Professional Documents
Culture Documents
SM 78
SM 78
Driveability - Diesel - Non-DTC Based Diagnostics, 6.7L Diesel - 2500, 3500, 3500 Cab &
Chassis, 4500 & 5500
For a complete wiring diagram, refer to appropriate SYSTEM WIRING DIAGRAMS article .
DIAGNOSTIC TEST
1. NO RESPONSE
1. Make sure the scan tool will communicate with the appropriate modules.
Yes
No
Go To 2.
2. DTC PRESENT
NOTE: Before continuing, complete the 6.7L Cummins Turbo Diesel Diagnostic
Worksheet. Go to the TechConnect > submit the vehicle's VIN number >
Search Tab > and Select Create Diagnostic Worksheet.
Yes
Proceed to the MIL LIGHT ON PRETEST PROCEDURE. Refer to 2500 & 3500 - MIL
LIGHT ON PRETEST PROCEDURE or 3500 CAB & CHASSIS, 4500 & 5500 - MIL
LIGHT ON PRETEST PROCEDURE .
No
Go To 3.
3. CHECK FOR SYMPTOM BASED ISSUES
1. Check the vehicle for one of the following conditions:
Engine No Start / Hard Start
Engine Noise
Yes
Perform the appropriate symptom based diagnostic procedure. Refer to DIAGNOSIS AND
TESTING, 6.7L.
No
Verify the vehicles performance by performing the Diesel Fuel System Validation procedure.
Refer to 2500 & 3500 - DIESEL AFTERTREATMENT VALIDATION- 6.7L or 3500
CAB & CHASSIS, 4500 & 5500 - DIESEL AFTERTREATMENT VALIDATION-
6.7L .
OVERVIEW
This service document provides visual inspection guidelines for the aftertreatment systems used in Cummins
6.7L powered Dodge Ram vehicles. This includes both Pickup truck, model years 2007-Present (2500 & 3500
Series) and Cab Chassis model years 2007-2010 (4500 & 5500 Series). For removal and installation procedures,
reference the appropriate Service information. The Aftertreatment systems are uniquely different for the Pickup
truck and Chassis Cab. Above are diagrams of both systems.
DIAGNOSTIC TEST
Pickup
Go To 2.
Cab Chassis
Go To 5.
3. This figure is an example of a failed DPF due to severe face plugging. All inlet channel
openings are completely plugged. Symptoms would possibly include hard or no start and/or related
P-codes.
Fig. 4: Example Of A Good DPF Inlet
Courtesy of CHRYSLER GROUP, LLC
4. This figure is an example of a good DPF inlet. Note that immediately following a regeneration
event, the inlet face will/may look cleaner. Also note that it is normal for the inlet face to be coated
with soot. Inlet channels should be open and visible. As long as cell matrix is visible the inlet is ok.
Fig. 5: Example Of A Failed DPF Due To An Internal Melting Of Cells
Courtesy of CHRYSLER GROUP, LLC
7. This figure is an example of a failed DPF due to an internal cracking of the substrate. The
DPF outlet channel openings show evidence of soot. Close inspection shows several blackened
channel openings or "black cells. Also Outlet pipe shows evidence of soot. Symptoms can include
Black Smoke, and / or related P-codes.
Fig. 7: Example Of A Failed DPF Due To A Leak At The DPF Outlet Rim Of Substrate
Courtesy of CHRYSLER GROUP, LLC
8. This figure is an example of a failed DPF due to a leak at the DPF Outlet rim of substrate.
Look for black cells on the outlet face.
Fig. 8: Examples Of A Good DPF
Courtesy of CHRYSLER GROUP, LLC
9. This figure and the next are examples of a good DPF. In this figure, it is not black or does not
show any black cells. Note orange appearance near weep hole at bottom. This is dirt ingestion from
dusty areas that does not affect filter performance. Outlet pipe is not sooty as compared to a failed
part. Normally outlet face is off white or tan in appearance.
Fig. 9: Checking Pass Or Fail Condition Of DPF Using A 1 Inch Socket
Courtesy of CHRYSLER GROUP, LLC
10. This figure shows an enlarged section with a small black circle near the center of substrate. This is
the only sign of soot evident in the entire outlet inspection. A quick check with a 1" socket will
show pass/fail of this part. Using a one inch socket (1.375 inches Outer Diameter) and extension,
cover the black spot at the center of DPF outlet face. If the 1 inch socket covers the black spot
and no other black cells are visible, DPF doesn't need to be replaced. If there are any black
cells visible around the 1 inch socket, DPF does not meet pass criteria and should be replaced. If
there are any black cells on other portions of the outlet face in addition to a black spot in the center,
DPF should be replaced.
NOTE: Make sure one inch socket has about 1.375 inches of outer diameter
(Standard socket not impact). DPF outlet thermistor may be removed,
if it is in the path of the black spot.
Does the DPF show signs of face plugging, internal cracking or melting?
Yes
Replace the Diesel Particulate Filter in accordance with the service information.
No
Go To 3.
4. This figure is a zoomed view to show close pictures of wash-coat spots. Typically the size of these
spots are 3/16". These are not due to melting and does not require replacement.
Does the NAC show signs of face plugging, internal cracking or melting?
Yes
Replace the NOx Absorber (NAC) in accordance with the service information.
No
Go To 4.
NOTE: The DOC inlet is the only portion that can be inspected easily. Key modes
of failure are FACE plugging, debris and possibly melted channels.
1. This figure is an example of a good DOC. Soot is present on the inlet which is normal. As long
as cell matrix is visible the inlet is ok.
Does the DOC show signs of face plugging, internal cracking or melting?
Yes
Replace the Diesel Oxidation Catalyst (DOC) in accordance with the service information.
No
Test complete.
NOTE: The inlet side to the DOC/DPF on the Cab Chassis is the Catalyst portion.
It resembles the Pickup NAC in appearance. The outlet side is the Diesel
Particulate Filter portion. This functions exactly the same as the DPF on
the pickup truck. Because they are combined, only the inlet of the DOC
and outlet of DPF on the cab chassis can be inspected.
NOTE: The DOC inlet can be identified by a "diffuser" leading into the inlet.
3. This figure and the next are examples of a good DOC. The inlet shows no signs of face
plugging, melted spots, or cracks on the face of the grid.
Fig. 14: Close Up View Of Wash-Coat Spots
Courtesy of CHRYSLER GROUP, LLC
4. This figure is a zoomed view to show close pictures of wash-coat spots. Typically the size of these
spots are 3/16". These are not due to melting and does not require replacement.
Fig. 15: Example Of A Failed DPF Due To An Internal Melting Of Cells
Courtesy of CHRYSLER GROUP, LLC
7. This figure is an example of a failed DPF due to an internal cracking of the substrate. The
DPF outlet channel openings show evidence of soot. Close inspection shows several blackened
channel openings or "black cells. Also Outlet pipe shows evidence of soot. Symptoms can include
Black Smoke, and / or related P-codes.
Fig. 17: Example Of A Failed DPF Due To A Leak At The DPF Outlet Rim Of Substrate
Courtesy of CHRYSLER GROUP, LLC
8. This figure is an example of a failed DPF due to a leak at the DPF Outlet rim of substrate.
Look for black cells on the outlet face.
Fig. 18: Examples Of A Good DPF
Courtesy of CHRYSLER GROUP, LLC
9. This figure and the next are examples of a good DPF. In this figure, it is not black or does not
show any black cells. Note orange appearance near weep hole at bottom. This is dirt ingestion from
dusty areas that does not affect filter performance. Outlet pipe is not sooty as compared to a failed
part. Normally outlet face is off white or tan in appearance.
Fig. 19: Checking Pass Or Fail Condition Of DPF Using A 1 Inch Socket
Courtesy of CHRYSLER GROUP, LLC
10. This figure shows an enlarged section with a small black circle near the center of substrate. This is
the only sign of soot evident in the entire outlet inspection. A quick check with a 1" socket will
show pass/fail of this part. Using a one inch socket (1.375 inches Outer Diameter) and extension,
cover the black spot at the center of DPF outlet face. If the 1 inch socket covers the black spot
and no other black cells are visible, DPF doesn't need to be replaced. If there are any black
cells visible around the 1 inch socket, DPF does not meet pass criteria and should be replaced. If
there are any black cells on other portions of the outlet face in addition to a black spot in the center,
DPF should be replaced.
NOTE: Make sure one inch socket has about 1.375 inches of outer diameter
(Standard socket not impact). DPF outlet thermistor may be removed,
if it is in the path of the black spot.
Does the DOC/DPF appear to be face plugged, melted or have any internal cracking?
Yes
No
Test complete.
There are two purposes to this diagnostic test. The first purpose is to try to determine whether an engine misfire
or rough running condition can be narrowed down to a specific cylinder or if it is due to a fuel, air handling, or
exhaust system issue. The second purpose is to help the technician follow the correct path to diagnose and
completely repair the system at fault.
DIAGNOSTIC TEST
1. RELATED TSBs
NOTE: If there are DTCs present in the PCM, TCM, or ABS Modules, repair the
DTCs before proceeding.
1. Check for any TSBs or, PCM or CCN software updates that may relate to customer's complaint.
2. Follow the appropriate diagnostic procedure in the TSB.
Is vehicle repaired?
Yes
Repair complete.
Perform the POWERTRAIN VERIFICATION TEST - 6.7L. Refer to 2500 & 3500 -
POWERTRAIN VERIFICATION TEST - 6.7L or 3500 CAB & CHASSIS -
POWERTRAIN VERIFICATION TEST or 3500 CAB & CHASSIS, 4500 & 5500 -
POWERTRAIN VERIFICATION TEST - 6.7L .
No
Go To 2.
2. VISUAL INSPECTION
1. Perform an inspection of the following:
Verify there are no external fuel or coolant leaks.
Verify the oil level. An excessively high or low oil level may cause a performance issue.
Verify that the battery voltage is between 12.5 and 14.0 Volts when running.
Verify that there are no Non-OEM engine modifications installed on the vehicle.
Yes
Repair as necessary and verify repair.
Perform the POWERTRAIN VERIFICATION TEST - 6.7L. Refer to 2500 & 3500 -
POWERTRAIN VERIFICATION TEST - 6.7L or 3500 CAB & CHASSIS -
POWERTRAIN VERIFICATION TEST or 3500 CAB & CHASSIS, 4500 & 5500 -
POWERTRAIN VERIFICATION TEST - 6.7L .
No
Go To 3.
Yes
No
Go To 4.
Yes
Perform the appropriate repair according to the testing and cleaning procedure.
Perform the POWERTRAIN VERIFICATION TEST - 6.7L. Refer to 2500 & 3500 -
POWERTRAIN VERIFICATION TEST - 6.7L or 3500 CAB & CHASSIS -
POWERTRAIN VERIFICATION TEST or 3500 CAB & CHASSIS, 4500 & 5500 -
POWERTRAIN VERIFICATION TEST - 6.7L .
No
Go To 5.
Go To 6.
No
Go To 11.
Yes
Go To 7.
No
Repair as necessary and verify repair. Inspect and clean any soot fouling in the Air Handling
and Exhaust systems as needed.
Perform the POWERTRAIN VERIFICATION TEST - 6.7L. Refer to 2500 & 3500 -
POWERTRAIN VERIFICATION TEST - 6.7L or 3500 CAB & CHASSIS -
POWERTRAIN VERIFICATION TEST or 3500 CAB & CHASSIS, 4500 & 5500 -
POWERTRAIN VERIFICATION TEST - 6.7L .
7. CHECKING FUEL INJECTOR AND VALVE COVER HARNESS TERMINALS
1. Turn the ignition off.
2. Visually check the valve cover connectors and Fuel Injector terminals for loose connections or
damaged threads.
3. Check the torque of the Fuel injector nuts.
Are the Fuel injector nuts torqued correctly and the connections and terminals good?
Yes
Go To 8.
No
Yes
Go To 9.
No
Perform the POWERTRAIN VERIFICATION TEST - 6.7L. Refer to 2500 & 3500 -
POWERTRAIN VERIFICATION TEST - 6.7L or 3500 CAB & CHASSIS -
POWERTRAIN VERIFICATION TEST or 3500 CAB & CHASSIS, 4500 & 5500 -
POWERTRAIN VERIFICATION TEST - 6.7L .
9. COMPRESSION CHECK
1. Perform a manual compression check of the cylinder.
Yes
Go To 10.
No
Perform a cylinder leak down test to determine if the low compression is caused a by piston
or cylinder head/valve condition and repair as necessary. Inspect and clean any soot fouling
in the Air Handling and Exhaust systems as needed.
Perform the POWERTRAIN VERIFICATION TEST - 6.7L. Refer to 2500 & 3500 -
POWERTRAIN VERIFICATION TEST - 6.7L or 3500 CAB & CHASSIS -
POWERTRAIN VERIFICATION TEST or 3500 CAB & CHASSIS, 4500 & 5500 -
POWERTRAIN VERIFICATION TEST - 6.7L .
10. FUEL INJECTORS
1. Change the Fuel Injector with a Fuel Injector from another good cylinder.
2. With the scan tool, perform the Cylinder Cut-Out test.
Yes
Replace the Fuel Injector and check for fuel contamination. If fuel is found to be
contaminated determine the point of entry of the contamination and repair. Inspect and clean
any soot fouling in the Air Handling and Exhaust systems as needed.
Perform the POWERTRAIN VERIFICATION TEST - 6.7L. Refer to 2500 & 3500 -
POWERTRAIN VERIFICATION TEST - 6.7L or 3500 CAB & CHASSIS -
POWERTRAIN VERIFICATION TEST or 3500 CAB & CHASSIS, 4500 & 5500 -
POWERTRAIN VERIFICATION TEST - 6.7L .
No
Go To 15.
Yes
Repair the Fuel Delivery System. Inspect and clean any soot fouling in the Air Handling and
Exhaust systems as needed.
Perform the POWERTRAIN VERIFICATION TEST - 6.7L. Refer to 2500 & 3500 -
POWERTRAIN VERIFICATION TEST - 6.7L or 3500 CAB & CHASSIS -
POWERTRAIN VERIFICATION TEST or 3500 CAB & CHASSIS, 4500 & 5500 -
POWERTRAIN VERIFICATION TEST - 6.7L .
No
Go To 12.
NOTE: Perform steps 5, 6, and 7 of the 6.7L Cummins Diagnostic Worksheet. Star
Center must be contacted before worksheet steps 5, 6, and 7 can be
completed.
Yes
Go To 13.
No
Compare the two readings to the Inlet Air Pressure Sensor reading. Replace the sensor that
does not match the Inlet Air Pressure Sensor.
Perform the POWERTRAIN VERIFICATION TEST - 6.7L. Refer to 2500 & 3500 -
POWERTRAIN VERIFICATION TEST - 6.7L or 3500 CAB & CHASSIS -
POWERTRAIN VERIFICATION TEST or 3500 CAB & CHASSIS, 4500 & 5500 -
POWERTRAIN VERIFICATION TEST - 6.7L .
13. CHECKING MASS AIR FLOW SENSOR OPERATION
1. Turn the ignition on, engine not running.
2. With the scan tool, read the MAF Sensor value:
The MAF Sensor should be reading close to 0.01lb/min.
3. Start the engine, allow it to reach operating temperature and then idle for five minutes.
NOTE: This is how long it takes for the EGR Valve to close.
4. With the scan tool in Data Display, verify that the EGR Valve is at 0%.
5. With the scan tool, read the MAF Sensor value:
For an automatic transmission the MAF Sensor should read 3.0 - 6.75 lb/min at idle.
For a manual transmission the MAF Sensor should read 3.5 - 7.5 lb/min at idle.
Yes
Go To 14.
No
Perform the POWERTRAIN VERIFICATION TEST - 6.7L. Refer to 2500 & 3500 -
POWERTRAIN VERIFICATION TEST - 6.7L or 3500 CAB & CHASSIS -
POWERTRAIN VERIFICATION TEST or 3500 CAB & CHASSIS, 4500 & 5500 -
POWERTRAIN VERIFICATION TEST - 6.7L .
14. CHECK CRANKCASE FILTER
1. Verify proper Crankcase Filter operation.
Yes
Repair as necessary.
Perform the POWERTRAIN VERIFICATION TEST - 6.7L. 2500 & 3500 -
POWERTRAIN VERIFICATION TEST - 6.7L or 3500 CAB & CHASSIS -
POWERTRAIN VERIFICATION TEST or 3500 CAB & CHASSIS, 4500 & 5500 -
POWERTRAIN VERIFICATION TEST - 6.7L .
No
Go To 15.
Yes
Repair as necessary. Inspect and clean any soot fouling in the Air Handling and Exhaust
systems as needed.
Perform the POWERTRAIN VERIFICATION TEST - 6.7L. Refer to 2500 & 3500 -
POWERTRAIN VERIFICATION TEST - 6.7L or 3500 CAB & CHASSIS -
POWERTRAIN VERIFICATION TEST or 3500 CAB & CHASSIS, 4500 & 5500 -
POWERTRAIN VERIFICATION TEST - 6.7L .
No
Go To 16.
Remove the EGR Outlet Temperature Sensor from the thermostat outlet. Check the outlet for
blockage or debris.
Remove EGR Crossover Tube from EGR Cooler and EGR Valve. Inspect the tube for a
restriction.
Verify EGR Cooler is not leaking. Check for coolant in EGR plumbing, engine overheat fault
codes, and low coolant level.
Check the Air Intake Grid Heater for excessive soot build up or restriction.
Yes
If the soot inside the EGR Crossover Tube is oily, inspect the Turbocharger for leaking oil
into the intake system. If Turbo is leaking, replace the Turbo. If Turbo is not leaking, clean
the Crossover Tube, remove and clean the EGR Valve and EGR Cooler.
Go To 17.
No
Go To 17.
Yes
No
Perform the DIESEL FUEL VALIDATION procedure. Refer to 2500 & 3500 - DIESEL
AFTERTREATMENT VALIDATION- 6.7L or 3500 CAB & CHASSIS, 4500 & 5500 -
DIESEL AFTERTREATMENT VALIDATION- 6.7L . If the vehicles passes the
validation, the vehicle is operating properly. If the vehicle fails the validation, the issue was
missed during diagnostics.
Perform the POWERTRAIN VERIFICATION TEST - 6.7L. Refer to 2500 & 3500 -
POWERTRAIN VERIFICATION TEST - 6.7L or 3500 CAB & CHASSIS -
POWERTRAIN VERIFICATION TEST or 3500 CAB & CHASSIS, 4500 & 5500 -
POWERTRAIN VERIFICATION TEST - 6.7L .
For a complete wiring diagram, refer to appropriate SYSTEM WIRING DIAGRAMS article .
POSSIBLE CAUSES
Possible Causes
LOW PRESSURE FUEL DELIVERY SYSTEM LEAKING/DAMAGED
LOW BATTERY VOLTAGE
FUEL FILTER/WATER SEPARATOR
DEBRIS IN LOW PRESSURE FUEL DELIVERY SYSTEM
FUEL CONTROL ACTUATOR
FUEL QUALITY/CONTAMINATION
PLUGGED OR IMPROPERLY VENTED FUEL TANK VENTS
FUEL INJECTOR
HIGH PRESSURE FUEL PUMP
FUEL TANK MODULE (IN-TANK LIFT PUMP) WIRING
FUEL TANK MODULE (IN-TANK LIFT PUMP)
WARNING: Follow these safety precautions to reduce the risk of fire and possible
serious or fatal injury when performing this test procedure.
DIAGNOSTIC TEST
1. VISUALLY CHECK THE FUEL DELIVERY SYSTEM FOR LEAKS AND DAMAGE
NOTE: Make sure that both Batteries are fully charged before proceeding. A weak
battery can cause inaccurate fuel volume readings.
Repair/replace as necessary.
Perform the POWERTRAIN VERIFICATION TEST - 6.7L. Refer to 2500 & 3500 -
POWERTRAIN VERIFICATION TEST - 6.7L or 3500 CAB & CHASSIS -
POWERTRAIN VERIFICATION TEST or 3500 CAB & CHASSIS, 4500 & 5500 -
POWERTRAIN VERIFICATION TEST - 6.7L .
No
Go To 2.
Yes
Perform the appropriate repair according to the testing and cleaning procedure.
Go To 3.
No
Go To 3.
NOTE: Before performing the IN-TANK FUEL LIFT PUMP FLOW test, verify that
the fuel level in the fuel tank is above 1/4 full. If fuel tank is not above 1/4
full the pump will take in air causing the test results to be inaccurate.
1. Disconnect the low pressure fuel supply line from the High Pressure Fuel Pump. Connect the
(special tool #8978A, Decay Tool, Fuel) to the low pressure fuel supply line.
WARNING: To reduce the risk of fire and serious possible serious or fatal
injury, place the Reservoir Assembly 534960 (3) on the floor
and out of the way so that it is not a trip hazard.
Open the Flow Test Valve and allow the fuel to flow into the Reservoir for 10 seconds, then
close the Flow Test Valve.
Turn the ignition off.
Open the Flow Test Valve (1) for 10 seconds, then close the Valve.
4. Add the three recorded measurements and then divide the total by three to calculate the average
flow rate. The flow rate is 500 ml in 10 seconds.
Go To 5.
Go To 10.
No
Leave the Fuel Decay Tester installed. Replace the Fuel Filter/Water Separator in accordance
with the service information. During Fuel Filter replacement, be sure to check and clean the
secondary filter screen in the filter head outlet.
Go To 4.
Open the Flow Test Valve (1) for 10 seconds, then close the Valve.
2. Perform the following three times to find the average flow rate:
With the scan tool, actuate the In-Tank Fuel Lift Pump Module.
Open the Flow Test Valve (1) for 10 seconds, then close the valve.
Measure and record the amount of fuel in the Reservoir Assembly (2).
3. Add the three recorded measurements and then divide the total by three to calculate the average
flow rate. The flow rate is 500 ml in 10 seconds.
Repair complete.
Perform the POWERTRAIN VERIFICATION TEST - 6.7L. Refer to 2500 & 3500 -
POWERTRAIN VERIFICATION TEST - 6.7L or 3500 CAB & CHASSIS -
POWERTRAIN VERIFICATION TEST or 3500 CAB & CHASSIS, 4500 & 5500 -
POWERTRAIN VERIFICATION TEST - 6.7L .
No
Use the wiring diagram as a guide to check the In-Tank Fuel Lift Pump wiring for an open,
high resistance, or short to ground. If the In-Tank Fuel Lift Pump wiring is okay, remove the
fuel tank and replace the In-Tank Fuel Lift Pump Module in accordance with the service
information.
Perform the POWERTRAIN VERIFICATION TEST - 6.7L. Refer to 2500 & 3500 -
POWERTRAIN VERIFICATION TEST - 6.7L or 3500 CAB & CHASSIS -
POWERTRAIN VERIFICATION TEST or 3500 CAB & CHASSIS, 4500 & 5500 -
POWERTRAIN VERIFICATION TEST - 6.7L .
5. PRESSURE LIMITING VALVE
NOTE: NOTE: Do not drive the vehicle with any portion of this test kit
installed.
5. Start the engine and operate the engine at idle. Watch for fuel flow into the fuel container.
6. While the engine is at idle, actuate the Fuel Pressure Override Test with the scan tool. Watch for
fuel flow into the fuel container.
NOTE: You may observe a few dribbles of fuel from Pressure Limiting Valve
during Fuel Pressure Override Test. One drop per second or 8 ml in
30 seconds is considered normal. Do not replace this valve unless
you can see continuous leak.
Yes
Replace the Pressure Limiting Valve in accordance with the service information.
Perform the POWERTRAIN VERIFICATION TEST - 6.7L. Refer to 2500 & 3500 -
POWERTRAIN VERIFICATION TEST - 6.7L or 3500 CAB & CHASSIS -
POWERTRAIN VERIFICATION TEST or 3500 CAB & CHASSIS, 4500 & 5500 -
POWERTRAIN VERIFICATION TEST - 6.7L .
No
Go To 6.
NOTE: The purpose of this test is to determine if the Fuel Injectors are leaking
internally into the fuel return.
NOTE: Do not use fitting 9014. This fitting will block return flow from the
High Pressure Delivery Pump and damage the seal and could
potentially damage the engine.
7. Install a 5/16 diameter rubber fuel hose (Hose A) onto the test fitting and into a fuel container.
NOTE: This hose will be used to measure the High Pressure Pump return
flow in the next test procedure.
8. Remove the vehicle fuel return line (Quick connect) from the engine fuel drain tube.
9. Install a 5/16 diameter rubber fuel hose (Hose B) onto the engine fuel drain tube and into the fuel
container.
NOTE: This hose will be used to measure the Injector return flow for this
procedure.
10. Start engine and allow to idle for 30 seconds. This step allows the flows to stabilize.
11. Using the scan tool, navigate to ECM view -> PCM Cummins -> More Options-> System Tests ->
Fuel Pressure Override Test. Select Start, then press Next.
NOTE: While the test is running, record the FCA duty cycle % and actual rail
pressure.
12. Press the Run button to start the Fuel Pressure Override Test. The engine speed will elevate rapidly
to 1200 RPM and the rail pressure will increase to 26107 psi (1800 bar). At this point, move (Hose
B) from the bucket and insert it into a graduated cylinder.Collect the fuel until the Fuel Pressure
Override Test times out (30 seconds).
13. Measure and record the amount of fuel collected in the graduated cylinder. Repeat this three times
and take the average of the three results.
14. If the flow is less than 210 ml/30 seconds, the test has successfully passed. If the flow is greater
than 210 ml/30 seconds, turn off the engine and remove all 6 high pressure fuel lines. Re-torque the
high-pressure connector nut for each injector. Inspect for damage, repair/replace as necessary.
Reinstall the high pressure fuel lines. Re-measure the injector return flow using steps 10 through 13
as a guide. Continue on to next step.
15. If the amount of fuel is still greater than 210 ml/30 seconds after re-torquing the high-pressure
connector nuts, turn the engine off and remove the #1 high pressure fuel line. Cap the #1 fuel port
using tool (special tool #9864, Cap, Fuel Rail) for the 6.7L engine on the fuel rail and re-measure
the injector return flow using steps 10 through 13 as a guide. Repeat this procedure for injectors 2-
6. Continue on to next step.
16. Replace the Fuel Injector and High pressure connector of the injector that shows the largest amount
of change when capped off.
Did the vehicle pass the Injector Return Flow test at step 12 without any repairs needed?
Yes
Go To 7.
No
Perform the POWERTRAIN VERIFICATION TEST - 6.7L. Refer to 2500 & 3500 -
POWERTRAIN VERIFICATION TEST - 6.7L or 3500 CAB & CHASSIS -
POWERTRAIN VERIFICATION TEST or 3500 CAB & CHASSIS, 4500 & 5500 -
POWERTRAIN VERIFICATION TEST - 6.7L .
7. HIGH PRESSURE DELIVERY PUMP RETURN FLOW TEST
1. Move (Hose B) back into the fuel container.
2. Empty the graduated cylinder.
3. Move (Hose A) into the graduated cylinder.
4. Allow the engine to idle for one minute while collecting the fuel from (Hose A) .
5. Measure the amount of fuel collected from (Hose A) in the graduated cylinder.
NOTE: The fuel flow should be less than 1, 150 ml/minute at idle.
Yes
Go To 8.
No
Replace the High Pressure Delivery Pump in accordance with the service information.
Perform the POWERTRAIN VERIFICATION TEST - 6.7L. Refer to 2500 & 3500 -
POWERTRAIN VERIFICATION TEST - 6.7L or 3500 CAB & CHASSIS -
POWERTRAIN VERIFICATION TEST or 3500 CAB & CHASSIS, 4500 & 5500 -
POWERTRAIN VERIFICATION TEST - 6.7L .
8. HIGH PRESSURE DELIVERY PUMP PERFORMANCE TEST
1. Turn the engine off.
2. Remove the (special tool #9012, Fitting, Fuel System Test) and reinstall the banjo connector.
3. Disconnect the Fuel Control Actuator harness connector.
4. Disconnect high pressure fuel line from the fuel rail and route the high pressure fuel line into a
graduated cylinder.
5. Crank the engine until fuel exits this line. This will not be high pressure fuel.
6. Crank the engine for three 10 second intervals.
NOTE: This will give you 30 total seconds of flow time. These are broken
into three separate intervals to prevent damage to the starter.
7. Fuel flow specification's based on engine cranking speed. If you do not collect the stated amount of
fuel in 30 seconds, replace the pump:
Minimum fuel pump flow at 150 RPM cranking speed is 70mL.
Yes
Go To 9.
No
Replace the High Pressure Delivery Pump in accordance with the service information.
Perform the POWERTRAIN VERIFICATION TEST - 6.7L. Refer to 2500 & 3500 -
POWERTRAIN VERIFICATION TEST - 6.7L or 3500 CAB & CHASSIS -
POWERTRAIN VERIFICATION TEST or 3500 CAB & CHASSIS, 4500 & 5500 -
POWERTRAIN VERIFICATION TEST - 6.7L .
9. CHECKING THE FUEL CONTROL ACTUATOR
1. Reconnect the Fuel Control Actuator harness connector.
2. Reconnect all fuel lines and hoses.
3. Start the engine.
4. With the scan tool, navigate to Systems Tests and select the Fuel Pressure Override Test.
5. Allow the engine speed and fuel pressure to ramp up and stabilize and then stop actuation.
Does the engine speed and fuel pressure ramp up and stabilize when actuated and then come back
to rest at idle and stabilize when actuation is stopped?
Yes
The fuel system is operating normally. Check for any Service Bulletins that may apply.
Perform the POWERTRAIN VERIFICATION TEST - 6.7L. Refer to 2500 & 3500 -
POWERTRAIN VERIFICATION TEST - 6.7L or 3500 CAB & CHASSIS -
POWERTRAIN VERIFICATION TEST or 3500 CAB & CHASSIS, 4500 & 5500 -
POWERTRAIN VERIFICATION TEST - 6.7L .
No
Replace the Fuel Control Actuator in accordance with the service information.
Perform the POWERTRAIN VERIFICATION TEST - 6.7L. Refer to 2500 & 3500 -
POWERTRAIN VERIFICATION TEST - 6.7L or 3500 CAB & CHASSIS -
POWERTRAIN VERIFICATION TEST or 3500 CAB & CHASSIS, 4500 & 5500 -
POWERTRAIN VERIFICATION TEST - 6.7L .
10. PRESSURE LIMITING VALVE (NO START)
Yes
Replace the Pressure Limiting Valve in accordance with the service information.
Perform the POWERTRAIN VERIFICATION TEST - 6.7L. Refer to 2500 & 3500 -
POWERTRAIN VERIFICATION TEST - 6.7L or 3500 CAB & CHASSIS -
POWERTRAIN VERIFICATION TEST or 3500 CAB & CHASSIS, 4500 & 5500 -
POWERTRAIN VERIFICATION TEST - 6.7L .
No
Go To 11.
11. INJECTOR RETURN FLOW TEST DURING ENGINE CRANKING @ 200 RPM (NO START)
1. Remove the (special tool #9012, Fitting, Fuel System Test) from the Pressure Limiting Valve.
2. Remove the banjo connector from the fuel drain tube at the rear of the fuel filter housing.
3. Install the (special tool #9012, Fitting, Fuel System Test) in place of the banjo connector.
NOTE: Do not use fitting 9014. This fitting will block return flow from the
High Pressure Delivery Pump and damage the seal and could
potentially damage the engine.
4. Install a 5/16 diameter rubber fuel hose (Hose A) onto the test fitting and into a fuel container.
5. Remove the vehicle fuel return line (Quick connect) from the engine fuel drain tube.
6. Install a 5/16 diameter rubber fuel hose (Hose B) onto the engine fuel drain tube and into the fuel
container. Make sure test lines are straight and slope downward their entire length. This is to avoid
trapping air/fuel in the lines while testing.
NOTE: This will be used to measure the Injector return flow for this
procedure.
7. Unplug the injector harnesses at the valve cover, unplug the harness connector to the FCA.
8. Crank the engine for least 10 seconds until fuel starts to flow out of the pump and injector return
hoses. Turn Key off when finished.
9. Let all the fuel drain out of each line before continuing.
10. Place (Hose B) into a graduated cylinder.
11. Crank the engine for 10 seconds (Go from Key off to Crank back to Key off). Do not leave the
ignition on between tests.
12. Let all of the fuel drain out of the injector hose.
13. Record the amount of injector return flow for a 10 second crank.
14. If the flow is less than 40 ml, the test has successfully passed. If the flow is greater than 40 ml,
remove all 6 high pressure fuel lines and re-torque the high-pressure connector nut for each
injector. Inspect for damage, repair/replace as necessary. Reinstall the high pressure fuel lines. Re-
measure the injector return flow using steps 7 through 12 as a guide. Continue on to next step.
15. If the amount collected is still greater than 40 ml, remove the #1 high pressure fuel line. Cap the #1
fuel port using tool (special tool #9864, Cap, Fuel Rail) for the 6.7L engine on the fuel rail and re-
measure the injector return flow using steps 7 through 12 as a guide. Continue on to next step.
16. If the amount collected is less than 40 ml for 10 seconds after capping the #1 fuel port, remove and
replace the #1 Fuel Injector and #1 High pressure connector. If the amount of fuel collected is still
greater than 40 ml after capping the #1 fuel port, repeat step 14 for injectors 2-6.
Did the vehicle pass the Injector Return Flow test at step 13 without any repairs needed?
Yes
Go To 12.
No
Perform the POWERTRAIN VERIFICATION TEST - 6.7L. Refer to 2500 & 3500 -
POWERTRAIN VERIFICATION TEST - 6.7L or 3500 CAB & CHASSIS -
POWERTRAIN VERIFICATION TEST or 3500 CAB & CHASSIS, 4500 & 5500 -
POWERTRAIN VERIFICATION TEST - 6.7L .
12. HIGH PRESSURE FUEL PUMP PERFORMANCE TEST (NO START)
1. Turn the engine off.
2. Disconnect the (special tool #9012, Fitting, Fuel System Test).
3. Reconnect the banjo connector to the drain tube.
4. Disconnect the FCA harness connector.
5. Disconnect high pressure fuel line from the fuel rail and route the high pressure fuel line into a
graduated cylinder.
6. Crank the engine until fuel exits this line. This will not be high pressure fuel.
7. Crank the engine for three 10 second intervals.
NOTE: This will give you 30 total seconds of flow time. These are broken
into three separate intervals to prevent damage to the starter.
8. Fuel flow specification's based on engine cranking speed. If you do not collect the stated amount of
fuel in 30 seconds, replace the pump:
Minimum fuel pump flow at 150 RPM cranking speed is 70mL.
Yes
The fuel system is operating normally. Check for any Service Bulletins that may apply.
Perform the POWERTRAIN VERIFICATION TEST - 6.7L. Refer to 2500 & 3500 -
POWERTRAIN VERIFICATION TEST - 6.7L or 3500 CAB & CHASSIS -
POWERTRAIN VERIFICATION TEST or 3500 CAB & CHASSIS, 4500 & 5500 -
POWERTRAIN VERIFICATION TEST - 6.7L .
No
Replace the High Pressure Delivery Pump in accordance with the service information.
Perform the POWERTRAIN VERIFICATION TEST - 6.7L. Refer to 2500 & 3500 -
POWERTRAIN VERIFICATION TEST - 6.7L or 3500 CAB & CHASSIS -
POWERTRAIN VERIFICATION TEST or 3500 CAB & CHASSIS, 4500 & 5500 -
POWERTRAIN VERIFICATION TEST - 6.7L .
For a complete wiring diagram, refer to appropriate SYSTEM WIRING DIAGRAMS article .
POSSIBLE CAUSES
Possible Causes
PCM GROUND CIRCUIT(S) OPEN
(A209) FUSED B+ CIRCUIT OPEN
(F202) FUSED IGNITION SWITCH OUTPUT CIRCUIT OPEN
DIAGNOSTIC TEST
Yes
Go To 2.
No
Perform the POWERTRAIN VERIFICATION TEST - 6.7L. Refer to 2500 & 3500 -
POWERTRAIN VERIFICATION TEST - 6.7L or 3500 CAB & CHASSIS -
POWERTRAIN VERIFICATION TEST or 3500 CAB & CHASSIS, 4500 & 5500 -
POWERTRAIN VERIFICATION TEST - 6.7L .
2. CHECK THE (F202) FUSED IGNITION SWITCH OUTPUT CIRCUIT
1. Using a 12-volt test light connected to ground, probe the (F202) Fused Ignition Switch Output
circuit (terminal 71) at PCM C2 harness connector.
2. Turn the ignition on.
Yes
Go To 3.
No
Repair the (F202) Fused Ignition Switch Output circuit for an open or short to ground.
Perform the POWERTRAIN VERIFICATION TEST - 6.7L. Refer to 2500 & 3500 -
POWERTRAIN VERIFICATION TEST - 6.7L or 3500 CAB & CHASSIS -
POWERTRAIN VERIFICATION TEST or 3500 CAB & CHASSIS, 4500 & 5500 -
POWERTRAIN VERIFICATION TEST - 6.7L .
3. CHECK THE (A209) FUSED B+ CIRCUIT
1. Using a 12-volt test light connected to ground, probe the (A209) Fused B+ circuit (terminals 3 and
5) at PCM C2 harness connector.
Yes
Test Complete.
Perform the POWERTRAIN VERIFICATION TEST - 6.7L. Refer to 2500 & 3500 -
POWERTRAIN VERIFICATION TEST - 6.7L or 3500 CAB & CHASSIS -
POWERTRAIN VERIFICATION TEST or 3500 CAB & CHASSIS, 4500 & 5500 -
POWERTRAIN VERIFICATION TEST - 6.7L .
No
DIAGNOSTIC TEST
3. Connect the (special tool #8404-ECT, Exhaust Cone, Truck) to the Air Pressure Regulator (with
hose) W-18-MIL-1146AS.
CAUTION: The air pressure must not exceed 4 psi, otherwise engine
damage can occur.
Flange/joint connection(s).
EGR Solenoid gasket base and tube seal points (if equipped).
Type 2 Leak is defined as a leak where larger bubbles (pea size, 8.0 mm or greater) appear.
Any Type 2 or greater leaks found in welded joints, O2 Sensor seal points or O2 Sensor boss
welds must be repaired or the component must be replaced.
Repair
required
if results
Leak Location at 4 psi
reveal
bubble
size:
Type 1
(1.0 mm)
Welded joints
or
greater
Type 1
(1.0 mm)
O2 Sensor seal points
or
greater
Type 1
(1.0 mm)
O2 Sensor boss welds
or
greater
Type 2
(8.0 mm)
Flange / joint connections
or
greater
Type 2
(8.0 mm)
Exhaust Manifold to cylinder head connections
or
greater
Type 2
(8.0 mm)
EGR gasket and tube seal points
or
greater
10. If a leak is found that matches the above definition, repair or replace the component as necessary.
11. Once the repair is complete, repeat the procedure to verify that all leaks have been repaired.
Yes
Repair or replace the leaking exhaust parts as necessary.
Perform the POWERTRAIN VERIFICATION TEST - 6.7L. Refer to 2500 & 3500 -
POWERTRAIN VERIFICATION TEST - 6.7L or 3500 CAB & CHASSIS -
POWERTRAIN VERIFICATION TEST or 3500 CAB & CHASSIS, 4500 & 5500 -
POWERTRAIN VERIFICATION TEST - 6.7L .
No
Test complete.
OVERVIEW
This procedure explains the proper method for extracting a fuel sample and specific methods to inspect for
contamination of any kind. The contamination we are looking for on the clean side of the Fuel Filter is very
small. We don't say dirt because it may be metal, water, plastic or any other contamination, other than clean
diesel fuel. The smallest we can see with naked eye is about 30 Microns. Our Fuel Filters have 5 Micron rating.
The only way we can see this size of contamination is to properly collect it and view it. The fuel sample needs
to be taken from the clean side of the system. In order to get a good clean side sample to inspect, perform the
following procedure exactly.
Required Equipment
ONE LITER GLASS MEASURING CUP
FOUR FEET OF CLEAR, FLEXIBLE TUBING, 5/16 ID (available at the local hardware)
MULTI-BULB LED FLASHLIGHT
HPDP FUEL RETURN HOSE
BRAKE CLEANER SPRAY
SELF LIGHTING MAGNIFIER (Optional)
All items used for collecting fuel MUST be cleaned with clean diesel fuel, brake clean, and air
ONLY. Failure to clean these items will contaminate the fuel sample. Do Not use towels to wipe out
the measuring cup.
Fig. 22: Clear Tubing, Flashlight & Measuring Cup
Courtesy of CHRYSLER GROUP, LLC
A. HPDP return flow quick disconnect (at front of Fuel Filter mount)
B. Engine fuel drain tube connection - All return flow to tank
DIAGNOSTIC TEST
NOTE: The three photos in this test step illustrate the steps in this test procedure
for clarification.
Fig. 24: Tilting Measuring Cup & Positioning Flashlight On Bottom Of Cup
Courtesy of CHRYSLER GROUP, LLC
1. LED FLASHLIGHT
2. MEASURING CUP
3. SLOWLY TILT THE CUP TOWARD YOU
NOTE: The fuel filter MUST NOT be removed or replaced prior to taking sample in
order to get accurate results.
1. Start the engine and using a scan tool, monitor the Coolant Temperature Sensor reading in Data
Display.
2. While the engine is warming up, clean the clear tubing with clean diesel fuel and the glass
measuring cup using brake clean and compressed air only. Do not use a towel.
NOTE: Do not use brake clean or other chemicals on any vehicle parts for
the fuel handling system such as lines, pumps or fittings.
3. Monitor the scan tool until the vehicle has reached an operating temperature of 180°F (82°C).
4. Turn the engine off.
5. Remove the HPDP return line quick disconnect from the fitting located at the front of the Fuel
Filter housing at the banjo bolt joining the Pressure Limiting Valve return (Connection A in the fuel
system connections figure above).
NOTE: The fuel flowing from the return of the High Pressure Delivery Pump
(HPDP) MUST NOT be part of our sample. We are looking primarily
for injector return fuel. The easiest way is to eliminate the HPDP
return line and pull the injector return flow sample from the filter
mount, on the front side.
Fig. 25: Shining Flashlight Through Bottom Of Measuring Cup While Tilting Cup
Courtesy of CHRYSLER GROUP, LLC
1. LED FLASHLIGHT POINTING THROUGH BOTTOM OF CUP (Shine Toward the Handle)
2. SLOWLY TILT THE CUP TOWARD YOU
6. Cap off the male fitting that the HPDP return line was disconnected from.
7. Disconnect the quick connect fitting for the fuel return line located on the back side of the Fuel
Filter housing (Connection B in the fuel system connections figure above).
8. Attach the four foot length of 5/16" clear tubing to this exposed male fitting and orientate it on a
downhill angle in to a drain pan. This will be your sample source hose.
9. Using a hose with two male fittings, attach one end to the HPDP return line disconnected in step 5.
Connect the other end to the fuel return line disconnected in step 7. This will return the High
Pressure Pump return flow back to the tank while collecting the sample.
10. Start the engine, and continue monitoring the coolant temperature to maintain the 180°F (82°C).
11. Using the scan tool, navigate to PCM > System Tests > Fuel Pressure Override Test and select
start.
12. Initiate the Fuel Pressure Override Test two consecutive times to further warm the fuel and allow
the tubing to be thoroughly rinsed clean.
13. Start the Fuel Pressure Override Test a third time. At mid stream of the test move the clear tube to
the measuring cup. Collect a sample of approximately 1/4 inch of fuel in the measuring cup.
14. Turn the engine off.
NOTE: Follow these next steps exactly to inspect the sample for
contamination.
15. Allow the sample to sit for 10 minutes in a dust free environment to allow the debris to settle to the
bottom. It is important to not allow any air born contaminates to get into the fuel sample. Do
not shake, swirl, or agitate the fuel in any way. The contamination should settle to the bottom.
16. Hold the measuring cup (2) by the handle in one hand and shine the LED flashlight (1) through the
bottom of the container toward the handle of the cup.
17. Slowly tilt the measuring cup (2) toward you and keep the LED flashlight (1) at the trailing edge
of the fuel as it comes down the bottom of the cup and inspect for contamination.
Any dirt in the fuel will collect and be pulled by this trailing edge of fuel (Number one in
the last figure) . It may be any color and sometimes looks as though the fuel is cloudy. This
is the contamination. .
If you see ANYTHING AT ALL , the fuel is contaminated.
To ensure that the In Tank Lift Pump is operating properly, perform the Lift Pump Flow
Test. For instruction and specifications on this procedure, refer to the CHECKING THE
FUEL DELIVERY SYSTEM procedure, test step 5. After checking the In Tank Lift Pump
operation, perform the DIESEL FUEL SYSTEM CLEANING PROCEDURE. Refer to
DIESEL FUEL SYSTEM CLEANING PROCEDURE .
Go To 2.
Install new fuel filter and Mopar (CRC) fuel injector cleaner into the fuel tank at a ratio four
times the recommend concentration.
Go To 2.
2. DIAGNOSTIC PATH
Were you instructed to inspect for Fuel Contamination from the MIL LIGHT ON PRETEST
PROCEDURE?
Yes
Perform the diagnostic trouble code test that was found to be present. Refer to 6.7L -
DIAGNOSTIC CODE INDEX - 2500 & 3500 or 6.7L - DIAGNOSTIC CODE INDEX - 3500
CAB & CHASSIS, 4500 & 5500 .
No
Go To 3.
Were you instructed to inspect for Fuel Contamination from a Non-DTC TEST PROCEDURE?
Yes
Perform the DIESEL AFTERTREATMENT VALIDATION 6.7L procedure. Refer to 2500 &
3500 - DIESEL AFTERTREATMENT VALIDATION- 6.7L or 3500 CAB & CHASSIS, 4500
& 5500 - DIESEL AFTERTREATMENT VALIDATION- 6.7L .
No
Return to Diagnostic Test that directed you to inspect for fuel contamination.
POSSIBLE CAUSES
Possible Causes
DTC/PRODUCT IMPROVEMENT
BATTERY VOLTAGE
STARTING ACCESSORIES
ENGINE TIMING
FUEL DELIVERY SYSTEM
FUEL RETURN
AIR SYSTEM
OTHER VEHICLE SYSTEMS
BASE ENGINE
Always perform the Pre-Diagnostic Troubleshooting procedure before proceeding. Refer to 2500 & 3500
- PRE-DIAGNOSTIC TROUBLESHOOTING PROCEDURE - 6.7L or 3500 CAB & CHASSIS, 4500 &
5500 - PRE-DIAGNOSTIC TROUBLESHOOTING PROCEDURE - 6.7L .
DIAGNOSTIC TEST
1. DTC/PRODUCT IMPROVEMENT
1. Check for any TSBs related to customer's complaint or DTCs present.
2. Follow appropriate guidelines in DTC troubleshooting tree or instructions in TSB.
Is vehicle repaired?
Yes
Repair complete.
Perform the PCM VERIFICATION TEST - 6.7L. Refer to 2500 & 3500 - POWERTRAIN
VERIFICATION TEST - 6.7L or 3500 CAB & CHASSIS - POWERTRAIN
VERIFICATION TEST or 3500 CAB & CHASSIS, 4500 & 5500 - POWERTRAIN
VERIFICATION TEST - 6.7L .
No
Go To 2.
2. NO CRANK CONDITION
Yes
Go To 6.
No
Go To 3.
3. BATTERY VOLTAGE
1. Check for low battery voltage.
No
Yes
Go To 4.
Yes
No
Go To 5.
5. STARTING ACCESSORIES
1. Inspect the Ignition switch (check for proper output voltage and/or open circuit).
2. Inspect the Starter operation.
3. Inspect the Grid Heater operation.
4. Inspect the Fuel Heater operation.
Yes
No
6. ENGINE TIMING
1. Inspect speed indicator ring for damaged/missing teeth.
2. Inspect for dirty or damaged pins at Crankshaft position sensor (CKP) or Camshaft position sensor
(CMP).
3. Verify proper overhead adjustments.
Yes
No
Go To 7.
Does the actual fuel pressure fluctuate more then +/- 500 psi of set point?
Yes
Go To 8.
No
Perform the CHECKING THE FUEL DELIVERY SYSTEM test procedure. Refer to
DIAGNOSIS AND TESTING, 6.7L.
8. CHECK THE EGR AIRFLOW CONTROL VALVE OPERATION
1. Turn the ignition off.
2. Remove the inlet hose to the EGR Airflow Control Valve.
3. Use a mirror to inspect the valve while and assistant cycles the ignition on and off several times.
Does the EGR Airflow Control Valve cycle open and closed without sticking when the ignition is
cycled on and off?
Yes
Go To 9.
No
Check the electrical circuits for the EGR Airflow Control Valve. If the wiring is good,
replace the EGR Airflow Control Valve.
Perform the PCM VERIFICATION TEST - 6.7L. Refer to 2500 & 3500 - POWERTRAIN
VERIFICATION TEST - 6.7L or 3500 CAB & CHASSIS - POWERTRAIN
VERIFICATION TEST or 3500 CAB & CHASSIS, 4500 & 5500 - POWERTRAIN
VERIFICATION TEST - 6.7L .
9. CHECK FOR A PLUGGED EXHAUST SYSTEM
1. Separate the exhaust system and attempt to start the engine.
After repair perform the DIESEL FUEL VALIDATION TEST. Refer to 2500 & 3500 -
DIESEL AFTERTREATMENT VALIDATION- 6.7L or 3500 CAB & CHASSIS, 4500
& 5500 - DIESEL AFTERTREATMENT VALIDATION- 6.7L .
No
Go To 10.
Yes
Perform the appropriate repair according to the testing and cleaning procedure.
Perform the POWERTRAIN VERIFICATION TEST - 6.7L. Refer to 2500 & 3500 -
POWERTRAIN VERIFICATION TEST - 6.7L or 3500 CAB & CHASSIS -
POWERTRAIN VERIFICATION TEST or 3500 CAB & CHASSIS, 4500 & 5500 -
POWERTRAIN VERIFICATION TEST - 6.7L .
No
Go To 11.
Yes
No
Check for an engine mechanical problem such as low compression due to damaged pistons,
cylinder walls, or valve train.
Perform the PCM VERIFICATION TEST - 6.7L. Refer to 2500 & 3500 - POWERTRAIN
VERIFICATION TEST - 6.7L or 3500 CAB & CHASSIS - POWERTRAIN
VERIFICATION TEST or 3500 CAB & CHASSIS, 4500 & 5500 - POWERTRAIN
VERIFICATION TEST - 6.7L .
ENGINE NOISE
DIAGNOSTIC TEST
NOTE: When diagnosing engine noise problems, make sure that noises caused by
accessories, such as the A/C Compressor and power takeoff, are not mistaken
for engine noises. Remove the accessory drive belts to eliminate noise caused
by these units. Noise will also travel to other metal parts not related to the
problem.
Engine noises heard that are at Crankshaft speed (engine RPM), are noises related to the Crankshaft, Pistons,
Connecting Rods, and piston pins. Noises heard that are at Camshaft speed (one-half of the engine RPM), are
related to the valve train. A handheld digital tachometer can help to determine if the noise is related to
components operating at crankshaft or camshaft speed. Engine noise can sometimes be isolated by performing a
cylinder cutout test. If the volume of the noise decreases or the noise disappears, it is related to that particular
engine cylinder. There is not a definite rule or test that will positively determine the source of a noise complaint.
Engine driven components and accessories, such as gear-driven fan clutches, hydraulic pumps, belt-driven
Alternators, A/C Compressors, and Turbochargers can contribute to engine noise. Use the following
information as a guide to diagnosing engine noises.
The noise caused by a main bearing with excessive clearance is a loud dull knock heard when the engine is
under a load. The knock is heard regularly every other revolution. If all of the main bearings have excessive
clearance, a loud clatter will be heard. The noise is the loudest when the engine is lugging or under heavy load.
The knock is duller than a connecting rod noise. Low oil pressure can also accompany this condition. Look for
an oil light on instrument cluster. If the bearing is not loose enough to produce a knock by itself, the bearing can
knock if the oil is too thin, or if there is no oil at the bearing. An irregular noise can indicate worn crankshaft
thrust bearings. An intermittent sharp knock indicates excessive crankshaft end clearance. Repeated clutch
disengagements can cause a change in the noise.
CONNECTING ROD BEARING NOISE
Connecting rods with excessive clearance knock at all engine speeds, and under both idle and load conditions.
The knock is usually rhythmic and the speed and volume will increase and decrease relative to engine speed.
When the bearings begin to become loose, the noise can sometimes be confused with piston slap or loose piston
pins. Low oil pressure can also accompany this condition. Look for an oil light on instrument cluster.
PISTON NOISE
It can be difficult to tell the difference between a piston pin, connecting rod, or piston noise. A loose piston pin
causes a loud double knock which is usually heard when the engine is idling. When the injector to this cylinder
is cut out, a noticeable change will be heard in the sound of the knocking noise. On some engines the knock
becomes more noticeable when the vehicle is operated on the road at steady speed condition.
TURBOCHARGER
FUEL SYSTEM
1. Loud knock (Rap) type sound with rough idle (vibration and smoke
POSSIBLE CAUSES
Possible Causes
FAULTY AFTERTREATMENT SYSTEM
OUTDATED ECM/PCM CALIBRATION
POOR FUEL QUALITY/CONTAMINATION
AIR FILTER RESTRICTION
LEAK IN THE INTAKE AIR SYSTEM
EXHAUST SYSTEM LEAKS/RESTRICTIONS
FAULTY FUEL INJECTOR
FUEL SYSTEM ISSUES
DIAGNOSTIC TEST
1. CHECK TSBs
NOTE: This vehicle is equipped with a Diesel Particulate Filter (DPF) which should
trap most particles that would appear out of the tail pipe in the form of
black or blue smoke. If black or blue smoke is coming from the tail pipe,
the DPF should be inspected for damage after the root cause of the
problem is diagnosed and corrected.
1. With the scan tool, check for any TSBs that may apply.
Were there any TSBs that applied to and repaired the condition?
Yes
No
Go To 2.
Yes
No
Go To 3.
NOTE: This test will take approximately 270 seconds to complete. The PCM
will cut out each individual Fuel Injector three times and calculate the
delta RPM change. Based on the delta RPM change, the test will
indicate a bad cylinder based on the limits that have been set. When
the test is complete, the engine will return to idle.
Yes
No
Go To 4.
Yes
No
POSSIBLE CAUSES
Possible Causes
FAULTY AFTERTREATMENT SYSTEM
AIR FILTER RESTRICTION
RESTRICTION IN THE CLOSED CRANKCASE VENTILATION (CCV) SYSTEM
TURBOCHARGER LEAKING OIL INTO INTAKE SYSTEM
RESTRICTED TURBOCHARGER DRAIN TUBE
POOR FUEL QUALITY/CONTAMINATION
WORN VALVE SEAL OR GUIDES
INTAKE SYSTEM LEAKS
EXHAUST SYSTEM LEAKS/RESTRICTIONS
WORN OR DAMAGED PISTONS, PISTON RINGS, OR CYLINDER WALLS
DIAGNOSTIC TEST
1. CHECK TSBs
NOTE: This vehicle is equipped with a Diesel Particulate Filter (DPF) which should
trap most particles that would appear out of the tail pipe in the form of
black or blue smoke. If black or blue smoke is coming from the tail pipe,
the DPF should be inspected for damage after the root cause of the
problem is diagnosed and corrected.
1. With the scan tool, check for any TSBs that may apply.
Were there any TSBs that applied to and repaired the condition?
Yes
No
Go To 2.
Yes
Go To 3.
No
Yes
No
Go To 4.
4. CHECK THE TURBOCHARGER FOR OIL LEAK INTO THE INTAKE SYSTEM
1. Remove the inlet to the Turbocharger assembly.
2. Inspect the Turbocharger inlet compressor for oil leaking into the Air Handling system.
Was oil leaking into the Air Handling system from the Turbocharger?
Yes
Check the Turbocharger oil drain for a restriction. If restricted, clean or replace the oil drain
tube. If not restricted, replace the Turbocharger assembly.
Perform the AFTERTREATMENT INSPECTION GUIDELINE procedure. Refer to
DIAGNOSIS AND TESTING, 6.7L.
No
Go To 5.
5. CHECK THE TURBOCHARGER FOR OIL LEAK INTO THE EXHAUST SYSTEM
1. Inspect the Turbocharger turbine for oil leaking into the exhaust system.
Was oil leaking into the exhaust system from the Turbocharger?
Yes
Go To 6.
No
Go To 7.
Was oil leaking into the Exhaust Manifold from the Turbocharger?
Yes
Go To 8.
No
No
Go To 8.
Yes
No
Remove the Cylinder Head. Inspect for any worn or damaged pistons, piston rings, or
cylinder walls. Check for excessive clearance/wear in the valve guides.
Perform the AFTERTREATMENT INSPECTION GUIDELINE procedure. Refer to
DIAGNOSIS AND TESTING, 6.7L.
POSSIBLE CAUSES
Possible Causes
INTAKE HEATER SYSTEM NOT OPERATING PROPERLY
FAULTY THERMOSTAT
FUEL HEATER NOT OPERATING PROPERLY
COOLANT LEAKING INTO THE COMBUSTION CHAMBER
IMPROPER OR CONTAMINATED DIESEL FUEL
FAULTY FUEL SYSTEM / FUEL INJECTOR
DIAGNOSTIC TEST
Yes
Go To 2.
No
Diagnose and repair the coolant leak. We are looking for coolant leaking into the combustion
chamber. Check EGR Cooler for internal cracks. If the cooler is not leaking then check the
engine internally for faulty cylinder head gasket, or cracks to the cylinder head or block.
2. VERIFY CONDITION
NOTE: Some white smoke from the tail pipe during initial start up is normal,
especially during cold ambient temperatures. If the white smoke is
excessive, continue with this test.
Is the white smoke occurring during cold ambient temperatures at initial start up ONLY?
Yes
Condition is normal. Verify proper operation of the Intake and Fuel Heaters.
No
Go To 3.
Yes
Go To 4.
No
Go To 5.
No
Yes
No
Go To 6.
NOTE: This test will take approximately 270 seconds to complete. The PCM
will cut out each individual Fuel Injector three times and calculate the
delta RPM change. Based on the delta RPM change, the test will
indicate a bad cylinder based on the limits that have been set. When
the test is complete, the engine will return to idle.
Yes
No
Go To 7.
Yes
No
DIAGNOSTIC TEST
1. ENGINE RUNS
Yes
Go To 2.
No
Go To 3.
2. INJECTOR RETURN FLOW TEST @ 1200 RPM AND 1800 BAR RAIL PRESSURE
1. Operate the engine until the coolant temperature is above 82.2°C (180°F).
2. Turn the engine off.
3. Remove the banjo connector from the fuel drain tube at the rear of the fuel filter housing.
4. Install fuel system test fitting (special tool #9012, Fitting, Fuel System Test) in place of the banjo
connector.
NOTE: Do not use test fitting (special tool #9014, Fitting, Fuel System Test).
This fitting will block return flow from the High Pressure Delivery
Pump and damage the seal and could potentially damage the engine.
5. Install a 5/16 diameter rubber fuel hose (Hose A) onto the test fitting and into a fuel container.
NOTE: This hose is used to measure the High Pressure Pump return flow.
6. Remove the vehicle fuel return line (Quick connect) from the engine fuel drain tube.
7. Install a 5/16 diameter rubber fuel hose (Hose B) onto the engine fuel drain tube and into the fuel
container.
NOTE: This hose will be used to measure the Injector return flow for this
procedure.
8. Start engine and allow to idle for 30 seconds. This step allows the flows to stabilize.
9. Using the scan tool, navigate to ECM view -> PCM Cummins -> More Options-> System Tests ->
Fuel Pressure Override Test. Select Start, then press Next.
NOTE: While the test is running, record the FCA duty cycle % and actual rail
pressure.
10. Press the Run button to start the Fuel Pressure Override Test. The engine speed will elevate rapidly
to 1200 RPM and the rail pressure will increase to 26107 psi (1800 bar). At this point, move (Hose
B) from the bucket and insert it into a graduated cylinder.Collect the fuel until the Fuel Pressure
Override Test times out (30 seconds).
11. Measure and record the amount of fuel collected in the graduated cylinder. Repeat this three times
and take the average of the three results.
12. If the flow is less than 210 ml/30 seconds, the test has successfully passed. If the flow is greater
than 210 ml/30 seconds, turn off the engine and remove all 6 high pressure fuel lines. Re-torque the
high-pressure connector nut for each injector. Inspect for damage, repair/replace as necessary.
Reinstall the high pressure fuel lines. Re-measure the injector return flow using steps 10 through 13
as a guide. Continue on to next step.
13. If the amount of fuel is still greater than 210 ml/30 seconds after re-torquing the high-pressure
connector nuts, turn the engine off and remove the #1 high pressure fuel line. Cap the #1 fuel port
using tool (special tool #9864, Cap, Fuel Rail) for the 6.7L engine on the fuel rail and re-measure
the injector return flow using steps 8 through 11 as a guide. Repeat this procedure for injectors 2-6.
Continue on to next step.
14. Replace the Fuel Injector and High pressure connector of the injector that shows the largest amount
of change when capped off.
Did the vehicle pass the Injector Return Flow test at step 12 without any repairs needed
Yes
No
Replace the failed Fuel Injector(s) and verify repair.
Perform the POWERTRAIN VERIFICATION TEST - 6.7L. Refer to 2500 & 3500 -
POWERTRAIN VERIFICATION TEST - 6.7L or 3500 CAB & CHASSIS -
POWERTRAIN VERIFICATION TEST or 3500 CAB & CHASSIS, 4500 & 5500 -
POWERTRAIN VERIFICATION TEST - 6.7L .
3. NO START INJECTOR RETURN FLOW TEST DURING ENGINE CRANKING @200 RPM
NOTE: Battery charger may be utilized if cranking speed is below 170 RPM.
1. Install (special tool #9012, Fitting, Fuel System Test) fitting in standard location on back of fuel
filter head to measure pump and injector return flows.
2. Install hoses to the test fitting and the injector return line and route them to a bucket or other
container. Make sure test lines are straight and slope downward their entire length. This is to avoid
trapping air/fuel in the lines while testing.
3. Unplug the injector harnesses at the valve cover, Unplug the connector to the FCA.
4. Crank the engine for least 10 seconds until fuel starts to flow out of the pump and injector return
hoses. Turn Key off when finished.
5. Let all the fuel drain out of each line before continuing.
6. Place the injector return hose into an appropriate measuring device.
7. Crank the engine for 10 seconds. Go from Keyoff to Crank back to Keyoff. Do not leave the
ignition on between tests.
8. Let all of the fuel drain out of the injector hose.
9. Record the amount of injector return for a 10 sec crank.
10. Flow should be less than 40 ml for 10 seconds of cranking.
11. If the flow is greater than 40 ml after step 10, remove the #1 fuel injector supply line. Re-torque the
high-pressure connector nut. Cap the #1 fuel port using tool (special tool #9864, Cap, Fuel Rail) for
the 6.7L engine and (special tool #9011, Adapter, Fuel Pressure Test) for 5.9L engine on the fuel
rail.
12. Crank the engine and perform steps 7 through 9.
13. Measure the amount of fuel in the graduated cylinder.
14. If the amount of fuel is less than 40 ml, remove the #1 high pressure connector and the #1 fuel
injector. Inspect for damage, repair/replace as necessary.
15. If the amount of fuel is not less than 40 ml, repeat steps 12-14 for cylinders 2-6.
16. Install all high-pressure connectors, fuel injectors, and fuel injector supply lines. Repeat steps 1-12
to confirm repair.
SPECIFICATION: Less than 40 ml total fuel return flow for 10 seconds. Did the vehicle pass the
Injector Return Flow test at step 12 without any repairs needed
Yes
DIAGNOSTIC TEST
CAUTION: Never attempt to start or run the vehicle at any time during this
test, engine damage may occur.
4. Before attaching shop air to the pressure regulator verify that the regulator is at its lowest pressure
setting (0 psi).
5. Attach an air supply to the regulator and slowly increase the pressure until the pressure gauge reads
20 psi.
6. Using Mopar Air Leak Detector or Equivalent, spray the Turbocharger, Turbocharger wastegate,
Charge Air Cooler (CAC) Heat Exchange and CAC Hoses while watching for leaks.
7. Before any attempt to repair the CAC system is made, it's necessary to completely discharge the
system. This can be accomplished by turning the regulator knob counter clockwise.
8. Allow for adequate time to pass before removing the CAC Pressure tester from the turbocharger
inlet.
9. Position the Air Filter Housing over the three mounting studs located on the inside front fender well
and press down firmly to lock housing into place.
10. Install Air Inlet Tube over the Turbocharger inlet and torque the band clamp to 35 in.lbs.
View Repair
Repair
Test complete.
Perform the POWERTRAIN VERIFICATION TEST - 6.7L. Refer to 2500 & 3500 -
POWERTRAIN VERIFICATION TEST - 6.7L or 3500 CAB & CHASSIS -
POWERTRAIN VERIFICATION TEST or 3500 CAB & CHASSIS, 4500 & 5500 -
POWERTRAIN VERIFICATION TEST - 6.7L .