DT466 530 (2000-2003) Diagnostic Manual (EGES215) PDF

SERVICE MANUAL
DIAGNOSTIC/TROUBLESHOOTING MANUAL
Diagnostic Manual
Engine Family: INTERNATIONAL® DT 466 and DT 530
EGES-215
February, 2001
EGES-215
Copyright © February, 2001 International Truck and Engine Corporation
DIAGNOSTIC/TROUBLESHOOTING MANUAL i
Table of Contents
FOREWORD.. .. .. . .. .. .. .. .. . .. .. .. .. . .. .. .. .. .. . .. .. .. .. .. . .. .. .. .. . .. .. .. .. .. . .. .. .. .. . .. .. .. .. .. . .. .. .. .. .. . .. .. .. .. . .. .1
SAFETY INFORMATION. . .. .. .. . .. .. . .. .. .. . .. .. .. . .. .. . .. .. .. . .. .. .. . .. .. . .. .. .. . .. .. .. . .. .. . .. .. .. . .. .. .. . .. .. . .. .. .. . .2
GROUP 12 . . .. . .. . . .. . .. . . .. . .. . . .. . .. . . .. . . .. . .. . . .. . .. . . .. . .. . . .. . .. . . .. . .. . . .. . .. . . .. . . .. . .. . . .. . .. . . .. . .. . . .. . .. . . .. . ..3
1 ENGINE CONTROL SYSTEM OVERVIEW. .. .. . .. . .. .. . .. . .. .. . .. .. . .. . .. .. . .. .. . .. . .. .. . .. . .. .. . .. .. . .. . .3
2 MECHANICAL DIAGNOSTICS DT 466 AND DT 530. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .47
3 ELECTRONIC CONTROL SYSTEM DIAGNOSTICS. .. .. .. .. . .. .. .. .. .. .. . .. .. .. .. .. .. .. . .. .. .. .. .. .. .149
4 SUPPLEMENTAL DIAGNOSTIC ANALYSIS. .. .. .. . .. .. . .. .. . .. .. . .. .. . .. .. .. . .. .. . .. .. . .. .. . .. .. . .. .. .355
5 DIAGNOSTIC TOOLS. .. . .. .. . .. . .. .. . .. . .. .. . .. .. . .. . .. .. . .. . .. .. . .. . .. .. . .. .. . .. . .. .. . .. . .. .. . .. . .. .. . .. .379
6 CONNECTOR AND HARNESS REPAIR.. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .431
7 GLOSSARY OF TECHNICAL TERMS. .. . . .. . .. . .. . .. . . .. . .. . .. . .. . . .. . .. . .. . .. . . .. . .. . .. . .. . . .. . .. . .. . .453
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ii DIAGNOSTIC/TROUBLESHOOTING MANUAL
EGES-215
DIAGNOSTIC/TROUBLESHOOTING MANUAL 1
FOREWORD
This publication is part of a series of publications intended to assist service technicians in maintaining
International® engines in accordance with the latest technical advancements.
Due to a commitment of continuous research and development, some procedures, specifications and parts
may be altered to improve International products and introduce technological advances.
Periodic revisions may be made to these publications and mailed automatically to "Revision Service"
subscribers. The following literature, supporting International Diesel Engines, is available from:
International Truck and Engine Corporation

Printing, Procurement and Distribution
4956 Wayne Road
Battle Creek, Michigan 49015
THE INTERNATIONAL® DT 466 AND DT 530 DIESEL ENGINE SERVICE LITERATURE
Form No*.. .. .. .. .. .. . .. .. .. .. .. .. .. .. . .. .. .. .. .. .. .. .. .. . . . . . Description

EGES-210. .. .. . .. .. .. .. .. .. .. .. .. .. . .. .. .. .. .. .. .. .. .. .. . . . . . DT-466E & THE INTERNATIONAL® 530E Diesel
Engine Service Manual (EGES-230 Included)
EGES-230. .. .. . .. .. .. .. .. .. .. .. .. .. . .. .. .. .. .. .. .. .. .. .. . . . . . DT 466 & DT 530 Diesel Engine Service Manual
Supplement
EGES-215. .. .. . .. .. .. .. .. .. .. .. .. .. . .. .. .. .. .. .. .. .. .. .. . . . . . DT 466 / DT 530 Engine Diagnostic Manual for 4000
Series Trucks
EGED-220. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . DT 466 & DT 530 Mechanical Diagnostics Form
EGED-225. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . DT 466 & DT 530 Electronic Control System
Diagnostics Form
CGE-309. . . .. . . . . . . . . . . . . . .. . . . . . . . . . . . . .. . . . . . . . . . . . . .. . . . . . INTERNATIONAL® Engine Diagnostic Trouble Codes
1171753R1.. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. . . . . . INTERNATIONAL® DT 466 Engine Operation and
Maintenance Manual
1171755R1.. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. . . . . . INTERNATIONAL® DT 530 Engine Operation and
Maintenance Manual
* - Publication number specified with latest revision will be furnished.
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2 DIAGNOSTIC/TROUBLESHOOTING MANUAL
SAFETY INFORMATION
NOTES, CAUTIONS AND WARNINGS
Do not attempt to service engine without obtaining and reviewing this service manual
EGES-215. See related application or chassis service manual(s) for additional notes,
cautions and warnings.
Always disconnect the main negative battery cable before working on the electrical system.
After servicing, be sure all tools, parts, or servicing equipment are removed from the vehicle or engine.
Keep a “charged” fire extinguisher within reach whenever you work in an area where fire may occur. Also, be
sure you have the correct type of extinguisher for the situation:
Type A: Wood, Paper, Textile and Rubbish

Type B: Flammable Liquids
Type C: Electrical Equipment
To avoid personal injury comply with the following warnings:
Keep work area organized and clean. Wipe up oil spills of any kind. Keep tools and parts off floor. Eliminate
the possibility of a fall.
Be sure to reinstall safety devices, guards or shields after adjusting and/or servicing the engine.
Do not wear rings, wrist watches, loose fitting clothing or unrestrained long hair, when working on machinery,
they could catch on moving parts. Wear sturdy, rough-soled work shoes. Never adjust and/or service a
machine in bare feet, sandals, or sneakers.
Do not use defective portable power tools. Check for frayed cords prior to using the tool. Be sure all electric
tools are grounded. Severe injury can occur if electrical equipment is defective or not used properly.
Be careful when using compressed air. Never apply compressed air to any part of the body or clothing.
Use approved air blow guns. Do not exceed recommended pressure. Wear safety glasses or goggles and use
proper shielding to protect everyone in the work area.
When refueling, keep the hose and nozzle or the funnel and container in contact with the metal of the fuel tank
to avoid the possibility of an electric spark igniting the fuel.
Do not over fill the fuel tank — overflow creates a fire hazard.
Do not smoke when refueling and never refuel when the engine is running.
Electric storage batteries give off highly flammable hydrogen gas when charging and continue to do so for
some time after receiving a steady charge. Do not under any circumstances allow smoking, an electric spark
or open flame near the battery or explosion may occur.
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1 ENGINE CONTROL SYSTEM OVERVIEW 3
Group
Table of Contents
FUEL SUPPLY SYSTEM. .. . .. .. . .. .. . .. .. . .. .. . .. .. . .. .. . .. .. . .. .. . .. .. . .. .. . .. .. . .. .. . .. .. . .. .. . .. .. . .. . .. .. . .. .. . .. .. . .5

FUEL SYSTEM DESCRIPTION.. . . . . . .. . . . . . . .. . . . . . . .. . . . . . . .. . . . . . .. . . . . . . .. . . . . . . .. . . . . . .. . . . . . . .. . . . . . . .. .5
FUEL FLOW. . . . .. . . . .. . . . .. . . . .. . . . .. . . . .. . . . .. . . . .. . . . .. . . . .. . . . .. . . . .. . . . .. . . . .. . . . .. . . . . .. . . . .. . . . .. . . . .. . . . ..7
INJECTION CONTROL PRESSURE SYSTEM .. . .. . .. . .. .. . .. . .. . .. . .. .. . .. . .. . .. . .. . .. .. . .. . .. . .. . .. .. . .. . .. . .. . .. . .8

INJECTION CONTROL PRESSURE SYSTEM OPERATION.. . . .. . .. . .. . .. . .. . . .. . .. . .. . .. . . .. . .. . .. . .. . ..8
INJECTION PRESSURE CONTROL.. .. .. . .. .. .. .. . .. .. .. .. . .. .. .. .. . .. .. .. .. .. . .. .. .. .. . .. .. .. .. . .. .. .. .. . .. .9
IPR VALVE OPERATION. .. .. . .. .. .. .. .. . .. .. .. .. .. . .. .. .. .. . .. .. .. .. .. . .. .. .. .. .. . .. .. .. .. .. . .. .. .. .. .. . .. .. ..11
HEUI INJECTOR OPERATION.. . . . .. . . . .. . . .. . . . .. . . . .. . . .. . . . .. . . . .. . . . .. . . .. . . . .. . . . .. . . . .. . . .. . . . .. . . . .. . . . .. . . .. . .13

STANDARD INJECTOR OPERATION. .. .. .. .. .. .. . .. .. .. .. .. . .. .. .. .. .. .. . .. .. .. .. .. .. . .. .. .. .. .. .. . .. .. .. ..13
SPLIT-SHOT INJECTORS. .. . .. . .. . .. . .. . .. . .. .. . .. . .. . .. . .. . .. . .. . .. . .. . .. . .. .. . .. . .. . .. . .. . .. . .. . .. . .. . .. . ..14
ELECTRONIC CONTROL MODULE.. . .. .. . .. .. . .. .. . .. .. . .. . .. .. . .. .. . .. .. . .. .. . .. .. . .. .. . .. .. . .. .. . .. .. . .. .. . .. .. . ..15

OPERATION AND FUNCTION.. . .. . .. . .. . .. . .. . .. . .. . .. . . .. . .. . .. . .. . .. . .. . .. . .. . .. . . .. . .. . .. . .. . .. . .. . .. . .. .15
REFERENCE VOLTAGE. .. . . .. . . .. . . . .. . . .. . . .. . . .. . . .. . . .. . . .. . . .. . . . .. . . .. . . .. . . .. . . .. . . .. . . .. . . .. . . . .. . . .. .16
INPUT VOLTAGE SIGNALS.. . .. . . .. . . .. . .. . . .. . . .. . .. . . .. . . .. . .. . . .. . . .. . .. . . .. . .. . . .. . . .. . .. . . .. . . .. . .. . . .. .17
MICROPROCESSOR INPUT AND OUTPUT. .. . .. . . .. . .. . . .. . .. . . .. . .. . . .. . . .. . .. . . .. . .. . . .. . .. . . .. . . .. . .. .17
ACTUATORS . .. .. .. .. .. .. .. .. .. .. .. .. .. . .. .. .. .. .. .. .. .. .. .. .. .. .. . .. .. .. .. .. .. .. .. .. .. .. .. .. . .. .. .. .. .. .. .. .. ..19
ENGINE AND VEHICLE SENSORS. . . . . . .. . . . . .. . . . . .. . . . . .. . . . . .. . . . . .. . . . . .. . . . . .. . . . . .. . . . . .. . . . . .. . . . . .. . . . . .. . . .23

THERMISTOR.. . .. . .. . .. .. . .. . .. . .. .. . .. . .. . .. .. . .. . .. . .. .. . .. . .. . .. .. . .. . .. . .. .. . .. . .. . .. .. . .. . .. . .. .. . .. . .. . ..24
POTENTIOMETER. . .. .. .. .. .. . .. .. .. .. .. . .. .. .. .. .. . .. .. .. .. . .. .. .. .. .. . .. .. .. .. .. . .. .. .. .. .. . .. .. .. .. .. . .. .. ..26
VARIABLE CAPACITANCE SENSOR. .. .. .. . .. .. . .. .. . .. .. . .. .. . .. .. . .. .. . .. .. . .. .. . .. .. . .. .. .. . .. .. . .. .. . ..27
HALL EFFECT SENSOR. .. . . . .. . . . .. . . . . .. . . . .. . . . .. . . . .. . . . .. . . . .. . . . .. . . . .. . . . .. . . . .. . . . .. . . . .. . . . .. . . . .. . .28
MAGNETIC PICKUP. .. . .. .. .. .. .. .. . .. .. .. .. .. .. .. . .. .. .. .. .. .. . .. .. .. .. .. .. . .. .. .. .. .. .. . .. .. .. .. .. .. . .. .. .. ..30
SWITCH SENSORS.. . . .. . . .. . . .. . . .. . .. . . .. . . .. . . .. . . .. . . .. . . .. . .. . . .. . . .. . . .. . . .. . . .. . . .. . .. . . .. . . .. . . .. . . .. .31
VEHICLE FEATURES. .. .. .. .. .. . .. .. .. .. .. . .. .. .. .. . .. .. .. .. .. . .. .. .. .. .. . .. .. .. .. . .. .. .. .. .. . .. .. .. .. .. . .. .. .. .. . .. .. ..33

STANDARD FEATURES.. . . .. . .. . .. . . .. . .. . .. . . .. . .. . .. . . .. . .. . . .. . .. . .. . . .. . .. . .. . . .. . .. . .. . . .. . .. . . .. . .. . .. .33
Electronic Governor Control. . . . . .. . . . . . .. . . . . . . .. . . . . . .. . . . . . . .. . . . . . . .. . . . . . .. . . . . . . .. . . . . . .. . . . .33
American Trucking Association Datalink Provisions. . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . .33
Service Diagnostics. .. .. . .. .. .. .. .. . .. .. .. .. .. .. . .. .. .. .. .. . .. .. .. .. .. . .. .. .. .. .. . .. .. .. .. .. .. . .. .. ..33
Electronic Speedometer and Tachometer Provisions. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .33
Engine Over Temperature Protection System (Coolant Temperature Compensation). . .33
Event Logging System. . .. . . . .. . . . . .. . . . .. . . . .. . . . .. . . . .. . . . .. . . . .. . . . .. . . . . .. . . . .. . . . .. . . . .. . . . .. . .34
Engine Crank Inhibit.. . . .. . .. . . .. . .. . .. . . .. . .. . .. . . .. . .. . . .. . .. . .. . . .. . .. . . .. . .. . .. . . .. . .. . .. . . .. . .. .34
Electronic Accelerator Pedal. . . .. . .. . . .. . . .. . .. . . .. . .. . . .. . . .. . .. . . .. . . .. . .. . . .. . . .. . .. . . .. . .. . . .. .34
Cruise Control.. . . . . .. . . . . .. . . . . .. . . . . .. . . . . .. . . . . .. . . . . .. . . . . .. . . . . .. . . . . .. . . . . .. . . . . .. . . . . .. . . . . .. . .34
Cold Ambient Protection (CAP). .. . .. .. . .. .. . .. .. . .. .. . .. .. . .. .. .. . .. .. . .. .. . .. .. . .. .. . .. .. . .. .. . ..35
OPTIONAL FEATURES.. .. . .. . .. . .. . .. .. . .. . .. . .. .. . .. . .. . .. .. . .. . .. . .. . .. .. . .. . .. . .. .. . .. . .. . .. . .. .. . .. . .. . ..35
Engine Speed Control for PTO. .. . .. . .. . .. . .. . . .. . .. . .. . .. . .. . .. . .. . .. . .. . . .. . .. . .. . .. . .. . .. . .. . .. .35
Road Speed Limiting/Governor.. . .. . .. . .. . .. . .. . .. . .. . .. . .. . .. . .. . .. . .. . .. . .. . .. . .. . .. . .. . .. . .. .. .36
Body Equipment Manufacturer Provisions.. . . . . . . .. . . . . . . .. . . . . . . .. . . . . . . .. . . . . . . .. . . . . . . .. . . . .36
Engine Warning System.. .. . .. .. .. .. .. .. .. .. . .. .. .. .. .. .. .. . .. .. .. .. .. .. .. . .. .. .. .. .. .. .. . .. .. .. .. ..36
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4 1 ENGINE CONTROL SYSTEM OVERVIEW
Engine Shutdown System. . . .. . . . . .. . . . . . .. . . . . .. . . . . .. . . . . .. . . . . . .. . . . . .. . . . . .. . . . . .. . . . . . .. . . . . ..37

Idle Shutdown (Optional). . . . . .. . . . . . . . . . .. . . . . . . . . . .. . . . . . . . . . .. . . . . . . . . . .. . . . . . . . . . .. . . . . . . . . . . .. .38
Electronic Pressure Governor (EPG). . . . . . . . .. . . . . . . . . .. . . . . . . . . .. . . . . . . . . .. . . . . . . . . .. . . . . . . . . .. .38
Engine Fan (Control). . .. .. . .. .. .. . .. .. .. . .. .. .. . .. .. . .. .. .. . .. .. .. . .. .. . .. .. .. . .. .. .. . .. .. .. . .. .. . .. .38
DIAGNOSTIC SOFTWARE SELF TEST OPERATION. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . .39

CONTINUOUS MONITOR. . . . . .. . . . . .. . . . . .. . . . . .. . . . . .. . . . . .. . . . . .. . . . . .. . . . . .. . . . . .. . . . . .. . . . . .. . . . . .. . . . . ..41
DiagnosticTrouble Codes. . .. . . .. . .. . . .. . . .. . .. . . .. . .. . . .. . .. . . .. . . .. . .. . . .. . .. . . .. . .. . . .. . .. . . .. . . .41
DIAGNOSTIC TESTS. .. .. .. .. . .. .. .. .. .. .. .. .. . .. .. .. .. .. .. .. .. .. . .. .. .. .. .. .. .. .. .. . .. .. .. .. .. .. .. .. .. . .. .. .. .42
Key-On Engine-Off Standard Test. .. . . .. . . .. . . .. . . .. . . .. . . .. . . .. . .. . . .. . . .. . . .. . . .. . . .. . . .. . . .. . ..42
Key-On Engine-Off Injector Test. . .. . .. . .. . .. . .. . .. . .. . .. . .. . .. . .. . .. . . .. . .. . .. . .. . .. . .. . .. . .. . .. . .42
Key-On Engine-Off Output State Low Test.. .. . .. .. .. .. .. .. .. . .. .. .. .. .. .. .. . .. .. .. .. .. .. .. . .. .. .42
Key-On Engine-Off Continuous Monitor Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .43
Key-On Engine-Running Standard Test.. . . . . .. . . . .. . . . . .. . . . . .. . . . .. . . . . .. . . . .. . . . . .. . . . .. . . . . ..44
Key-On Engine-Running Injector Test. . .. . .. . . .. . . .. . . .. . . .. . .. . . .. . . .. . . .. . . .. . .. . . .. . . .. . . .. . ..44
Key-On Engine-Running Continuous Monitor Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .46
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FUEL SUPPLY SYSTEM

FUEL SYSTEM DESCRIPTION
The fuel system consists of three major subsystems:
• Fuel Supply System (See Figure 1, page 6)

• Injection Control Pressure System (See Figure 3, page 9)
• Fuel Injector (See Figure 8, page 13)
These subsystems work together to inject pressurized fuel into the combustion chambers. The function of the
fuel supply system is to deliver fuel to the injectors. The Injection Control Pressure system (ICP) supplies
the injectors with high pressure oil and the electronic control system controls the moment and duration of
the injection.
All three systems converge into the Hydraulically Actuated Electronically controlled Unit Injector (HEUI).
The function of the fuel supply system is to deliver fuel from the fuel tank(s) to the injectors. The components
involved in this task are:
• Fuel tanks
• Fuel supply lines
• Fuel strainer
• Fuel filter
• Priming (hand) pump
• Fuel supply pump
• Fuel / Oil supply manifold
• Fuel passages (within fuel supply manifold and cylinder head to supply the injectors)
• Fuel pressure regulator
• Fuel return lines
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Figure 1 Fuel System Components
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FUEL FLOW
Figure 2 Fuel System Diagram
The fuel supply pump draws fuel from the fuel tanks to the fuel strainer. Fuel flows through the strainer to
the supply pump. The supply pump increases fuel pressure to approximately 65 psi (448 kPa). Pressurized
fuel is pumped through the fuel filter to the fuel supply manifold for distribution through passages in the
head to the fuel injectors.
The fuel rail pressure is controlled to 65 psi (448 kPa) by a Fuel Pressure Regulator mounted to the rear of the
fuel manifold. After the pressure regulator, excess fuel is returned to the tanks.
In the injectors the fuel pressure is increased to injection pressures of approximately 18,000 psi (124 MPa).
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INJECTION CONTROL PRESSURE SYSTEM

INJECTION CONTROL PRESSURE SYSTEM OPERATION
The Injection Control Pressure system provides the necessary energy to hydraulically actuate the HEUI
injectors. Engine lube oil is the hydraulic fluid used for this purpose.
Lube oil is drawn from the oil pan through the pickup tube by the engine oil lubrication pump. The lubrication
pump is a gerotor type pump driven by the crankshaft. Filtered oil is fed through passages in the front cover to
the oil reservoir which is an integral part of the front cover.
The reservoir makes available a constant supply of oil to a high pressure hydraulic pump mounted to the
front cover. The high pressure pump is a gear driven swash plate type pump. High pressure oil is delivered
by the high pressure pump to the high pressure oil supply manifold and into oil passages machined into
the cylinder head.
When the solenoid of an injector is energized high pressure lube oil is utilized to pressurize and atomize the
fuel into the combustion chamber. After injection is complete the solenoid is deactivated and the oil within the
injector is vented through the top portion of the injector and allowed to drain back to the oil pan.
Injection control pressure is, governed by the Electronic Control Module, (ECM) depending upon operating
conditions and the driver’s demand for power. The Injection Pressure Regulator (IPR) is used by the ECM for
this purpose. The IPR valve is mounted on the high pressure pump and achieves injection control pressure
regulation by dumping excess oil into the front cover and back to the oil pan.
The injection control pressure sensor (ICP) provides feedback pressure information to the ECM in the form of
an analog voltage signal. Injection control pressure ranges from 500 to 3500 psi (3.4 to 25 MPa), depending on
the engine family.
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Figure 3 Injection Control Pressure System Components

1. Internal Oil Reservoir (cast into front cover)
2. High Pressure Oil Pump Assembly
3. Injection Pressure Regulator valve (IPR)
4. High Pressure Oil Supply Rail
5. High Pressure Oil Supply Hose
6. Injection Control Pressure Sensor (ICP)
INJECTION PRESSURE CONTROL

The ECM controls the injection control pressure by operating the Injection Pressure Regulator (IPR). Injection
control pressure is continuously monitored by the ECM using the Injection Control Pressure sensor (ICP) (See
Figure 4, page 10). The pressure signal from the ICP allows the ECM to know the actual injection control
pressure. This is known as Closed Loop Operation (See Figure 5, page 10).
Diagnostic codes can be set by the ECM if the ICP electrical signal is out of range, or if the ICP signal received
corresponds to an out of range value for the injection control pressure at a given operating condition. Should
any of these conditions occur, the ECM will ignore the ICP signal and control the IPR valve operation from
programmed default values. This is known as Open Loop Operation.
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Figure 4 Injection Control System
Figure 5 Closed Loop Operation
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IPR VALVE OPERATION

The Injection Control Pressure Regulator valve is a pulse width (duty cycle %) controlled valve. The pulse
width is modulated between 8 and 60% to control ICP pressure in the range of 3.4 to 20 MPa (500 to 3000 psi).
The regulator is mounted in the high pressure oil pump and maintains desired injection control pressure by
dumping excess oil through an (internal shuttle) spool valve to the front cover and back to the oil pan.
As the demand for injection control pressure increases, the ECM increases the pulse width (duty cycle %) to
the IPR valve. This forces the poppet against the drain orifice increasing the pressure behind the spool valve.
As oil pressure increases behind the spool valve, it moves forward and blocks the drain ports on the sides
of the IPR valve. Refer to IPR Higher Injection Pressure (See Figure 6, page 11). When the demand for
injection control pressure decreases, the ECM decreases the (duty cycle %) to the IPR valve allowing oil to
drain out of the drain orifice. This is accomplished by relieving the pressure behind the spool valve which
allows it to partially open the relief port decreasing injection control pressure. Refer to IPR Lower Injection
Pressure (See Figure 7, page 12).
The described operation allows the IPR to continuously adjust injection control pressure as commanded
by the ECM.
Figure 6 IPR Higher Injection Pressure
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Figure 7 IPR Lower Injection Pressure
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HEUI INJECTOR OPERATION

STANDARD INJECTOR OPERATION
Figure 8 HEUI Injector Stages of Operation
The injection operation is divided into three stages or cycles:
1. Fill Stage
2. Injection Stage
3. End of Injection
Fill Stage
During the fill stage, the solenoid is deactivated and the poppet valve is closed preventing the flow of high
pressure oil to the intensifier piston. At this point the intensifier piston is up allowing the fuel to enter and
fill the injector nozzle.
Injection Stage
Once the ECM commands injection, the solenoid is energized and the injection stage is initiated. This action
rapidly lifts the poppet valve from its seat, allowing high pressure oil to enter the injector. The intensifier
piston transmits the pressure from the high pressure oil to the fuel and multiplies it 6 to 7 times creating fuel
injection pressures of up to 21,000 psi.
As the fuel pressure increases, check valves prevent the fuel from flowing back to the supply manifold. Once
the pressure is high enough to lift the needle valve fuel is forced into the combustion chamber.
End of Injection
Once injection is completed, the ECM deactivates the solenoid, the poppet valve and the intensifier piston
return to the closed position and the injector returns to the fill stage (See Figure 8, page 13).
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SPLIT-SHOT INJECTORS
Figure 9 HEUI Split Shot-Injector Operation
Some International electronic engines are equipped with Split-Shot injectors. On these injectors the injection
cycle is executed in two stages (See Figure 9, page 14). Some fuel is pre-injected into the combustion
chamber to initiate combustion then the primary injection takes place. This feature reduces emission levels at
light load operations. It also reduces light load engine noise.
Both the electrical and the hydraulic portions of the Split-Shot injector operate identically to the regular HEUI
injector, but the fuel distribution is different.
The barrel and plunger were redesigned and a spill port was incorporated. When injection is initiated, the first
shot of fuel is pre-injected into the combustion chamber until the spill port of the plunger coincides with the
slot on the barrel.
At this time some fuel is allowed to return back to the fuel supply port until the spill port slot is blocked again by
the plunger and the primary injection stroke takes place.
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ELECTRONIC CONTROL MODULE

OPERATION AND FUNCTION
The Electronic Control Module (ECM) monitors and controls engine performance to ensure maximum
performance and adherence to emissions standards. The ECM also monitors and regulates the vehicle
cruise control, transmission, and starter engagement.
Figure 10 Electronic Control Module
The ECM controls the following:
1. Reference voltage
2. Input voltage signals
3. Microprocessor input and output
4. Actuators
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REFERENCE VOLTAGE
The ECM sends a 5 volt reference signal to sensors in the control system. The ECM determines pressure,
speed, position, and other variables important to engine and vehicle functions by comparing the regulated 5
volts sent to the sensors with signals from the sensors sent back to the ECM.
The ECM sends a voltage reference signal to three separate circuits.
• VREFB for the cab sensors

• VREFC for the body builder sensors
• VREFD for the engine sensors
Individual VREF circuits divides the electronic system to prevent a total VREF circuit failure. A current limiting
resistor protects the ECM microprocessor from an external short to ground of a VREF circuit.
Figure 11 Reference Voltage
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INPUT VOLTAGE SIGNALS

An input conditioner in the ECM:
• Converts analog signals to digital signals,

• Squares up sine wave signals, or amplifies low intensity signals
Figure 12 Input Voltage Signals
MICROPROCESSOR INPUT AND OUTPUT

The ECM internal microprocessor stores operating instructions (control strategies) and value tables (calibration
parameters). The ECM compares stored instructions with input values to determine the correct operating
strategy for all engine conditions.
Diagnostic codes are generated by the microprocessor if inputs or conditions do not comply with expected
values. Continuous calculations in the ECM occur at two different levels or speeds: Foreground and
Background.
Foreground calculations are much faster than background calculations and are normally more critical for
engine operation. Engine speed control is an example.
Background calculations are normally variables that change at a slower rates. Engine temperature is an
example.
Diagnostic strategies are also programmed into the ECM. Some strategies monitor inputs continuously and
command the necessary outputs to achieve the correct performance of the engine. These strategies instruct
the ECM to continuously perform other diagnostic tests.
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Microprocessor Memory
The ECM microprocessor includes Random Access Memory (RAM) and Read Only Memory (ROM). Refer to
Electronic Control Module Microprocessor Memory (See Figure 13, page 18).
ROM
Read Only Memory stores permanent information for calibration tables and operating strategies. Permanently
stored Information cannot be changed or lost by turning the engine OFF or when ECM power is interrupted.
ROM information includes the following:
• Vehicle configuration, modes of operation, and options

• Engine Family Ratings Code (EFRC)
• Engine warning and protection modes
RAM
Random Access Memory stores temporary information for current conditions. Temporary information in RAM is
lost when the key is turned OFF or when ECM power is interrupted. RAM information includes the following:
• Engine temperature
• Engine rpm
• Accelerator pedal position
Figure 13 Electronic Control Module Microprocessor Memory
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ACTUATORS
The ECM controls actuators for the following:
• Injection Pressure Regulator (IPR)

• Fuel Injectors
The ECM sends a low level signal to an output driver. When the output driver is switched on the ground circuit
is completed. Actuators can be controlled with a duty cycle (% time on/off), a controlled pulse width, or
switched on or off.
Figure 14 Output Drivers
Electronic Distribution for Fuel Injectors
The ECM monitors engine speed and cylinder positions by constantly monitoring the camshaft position signal.
When the narrow vane of the timing sensor disc passes in front of the Camshaft Position sensor, the position of
piston 1 is sent to the ECM; the positions of pistons 2 through 6 are based on the position of piston 1.
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Figure 15 Electronic Distributor for Fuel Injectors
Ground Source for Fuel Injectors
The ECM provides a constant ground path to all fuel injectors.
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Figure 16 Ground Source for Fuel Injectors
Power Source and Output Drivers for Fuel Injectors
By using output driver transistors, the ECM supplies 115+ volts DC to each injector following the firing order
(153624). The ECM contains an output driver for each fuel injector. The ECM processor controls:
• Firing sequence
• Injector timing
• Injection duration
The 115+ volt DC supply is created by the ECM by making and breaking a 12 volt source across an internal
coil, based on the same principle as the automotive ignition coil.
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Figure 17 Power Source and Output Drivers for Fuel Injectors
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ENGINE AND VEHICLE SENSORS

Sensor Operation
Engine and vehicle sensors send input signals to the Electronic Control Module (ECM) by:
• Changing reference voltage to produce an analog or digital signal

• Generating analog or digital signal voltage
• Switching an analog 12 volt signal
Input Signals
Reference voltage sensors receive a constant 5V signal from the ECM. A voltage regulator supplies the
reference voltage (VREF) to the sensors. VREF is changed by the sensor and the resultant signal is relayed back
to the ECM. The ECM compares the reference voltage to the returned signal, and determines the difference by
matching the signal value with programmed tables in the ECM.
Figure 18 Input Signals
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Sensors Types
The following sensor types are used with DT 466 and DT 530 engines:
• Thermistor sensor
• Potentiometer sensor
• Variable capacitance sensor
• Hall effect sensor
• Magnetic pick up sensor
• Switch sensor
THERMISTOR
A thermistor sensor is a semiconductor, a resistive circuit component that changes electrical resistance
with temperature.
Thermistor Examples:
• Engine Oil Temperature sensor (EOT)

• Engine Coolant Temperature sensor (ECT)
• Intake Air Temperature sensor (IAT)
Resistance decreases as temperature increases, and increases as temperature decreases. The thermistor,
with a current limiting resistor in the ECM forms a voltage divider network. The thermistor and limiting resistor
provide a voltage signal to be matched with a particular temperature value.
The top half of the voltage divider is the current limiting resistor. A thermistor sensor has two electrical
connections: signal return and ground. The output of a thermistor sensor is a nonlinear analog signal.
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Figure 19 Engine Coolant Temperature Sensor
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POTENTIOMETER
A potentiometer is a variable voltage divider used to sense the position of a mechanical component.
Example:
• Accelerator Position Sensor (APS)
A reference voltage is applied to one end of the potentiometer. A mechanical wiper moves along resistive
material, changing voltage at each point along the resistive material. The voltage change is proportional to
the distance the wiper moves.
Figure 20 Potentiometer
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VARIABLE CAPACITANCE SENSOR

A variable capacitance sensor measures pressure. Pressure forces a ceramic material closer to a thin metal
disc, changing the capacitance of the sensor. The operational range of the sensor is linked to the thickness of
the ceramic disk. The thicker the ceramic disk the more pressure the sensor can measure.
Examples:
• Engine Oil Pressure sensor (EOP)

• Injection Control Pressure sensor (ICP)
• Manifold Absolute Pressure sensor (MAP)
Variable Capacitance sensors are connected to the ECM by three wires: reference voltage, signal return
and signal ground.
A variable capacitance sensor receives reference voltage from the ECM and returns an analog signal voltage
back to the ECM. The ECM compares the signal voltage with programmed values to determine the pressure.
Figure 21 Engine Oil Pressure Sensor
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HALL EFFECT SENSOR

The Hall Effect sensor generates voltage signals.
Example:
• Camshaft Position Sensor (CMP)
A CMP sensor contains a permanent magnet, transducer, signal conditioner, and a switching transistor.
The shape and frequency of voltage signals result from disturbances in the magnetic field of the sensor.
The permanent magnet generates a magnetic field around the transducer. As the timing disk (vanes and
windows) rotates, the magnetic field is disturbed and the transducer generates a signal that is filtered and
conditioned within the CMP.
Once conditioned, the signal is sent to the base of the switching transistor, causing the transistor to ground the
5 volt line from the ECM. At this time, the ECM will receive a 0 volt signal.
Each time a vane passes the sensor the signal is grounded by the transducer. Without a signal the transistor
shuts off and the ECM receives a 5 volt signal. This allows the ECM to determine engine speed and position.
The shorter duration of the narrow vane on the trigger wheel allows the ECM to determine the position of the
crankshaft.
The CMP sensor is connected to the ECM by three wires: a 5 volt signal, a 5 volt VREF, and a signal ground.
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Figure 22 Camshaft Position Sensor
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MAGNETIC PICKUP
A magnetic pickup sensor generates an alternating frequency that indicates speed. Magnetic pickup sensors
normally have two wire connections for signal and ground. The magnetic pickup sensor has a permanent
magnetic core surrounded by a wire coil. The signal is generated by the rotation of gear teeth which disturbs
the magnetic field of the magnet. Refer to Vehicle Speed Sensor (Magnetic Pickup) (See Figure 23, page 30).
Example:
• Vehicle Speed Sensor (VSS)
Figure 23 Vehicle Speed Sensor

1. Magnetic Pickup Sensor
2. Transmission Case
3. 16 Tooth Speedometer Gear
4. Permanent Magnet Field
5. Output Signal
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SWITCH SENSORS
Switch sensors indicate positions and operate either open or closed to allow or prevent current flow. A switch
sensor can be a voltage input switch or a grounding switch.
Examples:
• Idle Validation Switch (IVS)

• Brake Switch Normally Open (BNO)
• Coolant Level Switch (CLS)
• Driveline Disengagement Switch (DDS)
Switch sensors are connected to the ECM by one wire: either a voltage source or a ground. These sensors are
considered to be a low speed digital input.
When closed, a voltage input switch sends the ECM voltage. A grounding switch will ground the circuit,
causing a zero voltage signal at the ECM. Grounding switches, with a current limiting resistor, are usually
installed in series.
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Figure 24 Driveline Disengagement Switch
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VEHICLE FEATURES
STANDARD FEATURES
Electronic Governor Control
INTERNATIONAL DT 466 and DT 530 engines are electronically controlled for all operating ranges.
American Trucking Association Datalink Provisions
Vehicles are equipped with the American Trucking Association (ATA) datalink connector for communication
between the ECM and the Electronic Service Tool (EST).
The datalink provides communication capabilities for the following:
• Transmission of engine parameter data

• Diagnostics and troubleshooting
• Customer programming
• Production line programming of vehicle features
• Field programming
Service Diagnostics
The electronic service tool provides diagnostic information for the Master Diagnostics (MD) Software.
Diagnostic Trouble Codes (DTC’s)

DTC’s for sensors, actuators, electronic components, and engine systems are detected and stored in the
ECM. The ECM transmits DTC’s to the EST to assist with diagnostic action. The ECM also provides DTC’s
emitted by the engine.
Electronic Speedometer and Tachometer Provisions
The engine control system calibrates vehicle speed to 157,157 pulses/mile. Dip switches no longer need to
be changed when components affecting speed calibration are changed. However, the new speed calibration
information must be programmed with an Electronic Service Tool.
The tachometer signal is generated by the ECM by computing the CMP signal. The result of this calculation is
transmitted to the instrument dash cluster via the J1939 Datalink and the EST via the ATA Datalink.
Engine Over Temperature Protection System (Coolant Temperature Compensation)
Coolant Temperature Compensation reduces fuel delivery if engine coolant temperature is above the cooling
system specifications. Fueling is reduced proportionally to the design limit exceeded. Fuel reduction is
calibrated to a maximum of 40% before standard engine warning or optional warning/shutdown is engaged. If
warning or shutdown occurs, a Diagnostic Trouble Code is stored in the ECM memory.
NOTE – Coolant Temperature Compensation may be omitted on emergency vehicles that require 100%
power on demand.
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Event Logging System
The event logging system records engine operation above maximum rpm (overspeed), high coolant
temperature, low coolant level, or low oil pressure. This information and readings for the odometer / hourmeter
are stored in the ECM memory and may be accessed using the EST.
Engine Crank Inhibit
Engine Crank Inhibit will not allow the starting motor to crank if the engine is running or the automatic
transmission is in gear. Engine Crank Inhibit (ECI) is an optional system for vehicles with manual transmissions.
Electronic Accelerator Pedal
The Electronic Accelerator Pedal eliminates the mechanical linkage used with conventional accelerator pedals.
An accelerator position sensor, part of the accelerator pedal assembly, provides the ECM with an analog
voltage signal representing the driver’s demand for power.
Figure 25 Electronic Accelerator Pedal System
Cruise Control
Cruise Control regulates vehicle speed using automotive style, on/off, set/accel buttons. Speed control is
disabled when the service brakes are applied, the clutch pedal is depressed, or the automatic transmission is
placed in neutral. The accelerator pedal can be used to increase speed from the selected cruise speed.
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Figure 26 Cruise Control Buttons on the Steering Wheel
Cold Ambient Protection (CAP)
The CAP system safeguards the engine from damage caused by prolonged periods of idle at no load during
cold weather conditions. CAP also improves cab warm up.
CAP maintains engine coolant temperature by increasing the engine rpm to a programmed value when the
Ambient Air Temperature is below 32 F (0 C), the Engine Coolant Temperature is below 149 F (65 C), and the
engine has been idling with no load for more than 5 minutes.
CAP is standard on all trucks without an Idle Shutdown Timer, with a clutch switch (manual transmission),
or a neutral safety switch (automatic transmission).
OPTIONAL FEATURES
Engine Speed Control for PTO
DT 466 and DT 530 engines are compatible with both stationary and mobile PTO applications. Remote and
in-cab throttle controls are available. Throttle control can be used as an electronic hand throttle during warm
up procedures or idle operation during cold weather.
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Figure 27 Engine Speed Control
Road Speed Limiting/Governor
The Road Speed Limiting/Governor limits speed to maximum vehicle speed programmed by the customer.
Body Equipment Manufacturer Provisions
Additional circuits and connector junction blocks are provided in the engine compartment on the left side
of the cowl. These circuits include provisions for:
• Remote engine speed control

• Remote PTO (engine speed) control commands
• Additional power and control circuits for after market added equipment
The standard electrical system provides breakout connections to the remote PTO.
Engine Warning System
The Engine Warning System illuminates the red ENGINE lamp and actuates a buzzer for:
• High coolant temperature

• Low coolant level
• Low oil pressure
Refer to Engine Warning System (See Figure 28, page 37).
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Engine Shutdown System
The engine warning system is included with the engine shutdown system. The engine shutdown system
shuts down the engine after 30 seconds of operation past critical threshold values for coolant temperature
or oil pressure, or both.
Figure 28 Engine Warning System
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Figure 29 Engine Protection System
Idle Shutdown (Optional)
Idle Shutdown provides automatic engine shutdown after idle time exceeds 2 to 120 minutes. The owner or
operator can program extended idle time for maximum or minimum intake air temperatures. If Idle shutdown is
triggered, the ECM will flash the red ENGINE lamp, sound the buzzer 30 seconds, and set a DTC code before
engine shutdown. When Idle Shutdown is selected, Cold Ambient Protection is automatically disabled.
Electronic Pressure Governor (EPG)
The Electronic Pressure Governor can be used on trucks equipped with hydraulic pumps when output pressure
is controlled by adjusting engine rpm (i.e. fire trucks, etc.). Body builder connections are provided and the
ECM can be programmed for this purpose on request. This feature can be programmed to fit the needs
of the operator. Engine rpm, ramp rate, and Electronic Pressure Governor gain adjustments are among
the available variables.
Engine Fan (Control)
Engine Fan control allows the ECM to regulate engagement and disengagement of the engine fan depending
on Engine Coolant Temperature (ECT) or air conditioning demand. The ECM can also be programmed
to use engine fan control to retard engine speed.
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DIAGNOSTIC SOFTWARE SELF TEST OPERATION

Diagnostics Overview
Figure 30 Diagnostic Trouble Code Detection
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Diagnostic Trouble Code Access Procedure

To display ECM Diagnostic Trouble Codes using the EST refer to Diagnostic Testing in Section 5 (See CHECK
AND CLEAR DIAGNOSTIC TROUBLE CODES (DTC), page 404).
To display ECM Diagnostic Trouble Codes when the EST is not available use the following procedure:
A. Set the parking brake and turn the Ignition Key ON.
B. Press and release the CRUISE ON button and the RESUME/ACCEL button simultaneously. If no
faults are present, the cluster odometer will display NO FAULTS. If codes are present they will be
flashed out using the red and amber ENGINE lamps on the gauge cluster.
To read the Diagnostic Trouble Codes, count each time the amber ENGINE lamp flashes, continue with
the following sequence below. This sequence occurs each time the Cruise Control buttons are depressed
together to access the Diagnostic Trouble Codes.
A. The red ENGINE lamp will flash once to indicate the beginning of ACTIVE DTC’s.
B. The amber ENGINE lamp will flash repeatedly signaling the Active DTC’s.
NOTE – All DTC’s are three digits. Code 111 indicates no Diagnostic Trouble Codes have
been detected.
C. Count the flashes in sequence. After each digit of the code a short pause will occur. Three flashes
and a pause would indicate number 3. Two flashes, a pause, three flashes, a pause, and two
flashes and a pause would indicate Diagnostic Trouble Code 232. If there is more than one DTC,
the red ENGINE lamp will flash once indicating the beginning of another active DTC.
After all active DTC’s have flashed, the red ENGINE lamp will flash twice to indicate the start of INACTIVE
DTC’s. Count the flashes from the amber ENGINE lamp. If there is more than one inactive code, the red
ENGINE lamp will flash once between each DTC.
After all DTC’s have been sent, the red ENGINE lamp will flash three times indicating END OF MESSAGE.
NOTE – To repeat DTC transmission, repeat the above procedure by depressing both Cruise Control
buttons. The ECM will once again send the stored DTC’s.
Clearing Inactive Diagnostic Trouble Codes

A. Set park brake (required for correct ESC signal and to clear codes).
B. Turn key switch to the IGN/ON position.
C. Depress and hold the CRUISE ON and RESUME/ACCEL buttons simultaneously.
D. Continue holding the Cruise Control buttons. Depress and release the accelerator pedal three (3)
times within a six (6) second interval.
E. Release the Cruise Control buttons.
F. Inactive codes will be cleared.
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CONTINUOUS MONITOR
DiagnosticTrouble Codes
The Electronic Control Module (ECM) continuously monitors and detects Out of Range, Rationality, and
System Faults.
Each Diagnostic Trouble Code has three numbers that identify the source of a malfunction measured or
monitored electronically. Most Diagnostic Trouble Codes indicate the source and the Failure Mode. The Failure
Mode identifies one of the following signal readings:
• Out of Range High (voltage over normal operating range)
• Out of Range Low (voltage under normal operating range)
• In Range (within normal operating range but not rational)
When the ignition key is ON, the ECM will record and set a Diagnostic Trouble Code if an input signal is Out of
Range High or Out of Range Low during normal operation. The ECM also monitors the operation of systems
and determines if systems are In Range. If a system falls outside a predetermined range, the ECM will
record and set a Diagnostic Trouble Code.
During normal engine operation, the ECM automatically performs several tests to detect Diagnostic Trouble
Codes. When Diagnostic Trouble Codes are detected, the ECM often executes a DTC management strategy to
allow continued, though sometimes degraded, vehicle operation.
The ECM also continuously sets Diagnostic Trouble Codes associated with the injection control system, an
improvement from previous versions that required specific diagnostic tests to access fault codes.
Event Log
With the engine running, Engine Events are permanently recorded in the ECM; Engine Events can be retrieved
with the Electronic Service Tool (EST). Standard Engine Events include excessive coolant temperature and
engine rpm (overspeed). With the engine running, Event Engine Hours are monitored and recorded in the
ECM. Event Engine Hours include data resulting from overheating (coolant temperature), low coolant level,
low oil pressure, and operation beyond maximum rpm. This information and odometer / hourmeter readings
are stored in the ECM memory.
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DIAGNOSTIC TESTS
Key-On Engine-Off Standard Test
During the Key-On Engine-Off Standard Test the ECM completes the following:
1. Internal processing and memory test.

2. Output Circuit Check (OCC). The Output Circuit Check looks for circuit shorts, open circuits in the
ECM, harnesses, and IPR actuator by operating the ECM output circuits and measuring each
circuit response. The OCC does not evaluate mechanical or hydraulic functions.
3. Logs Diagnostic Trouble Codes in memory if a circuit fails a test.
The following circuits are checked by the ECM during this test:
• Engine Crank Inhibit relay (ECI)

• Engine Fan (EFN)
• Vehicle Retarder (VRE)
When the test is complete, the EST will display all detected Diagnostic Trouble Codes.
NOTE – When the Electronic Service Tool (EST) is not available, the Key-On Engine-Off Standard Test
and the Output Circuit Check can be performed by following the steps below.
Key-ON Engine-OFF Standard Test and Output Circuit Check (OCC) Procedure
A. Set park brake (required for correct ESC signal).

B. Turn ignition key to the ON position.
C. Press and release the CRUISE ON and the RESUME/ACCEL buttons simultaneously two (2)
times within three (3) seconds.
D. Key-ON Engine-OFF Standard Test and OCC will run and codes will flash.
Key-On Engine-Off Injector Test
The Key-On Engine-Off Injector Test checks for electrical problems in fuel delivery components (injectors).
This test can only be done after completing the Engine Off Standard Test using the Electronic Service Tool.
During the Key-On Engine-Off Injector Test, the ECM will actuate the injectors 1 through 6 in numerical order,
not the firing order. Each electrical circuit and solenoid for the injectors will be monitored and evaluated for
correct operation. If an electronic component does not meet specifications, an active Diagnostic Trouble
Code will be logged. However, during Hard Start/No Start conditions, the sound of injectors may not be
heard because of cold, thick oil.
Key-On Engine-Off Output State Low Test
The purpose of the Output StateTest is to allow the techician to check the operation of the ECM controlled
actuators. During this test, actuators are controlled by the ECM. The ECM will pull down or pull up the output
voltage in order to activate or deactivate the acuator. The low state will activate those components that
are normally controlled by the ECM completing the ground circuit. While this test is running the technician
can check the state of these actuators.
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During this test the output of the circuit in question can be monitored with a Digital Multimeter (DMM). The DMM
measures high or low voltages when outputs are toggled. The actual voltage will vary within the circuit tested.
The EST will not display voltage or problems with circuits. A breakout tee or breakout box and digital multimeter
are required to monitor circuits or actuator. Diagnostic Trouble Codes will not be set by the ECM during this test.
Key-On Engine-Off Output State High will test those components that are normally controlled by the ECM
sending voltage to the actuator. While this test is running the technician can check the state of these actuators.
The ECM will not check the state of the actuator nor will it log codes in this test.
During this test the output of the circuit in question can be monitored with a Digital Multimeter (DMM). The DMM
measures high or low voltages when outputs are toggled. The actual voltage will vary within the circuit tested.
The EST will not display voltage or problems with circuits. A breakout tee or breakout box and digital multimeter
are required to monitor circuits or actuator. Diagnostic Trouble Codes will not be set by the ECM during this test.
The following actuators and signals are toggled during the Key-On Engine-Off Output State Test:
• Starter Power Relay (ECI)

• Engine Fan (EFN)
• Vehicle Retarder Relay (VRE)
Key-On Engine-Off Continuous Monitor Test
The Key-On Engine-OFF Continuous Monitor Test troubleshoots intermittent connections at sensors and
actuators.
The Electronic Service Tool is used to monitor the following circuits:

• Intake Air Temperature Sensor (IAT)
• Data Communication Link (DCL)
• Engine Coolant Temperature (ECT)
• Engine Oil Pressure (EOP)
• Injection Control Pressure (ICP)
• Manifold Absolute Pressure (MAP)
• Remote Accelerator Pedal Sensor (RPS)
• Engine Oil Temperature (EOT)
• Barometric Absolute Pressure Sensor (BAP)
TEST PROCEDURE
During this test, wiggle all suspected circuit connectors and wires. This movement allow the ECM to identify
any momentary circuit continuity interruptions. The computer speaker will “BEEP” if an interruption in continuity
is found and a related Diagnostic Trouble Code will be displayed on the Diagnostic screen. If at all possible,
view the screen while doing this, as hearing the BEEP will likely be difficult in a busy shop environment.
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Selecting this test also enables the ECM and Master Diagnostics to display the following sensor signal voltages
in a International Text View window.
• APS Signal Volts

• BAP Signal Volts
• EBP Signal Volts
• ECM Signal Volts
• ECT Signal Volts
• EOP Signal Volts
• EOT Signal Volts
• EPG Signal Volts
• IAT Signal Volts
• ICP Signal Volts
• MAP Signal Volts
• RPS Signal Volts
Key-On Engine-Running Standard Test
The ECM evaluates the hydraulic performance of the Injection Control Pressure System. The ECM monitors the
Injection Control Pressure (ICP) sensor signal values and compares those values with expected values. After
the test, the ECM returns engine to normal operation and sends Diagnostic Trouble Codes set during the test.
Test Procedure
1. The ECM increases engine idle speed to a set value.
2. The ECM signals the IPR valve to set the injection control pressure to rated speed pressure. If IPR
performance is acceptable, the ECM will command the IPR valve to reduce the pressure in steps, while
continuing to monitor the performance of the injection control pressure system.
NOTE – To perform these KOER tests, the following conditions are required:
• Engine coolant temperature must be at least 160 F.

• Battery voltage must be higher than 12.5 volts.
• Vehicle Speed Sensor (VSS) signal should not be present.
• If active Diagnostic Codes are present, the cause must be repaired and the Diagnostic Trouble
Codes cleared before running this test.
Key-On Engine-Running Injector Test
NOTE – The Engine Running Standard Test must be done before starting the Engine Running Injector
Test.
The “Injector Test” is designed to detect problems with injection and combustion events. Performing a cylinder
contribution test will analyze the individual contribution of each of the power cylinders. Its primary function
is to detect a bad injector, but it will detect problems that could affect the overall performance of the power
cylinders (i.e.: valves, pushrods, pistons, rings, etc.)
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During this test the ECM will control fuel delivery and determine each cylinder’s power contribution. If a cylinder
is not performing satisfactorily, a fault code will be set in severe cases, but there still is the possibly of (a
misfire?) that will not set a code. Under these circumstances you’ll need the aid of the EST and MD software.
When this test begins the engine speeds in increments to 850 rpm. The ECM will increase the normal amount
of fuel delivery (overfuel) to the injector of the cylinder being tested. The ECM monitors the reduction of fuel
required to operate the remaining injectors to maintain a constant speed. Then the ECM limits the fuel delivery
(underfuel) to the same injector and monitors the increase in fuel delivery to the remaining injectors. The ECM
compares the fuel delivery during overfuel to fuel delivery change (underfuel). If the difference or change is
not the ECM expects, it will set a code for the non-contributing cylinder. This test is performed in numerical
order, beginning with cylinder 1. Once cylinder number 6 is finished, the test is complete. Only severe case
will set a Diagnostic Trouble Code. On engines with more than one severely scuffed injector, rpm fluctuation
can be enough to stop the cylinder contribution test.
The KOER Injector Test detects injection and combustion problems, including problems that could affect the
overall performance of the power cylinder (i.e. valves, push rods, pistons, rings, etc).
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Key-On Engine-Running Continuous Monitor Test
The KOER Continuous Monitor Test troubleshoots intermittent connections at sensors and actuators.
The Electronic Service Tool is used to monitor the following circuits:

• Intake Air Temperature Sensor (IAT)
• Data Communication Link (DCL)
• Engine Coolant Temperature (ECT)
• Engine Oil Pressure (EOP)
• Injection Control Pressure (ICP)
• Manifold Absolute Pressure (MAP)
• Remote Accelerator Pedal Sensor (RPS)
• Engine Oil Temperature (EOT)
• Barometric Absolute Pressure Sensor (BAP)
TEST PROCEDURE
1. Select the KOER Continuous Monitor Test from the Diagnostic drop-down menu.
2. Wiggle all suspected circuit connectors and wires. This movement is very helpful to Master Diagnostics in
identifying any momentary circuit continuity interruptions. The EST can detect Diagnostic Trouble Codes
much more rapidly if this method is used. The computer speaker will “BEEP” if an interruption in continuity
is found and a related DTC will be displayed in the Diagnostic screen. If at all possible, view the screen
while doing this, as hearing the BEEP will likely be difficult in a busy shop environment.
Selecting this test enables the ECM and Master Diagnostics to display the following sensor signal voltages
in a International Text View window.
• APS Signal Volts

• BAP Signal Volts
• EBP Signal Volts
• ECM Signal Volts
• ECT Signal Volts
• EOP Signal Volts
• EOT Signal Volts
• EPG Signal Volts
• IAT Signal Volts
• ICP Signal Volts
• MAP Signal Volts
• RPS Signal Volts
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2 MECHANICAL DIAGNOSTICS DT 466 and DT 530 47
Table of Contents
DIAGNOSTIC FORMS. . .. . .. . . .. . .. . .. . .. . . .. . .. . .. . .. . . .. . .. . .. . .. . . .. . .. . .. . .. . . .. . .. . .. . .. . . .. . .. . .. . .. . . .. . .. . .. . .. .51

INTRODUCTION, .. .. .. .. .. . .. .. .. .. .. .. . .. .. .. .. .. .. . .. .. .. .. .. .. . .. .. .. .. .. . .. .. .. .. .. .. . .. .. .. .. .. .. . .. .. .. ..51
Two Types of Forms. . . . .. . . . . . .. . . . . .. . . . . . .. . . . . .. . . . . . .. . . . . . .. . . . . .. . . . . . .. . . . . .. . . . . . .. . . . . .. . . .51
Vehicle Information. . . . . . .. . . . . . .. . . . . . .. . . . . . .. . . . . . .. . . . . . .. . . . . . .. . . . . . . .. . . . . . .. . . . . . .. . . . . . .. . . .52
Instructions for Engine Diagnostic Forms. .. . .. . .. . .. . .. . .. . .. . .. . .. . .. . .. . .. . .. . .. . .. . .. . .. . .. .52
HARD START / NO START DIAGNOSTICS. .. . .. .. .. .. .. .. .. .. .. . .. .. .. .. .. .. .. .. .. .. . .. .. .. .. .. .. .. .. .. . .. .. .. .. .. ..55

FUEL CHECK. . . .. . . .. . .. . . .. . . .. . . .. . . .. . . .. . . .. . . .. . . .. . .. . . .. . . .. . . .. . . .. . . .. . . .. . . .. . .. . . .. . . .. . . .. . . .. . . .. .55
Purpose. .. . .. . . .. . . .. . .. . . .. . .. . . .. . .. . . .. . .. . . .. . .. . . .. . . .. . .. . . .. . .. . . .. . .. . . .. . .. . . .. . .. . . .. . . .. . .. .55
Test Procedure. .. . .. .. .. . .. .. . .. .. .. . .. .. .. . .. .. .. . .. .. .. . .. .. .. . .. .. .. . .. .. .. . .. .. .. . .. .. . .. .. .. . .. ..55
Possible Causes.. .. . .. . .. .. . .. . .. . .. .. . .. . .. .. . .. . .. . .. .. . .. . .. .. . .. . .. . .. .. . .. . .. .. . .. . .. . .. .. . .. . ..56
Tools Required. .. . .. .. .. . .. .. .. . .. .. .. . .. .. .. . .. .. . .. .. .. . .. .. .. . .. .. .. . .. .. .. . .. .. .. . .. .. . .. .. .. . .. ..56
ENGINE VISUAL CHECK.. .. . .. .. .. . .. .. . .. .. .. . .. .. . .. .. .. . .. .. . .. .. .. . .. .. . .. .. .. . .. .. . .. .. .. . .. .. . .. .. .. . ..57
Purpose. .. . .. . . .. . . .. . .. . . .. . .. . . .. . .. . . .. . .. . . .. . .. . . .. . . .. . .. . . .. . .. . . .. . .. . . .. . .. . . .. . .. . . .. . . .. . .. .57
Test Procedure. .. . .. .. .. . .. .. . .. .. .. . .. .. .. . .. .. .. . .. .. .. . .. .. .. . .. .. .. . .. .. .. . .. .. .. . .. .. . .. .. .. . .. ..57
Possible Causes for Hard or No Start Conditions.. . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .57
Air Induction System Inspection. . . . .. . . . . . . . . .. . . . . . . . .. . . . . . . . .. . . . . . . . .. . . . . . . . .. . . . . . . . .. . . . . .58
Air Induction System Pressure Test. . . . . . .. . . . . . .. . . . . . . .. . . . . . .. . . . . . .. . . . . . .. . . . . . .. . . . . . . .. . . .58
Tools Required. .. . .. .. .. . .. .. .. . .. .. .. . .. .. .. . .. .. . .. .. .. . .. .. .. . .. .. .. . .. .. .. . .. .. .. . .. .. . .. .. .. . .. ..59
ENGINE OIL CHECK. .. . .. . .. . .. .. . .. . .. . .. .. . .. . .. .. . .. . .. . .. .. . .. . .. . .. .. . .. . .. .. . .. . .. . .. .. . .. . .. .. . .. . .. . ..61
Purpose. .. . .. . . .. . . .. . .. . . .. . .. . . .. . .. . . .. . .. . . .. . .. . . .. . . .. . .. . . .. . .. . . .. . .. . . .. . .. . . .. . .. . . .. . . .. . .. .61
Test Procedure. .. . .. .. .. . .. .. . .. .. .. . .. .. .. . .. .. .. . .. .. .. . .. .. .. . .. .. .. . .. .. .. . .. .. .. . .. .. . .. .. .. . .. ..61
Possible Causes of Incorrect Fuel Injection . .. . . . . .. . . . . .. . . . . .. . . . .. . . . . .. . . . . .. . . . . .. . . . . .. . .61
Tools Required. .. . .. .. .. . .. .. .. . .. .. .. . .. .. .. . .. .. . .. .. .. . .. .. .. . .. .. .. . .. .. .. . .. .. .. . .. .. . .. .. .. . .. ..61
INTAKE / EXHAUST RESTRICTION CHECK. . . .. . . . . .. . . . . .. . . . . .. . . . . .. . . . . . .. . . . . .. . . . . .. . . . . .. . . . . .. . . .62
Purpose. .. . .. . . .. . . .. . .. . . .. . .. . . .. . .. . . .. . .. . . .. . .. . . .. . . .. . .. . . .. . .. . . .. . .. . . .. . .. . . .. . .. . . .. . . .. . .. .62
Inspection. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. . .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. ..62
Possible Causes of Intake or Exhaust Restriction. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .62
Tools Required. .. . .. .. .. . .. .. .. . .. .. .. . .. .. .. . .. .. . .. .. .. . .. .. .. . .. .. .. . .. .. .. . .. .. .. . .. .. . .. .. .. . .. ..63
EST DIAGNOSTIC TROUBLE CODES (DTC’S) . . . . . .. . . . . . .. . . . . . .. . . . . . .. . . . . . .. . . . . . .. . . . . . .. . . . . . .. . . .64
Purpose. .. . .. . . .. . . .. . .. . . .. . .. . . .. . .. . . .. . .. . . .. . .. . . .. . . .. . .. . . .. . .. . . .. . .. . . .. . .. . . .. . .. . . .. . . .. . .. .64
Test Procedure. .. . .. .. .. . .. .. . .. .. .. . .. .. .. . .. .. .. . .. .. .. . .. .. .. . .. .. .. . .. .. .. . .. .. .. . .. .. . .. .. .. . .. ..64
Possible Causes.. .. . .. . .. .. . .. . .. . .. .. . .. . .. .. . .. . .. . .. .. . .. . .. .. . .. . .. . .. .. . .. . .. .. . .. . .. . .. .. . .. . ..65
Tools Required. .. . .. .. .. . .. .. .. . .. .. .. . .. .. .. . .. .. . .. .. .. . .. .. .. . .. .. .. . .. .. .. . .. .. .. . .. .. . .. .. .. . .. ..65
EST KEY-ON ENGINE-OFF STANDARD TEST. . . . . . . . .. . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . .66
Purpose. .. . .. . . .. . . .. . .. . . .. . .. . . .. . .. . . .. . .. . . .. . .. . . .. . . .. . .. . . .. . .. . . .. . .. . . .. . .. . . .. . .. . . .. . . .. . .. .66
Test Procedure. .. . .. .. .. . .. .. . .. .. .. . .. .. .. . .. .. .. . .. .. .. . .. .. .. . .. .. .. . .. .. .. . .. .. .. . .. .. . .. .. .. . .. ..66
Possible Causes.. .. . .. . .. .. . .. . .. . .. .. . .. . .. .. . .. . .. . .. .. . .. . .. .. . .. . .. . .. .. . .. . .. .. . .. . .. . .. .. . .. . ..67
Tools Required. .. . .. .. .. . .. .. .. . .. .. .. . .. .. .. . .. .. . .. .. .. . .. .. .. . .. .. .. . .. .. .. . .. .. .. . .. .. . .. .. .. . .. ..67
Supplemental Diagnostics. . .. .. . .. .. .. . .. .. . .. .. .. . .. .. . .. .. . .. .. .. . .. .. . .. .. . .. .. .. . .. .. . .. .. .. . ..67
EST KEY-ON ENGINE-OFF INJECTOR TEST . . .. . .. . .. . .. . .. . .. . . .. . .. . .. . .. . .. . .. . .. . . .. . .. . .. . .. . .. . .. .68
Purpose. .. . .. . . .. . . .. . .. . . .. . .. . . .. . .. . . .. . .. . . .. . .. . . .. . . .. . .. . . .. . .. . . .. . .. . . .. . .. . . .. . .. . . .. . . .. . .. .68
Test Procedure. .. . .. .. .. . .. .. . .. .. .. . .. .. .. . .. .. .. . .. .. .. . .. .. .. . .. .. .. . .. .. .. . .. .. .. . .. .. . .. .. .. . .. ..68
Possible Causes.. .. . .. . .. .. . .. . .. . .. .. . .. . .. .. . .. . .. . .. .. . .. . .. .. . .. . .. . .. .. . .. . .. .. . .. . .. . .. .. . .. . ..68
Tools Required. .. . .. .. .. . .. .. .. . .. .. .. . .. .. .. . .. .. . .. .. .. . .. .. .. . .. .. .. . .. .. .. . .. .. .. . .. .. . .. .. .. . .. ..68
Supplemental Diagnostics. . .. .. . .. .. .. . .. .. . .. .. .. . .. .. . .. .. . .. .. .. . .. .. . .. .. . .. .. .. . .. .. . .. .. .. . ..68
DIAGNOSTIC TROUBLE CODE ACCESS. . .. . . . . . . . .. . . . . . . . . .. . . . . . . . .. . . . . . . . . .. . . . . . . . .. . . . . . . . . .. . . . . .70
EGES-215
48 2 MECHANICAL DIAGNOSTICS DT 466 and DT 530
Purpose. . .. . . .. . .. . . .. . . .. . .. . . .. . .. . . .. . .. . . .. . .. . . .. . .. . . .. . . .. . .. . . .. . .. . . .. . .. . . .. . .. . . .. . .. . . .. . . .70
Diagnostic Trouble Code Access Procedure. .. . . . .. . . . .. . . . .. . . . .. . . . .. . . . .. . . . .. . . .. . . . .. . . . ..70
Key-ON Engine-OFF Standard Test and Output Circuit Check (OCC). . . . . . . . . . . . . . . . . . . . . .71
Possible Causes. .. .. . .. . .. . .. .. . .. . .. .. . .. . .. . .. .. . .. . .. .. . .. . .. . .. .. . .. . .. .. . .. . .. . .. .. . .. . .. .. . .. . .71
Tools Required.. .. . .. .. .. . .. .. .. . .. .. .. . .. .. .. . .. .. .. . .. .. . .. .. .. . .. .. .. . .. .. .. . .. .. .. . .. .. .. . .. .. . .. .71
Supplemental Diagnostics.. . .. .. . .. .. .. . .. .. . .. .. .. . .. .. . .. .. . .. .. .. . .. .. . .. .. . .. .. .. . .. .. . .. .. .. . .71
EST DATA LIST. .. . .. . . .. . . .. . .. . . .. . . .. . .. . . .. . .. . . .. . . .. . .. . . .. . . .. . .. . . .. . . .. . .. . . .. . . .. . .. . . .. . . .. . .. . . .. . . .72
Purpose. . .. . . .. . .. . . .. . . .. . .. . . .. . .. . . .. . .. . . .. . .. . . .. . .. . . .. . . .. . .. . . .. . .. . . .. . .. . . .. . .. . . .. . .. . . .. . . .72
Test Procedure.. .. . .. .. .. . .. .. .. . .. .. . .. .. .. . .. .. .. . .. .. .. . .. .. .. . .. .. .. . .. .. .. . .. .. .. . .. .. . .. .. .. . .. .72
Possible Causes. .. .. . .. . .. . .. .. . .. . .. .. . .. . .. . .. .. . .. . .. .. . .. . .. . .. .. . .. . .. .. . .. . .. . .. .. . .. . .. .. . .. . .73
Tools Required.. .. . .. .. .. . .. .. .. . .. .. .. . .. .. .. . .. .. .. . .. .. . .. .. .. . .. .. .. . .. .. .. . .. .. .. . .. .. .. . .. .. . .. .73
ECM VOLTAGE TEST.. . . .. . . .. . .. . . .. . . .. . .. . . .. . . .. . .. . . .. . . .. . .. . . .. . . .. . .. . . .. . . .. . .. . . .. . . .. . . .. . .. . . .. . . .75
Purpose. . .. . . .. . .. . . .. . . .. . .. . . .. . .. . . .. . .. . . .. . .. . . .. . .. . . .. . . .. . .. . . .. . .. . . .. . .. . . .. . .. . . .. . .. . . .. . . .75
Test Procedure.. .. . .. .. .. . .. .. .. . .. .. . .. .. .. . .. .. .. . .. .. .. . .. .. .. . .. .. .. . .. .. .. . .. .. .. . .. .. . .. .. .. . .. .75
ECM Voltage Measurement with Breakout Tee.. . .. .. . .. . .. .. . .. . .. . .. .. . .. . .. .. . .. . .. . .. .. . .. . .76
ECM Voltage Measurement with Breakout Box. . . . . . . . . . . . .. . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . .. . . .76
Possible Causes. .. .. . .. . .. . .. .. . .. . .. .. . .. . .. . .. .. . .. . .. .. . .. . .. . .. .. . .. . .. .. . .. . .. . .. .. . .. . .. .. . .. . .77
Tools Required.. .. . .. .. .. . .. .. .. . .. .. .. . .. .. .. . .. .. .. . .. .. . .. .. .. . .. .. .. . .. .. .. . .. .. .. . .. .. .. . .. .. . .. .77
ENGINE CRANKING RPM.. .. .. .. .. .. .. .. .. . .. .. .. .. .. .. .. .. .. . .. .. .. .. .. .. .. .. .. . .. .. .. .. .. .. .. .. .. . .. .. .. .. .78
Purpose. . .. . . .. . .. . . .. . . .. . .. . . .. . .. . . .. . .. . . .. . .. . . .. . .. . . .. . . .. . .. . . .. . .. . . .. . .. . . .. . .. . . .. . .. . . .. . . .78
Test Procedure.. .. . .. .. .. . .. .. .. . .. .. . .. .. .. . .. .. .. . .. .. .. . .. .. .. . .. .. .. . .. .. .. . .. .. .. . .. .. . .. .. .. . .. .78
Measuring Cranking rpm with Breakout Tee. . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . .. . . . . .79
Measuring Cranking RPM with Breakout Box. . .. . . .. . . .. . .. . . .. . . .. . .. . . .. . .. . . .. . . .. . .. . . .. . . .79
Possible Causes. .. .. . .. . .. . .. .. . .. . .. .. . .. . .. . .. .. . .. . .. .. . .. . .. . .. .. . .. . .. .. . .. . .. . .. .. . .. . .. .. . .. . .80
Tools Required.. .. . .. .. .. . .. .. .. . .. .. .. . .. .. .. . .. .. .. . .. .. . .. .. .. . .. .. .. . .. .. .. . .. .. .. . .. .. .. . .. .. . .. .80
INJECTION CONTROL PRESSURE TEST. .. . .. .. .. . .. .. . .. .. .. . .. .. .. . .. .. .. . .. .. .. . .. .. .. . .. .. .. . .. .. . .. .81
Purpose. . .. . . .. . .. . . .. . . .. . .. . . .. . .. . . .. . .. . . .. . .. . . .. . .. . . .. . . .. . .. . . .. . .. . . .. . .. . . .. . .. . . .. . .. . . .. . . .81
ICP Voltage Measurement with Breakout Tee . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .81
ICP Voltage Measurement with Breakout Box.. .. . .. .. . .. .. . .. .. . .. .. . .. .. . .. .. . .. .. . .. .. . .. .. . .82
Possible Causes. .. .. . .. . .. . .. .. . .. . .. .. . .. . .. . .. .. . .. . .. .. . .. . .. . .. .. . .. . .. .. . .. . .. . .. .. . .. . .. .. . .. . .82
Tools Required . .. . .. . .. . .. . .. . .. . .. . .. . .. . .. . .. . .. . .. . .. . .. . .. . .. . .. . .. . .. . .. . .. . . .. . .. . .. . .. . .. . .. . .83
LOW INJECTION CONTROL PRESSURE TEST. .. . .. . .. . . .. . .. . .. . . .. . .. . .. . . .. . .. . . .. . .. . .. . . .. . .. . .. . . .84
Purpose. . .. . . .. . .. . . .. . . .. . .. . . .. . .. . . .. . .. . . .. . .. . . .. . .. . . .. . . .. . .. . . .. . .. . . .. . .. . . .. . .. . . .. . .. . . .. . . .84
Test Procedure.. .. . .. .. .. . .. .. .. . .. .. . .. .. .. . .. .. .. . .. .. .. . .. .. .. . .. .. .. . .. .. .. . .. .. .. . .. .. . .. .. .. . .. .84
ICP Leakage Test. .. . .. . .. . .. . . .. . .. . .. . .. . .. . . .. . .. . .. . .. . .. . .. . . .. . .. . .. . .. . .. . . .. . .. . .. . .. . .. . .. . . .86
Possible Causes. .. .. . .. . .. . .. .. . .. . .. .. . .. . .. . .. .. . .. . .. .. . .. . .. . .. .. . .. . .. .. . .. . .. . .. .. . .. . .. .. . .. . .87
Tools Required.. .. . .. .. .. . .. .. .. . .. .. .. . .. .. .. . .. .. .. . .. .. . .. .. .. . .. .. .. . .. .. .. . .. .. .. . .. .. .. . .. .. . .. .88
FUEL PUMP PRESSURE TEST. . .. . . . .. . . . .. . . . .. . . . .. . . . .. . . . .. . . . .. . . . .. . . . .. . . . .. . . .. . . . .. . . . .. . . . .. . . . ..89
Purpose. . .. . . .. . .. . . .. . . .. . .. . . .. . .. . . .. . .. . . .. . .. . . .. . .. . . .. . . .. . .. . . .. . .. . . .. . .. . . .. . .. . . .. . .. . . .. . . .89
Test Procedure.. .. . .. .. .. . .. .. .. . .. .. . .. .. .. . .. .. .. . .. .. .. . .. .. .. . .. .. .. . .. .. .. . .. .. .. . .. .. . .. .. .. . .. .89
Low Fuel Pressure Possible Causes.. . .. .. .. . .. .. .. . .. .. .. . .. .. .. . .. .. .. . .. .. .. . .. .. .. . .. .. .. . .. .90
TOOLS REQUIRED. . .. .. .. .. .. . .. .. .. .. .. . .. .. .. .. .. . .. .. .. .. .. . .. .. .. .. .. . .. .. .. .. . .. .. .. .. .. . .. .. .. .. .. . .. .. .91
PERFORMANCE DIAGNOSTICS. . .. . . .. . . .. . . .. . . .. . . .. . . .. . . .. . .. . . .. . . .. . . .. . . .. . . .. . . .. . . .. . . .. . . .. . . .. . . .. . . .. . ..92

ENGINE OIL CHECK.. . .. .. . .. . .. .. . .. . .. . .. .. . .. . .. . .. .. . .. . .. .. . .. . .. . .. .. . .. . .. . .. .. . .. . .. .. . .. . .. . .. .. . .. . .92
Purpose. . .. . . .. . .. . . .. . . .. . .. . . .. . .. . . .. . .. . . .. . .. . . .. . .. . . .. . . .. . .. . . .. . .. . . .. . .. . . .. . .. . . .. . .. . . .. . . .92
Test Procedure.. .. . .. .. .. . .. .. .. . .. .. . .. .. .. . .. .. .. . .. .. .. . .. .. .. . .. .. .. . .. .. .. . .. .. .. . .. .. . .. .. .. . .. .92
Possible Causes. .. .. . .. . .. . .. .. . .. . .. .. . .. . .. . .. .. . .. . .. .. . .. . .. . .. .. . .. . .. .. . .. . .. . .. .. . .. . .. .. . .. . .92
EGES-215
Tools Required. .. . .. .. .. . .. .. .. . .. .. .. . .. .. .. . .. .. . .. .. .. . .. .. .. . .. .. .. . .. .. .. . .. .. .. . .. .. . .. .. .. . .. ..92

FUEL PRESSURE TEST. . .. .. .. .. .. . .. .. .. .. .. . .. .. .. .. .. . .. .. .. .. .. .. . .. .. .. .. .. . .. .. .. .. .. . .. .. .. .. .. . .. .. ..93
Purpose. .. . .. . . .. . . .. . .. . . .. . .. . . .. . .. . . .. . .. . . .. . .. . . .. . . .. . .. . . .. . .. . . .. . .. . . .. . .. . . .. . .. . . .. . . .. . .. .93
Sufficient / Clean Fuel Test.. . . .. . . .. . . .. . . .. . . .. . . . .. . . .. . . .. . . .. . . .. . . .. . . .. . . .. . . .. . . .. . . . .. . . .. .93
Fuel Pressure Test. . . .. . . .. . . . .. . . .. . . . .. . . .. . . . .. . . .. . . . .. . . .. . . . .. . . .. . . . .. . . .. . . . .. . . .. . . . .. . . .. . .93
Possible Causes.. .. . .. . .. .. . .. . .. . .. .. . .. . .. .. . .. . .. . .. .. . .. . .. .. . .. . .. . .. .. . .. . .. .. . .. . .. . .. .. . .. . ..94
Tools Required. .. . .. .. .. . .. .. .. . .. .. .. . .. .. .. . .. .. . .. .. .. . .. .. .. . .. .. .. . .. .. .. . .. .. .. . .. .. . .. .. .. . .. ..95
TRANSFER PUMP RESTRICTION TEST. . . . . . . .. . . . . . . . . . .. . . . . . . . . .. . . . . . . . . .. . . . . . . . . . .. . . . . . . . . .. . . . . . .96
Purpose. .. . .. . . .. . . .. . .. . . .. . .. . . .. . .. . . .. . .. . . .. . .. . . .. . . .. . .. . . .. . .. . . .. . .. . . .. . .. . . .. . .. . . .. . . .. . .. .96
Test Procedure. .. . .. .. .. . .. .. . .. .. .. . .. .. .. . .. .. .. . .. .. .. . .. .. .. . .. .. .. . .. .. .. . .. .. .. . .. .. . .. .. .. . .. ..96
Possible Causes.. .. . .. . .. .. . .. . .. . .. .. . .. . .. .. . .. . .. . .. .. . .. . .. .. . .. . .. . .. .. . .. . .. .. . .. . .. . .. .. . .. . ..98
Tools Required. .. . .. .. .. . .. .. .. . .. .. .. . .. .. .. . .. .. . .. .. .. . .. .. .. . .. .. .. . .. .. .. . .. .. .. . .. .. . .. .. .. . .. ..98
EST DIAGNOSTIC TROUBLE CODES (DTC’S). .. . . .. . .. . . .. . .. . . .. . .. . . .. . .. . . .. . .. . . .. . .. . . .. . .. . . .. . .. .99
Purpose. .. . .. . . .. . . .. . .. . . .. . .. . . .. . .. . . .. . .. . . .. . .. . . .. . . .. . .. . . .. . .. . . .. . .. . . .. . .. . . .. . .. . . .. . . .. . .. .99
Test Procedure. .. . .. .. .. . .. .. . .. .. .. . .. .. .. . .. .. .. . .. .. .. . .. .. .. . .. .. .. . .. .. .. . .. .. .. . .. .. . .. .. .. . .. ..99
Possible Causes.. .. . .. . .. .. . .. . .. . .. .. . .. . .. .. . .. . .. . .. .. . .. . .. .. . .. . .. . .. .. . .. . .. .. . .. . .. . .. .. . .. . ..99
Tools Required. . . . .. . . .. . . .. . . .. . . . .. . . .. . . .. . . . .. . . .. . . .. . . . .. . . .. . . .. . . . .. . . .. . . .. . . . .. . . .. . . .. . . .100
Supplemental Diagnostics.. . . . . .. . . . .. . . . . .. . . . .. . . . . .. . . . .. . . . . .. . . . .. . . . . .. . . . .. . . . . .. . . . .. . . . .100
EST KEY-ON ENGINE-OFF STANDARD TEST.. . . .. . .. . .. . . .. . .. . . .. . .. . . .. . .. . .. . . .. . .. . . .. . .. . . .. . .. . .101
Purpose.. .. . .. .. .. . .. .. .. .. . .. .. .. . .. .. .. . .. .. .. .. . .. .. .. . .. .. .. . .. .. .. . .. .. .. .. . .. .. .. . .. .. .. . .. .. .. .101
Test Procedure.. . . .. . . .. . . .. . . . .. . . .. . . .. . . . .. . . .. . . .. . . . .. . . .. . . .. . . .. . . . .. . . .. . . .. . . . .. . . .. . . .. . . .101
Possible Causes. .. . . . . .. . . . . .. . . . . .. . . . . .. . . . .. . . . . .. . . . . .. . . . . .. . . . . .. . . . . .. . . . . .. . . . . .. . . . . .. . . . .101
Tools Required. . . . .. . . .. . . .. . . .. . . . .. . . .. . . .. . . . .. . . .. . . .. . . . .. . . .. . . .. . . . .. . . .. . . .. . . . .. . . .. . . .. . . .101
EST KEY-ON ENGINE-OFF INJECTOR TEST. . . .. . . . . .. . . . .. . . . . .. . . . . .. . . . .. . . . . .. . . . . .. . . . .. . . . . .. . . . .102
Purpose.. .. . .. .. .. . .. .. .. .. . .. .. .. . .. .. .. . .. .. .. .. . .. .. .. . .. .. .. . .. .. .. . .. .. .. .. . .. .. .. . .. .. .. . .. .. .. .102
Test Procedure.. . . .. . . .. . . .. . . . .. . . .. . . .. . . . .. . . .. . . .. . . . .. . . .. . . .. . . .. . . . .. . . .. . . .. . . . .. . . .. . . .. . . .102
Possible Causes. .. . . . . .. . . . . .. . . . . .. . . . . .. . . . .. . . . . .. . . . . .. . . . . .. . . . . .. . . . . .. . . . . .. . . . . .. . . . . .. . . . .102
Tools Required. . . . .. . . .. . . .. . . .. . . . .. . . .. . . .. . . . .. . . .. . . .. . . . .. . . .. . . .. . . . .. . . .. . . .. . . . .. . . .. . . .. . . .103
DIAGNOSTIC TROUBLE CODE ACCESS.. . .. . .. . .. . .. . .. . .. . .. . .. . .. . .. . . .. . .. . .. . .. . .. . .. . .. . .. . .. . .. . .104
Purpose.. .. . .. .. .. . .. .. .. .. . .. .. .. . .. .. .. . .. .. .. .. . .. .. .. . .. .. .. . .. .. .. . .. .. .. .. . .. .. .. . .. .. .. . .. .. .. .104
Test Procedure.. . . .. . . .. . . .. . . . .. . . .. . . .. . . . .. . . .. . . .. . . . .. . . .. . . .. . . .. . . . .. . . .. . . .. . . . .. . . .. . . .. . . .104
Possible Causes. .. . . . . .. . . . . .. . . . . .. . . . . .. . . . .. . . . . .. . . . . .. . . . . .. . . . . .. . . . . .. . . . . .. . . . . .. . . . . .. . . . .105
Tools Required. . . . .. . . .. . . .. . . .. . . . .. . . .. . . .. . . . .. . . .. . . .. . . . .. . . .. . . .. . . . .. . . .. . . .. . . . .. . . .. . . .. . . .105
INTAKE RESTRICTION TEST. . .. . .. . . .. . . .. . .. . . .. . . .. . .. . . .. . . .. . .. . . .. . . .. . .. . . .. . . .. . .. . . .. . . .. . .. . . .. . .106
Purpose.. .. . .. .. .. . .. .. .. .. . .. .. .. . .. .. .. . .. .. .. .. . .. .. .. . .. .. .. . .. .. .. . .. .. .. .. . .. .. .. . .. .. .. . .. .. .. .106
Inspect Air Intake Restriction Indicator.. .. . .. . .. . .. . .. . .. . .. .. . .. . .. . .. . .. . .. .. . .. . .. . .. . .. . .. .106
Single Element Air Cleaner. . . . .. . . . . . . . . . . . .. . . . . . . . . . . . . .. . . . . . . . . . . . .. . . . . . . . . . . . .. . . . . . . . . . . . .106
Dual Element Cleaner. . .. . . .. . . .. . . .. . .. . . .. . . .. . . .. . .. . . .. . . .. . . .. . .. . . .. . . .. . . .. . .. . . .. . . .. . . .. . .107
Visual Inspection Procedure:. . .. . .. . .. . .. . .. . .. . .. . .. . .. . .. . .. . .. . .. . .. . .. . .. . .. . .. . .. . .. . .. . .. . .108
Possible Causes. .. . . . . .. . . . . .. . . . . .. . . . . .. . . . .. . . . . .. . . . . .. . . . . .. . . . . .. . . . . .. . . . . .. . . . . .. . . . . .. . . . .109
Tools Required. . . . .. . . .. . . .. . . .. . . . .. . . .. . . .. . . . .. . . .. . . .. . . . .. . . .. . . .. . . . .. . . .. . . .. . . . .. . . .. . . .. . . .109
EST KEY-ON ENGINE-RUNNING STANDARD TEST. . .. . . .. . . .. . . .. . .. . . .. . . .. . . .. . . .. . .. . . .. . . .. . . .. . .110
Purpose.. .. . .. .. .. . .. .. .. .. . .. .. .. . .. .. .. . .. .. .. .. . .. .. .. . .. .. .. . .. .. .. . .. .. .. .. . .. .. .. . .. .. .. . .. .. .. .110
Test Procedure.. . . .. . . .. . . .. . . . .. . . .. . . .. . . . .. . . .. . . .. . . . .. . . .. . . .. . . .. . . . .. . . .. . . .. . . . .. . . .. . . .. . . .110
Possible Causes:. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .110
EST KEY-ON ENGINE-RUNNING INJECTOR TEST. .. . . . . . .. . . . . . . .. . . . . . .. . . . . . .. . . . . . . .. . . . . . .. . . . . . .111
Purpose.. .. . .. .. .. . .. .. .. .. . .. .. .. . .. .. .. . .. .. .. .. . .. .. .. . .. .. .. . .. .. .. . .. .. .. .. . .. .. .. . .. .. .. . .. .. .. .111
Test Procedure.. . . .. . . .. . . .. . . . .. . . .. . . .. . . . .. . . .. . . .. . . . .. . . .. . . .. . . .. . . . .. . . .. . . .. . . . .. . . .. . . .. . . .111
Possible Causes. .. . . . . .. . . . . .. . . . . .. . . . . .. . . . .. . . . . .. . . . . .. . . . . .. . . . . .. . . . . .. . . . . .. . . . . .. . . . . .. . . . .111
EGES-215
Tools Required. .. . . .. . . . .. . . .. . . .. . . . .. . . .. . . .. . . . .. . . .. . . .. . . .. . . . .. . . .. . . .. . . . .. . . .. . . .. . . . .. . . .. .111

Supplemental Diagnostics. . . .. . . . .. . . . . .. . . . .. . . . .. . . . . .. . . . .. . . . . .. . . . .. . . . . .. . . . .. . . . . .. . . . .. . .111
FUEL PRESSURE TEST (FULL LOAD).. . .. .. . .. . .. . .. .. . .. . .. . .. .. . .. . .. . .. .. . .. . .. . .. .. . .. . .. . .. .. . .. . ..112
Purpose. .. .. . .. .. .. . .. .. .. .. . .. .. .. . .. .. .. . .. .. .. .. . .. .. .. . .. .. .. . .. .. .. .. . .. .. .. . .. .. .. . .. .. .. . .. .. ..112
Test Procedure. .. . . . .. . . .. . . .. . . . .. . . .. . . .. . . .. . . . .. . . .. . . .. . . . .. . . .. . . .. . . .. . . . .. . . .. . . .. . . . .. . . .. .112
Possible Causes:.. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. ..113
Tools Required. .. . . .. . . . .. . . .. . . .. . . . .. . . .. . . .. . . . .. . . .. . . .. . . .. . . . .. . . .. . . .. . . . .. . . .. . . .. . . . .. . . .. .113
ICP PRESSURE TEST. .. .. . .. .. .. .. . .. .. .. .. .. . .. .. .. .. . .. .. .. .. . .. .. .. .. . .. .. .. .. . .. .. .. .. . .. .. .. .. .. . .. .. ..114
Purpose. .. .. . .. .. .. . .. .. .. .. . .. .. .. . .. .. .. . .. .. .. .. . .. .. .. . .. .. .. . .. .. .. .. . .. .. .. . .. .. .. . .. .. .. . .. .. ..114
Test Procedure. .. . . . .. . . .. . . .. . . . .. . . .. . . .. . . .. . . . .. . . .. . . .. . . . .. . . .. . . .. . . .. . . . .. . . .. . . .. . . . .. . . .. .114
Alternate Method for Measuring ICP Using (Breakout Tee). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .114
Possible Causes. . . .. . . . . .. . . . . .. . . . . .. . . . . .. . . . . .. . . . . .. . . . . .. . . . . .. . . . .. . . . . .. . . . . .. . . . . .. . . . . .. . .115
Tools Required. .. . . .. . . . .. . . .. . . .. . . . .. . . .. . . .. . . . .. . . .. . . .. . . .. . . . .. . . .. . . .. . . . .. . . .. . . .. . . . .. . . .. .115
Supplemental Diagnostics. . . .. . . . .. . . . . .. . . . .. . . . .. . . . . .. . . . .. . . . . .. . . . .. . . . . .. . . . .. . . . . .. . . . .. . .116
BOOST PRESSURE TEST.. .. .. . .. .. .. .. . .. .. .. .. . .. .. .. .. . .. .. .. .. . .. .. .. . .. .. .. .. . .. .. .. .. . .. .. .. .. . .. .. ..117
Purpose. .. .. . .. .. .. . .. .. .. .. . .. .. .. . .. .. .. . .. .. .. .. . .. .. .. . .. .. .. . .. .. .. .. . .. .. .. . .. .. .. . .. .. .. . .. .. ..117
Test Procedure. .. . . . .. . . .. . . .. . . . .. . . .. . . .. . . .. . . . .. . . .. . . .. . . . .. . . .. . . .. . . .. . . . .. . . .. . . .. . . . .. . . .. .117
Alternate Test Procedure. . .. . . .. . .. . . .. . . .. . .. . . .. . . .. . .. . . .. . . .. . .. . . .. . .. . . .. . . .. . .. . . .. . . .. . .. .117
Possible Causes. . . .. . . . . .. . . . . .. . . . . .. . . . . .. . . . . .. . . . . .. . . . . .. . . . . .. . . . .. . . . . .. . . . . .. . . . . .. . . . . .. . .118
Tools Required. .. . . .. . . . .. . . .. . . .. . . . .. . . .. . . .. . . . .. . . .. . . .. . . .. . . . .. . . .. . . .. . . . .. . . .. . . .. . . . .. . . .. .118
CRANKCASE PRESSURE TEST . . . . . .. . . . . . . . .. . . . . . . . .. . . . . . . . .. . . . . . . . .. . . . . . . . .. . . . . . . . .. . . . . . . . .. . . . .119
Purpose. .. .. . .. .. .. . .. .. .. .. . .. .. .. . .. .. .. . .. .. .. .. . .. .. .. . .. .. .. . .. .. .. .. . .. .. .. . .. .. .. . .. .. .. . .. .. ..119
Test Procedure. .. . . . .. . . .. . . .. . . . .. . . .. . . .. . . .. . . . .. . . .. . . .. . . . .. . . .. . . .. . . .. . . . .. . . .. . . .. . . . .. . . .. .119
Possible Causes. . . .. . . . . .. . . . . .. . . . . .. . . . . .. . . . . .. . . . . .. . . . . .. . . . . .. . . . .. . . . . .. . . . . .. . . . . .. . . . . .. . .119
Tools Required. .. . . .. . . . .. . . .. . . .. . . . .. . . .. . . .. . . . .. . . .. . . .. . . .. . . . .. . . .. . . .. . . . .. . . .. . . .. . . . .. . . .. .120
WASTEGATE ACTUATOR TEST. .. . .. . .. .. . .. . .. . .. . .. .. . .. . .. . .. . .. .. . .. . .. . .. . .. .. . .. . .. . .. . .. .. . .. . .. . ..121
Purpose. .. .. . .. .. .. . .. .. .. .. . .. .. .. . .. .. .. . .. .. .. .. . .. .. .. . .. .. .. . .. .. .. .. . .. .. .. . .. .. .. . .. .. .. . .. .. ..121
Test Procedure. .. . . . .. . . .. . . .. . . . .. . . .. . . .. . . .. . . . .. . . .. . . .. . . . .. . . .. . . .. . . .. . . . .. . . .. . . .. . . . .. . . .. .121
Possible Causes. . . .. . . . . .. . . . . .. . . . . .. . . . . .. . . . . .. . . . . .. . . . . .. . . . . .. . . . .. . . . . .. . . . . .. . . . . .. . . . . .. . .121
Tools Required. .. . . .. . . . .. . . .. . . .. . . . .. . . .. . . .. . . . .. . . .. . . .. . . .. . . . .. . . .. . . .. . . . .. . . .. . . .. . . . .. . . .. .121
EXHAUST RESTRICTION TEST. .. . . . .. . . .. . . . .. . . .. . . . .. . . .. . . . .. . . .. . . . .. . . .. . . . .. . . .. . . .. . . . .. . . .. . . . .. .123
Purpose. .. .. . .. .. .. . .. .. .. .. . .. .. .. . .. .. .. . .. .. .. .. . .. .. .. . .. .. .. . .. .. .. .. . .. .. .. . .. .. .. . .. .. .. . .. .. ..123
Test Procedure. .. . . . .. . . .. . . .. . . . .. . . .. . . .. . . .. . . . .. . . .. . . .. . . . .. . . .. . . .. . . .. . . . .. . . .. . . .. . . . .. . . .. .123
Possible Causes. . . .. . . . . .. . . . . .. . . . . .. . . . . .. . . . . .. . . . . .. . . . . .. . . . . .. . . . .. . . . . .. . . . . .. . . . . .. . . . . .. . .123
Tools Required. .. . . .. . . . .. . . .. . . .. . . . .. . . .. . . .. . . . .. . . .. . . .. . . .. . . . .. . . .. . . .. . . . .. . . .. . . .. . . . .. . . .. .123
VALVE CLEARANCE TEST. .. .. .. . .. .. .. . .. .. .. . .. .. .. . .. .. .. . .. .. .. . .. .. .. . .. .. .. . .. .. .. . .. .. .. . .. .. .. . .. ..125
Purpose. .. .. . .. .. .. . .. .. .. .. . .. .. .. . .. .. .. . .. .. .. .. . .. .. .. . .. .. .. . .. .. .. .. . .. .. .. . .. .. .. . .. .. .. . .. .. ..125
Test Procedure. .. . . . .. . . .. . . .. . . . .. . . .. . . .. . . .. . . . .. . . .. . . .. . . . .. . . .. . . .. . . .. . . . .. . . .. . . .. . . . .. . . .. .125
Possible Causes. . . .. . . . . .. . . . . .. . . . . .. . . . . .. . . . . .. . . . . .. . . . . .. . . . . .. . . . .. . . . . .. . . . . .. . . . . .. . . . . .. . .127
Tools Required. .. . . .. . . . .. . . .. . . .. . . . .. . . .. . . .. . . . .. . . .. . . .. . . .. . . . .. . . .. . . .. . . . .. . . .. . . .. . . . .. . . .. .127
PERFORMANCE SPECIFICATIONS. . .. . .. . .. . .. . .. . . .. . .. . .. . .. . . .. . .. . .. . .. . .. . . .. . .. . .. . .. . .. . . .. . .. . .. . .. . .. . . ..127

2001 MODEL YEAR.. .. .. .. .. .. . .. .. .. .. .. .. .. .. . .. .. .. .. .. .. .. .. . .. .. .. .. .. .. .. . .. .. .. .. .. .. .. .. . .. .. .. .. .. ..127
DT 466/195 hp @ 2300 rpm (520 ft·lbf torque @ 1400 rpm). . . . . .. . . . . . .. . . . . .. . . . . .. . . . . .. . .128
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DIAGNOSTIC FORMS
INTRODUCTION,
Two Types of Forms
The purpose of engine diagnostic forms is to provide the customer with satisfaction as well as assist the
technician in troubleshooting DT 466 and DT 530 diesel engines. Diagnostic forms provide a guide to finding
problems quickly and easily and to avoid unnecessary repairs and expense. Diagnostic forms should be taken
to the job and used to provide a systematic and time saving method of diagnosing engine problems.
Engine diagnostic forms begin with the basics progressing to the tests that are more difficult. This leads the
technician in a path of diagnosis to check the more common problems first and proceed to the less likely. The
form should be followed in sequence, starting at test number one (1) and continuing through to the final
test. The order of the tests should be followed because some components depend on the function of other
components for proper operation. Performing the tests out of order could cause an incorrect conclusion.
Two diagnostic forms are required to properly diagnose the DT 466 and DT 530 diesel engines.
1. Hard Start / No Start and Performance Engine Diagnostics, EGED-220.
A. The left front side of form EGED-220 (See Figure 31, page 53) is used to diagnose hard start
or no start conditions. Hard Start/No Start and Performance Engine Diagnostics, guides the
technician through Hard Start or No Start conditions in which the engine does not start or is
difficult to start. The Procedures must be done in sequence; performing the tests out of order
could cause incorrect results. See Section 2, Hard Start / No Start and Performance Engine
Diagnostics for detailed instructions.
B. The right front side of form EGED-220 (See Figure 31, page 53) is used to diagnose engine
performance concerns while the engine is running. The Performance Engine Diagnostics portion
guides the technician through conditions in which the engine is running with some type of
performance problem. An example would be a low power complaint. The tests must be done in
sequence; Performing the tests out of order could cause incorrect results. See figures on the
rear side of the form for part location, test and hookup points. See Section 2, Performance
Engine Diagnostics for detailed instructions.
C. The reverse side of the form is a series of illustrations. They show the location of test points and
how to hook up test equipment at each test point described on the front side of the form (when
applicable) (See Figure 32, page 54).
2. Electronic Control System Diagnostics, EGED-225
A. The front side of this form EGED-225 contains two tables and an engine electrical diagram. They
cover Signal Values associated with each of the ECM pin connections for the engine, and chassis
components of the vehicle. The electrical diagram covers the engine mounted components, ECM
pin connections and related wire numbering (See Figure 67, page 154).
B. The rear side of the form contains an electrical diagram covering all the electronic chassis mounted
components, ECM pin connections and related wire numbering (See Figure 68, page 155).
NOTE – Information relating to this form is discussed and located in Section 3.
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Vehicle Information
IMPORTANT – BEFORE ATTEMPTING TO PERFORM ANY OF THE DIAGNOSTIC PROCEDURES, IT IS

IMPORTANT TO FILL IN THE INFORMATION REQUESTED AT THE TOP OF THE DIAGNOSTIC FORM(S).
PROPER INFORMATION IS REQUIRED.
The DATE, MILES and HOURS are important information for warranty purposes.
The ENGINE SERIAL NUMBER AND VEHICLE IDENTIFICATION NUMBER (VIN) are important information
for ordering parts and referencing service information. The ENGINE SERIAL NUMBER is located on a
machined pad next to the rear of fuel filter on left side of engine block. The VIN is located on the driver’s side
door jamb.
The ENGINE HORSEPOWER / EMISSIONS INFORMATION and ENGINE FAMILY RATING CODE (EFRC) is
important information to determine if the engine is the correct horsepower for the application and if the ECM
is calibrated to the correct horsepower and emissions level. The ENGINE HORSEPOWER/EMISSIONS
INFORMATION is located on the emission label located on the intake manifold/valve cover. The ENGINE
FAMILY RATING CODE can only be accessed with the EST (Electronic Service Tool).
The TECHNICIAN and UNIT number is useful information for reference only (See Table 1, page 52).
Table 1 Table 1 Diagnostic Form Required Information

Date: Miles: Hours: Technician: Injector P/N: Turbocharger P/N:
Eng. Sn. VIN: Unit # Engine Family Rating Code:
Eng. HP: Ambient Temp. Coolant Temp: Complaint:
Instructions for Engine Diagnostic Forms
NOTE – Information obtained during Hard Start / No Start or Performance Diagnosis should be recorded
in the appropriate box of the Hard Start / No Start or Performance Diagnostic form (See Table 2, page 53).
If there are any differences between the "Specification" box and the recorded data, correct as necessary
and repeat the checks. Retain this information for future operating analysis.
Diagnostic form EGED-220 is available in 50 sheet pads from:
International® Truck and Engine Corporation

Printing, Procurement and Distribution
4956 Wayne Road
Battle Creek, Michigan 49015
The following pages have supporting information and instructions for the combined Mechanical Diagnostic
form EGED-220.
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Table 2 Table 2 Mechanical Diagnostic Form Sample from EGED-220

9. EST Data List
• Do Tests 10,11 and 12 if EST is not available
• Monitor DATA for 20 seconds or more while cranking
PID Spec Actual
Battery Voltage 7 Volts min.
Engine rpm 130 rpm min.
ICP Pressure 500 psi min.
• If voltage is low, see ECM diagnostics
• If no rpm is noted, check DTC’s
• If ICP pressure is low, do Test 13
Figure 31 Hard Start / No Start Engine Diagnostics form EGED-220 Front Side
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Figure 32 Hard Start / No Start Engine Diagnostics form EGED-220 Rear Side
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HARD START / NO START DIAGNOSTICS

FUEL CHECK
Table 3
1. Fuel Check
• Fuel level
• Free of water-icing and clouding
• Correct grade of fuel
Purpose
To determine if the engine has clean fuel for efficient engine operation.
Test Procedure
1. Take fuel sample from fuel tank.
NOTE – Fuel must be the correct grade, clean, and undiluted.
WARNING – To avoid personal injury, be certain that the transmission is in neutral, parking
brake is applied, and drive wheels are blocked prior to cranking engine.
2. Check for air in fuel. If air is suspected, check for air leaks in the supply line to the fuel transfer pump.
Install a piece of clear plastic hose between the filter and the transfer pump inlet. Crank the engine and
check for air bubbles.
NOTE – Cold weather can cause fuel waxing in some grades of diesel fuel. Waxing will restrict or
stop fuel flow through the fuel filter.
3. Check for gasoline or kerosene in the diesel fuel.
4. If engine oil is in the fuel, injector O-ring leaks and lower injection control pressure are likely. If these
conditions are suspected, do the following:
a. Drain some fuel from the fuel filter and check fuel color. If fuel sample is dark, compare the sample to
the correct grade of uncontaminated fuel.
b. If the comparison is inconclusive, remove the fuel filter. Use a filter cutter to cut and expose the filter
element. If the element is black, oil may have entered fuel system past injector O-rings.
NOTE – If fuel quality is good, but the engine will not start, depress priming valve plunger. If the plunger
has no resistance, the fuel system is out of fuel or has air in it. Do Test 14 (See Table 16, page 89) to
check fuel pressure.
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Possible Causes
• No fuel in tank.
• The in-line fuel valve (if equipped) could be shut off.
• Fuel supply line could be broken or crimped.
• The tank pickup tube could be clogged or cracked.
• Supplemental filters or water separators may be plugged or leaking allowing air to enter the fuel system.
• Water or contaminants in fuel tank.
• Ice in fuel lines.
• Fuel grade may not be suitable for cold temperatures.
• Fuel could be waxed or jelled (usually Grade 2-D).
Tools Required
• Clear container (approximately 1 Quart or 1 Liter)
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ENGINE VISUAL CHECK

Table 4
2. Engine Systems Check
• Leaks
• Loose connections
Fuel Oil Coolant Electrical Air
Purpose
Visual inspection of the engine for possible hard or no start conditions.
Test Procedure
1. Inspect fuel tank and lines for damage and leaks.
2. Check oil line from high pressure pump to oil supply manifold for oil leaks.
3. Inspect entire cooling system for leaks.
4. Check air induction system for leaks. Refer to Air Induction System Inspection and Pressure Test .
5. Inspect engine wiring harness for correct routing and protection against rubbing or chaffing. Inspect
for connected CMP and IPR.
NOTE – Engine will not start with IPR or CMP disconnected
6. Check sensor, relay, and control module connections.
7. All connections must be seated, in good condition, and free from damage or corrosion.
WARNING – To avoid personal injury, do not under any circumstances allow smoking, an
electric spark or open flame near the battery or explosion may occur.
8. Inspect battery cable and fuse battery connections for corrosion.
NOTE – ECM harness connections must be torqued to 50 in·lb (5.65 N·m).
Possible Causes for Hard or No Start Conditions.
• Loose or leaking fuel supply lines could cause fuel system to lose prime.
• Kinked or blocked fuel supply lines will restrict fuel flow.
• Excessive fuel or oil leaks.
• Engine coolant leaks may indicate serious engine problems.
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• Damaged or incorrectly installed electronic connectors.
NOTE – The Camshaft Position Sensor (CMP) and Injection Pressure Regulator valve (IPR) are the most
critical electronic components to inspect if the engine fails to start.
Air Induction System Inspection
1. Inspect air cleaner housing for damage or distortion that could allow unfiltered air into the engine.
NOTE – Unfiltered air will cause accelerated engine wear.
2. Inspect for end seal movement inside the housing. End seal movement is indicated if the seal contact
area is polished. A polished contact area indicates that unfiltered air has passed by the filter element and
into the engine.
3. Inspect air cleaner element for end cap dents, holes, damaged seals, and soot.
4. Inspect air intake hoses and clamps for tightness and positioning over sealing beads.
5. Inspect the chassis mounted charge air cooler and piping.
Air Induction System Pressure Test
1. Mask the outer diameter of air cleaner air inlet with duct tape and plug air cleaner canister drain.
2. Remove the air cleaner restriction indicator or tubing to the air cleaner. Install a plug to seal the opening.
3. Find the cold air discharge pipe containing a plug. Remove the plug and connect a manually regulated air
supply with a pressure gauge refer to Regulated Air Supply (See Figure 33, page 58).
Figure 33 Regulated Air Supply
4. Apply 5 -8 psi of air pressure to the air induction system. A constant air supply is needed to replace
air lost through opened intake valves.
5. Coat areas a through f listed below with a soap solution and check for leaks: refer to Air Induction System
Leakage (See Figure 34, page 59).
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a. Air cleaner body surface around the outlet pipe.

b. Air cleaner outlet pipe to air cleaner body junction.
c. All clamped hose and gasket connections between air cleaner outlet and intake manifold / valve
cover. This includes turbocharger connections.
Figure 34 Checking For Air Induction System Leakage

d. Surface of all air induction piping and hoses between air cleaner and intake manifold / valve cover.
e. Air compressor air inlet piping from the air cleaner tube to and including the fitting and the gasket.
f. Piping to the air charge cooler.
6. Leakage is not permitted between air cleaner and turbocharger (suction side). If leaks are found, tighten
hose clamps. If leaks continue, replace all parts as necessary. Retest corrected area.
NOTE – Air induction leaks could indicate dirt in the engine. Dirt can cause pistons rings to wear
or break causing high oil consumption and excessive blue smoke and pitting or erosion of the
turbocharger compressor wheel. If leaks are found, test crankcase pressure.
Tools Required
• Inspection Lamp
• Air Pressure Regulator
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• Soap Solution
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ENGINE OIL CHECK

Table 5
3. Engine Oil Check
• Leaks
• Contaminated oil (fuel or coolant)
• Oil grade, viscosity and level
• Miles/hours on oil
• Oil pressure
Purpose
To check engine oil level, quality, and pressure.
Test Procedure
1. Park vehicle on level ground. Check oil level with oil level gauge (allow sufficient time for oil to drain
back to oil pan).
A. If there is little or no oil in the crankcase the fuel injectors will not work correctly.
B. If the oil level is above full, the engine has been incorrectly serviced, or fuel is diluting the oil.
Check for fuel odor in oil.
2. Inspect oil for color and odor. Milky white oil and an ethylene glycol odor will indicate coolant contamination.
3. Check engine service records for correct oil grade and viscosity for ambient operating temperatures. Do
not use 15W-40 oil below 20 F (-6.7 C). Long oil drain intervals can cause increased oil viscosity; thicker
oil will make engine cranking and starting more difficult below freezing temperatures. See lube oil chart in
the engine operator’s manual for the correct grade of oil for vehicle operation in various temperature ranges.
Possible Causes of Incorrect Fuel Injection
• Low oil level - oil leak, oil consumption, or incorrect servicing.

• High oil level - Incorrect servicing, fuel dilution possibly from lift pump.
• Oil contamination with coolant - Oil cooler, head gasket porosity, (accessories i.e. water cooled air
compressors).
• Incorrect viscosity for ambient operating temperature.
Tools Required
• None
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INTAKE / EXHAUST RESTRICTION CHECK

Table 6
4. Intake/Exhaust Restriction Test
• Hoses and piping
• Filter minder, (see figure A on back of form)
• Intake/exhaust restriction
Purpose
To determine if intake or exhaust restriction is causing hard or no start conditions.
NOTE – High intake or exhaust restriction can cause a large amount of black or blue smoke when starting
the engine.
Inspection
Inspect the following parts for restriction, damage, or incorrect installation:
1. Air cleaner inlet and ducting.
2. Air cleaner housing, filter element, and gaskets.
IMPORTANT – Filter Minder: Intake restriction should be below 25 in H20 @ full load or 12.5 in H20 @ high
idle. When the filter element reaches maximum allowable restriction, the yellow indicator (See Figure 35,
page 63) will reach the top of window and automatically lock in this position.
NOTE – See Performance Diagnostics for Intake Restriction details (See Table 24, page 106).
3. Exhaust system piping.
Possible Causes of Intake or Exhaust Restriction
• Snow, plastic bags, or other foreign material can restrict air flow in the air cleaner inlet. On engines recently
repaired, rags or cap plugs may have been left in the intake system.
• Tailpipe or muffler may be damaged or collapsed.
• Catalytic converter (if equipped) may be restricted.
• Retarder could be stuck in the closed position.
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Figure 35 Intake Restriction Filter Minder
Tools Required
• None
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EST DIAGNOSTIC TROUBLE CODES (DTC’S)

Table 7
5. EST Diagnostic Trouble Codes (DTC’s)
• Install Electronic Service Tool (EST), (see figure B on back of form).
• Do TEST 8, if EST is not available.
Active DTC’s
Inactive DTC’s
Purpose
To determine if the Electronic Control Module (ECM) has detected Diagnostic Trouble Codes (DTC’s) that
could cause hard or no start conditions.
Test Procedure
NOTE – Do Test 8, if EST is not available (See Table 10, page 70)
NOTE – Turn all accessories and ignition OFF, before connecting Electronic Service Tool (EST) tool to
the American Trucking Association (ATA) diagnostic connector.
Connect the EST to the ATA diagnostic connector. The ATA connector is located below the left side dash panel
next to the cab courtesy lamp (See Figure 36, page 64).
NOTE – The EST will need to be booted up when plugged into the ATA connector. Refer to the EST
operators manual.
Figure 36
1. ATA Connector (shown with protective cap in place)
If there are any DTC’s, they will appear on the screen along with a description of the code. DTC’s will be
listed as either Active, Inactive, or Active/Inactive.
Active codes are DTC’s that are occurring now. In an electronic control system an active code indicates that
the condition that caused the code is now present in the system.
Inactive DTC’s are from previous ignition Key ON cycles and are stored in memory. An Inactive DTC indicates
that the condition that caused the code is not present in the electronic control system in this key cycle. An
Active Code will become an inactive code when the ignition key is turned Off.
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The Active / Inactive label will occur on the EST when the code is intermittent during the key cycle. The code
was active at some time during the key cycle but is now inactive.
Record all DTC’s on Electronic Control System Diagnostic Form EGED-220.
Possible Causes
• Camshaft Position (CMP) sensor active DTC’s

• Injection Pressure Regulator (IPR) output circuit check fault
Tools Required
• Electronic Service Tool (EST) with Master Diagnostics software
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EST KEY-ON ENGINE-OFF STANDARD TEST

Table 8
6. EST Key-ON Engine-OFF Standard Test
• Select Key-ON Engine-OFF Standard Test from menu.
DTC’s found
Correct problem causing active DTC’s before continuing.
Purpose
To identify electrical malfunctions that have been detected by the Electronic Control Module (ECM) self test.
Test Procedure
1. Set park brake (required for correct ESC signal).
2. Use Master Diagnostics to display the DTC window.
3. Go to DIAGNOSTIC drop-down menu and clear all Diagnostic Trouble Codes (DTC’s) before doing any
Key-ON Engine-OFF Standard Test.
4. Go to Key-ON Engine-OFF Standard Test in the Diagnostics drop-down menu.
5. Turn the ignition key ON.
Figure 37 Diagnostics Drop-Down Menu
6. Click the Diagnostics drop-down menu and select Key-ON Engine-OFF Standard Test (See Figure 37,
page 66).
7. This will cause the electronics to perform an internal self-test. This test must be performed before starting
another Key-ON Engine-OFF Test.
When the first half of the Key-ON Engine-OFF Standard Test is over, the ECM will automatically perform the
Output Circuit Check (OCC). The Output Circuit Check can detect faults that will not be found while the engine
is running. After the test is complete the screen will show DTC’s found. Scroll down to find additional DTC’s, if
they appear to be off the screen. Only new DTC’s will be displayed as DTC’s found.
NOTE – To repeat this test select the Diagnostic drop-down menu and click on Key-ON Engine-OFF
Standard Test.
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NOTE – When the Electronic Service Tool (EST) is not available, the Key-On Engine-Off Standard Test
and the Output Circuit Check can be performed by following the steps below.

D. Key-ON Engine-OFF Standard Test and OCC will run and codes will flash.
Possible Causes
• Defective electrical components or circuitry.

• Output circuit check fault for Injection Pressure Regulator (IPR).
Tools Required
Supplemental Diagnostics
• If DTC’s are set, see DTC column on Engine Diagnostic Trouble Codes (See Table 48, page 162).
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EST KEY-ON ENGINE-OFF INJECTOR TEST

Table 9
7. EST Key-ON Engine-OFF Injector Test

• Do test 6 before doing the Key-ON Engine-OFF Injector Test.
• Select Key-ON Engine-OFF Injector Test from menu.
DTC’s found
Purpose
To determine if the fuel injectors are working (electronically) by energizing the injectors in a programmed
sequence. The Electronic Control Module (ECM) monitors this test and transmits DTC’s, if the injectors
are not working correctly.
Test Procedure
NOTE – Engine-OFF Standard Test must be done first, to access the Key-ON Engine-OFF Injector Test.
After the Key-ON Engine-OFF Standard Test has been completed, select the Diagnostics drop-down menu to
access the Key-ON Engine-OFF Injector Test (See Figure 38, page 68).
Figure 38 Key-ON Engine-OFF Injector Test
During this test, injector solenoids should click when actuated. If a series of rapid clicks are not heard for each
injector, one or more injectors are not activating. After the Key-ON Engine-OFF Injector Test, the detected
codes will be displayed. More DTC’s can be found by scrolling down the Diagnostic Trouble Code screen.
Record DTC’s found on Engine Control System Diagnostics form EGED-220.
Possible Causes
• Bad wiring harness connection on injector solenoid

• Open or shorted engine wiring harness to injectors
• Defective injector solenoid
• Defective ECM
Tools Required
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• See Injector Drive Circuits, Section 3 (See Injector Drive Circuits (INJ), page 288).
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DIAGNOSTIC TROUBLE CODE ACCESS

Table 10
8. Diagnostic Trouble Code Access
See figure C on the back of form.
• Set Parking Brake, turn ignition switch ON.
• Depress CRUISE ON and RESUME/ACCEL buttons simultaneously.
DTC’s found
Purpose
To read DTC’s detected by the Electronic Control Module (ECM) if the Electronic Service Tool (EST) is not
available, or if the EST will not communicate with the ECM.
The Cruise Control buttons on the steering wheel act as an interface between the Operator and the ECM. The
resulting flashes of the amber ENGINE lamp indicates the ECM is performing a series of electronic tests.
Diagnostic Trouble Code Access Procedure
To display Diagnostic Trouble Codes, set the parking brake and turn the ignition key to the ON position. Press
and release the CRUISE ON button and the RESUME/ACCEL button simultaneously (See Figure 39, page 70).
Figure 39 Cruise Control Buttons on Steering Wheel
When the test is complete, the ECM will flash the red ENGINE lamp and the amber ENGINE lamp to signal
the Diagnostic Trouble Codes. Read the Diagnostic Trouble Codes by following the sequence below. This
following sequence occurs each time the two Cruise Control buttons are depressed to access the Diagnostic
Trouble Codes:
1. The red ENGINE lamp will flash once to indicate the beginning of ACTIVE DTC’s.
2. The amber ENGINE lamp will flash repeatedly signaling the active DTC’s.
NOTE – All DTC’s are three digits. Code 111 indicates no Diagnostic Trouble Codes have been
detected.
3. Count the amber flashes in sequence. After each digit of the code a short pause will occur. Three flashes
and a pause would indicate number 3. Two flashes, a pause, three flashes, a pause, and two flashes
and a pause would indicate Diagnostic Trouble Code 232. If there is more than one DTC, the red ENGINE
lamp will flash once indicating the beginning of another active DTC.
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To repeat DTC transmission, press and release CRUISE ON and RESUME/ACCEL buttons once. The ECM
will once again send the stored DTC’s.

Key-ON Engine-OFF Standard Test and Output Circuit Check (OCC)
1. Set park brake (required for correct ESC signal).
2. Turn ignition key to the ON position.
3. Press and release the CRUISE ON and the RESUME/ACCEL buttons simultaneously two (2) times
within three (3) seconds.
4. Key-ON Engine-OFF Standard Test and OCC will run and codes will flash.
Possible Causes
• Electronic component or circuitry failures.
Tools Required
• None
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EST DATA LIST

Table 11
9. EST Data List
Do tests 10, 11, 12 if EST is not available.
• Enter data in the Actual column below.
• Monitor DATA for 20 seconds or more while cranking engine.
PID Spec Actual
Battery Voltage 7 Volts min.
Engine rpm 130 rpm min.
ICP Pressure 500 psi min.
• If voltage is low, see ECM Diagnostics.
• If no rpm is noted, check DTC’s.
• If ICP is low, do Test 13.
Purpose
To determine if systems needed for starting meet operating specifications.
Test Procedure
IMPORTANT – Test must be done with fully charged batteries.
To measure battery voltage, engine cranking rpm, and Injection Control Pressure (ICP), read Electronic
Service Tool (EST) data, while cranking the engine for a minimum of 20 seconds.
If an EST is not available, use a Digital Multimeter (DMM) as an alternative to perform the following tests:
Connect the EST tool to the American Trucking Association (ATA) diagnostic connector. The connector is on
the underside of the dash panel (left side) inside the cab in most applications. Use Master Diagnostics to view
Battery Voltage, Engine rpm, and ICP pressure while cranking (See MASTER DIAGNOSTICS (MD 32),
page 394).
1. Turn ignition switch ON.
2. Crank the engine and read data on the screen. The data will be displayed when the engine begins to
crank. The battery voltage must be 7 or more volts.
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3. If voltage to the Electronic Control Module (ECM) drops below 7 volts, the ECM will not remain powered
up. If the ECM does not get power through the ECM relay, the engine will not start.
4. Engine cranking speed must generate the required ICP to operate the fuel injectors and create the
required compression to ignite the fuel. If the EST shows 0 rpm during engine cranking, the ECM may
not be receiving a signal from the Camshaft Position (CMP) sensor.
5. If the CMP sensor is not functioning, it must be replaced. The ECM will not allow the Injector Pressure
Regulator (IPR) valve to fully activate without a CMP signal.
6. If the EST indicates low or no injection control pressure, check oil level in oil reservoir (on front cover).
Remove the engine harness connector from the Engine Oil Temperature (EOT) sensor. Remove the EOT
sensor from the front cover. Oil should drain from the internal reservoir. If oil does not drain from the
sensor hole continue to crank the engine.
NOTE – Proceed with caution when removing sensor. Do not completely remove if oil is present.
7. If the oil reservoir level continues to fall, the primary lube oil pump may be inadequate in its duty to supply
oil to the reservoir. See Low ICP Pressure Test 13 (See Table 15, page 84).
Possible Causes
• Low battery voltage - Failed batteries, high resistance at battery cable connections, or in wiring to the ECM.
• Defective ECM power relay
• Blown 40A in-line fuse (in battery box) which supplies voltage to the ECM
• Low cranking rpm - Can be caused by electrical system malfunctions, incorrect oil viscosity, or long oil
change intervals in cold ambient temperatures.
• No engine rpm indication on EST while cranking the engine. - This can be caused by a faulty CMP sensor
or faulty circuitry to the ECM. Recheck for DTC’s after cranking engine. See EST, Diagnostic Trouble
Codes (See Table 7, page 64) or Diagnostic Trouble Code Access (DTC) (See Table 10, page 70).
• Low ICP Pressure - This could indicate a leak in the high pressure oil system or a defective ICP sensor.
• A defective high pressure oil pump, pump drive, defective Injection Pressure Regulator (IPR), or electronic
controls for the regulator could also cause low injection control pressure.
Tools Required
Electronic Service Tool (EST) with Master Diagnostics software
To troubleshoot low voltage at ECM Power Supply see:
• Electronic Control Module Power Supply Diagram (See Figure 114, page 238)
• Electronic Control Module Power Supply Circuit (See Figure 115, page 239)
• ECM PWR Circuit Diagnostics (See Table 59, page 239)
No engine rpm indication during cranking - See CMP sensor diagnostics
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• Camshaft Position Sensor Functions (See Figure 96, page 200)

• Camshaft Position Sensor Circuit Diagram (See Figure 97, page 201)
• Camshaft Position Sensor and Circuit Diagnostics (See Table 54, page 201)
No Injection Control Pressure - See Injection Control Pressure (ICP) sensor diagnostics
• ICP Sensor Circuit Diagram Using a Breakout Tee (See Figure 137, page 283)
• ICP Sensor Voltage Checks (See Table 71, page 283)
• ICP Sensor Troubleshooting Flowchart (See Figure 138, page 287)
• ICP Sensor Circuit Specifications (See Table 72, page 284)
No or low injection control pressure and no electronic DTC’s
• See Test 13 - Low ICP Pressure Test (See Table 15, page 84)
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ECM VOLTAGE TEST

Table 12
10. ECM Voltage Test
Use a DMM to measure ECM voltage while cranking the engine [min 130
rpm (26 Hz)] for 20 seconds: For procedure 1 or 2 below.
1. Connect breakout tee ZTSE4484 between IPR valve and IPR harness
connector. Measure voltage at connector pin A and chassis ground while
cranking. See figure D on back of form.
2. Connect Breakout Box to vehicle harness connector on ECM.
Measure voltage at breakout box pins (21+ & 1-), (22+ & 2-), (24+ & 23-)
while cranking. See figure E on back of form.
Instrument Spec. Actual
DMM 7V (min. each pin)
If voltage is low, See ECM diagnostics.
Purpose
Do this test only if the EST is not available. To determine the voltage available to the Electronic Control Module
(ECM). The ECM requires 7 volts minimum to operate and drive the fuel injectors. Use the following test
procedure if the Electronic Service Tool (EST) is unavailable or fails to function correctly. Low battery power or
an electronic failure may inhibit the EST from receiving diagnostic data.
Test Procedure
Voltage Measurement at Battery

IMPORTANT – Tests must be done with fully charged batteries.
1. Turn accessories OFF and connect a Digital Multimeter (DMM) across the battery terminals.
2. Crank the engine.
3. Record the lowest voltage. If the voltage is below 7 volts, the ECM power relay may be resetting, resulting
from low voltage and current from the batteries, or problems in the starting system.
4. If voltage is within specification, perform Voltage Measurement At ECM with Breakout Tee on IPR
or Breakout Box.
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ECM Voltage Measurement with Breakout Tee
1. Remove the IPR harness from the IPR sensor.
2. Install IPR Breakout Tee ZTSE4484 between sensor and harness.
Figure 40 ECM Voltage Measurement with Breakout Tee
3. Place the DMM negative lead (black) onto a clean ground. Place the DMM positive lead (red) to Pin A .
See ECM Voltage Measurement with Breakout Tee (See Figure 40, page 76).
4. Record the lowest voltage for pin A (red) while the engine is cranking for 20 seconds minimum.
ECM Voltage Measurement with Breakout Box
1. Remove the 60 pin chassis (lower) connector harness from the ECM.
2. Install the Breakout Box connector to the chassis female connection on the ECM. Reconnect the chassis
harness connector to the Breakout Box connector.
NOTE – Torque Connector to ECM To 50 in·lbs (5.65 N·m).
3. Connect leads of the voltmeter to each test point (21+ & 1-), (22+ & 2-), (24+ & 23-) on the Breakout Box.
See Measuring ECM Voltage with Breakout Box (See Figure 41, page 77).
4. Record the lowest voltage for each test point while cranking engine.
5. If voltage is lower than 7 volts, repair the ECM power feed circuit. Refer to ECM Power Circuit diagnostics.
EGES-215
Figure 41 Measuring ECM Voltage with Breakout Box
Possible Causes
• Low battery voltage – Failed batteries, high resistance at battery cable connections, or defective starter.
• Low or no battery voltage to the ECM – Can be caused by high resistance, or an open power feed circuit
to the ECM or its power relay. The ECM power circuit fuse in battery box may be open, or the ECM
power relay may be defective.
Tools Required

• IPR Breakout Tee (ZTSE4484) (optional)
• DMM (ZTSE4357) (optional)
• Breakout Box (ZTSE4445) (optional)
To troubleshoot low voltage at ECM Power Supply see:
• Electronic Control Module Power Supply Diagram (See Figure 114, page 238)
• Electronic Control Module Power Supply Circuit (See Figure 115, page 239)
• ECM PWR Circuit Diagnostics (See Table 59, page 239)
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ENGINE CRANKING RPM

Table 13
11. Engine Cranking Test
Use a DMM to measure engine cranking speed for 20 seconds: For
procedure 1 or 2 below.
1. Connect breakout tee ZTSE4486 between CMP sensor and CMP
sensor harness connector. Measure rpm or Hz at connector pin C and
ground. See figure F on back of form.
2. Connect breakout box to engine harness connector on ECM. Measure
voltage at Breakout Box pins (51+ & 19-). See figure E on back of form.
Instrument Spec. Actual
DMM, 51+ & 19- 130 rpm (26 Hz) min.
If rpm is not shown, recheck DTC’s and see CMP diagnostics.
Figure 42 Measuring Cranking Speed at CMP Sensor

1. DMM Positive Probe (red)
2. Signal Pin (C) (green)
3. DMM Ground Probe (engine ground)
Purpose
NOTE – When using a DMM in the 4 cycle RPM mode the meter reading must be divided by 12 to equal
the actual rpm of the engine. When reading Hertz (Hz) the meter reading is 1/5 the actual rpm. 26Hz =
130 rpm.
To determine the correct engine cranking speed to start the engine. Use the following test procedure if the
Electronic Service Tool (EST) is unavailable or fails to function correctly. Low battery power or an electronic
failure may inhibit the EST from receiving diagnostic data.
Test Procedure
IMPORTANT – Test must be performed with fully charged batteries.
Engine cranking rpm must generate the required ICP to operate the fuel injectors and to create enough
compression to ignite the fuel.
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Measuring Cranking rpm with Breakout Tee
1. Connect Breakout Tee (ZTSE4486) between CMP sensor and CMP sensor harness connector (See
Figure 42, page 78).
2. Place DMM negative probe (black) onto a good engine ground.
3. Place DMM knob to the V / RPM setting, then toggle to select RPM or Hz in the display.
4. Crank engine for a minimum of 20 seconds and measure engine cranking rpm (Hz) at CMP signal
green connector (C).
5. Record engine cranking speed on the diagnostic form.
Measuring Cranking RPM with Breakout Box
1. Remove engine connector (60 pin) from the ECM.
2. Install Breakout Box (ZTSE4445) adapter connectors to the engine and chassis female connections on the
ECM. Reconnect engine harness connector to the Breakout Box adapter connector.
NOTE – Torque connector to ECM to 50 in·lbs (5.65 N·m).
3. Connect the (+ lead) of the Digital Multimeter (DMM) to terminal 51 and the (- lead) to terminal 19. Select
the V / RPM setting, then toggle to select RPM or Hz in the display. See Measuring Engine Cranking
rpm with Breakout Box (See Figure 43, page 79).
4. Crank the engine and check the DMM. A minimum of 130 rpm (26 Hz) is necessary to start the engine.
5. Record cranking engine rpm on diagnostic form EGED-220.
Figure 43 Measuring Engine Cranking RPM with Breakout Box
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If DMM indicates 0 frequency/rpm during engine cranking, the ECM will not receive a signal from the CMP
sensor. See CMP sensor diagnostics(See Camshaft Position Sensor (CMP), page 200), in Section 3,
Electronic Control System Diagnostics.
If the CMP sensor is not functioning, it must be replaced. The ECM will not allow the Injector Pressure
Regulator (IPR) valve to fully activate without a CMP signal.
NOTE – If no frequency/engine rpm is measured with the DMM, check for DTC’s. See Test 5 (See
Table 7, page 64) or Test 8 (See Table 10, page 70) and Camshaft Position (CMP) sensor diagnostics.
Possible Causes
• Low cranking rpm - Starting system electrical malfunctions, incorrect oil grade, or long oil change intervals
in cold ambient temperature conditions.
• No engine rpm - Poor electrical connection at CMP sensor connector for wiring harness, wiring harness to
sensor (open or shorted), or a defective CMP sensor will cause a 0 frequency / engine rpm indication.
Tools Required

• CMP Breakout Tee (ZTSE4486)
• Digital Multimeter (ZTSE4357)
• Breakout Box (ZTSE4445)
No engine rpm indication during cranking - See CMP sensor diagnostics
• Camshaft Position Sensor Functions (See Figure 96, page 200)

• Camshaft Position Sensor Circuit Diagram (See Figure 97, page 201)
• Camshaft Position Sensor and Circuit Diagnostics (See Table 54, page 201)
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INJECTION CONTROL PRESSURE TEST

Table 14
12. Injection Control Pressure Test
Use a DMM to measure ICP voltage while cranking engine [min 130 rpm
(26 Hz)] for 20 seconds: For procedure 1 or 2 below.
1. Connect breakout tee ZTSE4347 between ICP sensor and ICP sensor
harness connector. Measure voltage between connector pin C & ground.
See figure G on back of form.
2. Connect breakout box to engine harness connector on ECM. Measure
voltage at breakout box pins (16+ & 19-). See figure E on back of form.
Instrument Spec Actual
DMM, 16+ & 19- 1 Volt min.
If ICP pressure is low do Test 13.
Purpose
To determine injection control pressure during cranking.
NOTE – Two alternate methods can be used if the Electronic Service Tool (EST) is unavailable or fails to
function. Low battery voltage or electronic failures will inhibit the EST from receiving diagnostic data.
ICP Voltage Measurement with Breakout Tee
Measuring Injection Control Pressure Using Breakout Tee ZTSE4347.
1. Remove engine harness connector at ICP sensor.
2. Connect the ICP Breakout Tee between the engine harness connector and the ICP sensor.
3. Connect Digital Multimeter (DMM) leads (red +) to the Breakout Tee Signal Circuit (green), and (black
–) to the Signal Ground (black) as shown in photo Measuring Injection Control Pressure (Voltage) (See
4. Crank engine and observe DMM voltage reading. Record reading on diagnostic form EGED-220. If
voltage is low, check oil level in reservoir (at EOT sensor) for correct oil level necessary to operate the fuel
injectors. If oil level is correct, go to Low ICP Pressure Test 13 (See Table 15, page 84).
EGES-215
Figure 44 Measuring Injection Control Pressure (Voltage)
ICP Voltage Measurement with Breakout Box
Measuring Injection Control Pressure Using a Breakout Box ZTSE4445.
1. Remove upper engine harness (60 pin connector) from the ECM.
2. Install Breakout Box adapter connector to the engine connector on the ECM. Reconnect engine harness
connector to the Breakout Box adapter connector.
NOTE – Torque connector to ECM to 50 in·lbs (5.65 N·m).
3. Connect the positive lead of the DMM to terminal 16 and the negative lead to terminal 19 (See Figure 45,
page 82).
4. Crank the engine while observing the DMM and record the injection control pressure voltage signal on
the diagnostic form. If Injection Control Pressure (ICP) pressure is low, see Low ICP Pressure Test
13 (See Table 15, page 84).
Figure 45 Measuring Injection Control Pressure Using Breakout Box (Alternate Method)
Possible Causes
Low injection control pressure (voltage) indicates the injectors are not receiving required oil pressure to
operate the fuel injectors. This may be caused by:
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• ICP sensor faulty or incorrect sensor

• No oil in the engine
• Oil reservoir leak down possibly through the high pressure pump internal check valve.
• Defective high pressure pump
• Injector O-ring leak
• Injector body leak
• IPR valve stuck open
• Pump drive gear loose or damaged
Tools Required

• DMM (ZTSE4357)
• ICP sensor Breakout Tee (ZTSE4347) (optional)
• Breakout Box (ZTSE4445) (optional)
To troubleshoot the IPR valve see the following:
• Injection Pressure Regulator Circuit Diagrams (See Figure 142, page 295)
• Injection Pressure Regulator and Circuit Diagnostics (See Table 74, page 295)
No Injection Control Pressure - See Injection Control Pressure (ICP) sensor diagnostics
• ICP Sensor Voltage Checks (See Table 71, page 283)
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LOW INJECTION CONTROL PRESSURE TEST

Table 15
13. Low ICP Pressure Test
Do this Test 13 if ICP was low during Test 9 or 12.
• Remove EOT sensor, check for oil in reservoir (oil should pour out).
Reinstall EOT sensor. See figure H on back of form.
• Remove high pressure hose from oil manifold.
• Attach adapter ZTSE4359 and ICP sensor to hose.
• Monitor pressure while cranking engine.
EST 500 psi min.
DMM 1 Volt min.
• If ICP meets specs, check for high pressure oil leakage under the
valve cover.
• If ICP is low check for pump rotation.
• If ICP is still low replace IPR and retest.
Purpose
To find the cause of low ICP pressure that prevents engine from starting.
Test Procedure
NOTE – If DTC’s were detected previously, the problems causing the DTC’s should be repaired before
performing this test.
1. Remove engine harness connector from Engine Oil Temperature (EOT) sensor on left rear of front cover.
2. Remove EOT sensor from the front cover (See Figure 46, page 85). Oil should pour out. If oil level is
low, crank engine and recheck level. If level does not increase, lube oil pump may not be supplying the
proper amount of oil to the reservoir. If the oil level was above the EOT sensor, reinstall the sensor
and go to the next step.
EGES-215
Figure 46 Checking Oil Level in Oil Reservoir
3. Disconnect high pressure oil hose from the high pressure oil manifold and install the adapter from
Hydraulic Fitting Kit into the end of the high pressure hose (See Figure 47, page 85).
Figure 47 Low ICP Pressure Test
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NOTE – An alternative method would be to install another ICP sensor into the adapter and hose
leaving the original ICP sensor in place.
4. Disconnect ICP sensor engine harness connector and remove ICP sensor.
5. Install ICP sensor adapter into end of the high pressure oil hose.
NOTE – If the EST is to be used for measuring ICP pressure, reconnect ICP engine harness connector
to ICP sensor. Monitor and record ICP pressure while cranking engine.
NOTE – If the EST is unavailable follow the remaining steps outlined below.
6. Install ICP Breakout Tee ZTSE4347 between the ICP sensor and ICP engine harness connector.
7. Connect (+) lead of the Digital Multimeter (DMM) to green terminal and the (-) lead to black terminal of
the Breakout Tee.
8. Monitor ICP pressure (signal voltage) while cranking engine and record on diagnostic form.
9. If ICP pressure is greater than 500 psi or 1 volt, go to ICP Leakage Test. If ICP pressure is less than 500
psi or 1 volt, do the following. Install a breakout tee and measure voltage at red pin. Voltage should be 12
± 0.5V. Ground the green pin to the chassis ground while cranking. If pressure is above 500 psi or 1V refer
to IPR Diagnostics in Section 3. If pressure is still low proceed with the following steps.
A. Remove fuel transfer pump on the housing.

B. Crank the engine and check rotation of the fuel transfer pump camshaft inside the housing. If
camshaft is not rotating, remove high pressure pump and tighten drive gear. Reinstall high
pressure pump. Recheck ICP pressure while cranking engine.
C. If pressure is low, replace IPR valve and recheck ICP pressure.
D. If pressure is still low, replace high pressure oil pump.
ICP Leakage Test
1. Remove intake manifold/valve cover.
2. Remove ICP sensor and adapter plug (used previously) from high pressure hose. Reattach hose to oil
manifold. Remove the other end of the hose from the high pressure pump and connect an air pressure
regulator to the (removed) hose as shown in the illustration ICP Leakage Test (See Figure 48, page 87).
3. Apply 100 psi to the oil manifold.
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Figure 48 ICP Leakage Test
4. Inspect for leakage around the base of each fuel injector.
If an injector leaks, remove and inspect injector for damage or worn O-rings.
If injectors do not leak, perform a Key-On Engine-Off Injector Test with air pressure still applied. Check oil
discharge from each injector. Oil discharge should be equal. Excess oil leakage indicates defective fuel
injectors.
To find injector leaks, remove air supply and regulator from the high pressure hose and follow the procedure
below.
A. Connect an automotive cylinder leak tester to the high pressure hose and apply air pressure
from the cylinder leak tester.
B. Conduct an Key-On Engine-Off Injector Test to determine the percent of cylinder leakage for each
actuated injector. Remove and inspect injectors showing the most leakage.
C. If none of the injectors have excessive leakage, remove all injectors. Inspect all O-rings for
wear and damage. Replace faulty O-rings.
If oil entered the fuel system, drain fuel tank(s) of contaminated fuel.
Possible Causes
Low injection pressure (voltage) indicates low oil pressure to the injectors. This may be caused by
EGES-215
• No oil in engine
• Oil reservoir leak (possibly through check valve for the high pressure pump)
• Cracked or porous cylinder head
• Cracked or porous fuel/oil manifold
• Injector O-ring leak
• Injector body leak
• Internal leakage of HEUI injector
• IPR valve stuck open
• Pump drive gear loose or damaged
• Faulty lube oil pump unable to fill reservoir
• Faulty IPR wires
Tools Required

• ICP adapter fitting from Hydraulic Fitting Kit (ZTSE4359)
• ICP sensor Breakout Tee (ZTSE4347)(optional)
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FUEL PUMP PRESSURE TEST

Table 16
14. Fuel Pump Pressure Test
See figure J on back of form.
• Measure at bleeder valve on filter header.
• Minimum 130 rpm cranking speed for 20 seconds.
0-160 psi gauge 35 psi min.
• If pressure is low, replace fuel filter, clean fuel strainer and retest.
• If pressure is still low, do Performance Diagnostics Test 3.
Purpose
To determine correct fuel pressure to start and run the engine.
NOTE – If vehicle has an optional fuel/water separator and a water-in-fuel probe, check with driver to
determine if the water-in-fuel lamp was lit during vehicle operation.
Test Procedure
1. Remove air bleed valve on fuel filter header (See Figure 49, page 90). Install 1/8 in (3 mm) pipe fitting.
2. Connect a line from the fitting to Gauge Bar (See Figure 50, page 90).
3. Measure fuel pressure by cranking engine for 20 seconds and record maximum pressure on diagnostic
form and compare to specifications. If fuel pressure is low, replace fuel filter, clean fuel strainer, and
retest. If pressure is low perform the following:
a. Remove fuel return line and install plug into fuel return opening.
b. Crank engine and check fuel pressure gauge. If pressure rises, replace fuel return valve and recheck
fuel pressure. If pressure does not increase, see Transfer Pump Restriction, Performance Diagnostics,
Test 3 (See Table 19, page 96).
NOTE – Several crank cycles may be required to purge air out of the fuel system.
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Figure 49 Removing Air Bleeder Valve
Figure 50 Measuring Fuel Pressure with Gauge Bar (PS94-831-3)
Low Fuel Pressure Possible Causes
• No fuel in tank.
• Dirt or fuel jelling in cold ambient temperatures. Replace fuel filter, clean fuel strainer, and retest.
• Debris in the fuel regulator valve.
• A kinked or severely bent fuel supply line or blockage at the pickup tube or any restriction between the inlet
to the transfer pump and the tank pickup tube.
• A loose fuel line on the suction side of the fuel system could allow air into the system.
• Defective fuel transfer pump.
EGES-215
TOOLS REQUIRED
• Gauge Bar (PS94-831-3) or fuel pressure gauge, appropriate line with 1/8 in (3 mm) NPT fitting.
EGES-215
PERFORMANCE DIAGNOSTICS
ENGINE OIL CHECK
Table 17
1. Engine Oil Check
• Check oil level and leaks.
• Contaminated oil (fuel or coolant)
• Check oil grade and viscosity.
• Oil pressure
Purpose
To check engine oil level and quality and determine if oil pressure is correct for the injection control pressure
system.
Test Procedure
1. Park vehicle on level ground. Check oil level with oil level gauge. If the oil level is, the fuel injectors
will not work correctly.
If the oil level is above full, the engine has been incorrectly serviced, or fuel is diluting the oil. Check
oil for fuel odor.
2. Inspect oil for color and odor. Milky white oil and an ethylene glycol odor indicates coolant contamination.
3. Check engine service records for correct oil grade and viscosity for ambient operating temperatures.
Do not use 15W-40 motor oil below 20 F (-6.7 C). Long oil drain intervals can cause increased oil
viscosity; Thicker oil will make engine cranking and starting more difficult below freezing temperatures.
See lube oil chart in the engine operator’s manual for the correct grade of oil for vehicle operation in
various temperature ranges.
Possible Causes
• Oil level low - Oil leak, oil consumption, incorrect servicing.

• Oil level high - Incorrect servicing, fuel dilution from lift pump.
• Oil contamination with coolant - Oil cooler, head gasket, porosity, (accessories i.e. water cooled air
compressors.)
Tools Required
• None
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FUEL PRESSURE TEST

Table 18
2. Fuel Pressure Test
• Take fuel sample from tank.
• Check fuel for contamination.
• Measure fuel pressure at fuel filter bleeder.
• Measure fuel pressure at high idle.
• If fuel pressure is low, replace fuel filter, clean fuel strainer, and retest.
• If fuel pressure is still low, do Performance Diagnostics Test 3.
Purpose
To determine if fuel system has clean fuel and correct pressure to start and run the engine.
Sufficient / Clean Fuel Test
1. Take fuel from tank.
NOTE – Fuel must be correct grade, clean, and undiluted.
2. Inspect fuel. Fuel must be clean, free of air, contaminants, water, icing or clouding. Fuel should be straw
colored. Fuel with a colored dye (red or blue) indicates designation for off-highway use.
3. Check for gasoline or kerosene odors. Engine oil in the fuel may indicate an injector O-ring leak and loss of
injection control pressure. See Hard Start/No Start Diagnostic Test 13, Low ICP Pressure Test, which
includes ICP Leakage Test in Section 2 (See Table 15, page 84) to determine the cause of oil in the fuel.
Drain tank and properly dispose of contaminated fuel.
Fuel Pressure Test
1. Remove air bleed valve on fuel filter header (See Figure 51, page 93). Install a 1/8 in (3 mm) pipe fitting
in place of the bleed valve.
Figure 51 Removing Air Bleeder Valve
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2. Connect a line from the fitting to Gauge Bar. See Measuring Fuel Pressure with Gauge Bar (See Figure
52, page 94).
Figure 52 Measuring Fuel Pump Pressure with Gauge Bar (PS94-831-3)
3. Measure fuel pressure at high idle. Record pressure on diagnostic form and compare to specifications.
If fuel pressure is low, replace fuel filter, clean fuel strainer, and retest. If pressure is low do the
following:
a. Remove fuel return line and install plug (to prevent fuel from exiting) into fuel return opening.
b. Crank engine and check fuel pressure gauge. If fuel pressure rises, replace fuel return valve and
recheck fuel pressure. If fuel pressure does not increase, do Transfer Pump Restriction Test 3 (See
Table 19, page 96).
NOTE – Perform Test 25, Fuel Pressure Full Load before removing pressure test equipment.
Possible Causes
• No fuel in tank
• In-line fuel valve shut off (if equipped)
• Fuel supply line from tank broken, crimped or kinked.
EGES-215
• Incorrect fuel grade for cold temperatures. Fuel waxed or jelled (most likely grade 2 fuel). Pickup tube
in tank could be clogged or cracked.
• Water, ice, or contaminants in the tank and fuel system stopping fuel flow.
• Plugged supplemental filters or water separators causing the fuel system to draw air.
Tools Required
• Clear container (approximately 1 Quart or 1 Liter)

• Gauge Bar (PS94-831-3) and appropriate line with 1/8 in (3 mm) NPT fitting
EGES-215
TRANSFER PUMP RESTRICTION TEST

Table 19
3. Transfer Pump Restriction Test
Perform this test only if fuel pressure is low. See figure K on back of form.
• Measure restriction at fuel filter inlet @ high idle.
0-30 in Hg vacuum
< 8 in Hg
Gauge
• If restriction is high, check for blockage between fuel pump and tank.
• If restriction is < 8 in Hg, see EGES-215.
Purpose
To determine if low fuel pressure is caused by excessive restriction in the fuel supply line from the fuel tank to
the transfer pump inlet.
Test Procedure
1. Connect a Tee between the fuel filter inlet and fuel supply line. Connect a line from the Tee to a 0-30
in Hg vacuum gauge on Gauge Bar. See measuring Transfer Pump Restriction with Gauge Bar (See
NOTE – Transfer pump restriction test will only detect a restriction in the fuel line (filter header to
tank) or tank pickup. Restriction between the transfer pump and the strainer will not be detected by
this test.
EGES-215
Figure 53 Measuring Transfer Pump Restriction with Gauge Bar
2. Measure fuel inlet restriction at high idle and record reading on diagnostic form.
3. If restriction exceeds 8 in Hg, locate the restriction on the suction side of the fuel system and correct. If
restriction is within specifications or very low, check for air ingestion between fuel inlet and the transfer
pump inlet by performing the following.
a. Remove fuel supply line. Connect a clear plastic line to the fuel inlet fitting and connect the fuel
supply line to clear plastic line.
b. Check for air bubbles in the clear plastic line while engine is running at high idle. If air bubbles are
seen, inspect fuel system for suction leaks. Repair system, if necessary. If air bubbles were not
present, remove clear plastic line.
WARNING – To avoid personal injury, be certain that the transmission is in neutral,

parking brake is applied, and drive wheels are blocked prior to starting engine.
c. Install plug to seal off the fuel inlet. Start engine and run at high idle. Vacuum reading should be
greater than 22 in Hg. If less, check for air ingestion from the vacuum gauge to the transfer pump. If no
leak is found, replace transfer pump.
EGES-215
NOTE – If no leaks are found on the inlet side of the fuel system, while the transfer pump is
providing > 22 in Hg. vacuum, replace fuel return valve. Recheck fuel pressure to verify the
valve was defective.
Possible Causes
• A fuel filter could cause high restriction and low fuel pressure because of dirt or fuel jelling in cold ambient
temperatures. Change filter and retest.
• Primary fuel filter or fuel/water separator clogged.
• A kinked or severely bent fuel supply line or blockage at the pickup tube could cause restriction and
therefore low fuel pressure.
• A loose fuel line on the suction side of the fuel system could cause air to be ingested into the system
and cause low fuel pressure.
• Primary fuel filter or fuel/water separator may be ingesting air into fuel system via loose connections etc.
• Fuel return valve defective or stuck open due to debris.
• Defective fuel transfer pump.
Tools Required
• Gauge Bar (PS94-831-3)

• Tee or reworked hollow screw fitting
• NPT pipe adapter and appropriate fuel lines
EGES-215
EST DIAGNOSTIC TROUBLE CODES (DTC’S)

Table 20
4. EST Diagnostic Trouble Codes
• Install Electronic Service Tool (EST).
• See figure B on back of form.
Active DTC’s
Inactive DTC’s
Purpose
To determine if the Electronic Control Module (ECM) has detected Diagnostic Trouble Codes (DTC’s) that
could cause engine performance problems.
Test Procedure
1. Turn accessories and ignition switch OFF.
2. Connect the International interface cable from the Electronic Service Tool (EST) to the American Trucking
Association (ATA) diagnostic connector. The ATA diagnostic connector is located below the dash panel
(left side) (See Figure 54, page 99).
Figure 54
1. ATA Connector (shown with protective cap in place)
NOTE – ATA connectors may require a 6 pin to 9 pin cable adapter.
3. Use the EST to view the DTC’s, refer to Master Diagnostics (See MASTER DIAGNOSTICS (MD 32),
page 394).
If DTC’s are set, see DTC column on Engine Diagnostic Trouble Codes (See Table 48, page 162).
Record DTC’s on Electronic Control System Diagnostics form EGED-220.
NOTE – Active DTC’s indicate systems that must be repaired before continuing with the Diagnostic form
EGES-220.
Possible Causes
• Electronic malfunctions that can be detected by the ECM continuously.
EGES-215
Tools Required

• Adapter Cable, 6 pin to 9 pin (ZTSE4467)(optional)
EGES-215
EST KEY-ON ENGINE-OFF STANDARD TEST

Table 21
5. EST Key-ON Engine-OFF Standard Test
• Select Key-ON Engine-OFF Standard Test from menu.
DTC’s Found
Correct problem causing active DTC’s before continuing.
Purpose
To determine electrical malfunctions detected by the Electronic Control Module (ECM). This requires an
Output Circuit Check self test.
Test Procedure
1. Record and clear Diagnostic Trouble Codes.
2. Turn ignition key ON.
3. Select Key-ON Engine-OFF Standard Test from the Diagnostics drop-down menu (See Figure 37, page 66).
This will cause the electronics to perform an internal self-test. The internal self-test must be completed before
another Key-ON Engine-OFF test can be started.
When the internal self-test is complete, the screen will show all active Diagnostic Trouble Codes found in the
self-test. Scroll down for other DTC’s if they appear to be off the screen. Only new DTC’s are displayed.
The test is repeated by selecting, Key-ON Engine-OFF Standard Test in the Diagnostics sub-menu.
Possible Causes
• Defective electrical components or circuitry.
Tools Required
EGES-215
EST KEY-ON ENGINE-OFF INJECTOR TEST

Table 22
6. EST Key-ON Engine-OFF Injector Test
Test 5 must be done before doing this test.
• Select Key-ON Engine-OFF Injector Test from menu.
DTC’s Found
Purpose
To determine if fuel injector electronics are working correctly, by energizing each injector in a programmed
sequence. The Electronic Control Module (ECM) will monitor the Key-On Engine-OFF Injector Test and
transmit DTC’s if injectors or related electrical circuits are not working correctly.
Test Procedure
NOTE – The Engine-OFF Standard Test must be done before starting the Key-On Engine-OFF Injector
Test.
When the Engine-OFF Standard Test is over, select the Diagnostics drop down menu and click on Key-On
Engine-OFF Injector Test (See Figure 55, page 102).
Figure 55
During the Key-ON Engine-OFF Injector Test, injector solenoids should rapidly click or buzz when actuated. If
clicks are not heard, the injectors are not working. When the Key-ON Engine-OFF Injector Test is over,
detected DTC’s will be displayed. More DTC’s can be found by scrolling down.
See Section 3 Electronic Control System Diagnostics (See Table 48, page 162).
Record DTC’s found on Diagnostic Form EGED-220.
Possible Causes
• Bad wiring harness connection at injector solenoid.

• Open or shorted engine wiring harness to injectors.
• Defective injector solenoids.
• Defective ECM.
EGES-215
Tools Required
EGES-215

NOTE – Accessing Diagnostic Trouble Codes using the Cruise Control buttons is primarily used as a
backup method when an EST is not available.
Table 23
7. Diagnostic Trouble Code Access
See figure C on back of form.
• Set Parking Brake, turn ignition switch ON.
• Depress CRUISE ON and RESUME/ACCEL buttons simultaneously.
DTC’s Found
Purpose
To read DTC’s detected by the Electronic Control Module (ECM), if the Electronic Service Tool (EST) is not
available, or if the EST does not receive Self Test Input data.
The Cruise Control buttons on the steering wheel act as an interface between the Operator and the ECM. The
resulting display of the flashing amber ENGINE lamp indicates the ECM is performing a series of electronic
tests.
Test Procedure
To display Diagnostic Trouble Codes, set the parking brake and turn the ignition key to the ON position.
Press and release the CRUISE ON button and the RESUME/ACCEL button simultaneously (See Figure 56,
page 104). Do not start the engine.
When the test is complete, the ECM will flash the red ENGINE lamp and the amber ENGINE lamp to signal
the Diagnostic Trouble Codes.
To read the Diagnostic Trouble Code count each time the amber ENGINE lamp flashes follow the sequence
below. This sequence occurs each time the Cruise Control buttons are depressed to access the Diagnostic
Trouble Codes.
Figure 56 Cruise Control Buttons on Steering Wheel
1. The red ENGINE lamp will flash once to indicate the beginning of ACTIVE DTC’s.
2. The amber ENGINE lamp will flash repeatedly signaling the active DTC’s.
NOTE – All DTC’s are three digits. Code 111 indicates no Diagnostic Trouble Codes have been
detected.
EGES-215
3. Count the flashes in sequence. After each digit of the code a short pause will occur. Three flashes and a
pause would indicate number 3. Two flashes, a pause, three flashes, a pause, and two flashes and
a pause would indicate Diagnostic Trouble Code 232. If there is more than one DTC, the red ENGINE
lamp will flash once indicating the beginning of another active DTC.
To repeat DTC transmission, press and release the CRUISE ON and RESUME/ACCEL buttons once. The
ECM will once again send the stored DTC’s. If DTC’s are set, see Engine Diagnostic Trouble Codes (See
Table 48, page 162).

Possible Causes
• Electronic component or circuitry failures.
Tools Required
• None
EGES-215
INTAKE RESTRICTION TEST

Table 24
8. Intake Restriction Test
See figure L on back of form.
• Measure restriction at high idle and no load.
Manometer or
12.5 in H20
Magnehelic Gauge
Purpose
To determine if the intake/air cleaner is restricted. A restricted intake/air cleaner will cause low power and
poor fuel economy.
NOTE – High intake restriction may cause excessive black or blue smoke when starting the engine.
Inspect Air Intake Restriction Indicator
1. See Operation and Maintenance Manual, for details about the air cleaner restriction gauge and indicator.
NOTE – Replace the air cleaner element when restriction reaches the maximum allowable limit.
Measure restriction with a service indicator, water manometer, or magnehelic gauge.
2. Check air cleaner elements for damaged gaskets or dents. Replace as necessary.
3. Inspect inlet piping for debris.
Single Element Air Cleaner
Measure air cleaner restriction as follows:
1. Attach the restriction test gauge to water manometer or magnehelic gauge with air cleaner housing tap.
See Restriction Test (access location) (See Figure 57, page 107).
2. Run engine at high idle rpm.
3. Replace the air cleaner element when the test gauge shows a restriction greater than 12.5 in H2O (3.13
kPa).
EGES-215
Figure 57 1. Intake Restriction Test Access Location
NOTE – The true maximum air cleaner restriction can only be obtained when operating the engine at
full load and rated horsepower. The vehicle mounted indicator or vacuum gauge will sense maximum
restriction. When 25 in H2O (6.22 kPa) is sensed on the vehicle mounted gauges, replace the air
cleaner element. For convenience, air cleaner restriction can be measured at high idle (no load);
however, the element must be replaced when 12.5 in H2O (3.13 kPa) is measured at no load.
NOTE – High air cleaner restriction can cause turbocharger seals to unseat, causing oil to be drawn
in around seals and into the engine.
Dual Element Cleaner
The dual element air cleaner provides a large primary (outer) filter element and an optional small secondary
(inner) filter element. The secondary element should be used in dusty environments.
The dual element air cleaner restriction connection is located between the primary and the secondary element
in the bottom of the air cleaner housing. This arrangement allows only the primary (outer) element to be
sensed by the restriction indicator or dash mounted vacuum gauge. The inner element is not recorded on
the restriction indicator or dash mounted vacuum gauge.
To determine inner element restriction use the visual check procedure:
EGES-215
Visual Inspection Procedure:
NOTE – Two different types of indicators appear on the air cleaner elements. This is the result of two
separate vendors supplying air cleaner elements to International during assembly. Replace the element
when the green dot disappears from the element or from the window in the retaining nut.
Visually inspect the restriction indicator built into the inner element or inner element retaining nut.
Two different types:
1. Dual Element Air Cleaner with Indicator in End Cap (See Figure 58, page 108).
2. Dual Element Air Cleaner Retaining Nut Indicator (See Figure 59, page 109).
IMPORTANT – Each supplier’s retaining nut requires a different torque value.
Dual Element Air Cleaner with Indicator in End Cap, 60-75 in·lbs (6.8-8.5 N·m).
Dual Element Air Cleaner Retaining Nut Indicator, 120 in·lbs (13.6 N·m).
Figure 58 Dual Element Air Cleaner with Indicator in End Cap
EGES-215
Figure 59 Dual Element Air Cleaner Retaining Nut Indicator
Possible Causes
• Dirty air cleaner element.

• Snow, plastic bags, or other foreign material may restrict air flow in the air cleaner inlet. Repaired engines,
may have rags or cap plugs in the intake system.
Tools Required
• Gauge Bar (PS94-831-3)

• Magnehelic Gauge or Water Manometer
EGES-215
EST KEY-ON ENGINE-RUNNING STANDARD TEST

Table 25
9. EST Key-ON Engine-Running Standard Test
NOTE – Engine must be above 160 F
• Select Key-ON Engine-Running Standard Test from menu.

DTC’s Found
Purpose
To verify correct operation and specification ranges for engine actuators and electronic sensors. The Electronic
Service Tool (EST) signals the Electronic Control Module (ECM) to perform the Key-ON Engine-Running
Standard Test. The ECM will activate the actuators, monitor sensor feedback signals, and send fault codes for
actuators or sensors to the EST.
Test Procedure
IMPORTANT – Before running the Key-ON Engine-Running Standard Test, set parking brake and make sure
the transmission is in neutral.
1. Start and run engine until it reaches 160 F (71 C) minimum.
NOTE – Engine coolant temperature must reach 160 F (71 C) minimum for the ECM to accurately
test engine actuators and sensors. If engine coolant temperature is below self test range, the EST
tool will show ECT Out of Self Test Range.
2. Select the Key-ON Engine-Running Standard Test from the Diagnostic drop-down menu.
The ECM will start the Key-ON Engine-Running Standard Test. It will command the engine to accelerate to
a predetermined rpm and operate the Injection Pressure Regulator (IPR) valve.
Possible Causes:
• Defective or inoperative ICP sensor or IPR valve

• Oil leakage in high pressure Injection Control System
• Open or shorted wiring harness to ICP or IPR
• Loose or corroded engine wiring harness for ICP or IPR
EGES-215
EST KEY-ON ENGINE-RUNNING INJECTOR TEST

Table 26
10. EST Key-ON Engine-Running Injector Test
NOTE – Engine must be above 160 F
Test 9 must be done before doing this Test.

• Note: Engine will run rough during this test.
DTC’s Found
Purpose
To verify that all power cylinders are contributing equally.

Test Procedure
NOTE – The Engine Running Standard Test (Test 9) must be done first to gain access to the Engine
Running Injector Test.
After the Engine Running Standard Test, select Engine Running Injector Test from the Diagnostic drop-down
menu (See Key-On Engine-Running Injector Test, page 362).
NOTE – The engine will run rough during the test.
The Electronic Service Tool (EST) will signal the Electronic Control Module (ECM) to actuate each injector in a
programmed sequence and then measure power cylinder performance.
Record the DTC’s on Electronic Control System Diagnostics form EGED-220.
Possible Causes
• Broken compression rings, leaking or bent valves, bent push rods or connecting rods
• Open or shorted engine wiring harness to injectors
• Defective injectors and/or solenoids
Tools Required
EGES-215
FUEL PRESSURE TEST (FULL LOAD)

Table 27
11. Fuel Pressure Test (Full Load)
• Measure fuel pressure at fuel filter bleeder.
• Measure pressure at full load, rated speed.
• If pressure is low, replace fuel filter, clean fuel strainer and retest.
• If pressure is still low, go to Test 3.
Purpose
To determine if the fuel system is supplying the engine with the proper fuel quantity and pressure at full load
conditions.
Test Procedure
brake is applied, and drive wheels are blocked prior to starting engine.
NOTE – If the fuel filter has a water-in-fuel probe, ask the vehicle operator if the water-in-fuel lamp (yellow)
is illuminated during vehicle operation.
1. If pressure gauge is not connected to fuel system in Test 2, remove air bleed valve on fuel filter header.
Install 1/8 in (3 mm) pipe fitting in place of the bleed valve (See Figure 51, page 93).
2. Connect a line from the fitting to the 0-160 psi gauge of the Gauge Bar. See Measuring Fuel Pressure with
Gauge Bar (See Figure 52, page 94). Start engine and run at low idle to check for fuel leaks in-line to
pressure gauge.
NOTE – Bleed air from the fuel line to insure an accurate reading.
3. Drive vehicle on road till engine reaches operating temperature. Find an open section of road and select a
suitable gear. Depress the accelerator pedal (full depression) to the floor and accelerate to rated speed
and 100% load.
NOTE – Drive the vehicle uphill or fully loaded to reach the correct engine loading at rated engine
speed.
4. Measure fuel pressure and record on Mechanical Diagnostics form EGED-220. If pressure is not within
specifications, replace fuel filter, clean fuel strainer, and recheck fuel pressure. If fuel pressure remains low
after replacing the filter, perform Transfer Pump Restriction Test 3 (See Table 19, page 96).
NOTE – Several crank cycles may be required to purge the air from the fuel system after replacing the
fuel filter.
EGES-215
Possible Causes:
• A clogged fuel filter or fuel strainer could cause high restriction and low fuel pressure. Replace fuel
filter, clean strainer, and retest.
• Debris in the fuel regulator valve will cause low fuel pressure, see Test 3 (See Table 19, page 96).
• A kinked or severely bent fuel supply line, or blockage at the pickup tube could cause restriction and low
fuel pressure, see Test 3 (See Table 19, page 96).
• A loose fuel line on the suction side of the fuel system could cause air to be ingested into the system and
cause low fuel pressure, see Test 3 (See Table 19, page 96).
• The fuel pump could have internal damage, e.g. seized plunger or leaking check valves.
• A restriction from the transfer pump inlet to the fuel tank can cause low fuel pressure.
• A restriction between the fuel inlet fitting, strainer and transfer pump inlet can cause low fuel pressure.
Tools Required
• Gauge Bar (PS94-831-3) and appropriate line with 1/8 in NPT fitting
EGES-215
ICP PRESSURE TEST

Table 28
12. ICP Pressure Test
• Monitor ICP pressure and engine rpm. Use EST data list or breakout tee and DMM. See figure G on
back of form.
• See EGES-215 for specifications.
PID Spec Actual
Low Idle psi/volts
High Idle psi/volts
Full Load psi/volts
• If ICP is low or unstable, disconnect ICP sensor and retest.
• If problem is resolved, see ICP diagnostics.
• If pressure is still low or unstable, replace IPR and retest.
Purpose
To determine if the high pressure lube oil system is providing sufficient hydraulic pressure to operate the
injectors.
Test Procedure
Test should be performed at full load in conjunction with Fuel Pressure Test (Full Load) Test 11 (See Table
27, page 112), and Boost Pressure Test 13 (See Table 29, page 117).
NOTE – Turn all accessories and the ignition off, before connecting Electronic Service Tool (EST) tool
to American Trucking Association (ATA) diagnostic connector.
1. Connect the EST to the ATA data link connector. See ATA Connector Location (See Figure 36, page 64).
2. Start Master Diagnostics and select the pre-configured session entitled Road Performance. Drive
vehicle on road until engine reaches operating temperature. Find an open section of road and select a
suitable gear. Depress the accelerator pedal (full depression) to the floor and accelerate to rated speed
and 100% load.
NOTE – Drive the vehicle uphill or fully loaded to reach the correct engine load at rated engine speed.
3. Read maximum pressure for ICP pressure and record on Electronic Control System Diagnostic form
EGED-220.
4. Stop the vehicle, read psi for low and high idle ICP pressures, and record on Electronic Control System
Diagnostic form EGED-220.
Alternate Method for Measuring ICP Using (Breakout Tee)
1. Remove engine harness connector from ICP sensor.
2. Connect ICP Breakout Tee to the removed engine harness connector and the ICP sensor.
3. Place a DMM in cab of vehicle and connect a long set of leads (+Green, -Black) to the Breakout Tee
utilizing the connection points as shown in Measuring Injection Control Pressure Using Breakout Tee (See
EGES-215
4. Operate vehicle under load as described in Test Procedure Step 2 page 114.
Possible Causes
Low voltage for injection control pressure indicates insufficient oil pressure to operate the fuel injectors
(perform ICP Leakage Test). This may be caused by:
• Defective IPR valve

• Defective High Pressure Pump
• Injection Control Pressure system leakage
• ECM commanding the IPR valve to reduce injection control pressure due to:
a. Low Boost Pressure

b. Incorrect signal from Accelerator Position Sensor (APS)
c. Incorrect signal from ICP sensor or wrong ICP sensor
ICP Oil Aeration Test
High-pressure oil supplies the mechanical force needed to push fuel into the cylinder for combustion. Aerated
oil can retard the timing of fuel injection into the cylinder. When aerated oil is suspected, perform the following
steps.
brake is applied, and drive wheels are blocked prior to starting engine.
ICP Oil Aeration Test
1. Start engine and bring to normal operating temperature.
2. Raise engine speed to high idle. Note ICP value (ICP will rise when the engine goes to high idle and then
settle to a lower value within a few seconds. Record the lower value).
3. Hold engine speed at high idle for 2 minutes.
4. Watch the ICP value during this time period. Compare with the initial value. If ICP rises and continues to
increase in value, the lube oil is being aerated.
Possible causes of oil aeration include overfilled sump, cracked pickup tube, and missing or faulty pickup
tube gasket.
Tools Required

• ICP Breakout Tee (ZTSE4347) (optional)
EGES-215
See ICP diagnostics in Electronic Control System Diagnostics, Section 3
• ICP Sensor Voltage Test (See Table 71, page 283)
See IPR diagnostics in Electronic Control System Diagnostics, Section 3:
• Injection Pressure Regulator Circuit Diagrams (See Figure 142, page 295)
• Injection Pressure Regulator and Circuit Diagnostics (See Table 74, page 295)
EGES-215
BOOST PRESSURE TEST

Table 29
13. Boost Pressure Test (Full Load)
• Monitor boost pressure and engine rpm with the EST in data list. See
figure M on back of form.
• Use dash tach, 0-30 psi gauge, breakout tee and DMM if EST is not
available.
• Measure pressure at full load and rated speed.
• See EGES-215 for specifications.
Test Spec. psi @ rpm Actual
Peak HP
Peak Torque
Purpose
To determine if the engine can develop necessary boost pressure for required power.
Test Procedure
Test should be performed at full load in conjunction with Fuel Pressure (Full Load) Test 11 (See Table 27, page
112) and ICP Pressure Test 12 (See Table 28, page 114).
NOTE – Turn accessories and ignition off, before connecting Electronic Service Tool (EST) to the
American Trucking Association (ATA) diagnostic connector.
1. Start Master Diagnostics and select the pre-configured session entitled Road Performance.
2. Drive vehicle on road until the engine reaches operating temperature. Find an open section of road and
select a suitable gear. Depress the accelerator pedal (full depression) to the floor and accelerate to
rated speed and 100% load.
speed.
3. Record intake manifold boost at full load rated engine speed.
Alternate Test Procedure
1. Remove plug from boost pipe, install adapter fitting, and connect a line as shown in Boost Pressure
Tap Location (See Figure 60, page 118). If no plug is on the boost pipe, remove the Manifold Absolute
Pressure sensor at intake manifold/valve cover. Install a Tee fitting and reinstall MAP sensor and the
test line to the tee.
NOTE – MAP sensor must be connected during Boost Pressure Test.
2. Route the line from the engine compartment to the inside of the vehicle cab.
IMPORTANT – Make certain that the test pressure line does not get crimped, chaffed or come in contact
with any extremely hot engine surface.
EGES-215
Figure 60 Boost Pressure Tap Location (Center of Intake Manifold / Valve Cover)
3. Temporarily install the Gauge Bar in the cab of the vehicle. Connect the line routed from the boost pressure
tap location or Tee at MAP sensor to the appropriate pressure gauge.
4. Drive vehicle on road until the engine reaches operating temperature. Find an open section of road and
select a suitable gear. Depress the accelerator pedal (full depression) to the floor and accelerate to
rated speed and 100% load.
speed.
5. Record intake manifold boost pressure at full load rated engine speed.
NOTE – If boost pressure is within specifications, the engine is functioning properly. There may be
chassis or application concerns.
Possible Causes
• Restricted intake or exhaust

• Low fuel pressure
• Low injection control pressure
• Control system DTC’s
• Defective injectors
• Defective turbocharger
• Base engine failure
Tools Required

• Gauge Bar (PS94-831-3) and a Tee fitting (optional)
EGES-215
CRANKCASE PRESSURE TEST

Table 30
14. Crankcase Pressure Test
• Measure at road draft tube with restriction tool ZTSE4039. See figure
N on back of form.
• Measure at high idle, NO LOAD.
0 to 60 in H2O
< 6 in H2O
Magnehelic Gauge
Purpose
To measure power cylinder condition.

Test Procedure
1. Park vehicle on level ground.
2. Make sure breather tube is clean and the valve cover/intake manifold is tight.
3. Make sure engine oil level is not above full mark and the oil level gauge is secured.
4. Install Crankcase Breather Tool (ZTSE4039).
NOTE – If engine is equipped with a breather extension tube, it will need to be removed for testing
purposes.
5. Connect a line from the crankcase breather tool to a water manometer or the magnehelic gauge on
Gauge Bar, (See Figure 61, page 120).
6. Run engine to reach normal engine operating temperature before measuring crankcase pressure.
7. Perform engine crankcase pressure test with engine at high idle (no load) rpm. Allow the gauge reading
to stabilize before taking the pressure reading.
8. Record crankcase pressure on Electronic Control System Diagnostic form EGED-220.
IMPORTANT – Do not plug the breather tube during the crankcase pressure test. Plugging the tube can
cause crankshaft and turbocharger seals to leak.
9. Remove crankcase breather tool and place breather extension tube back into service.
Possible Causes
Excessive crankcase pressure with high oil consumption indicates:
• Dirt in air induction system. Perform Air Induction System Pressure Test (See Figure 33, page 58).
• Badly worn or broken piston rings
• Badly worn or scored cylinder sleeves
• Leaking valve seals or worn valve guides
EGES-215
• A restricted orifice in Crankcase Breather Tool
Excessive crankcase pressure without high oil consumption indicates:
• Leaking intake manifold/valve cover gasket

• Air compressor effecting crankcase pressure. Remove compressor discharge line to remove its influence.
Figure 61 Crankcase Pressure Test
Tools Required
• Magnehelic Gauge on Gauge Bar (PS94-831-3)

• Crankcase Breather Tool (ZTSE4039)
NOTE – If Tests 1–14 meet specifications, engine operation is good: Tests 15–17 are not necessary.
EGES-215
WASTEGATE ACTUATOR TEST

Table 31
15. Wastegate Actuator Test
• Apply regulated air to actuator.
• Check for leakage and actuator travel.
0 to 60 psi gauge 28 ± 2 psi
Purpose
To determine if the wastegate actuator works correctly.
Test Procedure
1. Remove actuator boost line from turbocharger compressor housing.
2. Connect an air regulator with a 0-60 psi gauge to the actuator boost line. See Wastegate Actuator Test
(See Figure 62, page 122).
3. Mark actuator shaft with paint pen.
4. Spray leak detector around the actuator housing. Slowly apply air pressure to the actuator. Movement of
the actuator shaft (indicated by position of paint mark) should start between 26 and 30 psi.
If the actuator shaft moves 0.015 in (0.369 mm) or more and the housing does not leak air, the actuator is
good. If the actuator shaft moves less than 0.015 in (0.369 mm) and the housing leaks air, the actuator must
be replaced. Before replacing the actuator, remove the turbocharger.
Possible Causes
• Sticky flapper valve

• Ruptured actuator diaphragm
• Leaky canister
• Leaky hose to actuator
Tools Required
• Air Pressure Regulator, 0-60 psi gauge, and paint marker.
EGES-215
Figure 62 Wastegate Actuator Test
EGES-215
EXHAUST RESTRICTION TEST

Table 32
16. Exhaust Restriction Test
• Inspect exhaust system.
• Check restriction about 3-6 in after turbo outlet.
• Measure at full load and rated speed.
Manometer or 0-33 in H20

Magnehelic gauge
Purpose
To check for restrictions in the exhaust system likely to cause engine performance problems.
Test Procedure
1. Drill and braze a 1/8 in NPT male connector onto a straight section of exhaust pipe approximately 3 to 6 in
after the bend in the exhaust pipe. See Measuring Exhaust Restriction (See Figure 63, page 124).
2. Connect coiled copper tubing (min. of 1 ft.) to the connector before attaching the plastic tubing from
Gauge Bar.
NOTE – The coiled copper tubing helps to prevent the plastic tubing from melting.
3. Connect the other end of the plastic tubing to a water manometer or magnehelic gauge on the Gauge Bar.
4. Obtain the data at rated speed on a chassis dynamometer or fully loaded on the highway. The engine must
be at normal operating temperature.
5. Exhaust pressures over specification indicate exhaust system restriction and reduced engine power.
Replace muffler or exhaust piping.
Possible Causes
• Collapsed exhaust piping

• Restricted exhaust piping
• Damaged muffler
• Malfunctioning retarder
Tools Required
• Gauge Bar (PS94-831-3) or Water Manometer
EGES-215
Figure 63 Measuring Exhaust Restriction

1. 1/8 NPT Male Connector
2. Copper Tubing (coiled) 12 in (31 cm) minimum
3. Plastic Tubing
EGES-215
VALVE CLEARANCE TEST

Table 33
17. Valve Clearance Test
• Engine OFF: Hot or Cold
Feeler gauge 0.025 in (0.635 mm)
Purpose
To determine correct valve clearance.
Test Procedure
1. Remove the valve cover/intake manifold.
2. Rotate the crankshaft until piston No.1 is on the compression stroke and the timing mark on the damper
pulley is aligned with the TDC mark on the front cover.
NOTE – Make sure piston No.1 is on the compression stroke by turning both push rods by hand to
verify both valves are closed. The valves are closed when the push rods are loose and can be turned
easily.
3. Check valve lash by inserting feeler gauge between the rocker arm and valve stem tip. If adjustment is
required, loosen the locknut and turn the valve adjustment screw until the valve lever can support the feeler
gauge. See Checking and Adjusting Valve Lash (See Figure 64, page 125).
4. Tighten the locknut once the adjustment is set and remove the feeler gauge. Continue checking and
adjusting valves (if necessary) following the valve sequence shown in Valve Adjustment Sequence Chart
(See Table 34, page 126). Identify valve numbers and locations on the rocker arm. See Intake and
Exhaust Valve Locations (See Figure 65, page 126).
Figure 64 Checking and Adjusting Valve Lash
EGES-215
Table 34
WITH ADJUST VALVES
Cylinder Number 1 2 3 4 5 6
INT EXH INT EXH INT EXH
No. 1 Piston T.D.C.
(Compression)
1 2 3 6 7 10
EXH INT EXH INT INT EXH
No. 6 Piston T.D.C.
(Compression)
4 5 8 9 11 12
NOTE – Six valves are adjusted with the No. 1 piston at TDC (compression stroke) and the remaining
six are adjusted with the No. 6 piston at TDC (compression stroke). See Intake and Exhaust Valve
Locations (See Figure 65, page 126), and Valve Lash Adjustment Chart (See Table 35, page 126).
Figure 65 Intake and Exhaust Valve Locations
Table 35
VALVE LASH ADJUSTMENT CHART
ENGINES INTAKE in (mm) EXHAUST in (mm)
DT 466
0.025 (0.635) 0.025 (0.635)
DT 530
5. Install the valve cover/intake manifold. Tighten mounting bolts to 13 lb·ft, 156 lb·in, (17.6 N·m). See
Torquing Valve Cover/Intake Manifold (See Figure 66, page 127).
EGES-215
Figure 66 Torquing Valve Cover / Intake Manifold
Possible Causes
• Worn valve train

• Valve seat or face wear
Tools Required
• Feeler Gauge
• Torque Wrench
PERFORMANCE SPECIFICATIONS
2001 MODEL YEAR
EGES-215
DT 466/195 hp @ 2300 rpm (520 ft·lbf torque @ 1400 rpm)
Table 36 DT 466/195 hp @ 2300 rpm (520 ft·lbf torque @ 1400 rpm)
50 State 2001 Model Year
[Engine Unit Code 12NMB]
DT 466 Series Diesel Engine Specifications
Engine Model DT 466/C195
Engine Rating 195 BHP @ 2300 rpm
Engine Family Rating Code 1121
Injector Part Number, Original Equipment 1830560C2
Turbocharger Part Number 1836093C92
Turbine A/R Ratio 1.11
Injection Timing Nonadjustable
High Idle Speed– rpm with manual transmission 2775
High Idle Speed– rpm with automatic transmission 2775
Low Idle Speed — rpm 700
580 ± 75 psi (4 ± 0.5 MPa) 1.0

Injection Control Pressure/Voltage @ Low Idle No Load
± 0.2V
1668 ± 300 psi (11.5 ± 2 MPa)

Injection Control Pressure/Voltage @ High Idle No Load
2.3 ± 0.5V
3046 ± 150 psi (21 ± 1 MPa)

Injection Control Pressure/Voltage @ Rated Speed and Full Load
4.0 ± 0.3V
Intake And Exhaust Valve Clearance (Engine Off)
Intake 0.025 in (0.635 mm)
Exhaust 0.025 in (0.635 mm)
EGES-215
Table 36 DT 466/195 hp @ 2300 rpm (520 ft·lbf torque @ 1400 rpm) (cont.)
Data Taken At: High Idle, No Load, Stabilized Operating Temperature
Air Cleaner Restriction (Measured at Engine Side of Air Cleaner)
Air Cleaner Restriction (High Idle, No Load), Max. 12.5 in H2O (3.13 kPa)
Fuel Pressure, Min. 45 psi (310.3 kPa)
Fuel Inlet Restriction, Max. 6.0 in Hg Vacuum (20.3 kPa)
Crankcase Pressure Using Restrictor Tool ZTSE4039, Max. 6.0 in H2O (1.5 kPa)
Data Taken At: Full Load, Rated Speed On Chassis Dynamometer Or Highway, Stabilized
Operating Temperature
Air Cleaner Restriction (Measured @ Air Cleaner Outlet) – Max 25 in H2O (6.25 kPa)
22.0 ± 2 psi (152 ± 14 kPa) @

Intake Manifold Pressure (Full Load, Rated Speed)
2300 rpm
Intake Manifold Pressure (Full Load, Peak Torque)
8.5 ± 2 psi (59 ± 14 kPa) @ 1400 rpm
Exhaust Backpressure (After Turbocharger), Max. 41 in H2O (10.2 kPa)
Smoke Opacity
20% or Greater Indicates Potential
Smoke Opacity Following SAE J1667 snap-acceleration smoke test procedure and Problem
applicable corrections made with a J1667 compliant smoke meter.
Measure Water Temperature Differential Across The Radiator With Engine On A Chassis
Dynamometer, At Full Load And Ambient Temperature Of 80 F (26.7 C) Or Above
Water Temperature Differential Across Radiator 6-12 F (3.3-6.6 C)
Data Taken After Engine Reaches Stabilized Operating Temperature
Lube Oil Temperature (Oil Gallery), Max. 250 F (121 C)
Lube Oil Pressure At Operating Temperature (Stabilized)
Low Idle, Min. 15 psi (103.4 kPa)
Rated Speed, Min. - Max. 40-70 psi (276-483 kPa)
Minimum Cranking rpm Required to Start the Engine 150 rpm
Minimum Battery Voltage Required to Start the Engine 7 Volts
Minimum ICP Pressure / Voltage Required to Start the Engine 870 psi / 1.25 Volts
EGES-215
[Engine Unit Code 12NMC]
Injector Part Number Original Equipment 1830560C2
Turbocharger Part Number (Wastegate) 1836092C92
580 ± 75 psi (4 ± 0.5 MPa) 1.0

± 0.2V
1668 ± 300 psi (11.5 ± 2 MPa)

2.3 ± 0.5V
3408 ± 150 psi (23.5 ± 1 MPa)

4.4 ± 0.3V
Intake 0.025 in (0.635 mm)
EGES-215
Air Cleaner Restriction (Measured @ Air Cleaner Outlet) — Max 25 in H2O (6.25 kPa)
22.0 ± 2 psi (152 ± 14 kPa) @

2300 rpm
11.0 ± 2 psi (76 ± 14 kPa) @ 1400 rpm
Smoke Opacity
EGES-215
[Engine Unit Code 12NNG]
Engine Model DT 466/CL215
580 ± 75 psi (4 ± 0.5 MPa) 1.0

± 0.2V
1668 ± 300 psi (11.5 ± 2 MPa)

2.3 ± 0.5V
3408 ± 150 psi (23.5 ± 1 MPa)

4.4 ± 0.3V
Intake 0.025 in (0.635 mm)
EGES-215
22.0 ± 2 psi (152 ± 14 kPa) @

2300 rpm
11.0 ± 2 psi (76 ± 14 kPa) @ 1400 rpm
Smoke Opacity
EGES-215
[Engine Unit Code 12NMD]
Low Idle Speed– rpm 700
580 ± 75 psi (4 ± 0.5 MPa) 1.0

± 0.2V
1305 ± 300 psi (9 ± 2 MPa) 1.9

± 0.5V
3408 ± 150 psi (23.5 ± 1 MPa)

4.4 ± 0.3V
Intake 0.025 in (0.635 mm)
EGES-215
22.0 ± 2 psi (152 ± 14 kPa) @

2300 rpm
11.5 ± 2 psi (76 ± 14 kPa) @ 1400 rpm
Smoke Opacity
EGES-215
Table 40 DT 466 /215 hp @ 2300 rpm (620 ft·lbf torque @ 1400 rpm)
DT 466 /215 hp @ 2300 rpm (620 ft·lbf torque @ 1400 rpm)
[Engine Unit Code 12NMG]
Engine Model DT 466 /CH215
Turbocharger Part Number, (Wastegate) 1836092C92
580 ± 75 psi (4 ± 0.5 MPa) 1.0

± 0.2V
1668 ± 300 psi (11.5 ± 2 MPa)

2.3 ± 0.5V
3118 ± 150 psi (21.5 ± 1 MPa)

4.0 ± 0.3V
Intake 0.025 in (0.635 mm)
EGES-215
Table 40 DT 466 /215 hp @ 2300 rpm (620 ft·lbf torque @ 1400 rpm) (cont.)
21.5 ± 2 psi (148 ± 14 kPa) @

2300 rpm
12.5 ± 2 psi (86± 14 kPa) @ 1400 rpm
Smoke Opacity
EGES-215
[Engine Unit Code 12NMH]
580 ± 75 psi (4 ± 0.5 MPa) 1.0

± 0.2V
1305 ± 300 psi (9.0± 2 MPa) 1.9

± 0.5V
3408 ± 150 psi (21.5 ± 1 MPa)

4.4 ± 0.3V
Intake 0.025 in (0.635 mm)
EGES-215
22.0 ± 2 psi (152 ± 14 kPa) @

2300 rpm
12.5 ± 2 psi (86± 14 kPa) @ 1400 rpm
Smoke Opacity
EGES-215
[Engine Unit Code 12NMK]
580 ± 75 psi (4 ± 0.5 MPa) 1.0

± 0.2V
1305 ± 300 psi (9.0± 2 MPa) 1.9

± 0.5V
3408 ± 150 psi (21.5 ± 1 MPa)

4.4 ± 0.3V
Intake 0.025 in (0.635 mm)
EGES-215
22.5 ± 2 psi (155 ± 14 kPa) @

2300 rpm
18.0 ± 2 psi (124 ± 14 kPa) @ 1400 rpm
Smoke Opacity
EGES-215
[Engine Unit Code 12NMX]
Engine Model DT 530 /C275
High Idle Speed – rpm with manual transmission 2425
High Idle Speed – rpm with automatic transmission 2425
Low Idle Speed – rpm 700
435 ± 75 psi (3 ± 0.5 MPa) 0.8 ±

Injection Control Pressure/Voltage @ Low Idle, No Load
0.2V
1305 ± 300 psi (9 ± 2 MPa) 1.9 ±

Injection Control Pressure/Voltage @ High Idle, No Load
0.5V
3408 ± 150 psi (23.5 ± 1 MPa) 4.4

± 0.3V
Intake 0.025 in (0.635 mm)
EGES-215
Fuel Pressure, Min. 45 psi (310 kPa)
Fuel Inlet Restriction, Max. 6 in Hg Vacuum (20.3 kPa)
24 ± 2 psi (164 kPa ± 14 kPa) @

2000
15 ± 2 psi (105 kPa ± 14 kPa) @ 1300
Smoke Opacity
Rated Speed, Min.-Max. 40-70 psi (276-483 kPa)
EGES-215
[Engine Unit Code 12NMT]
580 ± 150 psi (4 ± 1 MPa)1.0 ±

0.2V
1233 ± 300 psi (8.5 ± 2 MPa)1.8

± 0.5V
3191 ± 150 psi (22 ± 1 MPa)4.1

± 0.3V
Intake 0.025 in (0.635 mm)
EGES-215
23.0 ± 2 psi (158 ± 14 kPa) @

2000
19.0 ± 2 psi (131 ± 14 kPa) @ 1200
Smoke Opacity
EGES-215
[Engine Unit Code 12NMW]
508 ± 150 psi (3.5 ± 1 MPa)0.9 ±

0.2V
1378 ± 300 psi (9.5 ± 2 MPa)2.0

± 0.5V
3191 ± 150 psi (22 ± 1 MPa)4.1

± 0.3V
Intake 0.025 in (0.635 mm)
EGES-215
24.0 ± 2 psi (165 ± 14 kPa) @

2000
20.0 ± 2 psi (138 ± 14 kPa) @ 1200
Smoke Opacity
EGES-215
EGES-215
3 ELECTRONIC CONTROL SYSTEM DIAGNOSTICS 149
Table of Contents
ELECTRONIC CONTROL SYSTEM DIAGNOSTIC FORM. . . . . . .. . . . . . .. . . . . . .. . . . . . .. . . . . . .. . . . . . .. . . . . . .. . . . . . .153

INTRODUCTION. .. .. . .. .. .. .. .. .. . .. .. .. .. .. .. . .. .. .. .. .. .. . .. .. .. .. .. .. . .. .. .. .. .. .. . .. .. .. .. .. .. . .. .. .. .. .. .153
General Instructions.. .. .. .. .. .. .. . .. .. .. .. .. .. .. .. .. .. .. . .. .. .. .. .. .. .. .. .. .. . .. .. .. .. .. .. .. .. .. .. .153
Diagnostic Form EGED-225 (Front). .. .. . .. .. . .. .. . .. .. . .. . .. .. . .. .. . .. .. . .. .. . .. .. . .. .. . .. .. . .. .154
Diagnostic Form EGED-225 (Rear).. .. . .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. . .. .. .. .. .. .. .. .. .. .. .. .. .. .155
Signal Values, Engine (Gray Connector) From Form EGED-225. . . . . . . . . . . . . . . . . . . . . . . . . . .156
Electronic Engine Controls (Engine Side). . .. . .. . .. . .. . .. . .. . .. . .. . .. . .. . .. . .. . .. . .. . .. . .. . .. . .157
Signal Values, Chassis (Black Connector) From Form EGED-225. . . . . . . . . . . . . . . . . . . . . . . . .158
Electronic Engine Controls (Chassis Side). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .160
Diagnostic Trouble Code Form CGE-309. . . .. . . . . . . .. . . . . . . . .. . . . . . . . .. . . . . . . .. . . . . . . . .. . . . . . . .162
Diagnostic Trouble Code Circuit Index.. .. .. . .. .. .. . .. .. .. .. . .. .. .. . .. .. .. . .. .. .. . .. .. .. . .. .. .. .165
SENSOR AND ACTUATOR LOCATIONS. . .. .. .. . .. .. . .. .. .. . .. .. .. . .. .. . .. .. .. . .. .. . .. .. .. . .. .. .. . .. .. . .. .. .. . .. .. .168

ENGINE SENSORS AND ACTUATORS . . . .. . . .. . . .. . . .. . . . .. . . .. . . .. . . .. . . . .. . . .. . . .. . . .. . . . .. . . .. . . .. . . .168
ENGINE AND VEHICLE RELAYS, FUSES, AND SENSORS. . .. . .. .. . .. . .. . .. . .. .. . .. . .. . .. .. . .. . .. . .. .169
DIAGNOSTIC PROCEDURES FOR THE ELECTRONIC CONTROL SYSTEM. . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . .173

SENSOR AND ACTUATOR DIAGNOSTIC INSPECTION. . . . .. . . . . . . . .. . . . . . . .. . . . . . . . .. . . . . . . . .. . . . . . . .173
USING MASTER DIAGNOSTICS TO TEST 3 WIRE PRESSURE AND APS / IVS SENSORS . . . . .173
USING MASTER DIAGNOSTICS TO TEST 2 WIRE TEMPERATURE SENSORS.. . .. . .. . .. . . .. . .. . .176
ACTUATOR AND SENSOR DIAGNOSTIC PROCEDURE WITHOUT MASTER DIAGNOSTICS. . .177
OPERATIONAL VOLTAGE CHECKS. . .. . . .. . . . .. . . . .. . . .. . . . .. . . .. . . . .. . . .. . . . .. . . . .. . . .. . . . .. . . .. . . . .. . . .179
CIRCUIT FUNCTION AND DIAGNOSTICS. .. . .. . .. . .. .. . .. . .. . .. .. . .. . .. . .. . .. .. . .. . .. . .. .. . .. . .. . .. . .. .. . .. . .. . .. .180

ACCELERATOR PEDAL POSITION SENSOR AND IDLE VALIDATION SWITCH (APS/IVS). . . . . .180
Signal Functions. .. . .. . .. . .. . .. . .. . .. . .. . .. . .. . .. . .. . .. . .. . . .. . .. . .. . .. . .. . .. . .. . .. . .. . .. . .. . .. . .. . .180
Fault Detection and Management.. . .. . .. . .. . .. . . .. . .. . .. . .. . .. . .. . . .. . .. . .. . .. . .. . . .. . .. . .. . .. . .180
Extended Description. . .. . . .. . .. . . .. . . .. . . .. . . .. . .. . . .. . . .. . . .. . .. . . .. . . .. . . .. . . .. . .. . . .. . . .. . . .. . .183
Accelerator Position Sensor (APS). . . .. . . .. . . .. . . .. . . .. . . . .. . . .. . . .. . . .. . . .. . . . .. . . .. . . .. . . .. . . .183
APS Auto-Calibration. . . . . . . .. . . . . . . . .. . . . . . . . .. . . . . . . . .. . . . . . . .. . . . . . . . .. . . . . . . . .. . . . . . . . .. . . . . . . .183
Idle Validation Switch (IVS). .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .183
ECM Diagnostics. .. .. . .. .. .. . .. .. . .. .. .. . .. .. .. . .. .. .. . .. .. .. . .. .. . .. .. .. . .. .. .. . .. .. .. . .. .. .. . .. .. .183
ATA COMMUNICATIONS, DATA COMMUNICATIONS LINK. . .. . . . . . . . . .. . . . . . . . . . .. . . . . . . . . .. . . . . . . . . .188
Data Communication Link.. .. . .. .. .. . .. .. . .. .. . .. .. .. . .. .. . .. .. . .. .. .. . .. .. . .. .. .. . .. .. . .. .. . .. .. .188
Fault Detection / Management. . .. . .. . .. . .. . .. . .. . .. . .. . .. . .. . .. . .. . .. . .. . .. . .. . .. . .. . .. . .. . .. . .. .188
BAROMETRIC ABSOLUTE PRESSURE SENSOR (BAP).. . .. .. .. .. .. . .. .. .. .. .. . .. .. .. .. .. . .. .. .. .. .. .194
Extended Description . . . . . .. . . . . . .. . . . . .. . . . . . .. . . . . .. . . . . . .. . . . . .. . . . . . .. . . . . .. . . . . . .. . . . . .. . . . . .196
BRAKE SWITCH CIRCUITS (BRAKE). . .. . . . .. . . . .. . . .. . . . .. . . . .. . . .. . . . .. . . . .. . . . .. . . .. . . . .. . . . .. . . . .. . . .198
CAMSHAFT POSITION SENSOR (CMP). . . . . . . .. . . . . . . . . .. . . . . . . . . .. . . . . . . . .. . . . . . . . . .. . . . . . . . . .. . . . . . . . .200
EGES-215
150 3 ELECTRONIC CONTROL SYSTEM DIAGNOSTICS
CHANGE OIL DISPLAY. . . .. . . . .. . . . .. . . . .. . . . .. . . . .. . . . .. . . . .. . . . .. . . . .. . . . .. . . . .. . . . .. . . . .. . . . .. . . . .. . . . .. .206

Signal Functions. . .. . .. . .. . .. . .. . .. . .. . .. . .. . .. . . .. . .. . .. . .. . .. . .. . .. . .. . .. . .. . .. . .. . .. . .. . . .. . .. . ..206
Fault Detection / Management. .. . .. . .. . .. . .. .. . .. . .. . .. . .. . .. . .. . .. . .. . .. . .. . .. . .. . .. . .. . .. . .. . ..206
Reset Change Oil Message. . . . . . .. . . . . . . . . . . .. . . . . . . . . . .. . . . . . . . . . . .. . . . . . . . . . .. . . . . . . . . . . .. . . . . .206
Extended Description.. . . .. . .. . . .. . . .. . . .. . .. . . .. . . .. . . .. . .. . . .. . . .. . . .. . . .. . .. . . .. . . .. . . .. . .. . . .. .208
CONTROLLER AREA NETWORK COMMUNICATIONS.. . .. .. .. . .. .. .. . .. .. .. . .. .. .. . .. .. .. . .. .. .. . .. ..210
DIAGNOSTIC TROUBLE CODE ACCESS. .. . .. . .. . .. . .. . .. . .. . .. . . .. . .. . .. . .. . .. . .. . .. . .. . .. . .. . .. . . .. . ..214
ENGINE CRANK INHIBIT SYSTEM (ECI).. .. .. .. . .. .. .. .. .. . .. .. .. .. . .. .. .. .. .. . .. .. .. .. . .. .. .. .. .. . .. .. ..218
ENGINE COOLANT LEVEL SYSTEM (ECL). . . . . . .. . . . . . . .. . . . . . .. . . . . . .. . . . . . .. . . . . . . .. . . . . . .. . . . . . .. . . .228
Coolant Level Sensor. .. . . . .. . . . . .. . . . .. . . . .. . . . .. . . . . .. . . . .. . . . .. . . . .. . . . .. . . . . .. . . . .. . . . .. . . . .. . .228
Coolant Level Sensor. .. . . . .. . . . . .. . . . .. . . . .. . . . .. . . . . .. . . . .. . . . .. . . . .. . . . .. . . . . .. . . . .. . . . .. . . . .. . .230
Programming. .. . . .. . . .. . .. . . .. . . .. . .. . . .. . .. . . .. . . .. . .. . . .. . . .. . .. . . .. . . .. . .. . . .. . . .. . .. . . .. . . .. . .. .230
Troubleshooting. .. .. .. . .. .. .. . .. .. .. . .. .. . .. .. .. . .. .. .. . .. .. .. . .. .. .. . .. .. . .. .. .. . .. .. .. . .. .. .. . .. ..231
ECM SELF DIAGNOSTICS. . . .. . . . . . . .. . . . . . . . .. . . . . . . .. . . . . . . .. . . . . . . .. . . . . . . .. . . . . . . .. . . . . . . . .. . . . . . . .. . . .234
ECM Self Diagnostics.. . . .. . . .. . . .. . . .. . . .. . . .. . . .. . . .. . . .. . . .. . . .. . . .. . . .. . . .. . .. . . .. . . .. . . .. . . .. .235
ELECTRONIC CONTROL MODULE POWER SUPPLY (ECM PWR). . . . .. . . . . .. . . . .. . . . .. . . . . .. . . . .. . .238
Circuit Functions. .. .. .. . .. .. .. .. .. .. .. .. . .. .. .. .. .. .. .. . .. .. .. .. .. .. .. .. . .. .. .. .. .. .. .. . .. .. .. .. .. ..238
ECM Diagnostics.. .. .. . .. .. .. . .. .. . .. .. .. . .. .. .. . .. .. .. . .. .. .. . .. .. .. . .. .. . .. .. .. . .. .. .. . .. .. .. . .. ..241
Troubleshooting. .. .. .. . .. .. .. . .. .. .. . .. .. . .. .. .. . .. .. .. . .. .. .. . .. .. .. . .. .. . .. .. .. . .. .. .. . .. .. .. . .. ..242
ENGINE COOLANT TEMPERATURE SENSOR (ECT).. .. .. .. .. .. . .. .. .. .. .. .. .. . .. .. .. .. .. .. . .. .. .. .. ..244
ENGINE FAN CONTROL (EFN). .. . . . .. . . .. . . . .. . . .. . . . .. . . .. . . . .. . . .. . . . .. . . . .. . . .. . . . .. . . .. . . . .. . . .. . . . .. .252
ENGINE OIL PRESSURE SENSOR (EOP). . .. . . . . . . .. . . . . . . .. . . . . . . .. . . . . . . .. . . . . . . .. . . . . . . . .. . . . . . . .. . . .256
ENGINE OIL TEMPERATURE SENSOR (EOT). . . . .. . . . . . .. . . . . . .. . . . . . .. . . . . . . .. . . . . . .. . . . . . .. . . . . . .. . . .264
ELECTRONIC PRESSURE GOVERNOR (EPG). . . . . . . . . . .. . . . . . . . . . . . .. . . . . . . . . . . . . .. . . . . . . . . . . . .. . . . . . .270
Diagnostic Trouble Code Detection / Management. . . . . . . . . . .. . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . .270
INTAKE AIR TEMPERATURE SENSOR (IAT). . . .. . .. . .. . .. . . .. . .. . .. . . .. . .. . .. . .. . . .. . .. . .. . . .. . .. . .. . . ..276
Diagnostic Trouble Code Detection / Management. . . . . . . . . . .. . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . .276
EGES-215
INJECTION CONTROL PRESSURE SENSOR (ICP).. . .. . . .. . .. . . .. . .. . . .. . .. . . .. . .. . . .. . .. . . .. . .. . . .. . .282

INJECTOR DRIVE CIRCUITS (INJ). .. . .. . .. . . .. . .. . .. . .. . .. . .. . .. . .. . .. . .. . . .. . .. . .. . .. . .. . .. . .. . .. . .. . .. . .288
Circuit Functions.. .. . .. .. .. .. .. .. .. .. . .. .. .. .. .. .. .. . .. .. .. .. .. .. .. .. . .. .. .. .. .. .. .. . .. .. .. .. .. .. .. .288
System Description. .. .. .. . .. .. .. .. .. .. .. . .. .. .. .. .. .. .. . .. .. .. .. .. .. .. . .. .. .. .. .. .. .. . .. .. .. .. .. .. .290
ECM Injector Diagnostics. .. . . . . . . . .. . . . . . . . .. . . . . . . . .. . . . . . . . .. . . . . . . . .. . . . . . . .. . . . . . . . .. . . . . . . . .290
INJECTION PRESSURE REGULATOR (IPR). . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . .294
Output Functions. .. . . . .. . . .. . . . .. . . .. . . . .. . . .. . . . .. . . .. . . . .. . . .. . . . .. . . .. . . . .. . . .. . . . .. . . .. . . . .. . . .294
Diagnostic Trouble Code Detection / Management. . .. . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . .294
INJECTION PRESSURE REGULATION SYSTEM (IPR_SYS). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. .298
System Functions.. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .298
ECM Diagnostics. .. .. . .. .. .. . .. .. . .. .. .. . .. .. .. . .. .. .. . .. .. .. . .. .. . .. .. .. . .. .. .. . .. .. .. . .. .. .. . .. .. .299
IDLE SHUTDOWN TIMER (IST).. . .. . . .. . . .. . .. . . .. . . .. . .. . . .. . . .. . .. . . .. . . .. . .. . . .. . . .. . .. . . .. . .. . . .. . . .. . .304
MANIFOLD ABSOLUTE PRESSURE SENSOR (MAP). . . .. . . . . .. . . . . .. . . . . .. . . . .. . . . . .. . . . . .. . . . . .. . . . .308
ENGINE WARNING AND PROTECTION SYSTEM (EWPS). . . . .. . . .. . . . .. . . .. . . . .. . . .. . . . .. . . .. . . . .. . . .314
REMOTE ACCELERATOR PEDAL SENSOR (RPS). . .. .. .. . .. .. . .. .. .. . .. .. .. . .. .. .. . .. .. .. . .. .. .. . .. .. .318
Pedal Operation. .. . . .. . .. . . .. . .. . . .. . .. . . .. . .. . . .. . .. . .. . . .. . .. . . .. . .. . . .. . .. . . .. . .. . . .. . .. . . .. . .. . .318
REMOTE PTO SPEED CONTROL (RPTO). . . .. . . . . . . . . . . .. . . . . . . . . . . .. . . . . . . . . . . .. . . . . . . . . . . .. . . . . . . . . . . .324
SPEED CONTROL COMMAND SWITCHES (SCCS). .. .. . .. . .. .. . .. . .. . .. .. . .. . .. . .. .. . .. . .. . .. .. . .. . .. .330
Diagnostics. . .. . . . .. . . .. . . . .. . . .. . . . .. . . . .. . . .. . . . .. . . .. . . . .. . . . .. . . .. . . . .. . . .. . . . .. . . . .. . . .. . . . .. . . .331
TACHOMETER INPUT CIRCUITS. .. .. .. .. . .. .. .. .. . .. .. .. .. . .. .. .. .. .. . .. .. .. .. . .. .. .. .. . .. .. .. .. . .. .. .. .. .334
Diagnostic Trouble Code Detection. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .334
Extended Description . . . . . .. . . . . . .. . . . . .. . . . . . .. . . . . .. . . . . . .. . . . . .. . . . . . .. . . . . .. . . . . . .. . . . . .. . . . . .336
TWO SPEED AXLE SPEEDOMETER CIRCUIT. . .. .. . .. . .. .. . .. . .. . .. .. . .. . .. .. . .. . .. . .. .. . .. . .. .. . .. . .. .338
Diagnostic Trouble Code Detection / Management. . .. . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . .338
REFERENCE VOLTAGE (VREF). . .. . .. .. . .. . .. . .. .. . .. . .. . .. .. . .. . .. .. . .. . .. . .. .. . .. . .. . .. .. . .. . .. . .. .. . .. . .. .340
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VEHICLE RETARDER (VRE).. . . .. . . . .. . . . .. . . . .. . . . .. . . . .. . . .. . . . .. . . . .. . . . .. . . . .. . . .. . . . .. . . . .. . . . .. . . . .. .344

Circuit Functions. .. .. .. . .. .. .. .. .. .. .. .. . .. .. .. .. .. .. .. . .. .. .. .. .. .. .. .. . .. .. .. .. .. .. .. . .. .. .. .. .. ..344
VEHICLE SPEED SENSOR (VSS) . . . . .. . . . .. . . . . .. . . . .. . . . . .. . . . .. . . . . .. . . . .. . . . .. . . . . .. . . . .. . . . . .. . . . .. . .350
ECM Diagnostics.. .. .. . .. .. .. . .. .. . .. .. .. . .. .. .. . .. .. .. . .. .. .. . .. .. .. . .. .. . .. .. .. . .. .. .. . .. .. .. . .. ..352
EGES-215
ELECTRONIC CONTROL SYSTEM DIAGNOSTIC FORM

INTRODUCTION
General Instructions
This section contains support information for the ELECTRONIC CONTROL SYSTEM DIAGNOSTIC FORM
(EGED-225) front view and the rear view of this form as well as Diagnostic Trouble Code sheet CGE-309. It
includes 31 diagnostic sections, each related to an ECM circuit or function. Each of these sections include
the following:
• Functional diagram of the circuit.

• Circuit function.
• Circuit diagram with wire and pin connector numbers.
• Diagnostic Trouble Codes (DTC) related to the circuit or function.
• Recommended diagnostic procedures necessary to effectively diagnose system problems.
Section 3 Table of Contents can be used to locate the appropriate diagnostic section by circuit abbreviation.
The DTC Circuit Index (See Table 49, page 165) can be used to locate the appropriate diagnostic section by
DTC. The diagnostic information in each section is structured as follows:
• The Functional Diagram and text is intended to show the technician the engine components related to
that circuit.
• The Diagnostic page is intended to give the technician the circuit diagram and the diagnostic steps
necessary to diagnose DTC’s or to verify that the circuit is functioning correctly.
• The Extended Description page is intended to give the technician a description of the circuit operation, and
where appropriate a description of the DTC’s and their most probable causes.
• The truck cab wiring diagrams are provided when the circuit extends to the chassis or cab.
Diagnostic Forms
The front view of Electronic Control System Diagnostic Form (EGED-225) shows the engine circuit and signal
values (See Figure 67, page 154). The rear view of Electronic Control System Diagnostic Form (EGED-225)
shows the chassis wiring to the ECM (See Figure 68, page 155). The Diagnostic Trouble Code sheet CGE-309
shows the Diagnostic Trouble Code Number, Description, and Probable Causes (See Table 48, page 162).
A circuit diagram of the entire electronic control system is divided as follows:
• The ECM engine sensor harness with sensors (See Figure 69, page 157).
• The ECM chassis harness circuit from the ECM to the Dash Pass Through Connector (See Figure 70,
page 160).
• The chassis harness circuits from the Dash Pass Through Connector back into the cab (See Figure 71,
page 161).
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Diagnostic Form EGED-225 (Front)
Figure 67 Electronic Control System Diagnostics form EGED-225 (front view)
The FRONT side of Electronic Control System Diagnostic Form EGED-225 includes Signal Values covering
engine circuits, relevant data, and an electrical circuit diagram for engine mounted components.
EGES-215
Diagnostic Form EGED-225 (Rear)
Figure 68 Electronic Control System Diagnostics form EGED-225 (rear view)
The REAR side of Electronic Control System Diagnostic Form EGED-225 consists of a circuit diagram for
electrical components mounted on the vehicle, and in the cab.
EGES-215
Signal Values, Engine (Gray Connector) From Form EGED-225
Table 46 DT 466 and DT 530 Electronic Control System Diagnostics, ECM Connector (gray), (Form
EGED-225, front side)
Signal Values, DT 466 & DT 530, (all values with breakout box installed on ECM and harness)
ECM Connector (gray)
Pin Item Circuit Circuit Key On Low Idle High Idle Operating Range Comments
No. Number Signal Data Signal Data List
List
8 EFN Fan 97EFS 0V = sol ON (fan OFF). 12V = sol OFF (fan
ON).
12 EOT Eng Oil Temp 97CE Temperature Dependent 4.348V@32 F, 0.819V@212 F
13 ECT Eng Coolant 97BF Temperature Dependent 4.33V@–5 F, 0.356V@230 F

Temp
14 EOP Eng Oil Press 97BK 0.61V 2.6V 39 psi 3.60V 60 psi 0.5V-4.64V 0.5V@0 psi, 4.64V@80 psi
16 ICP Inj Cntl Press 97BG 0.2V 0.48V 431 psi 1.97V 1370 psi 0.3V-4.5V 0.84V@444 psi, 3.8V@3000 psi
snsr
17 IPR Inj Press Reg 97DA B+ B+ — B+ — B+ Power supply for IPR valve
pwr
19 Sig_gnd D Signal Gnd D 97DC 0V 0V — 0V — 0V Ground for engine sensors
21 INJ_2 Inj #2 97BR Do not measure voltage High voltage pulsewidth signal
24 INJ_SHD Inj Shield Gnd 97DW
25 INJ_5 Inj #5 97BN Do not measure voltage High voltage pulsewidth signal
26 INJ_gnd Inj gnd (4,5,6) 97MM Do not measure voltage Bank #1 inj grounds to ECM
30 MAP Manf Abs Press 97AY 0.92V 0.96V 0.5 psi 1.36V 3.75 psi 0.85V-4.56V 0.92V@0 psi, 2.72V@18 psi
37 IPR_CNTR Inj Press Reg 97BH 0V 0V — 0V — 0V Duty cycle duty controlled

cntr
40 VREF D Voltage Ref-D 97CY 5±0.5V 5±0.5V 5 ±0.5V 5 ±0.5V VREF for eng sensors
41 INJ_3 Inj #3 97BP Do not measure voltage High voltage pulsewidth signal
42 INJ_gnd Inj gnd (1,2,3) 97MY Do not measure voltage Bank #2 inj grounds to ECM
43 INJ_1 Inj #1 97AB Do not measure voltage High voltage pulsewidth signal
44 INJ_6 Inj #6 97AP Do not measure voltage High voltage pulsewidth signal
46 INJ_4 Inj #4 97AD Do not measure voltage High voltage pulsewidth signal
51 CMP Cmshft pos snsr 97BE 5V/1V 2.11V — 2.44V — 140-600 Hz 700-3000 rpm, Hz vary with rpm
53 CMP gnd Cmshft snsr gnd 97GA 0V 0V — 0V — 0V CMP sensor ground
EGES-215
Electronic Engine Controls (Engine Side)
Figure 69 Engine Mounted Components
EGES-215
Signal Values, Chassis (Black Connector) From Form EGED-225
Table 47 DT 466 & DT 530 Electronic Control System Diagnostics, Chassis Connector (black), (Form
EGED-225, front side)
Signal Values for DT 466 & DT 530, (all values with breakout box installed on ECM and harness)
Chassis Connector (black)
Pin Item Circuit Circuit Key On Low Idle High Idle Operating Comments
No. No.
Signal Data List Signal Data List Range
1 DC/DC Pwr gnd for inj drvrs K97V 0V 0V — 0V — 0V
2 DC/DC Pwr gnd for inj divrs K97P 0V 0V — 0V — 0V
3 VREF B Voltage ref B K97C 5±0.5V 5±0.5V — 5±0.5V — 5±0.5V VREF for chas mounted sensors
4 EPG Elek press gov K97HE Input from EPG enable switch 12V = Enabled, 0V = Disabled
5 VREF C Rem voltage ref C K97DD 5±0.5V 5±0.5V 5±0.5V 5±0.5V VREF for body builder sensors
6 RPS_gnd Rmt pedal snsr gnd K97HM 0V 0V — 0V — 0V Remote accel pedal sensor ground
7 Sig_gnd C Signal gnd C K97WA 0V 0V — 0V — 0V Signal ground body builder sensors
8 APS Accel pedal snsr K99T 0.64V 0.64V 0% 3.84V 102% 0.64V-3.84V APS sigl (min 3.65V reqd for 102%)
9 XCS Transfer case sw K97XC 12V=auxiliary ON, 0V=Driveline
10 CLS Coolant level sw K34A Coolant temperature dependent 0V/ 5V 0V=Low cool, 5V=Full cool
11 Sig_gnd B Signal gnd B K97D 0V 0V — 0V — 0V Signal ground chas mounted sensors
12 IAT Intake air temp K97E Temperature dependent 3.846V@32 F, 0.446V@212 F
13 EPG Elek press gov snsr K97EA 0.49V@10 psi, 4.88V@510 psi
16 ATA (+) Comm link (red) K3A+ Digital data signal-no signal, no EST data display Dash/Diagnostic/Programming
17 ATA (-) Comm link (blue) K3B- Digital data signal-no signal, no EST data display Dash/Diagnostic/Programming
18 KL 31B CAN sheild K5AE CAN sheild
19 CAN + CAN K5V Digital data signal
20 CAN – CAN K5W Digital data signal
21 DC/DC Pwr sply for inj K97F B+ B+ B+ B+ B+ B+ Power from ECM power relay
drvrs
22 DC/DC Pwr sply for inj K97Z B+ B+ B+ B+ B+ B+ Power from ECM power relay
drvrs
23 ECM gnd ECM ground K97N 0V 0V — 0V — 0V
24 VIGN (+) ECM ign voltage K97M B+ B+ B+ B+ B+ B+ Power from ignition circuit
25 ECM_CNTRECM pwr relay cntrl K97J 1.15V 1.15V — 1.15V — B+/1.15V 1.15V=ECM rly ON, B+=ECM rly OFF
26 DDS Drvlne disenga sw K17E 0V=Clutch pedal down, 12V= Clutch pedal up, 0V=Trans in gear, 12V=Trans in neutral
27 IVS Idle validation sw K99S 0V/12V 0V — 12V — 0V/12V 0V=APS at idle, 12V=APS OFF at idle
29 BAP Baro press snsr K97K 4.6V 4.6V 14.7 psi 4.6V 14.7 psi 2.55V-4.8V 4.6V= Sea level, 2.6V=10,000 ft
(approx)
30 RPS Rmt pedal snsr K99F 0% 102% 0.47V-3.74V RPS sig (min 3.8V reqd for 102%)
31 RAS Res/accel sw K46A 0V=Switch normal, 12V=Switch depressed (accel or resume) Note: signal only when COO on
32 SET Cruise Set sw K46B 0V=Switch normal, 12V=Switch depressed (Cruise/PTO set) Note: signal only when COO on
36 RVAR Rmt variable PTO K97CC 12V=PTO ON, 0V=PTO OFF Remote variable PTO ON/OFF switch
37 RPRE Rmt preset PTO K97CB 12V=PTO ON, 0V=PTO OFF Remote Preset PTO ON/OFF switch
38 TCS Torque Curve 44D 5V= Normal, 0V= Tailored

Select sw
39*VSS Veh speed input 47 Digital signal from WTEC module on transmission *Allison world class trans only
EGES-215
Table 47 DT 466 & DT 530 Electronic Control System Diagnostics, Chassis Connector (black), (Form
EGED-225, front side) (cont.)
Signal Values for DT 466 & DT 530, (all values with breakout box installed on ECM and harness)
Chassis Connector (black)
Pin Item Circuit Circuit Key On Low Idle High Idle Operating Comments
No. No.
Signal Data List Signal Data List Range
39 VSS(+) Veh speed snsr + K47 2.25V 2-14VAC MPH 2-14VAC MPH 2-14VAC Manual and mechanical trans
40 VSS(-) Veh speed snsr K47A 2.25V 2-14VAC MPH 2-14VAC MPH 2-14VAC VSS signal is an AC sin wave
41 ECM_PWRVolts ECM pwr rly K97L B+ B+ B+ B+ B+ B+ Power is from ECM power relay
42 ECM_gnd ECM ground K97Y 0V 0V — 0V — 0V
46 ECI Eng crank inhb rly K17M 0V 12V — 12V — 0V/12V 0V=Allow cranking, 12V=Inhibit
cranking
47 VRE Veh retarder out K24A 0V= Brake applied if dash switch is ON, 12V= Brake not applied if Vehicle retarder output
dash switch is ON.
49 EMI EPG mode K97HG ECM mode dependent 12V=Driveline, 0V=auxiliary ON
indicator
54 OWL Oil/Cool Warn K97WL 12V/0.6V 12V/0.6V — 12V/0.6V — 12V/0.6V 12V=Lamp OFF, 0.6V=Lamp ON
Lamp
55 WARN Eng warning lamp K97EW 12V/0.6V 12V/0.6V — 12V/0.6V — 12V/0.6V 12V=Lamp OFF, 0.6V=Lamp ON
58 VSSCALA Veh speed output K47B Digital frequency, 0V-12V signal for remote speedo only Varies with vehicle speed
59 TACA Tach output K97AR Digital frequency, 0V-12V signal for remote TACH only) Varies with engine rpm, Hz=(rpm/5)
EGES-215
Electronic Engine Controls (Chassis Side)
Figure 70 Electronic Engine Controls (Chassis Mounted Components)
EGES-215
Figure 71 Electronic Engine Controls (Cab Mounted Components)
EGES-215
Diagnostic Trouble Code Form CGE-309
Table 48
DTC Circuit Condition / Description Comments Probable Causes
Index
111 ECM No errors detected - instrument panel No errors detected by the ECM
flashing code only
112 ECM_PWR Electrical system voltage B+ Out of Range ECM voltage is continuously more than 18V Charging system DTC
HIGH
113 ECM_PWR Electrical system voltage B+ Out of Range ECM voltage < 6.5 - cause of no start/misfire Low batt, loose connections or
LOW resistance in circuit
114* ECT Engine coolant temp signal Out of Range Default 180 F (82 C), ECT sensor voltage ECT signal circuit or sensor shorted
LOW below 0.127V to ground
115* ECT Engine coolant temp signal Out of Range Default 180 F (82 C), ECT sensor voltage ECT circuit or sensor open
HIGH above 4.6V
121* MAP Intake manifold absolute pressure signal Default inferred map - low power, slow MAP circuit shorted high, defective
Out of Range HIGH acceleration - map > 4.9V sensor
122* MAP Intake manifold absolute pressure signal Default inferred map - low power, slow MAP circuit short low or open
Out of Range LOW acceleration - map < 0.039V
123* MAP Intake manifold absolute pressure in range Default inferred map - low power, slow Hose to MAP sensor plugged
DTC acceleration
124* ICP ICP signal Out of Range LOW Default open loop control - underrun at idle - Circuit short low, open, defective
ICP below 0.039V sensor
125* ICP ICP signal Out of Range HIGH Default open loop control - underrun at idle - Circuit short high, defective sensor
ICP above 4.897V
131* APS/IVS Accelerator position signal Out of Range Signal voltage below 0.152V - engine idle only Short to ground or open in circuit,
LOW defective sensor
132* APS/IVS Accelerator position signal Out of Range Signal voltage above 4.55V - eng idle only Short to VREF or 12 volt, defective
HIGH sensor
133* APS/IVS Accelerator position signal in range DTC APS/IVS conflict - limited to 0% APS Failed APS signal
134* APS/IVS Accelerator position and idle validation APS/IVS conflict - limited to 0% APS Both APS and IVS signal failure
disagree
135* APS/IVS Idle validation switch circuit DTC APS/IVS conflict - limited to 50% APS Failed IVS signal
141 VSS Vehicle speed signal Out of Range LOW VSS signal at 0 mph <0.048V -cruise/PTO VSS circuit open or shorted to ground
disengaged -engine speed limited
142 VSS Vehicle speed signal Out of Range HIGH VSS signal at 0 mph >4.492V- cruise/PTO VSS circuit shorted to VREF or 12 V
disengaged -engine speed limited
143 CMP Wrong number of CMP signal transitions CMP signal intermittent Poor connection, defective sensor
per camshaft revolution
144 CMP CMP signal noise detected ECM detects electrical noise in circuit Electrical noise, injector voltage
shorted to ground
145* CMP CMP signal inactive while ICP has No CMP signal while ICP signal increased Short high, low or open, defective
increased CMP sensor
151 BAP BAP signal Out of Range HIGH BAP signal voltage above 4.9V for 1.0 sec.- BAP circuit short high or open circuit
defaults to 14.7 psi
152 BAP BAP signal Out of Range LOW BAP signal voltage below 1.0V for 1.0 sec - BAP circuit short low
defaults to 14.7 psi
154 IAT Intake air temp signal Out of Range LOW IAT signal voltage low - defaults to 77 C IAT IAT signal circuit or sensor shorted to
below 0.127V ground
155 IAT Intake air temp signal Out of Range HIGH IAT signal voltage low - defaults to 77 C IAT IAT circuit or sensor open
above 4.6V
211* EOP Engine oil pressure signal Out of Range EOP signal voltage low, below 0.039V EOP circuit short low
LOW
212* EOP Engine oil pressure signal Out of Range EOP signal voltage high, above 4.9V EOP EOP circuit short high or open
HIGH
213 RPS Remote throttle signal Out of Range LOW RPS sensor signal voltage below 0.249V Open RPS circuit
214 RPS Remote throttle signal Out of Range HIGH RPS sensor signal voltage above 4.5V Shorted RPS circuit
* - Indicates amber ENGINE lamp is ON and odometer message is displayed when Diagnostic Trouble Code is set
** - DTC’s only available if Engine Protection is enabled
EGES-215

Index
215 VSS Vehicle speed signal frequency Out of Speedo, cruise, PTO disabled - engine speed Misadjusted / faulty speed sensor,
Range HIGH limited -signal >4375 hz electrical noise on circuit
216 EPG Electronic pressure signal Out of Range EPS signal voltage below 0.039V Circuit open, short to ground,
LOW defective sensor
225 EOP EOP sensor signal in-range DTC EOP sig above 40 psi w/engine-off key-on, Wire harness/connector problem,
disables engine protection faulty sensor
226 EPG EPG sensor signal Out of Range HIGH EPS signal above 4.9V Circuit short high, defective sensor
231 ATA ATA data communication link error ATA link open or shorted, WTEC controller ATA device grounded or overloaded
interference
236 ECL ECL switch circuit DTC Engine coolant level switch circuit DTC Open or short circuits
241 IPR Injection control press regulator OCC self IPR-output circuit check - engine OFF test Short high or low or open
test failed only
246 EFN Engine fan - OCC self test failed Fan relay - output circuit check - engine off Open or short circuits
test only
256 RSE Radiator shutter enable OCC self test Shutter relay - output circuit check - engine Open or short circuits
failed off test only
265 VRE Vehicle retarder relay OCC DTC Vehicle retarder relay- OCC check - engine Open or short circuits
off test only
311* EOT Engine oil temp signal Out of Range LOW Default 212 F (100 C), no fast idle, EOT EOT signal circuit or sensor shorted
above 4.8V to ground
312* EOT Engine oil temp signal Out of Range HIGH Default 212 F (100 C), no fast idle, EOT EOT circuit or sensor open
below 0.2V
313 EOP** Engine oil pressure below warning level Engine monitor of low oil pressure, oil lamp on No or low oil, sticking oil pressure
regulator, pickup
314 EOP** Engine oil pressure below critical level Tube blocked or cracked, worn bearings or Engine monitor of low oil pressure,
oil pump shutdown (if equipped)
315* CMP Engine speed above warning level ECM recorded excessive engine speed Transmission improperly downshifted
(above 3000 rpm)
316 ECT Engine coolant temp unable to reach Enabled only when cold ambient protection Leaking thermostat, cooling system
commanded set point enabled problems
321 ECT** Engine coolant temp above warning level Coolant temperature > 228 F (109 C)
Cooling system problem
322 ECT** Engine coolant temp above critical level Coolant temperature > 235 F (112.5 C)
323 ECL Engine coolant below warning/critical level ECM detects low coolant level Check coolant level if low, check for
leaks
324 IST Idle shutdown timer enabled engine Idle shutdown timer is on and idle time Idle time limit exceeded
shutdown exceeded limit
325 ECT Power reduced, matched to cooling Engine power reduced, normal in certain High altitude or hot ambient temp
system performance conditions
331* IPR Injection control pressure above system ICP above 3675 psi (25 MPa) Grounded IPR circuit, stuck IPR valve
working range
332* ICP Injection control pressure above spec with ICP signal voltage higher than expected Circuit shorted to voltage, defective
engine off w/engine not running sensor
333* IPR_SYS Injection control pressure above/below ICP desired does not = ICP signal (long Air in oil, wrong oil, wrong or stuck
desired level period of time) IPR, leaking injector O-ring, rings,
334 IPR_SYS ICP unable to achieve set point in time ICP desired does not = ICP signal (short
ICP sensor, high pressure pump (see
(poor performance) period of time)
manual)
335 IPR_SYS ICP unable to build pressure during < 725 psi ICP pressure after 10 seconds of Air in oil, injector pressure problem
cranking cranking (see manual)
336 EPG Hydraulic pressure unable to achieve Hydraulic pressure system leakage or
commanded set point problem
421-426 INJ High side to low side open (cyl. number ECM detected a open circuit for injector circuit Individual injector harness open
indicated)
431-436 INJ High side shorted to low side (cyl. number ECM detected a short circuit for an injector Injector or harness shorted low side
indicated) to high side
EGES-215

Index
451-456 INJ High side shorted to ground or VBAT (cyl. ECM detected injector low side shorted to Injector harness shorted on low
number indicated) ground -1 bank run (control) circuit to ground
461-466 Perf. Diag. Cylinder contribution test failed (cyl. ECM finds cylinder contribution insufficient See performance diagnostics
number indicated)
513* INJ Low side to bank 1 open High voltage supply open - cyl #1, #2, #3 Open circuit bank #1
514* INJ Low side to bank 2 open High voltage supply open - cyl #4, #5, #6 Open circuit bank #2
515* INJ Bank 1 low side short to ground or B+ Bank #1 side high voltage circuit shorted Shorted circuit bank #1
521* INJ Bank 2 low side short to ground or B+ Bank #2 left side high voltage circuit shorted Shorted circuit bank #2
525* ECM Injector driver circuit DTC ECM cannot supply sufficient voltage to Engine harness, injector harness or
injectors ECM problem
612* CMP Incorrect ECM installed for CMP timing Mismatch between ECM and engine target Incorrect ECM or strategy for engine
wheel wheel (I-6, V8)
614* ECM EFRC/ECM configuration mismatch Programming problem Components changed in the field not
compatible
621* ECM Engine using mfg default rating program Engine operates at 25 hp default ECM not programmed but installed
engine on truck
622* ECM Engine using field default rating Programming problem, engine limited to 160 ECM not programmed properly,
hp, options not available internal ECM problem
623* ECM Invalid engine rating code; check ECM Programming problem ECM not programmed properly
programming
624 ECM Field defaults active Programming problem / ECM problem Programming problem, internal ECM
problem
626 ECM_PWR Unexpected reset DTC ECM momentary lost power See ECM_PWR circuit diagnostics
631* ECM ROM (read only memory) self test DTC ECM failure Internal ECM problem
632 ECM RAM memory-CPU self test DTC ECM failure Internal ECM problem
655 ECM Programmable parameter list level Programming problem / ECM memory Programming problem
incompatible problem
661 ECM RAM programmable parameter list corrupt Programming problem / ECM memory Programming problem, internal ECM
problem problem
664 ECM Calibration level incompatible Programming problem Programming problem, ECM not
programmed
665 ECM Programmable parameter memory content ECM failure Internal ECM problem
corrupt
EGES-215
Diagnostic Trouble Code Circuit Index
Table 49 Diagnostic Trouble Code (DTC) Circuit Index

DTC PID SID FMI SEC. 3 CIRCUIT INDEX DIAGNOSTIC TROUBLE CODE DESCRIPTION
111 page 235 ECM No Errors Detected - Instrument panel flashing code Only
112 168 0 3 page 241 ECM_PWR Electrical System B+ Voltage Out of Range, HIGH
113 168 0 4 page 241 ECM_PWR Electrical System B+ Voltage Out of Range, LOW
114* 110 0 4 page 248 ECT Engine Coolant Temperature Signal Out of Range, LOW
115* 110 0 3 page 248 ECT Engine Coolant Temperature Signal Out of Range, HIGH
121* 102 0 3 page 311 MAP Intake Manifold Absolute Pressure Signal Out of Range, HIGH
122* 102 0 4 page 312 MAP Intake Manifold Absolute Pressure Signal Out of Range, LOW
123* 102 0 2 page 312 MAP Intake Manifold Absolute Pressure in Range DTC
124* 164 0 4 page 286 ICP Injection Control Pressure Signal Out of Range, LOW
125* 164 0 3 page 286 ICP Injection Control Pressure Signal Out of Range, HIGH
131* 91 0 4 page 184 APS/IVS Accelerator Pedal Position Signal Out of Range, LOW
132* 91 0 3 page 184 APS/IVS Accelerator Pedal Position Signal Out of Range, HIGH
133* 91 0 2 page 184 APS/IVS Accelerator Pedal Position Signal in Range DTC "M"
134* 91 0 7 page 185 APS/IVS Accelerator Pedal Position and Idle Validation Switch Disagree
135* 0 230 11 page 185 APS/IVS Idle Validation Switch Circuit DTC
141 84 0 4 page 352 VSS Vehicle Speed Signal Out of Range, LOW
142 84 0 3 page 352 VSS Vehicle Speed Signal Out of Range, HIGH
143 0 21 2 page 203 CMP Incorrect Number of CMP Signal Transitions per Cam Revolution
144 0 21 8 page 204 CMP CMP Signal Noise Detected
145* 0 21 12 page 204 CMP CMP Signal Inactive While ICP has Increased
151 108 0 3 page 196 BAP BAP Signal Out of Range, HIGH
152 108 0 4 page 196 BAP BAP Pressure Signal Out of Range, LOW
154 171 0 4 page 279 IAT Air Inlet Temperature Signal Out of Range, LOW
155 171 0 3 page 279 IAT Air Inlet Temperature Signal Out of Range, HIGH
211* 100 0 4 page 259 EOP Engine Oil Pressure Signal Out of Range, LOW
212* 100 0 3 page 260 EOP Engine Oil Pressure Signal Out of Range, HIGH
213 0 29 4 page 321 RPS Remote Throttle Signal Out of Range, LOW
214 0 29 3 page 321 RPS Remote Throttle Signal Out of Range, HIGH
215 84 0 8 page 352 VSS Vehicle Speed Signal Frequency Out of Range, HIGH
216 73 0 4 page 273 EPG Electronic Pressure Signal Out of Range, LOW
225 100 0 0 page 260 EOP Engine Oil Pressure Sensor Signal in Range DTC
226 73 0 3 page 273 EPG Electronic Sensor Signal Out of Range, HIGH
231 0 250 2 page 191 ATA ATA Data Communication Link Error
236 111 0 2 page 230 ECL ECL Switch Circuit DTC
241 0 42 11 page 296 IPR Injection Control Pressure Regulator OCC Self Test Failed
246 0 56 11 page 254 EFN Engine Fan OCC Self Test DTC
** - Diagnostic Trouble Codes only available if Engine Protection is enabled
EGES-215
Table 49 Diagnostic Trouble Code (DTC) Circuit Index (cont.)

265 62 0 11 page 347 VRE Vehicle Retarder Relay OCC DTC
311* 175 0 4 page 267 EOT Engine Oil Temperature Signal Out of Range, LOW
312* 175 0 3 page 268 EOT Engine Oil Temperature Signal Out of Range, HIGH
313 100 0 1 page 260 EOP** Engine Oil Pressure Below Warning Level
314 100 0 7 page 261 EOP** Engine Oil Pressure Below Critical Level
315* 190 0 0 page 205 CMP Engine Speed Above Warning Level
316 110 0 1 page 249 ECT Engine Coolant Temperature Unable to Reach Commanded Set Point
321 110 0 0 page 248 ECT** Engine Coolant Temperature Above Warning Level
322 110 0 7 page 248 ECT** Engine Coolant Temperature Above Critical Level
323 111 0 1 page 231 ECL Engine Coolant Level Below Warning/Critical Level
324 71 0 14 page 306 IST Idle Shutdown Timer Enabled Engine Shutdown
325 110 0 14 page 249 ECT Power Reduced, Matched to Cooling System Performance
331* 164 0 0 page 297 IPR Injection Control Pressure Above System Working Range
332* 164 0 13 page 286 ICP Injection Control Pressure Above Spec. With Engine Off
333* 164 0 10 page 299 IPR_SYS Injection Control Pressure Above/Below Desired Level
334 164 0 7 page 300 IPR_SYS ICP Unable to Achieve Set Point in Time (Poor Performance)
335 164 0 1 page 302 IPR_SYS ICP Unable to Build Pressure During Cranking
336 73 0 10 page 273 EPG Electronic Pressure Unable to Achieve Commanded Set Point
421 0 1 5 page 290 INJ Cylinder 1: High Side to Low Side Open
431 0 1 4 page 291 INJ Cylinder 1: High Side Shorted to Low Side
451 0 1 6 page 291 INJ Cylinder 1: High Side Shorted to Ground or VBAT
454 0 4 6 page 291 INJ Cylinder 4: High side Shorted to Ground or VBAT
461 0 1 7 — Perf. Diag. Cylinder 1: Cylinder Contribution Test Failed

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Table 49 Diagnostic Trouble Code (DTC) Circuit Index (cont.)

513* 0 151 5 page 291 INJ Low Side to Bank 1 Open
514* 0 152 5 page 292 INJ Low Side to Bank 2 Open
515* 0 151 6 page 292 INJ Bank 1 Low Side Short to Ground or B+
521* 0 152 6 page 292 INJ Bank 2 Low Side Short to Ground or B+
525* 0 254 6 page 235 ECM Injector Driver Circuit DTC
612* 0 21 7 page 204 CMP Incorrect ECM Installed for CMP Timing Wheel
614* 0 252 13 page 235 ECM EFRC / ECM Configuration Mismatch
621* 0 253 1 page 235 ECM Engine using Mfg. Default Rating Program Engine
622* 0 253 0 page 235 ECM Engine using Field Default Rating
623* 0 253 13 page 236 ECM Invalid Engine Family Rating Code; Check ECM Programming
624 0 240 14 page 236 ECM Field Default Active
626 0 254 8 page 242 ECM_PWR Unexpected Reset DTC
631* 0 240 2 page 236 ECM ROM (Read Only Memory) Self Test DTC
632 0 254 12 page 236 ECM RAM / CPU Self Test DTC
655 0 240 13 page 236 ECM Programmable Parameter List Level Incompatible
661 0 240 11 page 237 ECM RAM Programmable Parameter List Corrupt
664 0 253 14 page 237 ECM Calibration Level Incompatible
665 0 252 14 page 237 ECM Programmable Parameter Memory Content Corrupt
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SENSOR AND ACTUATOR LOCATIONS

ENGINE SENSORS AND ACTUATORS
Figure 72 Engine Sensor and Actuators Locations on the Front and Left Side
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ENGINE AND VEHICLE RELAYS, FUSES, AND SENSORS

The main Power Distribution Center is located just above the left front wheel in the engine compartment.
Figure 73 Power Distribution Center

1. Megafuse
2. Megafuse Holder
3. Torque Nuts to 89 in·lb (10–12 N·m)
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Figure 74 Power Distribution Center (Relay and Fuse Layout)
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Accelerator Position Sensor / Idle Validation Switch (APS/IVS)
The APS / IVS sensor assembly is located just above the accelerator pedal.
Figure 75 APS / IVS Sensor
Barometric Absolute Pressure Sensor (BAP)
The following image shows the location of the BAP sensor. It is in the driver control module (DCM), near the
steering column.
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Figure 76
1. Barometric Absolute Pressure Sensor (BAP)
2. APS / IVS Sensor Harness
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DIAGNOSTIC PROCEDURES FOR THE ELECTRONIC CONTROL SYSTEM

SENSOR AND ACTUATOR DIAGNOSTIC INSPECTION
NOTE – The symbols < & > & > are used in each of the diagnostic sections. They are defined as follows:
(<) indicates a value less than
(>) indicates a value greater than
(>) indicates a value equal to or greater than
Disconnect the harness connector from the sensor or actuator and inspect for corrosion, bent pins, spread
terminals, or any condition that could cause an intermittent connection. Pin grip of the female terminal can be
tested by inserting the appropriate tool from the terminal test adapter kit (ZTSE4435). Terminals that do not
grip the sensor pins properly should be replaced, (See Figure 77, page 173).
Figure 77 Testing Pin Grip
USING MASTER DIAGNOSTICS TO TEST 3 WIRE PRESSURE AND APS / IVS SENSORS
Displaying Sensor Voltages
Sensor voltages can be displayed on Master Diagnostics (Version 2.31 and above) by opening the session file
SENSOR VOLTAGE and starting the KEY-ON ENGINE-OFF CONTINUOUS MONITOR test. Voltages can
be displayed with the engine running by using the KEY-ON ENGINE-RUNNING CONTINUOUS MONITOR
test. The voltage displayed by Master Diagnostics represents the voltage read by the ECM on the internal
circuitry connected to the sensor signal pin of the 60-pin ECM connector. The following signal voltages will be
displayed: APS, BAP ECT, EOP, EOT, EPS, IAT, ICP, MAP, RPS, IVS PWR.
Signal Circuit, Open Circuit Check (3 wire)
Use Master Diagnostics to display the sensor signal voltage. Install the breakout tee in the harness connector.
Read the displayed voltage with the sensor disconnected. The displayed voltage should match the expected
voltage listed in the diagnostic section for that sensor. The open circuit signal will be near zero unless the
circuit is shorted or incorrectly wired to VREF, B+, or other voltage sources, (See Figure 78, page 174).
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Figure 78 Testing Open Circuit Signal Voltage with ZTSE4347

1. Ground, (black)
2. Signal, (green)
3. Vref, (blue)
Reference Voltage, VREF Check (3 wire)
Use a 0.5 k jumper wire to connect the VREF pin to the signal pin of the breakout tee. View the voltage on the
EST. Reference voltage should measure greater than 4.9 volts with the sensor disconnected. If the voltage
reading is lower than expected, verify reference voltage at other VREF sensors that share the same circuit (VREF
D: EOP, MAP, CMP, ICP), (VREF B: APS/IVS, BAP), (VREF C: body builder accessories). If the other sensors on
the shared circuit have VREF that meets the expectations, the harness wire from the harness splice point to
the sensor connector is at fault. If the other sensors have also lost the reference voltage, disconnect the
sensors one at a time while observing the voltage. If VREF returns after disconnecting a sensor, that sensor
is shorting VREF to ground. If VREF is suspected of shorting out intermittently during engine operation, use a
breakout tee on the ICP or MAP sensor. Jumping VREF to the signal will allow VREF to be displayed on Master
Diagnostics while running the engine.
NOTE – Operation of the engine may be degraded slightly because the sensor will set an active code
and fault management will take over its function. Refer to Measuring Reference Voltage with Master
Diagnostics, (See Figure 79, page 175). Sensor voltage cannot be displayed while the vehicle is moving.
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Figure 79 Measuring Reference Voltage using Master Diagnostics with ZTSE4347

1. Ground, (black pin)
2. Vref, (blue pin)
3. Signal, (green pin)
NOTE – THE ECM WILL NOT DISPLAY A SENSOR SIGNAL VOLTAGE GREATER THAN 5 VOLTS. If VREF is
shorted high (voltage greater than 5.5 volts) the signal voltage will also be biased higher than its true
reading. The MAP sensor is the most sensitive to this higher VREF and will set an in-range Diagnostic
Trouble Code (DTC) before the ICP and EOP sensors.
Sensor Ground Check (3 wire)
Use a jumper wire to connect VREF, the signal , and the ground together through the breakout tee. View the
voltage on the EST with the sensor disconnected. The displayed voltage should match the expected voltage
listed in the diagnostic section for that sensor. The displayed voltage will be near 0 volts if the ground circuit
has the correct resistance. Refer to Sensor Ground Check, (See Figure 80, page 175).
Figure 80 Sensor Ground Check with ZTSE4347

1. Ground, (black pin)
2. Vref, (blue pin)
3. Signal, (green pin)
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USING MASTER DIAGNOSTICS TO TEST 2 WIRE TEMPERATURE SENSORS

Signal Open Circuit Voltage Check (2 wire)
Use Master Diagnostics to display the sensor signal voltage. Install the breakout tee in the harness connector.
Do not connect the sensor. Compare the displayed voltage with the expected voltage listed in the diagnostic
section for that sensor. This test will determine if the sensor circuit is shorted to ground. (See Figure 81,
page 176).
Figure 81 Testing Signal Open Circuit Voltage

1. Ground, Pin A (black)
2. Signal, Pin B (green)
Sensor Ground Check (2 wire)
Use a jumper wire to jump the signal pin to the ground pin of the breakout tee. View the voltage on the EST
with the sensor disconnected. The displayed voltage should match the expected voltage listed in the diagnostic
section for that sensor. When the signal wire is jumped to the ground wire the displayed voltage will be near 0
volts if the ground circuit resistance is within spec. (See Figure 82, page 177).
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Figure 82 Sensor Ground Check with ZTSE4483 and Jumper

1. Signal, Pin A (green)
2. Ground, Pin B (black)
Sensor Voltage Supply (2 wire)
Use a 0.5 k jumper wire to jump the signal pin to the ground pin of the breakout tee. View the voltage on the
EST with the sensor disconnected. The displayed voltage should match the expected voltage listed in the
diagnostic section for that sensor. When jumped, the displayed voltage should be less than 1.0 volt. If the EST
displays greater than 1.0 volt the signal circuit is shorted to VREF, B+, or other voltage sources.
Operational Voltage Checks
Use Master Diagnostics to display the operational voltages. With a breakout tee installed between the sensor
and the harness, a DMM can be used to measure the voltage at the signal pin on the sensor. The displayed
value and the measured value should be approximately the same. If the values do not match the circuit may
have high resistance. The displayed values can also be compared to the operational voltage specifications
listed in the appropriate diagnostic section. These measurements are useful for determining an in-range or
intermittent fault.
ACTUATOR AND SENSOR DIAGNOSTIC PROCEDURE WITHOUT MASTER

DIAGNOSTICS
Connector Voltage Checks
Turn the ignition key on. Plug the breakout tee into the harness and measure voltage at each pin with a digital
multimeter (DMM). Compare meter readings with the expected voltages listed in the diagnostic section. If
the tee is not available, use the appropriate tool from the terminal test adapter kit (ZTSE4435). Do not probe
the connector terminals with the DMM leads directly. This test will determine if that circuit is shorted or
incorrectly wired to VREF, B+, or other voltage sources.
• Signal return circuits will measure 0 - 0.25V on a "Pull Down" sensor circuit or close to 5V or 12V for a
"Pull Up" circuit.
• Actuator circuits may be either ON/OFF or pulse width modulated (PWM). If the actuator has an ON/OFF
circuit, the ECM controls the voltage or the ground. When pulse width modulated (PWM), the ECM controls
the duty cycle or on time of the power or ground.
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• VREF should measure 5 ± 0.5V (4.5 - 5.5 V) with the sensor disconnected. If the voltage reading is lower
than expected, disconnect the sensors that operate on that VREF circuit (VREF-D: EOP, MAP, CMP, ICP; VREF -
B: APS/IVS, BAP; VREF - C body builder accessories) one at a time while observing VREF. If VREF returns
after disconnecting a sensor, that sensor is shorting VREF to ground, refer to Measuring Voltage Reference,
(See Figure 83, page 178).
Figure 83 Measuring Vref Voltage with ZTSE4486

1. DMM Probe (red)
2. Vref, Pin B (blue)
3. DMM Probe (to engine ground)
Connector Checks To Ground
Turn the ignition switch off. Disconnect the positive battery cable. Using the breakout tee, measure the
resistance from the lead of the tee to the negative battery terminal. Sensor signal ground circuits should
measure less than 5 ohms. VREF and signal circuits should measure greater than 1000 ohms. The control side
of an actuator will measure greater than 1000 ohms, but the expected reading on the other circuit of the
actuator will depend upon what the control side was switching, power or ground. If the ECM was switching the
ground, “low side driver,” then the other circuit of the actuator should measure greater than 1000 ohms from
the connector terminal to battery ground. If the ECM is switching the B+ side, ”high side driver,” the ground
circuit will measure less than 5 ohms from terminal to battery ground, (See Figure 84, page 179).
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Figure 84 Measuring Resistance to Ground with ZTSE4486

1. DMM Probe (red)
2. CMP Ground, Pin A, (black)
3. DMM Probe to Engine Ground (black)
Harness Resistance Tests
Harness resistance is checked when a circuit is suspected of having high resistance or being open. Perform
this test by connecting a breakout box to the ECM end of the harness and measuring resistance from the pin of
the breakout tee to the pin on the breakout box. Circuit wires should have a resistance of less than 5 ohms.
OPERATIONAL VOLTAGE CHECKS

These checks are made with a DMM and a breakout tee or breakout box. The sensor is connected and the
DMM is used to measure the signal voltage. These measurements are useful for determining an in-range or an
intermittent fault. If a circuit has an intermittent fault you must monitor the voltage while recreating the cause.
When measuring the signal level of a circuit you must understand its function and whether it is an:
1. Analog Voltage
2. Digital Frequency
3. Sine Wave
4. Digital Communication Signal
A standard DMM has certain limitations in measuring any circuit that has a frequency.
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CIRCUIT FUNCTION AND DIAGNOSTICS

ACCELERATOR PEDAL POSITION SENSOR AND IDLE VALIDATION SWITCH (APS/IVS)
Signal Functions
Figure 85 APS / IVS Function Diagram
The Accelerator Pedal Position Sensor (APS) is a potentiometer type sensor. When the APS receives a 5V
reference signal and a ground from the Electronic Control Module (ECM), a linear analog voltage signal from
the sensor will indicate the driver’s demand for power. The Idle Validation Switch (IVS) provides 0V or 12V to
the ECM as redundant signal to verify the pedal idle position.
Fault Detection and Management
Any detected malfunction of the APS / IVS sensor circuit will illuminate the amber ENGINE lamp and the
odometer will display WARN ENG. If the ECM detects an APS signal Out of Range HIGH or LOW, the
engine will ignore the APS signal and operate at low idle. If a disagreement in the state of IVS and APS is
detected by the ECM and the ECM determines that it is an IVS fault, the ECM will only allow a maximum
of 50% APS to be commanded. If the ECM cannot discern if it is an APS or IVS fault, the engine will be
allowed to operate at low idle only.
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Figure 86 APS / IVS Circuit Diagram
NOTE – After removing connector always check for damaged pins, corrosion, and loose terminals.
Table 50 APS Sensor Tests Using Master Diagnostics

Accelerator Pedal Position Sensor (APS) Sensor Voltage Checks. Use Sensor Circuit Specifications to
verify IVS Signal, (check with key-ON engine-OFF).
Install the 5 wire breakout tee between the APS/IVS sensor and harness connector. View APS/IVS VOLTAGE
using the Continuous Monitor test found under the diagnostics menu in MASTER DIAGNOSTICS. If the
circuit has an active fault according to the voltage level (Code 131 <0.146V, Code 132 >4.55V), complete
the following steps.
Test Condition Expected Comments
Voltage
Sensor Disconnected 0V Voltage >0.146V, inspect the signal circuit for short to VREF or B+.
Measure voltage from PIN 5V ± 0.5 If voltage is >5.5V, check VREF for short to B+. If voltage <4.5V, check
C to gnd using a DMM. VREF circuit for open or short to gnd. Remove the positive battery
cable. Measure resistance from PIN C to PIN 3 (spec <5 ) and from
PIN C to gnd (spec >1k ) using a breakout box to determine if the
short to gnd or open is in the harness.
0.5 k jumper installed 5V If voltage is <4.55V, check signal circuit for open or short to ground.
between the GREEN and Remove the positive battery cable. Measure resistance from PIN C
BLUE pins of the breakout to Ground (spec >1 k ) and from PIN A to PIN 8 (spec <5 ) using a
tee. breakout box to determine if short to ground or open is in the harness.
Standard Jumper installed 0V If voltage is >0.039V, check ground circuit for resistance >5 .
between the BLUE, Measure resistance between PIN B and PIN 11 (spec <5 ) using a
GREEN, and BLACK breakout box to determine if resistance is in the harness.
pins of the breakout tee.
Replace the sensor if the code is active and the expected results are obtained with all the sensor
tests. The sensor is not at fault if one or more of the sensor tests does not produce the expected
results. See APS/IVS Sensor Troubleshooting Flowchart (See Figure 88, page 186).
Continued on Next Page
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Table 50 APS Sensor Tests Using Master Diagnostics (cont.)

OPERATIONAL VOLTAGE CHECKS (check with breakout tee installed and APS/IVS sensor connected)
APS test points: (+) IVS test points: (+)
8 to (-) 11 27 to (-) 11
Position Voltage % APS Voltage % APS Comments
0.64 –
Low Idle 0% 0V 0% IVS toggles just off idle
0.66V
3.84 –
High Idle 98 -102% 12 ± 1.5V 98 -102%
3.86V
Diagnostic Trouble Code Description
131 APS signal voltage was < 0.146 volts for more than 0.5 sec*
132 APS signal voltage was more than 4.55 volts for more than 0.5 sec*
133 APS signal in-range fault*
134 APS and IVS disagree*
135 Idle validation switch circuit fault - 50% APS only
* IF DIAGNOSTIC TROUBLE CODE IS SET, ENGINE OPERATION WILL DEFAULT TO RUN AT LOW
IDLE SPEED ONLY
Table 51 APS/IVS Sensor Circuit Specifications (See Figure 86, page 181)
CONNECTOR VOLTAGE CHECKS (check with sensor disconnected from harness, key on)
Test Points Spec. Comments
A to gnd < 0.25V Voltage >0.25V, signal is shorted to Vref or B+
B to gnd 0V Ground circuit, no voltage expected
C to gnd 5 ± 0.5V Voltage > spec, wire shorted to B+
D to gnd 0 - 0.25V Voltage >0.25, IVS signal wire shorted to Vref or B+
F to gnd 12 ± 1.5V Voltage <10.5V check circuit for open or resistance
CONNECTOR CHECKS TO CHASSIS GROUND (check with sensor connector disconnected, positive
battery cable disconnected, and key off)
A to gnd >1k If <1k , check for short to ground.
B to gnd <5 If >5 , check for open.
C to gnd >500 If <0.5k , check for short to ground.
D to gnd >1k If <1k , check for short to ground.
F to gnd >1k If <1k with fuse removed, check for short to ground.
HARNESS RESISTANCE CHECKS (check with breakout box installed on chassis harness only).
8 to A <5 If >5 check for APS signal wire open
11 to B <5 If >5 Signal ground open
3 to C <5 If >5 Vref wire open
27 to D <5 If >5 IVS wire open
Fuse 17 to F <5 If >5 IVS power wire open
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Extended Description
International electronic engines use an electronic accelerator pedal assembly that includes a Accelerator
Position Sensor (APS) as well as an Idle Validation Switch (IVS). These two functions are integrated into one
component mounted on the pedal. The accelerator pedal assembly is serviceable to the extent that the
APS/IVS switch can be replaced without replacing the complete assembly.
The Electronic Control Module (ECM) determines the accelerator pedal position by processing input signals
from the Accelerator Position Sensor (APS) and the Idle Validation Switch (IVS).
The accelerator pedal position is one of the controlling variables in the calculation of desired injection control
pressure.
Accelerator Position Sensor (APS)
The ECM sends a regulated 5V signal through the ECM chassis connector (black) terminal 3 to APS connector
terminal C. The APS then returns a variable voltage signal (depending on pedal position) from the APS
connector terminal A to the ECM at terminal 8. The APS is grounded from connector terminal B to the ECM
signal ground terminal 11. System Diagram for Accelerator, BAP, and Intake Air temperature Sensors, (See
APS Auto-Calibration
The ECM learns the lowest and highest pedal positions by reading and storing the minimum and maximum
voltage levels from the APS. In this manner the ECM "auto-calibrates" the system to allow maximum pedal
sensitivity. The ECM auto-calibrates as the key is ON, but when the key is turned OFF, these values are lost.
When the key is turned ON again, this process starts over. When the pedal is disconnected (or a new one is
installed), the pedal does not need to be calibrated. It simply "auto-calibrates" the new pedal assembly
whenever the key is turned ON again.
Idle Validation Switch (IVS)
The ECM expects to receive one of two signals through the ECM chassis connector (black) terminal 27 from
APS/IVS connector terminal D:
• 0V when the pedal is at the idle position.

• 12V when the pedal is depressed.
The Idle Validation Switch receives 12V ignition voltage from the ignition fuse in the fuse box. When the pedal
is NOT in the idle position (throttle applied), the IVS supplies a 12V signal to the ECM.
The ECM compares APS/IVS inputs at terminals 8 and 27 to verify when the pedal is in the idle position. If the
APS signal at terminal 8 indicates throttle is being applied, the ECM expects to see 12V at IVS terminal 27. If
the APS signal at terminal 8 indicates throttle is not applied, the ECM expects to see 0V at IVS terminal 27.
The timing process is critical between the APS and IVS sensors. For this reason, it is very difficult to determine
if the APS/IVS assembly is working properly by using a digital multimeter (DMM).
ECM Diagnostics
When the key is ON, the ECM continuously monitors the APS/IVS circuits for expected voltages. It also
compares the APS and IVS signals for conflict. If the signals are not what the ECM expects to see, Diagnostic
Trouble Codes will be set.
Diagnostic Trouble Codes can be retrieved using the Electronic Service Tool (EST) or by reading the Diagnostic
Trouble Code flashes from the amber and red ENGINE lamps, see page 70.
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Diagnostic Trouble Code 131
ATA Code, PID 91, FMI 4
ECM: APS Out of Range LOW (ORL)
When code 131 is active the amber ENGINE lamp is illuminated and the odometer displays the message
WARN ENG.
ORL code 131 is set if the ECM detects voltage lower than 0.146V at terminal 8 then the ECM restricts engine
speed to idle. Possible causes include; a short to ground or an open VREFor signal circuits. If the condition
causing code 131 is intermittent and the condition is no longer present, the code will become inactive and
normal engine operation will resume.
ECM: APS Out of Range HIGH (ORH)
When code 132 is active, the amber ENGINE lamp is illuminated and the odometer displays the message
WARN ENG.
ORH code 132 is set if the ECM detects a voltage greater than 4.55V at terminal 8 then the ECM restricts
engine speed to idle. Possible cause; short to VREF or 12V in the APS signal circuit. If the condition causing
code 132 is intermittent and the condition is no longer present, the code will become inactive and normal
engine operation will resume. Code 132 is displayed by either the EST or using the amber ENGINE lamp
to flash the Diagnostic Trouble Codes.
Diagnostic Trouble Codes 133, 134 and 135
APS In-Range Fault
The ECM checks the voltage output of the APS by comparing the APS signal with the IVS signal. APS and
IVS signals can disagree in two cases:
• The APS signal indicates the pedal is pressed down to accelerate, but the IVS signal indicates idle position.
• The APS signal indicates the pedal has been released to allow the engine to return to idle, but the IVS
signal indicates off-idle position of the pedal.
If the ECM detects either of the above conditions, the ECM attempts to isolate the source of conflict and set
the appropriate Diagnostic Trouble Code.
ECM: APS In Range Fault
WARN ENG.
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If the IVS signal is changing and the APS signal is constant, the ECM assumes APS is the conflict source
and sets code 133. Engine rpm is restricted to idle.
ECM: APS/IVS Disagree
WARN ENG.
If neither the APS or IVS is changing, or both are changing, or the ECM cannot determine which is at fault
in a specified time, code 134 is set. Engine rpm is restricted to idle.
ATA Code, SID 230, FMI 11
ECM: IVS Circuit Fault
WARN ENG.
If the APS is changing and IVS is constant, the ECM assumes IVS is the conflict source and sets Diagnostic
Trouble Code 135. In this case the ECM limits the APS signal to a lower value, which provides less than full
rpm, but does not limit engine rpm to idle.
Codes 133, 134 and 135 are caused intermittent conditions; these the codes remain ACTIVE until the vehicle
has been shutdown and restarted. They do not recover without cycling the key switch.
Figure 87 System Diagram for Accelerator Pedal Sensor
NOTE – Refer to S08285 - Electrical Circuit Diagrams - 4200/4300/4400
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Figure 88 APS / IVS Sensor Troubleshooting Flowchart
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THIS PAGE INTENTIONALLY LEFT BLANK
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ATA COMMUNICATIONS, DATA COMMUNICATIONS LINK

Signal Functions
Figure 89 ATA Communications Function Diagram
Data Communication Link
The Data Communication Link signal is a 0 to 5V variable width square wave form signal that enables
communication between the MD diagnostic software and the ECM. It is used for communication of diagnostic
and calibration data.
Fault Detection / Management
The ECM can continuously detect an open, short, or intermittent connection on the ATA lines. If an active
Diagnostic Trouble Code occurs on the ATA lines, the MD diagnostics software will not display data properly.
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Figure 90 ATA Communications Circuit Diagram
NOTE – After removing connectors always check for damaged pins, corrosion, loose terminals.
Table 52 ATA Communications Circuit Diagnostics

Key ON Engine OFF - Voltage Checks at EST Connector (ignition key ON, engine OFF)
+Test Point Spec. Signal Comments
B to A B+ Power Should be power at B at all times. If no power, check ground and power circuits.
EST Checks to Ground (positive battery cable disconnected and ignition key OFF)
Test Points Spec. Signal Comments
Electronic Service Tool - EST
F to gnd >1k ATA + < 1k indicates a short to ground, either through the harness or internal within
G to gnd >1k ATA – the ECM. Disconnect ECM & measure to ground again. If short is still present,
disconnect other devices connected to data communication link and retest. If
short is still present, repair harness.
B to gnd >1k PWR With fuse removed, a reading < 1k indicates a short to ground. More than 5
A to gnd <5 gnd indicates an open circuit and the EST tool will not communicate.
EST & Dash Harness Resistance Checks (check with breakout box installed, ignition key should be
in the OFF position)
EST Connector
F to #16 <5 ATA + Resistance from ECM chassis connector (black) to EST connector.
G to #17 <5 ATA – Resistance from ECM chassis connector (black) to EST connector.
B to F3 <5 PWR Resistance from EST connector to power fuse.
A to gnd <5 gnd >5 indicates an open circuit and will cause the EST tool not to power up.
231 ATA Common DTC - ATA wiring or connector, interference on data bus, faulty ECM.
– No Data Stream or DTC’s displayed on MD diagnostic software or EST will not communicate.
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ATA Communication
The Electronic Control Module (ECM) communicates with the MD diagnostic software (electronic service tool -
EST) through connector (1650) shown in ATA Communications Circuit Diagram (See Figure 90, page 189).
The EST communicates with the ECM using the American Trucking Association (ATA) datalink lines (1).
The ATA circuit uses a twisted wire pair. All repairs to this pair must maintain one complete twist per inch along
the entire length of the circuit. This circuit is polarized (one positive and one negative) and reversing the
polarity of this circuit will disrupt communications.
(1) - The ATA datalink is defined by SAE recommended practices J1708 and J1587. This link and connector
(1650) were adopted by the Recommended Practices 1201 and 1202.
ATA Data Link Connector (1650)
All communication between the EST and ECM is done through the EST connector (1650). This
communications link supports the following functions:
• Displaying Diagnostic Trouble Codes and operating conditions on the EST.

• Performing proprietary diagnostic tests programmed into the ECM.
• Clearing Diagnostic Trouble Codes.
• Programming performance parameter values.
• Programming calibrations and strategies.
EST connector (1650) has nine pins, labeled A through I, that provide the following:
A. Fused BATTERY power to Pin B for the Interface Cable. Pin A provides a battery ground for
the Interface Cable.
B. EST connector (1650) terminal F is connected by circuit K3A (+) to the positive 4820 ATA bus and
EST connector (1650) terminal G is connected by circuit K3B (–) to the negative 4820 ATA bus.
These two connections allow communication with all components connected to the data link.
EST Connector (1650)
The engine control system does not detect faults in the power or ground circuits to the EST connector (1650).
If the service tool does not communicate when connected, try the service tool on another vehicle if one is
available to determine if the service tool is working properly. If the service tool is OK, then check power and
ground circuits at the ATA connection.
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EST Displays
Should the EST not communicate with the ECM, the ATA data link circuit from the EST connector to the ECM
may be disrupted. Verify that the key is ON and then perform diagnostic steps in ATA Communications Circuit
Diagnostics (See Table 52, page 189).
ECM: ATA Common Fault
Symptom: Code 231 does not turn the amber ENGINE lamp ON. This code can occur when the ECM can’t
access the ATA data link. If this occurs there will not be any ATA data available with the MD software. The
Diagnostic Trouble Code may be retrieved using the Cruise Control buttons located within the steering wheel.
Wiring Causes: ATA positive or negative circuits between the EST and Diagnostic Connector (1650) and
any other electronic devices (transmissions, brakes etc.) using the ATA bus: Shorted (high or low), open, or
busy (too many devices).
NOTE – On vehicles equipped with the Allison WTEC transmission, this code may be present when
attempting to program the ECM. The WTEC controller must be disconnected when programming the
engine ECM.
System causes can include:
A. A defective ATA device (such as transmission controller or antilock brake controller) connected to
the ATA bus is pulling the signal to ground.
B. Too many ATA devices, although this would be rare.
C. If no system causes are present, replace the ECM with a known good ECM.
The data is transmitted on the same ATA link that supplies information to the EST and the WTEC transmission
controller.
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Figure 91 1708 Data Link (chassis)
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BAROMETRIC ABSOLUTE PRESSURE SENSOR (BAP)

Signal Functions
Figure 92 Barometric Absolute Pressure Sensor Function Diagram
The Barometric Absolute Pressure (BAP) sensor is a variable capacitance sensor that when supplied with a 5V
reference signal from the ECM produces a linear analog voltage signal that indicates pressure.
Timing Control - The BAP signal is used to determine altitude to adjust timing and fuel quantity to optimize
engine operation and control smoke throughout all altitude conditions.
When BAP signal voltage is detected Out of Range HIGH or Out of Range LOW by the ECM will ignore the
BAP signal and use the Manifold Absolute Pressure (MAP) signal generated at low idle as an indication of
barometric pressure. If a MAP fault is also detected, the BAP signal will default to 29.6 in Hg (barometric
pressure at sea level).
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Figure 93 Barometric Absolute Pressure Sensor Circuit Diagram
Table 53 Barometric Absolute Pressure Sensor and Circuit Diagnostics

Connector Voltage Checks (check with sensor connector (1808) disconnected, ignition key on)
Test Spec. Comments
A to gnd <0.25V Ground circuit, no voltage expected.
B to gnd 5V ± 0.5 VREF check with KEY ON, if voltage not within spec., check VREF circuit for short to gnd
or open.
C to gnd <0.25V If voltage is >0.25V, signal wire is shorted to VREF or battery
Connector Checks to Chassis Ground (check with sensor connector (1808) disconnected, positive battery
cable disconnected and ignition key off)
Test Spec. Comments
A to gnd <5 Resistance to chassis ground, check with key off, > 5 the harness is open
B to gnd >1k Resistance <1k indicates a short to ground
C to gnd >1k Resistance <1k indicates a short to ground
Harness Resistance Checks (check with breakout box installed on chassis harness only)
Test Spec. Comments
11 to A <5 Resistance >5 indicates wires are open
3 to B <5 Resistance >5 indicates wires are open
29 to C <5 Resistance >5 indicates wires are open
Test (+) 29 to (-) 11 Operational Voltage Checks (check with breakout box installed in line with the ECM)
Voltage in Hg kPa Comments
4.89 31.0905 105 High atmospheric pressure.
4.60 29.61 100 Normal atmospheric pressure at sea level.
2.60 17.766 60 Normal atmospheric pressure at 10,000 feet.
151= Signal voltage was >4.95V for more than 1.0 sec.
152 = Signal voltage was <1.0V for more than 1.0 sec.
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Operation
The ECM sends a regulated 5V signal from ECM (black) chassis connector terminal 3 to BAP connector
terminal 2. The BAP sensor returns a variable voltage signal (representing atmospheric pressure) from
BAP connector terminal 3 to the ECM at terminal 29. The BAP sensor is grounded from the BAP connector
terminal 1 to the ECM signal ground terminal 11.
ECM Diagnostics
The ECM continuously monitors the signal from the BAP sensor to ECM terminal 29. If the signal voltage is out
of the expected range, a Diagnostic Trouble Code is logged (warning lamp does NOT turn on) and the ECM
uses the Manifold Absolute Pressure (MAP) signal generated at low idle to determine barometric pressure.
ECM: BAP Voltage Signal Out of Range HIGH (ORH)
BAP signal greater than 4.95V for more than 1 second.
Possible causes for Code 151 include: signal circuit shorted to VREF or B+, defective sensor.
ECM: BAP Voltage Signal Out of Range LOW (ORL)
BAP signal less than 1.0V for more than 1 second.
Possible causes for Code 152 include: signal circuit shorted to ground or open, VREF shorted to ground or
open, defective sensor.
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Figure 94 BAP Circuit Diagram
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BRAKE SWITCH CIRCUITS (BRAKE)

Signal Functions
Figure 95 Service Brake Circuit Function Diagram
The service brake circuit function is to signal the ECM when the brakes are applied. This information is used
to disengage the Cruise control and PTO functions. This signal is also used for ECM control of the Vehicle
Retarder and exhaust brake enabling. The brake signal will also interrupt the Cold Ambient Protection feature
and will reset the time interval for the Idle Shut Down feature.
Service Brake Switch Input – The service brake switch is monitored by the Electrical System Controller
(ESC). When the switch changes state, the change is detected by the ESC and relayed over the Drive Train
Data Link to the ECM. Stuck, open, or shorted brake switches will be detected by the ESC.
Diagnostics – If a function that requires a brake switch input does not respond correctly, use Cab Electronics
Diagnostic software to monitor brake switch input to the ESC. If the switch does not change when the pedal
is depressed, diagnose the brake switch circuits using the S08250 - Electrical Troubleshooting Guide -
4200/4300/4400. If the ESC is receiving the brake switch input, use the electronic engine diagnostics software
(Master Diagnostics) to view the brake switch state. If the switch state does not change, verify communications
exist between the ECM and the ESC (does ECM respond to other ESC inputs). If the switch state does
change, verify other conditions do not exist that would stop or delay the reaction to the brake switch status.
NOTE – Refer to S08250 - Electrical Troubleshooting Guide - 4200/4300/4400.
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CAMSHAFT POSITION SENSOR (CMP)

Signal Functions
Figure 96 Camshaft Position Sensor Functions
The CMP (Camshaft Position) sensor is a Hall Effect type sensor that generates a digital frequency as windows
on the timing disk pass through its magnetic field. Engine speed is determined by counting 24 windows on
the timing sensor disk each camshaft revolution. The position of cylinder 1 is determined by distinguishing a
narrow vane on the camshaft timing sensor disk.
Engine Mode Selection - Allows the ECM to discern when the engine is in the off, crank or run mode.
Injection Control Pressure - Engine speed is one of the controlling variables in the calculation of desired
injection control pressure.
Fuel Quantity Control/Torque Limiting - Engine torque and fuel is controlled and is dependent on engine
speed. Fuel quantity is determined by engine speed.
An inactive CMP signal during cranking is detectable by the ECM. An inactive CMP signal will cause a no start
condition. Electrical noise can also be detected by the ECM, if the level is sufficient to effect engine operation a
corresponding Diagnostic Trouble Code will be set.
NOTE – The engine will not operate without a functioning CMP
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Figure 97 Camshaft Position Sensor Circuit Diagram
Table 54 Camshaft Position Sensor and Circuit Diagnostics

Connector Voltage Checks (check with sensor connector disconnected, ignition key ON, all accessories off)
A to gnd 0V Ground circuit, no voltage expected.
B to gnd 5V ± 0.5 VREF not present, check open/short to ground Pin #40 to B, see VREF circuit (a defective
EOP, ICP or MAP sensor can short VREF to ground).
C to gnd 5V ± 0.5 If < than 4.5V check for poor connection, if 0V check for open/short to ground circuit.
Connector Checks to Chassis Ground (check with sensor connector (406) disconnected, positive battery
cable disconnected and ignition key OFF)
A to gnd <5 Resistance to chassis ground, check with key off, > than 5 the harness is open.
B to gnd >1k Resistance < 1k indicates a short to ground.
C to gnd >1k Resistance < 1k indicates a short to ground.
Harness Resistance Checks (check with breakout box installed on engine harness only with ignition key Off)
53 to A <5 Resistance from harness connector to 60 pin connector - Signal ground (CMP) has
dedicated ground circuit, > 5 indicates an open circuit.
40 to B <5 Resistance from harness connector to 60 pin connector - VREF.
51 to C <5 Resistance from harness connector to 60 pin connector - CMP signal.
Test Points (+) #51 to Operational Voltage Checks (check with breakout tee installed in line with the ECM
(–) #53 and ignition key ON)
Voltage Position Comments
5V ± 0.5 Vane With the breakout tee or breakout box installed, the CMP sensor & ECM connected,
bar engine by hand.
0.2V to 2V Window The CMP signal voltage should change voltage state as timing wheel on cam is
rotated.
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Table 54 Camshaft Position Sensor and Circuit Diagnostics (cont.)

612 = ECM / target disk mismatch detected (wrong ECM Programming Installed).
315 = Engine rpm exceeded 3000 rpm.
143 = Incorrect number of sync to transition counts detected, possible intermittent CMP sensor/circuit.
144 = Electrical noise detected, check wire routing and grounds.
145 = Inactive CMP signal detected during engine cranking when ICP pressure was sufficient for starting.
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Function
The International engine control system includes a Camshaft Position Sensor (CMP). This sensor provides the
Electronic Control Module (ECM) with a signal that indicates camshaft position and engine speed.
The CMP sensor signal is used by the ECM to synchronize piston position to injector firing sequence. The
injector firing order sequence begins when the ECM detects the narrow vane on the timing disk indicating the
position of number 1 cylinder. Engine position for each cylinder is then continuously calculated as each vane
on the timing disk passes by the CMP sensor. This information is processed by the ECM and used for injection
timing and fuel delivery control. The ECM can then initiate the beginning of firing.
Operation
The Camshaft Position Sensor is a Hall Effect type sensor that generates a digital frequency as windows on
the timing disk pass through the magnetic field. The frequency of the windows passing by the sensor as well
as the width of selected windows allows the ECM to detect engine speed and position. When the narrow vane
passes the CMP sensor, the signal on time is less than when the other vanes pass the sensor. This produces
a signal that the ECM uses to indicate engine position.
Engine speed is detected by the ECM by counting the frequency of the 24 signal pulses for each camshaft
revolution.
ECM Diagnostics
Once the ECM has recognized the narrow vane (wide window) it will synchronize the engine firing order to the
timing of the CMP signal. Every 2 crankshaft revolutions it will verify that synchronization. If the ECM receives
too many or too few pulses for the number of engine revolutions, it will set a Diagnostic Trouble Code.
The engine will not operate without a functioning CMP signal. However, the ECM will attempt to determine
the cause of an invalid signal and identify it with a Diagnostic Trouble Code. CMP codes that are set will
become inactive codes if the key is turned off.
Incorrect Number of CMP Signal Transitions per Cam Revolution
Code 143 indicates the ECM has received CMP signals with the wrong number of transitions. This indicates
that the ECM has counted the voltage transitions and found less than the specified number of pulses from the
sensor. When this problem is continuous, the engine will stop running and the ECM will log an active code. If
the key is shut off, the code will become an inactive code. This code will not turn the amber ENGINE lamp on.
Possible causes for code 143: Intermittent CMP signal caused by a intermittent circuit, defective Camshaft
Position Sensor or incorrect CMP sensor to timing disk clearance.
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CMP Signal Noise Detected
Code 144 indicates that the ECM has detected voltage spikes or transitions other than the CMP signal. If this
problem is continuous, the engine could stop running and the ECM will log an active code. If the key is shut off,
the code will become inactive. This code will not turn the amber ENGINE lamp on.
Code 144 may be due to: Poor ground connections for CMP or other electronic components. Wire harness
shielding missing or incorrectly installed on the engine harness. Outside components that could induce
voltage signals.
CMP Signal Inactive while ICP has Increased
Diagnostic Trouble Code 145 indicates that the ECM does not detect a CMP signal. This code would be set if
the engine was rotating and the ECM detected a rise in ICP pressure, but did not detect a CMP signal. To
set this code the engine must be rotated long enough for the ICP pressure to increase. When this code is
set, the engine will not operate.
Possible causes for Diagnostic Trouble Code 145: VREF shorted to B+, defective CMP sensor, faulty sensor
circuitry or improper air gap between sensor and camshaft timing disk.
Incorrect ECM Installed for CMP Timing Disk
WARN ENG.
Diagnostic Trouble Code 612 indicates that the ECM has monitored the CMP signal and the signal is incorrect
for the programming in the ECM. This means that the ECM does not recognize the signal generated from the
timing disk and CMP sensor.
Possible causes: ECM has been accidently replaced with an incorrect ECM for the particular engine
application. For example, the timing disk for the I-6 and the V-8 (T 444E) are dissimilar, with each generating a
distinctive signal. The ECM from the V-8 (T 444E) engine will not run an I-6 engine and vice-versa. Incorrect
signal due to a defective CMP sensor or incorrect air gap between the CMP sensor and the timing disk.
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Engine Speed Above Warning Level
WARN ENG.
Diagnostic Trouble Code 315 indicates that the ECM has detected an engine speed above 3000 rpm. The
most likely cause of the excessive engine speed is an unintended down shift, steep acceleration down a hill
without correct brake application or an external fuel source being ingested into the air intake system. The
engine hours and miles on the last two overspeed occurrences will be recorded in the Engine Event Log.
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CHANGE OIL DISPLAY

Signal Functions
Figure 98 Function Diagram for Change Oil Message
The Change Oil message will be displayed when a customer programmable service interval has been
exceeded. These limits may be set for vehicle miles, hours, or calculated fuel consumption. These service
interval limits may be adjusted or the Change Oil message feature may be turned on or off using the EST tool.
There is no fault detection for the Change Oil message feature.

Reset Change Oil Message
NOTE – After changing the engine oil, if the vehicle utilizes the Change Oil Message feature, reset the
system as follows:
1. Set parking brake (required for correct ESC signal).
2. Turn key switch to the IGN/ON position.
3. Depress and release both the Cruise On and Resume/Accel buttons simultaneously four times (4) times.
This step 3 sequence must be performed within a six (6) second interval.
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4. Depress and hold both the CRUISE ON and RESUME/ACCEL buttons simultaneously for three (3)
seconds
5. Release both Cruise buttons.
NOTE – The entire sequence MUST BE completed within twelve (12) seconds. The Change Oil Message
will now turn off and will reactivate when the next oil change is due.
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Service Interval Limits
This group of parameters customizes the Service Interval feature. Service Interval allows the vehicle owner
to customize when his vehicle requires servicing as in changing oil. When the programmed distance or
engine hour has been reached, the Change Oil Message will be displayed to indicate its time for maintenance
and service.
The limits listed below are the maximum and default values for the service internal function. Through the
use of the EST tool these limits can be adjusted downward for specific customer needs, but not above the
recommended factory service interval.
• Service Interval Mode
This parameter indicates to the on-board electronics if this vehicle has the service interval feature.
• Fuel Interval
This parameter allows the customer to program the amount of fuel used since the last service before
displaying the Change Oil Message.
• Hour Interval
This parameter allows the customer to program the amount of Engine Hours since the last service before
displaying the Change Oil Message.
• Distance Interval
This parameter allows the customer to program the amount of Distance miles/kilometers since the last
service before displaying the Change Oil Message.
• Fuel Used Starting Value
This parameter indicates when the last service was performed.

• Engine Hour Starting Value

• Vehicle Distance Starting Value

• Service Soon Percent
This parameter indicates at what percentage of the service intervals should the Change Oil Message
begin to flash as a warning.
• Change Oil Message On Mode
This parameter indicates if the Change Oil Message is to be always ON after an engine start.
• Change Oil Message ON Mode
This parameter indicates how long to activate the Change Oil Message after an engine start if it is not
always ON.
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• Service Interval Reset Request
This parameter indicates to the on-board electronics if the vehicle has been serviced and the starting
values are to be reset.
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CONTROLLER AREA NETWORK COMMUNICATIONS
Figure 99
Drive Train Data Link - is a Society of Automotive Engineers (SAE) designation for one of the common truck
data links. It is now commonly used for power train communications and control. The Drive Train Data Link
(includes the ECM, ESC and the instrument cluster) will be the primary communications link between the
ECM, ESC and the instrument cluster.
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Figure 100 Communications Circuit Diagnostics
Table 55 Communications Circuit Diagnostics

Key On Engine Off - Voltage Checks at EST Connector
Test Point Spec. Signal Comments
B to A B+ Power Should be 12V power at B at all times. If no power, check ground and power
circuits (F2).
C to A C+ Power Should be between 2V - 7V.
Key Off Resistance Checks at EST Connector
Test Point Spec. Signal Comments
C to D 60 CAN The datalink has two terminating resistors in parallel of 120 each. If >70 ,
check for missing terminating resister or open in the CAN (+) or CAN (-)
wires. If <50 but >5 , check for extra terminating resistor. <5 indicate
short between CAN (+) and CAN (-).
C to E >1M CAN (+) <1 M indicates a short between CAN(+) and CAN(SHLD). Disconnect ECM
and try again. If short no longer exists, replace ECM. If short still exists,
harness or other node component is bad.
D to E >1M CAN (-) <1 M indicates a short between CAN(+) and CAN(SHLD). Disconnect ECM
and try again. If short no longer exists, replace ECM. If short still exists,
harness or other node component is bad.
Engine Controller Diagnostics
All Engine Control Module diagnostics are communicated though an Electronic Service Tool (EST) such as MD
software on the ATA (J1708) Data Link. (See ATA Communications, Data Communications Link, page 188).
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Dashboard Information - Information transmitted from the engine controller is received by the instrument
cluster via data link. Functions updated on the instrument cluster by the engine include:
• Oil Pressure Gauge

• Engine Oil Temperature Gauge
• Tachometer (Engine Speed)
• Speedometer (Vehicle Speed)
• Odometer
• Coolant Temperature Gauge
• Coolant Level Lamp
• Engine Red Lamp (Stop)
• Engine Amber Lamp (Warning)
• Change Oil Message
• Cruise Lamp
A number of features other than odometer are available from the engine controller on the cluster LCD such as:
• Engine Hours
• PTO Hours
• Fuel Economy
Multiplexing - The status of the following switches are communicated from the ESC to the ECM using the
drive train data link:
• Cruise Control ON/OFF Switch (COO)

• Cruise Control Set/Cruise Switch (SCS)
• Cruise Control Resume/Accelerate Switch (RAS)
• Cruise Control Clutch Status
• Brake Pedal Status
• Exhaust Brake ON/OFF Switch
• Two Speed Axle Switch (TSA)
Two other ESC outputs are sent to the ECM using the drive train data link:
• AC Demand (Fan request)

• Self Test Input
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Figure 101 Drive Train Data Link (chassis)
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Signal Functions
Figure 102 Diagnostics Mode Function Diagram
Diagnostic Trouble Codes
The Cruise Control switches mounted in the steering wheel can be used to cause the ECM to display the active
and inactive Diagnostic Trouble Codes through the red and amber ENGINE dash lamps. If no codes are
detected the code 111 will be flashed (indicates no codes are detected).
Fault Detection Management
The ECM does not monitor the red and amber ENGINE LAMP system for faults. There are no Diagnostic
Trouble Codes for the lamp system.
When the key switch is turned ON, the amber ENGINE lamp turns ON and stays ON, while the ECM runs
normal start-up tests, and then turns OFF. If the ECM detects a problem, the amber ENGINE lamp remains ON.
To display Diagnostic Trouble Codes without the aid of the Electronic Service Tool:
1. Set the parking brake and turn the ignition key to the ON position.
2. Press and release the CRUISE ON button and the RESUME/ACCEL button simultaneously. If no faults
are present, the cluster odometer will display NO FAULT.
3. Turning the Ignition Key OFF will take the ESC and the gauge cluster out of the Diagnostic Mode.
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NOTE – The Key-On Engine-Off Standard Test and the Output Circuit Check can be performed by
following the steps below.

D. Standard Test will run and codes will flash.
To read the Diagnostic Trouble Codes (DTC) use the following method:
A. The red ENGINE lamp will flash once to indicate the beginning of Active DTC’s.
B. The amber ENGINE lamp will flash repeatedly signaling active DTC’s.
C. Count the flashes in sequence. After each digit of code a short pause will occur. For example three
flashes and a pause would indicate number 3. Two flashes, a pause, three flashes, a pause,
and two flashes and a pause would indicate Diagnostic Trouble Code 232. If there is more than
one DTC, the red ENGINE lamp will flash once indicating the beginning of another active DTC.
NOTE – All DTC’s are three digits. Diagnostic Trouble Code 111 indicates no DTC’s have been detected.
ENGINE lamp will flash once between each DTC. After all DTC’s have been sent, the red ENGINE lamp will
flash three times indicating END OF MESSAGE.
To repeat the DTC transmission, repeat the above procedure by depressing both Cruise Control buttons.
The ECM will transmit the stored DTC’s.
NOTE – If DTC’s are set, see Electronic Control System Diagnostics (See Table 48, page 162).

B. Turn keyswitch to the IGN/ON position.
C. Depress & hold the CRUISE ON and RESUME/ACCEL buttons simultaneously.
D. Continue holding the Cruise buttons. Depress and release the accelerator pedal three (3) times
within a six (6) second interval.
E. Release both Cruise buttons.
F. Inactive codes cleared.
The Diagnostic Trouble Code procedure will also command other electronic controllers to perform their
diagnostic routines. Clearing Diagnostic Trouble Codes in other electronic controllers requires different
procedures.
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After all repairs have been made, the ESC Diagnostic Trouble Codes can be cleared by putting the
key switch in the accessory position, turning on the left turn signal, and pressing the CRUISE ON
and RESUME/ACCEL buttons simultaneously.
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ENGINE CRANK INHIBIT SYSTEM (ECI)

Signal Functions
Figure 103 Engine Crank Inhibit Function Diagram
Engine Crank Inhibit Functions
The Engine Crank Inhibit feature of the ECM is used to control the operation of the cranking motor. The ECM
prevents the cranking motor from being engaged when the engine is running. The transmission neutral
safety switch or clutch switch will prevent the cranking motor from being engaged when the transmission is
in gear or when the clutch pedal is not depressed.
Engine Crank Inhibit Relay
The engine starter relay is used to relay battery voltage to the crank motor solenoid. The relay is also
controlled by an over crank thermocouple, if so equipped.
The ECM does not monitor the cranking system circuits. There are no Diagnostic Trouble Codes for this system.
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Figure 104 Engine Crank Inhibit Circuit Diagram
NOTE – Before testing starter relay or cranking circuits, verify that the batteries are fully charged. Check
battery connections at the battery, frame and starter. See S08256 for battery and starter test procedures.
Table 56 Starter Relay Diagnostics

ECI Relay Voltage and Resistance Checks - With ECI Relay Removed.
86 to gnd 12V ± 1.5 Check with relay unplugged & starter switch (key or button) engaged. If
no voltage present, troubleshoot ignition crank circuit.
30 to gnd 12V ± 1.5 If no voltage is present, troubleshoot battery wiring.
85 to gnd 4V to 5V ECM will pull circuit up to 4V to 5V with key ON and will go to 0V when
the clutch is depressed or transmission is in neutral.
ECI Circuit Test- With the trans out of gear and the clutch depressed with wheels safely blocked, insert a
jumper wire between socket pins #86 and #87 of the starter relay. If the engine cranks, when the start switch
is engaged either the ECI relay is bad or there is a problem with the ECM or ECM wiring harness.
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Table 56 Starter Relay Diagnostics (cont.)

ECM Chassis (Black) Circuit Checks - Check With All Relays Installed and breakout Box Connected
DDS (+26) to (-23) 0V or 12V Manual Trans - 12V with clutch pedal down, 0V clutch pedal up;
Automatic Trans - 12V with trans in neutral, 0V trans in gear.
12V ± 1.5 At crank w/clutch up or auto trans in gear, if 12V is present circuit
is good, cranking inhibited.
0V to 0.6V At crank w/clutch down or auto trans in neutral, if ECM pin #26
ECI (+46) to (-23) is at 12V and pin #46 is not at 0V to 0.6V, check ECM programming.
Cranking allowed.
4V to 5V Pull up voltage from ECM w/key ON, engine OFF or running: trans
in gear or clutch up.
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The engine starting system is controlled by the Electronic Control Module (ECM). This is to prevent cranking
motor operation while the engine is running, causing damage to the starter pinion and ring gear. Input from the
clutch switch or transmission neutral switch. These switches prevent the cranking motor from being engaged
unless the transmission is in neutral or the clutch is depressed.
Start Relay – The engine starter relay controls the current to the starter motor. Turning the ignition key to the
start position supplies current to energize the relay at terminal 85. If the engine is not running and the driveline
is not engaged the ECM terminal 46 will enable the relay by supplying a ground circuit to terminal 85 of the
relay. With the relay closed current can then pass through the relay to terminals the cranking motor solenoid.
Before troubleshooting, inspect circuit connectors for pushed back, loose or damaged (spread or bent)
terminals, or wires with cut strands etc. Wires and connections must be free of damage or corrosion. When
some connectors corrode, a light white residue will be present that must be removed. Make certain that
the batteries are fully charged. Check battery cables and grounds for clean and tight connections free of
damage. Voltage readings will not be accurate if the batteries are not fully charged.
Clutch Switch – On vehicles equipped with a manual transmission, the clutch switch is used to supply a signal
to the ECM that indicates the driveline is disengaged. A 12V signal on the DDS circuit indicates that the clutch
is disengaged (clutch pedal down), a 0V signal indicates that the clutch is engaged (clutch pedal up).
Neutral Switch (Allison 2000 Series Transmissions) – On vehicles equipped with Allison LCT transmissions
(2000 series), the neutral position switch is used to supply switched power to the starter relay and provides
a signal to the ECM that indicates the driveline is disengaged. On vehicles programmed for Allison AT/MT
transmissions, a 12V signal on the DDS circuit indicates that the transmission is out of gear, a 0V signal
indicates that the transmission is in gear. When the transmission is in gear no power is available to the ECI
relay.
WTEC MD W/Auto Neutral - On vehicles equipped with Allison MD World Transmission Electronically
Controlled transmission (WTEC) w/optional Auto Neutral, the crank inhibit system has an additional relay that
inhibits cranking. The additional relay is used to inhibit cranking when the transmission is in auto neutral. PIN 6
of the transmission ECU controls 12 volts to pin 86 of the crank inhibit relay. When PIN 86 receives power
and the relay closes, IGN voltage is supplied to PIN 86 of the starter relay. PIN 26 of the ECM receives 12
volts from the WTEC Auto Neutral relay whenever the transmission is either shifted in neutral or auto neutral.
Without the additional relay the Driveline Disengagement input (PIN 26) would allow cranking in auto neutral.
Electronic Control Module (ECM) – When the ECM recognizes that the engine is not running and the
driveline is not engaged the ECM will ground terminal 46. This provides the current path for the Engine
Crank Inhibit relay to close when the Start switch is engaged or the starter button is depressed. When the
ECM recognizes that the engine is running or the driveline is engaged the ECM will open terminal 46. This will
prevent the Engine Crank Inhibit relay from closing thus preventing the starter motor from engaging.
Components of the ECI System are:
• Ignition Switch
• Push Button Start Switch (optional)
• Starter Relay
• Crank Motor and Solenoid
• Batteries and Cables
• Neutral Safety Switch (with Allison 2000 Series Transmissions)
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• Clutch Switch (with Manual Transmission)

• Crank Inhibit Relay (Allison MD WTEC w/Auto Neutral)
Figure 105 Cranking Circuits
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Figure 106 Cranking Circuit Connections with Manual Transmission
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Figure 107 Allison LCT Transmission Driveline Disengagement Input
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Figure 108 Driveline Disengagement Input WTEC MD or HD w/Auto Neutral
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Figure 109 Allison MD Transmission Driveline Disengagement Input
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ENGINE COOLANT LEVEL SYSTEM (ECL)

Signal Functions
Figure 110 Engine Coolant Level System Function Diagram
The purpose of the Engine Coolant Level monitoring system is to signal the driver of a low coolant situation.
Depending on the programming of the control module it is also capable of shutting off the engine to prevent
damage to the engine due to low coolant level.
Coolant Level Sensor
A magnetic switch type sensor is used and located in the plastic surge tank. The magnetic switch will be
open whenever the coolant level in the tank is full.
The ECM continuously monitors the ECL circuit for in-range faults. When an in-range fault is detected the
Diagnostic Trouble Code 236 will be set. The diagnostic Trouble Code will not cause the warning lamp to be
turned on. If the condition is intermittent, the code will be logged as an inactive code. The ECM can not
detect opens or shorts in the ECL circuit.
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Figure 111 Engine Coolant Level Sensor Circuit Diagram
Table 57 Engine Coolant Level System Diagnostics

All Tests Performed With Coolant Level Full, (plastic tank connector voltage checks)
Coolant Level Sensor connector (400) removed and ignition switch ON
A to gnd 5V ± 0.5 If <5V, open circuit 34B or defective ECM.
B to gnd 0V If > 0V, circuit 34G shorted to another circuit.
10 to -42 5V if full
Voltage should be > 4.3V w/ tank full. Voltage should be < 3.4V w/ tank empty
(use breakout box).
Connector Resistance Checks (coolant level sensor connector (400) removed, measure across sensor)
(A) to (B) >1k Low coolant, defective sensor or shorted sensor harness.
+10 to (A) <5 If >5 signal wire is open (with breakout box installed)
236 = ECM has detected an open or shorted circuit on the ECL circuit.
323 = The 5V circuit at pin 10 of the ECM has been pulled to ground indicating low coolant. Check cooling
system.
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The Engine Coolant Level sensor is used with the optional Engine Warning And Protection feature. The
purpose of the Coolant Level system is to monitor the level of the coolant in the surge tank to protect the
engine from damage due to engine operation when the coolant level is low. Since this is an optional feature,
the system functions by programming three way warning or three way engine shutdown in the control module.
In either mode when the feature has been enabled and the engine is running, the ECM will cause the red
ENGINE lamp to illuminate, an audible warning will sound, and cause the message OIL/WATER to be
displayed on the odometer. This occurs whenever the coolant level is below the level of the sender in the surge
tank. If the system is programmed for engine shut down, the ECM will cause the engine to stop running after
the coolant level has been depleted below the coolant level sensor and the programmed warning time has
expired. If the engine stops running in this condition, it can be restarted and run again for the warning time
period, provided it is capable of restarting.
Coolant Level Sensor
The coolant level sensor uses a floating ball with a magnet and magnetic switch. With the coolant level full, the
float will rise and the magnet will pull the level switch open. This will allow for 5V to be present at pin 10 of the
ECM. If the level should go low, the switch will close and pin 10 of the ECM would go to 0V. The ECM must be
programmed for a plastic tank for this coolant level switch to operate properly.
Programming
CAUTION – Be certain that the ECM is properly programmed for the use of a plastic surge tank.
Coolant level monitoring is a customer programmable feature that may be programmed by the EST using the
customer password. Coolant level feature is operational if programmed for three way warning or three way
shutdown, however, if not programmed for three way shut down at the factory it will not be possible to enable
the shutdown feature. Contact Tech Service or your International dealer to program this feature.
ECM: Engine Coolant Level Switch Circuit Diagnostic Trouble Code
Diagnostic Trouble Code 236 will be active when the ECM detects an in-range voltage error in the ECL circuit.
Probable causes for this condition are a high resistance connection or intermittent short to ground in the circuit.
An in-range Diagnostic Trouble Code will set when the ECM detects more than 3.4V but less than 4.3V at
PIN 10 of the Black ECM connector for 2.0 seconds.
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ECM: Engine Coolant Below Warning/Critical Level
Diagnostic Trouble Code 323 will be active when a low coolant situation is present and the EST will indicate
COOLANT LOW. After the coolant has been restored to proper levels, Diagnostic Trouble Code 323 will remain
as an inactive code and the ECM will log the engine hours and odometer reading at time of the occurrence.
Troubleshooting
Use the EST to monitor the coolant level on the data list or to retrieve Diagnostic Trouble Codes. Also prior
engine events can be retrieved from the Event Log using the EST. This will display the engine hours and
odometer reading at which the last two events happened.
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Figure 112 Surge Tank Circuit Diagram
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ECM SELF DIAGNOSTICS

Signal Functions
Figure 113 Electronic Control Module
The Electronic Control Module (ECM) monitors and controls engine/vehicle operation and performance,
enables vehicle features such as PTO and cruise control to function, communicates engine/vehicle information
to the instrument cluster, transmission (on vehicles equipped with electronically controlled transmissions) and
diagnostic/programming tools.
During normal operation, the ECM automatically performs diagnostic checks on itself and the electronic control
system. The ECM self tests include memory checks, programming checks as well as internal power supply
checks for power to the injectors. The ECM is capable of internal Diagnostic Trouble Code detection and
dependent on the severity of the problem, can provide Diagnostic Trouble Code management strategies to
allow limited engine/vehicle operation.
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ECM Self Diagnostics
Table 58 ECM Self Diagnostic Trouble Codes

DIAGNOSTIC TROUBLE CODE 111
ATA CODE: None
Condition No diagnostic trouble code conditions detected
Description:
Note: Can only determine if ECM has detected continuous diagnostic trouble codes detected during
an Output Circuit Check, diagnostic trouble codes generated during an On-Demand Test
such as Cylinder Contribution Tests can only be accessed by an EST diagnostic tool (EST)
Injector Drive Diagnostics
ATA CODE SID 254, FMI 6
Condition Injector Driver Circuit diagnostic trouble code
Description:
Symptoms: Possible hard start/no start or low power condition
Possible Shorted engine harness, injector harness or defective ECM.
Causes:
Actions: Perform injector harness checks in INJ circuit diagnostics, if no defects found, replace the
ECM and retest.
ECM Memory / Programming Diagnostics
ATA CODE SID 252, FMI 13
Condition EFRC/ECM, configuration mismatch.
Description:
Symptoms: Possible hard start no/start or low power condition.
Possible Wrong EFRC (Engine Family rating Code) selected for the ECM strategy programmed in
Causes: the module.
Actions: Check EFRC and verify that it matches the ECM strategy level. Reprogram the ECM or
change the EFRC as necessary.
ATA CODE: SID 253, FMI 1
Condition Manufacturing Defaults Selected.
Description:
Symptoms: Very low power (25 HP).
Possible Programmable parameters for the ECM were never programmed in module. (Most likely to
Causes: occur in new vehicle or new module).
Actions: Program programmable parameters.
Condition Engine using Field Default Rating.
Description:
Symptoms: Low power (lowest rating in engine class) and vehicle features not working.
Possible Programmable parameters for the ECM incorrectly programmed in module.
Causes:
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Table 58 ECM Self Diagnostic Trouble Codes (cont.)

Condition Invalid Engine Family Rating Code (EFRC).
Description:
Possible Wrong EFRC (Engine Family Rating Code) selected for the ECM strategy programmed
Causes: in the module.
Symptoms: Possible hard start/no start or low power condition.
Actions: Check the EFRC and verify that it matches the ECM strategy level. Reprogram the ECM or
change the EFRC as necessary.
Condition Field Defaults Active.
Description:
Symptoms: Low power (lowest rating in engine class) and vehicle features not functioning.
Possible Programmable parameters for the ECM incorrectly programmed in module.
Causes:
Condition Read Only Memory (ROM) Self Test diagnostic trouble code
Description:
Symptoms: No Start.
Possible Internal ECM problem.
Causes:
Actions: Replace the ECM.
ATA CODES: SID 254, FMI 12
Condition RAM Memory - CPU Self Test diagnostic trouble code.
Description:
Symptoms: No Start.
Causes:
Condition Programmable Parameter List Level Incompatible.
Description:
Possible No start or run in field defaults.
Causes:
Symptoms: Programming problem or internal ECM problem.
Actions: Attempt to program the ECM, if no help, replace the ECM.
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Table 58 ECM Self Diagnostic Trouble Codes (cont.)

Condition RAM Programmable Parameter List Corrupt.
Description:
Symptoms: No start or run in field defaults.
Causes:
Condition Calibration Level Incompatible.
Description:
Possible Programmable problem or internal ECM problem.
Causes:
Actions: Attempt to program the ECM, if no help replace the ECM.
Condition Programmable Parameter Memory Content Corrupt.
Description:
Causes:
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ELECTRONIC CONTROL MODULE POWER SUPPLY (ECM PWR)

Circuit Functions
Figure 114 Electronic Control Module Power Supply Diagram
The Electronic Control Module requires a 12V source of power in order to perform its functions. It receives this
operating power directly from the vehicle batteries via the ECM relay contacts each time the ignition key switch
is turned to the ON position. Turning the ignition key switch ON causes the ECM to provide an internal ground
to the coil side of the ECM relay. This causes the relay to close its contacts and provide the ECM with the
power necessary to perform its various functions.
The ECM internally monitors battery voltage. If the ECM continuously receives less than 6.5V or more than
18V a Diagnostic Trouble Code will be set. The Diagnostic Trouble Code will not cause the Warning lamp to
be turned ON. If the condition is intermittent, the code will be logged as an inactive code. The ECM will not
operate at voltages continuously below 6.5 or above 18V.
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Figure 115 ECM Power Supply Circuit
NOTE – Make sure batteries are fully charged and terminals are clean and tight.
Table 59 ECM PWR Circuit Diagnostics

Key On Engine Off - Voltage Checks at ECM Power Relay Socket (check with ECM relay removed
breakout tee installed, ignition key ON, engine OFF).
+Test Points Spec. Comments
85 to gnd 12V ± 1.5 Voltage present at all times. If no voltage, check ground and power circuits from
chassis connections.
30 to gnd 12V ± 1.5 Voltage present at all times. If no voltage, check ground and power circuits to
battery circuits.
86 to gnd 0 to 0.25V No voltage expected.
87 to gnd 0V No voltage present when relay is removed.
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Table 59 ECM PWR Circuit Diagnostics (cont.)

Key ON Engine OFF - Voltage Checks at ECM (check with breakout box installed, ECM power relay
installed, and ignition key ON).
24 to gnd 12V ± 1.5 Power from ignition switch to ECM.
21 to gnd 12V ± 1.5 Power from relay to ECM
25 to gnd 0.6 to 2V ECM grounds relay through internal transistor. Expect 1.2V with Key ON.
1 to gnd 0V Ground - voltage reading indicates poor ground to battery.
Circuit Resistance Checks (check with breakout box installed, ECM power relay installed and ignition
key OFF).
1, 2, 23, 42 to <5 Resistance from ECM grounds to battery grounds.
gnd
F11 to 25 60 - 120 Measure resistance across relay coil - Remove fuse F11 to test.
30 to B+ <5 Power from battery to relay (remove relay to test & test at location 30 in relay
socket).
112 = Internal ECM voltage was detected above 18V.
113 = Internal ECM voltage was detected below 6.5V.
626 = ECM detected intermittent power loss through ECM relay.
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Refer to ECM Power and Ground System Circuit Diagram for the following discussion (See Figure 116,
page 242).
The Electronic Control Module (ECM) receives its power directly from the vehicle batteries when the ECM
power relay is energized. This allows maximum power transfer from the batteries to the ECM with a minimum
amount of power loss. The wire harness that supplies the ECM power is fused at the battery to protect it
from short circuits.
When the key switch is turned ON, ignition power from fuse in the Power Distribution Center (5 A) is supplied to
Pin 24 of the ECM through the engine dash connector. This indicates to the ECM that the ignition switch is
ON and it is time to enable the ECM power relay.
Power to the ECM Power Relay control coil (terminal 85) is provided by circuit 97CT from the battery feed
stud through the engine dash connector. The ECM will enable the ECM power relay by completing the ground
circuit (internally) for the relay at ECM pin 25.
When the ECM Power Relay is enabled power at terminal 30 from the vehicle batteries is switched directly to
the ECM from terminal 87 of the relay to pins 21, 22 and 41 of the ECM. The vehicle battery power for this relay
to switch is supplied directly from the battery through connectors 4105, 6323, 9261, and the ECM feed fuse.
ECM Diagnostics
If the ECM detects more than 18V at pins 21, 22 and 41 it will set Diagnostic Trouble Code 112. A voltage of
less than 6.5V detected by the ECM will set Diagnostic Trouble Code 113. The ECM is capable of detecting an
intermittent interruption of power or ground circuits. Diagnostic Trouble Code 626 will be set indicating an
unexpected reset has occurred.
ECM: Internal voltage power Out of Range HIGH
Diagnostic Trouble Code 112 can be caused by:
1. Defective alternator causing an alternator output voltage in excess of 18V.
2. Additional voltage provided while attempting to jump start engine or improper external battery connections
that could cause the voltage increase.
If the condition causing code 112 is intermittent, the code will change from active to inactive status. Diagnostic
Trouble Code 112 will not cause the amber ENGINE lamp to turn ON.
ECM: Internal voltage power Out of Range LOW
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Diagnostic Trouble Code 113 can be caused by consistently less than 6.5V being applied to ECM pins 21, 22
and 41. This can be caused by a defective alternator, ECM power relay, discharged batteries, and/or increased
resistance in the battery feed circuits. Diagnostic Trouble Code 113 will not turn the amber ENGINE lamp ON.
If the condition causing Diagnostic Trouble Code 113 to set is an intermittent condition when the condition is no
longer present, the code status will go from active to inactive.
ECM: Unexpected Reset Diagnostic Trouble Code
Any time power is interrupted to the ECM due to intermittent power feed circuits caused by loose or dirty
connections at the batteries or at ground cables, the ECM may "power down." When the power or ground
circuit becomes intact again the ECM will "reboot" itself. This may cause erratic engine operation. Diagnostic
Trouble Code 626 will be set anytime the flow of power is interrupted to the ECM. Turning the ignition key OFF
and then ON again causes the code to change from active to inactive status. Diagnostic Trouble Code 626 will
not cause the amber ENGINE lamp to illuminate.
Troubleshooting
If either Diagnostic Trouble Code 112 or 113 is active, see S08250 - Electrical Troubleshooting Guide -
4200/4300/4400. If Diagnostic Trouble Code 626 is active, the voltage at pins 21, 22 and 41 of the ECM should
be monitored while looking for an intermittent connection in the power feed wiring. The EST may be used to
indicate Diagnostic Trouble Codes to display the VIGN voltage that the ECM measures to Pin 24.
Figure 116 ECM Power and Ground System Circuit Diagram
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ENGINE COOLANT TEMPERATURE SENSOR (ECT)

Signal Functions
Figure 117 Engine Coolant Temperature Sensor Function Diagram
The Engine Coolant Temperature (ECT) sensor is a thermistor type sensor that changes resistance when
exposed to changes in coolant temperature. When interfaced with the ECM it produces a 0 to 5V analog
signal that indicates coolant temperature.
Coolant Temperature Compensation - At coolant temperatures greater than 225 F (107 C) full load fuel
quantity is reduced by approximately 6% for each degree of temperature ( C), until engine temperature reaches
229 F (110 C). Above 229 F (110 C) fuel is reduced by 3% for each C increase in temperature.
Idle Speed - At temperatures below 158 F (70 C), low idle is incrementally increased to a maximum of 875 rpm.
Engine Warning and Protection - Optional feature when enabled will the warn driver of overheat condition
and can be programmed to shut the engine down.
When ECT signal voltage is detected Out of Range HIGH or Out of Range LOW the ECM will ignore the ECT
signal and assume an engine coolant temperature of -29 F (-34 C) for starting and a temperature of 180 F
(82 C) for engine running conditions. The amber ENGINE lamp will also be illuminated as long as the fault
exists with the odometer displaying the message WARN ENG.
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Figure 118 Engine Coolant Temperature Sensor Circuit Diagram using a Breakout Tee
Table 60 ECT Sensor Tests Using Master Diagnostics

Engine Coolant Temperature (ECT) Sensor Voltage Checks (check with key-ON engine-OFF)
Install the 2 wire breakout tee between the ECT sensor and harness connector. View ECT VOLTAGE using the
Continuous Monitor test found under the diagnostics menu in MASTER DIAGNOSTICS. If the circuit has an
active fault according to the voltage level (Code 114 <0.127V, Code 115 >4.6V), complete the following steps.
Voltage
Sensor Disconnected >4.6 V Voltage <4.6, inspect the signal circuit for short to ground.
Standard jumper installed 0V If voltage is >0.127, check ground and signal circuits for an open or
between the GREEN and high resistance. Measure resistance from PIN A to PIN 19, and from
BLACK pins of the PIN B to PIN 13 (spec. <5 ) using a breakout box to determine if
breakout tee the resistance is in the harness.
0.5 k jumper installed <1.0V If voltage is >1.0V, check signal circuit for a short to VREF, B+, or
between the GREEN another sensor’s signal voltage.
and BLACK pins of the
breakout tee
Replace the sensor if the code is active and the expected results are obtained with all the sensor tests.
The sensor is not at fault if one or more of the sensor tests does not produce the expected results.
See ECT Sensor Troubleshooting Flowchart (See Figure 119, page 250).
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Table 60 ECT Sensor Tests Using Master Diagnostics (cont.)

Operational Voltage Checks
MD Voltage: (+) # 13 to Spec. (check with breakout tee installed, key-ON)
(–) #19
Voltage Temp F Temp C Sensor Resistance
0.356V 230 110 1.19 k
3.87V 32 0 69.2 k
4.33V –5 – 20 131 k
114 = Signal voltage was <0.127 volts for more than 0.1sec.
115 = Signal voltage was >4.6 volts for more than 0.1sec.
316 = Engine temperature has not warmed above specification after 120 min. of operation (only with engines
with cold ambient protection turned on).
321 = Engine Coolant Temperature above WARN level 228 F (109 C).
322 = Engine Coolant Temperature above Critical level 234 F (112.5 C).
325 = Coolant Temperature Compensation enabled reduces fuel quantity 6% per 1 C above 225 F (107 C).
Table 61 ECT Sensor Circuit Specifications (See Figure 118, page 245)
Connector Voltage Checks (check with sensor disconnected from harness, ignition key ON)
B to gnd 4.6 – 5.0V Pull up voltage, if no voltage or low voltage, circuit is open or has
high resistance or short to ground.
A to gnd 0 – 0.25V Voltage >0.25V, wire shorted to Vref or B+
Connector Checks To Chassis Ground (check with sensor connector disconnected, positive battery cable
disconnected, and key OFF)
A to gnd <5 >5 indicates circuit is open
B to gnd >1k <1k this indicates a short to ground
Harness Resistance Checks (check with breakout box installed on chassis side only)
19 to A <5 75 indicates ground wire open
13 to B <5 75 indicates signal wire open
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Function
The International engine control system includes an Engine Coolant Temperature sensor (ECT). The ECM
measures the Engine Coolant Temperature signal and uses this information for Coolant Temperature
Compensation and optional high temperature warning and shut down systems.
Coolant Temperature Compensation is used to protect the engine if the coolant temperature is too high. The
ECM monitors the ECT signal to determine coolant temperature. If the coolant reaches 225 F (107 C), the
ECM will reduce the fuel delivery by 6% for each degree (Celsius) of temperature increase. If the coolant
temperature increases to 229 F (110 C), fuel quantity will be reduced 3% for each degree (Celsius) of
temperature increase. Coolant Temperature Compensation can be programmed to be inoperative in certain
applications where full engine performance is required over the protection of the engine.
On engines equipped with an engine warning system, the ECM will activate the audible warning alarm and
illuminate the red ENGINE lamp and cause the message OIL/WATER to be displayed on the odometer when
the engine coolant temperature reaches 228 F (109 C).
On engines equipped with an engine shut down system, the ECM will shut the engine off when the coolant
temperature reaches 235 F (113 C). The vehicle operator may restart the engine by turning the ignition key
OFF and then restarting it. Upon restart, the ECM will allow the engine to run for an additional 30 seconds,
before shutting off the engine again.
Operation
The Engine Coolant temperature sensor is a thermistor type sensor which changes resistance when exposed
to different temperatures.
When the temperature of the coolant is decreased, the resistance of the thermistor increases which causes the
signal voltage to increase. As the temperature of the coolant is increased the resistance of the thermistor
decreases, which causes the signal voltage to decrease.
The ECT sensor is supplied a regulated 5V reference voltage from the ECM. The sensor is grounded at
terminal A through the signal return terminal at the ECM. As the coolant temperature increases or decreases,
the sensor changes resistance and provides the ECM with the coolant temperature signal voltage at the ECM.
This signal voltage is then read by the ECM to determine the temperature of the coolant.
ECM Diagnostics
With the ignition key ON, the ECM continuously monitors the ECT circuit to determine if the voltage signal is
within the expected range. If the signal voltage is higher or lower than expected the ECM will set a Diagnostic
Trouble Code.
If the ECM detects a fault in the ECT circuit, the ECM will disregard the signal and default to a temperature
of 180 F (82 C) for engine running operation and -29 F (-34 C) for starting the engine. If the fault is no
longer present, it will be stored as an Inactive code and the ECM will return to normal operation using the
ECT signal for processing.
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ECT: Out of Range LOW
WARN ENG.
An Out of Range LOW code will be set if the ECM detects a voltage less than 0.127V for more than 0.1
seconds. If this Diagnostic Trouble Code is Active, the ECM will use the default value of 180 F (82 C).
Diagnostic Trouble Code 114 may be caused by a short to ground or a shorted or biased sensor.
ECT: Out of Range HIGH
WARN ENG.
An Out of Range HIGH code will be set if the ECM detects a voltage greater than 4.6V for more than 0.1
seconds. If this fault is Active, the ECM will use the default value of 180 F (82 C).
Diagnostic Trouble Code 115 may be caused by an open circuit, an open sensor, or a short to another voltage
source.
Engine Coolant Temperature Above Warning Level
Diagnostic Trouble Code 321 will be set if the ECM detects engine coolant temperature above 228 F (109 C).
When this occurs, the ECM illuminates the red ENGINE lamp, sounds an audible alarm and causes the
message OIL/WATER to be displayed on the odometer (if engine protection enabled), alerting the operator
that a potential for engine damage exists.
If the temperature drops below 225 F (107 C), the code will become inactive and the ECM will return to
normal operation.
Engine Coolant Temperature Above Critical Level
Diagnostic Trouble Code 322 will be set if the ECM detects engine coolant temperature above 235 F (112.5 C).
When this occurs, the red ENGINE lamp illuminates, causing the message OIL/WATER to be displayed on the
odometer, and an audible warning (if engine protection enabled), alerting the operator that the temperature is
increasing (having set code 321) indicating a potential for engine damage. With code 322 active, the engine
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will shut down. At the same time a Diagnostic Trouble Code, current engine hours and odometer reading
will be recorded in the ECM as an Engine Event.
If the temperature drops below 235 F (112.5 C), the code will become inactive and the ECM will return to
normal operation. Should the engine shut down, it can be restarted to move the vehicle to a safe place.
Power reduced or matched to cooling system performance
Diagnostic Trouble Code 325 will be set if the cooling system temperature exceeds 225 F (107 C). At this
temperature the ECM will reduce the fuel delivered to the engine. For each one Celsius degree of temperature
the fuel will be reduced 6%. This reduces the heat produced by the engine thereby reducing the burden on
the engine cooling system. It will also slow the vehicle speed encouraging the operator to downshift, thus
increasing the efficiency of the cooling system.
As the temperature is reduced the compensation level is reduced until the temperature drops below 225 F
(107 C) at which normal operation is resumed.
CAP Diagnostic Trouble Code - Unable to warm engine
Diagnostic Trouble Code 316 will only be set with engines that have CAP (Cold Ambient Protection) strategy
enabled. This code is set after the engine has run for greater than 120 minutes and has not exceeded the
following specifications for engine coolant temperature. This code can be cleared with the EST diagnostic tool.
DT 466 / DT 530
Manual Transmission 142 F (61 C)
Automatic Transmission 106 F (41 C)
NOTE – This code only indicates that the engine has not been able to reach operating temperature. It
does not indicate an electronic fault.
Table 62 Possible System Faults and Recommended Actions for ECT Sensor Problems
Recommended Actions:
Condition Action
Recommend to customer to reduce idle time or
Extended idle time
increase idle speed
Cold ambient temperatures (may require use of winter
Recommend use of winter front
front)
Thermostat stuck in open position Perform thermostat tests per service manual
Incorrect coolant hose routing (thermostat bypassed) Verify correct cooling system routing
Reduce flow to heater cores or slow down fan speed
Auxiliary heater cores cooling off engine
of heater
Fan clutch locked on Verify proper fan clutch operation
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Figure 119 Engine Coolant Temperature Sensor Troubleshooting Flowchart
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ENGINE FAN CONTROL (EFN)

Signal Functions
Figure 120 Engine Fan Control Function Diagram
The purpose of the Engine Fan Control is to provide ON/OFF control of the engine cooling system fan and to
provide a load for vehicle retarding when required. The strategy in the ECM that controls the Fan solenoid
monitors engine coolant temperature, intake air temperature, engine mode selection (engine in an operating
mode or diagnostic mode) and the programmable limits and settings programmed in the ECM. Engine fan is
accessible with the EST diagnostic tool and it can be programmed according to the following list:
1. Disabled (OFF)
2. Coolant temperature activation and AC demand
3. Coolant temperature activation and Retarder Operation
An open or short to ground in the EFN circuitry can be detected by the ECM during an “On Demand" Engine
Standard Test by the technician. IAT and ECT are monitored on a continuous basis. If a Diagnostic Trouble
Code is detected, in either circuit, the EFN control is disabled and the engine fan is on all the time.
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Figure 121 Engine Fan Control Circuit Diagram
Table 63 Engine Fan Control Diagnostics

Key ON Engine Off - Voltage Checks at EFN Connector (solenoid disconnected, key ON)
+Test Points- Spec. Comments
A to gnd 12V±1.5 Power should be available with key on, check fuse and/or circuit or open/shorts
B to gnd 0V If voltage present, check for short to power
Circuit Resistance Checks (check with EFN solenoid and battery positive cable disconnected, breakout box
installed & ignition key OFF)
8 to B <5 If >5 , check for open circuit
F1-H1 to A <5 If >5 , check for open circuit
8 to gnd >1k If <1k , check for short to ground
A to gnd >1k If <1k , check for short to ground, check with fuse removed
Operational Checks (check with EFN solenoid connected and breakout box installed)
NOTE – This test should be done only when there are no ECT or IAT DTC’s present. Voltage will change
from 12V to 0V when fan is turned on by using the Output State Test.
8 to 19 0V Solenoid energized (ON) - fan OFF
8 to 19 12V Solenoid de-energized (OFF) - fan ON
NOTE – Normal fan ON temperature is 212 F (100 C). Normal fan OFF temperature is 207.5 F (97.5 C).
246 = The Engine Fan Control relay failed the output check during a Key ON engine OFF Standard Test.
NOTE – For test purposes, EFN solenoid can be turned ON/OFF through the Output State Test.
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Function
The purpose of the Engine Fan Control is to provide the proper logic to determine when the Fan should be
turned on or off by energizing/de-energizing the fan drive solenoid. The purpose of the engine fan is to allow
a higher air flow for heat exchange between the radiator and the ambient air when needed. In addition, the
engine fan may be used as a vehicle retarding device.
Engine Fan Control: This parameter indicates to the on-board electronics whether or not the truck has
the electronic engine fan control feature.
AC Fan Activation: This feature will allow fan activation though the ECM when requested through the ESC
during AC operation.
Disable: Feature is turned off at all times.
Coolant Temp Activation Only: Feature will allow fan activation based on coolant temperature only.
Coolant Temp Activation and as Retarder: Feature will allow fan activation based on coolant temperature or
as a vehicle retarding device.
Fan On Temperature: This parameter indicates the coolant temperature that the fan will be electronically
activated.
Fan Off Temperature: This parameter indicates the coolant temperature that the fan will be electronically
deactivated.
Engine Fan Control OCC Self Test Failed
Diagnostic Trouble Code 246 is set only during the Key On Engine Off Standard test. During this test the ECM
performs an output circuit test that momentarily enables the EFN solenoid and measures the voltage drop
across the solenoid. Refer to Fan Wiring Circuit Diagram (See Figure 122, page 255).
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Figure 122 Engine Fan Circuit Diagram
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ENGINE OIL PRESSURE SENSOR (EOP)

Signal Functions
Figure 123 Engine Oil Pressure Sensor Function Diagram
The Engine Oil Pressure (EOP) sensor is a variable capacitance sensor. The ECM applies a 5V reference
signal to this sensor and it produces a linear analog voltage signal that indicates engine oil pressure.
Engine Warning and Protection - An optional feature which, when enabled, will warn the driver of a low
engine oil pressure condition and can be programmed to shut the engine down.
Instrument Cluster Display - The ECM transmits sensed engine oil pressure information on the drive train
data link which is for display on the instrument cluster.
When EOP signal voltage is detected Out of Range HIGH or Out of Range LOW the ECM will cause the engine
to ignore the EOP signal and disable Engine Warning and Protection.
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Figure 124 Engine Oil Pressure (EOP) Sensor Circuit Diagram using a Breakout Tee
Table 64 Engine Oil Pressure Sensor Tests Using Master Diagnostics

Engine Oil Pressure (EOP) Sensor Voltage Checks (check with key-ON engine-OFF)
Install the 3 wire breakout tee between the EOP sensor and harness connector. View EOP VOLTAGE using
the Continuous Monitor test found under the diagnostics menu in MASTER DIAGNOSTICS. If the circuit
has an active fault according to the voltage level (Code 211 < 0.039V, Code 212 >4.9V, Code 225 >1.49V),
complete the following steps.
Expected
Test Condition Comments
Voltage
Sensor 0V Voltage > 0.039V, inspect the signal circuit for short to VREF or B+.
Disconnected
Measure voltage 5V ± 0.5 If voltage is > 5.5V, check VREF for short to B+. If voltage is < 4.5V, check
from PIN B to gnd VREF circuit for open or short to ground.
using a DMM.
0.5 k jumper 5V If voltage is < 4.9V, check signal circuit for open or short to ground. Remove
installed between positive battery cable. Measure resistance from PIN C to Ground (spec
the GREEN and >1 k ) and from PIN C to PIN 14 (spec < 5 ) using a breakout box to
BLUE pins of the determine if short to ground or open is in the harness.
breakout tee.
Standard jumper 0V If voltage is > 0.039V, check ground circuit for resistance. Measure
installed between resistance between PIN A and PIN 19 (spec < 5 ) using a breakout box to
the BLUE, GREEN, determine if resistance is in the harness.
and BLACK pins of
the breakout tee.
results. See EOP Sensor Troubleshooting Flowchart (See Figure 125, page 262)
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Table 64 Engine Oil Pressure Sensor Tests Using Master Diagnostics (cont.)
Operational Signal Checks (compare voltage reading at breakout tee with
MD Voltage: (+)14 to (-)19
voltage and psi displayed on Master Diagnostics)
Voltage psig kPa Comments
0.89V 5 34
1.15V 10 69
Pressure will vary with engine speed and temperature
2.40V 35 241
3.61V 60 414
211 = Signal voltage was <0.039 volts for more than 0.1sec.
212 = Signal voltage was >4.9 volts for more than 0.1sec.
225 = Eng. oil press. was sensed >15 psi with the ignition key ON, engine OFF.
313 = Eng. oil press. <5 psi (34 kPa)@700 rpm or 10 psi (69 kPa)@1400 rpm or 20 psi (138 kPa)@2000 rpm.
314 = Eng. oil press. <2 psi (14 kPa)@700 rpm or 5 psi (34 kPa)@1400 rpm or 12 psi (83 kPa)@2000 rpm.
Table 65 EOP Sensor Circuit Specifications (See Figure 124, page 257)
Connector Voltage Checks (check with sensor connector disconnected and ignition key ON)
A to gnd 0V Signal ground no voltage expected
VREF check with key ON, if voltage is not within spec., check for open or short
B to gnd 5V ± 0.5
to ground
C to gnd <0.25V If > 0.25V, signal ground wire is shorted to VREF or battery
Connector Checks to Chassis Ground (check with sensor connector disconnected, positive battery cable
disconnected & ignition key OFF)
A to gnd <5 Resistance to chassis ground, check with key off, if >5 the circuit is open
B to gnd >500 Resistance <500 indicates a short to ground
C to gnd >1k Resistance < 1k indicates a short to ground
Harness Resistance Checks (check with breakout box installed on engine harness only)
19 to A <5 >5 indicates ground wire is open
40 to B <5 >5 indicates VREF wire is open
14 to C <5 >5 indicates signal wire is open
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Function
The Engine Oil Pressure sensor (EOP) is standard in the International engine control system. Engine
Shutdown and Protection is an option that can be ordered with the vehicle or activated at the dealer.
The ECM measures the EOP signal to monitor the oil pressure during engine operation. If the oil pressure
drops below 5.0 psi (34 kPa) @ 700 rpm or 10.0 psi (69 kPa) @ 1400 rpm or 20.0 psi (138 kPa) @ 2000 rpm,
the ECM will illuminate the red ENGINE lamp, sound an audible alarm, and cause the message OIL/WATER
to be displayed on the odometer. If the vehicle is equipped with the Engine Shutdown system and the oil
pressure drops to 2.0 psi (14 kPa) @ 700 rpm or 5.0 psi (34 kPa) @ 1400 rpm or 12.0 psi (83 kPa) @ 2000
rpm, the ECM will shut the engine off.
Operation
The Engine Oil Pressure sensor is a variable capacitance sensor located on the engine crankcase that
produces a linear analog voltage signal output. The EOP sensor is supplied 5V from ECM PIN 40 to terminal B
of the sensor. A return circuit (ground) is supplied from ECM pin 19 to terminal A of the sensor. Pressure
applied to the EOP sensor changes the capacitance of the sensor, which varies the signal voltage sent to the
ECM PIN 14. As oil pressure increases, the voltage signal increases.
ECM Diagnostics
The ECM continuously monitors the signal from the EOP sensor to ensure that the signal is within the correct
operating range. If the signal voltage is higher or lower than expected, the ECM will set a Diagnostic Trouble
Code. If the ignition key is shut off, the code will be stored as an inactive code.
During engine operation, the ECM also monitors the engine speed signal. It compares the expected oil pressure
specification versus engine speed. If the ECM detects that the oil pressure is low for a given engine speed, the
ECM will set a Diagnostic Trouble Code. If the pressure is lower than the "critical" level, the ECM will record a
Diagnostic Trouble Code. The ECM will automatically record this as a low oil pressure "Event" which is stored
in the ECM memory and cannot be erased using the EST. This becomes a record of operation of the engine.
Engine Oil Pressure signal Out of Range LOW
WARN ENG.
An Out Of Range LOW code will be set if the ECM detects a voltage less than 0.039V for more than 0.1
second. If this Diagnostic Trouble Code is set, the ECM will ignore the EOP signal and continue to operate
normally. Diagnostic Trouble Code 211 may be caused by an open or shorted VREF feed, open to ground signal
circuit, or a defective sensor.
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Engine Oil Pressure signal Out of Range HIGH
WARN ENG.
An Out Of Range HIGH code will be set if the ECM detects a voltage more than 4.9V for more than 0.1
seconds. If this Diagnostic Trouble Code is set, the ECM will ignore the EOP signal and continue to operate
normally. Diagnostic Trouble Code 212 may be caused by an open signal return circuit, a short to a voltage
source or a defective sensor.
Engine Oil Pressure signal In Range
WARN ENG.
Diagnostic Trouble Code 225 will be set if the ECM detects an EOP signal voltage higher than expected with
the key on and the engine off (a signal that indicates 15 psi). If the ECM detects this fault, it will ignore the EOP
signal. This code most likely will be set, because of a defective EOP sensor or a biased circuit.
Engine Oil Pressure Below Warning Level
Diagnostic Trouble Code 313 indicates that the oil pressure has dropped below the warning level. The
specification for the warning level is 5.0 psi (34 kPa) @ 700 rpm or 10.0 psi (69 kPa) @ 1400 rpm or 20.0 psi
(138 kPa) @ 2000 rpm.
Diagnostic Trouble Code 313 may be caused by a defective sensor sending an incorrect signal. To confirm
this, compare actual oil pressure (with a mechanical gauge) to the reading on the data list of the EST. Low oil
pressure due to defective mechanical components will also set this code.
NOTE – It may be possible to set this code at start-up, especially if the oil was just changed, or after a
rebuild until the oil system is primed.
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Engine Oil Pressure Below Critical Level
If Diagnostic Trouble Code 314 is set, this indicates that the oil pressure has dropped below the critical
level. The specification for the critical level is 2.0 psi (14 kPa) @ 700 rpm or 5.0 psi (34 kPa) @ 1400 rpm or
12.0 psi (83 kPa) @ 2000 rpm.
Diagnostic Trouble Code 314 may be caused by a defective sensor sending an incorrect signal. To confirm
this, compare actual oil pressure (with a mechanical gauge) to the reading on the data list of the EST. Low oil
pressure due to defective mechanical components will also set this code.
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Figure 125 Engine Oil Pressure Sensor Troubleshooting Flowchart
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ENGINE OIL TEMPERATURE SENSOR (EOT)

Signal Functions
Figure 126 Engine Oil Temperature Sensor Function Diagram
The Engine Oil Temperature (EOT) sensor is a thermistor type sensor that has a variable resistance which
changes when exposed to different temperatures. When interfaced with the ECM, it produces a 0 to 5V
analog signal that indicates temperature.
Cranking Fuel Quantity/Timing Control - The EOT signal is used to determine the timing and quantity of fuel
required to optimize starting over all temperature conditions.
Temperature Compensation - Fuel quantity and timing is controlled throughout the total operating range
to compensate for oil viscosity changes due to temperature variations and insure that adequate torque and
power is available.
When EOT signal voltage is detected Out of Range HIGH or Out of Range LOW the ECM will ignore the
EOT signal and default to the engine coolant temperature (ECT) sensor. The amber ENGINE lamp will be
illuminated as long as the fault condition exists with the odometer displaying WARN ENG. If both the EOT and
ECT sensors are not functioning, the ECM will assume a 212 F (100 C) value for engine oil temperature.
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Figure 127 Engine Oil Temperature Sensor Circuit Diagram using a Breakout Tee
Table 66 EOT Sensor Voltage Checks Using Master Diagnostics

Engine Oil Temperature (EOT) Sensor Voltage Checks (check with key-ON engine-OFF)
Install the 2 wire breakout tee between the EOT sensor and harness connector. View EOT VOLTAGE using the
active fault according to the voltage level (Code 311= < 0.2V, Code 312 =>4.78V), complete the following steps.
Voltage
Sensor > 4.78V Voltage <4.78V, inspect the signal circuit for short to ground.
Disconnected
Standard jumper 0V If voltage is >0.2, check ground and signal circuits for an open or high
installed between resistance. Measure resistance from PIN A to PIN 19, and from PIN B to
the GREEN and PIN 12 (spec. =<5 ) using a breakout box to determine if the resistance is
BLACK pins of the in the harness.
breakout tee
0.5 k jumper < 1.0 V If voltage is > 1.0V, check signal circuit for a short to VREF, B+, or another
installed between sensor’s signal voltage.
the GREEN and
BLACK pins of the
breakout tee
See EOT Sensor Troubleshooting Flowchart (See Figure 128, page 269) .
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Table 66 EOT Sensor Voltage Checks Using Master Diagnostics (cont.)

Operational Signal Checks (check with breakout tee installed in-line
MD Voltage: (+) #12 to (-) #19
with the sensor)
Oil Temp F Temp C Resistance Volts @ Resistance
32 0 91.1k 4.348V
68 20 35.5 k 3.782V
212 100 2.0 k 0.819V
311 = Signal voltage was <0.2 volts for more than 0.1 sec.
312 = Signal voltage was >4.78 volts for more than 0.1 sec.
Table 67 EOT Circuit Specifications (See Figure 127, page 265)

Pull up voltage, if low or no voltage, circuit has open or high resistance or short
B to gnd 4.8V to 5.0V
to ground
A to gnd 0V to 0.25V If > 0.25V, signal ground wire is shorted to VREF or battery
Connector Checks to Chassis Ground (check with sensor connector disconnected, ignition key OFF
& positive battery cable disconnected)
A to gnd <5 Resistance to chassis ground, check with key OFF, if > 5 check for open
B to gnd >1k Resistance < 1k indicates a short to ground
12 to B <5 >5 indicates signal wire is open
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Function
The International engine control system includes an Engine Oil Temperature (EOT) sensor. The ECM
monitors engine oil temperature via the EOT sensor signal to control fuel quantity and timing throughout the
operating range of the engine. The EOT signal allows the ECM to compensate for oil viscosity variations due
to temperature changes in the operating environment. This insures that adequate power and torque are
available under all operating conditions.
Operation
The Engine Oil Temperature Sensor is a thermistor type sensor that changes resistance when exposed to
the oil operating temperatures.
When the temperature of the oil is decreased the resistance of the thermistor increases which causes
the signal voltage to increase. As the temperature of the oil is increased, the resistance of the thermistor
decreases, causing the signal voltage to decrease.
The EOT sensor is supplied a regulated 5V reference signal at terminal B from the ECM. A return circuit
(ground) is supplied at terminal A from the ECM. As the oil temperature increases or decreases, the sensor
changes resistance and provides the ECM with the oil temperature signal voltage. This signal voltage is then
read by the ECM to determine the temperature of the oil.
ECM Diagnostics
With the ignition key ON, the ECM continuously monitors the EOT signal to determine if it is within expected
values. If the signal voltage is above or below the expected levels, the ECM will set a Diagnostic Trouble Code.
If the ECM detects a fault, it will use the value of the Engine Coolant Temperature signal, in place of the EOT
signal. If the ECT sensor has a fault, the ECM will default to 29 F (-1.7 C) for starting, or 212 F (100 C) for
engine running operation. If the ignition key is shut off, the code will become inactive. EOT codes will cause
the ECM to illuminate the amber ENGINE lamp and cause the odometer to display the message WARN ENG.
EOT Diagnostic Trouble Codes can be retrieved using the Electronic Service Tool (EST) or by reading the
Diagnostic Trouble Code flashes from the amber and red ENGINE lamps, see page 70.
Engine Oil Temperature signal Out of Range LOW
WARN ENG.
Diagnostic Trouble Code 311 Out of Range LOW, will be set if the signal voltage was less than 0.2V for more
than 0.1 seconds. If this code is set, the ECM will default to ECT temperature or a default value of -4 F (-20 C)
for starting or 212 F (100 C) for engine running operation.
Diagnostic Trouble Code 311 may be set due to a short to ground in the signal circuit or a defective sensor.
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Engine Oil Temperature signal Out of Range HIGH
WARN ENG.
Diagnostic Trouble Code 312 Out of Range HIGH, will be set if the signal voltage is more than 4.8V for more
than 0.1 seconds. If this code is set, the ECM will default to an EOT value of -4 F (-20 C) for starting or
212 F (100 C) for engine running operation.
Diagnostic Trouble Code 312 may be set due to an open signal circuit between the ECM and the sensor or a
short to a voltage source. A defective sensor may also cause code 312 to be set.
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Figure 128 Engine Oil Temperature Sensor Troubleshooting Flowchart
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ELECTRONIC PRESSURE GOVERNOR (EPG)

Signal Functions
Figure 129 Electronic Pressure Governor Function Diagram
The Electronic Pressure Governor (EPG) is an optional feature used for closed loop control of hydraulic
pressure based on an external hydraulic pressure input and a programmable desired hydraulic pressure. This
feature is targeted for fluid delivery pumps, especially fire truck applications.
The EPG feature is active when no EPG (pressure sensor) Diagnostic Trouble Code exists, the driveline is in
its proper state (which is dependent on the type of pump used), the vehicle is stationary and its corresponding
programmable parameter is turned on.
Diagnostic Trouble Code Detection / Management
If the ECM detects an Out of Range HIGH or LOW condition in the EPG circuit, it will set a Diagnostic
Trouble Code and disable EPG operation. The system will drop to idle speed with all control presets reset
to standby conditions.
The ECM also monitors hydraulic pressure, engine speed and the status of the EPG select switch. If pressure
loss is detected (also referred to as steady state error) the EPG feature is turned off and a corresponding
Diagnostic Trouble Code is set. The system will drop to idle speed with all control presets reset to standby
conditions.
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Figure 130 Electronic Pressure Governor Circuit Diagram
Table 68 Electronic Pressure Governor Diagnostics

Sensor Connector Voltage Checks (check with sensor connector disconnected and ignition key ON)
A to gnd 0V Signal ground no voltage expected
B to gnd 5V ± 0.5 VREF check with key ON, if voltage not in specs, see VREF circuit
C to gnd <0.25V If > 0.25V, signal wire is shorted to VREF or battery
Sensor Connector Checks to Chassis Ground (check with sensor connector disconnected, positive battery
cable disconnected & ignition key OFF)
A to gnd <5 Resistance to chassis ground, check with key off, if > than 5 the circuit is open
C to gnd >1k Resistance < 1k indicates a short to ground
5 to B <5 >5 indicates VREF wire is open
13 to C <5 >5 indicates signal wire is open
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Table 68 Electronic Pressure Governor Diagnostics (cont.)

Test Points Switch / Lamp State
4 to gnd 12V = EPG enabled, 0V = EPG disabled
9 to gnd 12V = auxiliary on, 0V = driveline
49 to gnd 0V = auxiliary on, 12V = driveline
216 = Signal voltage was <0.039V for more than 0.1 sec.
226 = Signal voltage was >4.9V for more than 0.1 sec.
336 = Hydraulic pressure unable to achieve commanded set point (cavitation protection).
When the EPG feature is first initiated, the desired hydraulic pressure is ramped up at a programmable ramp
rate. The limited desired pressure (set point) is then used along with the actual hydraulic pressure signal
(feedback) to control desired engine speed required to achieve the desired hydraulic pressure.
• Electronic Pressure Governor Parameters - This group of parameters customizes the electronic
pressure governor feature.
• Electronic Pressure Governor - This parameter indicates to the on-board electronics if the vehicle has
the electronic pressure governor feature.
OFF: Feature is turned off at all times.
ON: Feature is enabled and may be turned on and activated by the operator.
• Electronic Pressure Governor DDS - This parameter indicates how the driveline disengagement signal
should be interpreted by the on-board electronics.
NEUTRAL OPERATION: Driveline must be disengaged at all times for electronic pressure governor
operation.
SPLIT SHAFT: If the DDS status changes the Electronic Pressure Governor will be deactivated. DDS
engaged, must receive XCS “Auxiliary ON” signal to enable.
• EPG Mode Indicator - This parameter indicates if the Electronic Pressure Governor operation mode
indicator is available.
OFF: Indicator is not available.
ON: Indicator is available.

• Pressure Ramp Rate - This parameter indicates the rate that the water pressure is to be increased when
the operator depresses and holds the Resume/Accel button.
• EPG Integral Gain Adjust - This parameter allows the customer to fine tune how the Electronic Pressure
Governor will control the water pressure.
• EPG Proportional Gain Adjust - This parameter allows the customer to fine tune how the Electronic
Pressure Governor will control the water pressure.
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ECM Diagnostics
EPG Diagnostic Trouble Codes can be retrieved using the Electronic Service Tool (EST) or by reading the
Electronic Pressure Governor signal Out of Range LOW
An Out of Range LOW code 216 will be set by the ECM if the signal voltage is less than 0.039V for more than 1
second. When this code is set, the EPG function is disabled.
Diagnostic Trouble Code 216 may be set due to an open or short to ground on the signal circuit, a defective
sensor or connector or an open VREF circuit.
Electronic Pressure Governor signal Out of Range HIGH
An Out of Range HIGH code 226 will be set by the ECM if the signal voltage is greater than 4.9V for more
than 1 second. When this code is set, the EPG function is disabled.
Diagnostic Trouble Code 226 may be caused by a short on the signal circuit to a voltage source or a defective
sensor.
Hydraulic Pressure Unable to Achieve Commanded Set Point
The ECM has detected that the hydraulic system has not been capable of achieving the hydraulic pressure
requested by the system. When this Diagnostic Trouble Code is active, the EPG function is disabled.
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Figure 131 ECM Body Builder Connections
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INTAKE AIR TEMPERATURE SENSOR (IAT)

Signal Functions
Figure 132 Intake Air Temperature Sensor Function Diagram
The Intake Air Temperature (IAT) sensor is a thermistor type sensor that changes resistance when exposed
to different temperatures. When interfaced with the ECM it produces a 0-5V analog signal that will indicate
intake air temperature.
Timing and Fuel Rate - The IAT sensor’s primary function is to measure intake air temperature in order to
control timing and fuel rate while starting the engine in cold weather to limit smoke emissions.
An IAT signal that is detected Out of Range HIGH or LOW by the ECM will cause the engine to ignore the IAT
signal, and assume an ambient temperature of 77 F (25 C).
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Figure 133 Intake Air Temperature Sensor Circuit Diagram using a Breakout Tee
Table 69 IAT Sensor Tests Using Master Diagnostics

Intake Air Temperature Sensor (IAT) Voltage Checks (check with key-ON engine-OFF)
Install the 2 wire breakout tee between the IAT sensor and harness connector. View IAT VOLTAGE using the
active fault according to the voltage level (Code 154 <0.127V, Code 155 >4.6V), complete the following steps.
Test Condition Expected Voltage Comments
Sensor disconnected > 4.6 V Voltage < 4.6V, inspect the signal circuit for short to ground.
Standard jumper installed 0V If voltage is > 0.127V, check ground and signal circuits
between the GREEN and for an open or high resistance. Measure resistance from
BLACK pins of the breakout PIN A to PIN 11, and from PIN B to 12 (spec. =<5 )
tee using a breakout box to determine if the resistance is in
the harness.
0.5 k jumper installed < 1.0 V If voltage is > 1.0V, check signal circuit for a short to VREF,
between the GREEN and B+, or another sensor’s signal voltage.
BLACK pins of the breakout
tee
results. See IAT Sensor Troubleshooting Flowchart (See Figure 135, page 280).
Operational Signal Checks (check with breakout tee installed in-line with
Test Points: (+)12 to (-)11
the sensor)
Temp F Temp C Min. Resistance Volts@ min. resistance
32 0 91.1 k 3.846V
68 20 35.5 k 3.041V
212 100 2.0 k 0.446V
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Table 69 IAT Sensor Tests Using Master Diagnostics (cont.)

Table 70 IAT Sensor Circuit Specifications (See Figure 133, page 277)
A to gnd 0 to 0.25V Green wire, no voltage expected. If >0.25V, signal wire is shorted to VREF or battery
B to gnd 4.6 to 5.0V Pull up voltage, if no voltage, circuit has open or high resistance or short to ground
Connector Checks to Chassis Ground (check with sensor connector disconnected, positive battery cable
A to gnd <5 Resistance to chassis ground, check with key off, if >5 the circuit is open
12 to B <5 >5 indicates signal wire is open
Function
The International engine control system includes an Intake Air Temperature Sensor (IAT). The ECM measures
the signal from the IAT sensor to determine the temperature of the air entering the engine. The ECM uses this
data to adjust timing and fuel rate for starting in cold weather to limit smoke emissions.
Operation
The Intake Air Temperature Sensor is a thermistor type sensor that changes resistance when exposed to
different air temperatures. When the temperature of the intake air decreases, the resistance of thermistor
increases which causes the signal voltage to increase. When the air temperature increases, the resistance of
the thermistor decreases causing the signal voltage to decrease.
The IAT sensor is supplied a regulated 5V reference signal at terminal B from the ECM. A return circuit
(ground) is supplied at terminal A from the ECM. As the air temperature increases or decreases, the sensor
changes resistance and provides the ECM with the air temperature signal voltage reading.
ECM Diagnostics
With the ignition key ON, the ECM continuously monitors the IAT signal to determine if it’s within expected
values. If the signal voltage is above or below the expected levels, the ECM will set a Diagnostic Trouble Code.
If the IAT sensor is not sending a correct signal, the ECM will default to 77 F (25 C).
IAT Diagnostic Trouble Codes can be retrieved using the Electronic Service Tool (EST) or by reading the
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Intake Air Temp signal Out of Range LOW
An Out of Range LOW code will be set if the ECM detects the signal voltage to be less than 0.127V for more
than 0.2 seconds. If this fault is active, the ECM will default to a value of 77 F (25 C) for starting.
Diagnostic Trouble Code 154 may be set due to a short to ground in the signal circuit or a defective sensor.
Intake Air Temp signal Out of Range HIGH
An Out of Range HIGH code will be set if the ECM detects the signal voltage to be more than 4.6V for more
than 0.2 seconds. If this fault is active, the ECM will default to a value of 77 F (25 C) for starting.
Diagnostic Trouble Code 155 may be set due to an open signal circuit between the ECM and the sensor or a
short to a voltage source. A defective sensor may also cause code 155 to be set.
Figure 134 Accelerator, BAP, IAT Sensor Systems Circuit Diagram
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Figure 135 Intake Air Temperature Sensor Troubleshooting Flowchart
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INJECTION CONTROL PRESSURE SENSOR (ICP)

Signal Functions
Figure 136 Injection Control Pressure Sensor Function Diagram
The Injection Control Pressure (ICP) sensor is a variable capacitance sensor that when supplied with a 5V
reference signal from the ECM produces a linear analog voltage signal that indicates pressure.
The ICP sensor’s primary function is to provide a feedback signal to indicate injection control pressure to
enable the ECM to command the correct injector timing and pulse width and the correct injection control
pressure for proper fuel delivery at all speed and load conditions.
If the ECM detects a malfunctioning ICP sensor or a problem in the ICP sensor circuit, the ECM will illuminate
the amber ENGINE lamp and the odometer will display the message WARN ENG. The ECM will go to open
loop control of injection control pressure (operate from an estimated ICP pressure).
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Figure 137 Injection Control Pressure Sensor Circuit Diagram Using a Breakout Tee
NOTE – After removing connector always check for damaged pins, corrosion, loose terminals etc.
Table 71 ICP Sensor Tests Using Master Diagnostics

Injection Control Pressure (ICP) Sensor Voltage Checks (check with key-ON engine-OFF)
Install the 3 wire breakout tee between the ICP sensor and harness connector. View ICP VOLTAGE using the
active fault according to the voltage level (Code124 <0.039V, Code 125 >4.9V, Code 332 >1.625V), complete
the following steps. Tests must be performed in order.
Expected Comments
Test Condition
Voltage
Sensor Disconnected 0V If voltage >0.039V, check signal circuit for short to VREF or B+.
Measure voltage from PIN B 5V ± 0.5 If voltage is >5.5V, check VREF for short to B+. If voltage is
to gnd using a DMM. <4.5V, check VREF for open or short to Ground.
0.5 k jumper installed 5V If voltage is <4.9V, check signal circuit for open circuit or short
between the GREEN and to ground. Remove positive battery cable. Measure resistance
BLUE pins of the breakout tee. from PIN C to Ground (spec >500 ) and from PIN C to PIN
16 (spec <5 ) using a breakout box to determine if short to
ground or open is in the harness.
Standard jumper installed 0V If voltage is >0.039V, check ground circuit for resistance.
between the BLUE, GREEN, Measure resistance between PIN A and PIN 19 (spec <5 )
and BLACK pins of the using a breakout box to determine if resistance is in the
breakout tee. harness.
See ICP Sensor Troubleshooting Flowchart (See Figure 138, page 287).
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Table 71 ICP Sensor Tests Using Master Diagnostics (cont.)

OPERATIONAL VOLTAGE CHECKS
MD Voltage: Signal (GREEN Spec. Check with breakout tee installed, key ON
tee) to gnd
Voltage psi Comments
0.15 to 0.3V 0 Atmospheric pressure with key-ON engine-OFF
1.0V 580 Minimum at engine cranking speed
0.74 - 0.81V 425 - 475 Normal warm low idle
3.33V 2550 Snap accel
332 = Signal voltage was >1.625 volts, ignition key ON, engine OFF (1160 psi).
Table 72 ICP Sensor Circuit Specifications (See Figure 137, page 283)
CONNECTOR VOLTAGE CHECKS (check with sensor disconnected from harness, key ON)
A to gnd 0V Signal ground, no voltage expected
B to gnd 5±0.5V If voltage not in spec., Vref circuit shorted to gnd or B+
C to gnd <0.25V If voltage > spec., wire shorted to Vref or B+
CONNECTOR CHECKS TO CHASSIS GROUND (check with sensor connector disconnected, positive
battery cable disconnected, and key OFF)
A to gnd <5 > 5 , indicates circuit is open
B to gnd > 500 < 500 , indicates short to ground
C to gnd > 1k < 1k , indicates short to ground
HARNESS RESISTANCE CHECKS (check with breakout box installed on chassis side only)
19 to A <5 If >5 indicates ground wire open
40 to B <5 If >5 indicates VREF wire open
16 to C <5 If >5 indicates signal wire open
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Function
The International engine control system includes an Injection Control Pressure Sensor. The ECM measures
the signal from the ICP sensor to determine the Injection Control Pressure as the engine is running to modulate
the Injection Control Pressure Regulator. This is a closed loop function which means the ECM continuously
monitors and adjusts for ideal Injection Control Pressure which is determined by operating conditions such as
load, speed, and temperature.
The ECM monitors the ICP signal to determine if the performance of the hydraulic system is satisfactory.
During engine operation, if the ECM recognizes that the pressure reading is lower or higher than the value
that was commanded, the ECM will set a Diagnostic Trouble Code. This strategy is also used during the On
Demand tests, commanded by the EST and referred to as the Engine Running tests.
Operation
The Injection Control Pressure Sensor is a variable capacitance sensor that is supplied with a 5V reference
voltage at terminal B from ECM terminal 40. The ICP sensor is also supplied with a return circuit (ground)
at terminal A from ECM terminal 19. The ICP sensor sends a signal from terminal C of the sensor to ECM
terminal 16.
The ICP signal voltage changes in direct proportion to the injection control pressure.
ECM Diagnostics
The ECM continuously monitors the voltage signal of the ICP sensor to determine if the signal is within an
expected range. If the signal voltage is higher or lower than expected, the ECM will set a Diagnostic Trouble
Code. The ECM will then ignore the ICP sensor signal and will use a preset value determined by engine
operating conditions. If the ignition key is shut off, the code will become inactive.
ICP Diagnostic Trouble Codes can be retrieved using the Electronic Service Tool (EST) or by reading the
If the ignition key is shut off, the code will become inactive. ICP codes will cause the ECM to illuminate the
amber ENGINE lamp and the odometer to display the message WARN ENG.
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ICP signal Out of Range LOW
WARN ENG.
An Out of Range LOW code 124 will be set by the ECM if the signal voltage is less than 0.039V for more
than 1.0 seconds.
Diagnostic Trouble Code 124 may be set due to an open or short to ground on the signal circuit, a defective
sensor or an open VREF circuit.
ICP Signal Out Of Range HIGH
WARN ENG.
An Out of Range HIGH code 125 will be set by the ECM if the signal voltage is greater than 4.9V for more
than 1.0 seconds.
Diagnostic Trouble Code 125 may be set by an open return circuit (ground), short to a voltage source on the
ICP signal circuit or a defective sensor.
Injection Control Pressure above Specification with Engine Off
WARN ENG.
Diagnostic Trouble Code 332 will be set by the ECM if the signal from the ICP sensor is higher than expected
with the engine not running. If the ECM detects this fault, the ECM will ignore the ICP signal and will operate
the IPR with fixed values determined from engine operating conditions.
Code 332 may be caused by a defective sensor or a biased circuit.
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Figure 138 Injection Control Pressure Sensor Troubleshooting Flowchart
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INJECTOR DRIVE CIRCUITS (INJ)

Circuit Functions
Figure 139 Injector Drive Circuit Function Diagram
The high side drive outputs control the individual injector “On Time” (fuel quantity), injection timing (in relation
to TDC) and sequencing (firing order). The ECM controls each individual injector by supplying current to each
injector solenoid. Sufficient injection control pressure and a valid CMP signal must be received by the ECM
before an injector will be allowed to fire. The injector solenoids are grounded through the low side return
circuits. The ECM monitors the low side return signal for diagnostic purposes.
The ECM is capable of detecting, while the engine is running, individual injector open or short circuits either
to ground or power. If individual injector faults are detected while the engine is operating, the ECM can
command a single injector or a bank of injectors to turn off to enhance engine running and life as well as
provide a limp home capacity.
A number of special On-Demand service bay tests can be commanded by the operator to verify injector circuit
continuity as well as injector operation while the engine is operating in a test mode.
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Figure 140 Injector Drive Circuit Diagram
Table 73 Injector Drive Circuit Diagnostics

Engine Harness Connector Checks to Chassis Ground (check through connector with test pin, ignition key
OFF)
+Test Points – Spec. Comments
43 to gnd >1k Injector #1 high side power supply.
42 to gnd >1k Low side voltage return injectors #1, #2, #3.
26 to gnd >1k Low side voltage return injectors #4, #5, #6.
If < 1k , check engine harness, undervalve cover harness and injector circuits for short to ground
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Table 73 Injector Drive Circuit Diagnostics (cont.)

Injector/Under Valve Cover Harness/Engine Harness-Circuit Continuity Check (check through connector
with test pin, ignition key OFF)
+Test Points– Spec. Comments
43 to 42 3.4 ± 2 Injector circuit #1
Resistance measured through complete injector circuit, including injector solenoid. If resistance is high or
circuit is open, isolate problem to harness, connector or injector solenoid.
System Description
The International engine control system consists of a single ECM (Electronic Control Module) that provides
voltage and current required by the injectors to fuel the engine.
Fuel quantity, fuel rate and timing are all controlled by the single engine mounted ECM. The desired fuel
quantity and timing are calculated and controlled by the ECM from the input signals of various engine and
vehicle sensors as well as the limits programmed into its internal memory.
ECM Injector Diagnostics
The ECM monitors the voltage on each of the individual driver circuits and is capable of detecting an open
or shorted circuit. If the ECM detects a short to ground or multiple fault in an injector circuit, it is capable of
disabling an individual injector or a bank of three injectors allowing the engine to limp home on the remaining
three cylinders. The ECM will illuminate the amber ENGINE lamp and the odometer to display the message
WARN ENG when an injector circuit fault is present.
NOTE – For the following Diagnostic Trouble Codes 421- 426, 431- 436, 451- 456, the last digit of each of
these Diagnostic Trouble Codes refers to the affected cylinder number. For example, DTC 421 indicates
that cylinder number 1 has an open circuit between the ECM high side driver and the low side (signal
return) to the ECM. The SID numbers 1- 6, indicate cylinder numbers in a similar manner.
Diagnostic Trouble Codes 421– 426
ATA Code, SID 1 through 6, FMI 5
High Side to Low Side Open
When codes 421- 426 are active the amber ENGINE lamp will not illuminate and the odometer will not
display any message.
Diagnostic Trouble Codes for High Side to Low Side Open indicate an open circuit between the ECM high
side driver and the low side (Signal return) to the ECM. The ECM will compensate for engine misfire to
keep the engine operating.
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Possible causes: Open wire in injector harness, open injector return circuit or injector solenoid. See the
appropriate Diagnostic Trouble Code:
Diagnostic Trouble Code 431– 436
High Side to Low Side Short
Diagnostic Trouble Codes for High Side Shorted to Low side indicate the return voltage is too high due to a
short circuit between the high side driver and return circuit. The ECM will compensate for engine misfire
to keep the engine operating.
Possible causes: Shorted injector solenoid or wiring harness.
Diagnostic Trouble Code 451– 456
High Side Shorted to Ground or V
Diagnostic Trouble Codes for High Side Shorted to Ground or VBAT indicate the return circuit shorted to ground.
If the ECM detects this Diagnostic Trouble Code, it will disable the entire bank of cylinders associated with
the cylinder indicated.
Low Side to Bank 1 Open
WARN ENG.
With the Low Side to Bank 1 Open, the ECM has detected an open circuit to the injectors on cylinders 1
through 3. With Diagnostic Trouble Code 513 active, the drivers for cylinders 1 through 3 are inoperative. The
ECM will compensate for misfire to keep the engine operating.
Possible causes: Shorted injector solenoid or wiring harness to ground.
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Low Side to Bank 2 Open
WARN ENG.
With the Low Side to Bank 2 Open, the ECM has detected an open circuit to the injectors on cylinders 4
through 6. With Diagnostic Trouble Code 514 active, the drivers for cylinders 4 through 6 are inoperative. The
ECM will compensate for misfire to keep the engine operating.
Bank 1 Low Side Short to Ground or B+
WARN ENG.
Diagnostic Trouble Code 515 indicates that the ECM has detected excessive current draw on the low side
driver for cylinders 1 through 3. With Diagnostic Trouble Code 515 active, the driver for cylinders 1 through 3
will be disabled. The ECM will compensate for engine misfire to keep the engine running.
Bank 2 Low Side Short to Ground or B+
WARN ENG.
Diagnostic Trouble Code 521 indicates that the ECM has detected excessive current draw on the low side
driver for cylinders 4 through 6. With Diagnostic Trouble Code 521 active, the driver for cylinders 4 through 6
will be disabled. The ECM will compensate for engine misfire to keep the engine operating.
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INJECTION PRESSURE REGULATOR (IPR)

Output Functions
Figure 141 Injection Pressure Regulator Function Diagram
Injection Pressure Regulator (IPR)
The Injection Pressure Regulator is a variable position valve that controls injection control pressure. Battery
voltage is supplied to the IPR when the ignition key is in the ON position. Valve position is controlled by
switching the control circuit to ground inside the Electronic Control Module (ECM). ON / OFF time is modulated
from 0-60% depending on the desired injection control pressure.
An open or a short to the ground control circuit can be detected by an on demand output circuit check
performed during the engine off test. The ECM is capable of detecting, while the engine is running, if desired
injection control pressure is equal to measured injection control pressure. If the measured injection control
pressure does not reasonably compare to the desired injection control pressure, the ECM ignores the
measured ICP signal and attempts to control the engine with the desired value.
NOTE – The engine will not operate with an IPR circuit that is not functioning.
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Figure 142 Injection Pressure Regulator Circuit Diagram
Table 74 Injection Pressure Regulator and Circuit Diagnostics

IPR Voltage Check (check with regulator connector disconnected and ignition key ON)
A to gnd B+ IPR power voltage from ECM
B to gnd 0 to 0.25V If > 0.25V, control wire is shorted to VREF or battery
Connector Checks to Ground (B-) (check with IPR connector disconnected and ignition key OFF, positive
battery cable disconnected)
A to gnd >1k Resistance to chassis ground. If < 1k , check for short to ground in circuit
B to gnd >1k < 1k circuit shorted to ground
17 to 37 5 to 20 Resistance through entire IPR circuit including regulator, check with regulator
connector connected to IPR
17 to A <5 If > 5 IPR power wire is open
37 to B <5 If > 5 IPR control wire is open
241 = Output Circuit Check detected during Standard Test, indicates high or low resistance in circuit.
331 = ICP pressure was >3675 psi (25 MPa) for 1.5 sec. Possible grounded IPR control circuit. See ICP
diagnostics if not an electronic diagnostic trouble code.
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Function
The International engine control system includes an Injection Pressure Regulator (IPR) valve that controls oil
pressure in the high pressure injection control system used to actuate the injectors. The IPR valve consists
of a solenoid, poppet and spool valve assembly. It is mounted in the high pressure oil pump. The ECM
regulates injection control pressure by controlling the duty cycle or ON/OFF time of the injection control
pressure solenoid. This increase or decrease of ON/OFF time positions poppet and spool valve inside the
IPR, which either maintains pressure in the injection control pressure system or vents pressure to the oil
sump via the front cover. See Section, Engine Control system Overview, in this manual for a more complete
description of the IPR operation and function.
Operation
The IPR valve is supplied with voltage from the ECM at terminal A of the IPR connector when the ignition
key is turned on. Control of the injection control system is accomplished by the ECM grounding terminal B
of the IPR valve through pin #37 of the ECM. Precise control is accomplished by varying the pulse width or
percentage of ON/OFF time of the IPR solenoid. Normal ON/OFF times varies from 8% to 60%. A high
duty cycle indicates a high amount of injection control pressure is being commanded, a low duty cycle is
an indication of less pressure being commanded.
ECM Diagnostics
The ECM monitors the Injection Control Pressure while the engine is in operation. If the actual pressure is
greater or less than the desired pressure, the ECM will set a Diagnostic Trouble Code. When this occurs, the
ECM will ignore the ICP sensor and control the engine using programmed values for the IPR.
The EST is used to perform the Engine Running Standard Test which enables the ECM to vary the command
signal to the IPR and monitor the performance of the Injection Control Pressure system. If the system does not
respond within the specified parameters, the ECM will set a Diagnostic Trouble Code.
Injection Control Pressure Regulator OCC Self Test Failed
Diagnostic Trouble Code 241 is set only during the Engine Off Standard Output Circuit Check. This test
indicates the ECM has performed an output circuit test, measured voltage drop across the IPR circuit and
determined it is below or above specification.
If this Diagnostic Trouble Code is present, the engine will not run. The ECM will not illuminate the amber
ENGINE lamp if this fault is active, however, this code will be transmitted at the completion of the Output Circuit
Check, using the EST or Diagnostic Trouble Code retrieval method.
Possible causes: Poor connection of the IPR solenoid.
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Injection Control Pressure above System Working Range
WARN ENG.
Diagnostic Trouble Code 331 indicates the ECM has detected injection control pressure greater than 3,675 psi
(25 MPa), which is greater than the maximum allowable working pressure.
Possible causes:
• Incorrect ICP signal due to faulty circuit or sensor

• Incorrect ICP sensor
• A malfunction in the injection control pressure system due to a sticking or blocked IPR valve
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INJECTION PRESSURE REGULATION SYSTEM (IPR_SYS)

System Functions
Figure 143 Injection Control Pressure Regulation System
The Injection Control Pressure System consists of the low pressure oil lubrication system, passages in the
front cover and reservoir, high pressure oil pump, high pressure oil line as well as the high pressure oil rail
mounted on the side of the cylinder head. The injection control pressure system also includes the injectors
(and their respective sealing O-rings), the IPR valve (injection pressure regulator) and the ICP (injection control
pressure) sensor and associated wiring.
The function of this system is to develop, maintain and control the high pressure injection control pressure to
provide the force to actuate the injectors and provide fuel to the engine.
The Diagnostic Trouble Codes associated with this system may indicate an electrical or electronic control
system failure, but most likely will indicate a mechanical or hydraulic problem with the injection control
pressure system.
The ECM constantly monitors the injection control pressure in the system to assure the control system is
providing the proper control pressure at all times. If the oil pressure feedback provided by the ICP sensor does
not meet the ECM’s desired values, the ECM will set a Diagnostic Trouble Code, illuminate the amber ENGINE
lamp and control the operation of the injection control system by calculating the correct oil pressure for all
engine operating conditions until the system is diagnosed and repaired.
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The ECM also monitors the injection control pressure developed while cranking the engine. If pressure does
not develop within the ECM’s expected time limit, it will set an appropriate Diagnostic Trouble Code which
will aid the technician in diagnosing the no start or hard start condition.
The EST may be used by the technician to command the ECM to perform an engine running test on the
Injection Control Pressure system. The ECM controls the pressure regulator in a programmed sequence to
evaluate system performance. At the end of the test, the ECM will transmit the appropriate Diagnostic Trouble
Code(s) if system performance is unsatisfactory.
ECM Diagnostics
Injection Control Pressure above/below Desired Level
WARN ENG.
Diagnostic Trouble Code 333 may be set during normal engine operation through the continuous monitor
function or during the Engine Running Standard Test. It indicates that the measured pressure does not match
the pressure that the ECM expects. Code 333 will be set if the measured value is less than or greater than 362
psi (2.5 MPa) of desired injection control pressure for a period greater than 7 seconds. When this code is active,
the ECM will ignore feedback from the ICP sensor and control the IPR valve from programmed default values.
Diagnostic Trouble Code 333 is usually associated with poor engine performance. Symptoms include slow
acceleration time, low power at full load and possible engine under run.
Possible Causes:
• Low oil level, contaminated or aerated engine oil.

• Trapped air in the ICP system (particularly after an injector or high pressure pump replacement).
• Defective or stuck injection pressure regulator.
• Intermittent IPR valve wiring connection. Spread IPR harness terminals at valve, poorly crimped terminals
or pulled back pins.
• Leaking injector O rings.
• Problem with ICP sensor and/or sensor circuit, incorrect sensor, system biased high or low.
• High pressure pump.
See Diagnostic Trouble Code 333 Recommended Actions (See Table 75, page 300).
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Table 75 Diagnostic Trouble Code 333 Recommended Actions

Test Comments
Check repair history - (Determine if If system was disassembled assure vehicle is operated 15 to 20 miles
air entrapment could be caused by after injection control system has been serviced
ICP system disassembly)
Check oil level and quality Check oil level and for contamination and correct API classification
Check active and inactive Repair any ICP sensor codes first
Diagnostic Trouble Codes
Perform a Key-ON Engine-OFF Test will verify IPR circuit continuity
Standard Test
Perform a Key-ON Engine-Running ICP step test will verify a gross ICP system failure
test
Perform Key On Engine Running When running the Key On Engine Running Continuous Monitor Test, pull
Continuous Monitor Test / wiggle wires on ICP sensor and IPR valve as well as all pass through
(intermittent Diagnostic Trouble connectors. If Diagnostic Trouble Code is set or engine dies, inspect
Code detection) wires at point of connection, check codes.
Perform ICP Pressure test - Will verify if oil is aerated at high idle Step #9 on the Performance Form
Performance Diagnostic Form (Oil
aeration)
Test high pressure (injection control See ICP Leakage tests in Section 2
pressure system) for leaks
Injection Control Pressure (ICP) Unable to Reach Set Point - Poor Performance
The purpose of Diagnostic Trouble Code 334 is to determine if a rapid increase in injection control pressure
can be developed when commanded by the operator while the engine is running. Diagnostic Trouble Code 334
is an ICP system response time Diagnostic Trouble Code that compares measured injection control pressure
to desired injection control pressure and looks for a large pressure difference, 1300 psi (9 MPa) for a short
period of time (3 seconds). Its primary function is to detect injection control pressure system Diagnostic
Trouble Codes. When this code is active the ECM will ignore the ICP sensor and control IPR valve operation
from programmed default values.
An active 334 code is usually associated with poor engine performance conditions including slow acceleration
times and lower power concerns.
Possible Causes:
• Low oil level, contaminated or aerated engine oil.

• Trapped air in the ICP system particularly after an injector or high pressure pump replacement.
• Intermittent IPR valve wiring connection. Spread IPR harness terminals at valve, poorly crimped terminals
or pulled back pins.
• Leaking injector O rings.
• Problem with ICP sensor and/or sensor circuit, incorrect sensor, system biased high or low.
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Test Comments
Check repair history - (Determine if If the ICP system was disassembled, assure vehicle is operated 15 to 20
air entrapment could be caused by miles after injection control system has been serviced
ICP system disassembly)
Check oil level and quality Check oil level and for contamination and correct API classification
Check active and inactive Repair any ICP sensor codes first
diagnostic trouble codes
Perform a Key ON Engine OFF Test will verify IPR valve circuit continuity
Standard Test
Perform a Key ON Engine Running ICP step test will verify a gross ICP system failure
test
Perform Key ON Engine Running When engine is running enable test, pull/wiggle wires on ICP sensor and
Continuous Monitor test IPR valve as well as all pass through connectors. If diagnostic trouble
code is set or engine dies, inspect wires at point of connection, check
codes.
Perform ICP Pressure test - Will verify if oil is aerated at high idle Step #9 on the Performance form
Performance Diagnostic form (Oil
aeration)
Test high pressure (injection control See ICP Leakage Tests in Section 2
pressure system) for leaks
Injection Control Pressure (ICP) above Working System Range
WARN ENG.
The purpose of Diagnostic Trouble Code 331 is to detect when the injection control pressure is above its
normal working range, 3675 psi (25 MPa). This code may indicate a mechanical injection control pressure
system problem, wiring, or ICP sensor problem. When code 331 is active the ECM ignores the ICP sensor
signal and uses estimated ICP values to operate the engine.
NOTE – If the engine still performs well when this code is set, the problem is more likely in the ICP sensor
circuit.
Possible Causes:
• Contaminated or improper grade of engine oil

• Defective or stuck injection pressure regulator (IPR) valve
• Improperly matched parts (IPR valve, ICP sensor, high pressure pump, front cover)
• Grounded IPR control wire
• Problems with ICP sensor or circuit causing signal to be biased high
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Injection Control Pressure (ICP) Unable to Build Pressure During Cranking
The purpose of Diagnostic Trouble Code 335 is to determine if injection control pressure is being developed
during engine cranking. It is an ICP system check and will be set after 8 to 10 seconds of engine cranking with
less than 725 psi (5 MPa) of detected injection control pressure. The period of engine cranking time before
Diagnostic Trouble Code 335 is set varies with engine temperature. Engine cranking speed must be greater
than 130 rpm before Diagnostic Trouble Code detection can begin.
An active code 335 is normally associated with a no start condition or lengthy starting period.
Possible Causes:
• Lack of or insufficient quantity of engine oil in the crankcase

• Air in the injection control pressure system, particularly after an injector or high pressure pump replacement
• Leaking injector O-rings
• Loose high pressure pump gear

Test Comments
Visual Inspection Check to see if IPR regulator and ICP sensor wiring is connected.
Check for oil leaks, and see if injection control system has recently been
disassembled (air entrapment). Ensure that the vehicle is operated at
least a minimum of 15 to 20 miles if the symptom is hard starting with
evidence of recent ICP system disassembly.
Check oil level and pressure. Check oil level and for contamination, check for oil in the oil reservoir
(remove EOT sensor, oil should flow out) , verify lube oil pressure during
engine cranking.
Check active and inactive Repair any ICP and CMP sensor codes first.
diagnostic trouble codes.
Perform a Key ON Engine OFF Test will verify IPR valve circuit continuity.
Standard Test.
Perform Key ON Engine Running When engine is running enable test, pull / wiggle wires on ICP sensor
Continuous Monitor Test. and IPR valve as well as all pass through connectors. If diagnostic
trouble code is set or engine dies inspect wires at point of connection,
check for codes.
Perform ICP Pressure test - No Will verify if oil is aerated at high idle Step #9 on the Performance form.
Hard/No Start Diagnostic form.
Test high pressure (injection control See ICP Leakage tests in Section 2
pressure system) for leaks.
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IDLE SHUTDOWN TIMER (IST)

System Functions
Figure 144 Idle Shutdown Timer Function Diagram
The Idle Shutdown feature is an optional feature that allows the ECM to shut off the engine if an idle condition
has been detected for more than the customer specified programmed period (2 to 120 minutes). Prior to
engine shutdown the red Engine lamp illuminates and causes the message OIL/WATER to be displayed on the
odometer. The lamp will flash for 30 seconds to warn the driver of the pending shutdown. The idle time is
measured from the last clutch or break pedal transition. The engine must be out of gear for the idle shutdown
timer to be initiated. This feature can be programmed to operate only at specific ambient air temperatures to
allow prolonged engine operation in cold or hot weather operation. For PTO applications this feature can also
be programmed not to be turned on under specific load levels or when the PTO switches are on.
The Idle Shutdown feature is internal to the ECM. All subsystems that input the idle shutdown strategy have
their own Diagnostic Trouble Code detection and management strategy (e.g. IAT temperature sensor circuit).
A Diagnostic Trouble Code will be set if the idle shutdown timer has been activated. This is not a system
Diagnostic Trouble Code. Its only purpose is to indicate to the owner, driver or technician that the idle
shutdown timer has been activated and that the engine has been shut down.
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NOTE – This Diagnostic Trouble Code does not indicate any system or circuit faults, no diagnostics
are necessary. If the (IST) programming parameters need to be changed, see the following Extended
Description.
The following list of parameters are essential to setting the IST function to meet the customer’s needs and
expectations. They are accessible by using the EST.
Engine Idle Shutdown Control Parameters
This group of parameters customizes the prolonged engine idle automatic shutdown feature. The purpose of
this feature is to shut down the engine after a programmable period of idle time has been exceeded. This
allows fuel conservation, a reduction of engine wear and emissions. Thirty (30.0) seconds prior to an automatic
engine shutdown, the operator will be warned via the red ENGINE lamp and causes the message OIL/WATER
message being displayed on the odometer. This lamp will begin flashing until the engine is shut down. The
operator may override the electronics at any time. After an engine shutdown occurs, the red ENGINE lamp will
stop flashing and a Diagnostic Trouble Code (324) will be recorded. The Diagnostic Trouble Code is recorded
to assist in diagnosing possible service complaints of the engine shutting down.
Currently, there are four states of electronic operation:
1. Idle Shutdown Timer –This parameter indicates to the on-board electronics if this vehicle has the Idle
Shutdown timer feature.
A. OFF - Feature is turned off at all times.

B. PTO Available - Feature will allow prolonged engine idle shutdown only when the engine is in the
low idle no load condition and PTO operation is off.
C. No Engine Load - Feature allows prolonged engine idle shutdown when the engine is in the
low idle no load condition.
D. Tamper Proof - Feature is tamper proof from operator over ride.
2. Idle Shutdown Time –This parameter indicates the length of engine idle time before the engine may be
shut down.
3. Maximum Intake Ambient Air Temperature (IAT) for Idle Shutdown – This parameter indicates the
maximum ambient intake air temperature that the on-board electronics may shut down during prolonged
idling engine. This temperature is used to circumvent the shutting down of an engine when it is running
because the air conditioning may be turned on.
4. Minimum Intake Ambient Air Temperature (IAT) for Idle Shutdown – This parameter indicates the
minimum ambient intake air temperature that the on-board electronics may shut down during prolonged
idle time. This temperature is used to circumvent engine shut down when it is running because of cold
ambient temperature.
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Idle Shutdown Timer Enabled Engine Shutdown
This Diagnostic Trouble Code is set when the engine has been shut off by the ECM because the programmed
idle time criteria has been exceeded. The idle shutdown feature must be turned on for this Diagnostic Trouble
Code to be displayed. This Diagnostic Trouble Code can be cleared using the EST.
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MANIFOLD ABSOLUTE PRESSURE SENSOR (MAP)

Signal Functions
Figure 145 Manifold Absolute Pressure Sensor Function Diagram
The Manifold Absolute Pressure (MAP) sensor is a variable capacitance sensor that operates on a 5V
reference signal from the ECM to produce a linear analog voltage signal that indicates pressure.
Smoke Control
The MAP signal is used to control smoke by limiting fuel quantity during acceleration until a specified boost
pressure is obtained.
Dynamic Injection Timing
Optimizes injection timing for boost pressure measured.
A MAP signal that is detected by the ECM to be Out of Range or an incorrect value for specific conditions will
cause the ECM to ignore the MAP signal and continue to operate the engine with the values from estimated
MAP (Operate from a calculated boost pressure signal).
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Figure 146 Manifold Absolute Pressure Sensor and Circuit Diagnostics Using a Breakout Tee
SENSOR TESTS
Table 78 MAP Sensor Voltage Tests Using Master Diagnostics

Manifold Absolute Pressure (MAP) Sensor Voltage Checks (check with key-ON engine-OFF)
Install the 3 wire breakout tee between the MAP sensor and harness connector. View MAP VOLTAGE using
the Continuous Monitor test found under the diagnostics menu in MASTER DIAGNOSTICS. If the circuit
has an active fault according to the voltage level (Code 121 <4.9V, Code 122 <0.039V, Code 123 >1.0 V),
complete the following steps. Tests must be performed in order.
Test Condition Voltage Comments
Sensor Disconnected 0V If voltage >0.039V, check signal circuit for short to VREF or B+.
Measure voltage from 5V ± 0.5 If voltage is >5.5V, check VREF for short to B+. If voltage is <4.5V check VREF
PIN B to gnd using a circuit for open or short to ground.
DMM.
0.5 k jumper installed 5V If voltage is <4.9V, check signal circuit for open circuit or short to ground.
between the GREEN Remove positive battery cable. Measure resistance from PIN C to Ground
and BLUE pins of the (spec >500 ) and from PIN C to PIN 30 (spec <5 ) using a breakout box
breakout tee. to determine if short to ground or open is in the harness.
Standard jumper 0V If voltage is >0.039V, check ground circuit for resistance >5 . Measure
installed between resistance between PIN A and PIN 19 (spec < 5 ) using a breakout box to
the BLUE, GREEN, determine if resistance is in the harness.
and BLACK pins of the
breakout tee.
See MAP Sensor Troubleshooting Flowchart (See Figure 147, page 313).
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Table 78 MAP Sensor Voltage Tests Using Master Diagnostics (cont.)

MD Voltage: (+)30 to (-)19 Operational Voltage Checks (check with breakout tee installed in-line
with the sensor)
Voltage psi kPa Comments
0.039V N/A N/A Out of range LOW limit.
0.92V 0 0 Voltage with key ON engine OFF. Atmospheric pressure
dependent on altitude and BAP pressure.
1.73V 8.0 55
2.72V 18.0 124
123 = Detected boost signal >2.0 psi (13.8 kPa ) at low idle.
Table 79 MAP Sensor Circuit Specifications (See Figure 146, page 309)
A to gnd 0 to 0.25V If > 0.25V, check ground circuit for open or high resistance, check signal
ground is shorted to VREF or battery.
B to gnd 5V ± 0.5 VREF check with key ON, if voltage not in spec. See VREF circuit.
C to gnd 0 to 0.25V If > 0.25V, signal ground is shorted to VREF or battery.
Connector Checks To Chassis Ground (check with sensor connector disconnected, positive battery cable
A to gnd <5 Resistance to chassis ground, check with key OFF, if >5 the harness is open.
B to gnd >500 Resistance <500 indicates a short to ground.
C to gnd >1k Resistance <1k indicates a short to ground.
19 to A <5 If >5 ground signal wire is open.
40 to B <5 If >5 VREF is open.
30 to C <5 If >5 MAP signal is open.
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Function
The International engine control system includes a manifold absolute pressure (MAP) sensor. The ECM
measures the signal from the MAP sensor to determine intake manifold (boost) pressure. With this information,
the ECM can optimize control of fuel rate and injection timing for all engine operating conditions.
Operation
The MAP sensor is a variable capacitance sensor located on the intake manifold that produces a linear analog
voltage signal output. The MAP sensor is supplied 5V from ECM pin 40 to terminal B of the sensor. A return
circuit (ground) is supplied from ECM pin 19 to terminal A of the sensor. Pressure applied to the MAP sensor
changes the capacitance of the sensor which varies the signal voltage sent to the ECM on Pin #30. As boost
pressure increases, the voltage signal increases.
ECM Diagnostics
The ECM monitors the MAP sensor output signal for expected values. If the ECM detects the MAP voltage
signal that is greater than or less than the desired value, the ECM will set a Diagnostic Trouble Code.
If an active MAP sensor Diagnostic Trouble Code is set, the ECM will ignore the MAP signal. It will operate the
engine using programmed default values. If the ignition key is turned off, the Diagnostic Trouble Code will
be stored as an Inactive code.
MAP Diagnostic Trouble Codes can be retrieved using the Electronic Service Tool (EST) or by reading the
Map Signal Out of Range HIGH
WARN ENG.
Diagnostic Trouble Code 121 will be set if the ECM detects a MAP signal voltage greater than 4.9V for more
than 0.1 second. When code 121 is active, the ECM will ignore the MAP signal and operate the engine
using programmed default values.
Possible Causes: Defective MAP sensor or sensor signal wire shorted to VREF or B+.
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Map Signal is Out of Range LOW
WARN ENG.
Diagnostic Trouble Code 122 will be set, if the ECM detects a MAP signal voltage less than 0.039V for more
than 0.1 second. When code 122 is active, the ECM will ignore the MAP signal and operate the engine
using programmed default values.
Possible causes: A defective MAP sensor or MAP sensor signal circuits may be open or shorted to ground.
Map Signal above Specified Level at Low Idle
WARN ENG.
Diagnostic Trouble Code 123 is set when the MAP signal is greater than 17 psi (115 kPa) absolute at low idle.
When code 123 is active, the ECM will ignore the MAP signal and operate the engine using programmed
default values.
Possible Causes: Restricted or plugged sensor inlet, a defective MAP sensor, or VREF shorted to a voltage
source higher than 5.5V.
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Figure 147 Manifold Absolute Pressure Sensor Troubleshooting Flowchart
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ENGINE WARNING AND PROTECTION SYSTEM (EWPS)

Signal Functions
Figure 148 Engine Warning and Protection System Functions
The red ENGINE lamp is turned on when conditions are present that will cause impending damage to the
engine. The level of protection is dependent on which Engine Warning And Protection Systems (EWPS) are
turned on in the ECM. See Extended Description.
The ECM does not monitor the EWPS system for faults. Requests by the ECM to turn on the red ENGINE lamp
on the dash are sent over the Power Train Data Link. There are no Diagnostic Trouble Codes for this system.
Engine Warning and Protection System
This group of parameters customizes the engine warning and protection feature. The engine warning and
protection system safeguards the engine from undesirable operating conditions in order to prevent engine
damage and to prolong engine life. When a warning condition is detected, the on-board electronics will
illuminate the red ENGINE lamp.
When a critical condition is detected, the on-board electronics will shut down the engine if the engine warning
and protection system has its protection features enabled. After an engine shutdown, the operator may restart
the engine for a thirty second run time if desired.
The event logging feature will also record when an excessive (i.e., critical) engine event has occurred in both
engine hours and odometer readings. There are four states of Engine Warning and Protection.
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Four States of Engine Operation

• Standard
• 2-Way Warning
• 3-Way Warning
• 3-Way Protection
EWPS Mode
This parameter indicates to the on-board electronics the desired mode of operation for the engine warning
and protection feature.
Standard Warning (rpm, ECT)
Engine overspeed and engine overheat are provided as the default operating mode. No engine shutdown
is available.
2-Way Warning (rpm, ECT, EOP)
Engine overspeed, engine overheat and low engine oil pressure are monitored in the engine warning operating
mode. No engine shutdown is available.
3-way Warning (rpm, ECT, EOP, ECL)
Engine overspeed, engine overheat, low engine oil pressure, and engine coolant are monitored in the engine
warning operating mode. No engine shutdown is available.
3-Way Protection (rpm, ECT, EOP, ECL)
Engine overspeed, engine overheat, low engine oil pressure, and engine coolant are monitored in the engine
protection operating mode. Engine shutdown is available if an critical engine condition is detected. Critical
engine conditions include overheat, low oil pressure and low coolant level.
ECT Warning Temperature
This parameter indicates when an engine overheat condition warrants the OIL/WATER lamp to be illuminated
and the warning buzzer to be activated.
ECT Critical Temperature
This parameter indicates when an engine overheat condition warrants an engine shutdown. The event logging
feature will log when this event has occurred in both engine hours and odometer readings.
EOP RPM Boundry 1
This parameter indicates the rpm range that engine oil pressure level 1 is used for the loss of engine oil
pressure detection.
EOP RPM Boundry 2
pressure detection.
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EOP RPM Boundry 3
pressure detection.
EOP Warning Level 1
This parameter indicates when a loss of engine oil pressure warrants the OIL/WATER lamp to be illuminated
and the warning buzzer to be activated.
EOP Warning Level 2
This parameter indicates when a loss of engine oil pressure condition warrants the OIL/WATER lamp to be
illuminated and the warning buzzer to be activated.
EOP Warning Level 3
This parameter indicates when a loss of engine oil pressure condition warrants the OIL/WATER lamp to be
illuminated and the warning buzzer to be activated.
EOP Critical Level 1
This parameter indicates when a loss of engine oil pressure condition warrants an engine shutdown. The event
logging feature will log when this event has occurred in both engine hours and odometer readings.
ECM Diagnostics
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REMOTE ACCELERATOR PEDAL SENSOR (RPS)

Signal Functions
Figure 149 RPS Function Diagram
NOTE – The RPS, the ON/OFF switch, and the circuit are supplied by the body builder.
The purpose of the remote accelerator pedal sensor (RPS) is to allow an operator to adjust engine speed
from a remote location. The RPS functions similar to the accelerator position sensor. The RPS sensor is a
potentiometer that sends a variable analog voltage signal to the ECM that indicates a desired speed. In order
for the RPS to function, the control module must be programmed for remote RPS enable. To activate the RPS
the remote variable terminal of the ECM must receive a 12V signal.
Pedal Operation
The pedal receives a 5V reference signal and a signal return from the ECM through the body builder
connections. By depressing the pedal the RPS signal voltage increases indicating a request to increase
engine speed.
The ECM monitors the voltage at the RPS terminal for voltage to determine if the signal is in range. A minimum
voltage level is established to verify that the circuit is not open and a maximum voltage level is established
to verify that the signal is not shorted to a voltage source. When the ECM detects a voltage Out of Range,
the pedal will be disabled and Diagnostic Trouble Code 213 for Out of Range LOW or code 214 for Out of
Range HIGH will be set.
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Figure 150 Remote Accelerator Pedal Sensor Circuit Diagram
Table 80 Remote Accelerator Pedal Sensor Circuit Diagnostics

Remote Pedal Sensor Connector Voltage Checks (check with remote pedal sensor disconnected and
ignition key ON)
A to gnd 0V A positive voltage reading indicates a short to another circuit.
B to gnd 0V A positive voltage reading indicates a short to another circuit.
C to gnd 5V ± 0.5 Voltage out of specification indicates; an open circuit, short to ground, or short
to B+.
(2) to gnd 12V ON/OFF switch voltage when switch is in the ON position.
Remote Pedal Sensor Connector Resistance Checks (check with remote pedal sensor disconnected,
ignition key OFF and all accessories off)
A to gnd >1k < 1k indicates a short to ground.
B to gnd <5 >5 indicates circuit is open.
C to gnd >1k < 1k indicates a short to ground.
(1) to gnd >1k < 1k indicates a short to ground with switch closed and fuse removed.
Harness Resistance Checks (check with breakout box installed on chassis harness only & sensor connector
disconnected)
Test Point Spec. Comments
5 to C <5 > 5 indicates a high resistance or an open circuit.
6 to B <5 > 5 indicates a high resistance or an open circuit.
30 to A <5 >5 indicates a high resistance or an open circuit.
36 to (1) <5 > 5 indicates a high resistance or an open circuit with switch closed and fuse
removed.
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Table 80 Remote Accelerator Pedal Sensor Circuit Diagnostics (cont.)

Operational Voltage Checks (check with breakout box installed & RPS sensor connected to connector)
30 to 6 0.5 to 4V Voltage should be low at idle position and should increase by depressing the
pedal. Voltage reading should change smoothly and there should be no position
that causes a sudden increase or decrease in voltage.
36 to gnd 12V or 0V ON/OFF switch voltage: 12V when ON, 0V when OFF.
213 = RPS Signal was <0.49V. Circuit open or shorted to ground.
214 = RPS Signal was >3.91V. Sensor shorted internally or short to VBAT or VREF.
The RPS is used for engine speed control outside of the vehicle cab. As part of the PTO engine speed control,
connections for the RPS are supplied through the body builder’s connections.
To operate the RPS, a 5V reference voltage is supplied by the ECM from pin 5 through the body builder’s
connections circuit K97DD. Signal return for the RPS is supplied by a dedicated terminal number 6 through
the body builder’s connections circuit K97HM. The remote pedal sensor is a potentiometer that uses the 5V
reference voltage and signal return to supply an analog voltage to terminal 30 through the body builder’s
connections circuit K99F. In the idle position, the voltage signal from the RPS is low. As the pedal is depressed,
the voltage increases, indicating an increase in demand for speed from the operator.
Before the RPS is operational the ECM must first have a 12V signal at pin 36. This is supplied through the
body builder’s connections circuit K97CC to enable the operation of the RPS.
PTO speed control operation interruption will occur:
• If the remote variable circuit is opened. The engine will return to idle.
• If the brake or clutch pedal is depressed or with an automatic transmission, the transmission is placed
in gear. The engine will return to idle.
• If the ECM receives a signal from the vehicle speed sensor (VSS) the engine will return to idle. Remote
PTO speed control will not function if the brake or VSS circuits are in fault and the RPS will not operate
if the RPS system has an active Diagnostic Trouble Code present.
• If the option has been programmed in the ECM for PTO Operation. The brake, clutch or transmission will
not interrupt the PTO speed control.
Programming
The ECM must be programmed to enable the RPS. From the programmable parameters menu under the
option PTO controls, select RPS and program for “enable.” If it is desired that the cab controls (APS brake and
clutch) do not impede the operation of the PTO speed control, select the option PTO Operation. Disable, and
select "enable." PTO mode must be programmed to remote. If the RPS is enabled and there is no pedal signal
present, the ECM will log a Diagnostic Trouble Code. The PTO maximum engine speed will allow programming
for the maximum engine speed allowed when in PTO mode.
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ECM Diagnostics
The ECM monitors the voltage at the RPS terminal to determine if the signal is within range. A minimum
voltage level is established to verify that the circuit is not open and a maximum voltage level is established to
verify that the signal is not shorted to a voltage source. When the ECM sees the voltage Out of Range the
pedal will be disabled and a Diagnostic Trouble Code 213 for Out of Range LOW or 214 for Out of Range HIGH
will be set. If the ignition is shut off a Diagnostic Trouble Code will be recorded as an inactive code.
Remote Throttle Signal Out of Range LOW
Diagnostic Trouble Code 213 indicates that ECM pin 30 voltage was less than 0.25V. This indicates an open or
shorted circuit for the VREF supply from ECM pin 5 or an open or shorted RPS signal circuit to pin 30 from the
RPS. It may also result from a defective (open or shorted) remote pedal sensor.
Remote Throttle Signal Out of Range HIGH
Diagnostic Trouble Code 214 indicates that ECM pin 30 voltage was greater than 4.5V. This indicates a
possible open circuit in RPS return to pin 6 or a short circuit to another voltage supply on the RPS signal
circuit. It may also result from a defective (shorted) remote pedal sensor.
Troubleshooting
The EST can be used to monitor the status of the PTO controls. Comparing the switch reading to actual
operation will indicate if the controls are operating properly. Using the menu option of programmable
parameters, the programming can verify that the ECM is programmed properly for that specific application.
Also the data list can be used to monitor the parameters that cause the interruption of PTO speed control.
Use the diagnostic code menu to read the Diagnostic Trouble Codes.
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Figure 151 Electronic Engine Controls, Cruise Control Connections with Manual Transmission
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REMOTE PTO SPEED CONTROL (RPTO)

System Functions
Figure 152 Remote PTO Speed Control Function Diagram
The purpose of the remote power takeoff feature is to allow the control of engine speed via remote switches for
the use of ancillary engine devices such as hydraulic pumps, lift gates, etc.
Mode Selection
Variable speed or preset PTO control (up to two speeds selected) can be selected and programmed into the
module via EST.
Speed Selection
Variable PTO speed is either increased or decreased by depressing the momentary speed control switch to the
Set or Resume position. The speed at which the engine accelerates is noted as the "ramp rate" or rpm per
seconds of acceleration that the engine is allowed to accelerate. “Ramp rate" and maximum PTO speed are
programmable by using the EST.
In the preset PTO mode, the momentary speed control switch allows for two preset speeds to be selected.
By momentarily depressing the switch in the preset #1 mode the first speed is selected, by momentarily
depressing the switch in the preset #2 position a second speed can be selected. These speeds are
programmable in the ECM by using the EST.
Disagreements in speed selection states will be detected by the ECM and a Diagnostic Trouble Code will be
set. The most common source of RPTO problems are blown fuses to the ON/OFF circuit, an incorrectly
programmed ECM, or improper wiring of the body builder connectors and speed control switches.
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Figure 153 Remote PTO Speed Control Circuit Diagram
NOTE – See Body Builder Connections (See Figure 154, page 328).
NOTE – After removing connector always check for damaged pins, corrosion, and loose terminals. Check
for blown fuses.
Table 81 Remote PTO Speed Control Circuit Diagnostics

Voltage Circuit Checks at ECM Connector (check with breakout box installed and ignition key ON)
REMOTE PTO SPEED SELECTION SWITCH (TWO POSITION INTERMITTENT ROCKER SWITCH)
Set Switch Circuit (Speed #1 - preset PTO) (Deaccel - variable PTO)
32 to gnd 12V ± 1.5 Switch held in Set position - If no voltage, check switch and circuit for open or ground.
32 to gnd 0V Switch in Middle position - If voltage is present, switch or circuit is shorted to power.
Resume Switch Circuit (Speed #2 - preset PTO) (Accel - variable PTO)
31 to gnd 12V ± 1.5 Switch held in Resume position - If no voltage, circuit is open or shorted to ground.
31 to gnd 0V Switch in Middle position - If voltage is present, switch or circuit is shorted to power.
Remote Variable PTO ON/OFF Switch - Switch must be ON for remote PTO to function.
36 to gnd 12V ± 1.5 Switch in ON position - If no voltage, open circuit, switch or fuse from switch.
36 to gnd 0V Switch in OFF position - If voltage is present, switch or circuit is shorted to power.
Remote Preset PTO ON/OFF Switch - Switch must be ON for remote PTO to function.
37 to gnd 12V ± 1.5 Switch in ON position - If no voltage, open circuit, switch or fuse from switch.
37 to gnd 0V Switch in OFF position - If voltage is present, switch or circuit is shorted to power.
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Power Take Off Speed Control
The purpose of the remote power takeoff feature is to allow the control of engine speed via remote switches for
the use of ancillary engine devices such as hydraulic pumps, lift gates, etc.
Mode Selection
Variable speed or preset PTO control (up to two speeds selected) can be selected and programmed into the
module via EST.
The mode, variable and/or preset PTO must be selected and "turned on" by the EST tool for this feature to
function. On/off switches must also be installed to provide a 12V signal to the appropriate pin in the ECM. The
Remote PTO feature will be disabled when vehicle speed is detected, the clutch pedal is depressed or if the
engine is put into gear (automatic transmission only).
Power Take Off (PTO) speed control provides a method for the operator to set and maintain a regulated engine
speed, without using the accelerator pedal, for the purpose of operating auxiliary equipment. The power take
off feature has a in-cab and a remote operator interface. Depending on configuration, the operator may turn on
and activate PTO speed control while in the comfort of the cab or at the convenience of the remote interface.
If both in-cab and remote operations are enabled, the on-board electronics senses which interface is active
depending on operator actions. No active mobile PTO operation is possible when the PTO speed control
is turned on using the remote interface.
This feature also has the bump up and bump down functions. Where, the operator may bump up the rpm in 25
rpm increments when the Resume/Accel button is momentarily pressed. The operator may bump down the
rpm in 25 rpm increments when the Set/Cruise button is momentarily pressed.
Power Take Off
This parameter indicates to the on-board electronics if the vehicle has the Power Take Off speed control feature.
PTO Programmable Features

• Disable: Feature is turned off at all times.
• Remote Operation Only: Feature is enabled and may only be turned on and activated using the remote
PTO ON/OFF switches.
• In-Cab Operation Only: Feature is enabled and with use in-cab to PTO speed control while in the in-cab
operation.
• Remote and In-Cab Operation: Feature is enabled and will allow both remote and in-cab operations.
However, the remote operation takes precedence over the in-cab operations.
PTO Max VS (vehicle speed)
This parameter indicates the maximum road speed that the PTO speed control may be engaged while in
Mobile PTO operation.
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PTO In-Cab Mode
This parameter indicates how the steering wheel mounted Cruise Control buttons are to be interpreted.
• None: The steering wheel mounted Cruise Control ON/OFF switch is ignored.
• Stationary Preset: The steering wheel mounted Cruise Control buttons operate only in the Preset
state of operation.
• Stationary Variable: The steering wheel mounted Cruise Control buttons operate in a variable state of
operation.
• Mobile Variable: The steering wheel mounted Cruise Control buttons operate in a variable state of
operation while allowing the vehicle to be mobile.
PTO In-Cab Interface
This parameter indicates to the on-board electronics if PTO speed control is on and active the operator in-cab
interfaces are ignored. These interfaces include accelerator pedal, driveline engagement signal, brake pedal
and the steering wheel mounted Cruise Control buttons.
• Enable: Continue to monitor in-cab operator interfaces.

• Disable: Ignore in-cab operator interfaces.
PTO Remote Pedal
This parameter indicates to the on-board electronics that a remote throttle control is available for use to
control the PTO rpm setting.
• Disable: Remote throttle is not available.

• Enable: Remote throttle is available.
PTO Preset rpm 1
This parameter indicates the rpm setting when the operator depresses the Set/Cruise button with the
STATIONARY PRESET in-cab mode of operation.
PTO Preset rpm 2
This parameter indicates the rpm setting when the operator depresses the Resume/Accel button with the
Stationary Preset in-cab mode of operation.
PTO Preset rpm Ramp Rate
This parameter indicates the rate that rpm is increased when the operator depresses and holds the
Resume/Accel button.
PTO Max rpm
This parameter indicates the maximum rpm that the PTO speed control may be engaged.
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Troubleshooting
The EST can be used to monitor the status of the PTO controls. Comparing the data list reading to actual
operation will indicate if the controls are operating properly. Using the menu of programmable parameters, the
ECM programming can also be verified to insure that the ECM is properly programmed for PTO applications.
Figure 154 ECM Body Builder Connections Circuit Diagram
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SPEED CONTROL COMMAND SWITCHES (SCCS)

Signal Functions
Figure 155 Cruise Control, PTO, Hand Throttle System Function Diagram
Cruise Control
The ECM will control engine speed to maintain a constant road speed with cruise control. Depressing the
set switch when the vehicle is at the desired speed with the Cruise button in the ON position activates the
cruise control. Speed is increased or decreased by depressing Accel or Cruise buttons. The cruise control is
deactivated by depressing the OFF switch, applying the brake pedal, clutch pedal, or on vehicles equipped
with automatic transmissions, by placing the transmission in neutral.
PTO Control
Engine speed can be controlled by the SCCS switches if the PTO option has been programmed into the ECM
and the vehicle is stationary. Variable as well as preset speeds are available depending on ECM programming.
The PTO function is turned ON by switching the cruise button ON. Depressing the Set/Cruise or Resume/Accel
button will increase or decrease engine speed depending on PTO programming.
The ECM does not monitor the SCCS system for faults. There are no Diagnostic Trouble Codes for this system.
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Diagnostics
If the engine does not respond to the cruise control switches, use the cab electronics diagnostic software to
monitor cruise switch input to the ESC. If the switch state does not change when the steering wheel cruise
controls are depressed, diagnose the cruise switch circuits using the S08250 - Electrical Troubleshooting
Guide - 4200/4300/4400. If the ESC is receiving the cruise switch input, use the electronic engine diagnostic
software (Master Diagnostics) to view the cruise switch state. If the switch state does not change as the switch
is depressed, verify communication exists between the ECM and the ESC (does the ECM respond to other
ESC inputs). If the switch state does change, verify that other conditions do not exist that would stop or
delay the reaction to the input. Examples include:
• RPM below minimum

• RPM above maximum
• Road speed below minimum / Road speed above maximum
• Brake pedal depressed
• Clutch / driveline disengaged
Cruise Control
Cruise control allows the ECM to control the engines power delivery to maintain a constant vehicle speed. The
speed set point is determined by the driver, however high and low set points are programmed in the ECM.
These are the cruise high set limit and cruise low set limit. Also the minimum engine speed at which the cruise
control can be engaged is programmed in the ECM. See Cruise Control, Body Builder Connections Circuit
Diagram (See Figure 154, page 328).
Operate cruise using the following switch functions:
Table 82
Cruise ON/OFF button: ON enables and OFF disables the Cruise Control functions.
SET/CRUISE: If the cruise is active but a speed is not set, depressing the SET switch will select
the current vehicle speed as the set speed.
If the cruise is active an a speed is set, depressing the SET switch will cause
the vehicle speed to decrease.
RESUME/ACCEL: If the cruise is ON, but has been deactivated by application of the brake or clutch
pedal, depressing the RESUME switch will cause the vehicle speed to resume
to the last set speed.
If the cruise is ON and active, depressing the RESUME switch will cause the
vehicle speed to increase.
Depressing the OFF switch, brake, clutch or placing the automatic transmission in neutral will deactivate the
cruise control. Cruise control will not be functional if the VSS signal is in fault.
PTO (engine Speed) Control
PTO speed control allows an operator to set a fixed engine speed, either in the cab or remotely. In-cab PTO
uses the same switches on the steering wheel as are used for cruise control. Remote PTO uses switches that
are installed by a body builder and are wired to the vehicle’s wiring harness at the "body builder’s connections."
There are two features that utilize the PTO speed controls. Remote Accelerator Pedal and Electronic Pressure
Governing. See RPS and EPG in this section of manual.
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In-Cab PTO
In-Cab PTO has three different modes of operation. These modes are selected by programming the ECM
In-Cab PTO Mode. These modes are:
1. In-Cab Preset
2. In-Cab Variable
3. In-Cab Mobile
In-Cab Preset
In-Cab Preset is selected by programming the ECM programmable parameters for In-Cab Mode to In-Cab
Preset. This allows the operator to select one of two programmed values for engine speed. To operate, turn
the ON/OFF switch to the ON position. Then depress either the Set or Resume switch. This will cause the
engine speed to run at the value programmed into PTO Set Speed.
Depressing the OFF switch, brake pedal, clutch pedal, placing the automatic transmission in gear, or a signal
from the VSS (unless programmed for Mobile operation), will deactivate the PTO speed control. PTO speed
control will not be functional if the VSS or Brake signal is in fault.
In-Cab Variable
In-Cab Variable is selected by programming the ECM Programmable Parameters for In-Cab Mode to In-Cab
Variable. This option allows the driver to set the engine speed to a desired value. The control module will then
maintain this speed over varying load conditions up to the engines rated power in the selected speed range.
To enable, turn the ON/OFF switch to the ON position. Speed may be adjusted two ways. First the operator
may adjust the engine speed with the accelerator and then depress the Set switch. Second, the operator
may depress the Resume/Accel to increase engine speed incrementally or depress the Set/Cruise switch
to decrease the engine speed.
Engine set speed will be limited to the value programmed in the ECM for Maximum PTO speed.
Depressing the OFF switch, brake pedal, clutch pedal, placing the automatic transmission in gear, or a signal
from the VSS, (unless programmed for Mobile operation), will deactivate the PTO speed control. PTO speed
control will not be functional if the VSS or Brake signal is in fault.
In-Cab Mobile
In-Cab Mobile is selected by programming the ECM programmable parameters for the In-Cab mode to In-Cab
Mobile. This allows the operator to use the engine speed control the same as In-Cab Variable, however, in this
mode the vehicle can be moving while the mode is active. See In-Cab Variable for more details. The maximum
speed of the vehicle is programmable up to 20 m.p.h. This mode is the same as In-Cab Variable, however, a
speed signal will not disable the speed control until the programmed maximum speed is exceeded.
Remote PTO
Remote PTO can be enabled by two means, Remote Preset and Remote Variable. Operation of the speed
control depends on which signal is enabled.
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Remote Preset
When in the preset mode, the set switch will cause the engine to run at the programmed set speed. The
resume switch will allow the engine to run at the programmed resume speed.
With the remote preset enabled, the speed is adjusted as with In-Cab preset. See In-Cab preset for more
details.
Turning the ON/OFF switch OFF, depressing the brake pedal, clutch pedal, placing the automatic transmission
in gear, or a signal from the VSS will deactivate the PTO speed control. However, the programmed option
of PTO Operation Disable will prevent the clutch and brake signals from interrupting the PTO speed control,
as well as cause the APS to be inoperative. PTO speed control will not be functional if the VSS or Brake
signal is in fault.
Remote Variable
Enabling the remote variable signal allows for the engine speed to be adjusted to the desired level. Depressing
the Resume /Accel switch will cause the engine speed to increase, depressing the Set/Cruise switch will cause
the engine speed to decrease.
With remote variable enabled the speed is adjusted as with In-Cab Variable.
Opening the switch to pin 36, depressing the ON/OFF switch to OFF, depressing the brake or clutch pedal or
placing the automatic transmission in gear, or a signal from the VSS will deactivate the PTO speed control.
However the programmed option of PTO Operation Disable will prevent the clutch and brake signals from
interrupting the PTO speed control, as well as cause the APS to be inoperative. PTO speed control will not
be functional if the VSS or Brake signal is in fault.
PTO Speed Ramp Rate
The rate at which the speed of the engine will change will depend on load conditions and on a programmed
value called PTO speed ramp rate. A higher value will cause the engine to change speed more quickly.
Troubleshooting
The EST can be used to monitor the status of the PTO controls. Comparing the data list reading to actual
operation will indicate if the controls are operating properly. Using the menu option of programmable
parameters the programming can be verified to be sure the ECM is programmed properly for the application.
Also the data list can be used to monitor the parameters that cause interruption of PTO speed control.
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TACHOMETER INPUT CIRCUITS

Circuit Functions
Figure 156 Tachometer Input Circuit Function Diagram
The Electronic Control Module (ECM) provides an output for a remote tachometer with a 0-12V digital signal
that indicates engine speed. The frequency sent by the ECM is 1/5th of the actual engine rpm.
Diagnostic Trouble Code Detection
No Diagnostic Trouble Code detection is available for communication between the ECM and the remote
tachometer.
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Figure 157 Tachometer Input Circuit Diagram
Table 83 Tachometer Input Circuit Diagnostics

Key-On Engine-Off Voltage Checks at ECM (check with breakout box installed and the ignition key ON,
Engine OFF)
59 to 23 12V ± 1.5 TACH A The signal is pulled up by the ECM with the key ON engine OFF.
Connector Checks to Ground at ECM (check with breakout box installed and the ignition key should
be in the OFF position)
59 to 23 >1k TACH A < 1k indicates a short to ground either through the harness or
internal in the ECM. Disconnect the ECM from the breakout box and
measure to ground again. If short is still present, repair harness.
Harness Resistance Checks (check with breakout box installed, and the ignition key should be in the
OFF position)
59 to Tach <5 TACH Resistance from ECM connector to TACH input - Optional
Owner/Operator Tach.
Key-On Engine-Running Signal Checks - TACH (check with breakout box installed)
59 to 23 5V to 7V/140 TACH signal from the ECM is a frequency that is engine rpm ÷ 5.
to 540 Hz
NOTE – The instrument cluster tachometer does not use these outputs. See Drive Train Data Link for
instrument cluster tachometer diagnostics.
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Tachometer Input Signal This section does not apply to the instrument cluster tachometer.
The ECM receives a signal from the CMP sensor and calculates engine speed (rpm). The ECM sends the
calculated engine speed as a digital buffered TACH signal from the ECM connector to the owner installed
tachometer.
Figure 158 ECM Body Builder Connections
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TWO SPEED AXLE SPEEDOMETER CIRCUIT

Signal Functions
Figure 159 Two Speed Axle Circuit Function Diagram
Two Speed Axle
The ECM is programmed with the high and low rear axle ratios. The ratios are used to calculate the
speedometer signal, depending on which mode the switch is in. The ECM uses the high ratio unless the ESC
signals the ECM that the two speed selector switch is in the low range.
There are no ECM diagnostics for the two speed axle circuits.
Troubleshooting
1. Use the EST diagnostic tool to verify the correct ECM programming including correct rear axle ratios
(high and low):
a. If programmed correctly, go to step 2.
b. If the programming is not correct, make necessary programming corrections.
2. If the engine does not respond to the two speed axle (TSA) switch, use Cab Electronics Diagnostic
software to monitor TSA input to the ESC. If the switch state does not change when the axle switch
is depressed, diagnose the switch circuits using the S08250 - Electrical Troubleshooting Guide -
4200/4300/4400. If the ESC is receiving the TSA switch input, use the electronic engine diagnostics
software (Master Diagnostics) to view the TSA switch state. If the switch state does not change as the
switch is depressed, verify communication exists between the ECM and the ESC.
ECM Diagnostics
There are no ECM diagnostics for this circuit.
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REFERENCE VOLTAGE (VREF)

Circuit Functions
Figure 160 Reference Voltage Function Diagram
The Reference Voltage circuit is a 5V ± 0.5 power supply from the ECM that provides power to the three wire
engine and vehicle sensors it also provides a benchmark or Reference Voltage for the ECM.
There are three separate Reference Voltage circuits in this system.
1. VREF B –For Chassis Sensors
2. VREF C –For Body Builder Sensors
3. VREF D –For Engine Sensors
There is no fault detection specifically for the VREF signal directly, but if there is a VREF circuit fault the sensor(s) in
the section of the circuit affected may set an Out of Range HIGH or LOW code. Multiple HIGH or LOW codes
are usually an indication of a VREF or in some instances a Signal Ground fault condition.
A VREF signal shorted to ground will cause the ECM to reset causing either a stumble or no start condition.
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Figure 161 Voltage Reference Circuit Diagram
Table 84 Voltage Reference Circuit Diagnostics

Voltage Reference Connector Checks (if multiple diagnostic trouble codes are set, remove and measure
VREF at suspected sensor circuits)
Sensor Test Points Spec. Comments
ICP B to gnd 5V ± 0.5 Check VREF at suspected sensors one at a time. Identifying which
CMP B to gnd 5V ± 0.5 sensors do not have a VREF and which ones share a common VREF
feed will aid in helping to isolate the area of a short or open circuit. If
MAP B to gnd 5V ± 0.5
disconnecting a sensor causes VREF to be present in the circuit that had
APS/IVS C to gnd 5V ± 0.5 no previous VREF, it is likely that the disconnected sensor had shorted
BAP B to gnd 5V ± 0.5 VREF to ground.
Connector Checks to Chassis Ground (sensors disconnected, + BAT cable disconnected, key OFF)
ICP B to gnd >500 Resistance < 500 indicates a short to ground. If a short to ground
CMP B to gnd >500 condition is identified, remove all sensor connectors that are connected
to VREF and ECM to determine if short is in a sensor, ECM, or in a wiring
MAP B to gnd >500
harness. Spec is >1k with all common sensors disconnected from
APS/IVS C to gnd >1k harness.
BAP B to gnd >1k
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Table 84 Voltage Reference Circuit Diagnostics (cont.)

Harness Resistance Checks (check with sensor connector(s) disconnected and ignition key OFF, all
accessories OFF with breakout box installed)
ICP B to 40 <5 The measurement is taken from the sensor connector to the ECM 60
CMP B to 40 <5 pin connector. Resistance > 5 indicates high resistance or an open
in the VREF supply circuit.
MAP B to 40 <5
APS/IVS C to 3 <5
BAP B to 3 <5
Function
The Electronic Control Module contains a regulated 5V DC voltage reference source to power engine and
vehicle sensors. The sensor signals are compared to the Voltage Reference to determine actual sensor output
signal values. These values are processed by the ECM for engine operation.
Operation
The ECM supplies VREF when the ignition key is ON at terminals 40 for the engine (gray connector) and
terminals #3 & #5 for the chassis and body builder connections (black connector).
ECM Voltage Reference Diagnostics
If multiple sensor codes are set, it is possible that the VREF circuit is open or shorted to ground, or the return
signal circuit is open. Follow troubleshooting procedures to determine if VREF circuits are at fault causing a
Diagnostic Trouble Code. The engine will not run without a valid VREF signal to the CMP sensor.
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VEHICLE RETARDER (VRE)

Circuit Functions
Figure 162 Vehicle Retarder Function Diagram
On engines/vehicles equipped with an exhaust brake the VRE (Vehicle Retarder Circuit) circuits function
is to control the relay that turn the brake on and off. This circuit has many applications and can be wired
in many configurations. The applicable wiring diagram for the correct application must be used for
troubleshooting the correct circuit.
Whenever a vehicle retarder is installed, regardless of type or mode of operation, the operator is supplied
with an in-cab switch that will allow the system to be turned ON or OFF. The switch signals the operator’s
request to the Electrical System Controller (ESC) and the ESC relays that request to the Power Train Data
Link to the ECM.
An open or short to ground can be detected on the coil side of the engine brake relay during an "On Demand"
Engine Standard Test by the technician.
EGES-215
Figure 163 Vehicle Retarder Circuit Diagram
Table 85 Vehicle Retarder Circuit Diagnostic Checks

Exhaust Brake Solenoid Voltage/Resistance Checks - With Exhaust Brake Solenoid Unplugged (check
with ignition key ON and exhaust brake activated)
Exhaust Brake Solenoid
Pin A of Ex-Brake 12V ± 1.5 If no voltage is present, either relay is not ON or open in circuit to solenoid
Solenoid (test with in-line connector unplugged, check voltage from exhaust brake
relay).
Pin B of Ex-Brake <5 Solenoid will not operate unless grounded.
Solenoid to gnd
Pin A to Pin B of 5 to 30 Check resistance of exhaust brake solenoid. Resistance will vary with
Ex-Brake Solenoid manufacturer, but solenoid coil should not indicate infinite resistance (open
coil).
Exhaust Brake Relay Voltage Checks - With Exhaust Brake Relay Unplugged
(check with EFC solenoid and battery positive cable disconnected, with breakout box installed)
Exhaust Brake Relay
30 to gnd 12V ± 1.5 Voltage should be present with ignition key ON. If 0V, check fuse and power
circuit
86 to gnd 12V ± 1.5 Voltage should be present with ignition key ON. If 0V check fuse and power
circuit.
85 to gnd 0V No voltage expected
87 to gnd 0V No voltage expected
EGES-215
Table 85 Vehicle Retarder Circuit Diagnostic Checks (cont.)

Operational Voltage Checks (check with breakout box installed and exhaust brake relay & solenoid plugged
in)
47 to 23 0V Voltage value when exhaust brake is activated by ECM. ECM grounds relay
to turn it on.
47 to 23 12V ± 1.5 Voltage value when exhaust brake is turned OFF - ECM grounds relay to
turn it on.
265 = Exhaust brake relay failed the output circuit test during a Key-ON Engine-OFF Standard Test.
Vehicle Retarder
This group of parameters customizes the retarder feature. The purpose for the Vehicle Retarder is to provide
the proper logic to enable or disable a mechanical engine/transmission brake. Several types of engine brakes
exist.
• Engine Exhaust Brakes

• Transmission Retarders
• Anti-lock Braking Devices
The purpose of these devices is to aid in the deceleration rate of the vehicle by providing additional vehicle or
engine load. This can reduce brake wear for vehicles in situations that require frequent braking. Also provided
is over-speed protection which will decrease the odds of engine damage due to excessive engine speed.
The on-board electronics provides the proper control logic necessary to determine when the vehicle retarder
should be enabled. Currently, there are five states of electronic operation; OFF, LATCHED, COAST,
TRANSMISSION LATCHED and overspeed
Vehicle Retarder
This parameter indicates to the on-board electronics the desired mode of operation for the vehicle retarder
feature.
• OFF- Feature is disabled at all times.

• Latched - The vehicle retarder will be enabled when the proper engine/vehicle conditions are satisfied.
When either cruise control or PTO speed control is on, the brake pedal must be applied before vehicle
retarder will be enabled. The vehicle retarder will remain enabled until the accelerator pedal is depressed
or low idle speed has been reached.
• Coast - The vehicle retarder will be enabled when the proper engine/vehicle conditions are satisfied. When
either the cruise control or PTO speed control is on, the brake pedal must be applied before vehicle retarder
will be enabled. The vehicle retarder will remain enabled only if the brake pedal is continually depressed.
• Transmission Latched - The vehicle retarder will be operated similarly to the LATCHED state, however
the engine is allowed to operate at a higher rpm range in this state because the transmission is the
retarding device.
• Overspeed - This protection is provided in all active vehicle retarder states. This is included so the vehicle
retarder will become enabled when rpm is too high.
EGES-215
ECM Diagnostics
There are three components required for vehicle retarder operation:
• The operator request for vehicle retarder operation. This is accomplished with an in-cab switch that will
allow the system to be turned ON or OFF. The switch signals the operator’s request to the Electrical
System Controller (ESC) and the ESC relays that request over the Power Train Data Link to the ECM.
The operator’s request for vehicle retarder operation can be verified by viewing the condition of the
vehicle retarder dash switch with an EST. If the ECM receives the request from the ESC, the EST will
show the Switch State as ON.
• The programmable parameter "retarder mode" must be set for the desired operational mode. The
parameter enables the engine strategy which checks engine operational conditions to determine if the
vehicle retarder should be engaged. The parameter can be checked using the EST.
• The ECM PIN 47 controls the vehicle retarder relay. This is accomplished by grounding PIN 85 of the
vehicle retarder relay. This can be checked with a breakout box installed on the chassis side of the ECM.
Vehicle Retarder Relay OCC Diagnostic Trouble Code
The Output Circuit Test, performed during an ON Demand Engine Standard Test, will test the coil side of the
vehicle retarder relay and circuit for an open or short condition. If an Out of Range condition exists, Diagnostic
Trouble Code 265 will be set.
EGES-215
Figure 164 Electronic Engine Controls Circuit Diagram
EGES-215
EGES-215
VEHICLE SPEED SENSOR (VSS)

Signal Functions
Figure 165 Vehicle Speed Sensor Function Diagram
Transmission tailshaft speed is detected by a magnetic pickup mounted on the transmission that senses the
rotation of a 16 toothed gear installed on the rear of the transmission. The resultant AC (alternating current)
sine wave signal is received by the ECM and is utilized along with tire size and axle ratio, to calculate vehicle
speed. Calculated vehicle speed is transmitted to the instrument cluster through the Drive Train Data Link to
operate the speedometer within the instrument cluster. Calculated vehicle speed is also utilized in the control
strategies that control features such as Cruise Control, PTO operation and Road Speed Limiting.
Allison WTEC MD and 2000 Series Transmissions utilize an internal VSS sensor that sends a signal to the
transmission ECM. The transmission ECM buffers the signal and sends a square wave signal to the Engine
ECM.
When the ECM determines that the vehicle is operating at 0 M.P.H., the ECM performs diagnostic checking
on the VSS circuitry. A voltage signal is transmitted on the VSS circuitry by the ECM and will detect if the
return voltage is Out of Range HIGH or LOW . When a VSS Diagnostic Trouble Code condition is detected,
the ECM disables Cruise Control, PTO operation and if Road Speed Limiting is enabled, will limit engine rpm
in all gears. On vehicles equipped with Allison MD (WTEC) and 2000 Series Transmissions, no Diagnostic
Trouble Codes will be sent in the event of a VSS sensor circuit failure. Any VSS Diagnostic Trouble Codes
set with vehicles equipped with MD transmissions only diagnose the communication circuit between the
Engine ECM and the Transmission ECM.
NOTE – See Allison WTEC maintenance/diagnostic manual to diagnose any MD VSS sensor problems.
EGES-215
Figure 166 Vehicle Speed Sensor Circuit Diagram
Table 86 Vehicle Speed Sensor Connector Checks

Key ON Engine OFF - Voltage Checks at VSS Connector (check with VSS sensor connector
disconnected, ignition key ON, engine OFF)
(+) Test Points (-) Spec. Comments
B to gnd 2 to 3V ECM pull up voltage when sensor disconnected, if no voltage is present
A to gnd 2 to 3V check for an open or short to ground.
VSS Sensor Continuity Checks (check with VSS sensor disconnected, measure resistance through
the sensor)
B to gnd >100 If <100 , check for short to ground.
A to gnd >100 If <100 , check for short to ground.
B to A 600 - 800 Manual transmission.
B to A See Allison MD Automatic Transmission (electronically controlled), 2000 Series (LCT)
manual Automatic Transmission (electronically controlled).
Harness Resistance Checks (check with VSS sensor disconnected, battery disconnected and
breakout box installed)
40 to B <5 If >5 , check for open circuit.
39 to A <5 If >5 , check for open circuit.
40 to gnd >100 If <100 , check for short to ground.
39 to gnd >100 If <100 , check for short to ground.
EGES-215
Table 86 Vehicle Speed Sensor Connector Checks (cont.)

Operational Check (check with VSS sensor connected and breakout box installed)
WARNING – PLACE REAR AXLES ON JACK STANDS WITH FRONT WHEELS BLOCKED.
NOTE – MEASURE WITH TRANSMISSION IN HIGH GEAR, ENGINE AT LOW IDLE.

40 to 39 >2V AC If <2V AC, check sensor adjustment or replace defective sensor.
141 = ECM detected low "test" voltage across VSS circuit for >0.5 seconds. Possible open or short to ground.
142 = ECM detected high "test" voltage across VSS circuit for >0.5 seconds. Possible internal sensor short
or short to power.
215 = ECM detected a VSS frequency signal >4.365 kHz.
NOTE – Refer to S08250 – Electrical Troubleshooting Guide – 4200/4300/4400.
The Vehicle Speed Sensor (VSS) is located on the transmission and sends an AC signal to the ECM. The
VSS sensor contains a permanent magnet which creates a magnetic field. The AC signal is created when
the transmission speedometer gear rotates breaking the magnetic field created by the sensor. The ECM
processes the AC signal and transmits vehicle speed data on the Drive Train Data Link and utilizes it for
various engine and vehicle control strategies. On a manual transmission, the VSS sensor is mounted at
the rear of the transmission.
ECM Diagnostics
VSS Out of Range LOW
This code is set when the ECM detects an Out of Range LOW condition in the VSS circuit. This is a continuous
monitor code and can be set any time the vehicle is operating. It may be displayed as an active or inactive
diagnostic trouble code. When this code is set the amber ENGINE lamp will not be illuminated.
Possible Causes: Open sensor wiring, open sensor, short to ground in wiring or sensor.
This code is set when the ECM detects an Out of Range HIGH condition in the VSS circuit. This is a continuous
monitor code and can be set any time the vehicle is operating. It may be displayed as an active or inactive
diagnostic trouble code. When this code is set the amber ENGINE lamp will not be illuminated.
EGES-215
Possible Causes: Wiring short to power (VREF or battery), internal short in VSS sensor.
EGES-215
EGES-215

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SERVICE MANUAL

Engine Family: INTERNATIONAL® DT 466 and DT 530

International Truck and Engine Corporation

THE INTERNATIONAL® DT 466 AND DT 530 DIESEL ENGINE SERVICE LITERATURE

Form No*.. .. .. .. .. .. . .. .. .. .. .. .. .. .. . .. .. .. .. .. .. .. .. .. . . . . . Description

* - Publication number specified with latest revision will be furnished.

Type A: Wood, Paper, Textile and Rubbish

To avoid personal injury comply with the following warnings:

FUEL SUPPLY SYSTEM. .. . .. .. . .. .. . .. .. . .. .. . .. .. . .. .. . .. .. . .. .. . .. .. . .. .. . .. .. . .. .. . .. .. . .. .. . .. .. . .. . .. .. . .. .. . .. .. . .5

INJECTION CONTROL PRESSURE SYSTEM .. . .. . .. . .. .. . .. . .. . .. . .. .. . .. . .. . .. . .. . .. .. . .. . .. . .. . .. .. . .. . .. . .. . .. . .8

HEUI INJECTOR OPERATION.. . . . .. . . . .. . . .. . . . .. . . . .. . . .. . . . .. . . . .. . . . .. . . .. . . . .. . . . .. . . . .. . . .. . . . .. . . . .. . . . .. . . .. . .13

ELECTRONIC CONTROL MODULE.. . .. .. . .. .. . .. .. . .. .. . .. . .. .. . .. .. . .. .. . .. .. . .. .. . .. .. . .. .. . .. .. . .. .. . .. .. . .. .. . ..15

ENGINE AND VEHICLE SENSORS. . . . . . .. . . . . .. . . . . .. . . . . .. . . . . .. . . . . .. . . . . .. . . . . .. . . . . .. . . . . .. . . . . .. . . . . .. . . . . .. . . .23

VEHICLE FEATURES. .. .. .. .. .. . .. .. .. .. .. . .. .. .. .. . .. .. .. .. .. . .. .. .. .. .. . .. .. .. .. . .. .. .. .. .. . .. .. .. .. .. . .. .. .. .. . .. .. ..33

Engine Shutdown System. . . .. . . . . .. . . . . . .. . . . . .. . . . . .. . . . . .. . . . . . .. . . . . .. . . . . .. . . . . .. . . . . . .. . . . . ..37

DIAGNOSTIC SOFTWARE SELF TEST OPERATION. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . .39

FUEL SUPPLY SYSTEM

• Fuel Supply System (See Figure 1, page 6)

Figure 1 Fuel System Components

Figure 2 Fuel System Diagram

INJECTION CONTROL PRESSURE SYSTEM

Figure 3 Injection Control Pressure System Components

INJECTION PRESSURE CONTROL

Figure 4 Injection Control System

Figure 5 Closed Loop Operation

IPR VALVE OPERATION

Figure 6 IPR Higher Injection Pressure

Figure 7 IPR Lower Injection Pressure

HEUI INJECTOR OPERATION

Figure 8 HEUI Injector Stages of Operation

The injection operation is divided into three stages or cycles:

Figure 9 HEUI Split Shot-Injector Operation

ELECTRONIC CONTROL MODULE

Figure 10 Electronic Control Module

The ECM controls the following:

The ECM sends a voltage reference signal to three separate circuits.

• VREFB for the cab sensors

Figure 11 Reference Voltage

INPUT VOLTAGE SIGNALS

• Converts analog signals to digital signals,

Figure 12 Input Voltage Signals

MICROPROCESSOR INPUT AND OUTPUT

• Vehicle configuration, modes of operation, and options

Figure 13 Electronic Control Module Microprocessor Memory

• Injection Pressure Regulator (IPR)

Figure 14 Output Drivers

Electronic Distribution for Fuel Injectors

Figure 15 Electronic Distributor for Fuel Injectors

Ground Source for Fuel Injectors

The ECM provides a constant ground path to all fuel injectors.

Figure 16 Ground Source for Fuel Injectors

Power Source and Output Drivers for Fuel Injectors

Figure 17 Power Source and Output Drivers for Fuel Injectors

ENGINE AND VEHICLE SENSORS

• Changing reference voltage to produce an analog or digital signal

Figure 18 Input Signals

• Engine Oil Temperature sensor (EOT)

Figure 19 Engine Coolant Temperature Sensor

• Accelerator Position Sensor (APS)

VARIABLE CAPACITANCE SENSOR

• Engine Oil Pressure sensor (EOP)

Figure 21 Engine Oil Pressure Sensor

HALL EFFECT SENSOR