deaeration Tank and Cap
1. Remove cap from deaeration tank (Figure 989).

2. Check deaeration tank (Figure 989) neck for cracks or warping.
Test Procedure
1. Determine rated pressure of deaeration tank cap.
2. Test dearation cap following the tool instructions for the tester being used.
3. Replace cap if not within specification.
Expected Outcome
Cap will hold rated pressure.
Follow-on Procedure
None
Cooling System Pressure Test
Overview
Apply air pressure to cooling system to determine if system has leaks. The system should hold pressure
indicating there are no leaks.
WARNING: To prevent personal injury or death, do following when removing radiator cap or
deaeration cap:
• Wrap a thick cloth around the radiator cap or deaeration cap.
• Loosen cap slowly a quarter to half turn to vent pressure.
• Continue to turn cap counter-clockwise to remove.
WARNING: To prevent personal injury or death, ensure shop-air pressure is properly regulated.
Tools Required
• Coolant Management Tool KL5007NAV.
Equipment Condition
1. Remove splash guards (as necessary).
2. Cooling system full.
Test Setup
Figure 990 Coolant Management Tool (KL5007NAV)

1. Coolant Supply Tank 3. Pressure Module 5. Cap Adapter
2. Cart 4. Vacuum Module
See Coolant Management Tool (KL5007NAV)(Figure 990) to perform steps 1 through 3.

1. Replace deaeration cap with cap adapter (5) from Coolant Management Tool.
2. Apply shop air to Pressure Module (3). Ensure air valve is fully closed.
3. Connect Pressure Module (3) to cap adapter (5).
Test Procedure
Figure 991 Cap Adapter and Pressure Module

1. Pressure Module 3. Air Valve (Open)
2. Cap Adapter (KL5004NAV) 4. Air Valve (Closed)
See Cap Adapter and Pressure Module(Figure 991) to perform steps 1 through 8.
1. Turn Coolant Supply Tank valve to CLOSED position.
2. Open air valve (3) on Pressure Module (1) making sure not to exceed cap pressure on system.
3. Close air valve (4). System is now pressurized with air.
4. Take note of gauge reading and check for pressure decay. If no decay is detected, there are no leaks, go
to Step 7.
5. If decay is evident, check cooling system for leak(s).
6. Repeat steps 1 to 3 to re-pressurize system as necessary to find source of pressure loss.
7. Disconnect compressed air, and remove Pressure Module (1).
8. Slowly open air valve (3) on Pressure Module (1) to vent the pressure in the cooling system.
Expected Outcome
Technician will pressurize cooling system to inspect for leaks and verify integrity.
Follow-on Procedure
Replace splash guards (if removed).
Air Compressor Leaking Coolant to Oil Test
Overview
This test is used to verify that the air compressor is not leaking engine coolant into the engine engine oil.
Tools Required
• Radiator Pressure Test Kit ZTSE2384
Equipment Condition
None
Test Setup
1. Drain engine engine oil and remove oil pan
2. Install Radiator Pressure Test Kit - ZTSE2384 on Deaeration Tank
3. Maintain 15 psi (103 kPa) of cooling system pressure throughout this test
4. Perform Coolant Leak - Visual Inspection (page 2338)
Test Procedure
1. With cooling system under 15 psi (103 kPa) of pressure, visually inspect engine engine oil return port from
air compressor inside crankcase
Expected Outcome
No engine coolant will be found leaking from engine engine oil return port from air compressor.
Follow-On Procedure
None
Air Compressor Leaking Air to Coolant Test
Overview
Determine if air compressor is aerating coolant or causing coolant to overflow by reducing pressure in vehicle
air system.
Tools Required
None
Equipment Condition
None
Test Setup
1. Fill deaeration tank with coolant to proper level.
2. Install deaeration tank cap.
3. Drain vehicle air tanks.
Test Procedure
1. Open air tank drain valves and prop them open.
2. Run engine to recreate overflow condition.
Expected Outcome
Determine if air compressor is causing coolant overflow.
Follow-on Procedure
1. Close air tank drain valves.
Aftertreatment Fuel Injector (AFTFI) Coolant Leak Test
Overview
Inspect inside of exhaust pipe at Aftertreatment Fuel Injector (AFI) nozzle for presence of coolant.
WARNING: To prevent personal injury or death, do not let engine fluids stay on your skin. Clean
skin and nails using hand cleaner and wash with soap and water. Wash or discard clothing and rags
contaminated with engine fluids.
Tools Required
• Radiator Pressure Testing Kit ZTSE2384
Equipment Condition
or deaeration cap:
• Continue to turn cap counterclockwise to remove.
Test Setup
1. Remove deaeration tank cap.
2. Connect Radiator Pressure Testing Kit ZTSE2384 with Surge Tank Cap Adaptor to deaeration tank.
Test Procedure
1. Disconnect exhaust pipe at the turbocharger outlet pipe after the AFTFI.
2. Pressurize cooling system to 117 kPa (17 psi) for 15 minutes.
Figure 992 Aftertreatment Fuel Injector (AFI) nozzle
3. Inspect inside of exhaust pipe at AFI nozzle for coolant leaks.
Expected Outcome
Technician will verify if coolant is present in exhaust pipe at AFI nozzle.
Follow-on Procedure
None
EGR Cooler Leak Test
Overview
Test Exhaust Gas Recirculation (EGR) cooler for coolant leakage.
Tools Required
• EGR Cooler Pressure Test Kit 12–892–07
• Spray bottle with soapy water solution
• Beaker of water
Equipment condition
1. EGR cooler removed from engine (see Engine Service Manual).
Test Setup
Figure 993 EGR Cooler Supply and Return Lines / Harness

1. Exhaust gas outlet hose 3. EGR valve harness
2. EGR valve coolant return line 4. EGR valve coolant supply 90
and deaeration fitting degree fitting
See EGR Cooler Supply and Return Lines / Harness (Figure 993) to perform steps 1 through 2.
1. Remove EGR cooler exhaust gas outlet hose (1), EGR valve coolant return line and deaeration fitting (2),
and harness (3).
2. Remove EGR valve coolant supply 90 degree fitting (4).
Figure 994 Exhaust Gas Inlet Adapter 12–892–07–02

1. Exhaust Gas Inlet Adapter
3. Install Exhaust Gas Inlet Adapter (1) into EGR cooler exhaust gas inlet port. Tighten knurled ring to seal.
Figure 995 Heater Core Supply Plug 12–892–07–03

1. Heater Core Supply Plug
4. Align and install Heater Core Supply Plug (1) into heater core supply port. Tighten knurled knob to seal.
Figure 996 Coolant Inlet Block-Off 12–892–07–06

1. Coolant Inlet Block-Off
5. Align and install Coolant Inlet Block-Off (1) into EGR cooler coolant inlet port. Tighten knurled knobs to seal.
Figure 997 EGR Valve Coolant Supply Adapter 12–892–07–09

1. EGR Valve Coolant Supply
Adapter
6. Align and install EGR Valve Coolant Supply Adapter (1) into EGR valve coolant supply port.
Figure 998 Sleeper Cab Heat Block-Off 12–892–07–05

1. Sleeper Cab Heat Block-Off
7. If vehicle is equipped with bunk heater, align and install Sleeper Cab Heat Block-Off (1). Tighten knurled
knob to seal.
Figure 999 Front Pressure Test Adapters

1. Exhaust Gas Outlet Plug 2. EGR Valve Coolant Return, 3. Coolant Outlet Clamp Assembly
12–892–07–01 Deaeration, and Coolant Filter knurled knob
Supply Plug 12–892–07–10 (3) 4. Coolant Outlet Clamp Assembly
12–892–07–07
See Front Pressure Test Adapters (Figure 999) to perform steps 8 through 10.
8. Align and install Exhaust Gas Outlet Plug (1) into EGR cooler exhaust gas outlet port. Tighten knurled ring
to seal.
9. Align and install three EGR Valve Coolant Return, Deaeration, and Coolant Filter Supply Plugs (2) as needed
for vehicle configuration.
10. Align and install Coolant Outlet Clamp Assembly (4) into EGR cooler coolant return port. Tighten knurled
knob (3) to seal.
Figure 1000 Bubble Test Hose Assembly 12–892–07–04

1. Bubble Test Hose Assembly
11. Install Bubble Test Hose Assembly (1) onto EGR Valve Coolant Supply Adapter.
Figure 1001 Test Hose In Beaker of Water

1. Red marking 2. Test hose
See Test Hose In Beaker of Water (Figure 1001) to perform step 12.
12. Insert test hose (2) into a beaker of water to depth of 0.375 inches. Red marking (1) on test hose indicates
depth of 0.375 inches.
Figure 1002 Regulator Assembly Installed On Outlet Plug

1. Regulator Assembly 2. Exhaust Gas Outlet Plug
12–892–07–08 12–892–07–01
See Regulator Assembly Installed On Outlet Plug (Figure 1002) to perform step 13.
13. Install Regulator Assembly (1) onto Exhaust Gas Outlet Plug (2).
CAUTION: Adjust air regulator knob on regulator assembly to minimum setting before connecting filtered shop
air supply. Applying high-pressure air can cause damage to tools or components.
14. Connect filtered shop air supply to Regulator Assembly.
Test Procedure
Figure 1003 Regulator Assembly

1. Air regulator knob 2. Gauge
See Regulator Assembly (Figure 1003) to perform step 1.

1. Slowly turn air regulator knob (1) on Regulator Assembly clockwise until gauge (2) reads 40 psi (276 kPa).
2. Spray a soapy water solution on EGR cooler pressure test kit adapters and fittings. Look for leaks from
adapters and fittings.
3. Monitor for air bubbles coming from end of test hose for 5 minutes.
• If no air bubbles present after 5 minutes, go to step 4.
• If air bubbles are present during 5 minutes, replace EGR cooler.
4. Remove shop air supply from Regulator Assembly and relieve air pressure from EGR cooler.
Figure 1004 Bubble Test Hose and Regulator Assembly Switched

1. Bubble Test Hose Assembly 2. Regulator Assembly
See Bubble Test Hose and Regulator Assembly Switched (Figure 1004) to perform step 5.
5. Switch positions of Bubbles Test Hose Assembly (1) and Regulator Assembly (2).
6. Connect filtered shop air supply to Regulator Assembly.
Figure 1005 Test Hose In Beaker of Water

1. Red marking 2. Test hose
7. Insert test hose (2) into a beaker of water to depth of 0.375 inches. Red marking (1) on test hose indicates
depth of 0.375 inches.
8. Slowly turn air regulator knob on Regulator Assembly clockwise until gauge reads 40 psi (276 kPa).
9. Monitor for air bubbles coming from end of test hose for 5 minutes.
• If no air bubbles present after 5 minutes, EGR cooler can be reused.
• If air bubbles are present during 5 minutes, replace EGR cooler.
Expected Outcome
No air bubbles coming from test hose for 5 minutes.
Follow-On Procedure
None
Thermostat Operational Test
Overview
Determine if engine thermostats open when engine reaches operating temperature by monitoring upper radiator
hose temperature.
Tools Required
• Infrared Thermometer ZTSE4799
Equipment Condition
1. Allow engine to cold soak.
2. Perform Coolant Level Inspection (page 2335)
Test Setup
Test Procedure
1. Select the Temperature tab in ServiceMaxx™.
2. Verify the following sensor values are approximately equal:
• Engine Coolant Temperature 1 (ECT1)
• Engine Oil Temperature (EOT)
• Exhaust Gas Temperature (EGT)
• Intake Manifold Temperature (IMT)
3. Start engine.
4. Monitor upper radiator hose temperature using Infrared Thermometer ZTSE4799.
5. Run engine to operating temperature. Upper radiator hose temperature should be less than ECT1 while
thermostat is closed.
As ECT1 reaches approximately 181°F (83°C), a working thermostat will begin to open, and the upper
radiator hose should heat up to match ECT1 (± 25° F).
• If ECT1 continues to rise and upper radiator hose remains cooler, replace thermostat and retest.
• If ECT1 never reaches 181° F (83° C), replace thermostat and retest.
• If upper hose matches ECT1 (± 25° F) after engine coolant temperature reaches approximately 181°F
(83°C), thermostat is working properly.
Expected Outcome
Upper radiator hose temperature will increase to within ± 25° F of ECT1 after engine warms up past thermostat
opening temperature.
Follow-On Procedure
None
Engine Oil Tests

Oil Pressure Verification Test
Overview
Compare electronic signal from Engine Oil Pressure (EOP) sensor to actual EOP using mechanical gauge.
Tools Required
• Pressure Test Kit ZTSE4409
• Oil Pressure Test Fitting 12–889–04
Equipment Condition
None
Test Setup
2. Connect Electronic Service Tool (EST) to vehicle Diagnostic Connector. (page 2044)
Test Procedure
1. Start engine.
Figure 1006 ServiceMaxx™ Tools Menu – Start Recording
2. Start recording by selecting Tools > Start Recording Snapshot. Monitor instrument panel gauge during test.
3. Allow engine to idle for 5 – 10 seconds or until oil pressure reading is stabilized.
4. Increase engine speed to high idle.
5. Wait until oil pressure reading stabilizes and then return engine to low idle.
Figure 1007 ServiceMaxx™ Tools Menu – Stop Recording
6. Stop signal recording by selecting Tools > Stop Recording Snapshot.

7. Remove EOP sensor from tee fitting on oil filter module (see Engine Service Manual), and install Oil Pressure
Test Fitting 12–889–04 into tee fitting.
Figure 1008 Oil Pressure Verification Test Connection

1. Oil Pressure Test Fitting 12–889–04
8. Connect Pressure Test Kit ZTSE4409 to Oil Pressure Test Fitting (Figure 1008) (Item 1).
9. Start engine.
10. At low idle, monitor mechanical gauge for engine oil pressure reading; compare value to recorded snapshot.
12. At high idle, monitor mechanical gauge for engine oil pressure reading; compare value to recorded snapshot.
Expected Outcome
Engine Oil Pressure (EOP) reading on mechanical gauge, and EOP sensor signal value in ServiceMaxx™ will
be within specification and approximately the same.
Follow-On Procedure
None
Power Steering Fluid Leak to Engine Oil Test
Overview
Verify Power Steering Fluid is not leaking to Engine Engine Oil.
Tools Required
None
Equipment Condition
None
Test Setup
1. Adjust engine engine oil level to full operating range.
2. Adjust power steering fluid level to full operating range.
Test Procedure
1. Start engine, run for a minimum of 10 minutes.
2. Stop engine, inspect engine engine oil and power steering fluid levels.
• If power steering fluid level is decreasing and engine engine oil level is increasing, install a new power
steering pump (see Engine Service Manual).
• If power steering fluid level is not decreasing and engine engine oil level is not increasing, power steering
fluid is not leaking into engine engine oil.
Expected Outcome
Technician will verify Power Steering Fluid is not leaking to Engine Engine Oil.
Follow-on Procedure
None
Instrument Panel Engine Oil Pressure Gauge Validation Test
Overview
Compare EOP sensor signal value in ServiceMaxx™ to instrument panel gauge reading.
Tools Required
Equipment Condition
None
Test Setup
2. Connect Electronic Service Tool (EST) to vehicle Diagnostic Connector. (page 2044)
Test Procedure
1. Start engine.
Figure 1009 ServiceMaxx™ Tools Menu – Start Recording
2. Start recording by selecting Tools > Start Recording Snapshot. Monitor instrument panel gauge during test.
3. Allow engine to idle for 5 – 10 seconds or until oil pressure reading is stabilized.
5. Wait until oil pressure reading stabilizes and then return engine to low idle.
Figure 1010 ServiceMaxx™ Tools Menu – Stop Recording
6. Stop signal recording by selecting Tools > Stop Recording Snapshot.

7. Compare Instrument panel gauge and ServiceMaxx™ Oil Pressure readings.
Expected Outcome
EOP sensor signal value in ServiceMaxx™, and instrument panel gauge will be within specification and
approximately the same.
Follow-On Procedure
None
Engine Brake
Engine Compression Brake ECM Inputs and Programmable Parameter Checks
Overview
Verify engine compression brake Engine Control Module (ECM) input and parameter values are within
specification
Tools Required
• Electronic Service Tool (EST) with Diamond Logic Builder™ software
• EST with ServiceMaxx™ software
Equipment Condition
None
Test Setup
2. Connect EST to vehicle Diagnostic Connector (page 2044).
Test Procedure
1. Select: Sessions > Parameters.
NOTE: To make program changes using ServiceMaxx™ software see Programmable Features (page 2012).
2. Verify the following engine parameters are set to correct value using table below:
Parameter Value Possible Values Recommended Settings

Vehicle Retarder Control Mode • 0: Disable • 1, 2, or 3. A value of 0
(7000x) indicates the Engine Brake is
• 1: Service Brake Latched
disabled.
• Determines conditions
• 2: Coast
Engine Brake feature will be
functional. • 3: Latched
Engine Retarder- Brake Pedal • 0 to 300 seconds • 0 seconds
Delay (7001x)
• Sets delay time for (optional)
service brake pedal activated
Engine Brake.
Engine Retarder- Accelerator • 0 to 300 seconds • 0 seconds
Pedal Delay (7008x)
• Sets delay time for (optional)
accelerator pedal activated
Engine Brake.
Engine Retarder Minimum • 0 to 130.5 mph • 10 mph
Vehicle Speed (7002x)
• Sets minimum vehicle speed
limit that Engine Brake can
be activated.
3. Log off ServiceMaxx™ software and log in to Diamond Logic Builder™ software.
Figure 1011 Search for Engine Brake Feature

1. Filter icon 2. Search window
4. Go to Features and select the Filter icon (Item 1) in the left hand corner of the Features window.
5. Type “Engine Brake” into the pop-up search window (Item 2).
Figure 1012 Feature Code Highlighted

1. Feature code 2. Parameters
6. Click on appropriate feature code (Item 1) so it is highlighted. Lower half of window will now show applicable
parameters (Item 2) for that feature.
7. Verify the following parameter values:
• Clutch switch status in Engine Control Module (ECM) and Body Control Module (BCM)
• Brake switch status in ECM and BCM
• Engine Brake switch status in ECM
• Accelerator Position Sensor (APS) 0.00% when released
Expected Outcome
Engine brake Engine Control Module (ECM) input and parameter values are within specification.
Follow-On Procedure
None
Engine Compression Brake Operational Test
Overview
Determines if engine compressions brake activates when commanded ON.
Tools Required
Equipment Condition
None.
Test Setup
2. Connect EST with ServiceMaxx™ software to vehicle diagnostic connector (page 2044) and log in.
Test Procedure
1. Run engine to operating temperature 180°F (82°C).
Figure 1013 Selecting ServiceMaxx Actuator Test
2. Select: Tests > KOEO Tests > Actuator Test.

Figure 1014 Selecting Engine Compression Brake Actuator Test
3. Select Engine Compression Brake 1 from Actuator drop down menu (1).
4. Click “Start Test” button (2) and monitor engine for a misfire on three cylinders. If misfire does not occur,
diagnose engine compression brake 1 problem.
5. Select Engine Compression Brake 2 from Actuator drop down menu.
6. Click “Start Test” button and monitor engine for a misfire on three cylinders. If misfire does not occur,
diagnose engine compression brake 2 problem.
Expected Outcome
Each engine brake assembly will cause three cylinders to misfire when commanded ON.
Follow-On Procedure
None.
Engine System Inspections

Initial Key On Check
Determine if Engine Control Module (ECM) is powered up and if water is in fuel supply.
Tools Required
None
Equipment Condition
None
Test Setup
1. Key-ON Engine-OFF (KOEO).
Test Procedure
1. Observe the following:
• Wait to Start lamp
• WATER IN FUEL indicator (Integral Digital Display)
2. Record results on Diagnostics Form.
• If WATER IN FUEL indicator stays ON, go to Fuel Quality Check (page 2330).
Expected Outcome
Technician will verify ECM is powered up and if water is in fuel supply.
Follow-on Procedure
None
Fuel Level and System Inspection
Overview
Verify instrument panel fuel gauge indicates correct fuel level, and fuel system is free of damage. Check primary
(chassis mounted) fuel filter for leaks, contamination, and other damage.
sparks.
Tools Required
None
Equipment Condition
1. Vehicle parked on level ground.
Preliminary Inspection Procedure

1. Visually inspect the fuel tank(s) for leaks or damage.
2. Visually inspect level of fuel in fuel tank(s).
3. Inspect interior of fuel tanks and ensure fuel level is equal in both tanks if equipped with duel tanks.
4. Check instrument panel fuel gauge and verify indicated fuel level is consistent with actual fuel level.
5. Visually inspect all fuel lines and connections for leaks, damage, and proper routing.
6. Visually inspect fuel strainer for damage, leaks, or sediment build up.
7. Visually inspect secondary fuel filter for damage and leaks.
After Preliminary Inspection Procedure is complete, perform one of the following primary fuel filter inspections
based on style of filter equipped:
• Inspection Procedure Canister Style Filter (page 2327)
• Inspection Procedure Cartridge Style Filter (page 2328)
Inspection Procedure Canister Style Filter
Figure 1015 Canister Style Filter (Typical)
1. Check fuel filter and filter housing for fuel leaks, large dents, or damage.
2. Verify fuel filter O-ring is installed properly and free of damage.
3. Check maintenance history for primary fuel filter replacement. Replace filter if beyond recommended service
interval (see Engine Operation and Maintenance Manual).
Inspection Procedure Cartridge Style Filter
Figure 1016 Cartridge Style Filter (Typical)
1. Check fuel filter and filter housing for fuel leaks or damage.
2. Visually inspect fuel filter following the Primary Fuel Filter (Cartridge Style) Inspection) (page 2328).
Primary Fuel Filter (Cartridge Style) Inspection

Fuel Level Visual Indication Possible Solution
Fuel level below top of fuel Normal - no repair necessary.
filter.
Fuel level above top of fuel Change primary fuel filter element.
filter. May cause loss of
power complaint.
Primary Fuel Filter (Cartridge Style) Inspection (cont.)

Fuel level is to top of fuel 1. Change primary fuel filter element
filter and looks to be full of
2. Run engine for a minimum of 25 minutes at idle. Do not
wax.
run at high idle.
Excessive bubbles are seen 1. Check all fittings and lines from between fuel tank and
flowing within fuel. chassis fuel filter assembly.
2. Check upper and lower connector O-rings.
Loss of power complaint. 1. Check for missing grommet at lower end of filter.
Fuel level is below fuel filter
2. Check for missing or broken spring at top of primary fuel
housing collar.
filter element.
Water is seen (noticeable 1. Inspect fuel tank(s) for water contamination.

separation) in fuel filter
2. Drain a full cup of fuel from chassis fuel filter assembly.
assembly.
NOTE: Do not drain with engine running.
3. Restart engine. Shut off engine and drain chassis fuel filter
assembly.
4. Repeat step 3 until ALL water is removed.
Fuel drains back to fuel tank 1. Remove and inspect check valve assembly.
when changing fuel filter or
2. Repair (clean) or replace as necessary, and retest.
draining water separator.
Expected Outcome
Fuel tank(s), lines, filters, and connections free of damage, contamination, and leaks. Fuel level equal in both
tanks, and fuel gauge indicates correct level.
Fuel Quality Inspection
Overview
Drain fuel filter assembly and check fuel quality.
sparks.
NOTE: Ultra Low Sulfur Diesel (ULSD) fuel is required for Navistar® Diesel Engines used with advanced
aftertreatment systems.
NOTE: Do not continue diagnostic procedures if fuel is contaminated.
Tools Required
• Clear diesel fuel container
• Clear plastic hose
Equipment Condition
None
Figure 1017 Fuel Sample
1. Place clear diesel fuel container under fuel-filter housing (Figure 1017).
2. Install clear plastic hose on fuel drain valve.
3. Route clear plastic hose into clear diesel fuel container.
4. Open drain valve and fill container.
5. Check for water, waxing, icing, sediment, gasoline, kerosene, or Diesel Exhaust Fluid (DEF) by shaking fuel
sample container and letting contents settle.
• Sediments will fall to bottom of fuel sample container.
• Gasoline and kerosene will separate from diesel fuel.
• Waxing or icing will prevent diesel fuel flowing from fuel-drain valve.
Expected Outcome
Fuel is free of water, waxing, icing, sediment, gasoline, kerosene, or Diesel Exhaust Fluid (DEF).
Engine Oil Level and Quality Inspection
Overview
Inspection of engine oil level and engine oil quality.
NOTE: API CJ-4 oils are recommended for use in high-speed diesel engines with advanced-exhaust
aftertreatment systems that meet on-highway exhaust emissions standards for year 2007 and beyond.
Figure 1018 API CJ-4 Oil Label
NOTE: If inspection indicated engine oil is contaminated or diluted, replace engine oil and filter.
Tools Required
None
Equipment Condition
None
1. Use oil level gauge (dipstick) (Item A) to check engine oil level.
• If engine oil level is below specification, inspect engine for leaks, oil consumption, or improper servicing.
Repair cause of low engine oil prior to filling to proper level.
• If engine oil level is above specification, inspect for fuel dilution, coolant contamination, or improper
servicing. If engine oil level is above specification, drain to proper level and diagnose cause of dilution,
contamination, or improper servicing.
Expected Outcome
Oil level should be within specification and free of dilution, coolant contamination, and improper servicing.
Coolant Level Inspection
Overview
Determine if coolant is at appropriate level.
Tools Required
None
Equipment Condition
1. Allow engine to cold soak.
Figure 1020 Coolant Deaeration Tank

A. Deaeration Cap
B. Deaeration Tank
See Coolant Deaeration Tank (Figure 1020) to perform step 1.

1. Inspect coolant level in deaeration tank (B).
Expected Outcome
Coolant level should be between COLD MAX and COLD MIN lines.
Coolant Quality Inspection
Overview
Check coolant for proper freeze point, and for contamination.
Tools Required
• Coolant and Battery Refractometer ZTSE4796
Equipment Condition
• Park vehicle on level ground
1. Wrap a thick cloth around deaeration cap.
2. Loosen cap slowly a quarter to half turn to vent pressure.
3. After pressure has been released, remove cap.
4. Check coolant for signs of contamination.
5. Take a sample from the deaeration tank.
6. Examine sample for engine oil and Diesel Exhaust Fluid (DEF).
• Oil contamination may result in a dark sludge.
• DEF contamination may give coolant a dark yellow / brown color with a strong ammonia smell.
7. If coolant is not contaminated, check freeze point.
Expected Outcome
Coolant should be free of contamination, and at the correct freeze point.
Coolant Leak - Visual
Overview
Check engine cooling system for proper level and leaks.
Tools Required
Equipment Condition
None
1. Park vehicle on level ground. If engine was running, allow engine to cool for 15 minutes or more.
2. Wrap a thick cloth around the deaeration cap. Loosen cap slowly a quarter to half turn to vent pressure.
After pressure has been released, remove the cap.
3. Check coolant level. Compare coolant level to level indicators on the deaeration tank. If coolant level is low,
add coolant.
4. Install Radiator Pressure Test Kit ZTSE2384.
5. Pressurize cooling system.
6. Check both sides of vehicle for coolant, leaks, and coolant on the ground.
7. If coolant is leaking, determine what component is leaking.
Expected Outcome
Coolant should be at the correct level. There should be no visible coolant leaks.
Coolant in Exhaust Inspection
Overview
Determine if engine coolant is in the exhaust system.
WARNING: To prevent personal injury or death, allow engine to cool 15 minutes or more before
working with components.
WARNING: To prevent personal injury or death, do not let engine fluids stay on your skin. Clean
skin and nails using hand cleaner and wash with soap and water. Wash or discard clothing and rags
contaminated with engine fluids.
GOVERNMENT REGULATION: Engine fluids (oil, fuel, and coolant) may be a hazard to human
health and the environment. Handle all fluids and other contaminated materials (e.g., filters rags)
in accordance with applicable regulation
Tools Required
Equipment Condition
2. Engine allowed to cool for 15 minutes or more.
1. Wrap a thick cloth around the deaeration cap. Slowly turn cap counter-clockwise one-quarter to one-half
turn to vent pressure. After pressure has been released, remove cap.
2. Install Radiator Pressure Test Kit ZTSE2384 (with appropriate adapter if needed) onto deaeration tank.
3. Disconnect exhaust pipe at exhaust brake housing (see Engine Service Manual).
4. Pressurize cooling system to 15 psi (103 kPa).
5. Inspect exhaust pipe and brake housing for engine coolant and engine coolant residue.
Expected Outcome
Determine if coolant is in exhaust system.
Coolant to Oil Inspection
Overview
Inspect engine oil for coolant contamination.
NOTE: Oil cooler coolant leakage to oil will occur only when coolant pressure is higher than oil pressure.
Diagnosis and repairs will not be authorized based solely on oil analysis.
NOTE: Oil contaminated with coolant usually causes oil to thicken and turn light gray.
Tools Required
None
1. Remove engine oil level gauge (dipstick) and inspect for coolant contamination. An overfilled crankcase can
be due to coolant in the engine oil.
2. Remove drain plug from oil pan and obtain an oil sample.
3. Inspect oil sample for signs of coolant.
Expected Outcome
Determine if engine oil is contaminated with coolant or not.
Cylinder Sleeve Cavitation and Crack Inspection
Overview
Inspect cylinder sleeves for holes or cracks caused by cavitation (gas-filled bubbles formed in the coolant).
Tools Required
None
Equipment Condition
1. Remove cylinder head. See Engine Service Manual.
1. Inspect piston crowns for signs of coolant leaks. Lack of carbon indicates possible coolant leak into the
cylinder.
2. Using a torque wrench set to 120 lb-ft (162 N·m), bar engine over until pistons 1 and 6 are at Bottom Dead
Center (BDC).
3. Inspect cylinder sleeves 1 and 6 for coolant, coolant staining, pinholes, and cracks.
4. Repeat for cylinders pairs 2-5 and 3-4.
5. Repair as needed.
Expected Outcome
Carbon deposits should be present on piston crowns, indicating cylinder sleeves are free of holes and cracks.
Cylinder sleeves should not have coolant, coolant staining, pinholes, or cracks.
Interstage Cooler Inspection
Overview
Visual inspection of the Interstage Cooler (ISC) and the High-Pressure (HP) Turbocharger Intake Elbow for
coolant or evidence of coolant residue.
WARNING: To prevent personal injury or death, ensure Interstage Cooler Test Kit components are
tightened properly; otherwise, they can explode while ISC is under pressure.
WARNING: To prevent personal injury or death, ensure ISC air inlet and outlet O-rings are removed
and that not lubricant is on sealing surface. O-ring and lubricant can cause the ISC Pressure Test Kit
components to explode while ISC is under pressure.
Tools Required
• Interstage Cooler Test Kit ZTSE6042
Equipment Condition
None
1. Inspect for coolant or white coolant residue in High Pressure (HP) turbocharger air inlet duct and Interstage
Cooler (ISC).
• Remove HP turbocharger center section with HP turbocharger air inlet duct. See Engine Service Manual
for procedure.
Expected Outcome
No evidence of coolant or coolant residue will be found in the Interstage Cooler or the HP-Turbocharger Intake
Piping.
Charge Air Cooler Inspection
Overview
Inspect the High-Pressure Charge Air Cooler (HPCAC), Interstage Cooler (ISC), hoses, clamps, and connections
for leaks, wear, or damage.
CAUTION: To prevent damage to engine, do not hold engine at a high idle for a period longer than 20 seconds
when performing this inspection.
Tools Required
• None
Equipment Condition
None
1. Start engine. Raise engine speed to high idle for no longer than 20 seconds.
Figure 1021 Right Side Engine View (Typical)

A. Connection point (3) C. High-Pressure Charge Air D. Interstage Cooler (ISC)
B. Clamp (4) Cooler (HPCAC) E. Hose (2)
2. While engine is at high idle, on right side of engine inspect High-Pressure Charge Air Cooler (HPCAC)
(Figure 1021) (Item C), two hoses (Figure 1021) (Item E), three connection points (Figure 1021) (Item A),
four clamps (Figure 1021) (Item B), and Interstage Cooler (ISC) (Figure 1021) (Item D) for leaks and worn
or damaged parts.
Figure 1022 Left Side Engine View (Typical)

A. Connection point C. High-Pressure Charge Air D. Interstage Cooler (ISC)
B. Clamp (3) Cooler (HPCAC) E. Hose
3. While engine is at high idle, on left side of engine inspect three clamps (Figure 1022) (Item B), HPCAC
(Figure 1022) (Item C), and hose (Figure 1022) (Item E) for leaks and worn or damaged parts.
Expected Outcome
HPCAC, ISC, hoses, clamps, and connections are free of leaks, wear, or damage.
Intake Air Inspection
Overview
Inspect air filter and air intake assembly for blockages and / or damage.
Tools Required
None
Equipment Condition
None
1. Inspect for a dirty, damaged, or incorrectly installed air filter.
• If air filter is clean, undamaged, and correctly installed, go to next step.
• If air filter is dirty or damaged, replace air filter, go to next step.
2. Inspect for air flow restrictions in air intake tubing, tubing connections, and filter housing.
• If air flow is restricted repair air flow restrictions, go to next step.
• If no air flow restriction is found, no action is required, go to next step.
3. Inspect for loose or damaged intake and CAC hoses and pipes.
• If loose or damaged air hoses and pipes are found, repair Intake or CAC.
• If no loose or damaged air hoses and pipes are found, no action is required.
Expected Outcome
Air filter, air intake tubing, and air filter housing are free of damage and restrictions. Intake air restriction should
be less than 25 in Hg (84.7 kPa) at full load and rated speed.
Exhaust and Aftertreatment System Inspection
Overview
Inspect exhaust and aftertreatment system for leaks, damage, and restrictions.
Tools Required
None
Equipment Condition
None
Figure 1023 Exhaust and Aftertreatment System (DPF Canister)

A. Sensor port (5) B. Flex pipe C. Clamp (7)
See Exhaust and Aftertreatment System (DPF Canister) (Figure 1023) to perform step 1.
1. On Diesel Particulate Filter (DPF) canister, check the following for leaks, damage, and soot trails:
• Five sensor ports (Item A) and connections
• Flex pipe (Item B)
• Seven clamps (Item C)
Figure 1024 Exhaust and Aftertreatment System (SCR Canister)

A. Sensor port (3) C. Clamp (2) D. Diesel Exhaust Fluid Doser
B. Flex pipe Valve (DEFDV)
See Exhaust and Aftertreatment System (SCR Canister) (Figure 1024) to perform steps 2 and 3.
2. On Selective Catalyst Reduction (SCR) canister, check the following for leaks, damage, and soot trails:
• Three sensor ports (Item A) and connections
• Two clamps (Item C)
3. Visually inspect DEFDV (Item D) for damage or leaking DEF.
Figure 1025 Aftertreatment Fuel Injector (AFTFI)

E. Aftertreatment Fuel Injector
(AFTFI)
See Aftertreatment Fuel Injector (AFTFI) (Figure 1025) to perform step 4.

4. Visually inspect AFTFI (Item E) for damage.
Figure 1026 Exhaust System (Engine)

E. Aftertreatment Fuel Injector F. Turbo outlet pipe H. Exhaust manifold
(AFTFI) G. Turbocharger (2)
See Exhaust System (Engine) (Figure 1026) to perform step 5.

5. On engine exhaust system, check the following for damage, restrictions, and dents:
• Turbo outlet pipe (Item F)
• Two turbochargers (Item G)
• Exhaust manifold (Item H)
Expected Outcome
Technician will determine if exhaust and aftertreatment system is leaking, damaged, or restricted.
Oil and Crankcase Inspection
Overview
Inspect for internal components leaking larger than normal amounts of oil or damaged internal parts.
Tools Required
• Regulator assembly
Equipment Condition
1. Oil drained.
2. Oil pan removed (see Engine Service Manual).
Figure 1027 Oil Pump Pick-up Tube

A. Oil pump pick-up tube O-ring
See Oil Pump Pick-up Tube (Figure 1027) to perform steps 1 through 3.
1. Inspect oil pump pick-up tube and oil pump pick-up tube O-ring (A) for looseness, cracks, obstructions, and
other damage.
2. Visually inspect crankcase for missing, loose, or damaged cylinder sleeve O-rings.
3. Visually inspect bearing inserts for damaged or spun bearings.
Figure 1028 Piston Cooling Jet

1. Cooling jet bolt (6) 2. Piston cooling tube (6)
See Piston Cooling Jet (Figure 1028) to perform steps 4 through 6.

4. Check six piston cooling jets for loose or missing cooling jet bolts (1), and six piston cooling tubes (2) for
damage.
5. Visually inspect bottom of pistons for signs of overheating and discoloration.
6. Use regulated shop air to check for loose bearings, cam bushings, or excessive flow from regulator valve
return port.
Expected Outcome
No internal engine damage or excessive engine oil leaking will be found.
Oil pump and Fan Drive Oil Leak Inspection
Overview
Inspect oil pump, gear driven fan drive, and cup plugs for oil leaks and damage.
Tools Required
• None
Equipment Condition
1. Engine front cover removed (see Engine Service Manual)
1. If equipped with a gear fan drive, remove fan drive housing (see Engine Service Manual).
Figure 1029 Fan Drive Housing Cup Plugs

A. Cup Plugs (2)
See Fan Drive Housing Cup Plugs (Figure 1029) to perform step 2.
2. Inspect two cup plugs (A) on fan drive housing. Ensure plugs are installed and not leaking.
Figure 1030 Fan Drive Supply Cup Plug

A. Cup Plug
See Fan Drive Supply Cup Plug (Figure 1030) to perform step 3.
3. If engine is not equipped with gear driven fan drive, verify oil supply to fan drive has cup plug (A) installed
and is not leaking.
4. Remove Oil pump (see Engine Service Manual).
Figure 1031 Oil Pump Exploded View

A. Cover D. Axle G. Ring Gear Bushing
B. Cup plug E. Pinion Gear H. Inlet O-ring
C. Axle O-ring F. Ring Gear
See Oil Pump Exploded View (Figure 1031) to perform step 5.

5. Inspect oil pump Cup Plug (B), Cover (A), Axle O-Ring (C), Axle (D), Pinion Gear (E), Ring Gear (F), Ring
Gear Bushing (G), and Inlet O-ring (H) for damage or leaks.
6. Inspect all front gear train bearing studs for signs of oil leaks or damage. Inspect all gears for signs of
excessive wear.
Expected Outcome
Technician will determine if oil pump, gear driven fan drive, or cup plugs are damaged or leaking.
Cylinder Head, Valve train, and Engine Brake Housing Oil Leak Inspection
Overview
Inspect cylinder head, rocker arm shafts, rocker arms, and engine brake housings for oil leaks causing low oil
pressure.
Tools Required
• None
Equipment Condition
1. Valve cover removed (see Engine Service Manual).
Figure 1032 Rocker Arm and Shaft Plugs

A. Oil cup plug (3 per rocker shaft)
See Rocker Arm and Shaft Plugs (Figure 1032) to perform step 1.
1. Inspect end of rocker shafts and arms for 18 properly installed and not leaking oil cup plugs (Item A).
Figure 1033 Cylinder Head (Front View)

A. Oil cup plug (2)
See Cylinder Head (Front View) (Figure 1033) to perform step 2.

2. Inspect two oil cup plugs (Item A) ,on front of cylinder head near upper left of intake manifold inlet port, for
proper installation and free of leaks.
Figure 1034 Cylinder Head (Rear View)

A. Oil cup plug (3)
See Cylinder Head (Rear View) (Figure 1034) to perform step 3.

3. Inspect three oil cup plugs (Item A), at rear of cylinder head near camshaft gear, for proper installation and
free of leaks.
Figure 1035 Engine Brake Housing (Front View)

A. Oil Cup Plug (2 per housing)
See Engine Brake (Front View) (Figure 1035) to perform step 4.

4. Inspect two oil cup plugs (Item A), on front left of each engine brake housing, for proper installation and free
of leaks.
Figure 1036 Engine Brake Housing (Right View)

A. Oil cup plug (11 per housing)
See Engine Brake (Right View) (Figure 1036) to perform step 5.

5. Inspect 11 oil cup plugs (Item A), on right side of each engine brake housing, for proper installation and free
of leaks.
Figure 1037 Engine Brake Housing (Left View)

A. Oil cup plug (6 per housing)
See Engine Brake (Left View) (Figure 1037) to perform step 6.

6. Inspect six oil cup plugs (Item A), on left side of each engine brake housing, for proper installation and free
of leaks.
Expected Outcome
Cylinder head, engine brake housing, rocker arm, and rocker arm shaft oil cup plugs are properly installed and
free of leaks.
Engine Brake Inspection
Overview
Inspect engine brake.
Tools Required
None
Equipment Condition
Remove over-engine equipment such as air intake, and turbocharger crossover pipes. Follow procedures in the
Remove upper valve cover, following procedures in the Engine Service Manual.
Figure 1038 Engine Brake Housing Assembly (Top View)

A. Hold-down bolt (6 per housing) C. Engine brake housing plug (21 E. Engine brake housing
B. Control valve assembly (3 per per housing) F. Slave piston adjustment screw
housing) D. Engine brake solenoid assembly (3 per housing)
1. Check for loose, damaged, brittle, or cracked wiring or connections at engine brake solenoid. Repair as
necessary.
2. Check for loose or damaged hold-down bolts (Figure 1038) (Item A).
• If hold-down bolts are loose or damaged, tighten to specification or replace as necessary.
3. Check control valve assembly (Figure 1038) (Item B) for binding in housing bore.
• If control valve assembly is binding, clean housing and control valve. If binding continues, replace
housing.
4. Remove engine brake solenoid assembly (Figure 1038) (Item D) from engine brake housing (Figure 1038)
(Item E) (see Engine Service Manual).
Figure 1039 Engine Brake Solenoid Assembly

A. Hold-down bolt (6 per housing) D. Engine brake solenoid assembly G. O-ring (2 per solenoid)
B. Control valve assembly (3 per (1 per housing) H. Screen (1 per solenoid)
housing) E. Engine brake housing
C. Engine brake housing plug (21 F. Slave piston adjustment screw
per housing) (3 per housing)
5. Check engine brake solenoid assembly screens (Figure 1039) (Item H) and O-rings (Figure 1039) (Item G)
for damage or restrictions. Replace as necessary.
6. Remove engine brake assemblies from engine (see Engine Service Manual).
7. Check engine brake housing for cracks.
• If cracks are present, replace engine brake housing.
8. Check engine brake housing plugs (Figure 1038) (Item C) for leaks.
• If leaks are present, remove plug and clean threads. After threads are cleaned, reinstall plug(s) and
tighten to 100 lbf-in (11 N·m).
Figure 1040 Engine Brake Assembly (Bottom View)

A. Hold-down bolt (6 per housing) D. Engine brake solenoid assembly H. Screen
B. Control valve assembly (3 per E. Engine brake housing I. Master piston roller (3 per
housing) F. Slave piston adjustment screw housing)
C. Engine brake housing plug (21 (3 per housing) J. Slave piston (3 per housing)
per housing) G. O-ring (2)
9. Inspect master piston rollers (Figure 1040) (Item I) for damage or binding,
• If rollers are binding, clean housing and master piston. If binding continues, replace housing.
10. Check engine brake slave piston (Figure 1040) (Item J) setting of 0.8 mm and engine valve settings (see
Engine Service Manual) and adjust as necessary.
Expected Outcome
Engine brake housing should be free of cracks, engine brake solenoid and control valve assemblies in good
operating condition, and engine brake housing plugs should be free of leaks. Valve bridges and actuator pins in
place and free of damage. Engine brake slave piston adjustment will be within specification. Master and slave
pistons free of damage and binding.
HP-Turbocharger Radial Play Inspection
Overview
Check High-Pressure (HP) Turbocharger for excessive radial play.
Tools Required
None
Equipment Condition
Remove compressor housing from High Pressure (HP) Turbocharger.
1. Inspect high pressure turbocharger compressor housing and compressor wheel for signs of contact including
damage to the compressor wheel and/or scarring to the compressor housing.
Expected Outcome
High-Pressure (HP) Turbocharger compressor wheel does not have excessive play, does not contact the inside
of the compressor wheel housing, and is free from damage.
Internal Engine Damage Inspection
Overview
Inspect lower crankcase, upper crankcase, cylinder head, and cylinder bore for damage.
Tools Required
• None
Equipment Condition
2. Negative battery cable disconnected.
3. Oil pan removed (see Engine Service Manual).
Figure 1041 Lower Crankcase

A. Connecting rod (6) B. Oil pickup tube C. Crankshaft
See Lower Crankcase (Figure 1041) to perform step 1.

1. Inspect six connecting rods (A) if bent or broken; oil pickup tube (B) if loose or damaged; and crankshaft
(C) for damage.
• If damage is found, refer to Engine Service Manual for proper repair procedures.
• If no components are damaged, go to step 2.
Figure 1042 Upper Crankcase

D. Piston (6) E. Piston cooling jet (6) F. Cylinder liner (6)
See Upper Crankcase (Figure 1042) to perform step 2.

2. Inspect six pistons (D) for cracks or damage, six piston cooling jets (E) for damage, and six cylinder liners
(F) for cracks or breaks.
3. Drain engine coolant.
4. Remove cylinder head (see Engine Service Manual).
Figure 1043 Cylinder Head (Bottom View)

G. Cylinder head H. Valve (24) I. Valve seat (24)
See Cylinder Head (Figure 1043) to perform step 5.

5. Inspect cylinder head (G) for cracks or damage; 24 valves (H) if bent, burnt or broken; and 24 valve seats
(I) if dropped or broken.
Figure 1044 Cylinder Bore

D. Piston (6) F. Cylinder liner (6)
See Cylinder Bore (Figure 1044) to perform step 6.

6. Inspect six cylinder liners (F) for damage, six pistons (D) for damage; and if piston rings are stuck or
damaged.
7. Determine if a connecting rod is bent. Check piston protrusion (see Engine Service Manual).
Expected Outcome
Technician will determine if internal engine mechanical damage is present.
Connecting Rod, Main Bearing, and Journal Inspection
Overview
Inspect connecting rod and crankshaft bearings, journals, and caps for signs of excessive wear and damage.
Tools Required
• None.
Equipment Condition
• Oil Pan removed (see Engine Service Manual).
1. Remove connecting rod caps and main bearing caps from engine (see Engine Service Manual).
Figure 1045 GOOD bearing examples

1. New bearing
2. Used bearing
Figure 1046 BAD bearing examples

1. Copper showing
2. Excessive wear with metal transfer
2. Inspect bearing caps and bearings for streaking or pitting that a fingernail can be caught on, indicating
excessive wear.
Figure 1047 GOOD crankshaft journal
Figure 1048 BAD crankshaft journal — spun bearing damage

3. Inspect crankshaft journals for streaking or pitting that a fingernail can be caught on, indicating excessive
wear.
4. Inspect connecting rod and main bearing caps for damage or excessive wear. Damaged rod or main bearing
caps are not reusable.
Expected Outcome
Determine if connecting rod and crankshaft bearings, journals, and caps are reusable or damaged.
Aftertreatment
Snap Acceleration Test
Overview
This test is used to check the Diesel Particulate Filter (DPF) for cracks or internal damage without removing it
from vehicle. The test checks for basic functionality of the DPF and should be done prior to removing it.
Tools Required
None
Equipment Condition
None
Test Setup
None
Test Procedure
1. The transmission must be in neutral and the parking brake applied.
2. Start and idle the engine.
3. Rapidly snap the accelerator to full throttle (this can be done multiple times).
4. During the engine accelerations, visually monitor the exhaust pipe for heavy black smoke. Use assistant if
necessary.
Expected Outcome
There will not be heavy clouds of black smoke exiting the exhaust pipe. Black smoke is an indication of a failure
in the Aftertreatment (AFT) system, specifically the DPF.
Follow-On Procedure
None
Hot Run Sensor Comparison Test
Overview
Check for failed aftertreatment system temperature sensor.
Tools Required
Equipment Condition
None
Test Setup
1. Key OFF
2. Disconnect Exhaust Gas Recirculation (EGR) valve connector
3. Key-On, Engine-Off (KOEO)
4. Connect Electronic Service Tool (EST) with ServiceMaxx™ to vehicle diagnostic connector (page 2044).
Test Procedure
Figure 1049 Default Session

1. Temperature tab 2. All Signals tab
1. Select Temperature tab (Figure 1049) (Item 1).
2. Start and run engine at 1400 - 1500 rpm for 5 minutes.
3. Monitor the following signals in the Temperature tab:
Compare the following three signals:

• DOC Intake Temp
• DPF Intake Temp
• DPF Outlet Temp
After 5 minutes, if any of these three aftertreatment temperature sensors are not within 77°F (25°C) of each
other, diagnose appropriate sensor and / or circuit (see Diagnostic Troubleshooting Procedures (page 11)).
Compare the following two signals:
• SCR Intake Temp
• SCR Outlet Temp
After 5 minutes, if either of the two SCR temperature sensors are not within 77°F (25°C) of each other,
diagnose appropriate sensor and / or circuit (see Diagnostic Troubleshooting Procedures).
Expected Outcome
Technician will validate performance of aftertreatment temperature sensors.
Follow-on Procedure
1. Reconnect the EGR valve connector.
2. Use EST with ServiceMaxx™ to clear Fault Codes that set during test.
Aftertreatment Purge Air Valve Test

Diesel Exhaust Fluid Dosing Valve (DEFD) Inspection
Overview
Inspect Diesel Exhaust Fluid Dosing Valve (DEFD).
Tools Required
None
Equipment Condition
1. Remove DEFD for inspection. Follow procedures in Exhaust Aftertreatment System with DPF and SCR
Service Manual.
Figure 1051 In-Line Exhaust System

1. Diesel Particulate Filter (DPF) 4. Tailpipe 9. Turbo pipe
sensors 5. Selective Catalyst Reduction
2. Diesel Exhaust Fluid Dosing (SCR) canister
Valve (DEFD) 6. Decomposition reactor tube
3. Selective Catalyst Reduction 7. Diesel Particulate Filter (DPF)
(SCR) sensors 8. Diesel Oxidation Catalyst (DOC)
Figure 1052 Diesel Exhaust Fluid Dosing Valve (DEFD) Tip

A. DEF Dosing Valve tip
1. Inspect Diesel Exhaust Fluid Dosing Valve (DEFD) (Figure 1052) (Item A) tip for DEF deposits.
• If DEF deposits are found, the DEFD must be cleaned. Follow cleaning procedure in the Exhaust
Aftertreatment System with DPF and SCR Service Manual.
• If DEFD tip is free of DEF deposits, go to next step.
Figure 1053 DEFD Coolant Passages

A. DEFD coolant passages
2. Check that DEFD coolant passages (Figure 1053) (Item A) are clean.
• If DEFD coolant passages need to be cleaned, follow cleaning procedure in Exhaust Aftertreatment System
with DPF and SCR Service Manual.
• If DEFD coolant passages are clean, go to Decomposition Reactor Tube Inspection (page 2393).
Figure 1054 Diesel Exhaust Fluid Dosing Valve (DEFD)

A. DEFD
B. DEF Tank
C. DEF Return Line
D. DEF Pressure Line
E. DEF Supply Module
F. DEF Supply Line
3. Visually inspect Diesel Exhaust Fluid (DEF) pressure, suction, and return lines (Figure 1054) for leaks, kinks,
bends, or other damage.
Expected Outcome
DEFD tip should be free of DEF deposits and coolant passages should be clean.
DEF Quality Test
Overview
Inspect Diesel Exhaust Fluid (DEF) for contamination and proper urea concentration.
WARNING: To prevent personal injury or death, avoid contact with Diesel Exhaust Fluid (DEF) /
urea. Do not get DEF in eyes. In case of eye contact, immediately flush eyes with large amounts of water
for a minimum of 15 minutes. Do not swallow. If DEF is ingested, contact a physician immediately.
Tools Required
• Diesel Exhaust Fluid (DEF) Refractometer 5025
Equipment Condition
None
1. Obtain sample of Diesel Exhaust Fluid (DEF).
2. Visually inspect for contamination.
3. Use DEF Refractometer 5025 to test urea concentration of DEF.
Expected Outcome
Diesel Exhaust Fluid (DEF) should be free of contamination and urea concentration should be 32.5% +/- 1.5%.
DEF Level Inspection
Overview
Determine the approximate level of Diesel Exhaust Fluid (DEF) in the DEF tank and operation of the DEF level
gauge.
Tools Required
None
Equipment Condition
1. Park vehicle on level ground.
Figure 1055 Diesel Exhaust Fluid Filler Neck and Cap

1. Filler neck
2. Cap
1. Remove Diesel Exhaust Fluid (DEF) cap (Figure 1055).

Figure 1056 Diesel Exhaust Fluid (DEF) Filler Neck Removed
2. Remove DEF fill neck (Figure 1056) by turning fill neck counter clockwise until it stops, roughly 45°, and
lifting out.
3. Use shop light or flashlight to view DEF level in tank related to tank volume. Example: 1/4 full, 1/2 full.
4. Compare DEF tank level to gauge reading.
5. DEF level should be roughly equivalent to amount shown on DEF level Gauge.
6. Reinstall DEF filler neck and DEF cap.
Expected Outcome
Diesel Exhaust Fluid (DEF) in DEF tank close to level indicated on DEF level gauge.
DPF Inspection
Overview
Inspect Diesel Particulate Filter (DPF) channels for restriction, contamination, soot leakage, and filter damage.
Inspect exterior for container damage.
NOTE: DPF may need to be removed prior to inspection (see appropriate Exhaust Aftertreatment System with
DPF and SCR Service Manual).
NOTE: Mark DPF to show exhaust flow direction prior to removal to ensure proper installation.
Tools Required
None
Equipment Condition
1. Index and mark DPF to show direction of exhaust flow and proper orientation.
1. Inspect exterior of Diesel Particulate Filter (DPF) for exterior damage such as dents or cracks. If DPF is
damaged, replace DPF.
Figure 1057 New Diesel Particulate Filter (DPF) - Face is Clear and All Channels Visible
2. Inspect DPF inlet and outlet. Face should be clear, all channels visible (Figure 1057), and light soot coating
over the face should be easily wiped away with a finger.
A. If DPF is plugged with ash or soot, follow Diesel Oxidation Catalyst (DOC) and DPF Reuse
Guidelines in Exhaust Aftertreatment System with DPF and SCR Service Manual to clean or
replace DPF.
B. If DPF is cracked or melted, source of excessive combustibles that caused cracking or melting must
be investigated and DPF must be replaced.
Expected Outcome
Diesel Particulate Filter (DPF) should be free of contamination, soot leakage, and filter damage. DPF channels
should be free of restrictions.
DOC Inspection
Overview
Inspect Diesel Oxidation Catalyst (DOC) for restriction, contamination, soot leakage, and melted or deformed
cells.
Tools Required
None
Equipment Condition
Before removal, mark the DOC to show the direction of exhaust flow. Marking the DOC ensures proper
installation after the DOC has been cleaned or replaced.
Figure 1058 In – Line Exhaust System

1. Diesel Particulate Filter (DPF) 4. Tailpipe 9. Turbo pipe
interface module 5. Selective Catalyst Reduction
2. Diesel Exhaust Fluid Dosing (SCR) canister
Unit (DEF: DU) 6. Decomposition reactor tube
3. Selective Catalyst Reduction 7. Diesel Particulate Filter (DPF)
(SCR) interface module 8. Diesel Oxidation Catalyst (DOC)
1. The Diesel Oxidation Catalyst (DOC) may need to be removed to be inspected. There are several variations
of exhaust systems depending on the specific truck series. All of the variations have the same components
and the removal/installation procedures are similar for the different variations. Follow procedures in the
Exhaust Aftertreatment System with DPF and SCR Service Manual.
Figure 1059 Diesel Oxidation Catalyst (DOC) Outlet

A. DOC separation between the
substrate and housing
2. Inspect DOC.
3. If black soot or gray ash is visible on the face of the DOC, the system is working properly. The DOC can be
reused.
4. If inspection shows separation between the substrate and housing(Item A)(Figure 1059), the DOC can be
reused.
5. If DOC cells are melted or deformed, determine the cause of excessive exhaust gas temperatures.
6. Repair cause of excessive exhaust gas temperatures. Replace the DOC. Follow procedure in the Exhaust
Aftertreatment System with DPF and SCR Service Manual.
Expected Outcome
DOC should be free of restriction, contamination, soot leakage, and melted or deformed cells.
SCR Inspection
Overview
Inspect Selective Catalyst Reduction (SCR) canister.
Tools Required
None
Equipment Condition
None
Figure 1060 Selective Catalyst Reduction (SCR) Assembly

A. SCR canister C. Mounting bolt (4) E. Sensor (3)
B. Sensor module (2) D. Electrical connector (4) F. Mounting nut (1)
1. Check SCR canister (Figure 1060) (Item A) for exterior damage such as dents or cracks.
2. Check sensors (Figure 1060) (Item E) and sensor modules (Figure 1060) (Item B) for visual damage.
3. Check for loose, damaged, brittle, or cracked wiring or electrical connectors (Figure 1060) (Item D).
4. Check for loose or damaged mounting bolts (Figure 1060) (Item C) or nut (Figure 1060) (Item F).
5. Repair items that fail visual check(s).
Expected Outcome
Selective Catalyst Reduction (SCR) canister should be free of dents of cracks. Sensors and sensor modules
should be free of visual damage. Wiring and electrical connectors should pass visual inspection and be in good
working order.
Decomp Tube Inspection
Overview
Inspect decomposition reactor tube for blockage caused by Diesel Exhaust Fluid (DEF) deposits.
Tools Required
None
Equipment Condition
Decomposition Reactor Tube removed from exhaust.
Figure 1061 In-Line Exhaust System

1. Diesel Particulate Filter (DPF) 4. Tailpipe 8. Diesel Oxidation Catalyst (DOC)
interface module 5. Selective Catalyst Reduction 9. Turbo pipe
2. DEF Dosing Unit (SCR) canister
3. Selective Catalyst Reduction 6. Decomposition reactor tube
(SCR) interface module 7. Diesel Particulate Filter (DPF)
1. Inspect decomposition reactor tube for blockage caused by Diesel Exhaust Fluid (DEF) deposits.
• If the DEF deposits in the mixer area are blocking more than 50% of the decomposition reactor tube,
the decomposition reactor tube must be cleaned.
2. Inspect the exhaust flanges for corrosion or other damage.
3. Follow cleaning procedure in the Exhaust Aftertreatment System with DPF and SCR Service Manual.
Expected Outcome
Decomposition reactor tube should be free from blockage caused by Diesel Exhaust Fluid (DEF) deposits.
Aftertreatment Fuel Injector (AFTFI) Inspection
Overview
Inspect Aftertreatment Fuel Injector (AFTFI) for leaks and damage.
Tools Required
None
Equipment Condition
1. Engine cover (dog house) removed.
1. Visually inspect AFTFI and exhaust pipe for leaks and damage.
Figure 1062 Exhaust and Aftertreatment System

A. AFTFI bore C. Coolant Supply and Return line E. Aftertreatment Fuel Injector
B. AFTFI gasket (2) (AFTFI)
D. AFTFI fuel supply line
2. Visually inspect Aftertreatment Fuel Injector (AFTFI) fuel supply line (Figure 1062) (Item D) and coolant
supply and return lines (Figure 1062) (Item C) for leaks, kinks, bends, or other damage.
3. Remove AFTFI (see Engine Service Manual) and discard gasket. Perform visual check of the following:
• AFTFI (Figure 1062) (Item E) and bore (Figure 1062) (Item A) are unrestricted and free of carbon buildup.
• AFTFI tip is free of cracks and other visible damage.
4. Reinstall AFTFI (see Engine Service Manual) with new gasket.
Expected Outcome
Technician will determine if AFTFI is leaking and / or damaged. Determine if AFTFI fuel supply, and coolant
supply and return lines are leaking, kinked, bent, or damaged.
3 ENGINE SPECIFICATIONS 2397
Table of Contents
All Ratings. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2399

Key On Engine Off Specifications. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2399
Engine Cranking Specifications. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2400
Low Idle No Load. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2401
High Idle No Load. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2402
Full Load............................ . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2403
Engine Coolant Temperatures. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2404
Intake Air Temperatures. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2405
Diesel Oxidation Catalyst Intake Temperatures. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2406
Soot Load Level versus Exhaust Gas Target Temperature Chart. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2407
Other Component Specifications. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2408
Navistar® N13 (12.4 L). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2410

365 HP @ 1700 rpm. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2410
370 HP @ 1700 rpm. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2411
390 HP @ 1700 rpm. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2412
410 HP @ 1700 rpm. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2413
430 HP @ 1700 rpm (Allison).... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2414
450 hp @ 1700 rpm (Manual). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2415
475 hp @ 1700 rpm. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2416
Fluids. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2417
Fluid Specifications and Info. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2417

Acceptable Fuel Blends.......... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2417
Use of Higher Biodiesel Fuel Blends (B6 to B20). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2417
Engine Lubrication Oil. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2417
SAE Oil Viscosity Grades and Temperature Ranges. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2418
Coolant.............................. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2419
Coolant Mixtures. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2419
2398 3 ENGINE SPECIFICATIONS
All Ratings
Key On Engine Off Specifications
Barometric pressure (500 ft. above sea level) 99.01 kPa (14.36 psi) / 3.91 V
Fuel rail pressure 0 kPa (0 psi) / 0.5 V
Turbocharger 1 turbine outlet pressure 0 kPa (0 psi) / 0.84 V
Fuel delivery pressure 0 kPa (0 psi) / 0.5 V
Intake manifold pressure 0 kPa (0 psi) / 1.06 V
Diesel particulate filter differential pressure 0 kPa (0 psi) / 0.5 V
Exhaust gas recirculation valve position 4.5 to 5.5 %
Engine throttle valve position 4.5 to 5.5 %
Accelerator pedal position sensor (at idle) 0.7 V / 0 %
Accelerator pedal position sensor (depressed to floor) 3.75 V / 99.6 %
Engine oil pressure 0 kPa (0 psi) / 0.5 V

Engine Cranking Specifications
Battery voltage (min. based on ECM drop out) 10.5 V
Cranking rpm (min.) 130 rpm
15 seconds maximum crank time per attempt. Wait 2 to 3 minutes before repeating.
With Gauge: 207 kPa (30 psi) / 1.15 V

Fuel delivery pressure (min.)
With EST: 103 kPa (15 psi) / 1.15 V
Fuel rail pressure 20 MPa (3000 psi) / 1 V
Turbocharger 1 turbine outlet pressure < 34 kPa (< 5 psi) / 0.84 V
Fuel Intake restriction 203 - 305 mmHg (8 - 12 inHg)
High-pressure pump Intake pressure > 207 kPa (> 30 psi)
Intake air heater fuel solenoid fuel supply pressure 55 - 82 kPa (8 - 12 psi)
Intake air heater fuel igniter fuel supply pressure 55 - 82 kPa (8 - 12 psi)
Diesel particulate filter differential pressure 0 kPa (0 psi) / 0.66 V
Exhaust gas recirculation valve 0%

Low Idle No Load
Fuel delivery pressure (min.) 413 kPa (60 psi) / 1.8 V
Fuel delivery pressure (max.) 827 kPa (120 psi) / 3.2 V
Fuel rail pressure 80,250 kPa (11,639 psi)
Engine speed 600 - 650 rpm
Intake manifold pressure < 21 kPa (< 3 psi) / 1.026 V
Fuel Intake restriction 330 - 432 mmHg (13 - 17 inHg)
High-pressure pump Intake pressure 482 - 896 kPa (70 - 130 psi)
High-pressure fuel return flow < 60 ml
Crankcase oil separator speed 7000 to 8500 rpm
Engine coolant temperature 1 (at thermostat opening) 86° C (186° F) / 0.571 V
Engine coolant temperature 1 (max. before DTC is set) 111 °C (232 °F) / 0.64 V
Engine coolant temperature 2 (at thermostat opening) 71 °C (160 °F) / 1.26 V
Engine coolant temperature 2 (max. before DTC is set) 98 °C (208 °F) / 0.64 V
Engine oil pressure (min. with gauge) 68 kPa (10 psi) / 1.5 V
Engine oil temperature 98 °C (208 °F) / 0.405 V
Intake air temperature 2 (boost) 48 °C (118 °F) / 1.06 V
Intake air temperature 2 (boost) (max. before DTC is set) 95 °C (203 °F) / 1.11 V
Intake manifold air temperature 53 °C (127 °F) / 1.329 V
Intake manifold air temperature (max. before DTC is set) 100 °C (212 °F) / 0.47 V
Actuator supply pressure (min.) 620 kPa (90 psi)
Turbocharger wastegate control supply pressure (min.) 358 kPa (52 psi)
High Idle No Load
Air cleaner restriction (max.) 3.7 kPa (15 in H2O)
Fuel delivery pressure (min.) 413 kPa (60 psi) / 1.8 V
Fuel delivery pressure (max.) 827 kPa (120 psi) / 3.2 V
Fuel rail pressure 165 to 200 MPa (24,000 to 29,000 psi) / 4.01 V
Engine speed 2100 - 2200 rpm
Intake manifold pressure 90 - 110 kPa (13 - 16 psi)
High-pressure pump fuel return pressure 90 kPa (13 psi)
Diesel particulate filter differential pressure (max. before DTC is set) 35 kPa (5 psi) / 1.9 V
Engine oil pressure (min. with gauge) 275 - 482 kPa (40 - 70 psi) / 4.7 V
Full Load
Air cleaner restriction (max.) 25 in H2O (6.2 kPa)
Fuel rail pressure 31900 psi (220 MPa) / 4.1 V
Fuel delivery pressure (min.) 60 psi (413 kPa) / 1.3 V
Fuel delivery pressure (max.) 120 psi (827 kPa) / 3.2 V
Engine speed 1700 rpm
Intake manifold pressure > 38 psi (260 kPa)
Turbocharger 1 turbine outlet pressure < 5 psi (< 34 kPa) / 0.84 V
Engine oil pressure (min. with gauge) 72 psi (500 kPa) / 3.9 V
Engine oil temperature (max.) 261°F (127°C)
Diesel particulate filter differential pressure (max. before DTC is set) 5 psi (35 kPa) / 1.9 V
Exhaust back pressure (max.) 5 psi (35 kPa)
Water temperature differential across radiator (top and bottom) 16°F (9°C)
Engine Coolant Temperatures
Temperature Sensors (Engine Coolant Temperature 1 [ECT1], Engine Coolant Temperature 2 [ECT2], Engine Oil
Temperature [EOT], Intake Manifold Air Temperature [IMAT])
Temperature at -18 °C (0 °F) 4.2 V / 14030 Ω
Temperature at 0 °C (32 °F) 3.6 V / 5876 Ω
Temperature Sensors (Intake Air Temperature [IAT])
Temperature at -18 °C (0 °F) 4.21 V / 13866 Ω
Other Components
Camshaft Position (CMP) sensor 860 Ω ± 10% @ 20 °C
Crankshaft Position (CKP) sensor 860 Ω ± 10% @ 20 °C
Coolant Mixer Valve (CMV) 5.45 - 6.00 Ω @ 24 °C
Coolant Flow Valve (CFV) 5.45 - 6.00 Ω @ 24 °C
Intake Air Heater Fuel Solenoid (IAHFS) 8 Ω ± 1 Ω @ room temperature
Turbocharger Wastegate Control (TC2WC) solenoid 9.5 Ω ± 10%, -5% @ 20 °C

Intake Air Temperatures
Intake air heater fuel igniter current draw 15 A

Diesel Oxidation Catalyst Intake Temperatures
Temperature Sensors (Engine Coolant Temperature 1 [ECT1], Engine Coolant Temperature 2 [ECT2], Engine Oil
Temperature [EOT], Intake Manifold Air Temperature [IMAT])
Temperature Sensors (Diesel Oxidation Catalyst Intake Temperature [DOCIT], Diesel Oxidation Catalyst Outlet
Temperature [DOCOT], Diesel Particulate Filter Outlet Temperature [DPFOT])
Temperature at 21 °C (70 °F) 4.5 V / 19.4 Ω

Soot Load Level versus Exhaust Gas Target Temperature Chart
Soot Load (%) Target Temperature (Degrees Celsius)

0.0 0.0
11.1 560.0
22.2 560.0
33.3 560.0
44.4 550.0
55.6 550.0
66.7 550.0
77.8 550.0
88.9 525.0
100.0 525.0
111.1 525.0
122.2 525.0
133.3 500.0
144.4 500.0
155.6 500.0
166.7 500.0
177.8 500.0
Other Component Specifications
Actuator Output State
Exhaust Gas Recirculation (EGR) valve control Output state low – 5 %
Output state high – 95 %
Exhaust Gas Recirculation Position (EGRP) Output state low – 5 %
Exhaust Back Pressure (EBP) valve Output state low – 0 %
Output state high – 95%
Engine Throttle Valve (ETV) control Output state low – 5 %
Engine Throttle Valve (ETV) position Output state low – 5 %
Turbocharger Wastegate Control (TC2WC) solenoid Output state low – 5 %
Fuel Pressure Control Valve (FPCV) Output state low – 5 %
Aftertreatment Fuel Doser Control (AFTFD) Output state low – 5 %
Inlet Air Heater Fuel Igniter (IAHFI) Output state low – 5 %
Engine Fan Control (EFC) Output state low – 5 %
Crankcase Pressure
High idle no load - crankcase blow by flow < 8 in H2O
EBPV Rod Extension
Full travel 42 mm
TC2WC Rod Extension
Full travel 13 mm
® N13 (12.4 L)
Navistar®
365 HP @ 1700 rpm
International®Navistar® N13 365 hp @ 1700 rpm / 1250 ft•lb @ 1000 rpm
Engine feature code 12BDD
Injection timing Nonadjustable
High idle speed - manual transmission 2200 rpm
High idle speed - automatic transmission 2200 rpm
Low idle speed 600 rpm
Full load on chassis dynamometer or highway, stabilized engine operating temperature
Intake manifold pressure (gauge) Peak torque – 161 kPa (23 psi)
Rated speed – 228 kPa (33 psi)

370 HP @ 1700 rpm
Engine feature code 12BCN, 12BCV

390 HP @ 1700 rpm
Engine feature code 12BCP, 12BCW

410 HP @ 1700 rpm
50 state 2010 Model Year (MY)
Engine model GDT410
Engine Family Rating Code (EFRC) 2231 and 1131
Intake manifold pressure (gauge) Peak torque – 195 kPa (28 psi) / 2.17 V
Rated speed – 238 kPa (34.5 psi) / 3.30 V

430 HP @ 1700 rpm (Allison)
International® Navistar® 13 430 hp @ 1700 rpm / 1550 ft•lb @ 1000 rpm
Engine model GDT430
Rated speed – 244 kPa (35 psi) / 3.33 V

450 hp @ 1700 rpm (Manual)
Engine model GDT450
Rated speed – 253 kPa (37 psi) / 3.33 V

475 hp @ 1700 rpm
Engine model GDT475

Fluids
Fluid Specifications and Info
Fuel
See engine Operator’s and Maintenance Manual.
Ultra Low Sulfur Diesel (ULSD)

The American Petroleum Institute (API) Diesel Pump Label is compliant with Environmental Protection Agency
(EPA) CFR 80.570.
Ultra Low Sulfur Diesel (ULSD) fuel is required for all Navistar® and MaxxForce® engines with advanced
aftertreatment systems. The fuel should meet all the specifications of American Society for Testing and
Materials (ASTM) D975 standard (current year revision), including the EPA specification for sulfur content
(0.0015 % mass or 15 ppm maximum). These specifications are included in the standard under the designation
No. 2-D S15 fuel and No. 1-D S15 fuel. Grade No. 1-D fuel is a lighter fuel with higher volatility than grade
No. 2-D; it may be blended with grade No. 2-D in wintertime to provide engine operability under low ambient
temperature.
Acceptable Fuel Blends

Navistar® Inc. approves of blends up to B5, provided that the two components satisfy current specifications.
Quality biodiesel blends up to B5 should not cause engine or fuel system problems.
Use of Higher Biodiesel Fuel Blends (B6 to B20)

Standard ASTM D7467-08 covers the specifications for blends between 6% and 20% (B6 to B20). These blends
may be used in vehicles that operate in populated areas or in fleets which are required to use alternative fuels
to reduce urban pollution.
Use of B6 to B20 blends is at the discretion of the customer / operator and will not automatically void an engine
warranty. However, if engine component failure can be directly attributable to use of a B6 to B20 blend not
provided by a BQ9000 certified fuel supplier or not meeting the ASTM D7467-08 Standard, Navistar® may, at
its option, deny warranty on the affected engine or engine component.
WARNING: To prevent personal injury or death, do not mix gasoline, gasohol, or alcohol with diesel
fuel. An open heat source, spark, cell phone or electronic device can ignite these fuel mixtures. This
creates a fire hazard and possible explosion.
CAUTION: To prevent engine damage, do not mix propane with diesel fuel. Navistar® will not honor warranty
claims against engines that have used propane.
Engine Lubrication Oil

N13 Quarts Liters

Total oil fill capacity including 42 40
filter (subject to change)
Figure 1063 Oil Level Gauge (Typical)
If oil level is below operating range, fill with recommended oil for operating climate. The ADD mark indicates 3
quarts US (2.8 liters) of oil should be added.
API CJ-4 oil, in combination with Ultra Low Sulfur Diesel (ULSD) fuel [0.0015% (15 ppm) maximum sulfur
content], is recommended to maintain performance and durability of aftertreatment systems meeting 2007 and
beyond diesel emission regulations.
SAE Oil Viscosity Grades and Temperature Ranges

The Society of Automotive Engineers (SAE) defines oil viscosity (thickness) by grade. Colder temperatures
require lower grade oils for correct flow during starting. Higher temperatures require higher grade oils for
satisfactory lubrication.
• An oil pan and block coolant heater is required for temperatures below 10 °F (-12 °C).
• For heavy duty driving or trailer towing, higher oil grades 15W-40 and 5W-40 oils are required, if temperatures
are over 50 °F (10 °C).
API classification CI-4 or later for 15W-40: above 10°F (-12°C), and below 10°F (-12°C).
Coolant
Cooling System Capacity

Cooling system refill capacities vary considerably due to variations in chassis, body options, and in addition to
the amount of coolant remaining in the system after draining. Total capacity may range from 6 to 22 gallons (23
to 83 liters).
Coolant Mixtures
Extended Life Coolant (ELC) 50/50 Premix is the standard factory fill for the cooling system. ELC 50/50 Premix is
used to replenish coolant loss and ensure that glycol / water concentrations stay in balance. If a customer wishes
to use a conventional (non-OAT ELC) coolant, it should minimally meet ASTM D6210, Standard Specification
for fully - Formulated Glycol Base Engine Coolant for Heavy Duty Engines.
Freeze Point Protection Levels Concentrate (ethylene glycol) and Water Mixtures
Concentrate and Water Mixtures Freeze Point Protection
40% concentrate and 60% water -12 °F (-24.4 °C)
For vehicles operating in extremely cold climates, a coolant mixture of 60% Concentrate and 40% water or
67% Concentrate and 33% water provide freeze protection as shown in table. Mixtures having more than 67%
Concentrate are not recommended.
4 DIAGNOSTIC TOOLS AND ACCESSORIES 2421
Table of Contents
Electrical Tools.............................. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2423

180-Pin Breakout Box. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2423
2010 MaxxForce 11 & 13 Harness Kit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2424
3-Banana Plug Harness ZTSE4498. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2424
500-Ohm Resistor Harness ZTSE4497. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2424
International® Electronic Engine Terminal Test Kit. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2425
Big Bore Terminal Test Probe Kit. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2426
Digital Multimeter (DMM) ZTSE4357. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2427
Amp Clamp. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2428
EXP-1000 HD by Midtronics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2429
EZ-Tech® Electronic Service Tool (EST). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2430
ServiceMaxx™ Software. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2430
Interface cable (RP1210B compliant supporting J1939 and J1708). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2430
Breakout Harness 4485A (APP). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2431
Breakout Harness 4602 (ECT1, ECT2 and EOT). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2431
Breakout Harness 4735A (O2S). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2432
Breakout Harness 4760A (AFTFSV, AFTPAV, AFTFI and EGRGT). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2432
Breakout Harness 4782 (IMT and CACOT). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2433
Breakout Harness 4827 (DEFTHC, IAHFS, and EOL). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2433
Breakout Harness 4828 (FPCV and DEFDV). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2434
Breakout Harness 4829 (FRP). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2434
Breakout Harness 4830 (TC2CIS). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2435
Breakout Harness 4844 (EFAN). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2435
Breakout Harness 4845. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2436
Breakout Harness 4850 (IMP, TC1TOP, EOP and FDP). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2436
Breakout Harness 4871 (AAT and EFC). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2437
Breakout Harness 4885 (IAHR). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2437
Breakout Harness 4908. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2438
Breakout Harness ZTSE4948 (EGR). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2438
Breakout Harness 4951 (CCOSS). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2439
Breakout Harness 6002 (WIF). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2439
Breakout Harness 6004 (ECB). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2439
Breakout Harness 6021 (CKP and CMP). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2440
Breakout Harness 12-574-01 (8-way DPF Jumper). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2440
Breakout Harness 12-575-01 (DPF Differential Pressure / Outlet Pressure Sensor). . . . . . . . . . . .2441
Breakout Harness 18-045-01 (DEF Suction Line Heater). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2441
Breakout Harness 18-046-01 (DEF Return Line Heater). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2442
Breakout Harness 18-047-01 (DEF Pressure Line Heater). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2442
Breakout Harness 18-050-01 (20-way DEF Harness Interconnect). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2443
Breakout Harness 18-124-01 (DEF Tank Level and Temperature Sensor). . . . . . . . . . . . . . . . . . . . . . . .2443
Breakout Harness 18-250-01 (12-way SCR Jumper Harness). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2444
Breakout Harness 18-500-01 (12-way AFT Interconnect). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2444
Breakout Harness 18-648-01 (NOx In Sensor Module and SCR Temperature Sensor
Module). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2445
Breakout Harness 18-649-01 (NOx Out and DOC / DPF Temperature Sensor Module). . . . . . . . .2446
Breakout Harness 18-909-01 (DEF Supply Module). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2446
2422 4 DIAGNOSTIC TOOLS AND ACCESSORIES
Mechanical Tools. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2448

Air Cap, Fuel Cap and Plug Kit. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2448
Air Compressor Coolant Line Release Tool. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2448
Air Intake Guard. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2449
Blow-by Test Tool. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2449
Clean Fuel Source Tool. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2450
Coolant Cap Pressure Tester. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2450
Inlet Air Heater Solenoid Test Adapter Kit. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2451
Digital Manometer. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2452
EGR Cooler Leak Detection Test Kit. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2453
Charge Air Cooler Test Kit. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2453
Digital IR Thermometer. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2454
Lash Gauge (0.50mm). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2454
Lash Gauge (0.80mm). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2455
Fuel Block Off Tool. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2455
Fuel Injector Cups. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2456
Fuel Inlet Restriction and Aeration Tool. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2456
Fuel Line Coupler. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2457
Fuel Line Disconnect Tool 11.8 mm. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2457
Fuel Line Disconnect Tool 16 mm... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2458
Fuel/Oil Pressure Test Coupler. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2458
Fuel Pressure Gauge. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2459
High Pressure Rail Plugs. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2459
High Pressure Return Line Tester... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2460
Pressure Test Kit. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2460
Radiator Pressure Test Kit. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2461
Slack Tube® Manometer. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2462
UV Leak Detection Kit. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2463
Vacuum Analyzer and Fuel Pump Tester. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2464
Diesel Exhaust Fluid Refractometer. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2464
Aftertreatment Injector Test Kit. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2465
DEF Doser Valve Spray Test Kit. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2465
Pressure Gauge Adapter 18-538-01. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2466
DEF Doser Cleaning Kit. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2466
Electrical Tools
180-Pin Breakout Box
Figure 1065 00-00956-08
The 180-Pin Breakout Box allows testing of electronic control system components without disturbing connections
or piercing wire insulation to access various signal voltages in the electronic control system.
CAUTION: To prevent damage to the 180-Pin Breakout Box, the 180-Pin Breakout Box is used for measurement
only, not to activate or control circuits. High current levels passing through the 180-Pin Breakout Box will burn
out the internal circuitry.
This box is universal and can adapt to any control system by means of a unique jumper harness. Each jumper
harness is a separate part, complete with a 180-Pin Breakout Box overlay (pin identifier) sheet.
The standard box layout is as follows:
• Two 90-pin connectors which feed 90 banana plug probing points.
• Each 90-pin section of the box is basically a stand-alone box.
• The top row is all fuse protected circuits, the second row is all twisted pair circuits.
2010 MaxxForce 11 & 13 Harness Kit

The 00-01462-00 2010 MaxxForce 11 & 13 Harness Kit with breakout box overlay (pin identifier) sheet is used
with the 180-pin Breakout Box. These cables are used to test the circuits going to the engine and chassis
connectors on the Engine Control Module (ECM).
3-Banana Plug Harness ZTSE4498
Figure 1066 ZTSE4498
The 3-Banana Plug Harness ZTSE4498 is used for sensor-end diagnostics of sensor circuits.
500-Ohm Resistor Harness ZTSE4497
The 500-Ohm Resistor Harness ZTSE4497 is used for sensor-end diagnostics of sensor circuits, and for
performing loaded circuit tests.
International® Electronic Engine Terminal Test Kit
Figure 1068 ZTSE4435C
The International® Electronic Engine Terminal Test Kit is used to access circuits in the connector harness and
allows for the use of a DMM without damaging the harness connectors. The probes may also be used as a
guide to determine whether the harness connector is retaining correct tension on the mating terminal.
Big Bore Terminal Test Probe Kit
The terminal test probe kit is used to access circuit in the connector harness and allows for the use of a DMM
without damaging the harness connectors.
Digital Multimeter (DMM) ZTSE4357
The DMM ZTSE4357 is used to troubleshoot electrical components, sensors, injector solenoids, relays, and
wiring harnesses. The DMM has a high input impedance that allows testing of sensors while the engine is
running without loading the circuit being tested. This ensures the signal voltage measurement will not be affected
by the voltmeter.
Amp Clamp
The Amp Clamp is used to measure amperage draw for the inlet air heater.
EXP-1000 HD by Midtronics
Figure 1072 EXP-1000 HD INTL
The EXP-1000 HD by Midtronics is used to measure current draw for the inlet air heater system.
EZ-Tech® Electronic Service Tool (EST)
Figure 1073 Electronic Service Tool (EST) (typical)
The EST is used to run ServiceMaxx™ software for diagnosing and troubleshooting engine and vehicle
problems.
ServiceMaxx™ Software
ServiceMaxx™ software, loaded to an EST or laptop computer, is used to check performance of engine systems,
diagnose engine problems, and store troubleshooting history for an engine.
Interface cable (RP1210B compliant supporting J1939 and J1708)

The Interface cable (RP1210B compliant supporting J1939 and J1708) is used to connect the EST to the vehicle.
It is available from various suppliers.
Breakout Harness 4485A (APP)
Figure 1074 ZTSE4485A
Breakout Harness 4485A is used to measure voltage and resistance on circuits that go to the Accelerator Pedal
Position (APP) sensor.
Breakout Harness 4602 (ECT1, ECT2 and EOT)
Breakout Harness 4602 is used to measure voltage and resistance on circuits that go to: Engine Coolant
Temperature 1 (ECT1), Engine Coolant Temperature 2 (ECT2) or Engine Oil Temperature (EOT) sensors.
Breakout Harness 4735A (O2S)
Breakout Harness 4735A is used to measure voltage and resistance on circuits connected to the Oxygen Sensor
(O2S).
Breakout Harness 4760A (AFTFSV, AFTPAV, AFTFI and EGRGT)
Breakout Harness 4760A is used to measure voltage and resistance on circuits that go to the Aftertreatment
Fuel Shutoff Valve (AFTFSV), Aftertreatment Purge Air Valve (AFTPAV), Aftertreatment Fuel Injector (AFTFI),
and Exhaust Gas Recirculation Temperature (EGRGT) sensors.
Breakout Harness 4782 (IMT and CACOT)
Breakout Harness 4782 is used to measure voltage and resistance on circuits connected to: Intake Manifold
Temperature (IMT) and Charge Air Cooler Temperature (CACOT) sensors.
Breakout Harness 4827 (DEFTHC, IAHFS, and EOL)
Breakout Harness 4827 is used to measure voltage and resistance on circuits connected to the Diesel Exhaust
Fluid Tank Heater Control Valve (DEFTHC), Inlet Air Heater Fuel Solenoid (IAHFS) and Engine Oil Level (EOL).
Breakout Harness 4828 (FPCV and DEFDV)
Breakout Harness 4828 is used to measure voltage and resistance on circuits connected to the Fuel Pressure
Control Valve (FPCV) and Diesel Exhaust Fluid Doser Valve (DEFDV).
Breakout Harness 4829 (FRP)
Breakout Harness 4829 is used to measure voltage and resistance on circuits connected to the Fuel Rail
Pressure (FRP) sensor.
Breakout Harness 4830 (TC2CIS)
Breakout Harness 4830 is used to measure voltage and resistance on circuits connected to Turbocharger 2
Compressor Inlet Sensor (TC2CIS).
Breakout Harness 4844 (EFAN)
Breakout Harness 4844 is used to measure voltage and resistance on circuits connected to the variable
Electronic Fan (EFAN) control .
Breakout Harness 4845
Breakout Harness 4845 is used to measure voltage and resistance on circuits connected to the Aftertreatment
Fuel Pressure sensor 1 (AFTFP1) sensor.
Breakout Harness 4850 (IMP, TC1TOP, EOP and FDP)
Breakout Harness 4850 is used to measure voltage and resistance on circuits connected to: Intake Manifold
Pressure (IMP), Turbocharger 1 Turbine Outlet Pressure (TC1TOP), Engine Oil Pressure (EOP) and Fuel
Delivery Pressure (FDP) sensors.
Breakout Harness 4871 (AAT and EFC)
Breakout Harness 4871 is used to measure voltage and resistance on circuits connected to: Ambient Air
Temperature (AAT) sensor and Engine Fan Control (EFC).
Breakout Harness 4885 (IAHR)
Breakout Harness 4885 is used to measure voltage and resistance on circuits connected to the Inlet Air Heater
Relay (IAHR).
Breakout Harness 4908
Breakout Harness 4908 is used to measure voltage and resistance on various relay circuits.
Breakout Harness ZTSE4948 (EGR)
Breakout Harness ZTSE4948 is used to measure voltage and resistance on circuits that go to the Exhaust Gas
Recirculation (EGR) valve.
Breakout Harness 4951 (CCOSS)
Breakout Harness 4951 is used to measure voltage and resistance on circuits connected to the Crankcase Oil
Separator Speed (CCOSS) sensor.
Breakout Harness 6002 (WIF)
Breakout Harness 6002 is used to measure voltage and resistance on circuits that go to the Water In Fuel (WIF)
sensor.
Breakout Harness 6004 (ECB)

Breakout Harness 6004 is used to measure voltage and resistance on circuits that go to the Engine Compression
Brake (ECB).
Breakout Harness 6021 (CKP and CMP)
Breakout Harness 6021 is used to measure voltage and resistance on circuits that go to the Crankshaft Position
(CKP) and Camshaft Position (CMP) sensors.
Breakout Harness 12-574-01 (8-way DPF Jumper)
Figure 1094 12-574-01
Breakout Harness 12-574-01 is used to measure voltage and resistance on circuits that pass through the 8-way
DPF Jumper.
Breakout Harness 12-575-01 (DPF Differential Pressure / Outlet Pressure Sensor)
Figure 1095 12-575-01
Breakout Harness 12-575-01 is used to measure voltage and resistance on circuits that go to the DPF Differential
Pressure / Outlet Pressure Sensor.
Breakout Harness 18-045-01 (DEF Suction Line Heater)
Figure 1096 18-045-01
Breakout Harness 18-045-01 is used to measure voltage and resistance on circuits that go to the Diesel Exhaust
Fluid (DEF) Suction Line Heater.
Breakout Harness 18-046-01 (DEF Return Line Heater)
Figure 1097 18-046-01
Fluid (DEF) Return Line Heater.
Breakout Harness 18-047-01 (DEF Pressure Line Heater)
Figure 1098 18-047-01

Breakout Harness 18-047-01 is used to measure voltage and resistance on circuits that go to the DEF Pressure
Line Heater.
Breakout Harness 18-050-01 (20-way DEF Harness Interconnect)
Figure 1099 18-050-01
DEF Harness Interconnect.
Breakout Harness 18-124-01 (DEF Tank Level and Temperature Sensor)
Figure 1100 18-124-01

Fluid (DEF) Tank Level and Temperature Sensor.
Breakout Harness 18-250-01 (12-way SCR Jumper Harness)
Figure 1101 18-250-01
Selective Catalyst Reduction (SCR) Jumper Harness.
Breakout Harness 18-500-01 (12-way AFT Interconnect)
Figure 1102 18-500-01

Aftertreatment (AFT) interconnect.
Breakout Harness 18-648-01 (NOx In Sensor Module and SCR Temperature Sensor Module)
Figure 1103 18-648-01
Breakout Harness 18-648-01 is used to measure voltage and resistance on circuits that go to the Carbon
Monoxide (NOx) In sensor module and Selective Catalyst Reduction (SCR) temperature sensor module.
Breakout Harness 18-649-01 (NOx Out and DOC / DPF Temperature Sensor Module)
Figure 1104 18-649-01
Breakout Harness 18-649-01 is used to measure voltage and resistance on circuits that go to the Carbon
Monoxide (NOx) Out and Diesel Oxidation Catalyst / Diesel Particulate Filter (DOC / DPF) temperature sensor
module.
Breakout Harness 18-909-01 (DEF Supply Module)
Figure 1105 18-909-01

Fluid (DEF) Supply Module.
Mechanical Tools
Air Cap, Fuel Cap and Plug Kit
The Disposable Air and Fuel Caps are used to cap the fuel system lines and fittings when the fuel system is
disconnected for diagnostics. The Disposable Air and Fuel Caps prevent dirt and foreign particles from entering
and contaminating the fuel system.
Air Compressor Coolant Line Release Tool
Air Compressor Coolant Line Release Tool releases the locking mechanism to allow the removal of the coolant
line on the air compressor.
Air Intake Guard
The Air Intake Guard is used to protect the turbochargers while performing diagnostics with the air cleaner
disconnected.
Blow-by Test Tool
Figure 1109 ZTSE4039 (0.406 in. diameter)

1. To magnehelic gauge or manometer
2. To valve cover
The Blow-by Test Tool is used to measure combustion gas flow from the crankcase oil separator and may be
used with the digital or Slack Tube® manometer.
Use the pressure readings obtained with this adapter as the main source of engine condition. Use oil
consumption trend data if the pressure readings are over the specified limits. Neither changes in oil
consumption trends nor crankcase diagnostic pressure trends can establish a specific problem. These changes
only indicate that a problem exists.
Clean Fuel Source Tool
Figure 1110 15-637-01
The Clean Fuel Source Tool is used to provide a clean, alternative fuel source to aid in the diagnosis of the fuel
system.
Coolant Cap Pressure Tester
Figure 1111 09–040–01

Inlet Air Heater Solenoid Test Adapter Kit
Figure 1112 ZTSE6059-1
Figure 1113 ZTSE6059-2
The Inlet Air Heater Solenoid Test Adapter Kit is used with the Fuel Pressure Gauge to test fuel pressure at the
Inlet Air Heater Fuel Igniter (IAHFI) and Inlet Air Heater Fuel Solenoid (IAHFS).
Digital Manometer
Figure 1114 Obtain locally
The Digital Manometer is used to measure low vacuum due to intake restriction or low crankcase pressure. A
variety of digital manometers are available for purchase locally. The Water Manometer kit (ZTSE2217A) is an
alternative to the Digital Manometer.
EGR Cooler Leak Detection Test Kit
Figure 1115 12–892–02
The EGR Cooler Leak Detection Test Kit is used to pressure test the EGR cooler to check for leaks.
Charge Air Cooler Test Kit
The Charge Air Cooler Test Kit is used to pressurize the charge air cooler and piping to check for leaks.
Digital IR Thermometer
The Digital Infrared (IR) Thermometer is used to take temperature readings when Electronic Service Tool (EST)
and dash gauge readings need to be verified.
Lash Gauge (0.50mm)
Figure 1118 ZTSE6076-5A
This tool is used to measure intake valve lash.

Lash Gauge (0.80mm)
Figure 1119 ZTSE6076-7A
This tool is used to measure exhaust valve lash.
Fuel Block Off Tool
The Fuel Block Off Tool is used to block the T-connector fuel line at the high pressure pump in order to measure
the low pressure pump output pressure.
Fuel Injector Cups
Fuel Injector Cups protects and prevents dirt and debris from damaging the injectors while out of the engine.
Fuel Inlet Restriction and Aeration Tool
The Fuel Inlet Restriction and Aeration Tool is used to check for pressure and aerated fuel in the low fuel pressure
system.
Fuel Line Coupler
The Fuel Line Coupler is used in conjunction with the Fuel Inlet Restriction and Aeration Tool to measure the
fuel pressure in the return line.
Fuel Line Disconnect Tool 11.8 mm
The Fuel Line Disconnect Tool 11.8 mm is used to release the locking mechanism on low pressure fuel line
connectors.
Fuel Line Disconnect Tool 16 mm
The Fuel Line Disconnect Tool 16 mm is used to release the locking mechanism on low pressure fuel line
connectors.
Fuel/Oil Pressure Test Coupler
The Fuel / Oil Pressure Test Coupler is used with the fuel pressure test fitting for an easy connection to measure
fuel pressure.
Fuel Pressure Gauge

1. Quick disconnect check valve
2. Fuel test line
3. Fuel Pressure Gauge
4. Inline shut-off valve
5. Clear test line
The Fuel Pressure Gauge is used to check for fuel pressure and aerated fuel in the low fuel pressure system.
High Pressure Rail Plugs

The High Pressure Rail Plugs are used to isolate individual injectors by blocking the pressure pipe rail output.
High Pressure Return Line Tester
The High Pressure Return Line Tester is used to check for fuel returning from the pressure pipe rail or from the
cylinder head fuel return port. Tool consists of two adapters, ZTSE4887-1 (17mm) and ZTSE4887-2 (19mm),
and hose ZTSE4887-3.
Pressure Test Kit
The Pressure Test Kit is used to measure intake manifold (boost) pressure, fuel system inlet restriction, fuel
pressure, oil pressure, air cleaner intake restriction, and crankcase pressure.
• 0 to 200 kPa (0 to 30 psi) measures intake manifold pressure.
• 0-30 in Hg vacuum /0 to 200 kPa (0 to 30 psi) compound gauge measures fuel system inlet restriction and
intake manifold pressure.
0-30 in H2O 0 to 7.5 kPa (0 to 1 psi) maximum pressure magnehelic gauge measures crankcase pressure
and air inlet restriction.
• 60 to 1100 kPa (0 to 160 psi) gauge may be used to check the fuel pressure and oil pressure.
Radiator Pressure Test Kit
The Radiator Pressure Test Kit is used to check pressure caps and cooling systems. The pressure gauge
indicates if the pressure cap holds the correct pressure and whether the cooling system has leaks or holds
pressure.
Slack Tube® Manometer
The Slack Tube® Manometer is a U-shaped tube with a scale mounted between the legs of the tube. When the
portability of the Pressure Test Kit is not required, this manometer is used to measure low vacuum for intake
restriction, low pressure for crankcase, or exhaust back pressure.
Filling
Fill the manometer with water before checking pressure. Use only distilled water. Add some colored water
vegetable dye so the scale can be read more easily. With both legs of the manometer open to the atmosphere,
fill the tube until the top of the fluid column is near the zero mark on the scale. Shake the tube to eliminate any
air bubbles.
Installing, Reading, and Cleaning
1. Support the manometer vertically. Make sure the fluid level is in line with the zero indicator on the graduated
scale.
2. Connect one leg of the manometer to the source of the pressure or vacuum. Leave the other leg open to
atmospheric pressure.
3. Start the engine and allow it to reach normal operating temperature. Then run the engine to high idle. The
manometer can be read after 10 seconds.
4. Record the average position of the fluid level when it is above and below the zero indicator. Add the two
figures together. The sum of the two is the total column of fluid (distance A). This represents the crankcase
pressure in inches of water (in H2O).
At times, both columns of the manometer will not travel the same distance. This is no concern if the leg not
connected to the pressure or vacuum source is open to the atmosphere.
5. Compare the manometer reading with engine specifications.
6. When the test is done, clean the tube thoroughly using soap and water. Avoid liquid soaps and solvents.
UV Leak Detection Kit
The UV Leak Detection Kit is used with fuel dye to quickly identify leaks. The fuel dye combines with fuel
and migrates out at the leak. The ultraviolet lamp illuminates the leaking fuel dye, which appears fluorescent
yellow-green in color.
Vacuum Analyzer and Fuel Pump Tester
The Vacuum Analyzer and Fuel Pump Tester is used to test the operation of the fuel pump.
Diesel Exhaust Fluid Refractometer
Figure 1135 5025
The Diesel Exhaust Fluid (DEF) Refractometer 5025 is used to measure the DEF Urea/Water concentration,
which is important for proper SCR system operation.
Aftertreatment Injector Test Kit
Figure 1136 12-559-01
The Aftertreatment Injector Test Kit is used when performing tests on the Aftertreatment Fuel Injector (AFTFI).
DEF Doser Valve Spray Test Kit
Figure 1137 18-559-01
The DEF Doser Valve Spray Test Kit is used when performing tests on the Diesel Exhaust Fluid Doser Valve
(DEFDV).
Pressure Gauge Adapter 18-538-01
Figure 1138 18-538-01
Pressure Gauge Adapter 18-538-01 converts Aftertreatment (AFT) temperature sensor ports to 1/8-in NPT
thread so a standard pressure gauge can be used to measure exhaust pressure.
DEF Doser Cleaning Kit
Figure 1139 18-200-01
18-200-01 DEF Doser Cleaning Kit is used to flush contaminated Diesel Exhaust Fluid (DEF) from the supply
module.
5 COMPONENT LOCATOR 2467
Table of Contents
Engine Component Locator. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2469
Aftertreatment Component Locator. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2479

2468 5 COMPONENT LOCATOR
Engine Component Locator

Engine Component Table
Table below lists all components found on Engine Component Locator illustrations. Numbers in the columns to
the right provide Item Numbers for the engine view (top of column) where component can be located.
Component Description Top Front Left Left – Right Right Back

Closeup Front
Accessory Drive Pulley 11
Aftertreatment Fuel Supply 16 7
Module (AFTFSM); AFTFSM
contains Aftertreatment
fuel Shut-Off (AFTSO) and
Aftertreatment Fuel Pressure
Control (AFTFPC)
Aftertreatment Fuel Injector 1
(AFTFI)
Aftertreatment Fuel Pressure 8
1 Sensor (AFTFP1)
Aftertreatment Fuel Shutoff 9
Valve (AFTFSV)
Aftertreatment Purge Air 13
Valve (AFTPAV)
Air Compressor 15
Air Control Valve (ACV) 3 4
Assembly
Air Inlet Duct 6
Camshaft Position (CMP) 12 1
sensor
Charge-Air-Cooler Outlet 8 3
Temperature (CACOT)
sensor
Coolant Distribution Housing 14
Crankcase Oil Separator 12
(CCOS) breather tube
Crank Shaft Position (CKP) 4
sensor
EGR coolant return manifold 15
EGR cooler gas outlet 14
manifold
EGR Valve coolant return 3
EGR valve coolant supply 4

Closeup Front
Engine Coolant Inlet 13 11
Engine Coolant Outlet 10
Engine Control Module 7
(ECM) with Barometric
Pressure (BARO) internal
sensor
Engine Coolant Temperature 13 5
1 (ECT1) sensor
Engine Coolant Temperature 1 6
2 (ECT2) sensor
Engine mounted secondary 10 5
fuel filter access
Engine Oil Pressure (EOP) 10 7
sensor
Engine Oil Temperature 9 3
(EOT) sensor
Engine Throttle Valve (ETV) 4
Exhaust Back Pressure 18
Valve housing
Exhaust Back Pressure 15
Valve (EBPV)
Exhaust Gas Recirculation 2 1 5
(EGR) cooler
Exhaust Gas Recirculation 12 6
Cooler Gas Temperature
(EGRGT) sensor
Exhaust Gas Recirculation 5 2 2
(EGR) valve
Flywheel Housing 14 17
Fuel Delivery Pressure 11
(FDP) sensor
Fuel Pressure Control Valve 2
(FPCV)
Fuel primer pump assembly 10
Fuel Rail 11 6
Fuel Rail Pressure (FRP) 17 1
sensor (behind ECM, at front
of Fuel Rail)
High Pressure (HP) fuel 13
pump

Closeup Front
High Pressure (HP) 3
turbocharger
Injector harness 6
Intake Air Heater Fuel Igniter 11 9 1
(IAHFI)
Intake Air Heater Relay 6 8
(IAHR)
Intake Air Heater Fuel 7 5
Solenoid (IAHFS)
Intake Manifold Pressure 10 2 4
(IMP) sensor
Intake Manifold Temperature 9
(IMT) sensor
Intake Throttle Duct 9 18
assembly
Interstage Charge Air Cooler 13
(ISCAC)
Low Pressure Fuel Pump 12
(LPFP)
Low Pressure (LP) fuel 3
pressure test port
Low Pressure (LP) 14
turbocharger
Low Temperature 2 8 5
Thermostat (LTT)
NOx In sensor 16
NOx In sensor module 3
Oil Filter Cap 7
Oxygen Sensor (O2S) 15
Thermostat housing 4
Turbocharger 1 Turbine 4 1
Outlet Pressure (TC1TOP)
sensor
Turbocharger 2 Compressor 2
Inlet Sensor (TC2CIS)
Vibration damper 12
Top View
Figure 1140 Top View

1. Engine Coolant Temperature 2 7. Intake Air Heater Fuel Solenoid 12. Exhaust Gas Recirculation
(ECT2) sensor (IAHFS) Cooler Gas Temperature
2. Exhaust Gas Recirculation 8. Charge-Air-Cooler Outlet (EGRGT) sensor
(EGR) cooler Temperature (CACOT) sensor 13. Engine Coolant Temperature 1
3. EGR Valve coolant return 9. Intake throttle duct assembly (ECT1) sensor
4. EGR valve coolant supply 10. Intake Manifold Pressure (IMP) 14. EGR cooler gas outlet manifold
5. Exhaust Gas Recirculation sensor 15. EGR coolant return manifold
(EGR) valve 11. Intake Air Heater Fuel Igniter
6. Intake Air Heater Relay (IAHR) (IAHFI)
Front View
Figure 1141 Front View

1. Exhaust Gas Recirculation 6. Exhaust Gas Recirculation 11. Accessory Drive Pulley
(EGR) cooler Cooler Gas Temperature 12. Vibration damper
2. Low Temperature Thermostat (EGRGT) sensor 13. Engine Coolant Inlet
(LTT) 7. EGR cooler gas outlet manifold 14. Coolant Distribution Housing
3. Air Control Valve (ACV) 8. Intake Manifold Pressure (IMP) 15. Exhaust Back Pressure Valve
Assembly sensor (EBPV)
4. Thermostat housing 9. Intake Air Heater Fuel Igniter
5. Engine Coolant Temperature 1 (IAHFI)
(ECT1) sensor 10. Engine Coolant Outlet
Left View
Figure 1142 Left View

1. Intake Air Heater Fuel Igniter 9. Intake Manifold Temperature 16. Aftertreatment Fuel Supply
(IAHFI) (IMT) sensor Module (AFTFSM); AFTFSM
2. Intake Manifold Pressure (IMP) 10. Engine mounted secondary fuel contains Aftertreatment
sensor filter access fuel Shut-Off (AFTSO) and
3. Charge-Air-Cooler Outlet 11. Fuel Rail Aftertreatment Fuel Pressure
Temperature (CACOT) sensor 12. Camshaft Position (CMP) sensor Control (AFTFPC)
4. Engine Throttle Valve (ETV) 13. Aftertreatment Purge Air Valve 17. Fuel Rail Pressure (FRP) sensor
5. Intake Air Heater Fuel Solenoid (AFTPAV) (behind ECM, at front of Fuel
(IAHFS) 14. Flywheel Housing Rail)
6. Injector harness 15. Air Compressor 18. Intake throttle duct assembly
7. Engine Control Module (ECM)
with Barometric Pressure
(BARO) internal sensor
8. Intake Air Heater Relay (IAHR)
Left View – Closeup
Figure 1143 Left View – Closeup

1. Fuel Rail Pressure (FRP) sensor 6. Fuel Rail 10. Fuel primer pump assembly
(behind ECM, at front of Fuel 7. Aftertreatment Fuel Supply 11. Fuel Delivery Pressure (FDP)
Rail) Module (AFTFSM); AFTFSM sensor
2. Fuel Pressure Control Valve contains Aftertreatment 12. Low Pressure Fuel Pump
(FPCV) fuel Shut-Off (AFTSO) and (LPFP)
3. Low Pressure (LP) fuel pressure Aftertreatment Fuel Pressure 13. High Pressure (HP) fuel pump
test port Control (AFTFPC)
4. Intake Manifold Temperature 8. Aftertreatment Fuel Pressure 1
(IMT) sensor Sensor (AFTFP1)
5. Engine mounted secondary fuel 9. Aftertreatment Fuel Shutoff
filter access Valve (AFTFSV)
Right View
Figure 1144 Right View

1. Aftertreatment Fuel Injector 7. Oil Filter Cap 13. Interstage Charge Air Cooler
(AFTFI) 8. Low Temperature Thermostat (ISCAC)
2. Exhaust Gas Recirculation (LTT) 14. Low Pressure (LP) turbocharger
(EGR) valve 9. Engine Oil Temperature (EOT) 15. Oxygen Sensor (O2S)
3. High Pressure (HP) turbocharger sensor 16. NOx In Sensor
4. Turbocharger 1 Turbine Outlet 10. Engine Oil Pressure (EOP) 17. Flywheel Housing
Pressure (TC1TOP) sensor sensor 18. Exhaust Back Pressure Valve
5. Exhaust Gas Recirculation 11. Engine Coolant Inlet housing
(EGR) cooler 12. Crankcase Oil Separator
6. Air Inlet Duct (CCOS) breather tube
Right Front View
Figure 1145 Right Front View

1. Turbocharger 1 Turbine Outlet 4. Air Control Valve (ACV) 7. Engine Oil Pressure (EOP)
Pressure (TC1TOP) sensor Assembly sensor
2. Turbocharger 2 Compressor 5. Low Temperature Thermostat
Inlet Sensor (TC2CIS) (LTT)
3. Engine Oil Temperature (EOT) 6. Engine Coolant Temperature 2
sensor (ECT2) sensor
Back View
Figure 1146 Back View

1. Camshaft Position (CMP) sensor 3. NOx In sensor module
2. Exhaust Gas Recirculation 4. Crank Shaft Position (CKP)
(EGR) valve sensor
Aftertreatment Component Locator

SCR Switchback Assembly
Figure 1147 SCR Switchback Assembly

1. Exhaust Jumper Harness 3. Selective Catalyst Reduction 4. Diesel Particular Filter (DPF)
2. Decomposition Reactor Tube (SCR) assembly assembly
DPF Components
Figure 1148 DPF Components

1. Diesel Exhaust Fluid Doser 5. Diesel Oxidation Catalyst Intake 9. Diesel Particulate Filter
(DEFD) Temperature (DOCIT) sensor Differential Pressure (DPFDP) /
2. Decomposition Reactor Tube 6. Diesel Particulate Filter (DPF) outlet pressure sensor module
3. Diesel Oxidation Catalyst (DOC) assembly 10. Low Pressure Tube
/ DPF Diesel Particulate Filter 7. Diesel Particulate Filter Inlet 11. Diesel Particulate Filter Outlet
(DPF) Temperature sensor Temperature (DPFIT) sensor Temperature (DPFOT) sensor
module 8. High Pressure Tube 12. DPF Outlet
4. DOC Intake
SCR Components
Figure 1149 SCR Components

1. NOx Out sensor 4. Selective Catalyst Reduction 6. Ammonia (NH3) sensor module
2. Selective Catalyst Reduction Inlet Temperature (SCRIT) 7. Ammonia (NH3) sensor
Outlet Temperature (SCROT) sensor 8. SCR sensor jumper harness
sensor 5. Selective Catalyst Reduction 9. Selective Catalyst Reduction
3. NOx Sensor Module (SCR) temperature sensor (SCR) assembly
module
6 ENGINE SYSTEMS OVERVIEW 2483
Table of Contents
Engine Identification. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2487

Engine Serial Number. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2487
Engine Emission Label . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2488
Engine Accessory Labels. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2489
Engine Specifications. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2490
Heavy Duty On Board Diagnostics (HD-OBD). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2491
Engine Description. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2491
Optional Equipment. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2492
Chassis Mounted Equipment. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2492
Air Management System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2494

Airflow. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2495
Turbochargers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2496
Air Control Valve (ACV). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2497
Boost Control. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2498
Charge Air Cooler Outlet Temperature (CACOT) Sensor. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2498
Interstage Cooler (ISC). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2498
High Pressure Charge Air Cooler (HPCAC). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2498
Intake Manifold Pressure (IMP) Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2498
Intake Manifold Temperature (IMT) Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2498
Turbocharger 2 Compressor Inlet Sensor (TC2IS) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2499
Exhaust Gas Recirculation (EGR) System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2500
Crankcase Oil Separator. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2503
Aftertreatment System..................... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2505

Decomposition Reactor Tube. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2506
Diesel Particulate Filter (DPF). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2506
Diesel Oxidation Catalyst (DOC). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2506
Selective Catalyst Reduction (SCR) Catalyst. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2506
Aftertreatment (AFT) System Conditions and Responses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2506
Diesel Exhaust Fluid (DEF) Injection. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2507
Aftertreatment Fuel Injection. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2508
Fuel Management and Fuel Supply System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2510

Fuel System Components. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2510
Fuel Flow. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2511
Low Pressure Fuel System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2512
High Pressure Fuel System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2514
Intake Air Heater System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2516

Intake Air Heater System Components. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2516
Intake Air Heater System Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2517
Engine Lubrication System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2519

Oil Flow and Components. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2519
Oil Filter Module. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2521
2484 6 ENGINE SYSTEMS OVERVIEW
Remote Mounted Centrifugal Oil Filter (Optional). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2521
Engine Cooling System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2523

Cooling System Flow. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2523
Thermostat Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2524
Low-Temperature Radiator Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2525
Engine Brake System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2526

Engine Brake Control System Components. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2526
Engine Brake System Description. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2526
Engine Brake System Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2527
Electronic Control System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2528

Electronic Control System Components. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2528
Operation and Function. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2528
Reference Voltage (VREF). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2528
Signal Conditioner. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2528
Microprocessor. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2528
Diagnostic Trouble Codes. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2528
Microprocessor Memory. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2528
Actuator Control. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2530
Actuators. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2530
Exhaust Back Pressure Valve (EBPV) Control. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2531
Exhaust Gas Recirculation (EGR) Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2531
Air Control Valve (ACV). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2531
Intake Air Heater Relay (IAHR). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2531
Intake Air Heater Fuel Solenoid (IAHFS) Valve. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2531
Engine Throttle Valve (ETV). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2531
Fuel Pressure Control Valve (FPCV). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2532
Aftertreatment Fuel Shutoff Valve (AFTFSV). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2532
Aftertreatment Purge Air Valve (AFTPAV). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2532
Diesel Exhaust Fluid Supply Module Heater (DEFSMH). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2532
Diesel Exhaust Fluid Doser (DEFD) Valve. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2532
Diesel Exhaust Fluid Line Heater(DEFLH) Relay . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2532
Diesel Exhaust Fluid Pressure Line Heater (DEFPLH). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2532
Diesel Exhaust Fluid Return Line Heater (DEFRLH). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2532
Diesel Exhaust Fluid Return Valve (DEFRV). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2533
Diesel Exhaust Fluid Suction Line Heater (DEFSLH). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2533
Diesel Exhaust Fluid Supply Pump (DEFSP) and Temperature Sensor. . . . . . . . . . . . . . . . .2533
Diesel Exhaust Fluid Tank Heater Control (DEFTHC) Valve. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2533
Diesel Exhaust Fluid Supply Module Heater (DEFSMH) Relay. . . . . . . . . . . . . . . . . . . . . . . . . . . .2533
Engine and Vehicle Sensors. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2533
Thermistor Sensors. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2533
Variable Capacitance Sensors. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2536
Magnetic Pickup Sensors. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2539
Potentiometer Sensors. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2540
Switches. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2541
Additional Sensors. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2542
Engine Oil Level (EOL) Sensor. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2542
Nitrogen Oxides (NOx) IN Sensor Module. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2542
Nitrogen Oxides (NOx) OUT Sensor Module. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2542
Oxygen Sensor (O2S). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2542
Heavy Duty On Board Diagnostics (HD-OBD). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2543

Engine Identification
Engine Serial Number
Figure 1150 Engine serial number

1. Engine Serial Number (ESN) location
2. Engine emission label
3. Cylinder head
4. Flywheel housing
5. Crankcase
The Engine Serial Number (ESN) is located on the front of the crankcase (left side), below the cylinder head.
Engine Serial Number Examples

Navistar® N13: 124HM2YXXXXXXX
Engine Serial Number Codes

124 – 2015 and newer N13 with SCR engines
H – Diesel, turbocharged, Charge Air Cooler (CAC), and electronically controlled
M2 – Motor truck
Y – Huntsville, Alabama
7 digit suffix – Engine serial number sequence
Engine Emission Label
Figure 1151 2010 U.S. Environmental Protection Agency (EPA) exhaust emission label (example)
The U.S. Environmental Protection Agency (EPA) exhaust emission label is on top of the valve cover (front left
side). The EPA label typically includes the following:
• Model year
• Engine family, model, and displacement
• Advertised brake horsepower and torque rating
• Emission family and control systems
• Valve lash specifications
• Engine Serial Number (ESN)
• EPA, Onboard Diagnostics (OBD), EURO, and reserved fields for specific applications
Engine Accessory Labels

The following engine accessories may have manufacturer's labels or identification plates:
• Air compressor
• Air conditioning compressor
• Alternator
• Cooling fan clutch
• Power steering pump
• Starter motor
Engine Specifications
Navistar® N13 Diesel Engine

Engine Configuration 4 stroke, inline six cylinder diesel
Advertised brake horsepower @ rpm
• Navistar® N13 See EPA exhaust emission label
Peak torque @ rpm
• Navistar® N13 See EPA exhaust emission label
Displacement
• Navistar® N13 12.4 L (758 in³)
Compression ratio
• Navistar® N13 17.0:1
Stroke
• Navistar® N13 166 mm (6.54 in)
Bore (sleeve diameter)
• Navistar® N13 126 mm (4.96 in)

Total engine weight (dry weight without trim or accessories)
• Navistar® N13 1087 kgs (2392 lbs)
Firing order 1-5-3-6-2-4
Engine rotation direction (facing flywheel) Counterclockwise
Aspiration Dual turbocharged and charge air cooled
Combustion system Direct injection
Fuel system High-pressure common rail
Lube system capacity (including filter) 40 L (42 qts)
®
• Navistar N13
Lube system capacity (overhaul only, with filter) 44 L (46 qts)
• Navistar® N13
Engine oil pressure at operating temperature with SAE 15W-40 oil
• Low idle 69 kPa (10 psi) min.
• High idle 276 - 483 kPa (40 - 70 psi)
Idle speed (no load) 600 rpm, nominal
Thermostat operating temperature
• Primary 83°C - 95°C (181°F - 203°F)

• Secondary 87°C - 102°C (189°F - 216°F)
Heavy Duty On Board Diagnostics (HD-OBD)

The EPA has added new regulations for 2010 to reduce heavy duty vehicle emissions. The HD-OBD system
is designed specifically for electronically controlled heavy duty engines. The goal for HD-OBD regulation is to
keep engine emissions in specification for as long as a given vehicle is in use.
HD-OBD is legislated to be implemented in three phases:
• 2010: First engine for each Original Equipment Manufacture (OEM) becomes fully certified.
• The lead engine is determined by a legislated equation based on projected sales volume & useful life
of the engine.
• For Navistar®, this is the EPA 2010® N13 engine.
• 2013: One engine in each engine family becomes fully certified.
• This will be the largest step of the three phases.
• 2016: All engines must be fully HD-OBD certified.
The HD-OBD system continuously monitors for proper engine operation, and will alert the vehicle operator to
emission-related faults using the Malfunction Indicator Lamp (MIL).
The MIL is installed in the Electronic Instrument Cluster. When a detected emissions fault occurs, the MIL will
be illuminated. Diagnostic information is also stored in the Engine Control Module (ECM), and may be accessed
by the technician for diagnosis and repair of the malfunction. Diagnostic information is accessed by connecting
the Electronic Service Tool (EST) to the in-cab Diagnostic Connector.
Engine Description
The Navistar® N13 diesel engine is designed for increased durability, reliability, and ease of maintenance.
The cylinder head has four valves per cylinder for increased airflow. The fuel injector is centrally located between
the four valves, directing fuel over the piston for improved performance and reduced emissions.
The overhead camshaft is supported by seven bearings in the cylinder head. The camshaft gear is driven from
the rear of the engine. The overhead valve train includes roller rocker arms and dual valves that open, using a
valve bridge.
Navistar® N13 engines use one-piece steel pistons. All pistons use an offset piston axis and centered combustion
bowls. Crown markings show correct piston orientation in the crankcase.
The one-piece crankcase uses replaceable wet cylinder liners that are sealed by dual crevice seals.
The crankshaft has seven main bearings with fore and aft thrust controlled at the sixth bearing. One fractured
cap connecting rod is attached at each crankshaft journal. The piston pin moves freely inside the connecting
rod and piston. Piston pin retaining rings secure the piston pin in the piston. The rear oil seal carrier is part of
the flywheel housing.
A gerotor engine oil pump is mounted behind the front cover and is driven by the crankshaft. Pressurized
oil is supplied to various engine components. All Navistar® N13 engines also use an engine oil cooler and a
cartridge-style engine oil filter, which are installed in the engine engine oil module.
The low-pressure fuel pump draws fuel from the fuel tank(s) through a chassis mounted filter/water separator.
The low-pressure fuel pump provides fuel for the engine mounted fuel module. Conditioned low-pressure fuel
is supplied from the engine mounted fuel module to the high-pressure fuel pump, Inlet Air Heater fuel solenoid,
and the AFT fuel doser module.
The high-pressure fuel system is a direct injection common-rail system. The common-rail includes a
high-pressure fuel pump, two fuel rail supply lines, fuel rail, six fuel injectors, and pressure relief valve.
The fuel injectors are installed in the cylinder head under the valve cover and are electronically actuated by the
ECM.
Navistar® N13 engines use a dual stage, fixed geometry turbocharger assembly. Each stage includes a Charge
Air Cooler (CAC). The High Pressure (HP) turbocharger includes a pneumatically operated wastegate. The
Interstage Cooler (ISC) is mounted on the lower right side of the engine, and uses the engine cooling system
to regulate charge air temperatures. The High Pressure Charge Air Cooler (HPCAC) is mounted in front of the
engine cooling package. The HPCAC is an air-to-air type cooler, and requires no connections to the engine's
cooling system.
The Exhaust Gas Recirculation (EGR) system circulates cooled exhaust into the air inlet duct. The EGR cooler
provides regulated cooling of the EGR gases before entering the air inlet duct. This cools the combustion
process, and reduces Nitrogen Oxides (NOX) emissions.
The open crankcase breather system uses a centrifugal Crankcase Oil Separator (CCOS) to return oil mist to
the crankcase, and vent the cleaned crankcase gasses to the atmosphere. The CCOS is part of the oil module.
Blowby gases enter the CCOS through the side of the crankcase.
The Inlet Air Heater system warms the incoming air supply during engine cranking and several minutes after
cold engine start up to help reduce emissions.
The Navistar® Engine Brake by Jacobs® is optional for Navistar® N13 engines. The engine brake is a compression
release system that provides additional vehicle braking performance. The operator can control the engine brake
for different operating conditions.
Optional Equipment
Optional cold climate features available are an oil pan heater and a coolant heater. Both heaters use an electric
element to warm engine fluids in cold weather.
The oil pan heater warms engine oil to ensure optimum oil flow to engine components.
The coolant heater warms the engine coolant surrounding the cylinders. Warmed engine coolant increases fuel
economy and aids start-up in cold weather.
Chassis Mounted Equipment

• The chassis mounted fuel filter/water separator removes a majority of the water and foreign particles that
may enter the fuel system from the supply tank(s). This filter works with the engine mounted fuel module to
eliminate foreign matter and moisture from the fuel before entering the fuel injection system.
• The Low Temperature Radiator (LTR) regulates the temperature of the ISC. The LTR is mounted in front of
the radiator cooling package, and requires connections to the engine cooling system.
• The HPCAC lowers temperature after the air is compressed by the turbochargers, and has no connections
to the engine cooling system. The HPCAC is an air-to-air cooler. The HPCAC is mounted in front of the
radiator cooling package.
• The Diesel Oxidation Catalyst (DOC) oxidizes hydrocarbons and carbon monoxide, provides heat for
exhaust system warm-up, aids in temperature management for the Diesel Particulate Filter (DPF), and
oxidizes NO into NO2 for passive DPF regeneration. The DOC is monitored by the Aftertreatment Control
Module (ACM) using one Diesel Oxidation Catalyst Inlet Temperature (DOCIT) sensor positioned at the
DOC inlet, and one Diesel Particulate Filter Inlet Temperature (DPFIT) sensor positioned at the DPF inlet.
• The DPF temporarily stores carbon-based particulates, oxidizes stored particulates, stores non-combustible
ash, and provides required exhaust back pressure for proper engine performance. The DPF is monitored by
the ACM using the DOC / DPF temperature sensor module installed on the DPF, and the Diesel Particulate
Filter Differential Pressure (DPFDP) / outlet pressure sensor installed on or near the DPF.
• The Selective Catalyst Reduction (SCR) catalyst oxidizes Nitrogen Oxides (NOx) into Nitrogen gas and
water. The SCR catalyst is monitored by the ACM using a NOx IN sensor module installed after the HP
turbocharger outlet pipe, and a NOx OUT sensor module installed after the outlet of the SCR catalyst. An
ammonia (NH3) sensor provides feedback to the ACM related to Diesel Exhaust Fluid (DEF) injection into
the SCR catalyst.
Air Management System
Figure 1152 Air Management System

1. Cylinder Head
2. Intake Manifold Temperature (IMT) Sensor
3. Intake Manifold Pressure (IMP) Sensor
4. Engine Throttle Valve (ETV)
5. Charge Air Cooler Outlet Temperature (CACOT) Sensor
6. Exhaust Gas Recirculation Gas Temperature (EGRGT) Sensor
7. High Pressure Charge Air Cooler (HPCAC)
8. Exhaust Gas Recirculation (EGR) Cooler
9. Interstage Cooler (ISC)
10. Turbocharger 2 Compressor Inlet Sensor (TC2CIS)
11. Air Filter Housing
12. Low Pressure (LP) Turbocharger/Turbocharger 1 (TC1)
13. Turbocharger 1 Turbine Outlet Pressure (TC1TOP)
14. Exhaust Back Pressure Valve (EBPV)
15. Aftertreatment Fuel Injector (AFTFI)
16. Nitrogen Oxides Inlet (NOX In) Sensor
17. Oxygen Sensor (O2S)
18. High Pressure (HP) Turbocharger/Turbocharger 2 (TC2)
19. High Pressure (HP) Turbocharger Wastegate
20. Exhaust Gas Recirculation (EGR) Valve
21. Exhaust Manifold
Airflow
Air flows through the air filter assembly and enters the Low-Pressure (LP) turbocharger. The LP turbocharger
increases air pressure and temperature before entering the Interstage Cooler (ISC). Cooled and compressed air
then flows from the ISC into the High Pressure (HP) turbocharger compressor inlet. Hot and highly compressed
air flows from the HP turbocharger compressor outlet into the High Pressure Charge Air Cooler (HPCAC) where
it is cooled, and into the intake throttle duct, and continues through the Engine Throttle Valve (ETV). The HP
and LP turbochargers can increase pressures up to 345 kPa (50 psi).
If the Exhaust Gas Recirculation (EGR) Valve is open, exhaust gases pass through the EGR cooler and into
the intake throttle duct where it is mixed with filtered charge air. This mixture flows into the intake manifold, and
then the cylinder head. The intake manifold is an integral part of the cylinder head casting.
During cold weather, the Inlet Air Heater system activates the heater element, vaporizing and igniting small
quantities of fuel into the air inlet duct.
After combustion, exhaust gases exit through the cylinder head exhaust valves and ports. The exhaust gas is
forced through the exhaust manifold where, depending on EGRV position, it is split between the EGR system
and the exit path through the HP turbocharger, LP turbocharger, and Exhaust Back Pressure Valve (EBPV).
The EBPV is operated by the Air Control Valve (ACV), a pneumatic actuator. When the ACV is applied, the
EBPV restricts flow and increases exhaust back pressure. Operation of the EBPV is controlled by the ECM
using the ACV and the Turbocharger 1 Turbine Outlet Pressure (TC1TOP) sensor. When the EBPV is opened,
exhaust back pressure is released.
Exhaust gases exiting the engine flow through the EBPV, then through the vehicle Aftertreatment (AFT) system,
and out the exhaust tail pipe.
Turbochargers
Figure 1153 High and Low Pressure Turbocharger Components – Inner and Outer views
1. Low Pressure (LP) turbocharger 5. Oil return tube 9. HP turbocharger
turbine outlet 6. LP turbocharger compressor 10. HP turbocharger wastegate
2. Turbocharger oil supply tube inlet actuator
3. High Pressure (HP) turbocharger 7. HP turbocharger compressor 11. LP turbocharger
turbine outlet outlet
4. LP turbocharger compressor 8. HP turbocharger compressor
outlet inlet
Navistar® N13 engines are equipped with a pneumatically regulated two-stage turbocharger system. The High
Pressure (HP) and Low Pressure (LP) turbochargers are installed in parallel on the right side of the engine.
Intake air flow: Filtered air enters the LP compressor, where it is compressed and directed to the Interstage
Cooler (ISC). Cooled compressed air then enters the HP compressor, where it is further compressed and directed
into the High Pressure Charge Air Cooler (HPCAC). Compressed air then goes through the Engine Throttle Valve
(ETV) and the intake throttle duct. This system provides high charge air pressure to improve engine performance
and to help reduce emissions.
Exhaust gas flow: The HP turbocharger is connected to the exhaust manifold through the HP turbine inlet.
Exhaust gases exit the HP turbine outlet and are directed to the LP turbine inlet. The HP turbocharger is
equipped with a wastegate, which is controlled by a pneumatic actuator. The HP turbocharger wastegate is
used to regulate boost by controlling the amount of exhaust gas that bypasses the turbine of the turbocharger.
When boost demand is low, the wastegate is opened, allowing part of the exhaust gas flow to bypass the HP
turbine.
All signals related to the LP turbocharger are designated as Turbocharger 1 (TC1) signals, and are identified
below:
• Turbocharger 1 Turbine Outlet Pressure (TC1TOP)
All signals associated with the HP turbocharger are designated as Turbocharger 2 (TC2), and are identified
below:
• Turbocharger 2 Wastegate Control (TC2WC)
• Turbocharger 2 Compressor Inlet Pressure Sensor (TC2CIP)
• Turbocharger 2 Compressor Inlet Temperature (TC2CIT) Sensor
Air Control Valve (ACV)
Figure 1154 Air Control Valve (ACV) Connections

1. Pigtail harness (to engine sensor harness connector)
2. Vehicle air supply port
3. Exhaust Back Pressure Valve (EBPV) control port
4. High Pressure (HP) turbocharger wastegate control port
The ACV assembly contains the High Pressure (HP) turbocharger wastegate control valve, the Exhaust Back
Pressure Valve (EBPV), and the air supply port. Although these components are integral to the ACV, each circuit
is controlled by the Engine Control Module (ECM) independently. The ACV controls compressed air for both
control valves. The air supply port is connected to the vehicle's air system.
The ECM provides a Pulse Width Modulated (PWM) signal for operation of the wastegate control valve. With
no PWM signal, the control valve is closed, and vehicle no air is supplied to the wastegate actuator.
When an increase in the boost is required, the ECM supplies PWM voltage to close the control valve. This
reduces air pressure to the wastegate actuator causing the wastegate to close and vent air pressure, results in
increased boost. The limit values of the PWM signals are between approximately 9%, corresponding to a fully
opened air control valve, and 100% corresponding to a closed air control valve.
The EBPV control valve is in the ACV. The EBPV control valve is also operated by the ECM using PWM, and
the TC1TOP sensor is monitored by the ECM. The EBPV control valve operates the EBPV actuator to increase
exhaust back pressure.
Boost Control
The wastegate control valve, in the ACV, provides for operation of a pneumatic wastegate actuator for the HP
turbocharger. Boost is controlled for HP turbocharger, by signals sent from the ECM to the ACV. In normal
operation the wastegate is actuated by the ACV using vehicle compressed air, regulated to 43 psi (296 kPa).
Positioning of the wastegate by the ACV is based on boost pressure and temperature signals monitored by the
ECM.
Because of the ability to generate very high charge air pressure levels and to avoid Charge Air Cooler (CAC)
overloading, the wastegate actuator for the HP turbocharger is also spring loaded. When boost levels increase
above specification, boost pressure alone will open the wastegate, and the exhaust gases will bypass the HP
turbocharger. Exhaust back pressure is constantly monitored by the ECM using TC1TOP. The TC1TOP sensor
is mounted to the air inlet duct, and is connected to the exhaust system by a steel pipe.
Charge Air Cooler Outlet Temperature (CACOT) Sensor

The CACOT sensor monitors the temperature of the air leaving the HPCAC. The ECM monitors the CACOT
signal to evaluate the effectiveness and condition of the HPCAC.
Interstage Cooler (ISC)

The ISC is installed between the High Pressure (HP) and Low Pressure (LP) turbochargers, and is mounted to
the lower right side of the engine. The ISC air inlet is connected to the LP turbocharger compressor outlet, and
uses engine coolant to regulate the LP charge air temperature. The ISC air outlet is connected to the compressor
inlet pipe of the HP turbocharger.
High Pressure Charge Air Cooler (HPCAC)

The HPCAC is installed between the HP turbocharger and the Engine Throttle Valve (ETV). The HPCAC air inlet
is connected to the HP compressor outlet, and uses ambient airflow entering the front of the vehicle to reduce
the charge air temperature. The HPCAC air outlet is connected to the ETV.
Intake Manifold Pressure (IMP) Sensor

Monitors charge air pressure entering the Engine Throttle Valve (ETV) and provides information used for boost
and EGR control.
The IMP provides an analog voltage output to the Engine Control Module (ECM) which is proportional to pressure
applied to an internal diaphragm in the sensor. The IMP sensor is connected to the ECM by the Reference
Voltage (VREF), signal, and ground wires. A transfer function in the ECM software converts the analog voltage
to a pressure value which is then used by software strategies.
Intake Manifold Temperature (IMT) Sensor

This sensor monitors charge air temperature in the intake manifold. The temperature measured is an input
to the engine coolant control strategy. It also is used for evaluation of on-board diagnostics to ensure proper
functionality of the charge air cooling system.
This temperature sensor is a thermistor and has two connections to the Engine Control Module (ECM). A
thermistor varies resistance as temperature changes. When interfaced to the ECM circuitry, a change in sensor
resistance results in a voltage change internal to the ECM. A transfer function contained in the ECM software
translates the measured voltage to a temperature value.
The ECM continuously monitors the voltage resulting from the thermistor’s changing resistance. High and low
diagnostic voltage thresholds are evaluated to ensure that the output voltage is within a valid range.
Turbocharger 2 Compressor Inlet Sensor (TC2IS)

This sensor is a dual function sensor that detects pressure and temperature of the charge air entering the High
Pressure (HP) compressor. It is installed in the piping between the Interstage Cooler (ISC) outlet and the HP
compressor inlet. This sensor is used for evaluation by on-board diagnostics to ensure proper functionality of
the charge air cooling system.
This sensor consists of a thermistor which varies resistance as temperature changes. When interfaced to the
Engine Control Module (ECM) circuitry, a change in sensor resistance results in a voltage change internal to
the ECM. An internal diaphragm which deflects due to pressure changes results in an analog voltage output to
the ECM which is proportional to the pressure. Transfer functions contained in the ECM software translate the
measured voltages into a temperature and a pressure value.
The ECM continuously monitors the voltages resulting from changes in both the temperature and pressure. High
and low diagnostic voltage thresholds are evaluated to ensure output voltage is within a valid range.
Exhaust Gas Recirculation (EGR) System
Figure 1155 EGR system components

1. EGR cooler gas outlet manifold 5. EGR valve coolant supply 10. EGR cooler coolant inlet
2. EGR cooler coolant outlet 6. EGR valve 11. Rear exhaust manifold section /
3. EGR cooler coolant air bleed 7. Exhaust gas recirculation gas EGR cooler gas inlet manifold
and EGR valve coolant return temperature (EGRGT) sensor 12. EGR cooler bellows tubes
t-fitting 8. EGR cooler
4. EGR Valve coolant return 9. Heater core supply
EGR System Overview

The EGR system reduces NOX engine emissions by introducing inert cooled exhaust gas into the air inlet duct.
NOX forms during a reaction between nitrogen and oxygen at high-temperatures during combustion.
The Engine Control Module (ECM) monitors signals from the Charge Air Cooler Outlet Temperature (CACOT)
sensor, Oxygen sensor (O2S), Engine Coolant Temperature 1 (ECT1) sensor, and EGRT sensor to control the
EGR system.
EGR is switched Off (EGRV closed) if any of the following conditions are present:
• Engine coolant temperature less than 10°C (50°F) will close the EGR valve
• Intake manifold temperatures less than 7°C (45°F) will close the EGR valve
• During engine brake operation
EGR Flow
Hot exhaust gas from the exhaust manifold flows through the EGR inlet tube to the Exhaust Gas Recirculation
Valve (EGRV). When EGR is commanded, the EGRV opens and allows exhaust gas to enter the EGR cooler.
Exhaust gas flows through the EGR cooler, is cooled and then flows through the EGR outlet tubes, and into the
intake throttle duct where it is mixed with filtered charge air.
EGR System Control

The EGR system consists of the EGR Valve, Engine Throttle Valve (ETV), and Oxygen Sensor (O2S). The EGR
Valve is a Controller Area Network (CAN) controlled smart valve connected to the ECM on the private J1939
network.
The EGR Valve is installed at the rear of the EGR cooler, on the right side of valve cover. The EGR Valve limits
exhaust gas flow into the EGR cooler.
The ECM commands the EGR Valve to move and hold position. The EGR position sensor, installed within the
EGR Valve, monitors and provides an EGR Valve position signal to the ECM over the private J1939 CAN.
The O2S is installed in the exhaust, in front of the aftertreatment fuel injector. The O2S has a heater element that
heats the sensor to its normal operating temperature of 780°C (1436°F). During initial engine warm-up, the O2S
heater element is activated only after engine coolant reaches 40°C (104°F) and the exhaust gas temperature
DOCIT sensor exceeds 100°C (212°F) for more than 30 seconds.
EGRV Control
Figure 1156 EGR Valve position control

1. EGR Valve position monitored by ECM
2. Engine Control Module (ECM)
3. ECM commands EGR Valve to desired position
4. EGR Valve to desired position
5. EGR Valve
6. EGR Valve position matches ECM command
7. EGR Valve position sent to ECM
The EGR Valve has an integrated position sensor, and provides feedback to the ECM indicating EGR Valve
position.
EGR – Open Loop

During engine warm-up and before the Oxygen Sensor (O2S) reaches normal operating temperature, the
Exhaust Gas Recirculation (EGR) system operates in open loop. In open loop, the EGR system is controlled by
the ECM based on the charge air temperature, engine coolant temperature, engine speed, and load conditions.
EGR – Closed Loop

After the O2S reaches operating temperature, the EGR system switches to closed loop operation. In closed loop,
the EGR system is controlled by the ECM based on coolant temperature and O2S readings.
Crankcase Oil Separator
Figure 1157 Oil Module with Crankcase Oil Separator

1. Coolant supply line 5. Oil filter access cap 9. CCOS ventilation tube heater
2. CCOS vent tube 6. Engine Oil Temperature (EOT)
3. Crankcase Centrifuge Oil sensor
Separator (CCOS) 7. Engine Oil Pressure (EOP)
4. Crankcase Centrifuge Oil sensor
Separator (CCOSS) sensor 8. Coolant return line
Crankcase ventilation is provided using the CCOS. Excess crankcase vapors are filtered by the CCOS, and are
then vented to the atmosphere.
A centrifugal oil separator, driven by engine oil pressure, separates and directs oil mist to the side of the CCOS
housing. The separated oil drains from the oil separator, through the crankcase, and into the oil pan. The oil
separator is an integral part of the oil module.
Aftertreatment System
Figure 1158 Functional Diagram of AFT system
The AFT system, part of the larger exhaust system, processes engine exhaust to meet emission requirements.
The AFT system traps particulate matter (soot) and prevents it from leaving the tailpipe, and reduces Nitrogen
Oxides (NOx).
The AFT system performs the following functions:
• Monitors exhaust gas temperatures DOC In, DPF In, DPF Out, SCRIT, SCROT temperature, and Diesel
Particulate Filter (DPF) delta pressure. It controls engine operating parameters for emission control and
failure recognition.
• May cancel regeneration in the event of catalyst or sensor failure
• Monitors the level of soot accumulation in the DPF
• Initiates regeneration automatically when DPF is full with soot and controls engine operating parameters to
increase temperature to have successful regeneration
• Maintains vehicle and engine performance during regeneration
• Monitors NOx levels in the exhaust

• Initiates Diesel Exhaust Fluid (DEF) dosing automatically when NOx levels are above a pre-calibrated
threshold
Decomposition Reactor Tube

The decomposition reactor tube does the following:
• Converts DEF to ammonia and CO2
• Uses an internal mixer to ensure even evaporation of DEF into the exhaust stream
Diesel Particulate Filter (DPF)

The DPF does the following:
• Captures and temporarily stores carbon-based particulates in a filter
• Allows for oxidation (regeneration) of stored particulates once loading gets to a particular level (restriction)
• Provides the required exhaust back pressure drop for engine performance
• Stores non-combustible ash
Diesel Oxidation Catalyst (DOC)

The DOC does the following:
• Oxidizes hydrocarbons and carbon monoxide (CO) in exhaust stream
• Provides heat for exhaust system warm-up
• Aids in system temperature management for the DPF
Selective Catalyst Reduction (SCR) Catalyst

The SCR catalyst does the following:
• Completes the breakdown of DEF into ammonia and CO2
• Converts ammonia and NOx to Nitrogen gas and water
Aftertreatment (AFT) System Conditions and Responses

The operator is alerted of system status either audibly or with instrument panel indicators. Automatic or manual
regeneration is required when levels of soot exceed acceptable limits. For additional information, see the
applicable vehicle Operator's Manual and the vehicle visor placard.
Diesel Exhaust Fluid (DEF) Injection
Figure 1159 Diesel Exhaust Fluid (DEF) Injection Components

1. Diesel Exhaust Fluid Doser 3. DEF return line 6. DEF suction line
(DEFD) Valve 4. DEF pressure line
2. DEF tank 5. DEF supply module
Diesel Exhaust Fluid (DEF) injection is required when Nitrogen Oxides (NOx) levels exceed acceptable limits.
The Aftertreatment Control Module (ACM) determines when DEF injection is required by monitoring signals from
the Nitrogen Oxides (NOx) IN sensor module, and NOx OUT sensor module.
When NOx levels are too high, the ACM commands the DEF supply pump ON, allowing DEF to be drawn from
DEF tank, through the suction line, and to the DEF supply module. DEF then exits the supply module and travels
to the Diesel Exhaust Fluid Doser (DEFD) Valve through the pressure line. The ACM then commands the DEFD
Valve ON allowing DEF to be sprayed into the aftertreatment system.
Aftertreatment Fuel Injection
Figure 1160 Aftertreatment Fuel Injection Components (Top View)

1. Fuel line retainers (rear and left 2. Aftertreatment Fuel Injector 3. AFTFI fuel pressure line
side of engine block) (AFTFI) 4. AFT fuel doser module
The AFT fuel doser module injects fuel into the exhaust system to increase temperature of the Diesel Oxidation
Catalyst (DOC), and is necessary for Diesel Particulate Filter (DPF) regeneration. AFT fuel doser module is
controlled by the Aftertreatment Control Module (ACM). The ACM receives signals from the Aftertreatment Fuel
Pressure 1 (AFTFP1) sensor (installed in the AFT fuel doser module), and control operation when aftertreatment
fuel injection (regeneration) is required. The ACM also controls the Aftertreatment Fuel Shutoff Valve (AFTFSV)
(installed in the AFT fuel doser module) which controls the volume of fuel sent to the AFTFI.
AFT Fuel Doser Module Injection
Figure 1161 AFT Fuel Doser Module (Left Side View)

1. Fuel outlet port to Aftertreatment Fuel Injector (AFTFI)
2. Aftertreatment Fuel Pressure 1 (AFTFP1) sensor
3. Aftertreatment Fuel Shutoff Valve (AFTFSV)
4. Fuel supply from fuel filter assembly
The AFT fuel doser module is connected to the clean side of the low-pressure fuel system, and provides
a metered amount of fuel to the Aftertreatment Fuel Injector (AFTFI). The AFT fuel doser module provides
pressurized fuel injection pulses to the AFTFI. The AFTFI is a solenoid type injector, and will only inject fuel
when commanded ON by the Aftertreatment Control Module (ACM). The AFT fuel doser module is installed on
the left side of the engine, to the rear of the fuel module.
The AFTFP1 sensor monitors fuel pressure in the AFT fuel doser module, and provides constant feedback to
the ACM.
Aftertreatment Fuel Injector (AFTFI)

The AFTFI is installed on the right side of the engine, in the exhaust pipe after the exhaust Oxygen Sensor (O2S).
Pressurized fuel is supplied to the AFTFI thru the AFT fuel doser module using the Aftertreatment Fuel Shutoff
Valve (AFTFSV). When conditions required for regeneration are met, the ACM commands the AFTFSV ON,
allowing pressurized fuel to reach the AFTFI.
To protect the AFTFI internal components, continuous engine coolant flow through the AFTFI is maintained by
external coolant supply and return lines.
Fuel Management and Fuel Supply System

Fuel System Components
Figure 1162 Fuel system

1. (Fuel) Injector (6) 7. Fuel supply to AFT fuel doser 12. Low Pressure (LP) fuel pump
2. Fuel Rail module 13. High Pressure (HP) fuel pump
3. Fuel rail pressure limiting valve 8. Fuel filter housing assembly 14. Fuel Rail Pressure (FRP) sensor
4. Fuel return from cylinder head 9. Fuel filter drain screw
5. Fuel return line 10. Fuel Delivery Pressure (FDP)
6. Engine fuel return connection (to sensor
chassis filter) 11. Fuel primer pump assembly
Navistar® N13 engines are equipped with a high-pressure common rail fuel injection system which provides
pressurized fuel to the fuel injectors for optimal fuel atomization in the combustion chamber.
Excess fuel is returned to the chassis mounted filter separator, before returning to the fuel tank.
The fuel system is controlled by the Engine Control Module (ECM), various sensors, and the Fuel Pressure
Control Valve (FPCV) installed in the HP fuel pump.
Fuel Flow
Figure 1163 Fuel supply flow diagram

1. Fuel injectors (6) 7. Secondary fuel filter housing 12. Fuel Rail Pressure (FRP) relief
2. Cylinder head return fuel fitting assembly (engine mounted) valve
3. High Pressure (HP) fuel pump 8. Fuel tank 13. Fuel rail
4. Fuel primer pump assembly with 9. Inlet Air Heater Fuel Solenoid
fuel strainer element (IAHFS)
5. Low Pressure (LP) fuel pump 10. Aftertreatment Fuel Injector
6. Chassis mounted fuel filter/water (AFTFI)
separator (Top portion) 11. AFT fuel doser module
Fuel is pumped from the tank, through the chassis mounted fuel filter/water separator using the Low Pressure
(LP) fuel pump. Fuel is pumped from the LP fuel pump to the engine mounted fuel filter assembly, before being
supplied to the High Pressure (HP) fuel pump. The HP fuel pump supplies high-pressure fuel to the fuel rail,
which feeds the fuel injectors through individual tubes. The LP fuel pump and HP fuel pump are assembled as
one gear driven unit, and are serviced as an assembly.
Low Pressure Fuel System
Figure 1164 Low Pressure (LP) fuel system

1. High Pressure (HP) fuel pump 9. Chassis mounted primary fuel 19. Fuel filter housing assembly
2. Fuel Pressure Control Valve filter access (engine mounted)
(FPCV) 10. Fuel supply to engine 20. Fuel filter drain screw
3. Fuel primer pump assembly w/ 11. Fuel return from engine 21. Inlet air heater port
fuel strainer element 12. Fuel supply from tank 22. Fuel Delivery Pressure (FDP)
4. Fuel pressure test port 13. Chassis mounted fuel filter/water sensor
5. Engine fuel supply connection separator 23. LP fuel pump outlet
6. Engine mounted secondary fuel 14. Fuel Heater 24. LP fuel pump inlet
filter access 15. Water In Fuel (WIF) sensor 25. HP fuel pump inlet
7. Engine fuel return connection 16. Fuel return to tank 26. HP fuel pump return
8. Fuel supply to AFT fuel doser 17. Fuel return from engine
module 18. Fuel supply to engine
The LP fuel pump pumps fuel from the tank through the chassis mounted fuel filter/water separator, fuel strainer
element, and engine filter element, then to the high-pressure fuel system, inlet air heater system, and AFT fuel
doser module.
In addition to providing high-pressure fuel to the injectors, the fuel system provides filtered low-pressure fuel to
the downstream injection and Inlet air heater systems.
Chassis Mounted Filter/Water Separator

The chassis mounted filter/water separator removes debris and water from the fuel before it enters the fuel
primer pump and low-pressure fuel pump. The chassis mounted filter/water separator includes a Water In Fuel
(WIF) sensor and optional fuel heater.
Fuel Primer Pump Assembly

During fuel system priming, fuel is drawn from the tank through the chassis mounted filter/water separator by
the fuel primer pump assembly. The fuel primer pump assembly has an integrated fuel strainer element that
can be cleaned. The fuel primer pump assembly is manually operated, and is used to prime the low-pressure
fuel system anytime the fuel system has been emptied. The primer pump provides unrestricted fuel flow to the
low-pressure pump during normal engine operation.
Low Pressure (LP) Fuel Pump

The LP fuel pump and the High Pressure (HP) fuel pump are one assembly. Fuel is drawn through the fuel
primer pump assembly and into the LP fuel pump. The LP pump supplies fuel to the fuel filter housing assembly
at pressures varying between approximately 85 psi (586 kPa) at idle, and 120 psi (827 kPa) at rated speed. The
LP fuel pump has an internal pressure regulator that relieves the fuel pressure internally if the pressure exceeds
189 psi (1300 kPa).
Fuel Filter Assembly

The fuel filter assembly is installed on the left side of the engine and has a disposable filter element. A Fuel
Delivery Pressure (FDP) sensor is installed on the front side of the fuel filter assembly, which measures fuel
pressure between the LP fuel pump and the filter element. The fuel filter assembly also has a drain screw that
allows water and dirt to be drained periodically. Because water may accumulate inside the fuel filter assembly,
use the drain screw to drain water per maintenance schedule in the Engine Operation and Maintenance Manual.
An additional function of the fuel filter assembly is fuel system self-deaeration. The air separated from fuel is
pushed back into the fuel tanks through the return line. The fuel filter assembly also provides filtered fuel to the
AFT fuel doser module and inlet air heater system. An orifice regulator is integrated into the fuel filter assembly,
and regulates the fuel pressure for the inlet air heater system to approximately 10 psi (70 kPa).
High Pressure Fuel System
Figure 1165 High Pressure (HP) fuel system

1. (Fuel) Injector (6) 4. Fuel Pressure Control Valve 6. Fuel return - HP fuel pump
2. Rail pressure limiting valve (FPCV) 7. HP fuel pump
3. Fuel rail 5. Fuel inlet - HP fuel pump 8. Fuel Rail Pressure (FRP) sensor
Pressurization and injection are separate in the common rail injection system. Optimal fuel injection pressure is
generated by the high-pressure pump at any engine speed. High-pressure fuel quantity from the high-pressure
pump is controlled by the FPCV. Injection timing and quantity are calculated in the Engine Control Module (ECM)
and implemented by solenoid valve controlled injectors. The use of solenoid valve controlled injectors allows
three injections per cycle.
The first injection is used to reduce combustion noise and emissions by introducing a small amount of fuel into
the cylinder, preventing a rapid rise in cylinder pressure when combustion begins. The second injection is the
main injection. This injection allows high-temperatures to be maintained during combustion, but not long enough
to allow generation of large soot amounts. The third injection is done during the power stroke to maximize
cylinder temperature and reduce engine soot generation.
The high-pressure fuel system consists of the high-pressure pump with integrated Fuel Pressure Control Valve
(FPCV), pressure pipe rail, high-pressure fuel lines, injectors, FRP sensor, and rail pressure limiting valve.
High Pressure (HP) Pump

The HP pump supplies the necessary quantity of HP fuel for all operating engine modes. The HP pump is gear
driven and is fuel lubricated. Fuel from the LP fuel pump is forced through the fuel module assembly, and into
the HP pump. The flow of fuel to the suction chamber of the HP pump is controlled by the FPCV, in order to
control HP fuel output.
Fuel Pressure Control Valve (FPCV)

The FPCV is a variable position actuator installed on the suction side of the high-pressure pump and controls
the output fuel pressure. The Engine Control Module (ECM) sends a Pulse Width Modulated (PWM) signal to
control the FPCV. A 100% duty cycle PWM signal corresponds to minimum fuel pressure delivery, while a 0%
duty cycle PWM corresponds to maximum fuel pressure delivery.
Fuel Rail
The fuel rail is a HP fuel storage unit. The storage volume of the fuel rail is designed to reduce pressure pulses
caused by the HP pump and injectors, and to maintain constant fuel pressure even when large fuel quantities
are injected into the cylinders. Connection between the fuel rail and injectors are made through two individual
injection lines.
Fuel Rail Pressure (FRP) Sensor

The FRP sensor is a variable resistance sensor that monitors fuel pressure in the High Pressure (HP) fuel rail.
The FRP sensor is mounted in the front of the fuel rail, on the left side of the engine.
Rail Pressure Limiting Valve

The rail pressure limiting valve maintains fuel pressure inside the fuel rail below approximately 37,700 psi
(260,000 kPa). If HP fuel pump output exceeds specification the rail pressure limiting valve opens and fuel
flows into the fuel return line. With the pressure limiting valve open, fuel pressure in the high-pressure fuel rail
drops to approximately 15,950 psi (110,000 kPa).
Fuel Injectors
Navistar® N13 engines are equipped with electronically controlled fuel injectors. During engine operation,
injectors are supplied with high-pressure fuel, and the injector solenoid valves open up to three times per
combustion cycle. The injectors are positioned vertically in the center of the cylinder head and are held in place
by clamps. The seal between the injectors and the combustion chamber consists of a copper washer on the
tip of each injector.
Intake Air Heater System

Intake Air Heater System Components
Figure 1166 Intake Air Heater System

1. Intake Air Heater Fuel Igniter (IAHFI)
2. Intake Air Heater Fuel Solenoid (IAHFS) valve
3. Intake Air Heater Relay (IAHR)
Intake Air Heater Fuel Igniter (IAHFI)

The Intake Air Heater system rapidly activates the heater element, vaporizing and igniting small quantities of
fuel into the air intake duct.
Figure 1167 Intake Air Heater Fuel Igniter (partial cut away view)
1. Electrical connection
2. Insulation
3. IAHFI fuel line connection
4. Metering device
5. Vaporizer filter
6. Vaporizer tube
7. Heater element
8. Protective sleeve
The IAHFI has an internal fuel metering device, vaporizer filter, vaporizer tube, heater element, and a protective
sleeve. The protective sleeve has holes that allow enough air to pass through the IAHFI to enable fuel
vaporization and combustion.
The IAHFI is installed on the left front side of the engine, in the intake throttle duct.
Intake Air Heater Relay (IAHR)

The IAHR is installed on the left side of the engine at the rear of the Engine Control Module (ECM). The IAHR
provides voltage to the IAHFI, and is controlled by the ECM.
Intake Air Heater Fuel Solenoid (IAHFS) Valve

The IAHFS valve is installed on the left side of the engine and is controlled by the ECM. The IAHFS valve is
supplied with low-pressure fuel regulated from the fuel filter assembly.
When the ECM provides battery voltage to the IAHFS valve, the solenoid opens and allows fuel to flow to the
IAHFI through the IAHFI fuel line.
Intake Air Heater System Operation

The Intake Air Heater system operates only in temperatures lower than 10°C (50°F).
When the truck operator turns the ignition switch to ON, the wait-to-start lamp in the instrument cluster illuminates.
Based on the temperature readings from the Engine Coolant Temperature (ECT) sensors, the ECM activates
the IAHR heater element. The IAHR then energizes the IAHFI for approximately 35 seconds.
Once the IAHFI is heated to approximately 1000°C (1832°F), the wait-to-start lamp starts to flash and the
operator can crank the engine. When the engine is rotating, the IAHFS valve opens and allows fuel to enter the
IAHFI. Inside the IAHFI, fuel passes through the vaporizer tube. The vaporized fuel then mixes with in coming
air and ignites in contact with the heater element.
With the engine running, the IAHFI remains energized and fuel continues to be injected, and the wait-to-start
lamp continues to flash for a maximum of four minutes. When the wait-to-start lamp stops flashing, the IAHFI
and the IAHFS valve are deactivated. If the operator accelerates while the wait-to-start lamp is flashing, the
Intake Air Heater system will shutdown.
Engine Lubrication System

Oil Flow and Components
Figure 1168 Oil flow

1. Main Bearings 8. Dual Turbochargers 17. Oil Sump
2. Piston Cooling Jets 9. Oil Pressure Regulator 18. Engine Brake Assembly 1
3. Rear Geartrain 10. Oil Filter 19. Rocker Arm Assemblies
4. Front Geartrain 11. Oil Filter Bypass 20. Cam Bearings
5. Air Compressor 12. Oil Cooler 21. Connecting Rods
6. Engine Oil Temperature (EOT) 13. Engine Coolant
Sensor 14. Engine Brake Assembly 1
7. Engine Oil Pressure (EOP) 15. Oil Pump (Gerotor Pump)
Sensor 16. Oil Pickup Tube and Screen
Unfiltered oil is drawn from the oil pan through the pickup tube and front cover passage by the crankshaft driven
gerotor pump. Pressurized oil is moved through a vertical crankcase passage and into the oil module.
Inside the oil module, unfiltered oil flows through plates in the oil cooler heat exchanger. Engine coolant flows
around the plates to cool the surrounding oil. An oil return shutoff valve installed at the exit from the oil cooler
prevents oil from draining through the oil pump and back into the oil pan when the engine is stopped. If oil
pressure coming out of the oil pump is too high, a pressure relief valve allows excess oil to return through the
crankcase into the oil pan before entering the oil cooler.
Oil that exits the oil cooler flows through a return shutoff valve that prevents the oil from draining back into the
oil pan. From the return shutoff valve, oil enters the oil filter element and flows from the outside to the inside of
the filter element to remove debris. When the filter is restricted, an oil filter bypass valve opens and allows oil
to bypass the filter so engine lubrication is maintained. If oil pressure inside the oil filter element is too high, an
oil pressure relief valve, installed at the bottom of the oil filter element housing, allows the excess oil to return
to the oil pan.
After passing through the oil filter element, oil flow is directed to the cylinder head and crankcase.
Clean oil enters the cylinder head through an external flange elbow connected to the oil module. Inside the
cylinder head, oil flows through passages to lubricate the camshaft bearings, rocker arms, exhaust valve bridges,
and cylinder head intermediate gear.
Clean oil enters the crankcase from the oil module to lubricate the crankshaft, high-pressure pump, air
compressor, and intermediate gears. The crankshaft has cross-drillings that direct oil to the connecting rods.
Oil sprayer nozzles direct cooled oil to the bottom of the piston crowns.
The turbochargers are lubricated with filtered oil from an external supply tube that connects the oil filter module
to the center housing of each turbocharger. Oil drains back to the oil pan through the low and high-pressure
turbocharger oil return pipes connected to the crankcase.
A service oil drain valve, installed at the bottom of the filter element cavity, opens automatically when the filter
element is lifted for replacement, and allows the oil from the oil filter element cavity to drain into the oil pan.
Oil is also supplied to the Navistar® Engine Brake housings (under valve cover) through specially designed rocker
mounting bolts.
Oil Filter Module
Figure 1169 Oil module with crankcase oil separator assembly (inner and outer views)
1. Crankcase Oil Separator 6. Oil filter assembly 14. Oil out to crankcase
(CCOS) 7. Oil return from cylinder head 15. Regulator
2. CCOS vent outlet 8. Oil supply to cylinder head 16. Oil cooler outlet to crankcase
3. Crankcase Oil Separator Speed 9. Crankcase gas inlet 17. Sensor Tee-Fitting
(CCOSS) sensor 10. Oil cooler inlet 18. Engine Oil Pressure (EOP)
4. Filter cover 11. Oil supply from oil pump sensor
5. Engine Oil Temperature (EOT) 12. CCOS oil return
sensor 13. Oil module pressure relief port
The oil module contains a canister style filter, oil cooler, EOP and EOT sensors, a pressure relief valve, an oil
filter bypass valve, and an oil return shutoff valve. The oil module also collects, and directs crankcase emissions
to the CCOS. The oil that separates from the crankcase emissions is drained back into the oil pan through the
oil return port.
Remote Mounted Centrifugal Oil Filter (Optional)

The remote mounted centrifugal oil filter is used to remove particulates from engine oil, reducing wear and
extending engine oil change intervals. During operation, dirty oil enters the oil supply port to a regulator valve.
When engine oil pressure exceeds approximately 248 kPa (36 psi), the regulator valve opens, and oil enters the
centrifugal element through the center hollow spindle. Inside the element, centrifugal acceleration separates
contaminants from oil. Contaminants accumulate inside the serviceable filter element as a solid cake. Clean
oil exits through opposing twin nozzles that power the centrifuge and returns to the crankcase from the oil level
control base. Oil level is managed by the oil float. When the oil float raises, compressed air enters the system
to force oil back to the crankcase. When the oil float drops, the air supply port is closed.
Figure 1170 Remote Mounted Centrifugal Oil Filter

1. Serviceable filter element
2. Oil supply port (regulator valve)
3. Oil return port
4. Oil float
5. Air supply port (regulator valve)
Engine Cooling System

Cooling System Flow
Figure 1171 Cooling system flow

1. Cylinder Head 7. Radiator 14. Front Gear Cover
2. Exhaust Gas Recirculation 8. Deaeration Tank 15. Water Pump
(EGR) Cooler 9. Low Temperature Radiator (LTR) 16. Oil Cooler
3. Exhaust Gas Recirculation 10. Engine Coolant temperature 2 17. Cab Heater Core
(EGR) Valve (ECT2) Sensor 18. Road Draft tube Heater
4. Vent 11. Interstage Cooler (ISC) 19. Aftertreatment Fuel Injector
5. Engine Coolant Temperature 1 12. Bypass (AFI)
(ECT1) Sensor 13. Low Temperature Radiator (LTR) 20. Crankcase
6. Thermostats Thermostat 21. Air Compressor
The water pump is installed on the water distribution housing and draws coolant from the radiator through the
coolant inlet.
Navistar® N13 engines have no coolant passages between the crankcase and cylinder head through the cylinder
head gasket. This eliminates the possibility of coolant leaks at the cylinder head gasket. Coolant in and out of
the crankcase and cylinder head is directed through external passages. Coolant flows through the crankcase
and cylinder head from front to rear. This coolant flows around the cylinder liners and combustion chambers to
absorb heat from combustion.
Coolant exiting the crankcase and cylinder head at the rear of the engine is directed through an external coolant
pipe to the Exhaust Gas Recirculation (EGR) cooler. Coolant passes between the EGR cooler plates, travels
parallel to the exhaust flow, into the EGR cooler return manifold, and into the thermostat housing. A deaeration
port on top of the EGR cooler directs coolant and trapped air to the coolant deareation tank.
Coolant from the water pump also flows through the Interstage Cooler (ISC) to regulate charge air temperature.
Flow through the ISC is controlled by the Low-Temperature Radiator (LTR) Thermostat. Depending on the
coolant flow, LTR Thermostat sends coolant through the EGR Cooler, or bypass indirectly to the ISC, after going
through the LTR installed in front of the main coolant radiator. When charge air temperature is too low, CMV
bypasses the LTR and directs all the coolant through the Charge Air Cooler (CAC). When charge air temperature
increases, the CMV directs a percentage of coolant to the LTR before it enters the CAC to cool the charge air. If
the engine coolant temperature is too high, CMV sends all of the coolant flow through the LTR and through the
ISC to help cool the engine faster.
Coolant flow to the radiator is controlled by two thermostats. When the thermostats are closed, coolant flowing
out of the EGR cooler is directed through a bypass port inside the front cover into the water pump. When the
thermostats are open the bypass port is blocked, and coolant is directed from the engine into the radiator.
Coolant passes through the radiator and is cooled by air flowing through the radiator from ram air and operation
of the coolant fan. The coolant returns to the engine first through the transmission cooler, then through the
engine coolant inlet elbow.
The air compressor is cooled with coolant supplied by a hose from the left side of the crankcase. Coolant passes
through the air compressor cylinder head and returns through a coolant return line to the engine crankcase.
The oil module receives coolant from a passage in the crankcase. Coolant passes between the oil cooler plates
and returns back to the water pump suction passage.
The Diesel Exhaust Fluid Doser (DEFD) Valve and DEF Tank Heater Control (DEFTHC) Valve receive
coolant from a supply line running from the lower radiator hose. When DEF tank temperature is too low, the
Aftertreatment Control Module (ACM) commands the DEFTHV ON allowing coolant to pass through the DEF
tank heating coil. Coolant from the DEF tank heating coil and DEFDC then returns to the water pump inlet
through a coolant return line.
Thermostat Operation
Navistar® N13 engines are fitted with two thermostats in a common housing to ensure sufficient coolant flow in
all operating conditions. The thermostat housing is installed on top of the water distribution housing.
The thermostat housing assembly has two outlets. One directs coolant to the radiator when the engine is at
operating temperature. The second outlet directs coolant to the water pump until the engine reaches operating
temperature. The thermostats begin to open at approximately 83°C (181°F) and are fully open at 91°C (196°F).
When engine coolant is below approximately 83°C (181°F), the thermostats are closed, blocking coolant flow to
the radiator.
When coolant temperature reaches opening temperature, the thermostats open allowing some coolant to flow to
the radiator. When coolant temperature exceeds approximately 91°C (196°F), the lower seat blocks the bypass
port directing full coolant flow to the radiator.
Low-Temperature Radiator Operation

The Low-Temperature Radiator (LTR) is part of the cooling package and is installed in front of the engine radiator.
The LTR is used to cool a portion of the engine’s coolant to a lower temperature than the rest of the engine. This
lower temperature coolant is used to cool charge air in the Interstage Cooler mounted on the lower right side of
the engine. The coolant flow is controlled by the LTR Thermostat. The operation of the LTR is monitored by the
ECM with the Turbocharger 2 Compressor Inlet Temperature (TC2CIT) sensor and Engine Coolant Temperature
2 (ECT2) sensor.
The CCV has two separate solenoid actuated valves. The Coolant Mixer Valve (CMV) and the Coolant Flow
Valve (CFV) are part of the CCV assembly and cannot be serviced separately. The CMV and CFV solenoids
are controlled by two separate Pulse Width Modulated (PWM) signals from the Engine Control Module (ECM).
The PWM signal duty cycles vary between 0% and 100% depending on coolant and charge air temperature.
LTR Thermostat
The LTR Thermostat is a wax element thermostat in a housing with one inlet port and two outlet ports. During
cold engine operation (thermostat closed), coolant is directed to the ISC directly, through the bypass port. At
normal operating temperature (thermostat open), coolant is directed to the LTR first and then to the ISC. The
thermostat begins to open at 71°C (160°F) and is fully open at 86°C (187°F). The LTR thermostat is installed on
the water distribution housing on the right side of the engine.
Engine Brake System

Engine Brake Control System Components
Figure 1172 Engine brake control system components

1. Upper valve cover 6. Master piston roller assembly (3 9. Exhaust valve bridge
2. Injector harness connector each housing) 10. Valve cover base
3. Engine brake solenoid harness 7. Engine brake master piston 11. Engine brake housing assembly
connector lead (2) (within housing) (2)
4. Pass through harness 8. Engine brake solenoid (1 each 12. Engine brake slave piston
5. ECM E1 connector housing)
Engine Brake System Description

The Navistar® Engine Brake by Jacobs® braking system is standard equipment on the ProStar® and
optional equipment on the TranStar® and WorkStar® for Navistar®N13 engines. The braking system is a
hydro-mechanical device that mounts under the engine’s valve cover. It turns your power-producing diesel
engine into a power-absorbing air compressor.
Here’s how: when the driver releases the accelerator pedal, the forward momentum of the truck continues to
turn the drivetrain and engine. The pistons continue to move up and down. Once activated, the engine brake
opens the exhaust valves near the peak of the compression stroke, releasing the highly compressed air through
the exhaust systems. Little energy is returned to the piston, and as the cycle repeats, the energy of the truck’s
forward motion is now directed toward motoring the diesel engine, thus reducing the forward motion causing the
truck to slow down.
Engine Brake System Operation

The engine brake system consists of two hydraulic braking housings, activated using two Engine Control Module
(ECM) actuated brake solenoids, and an exhaust bridge (pin). The engine brake depends on engine oil for
operation; minimum oil temperature for retarder activation is approximately 40°C (104°F).
Engine brake operation is automatic after the operator turns it On using the On / Off switch. When the clutch is
engaged and the throttle is not depressed, the engine brake is automatically activated.
NOTE: The operator can select various engine brake retarding levels by pressing a HIGH/MEDIUM/LOW switch.
Activation occurs through the following steps:
1. Engine oil pressure fills the housing passages up to the solenoid.
2. Activation of the engine brake is communicated by the ECM using the J1939 Controller Area Network
(CAN) data link. When activated, the energized solenoid valve permits engine engine oil to flow under
pressure through the control valve to both the master piston and slave piston circuits.
3. Oil pressure causes the master piston roller assembly to move down, picking up the motion of the cam
(dedicated braking lobe) pushing the piston back into the housing creating high-pressure oil.
4. High-pressure oil flows back through the master piston, slave piston and control valve circuits.
5. The check ball in the control valve seats, trapping oil in the circuit creating a high-pressure link between
the slave piston and master piston.
6. Once the high-pressure link is created, the master piston follows the cam profile causing the slave piston
to move down, momentarily opening exhaust valve (single valve opening), while the engine piston is
near its top dead center position, releasing compressed cylinder air to the exhaust manifold.
7. Compressed air escapes to atmosphere completing compression braking cycle.
NOTE:
1. The Navistar® Engine Brake by Jacobs® will disengage during Anti-lock Brake System (ABS) braking.
2. Will interact with the vehicle cruise control for smooth operation during engine braking
3. Will interact with the Eaton UltraShift® Transmission for smooth up-shifts under fueling conditions
Electronic Control System

Electronic Control System Components
Navistar®N13 engines are equipped with two control modules, the Engine Control Module (ECM), and the
Aftertreatment Control Module (ACM).
Operation and Function

The ECM and ACM monitor and control engine and aftertreatment system operation to ensure maximum
performance and adherence to emissions standards. The ECM and ACM, perform the following functions:
• Provide reference voltage (VREF)
• Condition input signals
• Process and store control strategies
• Control actuators
Reference Voltage (VREF)

The ECM and ACM supply 5 volt VREF signals to various input sensors in the electronic control system. By
comparing the 5 volt VREF signal sent to the sensors with their respective returned signals, the ECM and ACM
determine pressures, positions, and other variables important to engine, aftertreatment, and vehicle functions.
Signal Conditioner
Signal conditioning circuitry in the ECM and ACM convert analog signals to digital signals, squares up sine wave
signals, and amplifies low intensity signals.
Microprocessor
The microprocessor, installed inside the ECM and ACM, process stored operating instructions (control strategies)
and value tables (calibration parameters). The microprocessor compares stored instructions and values with
conditioned input values to determine the correct strategy for all engine operations.
Diagnostic strategies are also programmed into the ECM and ACM. Some strategies monitor inputs continuously
and command the necessary outputs for correct performance of the engine and aftertreatment.
Diagnostic Trouble Codes

Diagnostic Trouble Codes (DTCs) are stored by the ECM if inputs or conditions do not comply with expected
values. Diagnostic fault codes are communicated using the Suspect Parameter Number (SPN) and Failure Mode
Indicator (FMI) identifiers, and are accessed using an electronic service tool with ServiceMaxx™ diagnostic
software or other J1939 and J1708 RP1210B compliant interface device.
Microprocessor Memory
The ECM and ACM microprocessors includes Read Only Memory (ROM) and Random Access Memory (RAM).
Read Only Memory (ROM)

ROM stores permanent information for calibration tables and operating strategies. Permanently stored
information cannot be changed or lost when the ignition switch is turned to OFF or when power to the control
modules is interrupted. ROM includes the following:
• Vehicle configuration, modes of operation, and options
• Engine Family Rating Code (EFRC)
• Engine warning and protection modes
Random Access Memory (RAM)

RAM stores temporary information for current engine conditions. Temporary information in RAM is lost when
the ignition switch is turned to OFF or power to control module is interrupted. RAM information includes the
following:
• Engine temperature
• Engine rpm
• Accelerator pedal position
Actuator Control
The Engine Control Module (ECM) and Aftertreatment Control Module (ACM) control actuators by applying a low
level signal (low-side driver) or a high level signal (high-side driver). When switched on, both drivers complete
a ground or power circuit to an actuator.
Actuators are controlled in one of the following ways, depending upon type of actuator:
• H-Bridge circuit (switchable high and low circuits)
• Pulse Width Modulated (PWM)
• Switched On or Off
Actuators
The ECM controls engine operation with the following:
• Fuel Injectors
• Exhaust Back Pressure Valve (EBPV)
• Exhaust Gas Recirculation (EGR) Valve
• Turbocharger 2 Wastegate Control (TC2WC)
• Intake Air Heater Relay (IAHR)
• Intake Air Heater Fuel Solenoid (IAHFS) valve
• Engine Throttle Valve (ETV)
• Fuel Pressure Control Valve (FPCV)
• Engine Compression Brake 1 and 2 (ECB1 and ECB2) Valves
• Engine Fan Control (EFC)
The ACM controls aftertreatment system operation with the following:
• Aftertreatment Fuel Shutoff Valve (AFTFSV)
• Aftertreatment Purge Air Valve (AFTPAV)
• Diesel Exhaust Fluid Supply Module Heater (DEFSMH)
• Diesel Exhaust Fluid Doser (DEFD) Valve
• Diesel Exhaust Fluid Line Heater (DEFLH) Relay
• Diesel Exhaust Fluid Pressure Line Heater (DEFPLH)
• Diesel Exhaust Fluid Return Line Heater (DEFRLH)
• Diesel Exhaust Fluid Reverting Valve (DEFRV)
• Diesel Exhaust Fluid Suction Line Heater (DEFSLH)
• Diesel Exhaust Fluid Supply Pump (DEFSP) and Temperature Sensor
• Diesel Exhaust Fluid Tank Heater Control (DEFTHC) Valve
• Diesel Exhaust Fluid Supply Module Heater (DEFSMHR) Relay
Exhaust Back Pressure Valve (EBPV) Control

The EBPV is controlled using the Air Control Valve (ACV) assembly. The ACV assembly contains the EBPV
control valve, and the Turbocharger 2 Turbine Wastegate Control (TC2WC) valve. Both are used by the ECM
to control Air Management System operation.
The EBPV regulates air pressure applied to the EBPV pneumatic actuator. The pneumatic cylinder actuates the
valve (in the exhaust system) in response to commands by the ECM. The ECM monitors the Turbocharger 1
Turbine Outlet Pressure (TC1TOP) sensor for proper EBPV operation.
The EBPV actuator is mounted on the right side of the engine, after the turbocharger exhaust connection.
Exhaust Gas Recirculation (EGR) Valve

The EGRV is mounted on the rear of the EGR cooler, on top of the engine. The EGRV assembly receives the
desired valve position from the ECM. The EGRV regulates the flow of exhaust gases through the EGR system.
Air Control Valve (ACV)

The ACV contains solenoids used for control of the High Pressure (HP) turbocharger wastegate and EBPV.
ACV solenoids are controlled through pulse width modulated signals sent by the ECM.
The ACV is installed on the front of the engine, just above the water pump.
Intake Air Heater Relay (IAHR)

The Intake Air Heater system warms incoming air supply up to four minutes for cold engine emissions reduction.
The Engine Control Module (ECM) is programmed to energize the Intake Air Heater Fuel Igniter (IAHFI) heater
element through the Intake Air Heater Relay (IAHR) while monitoring engine coolant temperature, air inlet
temperature, engine oil temperature, and atmospheric pressure.
The IAHR delivers battery voltage to the heater element for a set time, depending on engine coolant temperature
and altitude. The ground circuit is supplied from the battery ground. The relay is controlled by switching on a
voltage source from the ECM, and is installed to the rear of the ECM.
Intake Air Heater Fuel Solenoid (IAHFS) Valve

The IAHFS valve controls fuel flow to the IAHFI during Intake Air Heater operation.
When Intake Air Heater is required, the ECM provides voltage to open the IAHFS valve.
The IAHFS valve is mounted on the ECM bracket, on the top left side of the engine.
Engine Throttle Valve (ETV)

The ETV controls the flow of fresh air (boosted and cooled) into the engine's air intake path through the Charge
Air Cooler (CAC) to help heat the exhaust aftertreatment during regeneration, and to when heavy Exhaust Gas
Recirculation (EGR) is requested. The ECM controls the position of the ETV motor using an H-Bridge circuit.
The ECM can switch PWR and GND between the valve motor wires. This allows the ECM to move the motor
forward and back to properly position the valve.
The ETV is mounted to the intake throttle duct, on the top left side of the engine.
Fuel Pressure Control Valve (FPCV)

The FPCV is a variable position actuator that controls fuel flow to the suction side of the high-pressure fuel pump.
The FPCV changes valve position through pulse width modulated signals from the ECM.
The FPCV is mounted on the upper side of the high-pressure pump. The FPCV can be serviced separately from
the pump in case of a failure.
Aftertreatment Fuel Shutoff Valve (AFTFSV)

The AFTFSV is used to control fuel flow to the Aftertreatment Fuel Injector (AFTFI). The AFTFSV is controlled
through an On-Off signal sent by the Aftertreatment Control Module (ACM). The AFTFSV is installed in the AFT
fuel doser module, located to the rear of the fuel filter assembly, on the left side of the engine.
Aftertreatment Purge Air Valve (AFTPAV)

The AFTPAV is used to purge the AFTFI of fuel after active regeneration of the aftertreatment system. When
purging is needed, the Aftertreatment Control Module (ACM) commands the AFTPAV ON, and AFTFI open.
This allows pressurized air from the vehicle air tanks, to flow through the AFTPAV, AFT fuel doser module, and
out the AFTFI.
The AFTPAV is mounted on the left side of the engine, behind the AFT fuel doser module.
Diesel Exhaust Fluid Supply Module Heater (DEFSMH)

The DEFSMH is used to maintain proper DEF temperature in the DEF supply module.
The ACM is programmed to energize the DEFSMH through the Diesel Exhaust Fluid Supply Module Heater
Relay (DESMHR) when DEF supply module temperature is too low.
Diesel Exhaust Fluid Doser (DEFD) Valve

The DEFD Valve is a solenoid assembly controlled by the Aftertreatment Control Module (ACM). When the ACM
commands DEF dosing, it opens the doser valve and allows DEF to be sprayed into the exhaust stream.
Diesel Exhaust Fluid Line Heater(DEFLH) Relay

The DEF line heaters are used to maintain proper DEF temperature to avoid DEF freezing. When DEF
temperature is too low. The ACM commands the DEFLHR ON, sending power to the DEF line heaters.
The DEFLH Relay is installed in the Aftertreatment Power Distribution Module (PDM), near the DEF tank.
Diesel Exhaust Fluid Pressure Line Heater (DEFPLH)

The DEFPLH is used to maintain proper DEF temperature in the DEF supply module pressure line.
The DEFPLH is wrapped around the pressure line between the DEF supply module and DEFDV.
Diesel Exhaust Fluid Return Line Heater (DEFRLH)

The DEFRLH is used to maintain proper DEF temperature in the DEF supply module return line.
The DEFRLH is wrapped around the return line between the DEF supply module and DEF tank.
Diesel Exhaust Fluid Return Valve (DEFRV)

The DEFRV is switched On or Off by the ACM.
The DEFRV regulates the flow of DEF in the DEF supply module. When purging is needed, the ACM will turn
the DEFRV ON, and returns DEF in the lines to the tank.
The DEFRV is part of the DEF supply module, and is not serviceable individually.
Diesel Exhaust Fluid Suction Line Heater (DEFSLH)

The DEFSLH is used to maintain proper DEF temperature in the DEF supply module suction line.
The DEFSLH is wrapped around the suction line between the DEF supply module and DEF tank.
Diesel Exhaust Fluid Supply Pump (DEFSP) and Temperature Sensor

The DEFSP is controlled using a Pulse Width Modulated (PWM) signal from the ACM.
The DEF supply module has an internal temperature sensor used to monitor DEFSP temperature.
The DEFSP is part of the DEF supply module, and is not serviceable individually.
Diesel Exhaust Fluid Tank Heater Control (DEFTHC) Valve

The DEFTHC Valve controls coolant flow to the DEF tank. When DEF temperature is low, the ACM commands
the DEFTHC Valve open, allowing coolant flow to warm the DEF tank.
The DEFTHC Valve is typically mounted to the vehicle frame.
Diesel Exhaust Fluid Supply Module Heater (DEFSMH) Relay

The DEFSMH Relay aids in defrosting the DEF supply module. When DEF temperature is too low, the ACM
energizes the heater element inside the DEF supply module through the DEFSMH Relay.
Engine and Vehicle Sensors

Thermistor Sensors
Figure 1173 Thermistor

A thermistor sensor changes electrical resistance with changes in temperature. As temperature changes at the
thermistor, voltage at the ECM or ACM will change accordingly. Thermistors work with the control module to
produce a voltage signal proportional to temperature values.
A thermistor sensor has two electrical connectors, signal return and ground. The output of a thermistor sensor
is a non-linear analog signal.
Thermistor type sensors include the following:
• Aftertreatment temperature sensors
• Engine coolant temp sensors
• Engine Oil Temperature (EOT) sensor
• Turbocharger 2 Compressor Inlet Temperature (TC2CIT) Sensor
• Charge Air Cooler Outlet Temperature (CACOT) sensor
• Intake Manifold Temperature (IMT) sensor
• EGR Gas Temperature (EGRGT) sensor
• Ambient Air Temperature (AAT) sensor
Aftertreatment Temperature Sensors

Temperature sensors used in the Aftertreatment System include the following:
• Diesel Exhaust Fluid Tank Temperature (DEFTT) sensor
• DOC / DPF temperature sensor module
• Diesel Oxidation Catalyst Intake Temperature (DOCIT) sensor
• Diesel Particulate Filter Intake Temperature (DPFIT) sensor
• Diesel Particulate Filter Outlet Temperature (DPFOT) sensor
• SCR temperature sensor module
• Selective Catalyst Reduction Intake Temperature (SCRIT) sensor
• Selective Catalyst Reduction Outlet Temperature (SCROT) sensor
Diesel Exhaust Fluid Tank Level and Temperature (DEFTLT) Sensor Module
The DEFTLT sensor module is a combination sensor that monitors DEF tank level and temperature, and
communicates to the Aftertreatment Control Module (ACM) through private J1939 Controller Area Network
(CAN) communication.
The DEFTLT sensor module is installed inside the DEF tank.
Diesel Oxidation Catalyst (DOC) / Diesel Particulate Filter (DPF) Temperature Sensor Module
The DOC / DPF temperature sensor module monitors aftertreatment DPF and DOC temperature. The DOC
/ DPF temperature sensor module monitors signals from the DOC Intake Temperature (DOCIT), DPF Intake
Temperature (DPFIT), and DPF Outlet Temperature (DPFOT) sensors, and communicates these signals to the
Aftertreatment Control Module (ACM) through private J1939 Controller Area Network (CAN) communication.
The DOCIT, DPFIT, and DPFOT sensors are not serviceable individually, and are part of the DOC / DPF
Selective Catalyst Reduction (SCR) Temperature Sensor Module

The SCR temperature sensor module monitors aftertreatment SCR catalyst temperature. The SCR temperature
sensor module monitors signals from the SCR Intake Temperature (SCRIT) sensor, and SCR Outlet Temperature
(SCROT) sensor, and communicates these signals to the ACM through private J1939 Controller Area Network
(CAN) communication.
The SCRIT sensor and SCROT sensor are not serviceable individually, and are part of the SCR temperature
sensor module.
Engine Coolant Temperature (ECT) Sensors

The ECT1 and ECT2 sensors are thermistor-type sensors that detect engine coolant temperature.
The ECT1 signal is monitored by the ECM for operation of the instrument panel temperature gauge, coolant
temperature compensation, EGR system control, optional Engine Warning Protection System (EWPS), and the
wait to start lamp. The ECM uses ECT1 sensor input as a backup, if EOT sensor values are out of range.
The ECT2 signal is used by the ECM to monitor the Low Temperature Radiator (LTR) and Interstage Cooler
(ISC) performance.
The ECT1 sensor is installed in the underside of the EGR coolant crossover manifold, at the back of the engine.
The ECT2 sensor is installed in the radiator thermostat housing, on the right side of the engine.
Engine Oil Temperature (EOT) Sensor

The EOT sensor is a thermistor sensor that detects engine oil temperature. The EOT sensor is installed in the
side oil module flange, behind the oil filter cover, on the right side of the engine.
Turbocharger 2 Compressor Intake Sensor (TC2CIS)

The TC2CIS sensor includes a thermistor sensor that monitors the temperature of charge air entering the High
Pressure (HP) turbocharger. This sensor also monitors boost pressure for the Low Pressure (LP) turbocharger.
The TC2CIS sensor is monitored by the Engine Control Module (ECM), and is used for calculating fuel delivery
and controlling turbocharger wastegate operation.
The TC2CIS is installed in the piping between the LP compressor outlet and the HP compressor inlet.
Charge Air Cooler Outlet Temp (CACOT) Sensor

The CACOT sensor is a thermistor sensor that monitors the temperature of charge air entering the intake air
duct.
The CACOT signal is monitored by the ECM.
The CACOT sensor is installed on the intake air duct, before the Engine Throttle Valve (ETV).
Intake Manifold Temperature (IMT) Sensor

The IMT sensor is a thermistor sensor that monitors temperature.
The IMT sensor is installed in the intake side of the cylinder head, on the left side of the engine.
Exhaust Gas Recirculation Temperature (EGRT) Sensor

The EGRT sensor is a thermistor sensor that detects the exhaust gas temperature exiting the EGR cooler.
The EGRT signal is monitored by the ECM.
The EGRT sensor is installed in the EGR cooler outlet manifold, at the front of the engine.
Ambient Air Temperature (AAT) Sensor

The AAT sensor is a thermistor sensor that detects the temperature of ambient air.
The AAT signal is monitored by the ECM.
The AAT sensor is installed in various places depending on the vehicle.
Variable Capacitance Sensors
Figure 1174 Variable capacitance sensor example
Variable capacitance sensors measure pressure. The pressure measured is applied to a ceramic material. The
pressure forces the ceramic material closer to a thin metal disk. This action changes the capacitance of the
sensor.
The sensor is connected to the control module through the VREF, signal, and signal ground wires.
The sensor receives the VREF and returns an analog signal voltage to the Engine Control Module (ECM) or
Aftertreatment Control Module (ACM). The ECM or ACM compares the voltage with pre-programmed values to
determine pressure.
Variable capacitance sensors include the following:
• Aftertreatment Fuel Pressure (AFTFP)
• Diesel Exhaust Fluid Line Pressure Absolute (DEFLPA) Sensor
• Diesel Particulate Filter Differential Pressure (DPFDP)/Diesel Particulate Filter Outlet Pressure (DPFOP)
sensor
• Fuel Delivery Pressure (FDP) sensor
• Engine Oil Pressure (EOP) sensor
• Fuel Rail Pressure (FRP) sensor
• Intake Manifold Pressure (IMP) sensor
• Turbocharger 1 Turbine Outlet Pressure (TC1TOP) sensor
Aftertreatment Fuel Pressure (AFTFP) Sensor

The AFTFP sensor is a variable capacitance sensor that the ACM uses to monitor fuel pressure into the
The AFTFP sensor is installed in the AFT fuel doser module, to the rear of the fuel filter assembly.
Diesel Exhaust Fluid Line Pressure Absolute (DEFLPA) Sensor

The DEFLPA sensor is a variable capacitance sensor that measures DEF pressure from the DEF Supply Pump
(DEFSP).
The DEFLPA sensor provides feedback to the ACM for the DEF dosing system.
The DEFLPA sensor is not serviceable individually and is part of the DEF supply module.
Diesel Particulate Filter Differential Pressure (DPFDP)/Diesel Particulate Filter Outlet Pressure (DPFOP)
sensor
The DPFDP/DPFOP outlet pressure sensor provides a feedback signal to the ACM indicating the pressure
difference between the inlet and outlet of the DPF. The DPFDP/DPFOP sensor also has an individual signal for
the outlet pressure of the DPF.
The DPFDP/DPFOP outlet pressure sensor is a differential pressure sensor with two tap-offs installed at the
DPF. A tap-off is installed before and after the DPF.
Fuel Delivery Pressure (FDP) Sensor

The FDP sensor is a variable capacitance sensor that measures fuel supply pressure.
The FDP sensor provides feedback to the ECM for the low-pressure fuel system.
The FDP sensor is installed in the front of the fuel filter assembly on the left side of the engine.
Engine Oil Pressure (EOP) Sensor

The EOP sensor is a variable capacitance sensor that detects engine oil pressure.
The EOP signal is monitored by the ECM for operation of the instrument panel pressure gauge and optional
Engine Warning and Protection System (EWPS).
The EOP sensor is installed in the oil module, on the right side of the engine.
Fuel Rail Pressure (FRP) Sensor

The FRP sensor is a variable capacitance sensor that monitors fuel pressure in the high-pressure fuel rail.
The FRP sensor measures fuel pressure just before injection.
The FRP sensor is mounted in the front of the fuel rail on the left side of the engine.
Intake Manifold Pressure (IMP) Sensor

The IMP sensor is a variable capacitance sensor that monitors the pressure of charge air entering the intake air
duct.
The IMP signal is monitored by the ECM for control of the EGR system and turbocharger wastegates.
The IMP sensor is installed in the intake air duct, after the Engine Throttle Valve (ETV).
Turbocharger 1 Turbine Outlet Pressure (TC1TOP)

The TC1TOP sensor is a variable capacitance sensor that monitors exhaust back pressure.
The sensor measures back pressure in the exhaust system. A tap for the TC1TOP is installed in the exhaust,
between the low-pressure turbocharger and Exhaust Back Pressure Valve (EBPV).
The TC1TOP sensor is installed on the sensing tube connected to the exhaust on the right side of the engine.
Magnetic Pickup Sensors
Figure 1175 Magnetic pickup sensor examples
A magnetic pickup sensor contains a permanent magnet core that is surrounded by a coil of wire. The sensor
generates a voltage signal through the collapse of a magnetic field created by a moving metal trigger. The
movement of the trigger then creates Alternate Current (AC) voltage in the sensor coil.
Magnetic pickup sensors used include the following:
• Crankshaft Position (CKP) sensor
• Camshaft Position (CMP) sensor
• Transmission Output Shaft Speed (TOSS)
• Crankcase Oil Separator Speed (CCOSS) Sensor
Crankshaft Position (CKP) Sensor

The CKP sensor is a magnetic pickup sensor that indicates crankshaft speed and position.
The CKP sensor sends a pulsed signal to the Engine Control Module (ECM) as the crankshaft turns. The CKP
sensor reacts to holes drilled into the flywheel adjacent to the ring gear. For crankshaft position reference, teeth
59 and 60 are missing. By comparing the CKP signal with the CMP signal, the ECM calculates engine rpm and
timing requirements.
The CKP sensor is installed in the top left of the flywheel housing.
Camshaft Position (CMP) Sensor

The CMP sensor is a magnetic pickup sensor that indicates camshaft speed and position.
The CMP sensor sends a pulsed signal to the ECM as a toothed wheel on the camshaft rotates past the CMP
sensor. The ECM calculates camshaft speed and position from CMP signal frequency.
The CMP sensor is installed in the left rear of the cylinder head.
Transmission Output Shaft Speed (TOSS)

The TOSS provides the ECM with transmission tail shaft speed by sensing the rotation of a 16-tooth gear on
the rear of the transmission. The detected sine wave signal (AC) received by the ECM, is used with tire size
and axle ratio to calculate vehicle speed. The TOSS is installed on the left side of the transmission housing for
automatic transmissions, or at rear of the transmission housing for manual transmissions.
Crankcase Oil Separator Speed (CCOSS) sensor

The CCOSS sensor sends the ECM information about the speed of the crankcase oil separator internal
components. The detected sine wave signal (AC) received by the ECM is used to monitor operation of the
centrifugal oil separator, installed inside the breather assembly on the engine oil filter assembly.
Potentiometer Sensors
Figure 1176 Potentiometer example
A potentiometer is a variable voltage divider that senses the position of a mechanical component. A reference
voltage is applied to one end of the potentiometer. Mechanical rotary or linear motion moves the wiper along
the resistance material, changing voltage at each point along the resistive material. Voltage is proportional to
the amount of mechanical movement.
The engine has two potentiometers, both contained in the Accelerator Pedal Position (APP) Sensor.
Accelerator Pedal Position (APP)

The APP provides the ECM with a dual feedback signal (dual linear analog voltages) that indicate the operator's
demand for power. The APP contains two potentiometers, and provides two individual signals (APP1 and APP2)
to the ECM. The APP is installed in the cab on the accelerator pedal assembly.
Switches
Figure 1177 Switch example
Switch sensors indicate position, level, or status. They operate open or closed, regulating the flow of current. A
switch sensor can be a voltage input switch or a grounding switch. A voltage input switch supplies the control
module with a voltage when it is closed. A grounding switch grounds the circuit when closed, causing a zero
voltage signal. Grounding switches are usually installed in series with a current limiting resistor.
Switches include the following:
• Driveline Disengagement Switch (DDS)
• Engine Coolant Level (ECL)
Driveline Disengagement Switch (DDS)

The DDS determines if a vehicle is in gear. For manual transmissions, the clutch switch serves as the DDS.
For automatic transmissions, the neutral indicator switch functions as the DDS. The DDS signal is sent to the
Body Controller (BC) and transmitted on the Public J1939 Controller Area Network (CAN) datalink to the engine
ECM for manual transmissions. The Transmission Control Module (TCM) sends the DDS signal over the Public
J1939 CAN for automatic transmissions.
Engine Coolant Level (ECL) Switch

The ECL switch is part of the Engine Warning and Protection System (EWPS). The ECL switch is installed on
the deaeration tank. When the magnetic switch is open, the tank is considered full of coolant.
If engine coolant is low, the switch closes and the red ENGINE lamp on the instrument panel is illuminated.
Oil Level Sensor (OLS)

The OLS is part of the EWPS. The OLS is installed in the engine oil pan. The OLS measures the volume of oil
in the oil pan and broadcast the percentage volume over J1939 Controller Area Network (CAN).
If the level of engine engine oil is low, the red ENGINE lamp on the instrument panel is illuminated.
Additional Sensors
Engine Oil Level (EOL) Sensor
The EOL sensor is part of the EWPS. The EOL sensor is installed in the engine oil pan. The EOL sensor
measures the level of engine engine oil in the oil pan and returns its signal to the ECM. If the level of engine
engine oil is low, the red ENGINE lamp on the instrument panel is illuminated.
Nitrogen Oxides (NOx) IN Sensor Module

The Nitrogen Oxides (NOx) IN sensor module is a smart device used to measure the NOx emissions at the intake
of the aftertreatment system. The NOx IN sensor module performs internal diagnostics and reports malfunctions
back to the ACM using the J1939 CAN data link.
The NOx IN sensor is not serviceable individually, and is part of the NOx IN sensor module.
Nitrogen Oxides (NOx) OUT Sensor Module

The Nitrogen Oxides (NOx) OUT sensor module is a smart device used to measure NOx emissions at the outlet
of the SCR catalyst. The NOx OUT sensor module performs internal diagnostics and reports malfunctions back
to the ACM using the J1939 CAN data link.
The NOx OUT sensor is permanently attached to the NOx control module. They are not serviceable
independently and it is a single component.
Oxygen Sensor (O2S)

The O2S monitors oxygen levels in the exhaust.
O2S input is used by the ECM to control EGR flow to a specified ratio by monitoring the level of unused oxygen
in the exhaust stream.
The O2S compares oxygen levels in the exhaust stream with oxygen levels in the outside air. The sensor
generates an analog voltage and is monitored by the ECM. The level of voltage generated by the O2S
corresponds to the oxygen levels in the exhaust stream.
The O2S is installed in the turbocharger exhaust pipe, after the Exhaust Back Pressure Valve (EBPV).
Heavy Duty On Board Diagnostics (HD-OBD)

Overview
The Environmental Protection Agency (EPA) and Air Research Board (ARB) has added new regulations for
2010 to reduce heavy duty vehicle emissions. The HD-OBD system is designed specifically for electronically
controlled heavy duty engines. The goal for HD-OBD regulation is to keep engine emissions within specification
for as long as a given vehicle is in use.
HD-OBD is legislated to be implemented in the three following phases:
• 2010: First engine for each Original Equipment Manufacturer (OEM) becomes fully certified.
• 2013: One engine in each engine family becomes fully certified.
• 2016: All engines must be fully HD-OBD certified.
The HD-OBD system continuously monitors for proper engine operation, and will alert the vehicle operator
to emission-related faults using the Malfunction Indicator Lamp (MIL). The MIL is installed in the Electronic
Instrument Cluster. When a detected emissions fault occurs, the MIL will be illuminated. Diagnostic information
is also stored in the Engine Control Module (ECM), and may be accessed by the technician for diagnosis and
repair of the malfunction. Diagnostic information is accessed by connecting the Electronic Service Tool (EST)
to the in-cab Vehicle Diagnostic Connector.
7 ENGINE AND VEHICLE FEATURES 2545
Table of Contents
Standard Electronic Control Features. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2547

Aftertreatment (AFT) System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2547
Cold Ambient Protection (CAP). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2547
Coolant Temperature Compensation (CTC). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2547
Data Plate........................... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2547
Electronic Speedometer and Tachometer. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2548
Engine Crank Inhibit (ECI). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2548
Engine Electronic Governor Control. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2548
Engine Fan Control (EFC). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2548
Event Logging System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2548
Fast Idle Advance. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2548
Intake Air Heater Assist. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2549
IST (Idle Shutdown Timer) System (Clean Low Idle). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2549
IST (Idle Shutdown Timer) System (Federal - Optional). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2549
J1939 Datalink . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2550
Password Protection. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2551
Service Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2551
Trip Reporting. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2551
Vehicle Setup. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2551
Optional Electronic Control Features. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2551

Cruise Control. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2551
Driver Reward. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2551
Navistar® Engine Brake. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2552
Engine Warning Protection System (EWPS). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2552
Gear Down Protection (GDP). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2552
Idle Shutdown Timer (IST). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2552
Progressive Shift.................. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2553
Power Take Off (PTO) - In Cab. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2553
Power Take Off (PTO) - Remote. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2553
Service Interval. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2554
Traction Control. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2554
Up-Shift Indicator. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2554
Road Speed Limiter............... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2554
2546 7 ENGINE AND VEHICLE FEATURES
Standard Electronic Control Features

NOTE: For additional feature operation, and parameter information, use the Navistar® 13 Engine Feature
Documentation found on the Body Builder Website Link within Navistar® Service Portal. This includes parameter
details of description, possible values, whether or not it is customer programmable, and recommended settings.
Aftertreatment (AFT) System
The AFT system, part of the larger exhaust system, processes engine exhaust so that it meets tailpipe emission
requirements. The AFT system traps particulate matter (soot) and prevents it from leaving the tailpipe. The
trapped particulate matter is then rendered to ash by heating the exhaust and injecting fuel through a process
called regeneration. Regeneration reduces the frequency of AFT system maintenance without adversely
affecting emissions.
For additional information, see Aftertreatment (AFT) System in the “Engine Systems” section of this manual.
Cold Ambient Protection (CAP)

CAP protects the engine from damage caused by prolonged idle at no load condition during cold weather.
CAP maintains engine coolant temperature by increasing engine rpm. CAP also improves cab warm-up.
CAP is standard on trucks without an Idle Shutdown Timer (IST).
Coolant Temperature Compensation (CTC)

NOTE: CTC is disabled in emergency vehicles and school buses that require 100 percent power on demand.
CTC reduces fuel delivery if the engine coolant temperature is above cooling system specifications.
Before standard engine warning or optional warning/protection systems engage, the ECM begins reducing fuel
delivery when engine coolant temperature reaches approximately 107°C (225°F). A rapid fuel reduction of 15
percent is achieved when engine coolant temperature reaches approximately 110°C (230°F).
Data Plate
The ECM stores data to help identify the vehicle and engine components. The data plate feature is used to
display text data descriptions in order to assist with reports and make data tracking easier.
The parameters associated with this feature only need to be modified when a related component is replaced,
and can only be updated through your authorized dealer.
Electronic Speedometer and Tachometer

The engine control system calibrates vehicle speed up to 157 pulses per mile. The calculated vehicle speed is a
function of transmission tail shaft speed, number of teeth on the tail shaft, rear axle ratio, and tire revolutions per
mile. Use the Electronic Service Tool (EST) with ServiceMaxx™ software to program new speed calibrations
into the ECM.
The tachometer signal is generated by the ECM by computing the signals from the Camshaft Position (CMP)
sensor and the Crankshaft Position (CKP) sensor. The calculated engine speed is then sent to the instrument
cluster through the J1939 CAN Data Link.
Engine Crank Inhibit (ECI)

The ECI will not allow the starting motor to engage when the engine is running and the drivetrain is engaged.
The ECI will not allow the starting motor to engage with the engine running if the key is turned to START while
the clutch pedal is pressed.
Engine Electronic Governor Control

The governor controls engine rpm within a safe and stable operating range.
The low idle governor prevents engine rpm from dropping below a stable speed to prevent stalling when various
loads are demanded on the engine.
The high idle governor prevents engine rpm from going above a safe speed that would cause engine damage.
Engine Fan Control (EFC)

The engine fan control feature is designed to allow configuration of the engine for various fan control features
on a particular vehicle application.
The primary purpose of the engine fan is to allow the engine to run at its regulated operating temperature
increasing engine performance. It is also used to assist in cooling the refrigerant in the A/C condenser. Factory
set parameters within the ECM provide engine fan control based on the fan type installed in the vehicle. Choosing
whether the fan is engaged during engine speed control, commonly referred to as PTO, operation is a customer
programmable parameter. For additional information, see EFC (Engine Fan Control) in the “Electronic Control
Systems Diagnostics” section of this manual.
Event Logging System

The event logging system records vehicle operation above the maximum speed setting (overspeed) and engine
operation above maximum rpm (overspeed), coolant temperature out of operational range, low coolant level, or
low oil pressure. The readings for the odometer and hourmeter are stored in the ECM memory at the time of an
event and can be retrieved using the EST.
Fast Idle Advance

The ECM monitors the Engine Coolant Temperature (ECT) sensor. If the engine coolant temperature is below
10 °C (50 °F), the ECM activates the fast idle advance.
Fast idle advance increases engine idle speed to 700 rpm for a period of up to 100 seconds to assist in faster
warm-up to operating temperature. This occurs by the ECM monitoring the engine coolant temperature and
adjusting the fuel injector operation accordingly.
Low idle speed is resumed when engine coolant temperature reaches temperatures above 10 °C (50 °F), or the
100 second period times out.
Intake Air Heater Assist

The Intake Air Heater (IAH) feature improves engine start-up in cold weather. The Engine Control Module
(ECM) controls the IAH Relay and monitors the Engine Temperature sensors. When the key is turned to the
ON position, the ECM monitors the sensors. If a sensor is below 11°C (52°F), the ECM enables the IAHR. The
IAHR energizes the IAH Fuel Igniter (IAHFI). When the IAHFI reaches the proper operating temperature, the
wait to start lamp flashes. As the engine is cranked, the ECM energizes the IAH Fuel Solenoid (IAHFS) valve,
introducing fuel into the IAHFI, which ignites and warms the air being drawn into the engine. Do not accelerate
the engine until the wait to start lamp goes out.
For additional information, see Intake Air Heater System in the “Engine Systems” section of this manual.
IST (Idle Shutdown Timer) System (Clean Low Idle)
IST (Clean Low Idle)

The Idle Shutdown Timer (IST) ("Clean Low Idle") allows the ECM to shut down the engine during extended idle.
When parking brake is set, the idle time can be programmed up to 5 minutes. When parking brake is released,
the idle time can be programmed up to 15 minutes. During service, the idle time can be programmed up to 60
minutes. The ECM deactivates the IST when the PTO is active.
Thirty seconds before engine shutdown, the IST engine lamp illuminates. This continues until the engine shuts
down or the low idle shutdown timer is reset. Idle time is measured from the last clutch or APP. The engine must
be out of gear for the IST to work. Engine shutdown time resets for one or more of the following conditions:
• Engine speed is not at idle speed.
• Vehicle movement or a Transmission Output Shaft Speed (TOSS) fault is detected.
• DPF Regeneration is enabled (Any REGEN State).
• Accelerator pedal movement or an Accelerator Pedal Position (APP) fault is detected.
• Engine coolant operating temperature is below 16 °C (60 °F).
• Brake pedal movement or a brake switch fault is detected.
• Parking brake transition is detected.
• Clutch pedal is pressed or clutch pedal switch fault is detected (manual transmissions, if equipped with a
clutch switch).
• Shift selector is moved from neutral (automatic transmissions).
• If the IST is enabled, the CAP will not function.
IST (Idle Shutdown Timer) System (Federal - Optional)
IST (Federal - Optional) Sensor Circuit Operation

The optional Idle Shutdown Timer (IST) allows the ECM to shut down the engine during extended idle. Idle
time can be programmed from 5 to 120 minutes. The ECM can be programmed to deactivate the IST when the
Power Takeoff (PTO) is active.
• Engine speed is not at idle speed (600 rpm).
• Vehicle movement or a Vehicle Speed Sensor (VSS) fault is detected.

• Manual DPF Regeneration is enabled.
• Accelerator pedal movement or an Accelerator Pedal Position (APP) fault is detected.
• Engine coolant operating temperature is below 60 °C (140 °F).
• Ambient temperature below 16° C (60 °F) or above 44 °C (110 °F).
• Brake pedal movement or a brake switch fault is detected.
• Parking brake transition is detected.
• Clutch pedal is pressed or clutch pedal switch fault is detected (manual transmissions, if equipped with a
clutch switch).
• Shift selector is moved from neutral (automatic transmissions).
• If the IST is enabled, the CAP will not function.
J1939 Datalink
The vehicle is equipped with an SAE standard J1939 CAN datalink:
• The J1939 datalink is used for diagnostics and calibration communications for the Engine Control Module
(ECM and ACM).
• The J1939 datalink is used for communications between the ECM, Electronic Gauge Cluster (EGC), and
Body Controller (BC).
The J1939 datalink is accessed through the cab diagnostic connector pins C and D. The datalink provides
communication between the ECM and the Electronic Service Tool (EST).
The J1939 datalink supports:
• Transmission of engine parameter data
• Transmission and clearing of Diagnostic Trouble Codes (DTCs)
• Diagnostics and troubleshooting
• Programming engine and vehicle features
• Programming calibrations and strategies
• Inter-module communications between the:
• Engine Control Module (ECM)
• Body Controller (BC)
• Electronic Gauge Cluster (EGC)
• Automatic Transmission Controller
• Electronic Service Tool (EST)
For additional information, see J1939 Datalink in the “Electronic Control Systems Diagnostics” section in this
manual.
Password Protection
The ECM allows the vehicle to be configured to help the owner optimize fuel economy and reliability. The
password protection feature provides protection to prevent unauthorized users from changing parameter values
in the ECM. With the password set, the service tool will prompt for the current password and will not allow any
parameter to be changed until that password is entered. The password parameter is customer programmable.
Service Diagnostics
The EST provides diagnostic information using the J1939 Controller Area Network (CAN) datalink.
Faults from sensors, actuators, electronic components, and engine systems are detected by the ECM. The faults
are accessed by the EST through the Diagnostic Connector, and are displayed as Diagnostic Trouble Codes
(DTCs) on the EST. Effective engine diagnostics require and rely on DTCs.
Trip Reporting
The trip reporting feature is designed to monitor, collect, and store engine related operational information. This
information can be downloaded and organized into useful reports using a service tool. Trip reporting operational
data is recorded in two ways; non-resettable cumulative data, which consists of running totals, and resettable
trip data, which consists of data collected since the last trip reset.
Vehicle Setup
The vehicle setup feature consists of various parameters within the ECM, which are based on the vehicle
configuration. Most parameters are pre-programmed by the original equipment manufacturer (OEM) and will
not require any adjustment for the life of the vehicle.
Optional Electronic Control Features

NOTE: For additional feature operation, and parameter information, use the Navistar® N13 Engine Feature
Documentation found on the Body Builder Website Link within Navistar® Service Portal. This includes parameter
details of description, possible values, whether or not it is customer programmable, and recommended settings.
Cruise Control
Cruise Control is a well-known feature that offers driving comfort by providing a method for an operator to set and
maintain a constant vehicle speed without using the accelerator pedal. It is especially useful when the operator
is required to drive on highways at a constant speed for many miles.
This cruise control feature is unique due to a parameter, which allows the cruise control set speed to be
maintained in the ECM memory. Additional programming flexibility is included to allow a trade-off to be made
between performance and fuel economy.
Driver Reward
The driver reward feature is designed to give the operator incentives for driving more efficiently. The feature
accomplishes this by measuring the driver’s habits based on fuel economy, time at idle, or both.
The rewards include higher maximum vehicle speed and higher cruise control speed limit. Lower maximum
vehicle speed or cruise control speed limits may result as a penalty for failing to meet the standards.
Customer programmable parameters within the ECM provide driver reward related options that can be adjusted
to suit the customer’s needs.
Navistar® Engine Brake

The engine brake feature is a hydro-mechanical device designed to help decelerate the vehicle by providing
additional engine load. It mounts under the engine valve cover and turns your power-producing diesel engine
into a power-absorbing air compressor. This will reduce brake wear in vehicles which require frequent braking.
This feature assumes the vehicle is equipped with a factory installed engine brake system; otherwise there may
be engine components, additional switches, harnesses, and software modifications which may also be required.
Programmable parameters within the ECM provide engine brake related options that can be adjusted to suit the
customer’s needs. Choosing whether the engine brake is activated by pressing the service brake pedal or by
releasing the accelerator pedal is one example. For a detailed feature description, see Engine Brake System in
the “Engine Systems” section of this manual.
Engine Warning Protection System (EWPS)

NOTE: Emergency vehicles are not equipped with EWPS.
The Engine Warning and Protection System (EWPS) feature is designed to protect the engine from damage
by monitoring critical engine data such as the engine speed, temperature, oil pressure, and coolant level. The
EWPS feature will alert the operator by using a combination of visual and audible warnings if critical engine
parameters are exceeded. Depending on the severity of the problem, there may be a reduction in power
associated with the visual warnings. EWPS also visually alerts the operator with an amber warning lamp if the
vehicle speed exceeds a threshold. The vehicle overspeed incidents are logged and can be downloaded into a
report. Refer to the “Trip Reporting” feature for more information.
Customer programmable parameters within the ECM provide EWPS related options that can be adjusted to
suit the customer’s needs. For example the customer may choose that the EWPS feature activate a flashing
red lamp and audible warning 30 seconds before engine shut down, to provide an additional level of engine
protection.
Gear Down Protection (GDP)

The Gear Down Protection (GDP) feature is designed to encourage the driver to operate in the engine's most
efficient range for fuel economy. This is done by limiting the vehicle speed until the driver shifts into a higher
gear. This encourages the driver to upshift to the next highest gear, and helps to maintain the engine's most
efficient speed range for fuel economy.
There are several customer programmable parameters for this feature.
Idle Shutdown Timer (IST)

The idle shutdown timer is used to limit the amount of engine idle time by automatically shutting down the engine
after a pre-programmed time has expired. Programmable parameters within the ECM determine the time and
conditions required before the engine shuts down. Some customer programmable parameters provide idle
shutdown related options that can be adjusted to suit the customer's needs.
Thirty seconds before engine shutdown occurs, there will be an amber lamp illuminated in the instrument panel (if
equipped) and an audible warning will sound. This will continue until the engine shuts down or the idle shutdown
timer is reset. This feature shuts down the engine, but the vehicle electrical system and accessories will remain
active until the key switch is turned off.
Progressive Shift
The progressive shift feature is designed to limit the engine speed to encourage the driver to up‐shift early,
which in turn improves fuel economy. This feature provides engine speed limit parameters optimized for each
transmission gear, to encourage the use of the higher gears during cruise control and low engine load operations.
Customer programmable parameters within the ECM provide progressive shift related options that can be
adjusted to suit the customer’s needs.
Power Take Off (PTO) - In Cab

The engine speed control feature, commonly referred to as “PTO”, provides a method for an operator to set
and maintain a constant engine speed without using the accelerator pedal. It is commonly used for powering
auxiliary devices.
The in-cab engine speed control feature provides three conditions under which the operator may select PTO
speeds:
• Stationary Preset - Permits the operator to select up to six preset speeds while the vehicle is stationary
• Stationary Variable Speed - Permits the operator to select any engine speed within the PTO boundaries
• Mobile Variable Speed - Permits the operator to select a desired variable speed for moving or stationary
PTO operations
Customer programmable parameters within the ECM provide in-cab engine speed control related options that
can be adjusted to suit the customer's needs. Choosing whether the operator is allowed to increase the engine
speed using the accelerator pedal without disengaging the PTO is one example.
Power Take Off (PTO) - Remote

When control over engine speed is required from outside the vehicle’s cab, remote mounted switches must be
used to turn on PTO engine speed control and select the desired engine speed. This functionality is referred to
as Remote Engine Speed Control (RESC). The engine speed can be ramped up and down with RESC similar
to the way the in cab PTO feature works; however, the RESC feature includes two additional switches (remote
preset & remote variable), which allow the operator to choose the mode of engine speed control operation.
Customer programmable parameters within the ECM provide RESC related options that can be adjusted to suit
the customer’s needs. Choosing whether a remote throttle pedal is used for PTO operation is one example.
Service Interval
The service interval feature is designed to provide a visual reminder to the operator of service interval information
such as, oil change interval has expired, and that routine maintenance procedures should be performed. The
term “interval” in this case is used to describe the distance, time, or fuel used between the last maintenance
performed on the vehicle and the next maintenance, which is due.
Customer programmable parameters within the ECM provide options that can be adjusted to suit the customer’s
needs. For example, the engine hours, fuel used, and vehicle distance can be used individually or in combination
to determine the service interval.
It is essential that operators are trained to know the maintenance schedules and instructions regarding the
operation and reset functionality of the service interval for the feature to be effective. Refer to Integral Digital
Display in Section 3 – Instruments, Indicators, and Switches of the Navistar® 11 and 13 Engine Operation and
Maintenance Manual for more information.
Traction Control
Traction control is a system that identifies when a wheel is spinning faster than the other wheels during
acceleration.
When a traction control condition occurs, a datalink message is sent to the ECM to limit fuel for the purpose of
reducing engine torque.
Vehicles must have a transmission and an Anti-lock Brake System (ABS) that supports traction control.
Up-Shift Indicator
The up‐shift indicator feature provides an indication to the operator that the transmission should be shifted into
a higher gear. This helps to maintain the engine’s most efficient speed range for fuel economy.
The feature is commonly used on manual transmissions and automated manuals in manual mode.
Road Speed Limiter

Road Speed Limiter (RSL) is a feature with customer programmable parameters designed to regulate the
maximum vehicle speed as controlled by the accelerator pedal.
The following additional features are available with RSL:
• Adjustable RSL: Provides a customer programmable secondary vehicle speed limit, lower than the limit
provided by RSL, useful for spreader applications and construction, etc.
• RSL Override: Raises the vehicle speed limit provided by the RSL feature to a customer programmable
speed when the driver identifies a "passing situation."
• RSL Anti‐‐Tampering: Customer selectable option, which checks whether the vehicle speed signal (VSS)
input is valid or if it has been subject to tampering.
These options can be enabled by programmable parameters within the ECM.
8 ABBREVIATIONS AND ACRONYMS 2555
Table of Contents
Abbreviations and Acronyms. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2557

2556 8 ABBREVIATIONS AND ACRONYMS
Abbreviations and Acronyms

A or amp – Ampere
AAT – Ambient Air Temperature
ABDC – After Bottom Dead Center
ABS – Antilock Brake System
AC – Alternating Current
A/C – Air Conditioner
ACC – Air Conditioner Control
ACCEL – Accelerator
ACD – Air Conditioner Demand
ACM – Aftertreatment Control Module
ACV – Air Control Valve
AFTFI – Aftertreatment Fuel Injector
AFT – Aftertreatment
AFTFP1 – Aftertreatment Fuel Pressure 1
AFTFSV – Aftertreatment Fuel Shutoff Valve
AFTPAV – Aftertreatment Purge Air Valve
Amb – Ambient
AMS – Air Management System
API – American Petroleum Institute
APP – Accelerator Pedal Position
APP1 – Accelerator Pedal Position 1
APP2 – Accelerator Pedal Position 2
APS – Accelerator Position Sensor
ASTM – American Society for Testing and Materials
ATA – American Trucking Association
ATAH – American Trucking Association Link High
ATAL – American Trucking Association Link Low
ATDC – After Top Dead Center
AWG – American Wire Gauge
AWL – Amber Warning Lamp
B+ or VBAT – Battery Voltage

BAP or BARO – Barometric Absolute Pressure
BBDC – Before Bottom Dead Center
BC – Body Controller
BCP – Brake Control Pressure
BCS – Boost Control Solenoid
BDC – Bottom Dead Center
bhp – Brake Horsepower
BNO – Brake Normally Open
BOO – Brake On / Off
BPP – Brake Pedal Position
BPS – Brake Pressure Switch
BSV – Brake Shut-off Valve
BTDC – Before Top Dead Center
BTU – British Thermal Unit
C – Celsius
CAC – Charge Air Cooler
CACOT – Charge Air Cooler Outlet Temperature
CAN – Controller Area Network

CAP – Cold Ambient Protection
CARB – California Air Resources Board
cc – Cubic centimeter
CCA – Cold Cranking Ampere
CCV – Coolant Control Valve
CCOSS – Crankcase Oil Separator Speed
CCS – Cruise Control Switches
CDR – Crankcase Depression Regulator
cfm – Cubic feet per minute
cfs – Cubic feet per second
CFV – Coolant Flow Valve
CID – Cubic Inch Displacement
CKP – Crankshaft Position
CKPH – Crankshaft Position High
CKPL – Crankshaft Position Low
cm – Centimeter
CMP – Camshaft Position
CMPH – Camshaft Position High
CMPL – Camshaft Position Low
CMV – Coolant Mixer Valve
CO – Carbon Monoxide
COO – Cruise On / Off switch
CPU – Central Processing Unit
CTC – Coolant Temperature Compensation
Cyl – Cylinder
DB – Decibel
DC – Direct Current
DCA – Diesel Coolant Additive
DDI – Digital Direct Fuel Injection
DDS – Driveline Disengagement Switch
DEF – Diesel Exhaust Fluid
DEFSMH – Diesel Exhaust Fluid Supply Module Heater
DEFD – Diesel Exhaust Fluid Doser Valve
DEFLH Relay – Diesel Exhaust Fluid Line Heater Relay
DEFLP – Diesel Exhaust Fluid Line Pressure
DEFLT – Diesel Exhaust Fluid Line Temperature
DEFPLH – Diesel Exhaust Fluid Pressure Line Heater
DEFRLH – Diesel Exhaust Fluid Return Line Heater
DEFRV – Diesel Exhaust Fluid Reverting Valve
DEFSLH – Diesel Exhaust Fluid Supply Line Heater
DEFSP – Diesel Exhaust Fluid Supply Pump
DEFTHC – Diesel Exhaust Fluid Tank Heater Control Valve
DEFTL – Diesel Exhaust Fluid Tank Level
DEFTLT – Diesel Exhaust Fluid Tank Level and Temperature Sensor
DEFTT – Diesel Exhaust Fluid Tank Temperature
DEFSMH Relay – Diesel Exhaust Fluid Supply Module Heater Relay
DLC – Data Link Connector
DME – Dimethyl Ether
DMM – Digital Multimeter
DOC – Diesel Oxidation Catalyst

DOCIT – Diesel Oxidation Catalyst Inlet Temperature
DPF – Diesel Particulate Filter
DPFDP – Diesel Particulate Filter Differential Pressure
DPFOP – Diesel Particulate Filter Outlet Pressure
DPFIT – Diesel Particulate Filter Inlet Temperature
DPFOT – Diesel Particulate Filter Outlet Temperature
DSI – Down Stream Injection
DT – Diesel Turbocharged
DTC – Diagnostic Trouble Code
DTCs – Diagnostic Trouble Codes
EBC – Exhaust Brake Controller

EBP – Exhaust Back Pressure
EBPD – Exhaust Back Pressure Desired
EBPV – Exhaust Back Pressure Valve
ECB – Engine Compression Brake
ECB1 – Engine Compression Brake 1
ECB2 – Engine Compression Brake 2
ECBP – Engine Compression Brake Pressure
ECI – Engine Crank Inhibit
ECL – Engine Coolant Level
ECM – Engine Control Module
ECM GND – Engine Control Module Ground
ECM PWR – Engine Control Module Power
ECS – Engine Coolant System
ECSR – Engine Controlled Shutdown Request
ECT – Engine Coolant Temperature
ECT1 – Engine Coolant Temperature 1
ECT2 – Engine Coolant Temperature 2
EFAN – Engine Fan
EFANS – Engine Fan Speed
EFC – Engine Fan Control
EFRC – Engine Family Rating Code
EFS – Engine Fan Speed
EFT – Engine Fuel Temperature
EG – Ethylene Glycol
EGC – Electronic Gauge Cluster
EGR – Exhaust Gas Recirculation
EGRC – Exhaust Gas Recirculation Control
EGRH – Exhaust Gas Recirculation High control
EGRL – Exhaust Gas Recirculation Low control
EGRP – Exhaust Gas Recirculation Position
EGRT – Exhaust Gas Recirculation Temperature
EGT – Exhaust Gas Temperature
EMI – Electromagnetic Interference
EOL – Engine Oil Level
EOP – Engine Oil Pressure
EOT – Engine Oil Temperature
EOT2 – Engine Oil Temperature 2
EPA – Environmental Protection Agency
ESC – Electronic System Controller

ESN – Engine Serial Number
EST – Electronic Service Tool
ETC – Engine Throttle Control
ETCH – Engine Throttle Control High
ETCL – Engine Throttle Control Low
ETP – Engine Throttle Position
ETV – Engine Throttle Valve
EWPS – Engine Warning Protection System
F – Fahrenheit
FCV – Fuel Coolant Valve
FDP – Fuel Delivery Pressure
FEL – Family Emissions Limit
fhp – Friction horsepower
FMI – Failure Mode Indicator
FPC – Fuel Pump Control
FPCV – Fuel Pressure Control Valve
fpm – Feet per minute
FPM – Fuel Pump Monitor
fps – Feet per second
FRP – Fuel Rail Pressure
ft – Feet
FVCV – Fuel Volume Control Valve
GND – Ground (electrical)

gal – Gallon
gal/h – U.S. Gallons per hour
gal/min – U.S. Gallons per minute
GCW – Gross Combined Weight
GCWR – Gross Combined Weight Rating
GVW – Gross Vehicle Weight
H2O – Water
HC – Hydrocarbons
HEST – High Exhaust System Temperature
Hg – Mercury
hp – Horsepower
HPCAC – High-Pressure Charge Air Cooler
HPCR – High-Pressure Common Rail
HPFP – High-Pressure Fuel Pump
hr – Hour
Hyd – Hydraulic
IAH – Inlet Air Heater

IAHC – Inlet Air Heater Control
IAHD – Inlet Air Heater Diagnostic
IAHFI – Inlet Air Heater Fuel Igniter
IAHFS – Inlet Air Heater Fuel Solenoid
IAHR – Inlet Air Heater Relay
IAT – Inlet Air Temperature
IC – Integrated Circuit
ICP – Injection Control Pressure
ICG1 – Injector Control Group 1
ICG2 – Injector Control Group 2
ID – Inside Diameter
IGN – Ignition
ILO – Injector Leak Off
IMP – Intake Manifold Pressure
IMT – Intake Manifold Temperature
in – Inch
inHg – Inch of mercury
inH2O – Inch of water
INJs – Injectors
IPR – Injection Pressure Regulator
IPR PWR – Injection Pressure Regulator Power
ISC – Interstage Cooler
IST – Idle Shutdown Timer
ITP – Internal Transfer Pump
J1939H – J1939 Data Link High

J1939L – J1939 Data Link Low
JCT – Junction (electrical)
kg – Kilogram
km – Kilometer
km/h – Kilometers per hour
km/l – Kilometers per liter
KOEO – Key-On Engine-Off
KOER – Key-On Engine-Running
kPa – Kilopascal
L – Liter
L/h – Liters per hour
L/m – Liters per minute
L/s – Liters per second
lb – Pound
lbf – Pounds of force
lb/s – Pounds per second
lbf ft – Pounds of force per foot
lb in – Pounds of force per inch
lbm – Pounds of mass
LSD – Low Sulfur Diesel
m – Meter
m/s – Meters per second
MAF – Mass Air Flow
MAF GND – Mass Air Flow Ground
MAG – Magnetic
mep – Mean effective pressure
mi – Mile
MIL – Malfunction Indicator Lamp
mm – Millimeter
mpg – Miles per gallon
mph – Miles per hour
MPR – Main Power Relay
MSDS – Material Safety Data Sheet
MSG – Micro Strain Gauge
MSM – Multiplex System Module
MY – Model Year
NC – Normally Closed (electrical)

NETS – Navistar® Electronics Technical Support
NH3 – Ammonia sensor
Nm – Newton meter
NO – Normally Open (electrical)
NOX – Nitrogen Oxides
NOX IN – Nitrogen Oxides Inlet sensor
NOX OUT – Nitrogen Oxides Outlet sensor
O2S – Oxygen Sensor
O2SH – Oxygen Sensor Heater
OAT – Organic Acid Technology
OCC – Output Circuit Check
OCP – Overcrank Protection
OD – Outside Diameter
OL – Over Limit
ORH – Out-of-Range High
ORL – Out-of-Range Low
OSHA – Occupational Safety and Health Administration
OWL – Oil/Water Lamp
PID – Parameter Identifier

P/N – Part Number
ppm – Parts per million
PROM – Programmable Read Only Memory
psi – Pounds per square inch
psia – Pounds per square inch absolute
psig – Pounds per square inch gauge
pt – Pint
PTO – Power Takeoff
PWM – Pulse Width Modulate
PWR – Power (voltage)
qt – Quart
RAM – Random Access Memory

RAPP – Remote Accelerator Pedal Position
RAS – Resume / Accelerate Switch (speed control)
REPTO – Rear Engine Power Takeoff
RFI – Radio Frequency Interference
rev – Revolution
rpm – Revolutions per minute
RPRE – Remote Preset
RSE – Radiator Shutter Enable

RVAR – Remote Variable
SAE – Society of Automotive Engineers

SART – Stand Alone Real Time Clock
SCA – Supplemental Cooling Additive
SCCS – Speed Control Command Switches
SCR – Selective Catalyst Reduction
SCRIT – Selective Catalyst Reduction Inlet Temperature
SCROT – Selective Catalyst Reduction Outlet Temperature
SCS – Speed Control Switch
SHD – Shield (electrical)
SID – Subsystem Identifier
SIG GND – Signal Ground
SIG GNDB – Signal Ground Body
SIG GNDC – Signal Ground Chassis
SIG GNDE – Signal Ground Engine
S/N – Serial Number
SPEEDO – Speedometer
SPN – Suspect Parameter Number
SW – Switch (electrical)
SWBAT – Switch Battery
SYNC – Synchronization
TACH – Tachometer output signal

TBD – To Be Determined
TC2CIP – Turbocharger 2 Compressor Inlet Pressure
TC2CIS – Turbocharger 2 Compressor Inlet Sensor
TC2CIT – Turbocharger 2 Compressor Inlet Temperature
TC1TOP – Turbocharger 1 Turbine Outlet Pressure
TC2WC – Turbocharger 2 Wastegate Control
TCAPE – Truck Computer Analysis of Performance and Economy
TCM – Transmission Control Module
TDC – Top Dead Center
TDE – Transmission Driving Engaged
TOP – Transmission Oil Pressure
TOSS – Transmission Output Shaft Speed
TOT – Transmission Oil Temperature
TTS – Transmission Tailshaft Speed
ULSD – Ultra-Low Sulfur Diesel

UVC – Under Valve Cover
V – Volt
VBAT or B+ – Battery Voltage
VC – Volume Control
VEPS – Vehicle Electronics Programming System
VGT – Variable Geometry Turbo
VIGN – Ignition Voltage
VIN – Vehicle Identification Number
VOP – Valve Opening Pressure
VRE – Vehicle Retarder Enable

VREF – Reference Voltage
VREFB – Reference Voltage Body
VREFC – Reference Voltage Chassis
VREFE – Reference Voltage Engine
VSO – Vehicle Speed Output
VSO or VSS_CAL – Vehicle Speed Output
VSS – Vehicle Speed Sensor
VSS_CAL or VSO – Vehicle Speed Output
VSSH – Vehicle Speed Sensor High
VSSL – Vehicle Speed Sensor Low
WTSL – Wait to Start Lamp

WEL – Warn Engine Lamp
WIF – Water In Fuel
WIFL – Water In Fuel Lamp
WTEC – World Transmission Electronically Controlled automatic transmissions (Allison)
XCS – Transfercase
XMSN – Transmission
9 TERMINOLOGY 2565
Table of Contents
Terminology. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2567
2566 9 TERMINOLOGY
9 TERMINOLOGY 2567
Terminology
Accelerator Pedal Position (APP) sensor – A potentiometer sensor that indicates the position of the throttle
pedal.
Accessory work – The work per cycle required to drive engine accessories (normally, only those essential to
engine operation).
Actuator – A device that performs work in response to an input signal.
Actuator Control – The ECM controls the actuators by applying a low-level signal (low-side driver) or a high-level
signal (high- side driver). When switched On, both drivers complete a ground or power circuit to an actuator.
Aeration – The entrainment of air or combustion gas in coolant, lubricant, or fuel.
Charge Air Cooler (CAC) – A heat exchanger mounted in the charge air path between the turbocharger and
engine intake manifold. The Charge Air Cooler reduces the charge air temperature by transferring heat from the
charge air to a cooling medium (usually air).
Aftertreatment Control Module (ACM) – An electronic processor that monitors and controls the aftertreatment
system.
Aftertreatment (AFT) fuel doser module – The AFT fuel doser module controls fuel flow to the AFTFI.
Aftertreatment Fuel Injector (FI) – Injects fuel into the exhaust system to increase temperature of the exhaust
gases.
Aftertreatment Purge Air Valve (AFTPAV) – Uses vehicle air to purge the AFT fuel doser module and AFTFI
of fuel following active or parked regeneration of the aftertreatment system.
Aftertreatment (AFT) system – A part of the exhaust system that processes engine exhaust to meet emission
requirements and traps particulate matter (soot) to prevent it from leaving the tailpipe.
Air Control Valve (ACV) – Contains the HP turbocharger wastegate control port and the Exhaust Back Pressure
Valve (EBPV) control port. Although these components are integral to the ACV, each circuit is controlled by the
Engine Control Module (ECM). The ACV controls compressed air for each control valve.
Ambient temperature – The environmental air temperature in which a unit is operating. In general, the
temperature is measured in the shade (no solar radiation) and represents the air temperature for other engine
cooling performance measurement purposes. Air entering the radiator may or may not be the same ambient
due to possible heating from other sources or recirculation. (SAE J1004 SEP81)
Ammonia (NH3) – A chemical found in Diesel Exhaust Fluid (DEF) that combines with Nitrogen Oxides (NOx)
in the Selective Catalyst Reduction (SCR) system to form Nitrogen gas and water.
Ampere (amp) – The standard unit for measuring the strength of an electrical current. The flow rate of a charge
in a conductor or conducting medium of one coulomb per second. (SAE J1213 NOV82)
Analog – A continuously variable voltage.
Analog to digital converter (A/D) – A device in the ECM that converts an analog signal to a digital signal.
American Trucking Association (ATA) Datalink – A serial datalink specified by the American Trucking
Association and the SAE.
Boost pressure – Pressure of charge air leaving the turbocharger.
Inlet manifold pressure greater than atmospheric pressure. Obtained by turbocharging.
Bottom Dead Center (BDC) – The lowest position of the piston during the stroke.
2568 9 TERMINOLOGY
Brake Horsepower (bhp) – The power output from an engine, not the indicated horsepower. The power output
of an engine, sometimes-called flywheel horsepower, is less than the indicated horsepower by the amount of
friction horsepower consumed in the engine.
Brake Horsepower (bhp) net – Net brake horsepower is measured with all engine components. The power of
an engine when configured as a fully equipped engine. (SAE J1349 JUN90)
Calibration – ECM programming strategy to solve engine performance equations and make decisions.
Calibration values are stored in ROM and put into the processor during programming to allow the engine to
operate within certain parameters.
Camshaft Position (CMP) sensor – A magnetic pickup sensor that provides the ECM with a camshaft speed
and position signal.
Carbon Monoxide (CO) – A colorless, odorless, highly poisonous gas that is formed by the incomplete
combustion of carbon burning diesel engine. It is present in the exhaust gases of diesel engines.
Catalyst – A substance that produces a chemical reaction without undergoing a chemical change itself.
Catalytic converter – An antipollution device in the exhaust system that contains a catalyst for chemically
converting some pollutants in the exhaust gases (carbon monoxide, unburned hydrocarbons, and oxides of
nitrogen) into harmless compounds.
Cavitation – A dynamic condition in a fluid system that forms gas-filled bubbles (cavities) in the fluid.
Cetane number – 1. The auto-ignition quality of diesel fuel.
2. A rating applied to diesel fuel similar to octane rating for gasoline.
3. A measure of how readily diesel fuel starts to burn (self-ignites) at high compression temperature.
Diesel fuel with a high cetane number self-ignites shortly after injection into the combustion chamber. Therefore,
it has a short ignition delay time. Diesel fuel with a low cetane number resists self-ignition. Therefore, it has a
longer ignition delay time.
Charge air – Dense, pressurized, heated air discharged from the turbocharger.
Charge Air Cooler (CAC) – See Aftercooler.
Charge Air Cooler Outlet Temperature (CACOT) sensor – A thermistor sensor that monitors the temperature
of charge air entering the intake air duct.
Closed crankcase – A crankcase ventilation that recycles crankcase gases through a breather, then back to
the clean air intake.
Closed loop operation – A system that uses sensors to provide feedback to the ECM. The ECM uses the
sensor input to continuously monitor variables and adjust actuators to match engine requirements.
Cloud point – The point when wax crystals occur in fuel, making fuel cloudy or hazy. Usually below -12°C
(10°F).
Cold cranking ampere rating (battery rating) – The sustained constant current (in amperes) needed to
produce a minimum terminal voltage under a load of 7.2 volts per battery after 30 seconds.
Cold Start Emissions Reduction (CSER) – A type of monitoring strategy used to monitor emission levels
during engine warm-up.
Controller Area Network (CAN) – A J1939 high-speed communication link.
Coolant – A fluid used to transport heat from one point to another.
Coolant level switch – A switch sensor used to monitor coolant level.
9 TERMINOLOGY 2569
Coolant Flow Valve (CFV) – The CFV is ECM controlled and redirects coolant through the fuel cooler, based
on EFT, when directed.
Coolant Mixer Valve (CMV) – Controls coolant flow through the low-temperature radiator.
Continuous Monitor Test – An ECM function that continuously monitors the inputs and outputs to ensure that
readings are within set limits.
Count – Number of events where a specific SPN / FMI setting criteria are meet. Example: 58 counts of 1000
cycles for misfire on cylinder #5.
Crankcase – The housing that encloses the crankshaft, connecting rods, and allied parts.
Crankcase breather – A vent for the crankcase to release excess interior air pressure.
Crankcase Oil Separator Speed (CCOSS) sensor – The CCOSS sensor sends the ECM information about
the speed of the crankcase oil separator internal components.
Crankcase pressure – The force of air inside the crankcase against the crankcase housing.
Crankshaft Position (CKP) sensor – A magnetic pickup sensor that determines crankshaft position and speed.
Current – The flow of electrons passing through a conductor. Measured in amperes.
Damper – A device that reduces the amplitude of torsional vibration. (SAE J1479 JAN85)
Deaeration – The removal or purging of gases (air or combustion gas) entrained in coolant or lubricating oil.
Deaeration tank – A separate tank in the coolant system used for one or more of the following functions:
• Deaeration
• Coolant reservoir (fluid expansion and afterboil)
• Coolant retention
• Filling
• Fluid level indication (visible)
Decomposition reactor tube – Converts DEF to ammonia and CO2 and ensures even evaporation of DEF into
the exhaust stream.
Diagnostic Trouble Code (DTC) – 2010 model year vehicles no longer utilize DTC identification by number.
DTCs are now identified using the Suspect Parameter Number (SPN) and Failure Mode Indicator (FMI) identifiers
only.
Diesel Exhaust Fluid (DEF) – Diesel Exhaust Fluid (DEF) is a nontoxic, nonflammable, colorless liquid that
delivers ammonia to the Selective Catalyst Reduction (SCR) system.
Diesel Exhaust Fluid Supply Module Heater (DEFSMH) – Maintains proper temperature and prevents freezing
of DEF in the DEF supply module.
Diesel Exhaust Fluid Doser Valve (DEFD) – Injects DEF into the Selective Catalyst Reduction (SCR) system.
Diesel Exhaust Fluid Line Heater Relay – Supplies power to the DEF line heaters when commanded ON by
the Aftertreatment Control Module (ACM).
Diesel Exhaust Fluid Line Pressure (DEFLP) Sensor – A variable capacitance sensor that measures DEF
pressure from the Diesel Exhaust Fluid Supply Pump (DEFSP).
Diesel Exhaust Fluid Pressure Line Heater (DEFPLH) – Maintains proper DEF temperature and prevents
freezing of the DEF pressure line.
2570 9 TERMINOLOGY
Diesel Exhaust Fluid Return Line Heater (DEFRLH) – Maintains proper DEF temperature and prevents
freezing of the DEF return line.
Diesel Exhaust Fluid Return Valve (DEFRV) – Regulates DEF flow exiting the DEF supply module.
Diesel Exhaust Fluid Supply Line Heater (DEFSLH) – Maintains proper DEF temperature and prevents
freezing of the DEF suction line.
Diesel Exhaust Fluid Supply Pump (DEFSP) – Pressurizes outgoing DEF to the Diesel Exhaust Fluid Doser
Valve (DEFDV).
Diesel Exhaust Fluid Tank Heater Control (DEFTHC) Valve – Controls coolant flow to the DEF tank heating
coil.
Diesel Exhaust Fluid Tank Level and Temperature (DEFTLT) sensor module – A combinations sensor that
monitors DEF tank level and temperature.
Diesel Exhaust Fluid Supply Module Heater Relay – Sends power to the Diesel Exhaust Fluid Dosing Unit
Heater (DEFDUH) when commanded ON by the Aftertreatment Control Module (ACM).
Diesel Particulate Filter (DPF) – A diesel particulate filter, sometimes called a DPF, is a device designed to
remove diesel particulate matter or soot from the exhaust gas of a diesel engine.
Diesel Oxidation Catalyst (DOC) – A DOC is part of the diesel exhaust Aftertreatment system. DOCs
are devices that use a chemical process to break down pollutants in the exhaust stream into less harmful
components. More specifically, DOCs utilize rare metals such as palladium and platinum to reduce hydrocarbon
based Soluble Organic Fraction (SOF) and carbon monoxide content of diesel exhaust by simple oxidation.
The DOC can be used during an active regeneration to create higher exhaust temperatures, thereby reducing
soot in the DPF.
Diesel Oxidation Catalyst (DOC) / Diesel Particulate Filter (DPF) temperature sensor module – Monitors
signals from the Diesel Oxidation Catalyst Inlet Temperature (DOCIT) sensor, Diesel Particulate Filter
Inlet Temperature (DPFIT) sensor, and Diesel Particulate Filter Outlet Temperature (DPFOT) sensor and
communicates these signals to the Aftertreatment Control Module (ACM).
Digital Multimeter (DMM) – An electronic meter that uses a digital display to indicate a measured value.
Preferred for use on microprocessor systems because it has a very high internal impedance and will not load
down the circuit being measured.
Disable – A computer decision that deactivates a system and prevents operation of the system.
Displacement – The stroke of the piston multiplied by the area of the cylinder bore multiplied by the number of
cylinders in the engine.
Diesel Particulate Filter (DPF) / outlet pressure sensor – Measures the pressure differential across the Diesel
Particulate Filter (DPF) and communicates this back to the Aftertreatment Control Module (ACM).
Downstream Injection (DSI) metering unit – The DSI metering unit provides a metered amount of fuel to the
Aftertreatment Fuel Injector (FI).
Driver (high side) – A transistor within an electronic module that controls the power to an actuator circuit.
Driver (low side) – A transistor within an electronic module that controls the ground to an actuator circuit.
Dual Stage Turbocharger – An assembly of two turbochargers (low-pressure and high-pressure) in series to
provide a wide range of charge air pressures efficiently.
Duty cycle – A control signal that has a controlled on/off time measurement from 0 to 100%. Normally used to
control solenoids.
9 TERMINOLOGY 2571
EGR Cooler – A cooler that allows heat to dissipate from the exhaust gasses before they enter the intake
manifold.
Engine Back Pressure Valve (EBPV) – The ECM commands the EBPV to control the Exhaust Brake.
Engine Compression Brake (ECB) valve – The ECB valve controls pressure entering the brake oil gallery
from the high-pressure oil rail gallery. This activates the brake actuator pistons and opens the exhaust valves.
Engine Compression Brake 1 (ECB1) solenoid – The ECB1 solenoid controls pressure entering the brake oil
gallery from the high-pressure oil rail gallery.
Engine Compression Brake 2 (ECB2) solenoid – The ECB2 solenoid controls pressure entering the brake oil
gallery from the high-pressure oil rail gallery.
Engine Compression Brake Pressure (ECBP) sensor – A high-pressure sensor that provides a feedback
signal to the ECM indicating brake control pressure.
Engine Control Module (ECM) – An electronic processor that monitors and controls the engine.
Engine Coolant Level (ECL) sensor – A switch sensor that monitors coolant level.
Engine Coolant Temperature 1 (ECT1) sensor – A thermistor sensor that detects engine coolant temperature.
Engine Coolant Temperature 2 (ECT2) sensor – A thermistor sensor that detects engine coolant temperature.
Engine Fuel Temperature (EFT) sensor – A thermistor sensor that measures fuel temperature.
Engine lamp – An instrument panel lamp that comes on when DTCs are set. DTCs can be read as flash codes
(red and amber instrument panel lamps).
Engine OFF tests – Tests that are done with the ignition switch ON and the engine OFF.
Engine Oil Pressure (EOP) sensor – A variable capacitance sensor that measures oil pressure.
Engine Oil Temperature (EOT) sensor – A thermistor sensor that measures oil temperature.
Engine rating – Engine rating includes Rated hp and Rated rpm.
Engine RUNNING tests – Tests done with the engine running.
Engine Throttle Valve (ETV) and Engine Throttle Position Sensor – The ETV valve is used to control airflow
during a regeneration process of the aftertreatment system. The ETV valve is also used to ensure a smooth
engine shut down by restricting airflow to the engine at shut down.
Engine Warning Protection System (EWPS) – Safeguards the engine from undesirable operating conditions
to prevent engine damage and to prolong engine life.
Event – a condition where a fault threshold has set. Example: cylinder misfire event, an instance when the
cylinder misfired.
Exhaust Back Pressure (EBP) – The pressure present in the exhaust system during the exhaust period.
Exhaust Back Pressure Valve (EBPV) – A valve that regulates the amount of air pressure applied to the EBPV
pneumatic actuator.
Exhaust brake – A brake device using engine exhaust back pressure as a retarding medium.
Exhaust Gas Recirculation (EGR) – A system used to recirculate a portion of the exhaust gases into the power
cylinder in order to reduce oxides of nitrogen.
Exhaust Gas Temperature (EGT) – The temperature of exhaust gases.
Exhaust Gas Recirculation Temperature (EGRT) sensor – A thermistor sensor that detects the exhaust gas
temperature entering the EGR cooler.
2572 9 TERMINOLOGY
Exhaust Gas Recirculation (EGR) valve – The EGRV controls the flow of exhaust gases to the intake manifold.
The EGRV is integrated with an EGR Position (EGRP) sensor.
Exhaust manifold – Exhaust gases flow through the exhaust manifold to the turbocharger exhaust inlet and
are directed to the EGR cooler.
Fault detection/management – An alternate control strategy that reduces adverse effects that can be caused
by a system failure. If a sensor fails, the ECM substitutes a good sensor signal or assumed sensor value in its
place. A lit amber instrument panel lamp signals that the vehicle needs service.
Failure Mode Indicator (FMI) – Identifies the fault or condition effecting the individual component.
Filter restriction – A blockage, usually from contaminants, that prevents the flow of fluid through a filter.
Flash code – See Diagnostic Trouble Code (DTC).
Fuel Delivery Pressure (FDP) sensor – A variable capacitance sensor that monitors fuel pressure coming from
the fuel tank and sends a signal to the ECM.
Fuel inlet restriction – A blockage, usually from contaminants, that prevents the flow of fluid through the fuel
inlet line.
Fuel pressure – The force fuel exerts on the fuel system as it is pumped through the fuel system.
Fuel Pressure Control Valve (FPCV) – The FPCV controls the fuel pressure to the fuel rails and is controlled
by the ECM. FPCV control depends on fuel pressure and fuel temperature.
Fuel Rail Pressure (FRP) – The amount of pressure in the fuel rail.
Fuel Rail Pressure (FRP) sensor – A variable capacitance sensor that monitors fuel pressure in the fuel rail
and sends a signal to the ECM.
Fuel strainer – A pre-filter in the fuel system that keeps larger contaminants from entering the fuel system.
Fully equipped engine – A fully equipped engine is an engine equipped with only those accessories necessary
to perform its intended service. A fully equipped engine does not include components that are used to power
auxiliary systems. If these components are integral with the engine or, for any reason are included on the test
engine, the power absorbed may be determined and added to the net brake power. (SAE J1995 JUN90)
Fusible link (fuse link) – A fusible link is a special section of low tension cable designed to open the circuit
when subjected to an extreme current overload. (SAE J1156 APR86)
Gradeability – The maximum percent grade, which the vehicle can transverse for a specified time at a specified
speed. The gradeability limit is the grade upon which the vehicle can just move forward. (SAE J227a)
Gross Combined Weight Rating (GCWR) – Maximum combined weight of towing vehicle (including
passengers and cargo) and the trailer. The GCWR indicates the maximum loaded weight that the vehicle is
allowed to tow.
Gross brake horsepower – The power of a complete basic engine, with air cleaner, without fan, and alternator,
and air compressor not charging.
H-Bridge Circuit – An H-Bridge (bipolar) circuit operates like putting a power source on one side of a motor and
connecting the other side of the motor to a ground. This turns the motor. By shifting the leads on the motor, it
will turn in the opposite direction.
Hall effect – The development of a transverse electric potential gradient in a current-carrying conductor or
semiconductor when a magnetic field is applied.
Hall effect sensor – Transducer that varies its output voltage in response to changes in a magnetic field.
Commonly used to time the speed of wheels and shafts.
9 TERMINOLOGY 2573
High-pressure Fuel Pump (HPFP) assembly – The HPFP is a volumetric pump that supplies fuel at
high-pressure. The HPFP is mounted in the rear valley on the top of the engine and is driven by the camshaft.
High-pressure Piezo Common Rail (HPCR) – The HPFP pumps fuel through separate tubes to each fuel rail.
Each fuel rail has four fuel tubes, one for each injector, that maintain constant pressure from the high-pressure
pump to each injector.
High-speed digital inputs – Inputs to the ECM from a sensor that generates varying frequencies (engine speed
and vehicle speed sensors).
Horsepower (hp) – Horsepower is the unit of work done in a given period of time, equal to 33,000 pounds
multiplied by one foot per minute. 1 hp = 33,000 lb x 1 ft. /1 min.
Humidity Sensor (HS) – A sensor that measures the moisture content of filtered air entering the intake system.
Hydrocarbons – Organic compounds consisting of hydrogen and carbon (fuel and oil).
Injection Pressure Regulator (IPR) valve – A valve that is used to maintain desired injection control pressure.
Injection Control Pressure (ICP) sensor – Provides a feedback signal to the ECM indicating injection control
pressure.
Inlet Air Heater (IAH) – Heats incoming air to help reduce cold start emissions.
Inlet Air Heater Fuel Igniter (IAHFI) – The IAHFI heats the intake air by vaporizing and igniting fuel in the air
inlet duct.
Inlet Air Heater Fuel Solenoid (IAHFS) – When the engine is cold and cranked, the ECM energizes the IAHFS
valve, allowing fuel into the IAHFI, which ignites and warms air drawn into the engine.
Inlet Air Heater Relay (IAHR) – The IAHR provides voltage to the IAHFI, and is controlled by the ECM.
Intake manifold – Engine component that evenly supplies air to each intake port in the cylinder head(s).
Intake Manifold Pressure (IMP) sensor – A variable capacitance sensor used to indicate air pressure in the
intake manifold.
Intake Manifold Temperature (IMT) sensor – A thermistor sensor used to indicate air temperature in the intake
manifold.
Internal Transfer Pump (ITP) – The ITP is part of the HPFP assembly and driven off the same shaft as the
HPFP assembly. The ITP supplies fuel at a slightly higher pressure and flow to the HPFP though the Fuel Volume
Control Valve (FVCV). The ITP also provides fuel for cooling and lubrication of the HPFP. Fuel is rerouted as
pump return flow through the HPFP cooling and lubrication valve. Pressure is maintained at the inlet of the
HPFP piston pump by an ITP regulator.
International NGV Tool Utilized for Next Generation Electronics (INTUNE) – The diagnostics software for
chassis related components and systems.
Interstage Cooler (ISC) – Uses cooled coolant to lower the charged air temperature that exits from the
turbocharger low-pressure compressor and enters the turbocharger high-pressure compressor.
Low speed digital inputs – Switched sensor inputs that generate an on/off (high/low) signal to the ECM. The
input to the ECM from the sensor could be from a high input source switch (usually 5 or 12 volts) or from a
grounding switch that grounds the signal from a current limiting resistor in the ECM that creates a low signal (0
volts).
Low temperature radiator thermostat – Coolant flow to the low temperature radiator is regulated by the low
temperature radiator thermostat.
2574 9 TERMINOLOGY
Lubricity – Lubricity is the ability of a substance to reduce friction between solid surfaces in relative motion
under loaded conditions.
Lug (engine) – A condition when the engine is run at an overly low RPM for the load being applied.
Manifold Absolute Pressure (MAP) – Boost pressure in the manifold that is a result of the turbocharger.
Manifold Absolute Pressure (MAP) sensor – A variable capacitance sensor that measures boost pressure.
Manometer – A double-leg liquid-column gauge, or a single inclined gauge, used to measure the difference
between two fluid pressures. Typically, a manometer records in inches of water.
Mass Air Flow – The intake airflow in an engine.
Mass Air Flow (MAF) sensor – The MAF sensor is used for closed loop control of the EGR valve and ITV. The
ECM monitors the MAF signal so that the ECM can control the EGR and intake throttle systems.
Magnehelic Gauge – A gauge that measures pressure in inches of water.
Magnetic Pickup Sensor – A magnetic pickup sensor generates an alternating frequency that indicates speed.
Magnetic pickups have a two-wire connection for signal and ground. This sensor has a permanent magnetic
core surrounded by a wire coil. The signal frequency is generated by the rotation of the gear teeth that disturb
the magnetic field.
Microprocessor – An integrated circuit in a microcomputer that controls information flow.
Micro Strain Gauge (MSG) Sensor – A MSG sensor measures pressure. Pressure exerts force on a pressure
vessel that stretches and compresses to change resistance of strain gauges bonded to the surface of the
pressure vessel. Internal sensor electronics convert the changes in resistance to a ratiometric voltage output.
Nitrogen Oxides (NOx) – Nitrogen oxides form by a reaction between nitrogen and oxygen at high temperatures
and pressures in the combustion chamber.
Normally closed – Refers to a switch that remains closed when no control force is acting on it.
Normally open – Refers to a switch that remains open when no control force is acting on it.
NOx IN sensor module – A smart device used to measure the NOx emission at the intake of the aftertreatment
system.
NOx OUT sensor module – A smart device used to measure the NOx emissions at the outlet of the SCR
catalyst.
Ohm (Ω) – The unit of electrical resistance. One ohm is the value of resistance through which a potential of one
volt will maintain a current of one ampere. (SAE J1213 NOV82)
On demand test – A self-test the technician initiates using the EST that is run from a program in the software.
Output Circuit Check (OCC) – An on-demand test done during an Engine OFF self-test to check the continuity
of selected actuators.
Oxides of Nitrogen (NOx) – Nitrogen oxides formed by a reaction between nitrogen and oxygen at high
temperatures.
Oxygen Sensor (O2S) – A sensor that monitors oxygen levels in the exhaust.
pH – A measure of the acidity or alkalinity of a solution.
Particulate matter – Particulate matter includes mostly burned particles of fuel and engine oil.
Power – Power is a measure of the rate at which work (force x distance) is done during a specific time. Compare
with Torque.
9 TERMINOLOGY 2575
Power TakeOff (PTO) – Accessory output, usually from the transmission, used to power a hydraulic pump for
a special auxiliary feature (garbage packing, lift equipment, etc).
Pulse Width Modulation (PWM) – Succession of digital electrical pulses, rather than an analog signal. Efficient
method of providing power between fully on and fully off.
Random Access Memory (RAM) – Computer memory that stores information. Information can be written to and
read from RAM. Input information (current engine speed or temperature) can be stored in RAM to be compared
to values stored in Read Only Memory (ROM). All memory in RAM is lost when the ignition switch is turned off.
Rated gross horsepower – Engine gross horsepower at rated speed as declared by the manufacturer. (SAE
J1995 JUN90)
Rated horsepower – Maximum brake horsepower output of an engine as certified by the engine manufacturer.
The power of an engine when configured as a basic engine. (SAE J1995 JUN90)
Rated net horsepower – Engine net horsepower at rated speed as declared by the manufacturer. (SAE J1349
JUN90)
Rated speed – The speed, as determined by the manufacturer, at which the engine is rated. (SAE J1995
JUN90)
Rated torque – Maximum torque produced by an engine as certified by the manufacturer.
Ratiometric Voltage – In a Micro Strain Gauge (MSG) sensor, pressure to be measured exerts force on a
pressure vessel that stretches and compresses to change resistance of strain gauges bonded to the surface
of the pressure vessel. Internal sensor electronics convert the changes in resistance to a ratiometric voltage
output.
Reference voltage (VREF) – A 5 volt reference supplied by the ECM to operate the engine sensors.
Reserve capacity – Time in minutes that a fully charged battery can be discharged to 10.5 volts at 25 amperes.
Regeneration – Oxidation of accumulated soot (carbon-based particulates) in the Diesel Particulate Filter (DPF).
The soot is reduced to ash and stored in the PDF.
Return Fuel System – The return fuel system moves unused fuel from the fuel injectors to the fuel cooler.
Excess fuel out of the FVCV and the FPCV mix with fuel from the fuel injectors on the way to the fuel cooler.
Selective Catalyst Reduction (SCR) catalyst – Breaks down DEF into ammonia and CO2 and also converts
ammonia and NOx to Nitrogen gas and water.
Selective Catalyst Reduction Inlet Temperature (SCRIT) sensor – Monitors inlet temperature of the SCR
catalyst and sends a signal to the SCR temperature sensor module.
Selective Catalyst Reduction Outlet Temperature (SCROT) sensor – Monitors outlet temperature of the SCR
catalyst and sends a signal to the SCR temperature sensor module.
Selective Catalyst Reduction (SCR) temperature sensor module – Monitors signals from the Selective
Catalyst Reduction Inlet Temperature (SCRIT) sensor and Selective Catalyst Reduction Outlet Temperature
(SCROT) sensor, and communicates these signals to the Aftertreatment Control Module (ACM).
ServiceMaxx™ software – Diagnostics software for engine and aftertreatment related components and
systems.
Setting criteria – Conditions required by a monitor to set a fault code. Once the setting criteria is met for the
required amount of time, the fault code will become either active or pending. Example: SPN 168 FMI 18 sets
when battery voltage supplied to the ACM is less than 6.5 volts (setting criteria) for 4 seconds (time required).
2576 9 TERMINOLOGY
Signal Conditioner – The signal conditioner in the internal microprocessor converts analog signals to digital
signals, squares up sine wave signals, or amplifies low-intensity signals to a level that the ECM microprocessor
can process.
Signal ground – The common ground wire to the ECM for the sensors.
Speed Control Command Switches (SCCS) – A set of switches used for cruise control, Power Take Off (PTO),
and remote hand throttle system.
Steady state condition – An engine operating at a constant speed and load and at stabilized temperatures and
pressures. (SAE J215 JAN80)
Strategy – A plan or set of operating instructions that the microprocessor follows for a desired goal. Strategy
is the computer program itself, including all equations and decision making logic. Strategy is always stored in
ROM and cannot be changed during calibration.
Stroke – The movement of the piston from Top Dead Center (TDC) to Bottom Dead Center (BDC).
Substrate – Material that supports the wash coating or catalytic materials.
Suspect Parameter Number (SPN) – A 19-bit number used to identify the item for which diagnostics are being
reported. The SPN is used for multiple purposes, some that are specific to diagnostics are as follows;
• Identify the least repairable subsystem that has failed.
• Identify subsystems or assemblies that may not have hard failures but may be exhibiting abnormal operating
performance.
• Identify a particular event or condition that will be reported.
• Report a component and non-standard failure mode.
System restriction (air) – The static pressure differential that occurs at a given airflow from air entrance through
air exit in a system. Usually measured in inches (millimeters) of water. (SAE J1004 SEP81)
Tachometer output signal – Engine speed signal for remote tachometers.
Thermistor – A semiconductor device. A sensing element that changes resistance as the temperature changes.
Thermistor Sensor – Changes electrical resistance with changes in temperature. Resistance in the thermistor
decreases as temperature increases, and increases as temperature decreases. Thermistors work with a resistor
that limits current to form a voltage signal matched with a temperature value.
Thrust load – A thrust load pushes or reacts through a bearing in a direction parallel to the shaft.
Time required – The amount of time needed for a monitor to set a fault code when the setting criteria is met.
Example: SPN 168 FMI 18 sets when battery voltage supplied to the ACM is less than 6.5 volts (setting criteria)
for 4 seconds (time required).
Top Dead Center (TDC) – The uppermost position of the piston during the stroke.
Torque – A force having a twisting or turning effect. For a single force, the cross product of a vector from some
reference point to the point of application of the force within the force itself. Also known as moment of force or
rotation moment. Torque is a measure of the ability of an engine to do work.
Trip (driving cycle) – Legal definition about what defines a drive cycle or trip to calculate the denominator
in the IUMPR (In-Use Monitoring Performance Ratio). For some faults a trip can be a key cycle (including
housekeeping time to reset the ECM). Example: out of range circuit checks for sensors. For other faults the trip
includes a warm up cycle, driving in certain conditions, etc. Example: thermostat monitor
Trip (MIL illumination and OBD executive) – Amount of trips when the fault must be present to illuminate the
MIL, latch the MIL, and store historic fault information. Most faults are two trip faults.
9 TERMINOLOGY 2577
Truck Computer Analysis of Performance and Economy (TCAPE) – A computer program that simulates the
performance and fuel economy of trucks.
Turbocharger – A turbine driven compressor mounted on the exhaust manifold. The turbocharger increases
the pressure, temperature and density of intake air to charge air.
Turbocharger 1 Turbine Outlet Pressure (TC1TOP) sensor – A variable capacitance sensor that monitors
exhaust back-pressure.
Turbocharger 2 Compressor Inlet (TC2CIS) sensor – The TC2CIS sensor includes a thermistor sensor that
monitors the temperature of charge air entering the HP turbocharger. This sensor also monitors boost pressure
for the LP turbocharger.
Turbocharger 2 Wastegate Control (TC2WC) solenoid – Controls the TC2WC actuator by regulating the
amount of charge air pressure supplied to the wastegate actuator. The TC2WC solenoid is controlled by signals
from the ECM in response to engine speed, required fuel quantity, boost, exhaust back-pressure, and altitude.
The TC2WC actuator is part of the turbocharger assembly.
Variable capacitance sensor – A variable capacitance sensor measures pressure. The pressure forces a
ceramic material closer to a thin metal disc in the sensor, changing the capacitance of the sensor.
Vehicle Electronic System Programming System – The computer system used to program electronically
controlled vehicles.
Vehicle Retarder Enable/Engage – Output from the ECM to a vehicle retarder.
Transmission Output Shaft Speed (TOSS) sensor – Normally a magnetic pickup sensor mounted in the
tailshaft housing of the transmission, used to indicate vehicle speed.
Viscosity – The internal resistance to the flow of any fluid.
Viscous fan – A fan drive that is activated when a thermostat, sensing high air temperature, forces fluid through
a special coupling. The fluid activates the fan.
Volt (v) – A unit of electromotive force that will move a current of one ampere through a resistance of one Ohm.
Voltage – Electrical potential expressed in volts.
Voltage drop – Reduction in applied voltage from the current flowing through a circuit or portion of the circuit
current multiplied by resistance.
Voltage ignition – Voltage supplied by the ignition switch when the key is ON.
Washcoat – A layer of alumina applied to the substrate in a monolith-type converter.
Water In Fuel (WIF) sensor – A switch sensor that measures the amount of water in the fuel.
2578 9 TERMINOLOGY

2015 N13 Engine Diagnostic Manual

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2015 N13 Engine

2015 N13 Engine

2701 Navistar Drive, Lisle, IL 60532 USA

Diagnostic Troubleshooting Procedures. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7

Engine System Tests and Inspections. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1999

Engine Specifications. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2397

Diagnostic Tools and Accessories. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2421

Component Locator. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2467

Engine Systems Overview. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2483

Engine and Vehicle Features. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2545

Abbreviations and Acronyms. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2555

Technical Service Literature

• Clear the area before starting the engine.

• Check for frayed power cords before using power tools.

Diagnostic Trouble Code (DTC’s) List. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .11

How To Use Symptom Based Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .25

Operational Checkout Procedures. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .26

Engine Does Not Start Symptoms. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .44

Engine Hard to Start Symptoms. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .49

Engine Performance Problems Symptoms. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .52

Engine Coolant Symptoms. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .63

Engine Lubrication Symptoms. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .74

Fuel System Symptoms. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .80

Engine Brake Symptoms. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .87

SCR Aftertreatment Symptoms. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .91

Fault Code Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .99

ECT1 (Engine Coolant Temperature 1) Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .903

Diagnostic Trouble Code (DTC’s) List

SPN FMI Sub-section Condition Description

SPN FMI Sub-section Condition Description

SPN FMI Sub-section Condition Description

SPN FMI Sub-section Condition Description

SPN FMI Sub-section Condition Description

SPN FMI Sub-section Condition Description

SPN FMI Sub-section Condition Description

SPN FMI Sub-section Condition Description

SPN FMI Sub-section Condition Description

SPN FMI Sub-section Condition Description

SPN FMI Sub-section Condition Description

SPN FMI Sub-section Condition Description

SPN FMI Sub-section Condition Description

SPN FMI Sub-section Condition Description

How To Use Symptom Based Diagnostics

Operational Checkout Procedures

Step 1 Inspect fuel level, quality, and fuel system. Decision

Step 2 Inspect batteries, electrical system, and connections. Decision

Step 3 Inspect air intake system for damage or restrictions. Decision

Step 4 Inspect exhaust system for damage or restrictions. Decision

Step 5 Inspect engine oil level. Decision

Step 6 Inspect engine coolant level and quality. Decision

2.0 - Engine Does Not Start Operational Checkout Procedure

Step 1 Perform preliminary operational checkout procedure. Decision

Step 3 Record snapshot of engine cranking data. Decision

3.0 - Engine Hard to Start Operational Checkout Procedure

Step 1 Perform preliminary operational checkout procedure. Decision

Step 3 Determine specific hard to start symptom. Decision

4.0 - Engine Performance Problem Operational Checkout Procedure

Step 1 Perform preliminary operational checkout procedure. Decision

Step 2 Check for related Diagnostic Trouble Codes (DTCs). Decision

Step 5 Determine if engine has low power or slow acceleration. Decision

5.0 - Cooling System Operational Checkout Procedure

Step 1 Perform preliminary operational checkout procedure. Decision