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(Navistar Emisiones-Diesel (Navistar T444E
(Navistar Emisiones-Diesel (Navistar T444E
(Navistar Emisiones-Diesel (Navistar T444E
Selected Block
For Mauricio Cascante Grecia Alajuela Costa Rica
© 1996 Mitchell International, All Rights Reserved.
Friday, October 31, 2003 02:12AM
Fuel System
The diaphragm stage of the pump draws fuel from the tank and
through the fuel strainer. Pressurized fuel at 4-6 psi is then
supplied to the fuel filter. Air trapped in the filter is vented back
to the tank through an orifice in the regulator block mounted on the
filter. The orifice is protected from plugging by a screen located
inside the filter housing.
Fuel in the filter passes through an element to a standpipe
in the center of the filter assembly. Clean fuel is then routed to the
inlet of the piston stage of the pump. The piston stage of the pump
raises fuel pressure from 4-6 psi to 40 psi to ensure proper filling
of the injectors. Fuel is then divided through the fuel lines to the
back of each cylinder head. The fuel is then supplied to a gallery
drilled in each cylinder head which intersects each injector bore in
the head. See Fig. 3.
EMISSIONS - DIESEL (NAVISTAR T444E ELEC ENG CTRL)Selected Block (p. 2)For Mauricio Cascante Grecia Alajue
EMISSIONS - DIESEL (NAVISTAR T444E ELEC ENG CTRL)Selected Block (p. 3)For Mauricio Cascante Grecia Alajue
Fig. 5: Injection Control Oiling System
Courtesy of Navistar International Corp.
EMISSIONS - DIESEL (NAVISTAR T444E ELEC ENG CTRL)Selected Block (p. 4)For Mauricio Cascante Grecia Alajue
IPR Valve
In the engine off state, the IPR spool valve is held closed
(to the right) by the return spring and the drain ports are closed.
See Fig. 7.
Fig. 7: IPR Valve With Engine Off
Courtesy of Navistar International Corp.
In the engine cranking state, the ECM signals the IPR valve
to close which directs all the oil flow into the supply galleries to
build oil pressure as quickly as possible to start the engine. See
Fig. 8.
EMISSIONS - DIESEL (NAVISTAR T444E ELEC ENG CTRL)Selected Block (p. 5)For Mauricio Cascante Grecia Alajue
Fig. 9: IPR Valve With Engine Running
Courtesy of Navistar International Corp.
Fuel Injectors
When an injector is energized, the poppet valve is opened by
an electronic solenoid located on the injector. See Fig. 10. Oil
pressure is allowed to flow into the injector and act on the amplifier
piston. When injection is ended the pressure on top of the amplifier
piston is vented by the poppet valve through the top portion of the
injector and directed by the oil troughs on the injector to a push
tube hole for return to the oil sump.
EMISSIONS - DIESEL (NAVISTAR T444E ELEC ENG CTRL)Selected Block (p. 6)For Mauricio Cascante Grecia Alajue
EMISSIONS - DIESEL (NAVISTAR T444E ELEC ENG CTRL)Selected Block (p. 8)For Mauricio Cascante Grecia Alajue
Signal Conditioner
The signal conditioner conditions the input signals for the
internal microprocessor. This enables the microprocessor to interpret
the signals. Signal conditioning usually consists of converting analog
signals to digital signals, squaring up sine wave signals or
amplifying low intensity signals to a level the ECM microprocessor can
process.
Microprocessor
The ECM contains an internal microprocessor. This processor
stores operating instructions (control strategies) and tables of
values (calibration parameters). It compares these stored instructions
and values to sensed input values to determine the correct operating
strategy for any given engine condition. Calculations in the ECM occur
at two different levels, or speeds, referred to as the foreground and
the background calculations. These calculations are performed on a
continuous closed loop basis.
The foreground calculations occur at a much faster rate than
background calculations. These are normally the more critical
calculations. Diagnostic strategies are also programmed into the ECM.
Some instructions cause inputs or outputs to be monitored on a
continuous basis and will flag a code that will be set. Other
strategies will instruct the ECM to perform certain tests upon
operator demand.
The ECM's microprocessor is equipped with three types of
memory: Random Access Memory (RAM), Read Only Memory (ROM) and Keep
Alive Memory (KAM). They allow the processor to store necessary
instructions, calibration tables and input values to control the
engine.
Input Signals
Engine and vehicle sensors transmit input signals to the ECM
by either; controlling a reference voltage to produce an analog or
digital signal, generating a signal voltage or switching a 12 volt
signal. See Fig. 17. Reference voltage sensors are supplied with a
constant 5 volts regulated supplies by the ECM. A voltage regulator
supplies the reference voltage (VREF) to these sensors. This voltage
is changed by the sensor and the signal is relayed back to the ECM.
The ECM, by comparing the VREF to the returned signal can check its'
internal programmed tables to determine the value of the variable
being measured.
Switch Sensors
Switch sensors are used to indicate position, levels or
pressures. The switch signal is a digital signal and is created by
opening or closing a switch. Switch sensors can be either voltage
input or a grounding type switch. A voltage input switch will supply
the ECM with a voltage when closed. A grounding switch is wired in
series with a current limiting resistor in the ECM and will cause a 0
voltage signal when grounded. Examples are; Idle Validation, Brake
Normally Open, Brake Normally Closed, Coolant Level and Driveline
Disengagement.
Magnetic Pickup
A magnetic pickup is a sensor used to generate an alternating
frequency that indicates speed. A two wire connection for signal
return and ground are used. The pickup is constructed with a permanent
magnetic core surrounded by a wire coil. The signal frequency is
generated by the rotation of gear teeth which make and break the
magnetic field. An example is the Vehicle Speed Sensor.
EMISSIONS - DIESEL (NAVISTAR T444E ELEC ENG CTRL)Selected Block (p. 12)For Mauricio Cascante Grecia Alaju
T444E ENGINE STANDARD FEATURES
Electronic Governor
The T444E is fully electronically governed over all operating
ranges.
Service Diagnostics
The electronic service tool (EST) provides means for
obtaining diagnostic information through the ATA data link. The Pro-
Link 9000 EST can diagnose system faults. The engine control system
also provides service diagnostic information via flash codes emitted
through the engine warning lamp.
SELF-TEST OPERATION
Diagnostic Fault Code Detection
The T444E diagnostic system has the capability to detect
fault codes which indicate an operating malfunction. There are two
types of detection systems; Continuous Monitor Self-Tests and Engine
Diagnostic Tests. See Fig. 18.
Wiggle Test
The purpose of the Wiggle Test is to troubleshoot
intermittent connections at sensors and actuators. It can be performed
with the engine off or running. The EST is used to monitor the various
sensors and actuator circuits during the test. Select Wiggle Test from
the Diagnostic Test menu in the EST. Press Enter key to start test.
The technician should wiggle connectors and wires at all suspected
problem points. The EST will beep if any circuit continuity is broken.
It will display all faults found during the test.
TROUBLE SHOOTING
SYMPTOM DIAGNOSIS
Camshaft Timing Incorrect
Possible Causes - Camshaft gear to crankshaft gear is
assembled out of time.
Correction - Bar engine over by hand until pointer on
Camshaft Position Sensor (CMP) is aligned with the machined timing
slot on the crankshaft damper. remove CMP and view timing disc through
hole in front cover. If engine is on compression stroke for No. 1
cylinder, a narrow sync vane will be seen directly in the middle of
the CMP opening. If camshaft timing is one tooth advanced or retarded,
the narrow vane will appear about 1/8 inch from either the upper or
lower edge of the hole. If no narrow vane is visible, the engine is
probably not on the No. 1 cylinder compression stroke. Rotate engine
over 360 degrees until timing mark and pointer are aligned. Reinspect
location of narrow vane in CMP opening.
Combustion Leaks
Possible Causes - The most likely cause of combustion gas
leaking into the cooling system is past the lower nozzle sleeve in the
cylinder head. A blown head gasket or porous cylinder wall is
possible, but should not be suspected unless vehicle overheated or a
very high mileage engine has not had proper coolant conditioning.
Correction No. 1 - Plug in block heater to warm coolant.
Pressurize cooling system to 14 psi. Remove valve covers and glow
plugs. Observe glow plug holes while turning engine over by hand to
see if coolant is flooding the top of the piston and escaping out of
the glow plug hole. If the leak is slight, pressure may have to be
left on overnight to see coolant leak. When the suspected nozzle
sleeve is located, drain coolant and replace sleeve. Check system
operation to see is problem is corrected.
Correction No. 2 - Plug in block heater to warm coolant.
Remove valve covers and glow plugs. Remove cap from surge tank. Rotate
crankshaft on cylinder to be tested until valves are shut. Install
Compression Adapter (ZTSE-4292) in glow plug hole and adapt gauge end
to accept shop air pressure. Apply 100-160 psi shop pressure and
observe surge tank for escaping air. If nozzle sleeve is leaking air
bubbles will be seen in surge tank. When the suspected nozzle sleeve
is located, drain coolant and replace sleeve. Check system operation
to see is problem is corrected.
Fuel/Oil Dilution
Possible Causes - If a substantial amount of fuel is in the
oil, the most likely cause is a leaking tandem lift pump. A leaking
nozzle sleeve or injector tip could leak fuel into oil, but would
probably be identified as a performance problem.
Possible Corrections - Verify oil contamination. Contaminated
oil will have a strong diesel fuel odor and will cause engine oil
level to rise. If oil has a heavy fuel odor and level rises in
crankcase, it is most likely the tandem lift pump is leaking fuel into
the crankcase.
Fuel In Coolant
Possible Causes - Upper section of injector sleeve to fuel
gallery is leaking.
Correction - Plug in block heater to warm coolant. Remove
fuel return lines at regulator block. Pressurize cooling system to 14
psi. Observe fuel return lines. Injector bank with fuel to coolant
leak will push fuel or air out of its return line. Remove injectors on
suspect bank. With cooling system pressurized, observe upper injector
sleeve to head for leakage. Repair as necessary. After repair, retest
system. EMISSIONS - DIESEL (NAVISTAR T444E ELEC ENG CTRL)Select
Low Oil Pressure
Possible Causes - Inaccurate gauge reading; low oil level,
fuel in oil; stuck oil pressure regulator, scored/damaged oil pump;
rear main gallery plug; broken or missing piston cooling jets, front
cover O-ring leaks; missing tappet galley plug; missing bearing
shells; porous oil reservoir.
Correction - Check oil level. Check for fuel in oil. Verify
oil pressure using known good mechanical gauge. Measure pressure at
both oil reservoir and main oil galley. Oil pressure should be 10 psi
minimum at idle and 40 psi minimum at wide open throttle at normal
operating temperature. If reading between reservoir and main galley
vary by more than 5 psi, swap gauges and recheck. If reservoir reading
is still lower, replace reservoir. Remove and inspect oil cooler and
regulator assembly. Regulator should be properly staked in oil header
housing and regulator piston should be free to move when pressure is
applied.
Remove, inspect and measure clearances in lube oil pump.
Inspect front mating surface for gouging or scratching. Inspect oil
pump for damage or wear. Measure clearance between gerotor and oil
pump housing. Clearance should be .028-.032" (72-81 mm). Measure
clearance between gerotor and housing surface. Clearance should be .
001-.03" (.02-.08 mm). Remove transmission and flywheel. Inspect rear
main plate for oil leaks. Massive oil leaks could indicate missing
main galley plug. Remove rear plate and inspect plugs. Remove oil pan
and inspect for missing piston cooling jets and bearing shells. Remove
front cover and check for cut or damaged O-rings or missing tappet
galley plugs. Correct any incorrect conditions found and recheck
system for proper operation.
Black Smoke
Possible Causes - Air intake or exhaust restriction, exhaust
backpressure device closing, turbocharger failure, loose injector,
operation at high altitude, (very slight Black smoke on hard
acceleration is normal). EMISSIONS - DIESEL (NAVISTAR T44
Correction - If engine has a fuel knock or there is evidence
of fuel in exhaust manifolds, remove exhaust manifolds and check for
fuel. Check for loose injectors, missing or damaged O-rings and Copper
gasket on bottom. Check air inlet system and exhaust system for
restrictions and leaks. Check if exhaust backpressure device (EPD) is
closing at wide open throttle. Monitor EPD signal with EST while
operating engine to see if backpressure is high.
White Smoke
Possible Causes - No glow plug operation, loose injectors,
cold engine, bent connecting rods, low compression, worn rings,
coolant leaking into combustion chambers past injector sleeves.
Correction - In cold temperatures some White smoke is normal
until engine reaches normal operating temperatures. If engine cannot
reach normal operating temperature, check thermostat. On a cold engine
the glow plug system may remain on for up to 2 minutes after engine
starts to aid in cold smoke clean-up. Verify proper glow plug
operation. If engine had a fuel knock, or fuel in exhaust, remove
exhaust manifolds and check for fuel in exhaust ports. Check for loose
injectors, missing or damaged O-rings and Copper gasket on bottom. If
air induction system shows evidence of water injection that can cause
hydraulic static lock and bend connecting rods, perform a compression
test on cylinders.
Blue Smoke/Fuel Odor
Possible Causes - Excessive oil consumption and/or loose
injectors.
Correction - If engine had a fuel knock, or fuel in exhaust,
remove exhaust manifolds and check for fuel in exhaust ports. Check
for loose injectors, missing or damaged O-rings and Copper gasket on
bottom.
TESTING
DIAGNOSTIC TOOLS
Testing Equipment
Specific testing equipment is required to fully diagnose the
T444E Electronic Control System. These tools will provide the most
accurate specifications needed to determine if the system is operating
properly. All manufacturers instructions contained in the tools should
be read and thoroughly understood before operating the tool. In the
diagnostic tests for specific codes used in the T444E control system,
references will be made to using these tools. It is assumed that the
technician understands how these tools operate and what they will
display when the test is run. Specific connections to harnesses,
terminal numbers, wire colors, etc., will be included in the test
charts. The following is a brief description of the tools required to
properly diagnose this system.
Manometer
The manometer is used to measure low pressure or vacuum.
Orificed Restrictor & Adapter
The Orificed Restrictor (part no. ZTSE-4146A) and Adapter
(part no. ZTSE-4284) are used to measure combustion gas flow out of
the engine. It is also used to perform a crankcase pressure test.
EMISSIONS
ICP/EBP Breakout "T" - DIESEL (NAVISTAR T444E ELEC ENG CTRL)Selected Block (p. 21)For M
The Injection Control Pressure (ICP)/Exhaust Backpressure
Sensor (EBP) Breakout "T" (part no. ZTSE-4347) is used to gain access
to injection control pressure and exhaust backpressure signal
voltages. The "T" enables the technician to quickly connect a
voltmeter to read voltage signals at each of the sensors.
Breakout Box
The Breakout Box (part no. ZTSE-4346) is designed to allow
for testing of the electronic control system components without
disturbing connections or piercing wire insulation. See Fig. 19.
TESTING
EMISSIONS - DIESEL (NAVISTAR T444E ELEC ENG CTRL)Selected Block (p. 27)For Mauricio Cascante Grecia Alaju
EMISSIONS - DIESEL (NAVISTAR T444E ELEC ENG CTRL)Selected Block (p. 28)For Mauricio Cascante Grecia Alaju
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, a fault code is set. APS/IVS fault codes are as follows:
CODE 131 - ATA CODE PID 91 FMI 4; APS OUT-OF-RANGE LOW -
Perform Testing APS Circuits. See Fig. 26.
CODE 132 - ATA CODE PID 91 FMI 3; APS OUT-OF-RANGE HIGH -
Perform Testing APS Circuits. See Figs. 26 and 27.
CODE 133 - ATA CODE PID 91 FMI 2; APS IN RANGE FAULT -
Perform Testing IVS Circuits and Testing APS Circuits. See Figs. 25,
26 and 27.
CODE 134 - ATA CODE PID 91 FMI 7; APS/IVS DISAGREE - Perform
Testing IVS Circuits and Testing APS Circuits. See Figs. 25, 26 and
27.
CODE 135 - ATA CODE SID 230 FMI 11; IVS CIRCUIT FAULT -
Perform Testing IVS Circuits and Testing APS Circuits. See Figs. 25,
26 and 27.
EMISSIONS - DIESEL (NAVISTAR T444E ELEC ENG CTRL)Selected Block (p. 32)For Mauricio Cascante Grecia Alaju
Fig. 26: Testing APS Circuits (1 Of 2)
Courtesy of Navistar International Corp.
EMISSIONS - DIESEL (NAVISTAR T444E ELEC ENG CTRL)Selected Block (p. 33)For Mauricio Cascante Grecia Alaju
Fig. 27: Testing APS Circuits (2 Of 2)
Courtesy of Navistar International Corp.
ECM Diagnostics
The ECM continuously monitors the signal from the BARO sensor
the ECM terminal No. 5. If the signal is out of the expected range, a
fault is logged (warning light does not come on) and the ECM uses the
MAP signal to determine barometric pressure. BARO sensor fault codes
EMISSIONS - DIESEL (NAVISTAR T444E ELEC ENG CTRL)Selected Block (p.
are as follows: 35)For Mauricio Cascante Grecia Alaju
CODE 151 - ATA CODE PID 108 FMI 3; BARO SIGNAL OUT-OF-RANGE
HIGH - Perform Testing BARO Circuit. See Figs. 30 and 31.
CODE 152 - ATA CODE PID 108 FMI 4; BARO SIGNAL OUT-OF-RANGE
LOW - Perform Testing BARO Circuit. See Figs. 30 and 31.
EMISSIONS - DIESEL (NAVISTAR T444E ELEC ENG CTRL)Selected Block (p. 37)For Mauricio Cascante Grecia Alaju
Fig. 31: Testing BARO Sensor Circuit (2 Of 2)
Courtesy of Navistar International Corp.
EMISSIONS - DIESEL (NAVISTAR T444E ELEC ENG CTRL)Selected Block (p. 38)For Mauricio Cascante Grecia Alaju
EMISSIONS - DIESEL (NAVISTAR T444E ELEC ENG CTRL)Selected Block (p. 39)For Mauricio Cascante Grecia Alaju
EMISSIONS - DIESEL (NAVISTAR T444E ELEC ENG CTRL)Selected Block (p. 41)For Mauricio Cascante Grecia Alaju
Fig. 35: Air Brake Switch Circuit Test
EMISSIONS
Courtesy of -Navistar
DIESEL (NAVISTAR T444E
International ELEC ENG CTRL)Selected Block (p.
Corp. 42)For Mauricio Cascante Grecia Alaju
Fig. 36: Hydraulic Brake Switch Circuit Test
Courtesy
EMISSIONSof -Navistar International
DIESEL (NAVISTAR Corp.
T444E ELEC ENG CTRL)Selected Block (p. 43)For Mauricio Cascante Grecia Alaju
Fig. 37: Brake Switch/Relay Circuit Test (1 Of 3)
Courtesy of Navistar International Corp.
EMISSIONS - DIESEL (NAVISTAR T444E ELEC ENG CTRL)Selected Block (p. 44)For Mauricio Cascante Grecia Alaju
EMISSIONS - DIESEL
Fig. 38: Brake (NAVISTAR
Switch/Relay T444ETest
Circuit ELEC(2ENG CTRL)Selected Block (p. 45)For Mauricio Cascante Grecia Alaju
Of 3)
Courtesy of Navistar International Corp.
Fig. 39: Brake Switch/Relay Circuit Test (3 Of 3)
Courtesy of Navistar International Corp.
EMISSIONS - DIESEL (NAVISTAR T444E ELEC ENG CTRL)Selected Block (p. 47)For M
EMISSIONS - DIESEL (NAVISTAR T444E ELEC ENG CTRL)Selected Block (p. 48)For Mauricio Cascante Grecia Alaju
ECM Diagnostics
Fault codes can be caused by defects in the ATA or DCL
circuits. There are also flash codes related to or caused by faulty
communication between the ECM and VPM. The engine control does not
detect faults in the power or ground circuits to the EST connector. If
the service tool does not power up when connected, try the tool on
another vehicle to check the tool operation. If the tool is okay,
perform Testing EST Connector. See Fig. 46. If the service tool
displays NO DATA, the ATA data link circuit from the EST connector on
the VPM may be disrupted. Verify that the key in ON and then perform
Testing ATA Data Link Circuits. See Fig. 47. Data Link fault codes are
as follows:
CODE 223 - ATA CODE SID 252 FMI 7; VPM NOT COMMUNICATING WITH
ECM - Perform Testing DCL Circuits. See Fig. 50.
CODE 231 - ATA CODE SID 250 FMI 2; ATA COMMON FAULT - Perform
Testing ATA Data Links. See Fig. 47.
CODE 232 - ATA CODE SID 250 FMI 9; UNABLE TO FORWARD ECM
MESSAGE TO ATA DCL - Perform Testing ATA Data Links. See Fig. 47.
CODE 234 - ATA CODE SID 248 FMI 9; UNABLE TO FORWARD ATA
MESSAGE TO ECM - Perform Testing DCL Circuits. See Fig. 50.
CODE 235 - ATA CODE SID 248 FMI 2; VPM/ECM DCL FAULT -
Perform Testing DCL Circuits. See Fig. 50.
CODE 633 - ATA CODE SID 252 FMI 7; ECM/VPM COMMON FAULT -
Perform Testing DCL Circuits. See Fig. 50.
Fig. 45: Data Link Connector Wiring Diagram EMISSIONS - DIESEL (NAVISTAR T444E
Courtesy of Navistar International Corp.
EMISSIONS - DIESEL (NAVISTAR T444E ELEC ENG CTRL)Selected Block (p. 58)For Mauricio Cascante Grecia Alaju
EMISSIONS - DIESEL (NAVISTAR T444E ELEC ENG CTRL)Selected Block (p. 59)For Mauricio Cascante Grecia Alaju
EMISSIONS - DIESEL (NAVISTAR T444E ELEC ENG CTRL)Selected Block (p. 60)For Mauricio Cascante Grecia Alaju
EMISSIONS - DIESEL (NAVISTAR T444E ELEC ENG CTRL)Selected Block (p. 61)For Mauricio Cascante Grecia Alaju
ECM Diagnostics
The ECM continuously monitors the signal from the EBP sensor
to ensure the signal is within the correct operating range. If the
signal is lower or higher than required, the ECM will set a fault
code. If the key is turned off, the code will be stored as an inactive
code. EBP fault codes are as follows:
CODE 341 - ATA CODE SID 34 FMI 20: EBP SIGNAL OUT-OF-RANGE
LOW - Possible causes for code 341 are an open VREF signal circuit or
a defective EBP sensor.
CODE 342 - ATA CODE SID 34 FMI 19: EBP SIGNAL OUT-OF-RANGE
HIGH - Possible causes for code 342 are an open signal return circuit,
a short to a voltage source or a defective EBP sensor.
CODE 344 - ATA CODE SID 34 FMI 29: EXHAUST BACKPRESSURE BELOW
WARNING LEVEL - Code 344 may be caused by a defective or plugged EBP
sensor or a restriction in the tube leading to the sensor. To confirm
this, remove the sensor and/or tube and inspect for carbon deposits.
EMISSIONS - DIESEL (NAVISTAR T444E ELEC ENG CTRL)Selected Block (p. 67)For Mauricio Cascante Grecia Alaju
Fig. 58: Engine Does Not Crank Part 2A, Wiring Diagram
Courtesy of Navistar International Corp.
EMISSIONS - DIESEL (NAVISTAR T444E ELEC ENG CTRL)Selected Block (p. 68)For Mauricio Cascante Grecia Alaju
EMISSIONS - DIESEL (NAVISTAR T444E ELEC ENG CTRL)Selected Block (p. 69)For Mauricio Cascante Grecia Alaju
EMISSIONS - DIESEL (NAVISTAR T444E ELEC ENG CTRL)Selected Block (p. 71)For Mauricio Cascante Grecia Alaju
EMISSIONS - DIESEL (NAVISTAR T444E ELEC ENG CTRL)Selected Block (p. 72)For Mauricio Cascante Grecia Alaju
EMISSIONS - DIESEL (NAVISTAR T444E ELEC ENG CTRL)Selected Block (p. 73)For Mauricio Cascante Grecia Alaju
Fig. 64: Engine Does Not Crank Part 2C, Wiring Diagram
Courtesy of Navistar International Corp.
EMISSIONS - DIESEL (NAVISTAR T444E ELEC ENG CTRL)Selected Block (p. 74)For Mauricio Cascante Grecia Alaju
EMISSIONS - DIESEL (NAVISTAR T444E ELEC ENG CTRL)Selected Block (p. 75)For Mauricio Cascante Grecia Alaju
EMISSIONS - DIESEL (NAVISTAR T444E ELEC ENG CTRL)Selected Block (p. 76)For Mauricio Cascante Grecia Alaju
EMISSIONS - DIESEL (NAVISTAR T444E ELEC ENG CTRL)Selected Block (p. 77)For Mauricio Cascante Grecia Alaju
EMISSIONS - DIESEL (NAVISTAR T444E ELEC ENG CTRL)Selected Block (p. 78)For Mauricio Cascante Grecia Alaju
Fig. 69: Neutral Position Circuit Test W/Allison Trans. (2 Of 2)
Courtesy of Navistar International Corp.
EMISSIONS - DIESEL (NAVISTAR T444E ELEC ENG CTRL)Selected Block (p. 79)For Mauricio Cascante Grecia Alaju
EMISSIONS - DIESEL (NAVISTAR T444E ELEC ENG CTRL)Selected Block (p. 80)For Mauricio Cascante Grecia Alaju
EMISSIONS - DIESEL (NAVISTAR T444E ELEC ENG CTRL)Selected Block (p. 83)For Mauricio Cascante Grecia Alaju
EMISSIONS - DIESEL (NAVISTAR T444E ELEC ENG CTRL)Selected Block (p. 84)For Mauricio Cascante Grecia Alaju
EMISSIONS - DIESEL (NAVISTAR T444E ELEC ENG CTRL)Selected Block (p. 85)For Mauricio Cascante Grecia Alaju
EMISSIONS - DIESEL (NAVISTAR T444E ELEC ENG CTRL)Selected Block (p. 86)For Mauricio Cascante Grecia Alaju
ECM SELF-DIAGNOSTICS
Signal Functions
The ECM monitors and controls engine operation and
performance, vehicle features such a PTO and cruise control,
communicates information to the VPM and Injector Driver Module (IDM).
Fault Detection Management
The ECM is capable of internal fault detection and depending
upon the severity of the problem, can provide fault management
strategies to allow limited engine/vehicle operation.
ECM Diagnostics
During normal engine operation, the ECM automatically
performs several tests to detect faults. During normal operation the
ECM performs Start-Up KAM test and Continuous Diagnostics. The Start-
Up KAM test is used to validate the ECM keep alive memory once each
time the ECM resets. If an error is detected, codes 224 or 615 can be
set.
CODE 615 - ATA CODE SID 254 FMI 13: PROGRAMMABLE PARAMETER
KAM CORRUPT FAULT - Code 615 can be set when code 224 is set. If 224
is set, see KEEP ALIVE MEMORY POWER. If code 224 is not set, the ECM
RAM is effective. Replace ECM.
Continuous diagnostics are made by the ECM during vehicle
EMISSIONS - DIESEL
operation. Codes 112 (NAVISTAR
and 113 mayT444E ELEC
be set ENGthis
during CTRL)Selected
procedure. Block
If (p. 87)For Mauricio Cascante Grecia Alaju
codes 112 and/or 113 are present, see ECM POWER SUPPLY.
Use the PRO-LINK EST to perform ECM internal self-tests. This
test may set the following codes:
CODE 111 - ATA CODE PID 194 FMI 0: NO ERRORS DETECTED - Code
111 indicates the ECM has not found any errors.
CODE 625 - ATA CODE SID 254 FMI 9: ECM INACTIVE BACKGROUND -
Code 625 indicates the ECM software is faulty. Replace the ECM.
CODE 631 - ATA CODE SID 240 FMI 2: ROM TEST FAULT - If code
631 is present, replace the ECM.
CODE 632 - ATA CODE SID 254 FMI 12: RAM/CPU TEST FAULT - If
code 632 is present, replace the ECM.
During the ECM Output Circuit Check the following codes may
appear:
CODE 254 - ATA CODE SID 254 FMI 3: OCC ORH - If code 254 is
present, replace the ECM.
CODE 255 - ATA CODE SID 254 FMI 4: OCC ORL - If code 255 is
present, replace the ECM.
TESTING
ECM/IDM COMMUNICATIONS
Signal Functions
The Cylinder Identification (CI) signal is a 0 to 12 volt
wave form signal that communicates from the ECM to the Injector Driver
Module (IDM) the position of cylinder No. 1. The IDM uses this signal
to synchronize injector firing sequence.
The Fuel Demand Command (FDCS) signal is a 0 to 12 volt wave
form signal that communicates from the ECM to the Injector Driver
Module (IDM) the required engine timing and duration of injector
firing.
The IDM feedback signal is a 0 to 12 volt wave form signal
that communicates from the IDM to the ECM a mirror image of the FDCS
signal. Extensions of this signal can indicate to the ECM possible
problems with the injectors by the IDM as the engine is running.
Fault Detection Management
An intermittent or open or short to ground in the CI circuit
can be detected by the IDM through IDM Stuck High or Low Codes (531 &
532). Active faults can be detected by an on demand output circuit
check during Engine Off tests. The engine will not operate without an
active cylinder identification circuit.
Active faults in the fuel demand command circuit can be
detected by an on demand output circuit check during Engine Off tests.
The engine will not operate without an active fuel demand command
circuit.
Active faults in the IDM feedback circuit can be detected by
toggle sequence that the ECM looks for on start up. The WARN light
will be on if this is detected. IDM diagnostic fault codes will not be
transmitted if the EF line is not functioning. The engine will operate
normally.
EMISSIONS - DIESEL (NAVISTAR T444E ELEC ENG CTRL)Selected Block (p. 89)For Mauricio Cascante Grecia Alaju
ECM Diagnostics
The ECM monitors the timing of the EF signal while the engine
is running. When it detects a fault sent from the IDM, it will log the
transfer. It will be necessary to perform an Engine Off Standard test
to determine most fault codes stored in the IDM. The ECM continually
measures the communication signal voltage levels. If levels are lower
or higher than expected, a fault code will be set to identify the
circuit or component. The fault will automatically recorded as an
active code. If the key is turned off, the code will be stored as
inactive. The following codes may be set by the ECM/IDM:
CODE 242 - ATA CODE SID 154 FMI 11: FDCS CIRCUIT TO IDM OCC
SELF-TEST FAILED - Code 242 may be caused by a shorted high or low or
open FDCS circuit. If accompanied by other communication codes could
indicate the IDM is not powered up. The fault must be repaired for the
engine to operate.
CODE 253 - ATA CODE SID 153 FMI 11: FUEL INJ SYNC CIRCUIT OCC
SELF-TEST FAILED - Code 253 may be caused by a shorted high or low or
open CI circuit. If accompanied by other communication codes could
indicate the IDM is not powered up. The fault must be repaired for the
engine to operate.
CODE 531 - ATA CODE SID 153 FMI 4: FUEL INJ SYNC SIGNAL LOW -
Code 531 may be caused by a short to ground in the CI circuit. The
fault must be repaired for the engine to operate.
CODE 532 - ATA CODE SID 153 FMI 3: FUEL INJ SYNC SIGNAL HIGH
- Code 532 may be caused by a short to voltage or an open in the CI
circuit. The fault must be repaired for the engine to operate.
CODE 541 - ATA CODE SID 155 FMI 11: IDM FEEDBACK TOGGLE NOT
DETECTED BY ECM - Code 541 may be caused by a short or open EF circuit
if this is the only code present. If other IDM codes are present the
IDM may not be powered or operational. If displayed during an Engine
Off Standard test it will be accompanied by code 543. This code may
set due to other faults in the ECM due to a reset condition. If other
codes are present, repair them first in the order of importance for
engine operation. This code will not prevent the engine from
operating.
CODE 543 - ATA CODE SID 155 FMI 7: IDM FAULTS NOT RECEIVED -
Code 543 may be caused by a shorts or opens in the IDM/ECM
communications circuits or an IDM not powered. If other codes are
present, repair them first in the order of importance for engine
operation. This code will not prevent the engine from operating.
Also see Figs. 80 and 81 for further diagnostic information.
EMISSIONS - DIESEL (NAVISTAR T444E ELEC ENG CTRL)Selected Block (p. 96)For Mauricio Cascante Gre
EMISSIONS - DIESEL (NAVISTAR T444E ELEC ENG CTRL)Selected Block (p. 97)For Mauricio Cascante Grecia Alaju
Fig. 84: Testing ECM Power Supply Circuits (1 Of 2)
Courtesy of Navistar International Corp.
Fig. 85: Testing ECM Power Supply Circuits (2 Of 2)
Courtesy of Navistar International Corp.
EMISSIONS - DIESEL (NAVISTAR T444E ELEC ENG CTRL)Selected Block (p. 106)For Mauricio Cascante Grecia Alaj
EMISSIONS - DIESEL (NAVISTAR T444E ELEC ENG CTRL)Selected Block (p. 107)For Mauricio Cascante Grecia Alaj
EMISSIONS - DIESEL (NAVISTAR T444E ELEC ENG CTRL)Selected Block (p. 108)For Mauricio Cascante Grecia Alaj
Fig. 94: Testing Modulator Shift Solenoid (403) Circuits (3 Of 3)
Courtesy of Navistar International Corp.
ECM Diagnostics
The ECM continuously monitors the signal from the EOP sensor.
If the signal is higher or lower than expected, a fault code will be
set. The following fault codes may be set:
CODE 211 - ATA CODE PID 100 FMI 4: ENGINE OIL PRESS SIGNAL
OUT-OF-RANGE LOW - Code 211 may be set if the ECM detects a voltage
less than .039 volts for more than .10 seconds. The engine will
continue to operate normally. If the fault is active the ECM will turn
on the Engine Warning Light. Code 212 may be caused by an open signal
circuit, VREF feed or a defective sensor.
CODE 212 - ATA CODE PID 100 FMI 3: ENGINE OIL PRESS SIGNAL
OUT-OF-RANGE HIGH - Code 212 may be set if the ECM detects a voltage
less than 4.5 volts for more than .10 seconds. The engine will
continue to operate normally. If the fault is active the ECM will turn
on the Engine Warning Light. Code 212 may be caused by an open signal
return circuit, a short to voltage or a defective sensor.
CODE 313 - ATA CODE PID 100 FMI 1: ENGINE OIL PRESSURE BELOW
WARNING LEVEL - Code 313 indicates oil pressure has dropped below the
warning level. Code 313 may be caused by a defective sensor sending an
incorrect signal. Check actual oil pressure to confirm this. The code
may be set at start-up, or by an oil system that is not primed.
CODE 314 - ATA CODE PID 100 FMI 7: ENGINE OIL PRESSURE BELOW
CRITICAL LEVEL - Code 314 indicates oil pressure has dropped below the
critical level. Code 313 may be caused by a defective sensor sending
an incorrect signal. Check actual oil pressure to confirm this. The
oil pressure may be caused by defective mechanical components.
ECM Diagnostics
The ECM monitors the exhaust backpressure while the engine is
in operation. If actual pressure is higher or lower than expected, a
fault code will be set. The ECM will discontinue regulator operation
leaving the backpressure valve open, creating no exhaust restriction
to aid in warm-up of the engine. The following fault codes may be set:
CODE 245 - ATA CODE SID 35 FMI 11: EPR: OCC SELF-TEST FAILED
- Code 245 is set only during the Engine Off Standard Output Circuit
Check. If the fault is present the EBP will be disabled. Possible
causes are an open feed circuit, open EBP solenoid or an open or
EMISSIONS - DIESEL (NAVISTAR T444E ELEC ENG CTRL)Selected Block (p.
shorted EPR signal circuit. 118)For Ma
CODE 343 - ATA CODE SID 34 FMI 0: EPR: EXCESSIVE EXHAUST
BACKPRESSURE - Code 343 is set when the ECM detects that exhaust
backpressure is greater than 77 in. Hg., which is more than the
maximum allowable. Possible causes are an incorrect EBP signal due to
faulty circuits or sensor, grounded EPR signal circuit, a collapsed
exhaust pipe or stuck regulator valve.
CODE 352 - ATA CODE SID 34 FMI 10: EPR: EXHAUST BACKPRESSURE
ABOVE OR BELOW DESIRED VALUE - Code 352 may set during normal engine
operation through the continuous monitor function or during the engine
running standard test. It indicates the measured pressure does not
meet the expected value. Possible causes are an incorrect EBP signal
due to circuit or sensor malfunctions, EBP signal circuit may be
shorted, grounded or contain excessive resistance. The EPR valve may
be sticking or blocked.
CODE 351 - ATA CODE SID 34 FMI 7: EPR: EXHAUST BACKPRESSURE
BELOW EXPECTED LEVEL AT HIGH ENGINE SPEEDS - Code 351 may set during
normal engine operation through the continuous monitor function by the
ECM. It indicates the ECM did not see a minimum of pressure data from
low idle operation to 2300 RPM. Possible causes are an incorrect EBP
signal due to faulty circuits or sensor, plugged exhaust backpressure
tube or exhaust pressure valve stuck.
EMISSIONS - DIESEL (NAVISTAR T444E ELEC ENG CTRL)Selected Block (p. 119
EMISSIONS - DIESEL (NAVISTAR T444E ELEC ENG CTRL)Selected Block (p. 120)For Mauricio Cascante Grecia Alaj
EMISSIONS - DIESEL (NAVISTAR T444E ELEC ENG CTRL)Selected Block (p. 121)F
EMISSIONS - DIESEL (NAVISTAR T444E ELEC ENG CTRL)Selected Block (p. 122)For Mauricio Cascante Grecia Alaj
ECM Diagnostics
With the ignition ON, the ECM continuously monitors the IAT
signal to determine if it is within expected values. If the signal
voltage is above or below the expected values, the ECM will set a
fault code. If the IAT sensor is not sending a correct signal, the ECM
will default to 77 F (25 C). If the ignition is turned off, the code
will become an Inactive code. IAT codes will cause the Engine Warning
Light to turn on. Fault codes that may be set are as follows:
CODE 154 - ATA CODE PID 171 FMI 4: AMBIENT AIR TEMP SIGNAL
OUT-OF-RANGE LOW - Code 154 will be set if the ECM detects the signal
voltage to be less than .127 volts for more than .20 seconds. Code 154
may be caused by a short to ground in the signal circuit, or a
defective sensor.
CODE 155 - ATA CODE PID 171 FMI 3: AMBIENT AIR TEMP SIGNAL
OUT-OF-RANGE HIGH - Code 155 will be set if the ECM detects the signal
voltage to be more than 4.6 volts for more than .20 seconds. Code 154
may be caused by an open signal circuit between the ECM and the
sensor, a short to voltage source, or a defective sensor.
EMISSIONS - DIESEL (NAVISTAR T444E ELEC ENG CTRL)Selected Block (p. 129)For Mauricio Cascante Grecia Alaj
EMISSIONS - DIESEL (NAVISTAR T444E ELEC ENG CTRL)Selected Block (p. 130)For Mauricio Cascante Grecia Alaj
ECM Diagnostics
The ECM uses the OCC to test the IDM relay control circuit.
Use the PRO-LINK EST to perform the OCC test. The PRO-LINK will
indicate if there are faults present and what they are. The following
fault codes may be present:
CODE 243 - ATA CODE SID 37 FMI 11: IDM_ENABLE OCC FAULT - If
the IDM detects a fault during the OCC test, code 243 will be set.
This indicates that the circuit is shorted (high or low) open or no
power is present to energize the IDM relay. When code 243 occurs, it
can also cause codes 253, 523, 541 or 543 to be set. These codes may
be caused by several conditions. The following information only
applies only to the IDM Power Relay circuits that might cause the
codes.
CODE 522 - ATA CODE SID 233 FMI 12: IDM INTERNAL FAILURE. No
causes given.
CODE 523 - ATA CODE SID 233 FMI 4: IDM POWER VOLTAGE LOW -
Code 523 can be caused by a faulty IDM PWR relay control circuit,
excessive voltage drop, a low voltage drop or a defective IDM PWR
relay. If codes 243, 253, 523, 541 or 543 are active, perform Testing
IDM PWR Relay & Related Circuits. See Figs. 113 through 115.
EMISSIONS - DIESEL (NAVISTAR T444E ELEC ENG CTRL)Selected Block (p. 134)For Mauricio Cascante Grecia Alaj
Fig. 115: Testing Injector Driver Module Power Circuit (3 Of 3)
Courtesy of Navistar International Corp.
NOTE: The last digit of the fault code indicates the affected
cylinder. For example, code 421 indicates cylinder No. 1 has
an open circuit between the IDM high side driver and the low
side signal return to the IDM. The SID's No. 1 through 8
indicate cylinder numbers in a similar manner.
CODES 421 THRU 428 - ATA CODE SID 1 THRU 8 FMI 5: HIGH SIDE
TO LOW SIDE OPEN - Codes for High Side to Low Side Open indicate an
open circuit between the IDM high side driver and low side driver.
Possible causes are an open wire in the injector harness, open
injector return circuit or injector solenoid.
CODES 431 THRU 438 - ATA CODE SID 1 THRU 8 FMI 4: HIGH SIDE
SHORTED TO LOW SIDE - Codes for High Side to Low Side Short indicate
the return voltage is too high due to a short circuit between the high
side driver and return circuit. Possible causes are a shorted injector
solenoid or wiring harness.
CODES 441 THRU 448 - ATA CODE SID 1 THRU 8 FMI 3: LOW SIDE
SHORTED TO B+ - Low Side Shorted to battery power indicates the IDM
has detected continuous battery voltage on the signal return circuit.
A short circuit in the injector wiring harness will set these codes.
CODES 451 THRU 458 - ATA CODE SID 1 THRU 8 FMI 6: LOW SIDE
SHORTED TO GROUND - Low Side Shorted to ground indicates the return
circuit shorted to ground. A shorted injector solenoid or wiring
harness to ground will set these codes.
CODE 511 - ATA CODE SID 151 FMI 11: BANK 1 HAS MULTIPLE
FAULTS - Multiple faults indicate more than 1 fault was detected by
the IDM such as an open and a short in cylinder Nos. 1, 3, 5 and 7.
With code 511 active, the IDM will disable the opposite bank drivers.
CODE 512 - ATA CODE SID 152 FMI 11: BANK 2 HAS MULTIPLE
FAULTS - Multiple faults indicate more than 1 fault was detected by
the IDM such as an open and a short in cylinder Nos. 2, 4, 6 and 8.
With code 512 active, the IDM will disable the opposite bank drivers.
CODE 513 - ATA CODE SID 151 FMI 5: HIGH SIDE OPEN, RIGHT
GROUP - High side open indicates the IDM has detected an open circuit
to injectors on cylinder Nos. 1, 3, 5 and 7. With code 513 active, the
IDM will compensate for misfire to keep the engine operating and will
light the Engine Warning Light.
CODE 514 - ATA CODE SID 152 FMI 5: HIGH SIDE OPEN, LEFT GROUP
- High side open indicates the IDM has detected an open circuit to
injectors on cylinder Nos. 2, 4, 6 and 8. With code 514 active, the
IDM will compensate for misfire to keep the engine operating and will
light the Engine Warning Light.
CODE 515 - ATA CODE SID 151 FMI 6: HIGH SIDE BANK 1 SHORT TO
GROUND OR B+ - Code 515 indicates the IDM has detected excessive
current draw on cylinder Nos. 1, 3, 5 and 7. With code 515 active, the
IDM will compensate for misfire to keep the engine operating and will
light the Engine Warning Light.
CODE 521 - ATA CODE SID 152 FMI 6: HIGH SIDE BANK 2 SHORT TO
GROUND OR B+ - Code 521 indicates the IDM has detected excessive
current draw on cylinder Nos. 2, 4, 6 and 8. With code 521 active, the
IDM will compensate for misfire to keep the engine operating and will
light the Engine Warning Light.
CODE 524 - ATA CODE SID 151 FMI 3: BOTH HIGH SIDE SWITCHES
SHORTED TOGETHER - Code 524 indicates a short circuit between the 2
high side drivers. The IDM will light the Engine Warning Light.
CODE 544 - ATA CODE SID 152 FMI 14: INJECTOR FAULT BANK NO. 2
- Code 544 indicates the ECM has detected more than one injector in
bank No. 2 with low voltage.
CODE 545 - ATA CODE SID 151 FMI 14: INJECTOR FAULT BANK NO. 1
- Code 545 indicates the ECM has detected more than one injector in
bank No. 1 with low voltage.
EMISSIONS - DIESEL (NAVISTAR T444E ELEC ENG CTRL)Selected Block (p. 139)For Mauricio Cascante Grecia Alaj
Fig. 118: Testing Injector Drive Circuits (1 Of 2)
Courtesy of Navistar International Corp.
EMISSIONS - DIESEL (NAVISTAR T444E ELEC ENG CTRL)Selected Block (p. 140)For Mauricio Cascante Grecia Alaj
Fig. 119: Testing Injector Drive Circuits (2 Of 2)
Courtesy of Navistar International Corp.
EMISSIONS - DIESEL (NAVISTAR T444E ELEC ENG CTRL)Selected Block (p. 141)For Mauricio Cascante Grecia Alaj
EMISSIONS - DIESEL (NAVISTAR T444E ELEC ENG CTRL)Selected Block (p. 142)For Mauricio Cascante Grecia Alaj
EMISSIONS - DIESEL (NAVISTAR T444E ELEC ENG CTRL)Selected Block (p. 146)For Mauricio Cascante Grecia Alaj
EMISSIONS - DIESEL (NAVISTAR T444E ELEC ENG CTRL)Selected Block (p. 147)For Mauricio Cascante Grecia Alaj
ECM Diagnostics
During normal operation the ECM performs certain tests. When
the ignition is ON, the ECM performs the Start-Up KAM test to test its
Keep Alive memory. This test is performed once each time the key is
turned on or when the ECM resets. The ECM performs a test to determine
if the memory is working properly, but a lack of battery power to ECM
terminal No. 1 can cause fault codes 224 and 653 to be set. When power
to KAM has been disrupted there will be no inactive faults.
CODE 224 - ATA CODE SID 254 FMI 2: ECM: KAM CORRUPT - Code
224 may be caused by a short or open in the KAM circuit. High or low
voltage to ECM terminal No. 1 from the KAM battery supply circuits
will cause code 224. If the battery cable has been disconnected, on
the next key ON cycle, code 224 will be present, indicating that the
KAM memory has lost power. The code will change to inactive status on
the next key cycle. Faulty KAM memory in the ECM can also cause code
224.
CODE 615 - ATA CODE SID 254 FMI 13: ECM: PROGRAMMABLE
PARAMETER KAM CORRUPT FAULT - If code 615 occurs when KAM power supply
to the ECM is good, then the KAM memory is defective. ECM diagnostics
are required.
If codes 224 or 653 are active, perform Testing KAM Power
Circuits.
See Fig. 127.
EMISSIONS - DIESEL (NAVISTAR T444E ELEC ENG CTRL)Selected Block (p. 150)For Mauricio Cascante Grecia Alaj
Fig. 127: Testing Keep Alive Memory Power Circuits
Courtesy of Navistar International Corp.
EMISSIONS - DIESEL (NAVISTAR T444E ELEC ENG CTRL)Selected Block (p. 151)For Mauricio Cascante Grecia Alaj
MANIFOLD ABSOLUTE PRESSURE (MAP) SENSOR
Signal Functions
The MAP sensor is a variable capacitance sensor which
operates on a 5 volt reference signal from the ECM to produce a
digital frequency that indicates pressure. The MAP signal is used to
control smoke by limiting fuel quantity during acceleration until a
specified boost pressure is obtained. The MAP also optimizes injection
timing for boost pressure measured.
Fault Detection Management
A MAP signal that is detected by the ECM to be out-of-range
or at an incorrect value for specific conditions will cause the ECM to
ignore the MAP signal and will operate the engine with the values from
estimated MAP.
Fig. 128: MAP Sensor Connector Checks
Courtesy of Navistar International Corp.
ECM Diagnostics
The ECM monitors the MAP sensor output signal for expected
values. If the ECM sees a value more or less than expected it will set
a fault code. If a fault code is set, the ECM will ignore the MAP
signal. An active code will turn on the Engine Warning Light. If the
ignition
EMISSIONSis -turned
DIESELoff, the codeT444E
(NAVISTAR will ELEC
be stored
ENG as an inactive Block
CTRL)Selected code. (p. 152)For Mauricio Cascante Grecia Alaj
The following fault codes may be set:
CODE 121 - ATA CODE PID 102 FMI 8: MAP FREQUENCY OUT-OF-RANGE
HIGH - Code 121 will be set if the ECM detects a frequency greater
than 256 Hz for more than .10 seconds in the MAP signal. Excessive
high frequency noise in the MAP signal will cause this code to be set.
CODE 122 - ATA CODE PID 102 FMI 11: MAP SIGNAL IS INACTIVE -
Code 122 will be set if the ECM detects a frequency less than 90 Hz,
or an inactive MAP signal for more than .25 seconds. Possible causes
are a defective MAP sensor or MAP sensor signal circuits open or
shorted to ground.
CODE 123 - ATA CODE PID 102 FMI 2: MAP SIGNAL ABOVE SPECIFIED
LEVEL AT LOW IDLE - Code 123 will be set when the MAP signal is
greater than 16.7 psi absolute at low idle. Possible causes are a
restricted or plugged hose which supplies intake manifold boost
pressure to the sensor or a defective sensor.
Fig. 129: Accelerator, MAP & BARO Sensor Circuits Wiring Diagram
Courtesy of Navistar International Corp.
Fig. 130: Testing MAP Sensor Circuits (1 Of 2)
Courtesy of Navistar International Corp.
EMISSIONS - DIESEL (NAVISTAR T444E ELEC ENG CTRL)Selected Block (p. 155)For Mauricio Cascante Grecia Alaj
Fig. 131: Testing MAP Sensor Circuits (2 Of 2)
Courtesy of -Navistar
EMISSIONS DIESEL (NAVISTAR T444E
International ELEC ENG CTRL)Selected Block (p.
Corp. 156)For Mauricio Cascante Grecia Alaj
SPEED CONTROL COMMAND SWITCHES
Signal Functions
For cruise control, ECM terminal No. 50 outputs a 6.58 volt
signal to the resistor block. Activating the cruise command switches
causes the signal to pass through different resistance levels in the
resistor block, altering the signal which is grounded at ECM terminal
No. 39. There are five expected signals to the ECM: OFF, ON, SET,
RESUME and open (no switches have been used).
For models with remote PTO control, to use the remote
controls, cruise control must be turned on using the cab cruise ON/OFF
switch. The remote Set/Resume witch and disable switch are wired
parallel to cab switches and operate in the same manner. With cruise
control ON, placing the remote PTO Preset switch in the ON position
causes the PTO to operate at a preset engine speed programmed into the
Vehicle Personality Module (VPM). Placing the remote PTO Variable
switch in the ON position caused the PTO to operate using the remote
pedal.
NOTE: If both switches are ON, the remote pedal is deactivated.
Fault Detection Management
The ECM monitors the Speed Control Command Switches (SCCS)
signal for the five expected signals. If an incorrect signal is
detected, code 221 is logged. The ECM also monitors the R-APS (Remote
Pedal Sensor Switches) signal input at ECM terminal No. 30 from the
remote pedal sensor for out-of-range signals, high or low.
EMISSIONS - DIESEL (NAVISTAR T444E ELEC ENG CTRL)Selected Block (p. 163)For Mauricio Cascante Grecia Alaj
Fig. 138: Testing Speed Control Command Switches (4 Of 4)
EMISSIONS
Courtesy of -Navistar
DIESEL (NAVISTAR T444E
International ELEC ENG CTRL)Selected Block (p.
Corp. 164)For Mauricio Cascante Grecia Alaj
Fig. 139: Testing SCCS On/Off & Set/Resume Switches
Courtesy of Navistar International Corp.
EMISSIONS - DIESEL (NAVISTAR T444E ELEC ENG CTRL)Selected Block (p. 166)For Mauricio Cascante Grecia Alaj
Fig. 141: Testing Remote PTO Preset & Variable Enable Circuits
(2 Of 2)
Courtesy of Navistar International Corp.
EMISSIONS - DIESEL (NAVISTAR T444E ELEC ENG CTRL)Selected Block (p. 167)For Mauricio Cascante Grecia Alaj
Fig. 142: Testing Remote Pedal Sensor Circuits (1 Of 2)
Courtesy of Navistar International Corp.
EMISSIONS - DIESEL (NAVISTAR T444E ELEC ENG CTRL)Selected Block (p. 168)For Mauricio Cascante Grecia Alaj
Fig. 143: Testing Remote Pedal Sensor Circuits (2 Of 2)
Courtesy of Navistar International Corp.
ECM Diagnostics
There are no ECM diagnostics for the STI or EWL circuits. For
testing, see Figs. 146 through 148.
Fig. 144: Self-Test Input & Engine Warning Light Connector Checks
Courtesy of Navistar International Corp.
EMISSIONS - DIESEL (NAVISTAR T444E ELEC ENG CTRL)Selected Block (p. 170)For Mauricio Cascante Grecia Alaj
Fig. 145: Self-Test Input & Engine Warning Light Wiring Diagram
Courtesy of Navistar International Corp.
EMISSIONS - DIESEL (NAVISTAR T444E ELEC ENG CTRL)Selected Block (p. 171)For Mauricio Cascante Grecia Alaj
EMISSIONS - DIESEL (NAVISTAR T444E ELEC ENG CTRL)Selected Block (p. 172)For Mauricio Cascante Grecia Alaj
EMISSIONS - DIESEL (NAVISTAR T444E ELEC ENG CTRL)Selected Block (p. 173)For Mauricio Cascante Grecia Alaj
Fig. 148: Engine Warning Light Remains On Test
Courtesy of Navistar International Corp.
EMISSIONS - DIESEL (NAVISTAR T444E ELEC ENG CTRL)Selected Block (p. 175)For Mauricio Cascante Grecia Alaj
Fig. 150: Tachometer Circuit Wiring Diagram
Courtesy of Navistar International Corp.
EMISSIONS - DIESEL (NAVISTAR T444E ELEC ENG CTRL)Selected Block (p. 176)For Mauricio Cascante Grecia Alaj
EMISSIONS - DIESEL (NAVISTAR T444E ELEC ENG CTRL)Selected Block (p. 177)For Mauricio Cascante Grecia Alaj
EMISSIONS - DIESEL (NAVISTAR T444E ELEC ENG CTRL)Selected Block (p. 178)For Mauricio Cascante Grecia Alaj
Fig. 153: Testing ECM/VPM Tachometer Circuit (2 Of 2)
Courtesy of -Navistar
EMISSIONS DIESEL (NAVISTAR T444E
International ELEC ENG CTRL)Selected Block (p.
Corp. 179)For Mauricio Cascante Grecia Alaj
TWO SPEED AXLE INPUT CIRCUIT
Signal Functions
The VPM is programmed with the high and low rear axle ratios.
The ratios are used to calculate the speedometer signal, depending
upon which mode the switch is in. The VPM uses the high ratio unless
voltage is applied to VPM terminal No. 9, indicating the two speed
selector switch is in the low range. The two speed switch applies 12
volts to the VPM when the switch is in the low position.
Fig. 154: Two Speed Electric (Air) Axle Circuit Wiring Diagram
Courtesy of Navistar International Corp.
EMISSIONS - DIESEL (NAVISTAR T444E ELEC ENG CTRL)Selected Block (p. 182)For Mauricio Cascante Grecia Alaj
Fig. 155: Two Speed Electric (Hydraulic) Axle Circuit Wiring Diagram
Courtesy of Navistar International Corp.
Fig. 156: Testing Two Speed Speedometer Circuit
Courtesy of Navistar International Corp.
EMISSIONS - DIESEL (NAVISTAR T444E ELEC ENG CTRL)Selected Block (p. 184)For Mauricio Cascante Grecia Alaj
Fig. 158: Voltage Reference Circuit Wiring Diagram
Courtesy of Navistar International Corp.
EMISSIONS - DIESEL (NAVISTAR T444E ELEC ENG CTRL)Selected Block (p. 185)For Mauricio Cascante Grecia Alaj
Fig. 159: Testing Voltage Reference Circuit
EMISSIONS
Courtesy of -Navistar
DIESEL (NAVISTAR T444E
International ELEC ENG CTRL)Selected Block (p.
Corp. 186)For Mauricio Cascante Grecia Alaj
VEHICLE PERSONALITY MODULE
Signal Functions
The Vehicle Personality Module serves four major functions
which are described as follows:
Programming:
* Provides factory set engine ratings and horsepower.
* Allows field reprogramming of tire size, axle ratio, etc.
* Allows customer programming of special features.
Diagnostics fault retrieval and command of special operator
on demand tests. With the use of an Electronic Service Tool (EST) the
VPM will allow for:
* Retrieval of continuous fault codes set in the ECM, VPM or
IDM.
* Command of special diagnostic tests.
* Display of engine and vehicle parameters on a real time basis.
Stores accumulated values and log engine events.
* Shows vehicle miles, hours and fuel used.
* Logs engine events such as overheat, low oil pressure, etc.
Drives the dashboard tachometer and speedometer units.
* Receives inputs from ECM and TACH sensors.
* Buffers signals and drives tachometer/speedometer gauges.
* Communicates vehicle speed to ECM.
Fault Detection Management
The VPM has the ability to detect internal faults conditions
such as incorrect programming, no programming, wrong configuration of
ECM and/or VPM, corrupted memory and lost memory situations.
Management of a VPM detected fault will vary with the severity of the
fault. The more severe faults will only allow the vehicle to operate
in field defaults which will curtail horsepower and disable customer
features. Less severe faults will only log a code.
ECM Diagnostics
The following codes may be logged by the VPM:
CODE 613 - ATA CODE SID 252 FMI 1: VPM: VPM/ECM SOFTWARE
MISMATCHED,
CODE 614 - ATA CODE SID 252 FMI 13: ECM: VPM/ECM SOFTWARE
MISMATCHED - Codes 613 and 614 will only occur when the VPM or ECM has
been changed in the field. At start-up, the ECM compares software
versions in the VPM and ECM. If the versions are not compatible, codes
613 or 614 and 622 will be set. Code 622 indicates Field Defaults are
being used and turn on the Engine Warning Light. If codes 613 and 614
are active, the ECM and VPM must be software compatible. Whichever
component was recently replaced is not the correct part number with
the component that was not replaced. Determine the correct part number
and replace. The component with the most recent configuration code
will set the fault code.
CODE 615 - ATA CODE SID 254 FMI 13: ECM: PROGRAMMABLE
PARAMETER KAM CORRUPT MEMORY - At start-up the ECM performs tests on
the KAM memory. If the KAM memory test fails, code 615 will be set.
The engine will operate on field defaults, turning on the Engine
Warning Light and setting code 622. Code 615 can also be caused by no
or low power to KAM memory at ECM terminal No. 1. If code 615 is
active, check KAM memory feed circuit. If a defect is found, correct
defect. If KAM power is present to ECM terminal No. 1 and code 615 is
active, attempt to clear code. If code 615 continues to be set,
replace ECM.
CODE 621 - ATA CODE SID 253 FMI 1: ECM: ECM USING
MANUFACTURING DEFAULTS - Symptoms are the engine operates but is
limited to 25 HP rating and Engine Warning Light is on. If the VPM is
not programmed at the factory or an unprogrammed VPM is installed, the
ECM will select parameter values from the manufacturing default list.
If the condition causing code 621 to set is intermittent and the
condition is no longer present, the code will become inactive and the
engine will operate normally. If code 621 is active, program the VPM
using established programming procedures in the PRO-LINK manual.
CODE 622 - ATA CODE SID 253 FMI 0: ECM: ECM USING FIELD
DEFAULTS - Symptoms are the engine operates but is limited to 175 HP,
the Engine Warning Light is on and customer options are disabled. When
the vehicle is not operating under normal operating conditions, the
ECM uses partial or full field default values stored in he ECM memory,
instead of programmed values stored in the VPM memory. If this
happens, code 622 will be set. If the condition causing code 622 to
set is intermittent and the condition is no longer present, the code
will become inactive and the engine will operate normally. Code 622 is
an indicator that field defaults are being used. Other code can cause
code 622 to be set. The other codes identify the condition hat caused
the field defaults to be used. If code 622 is active, review other
logged codes. The specific reasons for the ECM using the defaults must
be determined and corrected. When corrected, the ECM will not use the
field default mode.
CODE 623 - ATA CODE SID 253 FMI 13: ECM: INVALID EFRC - This
code indicates that the ECM requested and was unable to get valid
Engine Family Rating codes from the VPM. If this occurs, code 623 is
EMISSIONS
set, and the engine operates on field defaults - DIESEL
causing code 622 (NAVISTAR
to be T444E ELEC ENG CTRL)Sele
set. . If the condition causing code 623 to set is intermittent and
the condition is no longer present, the code will become inactive and
the engine will operate normally. If code 623 is active, reprogram the
VPM with the proper engine family data.
VPM Diagnostics
The VPM record total engine hours, total vehicle miles and
total fuel used. While the vehicle is operating, the information is
stored and every 30 minutes the information is written to EEPROM
memory locations in the VPM as new totals. The accumulator totals can
be read using the PRO-LINK EST. If the VPM can't find a serviceable
memory location to write the data, codes 642, 643 or 644 will be set.
CODE 634 - ATA CODE PID 250 FMI 2: VPM: FUEL METER MEMORY
LOCATION ERROR - This code indicates that the first attempt to write
the fuel totals encountered a defective memory location. The fuel
totals logged may be inaccurate although the error will not be more
than 1/2 hour use of fuel. If the fuel meter totals are used for
vehicle maintenance or otherwise essential to vehicle operation, the
VPM should be replaced. The next read/write error will result in all
of the fuel meter data being lost.
CODE 635 - ATA CODE PID 247 FMI 2: VPM: HOUR METER MEMORY
LOCATION ERROR - This code indicates that the first attempt to write
the engine hour totals encountered a defective memory location. The
hour totals logged may be inaccurate although the error will not be
more than 1/2 hour. If the hour meter totals are used for vehicle
maintenance or otherwise essential to vehicle operation, the VPM
should be replaced. The next read/write error will result in all of
the hour meter data being lost.
CODE 641 - ATA CODE PID 245 FMI 2: VPM: ODOMETER MEMORY
LOCATION ERROR - This code indicates that the first attempt to write
the vehicle mile totals encountered a defective memory location. The
mile totals logged may be inaccurate although the error will not be
more than 30 miles. If the miles meter totals are used for vehicle
maintenance or otherwise essential to vehicle operation, the VPM
should be replaced. The next read/write error will result in all of
the miles meter data being lost.
CODE 642 - ATA CODE PID 250 FMI 12: VPM: FAULTY FUEL METER -
This code indicates that the write cycle of the EEPROM memory
locations in the VPM have been exceeded. The fuel meter totals have
been lost. If the fuel meter totals are used for vehicle maintenance
or otherwise essential to vehicle operation, the VPM should be
replaced.
CODE 643 - ATA CODE PID 247 FMI 12: VPM: FAULTY HOUR METER -
This code indicates that the write cycle of the EEPROM memory
locations in the VPM have been exceeded. The hour meter totals have
been lost. If the hour meter totals are used for vehicle maintenance
or otherwise essential to vehicle operation, the VPM should be
replaced.
CODE 645 - ATA CODE SID 253 FMI 72: VPM: RAW EEPROM MEMORY
LOCATION ERROR - Code 645 requires no action. Code 645 indicates an
error was detected at one of the EEPROM memory locations in the VPM.
The code is informational and is logged as an inactive code. Code 645
will be logged with another code which specifies what system or
feature is affected. Check for additional codes along with code 645 to
determine which system is at fault.
CODE 651 - ATA CODE SID 253 FMI 10: VPM: FEATURE MEMORY LIST
CORRUPTED - If the VPM detects an error with the feature list, code
651 will be set. Symptoms of code 651 are; engine runs on partial
defaults but Engine Warning Light is not on, vehicle features such as
cruise control, remote PTO and optional engine protection system are
disabled. If code 651 is active, recycle the VPM. With key ON, remove
fuse F4 (H1 with FBC) and reinstall fuse. If code 651 is inactive, end
test. If code 651 is still active, reprogram the VPM. If code 651 is
active after reprogramming the VPM, replace VPM.
CODE 652 - ATA CODE SID 253 FMI 2: VPM: ENGINE/FUEL MEMORY
LIST CORRUPTED - Symptoms of code 652 are engine runs on defaults
setting code 652 and Engine Warning Light is on. If code 652 is
active, recycle the VPM. With key ON, remove fuse F4 (H1 with FBC) and
reinstall fuse. If code 651 is inactive, end test. If code 651 is
still active, replace the VPM.
CODE 653 - ATA CODE SID 253 FMI 12: VPM: ENGINE RATING MEMORY
LIST CORRUPTED - Symptoms of code 653 are engine runs on defaults EMISSIONS - DIESEL (NAVISTAR T4
setting code 653 and Engine Warning Light is on. If code 653 is
active, recycle the VPM. With key ON, remove fuse F4 (H1 with FBC) and
reinstall fuse. If code 653 is inactive, end test. If code 653 is
still active, replace the VPM.
CODE 654 - ATA CODE SID 252 FMI 12: VPM: WATCHDOG TIME-OUT
FAULT - If a VPM software fault is detected, code 654 will be set,
then the VPM will reset. The driver will not notice the reset, but the
code will be logged as inactive following the reset. If code 621 is
active, program the VPM using the procedures in the PRO-LINK manual.
ECM Diagnostics
If the speedometer does not operate properly but no fault
codes are present, use the PRO-LINK to attempt to read the vehicle
speed. If vehicle speed can be read, the problem is in the
speedometer/tachometer unit in the instrument panel. The vehicle speed
signal is monitored continuously by the VPM to see that the signal is
within a certain range. If the VSS signal is out-of-range, the VPM
sends a signal to the ECM telling it that the VPM detected a fault in
the VSS. When the ECM sees an out-of-range high signal, VPM code 141
or 142 is set, but the Engine Warning Light is not turned on. The ECM
disables the cruise control and PTO operation. If road speed limiting
is enabled, the ECM will limit engine speed in all gears. Torque level
tailoring will use a prescribed torque curve. The following codes may
be set in the VSS circuit:
CODE 141 - ATA CODE PID 84 FMI 4: VPM: VSS ORL - Code 141 is
set if the VPM detects a VSS signal that is out or range low. This may
be caused by an open or short to ground in the circuit between the VPM
and the sensor. Perform Testing VPM To Sensor Circuit. See Fig. 162.
CODE 142 - ATA CODE PID 84 FMI 3: VPM: VSS ORH - Code 141 is
set if the VPM detects a VSS signal that is out or range high. This
may be caused by a shorted VREF or VBAT circuit between the VPM and
the sensor. Perform Testing VPM To Sensor Circuit.
See Fig. 162.
The ECM/VPM diagnostics do not check for VSS sensor
adjustment, so it is possible with a miss-adjusted sensor to get a
faulty vehicle speed signal without setting codes 141 or 142. The
speedometer and/or odometer will operate erratically or not at all. If
codes 141 and/or 142 are not present, and speedometer does not
function properly, perform Testing Speedometer.
See Fig. 166. If codes 141 and/or 142 are present, correct the cause
of the codes before diagnosing speedometer.
EMISSIONS - DIESEL (NAVISTAR T444E ELEC ENG CTRL)Selected Block (p. 190)For Mauricio Cascante Grecia Alaj
Fig. 161: Vehicle Speed Signal Circuit Wiring Diagram
Courtesy of Navistar International Corp.
EMISSIONS - DIESEL (NAVISTAR T444E ELEC ENG CTRL)Selected Block (p. 191)For Mauricio Cascante Grecia Alaj
Fig. 162: Testing VPM To VSS Sensor Circuits (1 Of 2)
Courtesy of Navistar International Corp.
EMISSIONS - DIESEL (NAVISTAR T444E ELEC ENG CTRL)Selected Block (p. 192)For Mauricio Cascante Grecia Alaj
Fig. 163: Testing VPM To VSS Sensor Circuits (2 Of 2)
Courtesy of Navistar International Corp.
EMISSIONS - DIESEL (NAVISTAR T444E ELEC ENG CTRL)Selected Block (p. 193)For Mauricio Cascante Grecia Alaj
EMISSIONS - DIESEL (NAVISTAR T444E ELEC ENG CTRL)Selected Block (p. 194)For Mauricio Cascante Grecia Alaj
EMISSIONS - DIESEL (NAVISTAR T444E ELEC ENG CTRL)Selected Block (p. 195)For Mauricio Cascante Grecia Alaj
Fig. 166: Testing Speedometer (1 Of 2)
Courtesy of Navistar International Corp.
EMISSIONS - DIESEL (NAVISTAR T444E ELEC ENG CTRL)Selected Block (p. 196)For Mauricio Cascante Grecia Alaj
Fig. 167: Testing Speedometer (2 Of 2)
Courtesy of Navistar International Corp.
END OF ARTICLE
EMISSIONS - DIESEL (NAVISTAR T444E ELEC ENG CTRL)Selected Block (p. 197)For Mauricio Cascante Grecia Alaj