N9, N10 Engine Diagnostic Manual PDF

SCR - US, Canada, Mexico
N9 and N10 Engine

DIAGNOSTIC MANUAL
DIAGNOSTIC MANUAL
N9 and N10 Engine
0000003721
Navistar, Inc.
December 2014
Revision 6
2701 Navistar Drive, Lisle, IL 60532 USA
© 2014 Navistar, Inc. All rights reserved. All marks are trademarks of their respective owners.
DIAGNOSTIC MANUAL I
TABLE OF CONTENTS
Foreword. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1
Service Diagnosis . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2
Safety Information. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3
Diagnostic Troubleshooting Procedures. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7
Engine System Tests and Inspections. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2091
Engine Specifications. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2399
Diagnostic Tools and Accessories. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2419
Component Locator. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2461
Engine Systems Overview. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2473
Engine and Vehicle Features. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2549
Abbreviations and Acronyms. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2557
Terminology. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2569
II DIAGNOSTIC MANUAL
DIAGNOSTIC MANUAL 1
Foreword
Navistar, Inc. is committed to continuous research and development to improve products and introduce
technological advances. Procedures, specifications, and parts defined in published technical service literature
may be altered.
NOTE: Photo illustrations identify specific parts or assemblies that support text and procedures; other areas in
a photo illustration may not be exact.
This manual includes necessary information and specifications for technicians to maintain Navistar diesel
engines. See vehicle manuals and Technical Service Information (TSI) bulletins for additional information.
Technical Service Literature

4328224 N9 and N10 Engine Operation and Maintenance Manual
0000004021 N9 and N10 Engine Service Manual
0000003721 N9 and N10 Engine Diagnostic Manual
0000003481 N9 and N10 Engine and Aftertreatment Wiring Schematic Form
Technical Service Literature is revised periodically. If a technical publication is ordered, the latest revision will
be supplied.
NOTE: To order technical service literature, contact your International® dealer.
2 DIAGNOSTIC MANUAL
Service Diagnosis
Service diagnosis is an investigative procedure that must be followed to find and correct an engine application
problem or an engine problem.
If the problem is engine application, see specific vehicle manuals for further diagnostic information.
If the problem is the engine, see specific Engine Diagnostic Manual for further diagnostic information.
Prerequisites for Effective Diagnosis
• Availability of gauges and diagnostic test equipment
• Availability of current information for engine application and engine systems
• Knowledge of the principles of operation for engine application and engine systems
• Knowledge to understand and do procedures in diagnostic and service publications
Technical Service Literature required for Effective Diagnosis
• Engine Service Manual
• Engine Diagnostic Manual
• Engine and Aftertreatment Wiring Schematic Form
• Service Bulletins
DIAGNOSTIC MANUAL 3
Safety Information
This manual provides general and specific maintenance procedures essential for reliable engine operation and
your safety. Since many variations in procedures, tools, and service parts are involved, advice for all possible
safety conditions and hazards cannot be stated.
Read safety instructions before doing any service and test procedures for the engine or vehicle. See related
application manuals for more information.
Disregard for Safety Instructions, Warnings, Cautions, and Notes in this manual can lead to injury, death or
damage to the engine or vehicle.
Safety Terminology
Three terms are used to stress your safety and safe operation of the engine: Warning, Caution, and Note.
Warning: A warning describes actions necessary to prevent or eliminate conditions, hazards, and unsafe
practices that can cause personal injury or death.
Caution: A caution describes actions necessary to prevent or eliminate conditions that can cause damage to
the engine or vehicle.
Note: A note describes actions necessary for correct, efficient engine operation.
Safety Instructions
Work Area
• Keep work area clean, dry, and organized.
• Keep tools and parts off the floor.
• Make sure the work area is ventilated and well lit.
• Make sure a First Aid Kit is available.
Safety Equipment
• Use correct lifting devices.
• Use safety blocks and stands.
Protective Measures
• Wear protective safety glasses and shoes.
• Wear correct hearing protection.
• Wear cotton work clothing.
• Wear sleeved heat protective gloves.
• Do not wear rings, watches or other jewelry.
• Restrain long hair.
Vehicle
• Make sure the vehicle is in neutral, the parking brake is set, and the wheels are blocked before servicing
engine.
4 DIAGNOSTIC MANUAL
• Clear the area before starting the engine.

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

Fluids Under Pressure
• Use extreme caution when working on systems under pressure.
• Follow approved procedures only.
Fuel
• Do not over fill the fuel tank. Over fill creates a fire hazard.
• Do not smoke in the work area.
• Do not refuel the tank when the engine is running.
Removal of Tools, Parts, and Equipment
• Reinstall all safety guards, shields, and covers after servicing the engine.
• Make sure all tools, parts, and service equipment are removed from the engine and vehicle after all work is
done.
6 DIAGNOSTIC MANUAL
1 DIAGNOSTIC TROUBLESHOOTING PROCEDURES 7
Table of Contents
Diagnostic Trouble Code (DTC’s) List. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .11
Operational Checkout Procedures. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .23

1.0 - Preliminary Vehicle Operational Checkout Procedure. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .23
2.0 - Engine Does Not Start Operational Checkout Procedure. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .26
3.0 - Engine Hard to Start Operational Checkout Procedure. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .30
4.0 - Engine Running, Engine Not Under Load Operational Checkout Procedure. . . . . . . . . . . . . . . . .34
5.0 - Engine Running, Engine Under Load Operational Checkout Procedure. . . . . . . . . . . . . . . . . . . . . .36
6.0 - Cooling System Operational Checkout Procedure. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .38
7.0 - Lube Oil System Operational Checkout Procedure. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .39
8.0 - Fuel System Operational Checkout Procedure. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .40
9.0 - Engine Compression Brake Operational Checkout Procedure. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .41
10.0 - SCR Aftertreatment Operational Checkout Procedure. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .42
11.0 - ECM Loss of Communication. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .43
Engine Does Not Start Symptoms. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .49

2.1 - Engine Cranks Fast, Slow, or Does Not Crank. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .49
2.2 - Engine No Start, Cold Ambient Temperature. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .53
2.3 - Engine at Operating Temperature, No Re-Start. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .54
2.4 - Engine Never Starts. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .57
Engine Hard to Start Symptoms. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .60

3.1 - Engine Hard to Start, Cold Ambient Temperature. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .60
3.2 - Engine at Operating Temperature, Hard to Re-Start. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .62
3.3 - Engine Starts, Then Stalls. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .64
Engine Running, Engine Not Under Load Symptoms. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .66

4.1 - Rough Idle. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .66
4.2 - Engine Unable To Reach Rated Speed (No Load). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .70
4.3 - Popping Noise from Intake. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .72
Engine Running, Engine Under Load Symptoms. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .74

5.1 - Low Power (Slow Acceleration). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .74
5.2 - Misfire (Stumble / Surge / Runs Rough). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .80
5.3 - Engine Unable to Reach Desired Speed During PTO Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .84
Engine Coolant Symptoms. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .88

6.1 - Coolant Contaminated. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .88
6.2 - Coolant Loss. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .89
6.3 - Coolant Over-Temp. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .91
6.4 - Coolant Overflow. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .94
6.5 - Coolant Leak to Exhaust. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .97
6.6 - Coolant Leak to Intake. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .101
6.7 - Coolant Leak to Lube Oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .102
Engine Lubrication Symptoms. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .107

8 1 DIAGNOSTIC TROUBLESHOOTING PROCEDURES
7.1 - Lube Oil Contamination. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .107

7.2 - Lube Oil to Coolant. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .108
7.3 - Engine Oil to Intake. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .109
7.4 - Engine Oil to Exhaust. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .111
7.5 - Power Steering Fluid Leak to Lube Oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .112
7.6 - Low Oil Pressure. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .113
7.7 - High Oil Pressure. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .116
7.8 - Excessive Oil Consumption. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .119
Fuel System Symptoms. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .120

8.1 - Fuel Delivery Pressure. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .120
8.2 - Fuel in Engine Oil. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .124
Engine Brake Symptoms. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .126

9.1 - Engine Compression Brake Inoperative. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .126
9.2 - Engine Compression Brake Engaged When Not Commanded. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .129
Aftertreatment Symptoms. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .131

10.1 - Parked Regeneration Will Not Activate. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .131
10.2 - Black Smoke . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .133
10.3 - White Smoke. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .138
Fault Code Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .142

Section Information. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .142
AAT Sensor (Ambient Air Temperature). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .143
AFT (Aftertreatment) System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .156
AFT: FEC (Aftertreatment Fuel Enable Control). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .205
AFT: FP1 / AFT: FT (Aftertreatment Fuel Pressure 1 / Aftertreatment Fuel Temperature)
Sensor. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .226
AFT: FP2 (Aftertreatment Fuel Pressure 2) Sensor. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .257
AFT: FPC (Aftertreatment Fuel Pressure Control) System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .279
NH3 (Aftertreatment Ammonia) Sensor and Sensor Module. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .338
AMS (Air Management System). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .381
APP Sensor (Accelerator Pedal Position). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .402
Body. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .428
CACOT Sensor (Charge Air Cooler Outlet Temperature). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .439
CCOSS Sensor (Crankcase Oil Separator Speed). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .458
CKP Sensor (Crankshaft Position). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .465
CMP Sensor (Camshaft Position). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .470
DCU Power (Doser Control Unit). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .475
DEF (Diesel Exhaust Fluid). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .497
DEF: SMH (Diesel Exhaust Fluid Supply Module Heater). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .508
DEF: DU (Diesel Exhaust Fluid Doser Unit) Sensor. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .554
DEF: LHR (Diesel Exhaust Fluid Line Heater Relay). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .570
DEF: AP (Diesel Exhaust Fluid Absolute Pressure). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .591
DEFSLH (Diesel Exhaust Fluid Supply Line Heater). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .629
DEFRLH (Diesel Exhaust Fluid Return Line Heater). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .645
DEF: RCV (Diesel Exhaust Fluid Return Valve). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .662
DEFPLH (Diesel Exhaust Fluid Pressure Line Heater). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .677
DEF: SP (Diesel Exhaust Fluid Supply Pump). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .698
DEF: THC (Diesel Exhaust Fluid Tank Heater Control) Valve. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .727
DEF: TL & DEF: TT (Diesel Exhaust Fluid Tank Level and Temperature) Sensor Module. . . . . . .746
DEF: SMH Relay (Diesel Exhaust Fluid Supply Module Heater Relay) . . . . . . . . . . . . . . . . . . . . . . . . . . . . .782
DOC Temperature Sensor Module. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .800
DOCIT Sensor (Diesel Oxidation Catalyst Intake Temperature). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .830
DPF (Diesel Particulate Filter) Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .840
DPFDP / DPFOP (Diesel Particulate Filter Differential Pressure / Diesel Particulate Filter Outlet
Pressure) Sensor. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .844
DPFIT Sensor (Diesel Particulate Filter Intake Temperature). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .876
DPFOT Sensor (Diesel Particulate Filter Outlet Temperature). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .898
EBP Sensor (Exhaust Back Pressure). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .914
EBPV (Exhaust Back Pressure Valve). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .930
ECB1 (Engine Compression Brake Output 1). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .972
ECI Circuit (Engine Crank Inhibit). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .992
ECM (Engine Control Module). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1000
ECT1 Sensor (Engine Coolant Temperature 1). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1033
EFP (Engine Fuel Pump). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1065
EGR Actuator (Exhaust Gas Recirculation). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1074
EGT Sensor (Exhaust Gas Temperature). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1115
Engine. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1132
EOP Sensor (Engine Oil Pressure). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1152
EOT Sensor (Engine Oil Temperature). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1163
ETP (Engine Throttle Valve Position). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1187
EWPS (Engine Warning Protection System). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1210
FDP (Fuel Delivery Pressure) Sensor. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1247
FLI (Fuel Level Signal). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1265
IAHC (Intake Air Heater Control). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1272
ICP Sensor (Injection Control Pressure). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1286
IMP (Intake Manifold Pressure). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1322
IMT Sensor (Intake Manifold Temperature). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1349
INJ (Injector) Circuits. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1365
IPR (Injection Pressure Regulator). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1768
J1939 Data Link Communications. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1779
MAF Sensor (Mass Air Flow). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1782
NOx (Nitrogen Oxides) Sensor Module. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1827
RAPP (Remote APP) Sensor. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1904
SCR (Temperature Sensor Module). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1907
SCRIT (Selective Catalyst Reduction Intake Temperature) Sensor. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1954
SCROT (Selective Catalyst Reduction Outlet Temperature) Sensor. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1968
TC2CIT (Turbocharger 2 Compressor Intake Temperature). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1978
TC2WG (Turbocharger 2 Wastegate Position). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1997
TOSS (Transmission Output Shaft Speed) Sensor. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2008
VREF (Voltage Reference). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2025
WIF Sensor (Water In Fuel). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2074
Diagnostic Trouble Code (DTC’s) List

SPN FMI Sub-section Condition Description
27 0 EGR (page 1074) EGRP fault: over temperature
27 14 EGR (page 1074) EGR internal circuit failure
51 3 ETP (page 1187) ETP signal Out of Range HIGH
51 4 ETP (page 1187) ETP signal Out of Range LOW
51 7 ETP (page 1187) ETP does not agree with commanded position
91 2 APP (page 402) APP1 and APP2 signal conflict
91 3 APP (page 402) APP1 signal Out of Range HIGH
91 4 APP (page 402) APP1 signal Out of Range LOW
94 0 EFP (page 1065) Fuel Delivery Pressure above Critical
94 1 EFP (page 1065) Fuel Delivery Pressure below Critical
94 3 FDP (page 1247) FDP signal Out of Range HIGH
94 4 FDP (page 1247) FDP signal Out of Range LOW
94 17 FDP (page 1247) Fuel Delivery Pressure below minimum
94 18 FDP (page 1247) Fuel Delivery Pressure below min during cranking
96 3 FLI (page 1265) Fuel Level signal Out of Range HIGH
96 4 FLI (page 1265) Fuel Level signal Out of Range LOW
96 19 FLI (page 1265) Fuel Level not detected on J1939
100 1 EWPS (page 1210) Engine Oil System below Critical Pressure
100 3 EOP (page 1152) EOP signal Out of Range HIGH
100 4 EOP (page 1152) EOP signal Out of Range LOW
100 18 EWPS (page 1210) Engine Oil System below Warning Pressure
102 2 IMP (page 1322) IMP signal erratic, intermittent, or incorrect
102 3 IMP (page 1322) IMP signal Out of Range HIGH
102 4 IMP (page 1322) IMP signal Out of Range LOW
102 7 IMP (page 1322) IMP signal not responding as expected
102 10 IMP (page 1322) Boost slow response fault
102 16 IMP (page 1322) Overboost
102 18 IMP (page 1322) Underboost
105 2 IMT (page 1349) IMT signal Erratic, Intermittent, or Incorrect
105 3 IMT (page 1349) IMT signal Out of Range HIGH
105 4 IMT (page 1349) IMT signal Out of Range LOW
108 2 ECM (page 1000) BARO signal erratic, intermittent, or incorrect
108 3 ECM (page 1000) BARO signal Out of Range HIGH
108 4 ECM (page 1000) BARO signal Out of Range LOW

110 0 EWPS(page 1210) Engine Cooling System above Critical Temperature
110 2 ECT1 (page 1033) ECT1 signal erratic, intermittent, or incorrect
110 3 ECT1 (page 1033) ECT1 signal Out of Range HIGH
110 4 ECT1 (page 1033) ECT1 signal Out of Range LOW
110 15 EWPS (page 1210) Engine Cooling System above Warning Temperature
110 16 EWPS (page 1210) ECT1 stuck in range High
110 17 ECT1 (page 1033) ECT1 stuck in range Low
110 18 ECT1 (page 1033) Engine Coolant System Below closed loop minimum
temperature
111 1 EWPS (page 1210) ECL below Warning / Critical Level
111 2 EWPS (page 1210) ECL signal erratic, intermittent, or incorrect
132 0 MAF (page 1782) Engine Intake Air Mass Flow Rate High
132 1 MAF (page 1782) Engine Intake Air Mass Flow Rate Low
132 4 MAF (page 1782) MAF signal Out of Range LOW
132 11 MAF (page 1782) MAF Sensor Calibration – Insufficient number of data points
132 13 MAF (page 1782) MAF Sensor Calibration Needed
132 14 MAF (page 1782) MAF Sensor Calibration Failed
132 31 MAF (page 1782) MAF Frequency out of range HIGH
158 15 ECM (page 1000) Battery Voltage above 16 volts
158 17 ECM (page 1000) Battery Voltage below 9 volts
164 0 ICP (page 1286) ICP above KOEO Spec
164 1 ICP (page 1286) ICP Unable to Build During Engine Cranking
164 3 ICP (page 1286) ICP signal Out of Range HIGH
164 4 ICP (page 1286) ICP signal Out of Range LOW
164 15 ICP (page 1286) ICP too high during test
164 16 ICP (page 1286) ICP above desired level
164 17 ICP (page 1286) ICP unable to build during test
164 18 ICP (page 1286) ICP below desired level
171 2 AAT (page 143) AAT signal erratic, intermittent, or incorrect
171 3 AAT (page 143) AAT Signal Out of Range HIGH
171 4 AAT (page 143) AAT Signal Out of Range LOW
172 2 MAF (page 1782) IAT Signal Erratic, Intermittent, or Incorrect
172 3 MAF (page 1782) IAT signal Out of Range HIGH
172 4 MAF (page 1782) IAT Signal Out of Range LOW
173 2 EGT (page 1115) EGT signal erratic, intermittent, or incorrect
173 3 EGT (page 1115) EGT signal Out of Range HIGH

173 4 EGT (page 1115) EGT signal Out of Range LOW
175 2 EOT (page 1163) EOT signal erratic, intermittent, or incorrect
175 3 EOT (page 1163) EOT signal Out of Range HIGH
175 4 EOT (page 1163) EOT signal Out of Range LOW
175 7 EOT (page 1163) EOT not warming along with engine
175 15 EWPS (page 1210) Engine Oil System above Warning Temperature
188 0 Engine (page 1132) Engine Low Idle RPM above normal
188 1 Engine (page 1132) Engine Low Idle RPM below normal
190 0 EWPS (page 1210) Engine Overspeed - Most Severe Level
191 3 TOSS (page 2008) TOSS/VSS signal out of range HIGH
191 4 TOSS (page 2008) TOSS/VSS signal out of range LOW
191 5 TOSS (page 2008) TOSS/VSS Open Circuit fault
191 14 TOSS (page 2008) TOSS/VSS Error invalid signal
521 2 BODY (page 428) Brake applied while APP applied
593 31 EWPS (page 1210) Engine stopped by IST
596 19 BODY (page 428) Cruise Control Enable Switch not detected on J1939
597 2 BODY (page 428) Brake switch or circuit fault
597 19 BODY (page 428) Brake Switch not detected on J1939
609 19 DCU (page 475) ACM (CES) not detected on J1939
628 12 ECM (page 1000) ECM Memory Error
629 0 ECM (page 1000) ECM Error - CPU Load Excessively HIGH
629 8 ECM (page 1000) ECM Error - Engine Off Timer fault
629 12 ECM (page 1000) ECM Internal chip Error
636 2 CMP (page 470) CMP and CKP Synchronization Error
636 7 CMP (page 470) CMP to CKP incorrect reference
637 8 CKP (page 465) CKP signal noise
637 10 CKP (page 465) CKP signal Inactive
639 14 J1939 (page 1779) J1939 Data Link Error (ECM unable to transmit)
651 4 INJ (page 1365) Injector 1 open coil - short circuit
651 5 INJ (page 1365) Injector 1 open coil - open circuit
651 7 INJ (page 1365) Injector 1 Spool Motion Compensation Max Authority
Reached
651 14 INJ (page 1365) Injector 1 Fuel quantity / timing error

Reached
Reached
Reached
Reached
Reached
679 3 IPR (page 1768) IPR short to PWR
679 4 IPR (page 1768) IPR Open or short to GND
729 3 IAHC (page 1272) IAHC short to PWR
729 4 IAHC (page 1272) IAHC short to GND
729 5 IAHC (page 1272) IAHC open load / circuit
729 18 IAHC (page 1272) IAH Monitor fault: Lack of Heat in the Intake Manifold
931 3 EFP (page 1065) EFP short to PWR
931 4 EFP (page 1065) EFP open load / circuit or short to GND
974 3 RAPP (page 1904) Remote APP signal Out of Range HIGH
1136 0 ECM (page 1000) ECM Error – over temperature
1173 2 TC2CIT (page 1978) TC2CIT signal erratic, intermittent, or incorrect
1173 3 TC2CIT (page 1978) TC2CIT signal Out of Range HIGH
1173 4 TC2CIT (page 1978) TC2CIT signal Out of Range LOW

1173 16 TC2CIT (page 1978) TC2CIT signal above desired (Low Pressure CAC Interstage
under cooling)
1189 3 TC2WC (page 1997) TC2WC short to PWR
1189 4 TC2WC (page 1997) TC2WC Open or short to GND
1209 0 AMS (page 381) EBP above desired level
1209 1 EBP (page 914) EBP below desired level
1209 2 EBP (page 914) EBP signal erratic, intermittent, or incorrect
1209 3 EBP (page 914) EBP signal Out of Range HIGH
1209 4 EBP (page 914) EBP signal Out of Range LOW
1209 7 AMS (page 381) EBP signal not responding as expected
1322 31 Engine (page 1132) Misfire - Multiple Cylinders
1323 31 Engine (page 1132) Misfire - Cylinder 1
1378 31 EWPS (page 1210) Change Engine Oil Service Interval
1387 31 ECM (page 1000) Altitude Reference Adder Fault
1569 31 DEFTLT (page 746) SCR Tamperproof Warning & Protection System Inducement
Severe
1659 20 ECT1 (page 1033) ECT1 below expected: Check Thermostat
1761 1 DEFTLT (page 746) DEFTL Inducement (Level 3 - 4)
1761 3 DEFTLT (page 746) DEFTL signal Out of Range HIGH
1761 4 DEFTLT (page 746) DEFTL signal Out of Range LOW
1761 10 DEFTLT (page 746) DEF Level abnormal rate of change
1761 11 DEFTLT (page 746) DEFTL signal erratic, intermittent, or incorrect
1761 17 DEFTLT (page 746) DEFTL Inducement Level 1
1761 18 DEFTLT (page 746) DEFTL Inducement Level 2
1761 19 DEFTLT (page 746) DEFTL not detected on J1939
2623 3 APP (page 402) APP2 signal Out of Range HIGH
2623 4 APP (page 402) APP2 signal Out of Range LOW
2630 2 CACOT (page 439) CACOT signal erratic, intermittent, or incorrect
2630 3 CACOT (page 439) CACOT signal Out of Range HIGH
2630 4 CACOT (page 439) CACOT signal Out of Range LOW
2630 16 CACOT (page 439) CACOT Undercooling

2659 10 AMS (page 381) EGR Slow Response Fault
2659 14 AMS (page 381) EGR System flow rate error during Air Management Test
2659 20 AMS (page 381) EGR High Flow Rate detected
2659 21 AMS (page 381) EGR Low Flow Rate detected
2791 2 EGR (page 1074) EGR feedback communication fault
2791 3 EGR (page 1074) EGRV supply voltage is too HIGH
2791 4 EGR (page 1074) EGRV supply voltage is too LOW
2791 7 EGR (page 1074) EGR Valve unable to achieve commanded position
2791 8 EGR (page 1074) EGR valve not receiving ECM PWM signal
2791 12 EGR (page 1074) EGR Valve Internal self test fault
2791 14 EGR (page 1074) EGR valve Initialization Fault
2797 6 INJ (page 1365) Injector Control Group 1 - short circuit (INJ 1, 2, 3)
2798 6 INJ (page 1365) Injector Control Group 2 - short circuit (INJ 4, 5, 6)
3031 2 DEFTLT (page 746) DEFTT signal erratic, intermittent or incorrect
3031 3 DEFTLT (page 746) DEFTT signal Out of Range HIGH
3031 4 DEFTLT (page 746) DEFTT signal Out of Range LOW
3055 2 INJ (page 1365) ICP / IPR Adaptation In-Range Fault
3061 31 CSER Exhaust warm up time fault
3216 4 NOX (page 1827) NOxIN signal Out of Range LOW
3216 10 NOX (page 1827) NOxIN signal abnormal rate of change
3216 13 NOX (page 1827) NOxIN Out of Calibration
3216 19 NOX (page 1827) NOxIN not detected on J1939
3216 20 NOX (page 1827) NOxIN signal drifted HIGH
3216 21 NOX (page 1827) NOxIN signal drifted LOW
3218 2 NOX (page 1827) NOxIN power supply signal erratic, intermittent or incorrect
3226 2 NOX (page 1827) NOxOUT signal erratic, intermittent or incorrect
3226 4 NOX (page 1827) NOxOUT signal Out of Range LOW
3226 10 NOX (page 1827) NOxOUT signal abnormal rate of change
3226 13 NOX (page 1827) NOxOUT Out of Calibration
3226 19 NOX (page 1827) NOxOUT not detected on J1939
3226 20 NOX (page 1827) NOxOUT signal drifted HIGH
3226 21 NOX (page 1827) NOxOUT signal drifted LOW
3228 2 NOX (page 1827) NOxOUT power supply signal erratic, intermittent or incorrect
3242 0 DPFIT (page 876) DPFIT above Critical Temperature
3242 2 DPFIT (page 876) DPFIT signal erratic, intermittent, or incorrect

3242 3 DPFIT (page 876) DPFIT signal Out of Range HIGH
3242 4 DPFIT (page 876) DPFIT signal Out of Range LOW
3242 15 DPFIT (page 876) DPFIT above Warning Temperature
3242 16 DPFIT (page 876) DPFIT above Maximum Temperature
3246 0 DPFOT (page 898) DPFOT above Critical Temperature
3246 2 DPFOT (page 898) DPFOT signal erratic, intermittent, or incorrect
3246 3 DPFOT (page 898) DPFOT signal Out of Range HIGH
3246 4 DPFOT (page 898) DPFOT signal Out of Range LOW
3246 15 DPFOT (page 898) DPFOT above Warning Temperature
3246 16 DPFOT (page 898) DPFOT above Maximum Temperature
3251 0 AFT (page 156) DPFDP excessively HIGH (Plugged filter)
3251 2 DPFDP / DPFOP (page 844) DPFDP signal erratic, intermittent, or incorrect
3251 3 DPFDP / DPFOP (page 844) DPFDP signal Out of Range HIGH
3251 4 DPFDP / DPFOP (page 844) DPFDP signal Out of Range LOW
3251 15 AFT (page 156) DPF Soot Load - Least Severe Level
3251 16 AFT (page 156) DPF Soot Load - Moderately Severe Level
3361 2 DEF: SP (page 698) DEFSP signal erratic, intermittent or incorrect
3361 3 DEF: SP (page 698) DEFSP signal Out of Range HIGH
3361 4 DEF: SP (page 698) DEFSP signal Out of Range LOW
3362 31 DEF: SP (page 698) DEF dosing unable to prime
3363 3 DEFTHC (page 727) DEF Tank Heater Control Valve short to PWR
3363 4 DEFTHC (page 727) DEF Tank Heater Control Valve short to GND
3363 7 DEFTHC (page 727) DEF Tank Heater Control Valve Mechanical system not
responding
3363 16 DEFTHC (page 727) DEF Tank Heater Control Valve stuck open fault
3363 18 DEFTHC (page 727) DEF Tank Heater Control Valve unable to thaw frozen DEF
3364 31 ETP (page 1187) Intake Throttle Valve short circuit fault
3471 1 AFTFPC (page 279) AFT Fuel Pressure 1 below desired (Low system pressure)
3471 7 AFTFPC (page 279) AFT Fuel Doser Valve not responding as expected
3471 10 AFTFPC (page 279) AFT Fuel Pressure incorrect dosing pressure multiple events
3479 3 AFTFPC (page 279) AFT Fuel Doser Valve Short to PWR
3479 4 AFTFPC (page 279) AFT Fuel Doser Valve Short to GND
3479 5 AFTFPC (page 279) AFT Fuel Pressure Valve Open or Short to GND low side
3479 6 AFTFPC (page 279) AFT Fuel Doser Valve High Side Short circuit
3480 3 AFTFIS (page 226) AFTFP1 signal Out of Range HIGH
3480 4 AFTFIS (page 226) AFTFP1 signal Out of Range LOW

3482 3 AFTFSV (page 205) AFT Fuel Enable Control Valve short to PWR
3482 4 AFTFSV (page 205) AFT Fuel Enable Control Valve open or short to GND
3509 3 VREF (page 2025) VREF 1 voltage above maximum
3509 4 VREF (page 2025) VREF 1 voltage below minimum
3521 11 DEFTLT (page 746) Improper Reductant in DEF Tank
3556 0 AFTFP2 (page 257) AFT Fuel Pressure 2 excessively high (Restricted injection)
3556 1 AFTFP2 (page 257) AFT Fuel Pressure 2 below desired (Possible system leak)
3556 7 AFTFP2 (page 257) AFT Fuel Injector not responding as expected
3610 2 DPFDP / DPFOP (page 844) DPFOP signal erratic, intermittent or incorrect
3610 3 DPFDP / DPFOP (page 844) DPFOP signal Out of Range HIGH
3610 4 DPFDP / DPFOP (page 844) DPFOP signal Out of Range LOW
3659 4 INJ (page 1365) Injector 1 close coil – short circuit
3659 5 INJ (page 1365) Injector 1 close coil – open circuit
3662 4 INJ (page 1365) Injector 4 close coil: short circuit
3695 2 AFT (page 156) DPF Regen Inhibit Switch erratic, intermittent or incorrect
3695 19 AFT (page 156) DPF Regen Inhibit Switch status not detected on J1939
3703 31 AFT (page 156) DPF Active Regeneration Inhibited Due to Inhibit Switch
3713 31 AFT (page 156) DPF Active Regeneration Inhibited Due to System Timeout
3719 0 AFT (page 156) DPF Soot Load - Highest (level 3/3)
3719 15 AFT (page 156) DPF Soot Load - Lowest (level 1/3)
3719 16 AFT (page 156) DPF Soot Load - Moderate (level 2/3)
3750 31 AFT (page 156) DPF Regen inhibited due to low exhaust temperatures

3936 0 EWPS (page 1210) DPF Soot Load – Severe De-Rate
3936 14 AFT (page 156) DOC/DPF Temperature module (Incorrect Part)
3936 15 AFT (page 156) DPF System above Warning Pressure
3936 16 AFT (page 156) DPF System above Maximum Pressure
4077 3 AFTFP2 (page 257) AFTFP2 signal Out of Range HIGH
4077 4 AFTFP2 (page 257) AFTFP2 signal Out of Range LOW
4094 31 DEFTLT (page 746) DEF below acceptable quality
4192 3 WIF (page 2074) WIF signal Out of Range HIGH
4192 4 WIF (page 2074) WIF signal Out of Range LOW
4192 5 WIF (page 2074) WIF signal Open or Short to PWR
4192 31 WIF (page 2074) Water in Fuel Detected
4227 7 CCOSS (page 458) CC Oil Separator: Not spinning
4257 7 INJ (page 1365) Injector Coking Compensation Factor Reached Maximum
Authority
4257 16 INJ (page 1365) Multiple Injector High Flow fault
4257 18 INJ (page 1365) Multiple Injector Low Flow fault
4287 0 ECBP (page 972) ECBP above desired level
4287 1 ECBP (page 972) ECBP below desired level
4287 3 ECBP (page 972) ECBP signal Out of Range HIGH
4287 4 ECBP (page 972) ECBP signal Out of Range LOW
4334 2 DEF: AP (page 591) DEFLP signal erratic, intermittent or incorrect
4334 3 DEF: AP (page 591) DEFAP signal Out of Range HIGH
4334 4 DEF: AP (page 591) DEFAP signal Out of Range LOW
4334 16 DEF: AP (page 591) DEF Absolute Pressure above maximum
4334 18 DEF: AP (page 591) DEF Absolute Pressure below normal
4337 2 DEF: AP (page 591) DEF Dosing Unit Temperature - Data Erratic, Intermittent,
or Incorrect
4337 10 DEF: AP (page 591) DEF Dosing Unit Temperature abnormal rate of change
4340 3 DEFSLH (page 629) DEF Supply Line Heater Short to PWR
4340 5 DEFSLH (page 629) DEF Supply Line Heater open load/circuit
4342 3 DEFRLH (page 645) DEF Return Line Heater Short to PWR
4342 5 DEFRLH (page 645) DEF Return Line Heater open load/circuit
4344 3 DEFPLH (page 677) DEF Pressure Line Heater Short to PWR
4344 5 DEFPLH (page 677) DEF Pressure Line Heater open load/circuit
4360 0 SCRIT (page 1954) SCRIT above Critical Temperature
4360 2 SCRIT (page 1954) SCRIT signal erratic, intermittent or incorrect

4360 3 SCRIT (page 1954) SCRIT signal Out of Range HIGH
4360 4 SCRIT (page 1954) SCRIT signal Out of Range LOW
4360 16 SCRIT (page 1954) SCRIT above Maximum Temperature
4363 0 SCROT (page 1968) SCROT above Critical Temperature
4363 2 SCROT (page 1968) SCROT signal erratic, intermittent or incorrect
4363 3 SCROT (page 1968) SCROT signal Out of Range HIGH
4363 4 SCROT (page 1968) SCROT signal Out of Range LOW
4364 18 SCR (page 1907) Low NOx Conversion Detected
4376 3 DEF: RCV (page 662) DEF Reverting Control Valve short to PWR
4376 4 DEF: RCV (page 662) DEF Reverting Control Valve short to GND
4376 7 DEF: RCV (page 662) DEF Reverting Control Valve - Mechanical system not
responding or out of adjustment
4377 2 Ammonia (page 338) NH3 in range stuck fault
4377 3 Ammonia (page 338) NH3 Sensor signal Out of Range HIGH
4377 4 Ammonia (page 338) NH3 operation fault
4377 12 Ammonia (page 338) NH3 internal chip error
4377 13 Ammonia (page 338) NH3 operation fault
4377 19 Ammonia (page 338) NH3 Sensor Module not detected on j1939
4380 2 Ammonia (page 338) NH3 signal erratic, intermittent, or incorrect
4382 10 Ammonia (page 338) NH3 sensor Heater abnormal rate of change
4752 4 EGR (page 1074) EGR Cooler Efficiency: EGR Outlet Temp above expected
4765 2 DOCIT (page 830) DOCIT signal erratic, intermittent, or incorrect
4765 3 DOCIT (page 830) DOCIT signal Out of Range HIGH
4765 4 DOCIT (page 830) DOCIT signal Out of Range LOW
4765 16 DOCIT (page 830) DOCIT Above Maximum Temperature
4766 15 DPFIT (page 876) DPFIT Above Warning Temperature
4766 16 DPFIT (page 876) DPFIT Above Maximum Temperature
4792 7 SCR (page 1907) SCR Catalyst System - Mechanical system not responding or
out of adjustment
4792 14 SCR (page 1907) SCR Temperature Module (Incorrect Part)
4794 31 SCR (page 1907) SCR Catalyst System Missing
4795 31 AFT (page 156) DPFDP excessively LOW (sensor/circuit fault or missing DPF)
4796 31 AFT (page 156) Diesel Oxidation Catalyst Missing
5024 10 NOx (page 1827) NOxIN Sensor Heater abnormal rate of change
5031 10 NOx (page 1827) NOxOUT Sensor Heater not reading correctly
5109 3 DCU (page 475) DCU battery voltage above 17 volts

5109 4 DCU (page 475) DCU battery voltage below 10 volts
5109 19 DCU (page 475) DCU not detected on J1939
5246 15 DEFTLT (page 746) SCR Tamper Proof Inducement Level 1 status
5298 17 AFT (page 156) DOC Efficiency fault, Temperature below minimum Regen
Aborted
5298 18 AFT (page 156) DOC Efficiency fault, Temperature below minimum
5302 18 Ammonia (page 338) Post SCR NH3 Conversion Efficiency - Data Valid But Below
Normal Operating Range - Moderately Severe Level
5319 31 AFT (page 156) DPF incomplete regeneration
5394 2 DEF: DU (page 554) DEF Dosing below desired (Low NOx conversion across
SCR)
5394 5 DEF: DU (page 554) DEF Doser Valve open load/circuit
5394 7 DEF: DU (page 554) DEF Dosing Unit - Mechanical system not responding
5395 0 Engine (page 1132) Engine unable to achieve desired idle torque (too high)
5395 1 Engine (page 1132) Engine unable to achieve desired idle torque (too low)
5397 31 DPF (page 840) DPF regenerations are occurring too frequently
5456 2 AFTFIS (page 226) AFTFIT signal erratic, intermittent, or incorrect
5456 3 AFTFIS (page 226) AFTFT signal Out of Range HIGH
5456 4 AFTFIS (page 226) AFTFT signal Out of Range LOW
5491 3 DEF: LHR (page 570) DEF Line Heater Relay Open or short to PWR
5491 4 DEF: LHR (page 570) DEF Line Heater Relay short to GND
5541 2 EBPV (page 930) TC1TOP signal erratic, intermittent or incorrect
5541 3 EBPV (page 930) TC1TOP signal Out of Range HIGH
5541 4 EBPV (page 930) TC1TOP signal Out of Range LOW
5542 15 EBPV (page 930) TC1TOP Above Desired
5542 17 EBPV (page 930) TC1TOP Below Desired
5543 3 EBPV (page 930) EBPC short to PWR
5543 4 EBPV (page 930) EBPC short to GND
5543 5 EBPV (page 930) EBPC open load / circuit
5742 3 DOC (page 800) DPF Thermocouple Controller Out of Range HIGH
5742 4 DOC (page 800) DPF Thermocouple Controller Out of Range LOW
5742 11 DOC (page 800) DPF Thermocouple Controller signal erratic, intermittent, or
incorrect
5742 16 DOC (page 800) DPF Thermocouple Controller above Maximum Temperature
5742 19 DOC (page 800) DOC/DPF Temperature module not detect J1939
5743 3 SCR (page 1907) SCR Thermocouple Controller Out of Range HIGH
5743 4 SCR (page 1907) SCR Thermocouple Controller Out of Range LOW

5743 11 SCR (page 1907) SCR Thermocouple Controller signal erratic, intermittent, or
incorrect
5743 16 SCR (page 1907) SCR Thermocouple Controller above Maximum Temperature
5743 19 SCR (page 1907) SCR Temperature module not detect J1939
5745 3 DEFSMH (page 508) DEF Supply Module Heater Out of Range HIGH
5745 4 DEFSMH (page 508) DEF Supply Module Heater Out of Range LOW
5745 18 DEFSMH (page 508) DEF Dosing Unit Heater below Warning Temperature
5746 3 DEF: SMH Relay (page 782) DEF Supply Module Heater Relay short to PWR
5746 4 DEF: SMH Relay (page 782) DEF Supply Module Heater Relay short to GND
5798 2 DEFSMH (page 508) DEF Supply Module Heater Temperature erratic, intermittent
or incorrect
5798 10 DEFSMH (page 508) DEF Supply Module Heater Temperature abnormal rate of
change
520668 31 DEF (page 497) Controller Adaptation Outer Limits Reached (Low Reductant
Delivery)
520669 31 DEF (page 497) Controller Adaptation Inner Limits Reached (Low Reductant
Delivery)
Figure 1 Warning Lamps

Operational Checkout Procedures

1.0 - Preliminary Vehicle Operational Checkout Procedure
Step 1 Inspect fuel level, quality, and fuel system. Decision

Perform Fuel Level Inspection (page 2352), Fuel System Inspection (page 2349), and Yes: Go to Step 2.
Fuel Quality Inspection (page 2350).
Are fuel level and quality to specification, and did fuel system pass inspection?
No: Repair fuel system fault.
After repairs are Operational
Checkout Procedures
complete, retest for original
problem.
Step 2 Inspect batteries, electrical system, and connections. Decision

Perform Batteries and Electrical System Inspection (page 2393). Yes: Go to Step 3.
Are batteries, electrical system, and connections in good condition, tight, not
corroded, and is battery voltage in specification?
No: Repair broken, loose, or
corroded electrical system
connections or components.
Charge batteries to 12.6
volts. After repairs are
problem.
Step 3 Inspect air intake system for damage or restrictions. Decision

Inspect Charge Air Cooler (CAC), Engine Throttle Valve (ETV), Mass Air Flow Yes: Repair air intake
(MAF) sensor, air filter, intake piping, clamps, and connections for damage or system damage or
restrictions. restrictions. After repairs are
Are air intake system components damaged or restricted?
problem.
No: Go to Step 4.
Step 4 Inspect exhaust system for damage or restrictions. Decision

Inspect Diesel Oxidation Catalyst (DOC), Diesel Particulate Filter (DPF), Yes: Repair exhaust system
Selective Catalyst Reduction (SCR) catalyst, exhaust brake, and exhaust damage or restrictions. After
piping for damage or restrictions. repairs are complete, retest
for original problem.
Are exhaust system components damaged or restricted?
No: Go to Step 5.
Step 5 Inspect engine oil level. Decision

Perform Engine Oil Level Inspection (page 2353). Yes: Go to Step 6.
Is engine oil level to specification?

No: Correct engine oil level
problem. After repairs are
problem.
Step 6 Inspect engine coolant level and quality. Decision

Perform Coolant Level Inspection (page 2355) and Coolant Quality Inspection Yes: Go to Step 7.
(page 2356) procedures.
Are coolant level and quality to specification?

No: Fill engine coolant to
specification. If coolant is
contaminated, go to Coolant
Contamination (page 88).
After repairs are complete,
retest for original problem.
Step 7 Verify Engine Control Module (ECM) communicates with Electronic Service Decision
Tool (EST), obtain vehicle health report, and check for current Engine Control
Module (ECM) calibration.
A. Connect EST with ServiceMaxx software and log-in. Yes: Go to Step 8.
B. Perform Obtain Vehicle Health Report (page 2107).
Is EST communicating with the ECM, and is ECM calibration current?

No, ECM calibration not
current: Ensure vehicle has
latest ECM calibration. After
repairs are complete, retest
No, EST not communicating
with ECM: Go to 11.0 ECM
Loss of Communication
(page 43).
Step 8 Review Repair Order (RO) and operator complaint.

Go to operational checkout procedure for specific symptom:
• 2.0 Engine Does Not Start Operational Checkout Procedure (page 26)
• 3.0 Engine Hard to Start Operational Checkout Procedure (page 30)
• 4.0 Engine Running, Engine Not Under Load Operational Checkout Procedure (page 34)
• 5.0 Engine Running, Engine Under Load Operational Checkout Procedure (page 36)
• 6.0 Cooling System Operational Checkout Procedure (page 38)
• 7.0 Engine Oil System Operational Checkout Procedure (page 39)
• Go to 8.0 Fuel System Operational Checkout Procedure (page 40)
• 9.0 Engine Compression Brake Operational Checkout Procedure (page 41)
• 10.0 SCR Aftertreatment Operational Checkout Procedure (page 42)

2.0 - Engine Does Not Start Operational Checkout Procedure
Overview
The following steps direct technicians to systematically troubleshoot engine no start conditions and avoid
unnecessary repairs.
Step 1 Perform preliminary operational checkout procedure. Decision

Did you perform 1.0 Preliminary Vehicle Operational Checkout Procedure? Yes: Go to Step 2.
No: Go to 1.0 Preliminary
Vehicle Operational
Checkout Procedure
(page 23).
Step 2 Determine if injector buzz test will identify a failed injector. Decision
Perform Injector (Buzz) Test (page 2154). Yes: Go to Step 3.
Is an audible buzz sound heard from each injector?

No: Do injector circuit
diagnostics (SPN
651-656 FMI 4, 5; SPN
2797, 2798 FMI 3, 4;
SPN 3659-3664 FMI
4, 5) for specific failed
injector(s). If circuit
diagnostics passes,
replace failed injector(s).
Step 3 Check for no start related Diagnostic Trouble Codes (DTC). Decision
Using Electronic Service Tool (EST) with ServiceMaxx™ software, check DTC list for: Yes: Go to Fault Code
Diagnostics for no start
• SPN 94 Fuel Delivery Pressure (FDP)
related SPN.
• SPN 931 Electric Fuel Pump (EFP)
No: Go to Step 4.
• SPN 164, 3055 Injection Control Pressure (ICP)
• SPN 679 Injection Pressure Regulator (IPR)
• SPN 636 Camshaft Position (CMP)
• SPN 637 Crankshaft Position (CKP)
• SPN 108, 158, 628, 629, 1136, 1387 Engine Control Module (ECM)
• SPN 27, 2791 Exhaust Gas Recirculation (EGR)
• SPN 110, 1659 Engine Coolant Temperature 1 (ECT1)
• SPN 175 Engine Oil Temperature (EOT)
• SPN 51, 3464, Engine Throttle Valve (ETV)
• SPN 651-656, 2797, 2798, 3055, 3659-3664, 4257 Injector (INJ) faults
• SPN 4287 Engine Compression Brake Pressure (ECBP)
Does EST DTC list have any active fault codes listed above?
Step 4 Record snapshot of no start related Key-On Engine-Off (KOEO) Data. Decision
Perform Record Snapshot of KOEO data (page 2113). Yes: Go to Step 5.
Are battery voltage, FDP, ICP, and engine temperature sensor values within
KOEO specifications?
No: Battery voltage
out of specification:
Repair battery, starting
system, charging system,
or ECM PWR circuit
problem. After repairs
are complete, retest for
original problem.
No: FDP out of
specification: Go to
8.1 Low Fuel Delivery
Pressure (page 120).
No: ICP out of
SPN 164 FMI 0 Fault
Code Diagnostics (page
1287).
No: One or more engine
temperature sensors
not within 20°F (7°C)
of others after cold
soak: Go to Fault
142)for sensor out of
specification.
Step 5 Record snapshot of engine cranking data. Decision

Perform Engine Cranking Test (page 2172). Yes: Go to Step 6.
Are Switch Battery (SWBAT), Engine Speed (rpm), ICP, IPR, FDP, and EGR
within engine cranking specification (page 2403)?
No, SWBAT or Engine
Speed (rpm) out of
specification: Go to 2.1
Engine Cranks Slow or
Does Not Crank (page
49).
No,: ICP or IPR out
of specification: Go to
CPA High-Pressure Oil
Pump (HPOP) Test (page

2227).
No, FDP out of
No,: EGR out of
SPN 2791 FMI 7 Fault
1095).
Step 6 Engine no start, cold ambient temperature. Decision

Attempt to start engine. Yes: Go to 2.2 Engine
No Start, Cold Ambient
Temperature (page 53).
Does engine fail to start, specifically during cold ambient temperatures?
No: Go to Step 7.
Step 7 Engine at operating temperature, no re-start. Decision

A. Run engine to operating temperature. Yes: Go to 2.3 Engine at
Operating Temperature,
B. Attempt to start engine at operating temperature.
No Re-Start (page 54).
Does engine fail to start, specifically after being run to operating temperature?
No: Go to 2.4 Engine
Never Starts (page 57).
3.0 - Engine Hard to Start Operational Checkout Procedure
Overview
The following steps direct technicians to systematically troubleshoot engine hard to start conditions and to avoid

Did you perform 1.0 Preliminary Vehicle Operational Checkout Procedure? Yes: Go to Step 2.
Vehicle Operational
Checkout Procedure
(page 23).
Step 2 Check for hard to start related Diagnostic Trouble Codes (DTC). Decision
Using Electronic Service Tool (EST) with ServiceMaxx™ software, check DTC Yes: Go to Fault Code
list for: Diagnostics (page 142)
for hard to start related
SPN.
• SPN 931 Electric Fuel Pump (EFP)
• SPN 164 Injection Control Pressure (ICP)
• SPN 108, 158, 628, 629, 1136, 1387 Engine Control Module (ECM)
• SPN 1209 Exhaust Back Pressure (EBP)
• SPN 3251 Diesel Particulate Filter Differential Pressure (DPFDP)
• SPN 5541, 5543 Exhaust Back Pressure Valve (EBPV)
• SPN 51, 3464 Engine Throttle Valve (ETV)
• SPN 102 Intake Manifold Pressure (IMP)
• SPN 132 Mass Air Flow (MAF)
• SPN 651-656, 2797, 2798, 3055, 3659-3664, 4257 Injector (INJ) faults
Does EST DTC list have any of the fault codes listed above?
No: Go to Step 3.
Step 3 Record snapshot of hard to start related Key-On Engine-Off (KOEO) data. Decision
Perform Record Snapshot of KOEO Data (page 2113). Yes: Go to Step 4.
Are battery voltage, Fuel Delivery Pressure (FDP), Injection Control Pressure
(ICP), and engine temperature sensor values within Key-On Engine-Off
specifications?
No, battery voltage
out of specification:
Repair battery, starting
system, charging system,
or ECM PWR circuit
original problem.
No, FDP out of
8.1 - Low Fuel Delivery
No, ICP out of
SPN 164 FMI 0 Fault
1287).
No, one or more engine
temperature sensors
Not within 20°F (7°C)
of others after cold
soak: Go to Fault
142) for sensor out of
specification.
Step 4 Record snapshot of engine cranking data. Decision

Perform Engine Cranking Test (page 2172). Yes: Go to Step 5 (page
32).
Are Switch Battery (SWBAT), Engine Speed (rpm), ICP, IPR, FDP, EGR, Turbocharger 1
Turbine Outlet Pressure (TC1TOP), EBP, and DPFDP within Engine cranking specification?
No: SWBAT or Engine
Speed (rpm) out of
specification: Go to 2.1
Engine Cranks Slow or
Does Not Crank (page
49).
No: ICP or IPR out of
specification: Go to CPA
High-Pressure Oil Pump

(HPOP) Test (page 2227).
No: FDP out of
No: EGR out of
SPN 2791 FMI 7 Fault
1095).
No: TC1TOP, EBP,
or DPFDP out of
specification: Look
for exhaust restrictions.
Go To Diesel Particulate
Filter (DPF) Inspection
(page 2370), Diesel
Oxidation Catalyst (DOC)
Inspection (page 2373),
Selective Catalytic
Reduction (SCR)
Inspection (Selective
Catalyst Reduction (SCR)
Inspection, page 2375),
and Decomposition
Tube Inspection
(Decomposition Reactor
Tube Inspection, page
2380).
Step 5 Determine if engine will not start specifically during cold ambient temperatures. Decision
Hard to Start, Cold
Ambient Temperature
Is engine hard to start, specifically during cold ambient temperatures?
(page 60).
No: Go to Step 6 (page
32).
Step 6 Determine if engine is hard to re-start after being run to operating temperature Decision
A. Run engine to operating temperature. Yes: Go to 3.2 Engine at
Operating Temperature,
B. Attempt to re-start engine at operating temperature.
Hard to Re-Start (page
62).
Is engine hard to re-start specifically after being run to operating temperature?
33).
Step 7 Determine if engine starts, and then stalls. Decision

Starts, Then Stalls (page
64).
Does engine start and then stall?
Never Starts (page 57).
4.0 - Engine Running, Engine Not Under Load Operational Checkout Procedure
Overview
The following steps direct technicians to systematically troubleshoot engine running problems while engine is
not under a load.

Did you Perform 1.0 Preliminary Vehicle Operational Checkout Procedure Yes: Go to Step 2.
(page 23)?
Vehicle Operational
Checkout Procedure (page
23).
Step 2 Check for related Diagnostic Trouble Codes (DTCs). Decision

Using Electronic Service Tool (EST) with ServiceMaxx™ software, check DTC list for: Yes: Go to Fault
Code Diagnostics for
• SPN 91, 2623 Accelerator Pedal Position (APP)
appropriate SPN.
No: Go to Step 3.
• SPN 931 Electronic Fuel Pump (EFP)
• SPN 3610 Diesel Particulate Filter Outlet Pressure (DPFOP)
• SPN 651-656, 2797, 2798, 3055, 3659-3664, 4257 Injector (INJ)
• SPN 105 Intake Manifold Temperature (IMT)
Does EST DTC list have any of the above listed SPN?
Step 3 Record snapshot of engine running data and determine if engine idles properly. Decision
Perform Record Snapshot of Engine Running Data (page 2113) while symptom is occurring. Yes: Go to 4.1 Rough Idle
(page 66).
A. Run engine at idle.
No: Go to Step 4.
B. Full throttle for 15 seconds.
C. Idle for 30 seconds.
D. Full throttle for 15 seconds.
E. Idle for 30 seconds.
F. Stop recording.
Does engine idle rough or surge at idle?
Step 4 Determine if engine is able to reach rated speed. Decision

A. Start engine. Yes: Go to Step 5.
B. Increase engine rpm to rated speed, and return to idle. No: Go to 4.2 Engine
Unable to Reach Rated
Is engine able to reach rated speed?
Speed (No Load) (page
70).
Step 5 Determine if a popping noise is coming from engine air intake. Decision
A. Start engine. Yes: Go to 4.3 Popping
Noise from Intake (page
B. Listen for popping noise from engine air intake.
72).
C. Increase engine rpm to rated speed and return to idle.
No: Review operator
Is popping noise heard from engine air intake? complaint.
5.0 - Engine Running, Engine Under Load Operational Checkout Procedure
Overview
The following steps direct technicians to systematically troubleshoot engine running problems while under a
load.

Did you Perform 1.0 Preliminary Vehicle Operational Checkout Procedure Yes: Go to Step 2.
(page 23)?
Vehicle Operational
23).
Step 2 Check for Diagnostic Trouble Codes (DTCs). Decision

Using Electronic Service Tool (EST) with ServiceMaxx™ software, check DTC list for: Yes: Go to Fault Code
Diagnostics for appropriate
SPN (page 11).
No: Go to Step 3.
• SPN 651-656, 2797, 2798, 3055, 3659-3664, 4257 Injector (INJ)
Step 3 Record snapshot of engine running data and determine if engine has a misfire. Decision
Perform Record Snapshot of Engine Running Data (page 2231) while Yes: Go to 5.2 Misfire
symptom is occurring. (Stumble/Surge/Runs
Rough) (page 80).
Does engine speed vary by 50 rpm or more while symptom is occurring?
No: Go to Step 4.
Step 4 Determine if engine has low power or slow acceleration. Decision

Review engine running snapshot. Yes: Go to 5.1 Low Power
(Slow Acceleration) (page
Does vehicle have low power or slow acceleration?
74).
No, if equipped with Power
Takeoff (PTO): Go to Step 5.
NOTE: No, if not equipped
with PTO: review operator
complaint.
Step 5 Determine if engine is able to reach desired speed during PTO operation. Decision
A. Start engine. Yes: Review operator
complaint.
B. Operate PTO.
C. If vehicle is equipped with a manual PTO, increase engine rpm to

desired operating speed.
Does engine reach desired speed during PTO operation?

No: Go to 5.3 Engine Unable
to Reach Desired Speed
During PTO Operation (page
84).
6.0 - Cooling System Operational Checkout Procedure

7.0 - Lube Oil System Operational Checkout Procedure

8.0 - Fuel System Operational Checkout Procedure

Yes: Go to Step 2.
Did you Perform 1.0 Preliminary Vehicle Operational Checkout Procedure (page 23)?
Vehicle Operational
23).
Step 2 Determine if engine has a fuel delivery problem. Decision

Perform Fuel Delivery Pressure (FDP) Test (page 2273). Yes: Go to Step 3.
Is fuel pressure between 60 and 100 psi?

No: Go to 8.1 Fuel Delivery
Step 3 Determine if engine has fuel in the engine oil. Decision

Look for engine oil over full ¾ “ or more and smells like fuel. Yes: Go to Fuel in Engine
Oil (page 124).
Is fuel in the engine oil?

No: Review operator
complaint.
9.0 - Engine Compression Brake Operational Checkout Procedure
Step
Perform preliminary operational checkout procedure. Decision
1
Did you perform 1.0 Preliminary Vehicle Operational Checkout Procedure? Yes: Go to Step 2
No: Go to 1.0 Preliminary Vehicle
Operational Checkout Procedure
(page 23).
Step
Check for related Diagnostic Trouble Codes (DTC). Decision
2
Using Electronic Service Tool (EST) with ServiceMaxx™, check DTC list for: Yes: Go to Fault Code Diagnostics
for appropriate SPN.
• SPN 191 Transmission Output Shaft Speed (TOSS) Vehicle Speed Sensor
(VSS)
• SPN 597 Engine Compression Brake Switch
No: Perform 0 to 60 MPH Test
(page 2236) while symptom is
occuring, activate engine brake and
deactivate engine brake. Go to
Step 3
Step Determine if engine compression brake is operating, or is engaged when

Decision
3 not commanded On.
Review 0 to 60 snapshot No, engine brake does not activate:
Go to 9.1 Engine Compression
Brake Inoperative (page 126).
Does engine brake activate and deactivate properly when commanded?
No, engine brake does not
disengage when commanded Off:
Go to 9.2 Engine Compression
Brake Engaged When Not
Commanded (page 129).
Yes: Review operator complaint
10.0 - SCR Aftertreatment Operational Checkout Procedure
Overview
The following steps direct technicians to systematically troubleshoot Selective Catalyst Reduction (SCR) exhaust
aftertreatment system problems and avoid unnecessary repairs.
CAUTION: The following service information ONLY applies to N9 and N10 engines with SCR aftertreatment
systems. Using these diagnostics for any other engine or aftertreatment system will result in misdiagnosis and
Test Procedure

Did you perform 1.0 Preliminary Vehicle Operational Checkout Procedure? Yes: Go to Step 2 (page
42).
Vehicle Operational
Checkout Procedure
(page 23).
Step 2 Determine if parked regeneration will not activate. Decision

Press Parked Regen Switch. Yes: Press brake pedal
to abort Parked Regen.
Go to Step 3 (page 42).
Does exhaust aftertreatment regeneration start?
No: Go to 10.1 Parked
Regen Will Not Activate
(page 131).
Step 3 Determine if excessive black smoke comes out of exhaust. Decision

Does excessive black smoke come out of exhaust? Yes: Go to 10.2 Black
Smoke (page 133).
42)
Step 4 Determine if excessive white smoke comes out of exhaust. Decision

Does excessive white smoke come out of exhaust? Yes: Go to 10.3 White
Smoke (page 138).
No: Review operator
complaint.
11.0 - ECM Loss of Communication
Overview
Diagnose Engine Control Module (ECM) will not communicate with Electronic Service Tool (EST).
Possible Causes
• Theft Deterrent System
• Public CAN Circuit (terminating resistor, etc.)
• Any failed module on Public CAN
• Power and ground circuits to Diagnostic Connector
• Engine Control Module (ECM) power circuit (ECM fuse, ECM PWR Relay, etc.)
• ECM ground circuit
• Low Battery Voltage
• Faulty ECM
Test Procedure
Step
Perform preliminary operational checkout procedure. Decision
1
Did you perform 1.0 Preliminary Vehicle Operational Checkout Procedure? Yes: Go to Step 2
No: Go to 1.0 Preliminary Vehicle
Operational Checkout Procedure
(page 23).
Step
Determine if Electronic Service Tool (EST) is working properly. Decision
2
A. Key-On Engine-Off (KOEO) Yes: Go to Step 3
B. Connect EST with ServiceMaxx™ to a second vehicle and log in.
Does EST communicate properly with second vehicle?

No: Repair EST. After repairs
are complete, retest for original
problem.
Step
Determine if EST communicates with other modules. Decision
3
B. Connect EST with ServiceMaxx™ to initial vehicle and log in.
C. Under the Connection (Sniffer) tab verify equipped modules are listed
under Module Name and Count is actively changing.
Does EST communicate with modules other than the Engine Control Module
(ECM)?
No: Go to Step 15
CAUTION: Always use the latest version of N9 and N10 Engine and Aftertreatment Wiring Schematic Form
0000003481. Failure to comply will cause misdiagnosis and unnecessary repairs.
Step Determine if Engine Control Module (ECM) ground circuits are working
Decision
4 properly.
A. Key Off Yes: Go to Step 5
B. Connect Breakout Harness 00-00959-01 to ECM 76-pin gray chassis
connector and ECM.
C. Connect Breakout Harness 00-00959-01 to 180-pin Breakout Box

00-00956-08.
D. Key-On Engine-Off (KOEO)
E. Measure voltage between battery positive and pins C-2, 4, and 6.
Are ECM ground circuits between pins C-2, 4, 6 and battery positive within 0.5V
of battery voltage?
No: Repair ground circuits. After
repairs are complete, retest for
original problem.
Step
Determine if ECM is receiving ignition switch power. Decision
5
B. Measure SWBAT circuit voltage between battery ground and pin C-31.
Is voltage between pin C-31 and battery negative within 0.5V of battery voltage?
No: Go to Step 6
Step
Determine if vehicle has an anti-theft system installed. Decision
6
Look for anti-theft password switch panel on vehicle center panel. Yes: See Electrical System
troubleshooting Guide for Anti-Theft
System checks. After repairs
Does vehicle have an anti-theft system installed?
problem.
No: Repair SWBAT ignition switch
circuit. After repairs are complete,
Step
Determine if ECM MPR ground circuit is operating properly. Decision
7
B. Remove ECM PWR Relay
C. Measure voltage between battery positive and ECM PWR relay pin-85
Is voltage between pin 85 and battery positive within 0.5V of battery voltage?
No: Go to Step 8
Step
Determine if ECM MPR ground circuit is open Decision
8
B. Measure voltage between battery positive and pin C-70
Is voltage between pin C-70 and battery positive within 0.5V of battery voltage?
No: Go to Step 9
Step
Determine if Engine Control Module (ECM) is operating properly. Decision
9
A. Install a known good test ECM Yes: Install original ECM. Verify
each step was completed correctly
B. Attempt to recreate original problem
and the proper decision was made.
Does original problem occur with test ECM?

No: Replace ECM. After repairs
problem.
Step
Determine if power circuits to the ECM are working properly. Decision
10
B. Measure voltage between battery ground and pins C-1, 3 and 5
Are power circuits between pins C-1, 3 and 5 and battery ground within 0.5V of
battery voltage?
No: Diagnose and repair ECM
power circuit (40A fuse, ECM
PWR Relay, etc.). After repairs
problem.
Step Determine if Public CAN circuits between ECM and Diagnostic Connector
Decision
11 are Open or have high resistance.
A. Key Off Yes: Go to Step 12
B. Disconnect Batteries
C. Measure resistance between 9-pin Diagnostic Connector pin-D and

ECM pin C-62 (CAN-L)
D. Measure resistance between Diagnostic Connector pin-C and ECM pin

C-61 (CAN-H)
Are measured resistances 5 ohms or less?

No: Repair open or high resistance
in Public CAN circuit(s). After
original problem.
Step
Measure resistance between Public CAN circuits. Decision
12
Measure resistance between Diagnostic Connector pin-C and pin-D. Yes: Go to Step 14
Is resistance between Diagnostic Connector pin-C and pin-D approximately 60

ohms?
No: Go to Step 13
Step
Measure terminating resistors. Decision
13
A. Remove both 120 ohm Public CAN terminating resistors Yes: Repair Public CAN circuit
wiring. After repairs are complete,
B. Measure resistance of each terminating resistor
Is resistance of each terminating resistor approximately 120 ohms?

No: Replace defective terminating
resistor(s). After repairs are
problem.
Step
Determine if Public CAN J1939 data link is operating properly. Decision
14
A. Connect vehicle batteries Yes: Go to Step 9
B. Key-On Engine-Off (KOEO)
C. Measure voltage between 9-pin Diagnostic Connector pin-C (CAN-H)

and ground. Record measurement
D. Measure voltage between Diagnostic Connector pin-D (CAN-L) and

ground. Record measurement
NOTE: The sum of CAN-H and CAN-L voltage measurements should add up to
approximately 5V, and CAN-H voltage should be greater than CAN-L.
Is the sum of CAN-H and CAN-L voltage measurements approximately 5V, and is
CAN-H 2.7V (+-0.5V) and CAN-L is 2.3V (+-0.5V)?
No: Repair Public CAN circuit
wiring. After repairs are complete,
Step
Determine if Diagnostic Connector has proper voltage and ground. Decision
15
A. Measure voltage between 9-pin Diagnostic Connector pin-B and battery Yes: Go to Step 16
negative
B. Measure voltage between Diagnostic Connector pin-A and battery

positive
Is power circuit between pin-B and battery ground within 0.5V of battery voltage;
and is voltage between ground circuit pin-A and battery positive within 0.5V of
battery voltage?
No: Repair power and/or ground
circuit(s) to the Diagnostic
Connector. After repairs are
problem.
Step
Determine if Public CAN J1939 data link is operating properly. Decision
16
B. Measure voltage between 9-pin Diagnostic Connector pin-C (CAN-H)

and ground. Record measurement
C. Measure voltage between Diagnostic Connector pin-D (CAN-L) and

ground. Record measurement
NOTE: The sum of CAN-H and CAN-L voltage measurements should add up to
approximately 5V, and CAN-H should be greater than CAN-L.
Is the sum of CAN-H and CAN-L voltage measurements approximately 5V, and is
CAN-H 2.7V (+-0.5V) and CAN-L is 2.3V (+-0.5V)?
No: repair Public CAN circuit wiring.
After repairs are complete, retest
Step
Determine what module is causing communication failure. Decision
17
Unplug one Public CAN module at a time, and check when EST CAN Yes: Replace faulty module with a
communication returns. Verify only one module is unplugged at any time. known good module. After repairs
problem.
Does EST CAN communication return when a specific module is unplugged?
No: End Diagnostic Steps
End Diagnostic Steps

After performing all diagnostic steps, if fault remains, verify each step was completed correctly and the proper decision
was made. Notify Supervisor for further action.
Engine Does Not Start Symptoms

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

Did you perform 2.0 Engine Does Not Start Operational Checkout Procedure? Yes: Go to Step 2.
Does Not Start Operational
26).
WARNING: To prevent personal injury or death when working with batteries, always wear face or
eye protection, have water supply available, ensure good ventilation, and be sure no flames or sparks
are present.
Step 2 Determine if each vehicle battery is fully charged. Decision

Measure batteries voltage with a Digital Multimeter (DMM). Yes: Go to Step 3 (page 50).
Is voltage of each battery 12.5 volts or more?

No: Charge batteries. Test
charging system. After
Step 3 Determine if engine cranks too fast. Decision

Crank engine while observing engine rpm. Yes: Go to Step 4 (page 50).
Does engine crank too fast?

No: Go to Step 5 (page 50).
Step 4 Determine if internal engine damage is present. Decision

Perform KOEO Relative Compression Test (page 2167). Yes: Repair engine damage.
Does one of more cylinders have significant speed difference(s) than others?
No: Go to Engine Never
Starts (page 57).
Step 5 Determine if master battery switch is Off or battery cable circuit has high Decision
resistance.
Turn ignition key to the Run position and observe instrument panel lights and listen for Yes: Go to Step 6.
injector pre-cycle.
No: Turn master battery
switch On or fix battery
Do instrument panel lights come on and did injectors pre-cycle? cable circuit. After repairs
original problem.
CAUTION: Follow instructions and safety procedures suggested by test equipment manufacturers.
NOTE: Cold batteries deliver less current.
Step 6 Determine if batteries are able to deliver appropriate current to start engine. Decision
Using Midtronics – inTELLECT EXP HD – Battery and Electrical System tester Yes: Go to Step 7.
(EXP1000HD), test fully charged batteries. Follow directions in tester instruction manual.
Do batteries pass test?

No: Slow charge or replace
each battery that fails test.
Step 7 Determine if PTO or engine drive is engaged. Decision

Are PTO or engine drive engaged? Yes: Disengage PTO
accessories and engine
drives. After repairs are
problem.
No: Go to Step 8.
Step 8 Determine if engine has internal damage or starter / flywheel gears are binding. Decision
Using Engine Rotation Tool ZTSE6072, rotate crankshaft by hand to determine if Yes: Go to Step 9.
starter/flywheel gears are binding or engine has internal damage.
Does crankshaft rotate appropriately?

No: Repair starter/flywheel
binding or internal engine
damage. See Engine
Service Manual.
Step 9 Determine if starting system is operating properly. Decision

Using Midtronics – inTELLECT EXP HD – Battery and Electrical System Tester Yes: End Diagnostic Steps
(EXP1000HD), test starting system. Follow directions in tester instruction manual.
Does starting system pass the test?

No, low current draw:
Perform voltage drop test on
main positive and negative
battery cables. If voltage
drop is 0.5 volts or more,
clean or replace cable. After
No, zero current draw:
Check for crank inhibit
faults, starter solenoid or
circuit faults, failed starter,
and ignition switch. After
No, high current draw:
Check for faulty starter or
internal engine damage.

After performing all diagnostic steps, if fault remains, verify if each step was completed correctly and the proper decision
was made. Notify supervisor for further action.
2.2 - Engine No Start, Cold Ambient Temperature
Overview
Diagnose engine no start in cold ambient conditions (40°F {4°C} or colder).
Possible Causes
• Engine Coolant Temperature 1 (ECT1) sensor or circuit fault
• Engine Oil Temperature (EOT) sensor or circuit fault
• Low cylinder compression
• Failed intake air grid heater
• Open or shorted IAH grid heater wiring (high current)
• Failed Intake Air Heater Relay
• Intake Air Heater Control (IAHC) circuit fault (relay control)
• Open or shorted IAH relay wiring (high current)
• Failed engine coolant heater
• Failed oil pan heater
Test Procedure
Step 1 Perform operational checkout procedure Decision

26).
Step 2 Check for Intake Air Heater Control (IAHC) Diagnostic Trouble Codes (DTC). Decision
Using Electronic Service Tool (EST) with ServiceMaxx™ software, check DTC list for Yes: Go to Fault Code
SPN 729 Intake Air Heater Control (IAHC) (page 1272) fault codes. Diagnostics for SPN 729.
Is SPN 729 active?

No: Go to Step 3.
Step 3 Test Intake Air Heater (IAH) system. Decision

Perform Intake Air Heater System Tests (page 2283). Yes: Go to Step 4.
Is IAH system operating properly and did all Intake Air Heater Tests pass?
No: Repair IAH faults. After
Step 4 Test coolant heater assembly. Decision

Perform Coolant Heater Assembly Test (page 2307). Yes: Go to Step 5.
Is engine coolant heater operating properly and did all tests pass?
No: Repair engine coolant
heater assembly faults.
Step 5 Test oil pan heater assembly. Decision

Perform Oil Pan Heater Assembly Test (page 2309). Yes: Perform Relative
Compression Test (page
2167). If one or more
Is oil pan heater operating properly and did all tests pass?
cylinders have significant
speed difference(s) than
others, repair engine
mechanical problem. After
No: Repair oil pan heater
assembly faults. After

2.3 - Engine at Operating Temperature, No Re-Start
Overview
Engine will not re-start, after being run to operating temperature.
Possible Causes
• Injection Control Pressure (ICP) leak
• ICP circuit fault
• Combustion leak to low-pressure fuel system (injector)
Test Procedure
Step 1 Perform operational Checkout procedure. Decision

26).
Step 2 Start and run engine to operating temperature. Decision

Is Engine Coolant Temperature 1 (ECT1) 158°F (70°C) or more? Yes: Go to Step 3.
No: Run engine to operating
temperature.
Step 3 With engine at operating temperature, check Injection– Control Pressure (ICP) Decision
at Key-On Engine-Off (KOEO).
A. Do not crank or run engine for 3 minutes or more, to allow ICP to bleed off. Yes: Go to SPN 164 FMI 0
SPN 164 FMI 0 (page 1287)
B. Using Electronic Service Tool (EST) with ServiceMaxx™ software, check ICP
Fault Code Diagnostics.
at KOEO.
Is ICP above KOEO specification?

No: Go to Step 4.
Step 4 With engine at operating temperature, record snapshot of engine cranking Decision
data.
Perform Engine Cranking Test (page 2172). Yes: Go to Step 5.
Are ICP and Injection Pressure Regulator (IPR) within cranking specification?
No: Go to CPA
Step 5 Determine if cylinder relative compression is within specification. Decision

Perform Relative Compression Test (page 2167). Yes: Repair engine
Do one or more cylinders have significant speed difference(s) than others?
No: Go to Step 6.
Step 6 Measure fuel pressure to determine if combustion pressure is leaking into Decision
the fuel system.
Perform Fuel Delivery Pressure (FDP) Test (page 2273). Yes: Remove each injector
and inspect injector seals
and bottom of injector for
Is fuel pressure greater than specification and/or erratic?
burning. After repairs are
problem.
No: End Diagnostic Steps.

2.4 - Engine Never Starts
Overview
Determine reason engine cranks but will not start.
Possible Causes
• Engine Control Module (ECM) fault
• No Start related Diagnostic Trouble Codes (DTC)
• Air intake restriction
• Exhaust restriction
• Low Injection Control Pressure (ICP) or ICP leaks
• Injection Pressure Regulator (IPR) fault
• Low Fuel Delivery Pressure (FDP)
• Engine compression loss or mechanical problems
• Exhaust Gas Recirculation (EGR) system fault
• Combustion into fuel system
Test Procedure

Did you perform 2.0 Engine Does Not Start Operational Checkout Procedure? Yes: Go to Step 2 .
26).
Step 2 Determine if engine air intake is restricted. Decision

A. Key-On Engine-Off (KOEO) Yes: Repair intake
restriction. After repairs
B. Connect Electronic Service Tool (EST) with ServiceMaxx™ software to vehicle
diagnostic connector.
original problem.
C. Select > Sessions > Default > Pressure
No: Go to Step 3.
D. Observe (KOEO) Intake Manifold Absolute Pressure (IMAP)
E. Observe IMAP while cranking the engine
F. Calculate intake restriction: KOEO IMAP – Cranking IMAP = intake restriction

while cranking
Is intake restriction 0.9 psi (6 kPa) or greater?
Step 3 Determine if exhaust is restricted. Decision

Review Engine Cranking Test (page 2172) data. Yes: Go to Step 4.
Are Turbocharger 1 Turbine Outlet Pressure (TC1TOP), Exhaust Back Pressure (EBP),
and Diesel Particulate Filter Differential Pressure (DPFDP) within cranking specification?
No: Repair exhaust
original problem.
Step 4 Determine if engine is able to build Injection Control Pressure (ICP). Decision
Review Engine Cranking Test (page 2172) data. Yes: Go to Step 5.
Are ICP and Injection Pressure Regulator (IPR) both in specification?

No: Go to CPA
Step 5 Determine if engine is able to build Fuel Delivery Pressure (FDP). Decision
Record snapshot of KOEO Data (page 2113) and review Engine Cranking Test (page Yes: Go to Step 6.
2172).
Is FDP in specification during KOEO and cranking tests?

No: Go to 8.1 Fuel Delivery

Perform KOEO Relative Compression Test. (page 2167) Yes: Repair engine
No: Go to Step 7.
the fuel system.
Perform Fuel Delivery Pressure (FDP) Test (page 2273). Yes: Inspect injector seals
and bottom of each injector
for burning. After repairs are
Is fuel pressure greater then specification and/or erratic?
problem.

Engine Hard to Start Symptoms

3.1 - Engine Hard to Start, Cold Ambient Temperature
Overview
Diagnose engine hard to start in cold ambient conditions (40°F {4°C} or colder).
Possible Causes
• Engine Coolant Temperature 1 (ECT1) sensor or circuit fault
• Engine Oil Temperature (EOT) sensor or circuit fault
• Failed intake air grid heater
• Open or shorted Intake Air Heater (IAH) grid heater wiring (high current)
• Failed intake air heater relay
• Intake Air Heater Control (IAHC) circuit fault (relay control)
• Open or shorted IAH relay wiring (high current)
• Failed engine coolant heater
• Failed oil pan heater
Test Procedure

Did you perform 3.0 Engine Hard to Start Operational Checkout Procedure? Yes: Go to Step 2.
No: Go to 3.0 Engine Hard to
Start Operational Checkout
Procedure (page 30).
Step 2 Check for Intake Air Heater Control (IAHC) Diagnostic Trouble Codes (DTC). Decision
Using Electronic Service Tool (EST) with ServiceMaxx™ software, check DTC list for Yes: Go to Fault Code
SPN 729 IAHC fault codes (page 1272). Diagnostics for SPN 729
(page 1272).
Is SPN 729 active?

No: Go to Step 3.
Step 3 Test Intake Air Heater (IAH) system. Decision

Perform Intake Air Heater Tests (page 2283). Yes: Go to Step 4.
Is IAH system operating properly and did all Intake Air Heater Tests pass?
No: Repair IAH faults. After
Step 4 Test engine coolant heater assembly. Decision

Perform Coolant Heater Assembly Test (page 2307). Yes: Go to Step 5.
Is engine coolant heater operating properly and did all tests pass?
No: Repair engine coolant
heater assembly faults.
Step 5 Test oil pan heater assembly. Decision

Perform Oil Pan Heater Assembly Test (page 2309). Yes: Perform Relative
Compression Test (page
2167). If one or more
Is oil pan heater operating properly and did all tests pass?
cylinders have significant
speed difference(s) than
others, repair engine
No: Repair oil pan heater
assembly faults. After

3.2 - Engine at Operating Temperature, Hard to Re-Start
Overview
Diagnose engine hard to re-start after being run up to operating temperature.
Possible Causes
• Injection Control Pressure (ICP) leak
• ICP circuit fault
• Combustion leak to low-pressure fuel system (injector)
Test Procedure

Step 2 Start and run engine to operating temperature. Decision

Is Engine Coolant Temperature 1 (ECT1) 158°F (70°C) or more? Yes: Go to Step 3.
No: Run engine to operating
temperature, then go to Step
3.
Step 3 With engine at operating temperature, check Key-On Engine-Off (KOEO) Decision
Injection Control Pressure (ICP).
A. Do not crank or run engine for 3 minutes or more, to allow Injection Control Yes: Go to SPN 164 FMI 0.
Pressure (ICP) to bleed off.
B. Using Electronic Service Tool (EST) with ServiceMaxx™ software, check ICP
at KOEO.
Is ICP above KOEO specification?

No: Go to Step 4.
Step 4 With engine at operating temperature, perform Engine Cranking Test (page Decision
2172).
Are ICP and Injection Pressure Regulator (IPR) within cranking specification? Yes: Go to Step 5.
No: Go to CPA

No: Go to Step 6.
the fuel system.
Perform Fuel Delivery Pressure (FDP) test (page 2273). Yes: Remove each injector
and inspect injector seals
and bottom of injector for
Is fuel pressure greater than specification and/or erratic?
burning. After repairs are
problem.

3.3 - Engine Starts, Then Stalls
Overview
Engine is able to start (possibly briefly), but is not able to continue to run.
Possible Causes
• Damaged or restricted intake: Change Air Cooler (CAC), Engine Throttle Valve (ETV), Mass Air Flow (MAF),
air filter, intake piping, clamps, connections, etc.
• Damaged or restricted exhaust: Diesel Oxidation Catalyst (DOC), Diesel Particulate Filter (DPF), Selective
Catalytic Reduction (SCR) catalyst, exhaust brake, exhaust piping, etc.
• Exhaust Gas Recirculation (EGR) valve (stuck or sticking open)
• Combustion gasses in fuel (injector)
Test Procedure

Step 2 Determine if engine air intake is restricted. Decision

A. Key-On Engine-Off (KOEO) Yes: Repair intake
B. Connect Electronic Service Tool (EST) with ServiceMaxx™ software.
C. Select > Sessions > Default > Pressure. original problem.
D. Observe KOEO Intake Manifold Absolute Pressure (IMAP)
E. Observe IMAP, while cranking the engine.
F. Calculate intake restriction: KOEO IMAP – Cranking IMAP = intake restriction

while cranking
G.
Is intake restriction 0.9 psi or greater?

No: Go to Step 3.
Step 3 Determine if Exhaust Gas Recirculation (EGR) valve is stuck or sticking open. Decision
Perform EGRV Operational Test (page 2271). Yes: Go to Step 4.
Does EGR system pass EGRV Operational Test?

No: Repair EGR system
problem.
Step 4 Determine if cylinder relative compression is within specifications. Decision

No: Go to Step 5.
the fuel system.
Perform Fuel Delivery Pressure (FDP) Test (page 2273). Yes: Inspect injector seals
and bottom of each injector
for burning. After repairs are
Is fuel pressure greater then specification and / or erratic?
problem.

Engine Running, Engine Not Under Load Symptoms

4.1 - Rough Idle
Overview
Diagnose cause of engine runs rough or surges at idle.
CAUTION: It is normal for engine to idle rough until engine coolant temperature reaches 141°F (61°C) or more.
Failure to allow engine to warm up properly will cause misdiagnosis and unnecessary repairs.
Possible Causes
• Injection Control Pressure (ICP)
• Injection Pressure Regulator (IPR)
• Fuel Delivery Pressure (FDP) (low pressure, aerated fuel, etc.)
• Injector circuit or mechanical failure
• Engine compression loss in one or more cylinders
• Engine air intake leaks (unmetered air entering engine air intake)
• Engine accessory dragging or locking up (A/C compressor, belt tensioner, fan drive, etc.)
Test Procedure

Did you perform 4.0 Engine Running, Engine Not Under Load Operational Checkout Yes: Go to Step 2.
Procedure?
Running, Engine Not
Under Load Operational
Checkout Procedure
(page 34).
Step 2 Determine if Injection Pressure Regulator (IPR) system is operating properly. Decision
Review engine running snapshot: verify IPR Ctrl is less than 35% at idle. Yes: Go to CPA
Is IPR Ctrl 35% or greater at idle?
No: Go to Step 3.
Step 3 Determine if ICP system is operating properly. Decision

Review snapshot: verify Injection Control Pressure (ICP) is approximately the same as ICP Yes: Go to Step 4.
Desired.
Is ICP approximately the same as ICP Desired?

No: Go to CPA
Review 0 to 60 snapshot: Verify IPR Ctrl is less than 80% Yes: Go to CPA
Is IPR Ctrl 80% or greater?
No: Go to Step 5.
Step 5 Determine if injectors and injector circuits are operating properly. Decision
Perform CPA Cold Idle Test (page 2201) and CPA Hot Idle Test (page 2212). Yes, injector fault: Check
resistance of suspect
injector circuit. Repair
Does CPA Cold Idle Test and/or CPA Hot Idle Test determine a fault?
circuit problem(s). If
circuit checks are good,
replace injector. After
repairs are complete,
Yes, high speed
fluctuation: Check
resistance in injector
circuits through the UVC
gasket. Repair circuit
problem(s). If UVC
checks are good go to
CPA High-Pressure Oil
2227).
No: Go to Step 6.
Step 6 Determine if fuel delivery pressure is within specification. Decision

Is fuel delivery pressure (gauge) within Low Idle, No Load, Stabilized Engine Operating
Temperature (page 2403) specification?
No: Go to 8.1 Fuel
Delivery Pressure (page
120).
CAUTION: To prevent engine damage, do not run engine more than 2 minutes with accessory drive belts
disconnected.
Step 7 Determine if engine accessories are dragging or locking up. Decision

A. Remove accessory drive belt(s). Yes: Go to Step 8.
B. Start engine and check for accessories dragging or locking up.
Is rough engine idle still present?

No: Find and repair
accessory dragging or
locking up. After repairs
original problem.

mechanical or injector
seal problem. After
Does one or more cylinders have significant speed difference(s) than others?
No: Go to Step 9.
Step 9 Determine if engine has air intake leaks. Decision

Inspect engine air intake piping, clamps, air filter and housing, screen under air filter, Charge Yes: Repair engine air
Air Cooler (CAC), and Interstage Cooler (ISC) (if equipped) for leaks, damage, or restrictions. intake as needed. After
Is engine air intake leaking, damaged, or restricted?
No: Connect Cylinder
Performance Analyzer
(CPA) Tool (page 2197)
and test injectors for leaks
and misfires. Perform
CPA Signal Check (page
2206), CPA Hot Idle Test
(page 2212), and CPA
Road Test (page 2217).

4.2 - Engine Unable To Reach Rated Speed (No Load)
Overview
Engine without a load is not able to increase rpm up to rated speed.
Possible Causes
• Accelerator Pedal Position (APP)
• Exhaust Gas Recirculation (EGR)
• Engine air restriction
• Fuel Delivery Pressure (FDP)
Test Procedure

Procedure?
Running, Engine Not
Checkout Procedure
(page 34).
Step 2 Determine if Accelerator Pedal Position (APP) meets full range %. Decision
Review engine running snapshot. Verify APP percentage at idle and at full throttle. Yes: Go to Step 3.
Is APP 0% at idle and 99% or greater at full throttle?

No: Repair APP sensor
or circuit problem. After
Step 3 Determine if Injection Control Pressure (ICP) system is operating properly. Decision
Review engine running snapshot. Verify Injection Control Pressure is approximately the Yes: Go to Step 4.
same as ICP Desired.
Is Injection Control Pressure approximately the same as ICP Desired?

No: Go to CPA –
Step 4 Determine if Exhaust Gas Reticulation (EGR) system is operating properly. Decision
Review engine running snapshot. Verify EGR valve remains closed (35%). Yes: Go to Step 5.
Is EGR Position 35%?

No: Go to SPN 2791 FMI
7 (page 1095) Fault Code
Diagnostics. After repairs
original problem.
Step 5 Determine if exhaust system is restricted. Decision

Review engine running snapshot. Verify Turbocharger 1 Turbine Outlet Pressure (TC1TOP) Yes: Repair exhaust
is less than 10 psi. system restriction. After
Is TC1TOP 10 psi or greater?
No: Go to Step 6.
Step 6 Determine if air intake is restricted. Decision

Review engine running snapshot. Verify Intake Manifold Absolute Pressure is above BARO Yes: Go to Step 7.
(not creating a vacuum).
Is Intake Manifold Absolute Pressure above BARO?

No: Repair intake
original problem.
Step 7 Determine if fuel delivery pressure is within specification. Decision

Perform Fuel Delivery Pressure (FDP) Test (page 2273). Yes: Connect CPA Tool
(page 2197)and perform
Does fuel delivery pressure (gauge) meet specification?
CPA Signal Check (page
2206), CPA Hot Idle Test
(page 2212), and CPA
Road Test (page 2217).
No: Go to 8.1 Fuel
120).

4.3 - Popping Noise from Intake
Overview
Engine cylinder compression popping back through the intake.
Possible Causes
• Contaminated or incorrect fuel
• Sticking, damaged, or leaking intake or exhaust valve(s)
• Damaged pushrod(s)
• Damaged rocker arm or shaft
• Failed roller tappet assembly
• Failed camshaft
Test Procedure

Procedure?
Running, Engine Not
Checkout Procedure
(page 34).

Perform Relative Compression Test (page 2167). Yes: Focus on cylinder(s)
with low compression,
and go to Step 3.
No: Go to Step 3.
Step 3 Inspect valve train for loose or damaged rocker arm assembly, or valve lash Decision
out of adjustment.
A. Remove valve cover. See Engine Service Manual . Yes, damaged rocker
arm assembly: Replace
B. Inspect valve train for loose or damaged rocker arms, or valve lash out of
damaged valve train
adjustment (focusing on any cylinders with low compression from Step 1).
components. After
C. Measure valve lash. repairs are complete,
retest for original
Is valve train for any cylinders loose, damaged, or valve lash out of adjustment?
problem.
Yes, valve lash out of
adjustment: Perform
Cleaning and Inspection
of Push rods, and
Measure Camshaft Lobe
Lift in the Engine Service
Manual. If camshaft lobe

lift is out of specification,
replace camshaft.
No: End Diagnostic
Steps.

Engine Running, Engine Under Load Symptoms

5.1 - Low Power (Slow Acceleration)
Overview
Vehicle or engine is not able to accelerate properly while under a load.
Before beginning the following diagnostics, perform 1.0 – Preliminary Vehicle Operational Checkout Procedure
(page 23), and 5.0 – Engine Running, Engine Under Load Operational Checkout Procedures (page 36).
Possible Causes
• Vehicle overloaded (load higher then engine designed for)
• Road speed governor programmable parameter set too low
• Accelerator Pedal Position (APP) sensor or circuit
• Engine Control Module (ECM) barometric pressure error
• Boost control system fault
• Exhaust Gas Recirculation (EGR) valve stuck or sticking open
• Intake restriction
• Turbocharger coking or damage
• Low compression
• Engine compression brake engaged when not commanded.
Test Procedure
Step 1 Determine if vehicle is overloaded. Decision

Review vehicle and engine load hauling capacity and compare to Tcape summary Yes: Reduce load. After
(available from International dealer). repairs are complete, retest
Is vehicle overloaded?
No: Go to Step 2.
Step 2 Verify Road Speed Governor programmable parameter is set above desired Decision
vehicle speed.
A. Connect Electronic Service Tool (EST) with ServiceMaxx™ software and log-in. Yes: Go to Step 3.
B. Select > Sessions > Parameters > Max Vehicle Speed with Road Speed Limiting
On, OR Road Speed Limiting Secondary Vehicle Speed Limit.
Are Road Speed Limiting programmable parameters set above desired vehicle speed?
No: Set Road Speed
Limiting programmable
parameters to maximum
desired vehicle speed. After
Step 3 Determine if Accelerator Pedal Position (APP) sensor is operating properly. Decision
A. Key-On Engine-Off (KOEO). Yes: Perform 0 to 60 MPH
Test (page 2240), and then
B. Connect EST with ServiceMaxx™ software and log in.
go to Step 4.
C. Select Sessions > Performance
D. Select Tools > Start Recording Snapshot
E. Cycle accelerator pedal to full throttle and then release.
F. Select Tools > Stop Recording Snapshot
Is Accelerator Pedal Position 99% or greater at full throttle?

No: Repair or replace APP
sensor or circuit. After
Step 4 Determine if engine compression brake is operating properly (if equipped). Decision
Review 0 to 60 snapshot: verify BCP actual is approximately the same as BCP desired. Yes: Go to Step 5.
Is BCP actual approximately the same as BCP desired, and when desired is 0, actual
is below 100 psi?
No: Go to Engine
Compression Brake
Engaged when Not
Commanded.
Review 0 to 60 snapshot: verify Injection Control Pressure is approximately the same as Yes: Go to Step 6.
ICP Desired.
Is Injection Control Pressure approximately the same as ICP Desired and above 4000 psi
at 100% APP and 100% Engine Load?
No: Go to Cylinder
(CPA) High-Pressure Oil
2227).
Review 0 to 60 snapshot: verify IPR Ctrl is less than 80%. Yes: Go to Cylinder
Is IPR Ctrl 80% or greater?
(CPA) High-Pressure Oil
2227).
No: Go to Step 7.
Step 7 Verify Engine Control Module (ECM) is reading proper Barometric Absolute Decision
Pressure for local elevation and barometric pressure.
A. Review 0 to 60 snapshot: determine recorded Barometric Absolute Pressure. Yes: Go to Step 8.
B. Determine local elevation and barometric pressure. (Examples: 14.7 psia at sea
level, 13.2 psia at 3000 ft., 11.8 psia at 6000 ft., 10.1 psia at 10,000 ft.)
C. If Barometric Absolute Pressure is not reasonable relative to local barometric

pressure, verify local barometric pressure on a second vehicle.
Is Barometric Absolute Pressure reasonable relative to local barometric pressure?

No: Install a test ECM and
fault should go away. Install
original ECM. If fault returns,
replace ECM. After repairs
original problem.
Step 8 Determine if exhaust is restricted. Decision

Review 0 to 60 snapshot: verify Turbocharger 1 Turbine Outlet Pressure (TC1TOP) Yes: Repair exhaust system
is less than 20 psi. restriction. After repairs are
problem.
No: Go to Step 9.
Step 9 Determine if boost control system is operating properly. Decision

Review 0 to 60 snapshot: verify Exhaust Back Pressure (EBP) is less than 70 psi. Yes: Go to Step 10.
Is EBP less than 70 psi?

No: Perform Boost Control
System Test (page 2256).
Step 10 Determine is Fuel Delivery Pressure (FDP) meets specification. Decision

Review 0 to 60 snapshot: verify FDP is within Full Load specification. Yes: Go to Step 11.
Is FDP within Full Load specification?

No: Go to 8.1 – Low Fuel
120).
Step 11 Determine if Exhaust Gas Recirculation (EGR) valve is operating properly. Decision
Review 0 to 60 snapshot: verify EGR Position is approximately the same as EGR Valve Yes: Go to Step 12.
CTL.
Is EGR Position approximately the same as EGR Valve CTL?

No: Go to SPN 2791 FMI 7
(page 1095) in Fault Code
original problem.
Step 12 Validate performance of EGR system. Decision

Perform Air Management Test (page 2175). Yes: Go to step 13.
Does Air Management Test pass and no fault codes are set?
No: Go to Fault Code
Diagnostics (page 142) for
specific SPN/FMI. After
Step 13 Determine if Intake Manifold Pressure (IMP) during acceleration is reasonable. Decision
Review 0 to 60 snapshot: verify IMP is within 5 psi of Full Load specification for specific Yes: Go to Step 16.
rating of engine. IMP can vary based on ECM calibration (engine rating) and vehicle
weight.
Is IMP within 5 psi of Full Load specification, for specific rating?

No: Go to Step 14.
Step 14 Inspect for intake (boost) leaks or restrictions. Decision

A. Inspect air intake system from air filter to engine intake manifold for air leaks, Yes: Go to Step 14.
damage, or restrictions.
B. Pressurize the Charge Are Cooler (CAC) system to 35 psi using Charge Air
Cooler (CAC)Tester ZTSE4341 and Interstage Cooler Test Kit ZTSE4937.
C. Inspect hoses and clamps, interstage cooler, and Charge Air Cooler (CAC).
Is the air intake system and CAC system free of restrictions, leaks, or physical damage?
No: Repair air intake
system leaks, damage, or
restrictions. After repairs are
problem.
Step 15 Determine if turbocharger has damage or coking. Decision

Inspect turbocharger for damage or coking. Remove turbocharger intake tube. Inspect Yes, turbocharger coking
for coking. Rotate impeller shaft. Determine if impeller fins are contacting housing. and no damage: Perform
Dual Turbocharger
Does turbocharger have damage or coking
Compressor Cleaning
and Inspection in the Engine
Service Manual. After
Yes, turbocharger damaged:
replace turbocharger
(iApproval may be required).
Go to Step 16

mechanical, injector seal, or
engine compression brake
problems. After repairs are
problem.
No: End Diagnostic Steps

5.2 - Misfire (Stumble / Surge / Runs Rough)
Overview
Engine power or speed (rpm) varies unexpectedly by more than 50 rpm under a load.
Possible Causes
• Accelerator Pedal Position (APP) sensor or circuit
• Exhaust Back Pressure Valve (EBPV)
• Engine Throttle Valve (ETV)
• Exhaust Gas Recirculation (EGR) valve stuck or sticking
• Injection Control Pressure (ICP) system
• Air intake (boost) leaks
• Engine compression loss of one or more cylinders
• Injector circuit or mechanical problem
Test Procedure

Did you perform 5.0 Engine Running, Engine Under Load Operational Checkout Yes: Go to Step 2.
Procedure?
Running, Engine Under
Load Operational Checkout
Step 2 Determine if Accelerator Pedal Position (APP) signal is correct and stable. Decision
Review snapshot of engine running data: Verify APP signal moves smoothly as the Yes: Go to Step 3.
throttle is depressed and does not jump unexpectedly.
Is APP signal stable and not jumping unexpectedly, 0% at idle, and 99% or greater at full
throttle?
No: Repair APP sensor or
circuit problem. After repairs
original problem.
Step 3 Determine if Exhaust Back Pressure Valve (EBPV) is operating properly. Decision
A. Start engine. Yes: Go to Step 4.
B. Visually verify if EBPV is fully open and not moving (unless in regen mode).
Look at valve and verify rod is fully retracted and not moving.
C. Verify if EBPV cycles opened and closed three times after engine shutdown.
Is EBPV fully open and not moving (unless in regen mode), and does EBPV cycle after
shutdown?
No: Diagnose and repair
EBPV system. After repairs
original problem.
Step 4 Determine if Engine Throttle Valve (ETV) is operating properly. Decision

Review snapshot of engine running data: compare Engine Throttle Position (actual) Yes: Go to Step 5.
to Engine Throttle CTL.
Is Engine Throttle Position approximately the same as Engine Throttle CTL?

No: Repair ETV or circuit
problem.
Step 5 Determine if Exhaust Gas Recirculation (EGR) system is operating properly. Decision
Review snapshot of engine running data: verify if EGR Position is approximately the Yes: Go to Step 6.
same as EGR Valve CTL.
Is EGR Position approximately the same as EGR Valve CTL?

No: Go to SPN 2791 FMI
7 (page 1095)Fault Code
original problem.
Review snapshot of engine running data: verify Injection Control Pressure is Yes: Go to Step 7.
approximately the same as ICP Desired.

No: Go to CPA –
Review snapshot of engine running data: verify if IPR Ctrl is less than 80% while under Yes: Go to CPA –
load or less than 35% when stationary. High-Pressure Oil Pump
Is IPR Ctrl 80% or greater under load, or greater than 35% when stationary?
No: Go to Step 8.
Step 8 Determine if fuel delivery pressure is proper. Decision

Is fuel delivery pressure (gauge) within specification ?

No: Go to 8.1 – Fuel Delivery
Step 9 Inspect for air intake (boost) leaks or restrictions. Decision

A. Inspect air intake system from air filter to engine intake manifold for air leaks, Yes: Go to Step 10.
damage, or restrictions.
B. Pressurize the Charge Are Cooler (CAC) system to 30 psi using Charge Air
Cooler (CAC)Tester ZTSE4341 and Interstage Cooler Test Kit ZTSE4937.
C. Inspect hoses and clamps, interstage cooler, and Charge Air Cooler (CAC).
Is the air intake system and CAC system free of restrictions, leaks, or physical damage?
No: Repair air intake
system leaks, damage, or
restrictions. After repairs are
problem.

Perform Relative Compression Test (page 2167). Yes: Using Engine Service
Manual, repair engine
mechanical or injector
problem.
No: Connect Cylinder
(CPA) Tool (page 2197)
and test injectors for leaks
and misfires. Perform CPA
Signal Check (page 2206),
CPA Hot Idle Test (page
2212), and CPA Road Test
(page 2217).

5.3 - Engine Unable to Reach Desired Speed During PTO Operation
Overview
Engine is not able to increase rpm up to desired speed during Power Take Off (PTO) operation.
Before beginning the following diagnostics perform 1.0 Preliminary Vehicle Operational Checkout Procedure
(page 23) and 4.0 Engine Running, Engine Under Load Operational Checkout Procedure (page 34).
Possible Causes
• Power Take Off (PTO) circuit or system fault
• Auxiliary Engine Speed Control (AESC) set speed (not set high enough or not set correctly)
• Accelerator Pedal Position (APP)
• Exhaust Gas Recirculation (EGR)
Test Procedure
NOTE: See CT-471 Body Builder books for additional Power Take Off (PTO) and Auxiliary Engine Speed Control
(AESC) information.
Step 1 Determine if Power Take Off (PTO) engages. Decision

Engage PTO (See CT-471 Body Builder Manual). Yes: Go to Step 2.
Did PTO engage properly?

No: Diagnose and repair
PTO problem. After
retest for original
problem.
Step 2 Verify if Auxiliary Engine Speed Control (AESC) / remote engine throttle Decision
programmable parameters are set above desired speed.
A. Connect Electronic Service Tool (EST) to vehicle Diagnostic Connector (page Yes: Go to Step 3.
2124).
B. Using ServiceMaxx™ software, select Sessions > Parameters.
Are AESC parameters set above desired engine speed?

No: Set AESC
programmable
parameters to maximum
desired engine speed.
After repairs are
complete, retest for
original problem.
Step 3 Determine if Accelerator Pedal Position (APP) meets full range percent. Decision
Review engine running snapshot. Verify percent at idle and full throttle. Yes: Go to Step 4.
Is APP 0% at idle and 99% or greater at full throttle?

No: Repair APP sensor
or circuit problem. After
retest for original
problem.
Review engine running snapshot. Verify if ICP is approximately the same as ICP Desired. Yes: Go to Step 5.
Is ICP approximately the same as ICP Desired?

No: Go to CPA
(HPOP) Test (page
2227).
Step 5 Determine if Exhaust Gas Reticulation (EGR) system is operating properly. Decision
Review engine running snapshot. Verify if EGR Position is approximately the same as Yes: Go to Step 5.
EGR Valve CTL.
Is EGR position approximately the same as EGR Valve CTL?

No: Go to CPA
(HPOP) Test (page
2227).
Step 6 Determine if exhaust system is restricted. Decision

Review engine running snapshot. Verify if Turbocharger 1 Turbine Outlet Pressure Yes: Repair exhaust
(TC1TOP) is less than 20 psi. system restriction. After
retest for original
problem.
No: Go to Step 7.
Step 7 Determine if air intake is restricted. Decision

Review engine running snapshot. Verify if Intake Manifold Absolute Pressure is xxx? Yes: Go to Step 8.
Is Intake Manifold Absolute Pressure xxx?

No: Repair intake
original problem.
Step 8 Determine is fuel delivery pressure meets specification. Decision

Perform Fuel Delivery Pressure (FDP) Test (page 2273). Yes: Perform CPA Signal
Check (page 2206),
Does FDP (gauge) meet low idle, no load, stabilized engine operating temperature
CPA Hot Idle Test (page
specification?
2212), and CPA Road
Test (page 2217).
No: Go to 8.1 Low Fuel
120).

Engine Coolant Symptoms

6.1 - Coolant Contaminated
Overview
Check for contamination of the coolant in the deaeration tank.
WARNING: To prevent personal injury or death, wear protective clothing when handling oil / fluids.
Possible Causes
• Oil cooler
• Diesel Exhaust Fluid (DEF) Tank Heater lines
Test Procedure
Step 1 Determine coolant quality. Decision

Perform the Coolant Quality Inspection (page 2356)procedure. Yes: Lube oil, go to Step 3.
Is the coolant contaminated with Lube Oil or Diesel Exhaust Fluid Yes: DEF, go to Step 2.
(DEF)?
No: Review complaint.
Step 2 Sample coolant in the DEF. Decision

Use the Diesel Exhaust Fluid (DEF) refractometer to test DEF purity. Yes: Pressure test cooling system. Go to Cooling
Check for signs of coolant and DEF discoloration. Coolant in the System Pressure Test (page 2314). Find leak
DEF tank is a sign the DEF-tank coolant loop has a leak that could and make repair to coolant lines in DEF tank.
allow DEF to enter the loop and get transferred to the deaeration
tank.
Is the DEF contaminated with coolant?

No: Review steps and ensure proper decision
was made. Review complaint.
Step 3 Determine oil cooler pressure. Decision

Perform the Oil Cooler Pressure Test (page 2334). Yes: Review steps and ensure proper decision
was made. Review complaint.
Did the oil cooler assembly pass the pressure test?
No: Replace the oil cooler assembly.

6.2 - Coolant Loss
Overview
Diagnose loss of coolant from the cooling system.
Possible Causes
• Failed deaeration tank cap
• External leaks
• Coolant overflow
• Coolant leak to exhaust
• Coolant leak to intake
• Coolant leak to lube oil
Test Procedure
Step 1 Coolant quality inspection. Decision

Perform the Coolant Quality Inspection (page 2356)procedure. Yes: Go to Step 2.
Does the system pass inspection?

No: Repair as needed and then go to Step 2.
Step 2 Deaeration Tank Cap Inspection and Pressure Decision

Test.
Perform the Deaeration Tank and Cap Test (page 2311). Yes: Go to Step 3. (page 89)
Does the cap pass the inspection?

No: Replace the cap and then go to Step 3.
Step 3 Pressure Test Cooling System – Visual Leak Decision

Check.
Perform Coolant Level and Leak Inspection (page 2360). Yes: Repair as needed. Diagnostics complete.
Are there visible coolant leaks?

No: Go to Step 4.
Step 4 Coolant Overflow / Over-Temperature Test. Decision

Perform the Coolant Overflow/Over-Temperature Test (page 2318). Yes: Overflow: Go to the Step 4 in Coolant
Overflow (page 94)symptom work package.
Does coolant overflow or over-temperature symptom occur?
Yes: Over-Temperature: Go to Step 2 in the
Coolant Over Temperature (page 91) symptom
work package.
No: Go to Step 5.
Step 5 Coolant to Exhaust Inspection. Decision

Perform the Coolant in Exhaust Inspection (page 2357). Yes: Go to Step 2 of Coolant in Exhaust (page
97)symptom work package.
Is there coolant visible in the exhaust?
No: Go to Step 6.
Step 6 Coolant in Lube Oil Check. Decision

Remove the engine oil level gauge. Check for coolant mixed into the Yes: Take a sample of the oil for analysis and
engine oil. Oil and coolant mixed will be thickened and coagulated, then go to Step 2 of the Coolant to Lube Oil (page
and have a light gray sludgy appearance. 102) symptom work package.
Is there coolant in the oil?

No: Go to Step 3 of Coolant to Intake (page 101)
symptom work package.

6.3 - Coolant Over-Temp
Overview
Diagnose cooling system that exceeds normal operating temperature.
WARNING: To prevent personal injury or death, wear safety glasses with side shields.
Possible Causes
• Deaeration tank
• Low coolant level
• Coolant leaks
• External radiator air blockage
• Internal radiator coolant flow blockage
• Accessory drive belt
• Thermostat
• Belt tensioner
• Fan clutch
• Water pump
• Cooling fan
• Gauge error
• Incorrect radiator
• Fan shroud damaged or missing
• Coolant concentration (freeze point)
Test Procedure
Step 1 Check coolant level, contamination, and quality. Decision

Perform the Coolant Quality Inspection (page 2356)procedure. Yes: Go to Step 2 (page 92).
Does coolant overflow pass inspection?

No: Repair as needed and then go to Step 2
(page 92).
Step 2 Determine if cooling system over-flow or Decision

over-temperature occurs.
Perform the Coolant Over-Flow / Over-Temperature Test (page Yes, Overflow: Go to Coolant Overflow (page 94).
2318).
Does coolant overflow occur?

No: Go to Step 3.
Step 3 Cooling System Component Inspection. Decision

Inspect the cooling system components for visible failure or damage. Yes: Repair as needed, refill cooling system (if
previously drained), and then repeat Step 2.
Are failed components detected?
No: Go to Step 4.
Step 4 Compare Engine Coolant Temperature 1 (ECT1) Decision

to instrument panel temperature gauge.
Perform the Instrument Panel Temperature Gauge Validation Test Yes: Go to Step 5.
(Instrument Cluster Temperature Gauge Validation Test, page 2332).
Did the temperature gauge and ECT1 values match as the engine
warms up to normal operating range?
No: Repair as needed, and then repeat Step 2.
Step 5 Determine if thermostat is opening at appropriate Decision

temperature.
Is the thermostat functioning properly? Yes: Go to Step 6.
No: Repair as needed, refill cooling system, and
then repeat Step 2.
CAUTION: To prevent radiator damage, do not hold direct high pressure water or air close to the radiator fins.
Step 6 Exterior Radiator Flush. Decision

Visually Inspect the radiator and clean to ensure there is sufficient Yes: Repeat step 2.
airflow.
Was airflow through the radiator restricted?

Step 7 Fan Clutch Engagement Test. Decision

Run engine up to operating temperature. Yes: Go to Step 8.
Does fan clutch engage at the correct temperature?

No: Repair as needed, refill cooling system (if
previously drained), and then repeat Step 2.
Step 8 Water Pump Inspection. Decision

Perform the Water Pump Inspection procedure in Engine Service Yes: Repair as needed, refill cooling system (if
Manual. previously drained), and then repeat Step 2.
Is the impeller, shaft, pump housing, front cover, or the pump

bearing damaged?
No: Go to Step 9.
Step 9 Radiator Flow Test. Decision

Remove radiator and have it flushed and flow-tested at a radiator Repair as needed, refill cooling system, and then
repair facility. repeat Step 2.

6.4 - Coolant Overflow
Overview
Diagnose coolant overflowing from the cooling system.
Possible Causes
• Deaeration cap
• Deaeration tank
• Air compressor
• Cylinder head
• Injector sleeve
• Head gasket
• Cylinder sleeve (cavitation or cracks)
Test Procedure
Step 1 Check coolant level, contamination and quality. Decision

Perform Coolant Quality Inspection (page 2356) procedure. Yes: Go to Step 2.
Does cooling system pass inspection?

No: Repair as needed and
then go to Step 2.
Step 2 Determine if deaeration tank and cap will hold pressure. Decision
Perform Deaeration Tank and Cap Test (page 2311). Yes: Go to Step 3.
Does deaeration cap and tank seal properly?

No: Repair or replace tank
or cap as needed, then go
to Step 3.
Step 3 Determine if cooling system over-flow or over-temperature occurs. Decision

Perform Coolant Over-Flow/Over-Temperature Test (page 2318). Yes, Overflow: Go to Step 4
(page 95).
Does coolant overflow occur?
No: Over-Temperature: Go
to Coolant Over Temperature
(page 91) .
Step 4 Determine if air compressor is causing cooling system overflow. Decision

Perform Air Compressor Overflow Test (page 2324). Yes: Repair or replace air
compressor. Go to Step 11
Is the air compressor pressurizing the cooling system?
(page 96).
No: Go to Step 5.
Step 5 Determine if fuel injector sleeves or cylinder head are leaking. Decision
A. Remove cylinder head. Yes: Replace leaking fuel
injector sleeves, or leaking
B. Perform Cylinder Head Pressure Test in the Engine Service Manual.
cylinder head then go to
Are any fuel injector sleeves, or the cylinder head leaking? Step 11 (page 96).
No: Go to Step 6.
Step 6 Determine if cylinder sleeves have cavitation or cracks. Decision

Perform Cylinder Sleeve Cavitation and Crack Inspection (page 2388) procedure. Yes: Replace damaged
cylinder sleeves as needed.
Are any cylinder sleeves cracked or damaged by cavitation?
No: Go to Step 7.
Step 7 Determine if engine cylinder head is cracked. Decision

Perform Inspecting Cylinder Head for Cracks in the Engine Service Manual. Yes: Replace cylinder head.
Is cylinder head cracked?
No: Go to Step 8.
Step 8 Determine if cylinder head gasket surface is warped. Decision

Perform Measuring Cylinder Head Warpage procedure in Engine Service Manual and Yes: Go to Step 11.
compare measurements to cylinder head gasket surface flatness specifications.
Is cylinder head gasket surface flatness within specifications?

No: Go to Step 10.
Step 9 Measure cylinder head thickness to determine if cylinder head can be Decision
resurfaced.
Perform Measuring Cylinder Head Thickness procedure in Engine Service Manual and Yes: Resurface the cylinder
compare measurements to Cylinder head thickness specifications. head. Go to Step 11.
Will cylinder head exceed minimum cylinder head thickness after resurfacing?
No: Replace the cylinder
head. Go to Step 11.
Step 10 Measure cylinder sleeve protrusion. Decision

Perform Measuring Cylinder Sleeve Protrusion procedure in Engine Service Manual. Yes: Go to Step 11.
Are Cylinder sleeve protrusion and Cylinder sleeve protrusion difference between all
six sleeves within specification?
No: Correct liner protrusion
and assemble engine. Go to
Step 11.
Step 11 Reassemble and use Coolant Management Tool to fill cooling system.

6.5 - Coolant Leak to Exhaust
Overview
Diagnose evidence of coolant in the exhaust.
Possible Causes
• Injector sleeve
• Cylinder head
• Exhaust Gas Regulator (EGR) cooler
Test Procedure
Step 1 Check for Coolant in Exhaust. Decision

Perform the Coolant in Exhaust Inspection (page 2357) procedure. Yes: Go to Step 2.
Is there EGR coolant visible in the exhaust pipe or exhaust brake

valve housing?
No: Go to Coolant Loss (page 89) symptom.
Step 2 Exhaust Gas Regulator (EGR) Cooler Pressure Decision

Test.
Perform the On-Engine EGR Cooler Leak Test (page 2329). Yes: Replace EGR cooler. After repairs are
complete, retest for original problem.
Does the cooler leak internally?
No: Go to Step 3.
Step 3 Injector Sleeve and Cylinder Bore Inspection. Decision

A. Inspect cylinder head on engine. Yes: Replace Leaking Injector Sleeves. After
repairs are complete, retest for original complaint.
B. Remove injectors and pressurize cooling system.
C. Look for leakage.
Is coolant leaking into the cylinders?

No: Go to Step 4.
Step 4 Determine if fuel injector sleeves or cylinder head Decision

are leaking.
A. Remove cylinder head. Yes: Replace leaking injector sleeves or replace
leaking cylinder head. After repairs are complete,
B. Replace the injector sleeve on any cylinder (see Engine
Service Manual) with signs of coolant entering the cylinder
or the injector sleeve leaking, and then retest.
Does the cylinder head leak at the casting or any injector sleeves
leak coolant?
No: Got to Step 7.
Step 5 Determine if engine cylinder head is cracked. Decision

Perform Inspecting Cylinder Head for Cracks Procedure in the Yes: Replace cylinder head. Go to Step 8.
Engine Service Manual.
Is the Cylinder head cracked?

No: Go to 7.
Step 6 Determine if cylinder head gasket surface is Decision

warped.
Perform Measuring Cylinder Head Warpage Procedure in the Yes: Go to Step 8.
Engine Service Manual and compare measurements to cylinder
No: Go to Step 7.
head gasket surface flatness specifications.
Is cylinder head gasket surface flatness within specifications?
Step 7 Measure cylinder head thickness to determine if Decision

cylinder head can be resurfaced.
Perform Measuring Cylinder Head Thickness Procedure in the Yes: Replace the cylinder head. Go to Step 8.
Engine Service Manual and compare measurements to cylinder
head thickness specifications.
Will cylinder head exceed minimum cylinder head thickness after

resurfacing?
No: Replace the cylinder head and go to Step 8.
Step 8 Measure cylinder sleeve protrusion. Decision

Perform Measuring Cylinder Sleeve Protrusion Procedure in the Yes: Assemble engine and use Coolant
Engine Service Manual. Management Tool to fill cooling system.
Are Cylinder sleeve protrusion and Cylinder sleeve protrusion

difference between all six sleeves within specification?
No: Correct liner protrusion and assemble
engine. Use Coolant Management Tool to fill
cooling system.

6.6 - Coolant Leak to Intake
Overview
Diagnose coolant loss to intake piping or manifold.
Possible Causes
• Exhaust Gas Recirculation (EGR) cooler
• Interstage cooler
Test Procedure
Step 1 Check for interstage cooler leak to intake. Decision

Perform Interstage Cooler Inspection (page 2358). Yes: Replace interstage cooler. After repairs are
Is there coolant or coolant residue in the interstage cooler elbow or
turbocharger compressor intake housing?
No: Go to Step 2.
Step 2 Determine if EGR cooler is leaking. Decision

Perform On-Engine EGR Cooler Leak Test (page 2329). Yes: Replace EGR Cooler. After repairs are
Does the EGR cooler leak?
No: Re-evaluate cooling system for leaks to
intake.

6.7 - Coolant Leak to Lube Oil
Overview
Diagnose loss of coolant from the cooling system into the lube oil system.
Possible Causes
• Oil cooler
• Air compressor
• Cylinder head cup plugs
• Cylinder head cup plugs (intake side)
• Front cover gasket and O-rings
• Injector sleeves
• Cylinder head
• Head gasket
• Liner O-rings
Test Procedure
Step 1 Lube oil level and contamination check. Decision

Perform the Engine Oil and Quality Check (page 2353). Yes: Go to Step 2.
Is the lube oil contaminated with coolant? No: Take an oil sample
for analysis. Examine
evidence of coolant loss
and coolant in the oil.
Step 2 Air Compressor Coolant Leak Test. Decision

Perform the Air Compressor Coolant Leak Test (page 2324). Yes: Relieve the system
pressure and replace the
Is the air compressor leaking coolant into the oil pan?
air compressor. Go to
step 15 (page 105).
No: Go to step 3 (page
102).
Step 3 Coolant to Oil Sump Inspection. Decision

Perform the Coolant to Oil Sump Inspection (page 2385) Procedure. Yes: Coolant is leaking
down the coolant side of
Is the air compressor leaking coolant into the oil pan?
the liner, go to step 13
(page 105).
Yes: Coolant is leaking
down the piston side of
the liner, go to step 6
(page 103).

from the cylinder head oil
drain holes (push tube
holes), go to step 7 (page
104).
from the front cover drain
area, go to step 9.
No: Maintain pressure on
the cooling system and
go to step 4.
Step 4 Coolant to Oil Sump Inspection Decision

Keep the cooling system under pressure for 2 hours, and then inspect for coolant leaking Yes: Coolant is leaking
into the oil pan. down the coolant side of
the liner, go to step 14.
Is coolant leaking to the oil pan?
down the piston side of
the liner, go to step 5.
from the cylinder head oil
drain holes (Push tube
holes), go to step 6 (page
103).
from the front cover drain
area, go to step 8 (page
104).
No: Go to step 8 (page
104).
Step 5 Injector Sleeve Replacement. Decision

A. Relieve pressure on the cooling system. Yes: Go to step 15 (page
105).
B. Perform the Injector Sleeve Replacement procedure in the Engine Service Manual
on cylinders showing leakage between the liner and the piston. No: Go to step 10 (page
104).
Is the coolant leakage into the cylinder(s) resolved?
Step 6 Internal Cup Plug Inspection. Decision

Perform the Cylinder Head internal leak Inspection in the Engine Service Manual. Cup plug: Relieve
pressure on the cooling
Was a cup plug under the valve cover leaking or was the cylinder head cracked?
system. Repair as
needed and then go to
step 15 (page 105).
Head crack: Replace the
cylinder head and then
go to step 15 (page 105).
Step 7 Intake Side Cup Plug Inspection. Decision

A. Remove intake manifold. Yes: Repair as needed
and then go to step 15
B. Check intake side cup plugs and intake ports for evidence of coolant and coolant
(page 105).
residue.
No: Go to step 9.
Are leaking cup plugs located?
Step 8 Front Cover Coolant Leak Inspection. Decision

A. Relieve pressure on the cooling system. Front cover damaged:
Replace front cover,
B. Perform the Front Cover Coolant Leak Inspection procedure in the Engine Service
gaskets, and seals and
Manual.
then go to step 15 (page
Is the front cover damaged or are the seals and gaskets leaking? 105).
Seals and gaskets
leaking: Reassemble
the front cover with new
seals and gaskets, and
then go to step 15 (page
105).
Step 9 Cylinder Head Dye Penetrant Inspection. Decision

Remove the cylinder head and perform the Cylinder Head Dye Penetrant Inspection in the Yes: Replace the cylinder
Engine Service Manual. head and then go to step
15 (page 105).
Was a crack detected?
No: Go to step 11.
Step 10 Cylinder Head Leak Test. Decision

Perform the Cylinder Head Leak Test in the Engine Service Manual. Yes: Injector Sleeve
Leak: Replace leaking
Was an injector sleeve leak or internal casting leak detected?
sleeves and repeat
pressure test. If cylinder
head passes the retest,
Yes: Internal Leak:
Replace cylinder head
and go to step 15 (page

105).
No: Go to step 12.
Step 11 Cylinder Head Warp Measurement. Decision

Perform the Cylinder Head Warp Measurement procedure in the Engine Service Manual. Yes: Go to step 15 (page
105).
Is the cylinder head warped?
No: Reexamine evidence
of cylinder head causing
coolant leak to lube oil.
Step 12 Cylinder Head Thickness Measurement. Decision

Perform the Cylinder Head Thickness Measurement procedure in the Engine Service Yes: Machine or cylinder
Manual. head as needed. Go to
step 15 (page 105).
Can the head be surfaced?
No: Replace cylinder
head and go to step 15
(page 105).
Step 13 Cylinder Sleeve O-ring Replacement.

A. Relieve pressure on the cooling system.
B. Replace the cylinder sleeve O-rings as needed.
C. Go to step 15 (page 105).
Step 14 Cylinder Sleeve Protrusion Measurement. Decision

Check cylinder sleeve protrusion (see Engine Service Manual). Yes: Go to step 15 (page
105).
Is cylinder sleeve protrusion within specifications?
No: Correct liner
protrusion and then
Step 15
A. Reassemble engine.
B. Change the engine oil, oil filter, and the centrifugal oil filter (If equipped).
Diagnostics and repair complete.

Engine Lubrication Symptoms

7.1 - Lube Oil Contamination
Overview
Diagnose contamination of the engine lube oil.
Possible Causes
• Coolant leak to oil
• Oil contaminated with foreign liquids by poor service error
Test Procedure
Step 1 Inspect engine lube oil level, and inspect oil for contamination. Decision
Perform Engine Oil and Quality Check (page 2353). Yes: Review operator
complaint.
Is engine oil level to specification and not contaminated?
No: Go to step 2.
Step 2 Take engine oil sample and inspect for contamination. Decision
A. Take engine oil sample. Yes: Go to Coolant Leak
to Lube Oil (page 102), or
B. Inspect sample for coolant and Diesel Engine Fuel (DEF) contamination.
repair DEF leak to engine
Is the oil contaminated with coolant or DEF? oil.
No: Review operator
complaint.

7.2 - Lube Oil to Coolant

7.3 - Engine Oil to Intake
Overview
Diagnose engine oil in the air intake system.
Possible Causes
• High-Pressure (HP) turbocharger
• Low-Pressure (LP) turbocharger
Test Procedure
Step 1 High-Pressure Charge Air Cooler (HPCAC) intake pipe inspection. Decision
A. Remove the HPCAC intake pipe. Yes: Go to Step 2 (page
109).
B. Inspect the pipe and turbocharger outlet for oil residue.
No: Review complaint.
Is oil residue present in the pipe or the turbocharger outlet?
Step 2 Low-Pressure (LP) turbocharger compressor outlet pipe inspection. Decision

A. Remove the LP turbocharger compressor outlet pipe. Yes: Replace LP
turbocharger, and clean
B. Inspect the LP compressor outlet for oil residue.
or replace the interstage
Is there oil residue in the LP turbocharger outlet? cooler as needed. Go to
Step 3 (page 110).
No: Replace High
Pressure (HP)
turbocharger. Go to
Step 4 (page 110).
Step 3 HP turbocharger inspection. Decision

A. Remove the HP Turbocharger compressor intake pipe. Yes: Replace HP
turbocharger and then go
B. Perform the HP Turbocharger Radial and Axial Play Inspection (page 2392)
to Step 4 (page 110).
procedure.
Is axial play out of specification or does the compressor wheel make contact with any point
110).
of the compressor housing?
Step 4 Charge Air Cooler cleaning (CAC).

A. Clean the High-Pressure Charge Air Cooler (HPCAC) using Cleaning Management System (12-353-01) and
CAC Adapter Flushing Kit (09-925-01).
B. If LP turbocharger was replaced, clean the interstage cooler (if equipped).
C. Clean the CAC pipes.

7.4 - Engine Oil to Exhaust
Overview
Diagnose engine lube oil in the exhaust system.
WARNING: To prevent personal injury or death, allow engine to cool before working with
components.
Possible Causes
• High-Pressure (HP) Turbocharger
• Low-Pressure (LP) Turbocharger
• Internal engine damage
Test Procedure

Perform Relative Compression Test (page 2167). Yes: Check for internal
engine damage (cylinder
damage may result in
oil in the exhaust). After
retest for original
problem.
No: Go to Step 2.
Step 2 High-Pressure (HP) Turbocharger Inspection. Decision

• Perform High-Pressure Turbocharger Center Section Removal process in the Engine Yes: Install a new
Service Manual. HP-Turbocharger center
section. After repairs
• Inspect the turbine wheel and turbine housing for oil residue.
Is there an oil residue on the turbine wheel or in the turbine housing? original problem.
No: Go to Step 3.
Step 3 Low-Pressure (LP) Turbocharger Inspection. Decision

Remove the Exhaust Back Pressure Valve (EBPV) assembly. Inspect turbocharger Yes: Replace
low-pressure turbine outlet for lube oil. LP-Turbocharger
assembly. After repairs
Is lube oil present?
original problem.
No: Review operator
complaint.

7.5 - Power Steering Fluid Leak to Lube Oil

7.6 - Low Oil Pressure
Overview
Diagnose low engine oil pressure.
WARNING: To prevent personal injury or death, do not smoke near fuel and keep fuel away from
flame and sparks.
Possible Causes
• Oil level (low or high)
• Aerated oil
• Pickup tube gasket
• Fuel-diluted oil
• Cracked pickup tube
• Oil pump
• External leaks
• Incorrect oil viscosity
• Biased Engine Oil Pressure (EOP) sensor
• Piston cooling jets
• Loose rocker arm bolt
• Worn rocker arms or shaft
• Bearing inserts (main and rod)
• Incorrect oil pressure gauge
• Camshaft bushing
• Bearing inserts (main and rod)
Test Procedure
Step 1 Inspect engine oil level and contamination. Decision

Perform Engine Oil and Quality Check (page 2353) . Yes, oil level is low:
add oil to correct level.
Is engine oil level low or contaminated?
Record amount of oil
added. Go to step 2.
Yes, oil level is high:
Drain oil to appropriate
level. Go to step 2.
Yes, oil is contaminated:
go to Engine Oil
Contaminated (page
107).
No: Go to step 2.
Step 2 Determine if engine oil is aerated. Decision

A. Run engine for 2 minutes at idle. Yes: Go to Step 3.
B. Turn engine off. No: Go to Step 4.
C. Remove Engine Oil Temperature (EOT) sensor.
D. Inspect engine oil for foaming and aeration.
E. Reinstall EOT.
Is engine oil aerated or foaming?
Step 3 Inspect engine oil system for damage and external leaks. Decision
A. Inspect engine oil pan, oil cooler module, oil filter assembly, turbocharger oil supply Yes: Repair damage
lines, air compressor, high-pressure oil pump, valve cover, and front cover for or leaks. After repairs
damage or leaks. are complete, retest for
original problem.
B. Inspect for external engine oil leaks.
No: Go to Step 4.
Are there external engine oil leaks or oil system damage?
Step 4 Determine if manual gauge, ServiceMaxx™, and instrument panel oil pressure Decision
gauge readings meet specification and match.
Perform Instrument Panel Engine Oil Pressure Gauge Validation Test (page 2340). Yes: Re-examine
complaint.
Does engine oil pressure meet specifications on the Pressure Test Kit (manual) gauge,
ServiceMaxx™, and instrument panel gauge? No: If manual gauge and
ServiceMaxx™ software
do not match, diagnose
EOP sensor and circuits
(page 1152).
No: If manual gauge,
ServiceMaxx™ software,
and instrument panel
gauge match but are
below specifications, go
to Step 5.
Step 5 Determine if oil pressure regulator is operating properly. Decision

Perform Oil Pressure Regulator Inspection (page 2386). Yes: Go to Step 6.
Is oil pressure regulator working correctly? No: Replace oil pressure

regulator. After repairs
original problem.
Step 6 Determine if internal engine lubrication system components are broken, leaking Decision
or out of specification.
Perform Oil and Crankcase Inspection (page 2389) to help determine if the oil pickup tube, Yes: Adjust or repair as
oil pick up tube gasket, piston cooling jets, camshaft bushings, main bearings, rod bearings, needed. After repairs
or oil pressure regulator valve are broken, leaking or out of specification. are complete, retest for
original problem.
Are any internal engine parts damaged or out of specification?
No: Go to Step 7.
Step 7 Determine if engine oil pump is damaged, worn or out of specification. Decision
A. Inspect the engine oil pump housing and plate for gouging, scoring, or a discolored Yes: Replace oil
hot-scored appearance. pump. After repairs
B. Inspect the gerotor gears for excessive wear or damage.
original problem.
C. Perform Measuring Oil Pump Side Clearance and Measuring Oil Pump End
No: Go to Step 8.
Clearance in the Engine Service Manual.
D. Inspect front cover for leaks or damage.
Is engine oil pump out of specification, worn, or damaged?
Step 8 Determine if rocker shaft or rocker arms are out of specification or damaged. Decision
Perform Inspection and Measurement of Rocker Arms and Measuring Rocker Shaft in the Yes: Replace
Engine Service Manual. components as needed.
After repairs are
Are rocker arms or rocker shaft out of specification or damaged?
original problem.
No: End Diagnostic
Steps.

7.7 - High Oil Pressure
Overview
Diagnose high engine lube oil pressure.
Possible Causes
• Dash gauge
• Sensor and sensor circuits
• Pressure regulator valve
• Contaminated oil
• Incorrect oil viscosity
• Restricted oil module drain port
Test Procedure
Step 1 Oil level and contamination check. Decision

Perform the Engine Oil and Quality Check (page 2353). Yes: Low: Add oil to correct
the level. Record the amount
Is the oil level low or contaminated?
of oil added. Go to Step 2
(page 117).
Yes: Contaminated: Do not
continue. Thickened oil may
cause high oil pressure. Go
to Lube Oil Contaminated
symptom (7.1 - Lube Oil
Contamination, page 107).
Step 2 Manual gauge pressure check. Decision

Perform the Oil Pressure Verification Test (page 2337) and Instrument Panel Engine Oil Yes: Review complaint.
Pressure Gauge Validation Test (page 2340). Notify supervisor for further
action.
Does oil pressure meet the specification?
No: ServiceMaxx™ software
and dash gauge do not
match: Diagnose instrument
panel engine oil pressure
gauge.
No: Manual gauge and
ServiceMaxx™ software do
not match: Diagnose sensor
and circuits.
No: Gauge, ServiceMaxx™
software, and dash match,
but are above specifications.
Step 3 Oil pressure regulator inspection. Decision

Perform the Oil Pressure Regulator Inspection (page 2386) procedure. Yes: Go to Step 4 (page
117).
Is the oil pressure regulator working correctly?
No: Replace the regulator.
Retest the oil pressure. If
pressure is correct go to Step
5 (page 118). If pressure is
still high, go to Step 4 (page
117).
Step 4 Oil relief valve and crankcase inspection. Decision

Remove oil filter module (see Engine Service Manual) and inspect oil relief valve Yes: Remove debris, install
passage to crankcase for foreign material. oil filter module (see Engine
Service Manual), and retest.
Is there foreign material or a blockage in crankcase relief passage?
If pressure is correct, go to
Step 5 (page 118).
No: Review complaint and
ensure correct decisions
and good inspections were
made.
Step 5
Reassemble engine.

7.8 - Excessive Oil Consumption

Fuel System Symptoms

8.1 - Fuel Delivery Pressure
Overview
Diagnosis fuel delivery pressure low or high problem.
WARNING: To prevent personal injury or death, keep fuel away from flame and sparks.
Possible Causes
• Low / no fuel in fuel tanks(s)
• Restricted fuel strainer
• Fuel filter restriction
• Fuel gelling in cold weather
• Fuel inlet restriction or leak (supply line, tank, pickup, optional primary fuel filter)
• Restricted fuel return line
• Electric fuel pump power, ground, or relay circuits
• Failed fuel pressure regulator
• Leaking or damaged fuel supply or return fittings
• Incorrect fuel pump O-rings
• Failed fuel pump
Test Procedure

Did you perform 8.0 Fuel System Operational Checkout Procedure (page 40)? Go to Step 2.
Go to 8.0 Fuel System
Operational Checkout
Step 2 Measure fuel delivery pressure Decision

No, Less than specification:
Go to Step 3.
Perform Fuel Delivery Pressure (FDP) Test (page 2273).
No, Greater than
specification: Go to Step 8.
Did fuel delivery pressure meet specification?
Yes: End Diagnostic Steps.
Figure 7 Fuel Pump and O-rings

1. Electric Fuel Pump 2. Brown fuel pump O-rings 3. Fuel strainer
Step 3 Inspect fuel filter, fuel strainer, and fuel pump O-rings. Decision
A. Disconnect fuel inlet from engine mounted fuel filter module. Yes: Go to Step 4.
B. Inspect and clean fuel inlet fitting of debris. No: Install Navistar
International approved
C. Turn Key On for 20 seconds (to reduce fuel in filter module).
fuel filter.
D. Turn Key Off.
Clean or replace fuel
E. Remove and inspect engine mounted fuel filter. strainer.
F. Remove and inspect fuel pump, strainer, and O-rings. Install proper brown O-rings
on fuel pump.
Low fuel delivery pressure, hard to start, or no start can be caused by non-Original
Equipment Manufacturer (OEM) fuel filters and / or wrong O-rings installed on After repairs are complete,
the fuel pump. retest for original problem.
Is fuel filter made by a Navistar International approved manufacturer? Is fuel filter and
strainer clean, and are fuel pump O-rings brown?
Figure 8 Electronic Fuel Pump PWR and GND
Step 4 Determine if fuel pump will run when provided power and ground. Decision
CAUTION: Use a 10 amp fuse in the circuit, in case pump is shorted. Yes: Reinstall fuel pump. Go
to Step 5.
With fuel pump removed from engine, provide power and ground to the pump: No: Replace electric fuel
pump. After repairs are
A. Install Fuel Pump Breakout Harness - ZTSE6023 on fuel pump connector, leave complete, retest for original
engine harness disconnected. problem.
B. Install power circuit with 10 amp fuse to pins-4 and 6.
C. Ground pin-1.
D. Listen for pump running. Let pump run for 30 seconds.
Does pump run?
Step 5 Determine if electric fuel pump power and ground circuits are operating Decision
properly.
Perform Fuel Pump Voltage Test (page 2276). Yes: Go to Step 7.
No: Leave Breakout
Is voltage reading between Pin-6 and Pin-1, and between Pin-4 and Pin-1 within 0.5 volt Harness connected. Go
of battery voltage when the fuel pump is energized? to Step 6.
Step 6 Determine if electric fuel pump power and ground circuits are operating Decision
properly.
Using a Digital Multimeter (DMM) measure voltage between pin-4 and ground, and Yes: Repair electric fuel
between pin-6 and ground, when fuel pump is commanded on. Key must be Off for 10 pump ground circuit. After
seconds, or more, and then cycled On for Electronic Control Module (ECM) to command repairs are complete, retest
fuel pump On. for original problem.
No: Repair electric fuel
Is voltage at pins 4 and 6 within 0.5 volts of battery voltage? pump power circuit. After
Step 7 Determine if fuel inlet problem is present. Decision

Yes: Repair restriction in fuel
supply line, pickup, fuel tank,
Perform the Clean Fuel Source Test (page 2279). Inspect for debris at fuel inlet, clean as
or optional chassis mounted
needed.
fuel filter. After repairs are
Is fuel pressure now greater than minimum Key-On Engine-Off (KOEO) specification? problem.
No: Replace Fuel Pressure
Regulator (see Engine
Service Manual). After
Step 8 Determine if fuel return line is restricted. Decision

A. Check vehicle fuel return line from the fuel filter module fitting to the fuel tank for Yes: Repair fuel return
restrictions. restriction. After repairs are
B. Connect Clean Fuel Source Tool Return Line 15-637-01-3 to the fuel filter
problem.
module fuel return port.
No: Inspect that fuel filter
C. Start engine.
module dry break fitting
opens when return line fitting
Is fuel pressure now within specification? is attached. After repairs are
complete, if fuel pressure
is still high, replace fuel
pressure regulator. After

8.2 - Fuel in Engine Oil

Engine Brake Symptoms

9.1 - Engine Compression Brake Inoperative
Possible Causes
• Incorrect brake lash adjustment
• Brake (oil) pressure relief valve stuck open
• Brake Control Pressure (BCP) leak (worn brake piston seals, etc.)
• Failed Engine Compression Brake 1 (ECB1) Valve
• Engine compression brake switch or circuit inoperative (switch, circuit or body controller could not enable
brake due to not receiving required signals)
• Engine compression brake control system entry conditions not met
Test Procedure
Step
Perform operational checkout procedure. Decision
1
Did you perform 9.0 Engine Compression Brake Operational Checkout Yes: Go to Step 2
Procedure?
No: Go to 9.0 Engine Compression
Brake Operational Checkout
Step Determine if Brake Ctrl Pressure Desired goes above 0 when

Decision
2 commanded.
Review 0 to 60 snapshot. Yes: Go to Step 6
No: Go to Step 3
Did Brake Ctrl Pressure Desired go above 0?
Step Check for Accelerator Pedal Position (APP) or Transmission Output Shaft
Decision
3 Speed (TOSS) Diagnostic Trouble Codes (DTC).
Using Electronic Service Tool (EST) with ServiceMaxx™, check DTC list for: Yes: Got to Fault Code Diagnostics
for SPN 91,191 or 2623
• SPN 91 and 2623 APP
No: Go to Step 4
• SPN 191 TOSS
Is SPN 91, 191, or 2623 active?

Step Verify all operator controls are set properly to allow engine brake
Decision
4 operation.
Verify the following are true: Yes: Go to Step 5
• Traction Control is not active No: Bring all operator controlss to

proper condition to allow engine
• Clutch pedal is released
compression brake operation. After
• Cab mounted engine brake ON/OFF switch is set to ON repairs are complete, retest for
original problem.
• Accelerator pedal is not depressed
• Vehicle transmission is in gear (driveline engaged)
• Torque Convertor lockup engaged
• Engine Oil temperature is greater than 25° C (77° F)
• Anti-lock Brake System (ABS) not active
• Engine speed is greater than 1000 RPM
Are all the above conditions true?
Step Determine if programmable parameter is enabled to allow engine

Decision
5 compression brake operation.
A. Connect EST with ServiceMaxx™ and log-in Yes: Go to Step 6
B. Select Sessions > Programming No: Enable Vehicle Retarder

Control Mode programmable
C. Select the Engine Brake tab
parameter. After repairs are
Is Vehicle Retarder Control Mode programmable parameter enabled? problem.
Step
Determine if Injection Control Pressure (ICP) system is operating properly. Decision
6
Review 0 to 60 snapshot: verify Injection Control Pressure is approximately the Yes: Go to Step 7
same as ICP Desired.
No: Go to CPA High-Pressure Oil
Pump (HPOP) Test (page 2227).
Step
Determine if ICP system is operating properly. Decision
7
Review 0 to 60 snapshot: Yes: Go to CPA High-Pressure Oil
Pump (HPOP) Test (page 2227).
Verify ICP Ctrl is less than 80%
No: Check and adjust brake lash.
Then retest operation.
Is ICP Ctrl less than 80%?

9.2 - Engine Compression Brake Engaged When Not Commanded
Possible Causes
• Failed high-pressure oil manifold
• Brake pressure relief valve stuck shut
• Engine Compression Brake 1 (ECB1) solenoid stuck open or leaking
• Engine Compression Brake 1 (ECB1) circuit fault
• Incorrect brake lash adjustment
• BCP sensor or circuit fault
Test Procedure
Step
Perform operational checkout procedure. Decision
1
Did you perform 9.0 Engine Compression Brake Operational Checkout Yes: Go to Step 2
Procedure?
No: Go to 9.0 Engine Compression
Brake Operational Checkout
Step Determine if Brake Ctrl Pressure is approximately the same as Brake

Decision
2 Ctrl Pressure Desired.
Review 0 to 60 snapshot Yes: adjust engine brake lash
see Engine Service Manual. After
Is Brake Ctrl Pressure below 100 psi, when Brake Ctrl Pressure Desired is 0?
original problem.
No: Do BCP sensor and circuit
checks (SPN 4287 Pin-Point Tests).
If checks are good, Go to Step 3.
CAUTION: See latest version of N9 and N10 Engine and Aftertreatment Wiring Schematic Form 0000003481
for additional circuit information.
Step Determine if Engine Compression Brake 1 (ECB1) circuits are operating

Decision
3 properly.
Check ECB1-L and ECB1-H circuits for Open, short to ground, or short to power. Yes: Go to Step 4
No: Repair circuit(s). After repairs
Are ECB1-L and ECB1-H circuits operating properly? are complete, retest for original
problem.
Step
Determine if ECB1 actuator or O-rings are leaking or damaged. Decision
4
A. Remove ECB1 actuator. See Engine Service Manual Yes: Replace O-rings and reinstall
original ECB1 (if undamaged). After
B. Check ECB1 actuator and O-rings for leaks or damage
original problem.
Is ECB1 actuator or O-rings leaking or damaged?
No: Go to Step 5
Step
Determine if ECB1 actuator, or High-Pressure oil manifold have failed. Decision
5
A. Install new ECB1 actuator Yes: End Diagnostic Steps
B. After repairs are complete, retest for original problem. No: Install a new high-pressure
oil manifold. Adjust engine brake
lash see Engine Service Manual.
Is engine compression brake engaged when not commanded problem repaired?
After repairs are complete, retest

Aftertreatment Symptoms
10.1 - Parked Regeneration Will Not Activate
Overview
Diagnose cause of parked aftertreatment regeneration is commanded ON, but aftertreatment regeneration does
not start.
Possible Causes
• Power Take Off (PTO) / Auxilliary Engine Speed Control (AESC) active
• Accelerator off idle
• Clutch engaged
• Engine not warmed up (Engine Coolant Temperature 1 (ECT1) below 122°F [50° C])
• Regeneration inhibit switch enabled
• Service brake active
• System fault active
• Vehicle speed 5 MPH or more
Test Procedure

Did you perform 10.0 Aftertreatment Operational Checkout Procedure? Yes: Go to Step 2 (page
131).
No: Go to 10.0
Aftertreatment
Step 2 Check for Diagnostic Trouble Codes (DTC). Decision

Using Electronic Service Tool (EST) with ServiceMaxx™ software, check for active DTCs. Yes: Go to Fault
appropriate SPN.
Does EST DTC list have any active SPN (other than DPF soot load SPN 3251, 3719
or 3936)? No: Go to Step 3 (page
131).
Do NOT diagnose DPF soot load faults at this time.

Step 3 Verify all operator controls are set properly to allow parked regeneration. Decision
Verify the following are true: Yes: Go to Step 4 (page
132).
• Power Take-Off (PTO) / Auxiliary Engine Speed Control (AESC) is not active
No: Bring all operator
• Accelerator pedal is not depressed
controls to proper
• Clutch pedal is released condition to allow a
parked regeneration.
• Engine is warmed up – ECT1 is above 122°F (50° C)
After repairs are
• Regeneration inhibit switch is not enabled complete, retest for
original problem.
• Service brake is not depressed
• Vehicle speed is less than 5 MPH
Are all the above conditions true?
Step 4 Use Electronic Service Tool (EST) to determine if parked regeneration is Decision
inhibited.
A. Connect EST with ServiceMaxx™ and log in. Yes: Repair component
or circuit causing Inhibitor
B. Select > Procedures > KOER Aftertreatment Procedures > DPF Regeneration.
to be “inhibited”. After
C. Select Inhibitors tab repairs are complete,
retest for original
problem.
Are any Inhibitors listed as “inhibited”?
132).
Step 5 Verify Electronic Control Module (ECM) is receiving signal to start parked Decision
regeneration.
A. Press Parked Regen Switch. Yes: Verify each step
was completed correctly
B. Using EST with ServiceMaxx™
No: Repair Force Regen
C. Select > Procedure > KOER Aftertreatment Procedures > System State tab >
Switch or circuit. After
Regen Status sub tab.
retest for original
Is the AFT DPF Regen Stage active? problem.

10.2 - Black Smoke
Overview
Diagnose excessive black smoke comes out of exhaust.
Possible Causes
• Diesel Particulate Filter (DPF)
• Engine performance problem
• Exhaust leaks or damage
Test Procedure

Did you perform 10.0 Aftertreatment Operational Checkout Procedure? Yes: Go to
No: Go to 10.0
Aftertreatment
Step 2 Check for engine performance related Diagnostic Trouble Codes (DTC). Decision
Using Electronic Service Tool (EST) with ServiceMaxx™, check DTC list for: Yes: Go to Fault
appropriate SPN.
• SPN 931 Electric Fuel Pump (EFP) 134).
• SPN 651 - 656, 2797, 2798, 3055, 3659 - 3664, 4257 Injector (INJ)
Does ETC DTC list have any of the above listed SPN?
Step 3 Test basic functionality of Diesel Particulate Filter (DPF). Decision

Perform Snap Acceleration Test (page 2394). Yes: Go to Step 4 (page
134).
Is black smoke visible? No: Review operator

complaint.
Step 4 Determine if DPF is reusable. Decision

A. Remove and Inspect Diesel Particulate Filter (DPF) (see Exhaust Aftertreatment Yes: Install DPF. Go to
System with DPF and SCR Service Manual). Step 5 (page 134).
B. Compare DPF to DOC and DPF Reuse Guidelines. No: Replace DPF. Go to
Step 6 (page 135).
Can the DPF be reused?

Step 5 Do DPF regeneration and check for exhaust leaks and damage. Decision
Perform DPF Regeneration Procedure . Yes: Verify steps were
completed correctly and
While test is running, check the following components for exhaust leaks and verify all
the proper decision was
fasteners, brackets and clamps are secured and undamaged:
made.
• Low-Pressure (LP) turbocharger outlet pipe
No: Repair exhaust
• Exhaust Back Pressure Valve (EBPV) leaks, damage and loose
parts. After repairs are
• Flexible mesh pipe to the DOC inlet
• Diesel Oxidation Catalyst (DOC) inlet original problem.
Are all components free of exhaust leaks and all fasteners, brackets and clamps secure
and undamaged?
Step 6 Test for failed air management system actuator. Decision

A. Perform Air Management Test (page 2175) while recording snapshot in Yes: Go to Step 7 (page
ServiceMaxx™. 135).
B. When tests is complete, stop recording. No: Diagnose and repair

failed actuator. After
C. Use playback feature in ServiceMaxx™ to graph the following signal values:
• Mass Air Flow (MAF) mean retest for original
problem.
• Intake Manifold Pressure (IMP)
• Exhaust Gas Recirculation (EGR) valve position.
Does snapshot closely match Air Management System Graph (GOOD) (page 2177)?
Step 7 Check for Mass Air Flow (MAF) Diagnostic Trouble Codes (DTC). Decision
Using Electronic Service Tool (EST) with ServiceMaxx™, check DTC list for: Yes: Go to Fault
• SPN 132 MAF
appropriate SPN 132
fault. After repairs are
Are SPN 132 faults present? complete, retest for
original problem.
135).
Step 8 Inspect engine air intake (boost) leaks or restrictions. Decision

A. Inspect air intake system from air filter to engine intake manifold for air leaks, Yes: Perform 0 to 60
damage or restrictions. MPH Test (page 2236).
B. Pressurize the Charge Air Cooler (CAC) system to 35 psi (241 kPa) using Charge
Air Cooler (CAC) Tester ZTSE4341 and Interstage Cooler (ISC) Test Kit ZTSE4937. No: Repair air intake
system leaks, damage or
C. Inspect hoses and clamps, ISC and CAC
restrictions. After repairs
Is the air intake system and CAC system free of restrictions, leaks or physical damage? original problem.
A. Using ServiceMaxx™ playback, graph the following signal values from the 0 to Yes: Go to Step 10 (page
60 MPH Test: 136).
• ICP Desired No: Diagnose and

repair ICP system
• ICP Actual
• Injection Pressure Regulator (IPR) valve control % are complete, retest for
original problem.
B. Look at snapshot and compare to 0 to 60 ICP/ICPD Graph (page 2240).
Is ICP system operating similar to the 0 to 60 ICP/ICPD Graph?
Step 10 Review air management system operation during acceleration. Decision

A. Using ServiceMaxx™ playback, graph the following signal values from 0 to 60 Yes: Go to Step 11 (page
MPH Test: 136).
• Engine Speed No: Diagnose and repair

air management system
• Engine Load
• Intake Manifold Pressure (IMP) are complete, Go to Step
11 (page 136).
• Exhaust Back Pressure (EBP)
• Accelerator Pedal Position 1 (APP1)
B. Look at snapshot and reference 0 to 60 MPH RPM, Load, IMP, EBP and APP1
Graph (page 2242).
Is air management system operating similar to 0 to 60 MPH RPM, Load, IMP, EBP and
APP1 Graph?
Step 11 Verify exhaust gas temperatures are within specifications. Decision

A. Perform DPF Regeneration Procedure while recording a snapshot in Yes: Go to Step 12 (page
ServiceMaxx™. 137).
B. When procedure is complete, stop recording No, graph does not

match: Go to Fault Code
C. Use playback feature in ServiceMaxx™ and graph the following signal values:
Diagnostics for failed
• Diesel Oxidation Catalyst Inlet Temperature (DOCIT) DOCIT, DPFIT and/or
DPFOT. After repairs
• Diesel Particulate Filter Inlet Temperature (DPFIT)
• Diesel Particulate Filter Outlet Temperature (DPFOT) original problem.
D. Look at snapshot and reference Normal Exhaust Gas Temperature Graph (page No, exhaust
2245) and compare to Soot Load Level versus Exhaust Gas Target Temperature temperatures do not
Chart (page 2406). reach target temperature:
Test and repair Engine
Throttle Valve (ETV)
Does snapshot closely match Normal Exhaust Gas Temperature Graph and does exhaust and/or Exhaust Back
gas reach target temperature for soot load level? Pressure Valve (EBPV).
After Repairs are
original problem.
Step 12 Repair any active faults set during DPF Regeneration. Decision
Using EST with ServiceMaxx™, check DTC list for fault code(s) that may have become Yes: Go to Fault
active during the DPF Regeneration Procedure. Code Diagnostics for
appropriate fault. After
Does DTC List contain any active fault code(s)?
retest for original
problem.
No: End Diagnostic
Steps.

10.3 - White Smoke
Overview
Diagnose cause of unburned diesel fuel or coolant passing into exhaust. Some white smoke is normal during
engine warm-up.
Possible Causes
• Diesel Oxidation Catalyst (DOC)
• Exhaust Gas Recirculation (EGR) Cooler failure
• Injector fault
• Down Stream Injection (DSI) System (only if fault code sets)
• Low cylinder compression (rings, etc.)
• Air management system problems
• Intake air heater fault
Test Procedure

Did you perform 10.0 Aftertreatment Operational Checkout Procedure? Yes: Go to Step 2 (page
138).
No: Go to 10.0
Aftertreatment
Step 2 Determine if engine coolant is low, engine is overheating or has a history of Decision
either.
A. Review current Repair Order Yes: Go to 6.2 Coolant
Loss (page 89), or 6.3
B. Review repair history using Navistar® Service Portal, enter Chassis/VIN Number
Coolant Over-Temp
(page 91). After repairs
Is engine coolant low, is engine overheating, or is there a history of either? are complete, retest for
original problem.
138).
Step 3 Determine if engine has a performance problem. Decision

Does vehicle have an engine performance problem (low power, misfire etc.)? Yes: Go to 5.0 Engine
Load Operational
Checkout Procedure
original problem.
139).
Step 4 Check for engine performance related Diagnostic Trouble Codes Decision
(DTC).
Using Electronic Service Tool (EST) with ServiceMaxx™, check DTC list for: Yes: Go to Fault Code Diagnostics
for appropriate SPN.
• SPN 102 Intake manifold Pressure (IMP)
• SPN 111 Engine Warning and Protection System (EWPS)
• SPN 636 Camshaft Position Sensor (CMP)
• SPN 637 Crankshaft Position Sensor (CKP)
• SPN 2659 Air Management System (AMS)
• SPN 27, 2791 Exhaust Gas recirculation (EGR)
• SPN 3471, 3479 Aftertreatment Fuel Doser (AFTFD)
• SPN 3480 Aftertreatment Fuel Pressure 1 (AFTFP1)
• SPN 3482 Aftertreatment Fuel Enable Control (AFTFEC)
• SPN 3556, 4077 Aftertreatment Fuel Pressure 2 (AFTFP2)
• SPN 5456 Aftertreatment Fuel Temperature (AFTFT)

• SPN 651 - 656, 2797, 2798, 3055, 3659 - 3664, 4257 Injector (INJ)
• SPN 729 Intake Air Heater Control (IAHC)
Step 5 Test Intake Air Heater (IAH) System. Decision

Perform Intake Air Heater System Test (page 2283). Yes: Go to Step 6 (page
140).
Is IAH system operating properly and did all intake air heater Tests pass? No: Repair IAH Faults.
After repairs are
original problem.
Step 6 Test cooling system operation with engine at operating temperature. Decision
A. Run engine to operating temperature Yes: Go to Step 7 (page
140).
B. Perform Cooling System Pressure Test (page 2314), Coolant Over-Flow /
Over-Temperature Test (page 2318) and Thermostat Operational Test (page 2319). No: Repair coolant
system problem. After
Is cooling system holding coolant under pressure, not overheating or overflowing?
retest for original
problem.
WARNING: To prevent injury or death, allow engine to cool before removing components.
WARNING: To prevent injury or death, provide proper ventilation when operating an engine in a
closed area. Inhalation of exhaust gas can be fatal.
Step 7 Determine if base engine problem is causing white smoke. Decision

A. Remove turbocharger down pipe. Yes: Repair base engine
problem causing white
B. Run engine to operating temperature.
smoke (EGR Cooler,
C. Run engine at high idle for 10 seconds. cracked injector tip,
failed power cylinder,
etc.). After repairs are
Is thick white smoke clearly visible?
original problem.
140).
Step 8 Determine if DOC and DPF are operating properly. Decision

Perform DPF Regeneration . Yes: Remove and
inspect DOC. Refer
to “DOC and DPF
Does Diesel Particulate Filter Outlet Temperature (DPFOT) exceed 1200° F (650° C)?
Reuse Guidelines” in the
Exhaust Aftertreatment
System with DPF and
SCR Service Manual.
After repairs are
original problem.
No: End Diagnostic
Steps.

Fault Code Diagnostics

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

Overview of AAT Sensor
SPN FMI Description

171 2 AAT Signal Erratic, Intermittent, or Incorrect (page 144)
171 3 AAT Signal Out of Range HIGH (page 146)
171 4 AAT Signal Out of Range LOW (page 152)
Overview
Ambient Air Temperature (AAT) measures outside air temperature where engine is operating. AAT represents
air temperature for engine cooling performance.
SPN 171 FMI 2 - AAT Signal Erratic, Intermittent, or Incorrect
Condition / Description Setting Criteria Enable Conditions / Condition Values

Comparison of Ambient Air Absolute difference between Key ON time < 500 seconds
Temperature sensor to other Ambient Air Temperature and
Temperature compensation based on
engine temperature sensors Manifold Air Temperature >
engine coolant temperature and engine
after a calibrated adjustable 59°F (15°C)
off timer of Table A156
cold-soak period (time).
AND Absolute difference between
Engine Off timer ≥ 28800 seconds
Ambient Air Temperature and
Charge Air Cooler Out Temperature OBD Global Monitoring is not disabled
> 59°F (15°C)
Absolute difference between Manifold
Air Temperature and Charge Air Cooler
Out Temperature < 59°F (15°C)
Fault Overview
ECM Compares Ambient Air Temperature (AAT) sensor other engine temperature sensors after a calibrated
adjustable cold-soak period (time).
Lamp Reaction
Malfunction Indicator Lamp (MIL) will illuminate when this fault is detected during two consecutive drive cycles.
Associated Faults
None
Fault Facts
None
Drive Cycle to Determine Fault Status

Continuous
Possible Causes
• Failed wiring
• Failed AAT sensor
Step 1 Check for active or pending fault codes. Decision

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

A. Key OFF. Yes: Go to Step 3.
B. Disconnect AAT connector. No: Repair connector,

harness, or terminal
C. Check AAT and connector terminals for: damaged or pinched wires; moisture or
damage. After repairs
corroded terminals; loose, bent, or broken pins; or broken connector housing.
Are AAT connector, harness, and terminals clean and undamaged? SPN 171 FMI 2.

A. Key OFF. Yes: Replace AAT
sensor. After repairs are
B. Connect Breakout Harness ZTSE4993 between pin-1 and pin-2 on AAT connector.
complete, retest for SPN
C. Key-On Engine-Off (KOEO). 171 FMI 2.
Using EST with ServiceMaxx™ software, measure voltage between pin-1 and pin-2. No: Go to step 4.
Is voltage less than 0.5 volts?

A. Key OFF. Yes: Repair AAT signal
wire. After repairs are
B. Connect Breakout Harness ZTSE4993 between pin-1 and known good GND.
C. Key-On Engine-Off (KOEO). 171 FMI 2.
Using EST with ServiceMaxx™ software, measure resistance. No: Repair AAT SIG
GND wire. After repairs
Is resistance less than 5 ohms?
SPN 171 FMI 2.
End Diagnostic Tests

After performing all tests, if no problem is found, verify if each step was completed correctly and proper decision was
made. Return to SPN 171 FMI 2 fault code diagnostics.
SPN 171 FMI 3 - AAT Signal Out of Range HIGH
Condition / Description Setting Criteria Enable Conditions / Condition

Values
Ambient Air Temperature (AAT) value AAT sensor voltage > 4.5 volts Key ON
greater than expected.
Fault Overview
Fault code sets when Engine Control Module (ECM) detects that Ambient Air Temperature (AAT) voltage is
greater than 4.5 volts for 2 seconds.
Lamp Reaction
Associated Faults
None
Fault Facts
None
Drive Cycle
Continuous
Possible Causes
• AAT sensor signal circuit OPEN
• AAT sensor signal circuit short to PWR
• AAT sensor SIG GND circuit OPEN
Step 1 Check for active fault codes. Decision

Using Electronic Service Tool (EST) with ServiceMaxx™ software, check Diagnostic Yes: Go to Step 2.
Trouble Code (DTC) list for SPN 171 FMI 3.
Does EST DTC list show SPN 171 FMI 3 as active or pending? Inactive Fault Diagnostic
Step 2 Inspect connections at Ambient Air Temperature (AAT) sensor. Decision

A. Key-On Engine-Off (KOEO). Yes: Perform Pin-Point Test
(SPN 171 FMI 3) .
B. Disconnect AAT harness connector.
No: Repair connector,
C. Check AAT and connector terminals for damaged or pinched wires; corroded
harness, or terminal damage.
terminals; loose, bent, or broken pins; or broken connector housing.
Are sensor connector, harness and terminals clean and undamaged? retest for SPN 171 FMI 3.
Pin-Point Test (SPN 171 FMI 3)
Figure 10 Ambient Air Temperature (AAT) Sensor Circuit Diagram
See the latest version of Navistar® N9 and N10 Engine and Aftertreatment Wiring Schematic Form 0000003481
WARNING: To prevent personal injury or death, stay clear of rotating parts (belts and fan) and hot
engine surfaces.
Tools Required
• Breakout Harness ZTSE4871
• Digital Multimeter (DMM)
• Electronic Service Tool (EST) with ServiceMaxx™ software
• Interface cable (RP1210B-compliant supporting J1939 and J1708)
Figure 11 Test 1 AAT sensor circuit check
Test 1 Setup
A. Key OFF.
B. Connect Breakout Harness ZTSE4871 to AAT vehicle harness and leave AAT sensor disconnected.
C. Key ON.
Test 1 AAT Circuit Voltage Check for Short to PWR Specification

Use Digital Multimeter (DMM) to measure voltage between Greater than 6 volts
Breakout Harness ZTSE 4871 pin-2 and a known good
GND.
Decision
Is voltage greater than 6.0 volts? Yes: Repair short to PWR between AAT pin-2 and Engine
Control Module (ECM) 76-Pin pin C-47. After repairs are
complete, retest for SPN 171 FMI 3.
No: Go to Test 2.
Test 2 Setup
A. Key OFF.
C. Using Breakout Harness ZTSE4498 short pin-1 and pin-2 of Breakout Harness ZTSE4871 together.
D. Connect Electronic Service Tool (EST) to vehicle Diagnostic Connector (page 2124).
E. Key ON, log into ServiceMaxx™ software.
Test 2 Specification
Using EST with ServiceMaxx™ software, clear Diagnostic DTC list SPN 171 FMI 4 sets
Trouble Code (DTC) fault list.
Decision
Does SPN 171 FMI 4 set after DTC list is cleared? Yes: Replace AAT sensor. After repairs are complete,
retest for SPN 171 FMI 3.
No: Go to Test 3.
Test 3 Setup
A. Key OFF.
C. Using Breakout Harness ZTSE4498, short Breakout Harness ZTSE4871 pin-2 to GND.
D. Connect Electronic Service Tool (EST) to vehicle Diagnostic Connector.
E. Key ON, log in to ServiceMaxx™ software.
Test 3 Clear DTC fault list. Specification

Using EST with ServiceMaxx™, clear DTC fault list. SPN 171 FMI 4 sets in DTC list
Decision
Does SPN 171 FMI 4 set after DTC list is cleared? Yes: Repair Open between AAT sensor pin-1 and ECM pin
C-35. After repairs are complete, retest for SPN 171 FMI 3.
No: Repair Open between AAT sensor pin-2 and ECM pin

After performing all tests, if no problem is found, verify if each step was completed correctly and the proper decision was
SPN 171 FMI 4 - AAT Signal Out of Range LOW
Condition / Description Setting Criteria Enable Conditions / Values

Ambient Air Temperature (AAT) sensor AAT sensor voltage < 0.25 volt Key ON
reading is lower than expected.
Fault Overview
Fault code sets when Engine Control Module (ECM) detects that Ambient Air Temperature (AAT) signal voltage
is lower than expected.
Lamp Reaction
Malfunction Indicator Lamp (MIL) will illuminate when the fault is detected during two consecutive drive cycles.
Associated Faults
None
Fault Facts
None

Continuous
Possible Causes
• Ambient Air Temperature (AAT) signal circuit short to GND
Step 1 Check for active fault code. Decision

Step 2 Inspect connections at Ambient Air Temperature (AAT) sensor module Decision
connector.
A. Key OFF. Yes: Perform Pin-Point
Tests .
B. Disconnect Ambient Air Temperature (AAT) sensor module connector.
C. Check AAT sensor module and connector terminals for: damaged or pinched wires;
Are the AAT sensor module connector, harness, and terminals clean and undamaged? are complete, retest for
SPN 171 FMI 4.
Pin-Point Tests (SPN 171 FMI 4)
Figure 14 Ambient Air Temperature (AAT) Sensor Circuit Diagram
engine surfaces.
See the latest version of Navistar® N9 and N10 Engine and Aftertreatment Wiring Schematic Form 0000003481
Tools Required
• Interface cable (RP-1210B-compliant supporting J1939 and J1708)
Test 1 Setup
A. Key OFF.
B. Disconnect Ambient Air Temperature (AAT) sensor harness connector and leave sensor disconnected.
C. Connect Electronic Service Tool (EST) to vehicle Diagnostic Connector (page 2124).
D. Key ON. Log in to ServiceMaxx™ software.
Using EST with ServiceMaxx™ software, clear Diagnostic SPN 171 FMI 3 sets
Trouble Code (DTC) list.
Decision
Does SPN 171 FMI 3 set after DTC is cleared? Yes: Replace AAT sensor. After repairs are complete,
No: Repair short to GND between AAT sensor pin-2 and
Engine Control Module (ECM) pin C-47. After repairs are

AFT (Aftertreatment) System

Overview of AFT System Group
SPN FMI Description

3251 0 DPFDP excessively HIGH (Plugged filter) (page 158)
3251 15 DPF Soot Load - Least Severe Level (page 160)
3251 16 DPF Soot Load - Moderately Severe Level (page 162)
3695 2 DPF Regen Inhibit Switch erratic, intermittent or incorrect (page 164)
3695 19 DPF Regen Inhibit Switch status not detected on J1939 (page 166)
3703 31 DPF Active Regeneration Inhibited Due to Inhibit Switch (page 168)
3713 31 DPF Active Regeneration Inhibited Due to System Timeout (page 170)
3719 0 DPF Soot Load - Highest (level 3/3) (page 172)
3719 15 DPF Soot Load - Lowest (level 1/3) (page 174)
3719 16 DPF Soot Load - Moderate (level 2/3) (page 176)
3750 31 DPF Regen inhibited due to low exhaust temperatures (page 178)
3936 14 DOC/DPF Temperature module (Incorrect Part) (page 180)
3936 15 DPF System above Warning Pressure (page 182)
3936 16 DPF System above Maximum Pressure (page 186)
4795 31 DPFDP excessively LOW (sensor/circuit fault or missing DPF) (page 190)
4796 31 Diesel Oxidation Catalyst Missing (page 192)
5298 17 DOC Efficiency fault, Temperature below minimum Regen Aborted (page 195)
5298 18 DOC Efficiency fault, Temperature below minimum (page 198)
5319 31 DPF incomplete Regeneration (page 200)
Overview
Aftertreatment (AFT) System catalyzes carbon monoxide (CO), Oxides of Nitrogen (NOx), and Hydrocarbons
(HC), and has three main components: Diesel Oxidation Catalyst (DOC) and Diesel Particulate Filter (DPF),
decomposition reactor tube, and Selective Catalyst Reduction (SCR) catalyst.
DPF captures soot and other particulates exiting engine. Typically good running engine will have 99% soot to
1% ash.
Soot is captured by DPF. Although DOC should not require regular maintenance, DPF does require occasional
off-board cleaning to remove ash.
Soot is converted to carbon dioxide by a process of regeneration (Regen). Temperature at face of DPF is raised
to approximately 1000°F (538°C), for a period of time, depending on amount of soot that accumulated within
DPF. Regen time is calculated by the DPF Differential Pressure (DPFDP) feedback.
Regen may take place as vehicle is in operation under steady state heavy engine loading condition, or by
commanding Parked Regen.
During Parked Regen, engine speed is increased, while Engine Control Module (ECM) controls Post-Injection,
Exhaust Gas Recirculation (EGR), and Engine Throttle Valve (ETV) to increase heat going into exhaust system.
Intake Air Heater (IAH) may also cycle on and off, not just to increase Intake Air Temperature (IAT), but to add
extra load on engine.
Health of system and Regen processes are monitored by DOC Intake Temperature (DOCIT), DPF Intake
Temperature (DPFIT), DPF Outlet Temperature (DPFOT), and Diesel Particulate Filter Differential Pressure
(DPFDP) / Diesel Particulate Filter Outlet Pressure (DPFOP) sensor. DPFDP / DPFOP sensor measures
pressure difference across DPF. DOCIT, DPFIT, and DPFOT sensors measure temperature differences across
DOC and DPF and are part of DOC / DPF temperature sensor module.
DPF and / or DOC may fail or become restricted prematurely for a number of reasons. It is important to pinpoint
root cause and repair failure before replacing DOC or DPF. Failure to do so could result in destroying a newly
replaced component.
Any time DPF is replaced or removed for cleaning, record DPF serial number and use ServiceMaxx™ software
to run Diesel Particulate Filter Servicing procedure. Follow on-screen instructions. See DPF Servicing in
"DIAGNOSTIC SOFTWARE OPERATION" for additional information.
Aftertreatment system reduces NOx by injecting Diesel Exhaust Fluid (DEF) through Diesel Exhaust Fluid Doser
Unit (DEF: DU), and into decomposition reactor tube. Exhaust heat in decomposition reactor tube causes DEF
to break down and convert to ammonia and CO2.
Final component of aftertreatment system is SCR catalyst. SCR catalyst completes break down of DEF into
ammonia and CO2, and then converts ammonia and NOx into Nitrogen gas and water.
SPN 3251 FMI 0 - DPFDP excessively HIGH (Plugged filter)

Values
TBD TBD TBD
Fault Overview
Lamp Reaction
Associated Faults
SPN / FMI: 3246/20, 3251/2, 3251/21, 3556/0, 3556/1, 3556/7, 3719/0, 3719/15, 3719/16, 3936/0, 3936/2, and
3936/14
Fault Facts
None

Continuous
Possible Causes
• Restricted or plugged filter
• Biased Diesel Particulate Filter Differential Pressure (DPFDP) sensor or circuit
• Reversed DPF sensor hoses
Step 1 Check for associated fault code. Decision

Using Electronic Service Tool (EST) with ServiceMaxx™ software, check Yes: Go to Step 2.
Diagnostic Trouble Code (DTC) list for SPN 3695 FMI 19 (J1939).
No: Repair SPN 3695 FMI 19. After
repairs are complete, retest for SPN
Is EST DTC list free of SPN 3695 FMI 19? 3695 FMI 2.

Step 2 Check for correct DPF regen inhibit switch position. Decision
Verify DPF regen inhibit switch is in correct position. Yes: Replace DPF regen inhibit
switch. After repairs are complete,
Is DPF regen inhibit switch OFF, allowing for active regenerations of
aftertreatment system? No: Turn DPF regen inhibit switch
OFF. After repairs are complete,

After performing diagnostic steps, if SPN 3695 FMI 2 remains, verify if step was completed correctly and proper
decision was made. Notify supervisor for further action.
SPN 3251 FMI 15 - DPF Soot Load - Least Severe Level

Values
TBD TBD TBD
Fault Overview
Lamp Reaction
Associated Faults
Fault Facts
Possible Causes
•
See N13 Engine with SCR Diagnostic Manual 0000002161 for information on this fault code.
SPN 3251 FMI 16 - DPF Soot Load - Moderately Severe Level

Values
TBD TBD TBD
Fault Overview
Lamp Reaction
Associated Faults
Fault Facts

Possible Causes
•
SPN 3695 FMI 2- DPF Regen Inhibit Switch erratic, intermittent, or incorrect

Active regeneration of the Active regeneration needed and DPF DPF regen inhibit switch ON
aftertreatment system is inhibited regen inhibit switch active
Key-On Engine-Running (KOER)
due to Diesel Particulate Filter
(DPF) regen inhibit switch left in ON
position.
Fault Overview
Fault code sets when Aftertreatment Control Module (ACM) detects Diesel Particulate Filter (DPF) regen inhibit
switch is On, and active regeneration of aftertreatment system is needed.
Lamp Reaction
Malfunction Indicator Lamp (MIL) will illuminate when this fault is detected during two consecutive trips.
Associated Faults
SPN 3695 FMI 19 (J1939)
Fault Facts
None

Continuous
Possible Causes
• Diesel Particulate Filter (DPF) regen inhibit switch ON
• Failed DPF regen inhibit switch

Step 2 Check for correct DPF regen inhibit switch position. Decision
Verify DPF regen inhibit switch is in correct position. Yes: Replace DPF regen inhibit
switch. After repairs are complete,
Is DPF regen inhibit switch OFF, allowing for active regenerations of
aftertreatment system? No: Turn DPF regen inhibit switch
OFF. After repairs are complete,

SPN 3695 FMI 19 - DPF Regen Inhibit Switch status not detected on J1939

Diesel Particulate Filter (DPF) DPF regen inhibit switch status Key ON
regen inhibit switch status not detected on J1939
is not detected.
Fault Overview
Fault code sets when Aftertreatment Control Module (ACM) does not receive a message for status of Diesel
Particulate Filter (DPF) regen inhibit switch over J1939 bus.
Lamp Reaction
This fault does not illuminate any lamp.
Associated Faults
None
Fault Facts
None

Continuous
Possible Causes
• Failed or missing DPF regen inhibit switch
• Incorrectly programmed ACM
Step 1 Verify presence of DPF regen inhibit switch. Decision

Verify truck is equipped with DPF regen inhibit switch. Yes: Repair DPF regen inhibit
switch fault (See appropriate Truck
Electrical Circuit Diagrams). After
Is vehicle equipped with DPF regen inhibit switch?
3695 FMI 19.
No: Verify ACM is not programmed
for DPF regen inhibit switch. After
3695 FMI 19.

SPN 3703 FMI 31 - DPF Active Regeneration Inhibited Due to Inhibit Switch

Active regeneration of aftertreatment SPN 3719 FMI 0, 15, or 16 active or Key-On Engine-Running (KOER)
system inhibited due to Diesel active regeneration requested while
Regen inhibit switch enabled
Particulate Filter (DPF) regen inhibit regen inhibit switch is enabled
switch.
Fault Overview
Fault code sets when Aftertreatment Control Module (ACM) detects regeneration (regen) inhibit switch is enabled
when any of following occur: SPN 3719 FMI 0, 15, or 16 (DPF soot load) is active; or Active regeneration of
aftertreatment system is needed.
Lamp Reaction
This fault does not illuminate any lamps.
Associated Faults
SPN 3695 FMI 2 and 19 (regen inhibit switch)
Fault Facts
This fault can indicate reason high soot load faults have been logged.

Continuous
Possible Causes
• Regen inhibit switch enabled when active regeneration is needed.
Step 1 Check for associated fault codes. Decision

Diagnostic Trouble Code (DTC) list for SPN 3695 FMI 2 and 19 (regen inhibit
No: Repair SPN 3695 FMI 2 and 19.
switch).
After repairs are complete, retest for
SPN 3703 FMI 31.
Is EST DTC list free of SPN 3695 FMI 2 and 19?
Step 2 Check for correct Diesel Particulate Filter (DPF) regen inhibit switch Decision
position.
Verify DPF regen inhibit switch is in correct position. Yes: Run parked regen of
aftertreatment system. After
parked regen is performed, retest for
Is DPF regen inhibit switch disabled allowing for active regenerations of
SPN 3703 FMI 31.
aftertreatment system?
No: Disable regen inhibit switch
and perform a parked regen of
aftertreatment system. After parked
regen is performed, retest for SPN
3703 FMI 31.

SPN 3713 FMI 31 - DPF Active Regeneration Inhibited Due to System Timeout

Active regeneration of Regen inhibit fault present Key ON
aftertreatment system is needed,
but fault that inhibits regeneration
is present.
Fault Overview
Fault code sets when Aftertreatment Control Module (ACM) detects active regeneration is needed, but fault that
inhibits regeneration is present.
Lamp Reaction
None
Associated Faults
• SPN 3242 FMI 0, 2, 3, 4, • SPN 3246 FMI 0, 2, 3, 4, • SPN 3251 FMI 2, 3, 4 • SPN 3480 FMI 3, 4, (AFT:
15, 16 (DPFIT) 15, 16 (DPFOT) (DPFDP) FP1) and (AFT: FT)
• SPN 3482 FMI 3, 4, (AFT: • SPN 3556 FMI 0, 1, 7 • SPN 3610 FMI 2, 3, 4 • SPN 3695 FMI 2, 19 (DPF)
FPC) (AFT: FP2) (DPFDP)
• SPN 3703 FMI 31 (AFT) • SPN 3719 FMI 0, 15, 16 • SPN 3750 FMI 31 (AFT) • SPN 3936 FMI 0, 14, 15
(AFT) (DPF System)
• SPN 4360 FMI 2 (SCRIT) • SPN 4765 FMI 2, 3, 4, 16 • SPN 4792 FMI 14 (AFT) • SPN 4794 FMI 31 (AFT)
(DOCIT)
• SPN 4795 FMI 31 (AFT) • SPN 4796 FMI 31 (AFT) • SPN 5298 FMI 17, 18 • SPN 5397 FMI 31 (AFT)
(AFT)
• SPN 5742 FMI 11, 16 • SPN 5743 FMI 11, 16
(DOC / DPF Temperature (SCR Temp sensor module)
Sensor Module)

Continuous
Fault Fact
This fault can indicate the reason high soot load faults have been logged.
Possible Causes
• Regen inhibit faults present when active regeneration is needed.
Step 1 Check for associated fault codes Decision

Using Electronic Service Tool (EST) with ServiceMaxx™ software, check Diagnostic Trouble Yes: Run a parked
Code (DTC) list for Associated Faults(page 170). regeneration of the
aftertreatment system,
Is EST DTC list free of Associated Faults?
and retest for SPN 3713
FMI 31.
No: Repair Associated
Faults. After repairs are
3713 FMI 31.

After performing all diagnostic steps, if SPN 3713 FMI 31 remains, verify if each step was completed correctly and proper
SPN 3719 FMI 0: DPF Soot Load - Highest (level 3/3)

Values
TBD TBD TBD
Fault Overview
Lamp Reaction
Associated Faults
Fault Facts

Possible Causes
•
SPN 3719 FMI 15 DPF Soot Load - Lowest (level 1/3)

Values
TBD TBD TBD
Fault Overview
Lamp Reaction
Associated Faults
Fault Facts

Possible Causes
•
SPN 3719 FMI 16 - DPF Soot Load - Moderate (level 2/3)

Values
TBD TBD TBD
Fault Overview
Lamp Reaction
Associated Faults
Fault Facts

Possible Causes
•
SPN 3750 FMI 31 - DPF Regen inhibited due to low exhaust temperatures

Values
Unable to begin closed loop control Diesel Particulate Filter Inlet Engine speed > 800 RPM for
of active regeneration of Diesel Temperature (DPFIT) < 500°F (260°C). 200 seconds
Particulate Filter (DPF) due to
Barometric Pressure (BARO) ≥
low Diesel Oxidation Catalyst
10.9 psi (75 kPa)
(DOC) temperature.
Ambient Air Temperature (AAT)
≥ -4°F (-20°C)
Active regeneration of DPF has been

requested more than 200 seconds.
Inactive: SPN 3242 FMI 3 and

4; SPN 4765 FMI 3 and 4; SPN
5742 FMI 3 and 4.
Fault Overview
Fault code sets when Aftertreatment Control Module (ACM) is unable to achieve closed loop control of active
regeneration of Diesel Particulate Filter (DPF) due to low Diesel Oxidation Catalyst (DOC) temperature.
Lamp Reaction
This fault does not illuminate the MIL when active.
Associated Faults
SPN 27 (EGR); SPN 51 (ETV); SPN 2659 (AMS); SPN 2791 (EGR); SPN 3058 FMI 10 (EGR System Monitor);
SPN 3251 FMI 2, 3, and 4 (DPFDP);SPN 3242 (DPFIT); SPN 3246 (DPFOT); and SPN 4796 FMI 31 (DOC).
Fault Facts
This fault code may indicate exhaust temperature is not high enough to actively regenerate aftertreatment
system. Driving vehicle with long-term increased load may increase exhaust temperatures and decrease
aftertreatment regeneration frequency.

Road test
Possible Causes
• Degraded Diesel Oxidation Catalyst (DOC)
• Exhaust leak
• Damaged or missing Diesel Particulate Filter (DPF)
• Failed DOC / DPF temperature sensor module

Diagnostic Trouble Code (DTC) list for SPN 27 (EGR); SPN 51 (ETV); SPN 2659
No: Repair SPN 27; SPN 51; SPN
(AMS); SPN 2791 (EGR); SPN 3058 FMI 10 (EGR System Monitor); SPN 3251
2659; SPN 2791; SPN 3058 FMI
FMI 2, 3, and 4 (DPFDP); SPN 3242 (DPFIT); SPN 3246 (DPFOT); and SPN
10; SPN 3251 FMI 2, 3, and 4; SPN
4796 FMI 31 (DOC).
3242; SPN 3246; and SPN 4796 FMI
31. After repairs are complete, retest
Is EST DTC list free of SPN 27; SPN 51; SPN 2659; SPN 2791; SPN 3058 FMI for SPN 3750 FMI 31.
10; SPN 3251 FMI 2, 3, and 4; SPN 3242; SPN 3246; and SPN 4796 FMI 31?
Step 2 Exhaust system inspection. Decision

Inspect exhaust system(page 2368) for leaks and physical damage. Yes: Go to Step 3.
No: Repair or replace leaking or
Is exhaust system free of leaks and physical damage? damaged exhaust components.
SPN 3750 FMI 31.
Step 3 Check accuracy of aftertreatment temperature sensors. Decision

Perform Hot Run Sensor Comparison Test(page 2104). Compare Diesel Yes: Go to Step 4.
Oxidation Catalyst Inlet Temperature (DOCIT), Diesel Particulate Filter Inlet
No: Replace DOC / DPF temperature
(DPFIT) and DPF Outlet Temperature (DPFOT) temperatures.
sensor module. After repairs are
complete, retest for SPN 3750 FMI
Is DOCIT, DPFIT, and DPFOT temperatures within 77°F (25°C) of each other? 31.
Step 4 Decision
Check the exhaust system for an installed and undamaged Diesel Particulate Yes: Inspect DOC for damage and
Filter (DPF). replace if damaged. After repairs are
31.
Is a DPF installed in the exhaust system and free damage?
No: Install correct DPF. After repairs
are complete, retest for SPN 3750
FMI 31.

SPN 3936 FMI 14 - DOC / DPF Temperature module (Incorrect Part)

Values
Calibration mismatch between DOC / The device number requested by Key ON
DPF Temperature sensor module and the Engine Control Module, to
30,000 seconds since new DPF is
Aftertreatment Control Module (ACM). obtain the Aftertreatment ID for the
installed.
Particulate Filter System Exhaust Gas
Temperature Sensor, was returned as
incorrect.
OR
Actual Aftertreatment ID received
from the PFS EGTS Module does not
match the expected PFS
Fault Overview
Fault code sets when Aftertreatment Control Module (ACM) detects Diesel Oxidation Catalyst / Diesel Particulate
Filter (DOC / DPF) temperature sensor module part number does not match what is stored in the ACM.
Lamp Reaction
Associated Faults
None
Fault Facts
This fault is generally caused by having incorrect part number DOC / DPF Temperature Sensor Module installed.
This fault may rarely be caused by calibration or CAN communication issues. If part number is correct, verify
ACM and ECM have proper calibration installed.

Continuous
Possible Causes
• Incorrect Diesel Oxidation Catalyst / Diesel Particulate Filter (DOC / DPF) temperature sensor module
installed
Step 1 Check for active or pending fault code. Decision

Using Electronic Service Tool (EST) with ServiceMaxx™ software. Key ON, check Yes: Install correct Diesel
Diagnostic Trouble Codes (DTC) list for SPN 3936 FMI 14. Oxidation Catalyst / Diesel
Particulate Filter (DOC /
DPF) temperature sensor
Is EST DTC list SPN 3936 FMI 14 active or pending?
module. After repairs are
3936 FMI 14.
No: Clear codes and retest
for SPN 3936 FMI 14.

After performing diagnostic step if SPN 3936 FMI 14 remains, verify if step was completed correctly and proper decision
SPN 3936 FMI 15 - DPF System above Warning Pressure

Values
DPF Differential Pressure / Outlet DPF Differential Pressure / Outlet Key-On Engine-Running (KOER).
Pressure sensor signal in range, but Pressure sensor has exceeded
Engine Speed > 500 rpm.
above normal (least severe level). recommended limits.
Inactive: SPN 3251 FMI 2, 3, and 4.
Fault Overview
Fault code sets when Aftertreatment Control Module (ACM) detects soot load of Diesel Particulate Filter (DPF)
has exceeded maximum operating limits. Exhaust Gas Recirculation (EGR) valve will be disabled.
Lamp Reaction
Associated Faults
SPN 94 (FDP); SPN 102 (IMP); SPN 157 (FRP); SPN 651-656 (INJ / CYL); SPN 3242 FMI 2, 3, and 4 (DPFIT);
SPN 3246 2, 3, and 4 (DPFOT); SPN 3251 FMI 2, 3, and 4 (DPFDP / Outlet Pressure); SPN 4765 2, 3, and 4
(DOCIT); SPN 5541 (TC1TOP).
Fault Facts
None

Road test.
Possible Causes
• Regen inhibited
• Restricted DPFDP hoses
• Engine mechanical fault
• Failed DPFDP sensor
• Failed fuel injector

Diagnostic Trouble Code (DTC) list for SPN 3242 FMI 2, 3, and 4 (DPFIT);
No: Repair SPN 3242 FMI 2, 3, and
SPN 3246 2, 3, and 4 (DPFOT); SPN 3251 FMI 2, 3, and 4 (DPFDP / Outlet
4; SPN 3246 2, 3, and 4; SPN 3251
Pressure); SPN 4765 2, 3, and 4 (DOCIT).
FMI 2, 3, and 4; SPN 4765 2, 3, and
Is EST DTC list free of SPN 3242 FMI 2, 3, and 4; SPN 3246 2, 3, and 4; SPN for SPN 3936 FMI 15.
3251 FMI 2, 3, and 4; SPN 4765 2, 3, and 4?

Diagnostic Trouble Code (DTC) list for SPN 94 (FDP); SPN 102 (IMP); SPN 157
No: Repair SPN 94; SPN 102; SPN
(FRP); SPN 651-656 (INJ / CYL); SPN 5541 (TC1TOP).
157; SPN 651-656; SPN 5541. After
Is EST DTC list free of SPN 94; SPN 102; SPN 157; SPN 651-656; SPN 5541? 3936 FMI 15.
Step 3 Determine if a regen inhibitor is inhibiting regeneration of Decision

aftertreatment system.
Using EST with ServiceMaxx™ software, KOER Aftertreatment DPF Yes: Go to Step 4.
Regeneration Procedure.
No: Correct active regen inhibitors
(and ServiceMaxx™ Aftertreatment
Does DPF Filter Regeneration procedure run without any active Inhibitors? DPF Filter Regeneration Inhibitors
tab). After repairs are complete,
Step 4 Inspect connections at DPF Differential Pressure (DPFDP) / outlet Decision

pressure sensor.
B. Disconnect DPFDP / outlet pressure sensor. No: Repair connector, harness, or

terminal damage. After repairs are
C. Check DPFDP / outlet pressure sensor and connector terminals for:
damaged or pinched wires; wet or corroded terminals; loose, bent, or
15.
broken pins; or broken connector housing.
Are DPFDP / outlet pressure sensor connector, harness, and terminals clean
and undamaged?
Step 5 Monitor DPFDP / outlet pressure sensor signal. Decision

A. Key-On Engine-Off (KOEO). Yes: Go to Step 7.
B. Using EST with ServiceMaxx™ software, load Signals sessions(page No: Go to Step 6.
2103) and monitor DPFDP.
Is DPFDP below 0.5 psi? (normal operation)

Figure 20 DPFDP Sensor and Hoses

1. DPFDP / outlet pressure hoses
Step 6 Check DPFDP sensor hoses for correct routing and restrictions. Decision
Inspect the DPFDP sensor hoses for kinks, improper hose routing, restrictions, Yes: Replace DPF Differential
or damage. Pressure / Outlet Pressure sensor.
SPN 3936 FMI 15.
Are the DPFDP sensor hoses routed correctly, free of damage, and unrestricted?
No: Repair or replace DPFDP sensor
hose(s). After repairs are complete,
Step 7 Determine if the engine has a mechanical cylinder balance problem Decision
(compression loss).
Perform Crankcase Pressure Test. Yes: Repair base engine
compression imbalance. After
Does engine have excessive crankcase pressure?
3936 FMI 15.
No: Go to Step 8.
Step 8 Determine if engine has a fuel injector problem. Decision

Perform Multiple Cylinder Cutout Test(page 2184). Yes: Go to Step 9.
No: Go to Step 10.
Did one or more cylinders have significant speed difference(s) than the others?
Step 9 Inspect for failed valve train components. Decision

Remove upper valve cover (see Engine Service Manual). Inspect for bent valves, Yes: Replace injector suspected by
fallen bridges, and valves out of adjustment. Multiple Cylinder Cutout Test. After
3936 FMI 15.
Is valve train free of failed valve train components?
No: Repair failed valve train
components. After repairs are
15.
Step 10 Determine if vehicle has an engine performance related driveability Decision

problem.
Test drive the vehicle. Yes: Perform engine Performance
Diagnostics(page 2140). After
Does engine have a performance problem?
3936 FMI 15.
No: Retest for SPN 3936 FMI 15.

SPN 3936 FMI 16 - DPF System above Maximum Pressure

Values
DPF System above Maximum DPF Differential Pressure / Outlet Key-On Engine-Running (KOER).
Pressure Pressure sensor has exceeded
recommended limits.
Fault Overview
has exceeded maximum operating limits. Exhaust Gas Recirculation (EGR) valve will be disabled.
Lamp Reaction
Associated Faults
SPN 94 (FDP) SPN 102 (IMP) SPN 157 (FRP) SPN 651-656 (INJ / CYL)
SPN 5541 (TC1TOP) SPN 3242 FMI 2, 3, and 4 SPN 3246 2, 3, and 4 SPN 3251 FMI 2, 3, and 4
(DPFIT) (DPFOT) (DPFDP)
SPN 4765 2, 3, and 4
(DOCIT)
Fault Facts
None

Road test.
Possible Causes
• Regen inhibited

Diagnostic Trouble Code (DTC) list for Associated Faults (page 186).
No: Repair Associated Faults. After
Is EST DTC list free of Associated Faults? repairs are complete, retest for SPN
3936 FMI 16.
Step 2 Determine if a regen inhibitor is inhibiting regeneration of Decision

Using EST with ServiceMaxx™ software, KOER Aftertreatment DPF Yes: Go to Step 3.
No: Correct active regen inhibitors
Does DPF Filter Regeneration procedure run without any active Inhibitors? (see ServiceMaxx™ Aftertreatment
DPF Filter Regeneration Inhibitors
tab). After repairs are complete,
Step 3 Inspect connections at DPF Differential Pressure (DPFDP) / outlet Decision

pressure sensor.

damaged or pinched wires; wet or corroded terminals; loose, bent, or
16.
Are the DPFDP / outlet pressure sensor connector, harness, and terminals clean
and undamaged?

A. Key-On Engine-Off (KOEO). Yes: Go to Step 6.
B. Using EST with ServiceMaxx™ software, load Signals sessions(page No: Go to Step 5.
2103) and monitor DPFDP.

Figure 21 DPFDP Sensor and Hoses

1. DPFDP / outlet pressure hoses
Inspect the DPFDP sensor hoses for kinks, improper hose routing, restrictions, Yes: Replace DPF Differential
or damage. Pressure / Outlet Pressure sensor.
Are the DPFDP sensor hoses routed correctly, free of damage, and unrestricted?
SPN 3936 FMI 16.
(compression loss).
compression imbalance. After
3936 FMI 16.
No: Go to Step 8.

Did one or more cylinders have significant speed difference(s) than the others? No: Go to Step 10.

Remove upper valve cover (see Engine Service Manual). Inspect for bent valves, Yes: Replace injector suspected by
fallen bridges, and valves out of adjustment. Multiple Cylinder Cutout Test. After
3936 FMI 16.
No: Repair failed valve train
components. After repairs are
16.
Step 9 Determine if vehicle has an engine performance related driveability Decision

problem.
Test drive the vehicle. Yes: Perform engine Performance
Diagnostics(page 2140). After
3936 FMI 16.
No: Retest for SPN 3936 FMI 16.

SPN 4795 FMI 31 - DPFDP Excessively LOW (Sensor/Circuit Fault or Missing DPF)

Diesel Particulate Filter (DPF) is not Diesel Particulate Filter Differential Key-On Engine-Running (KOER)
present in exhaust system. Pressure (DPFDP) does not meet
Aftertreatment Control Module (ACM)
predetermined value
Fault Overview
Fault code sets when Aftertreatment Control Module (ACM) detects that Diesel Particulate Filter Differential
Pressure (DPFDP) is below minimum value, and exhaust flow rate is above minimum flow rate. Active and
parked regeneration of DPF will be disabled. The Exhaust Gas Recirculation (EGR) valve will be closed, and
engine torque will be reduced if fault is active for extended period of time.
Lamp Reaction
Associated Faults
SPN 3251 FMI 3 and 4 (DPFDP)
Fault Facts
None

Continuous
Possible Causes
• Missing DPF
• DPF damaged or failed
• DPFDP sensor hoses reversed or damaged

Trouble Code (DTC) list for SPN 3251 FMI 3 and 4 (DPFDP).
No: Repair SPN 3251 FMI
3 and 4. After repairs are
Is EST DTC list free of SPN 3251 FMI 3 and 4? complete, retest for SPN
4795 FMI 31.
Step 2 Check the exhaust system for an installed DPF. Decision

Is DPF installed in exhaust system? Yes: Go to Step 3.
No: Install proper DPF. After
Step 3 Inspect Diesel Particulate Filter Differential Pressure (DPFDP) / Outlet Decision
Pressure (DPFOP) sensor hoses.
A. Key OFF. Yes: Inspect DPF for
damage and replace as
B. Inspect DPFDP / DPFOP sensor hoses for kinks, improper hose routing,
necessary. After repairs are
reversed hoses, or damage.
Are the DPFDP / DPFOP sensor hoses routed correctly and free of damage? 4795 FMI 31.
No: Reroute or replace
DPFDP / DPFOP sensor
hoses. After repairs are
4795 FMI 31.

After performing diagnostic step, if SPN 4795 FMI 31 remains, verify if step was completed correctly and proper
SPN 4796 FMI 31 - Diesel Oxidation Catalyst Missing

Diesel Oxidation Catalyst (DOC) is not Difference between Diesel Particulate The following fault codes must be
present in exhaust system. Filter Intake Temperature (DPFIT) inactive: SPN 3242 FMI 2, 3, and 4
and Diesel Oxidation Catalyst Intake (DPFIT); SPN 3480 FMI 2, 3, 4, and
Temperature (DOCIT) < 95 °F (35°C) 17 (AFT: FP1/AFT: FT); SPN 3482 FMI
2, 3, 4, and 7 (AFT: FSV); SPN 3490
FMI 3 and 4 (AFT: PAV); SPN 3556
FMI 2 and 5 (AFT); SPN 4765 FMI 2,
3, and 4 (DOCIT); SPN 5742 FMI 3, 4,
11, and 12 (DOC / DPF temperature
sensor module)
Exhaust flow rate of change < 200

g/sec
Exhaust flow rate from 57.5 g/sec -

600 g/sec
DPFIT ≥ 403°F (206°C)
DOCIT ≥ 460°F (238°C)
Rate of fuel injection into exhaust >

0.43 g/sec
Rate of change of fuel injection into

exhaust < 4.5 g/sec
Elapsed time all enable conditions met

≥ 29.5 seconds
Fault Overview
Fault code sets when Aftertreatment Control Module (ACM) detects Diesel Oxidation Catalyst Intake
Temperature (DOCIT) sensor and Diesel Particulate Filter Intake Temperature (DPFIT) sensor are reading
same temperature during an active regeneration for 80 seconds. Active and parked regeneration of Diesel
Particulate Filter (DPF) will be disabled. Exhaust Gas Recirculation (EGR) valve will be closed, and engine
torque will be reduced if fault is active for extended period of time.
Lamp Reaction
Associated Faults
SPN 3242 FMI 2, 3, and 4 (DPFIT); and SPN 4765 FMI 2, 3, and 4 (DOCIT)
Fault Facts
None

Continuous
Possible Causes
• Missing Diesel Oxidation Catalyst (DOC)
• DOC damaged or failed

Using Electronic Service Tool (EST) with ServiceMaxx™ software, check Diagnostic Yes: Inspect DOC for
Trouble Code (DTC) list for SPN 3242 FMI 2, 3, and 4 (DPFIT); and SPN 4765 FMI 2, damage and replace as
3, and 4 (DOCIT). necessary. After repairs are
4796 FMI 31.
Is EST DTC list free of SPN 3242 FMI 2, 3, and 4; and SPN 4765 FMI 2, 3, and 4?
2, 3, and 4; and SPN 4765
FMI 2, 3, and 4. After repairs
are complete, retest for SPN
4796 FMI 31.

SPN 5298 FMI 17 - DOC Efficiency fault, Temperature below minimum Regen Aborted

Active regeneration of Diesel Three occurrences of following Key-On Engine-Running (KOER)
Particulate Filter (DPF) aborted due to condition during active regeneration
Rate of active / intrusive injection of
system detecting a malfunction with of DPF, with each lasting for minimum
HC's into exhaust > 0.1 g/sec
closed loop temperature controller, of 60 seconds:
using up all of adjustment allowed. Ambient Air Temperature (AAT) > 19°F
• Desired Diesel Particulate Filter
(-7°C)
Intake Temperature (DPFIT)
compared to actual DPFIT > 59 Inactive: SPN 3242 FMI 2, 3, and 4;
°F (15 °C) SPN 3480 FMI 3, 4; SPN 3482 FMI
3, 4; SPN 4765 FMI 2, 3, and 4; SPN
• Allowed Aftertreatment Fuel
5742 FMI 3, 4, 11, 16, and 19 (DOC
injection rate compared to desired
/ DPF)
rate greater than expected.
Fault Overview
Fault code sets when Aftertreatment Control Module (ACM) detects temperature differential across Diesel
Oxidation Catalyst (DOC) during active regeneration of aftertreatment system is not matching expected
temperature increase. Active and parked regeneration of DPF will be disabled. Exhaust Gas Recirculation
(EGR) valve will be closed, and engine torque will be reduced if fault is active for extended period of time.
Lamp Reaction
Associated Faults
SPN 3242 FMI 2, 3, and 4 (DPFIT); SPN 3246 FMI 2, 3, and 4 (DPFOT); SPN 4765 FMI 2, 3, and 4 (DOCIT);
SPN 5742 FMI 3, 4, 11, 16, and 19 (DOC / DPF)
Fault Facts
If aftertreatment system has had excess fuel, oil, coolant, metal, or other contamination; inspect engine and
aftertreatment systems for cause of contamination before re-installing. Inspect for overheated aftertreatment
components, cracked exhaust system welds, leaking exhaust system seams, or other damage.

Continuous
Possible Causes
• Damaged or failed DOC
• Restricted DOC (soot accumulation)
• Exhaust system leak between turbocharger and DOC
• Failed Aftertreatment Fuel Injector (AFI)
• Failed Downstream Injection (DSI) system

Using Electronic Service Tool (EST) with ServiceMaxx™ software, check Diagnostic Yes: Go to step 2.
Trouble Code (DTC) list for SPN 3242 FMI 2, 3, and 4 (DPFIT); SPN 3246 FMI 2, 3,
No: Repair SPN 3242 FMI 2,
and 4 (DPFOT); and SPN 4765 FMI 2, 3, and 4 (DOCIT); SPN 5742 FMI 3, 4, 11, 16,
3, and 4; SPN 3246 FMI 2,
and 19 (DOC / DPF).
3, and 4; and SPN 4765 FMI
2, 3, and 4; SPN 5742 FMI
Is EST DTC list free of SPN 3242 FMI 2, 3, and 4; SPN 3246 FMI 2, 3, and 4; and SPN 3, 4, 11, 16, and 19. After
4765 FMI 2, 3, and 4; SPN 5742 FMI 3, 4, 11, 16, and 19? repairs are complete, retest
Step 2 Inspect exhaust system for leaks between turbocharger outlet and Diesel Decision
Oxidation Catalyst (DOC) intake.
A. Key-On Engine-Running (KOER). Yes: Go to step 3.
B. Check for cracked exhaust system welds, leaking exhaust system seams, or No: Repair or replace
other damage. damaged exhaust system
components. After repairs
Is exhaust system sealed and undamaged?
5298 FMI 17.
Step 3 Inspect for a restricted or damaged DOC. Decision

A. Remove the DOC (see appropriate Exhaust System Service Manual). Yes: Go to step 4.
B. Check DOC for restrictions from soot or oil contamination, cracks or damage to No: Clean or replace DOC.
cells in DOC, and soot restrictions at front face of DOC. Refer to fault facts. After
Is DOC unrestricted and free of damage?
Figure 22 AFI Gaskets

1. New Aftertreatment Fuel Injector (AFI) gasket
2. Early production AFI gasket
Step 4 Perform visual inspection of Aftertreatment Fuel Injector (AFI). Decision

Remove AFI housing from the turbocharger outlet pipe following procedures in the Yes: Install AFI and go to
Engine Service Manual and perform the following visual checks: Step 5.
• Ensure correct AFI gasket (Figure 22) is installed. No: Repair all faults found
during visual inspection.
• Ensure AFI and bore are unrestricted and free of carbon buildup.
• Ensure AFI tip is free of cracks and other damage install AFI and go to Step 5.
Is AFI and bore unrestricted, free of carbon build up, and free of damage? Is the correct
AFI gasket used?
Step 5 Perform the KOER DSI De-Aeration Procedure (page 2190). Decision
Using Electronic Service Tool (EST) with ServiceMaxx™ software, perform Procedures Yes: Diagnostics Complete.
> KOER Aftertreatment Procedures > DSI System De-Aeration. Perform DSI System
No: Repair DSI system.
De-Aeration test twice.
Does DSI System De-Aeration test procedure purge all air out of DSI system? retest for SPN 5298 FMI 17.

SPN 5298 FMI 18 - DOC Efficiency fault, Temperature below minimum

Decrease in conversion capability of Filtered value of Hydrocarbon (HC) Key-On Engine-Running (KOER)
Diesel Oxidation Catalyst (DOC) that dosing efficiency < 57%, where
Active regeneration running
would cause tailpipe out emissions HC dosing efficiency is defined as
to exceed applicable On Board Diesel Oxidation Catalyst (DOC)
Diagnostics (OBD) threshold. Heat / DOC Dosing Heat
Fault Overview
Fault code sets when Aftertreatment Control Module (ACM) detects temperature differential across Diesel
Oxidation Catalyst (DOC) during active regeneration and does not indicate temperature increase for 225
seconds.
Lamp Reaction
Associated Faults
SPN 3242 FMI 2, 3, and 4 Diesel Particulate Filter Intake Temperature (DPFIT); SPN 3246 FMI 2, 3, and 4
Diesel Particulate Filter Outlet Temperature (DPFOT); and SPN 4765 FMI 2, 3, and 4 Diesel Oxidation Catalyst
Intake Temperature (DOCIT)
Fault Facts
If aftertreatment system has had excess fuel, oil, coolant, metal, or other contamination; inspect the
entire aftertreatment system for causal damage before re-installing. Inspect for overheated aftertreatment
components, cracked exhaust system welds, leaking exhaust system seams, or other damage.

Continuous
Possible Causes
• Damaged or failed DOC
• Restricted DOC (soot accumulation)
• Exhaust system leak between turbocharger and DOC

Code (DTC) list for SPN 3242 FMI 2, 3, and 4 (DPFIT); SPN 3246 FMI 2, 3, and 4 (DPFOT);
No: Repair SPN 3242
and SPN 4765 FMI 2, 3, and 4 (DOCIT).
FMI 2, 3, and 4; SPN
Is EST DTC list free of SPN 3242 FMI 2, 3, and 4; SPN 3246 FMI 2, 3, and 4; and SPN 3246 FMI 2, 3, and 4;
4765 FMI 2, 3, and 4? and SPN 4765 FMI 2, 3,
and 4. After repairs are
5298 FMI 18.
Step 2 Inspect exhaust system for leaks Decision

Inspect exhaust system for leaks between turbocharger outlet and DOC intake. With Key-On Yes: Go to Step 3.
Engine-Running (KOER), check for cracked exhaust system welds; leaking exhaust system
No: Repair or replace
seams; or other damage.
damaged exhaust
Is exhaust system between turbocharger outlet and DOC intake sealed and undamaged? system components.
After repairs are
SPN 5298 FMI 18.
Step 3 Inspect DOC. Decision

Remove the DOC (see Exhaust System in Engine Service Manual). Check DOC for Yes: Go to Step 4.
restrictions from soot or oil contamination, cracks, or damage to cells in DOC, and soot
No: Clean or replace
restrictions at front face of DOC.
DOC. Refer to fault
Is DOC unrestricted and free of damage? facts. After repairs are
5298 FMI 18.

After performing all diagnostic steps, if SPN 5298 FMI 18. remains, verify if each step was completed correctly and
proper decision was made. Notify supervisor for further action.
SPN 5319 FMI 31 - DPF incomplete Regeneration

Values
Diesel Particulate Filter (DPF) Soot load (Aftertreatment 1 DPF Particulate Filter Regeneration
Incomplete regeneration differential pressure sensor based) NOT Active
after a "Successful Regeneration
End Of Line Testing NOT Active
Event" > 95 hPa/m3
[Engine Brake (Retarder) NOT active
AND minimum wait time after

retarder change of state has
occurred] > 5 seconds
Engine Torque limitation NOT Active
Battery Voltage ≥ 10.787 Volts

AND ≥ 15.787 Volts
Key ON
Time after engine start ≥ 30 seconds
Volumetric flow > 88000 g/hr

(400000 liters/hr)
SUM [{Aftertreatment # 1 DPF Inlet

temperature * 0.2 and Aftertreatment
# 1 DPF outlet temperature * 0.8}
< 752°F (400°C)
Estimated soot load < 60 hPa/m3
Number of failed regenerations

< 10 regenerations
SPN / FMIs 27/14, 102/10, 102/18,

108/3, 108/4, 132/0, 132/1, 132/3,
132/4, 2659/20, 2791/2, 2791/3,
2791/4, 2791/7, 2791/8, 2791/14,
3242/3, 3242/4, 3246/2, 3246/3,
3246/4, 3251/3, 3251/4, 3251/21,
3356/0, 3471/1, 3471/7, 3479/3,
3479/5, 3479/6, 3480/3, 3480/4,
3482/3, 3482/4, 3556/1, 3556/7,
3936/2, 3936/8, 3936/20, 4077/3,
4257/16, 4765/3, 4765/4, 4766/10,
5541/3, 5541/4, 5543/3, 5543/4,
5543/5 are NOT Active.
Fault Overview
Fault sets when the Engine Control Module (ECM) determines the pressure is to low in the DPF.
Lamp Reaction
Associated Faults
SPN 3251 FMI 2, 3, and 4.
Fault Facts
Excessive ash accumulation in Diesel Particulate Filter (DPF) will cause frequent regenerations of aftertreatment
system. If all step-based diagnostics have been completed with no failure found, inspect ash load of the DPF.

Road Test
Possible Causes
• Lube oil leak to exhaust
• Engine mechanical
• Failed Diesel Particulate Filter Differential Pressure (DPFDP) / outlet pressure sensor
• Restricted DPFDP / outlet pressure sensor hose(s)
• DPF restricted, damaged, or contaminated
• Diesel Oxidation Catalyst (DOC) restricted, damaged, or contaminated
• Miss-routed DPFDP hoses

Diagnostic Trouble Code (DTC) list for SPN 3251 FMI 2, 3, and 4.
No: Repair SPN 3251 FMI 2, 3, and
Is EST DTC list free of SPN 3251 FMI 2, 3, and 4? for SPN 5319 FMI 31.
Step 2 Inspect connections at Diesel Particulate Filter Differential Pressure Decision

(DPFDP) / outlet pressure sensor.

damaged or pinched wires; corroded terminals; loose, bent, or broken
31.
pins; or broken connector housing.
Are the DPFDP / outlet pressure sensor connector, harness, and terminals clean
and undamaged?
Step 3 Monitor DPFDP signal. Decision

A. Key ON Engine Running (KOER). Yes: Go to Step 5.
B. Using Electronic Service Tool (EST) with ServiceMaxx™ software, load No: Go to Step 4.
Signals session and monitor DPFDP.
C. Bring engine to high idle.
Is DPFDP below 0.5 psi (3.45 kPa)?

Figure 23 DPFDP Sensor Hose Routing
Inspect DPFDP sensor hoses for kinks, improper hose routing, restrictions, or Yes: Replace DPF Differential
damage. Pressure / Outlet Pressure sensor.
SPN 5319 FMI 31.
Are DPFDP sensor hoses routed correctly, free of damage, and unrestricted?
Step 5 Inspect for oil in the exhaust. Decision

Perform Engine Oil to Exhaust(page 111) check. Yes: Repair base engine fault. After
5319 FMI 31.
Was oil found leaking into exhaust?
No: Go to Step 6.
Step 6 Check for failed fuel injector. Decision

Perform Cylinder Performance Analyzer (CPA) Road Test(page 2217). Yes: Check injector(s) on identified
cylinder(s) and repair as necessary.
Did CPA Road Test identify a cylinder misfire?
SPN 5319 FMI 31.
No: Go to Step 7.
Step 7 Check for leaking Aftertreatment Fuel Injector (AFI). Decision

Perform Key-On Engine-Running (KOER) Down Stream Injection (DSI) System Yes: Repair leak in DSI system.
Test(page 2187). After repairs are complete, retest for
SPN 5319 FMI 31.
Was a leak identified by DSI leak test? No: Go to Step 8.
Step 8 Check for restricted DPF. Decision

Perform Diesel Particulate Filter (DPF) Inspection(page 2370). Yes: Clean or replace DPF. After
5319 FMI 31.
Was Diesel Particulate Filter (DPF) free of contamination, soot leakage, and filter
damage, and DPF channels should be free of restrictions? No: Clean or replace DOC. After
5319 FMI 31.

AFT: FEC (Aftertreatment Fuel Enable Control)

Overview of AFT: FEC Sensor Group
SPN FMI Description

3482 3 AFT Fuel Enable Control Valve short to PWR (page 206)
3482 4 AFT Fuel Enable Control Valve open or short to GND (page 216)
Overview
Aftertreatment Fuel Enable Control (AFT: FEC) controls the fuel supply to the Aftertreatment Fuel Pressure
Control (AFT: FPC) when regeneration is required. The AFT: FEC is controlled by the Doser Control Unit (DCU).
Figure 24 AFT: FEC Sensor Location

1. AFT: FEC
SPN 3482 FMI 3 - AFT Fuel Enable Control Valve short to PWR

Values
Aftertreatment 1 Fuel Enable Actuator High Side Circuit Current > 8.82 Amps Key ON
Short to Power.
Low Side Circuit Current > 8.82 Amps Whenever Energized
Battery voltage > 9 Volts AND < 16

Volts
Fault Overview
Fault Code sets when Doser Control Unit (DCU) Module detects signal from Aftertreatment Fuel Enable Control
(AFT: FEC) is greater than expected.
Lamp Reaction
Malfunction Indicator Lamp (MIL) will illuminate when this fault is detected during two trips.
Associated Faults
None
Fault Facts
DCU deactivates circuits when a circuit fault is present, so NOID lamp is needed to simulate correct circuit. Fault
is latched for a key cycle, so ECM must be reset by a Key-Off cycle

Continuous
Possible Causes
• AFT: FEC-H circuit Open or high resistance
• AFT: FEC-L circuit Open or high resistance
• AFT: FEC-H circuit short to GND
• AFT: FEC-L circuit short to GND
• Failed AFT: FEC

A. Using Electronic Service Tool (EST) with ServiceMaxx™ software, clear fault Yes: Go to Step 2.
code.
B. Key OFF > wait for ServiceMaxx™ software to disconnect. Inactive Fault Diagnostic
C. Key ON.
D. Using EST with ServiceMaxx™ software, perform Key-On Engine-Off (KOEO)

DCU Actuator Test - Actuator Output High and Low Diagnostics(page 2156).
Step 2 Inspect connections at Aftertreatment Fuel Enable Control (AFT: FEC) Decision
sensor connector.
B. Disconnect AFT: FEC sensor connector. No: Repair connector,

C. Check AFT: FEC sensor connector terminals for damaged or pinched wires;
3482 FMI 3.
Are AFT: FEC sensor connector, harness, and terminals clean and undamaged?
Step 3 Check vehicle harness / NOID lamp illumination. Decision

A. Key OFF. Yes: Replace AFT: FEC.
B. Connect NOID lamp to vehicle harness and leave Aftertreatment Fuel Enable
Control (AFT: FEC) disconnected.
No: Go to Pin-Point Tests.
C. Key ON.

Did NOID light illuminate?
Step 4 Inspect connections at 86-pin Doser Control Unit (DCU). Decision

A. Key OFF. Yes: Go to Pin-Point Tests.
B. Disconnect DCU. No: Repair connector,

C. Check DCU and connector terminals for damaged or pinched wires, corroded
terminals; loose, bent or broken pins; or broken connector housing.
3482 FMI 3.
Is 86-pin DCU module connector, harness, and terminals clean and undamaged?

See latest version of Navistar® N9 and N10 Engine and Aftertreatment Wiring Schematic Form 0000003481 for
additional circuit information.
Tools Required
• NOID lamp 15-909-01
• Terminal Test Kit ZTSE4435C
Figure 25 Test 1 AFT: FEC Circuit Resistance Check
Test 1 Setup
A. Key OFF.
B. Disconnect Aftertreatment Fuel Enable Control (AFT: FEC).
C. Connect Breakout Harness ZTSE4602 to vehicle harness and leave AFT: FEC disconnected.
D. Key ON.
Use DMM to measure resistance between Breakout Greater than 1000 ohms
Harness ZTSE4602 pin-1 and known good GND.
Decision
Is resistance greater than 1000 ohms? Yes: Go to Test 3.
No: Go to Test 2.
Test 2 Setup
A. Key OFF.
C. Connect Breakout Harness ZTSE4602 to vehicle harness connector and leave AFT: FEC disconnected.
D. Disconnect 24-Pin Engine to Chassis connector.
Decision
Is resistance greater than 1000 ohms? Yes: Repair short to ground between 24-Pin Engine to
Chassis connector pin-18 and Doser Control Unit (DCU)
pin-31. After repairs are complete, retest for SPN 3482
FMI 3.
No: Repair short to ground between 24-Pin Engine to
Chassis connector pin-18 and AFT: FEC pin-1. After
repairs are complete, retest for SPN 3482 FMI 3.
Test 3 Setup
A. Key OFF.
D. Key ON.
Decision
No: Go to Test 4.
Test 4 Setup
A. Key OFF.
D. Disconnect 24-Pin Engine to Chassis connector
Decision
Is resistance greater than 1000 ohms? Yes: Repair short to ground between 24-Pin Engine to
FMI 3.
No: Repair short to ground between 24-Pin Engine to
Chassis connector pin-19 and Aftertreatment Fuel Enable
Control (AFT: FEC) pin-2. After repairs are complete,
Test 5 Setup
A. Key OFF.
B. Disconnect Aftertreatment Fuel Enable Control (AFT: FEC) and 24-Pin Engine and Chassis connector.
D. Connect Breakout Harness ZTSE6020 between 24-Pin Engine and Chassis connectors.
Use DMM to measure resistance between Breakout Less than 5 ohms
Harness ZTSE4602 pin-1 and Breakout Harness
ZTSE6020 pin-18.
Decision
Is resistance less than 5 ohms? Yes: Go to Diagnostic Step 4 (page 207).
No: Repair Open between 24-Pin Engine to Chassis
connector pin-18 and AFT: FEC pin-1. After repairs are
Test 6 Setup
A. Key OFF.
B. Disconnect 24-Pin Engine and Chassis connector and Doser Control Unit (DCU) module 86-Pin connector.
C. Connect Breakout Harness ZTSE6020 between 24-Pin Engine and Chassis connectors.
D. Using Terminal Test Kit ZTSE4435C, insert correct terminal into DCU module connector pin-31.
Harness ZTSE6020 pin-18 and DCU Module pin-31.
Decision
Is resistance less than 5 ohms? Yes: Go to Test 7.
connector pin-18 and DCU module pin-31. After repairs
are complete, retest for SPN 3482 FMI 3.
Test 7 Setup
A. Key OFF.
B. Disconnect Aftertreatment Fuel Enable Control (AFT: FEC) and 24-Pin Engine and Chassis connector.
D. Connect Breakout Harness ZTSE6020 between 24-Pin Engine and Chassis connectors.
ZTSE6020 pin-19.
Decision
Is resistance less than 5 ohms? Yes: Repair Open between 24-Pin Engine to Chassis
End Pin-Point Tests

SPN 3482 FMI 4 - AFT Fuel Enable Control Valve open or short to GND

Values
Aftertreatment 1 Fuel Enable Actuator High / Low Side Circuit Voltage > 1.65 Key ON
Short to Ground Volts AND < 2.35 Volts
Whenever Energized

Volts
Fault Overview
Fault Code sets when Doser Control Unit (DCU) Module detects signal from Aftertreatment Fuel Enable Control
(AFT: FEC) actuator is shorted to ground.
Lamp Reaction
Associated Faults
None
Fault Facts
Doser Control Unit (DCU) deactivates circuits when a circuit fault is present, so NOID light is needed to simulate
correct circuit. Fault is latched for a key cycle, so Engine Control Module (ECM) must be reset by a Key OFF
cycle.

Continuous
Possible Causes
• AFT: FEC-H circuit Open or high resistance
• AFT: FEC-L circuit Open or high resistance
• AFT: FEC-H circuit short to ground
• AFT: FEC-L circuit short to ground
• Failed AFT: FEC

code.
B. Key OFF and wait for ServiceMaxx™ software to disconnect. Inactive Fault Diagnostic
C. Key ON.

Aftertreatment Tests > Doser Actuator Test.
Step 2 Inspect connections at Aftertreatment Fuel Enable Control (AFT: FEC) Decision
sensor connector.
B. Disconnect AFT: FEC sensor connector. No: Repair connector,

C. Check AFT: FEC sensor connector terminals for damaged or pinched wires;
3482 FMI 4.
Are AFT: FEC sensor connector, harness, and terminals clean and undamaged?
Step 3 Check vehicle harness / NOID Lamp illumination. Decision

A. Key OFF. Yes: Replace AFT: FEC.
B. Connect noid light to vehicle harness and leave AFT: FEC disconnected.
C. Key ON.
No: Go to Pin-Point
D. Using EST with ServiceMaxx™ software, perform KOEO DCU Actuator Test - Tests(page 217).
Actuator Output High and Low Diagnostics(page 2156).
Did NOID Lamp illuminate?

A. Key OFF. Yes: Go to Pin-Point
Tests(page 217).
B. Disconnect DCU.
Are 86-pin DCU module connector, harness, and terminals clean and undamaged? 3482 FMI 4.
Figure 31 AFT: FEC Sensor Circuit Diagram
Tools Required
• NOID Lamp 15-909-01
Test 1 Setup
A. Key OFF.
D. Key ON.
Decision
No: Go to Test 2.
Test 2 Setup
A. Key OFF.
D. Disconnect 24-pin Engine to Chassis connector.
Decision
Is resistance greater than 1000 ohms? Yes: Repair short to ground between 24-pin Engine to
FMI 4.
No: Repair short to ground between 24-pin Engine to
Test 3 Setup
A. Key OFF.
D. Key ON.
Decision
No: Go to Test 4.
Test 4 Setup
A. Key OFF.
D. Disconnect 24-pin Engine to Chassis connector.
Decision
Is resistance greater than 1000 ohms? Yes: Repair short to ground between 24-pin Engine to
FMI 4.
No: Repair short to ground between 24-pin Engine to
Test 5 Setup
A. Key OFF.
B. Disconnect Aftertreatment Fuel Enable Control (AFT: FEC) and 24-Pin Engine and Chassis connectors.
D. Connect Breakout Harness ZTSE6020 to vehicle harness and leave 24-Pin Engine and Chassis disconnected.
E. Key ON.
ZTSE6020 pin-18.
Decision
No: Repair Open between 24-pin Engine to Chassis
Test 6 Setup
A. Key OFF.
B. Disconnect 24-Pin Engine and Chassis and Doser Control Unit (DCU) module 86-Pin connectors.
C. Connect Breakout Harness ZTSE6020 to vehicle harness and leave 24-Pin Engine and Chassis connector
disconnected.
D. Using Terminal Test Kit ZTSE4435C, insert correct terminal into Doser Control Unit (DCU) module 86-Pin
connector pin-31.
E. Key ON.
Decision
Test 7 Setup
A. Key OFF.
B. Disconnect Aftertreatment Fuel Enable Control (AFT: FEC) and 24-Pin Engine and Chassis connectors.
D. Connect Breakout Harness ZTSE6020 to vehicle harness and leave 24-Pin Engine and Chassis disconnected.
E. Key ON.
ZTSE6020 pin-19.
Decision
Is resistance less than 5 ohms? Yes: Repair Open between 24-pin Engine to Chassis
End Pin-Point Tests

AFT: FP1 / AFT: FT (Aftertreatment Fuel Pressure 1 / Aftertreatment Fuel Temperature) Sensor
Overview of AFT: FP1 / AFT: FT Sensor Group
SPN FMI Description

3480 3 AFTFP1 signal Out of Range HIGH (page 228)
3480 4 AFTFP1 signal Out of Range LOW (page 235)
5456 2 AFTFT signal erratic, intermittent, or incorrect (page 242)
5456 3 AFTFT signal Out of Range HIGH (page 247)
5456 4 AFTFT signal Out of Range LOW (page 253)
Overview
Aftertreatment Fuel Pressure 1 / Aftertreatment Fuel Temperature (AFT: FP1 / AFT: FT) is comprised of a fuel
temperature and fuel pressure sensor. AFT: FP1 / AFT: FT monitors fuel pressure and fuel temperature in
aftertreatment fuel system and provides feedback signal to Doser Control Unit (DCU).
Figure 39 AFT: FP1 / AFT: FT Sensor Location

1. AFT: FP1 / AFT: FT Sensor
SPN 3480 FMI 3 - AFT: FP1 signal Out of Range HIGH

Values
Aftertreatment Fuel Pressure 1 (AFT: AFT: FP1 signal voltage > 4.85 volts Key ON
FP1) signal is greater than expected. (> 173 psi [1192 kPa])
Volts
Fault Overview
Fault code sets when Engine Control Module (ECM) detects Aftertreatment Fuel Pressure 1 (AFT: FP1) signal
voltage is greater than 4.85 volts. Engine torque may be reduced if the engine is operated for an extended
period of time with this fault active. Active regeneration of the aftertreatment system may be disabled until the
next key cycle.
Lamp Reaction
Associated Faults
None
Fault Facts
None

Continuous
Possible Causes
• AFT: FP1 signal circuit Open
• AFT: FP1 signal circuit short to PWR
• AFT: FP1 SIG GND Open
• Failed AFT: FP1 / AFT: FT sensor

Using Electronic Service Tool (EST) with ServiceMaxx™ software. Yes: Go to Step 2.
A. Key ON, clear codes. No: Go to Intermittent or

Inactive Fault Diagnostic
B. Key OFF, wait for EST screens to clear.
C. Key ON, check Diagnostic Trouble Codes (DTC) list for SPN 3480 FMI 3.
Step 2 Inspect connections at Aftertreatment Fuel Pressure 1 (AFT: FP1) / Decision

Aftertreatment Fuel Temperature (AFT: FT).
Tests .
B. Disconnect AFT: FP1 / AFT: FT connector.
C. Check AFT: FP1 / AFT: FT and connector terminals for damaged or pinched wires;
damage. After repairs are
Are AFT: FP1 / AFT: FT connector, harness, and terminal clean and undamaged? complete, retest for SPN
3480 FMI 3.
Figure 40 AFT: FP1 / AFT: FT Circuit Diagram
See latest version of Navistar® N9 and N10 Engine Aftertreatment Wiring Schematic Form 0000003481 for
Tools Required
Figure 41 Test 1 VREF5 Voltage Check
Test 1 Setup
A. Key OFF.
B. Disconnect Aftertreatment Fuel Pressure 1 (AFT: FP1) / Aftertreatment Fuel Temperature (AFT: FT) connector.
C. Connect Breakout Harness ZTSE4830 to vehicle harness and leave AFT: FP1 / AFT: FT sensor disconnected.
D. Key ON.
Use DMM to measure voltage between Breakout Harness 5 volts ± 1 volt
ZTSE4830 pin-3 and known good GND.
Decision
Is voltage 5 volts ± 1 volt? Yes: Go to Test 2.
No: Repair Open between AFT: FP1 / AFT: FT pin-3 and
DCU Module pin-23. After repairs are complete, retest for
SPN 3480 FMI 3.
Figure 42 Test 2 AFT: FP1 Circuit Voltage Check
Test 2 Setup
A. Key OFF.
D. Key ON.
Use DMM to measure voltage between Breakout Harness Less than 6.0 volts
Decision
Is voltage less than 6.0 volts? Yes: Go to Test 3.
No: Repair short to PWR between AFT: FP1 / AFT: FT
pin-4 and Doser Control Unit (DCU) pin-22. After repairs
Figure 43 Test 3 AFT: FP1 Circuit Check
Test 3 Setup
A. Key OFF.
D. Using Breakout Harness ZTSE4498, short pin-1 and pin-4 of Breakout Harness ZTSE4830 together.
E. Connect Electronic Service Tool (EST) to vehicle Diagnostic Connector (page 2124).
F. Key ON. Log in to ServiceMaxx™ software.
Using EST with ServiceMaxx™ software, clear DTC list. SPN 3480 FMI 4
Decision
Does SPN 3480 FMI 4 set after DTC list is cleared? Yes: Replace AFT: FP1 / AFT: FT sensor. After repairs are
No: Go to Test 4.
Figure 44 Pin-Point Test 3 AFT: FP1 Circuit Check
Test 4 Setup
A. Key OFF.
D. Using Breakout Harness ZTSE4498, short pin-4 of Breakout Harness ZTSE4830 to know good GND.
Using EST with ServiceMaxx™ software, clear DTC list. SPN 3480 FMI 4 sets in DTC list.
Decision
Does SPN 3480 FMI 4 set after DTC list is cleared? Yes: Repair Open between AFT: FP1 / AFT: FT pin-1
and Doser Control Unit (DCU) pin-21. After repairs are
DCU pin-22. After repairs are complete, retest for SPN
3480 FMI 3.

SPN 3480 FMI 4 - AFTFP1 signal Out of Range LOW

Values
Aftertreatment Fuel Pressure 1 (AFT: AFT: FP1 voltage < 0.25 Volts (< 2.3 Key ON
FP1) signal is less than expected. psi [-15.65 kPa])
Volts
Fault Overview
Fault code sets when the Engine Control Module (ECM) detects Aftertreatment Fuel Pressure 1 (AFT: FP1)
signal voltage is less than 0.25 volts for 2 seconds. Active aftertreatment regeneration disabled until the next
key cycle. Engine torque will be reduced if fault is active for an extended period of time.
Lamp Reaction
Associated Faults
None
Fault Facts
None

Continuous
Possible Causes
• AFT: FP1 signal circuit short to GND
• Open VREF


Step 2 Inspect connections at AFT: FP1 / AFT: FT connector. Decision

Tests .
B. Disconnect AFT: FP1 / AFT: FT connector.
C. Check AFT: FP1 / AFT: FT and connector terminals for damaged or pinched wires;
Are AFT: FP1 / AFT: FT connector, harness, and terminal clean and undamaged? complete, retest for SPN
3480 FMI 4.
AFT: FP1 Circuit
Tools Required
Figure 46 Test 1 VREF 5 Voltage Check
Test 1 Setup
A. Key OFF.
D. Key ON.
Decision
DCU Module pin-23. After repairs are complete, retest for
SPN 3480 FMI 4.
Figure 47 Test 2 AFT: FP1 Circuit Voltage Check
Test 2 Setup
A. Key OFF.
D. Key ON.
Decision
No: Repair short to PWR between AFT: FP1 / AFT: FT
pin-4 and Doser Control Unit (DCU) pin-22. After repairs
Figure 48 Test 3 AFT: FP1 Circuit Check
Test 3 Setup
A. Key OFF.
D. Using Breakout Harness ZTSE4498, short pin-1 and pin-4 of Breakout Harness ZTSE4830 together.
Using EST with ServiceMaxx™ software, clear DTC list. SPN 3480 FMI 3
Decision
Does SPN 3480 FMI 3 set after DTC list is cleared? Yes: Replace AFT: FP1 / AFT: FT sensor. After repairs are
No: Go to Test 4.
Figure 49 Pin-Point Test 3 AFT: FP1 Circuit Check
Test 4 Setup
A. Key OFF.
D. Using Breakout Harness ZTSE4498, short pin-4 of Breakout Harness ZTSE4830 to know good GND.
Using EST with ServiceMaxx™ software, clear DTC list. SPN 3480 FMI 3.
Decision
Does SPN 3480 FMI 3 set after DTC list is cleared? Yes: Repair Open between AFT: FP1 / AFT: FT pin-1
3480 FMI 4.

SPN 5456 FMI 2 - AFTFT Signal Erratic, Intermittent, or Incorrect
Condition / Description Setting Criteria Enable Condition / Values

Aftertreatment Fuel Temperature AFT: FT > reference temperature value Key ON
(AFT: FT) does not agree with Intake or AFT: FT < reference temperature
Cold soaked for 8 hours.
Air Temperature (IAT), Turbocharger value
Charger 2 Compressor Intake
Difference between AFT: FT and IMT,
Temperature (TC2CIT), Charge Air
IAT, TC2CIT, CACOT, ECT, EOT, EFT
Cooler Outlet Temperature (CACOT),
> 59°F (15°C)
Engine Coolant Temperature 1
(ECT1), or Engine Oil Temperature
(EOT) after a cold soak.
Fault Overview
Fault sets when Engine Control Module (ECM) detects difference between actual Aftertreatment Fuel
Temperature (AFT: FT) and measured AFT: FT is incorrect or erratic.
Lamp Reaction
Associated Faults
SPN 105 FMI 2, 3, and 4 SPN 110 FMI 2, 3, and 4 SPN 175 FMI 2, 3, and 4 SPN 1173 FMI 2, 3, and 4
(IMT) (ECT1) (EOT) (TC2CIT)
SPN 2630 FMI 2, 3, and 4 SPN 5456 FMI 3 and 4
(CACOT) (AFT: FT)
Fault Facts
None
Drive Cycle
Continuous
Possible Causes
• Incorrect DCU for ECM.
• AFT: FT circuit high resistance
• SIG GND circuit high resistance
• Failed AFT: FT

Using Electronic Service Tool (EST) with ServiceMaxx™ software, check Yes: Go to step 2.
Diagnostic Trouble Code (DTC) list for Associated Faults (page 242).
No: Repair Associated Faults. After
Is EST DTC list free of Associated Faults? repairs are complete, retest for SPN
5456 FMI 2.

Diagnostic Trouble Code (DTC) list for SPN 5456 FMI 2.
No: Go to Intermittent or Inactive Fault
Is EST DTC list SPN 5456 FMI 2 active or pending? Diagnostic Procedure (page 2123)
Step 3 Check for correct DCU part number. Decision

Using EST with ServiceMaxx™ software, check for correct Doser Control Yes: Go to step 4.
Unit (DCU) part number.
No: Install correct DCU for model year of
Does DCU match correct part number for model year of engine? engine. After repairs are complete, retest
for SPN 5456 FMI 2.
Step 4 Inspect connections at AFT: FP1 / AFT: FT connector Decision

A. Key OFF Yes: Go to step 5.
B. Disconnect AFT: FP1 / AFT: FT. No: Repair connector, harness, or

C. Check AFT: FP1 / AFT: FT sensor and connector terminals for
damaged or pinched wires, corroded terminals; loose, bent or
Are AFT: FP1 / AFT: FT sensor connector, harness, and terminals clean
and undamaged?
Step 5 Check for Failed AFT: FT Decision

Perform Test 1 (page 245). Using EST with ServiceMaxx™ software, check Yes: Replace AFT: FIS. After repairs are
AFT: FT signal voltage. complete, retest for SPN 5456 FMI 2.
Is voltage less than 0.5 volts? No: Go to step 6.
Step 6 Check for Open in SIG GND circuit. Decision

Perform Test 2 (page 246). Using a DMM measure resistance between Yes: Repair Open between AFT: FP1 /
Breakout Harness ZTSE4830 pin-1 and known good GND. AFT: FT pin-2 and DCU Module pin-80.
After repairs are complete, retest for SPN
Is resistance less than 5 ohms?
5456 FMI 2.
No: Repair Open between AFT: FP1 /
AFT: FT pin-1 and DCU Module pin-21.
5456 FMI 2.
Pin - Point Tests (SPN 5456 FMI 2)
NOTE: See latest version of Navistar® N9 and N10 Engine and Aftertreatment Wiring Schematic Form
0000003481 for additional circuit information.
Tools Required
• International® Electronic Engine Terminal Test Kit ZTSE4435C
• 3-Banana Plug Harness ZTSE4498
Test 1 Setup
A. Key OFF
B. Connect Breakout Harness ZTSE4830 to vehicle harness and leave AFT: FP1 / AFT: FT sensor disconnected.
C. Using Breakout Harness ZTSE4498 short Breakout Harness ZTSE4830 pin-1 and pin-2.
Test 2 Setup
A. Key OFF
B. Connect Breakout Harness ZTSE4830 to AFT: FP1 / AFT: FT vehicle harness and leave AFT: FP1 / AFT:
FT disconnected.

After performing all tests, if no problem is found, verify each step was completed correctly and proper decision was
SPN 5456 FMI 3 - AFTFT Signal Out of Range - HIGH

Aftertreatment Fuel Temperature AFT: FT circuit > 4.75 Volts Key ON
(AFT: FT) sensor signal is out of range
(high).
Fault Overview
Fault code sets when Electronic Control Module (ECM) detects that Aftertreatment Fuel Temperature (AFT: FT)
sensor is reading greater than 4.75 volts.
Lamp Reaction
Associated Faults
TBD
Fault Facts
None

Continuous
Possible Causes
• Aftertreatment (AFT) signal short to PWR
• AFT: FT signal circuit open
• Signal ground open
• Failed AFT: FP1 / AFT: FT (open)

Code (DTC) list for SPN 5456 FMI 3 (AFT: FT).
Does EST DTC list show 5456 FMI 3 as active or pending? Inactive Fault Diagnostic
Procedure (page 2123)
Step 2 Inspect connections at Aftertreatment Fuel Pressure 1 / Aftertreatment Fuel Decision

Temperature (AFT: FP1 / AFT: FT) sensor connector
Tests.
B. Disconnect AFT: FP1 / AFT: FT sensor e connector.
C. Check AFT: FP1 / AFT: FT sensor and connector terminals for: damaged or pinched
wires; corroded terminals; loose, bent, or broken pins; or broken connector housing.
Are AFT: FP1 / AFT: FT sensor connector, harness, and terminals clean and undamaged? are complete, retest for
SPN 5456 FMI 3.
engine surfaces.
Tools Required
• International® Electronic Engine Terminal Test Kit
Figure 53 Test 1 AFT: FP1 / AFT: FT Sensor Voltage Check
Test 1 Setup
A. Key OFF.
B. Connect Breakout Harness ZTSE4830 to AFT: FP1 / AFT: FT vehicle harness connector and leave sensor
disconnected.
C. Key ON.
Use DMM to measure voltage between Breakout Harness Greater than 6 volts
ZTSE4830 pin-2 and ground (GND).
Decision
Is voltage greater than 6 volts? Yes: Repair short to power between AFT: FP1 / AFT: FT
pin-2 and DCU 86-Pin connector pin-80. After repairs are
No: Go to Test 2.
Figure 54 Test 2 AFT: FP1 / AFT: FT Circuit Check
Test 2 Setup
A. Key OFF.
B. Connect Breakout Harness ZTSE4830 to AFT: FP1 / AFT: FT vehicle harness connector and leave sensor
disconnected.
C. Using Breakout Harness ZTSE4498, short pin-1 and pin-2 of Breakout Harness ZTSE4830 together.
E. Key ON. Log in to ServiceMaxx™ software.
Using EST with ServiceMaxx™ software, clear Diagnostic SPN 5456 FMI 4 sets in DTC list.
Decision
Does SPN 5456 FMI 4 set after DTC is cleared? Yes: Replace AFT: FP1 / AFT: FT sensor. After repairs are
No: Go to Test 3.
Figure 55 Test 3 AFT: FP1 / AFT: FT Circuit Check
Test 3 Setup
A. Key OFF.
B. Connect Breakout Harness ZTSE4435A to AFT: FP1 / AFT: FT vehicle harness connector and leave sensor
disconnected.
C. Using Breakout Harness ZTSE4498, short pin-2 to ground (GND).
D. Connect Electronic Service Tool (EST) to vehicle Diagnostic Connector.
E. Key-ON. Log in to ServiceMaxx™ software.
Decision
Does SPN 5456 FMI 4 set after DTC is cleared? Yes: Repair Oen in SIG to ground GND circuit. After
No: Repair open in signal circuit. After repairs are

SPN 5456 FMI 4 - AFTFT Signal Out of Range LOW

Aftertreatment Fuel Temperature AFT: FT voltage < 0.25 volts Key ON.
(AFT: FT) sensor signal is less than
expected.
Fault Overview
Fault code sets when Electronic Control Module (ECM) detects that Aftertreatment Fuel Temperature (AFT: FT)
sensor is reading less than 0.25 volts.
Lamp Reaction
Associated Faults
None
Fault Facts
None

Continuous
Possible Causes
• AFT: FT short to GND
Step 1 Inspect connections at Aftertreatment Fuel Pressure 1 and Temperature (AFT: Decision
FP1 / AFT: FT) sensor connector.
Tests (SPN 5456 FMI 4).
B. Disconnect AFT: FP1/AFT: FT sensor connector.
C. Check AFT: FP1/AFT: FT sensor and connector terminals for: damaged or pinched
Are AFT: FP1/AFT: FT sensor connector, harness, and terminals clean and undamaged? are complete, retest for
SPN 5456 FMI 4.
engine surfaces.
Tools Required
Test 1 Setup
A. Key OFF.
B. Disconnect AFT: FP1/AFT: FT
Decision
Does SPN 5446 FMI 3 set after DTC is cleared? Yes: Replace AFT: FT module. After repairs are complete,
No: Repair short circuit to ground between pin-2 and DCU
FMI 4.

AFT: FP2 (Aftertreatment Fuel Pressure 2) Sensor

Overview of AFT: FP2 Sensor Group
SPN FMI Description

3556 0 AFT Fuel Pressure 2 excessively high (Restricted injection) (page 258)
3556 1 AFT Fuel Pressure 2 below desired (Possible system leak) (page 260)
3556 7 AFT Fuel Injector not responding as expected (page 266)
4077 3 AFTFP2 signal Out of Range HIGH (page 268)
4077 4 AFTFP2 signal Out of Range LOW (page 274)
Overview
Aftertreatment Fuel Pressure 2 (AFT: FP2) sensor monitors fuel pressure in aftertreatment fuel system and
provides feedback signal to Doser Control Unit (DCU).
SPN 3556 FMI 0 - AFT Fuel Pressure 2 excessively high (Restricted injection)

Values
Aftertreatment Fuel System test Results point to failure Key ON
of this component
Battery voltage > 9 Volts AND
This fault code is set if Bit 12 is
< 16 Volts
set to High after completion of
systems test (Table D002) System test has run
Occurs before a regeneration

event (before dosing begins) {when
Engine is running}
Fault Overview
Fault sets when Aftertreatment Control Module (ACM) detects Aftertreatment Fuel Pressure Control (AFT: FPC)
is not responding.
Lamp Reaction
Associated Faults
None
Fault Facts
None

Road Test
Possible Causes
• Restricted AFT: DI fuel supply line
• Restricted AFT: DI
Step 1 Decision
Check for restricted or damaged fuel supply line to Aftertreatment Doser Injector (AFT: Yes: Go to Step 2.
DI).
No: Replace AFT: DI fuel
Is fuel supply line between Down Stream Injection (DSI) module and AFT: DI is in good supply line. After repairs
condition and not restricted? are complete, retest for SPN
3556 FMI 0.
Step 2 Check for Down Stream Injection (DSI) system leaks. Decision
Perform KOER DSI System Test(page 2187) to check the DSI system for leaks. Yes: Clean or replace
AFT: DI. After repairs are
Does DSI system test indicate a restriction?
3556 FMI 0.
No: Clear fault and Road
Test(page 2236).

SPN 3556 FMI 1 - AFT Fuel Pressure 2 below desired (Possible system leak)

Values
of this component
This fault code is set if Bit 6 is
< 16 Volts
set to High after completion of
systems test (Table D002) System test has run

event (before dosing begins)
{when Engine is running}
Fault Overview
is below desired pressure indicating a possible system leak.
Lamp Reaction
Associated Faults
SPN 3482 (AFT: FEC)
Fault Facts
None

Road Test
Possible Causes
• VREF5 high resistance
• SIG GND high resistance
• AFT: FP2 circuit high resistance
• System Leak
• Failed AFT: FP2

Trouble Code (DTC) list for SPN 3482 (AFT: FEC).
No: Repair SPN 3482. After
Is EST DTC list free of SPN 3482? repairs are complete, retest
for SPN 3556 FMI 1.
Step 2 Aftertreatment Fuel Pressure 2 (AFT: FP2) sensor and connector inspection. Decision
A. Key OFF. Yes: Go to pin point tests.
B. Disconnect AFT: FP2 sensor. No: Repair connector,

C. Check AFT: FP2 sensor and connector terminals for: damaged or pinched
wires; wet or corroded terminals; loose, bent, or broken pins; or broken
connector housing.
Are AFT: FP2 sensor connector, harness, and terminals clean and undamaged?
Step 3 Inspect for system leak between Down Stream Injection (DSI) unit and Decision
Aftertreatment Doser Injector (AFT: DI).
Check DSI module and AFT: DI fuel supply line for damage, restrictions, or leaks. Yes: Go to Step 4.
Is fuel supply line and DSI module in good condition and not restricted, leaking, or damaged or leaking
damaged? component. After repairs
3556 FMI 1.
Perform KOER DSI System Test(page 2187) to check the DSI system for leaks. Yes: Repair leak. After
for SPN 3556 FMI 1.
Does DSI system test indicate a leak?
Test(page 2236).
Figure 57 Aftertreatment Fuel Pressure 2 (AFT: FP2) Circuit Diagram
Tools Required
• Breakout Harness ZTSE4845.
Figure 58 Test 1: AFT: FP2 Connector Voltage Check
Test 1 Setup
A. Key OFF.
B. Disconnect Aftertreatment Fuel Pressure 2 (AFT: FP2).
C. Install Breakout Harness ZTSE4845 to vehicle harness and leave AFT: FP2 disconnected.
D. Key ON
Use DMM to measure voltage between Breakout Harness ZTSE4845 5 ± 0.1 volts
pin-2 and pin-1.
Decision
Is voltage 5 ± 0.1 volts? Yes: Go to Step 3.
No: Go to Test 2.
Test 2 Setup
A. Key OFF.
D. Key ON
Use DMM to measure voltage between Breakout Harness ZTSE4845 B+ ± 0.25 volts
pin-2 and PWR.
Decision
Is voltage B+ ± 0.25 volts? Yes: Go to Test 3.
No: Repair high resistance in SIG GND circuit
between AFT: FP2 pin-2 and DCU Module
pin-41. After repairs are complete, retest for SPN
3556 FMI 1.
Test 3 Setup
A. Key OFF.
D. Key ON
pin-1 and known good GND.
Decision
Is voltage 5 ± 0.1 volts? Yes: Replace AFT: FP2 and go to Step 3.
No: Repair high resistance in VREF5 circuit
3556 FMI 1.

SPN 3556 FMI 7 - AFT Fuel Injector not responding as expected

Values
Aftertreatment Fuel System test If any one of the listed system Key ON
test is failed three time consecutively
This fault code is set if Bit 1, 3, 4, 6, 10,
< 16 Volts
and 12 is set to High after completion
of systems test (Table D002). System test has run

event (before dosing begins)
{when Engine is running}
Fault Overview
Fault sets when Aftertreatment Control Module (ACM) detects Aftertreatment Doser Injector (AFT: DI) is not
responding as expected.
Lamp Reaction
Associated Faults
SPN 94 FMI 17 (FDP); SPN 3480 (AFT: FEC); SPN 3482 (AFT: FEC); and SPN 3479 (AFT: FPC)
Fault Facts
None

Road Test
Possible Causes
• System Leak
• Restricted AFT: DI

Trouble Code (DTC) list for SPN 94 FMI 17 (FDP); SPN 3480 (AFT: FEC); SPN 3482
No: Repair SPN 94 FMI 17;
(AFT: FEC); and SPN 3479 (AFT: FPC).
SPN 3480; SPN 3482; and
Is EST DTC list free of SPN 94 FMI 17; SPN 3480; SPN 3482; and SPN 3479? SPN 3479. After repairs are
3556 FMI 7.
3556 FMI 7.
Perform KOER DSI System Test(page 2187) to check the DSI system for leaks. Yes: Repair leaking or
restricted component. After
for SPN 3556 FMI 7.
Test(page 2236).

SPN 4077 FMI 3 - AFTFP2 Signal Out of Range HIGH

Aftertreatment Fuel Pressure 2 (AFT: AFT: FP2 signal voltage is > 4.75 volts Key ON
FP2) signal is greater than expected.
Fault Overview
Fault code sets when Engine Control Module (ECM) detects that AFT: FP2 signal voltage is greater than 4.75
volts.
Lamp Reaction
Associated Faults
SPN 3513 FMI 3, 4, and 14 (VREF 5)
Fault Facts
None

Key ON.
Possible Causes
• AFT: FP2 circuit short to PWR
• AFT: FP2 circuit Open
• SIG GND circuit Open
• Failed AFT: FP2 sensor

Does EST DTC list show SPN 4077 FMI 3 as Active or Pending? Procedure(page 2123).
Step 2 Check for associated faults. Decision

Using EST with ServiceMaxx™ software, check DTC list for SPN 3513 FMI 3, 4, and Yes: Go to Step 3.
14 (VREF 5).
No: Repair SPN 3512
Is EST DTC list free of SPN 3513 FMI 3, 4, and 14? FMI 3, 4, or 14. After
retest for SPN 4077 FMI
3.
Step 3 Inspect connections at Aftertreatment Fuel Pressure 2 (AFT: FP2) sensor Decision
connector.
A. Key OFF Yes: Perform Pin-Point
Test (SPN 4077 FMI 3).
B. Disconnect AFT: FP2 sensor connector.
C. Check AFT: FP2 sensor and connector terminals for: damaged or pinched wires;
Are the AFT: FP2 sensor connector, harness, and terminals clean and undamaged? are complete, retest for
SPN 4077 FMI 3.
Figure 61 Aftertreatment Fuel Pressure 2 (AFT: FP2) Sensor Circuit Diagram
Tools Required
Figure 62 Pin-Point Test 1 AFT: FP2 Sensor Voltage Check
Test 1 Setup
A. Key OFF.
B. Connect Breakout Harness ZTSE6027 to Aftertreatment Fuel Pressure 2 (AFT: FP2) vehicle harness connector
and leave sensor disconnected.
C. Key ON.
Use a Digital Multimeter (DMM) to measure voltage Less than 6 volts
between Breakout Harness ZTSE6027 pin-3 and known
good ground.
Decision
Is voltage less than 6 volts? Yes: Go to Test 2.
No: Repair short to PWR between AFT: FP2 sensor pin-3
Figure 63 Pin-Point Test 2 AFT: FP2 Sensor Circuit Check
Test 2 Setup
A. Key OFF.
B. Connect Breakout Harness ZTSE6027 to AFT: FP2 vehicle harness connector and leave sensor disconnected.
D. Connect Electronic Service Tool (EST) to Vehicle Diagnostic Connector (page 2124).
Decision
Does SPN 4077 FMI 4 set after DTC is cleared? Yes: Replace AFT: FP2 sensor. After repairs are complete,
No: Go to Test 3.
Figure 64 Pin-Point Test 3 AFT: FP2 Sensor Circuit Check
Test 3 Setup
A. Key OFF.
B. Connect Breakout Harness ZTSE6027 to AFT: FP2 vehicle harness connector and leave sensor disconnected.
C. Using Breakout Harness ZTSE4498, short pin-3 of Breakout Harness ZTSE6027 to known good ground.
D. Connect Electronic Service Tool (EST) to Vehicle Diagnostic Connector.
Decision
Does SPN 4077 FMI 4 set after DTC is cleared? Yes: Repair Open between AFT: FP2 sensor pin-2 and
4077 FMI 3.
No: Repair Open between AFT: FP2 sensor pin-3 and
4077 FMI 3.

SPN 4077 FMI 4 - AFTFP2 Signal Out of Range LOW

Aftertreatment Fuel Pressure 2 (AFT: AFT: FP2 signal voltage < 0.25 volt Key ON.
FP2) signal is less than expected.
Fault Overview
Fault code sets when Engine Control Module (ECM) detects AFT: FP2 signal is less than 0.25 volt.
Lamp Reaction
Associated Faults
None
Fault Facts
None

Continuous
Possible Causes
• AFT: FP2 Signal circuit short to GND
• Failed AFT: FP2 sensor
• Voltage VREF5 circuit Open

Does EST DTC list show SPN 4077 FMI 4 as Active or Pending? Inactive Fault Diagnostic
Step 2 Inspect connections at Aftertreatment Fuel Pressure 2 (AFT: FP2) sensor Decision
connector
Test.
B. Disconnect AFT: FP2 sensor connector.
C. Check AFT: FP2 sensor and connector terminals for: damaged or pinched wires;
Are the AFT: FP2 sensor connector, harness, and terminals clean and undamaged? are complete, retest for
SPN 4077 FMI 4.
Figure 65 Aftertreatment Fuel Pressure 2 (AFT: FP2) Sensor Circuit Diagram
Tools Required
Figure 66 Pin-Point Test 1 AFT: FP2 Sensor Circuit Voltage Check
Test 1 Setup
A. Key OFF.
B. Connect Breakout Harness ZTSE4830 to AFT: FP2 sensor vehicle harness connector and leave sensor
disconnected.
C. Key ON.
Use Digital Multimeter (DMM) to measure voltage between Within 1 volt of 5 volts
Breakout Harness ZTSE4830 pin-1 and known good
ground.
Decision
Is voltage within 1 volt of 5 volts? Yes: Go to Test 2.
No: Repair Open between AFT: FP2 connector pin-1 and
DCU connector pin-43. After repairs are complete, retest
for SPN 4077 FMI 4.
Test 2 Setup
A. Key OFF.
B. Disconnect AFT: FP2 sensor connector and leave sensor disconnected.
Decision
Does SPN 4077 FMI 3 set after DTC is cleared? Yes: Replace AFT: FP2 sensor. After repairs are complete,
No: Repair short to GND between AFT: FP2 sensor
connector pin-3 and DCU connector pin-42. After repairs

AFT: FPC (Aftertreatment Fuel Pressure Control) System

Overview of AFT: FPC Sensor
SPN FMI Description

3471 1 AFT Fuel Pressure 1 below desired (Low system pressure) (page 280)
3471 7 AFT Fuel Doser Valve not responding as expected (page 286)
3471 10 AFT Fuel Pressure incorrect dosing pressure multiple events (page 292)
3479 3 AFT Fuel Doser Valve Short to PWR (page 298)
3479 4 AFT Fuel Doser Valve Short to GND (page 306)
3479 5 AFT Fuel Pressure Valve Open or Short to GND low side (page 318)
3479 6 AFT Fuel Doser Valve High Side Short circuit (page 328)
Overview
Aftertreatment Fuel Pressure Control (AFT: FPC) is a part of Down Stream Injection (DSI) unit that sends
pressurized fuel to Aftertreatment Doser Injector (AFT Doser Injector) to inject fuel into the exhaust pipe.
Figure 67 AFT: FPC Sensor Location

SPN 3471 FMI 1 - AFT Fuel Pressure 1 below desired (Low system pressure)

Values
of this component
This fault is set if Bit 1 is set to
< 16 Volts
High AND Bit 5 and Bit 11 is set to
Low after systems test. (Table D002) System test has run
Occurs before fuel dosing
Fault Overview
Fault sets when Aftertreatment Control Module (ACM) detects Aftertreatment Fuel Pressure 1 (AFT: FP1) is
below desired pressure.
Lamp Reaction
Associated Faults
SPN 94 FMI 17 (FDP)
Fault Facts
None

Road Test
Possible Causes
• VREF 5 high resistance
• AFTFP1 circuit high resistance
• System Leak
• Low FDP
• Failed AFTFP1

Trouble Code (DTC) list for SPN 94 FMI 17 (FDP).
No: Repair SPN 94 FMI 17.
Is EST DTC list free of SPN 94 FMI 17? After repairs are complete,

connector housing.
Step 3 Inspect for system leak between Electric Fuel Pump (EFP) and Downs Decision
Stream Injection (DSI) unit.
Perform a visual inspection of DSI module and fuel supply line for damage, restrictions, Yes: Go to Step 4.
or leaks.
damaged or leaking
Is DSI module fuel supply line in good condition, not restricted, leaking, or damaged? component. After repairs
3471 FMI 1.
Step 4 Check Fuel Delivery Pressure (FDP). Decision

Check for Low Fuel Delivery Pressure(page 120). Yes: Go to Step 5.
No: Replace AFT: FP1.
Is FDP and AFT: FP1 80 psi (552 kPa) or greater? After repairs are complete,
for SPN 3471 FMI 1.
Test(page 2236).
Tools Required
Test 1 Setup
A. Key OFF.
D. Key ON
pin-3 and pin-1.
Decision
No: Go to Test 2.
Test 2 Setup
A. Key OFF.
D. Key ON
pin-1 and PWR.
Decision
3471 FMI 1.
Test 3 Setup
A. Key OFF.
D. Key ON
Decision
Is voltage 5 ± 0.1 volts? Yes: Replace AFT: FP1/AFT: FT unit and go to
Step 3.
3471 FMI 1.

SPN 3471 FMI 7 - AFT Fuel Doser Valve not responding as expected

Aftertreatment Fuel System test Results point to failure of this Key ON
component. This fault is set if
Battery voltage > 9 Volts AND < 16 Volts
Bit 4 of the systems test is set
to High (Table D002) System test has run
Occurs before fuel dosing
Results point to failure of this
to High (Table D002)
Results point to failure of this

to High (Table D002)
Fault Overview
is not responding as expected.
Lamp Reaction
Malfunction Indicator Lam (MIL) will illuminate when this fault is detected during two trips.
Associated Faults
SPN 3556 (AFT: FP2) and SPN 3482 (AFT: FEC)
Fault Facts
None

Road Test
Possible Causes
• System Leak
• Failed AFT: FP2

Trouble Code (DTC) list for SPN 3556 (AFT: FP2) and SPN 3482 (AFT: FEC).
No: Repair SPN 3556 and
Is EST DTC list free of SPN 3556 and SPN 3482? SPN 3482. After repairs are
3471 FMI 7.

connector housing.
3471 FMI 7.
for SPN 3471 FMI 7.
Test(page 2236).
Tools Required
Test 1 Setup
A. Key OFF.
D. Key ON
pin-2 and pin-1.
Decision
No: Go to Test 2.
Test 2 Setup
A. Key OFF.
D. Key ON
pin-2 and PWR.
Decision
3471 FMI 7.
Test 3 Setup
A. Key OFF.
D. Key ON
Decision
3471 FMI 7.

SPN 3471 FMI 10 - AFT Fuel Pressure incorrect dosing pressure multiple events

Values
AFT Fuel Doser Valve abnormal TBD TBD
rate of change
Fault Overview
has an abnormal rate of change.
Lamp Reaction
Associated Faults
SPN 3556 (AFT: FP2) and SPN 3482 (AFT: FEC)
Fault Facts
None

Road Test
Possible Causes
• System Leak
• Failed AFT: FP2

Trouble Code (DTC) list for SPN 3556 (AFT: FP2) and SPN 3482 (AFT: FEC).
No: Repair SPN 3556 and
Is EST DTC list free of SPN 3556 and SPN 3482? SPN 3482. After repairs are
3471 FMI 10.

connector housing.
3471 FMI 10.
Test(page 2236).
Tools Required
Test 1 Setup
A. Key OFF.
D. Key ON
pin-2 and pin-1.
Decision
No: Go to Test 2.
Test 2 Setup
A. Key OFF.
D. Key ON
pin-2 and PWR.
Decision
3471 FMI 10.
Test 3 Setup
A. Key OFF.
D. Key ON
Decision
3471 FMI 10.

SPN 3479 FMI 3 - AFT Fuel Doser Valve Short to PWR
Condition / Description Setting Criteria Pressure Conditions / Condition

Values
Short to Power Low Side. Circuit voltage > 0.3 volts Key ON
Battery voltage > 9 volts and < 16 volts
Fault Overview
Fault code sets when Aftertreatment Control Module (ACM) detects a short to PWR on low side driver circuit.
Lamp Reaction
Associated Faults
None
Fault Facts
Doser Control Unit (DCU) deactivates circuits when a circuit fault is present, so NOID lamp is needed to simulate
cycle.

Continuous
Possible Causes
• Open in AFT: FPC-L circuit
• Open in AFT: FPC-H circuit
• Failed AFT: FPC

code.
B. Key OFF and wait for ServiceMaxx™ software to disconnect.
C. Key ON.

Is EST DTC list SPN 3479 FMI 3 active or pending? No: Go to Intermittent or
Step 2 Check vehicle harness / NOID Lamp illumination. Decision

A. Key OFF. Yes: Replace AFT: FPC.
B. Connect NOID Lamp 15-909-01 to vehicle harness and leave AFT: FPC
disconnected.
No: Go to Step 3.
C. Key ON.

Did NOID Lamp illuminate?
Step 3 Inspect connections at 24-Pin Engine to Chassis connector. Decision

B. Disconnect 24-Pin Engine to Chassis connector. No: Repair connector,

C. Check 24-Pin Engine to Chassis connectors and connector terminals for
damaged or pinched wires; wet and corroded terminals; loose, bent, or broken
pins; or broken connector housings.
3479 FMI 3.
Are 24-Pin Engine to Chassis connectors, harnesses, and terminals clean and
undamaged?
Step 4 Inspect 14-Pin DCU Jumper Harness connections. Decision

A. Key OFF. Yes: Perform Pin-Point Tests
.
B. Disconnect 86-Pin DCU connector.
C. Check 86-Pin DCU connector and connector terminals for damaged or pinched
connector housings.
3479 FMI 3.
Are 14-Pin DCU Jumper Harness connector, harness, and terminals clean and
undamaged?

Tools Required
• NOID Lamp 15-909-01
• Breakout Harness (24-Pin) ZTSE6020
• Breakout Harness (AFT: FPC) ZTSE6021
Figure 80 Test 1 AFT: FPC Circuit Resistance Check
Test 1 Setup
A. Key OFF.
B. Disconnect AFT: FPC connector.
C. Disconnect 24-Pin Engine to Chassis connector.
D. Connect Breakout Harness ZTSE6020 to vehicle harness and leave 24-Pin Engine to Chassis disconnected.
E. Connect Breakout Harness ZTSE6021 to vehicle harness and leave AFT: FPC disconnected.
F. Key ON.
ZTSE6020 pin-9.
Decision
No: Repair Open in AFT: FPC circuit between AFT: FPC
pin-1 and 24-Pin Engine to Chassis pin-9. After repairs are
Test 2 Setup
A. Key OFF.
B. Disconnect AFT: FPC connector.
C. Disconnect 24-Pin Engine to Chassis connector.
E. Connect Breakout Harness ZTSE6021 to vehicle harness and leave AFT: FPC disconnected.
F. Key ON.
ZTSE6020 pin-10.
Decision
No: Repair Open in AFT: FPC circuit between AFT: FPC
pin-2 and 24-Pin Engine to Chassis pin-10. After repairs
Test 3 Setup
A. Key OFF.
B. Disconnect 24-Pin Engine to Chassis connector.
C. Disconnect 14-Pin DCU jumper harness connector.
E. Connect applicable terminal test pin from Terminal Test Kit ZTSE4435C to vehicle harness pin-6 and leave
14-Pin DCU jumper harness connector disconnected.
F. Key ON.
Harness ZTSE6020 pin-9 and 14-Pin DCU jumper harness
connector pin-6.
Decision
No: Repair Open in AFT: FPC circuit between 24-Pin
Engine to Chassis connector pin-9 and 14-Pin DCU jumper
harness connector pin-6. After repairs are complete, retest
for SPN 3479 FMI 3.
Test 4 Setup
A. Key OFF.
F. Key ON.
Harness ZTSE6020 pin-10 and 14-Pin DCU jumper
harness connector pin-1.
Decision
No: Repair Open in AFT: FPC circuit between 24-Pin
connector pin-10 and 14-Pin DCU jumper harness
connector pin-1. After repairs are complete, retest for SPN
3479 FMI 3.
Test 5 Setup
A. Key OFF.
B. Disconnect 86-Pin DCU connector.
D. Connect applicable terminal test pin from Terminal Test Kit ZTSE4435C to vehicle harness pin-30 and leave
86-Pin DCU connector disconnected.
F. Key ON.
Use DMM to measure resistance between 86-Pin DCU Less than 5 ohms
terminal test pin-30 and 14-Pin DCU jumper harness
terminal test pin-6.
Decision
Is resistance less than 5 ohms? Yes: Repair Open in AFT: FPC-L circuit. After repairs are
No: Repair Open in AFT: FPC-H circuit. After repairs are
End Pin-Point Tests

SPN 3479 FMI 4 - AFT Fuel Doser Valve Short to GND

Values
Short to ground on High side High-side circuit current > 8.82 Amps Key ON
Battery voltage > 9 volts and < 16 volts
Fault Overview
Fault code sets when Aftertreatment Control Module (ACM) detects a short to ground on high-side circuit.
Lamp Reaction
Associated Faults
None
Fault Facts
cycle.

Continuous
Possible Causes
• DCU circuit fault
• Failed Aftertreatment Fuel Pressure Control (AFT: FPC)

code.
C. Key ON.
D. Using EST with ServiceMaxx™ software, perform KOEO DCU Actuator Test –
Is EST Diagnostic Trouble Code (DTC) list SPN 3479 FMI 4 active or pending?
Step 2 Inspect connections at Aftertreatment Fuel Pressure Control (AFT: FPC). Decision
B. Disconnect AFT: FPC connector. No: Repair connector,

C. Check AFT: FPC connector terminals for damaged or pinched wires; corroded
3479 FMI 4.
Are AFT: FPC connector, harness, and terminals clean and undamaged?

B. Connect NOID lamp to vehicle harness and leave AFT: FPC disconnected.
C. Key ON.
No: Perform Pin-Point Tests
D. Using EST with ServiceMaxx™ software, perform KOEO DCU Actuator Test – .

Tests(page 316).
B. Disconnect DCU.
Are 86-pin DCU connector, harness, and terminals clean and undamaged? 3479 FMI 4.

Tools Required
Test 1 Setup
A. Key OFF.
B. Connect Breakout Harness ZTSE6021 to vehicle harness connector and leave Aftertreatment Fuel Pressure
Control (AFT: FPC) disconnected.
Decision
No: Go to Test 2.
Test 2 Setup
A. Key OFF.
C. Disconnect 24-pin engine to chassis connector.
Harness ZTSE6021 pin-1 and known good ground.
Decision
Is resistance greater than 1000 ohms? Yes: Repair short to ground between 24-pin engine to
chassis connector pin-9 and Doser Control Unit (DCU)
FMI 4.
No: Repair short to ground between 24-pin engine to
chassis connector pin-9 and AFT: FPC pin-1. After repairs

Test 3 Setup
A. Key OFF.
Decision
No: Go to Test 4.
Test 4 Setup
A. Key OFF.
C. Disconnect 24-pin engine to chassis connector
Decision
FMI 4.
chassis connector pin-10 and Aftertreatment Fuel Pressure
Control (AFT: FPC) pin-2. After repairs are complete,
Test 5 Setup
A. Key OFF.
C. Connect Breakout Harness ZTSE6020 to engine side of 24-pin engine and chassis connector and leave
chassis side disconnected.
ZTSE6020 pin-9.
Decision
No: Repair Open between 24-pin engine to chassis
connector pin-9 and AFT: FPC pin-1. After repairs are
Test 6 Setup
A. Key OFF.
B. Connect Breakout Harness ZTSE6020 to chassis side of 24-pin engine and chassis connector and leave
engine side disconnected.
C. Using Terminal Test Kit ZTSE4435C, insert correct terminal into Doser Control Unit (DCU) 86-pin connector
pin-30.
Harness ZTSE6020 pin-9 and DCU pin-30.
Decision
connector pin-9 and DCU pin-30. After repairs are
Test 7 Setup
A. Key OFF.
C. Connect Breakout Harness ZTSE6020 to chassis side of 24-pin engine and chassis connector and leave
ZTSE6020 pin-10.
Decision
Is resistance less than 5 ohms? Yes: Repair Open between 24-pin engine to chassis
connector pin-10 and Doser Control Unit (DCU) pin-10.
After repairs are complete, retest for SPN 3479 FMI 4.
End Pin-Point Tests

SPN 3479 FMI 5 - AFT Fuel Pressure Valve Open or Short to GND low side
Condition / Description Setting Criteria Enable Condition / Values

Short to Ground Low Side Circuit Current < 150 mA Key ON

Volts
Fault Overview
Fault code sets when Aftertreatment Control Module (ACM) detects a short to ground on low-side circuit.
Lamp Reaction
Associated Faults
None
Fault Facts
cycle.

Continuous
Possible Causes

code.
B. Key OFF and wait for ServiceMaxx™ software to disconnect.
C. Key ON.


3479 FMI 5.

C. Key ON.

Tests(page 326).
B. Disconnect DCU.
Are 86-pin DCU module connector, harness, and terminals clean and undamaged? 3479 FMI 5.

Tools Required
Test 1 Setup
A. Key OFF.
B. Disconnect Aftertreatment Fuel Pressure Control (AFT: FPC)
C. Connect Breakout Harness ZTSE6021 to vehicle harness connector and leave AFT: FPC disconnected.
Decision
No: Go to Test 2.
Test 2 Setup
A. Key OFF.
D. Disconnect 24-Pin engine to chassis connector.
Decision
Is resistance greater than 1000 ohms? Yes: Repair short to GND between 24-Pin engine to
FMI 5.
No: Repair short to GND between 24-Pin engine to chassis
Test 3 Setup
A. Key OFF.
Decision
No: Go to Test 4.
Test 4 Setup
A. Key OFF.
D. Disconnect 24-Pin engine to chassis connector.
Decision
FMI 5.
Test 5 Setup
A. Key OFF.
B. Disconnect Aftertreatment Fuel Pressure Control (AFT: FPC) and 24-pin engine and chassis connector.
D. Connect Breakout Harness ZTSE6020 to engine side of 24-pin engine and chassis connector and leave
ZTSE6020 pin-9.
Decision
Is resistance less than 5 ohms? Yes: Go to Step 4 (page 319).
Test 6 Setup
A. Key OFF.
B. Disconnect 24-pin engine and chassis connector.
D. Using Terminal Test Kit ZTSE4435C, insert correct terminal into Doser Control Unit (DCU) 86-pin connector
pin-30.
Decision
Test 7 Setup
A. Key OFF.
D. Connect Breakout Harness ZTSE6020 to chassis side of 24-pin engine and chassis connector and leave
ZTSE6020 pin-10.
Decision
End Pin-Point Tests

SPN 3479 FMI 6 - AFT Fuel Doser Valve High Side Short circuit

Values
High-Side Short to Power or Open Circuit Voltage < 0.3 Volts OR > 2 Volts Key ON
Load
Volts
Fault Overview
Fault code sets when Aftertreatment Control Module (ACM) detects a short to power or open load on high-side
circuit.
Lamp Reaction
Associated Faults
None
Fault Facts
cycle.

Continuous
Possible Causes

code.
C. Key ON.
D. Using EST with ServiceMaxx™ software, perform KOEO DCU Actuator Test –
Is EST Diagnostic Trouble Code (DTC) list SPN 3479 FMI 6 active or pending?

3479 FMI 6.

C. Key ON.

Tests(page 336).
B. Disconnect DCU.
Are 86-pin DCU connector, harness, and terminals clean and undamaged? 3479 FMI 6.

Tools Required
Test 1 Setup
A. Key OFF.
D. Key ON
Decision
No: Go to Test 2.
Test 2 Setup
A. Key OFF.
D. Disconnect 24-pin engine to chassis connector.
E. Key ON
Decision
FMI 6.
chassis connector pin-9 and AFT: FPC pin-1. After repairs
Test 3 Setup
A. Key OFF.
B. Disconnect Aftertreatment Fuel Pressure Control (AFT: FPC).
D. Key ON
Decision
No: Go to Test 4.
Test 4 Setup
A. Key OFF.
B. Disconnect Aftertreatment Fuel Pressure Control (AFT: FPC).
D. Disconnect 24-pin engine to chassis connector.
Decision
FMI 6.
Test 5 Setup
A. Key OFF.
D. Connect Breakout Harness ZTSE6020 to engine side of 24-pin engine and chassis connector and leave
ZTSE6020 pin-9.
Decision
Test 6 Setup
A. Key OFF.
B. Disconnect 24-pin engine and chassis connector and Doser Control Unit (DCU) 86-Pin connector.
D. Using Terminal Test Kit ZTSE4435C, insert correct terminal into Doser Control Unit (DCU) 86-Pin connector
pin-30.
Harness ZTSE6020 pin-9 and DCU pin-30.
Decision
Test 7 Setup
A. Key OFF.
ZTSE6020 pin-10.
Decision
End Pin-Point Tests

NH3 (Aftertreatment Ammonia) Sensor and Sensor Module

Overview of NH3 Sensor Group
SPN FMI Description

4377 2 NH3 in range stuck fault (page 341)
4377 3 NH3 Sensor signal Out of Range HIGH (page 344)
4377 4 NH3 operation fault (circuit fault) (page 346)
4377 12 NH3 internal chip error (page 349)
4377 13 NH3 operation fault (wrong sensor installed) (page 351)
4377 19 NH3 Sensor Module not detected on J1939 (page 353)
4380 2 NH3 signal erratic, intermittent, or incorrect (page 365)
4382 10 NH3 sensor Heater abnormal rate of change (page 373)
5302 18 Post SCR NH3 Conversion Efficiency - Data Valid But Below Normal Operating Range -
Moderately Severe Level (page 375)
Overview
Aftertreatment Ammonia (NH3) sensor module is a smart device used to measure NH3 levels in Selective
Catalyst Reduction (SCR) Catalyst. NH3 sensor module performs internal diagnostics and reports malfunctions
back to Aftertreatment Control Module (ACM) using J1939 CAN datalink. NH3 sensor is connected to NH3
sensor module via 8-pin connector.
Figure 103 NH3 Sensor Module Location (Typical)

1. NH3 sensor module 4-pin 2. NH3 sensor module 3. NH3 sensor module 8-pin
connector connector
Figure 104 Power Distribution Module (PDM) Location (Typical)

1. PDM
2. Diesel Exhaust Fluid (DEF) lines
3. DEF tank bracket
4. DEF supply module
SPN 4377 FMI 2 - NH3 in range stuck fault

Aftertreatment Ammonia (NH3) Measured minimum NH3 quantity Engine Running
sensor reading higher or lower drop rate > -1.3 ppm/sec
Selective Catalyst Reduction (SCR)
than expected for operating
temperature between 482°F (250 °C) and
conditions.
572°F (300°C) and rate of change ≥ 0.5°F/sec
(0.3°C/sec)
Aftertreatment Ammonia storage timer ≥ 150

seconds
SCR temperature > 644°F (340°C)
Time since peak SCR temperature >

20 seconds, and time since enabled >
10 seconds, and temperature difference
between SCR peak temperature and SCR
initial temperature > 27°F (15°C)
NH3 sensor above 338°F (170°C)
The following fault codes must be inactive:

SPN 3246 FMI 2, 3, 4 (DPFOT); SPN 3361
FMI 2 (DEF supply pump); SPN 4360 FMI
2, 3, 4 (SCRIT); SPN 4363 FMI 2, 3, 4
(SCROT); SPN 4377 FMI 4, 12, 13 (NH3);
SPN 4380 FMI 2, (NH3 Signal); SPN 4382
FMI 10 (NH3 Sensor); SPN 5742 FMI 3, 4,
9, 11 (DPF temp sensor module); SPN 5743
FMI 3, 4, 9, 11 (SCR temp sensor)
Fault Overview
Fault code sets when Aftertreatment Control Module (ACM) detects Aftertreatment Ammonia (NH3) sensor
reading is higher or lower than expected for operating conditions.
Lamp Reaction
Associated Faults
• SPN 4377 FMI 4 (NH3) • SPN 4380 FMI 2 (NH3)
Fault Facts
None

Continuous
Possible Causes
• Exhaust system leaks
• Failed NH3 sensor

Trouble Code (DTC) list for Associated Faults(page 341).
Is EST DTC list free of Associated Faults? No: Repair Associated
4377 FMI 2.
Step 2 Inspect exhaust system for leaks and physical damage. Decision
Inspect exhaust system for leaks and physical damage. Yes: Go to Step 3.
Is exhaust system free of leaks and physical damage? No: Repair or replace
leaking or damaged exhaust
4377 FMI 2.
Step 3 Inspect connections at NH3 sensor module 8-way connector. Decision

A. Key OFF. Yes: Replace NH3 sensor.
B. Disconnect NH3 sensor.
C. Check NH3 sensor and sensor module connector terminals for: damaged
or pinched wires; corroded terminals; loose, bent, or broken pins; or broken
connector housing.
Are NH3 sensor and sensor module connector, harness, and terminals clean and No: Repair connector,
undamaged? harness, or terminal
4377 FMI 2.

SPN 4377 FMI 3 - NH3 Sensor signal Out of Range HIGH

Values
NH3 Sensor signal Out of Range HIGH Circuit fault in any of the Ammonia NH3 sensor heater is ON
(NH3) sensor signal, ground,
NH3 at operating temperature
or heater wires.
NH3 sensor above 338°F (170°C)
Fault Overview
Fault code sets when an internal circuit error has been detected in the aftertreatment Ammonia (NH3) sensor.
Engine torque will be reduced if the engine is operated for a limited period of time with the fault code active.
Engine torque will be severely reduced and vehicle speed will be limited after extended operation with the fault
code active.
Lamp Reaction
Malfunction Indicator Lamp (MIL)will illuminate when this fault is detected during two consecutive drive cycles.
Associated Faults
SPN 4380 FMI 2, 16, 18 (NH3)
Fault Facts
None

Continuous
Possible Causes

Using EST with ServiceMaxx™ software, check DTC list for Associated Faults(page 344). Yes: Go to Step 2.

4377 FMI 3.
Step 2 Ammonia (NH3) sensor and connector inspection Decision

A. Key OFF. Yes: Replace NH3
C. Check NH3 sensor and connector terminals for: damaged or pinched wires; wet or 4377 FMI 3.
Are NH3 sensor connector, harness, and terminals clean and undamaged? No: Repair connector,
SPN 4377 FMI 3.

SPN 4377 FMI 4 - NH3 operation fault (circuit fault)

Circuit fault in any of the Aftertreatment Absolute value of NH3 signal during NH3 sensor heater is ON
Ammonia (NH3) sensor signal, ground, pulse ON time minus NH3 signal
NH3 at operating temperature
or heater wires. during pulse OFF time < 20 mV and
absolute value of NH3 signal at pulse NH3 sensor above 338°F (170°C)
OFF ≥ 250.8 mV
Voltage between heater positive pin of

NH3 sensor and ground > 4.41 volts
Impedance of temperature cell in NH3

sensor < 200 ohms
Voltage across temperature cell of

NH3 sensor > 4.99 volts, or NH3
sensor has met operating temperature
once since power up, impedance of
temperature cell in NH3 sensor >
3,000 ohms
NH3 sensor internal temperature cell

impedance difference between pulse
ON and OFF < 50 ohms
Voltage between the NH3 sensor

signal ground pin and ground > 250
mV
Voltage at common terminal of

changeover switch > 1.8 volts AND <
3.8 volts
Voltage between heater positive pin of

NH3 sensor and ground < 0.71 volts
Absolute value of NH3 signal during

pulse ON time minus NH3 signal
during pulse OFF time < 20 mV and
NH3 signal < 20 mV, or absolute value
of NH3 signal during pulse ON time
minus NH3 signal during pulse OFF
time < 20 mV and absolute value of
NH3 signal at pulse OFF < 250.8 mV
and ≥ 20 mV
Fault Overview
Fault code sets when an internal circuit error has been detected in Aftertreatment Ammonia (NH3) sensor for 20
seconds. Engine torque will be reduced if engine is operated for a limited period of time with fault code active.
Engine torque will be severely reduced and vehicle speed will be limited after extended operation with fault code
active.
Lamp Reaction
Associated Faults
SPN 4380 FMI 2 (NH3)
Fault Facts
None

Continuous
Possible Causes

Code (DTC) list for Associated Faults(page 347).
complete, perform the
SCR Maintenance Reset
FMI 4.
Step 2 Inspect connections at NH3 sensor module. Decision

A. Key OFF. Yes: Replace NH3
B. Disconnect NH3 sensor connector.
C. Check NH3 sensor and sensor module connector terminals for damaged or pinched SCR Maintenance Reset
wires; corroded terminals; loose, bent, or broken pins; or broken connector housing. Procedure (page 2170)
FMI 4.
are complete, perform
the SCR Maintenance
Reset Procedure (page
2170) and retest for SPN
4377 FMI 4.

SPN 4377 FMI 12 - NH3 internal chip error

NH3 sensor module has detected The NH3 sensor module has Key ON
an internal error. an internal RAM failure, code
checksum mismatch, or an internal
Application Specific Integrated
Circuit (ASIC) and SPI bus
communication failure.
Fault Overview
Fault Code is set when Aftertreatment Ammonia (NH3) sensor module has detected an internal error.
Lamp Reaction
Associated Faults
None
Fault Facts
None

Continuous
Possible Causes
• Failed NH3 sensor module
Step 1 Replace NH3 sensor module.

Replace NH3 sensor module. Repair or replace NH3 sensor module heat shield if missing or damaged.

SPN 4377 FMI 13 - NH3 operation fault (wrong sensor installed)

Aftertreatment Ammonia (NH3) The functional resistance of the Key ON
sensor module has detected the sensor internal trim resistor is
trim resistor is out of range (wrong greater than 2,000 ohms or less
sensor installed). than 500 ohms
Fault Overview
Fault code sets when Aftertreatment Ammonia (NH3) sensor module has detected the trim resistor in the NH3
sensor is out of range, indicating the wrong NH3 sensor may be installed.
Lamp Reaction
Associated Faults
None
Fault Facts
None

Continuous
Possible Causes
• Incorrect or failed NH3 sensor
Step 1 Inspect connections at NH3 sensor module. Decision

A. Key OFF. Yes: Install correct NH3
C. Check NH3 sensor and sensor module connector terminals for damaged or pinched 4377 FMI 13.
SPN 4377 FMI 13.
End Pin-Point Tests

SPN 4377 FMI 19 - NH3 Sensor Module not detected on J1939

Aftertreatment Ammonia (NH3) Aftertreatment Control Module (ACM) Key ON
sensor module not detected on J1939 loses J1939 data link communications
Controller Area Network (CAN). with NH3 sensor module
Fault Overview
Fault code sets when Aftertreatment Control Module (ACM) loses J1939 data link communications with
Aftertreatment Ammonia (NH3) sensor module. If resistance is greater than 60 ohms and there is more than
one J1939 data link communication bus failure fault code present, suspect a failed terminating resistor.
Lamp Reaction
Associated Faults
None
Fault Facts
If more than one of the following sensor modules fail (or set a fault), suspect a common power circuit, ground
circuit, or switched ignition relay problem. The following components share power and ground circuits: DOC
/ DPF temperature sensor module, SCR temperature sensor module, NH3 sensor module, NOx OUT sensor
module, NOx IN sensor module, and DEF: TLT sensor module.

Continuous
Possible Causes
• SWBAT circuit Open, high resistance, or short to GND
• CAN-AH circuit Open or short to GND
• CAN-AL circuit Open or short to GND
• CAN-AH circuit short to PWR
• CAN-AL circuit short to PWR
• GND circuit Open or high resistance
• CAN-AH short to CAN-AL

Code (DTC) list for SPN 3216 FMI 19, SPN 3226 FMI 19, SPN 5742 FMI 19, and SPN
5743 FMI 19.
Is EST DTC list SPN 3216 FMI 19, SPN 3226 FMI 19, SPN 5742 FMI 19, and SPN 5743 FMI No: Go to Step 3.
19. show as active or pending?

B. Disconnect NH3 sensor module 4-way connector.
C. Check NH3 sensor module and 4-way connector terminals for damaged or pinched
Are NH3 sensor module 4-way connector, harness, and terminals clean and undamaged? Repair connector,
SPN 4377 FMI 19.
Step 3 Inspect connections at NH3 sensor module 12-pin connector. Decision

Test.
B. Disconnect NH3 sensor module 4-pin connector.
C. Check NH3 sensor module and 4-pin connector terminals for damaged or pinched
Are NH3 sensor module 4-pin connector, harness, and terminals clean and undamaged? No: Repair connector,
SPN 4377 FMI 19.
Figure 105 NH3 Sensor Module Circuit Diagram
Tools Required
• Breakout Harness 18-801-01
Figure 106 Test 1 NH3 Sensor Circuit Voltage Check
Test 1 Setup
A. Key OFF.
B. Connect Breakout Harness 18-801-01 between NH3 sensor module and SCR harness connector.
C. Key ON.
Test 1 Decision
Use DMM to measure voltage between Breakout Harness 18-801-01 pin-1 and pin-4. Yes: Go to Test 4.
Is voltage B+ ± 0.5 volts? No: Go to Test 2.
Figure 107 Pin-Point Test 2 NH3 Sensor Circuit Voltage Check
Test 2 Setup
A. Key OFF.
B. Connect Breakout Harness 18-801-01 between NH3 sensor module and 4-way SCR harness connector.
C. Key ON.
Test 2 Check for Open or high resistance between NH3 sensor module and ground. Decision
Use DMM to measure voltage between Breakout Harness 18-801-01 pin-1 and known Yes: Repair Open or high
good ground. resistance between NH3
sensor module pin-4 and
ground. After repairs are
FMI 19.
Test 3 Setup
A. Key OFF.
C. Key ON.
Test 3 Check for Open in Aftertreatment Harness. Decision

Use DMM to measure voltage between 4–way connector, pin-2 and known good ground. Yes: Repair Open
in Aftertreatment
Harness between 4-way
connector pin-2 and
pin-8, pin-12 and pin-14
connectors.
Is voltage B+ ± 0.5 volts? No: Repair Open
between 4-pin connector,
pin-2 and switched
ignition relay pin-87.
Test 4 Setup
A. Key OFF.
C. Key ON.
Test 4 Check for Open or short to ground between NH3 sensor module and ACM. Decision
Use DMM to measure voltage between Breakout Harness 18-801-01 pin-2 and known Yes: Go to Test 5.
good ground.
Is voltage greater than 1 volt? No: Repair Open or short
to ground between NH3
sensor module connector
pin-2 and ACM connector
J2-14. After repairs are
FMI 19.
Test 5 Setup
A. Key OFF.
C. Key ON.
Test 5 Check for short to PWR between NH3 sensor module and ACM. Decision
good ground.
Is voltage less than 4 volts? No: Repair short to PWR
between NH3 sensor
module connector pin-2
and ACM connector
FMI 19.
Test 6 Setup
A. Key OFF.
B. Connect Breakout Harness 18-801-01 between NH3 sensor module and 4-way vehicle harness connector.
C. Key ON.
Test 6 Check for Open or short to GND between NH3 sensor module and ACM. Decision
good ground.
Is voltage greater than 1 volt? No: Repair open or short
to GND between NH3
sensor module connector
pin-3 and ACM connector
FMI 19.
Test 7 Setup
A. Key OFF.
C. Key ON.
Test 7 Check for short to PWR between NH3 sensor module and ACM. Decision
good ground.
Is voltage less than 4 volts? No: Repair short to PWR
between NH3 sensor
module connector pin-3
and ACM connector
FMI 19.
Figure 113 Test 8 NH3 Sensor Circuit Resistance Check

Test 8 Setup
A. Key OFF.
C. Key ON.
Test 8 Check for short between CAN-AL and CAN-AH circuits. Decision
Use DMM to measure resistance between Breakout Harness 18-801-01 pin-2 and pin-3. Yes: Replace NH3
sensor module. After
perform the SCR
Maintenance Reset
FMI 19.
Is resistance within 5 ohms of 60 ohms? No: Repair short
between CAN-AL and
CAN-AH circuits. After
perform the SCR
Maintenance Reset
FMI 19.

SPN 4380 FMI 2 - NH3 signal erratic, intermittent, or incorrect

Ammonia (NH3) sensor power supply Number of NH3 sensor reset events ≥ Key-On Engine-Running (KOER)
- erratic, intermittent, or incorrect 5 count within a 300 second window
≥ 10 seconds
resulting in an internal reset of the NH3
sensor module.
Fault Overview
Fault code sets when Aftertreatment Control Module (ACM) has detected 10 or more internal resets of Ammonia
(NH3) sensor module. Engine torque will be reduced if engine is operated for a limited period of time with this
fault code active.
Lamp Reaction
Associated Faults
None
Fault Facts
NH3 sensor module shares common power and ground with Nitrogen Oxide Outlet Concentration (NOx Out),
Selective Catalyst Reduction (SCR) temp sensor module, and other aftertreatment components. If more than
one aftertreatment power or ground fault is set, suspect a common power or ground circuit problem.

Continuous
Possible Causes
• GND circuit intermittent Open or high resistance
• Low battery voltage
• Loose fuse or relay in Power Distribution Module (PDM)
• Switch battery (SWBAT) circuit intermittent short to ground or Open

Figure 114 Power Distribution Module (PDM) Fuses and Relays

1. Diesel Exhaust Fluid Line Heater 2. Diesel Exhaust Fluid Supply 3. Switched ignition relay
Relay Module Heater (DEFSMH) Relay
Step 2 Inspect PDM fuse(s) and relay(s). Decision

A. Key OFF. Go to Step 3.
B. Remove PDM cover.
C. Check fuse(s) and relay(s) for blown fuses and loose, missing, or intermittent
connections.
Are all fuses and relays securely attached and in good condition? No: Secure or replace
failed fuse(s) or relay(s)
to PDM connector. After
2.

B. Disconnect NH3 sensor module 4-pin connector.
C. Check NH3 sensor module and 4-pin connector terminals for: damaged or pinched
Are NH3 sensor module 4-pin connector, harness, and terminals clean and undamaged? No: Repair connector,
SPN 4380 FMI 2.

Perform Test 1(page 371). Use DMM to measure voltage between Breakout Harness Yes: Replace NH3
18-801-01 pin-1 and pin-4. sensor module. After
2.
Is voltage B+ ± 0.5 volts? No: Go to Step 5.

Perform Test 2(page 372). Use DMM to measure voltage between Breakout Harness Yes: Repair Open or high
18-801-01 pin-1 and known good ground. resistance between NH3
sensor module pin-4 and
ground. After repairs are
4380 FMI 2.
Is voltage B+ ± 0.5 volts? No: Repair Open or
short to ground between
NH3 sensor module
connector pin-1 and
switched ignition relay
pin-87. After repairs are

4380 FMI 2.

Figure 115 NH3 Sensor Circuit Diagram
Tools Required
Test 1
A. Key OFF.
B. Connect Breakout Harness 18-801-01 to vehicle harness and leave NH3 sensor module 4-pin disconnected.
C. Key ON.
Test 2
A. Key OFF.
B. Connect Breakout Harness 18-801-01 to vehicle harness and leave NH3sensor module 4-pin disconnected.
C. Key ON.
SPN 4382 FMI 10 - NH3 sensor Heater abnormal rate of change

Ammonia (NH3) sensor heater Time required for NH3 sensor heater Key ON
is unable to maintain operating to meet NH3 operating temperature
Exhaust gas temperature measured
temperature. after enable conditions are satisfied ≥
by thermistor closest to NH3 sensor >
120 seconds
320°F (160°C) for 5 seconds
Exhaust flow rate < 500 g/sec
Exhaust temperature at NH3 sensor

location < 1058°F (570°C)
Ambient air temperature ≥ 21.2°F

(-6°C)
No reset on the NH3 sensor since

power up
NH3 sensor at operating temperature
Fault Overview
Fault code sets when Aftertreatment Control Module (ACM) detects Ammonia (NH3) sensor heater is unable to
maintain its normal operating temperature for 120 seconds.
Lamp Reaction
Associated Faults
and
• SPN 4377 FMI 4 (NH3) • SPN 4380 FMI 2 (NH3)
Fault Facts
None

Continuous
Possible Causes

Using Electronic Service Tool (EST) with ServiceMaxx™ software, check Diagnostic Trouble Yes: Replace NH3
Code (DTC) list for Associated Faults(page 373). sensor. After repairs are
4382 FMI 10.
4382 FMI 10.

SPN 5302 FMI 18 - Post SCR NH3 Conversion Efficiency - Data Valid But Below Normal Operating
Range - Moderately Severe Level

Aftertreatment Ammonia (NH3) NH3 conversion sensed at NH3 Key-On Engine-Running (KOER)
conversion is less than expected. sensor module is low
outlet temperature is ≥ catalyst
activation temperature
SCR outlet temperature is ≤ NH3

oxidation temperature
Data from NH3 sensor is valid
Data from Nitrogen Oxides Outlet

Concentration (NOx Out) sensor is
valid
Inactive: SPN 3226 (NOx Out);

SPN 3228 (NOx Out); SPN 3242
(DPFIT); SPN 4360 (SCRIT); SPN
4363 (SCROT); SPN 4377 (NH3);
SPN 4380 (NH3); SPN 4382 (NH3);
SPN 4765 (DOCIT); SPN 5742 (DOC
/ DPF); and SPN 5743 (SCR)
Fault Overview
Fault code sets when Aftertreatment Control Module (ACM) detects that Aftertreatment Ammonia (NH3)
conversion across Selective Catalyst Reduction (SCR) catalyst is lower than expected. Engine torque will be
reduced if engine is operated for an extended period of time with this fault code active.
Lamp Reaction
Associated Faults
SPN 3216 (NOx In); SPN 3218 (NOx In); SPN 3226 (NOx Out); SPN 3228 (NOx Out); SPN 3361 FMI 2, 3, and
4 (DEF: SP); SPN 3362 FMI 31 (DEF: SP); SPN 3363 FMI 3, 4, and 7 (DEF: THV); SPN 4334 FMI 2, 16 and
18 (DEF: AP); SPN 4340 FMI 3 and 5 (DEF: SP); SPN 4342 FMI 3 and 5 (DEF: RLH); SPN 4344 FMI 3 and 5
(DEF: SLH); SPN 4360 FMI 2, 3 and 4 (SCRIT); SPN 4363 FMI 2, 3, and 4 (SCROT); SPN 4377 (NH3); SPN
4380 (NH3); SPN 4382 (NH3); SPN 5394 FMI 5 and 7 (DEF: DU); SPN 5743 (SCR temp sensor module); SPN
520668 (AFT system); and SPN 520669 (AFT system).
Fault Facts
Aftertreatment Ammonia (NH3) sensor data is gathered over varying engine speeds and loads. When enough
data has been gathered, the Aftertreatment Control Module (ACM) will make a pass or fail decision.

Continuous
Possible Causes
• Exhaust system leak(s)
• Diesel Exhaust Fluid (DEF) tank, supply module, or doser valve lines or connections loose, leaking,
damaged, or restricted
• Contaminated or degraded DEF
• Failed or restricted DEF Doser Unit (DEF: DU)
• Restricted DEF supply module filter
• DEF crystallization or deposits in decomposition tube
• Failed Selective Catalyst Reduction (SCR) catalyst

Code (DTC) list for SPN 3216 (NOx In), SPN 3218 (NOx In), SPN 3226 (NOx Out), and
No: Repair SPN 3216,
SPN 3228 (NOx Out).
SPN 3218, SPN 3226,
Is EST DTC list free of SPN 3216, SPN 3218, SPN 3226, and SPN 3228? and SPN 3228. After
18.

Using EST, check DTC list for SPN 4377 (NH3), SPN 4380 (NH3), and SPN 4382 (NH3). Yes: Go to Step 3.
Is EST DTC list free of SPN 4377, SPN 4380, and SPN 4382? No: Repair SPN 4377,
SPN 4380, and SPN
4382. After repairs are
5302 FMI 18.

Using EST, check DTC list for SPN 4360 FMI 2, 3, and 4 (SCRIT); SPN 4363 FMI 2, 3, and 4 Yes: Go to Step 4.
(SCROT); and SPN 5743 Selective Catalyst Reduction (SCR temp sensor module).
No: Repair SPN 4360
Is EST DTC list free of SPN 4360 FMI 2, 3, and 4; SPN 4363 FMI 2, 3, and 4; and SPN 5743? FMI 2, 3, and 4; SPN
4363 FMI 2, 3, and 4;
and SPN 5743. After
18.

Using EST, check DTC list for SPN 3361 FMI 2, 3, and 4 (DEFSP); SPN 3362 FMI 31 Yes: Go to Step 5.
(DEF: SP); SPN 3363 FMI 3, 4, and 7 (DEF: THV); SPN 4334 FMI 2, 16, and 18 (DEF:
No: Repair SPN 3361
AP); SPN 4340 FMI 3 and 5 (DEF: SP); SPN 4342 FMI 3 and 5 (DEF: RLH); SPN 4344
FMI 3 and 5 (DEF: SLH); SPN 5394 FMI 5 and 7 (DEF: DU); SPN 520668 (AFT system);
3362 FMI 31; SPN 3363
and SPN 520669 (AFT system).
Is EST DTC list free of SPN 3361 FMI 2, 3, and 4; SPN 3362 FMI 31; SPN 3363 FMI 3, 4, 4334 FMI 2, 16 and 18;
and 7; SPN 4334 FMI 2, 16, and 18; SPN 4340 FMI 3 and 5; SPN 4342 FMI 3 and 5; SPN SPN 4340 FMI 3 and 5;
4344 FMI 3 and 5; SPN 5394 FMI 5 and 7; SPN 520668; and SPN 520669? SPN 4342 FMI 3 and 5;
SPN 4344 FMI 3 and 5;
SPN 5394 FMI 5 and 7;
SPN 520668; and SPN
5302 FMI 18.
Step 5 Inspect exhaust system. Decision

Is the exhaust system free of leaks and physical damage? No: Repair leaks or
physical damage. After
18.
Figure 118 DEF Supply Module Location (Typical)

1. Power Distribution Module (PDM)
2. DEF lines
3. DEF tank bracket
Step 6 Inspect lines and connections. Decision

Check Diesel Exhaust Fluid (DEF) tank, DEF supply module, and DEF Doser Unit (DEF: Yes: Go to Step 7.
DU) lines and connections for: cracks and pitting; loose, leaking, or damaged connections;
and restrictions.
failed line or connection.
Are DEF tank, DEF supply module, and DEF: DU lines and connections in good condition After repairs are
and unrestricted? complete, retest for
SPN 5302 FMI 18.
Step 7 Check DEF quality. Decision

Obtain sample of DEF. Visually inspect for contamination and use DEF Refractometer 5025 Yes: Go to Step 8.
to test urea concentration of DEF fluid.
Drain the DEF tank, flush
Is urea concentration between 30 to 34% and not contaminated? with distilled water, and
fill with new and / or
known good DEF. After
18.
Step 8 Verify correct DEF: DU operation. Decision

Using EST, perform the DEF Doser Pump Override Test. (page 2165) Yes: Go to Step 9.
Does DEF: DU operate correctly? No: Clean DEF supply

module using 18-200-01.
See DEF Supply Module
Flush. If DEF: DU
still does not operate
correctly, replace DEF:
DU. After repairs are
5302 FMI 18.
Step 9 Check decomposition tube for crystallization. Decision

Disconnect decomposition tube from exhaust system (see Exhaust System in the Engine Replace SCR catalyst.
Service Manual) and inspect for DEF crystallization. After repairs are
Is decomposition tube free of DEF crystallization?
SPN 5302 FMI 18.
No: Remove DEF
crystallization from
decomposition tube.
After repairs are
SPN 5302 FMI 18.

AMS (Air Management System)

Overview of AMS Sensor Group
SPN FMI Description

1209 0 EBP above desired level (page 382)
1209 7 EBP signal not responding as expected (page 384)
2659 10 EGR Slow Response Fault (page 386)
2659 14 EGR System flow rate error during Air Management Test (page 391)
2659 20 EGR High Flow Rate detected (page 393)
2659 21 EGR Low Flow Rate detected (page 397)
Overview
Air Management System (AMS) Tests perform testing on Exhaust Gas Recirculation (EGR) system. During test,
engine speed is increased, injection timing, and Injection Control Pressure (ICP) pressure are fixed, and EGR
valve is temporarily closed. As test progresses, EGR valve is opened. This test operates by monitoring Mass
Air Flow (MAF) readings during test. Airflow is first measured with EGR closed, and then with EGR opened.
These two measurements are then compared by Engine Control Module (ECM). If measured difference is not
within minimum and maximum values expected, a code will be set.
SPN 1209 FMI 0 - EBP above desired level

Values
TBD TBD TBD
Fault Overview
Lamp Reaction
Associated Faults
Fault Facts

Continuous
Possible Causes
•
See 2010 MaxxForce® DT, 9, and 10 Engines Diagnostic Manual 0000001624 for information on this fault code.
SPN 1209 FMI 7 - EBP signal not responding as expected

Values
TBD TBD TBD
Fault Overview
Lamp Reaction
Associated Faults
Fault Facts

Continuous
Possible Causes
•
SPN 2659 FMI 10 - EGR Slow Response Fault

Values
Exhaust Gas Recirculation (EGR) Measured EGR flow rate difference [1. Engine Speed > 800 rpm
Mass Flow Rate Slow Response from expected flow rate greater
2. Torque Set point > 200 N·m
than allowed.
3. Engine Speed gradient > -20.02
rpm/s AND <14.99 rpm/s
4. Torque Set point gradient - 5

N·m/s AND < 15 N·m/s
5. Engine Inlet Air Mass flow rate

sensor set point] ≤ Moving mean
value of the total air mass flow
Engine Coolant Temperature 1 (ECT1)

between 20°C and 103°C
Barometric pressure >724 hPa
Intake Manifold Temperature (IMT)

between 20°C and 80°C
Turbocharger #2 Compressor Inlet

Temperature (TC2CIT) between
20°C and 70°C
Diesel Particulate Filter (DPF)

Regeneration NOT active
Power Take Off (PTO) NOT active

for > 5 seconds
Exhaust Back Pressure valve (EBPV)

NOT active for > 5 seconds
Fuel cut off in engine deceleration

NOT active
Limp Home Mode NOT active
Time after exiting Limp Home Mode > 0
SCR warm-up is NOT occurring
SPN/FMI 132/3, 132/4, 172/3, 172/4,

172/2, 102/3, 102/4, 102/7, 105/3,
105/4, 105/2, 108/3, 108/4, 636/7,
636/2, 110/3, 110/4, 110/2, 2791/2,
2791/7, 2791/14, 2791/14, 2791/14,
27/14, 2791/8, 2791/8, 2791/3,
2791/4, 2659/21 are NOT active
Fault Overview
Fault sets when Engine Control Module (ECM) determines EGR mass flow rate is low. ECM continuously
monitors control system. If sensor signal is higher or lower than expected, ECM disregards signal and uses a
calibrated default value. ECM sets an SPN/FMI, turns on Warning Engine Lamp (WEL), and runs engine in a
default range.
Lamp Reaction
Associated Faults
,
• SPN 27 FMI 0 and 14 • SPN 51 FMI 3, 4, and 7 • SPN 102 FMI 2, 3, 4, 7, • SPN 105 FMI 2, 3, and 4
(EGR) (ETV) 10, 16, and 18 (IMP) (IMT)
• SPN 108 FMI 2, 3, and 4 • SPN 110 FMI 0, 15, 16, • SPN 110 FMI 2, 3, and 4 • SPN 132 FMI 0, 1, 3, 4,
(BARO) 17, and 18 (EWPS) (ECT1) 11, 13, 14, and 31 (MAF)
• SPN 164 FMI 16 and 18 • SPN 651 - 656 FMI 14 • SPN 2791 FMI 2, 3, 4, 7, • SPN 4257 FMI 16 and 18
(ICP) (INJ) 8, and 14 (EGR) (INJ)
Fault Facts
None

Road Test
Possible Causes
• Restricted airflow (intake or exhaust)
• Restricted EGR cooler
• Biased EBP sensor or circuit
• Plugged EBP sensor tube
• Biased IMP sensor or circuit
• EGR valve sticking closed

2659 FMI 10.

Code (DTC) list for SPN 2659 FMI 10 status.
Step 3 Decision
Perform Intake Air System Inspection(page 2365). Yes: Go to Step 4.
Is Intake Air System free from damage or restrictions? No: Repair intake air
system. After repairs are
2659 FMI 10.
Step 4 Do Mass Air Flow (MAF) Calibration Procedure. Decision

Using ServiceMaxx™ software. Ensure KOER MAF Sensor Calibration(page 2268) are met Yes: Go to Step 5.
and MAF Calibration Pre-Checks are done, prior to doing this procedure.
Did MAF sensor calibration run successfully? No: Repair air intake
system leaks. After
10.
Step 5 Inspect connections at Exhaust Gas Recirculation (EGR) valve. Decision

B. Disconnect EGR valve connector.
C. Check EGR valve and connector for: damaged or pinched wires; corroded
Are EGR valve connector, harness, and terminals clean and undamaged? No: Repair connector,
SPN 2659 FMI 10.
Step 6 Exhaust Gas Recirculation (EGR) Operational Test. Decision

Perform EGR Operational Test(page 2271). Yes: Replace EGR
valve. After repairs are
2659 FMI 10.
Are there any active SPN 27 or SPN 2791 fault codes active? No: Go to Step 7.
Step 7 Test Exhaust Back Pressure Valve (EBPV). Decision

Perform Exhaust Back Pressure Valve (EBPV)(page 2254) Test. Yes: Go to Step 8.
Does EBPV will cycle fully open and closed three times when key is turned off? No: Repair EBPV as
indicated by EBPV
test. After repairs are
2659 FMI 10.
Step 8 Perform Air Management Test Decision

Perform KOER Air Management Test(page 2175). Yes: Go to Step 9.
Does KOER Air Management Test return “Successful? No: Repair based
on results of Air
Management Test. After
10.
Step 9 Analyze KOER Air Management Test results. Decision

Analyze graphs produced by KOER Air Management Test against “Good” and “Bad” graphs Yes: Go to Step 10.
Does test graph match “Good” graph? No: Diagnose and repair
repeat this step to verify
repairs.

Using ServiceMaxx™ software, perform KOER MAF Sensor Calibration(page 2268). Ensure Yes: Replace MAF
KOER MAF Sensor Calibration conditions are met and MAF Calibration Pre-Checks are sensor. After repairs are
done, prior to doing this procedure. complete, retest MAF
sensor.
Did MAF sensor calibration run successfully? No: Verify all MAF
calibration requirements
are met and MAF
calibration pre-checks
are done. Repeat MAF
calibration. After repairs
SPN 2659 FMI 10.

SPN 2659 FMI 14 - EGR System Flow Rate Error During Air Management

Values
See SPN 2659 FMI 10(page 386)
Possible Causes
• EGR valve
• MAF sensor calibration
• Induction system air leaks
Step 1 Perform Air Management Test Decision

Does KOER Air Management Test return “Satisfactory? No: Perform Air
Management Test
Inspection.
Step 2 Do leak check of intake system. Decision

Perform a pressure check of the intake air system. Yes: Go to Step 3.
Did the intake air system pass the pressure test? No: Repair intake air
system leaks. After
14.

Using ServiceMaxx™ software. Ensure KOER MAF Sensor Calibration(page 2268) are met Yes: System OK.
system leaks. After
14.

SPN 2659 FMI 20 - EGR High Flow Rate detected

Values
Engine Exhaust Gas Recirculation Engine Air Inlet Mass Flow set 1. Monitor enable condition
(EGR) Mass Flow Rate High point MINUS measured Mass Air based on Speed/Torque based
Flow Monitor Flow ≥ Threshold Value based on table (Table A046)
Speed/Torque Table (Table A041) *
2. Monitor enable condition based
Engine Air Inlet Temperature modifier
on Engine Inlet Air Mass flow rate
(Table A042) * Intake Manifold
value and barometric pressure
Temperature modifier (Table A043)
table (Table A047)
* Coolant Temperature modifier
(Table A044) * barometric pressure Delay timer to run diagnostics after
modifier (Table A045) entry conditions 1 and 2 ( mentioned
above) are satisfied ≥ 4 seconds
Particulate Filter Regeneration

NOT active
Power Take Off (PTO) is NOT active
AND Time after PTO change of state

to not active > 5 seconds
End of Line tests not active
Engine Exhaust Brake or Vehicle

Retarder NOT active
Time after Engine Exhaust Brake

or Vehicle Retarder state of change
Torque limiting in Limp Home

Mode is NOT active
SCR warm-up is NOT occurring
SPN/FMI 132/3, 132/4, 172/3, 172/4,

172/2, 102/3, 102/4, 102/7, 105/3,
105/4, 105/2, 108/3, 108/4, 636/7,
636/2, 110/3, 110/4, 110/2, 651/4,
651/5, 655/4, 652/5, 653/4, 653/5,
656/4, 654/5, 652/4, 655/5, 654/4,
656/5, 3464/31, 51/7, 51/7, 51/3,
51/4, 2791/2, 2791/7, 2791/14,
2791/14, 2791/14, 27/14, 2791/8,
2791/8, 2791/3, 2791/4, 4752/4,
102/18 are NOT active
Fault Overview
Lamp Reaction
Associated Faults
• SPN 27 FMI 14 (EGR) • SPN 51 FMI 3, 4, and 7 • SPN 102 FMI 2, 3, 4, 7, • SPN 105 FMI 2, 3, and 4
(ETV) and 18 (IMP) (IMT)
• SPN 108 FMI 3 and 4 • SPN 110 FMI 2, 3, and 4 • SPN 132 FMI 3 and 4 • SPN 172 FMI 2, 3, and 4
(BARO) (ECT1) (MAF) (MAF)
• SPN 636 FMI 2 and 7 • SPN 651 - 656 FMI 4 and • SPN 1209 FMI 0 (AMS) • SPN 2791 FMI 2, 3, 4, 7,
(CMP) 5 (INJ) 8, and 14 (EGR)
• SPN 3464 FMI 31 (ETV) • SPN 4752 FMI 4 (EGR)
Fault Facts
Ensure that correct Programmable Parameters (PP) is programmed for air induction system.

Continuous
Possible Causes
• EGR valve stuck open or damaged O-rings
• Induction system leaks
• Excessive exhaust back pressure
• MAF sensor calibration

2659 FMI 20.

Step 3 Inspect Intake Air System for leaks. Decision

Visually inspect intake air system for leaks Yes: Repair leaks. After
20.
Are any system leaks found? No: Go to Step 4.

2659 FMI 10.

Using ServiceMaxx™ software. Ensure KOER MAF Sensor Calibration(page 2268) are met Yes: Replace MAF
and MAF Calibration Pre-Checks are done, prior to doing this procedure. sensor. After repairs are
complete, retest MAF
sensor.
are met and MAF
SPN 2659 FMI 10.

SPN 2659 FMI 21- EGR Low Flow Rate detected

Values
Engine Exhaust Gas Recirculation Engine Air Inlet Mass Flow set 1. Monitor enable condition
(EGR) Mass Flow Rate Low point MINUS measured Mass Air based on Speed/Torque based
Flow Monitor Flow ≤ Threshold Value based on table (Table A053)
Speed/Torque Table (Table A048) *
2. Monitor enable condition based
Engine Air Inlet Temperature modifier
on Engine Inlet Air Mass flow rate
(Table A049) * Intake Manifold
value and barometric pressure
Temperature modifier (Table A050)
table (Table A054)
* Coolant Temperature modifier
(Table A051) * barometric pressure Delay timer to run diagnostics after
modifier (Table A052) entry conditions 1 and 2 (mentioned
above) are satisfied ≥ 4 seconds

NOT active
Power Take Off (PTO) is NOT active
AND Time after PTO change of state


Retarder NOT active
Time after Engine Exhaust Brake

or Vehicle Retarder state of change

Mode is NOT active

Mode is NOT active
SCR warmup is NOT occurring
132/3, 132/4, 172/3, 172/4, 172/2,

102/3, 102/4, 102/7, 105/3, 105/4,
105/2, 108/3, 108/4, 636/7, 636/2,
110/3, 110/4, 110/2, 3464/31,
51/7, 51/7, 51/3, 51/4, 2791/2,
2791/7, 2791/14, 2791/14, 2791/14,
27/14, 2791/8, 2791/8, 2791/3,
2791/4, 2659/10, 651/14, 655/14,
653/14, 656/14, 652/14, 654/14,
110/17, 110/17, 164/18, and 164/16
are NOT active
Fault Overview
Fault sets when Engine Control Module (ECM) determines EGR mass flow rate is low. ECM continuously
monitors control system. If sensor signal is higher or lower than expected, ECM disregards signal and uses a
calibrated default value. ECM sets an SPN/FMI, turns on Warning Engine Lamp (WEL), and runs engine in a
default range.
Lamp Reaction
Associated Faults
• SPN 27 FMI 14 (EGR) • SPN 102 FMI 3, 4, and 7 • SPN 105 FMI 2, 3, and 4 • SPN 108 FMI 3 and 4
(IMP) (IMT) (BARO)
• SPN 110 FMI 2, 3, and 4 • SPN 132 FMI 3 and 4 • SPN 172 FMI 2, 3, and 4 • SPN 636 FMI 2 and 7
(ECT1) (MAF) (MAF) (CMP)
• SPN 2659 FMI 21 (AMS) • SPN 2791 FMI 2, 3, 4, 7,
8, and 14 (EGR)
Fault Facts

Continuous
Possible Causes
• Restricted airflow (intake or exhaust)
• Restricted EGR cooler
• Biased IMP sensor or circuit
• EGR valve sticking closed

2659 FMI 21.

Using Electronic Service Tool (EST) with ServiceMaxx™ software. Key ON, check Diagnostic Yes: Go to Step 3.
Trouble Codes (DTC) list for SPN 2659 FMI 21.

Using ServiceMaxx™ software. Ensure KOER MAF Sensor Calibration(page 2268) are met Yes: Go to Step 4.
system leaks. After
21.

SPN 2659 FMI 21.

2659 FMI 21.
Step 6 Visually inspect Exhaust Brake Actuator. Decision

A. Key ON Engine Running and run for 5 seconds. Yes: Go to Step 9.
B. Key OFF.
C. Visually inspect Exhaust Brake Actuator.

Does Exhaust Brake Actuator cycle open and closed 3 times? No: Go to Step 7.
Step 7 Check for air pressure leaks from Exhaust Brake Actuator supply line. Decision
A. Disconnect air supply to Exhaust Brake Actuator. Yes: Replace Exhaust
Brake Housing. After
B. Key ON Engine Running and run for 5 seconds.
C. Key OFF. retest for SPN 2659 FMI
21.
D. Listen to Exhaust Brake Actuator supply line for air pressure leakage.
Does Exhaust Brake Actuator air supply line leak air pressure? No: Go to Step 8.
Step 8 Verify air pressure leakage from Exhaust Brake Control Valve air supply line. Decision
A. Verify vehicle air pressure is 60 psi or greater. Yes: Replace Exhaust
Brake Control valve.
B. Disconnect Exhaust Brake Control Valve air supply line.
After repairs are
SPN 2659 FMI 21.
Does Exhaust Brake Control Valve air supply leak air pressure? No: Repair Exhaust
Brake Control Valve
air pressure supply
line. After repairs are
2659 FMI 21.
Step 9 Decision
Does KOER Air Management Test return “Satisfactory? No: Diagnose and repair
21.

Using ServiceMaxx™ software. Ensure KOER MAF Sensor Calibration(page 2268) are met Yes: Replace MAF
and MAF Calibration Pre-Checks are done, prior to doing this procedure. sensor. After repairs are
2659 FMI 21.
are met and MAF
SPN 2659 FMI 21.

APP Sensor (Accelerator Pedal Position)

Overview of APP Sensor Group
SPN FMI Description

91 2 APP1 and APP2 signal conflict (page 403)
91 3 APP1 signal Out of Range HIGH (page 405)
91 4 APP1 signal Out of Range LOW (page 409)
2623 3 APP2 signal Out of Range HIGH (page 416)
2623 4 APP2 signal Out of Range LOW (page 421)
Overview
Accelerator Pedal Position (APP) sensor is controlled by operator. Engine Control Module (ECM) uses this
sensor to control engine output based on operator's demand for power.
SPN 91 FMI 2 APP1 and APP2 signal conflict

Values
TBD TBD TBD
Fault Overview
Lamp Reaction
Associated Faults
Fault Facts

Continuous
Possible Causes
•
SPN 91 FMI 3 - APP1 signal Out of Range HIGH

Values
Accelerator Pedal Position 1 (APP1) APP1 signal > 4.575 volts Key ON
signal greater than expected.
Fault Overview
Fault code sets when Engine Control Module (ECM) detects Accelerator Pedal Position 1 (APP1) signal is
greater than 4.575 volts.
Lamp Reaction
Associated Faults
SPN 3510 FMI 3 and 4

(VREF 2)
Fault Facts
None

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

complete, retest for SPN 91
FMI 3.

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

Tests .
B. Disconnect APP sensor and connector.
C. Check APP sensor and connector terminals for damaged or pinched wires;
Are the APP sensor connector, harness, and terminal clean and undamaged? No: Repair connector,
91 FMI 3.
Figure 122 APP Circuit Diagram
Tools Required
• Breakout Harness ZTSE4485A
Test 1 Setup
A. Key OFF.
B. Disconnect Accelerator Pedal Position (APP) sensor.
Test 1 Check for short to PWR. Decision

Using EST with ServiceMaxx™ software, clear Diagnostic Trouble Code (DTC) list. Yes: Repair short to PWR
between APP sensor
connector pin-A and Engine
Control Module (ECM) pin
C-33. After repairs are
FMI 3.
Does SPN 91 FMI 3 set after DTC list is cleared? No: Go to Test 2.
Figure 123 Test 2 APP1 Circuit Check
Test 2 Setup
A. Key OFF.
B. Connect Breakout Harness ZTSE4435A to vehicle harness and leave APP sensor disconnected.
C. Key ON.
Test 2 Check for Opens. Decision

Use DMM to measure voltage between Breakout Harness ZTSE4485A pin-B and PWR. Yes: Replace APP sensor.
Is voltage B+ ± 0.5 volts? No: Repair Open between
APP pin-B and ECM pin
FMI 3.

SPN 91 FMI 4 - APP1 signal Out of Range LOW

Values
APP1 signal less than expected. APP1 signal less than 0.825 volts Key ON
Fault Overview
Fault code sets when Engine Control Module (ECM) detects Accelerator Pedal Position 1 (APP1) signal is less
than 0.825 volts.
Lamp Reaction
Associated Faults

(VREF 2)
Fault Facts
None

Key ON
Possible Causes
• APP1 signal circuit Open
• APP1 VREF circuit Open
• APP1 signal circuit short to GND

Is EST DTC list free of SPN 3510 FMI 3 and 4? No: Repair SPN 3510 FMI
3 and 4. After repairs are
91 FMI 4.

Does EST DTC list show SPN 94 FMI 4 as Active or Pending? No: Go to Intermittent or
Step 3 Inspect connections at Accelerator Pedal Position (APP) sensor. Decision

Tests .
B. Disconnect APP sensor connector.
C. Check APP1 sensor and connector terminals for damaged or pinched wires;
Are the APP sensor connector, harness, and terminal clean and undamaged? No: Repair connector,
91 FMI 4.
Figure 124 APP1 Sensor Circuit Diagram
Tools Required
Test 1 Setup
A. Key OFF.
B. Connect Breakout Harness ZTSE4485A to Accelerator Pedal Position (APP) and leave sensor disconnected.
C. Key ON.
Test 1 Check for Opens to APP sensor. Decision

Using DMM, measure voltage between Breakout Harness ZTSE4485A pin C and a Yes: Go to Test 2.
known good GND.
Is voltage 5 volts ± 1 volt? No: Repair Open between
APP sensor connector
pin-C and Engine Control
Module (ECM) 76-pin
chassis connector pin
91 FMI 4.
Test 2 Setup
A. Key OFF.
C. Using Breakout Harness ZTSE4498, short pin-A and pin-C of Breakout Harness ZTSE4485A together.
Test 2 Decision
Clear Diagnostic Trouble Code (DTC) list using EST with ServiceMaxx™ software. Yes: Replace Accelerator
Pedal Position (APP)
91 FMI 4.
Does SPN 91 FMI 3 set after DTC list is cleared? No: Go to Test 3.
Test 3 Setup
A. Key OFF.
C. Using Breakout Harness ZTSE4498, short pin-A and pin-C of Breakout Harness ZTSE4485A together.
Test 3 Check for short to GND on APP sensor. Decision

Clear Diagnostic Trouble Code (DTC) list using EST with ServiceMaxx™ software. Yes: Repair short to GND
between APP sensor pin A
and Engine Control Module
(ECM) pin C-33. After
for SPN 91 FMI 4.
Does SPN 3511 FMI 4 set after DTC list is cleared? No: Repair Open between
APP sensor pin A and ECM
pin C-33. After repairs are
91 FMI 4.

SPN 2623 FMI 3 - APP2 Signal Out of Range HIGH

Accelerator Pedal Position (APP) APP2 signal > 2.476 volts Key ON
signal is greater than expected.
Fault Overview
Fault code sets when Electronic Control Module (ECM) detects that APP2 voltage is greater than 2.476 volts.
Lamp Reaction
Associated Faults
None
Fault Facts
None

Continuous
Possible Causes
• APP2 circuit short to PWR
engine surfaces.

Does EST DTC list show SPN 2623 FMI 3 as active or pending? No: Go to Intermittent or
Step 2 Inspect connections at Accelerator Pedal Position (APP) sensor connector Decision
Tests.
C. Check APP sensor and connector terminals for: damaged or pinched wires;
Are the APP sensor connector, harness, and terminals clean and undamaged? No: Repair connector,
SPN 2623 FMI 3.
Figure 128 Accelerator Pedal Position (APP) Sensor Circuit Diagram
Tools Required
Test 1 Setup
A. Key OFF.
B. Disconnect Accelerator Pedal Position (APP) sensor
C. Key ON.
Test 1 Check for short to PWR on APP sensor. Decision

Using EST with ServiceMaxx™ software, clear Diagnostic Trouble Code (DTC) list. Yes: Go to Test 2.
Does fault code SPN 2623 FMI 4 set? No: Repair short to PWR
between APP connector
pin-F and Engine Control
Module (ECM) connector
pin C-48.
Figure 129 Test 2 Accelerator Pedal Position (APP2) Sensor Voltage Check
Test 2 Setup
A. Key OFF.
B. Connect Breakout Harness ZTSE4485A to Accelerator Pedal Position (APP) sensor vehicle harness connector
C. Key ON.
Test 2 Check for Open in APP sensor. Decision

Use DMM to measure voltage between Breakout Harness ZTSE4485A pin-E and B+. Yes: Replace APP
2623 FMI 3.
Is voltage 12 volts ± 1 volt? No: Repair Open
between APP sensor
connector pin-E and
ECM connector pin
2623 FMI 3.

SPN 2623 FMI 4 - APP2 Signal Out of Range LOW

Accelerator Pedal Position 2 (APP2) APP2 signal < 0.273 volt Key ON
signal is lower than expected.
Fault Overview
Fault code sets when Electronic Control Module (ECM) detects that Accelerator Pedal Position (APP) sensor is
reading lower than 0.273 volt on APP2 signal circuit.
Lamp Reaction
Associated Faults

(VREF 3)
Fault Facts
None

Continuous
Possible Causes
• APP2 circuit Open
• APP2 circuit short to GND
• VREF3 circuit Open

Does EST DTC list free of Associated Faults? No: Repair Associated
2623 FMI 4.
Step 2 Inspect connections at Accelerator Pedal Position (APP) sensor connector Decision
Tests.
C. Check APP sensor and connector terminals for: damaged or pinched wires;
Are the APP sensor connector, harness, and terminals clean and undamaged? No: Repair connector,
SPN 2623 FMI 4.
Figure 130 Accelerator Pedal Position (APP) Sensor Circuit Diagram
Tools Required
• 180-Pin Breakout Box 00-00956-08
Figure 131 Test 1 APP Sensor Voltage Check
Test 1 Setup
A. Key OFF.
B. Connect Breakout Harness ZTSE4485A to Accelerator Pedal Position (APP) sensor vehicle harness connector
C. Key ON.
Test 1 Check for Open in APP sensor. Decision

Use DMM to measure voltage between Breakout Harness ZTSE4485A pin-D and a known Yes: Go to Test 2.
good ground.
Is voltage 5 volts ± 1 volt? No: Repair Open
between APP sensor
connector pin-D and
Engine Control Module
(ECM) connector pin
2623 FMI 4.
Figure 132 Test 2 APP Sensor Circuit Check
Test 2 Setup
A. Key OFF.
B. Connect Breakout Harness ZTSE4485A to APP sensor vehicle harness connector and leave sensor
disconnected.
C. Using ZTSE4498 short pin-D to pin-F.
D. Connect Electronic Service Tool (EST) to vehicle Diagnostic (page 2124).
E. Key ON. Log on to ServiceMaxx™ software.
Test 2 Decision
Using EST with ServiceMaxx™ software, clear Diagnostic Trouble Code (DTC) list. Yes: Replace APP
2623 FMI 3.
Does SPN 2623 FMI 3 become active or pending in DTC list? No: Go to Test 3.
Figure 133 Test 3 APP Sensor Circuit Check
Test 3 Setup
A. Key OFF.
B. Connect Breakout Harness ZTSE4485A to APP sensor vehicle harness connector and leave sensor
disconnected.
C. Using ZTSE4498 short pin-D to pin-F.
D. Connect EST to vehicle Diagnostic.
Test 3 Check for short to GND in APP sensor. Decision

Using EST with ServiceMaxx™ software, clear DTC list. Yes: Repair short to
GND between APP pin-F
and ECM pin C-48. After
4.
Does SPN 3511 FMI 4 become active or pending in DTC list? No: Repair Open
between APP pin-F
and ECM pin C-48. After
4.

Body
Overview of Body Sensor
SPN FMI Description

521 2 Brake applied while APP applied (page 429)
596 19 Cruise Control Enable Switch not detected on J1939 (page 431)
597 2 Brake switch or circuit fault (page 433)
597 19 Brake switch not detected on J1939 (page 435)
Overview
The ECM receives inputs from various chassis mounted sensors and switches, and uses the signals to monitor
the operating conditions of the vehicle.
SPN 521 FMI 2 - Brake applied while APP applied

Values
Brake applied while APP applied TBD TBD
Fault Overview
Lamp Reaction
Associated Faults
• SPN 91 FMI 2 (APP) • SPN 597 FMI 2 (Body) • SPN 597 FMI 19 (Body)
Fault Facts
None

Continuous
Possible Causes
• Operator applied accelerator and brake pedal at the same time
• APP1 sensor or circuit fault
• Brake Pedal switch or circuit fault

521 FMI 2.

Using EST with ServiceMaxx™ software. Key ON, check DTC list for SPN 521 FMI 2. Yes: Go to Step 3.
Step 3 Check break switch operation. Decision

A. Key OFF. Yes: Go to Step .
B. Connect Electronic Service Tool (EST) to vehicle Diagnostic Connector (page 2124).
C. Open Driver Switch Control Session in ServiceMaxx™ software to monitor signals.
D. Depress the brake pedal.

Did the Brake Switch signal change to "applied" when depressed, and "released" when lifted? No: Go to Step 4.
Step 4 Inspect connections at Brake Pedal Switch and Body Controller connectors. Decision
B. Disconnect Brake Pedal Switch and Body Controller connectors.
C. Check Brake Pedal Switch and Body Controller and connector terminals for:
damaged or pinched wires; moisture or corroded terminals; loose, bent, or broken
Are Brake Pedal Switch and Body Controller connector, harness, and terminals clean and No: Repair connector,
SPN 521 FMI 2.
SPN 596 FMI 19 Cruise Control Enable Switch not detected on J1939

Values
Cruise Control Enable Switch not TBD TBD
detected on J1939
Fault Overview
Lamp Reaction
Associated Faults
• SPN 597 FMI 19 (Body) • SPN 639 FMI 14 (J1939)
Fault Facts
The cruise control switches are wired to the Body Controller (BC). The switch state is communicated to the ECM
through the J1939 Data Link Network.

Continuous
Possible Causes
• Cruise Control switch or circuit fault
• Incorrect programmable Parameter setting

596 FMI 19.
Step 2 Verify Cruise Control programmable parameters. Decision

Using Electronic Service Tool (EST) with ServiceMaxx™ software, open the programming Yes: Go to Step 2.
session file and verify that all Parameters are set correctly.
596 FMI 19.
SPN 597 FMI 2 - Brake switch or circuit fault

Values
TBD TBD TBD
Fault Overview
Lamp Reaction
Associated Faults
Fault Facts

Continuous
Possible Causes
•
SPN 597 FMI 19 - Brake switch not detected on J1939

Values
Brake Switch not detected on J1939 TBD Key ON
Fault Overview
Fault code sets when Electronic Control Module (ECM) detects Transmission Output Shaft Speed / Vehicle
Speed Sensor (TOSS/VSS) signal is out of range high.
Lamp Reaction
Associated Faults
None
Fault Facts
Brake switches can be wired to Engine Control Module (ECM), or to Body Controller (BC). If wired to BC, switch
state is communicated to ECM through J1939 Data Link Network. PP89021 in ECM determines where ECM
should expect signal from.

Continuous
Possible Causes
• None
Step 1 Check for communication with Body Controller Decision

Using Electronic Service Tool (EST) with ServiceMaxx™ software, check Sniffer section Yes: Perform Pin-Point
for Body Controller. Tests.
A. Key OFF.
B. Disconnect TOSS/VSS sensor.
C. Check TOSS/VSS sensor and connector terminals for: damaged or pinched wires;
wet or corroded terminals; loose, bent, or broken pins; or broken connector housing.
Are TOSS/VSS sensor connector, harness, and terminals clean and undamaged? No: Repair connector,
SPN 191 FMI 3.

See latest version of Navistar® N9 and N10 SCR Wiring Schematic Form 0000003481 for additional circuit
information.
Tools Required
• Digital Multimeter (DMM) ZTSE4357
Test 1 Setup
A. Key OFF.
B. Disconnect TOSS/VSS sensor connector.
C. Using Terminal Test Kit ZTSE4435C, insert correct terminal into TOSS/VSS vehicle harness and leave
TOSS/VSS disconnected.
D. Key ON.
Test 1 Check for short to B+ Decision

Use DMM to measure voltage between TOSS/VSS vehicle harness pin-1 and known good Yes: Repair short to B+
GND. in TOSS-L circuit. After
3.
Is voltage less than 1.7 volts? No: Repair short to B+
in TOSS-H circuit. After
3.

CACOT Sensor (Charge Air Cooler Outlet Temperature)

Overview of CACOT Sensor Group
SPN FMI Description

2630 2 CACOT signal erratic, intermittent, or incorrect (page 440)
2630 3 CACOT signal Out of Range HIGH (page 446)
2630 4 CACOT signal Out of Range LOW (page 452)
2630 16 CACOT Undercooling (page 456)
Overview
Charge Air Cooler Outlet Temperature (CACOT) is a thermistor sensor that measures charged-air temperature
entering Engine Throttle Valve (ETV). As temperature increases, resistance drops, causing voltage signal
interpreted by Engine Control Module (ECM) to vary. ECM monitors this signal for Exhaust Gas Recirculation
(EGR) system control and CAC performance.
SPN 2630 FMI 2 - CACOT signal erratic, intermittent, or incorrect

Values
Charge Air Cooler Outlet Temperature Difference between CACOT Key ON
(CACOT) does not agree with temperature and other temperature
Engine is cold soaked
other sensors sensors > 59°F (15°C)
(ECT1) ≥ -40°F (-40°C)
ECT1, TC2CIT, IMT, IAT, and EOT are

all within 59°F (15°C) of each other
Fault Overview
Fault code sets when ECM detects that Charge Air Cooler Outlet Temperature (CACOT) sensor does not agree
with other temperature sensors.
Lamp Reaction
Associated Faults

(CACOT)
Fault Facts
None

Continuous (after cold soak)
Possible Causes
• Failed CACOT sensor
• High resistance in CACOT circuit
• High resistance in SIG GND circuit

Is EST DTC list free of Associated Faults? Faults. After repairs are
2630 FMI 2.

Step 3 Inspect connections at Charge Air Cooler Outlet Temperature (CACOT) Decision
connector.
Tests .
B. Disconnect CACOT connector.
C. Check CACOT and connector terminals for: damaged or pinched wires; moisture or
Are CACOT connector, harness, and terminals clean and undamaged? are complete, retest for
SPN 2630 FMI 2.
Figure 135 Charge Air Cooler Outlet Temperature (CACOT) Sensor Circuit Diagram
Tools Required
• 500 Ohm Resistor Harness ZTSE4497
Figure 136 Test 1 CACOT Signal Circuit Check
Test 1 Setup
A. Key OFF.
B. Disconnect Charge Air Cooler Outlet Temperature (CACOT) sensor.
C. Connect Breakout Harness ZTSE4993 to vehicle harness connector and leave CACOT sensor disconnected.
D. Connect Resistor Harness ZTSE4497 between Breakout Harness ZTSE4993 pin-1 and pin-2.
Using EST with ServiceMaxx™ software, monitor charge 302 ± 10°F (150 ± -12.2°C)
air cooler outlet temperature.
Decision
Is temperature 302 ± 10°F (150 ± -12.2°C)? Yes: Replace CACOT sensor. After repairs are complete,
No: Go to Test 2.
Figure 137 Test 2 CACOT Signal Circuit Check
Test 2 Setup
A. Key OFF.
C. Connect Breakout Harness ZTSE4993 to vehicle harness connector and leave CACOT sensor disconnected.
D. Connect Resistor Harness ZTSE4497 between Breakout Harness ZTSE4993 pin-2 and known good GND.
Using EST with ServiceMaxx™ software, monitor charge 302 ± 10°F (150 ± -12.2°C)
air cooler outlet temperature.
Decision
Is temperature 302 ± 10°F (150 ± -12.2°C)? Yes: Replace SIG GND circuit between CACOT pin-1 and
ECM pin E-28. After repairs are complete, retest for SPN
2630 FMI 2.
No: Replace SIG circuit between CACOT pin-2 and ECM
pin E-65. After repairs are complete, retest for SPN 2630
FMI 2.

After performing all tests, if no problem is found, verify each step was completed correctly and the proper decision was
SPN 2630 FMI 3 - CACOT Signal Out of Range HIGH

Values
Charge Air Cooler Outlet Temperature CACOT sensor voltage < 4.70 volt {< Key ON
(CACOT) sensor voltage reading -53°F (-47°C)}
Fault Overview
Fault Code sets when Engine Control Module (ECM) detects Charge Air Cooler Temperature (CACOT) sensor
voltage is greater than 4.70 volts.
Lamp Reaction
Malfunction Indicator Lamp (MIL) will illuminate when this fault is detected after two consecutive drive cycles.
Associated Faults
None
Fault Facts
None

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

Using Electronic Service Tool (EST) with ServiceMaxx™ software. Key ON, check Yes: Go to Step 2.
Diagnostic Trouble Codes (DTC) list for SPN 2630 FMI 3.
Is EST DTC list SPN 2630 FMI 3 active or pending? Procedure (page 2123).
Step 2 Inspect connections at CACOT Decision

Tests.
C. Check CACOT sensor and connector terminals for: damaged or pinched wires;
Are CACOT sensor connector, harness, and terminals clean and undamaged? 2630 FMI 3.
Figure 138 Charge Air Cooler Temperature (CACOT) Sensor Circuit Diagram
Tools Required
Figure 139 Test 1 CACOT Circuit Voltage Check
Test 1 Setup
A. Key OFF.
B. Disconnect Charge Air Cooler Temperature (CACOT) sensor
C. Connect Breakout Harness ZTSE4993 to vehicle harness connector and leave CACOT disconnected.
D. Key ON.
Decision
Is voltage greater than 6 volts? Yes: Repair short to PWR between Engine Control Module
(ECM) pin E-65 and CACOT pin-2. After repairs are
No: Go to Test 2.
Figure 140 Test 2 SIG GND Circuit Check
Test 2 Setup
A. Key OFF.
D. Using Breakout Harness ZTSE4498 short Breakout Harness ZTSE4993 pin-1 and pin-2 of together.
Using EST with ServiceMaxx™ software, clear Diagnostic SPN 2630 FMI 4 sets
Decision
Does SPN 2630 FMI 4 set after DTC list is cleared? Yes: Replace CACOT sensor. After repairs are complete,
No: Go to Test 3.
Figure 141 Test 3 CACOT Circuit Check
Test 3 Setup
A. Key OFF.
D. Using Breakout Harness ZTSE4498 short Breakout Harness ZTSE4993 pin-2 of to GND.
Using EST with ServiceMaxx™ software, clear DTC list. SPN 2630 FMI 3 sets
Decision
Does SPN 2630 FMI 3 set after DTC list is cleared? Yes: Repair Open between CACOT pin-1 and ECM pin
E-28. After repairs are complete, retest for SPN 2630 FMI
3.
No: Repair Open between CACOT pin-2 and ECM pin
3.

SPN 2630 FMI 4 - CACOT Signal Out of Range LOW

Values
Charge Air Cooler Outlet Temperature CACOT sensor signal < 0.11 volts (> Key ON
(CACOT) sensor signal is lower than 311°F {155°C})
expected.
Fault Overview
Fault Code sets when Engine Control Module (ECM) detects Charge Air Cooler Outlet Temperature (CACOT)
signal is less than 0.11 volts.
Lamp Reaction
Associated Faults
None
Fault Facts
None

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

Is EST DTC list SPN 2630 FMI 4 active or pending? Procedure (page 2123).
Step 2 Inspect connections at Charge Air Cooler Outlet Temperature (CACOT) Decision
sensor.
.
B. Disconnect CACOT electrical connector.
C. Check CACOT sensor and connector terminals for: damaged or pinched wires;
corroded terminals; loose, bent or broken pins; or broken connector housing.
Are the CACOT sensor connector, harness, and terminals clean and undamaged? 2630 FMI 4.
Figure 142 CACOT Sensor Circuit Diagram
Tools Required
Test 1 Setup
A. Key OFF.
Using EST with ServiceMaxx™ software, clear Diagnostic SPN 2630 FMI 3 sets after DTC list is cleared
Decision
Does SPN 2630 FMI 3 set after DTC list is cleared? Yes: Replace CACOT sensor. After repairs are complete,
No: Repair short to ground between CACOT pin-1 and
Engine Control Module (ECM) pin E-65. After repairs are

SPN 2630 FMI 16 - CACOT Undercooling

Values
TBD TBD TBD
Fault Overview
Lamp Reaction
Associated Faults
Fault Facts

Possible Causes
•
CCOSS Sensor (Crankcase Oil Separator Speed)

Overview of CCOSS Sensor Group
SPN FMI Description

4227 7 CC Oil Separator: Not spinning (page 459)
Overview
The CCOSS sensor sends the Engine Control Module (ECM) information about the speed of the crankcase oil
separator internal components.
SPN 4227 FMI 7 - CC Oil Separator: Not spinning

Values
Measured Crankcase Breather Actual Breather Speed Engine speed shall be above or
speed is compared against threshold < Threshold defined by speed/engine equal to an adjustable calibration
value. If speed is less than coolant temperature based table threshold ≥ 800 rpm
threshold fault will set. (Table A131)
(ECT1) shall be above or equal to
an adjustable calibration threshold
≥ 50°F (10°C)
There is no engine coolant

temperature out of range fault
Fault Overview
When measured crankcase breather speed is compared against threshold value as defined by speed / engine
coolant temperature based table. If speed is less than threshold value, fault will set.
Lamp Reaction
Associated Faults
None
Fault Facts
None

Continuous
Possible Causes
• Open or high resistance in CCOSS-H circuit
• Open or high resistance in CCOSS-L circuit
• Failed CCOSS sensor
• Failed CCOSS
Step 1 Verify operation of Crankcase Oil Separator Speed (CCOSS). Decision

Perform Oil Breather Separator Test. Yes: Go to Step 2.
Is Centrifugal or spinning sound heard inside CCOSS? No: Replace CCOSS

4227 FMI 7.
Step 2 Crankcase Oil Separator Speed (CCOSS) sensor connector inspection. Decision
A. Key OFF. Yes: Perform pin point tests.
B. Disconnect CCOSS sensor. No: Repair connector,

C. Check CCOSS sensor connector terminals for: damaged or pinched wires; wet
or corroded terminals; loose, bent, or broken pins; or broken connector housing.
Are CCOSS sensor connector, harness, and terminals clean and undamaged?

Tools Required
Figure 144 Test 1: CCOSS Connector Voltage Check
Test 1 Setup
A. Key OFF.
B. Disconnect Crankcase Oil Separator Speed (CCOSS).
C. Install Breakout Harness ZTSE4951 to CCOSS sensor harness and leave vehicle harness disconnected.
D. Key ON
Use DMM to measure resistance between Breakout Harness 300 - 400 ohms
ZTSE4951 pin-2 and pin-1.
Decision
Is resistance within 300 - 400 ohms? Yes: Go to Test 2.
No: Replace CCOSS sensor. After repairs are
Figure 145 Test 2: CCOSS Connector Voltage Check
Test 2 Setup
A. Key OFF.
B. Disconnect Crankcase Oil Separator Speed (CCOSS).
C. Install Breakout Harness ZTSE4951 to vehicle harness and leave CCOSS sensor disconnected.
D. Key ON
Use DMM to measure resistance between Breakout Harness 300 - 400 ohms
Decision
Is resistance within 300 - 400 ohms? Yes: Repair open or high resistance in CCOS-H
circuit between CCOSS pin-1 and ECM pin E-34.
After repairs are complete, retest for SPN 4227
FMI 7.
No: Repair open or high resistance in CCOS-L
circuit between CCOSS pin-2 and ECM pin E-17.
After repairs are complete, retest for SPN 4227
FMI 7.

CKP Sensor (Crankshaft Position)

Overview of CKP Sensor Group
SPN FMI Description

637 8 CKP signal noise (page 466)
637 10 CKP signal Inactive (page 468)
Overview
The Crankshaft Position (CKP) sensor provides the Engine Control Module (ECM) with a crankshaft speed and
position signal. The ECM uses this signal with the Camshaft Position (CMP) signal to calculate engine speed
and crankshaft position.
SPN 637 FMI 8 - CKP signal noise

Values
TBD TBD TBD
Fault Overview
Lamp Reaction
Associated Faults
Fault Facts

Possible Causes
•
See iKNow Article IK1201042 for information on this fault code.

SPN 637 FMI 10 - CKP signal Inactive

Values
TBD TBD TBD
Fault Overview
Lamp Reaction
Associated Faults
Fault Facts

Possible Causes
•

CMP Sensor (Camshaft Position)

Overview of CMP Sensor Group
SPN FMI Condition

636 2 CMP and CKP Synchronization Error (page 471)
636 7 CMP to CKP incorrect reference (page 473)
Overview
The Camshaft Position (CMP) sensor provides the Engine Control Module (ECM) with a camshaft speed and
position signal. The ECM uses this signal with the Crankshaft Position (CKP) signal to monitor crankshaft and
camshaft positions.
SPN 636 FMI 2 - CMP and CKP Synchronization Error

Values
TBD TBD TBD
Fault Overview
Lamp Reaction
Associated Faults
Fault Facts

Possible Causes
•

SPN 636 FMI 7 - CMP to CKP incorrect reference

Values
TBD TBD TBD
Fault Overview
Lamp Reaction
Associated Faults
Fault Facts

Possible Causes
•

DCU Power (Doser Control Unit)

Overview of DCU Power Sensor Group
SPN FMI Description

609 19 ACM not detected on J1939 (page 476)
5109 3 DCU battery voltage above 17 volts (page 478)
5109 4 DCU battery voltage below 10 volts (page 480)
5109 19 DCU not detected on J1939 (page 488)
Overview
Doser Control Unit (DCU) controls Downstream Injection (DSI) System during a Diesel Particle Filter (DPF)
regeneration. Engine Control Module (ECM) controls the monitoring and regeneration process in the
SPN 609 FMI 19 - ACM not detected on J1939

Values
Diagnostics of CAN communication Message DCU_65315 is not Key ON
link between the Engine Control received for
CAN DCU diagnostics are not inhibited
Module and DCU
> 3 seconds
Fault Overview
Lamp Reaction
Associated Faults
Fault Facts

Possible Causes
•
SPN 5109 FMI 3 - DCU battery voltage above 17 volts

Values
Voltage supply to Hydrocarbon Doser Battery voltage > 17 Volts Key ON
Control Unit (DCU) higher than normal
Battery Raw voltage measured after
Voltage at output of Hydrocarbon DCU
DCU voltage divider > 1 Volt
voltage divider higher than normal
Fault Overview
Fault sets when voltage supply to Hydrocarbon Doser Control Unit (DCU) is higher than normal; or voltage at
output of Hydrocarbon DCU voltage divider is higher than normal
Lamp Reaction
Associated Faults
None
Fault Facts
None

Continuous
Possible Causes
• Charging voltage excessive
• Incorrect battery pack wiring (series instead of parallel)
Figure 151 Approved Battery Cable Sequence
Step 1 Check for correct parallel battery pack wiring. Decision

Check for correct parallel battery pack wiring. Positive battery cable(s) should be connected Yes: Replace alternator.
from positive battery terminal to positive battery terminal. Negative battery cable(s) should After repairs are
be connected from negative battery terminal to negative battery terminal. complete, retest for
SPN 5109 FMI 3.
Is battery pack correctly assembled (wired in parallel and NOT in series)?
No: Reassemble battery
pack. After repairs are
5109 FMI 3.

SPN 5109 FMI 4 - DCU battery voltage below 10 volts

Values
Voltage supply to Hydrocarbon Doser Battery voltage < 10 Volts Key ON
Control Unit (DCU) lower than normal
Battery Raw voltage measured after
Voltage at output of Hydrocarbon DCU
DCU voltage divider < 0.583 Volts
voltage divider lower than normal
Fault Overview
Fault set when voltage supply to Hydrocarbon Doser Control Unit (DCU) is lower than normal; or voltage at
output of Hydrocarbon DCU voltage divider is lower than normal.
Lamp Reaction
Associated Faults
None
Fault Facts
None

Continuous
Possible Causes
• Low battery or charging system voltage
• DCU PWR circuit high resistance
• GND circuit high resistance
eye protection, have water supply available, ensure good ventilation, and be sure no flames or sparks
are present.
Step 1 Inspect battery connections and terminals. Decision

Tests.
B. Disconnect battery connections.
C. Check battery connections and terminals for damage; wet or corroded terminals;
loose, bent, or broken connections; or broken connector housing.
WARNING: To prevent personal injury or death, always disconnect main negative SPN 5109 FMI 4.
battery cable first. Always connect the main negative battery cable last.
Are battery connectors, harnesses, and terminals clean and undamaged?


information.
Tools Required
Test 1 Setup
A. Key OFF.
B. Disconnect Battery negative connection.
C. Disconnect Battery positive connection.
Use DMM to measure voltage between Battery B+ and B-. 12 ± 0.5 volts
Decision
Is voltage 12 ± 0.5 volts? Yes: Go to Test 2.
No: Charge batteries and check charging voltage. After
Test 2 Setup
A. Key OFF.
B. Disconnect DCU Module 53-Pin Connector.
C. Connect applicable terminal test pin from Terminal Test Kit ZTSE4435C to vehicle harness pin-2 and leave
DCU Module 53-Pin connector disconnected.
D. Key ON.
Use DMM to measure voltage between DCU Module pin-2 B+ ± 0.5 volts
and PWR.
Decision
No: Repair high resistance between DCU Module pin-2
and GND. After repairs are complete, retest for SPN 5109
FMI 4.
Test 3 Setup
A. Key OFF.
D. Key ON.
and PWR.
Decision
No: Repair high resistance between DCU Module pin-1
and GND. After repairs are complete, retest for SPN 5109
FMI 4.
Test 4 Setup
A. Key OFF.
B. Disconnect Under Hood PDM 15-Pin connector.
Under Hood PDM 15-Pin connector disconnected.
D. Key ON.
Use DMM to measure voltage between Under Hood PDM B+ ± 0.5 volts
15-Pin connector pin-1 and GND.
Decision
No: Repair Open high resistance between Under Hood
PDM 15-Pin connector pin-1 and PWR. After repairs are
Test 5 Setup
A. Key OFF.
D. Key ON.
and GND.
Decision
Is voltage B+ ± 0.5 volts? Yes: Repair Open or high resistance between DCU Module
pin-6 and Under Hood PDM 15-Pin connector pin-1. After
No: Repair Open or high resistance between DCU Module
pin-7 and Under Hood PDM 15-Pin connector pin-1. After

SPN 5109 FMI 19 - DCU not detected on J1939

Values
Diagnostics of CAN communication Message DCU_65315 is not received Key ON
link between the Engine Control for > 0.1 seconds
Module (ECM) and Doser Control
Unit (DCU)
Fault Overview
Fault is set when diagnostics of CAN communication link between Engine Control Module (ECM) and Doser
Control Unit (DCU) is not received for greater than 0.1 seconds.
Lamp Reaction
Associated Faults

(DCU)
Fault Facts
If ACM and DCU are both not detected on J1939, suspect a common circuit fault between them.

Continuous
Possible Causes
• CAN-H circuit short to GND
• CAN-L circuit short to GND
• CAN-H circuit short to PWR
• CAN-L circuit short to PWR
• CAN-H circuit Open
• CAN-L circuit Open
• CAN-H circuit short to CAN-L circuit

Is EST DTC list free of Associated Faults? complete, retest for SPN
5109 FMI 19.

Using EST) with ServiceMaxx™ software. Key ON, check DTC list for SPN 5109 FMI 19. Yes: Go to Step 3.
Step 1 DCU Module 53-Pin and 86-Pin connector inspections. Decision

Tests.
B. Disconnect DCU Module connectors.
C. Check DCU Module connections and terminals for damage; wet or corroded
terminals; loose, bent, or broken connections; or broken connector housing.
Are DCU Module connectors, harnesses, and terminals clean and undamaged? are complete, retest for
SPN 5109 FMI 19.

information.
Tools Required
• 42-Pin Engine to Chassis Interface Cable 00-00979-01
Test 1 Setup
A. Key OFF.
B. Disconnect DCU Module 53-Pin connector.
D. Key ON.
Use DMM to measure voltage between DCU Module 2.5 ± 0.5 volts.
Decision
Is voltage greater than 1 volt? Yes: Go to Test 2.
No: Repair CAN-H short to GND. After repairs are
Test 2 Setup
A. Key OFF.
D. Key ON.
Decision
No: Repair CAN-H short to PWR. After repairs are
Test 3 Setup
A. Key OFF.
D. Key ON.
Decision
No: Repair CAN-L short to GND. After repairs are
Test 4 Setup
A. Key OFF.
D. Key ON.
pin-15 and GND.
Decision
No: Repair CAN-L short to PWR. After repairs are
Test 5 Setup
A. Key OFF.
C. Connect applicable terminal test pin from Terminal Test Kit ZTSE4435C to vehicle harness pin-15 and pin-14,
and leave DCU Module 53-Pin connector disconnected.
D. Key ON.
Use DMM to measure resistance between DCU Module Greater than 50 ohms.
pin-14 and pin-15.
Decision
No: Repair Short between CAN-H and CAN-L. After repairs
Test 6 Setup
A. Key OFF.
C. Disconnect 42-Pin IP / Engine connector.
D. Connect applicable terminal test pin from Terminal Test Kit ZTSE4435C to vehicle harness pin-14 and leave
E. Connect Breakout Harness 00-00979-01 to vehicle harness and leave 42-Pin IP / Engine connector
disconnected.
F. Key ON.
Use DMM to measure resistance between DCU Module Greater than 5 ohms.
pin-14 and Breakout Harness 00-00979-01 pin-11.
Decision
Is resistance greater than 5 ohms? Yes: Repair Open or high resistance between DCU pin-14
and ECM pin C-61. After repairs are complete, retest for
SPN 5109 FMI 19.
No: Repair Open or high resistance between DCU pin-15
and ECM pin C-62. After repairs are complete, retest for
SPN 5109 FMI 19.

DEF (Diesel Exhaust Fluid)

Overview of DEF Sensor Group
SPN FMI Description

520668 31 Controller Adaptation Outer Limits Reached (Low Reductant Delivery) (page 498)
520669 31 Controller Adaptation Inner Limits Reached (Low Reductant Delivery) (page 503)
Overview
Diesel Exhaust Fluid (DEF) is nontoxic, nonflammable, colorless liquid that delivers ammonia to Selective
Catalyst Reduction (SCR) system.
SPN 520668 FMI 31 - Controller Adaptation Outer Limits Reached (Low Reductant Delivery)

Nitrogen Oxide Outlet Concentration {[Percent of time (Estimated NOx Engine protection Not active
(NOx Out) sensor is requesting more reduction levels) / (Measured NOx
Barometric Absolute Pressure (BARO)
Diesel Exhaust Fluid (DEF) than reduction levels) < 60 ppm] / [Percent
density ≥ 0 kg/m3
expected. of time all enable conditions are
active]} > 100% Ambient Air Temperature (AAT) ≥
19.4°F (-7°C)
BARO ≥ 10.9 psi (75 kpa) gauge
Exhaust Gas mass flow rate ≥ 20

g/sec
Diesel Particulate Filter Outlet

Temperature (DPFOT) ≤ 1292°F
(700°C)
DEF pump pressure control is

completed AND DEF supply pressure
is within the range of 116 - 145 psi (800
- 1,000 kPa) gauge for > 3 seconds
NH3 sensor status and signal valid
Ammonia Storage Timer ≥ 1400

seconds
Exhaust flow rate ≥ 130 g/sec for 20

seconds
Injection command ≥ 0.2 g/sec for 20

seconds
The following fault codes must be

inactive: SPN 3226 FMI 4, 9, 10, 13,
20 (NOx Out); SPN 3228 FMI 2 (NOx
Out); SPN 3242 FMI 2, 3, 4 (DPFIT);
SPN 3246 FMI 2, 3, 4 (DPFOT); SPN
3361 FMI 2 (DEF Supply Pump); SPN
4360 FMI 2, 3, 4 (SCRIT); SPN 4363
FMI 2, 3, 4 (SCRIT); SPN 4364 FMI
18 (AFT); SPN 4377 FMI 2, 4, 12,
13 (NH3); SPN 4380 FMI 2 (NH3);
SPN 4765 FMI 2, 3, 4 (DOCIT);
SPN 4794 FMI 31 (AFT); SPN 5031
FMI 10 (AFT); SPN 5742 FMI 3, 4,
11 (DOC/DPF Temperature Sensor
Module); SPN 5743 FMI 3, 4, 11 (SCR
Temperature Sensor Module)
Fault Overview
Fault code sets when Aftertreatment Control Module (ACM) detects Nitrogen Oxide Outlet Concentration (NOx
Out) sensor is requesting more Diesel Exhaust Fluid (DEF) than expected.
Lamp Reaction
Associated Faults
• N 3216 (NOx In) • SPN 3218 (NOx In) • SPN 3226 (NOx Out) • SPN 3228 (NOx Out)
• SPN 3361 FMI 2, 3, and 4 • SPN 3362 FMI 31 (DEF: • SPN 3363 FMI 3, 4, and 7 • SPN 4334 FMI 2, 16 and
(DEF: SP) SP) (DEF: THC) 18 (DEF: AP)
• SPN 4340 FMI 3 and 5 • SPN 4342 FMI 3 and 5 • SPN 4344 FMI 3 and 5 • SPN 4360 FMI 2, 3, and 4
(DEF: L1HC) (DEF: L2HC) (DEF: L3HC) (SCRIT)
• SPN 4363 FMI 2, 3, and 4 • SPN 4377 (NH3) • SPN 4380 (NH3) • SPN 4382 (NH3)
(SCROT)
• SPN 5394 FMI 5 and 7 • SPN 5743 (SCR temp • SPN 520669 (AFT system)
(DEF: DU) sensor module)
Fault Facts
None

Continuous
Possible Causes
• DEF tank, supply module, or doser valve line or connection loose, leaking, damaged, or restricted
• Failed or restricted DEF Dosing Unit (DEF: DU)

Is EST DTC free of Associated Faults? Faults. After repairs are
520668 FMI 31.

Is exhaust system free of leaks and physical damage? No: Repair leaks or
retest for SPN 520668
FMI 31.

1. PDM
2. DEF lines
3. DEF tank bracket
Step 3 Inspect connections at DEF tank, DEF supply module, and DEF Doser Unit Decision
(DEF: DU) lines.
A. Key OFF. Yes: Go to Step 4
B. Disconnect DEF: DU sensor module connector. No: Repair or replace

C. Check DEF tank, DEF supply module, and DEF: DU lines and connector terminals
After repairs are
for: damaged or pinched wires; corroded terminals; loose, bent, or broken pins;
or broken connector housing.
SPN 520668 FMI 31.
Are DEF tank, DEF supply module, and DEF: DU lines and connections in good condition
and unrestricted?

B. Obtain a sample of DEF. No: Drain the DEF tank,

flush with distilled water,
C. Visually inspect for contamination, and use DEF Refractometer 5025 to test urea
and fill with new and / or
concentration of DEF fluid.
Is urea concentration between 32.5 ± 1.5% and not contaminated? repairs are complete,
FMI 31.

B. Using EST, perform KOEO DEF Supply Pump Override Test (page 2165). No: Replace DEF supply
module filter and clean
Is DEF: DU operating correctly?
DEF supply module
using 18-200-01. Repeat
step 8. If DEF: DU
520668 FMI 31.

A. Key OFF. Yes: Remove and
inspect SCR catalyst.
B. Disconnect decomposition tube from exhaust system.
Replace SCR catalyst if
C. Visually inspect decomposition tube for DEF crystallization. damage or plugging is
found. After repairs are
520668 FMI 31.
No: Remove DEF
decomposition tube.
After repairs are
SPN 520668 FMI 31.

After performing all diagnostic steps, if 520668 FMI 31 remains, verify if each step was completed correctly and proper
SPN 520669 FMI 31 - Controller Adaptation Inner Limits Reached (Low Reductant Delivery)

Nitrogen Oxide Outlet Concentration (Percent of time Inner Loop is used up) Engine protection active
(NOx Out) sensor is requesting more / (Percent of time all Enable Conditions
Barometric Absolute Pressure (BARO)
Diesel Exhaust Fluid (DEF) than are active) > 98%
density ≥ 0 kg/m3
expected.
Inner Loop used up = ([NH3 sensor
Ambient Air Temperature (AAT) ≥
is requesting high dosing for the
19.4°F (-7°C)
AND (NH3 sensor ≤ 1.5 ppm) OR BARO Pressure ≥ 10.9 psi (75 kPa)
(SCR Intake Temperature (SCRIT) ≤ gauge
518°F [270°C]) OR (Estimate SCR
Exhaust Gas mass flow rate ≥ 20
brick temperature ≤ 482°C [250°C]) ]
g/sec
AND (Ammonia adjusted reference -
Mid-bed Ammonia concentration) > Diesel Particulate Filter Outlet
34.7°F/sec (1.5°C/sec) Temperature (DPFOT) ≤ 1292°F
(700°C)
DEF pump pressure control is

completed AND DEF supply pressure
is within the range of 116 - 145 psi (800
- 1,000 kPa) gauge for > 3 seconds
NH3 sensor status and signal valid
Ammonia Storage Timer ≥ 1400

seconds
Exhaust flow rate ≥ 130 g / sec for 20

seconds
Injection command ≥ 0.2 g / sec for 20

seconds
Inactive: SPN 3226 FMI 4, 10, 13,

20 (NOx Out); SPN 3228 FMI 2 (NOx
Out); SPN 3242 FMI 2, 3, 4 (DPFIT);
SPN 3246 FMI 2, 3, 4 (DPFOT); SPN
3361 FMI 2 (DEF Supply Pump); SPN
4360 FMI 2, 3, 4 (SCRIT); SPN 4363
FMI 2, 3, 4 (SCRIT); SPN 4364 FMI
18 (AFT); SPN 4377 FMI 2, 4, 12,
13 (NH3); SPN 4380 FMI 2 (NH3);
SPN 4765 FMI 2, 3, 4 (DOCIT);
SPN 4794 FMI 31 (AFT); SPN 5031
FMI 10 (AFT); SPN 5742 FMI 3, 4,
11 (DOC/DPF Temperature Sensor
Module); SPN 5743 FMI 3, 4, 11 (SCR
Temperature Sensor Module)
Fault Overview
Fault code sets when Aftertreatment Control Module (ACM) detects that Aftertreatment Ammonia (NH3) sensor
is requesting more Diesel Exhaust Fluid (DEF) than expected.
Lamp Reaction
Associated Faults
• SPN 3216 (NOx In) • SPN 3218 (NOx In) • SPN 3226 (NOx Out) • SPN 3228 (NOx Out)
(SCROT)
• SPN 5394 FMI 5 and 7 • SPN 5743 (SCR • SPN 520669 (AFT System)
(DEF: DU) Temperature Sensor
Module)
Fault Facts
None

Continuous
Possible Causes
• DEF tank, supply module, or doser valve line or connection loose, leaking, damaged, or restricted
• Failed or restricted Diesel Exhaust Fluid Dosing Unit (DEF: DU)

520669 FMI 31.

FMI 31.
Figure 154 DEF Supply Module Location Typical

1. PDM
2. DEF lines
3. DEF tank bracket
Step 3 Inspect connections at DEF tank, DEF supply module, and DEF: DU lines. Decision

C. Check DEF tank, DEF supply module, and DEF: DU lines and connector terminals
After repairs are
for: damaged or pinched wires; corroded terminals; loose, bent, or broken pins;
SPN 520669 FMI 31.
and unrestricted?

B. Obtain a sample of DEF. No: Drain the DEF tank,

C. Visually inspect for contamination, and use DEF Refractometer 5025 to test urea
concentration of DEF fluid.
Is urea concentration between 32.5% ± 1.5% and not contaminated? repairs are complete,
FMI 31.

B. Using EST, perform KOEO DEF Pump Override Test (page 2165). No: Replace DEF supply
DEF supply module
step 8. If DEF: DU
5206689 FMI 31.

A. Key OFF. Yes: Remove and
inspect SCR catalyst.
B. Disconnect decomposition tube from exhaust system.
Replace SCR catalyst if
C. Visually inspect decomposition tube for DEF crystallization. damage or plugging is
found. After repairs are
520668 FMI 31.
No: Remove DEF
decomposition tube.
After repairs are
SPN 520669 FMI 31.

After performing all diagnostic steps, if 520669 FMI 31 remains, verify if each step was completed correctly and proper
DEF: SMH (Diesel Exhaust Fluid Supply Module Heater)

Overview of DEF: SMH Sensor Group
SPN FMI Description

5745 3 DEF Supply Module Heater Out of Range HIGH (page 510)
5745 4 DEF Supply Module Heater Out of Range LOW (page 516)
5745 18 DEF Supply Module Heater below Warning Temperature (page 533)
5798 2 DEF Supply Module Heater Temperature erratic, intermittent or incorrect (page 540)
5798 10 DEF Supply Module Heater Temperature abnormal rate of change (page 547)
Overview
Diesel Exhaust Fluid Supply Module Heater (DEF: SMH) is controlled by Aftertreatment Control Module (ACM).
When ACM commands DEF: SMH On, it heats DEF supply module to prevent freezing. Diagnostics are run
when DEF Supply Module HTR Relay (DEF: SMH Relay) is Off. DEF: SMH is not serviceable individually, and
is part of DEF supply module.
Figure 155 DEF Supply Module Location

1. ACM
2. DEF Supply Module
SPN 5745 FMI 3 - DEF Dosing Unit Heater Out of Range HIGH

Diesel Exhaust Fluid (DEF) supply DEF supply module temperature rises DEF: SMH Relay command is OFF
module temperature too high when > 54°F (12°C) within a predetermined
Initial DEF: SMH temperature at Key
heater is off. time
ON ≤ 104°F (40°C)
Inactive: SPN 3361 FMI 2 (DEF:

SP); SPN 5746 FMI 3, 4 (DEF: SMH
Relay); SPN 5798 FMI 2 (DEF: SMH
Temp)
Fault Overview
Fault code sets when Aftertreatment Control Module (ACM) detects Diesel Exhaust Fluid Supply Module Heater
(DEF: SMH) is active when not commanded ON. DEF injection into aftertreatment system will be disabled, and
engine torque will be reduced if engine is operated for an extended period of time with this fault code active.
Lamp Reaction
Malfunction Indicator Lamp (MIL) will illuminate when this fault is detected.
Associated Faults
• SPN 3361 (DEF: SP) • SPN 5746 FMI 3, 4 (DEF:

SMH Relay)
Fault Facts
None

Continuous
Possible Causes
• DEF: SMH power circuit short to PWR
• Failed DEF: SMH Relay
• Failed DEF supply module

FMI 3.
Step 2 Inspect connections at DEF supply module connector. Decision

Tests .
B. Disconnect DEF supply module connector.
C. Check DEF supply module and connector terminals for: damaged or pinched wires;
Are DEF supply module connector, harness, and terminals clean and undamaged? are complete, perform
the SCR Maintenance
5745 FMI 3.

See latest version of Navistar® N13 Engine and Aftertreatment Wiring Schematic Form 0000002203 for
Tools Required
Figure 156 Power Distribution Module (PDM) Fuses and Relays (typical)
1. DEF line heater relay
2. DEF: SMH Relay
3. Switched ignition relay
Figure 157 Test 1 DEF: SMH Relay Resistance Check
Test 1 Setup
A. Key OFF.
B. Remove DEF: SMH Relay.
C. Install DEF: SMH Relay into Breakout Harness ZTSE4098.
Harness ZTSE4908 pin-30 and pin-87.
Decision
No: Replace DEF: SMH Relay. After repairs are complete,
perform the SCR Maintenance Reset Procedure (page
2170) and retest for SPN 5745 FMI 3.
Figure 158 Installation of Breakout Harness ZTSE4908

1. Breakout Harness ZTSE4908
2. Installation dimples
3. Relay socket
4. PDM
For correct diagnosis, Breakout Harness ZTSE4908 must be installed with installation dimples toward top of
PDM. Reversed installation will result in incorrect measurements.
Figure 159 Test 2 DEF: SMH Relay Circuit Voltage Check
Test 2 Setup
A. Key OFF.
C. Install Breakout Harness ZTSE4908 into PDM, and leave relay disconnected.
D. Key ON.
Use DMM to measure voltage between Breakout Harness Less than 0.5 volts.
ZTSE4908 pin-87 and known good ground.
Decision
Is voltage less than 0.5 volts? Yes: Replace DEF supply module. After repairs are
complete, perform the SCR Maintenance Reset Procedure
(page 2170) and retest for SPN 5745 FMI 3.
No: Repair short to PWR between DEF: SMH Relay pin-87
and DEF supply module connector pin-5. After repairs are

SPN 5745 FMI 4 - DEF Supply Module Heater Out of Range LOW

Diesel Exhaust Fluid (DEF) supply DEF supply module temperature does Initial temperature at Key ON < 25°F
module temperature is too low when not rise by at least 41°F (5°C) within (-4°C)
heater is on. predetermined time when heater is ON
DEF supply module heater is ON
The diagnostic has not previously

completed during this key cycle
Inactive: SPN 3361 FMI 2 (DEF:

SP); SPN 5746 FMI 3, 4 (DEF: SMH
Relay); SPN 5798 FMI 2 (DEF: SMH
Temp)
Fault Overview
Fault code sets when Aftertreatment Control Module (ACM) detects Diesel Exhaust Fluid (DEF) supply module
temperature is too low when heater is in ON position. DEF injection into aftertreatment system will be disabled,
and engine torque will be reduced if engine is operated for an extended period of time with this fault code active.
Lamp Reaction
Malfunction Indicator Lamp (MIL) will illuminate when this fault is detected.
Associated Faults
• SPN 3361 (DEF: SP) • SPN 4337 FMI 2 (DEF: SP • SPN 5746 FMI 3, 4 (DEF: • SPN 5798 FMI 2 (DEF:
Temp) SMH Relay) SMH Temp)
Fault Facts
None

Continuous
Possible Causes
• DEF Supply Module Heater (DEF: SMH) power circuit Open or high resistance
• DEF: SMH power circuit short to GND
• DEF: SMH groung circuit Open or high resistance
• Blown fuse or open power circuit to DEF: SMR Relay
• Failed DEF: Supply Module Relay (DEF: SM Relay)

Is EST DTD free of Associated Faults? Faults. After repairs are
FMI 4.
Step 2 Check for active faults. Decision

Using EST with ServiceMaxx™ software, check DTC list for SPN 5745 FMI 4. Yes: Go to Step 3.
Is SPN 5745 FMI 4 an active fault? No: Go to Intermittent or

Step 3 Inspect connections at DEF supply module. Decision

Tests.
Are DEF supply module, connector, harness, and terminals clean and undamaged? are complete, perform
the SCR Maintenance
5745 FMI 4.

See latest version of Navistar® N9 and N10Engine and Aftertreatment Wiring Schematic Form 0000003481 for
Tools Required
Figure 160 PDM Fuses and Relays (Typical)

1. DEF line heater relay
2. DEF: SMH Relay
Test 1 Setup
A. Key OFF.
B. Remove DEF: SMH Relay 10-amp fuse.
Use DMM to measure resistance of DEF: SMH Relay Less than 1 ohm
10-amp fuse.
Decision
Is resistance of DEF: SMH Relay fuse less than 1 ohm? Yes: Reinstall DEF: SMH Relay 10-amp fuse. Go to Test 5.
No: Go to Test 2.
Figure 161 Installation of Breakout Harness ZTSE4908 (typical)

2. Dimples
3. Relay socket
4. PDM
Figure 162 Test 2 DEF: SMH Relay Circuit Resistance Check
Test 2 Setup
A. Key OFF.
C. Install Breakout Harness ZTSE4908 into PDM and leave DEF: SMH Relay disconnected.
Decision
No: Repair short to GND between DEF supply module
pin-5 and DEF: SMH Relay pin-87. Replace fuse. After
repairs are complete, perform the SCR Maintenance Reset
Procedure (page 2170) and retest for SPN 5745 FMI 4.

2. Dimples
3. Relay socket
4. PDM
Test 3 Setup
A. Key OFF.
C. Install Breakout Harness ZTSE4908 into PDM and leave DEF: SMH Relay disconnected.
Decision
No: Repair short to GND between DEF: SMH Relay pin-30
and 4-pin connector pin-1. Replace fuse. After repairs are
Figure 165 Test 4 DEF: SMH Circuit Resistance Check
Test 4 Setup
A. Key OFF.
B. Connect Breakout Harness 18-909-01 to DEF supply module and leave vehicle harness disconnected.
Use DMM to measure resistance between Breakout Between 1 and 5 ohms
Harness 18-909-01 pin-5 and pin-6.
Decision
Is resistance between 1 and 5 ohms? Yes: Replace fuse. After repairs are complete, perform
the SCR Maintenance Reset Procedure (page 2170) and
No: Replace DEF supply module and replace DEF: SMH
Relay fuse. After repairs are complete, perform the SCR
Maintenance Reset Procedure (page 2170) and retest for
SPN 5745 FMI 4.
Figure 166 Test 5 DEF: SMH Circuit Resistance Check
Test 5 Setup
A. Key OFF.
B. Connect Breakout Harness 18-909-01 to DEF supply module and leave vehicle harness disconnected.
Decision
Is resistance between 1 and 5 ohms? Yes: Go to Test 6.
No: Replace DEF supply module. After repairs are

2. Dimples
3. Relay socket
4. PDM
Test 6 Setup
A. Key OFF.
D. Install Breakout Harness ZTSE4908 into PDM and leave PDM connector disconnected.
E. Key ON.
Use DMM to measure voltage between Breakout Harness Voltage within 0.5 volts of B+
Decision
Is voltage within 0.5 volts of B+? Yes: Go to Test 7.
No: Repair Open or high resistance in PWR circuit to
DEF: SMH Relay terminal 30. After repairs are complete,

2. Dimples
3. Relay socket
4. PDM
Test 7 Setup
A. Key OFF.
D. Install Breakout Harness ZTSE4908 into PDM.
E. Using Breakout Harness ZTSE4498, short Breakout Harness ZTSE4908 pin-30 to pin-86.
F. Key ON.
Decision
Is voltage within 0.5 volts of B+? Yes: Go to Test 8.

2. Dimples
3. Relay socket
4. PDM
Figure 172 Test 8 DEF: SMH Circuit Voltage Check
Test 8 Setup
A. Key OFF.
B. Connect Breakout Harness 18-909-01 between DEF supply module vehicle harness connector and DEF
supply module.
D. Install Breakout Harness ZTSE4908 into PDM.
E. Using Breakout Harness ZTSE4498, short Breakout Harness ZTSE4908 pin-30 to pin-86.
F. Key ON.
18-909-01 pin-5 and known good ground.
Decision
Is voltage within 0.5 volts of B+? Yes: Repair Open between DEF supply module pin-6
and ground. After repairs are complete, perform the SCR
Maintenance Reset Procedure (page 2170) and retest
SPN 5745 FMI 4.
No: Repair Open between DEF: SMH Relay pin-87 and
DEF supply module pin-5. After repairs are complete,

SPN 5745 FMI 18 - DEF Supply Module Heater below Warning Temperature

Diesel Exhaust Fluid (DEF) supply DEF supply module heating is active SPN 3361 FMI 2 (DEF: SP), SPN
module failed to reach target for between 10 an 120 minutes 4337 FMI 2 (DEF: SP Temp), and SPN
temperature within a predetermined (specific time depends on initial 5746 FMI 3 and 4 (DEF: SMH Relay)
time from the start of DEF supply temperature), and supply module are inactive
module heating. temperature remains less than 25°F
Heating of the DEF supply module is
(-4°C)
required
A valid DEF supply module

temperature value is available,
and a valid DEF Supply Module
Heater (DEF: SMH) temperature value
is available from the DEF supply
module
Ambient air temperature < 41°F (5°C)
Fault Overview
Fault code sets when Aftertreatment Control Module (ACM) detects that Diesel Exhaust Fluid (DEF) supply
module has failed to rise to greater than 25°F (-4 °C) after a predetermined time. DEF injection into aftertreatment
system will be disabled. Engine torque will be reduced if engine is operated for a limited period of time with fault
code active. Engine torque will be severely reduced, and vehicle speed will be limited after extended engine
operation with fault code active.
Lamp Reaction
Associated Faults
• SPN 171 FMI 2, 3, and 4 • SPN 3361 FMI 2 (DEF: • SPN 4337 FMI 2 (DEF: SP • SPN 5745 FMI 3 and 4
(AAT) SP) Temp) (DEF: SMH)
• SPN 5746 FMI 3 and 4
(DEF: SMH Relay)
Fault Facts
None

Continuous
Possible Causes
• DEF: SMH ground (GND) circuit high resistance
• DEF: SMH power circuit high resistance

5745 FMI 18.
Step 2 Inspect connections at DEF: SMH sensor connector. Decision

Test.
B. Disconnect DEF: SMH sensor connector.
C. Check DEF: SMH sensor and connector terminals for: damaged or pinched wires;
Are DEF: SMH sensor connector, harness, and terminals clean and undamaged? are complete, retest for
SPN 5745 FMI 18.
Figure 173 DEF: SMH Sensor Circuit Diagram
See latest version of Navistar® Engine N9 and N10 and Aftertreatment Wiring Schematic Form 0000003481 for
Tools Required
Figure 174 Test 1 DEF: SMH Sensor Resistance Check
Test 1 Setup
A. Key OFF.
B. Connect Breakout Harness 18-909-01 to DEF supply module harness, and leave module disconnected.
C. Key ON.
Harness 18-909-01 pin-6 and ground (GND).
Decision
No: Repair high resistance in DEF: SMH ground (GND)
circuit between DEF supply module pin-6 and GND. When
Figure 175 Installation of Breakout Harness ZTSE4908 (Typical)

2. Dimples
3. Relay socket
CAUTION: For correct diagnosis, Breakout Harness ZTSE4908 must be installed with the dimples toward the
top of the Power Distribution Module (PDM). Reversed installation will result in incorrect measurements.
Test 2 Setup
A. Key OFF.
B. Remove Diesel Exhaust Fluid Supply Module Heater Relay (DEFSMR).
C. Install Breakout Harness ZTSE4908 into Power Distribution Module (PDM), and leave relay disconnected.
D. Connect Electronic Service Tool (EST) with ServiceMaxx™ software to diagnostic port.
E. Key-ON. Log in to ServiceMaxx™ software.
Use a Digital Multimeter (DMM) to measure resistance Less than 5 ohms
between Breakout Harness 18-909-01 pin-5 and Breakout
Harness ZTSE4908 pin-87.
Decision
No: Repair high resistance in Diesel Exhaust Fluid Supply
Module Heater Relay (DEFSMR) power circuit between
pin-5 of Diesel Exhaust Fluid (DEF) supply module
connector and pin-87 of DEFSMR. When repairs are
Test 3 Setup
A. Key OFF.
B. Disconnect Diesel Exhaust Fluid (DEF) harness power (PWR) and ground (GND) connector and install
Breakout Harness ZTSE4760A to female side.
C. Connect Electronic Service Tool (EST) with ServiceMaxx™ software to diagnostic port.
D. Key-ON. Log in to ServiceMaxx™ software.
ZTSE4760A pin-1.
Decision
Is resistance less than 5 ohms? Yes: Replace the DEF supply module. When repairs are
No: Repair high resistance in Diesel Exhaust Fluid Supply
Module Heater Relay (DEFSMR) power circuit between
DEF harness PWR and GND pin-1 and DEFSMR pin-30.
When repairs are complete, retest for SPN 5745 FMI 18.
End Pin-Point Tests

SPN 5798 FMI 2 - DEF Supply Module Heater Temperature erratic, intermittent or incorrect

Diesel Exhaust Fluid Supply Module Difference between DEFSMH Engine is cold soaked 10 hours
Heater (DEFSMH) temperature sensor temperature at Key ON and Intake Air
Block heater not detected
is in-range but not rational. Temperature (IAT) at Key ON > 72°F
(22°C) Valid DEF supply module temperature
value is available
Difference between DEFSMH
temperature at Key ON and coolant Valid DEFSMH temperature value is
temperature at Key ON > 72°F (22°C) available
Diagnostic has not previously

Inactive: SPN 3361 FMI 2 (DEF

supply pump)
Fault Overview
Fault code sets when the Aftertreatment Control Module (ACM) detects the Diesel Exhaust Fluid Supply
Module Heater (DEFSMH) temperature differs from the Engine Coolant Temperature (ECT) and the Intake Air
Temperature (IAT) by more than 72°F (22°C) at Key ON.
Lamp Reaction
Associated Faults
• SPN 110 FMI 2, 3, and 4 • SPN 172 FMI 2, 3, and 4 • SPN 3361 FMI 2, 3, and 4
(ECT1) (IAT) (DEF Supply Pump)
Fault Facts
None

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

Using Electronic Service Tool (EST) with ServiceMaxx™ software, Diagnostic Trouble Code Yes: Go to Step 2.
(DTC) list for Associated Faults(page 540).
5798 FMI 2.
Figure 176 Diesel Exhaust Fluid (DEF) Supply Module Location (Typical)

B. Disconnect DEF supply module connectors. No: Repair connector,

Are the DEF supply module connectors, harnesses, and terminals clean and undamaged? SPN 5798 FMI 2.
Step 3 Inspect connections at ACM. Decision

Tests .
B. Disconnect ACM connectors.
C. Check ACM and connector terminals for: damaged or pinched wires; corroded
Are the ACM connectors, harnesses, and terminals clean and undamaged? are complete, retest for
SPN 5798 FMI 2.
Figure 177 DEFSP Circuit Diagram
Tools Required
Figure 178 Test 1 Diesel Exhaust Fluid Supply Pump (DEFSP) Circuit Resistance Check
Test 1 Setup
A. Key OFF.
B. Disconnect Aftertreatment Control Module (ACM) and leave ACM disconnected.
C. Connect Breakout Harness 18-909-01 to Diesel Exhaust Fluid (DEF) supply module vehicle harness connector
and leave supply module disconnected.
Harness 18-909-01 pin-10 and a known good ground.
Decision
No: Repair intermittent short to ground between DEF
supply module pin-10 and ACM connector pin J2-48. After
Figure 179 Test 2 Diesel Exhaust Fluid Supply Pump (DEFSP) Circuit Voltage Check
Test 2 Setup
A. Key OFF.
B. Disconnect ACM and leave ACM disconnected.
C. Connect Breakout Harness 18-909-01 to DEF supply module vehicle harness connector and leave supply
module disconnected.
D. Key ON.
Use DMM to measure voltage between Breakout Harness Less than 1 volt
18-909-01 pin-10 and a known good ground.
Decision
Is voltage less than 1 volt? Yes: Go to Test 2.
No: Repair intermittent short to power between DEF supply
module pin-10 and ACM connector pin J2-48. After repairs
Figure 180 Test 3 Diesel Exhaust Fluid (DEF) Supply Pump Circuit Resistance Check
Test 3 Setup
A. Key OFF.
B. Connect Breakout Harness 18-909-01 to DEF supply module harness, and leave supply module disconnected.
C. Connect 180-Pin Breakout Box 00-00956-08 and ACM Breakout Harness 18-537-01 to ACM vehicle harness
connector, and leave ACM disconnected.
Harness 18-909-01 pin-10 and 180-pin Breakout Box
00-00956-08 pin J2-48.
Decision
Is resistance less than 5 ohms? Yes: Replace the DEF supply module. After repairs are
No: Repair intermittent open or high resistance between
DEF supply module pin-10 and ACM connector pin J2-48.

After performing all tests, if SPN 5798 FMI 2 remains, verify if each step was completed correctly, and the proper
SPN 5798 FMI 10 - DEF Supply Module Heater Temperature abnormal rate of change

DEF Supply Module Heater (DEF: Difference between maximum and Valid Diesel Exhaust Fluid (DEF)
SMH) temperature is in range but not minimum DEF: SMH temperature < supply module temperature value is
rational (not heating). 9°F (5°C) within 10 minutes. available
Initial DEF supply module heater

temperature at Key ON < 25°F (-4°C)
DEF supply module heater is active
Diagnostic has not previously

Inactive: SPN 3361 FMI 2 Diesel

Exhaust Fluid Supply Pump (DEF:
SP); SPN 5746 FMI 3 and 4 Diesel
Exhaust Fluid Unit Heater Relay
(DEFSMR); SPN 5798 FMI 2, (DEF:
SMH) Temperature
Fault Overview
Fault code sets when the Aftertreatment Control Module (ACM) detects the DEF Supply Module Heater (DEF:
SMH) is not heating properly.
Lamp Reaction
Associated Faults
• SPN 171 FMI 2, 3, and 4 • SPN 3361 FMI 2 (DEF: SP • SPN 4337 FMI 2 (DEF: SP • SPN 5745 (DEF: SMH)
(AAT) Signal) Temp)
• SPN 5746 (DEF: UHR) • SPN 5798 (DEF: SMH
Temp)
Fault Facts
None

Continuous
Possible Causes
• DEF: SP Temp / CTL circuit intermittent short to GND
• DEF: SP Temp / CTL circuit intermittent short to PWR
• DEF: SP Temp / CTL intermittent Open or high resistance

5798 FMI 10.
Figure 181 Diesel Exhaust Fluid (DEF) Supply Module Location (Typical)
1. Aftertreatment Control Module (ACM)
Step 2 Inspect connections at Diesel Exhaust Fluid (DEF) supply module. Decision

Are the DEF supply module connectors, harnesses, and terminals clean and undamaged? SPN 5798 FMI 10.
Step 3 Inspect connections at Aftertreatment Control Module (ACM). Decision

Tests .
D. Leave connector J2 unplugged. are complete, retest for
SPN 5798 FMI 10.
Are the ACM connectors, harnesses, and terminals clean and undamaged?
Figure 182 DEF:SP Temperature Sensor Circuit Diagram
Tools Required
Figure 183 Test 1 DEFSP Circuit Resistance Check
Test 1 Setup
A. Key OFF.
B. Disconnect Aftertreatment Control Module (ACM) and leave ACM disconnected.
C. Connect Breakout Harness 18-909-01 to Diesel Exhaust Fluid (DEF) supply module vehicle harness connector
and leave supply module disconnected.
Use a Digital Multimeter (DMM) to measure resistance Greater than 1000 ohms
between Breakout Harness 18-909-01 pin-10 and a known
good ground.
Decision
No: Repair intermittent short to GND between DEF supply
module connector pin-10 and ACM connector pin J2-48.
Figure 184 Pin-Point Test 2 DEFSP / Temp Circuit Voltage Check
Test 2 Setup
A. Key OFF.
B. Disconnect ACM and leave ACM disconnected.
C. Connect Breakout Harness 18-909-01 to DEF supply module vehicle harness connector and leave supply
D. Key ON.
Use a DMM to measure voltage between Breakout Less than 1 volt
Harness 18-909-01 pin-10 and a known good ground.
Decision
No: Repair intermittent short to PWR between DEF supply
Figure 185 Pin-Point Test 3 DEFSP / Temp Circuit Resistance Check
Test 3 Setup
A. Key OFF.
B. Connect Breakout Harness 18-909-01 to DEF supply module harness, and leave supply module disconnected.
C. Connect 180-Pin Breakout Box 00-00956-08 and ACM Breakout Harness 18-537-01 to ACM vehicle harness
connector, and leave ACM disconnected.
Use a DMM to measure resistance between Breakout Less than 5 ohms
Harness 18-909-01 pin-10 and Breakout Box pin J2-48.
Decision
Is resistance less than 5 ohms? Yes: Replace DEF supply module. After repairs are
No: Repair intermittent Open or high resistance between
DEF supply module connector pin-10 and ACM connector
pin J2-48. After repairs are complete, retest for SPN 5798
FMI 10.
End Pin-Point Tests

After performing all tests, if SPN 5798 FMI 10 remains, verify if each step was completed correctly, and the proper
DEF: DU (Diesel Exhaust Fluid Doser Unit) Sensor

Overview of DEF: DU Sensor Group
SPN FMI Description

5394 2 DEF Dosing below desired (Low NOx conversion across SCR) (page 555)
5394 5 DEF Doser Valve open load/circuit (page 559)
5394 7 DEF Dosing Unit - Mechanical system not responding (page 568)
Overview
Aftertreatment Diesel Exhaust Fluid Doser Unit (DEF: DU) is controlled by Aftertreatment Control Module (ACM).
When ACM commands DEF dosing, it opens doser valve and allows DEF to be sprayed into exhaust stream.
SPN 5394 FMI 2 - DEF Dosing below desired (Low NOx conversion across SCR)

Diesel Exhaust Fluid Doser Unit (DEF: Nitrogen Oxide (NOx) conversion Diesel Particulate Filter (DPF) filter
DU) signal data erratic, intermittent, or rate less than Aftertreatment Control regeneration procedure running
incorrect. Module (ACM) predetermined value
Key ON
Fault Overview
Fault code sets when Aftertreatment Control Module (ACM) detects Nitrogen Oxides (NOx) conversion rate of
aftertreatment system is less than expected. Diesel Exhaust Fluid (DEF) injection into aftertreatment system is
disabled, and engine torque will be reduced if fault is active for an extended period of time.
Lamp Reaction
Associated Faults
• SPN 3361 FMI 2, 3, and 4 • SPN 3363 FMI 3, 4, and 7 • SPN 4340 FMI 3 and 5
(DEF: SP) (DEF: THC) (DEF: L1HC)
Fault Facts
Monitor for this fault code runs only during Diesel Particulate Filter (DPF) filter regeneration procedure.
This fault is used to assist in troubleshooting following fault codes: SPN 4094 FMI 31 (AFT System), SPN 4364
FMI 18 (AFT System), and SPN 4794 FMI 31 (AFT System).

Continuous
Possible Causes
• Exhaust Leak(s)
• Contaminated Diesel Exhaust Fluid (DEF)
• DEF tank, supply module, or doser valve line or connection loose, leaking, frozen, or damaged
• Failed Diesel Exhaust Fluid Doser Unit (DEF: DU)
• Restricted DEF: DU

5394 FMI 2.

2.
Step 3 Inspect connections at Diesel Exhaust Fluid Doser Unit (DEF: DU) sensor Decision
module connector.

C. Check DEF: DU sensor module and connector terminals for: damaged or pinched
After repairs are
Are the DEF: DU sensor module connector, harness, and terminals clean and undamaged? SPN 5394 FMI 2.
Step 4 Inspect Diesel Exhaust Fluid (DEF) tank and lines. Decision
Inspect DEF tank and lines for frozen DEF. Yes: Go to Step 5.
Are the DEF tank and lines free of frozen DEF? No: Repair or replace
After repairs are
SPN 5394 FMI 2.
Step 5 Inspect Diesel Exhaust Fluid (DEF) quality. Decision

Check DEF quality. Obtain a sample of DEF. Visually inspect for contamination and use DEF Yes: Perform Pin-Point
Refractometer 5025 to test urea concentration of DEF fluid. Tests.
Are the DEF tank and lines free of frozen DEF? No: Repair or replace
After repairs are
SPN 5394 FMI 2.
Figure 186 Diesel Exhaust Fluid Doser Unit (DEF: DU) Sensor Circuit Diagram
Tools Required
Test 1 Setup
A. Key OFF.
C. Key-ON. Log in to ServiceMaxx™ software.
Use the Electronic Service Tool (EST) to perform KOEO Less than 5 ohms
DEF Supply Pump Override Test(page 2165).
Decision
Is the Diesel Exhaust Fluid Doser Unit (DEF: DU ) Yes: Replace DEF supply module filter and clean DEF
operating correctly? supply module. Repeat Test 2. If DEF: DU still does not
operate correctly, replace DEF: DU . After repairs are
No: Replace DEF: DU . After repairs are complete, retest
for SPN 5394 FMI 2.

SPN 5394 FMI 5 - DEF Doser Valve open load/circuit

Diesel Exhaust Fluid Doser Unit (DEF: Resistance between DEF: DU pin-1 or DEF: DU is turned off
DU) current below normal or open DEF: DU pin-2 and ground < 0.2 ohms
circuit. Open signal voltage detected
Resistance between pin J1-53 and pin
at the DEF: DU.
J1-77 > 1,000,000 ohms
Resistance between DEF: DU pin-2

and battery positive < 0.2 ohms
Fault Overview
Fault codes sets when Aftertreatment Control Module (ACM) detects that Diesel Exhaust Fluid Doser Unit (DEF:
DU) circuit is open or shorted. DEF injection into aftertreatment system is disabled, and engine torque will be
reduced if fault is active for a limited period of time. Engine torque will be severely reduced and vehicle speed
limited after extended engine operation with this fault code active.
Lamp Reaction
Associated Faults
None
Fault Facts
None

Continuous
Possible Causes
• DEF: DU pin-1 circuit open or high resistance
• DEF: DU pin-1 short to ground (GND)
• DEF: DU pin-2 circuit open or high resistance
• DEF: DU pin-2 short to GND
• DEF: DU pin-1 shorted to DEF: DU pin-2
• DEF: DU pin-2 short to power (PWR)
Step 1 Check active fault codes. Decision

No: Drive vehicle and
Does EST DTC show free of SPN 5394 FMI 5 as active? retest for SPN 5394 FMI
5. If fault does not set
again, notify supervisor
for further action.
Step 2 Inspect connections at Diesel Exhaust Fluid Doser Unit (DEF: DU) sensor Decision
module connector.

C. Check DEF: DU sensor module and connector terminals for: damaged or pinched
After repairs are
Are the DEF: DU sensor module connector, harness, and terminals clean and undamaged? SCR Maintenance Reset
FMI 5.
Step 3 Inspect connections at Aftertreatment Control Module (ACM) sensor module Decision
connector.
Tests.
B. Disconnect ACM sensor module connector.
C. Check ACM sensor module and connector terminals for: damaged or pinched
After repairs are
Are ACM sensor module connector, harness, and terminals clean and undamaged? complete, perform the
FMI 5.
Figure 187 Diesel Exhaust Fluid Doser Unit (DEF: DU) Sensor Circuit Diagram
Tools Required
• 180-pin Breakout Box 00-00956-08
• Aftertreatment Control Module (ACM) Breakout Harness 18-537-01
Test 1 Setup
A. Key OFF.
B. Connect Breakout Harness ZTSE4828 to Diesel Exhaust Fluid Doser Unit (DEF: DU) and leave DEFDV
disconnected.
D. Key-On Engine-Off (KOEO). Log in to ServiceMaxx™ software.
Harness ZTSE4828 pin-1 and ground (GND).
Decision
No: Repair short to ground between DEF: DU connector
pin-1 and Aftertreatment Control Module (ACM) connector
pin J1-77. After repairs are complete, perform the SCR
SPN 5394 FMI 5.
Test 2 Setup
A. Key OFF.
B. Connect Breakout Harness ZTSE4828 to DEF: DU and leave DEF: DU disconnected.
Harness ZTSE4828 pin-2 and ground (GND).
Decision
No: Repair short to ground between DEF: DU connector
pin-2 and ACM connector pin J1-53. After repairs are
Test 3 Setup
A. Key OFF.
C. Connect 180-pin Breakout Box 00-00956-08 with Breakout Harness18-537-01 to ACM and leave module
disconnected.
E. Key-On Engine-Off (KOEO). Log in to ServiceMaxx™ software.
Harness ZTSE4828 pin-1 and 180-pin Breakout Box
00-00956-08 pin J1-77.
Decision
No: Repair Open between DEF: DU connector pin-2 and
ACM connector pin J1-77. After repairs are complete,
Test 4 Setup
A. Key OFF.
disconnected.
Harness ZTSE4828 pin-1 and 180-pin Breakout Box
00-00956-08 pin J1-53.
Decision
No: Repair Open between DEF: DU connector pin-2 and
Test 5 Setup
A. Key OFF.
disconnected.
Decision
No: Repair short between DEF: DU connector pin-1
and pin-2. After repairs are complete, perform the SCR
SPN 5394 FMI 5.
Test 6 Setup
A. Key OFF.
B. Connect Breakout Harness ZTSE4828 to Diesel Exhaust Fluid Doser Valve (DEFDV) and leave DEFDV
disconnected.
Use DMM to measure voltage between Breakout Harness Less than 4 volts
ZTSE4828 pin-2 and ground (GND).
Decision
Is voltage less than 4 volts? Yes: Replace DEFDV. After repairs are complete, retest
for SPN 5394 FMI 5.
No: Repair short to power between DEFDV pin-2 and
ACM connector J1-53. After repairs are complete, perform

SPN 5394 FMI 7 - DEF Dosing Unit - Mechanical system not responding

Diesel Exhaust Fluid Dosing Valve Difference between the maximum and SPN 3361 FMI 3 and 4; SPN 4334
(DEFEV) is mechanically stuck closed minimum Diesel Exhaust Fluid (DEF) FMI 2, 3, 4, 16, and 18; and SPN 5394
or open based on the minimum supply pressure within one injection FMI 5 are inactive
pressure variation during injection. cycle < 4 psi (30 kPa) (gauge) for
Exhaust temperature ≥ 32°F (0°C) for
greater than or equal to 2 out of 3
10 seconds
times within each set of diagnostic
tests Key-On Engine-Running (KOER)
Exhaust Mass flow rate ≥ 50 g/hr
DEF dosing command ≥ 9.8%
DEF dosing command ≤ 88.2%
Supply Module Pressure ≥ 58 psi (400

kPa) (gauge)
Fault Overview
Fault code sets when Aftertreatment Control Module (ACM) detects mechanical failure of Diesel Exhaust Fluid
Doser Valve (DEFDV). Diesel Exhaust Fluid (DEF) injection into aftertreatment system is disabled, and engine
torque will be reduced if fault is active for an extended period of time.
Lamp Reaction
Associated Faults
None
Fault Facts
None

Continuous
Possible Causes
• Diesel Exhaust Fluid (DEF) tank, supply module, or doser valve line or connection loose, leaking, or
damaged
• Diesel Exhaust Fluid Doser Valve (DEFDV) mechanical failure (stuck open or closed)
Step 1 Check active fault codes. Decision

No: Drive vehicle and
Does EST DTC show free of SPN 5394 FMI 7 as active? retest for SPN 5394 FMI
7. If fault does not set
again, notify supervisor
for further action.
Step 2 Inspect connections at Diesel Exhaust Fluid Doser Valve (DEFDV) sensor Decision
module connector.
A. Key OFF. Yes: Perform the KOEO
Supply Pump Override
B. Disconnect DEFDV sensor module connector.
Test (page 2165).
C. Check Diesel Exhaust Fluid (DEF) tank, DEF supply module, and DEF Doser Valve
(DEFDV) lines and connections for: cracks and pitting; and loose, leaking, or
damaged connections.
After repairs are
Are the DEF tank, DEF supply module, and DEFDV sensor module connectors, harnesses, complete, perform the
and terminals clean and undamaged? SCR Maintenance Reset
FMI 7.

After performing all diagnostic steps, if SPN 5394 FMI 7 remains, verify if each step was completed correctly and the
DEF: LHR (Diesel Exhaust Fluid Line Heater Relay)

Overview of DEF: LHR Sensor Group
SPN FMI Description

5491 3 DEF Line Heater Relay Open or short to PWR (page 571)
5491 4 DEF Line Heater Relay short to GND (page 582)
Overview
Diesel Exhaust Fluid Line Heater Relay (DEF: LHR) is used to control DEF Line 1 Heater Control (Supply)
(DEF: L1HC), DEF Line 3 Heater Control (Pressure) (DEF: L3HC) and DEF Line 2 Heater Control (Return)
(DEF: L2HC), which are wrapped around the DEF suction, pressure, and return lines. Aftertreatment Control
Module (ACM) turns line heaters on by controlling DEF: LHR. This is done by sending power through DEF L-HTR
Relay CTL circuit to DEF: LHR. DEF: LHR is constantly grounded by ACM through DEF-L HTR Relay GND.
Figure 188 DEF: LHR Location

1. DEF: LHR
2. DEF Supply Module Heater (DEF: SMH) Relay
3. Switched Ignition Relay
SPN 5491 FMI 3 - DEF Line Heater Relay Open or short to PWR

Diesel Exhaust Fluid Line Heater Resistance between DEF: LHR Relay Key ON
Relay (DEF: LHR) circuit is shorted to control and ground is > 500,000
DEF: LHR is turned ON
power, open, or high resistance. Ohms.
DEF: LHR is shorted to power.
Fault Overview
Fault code sets when Aftertreatment Control Module (ACM) determines voltage signal from DEF: LHR is high.
Lamp Reaction
Associated Faults
None
Fault Facts
None

Continuous
Possible Causes
• DEF: LHC circuit short to PWR
• DEF: LHC circuit Open or high resistance
• DEF: LHC GND circuit Open or high resistance
• Failed DEF: LHR

1. DEF: LHR
2. DEF: SMH Relay
Step 1 Inspect connections at Power Distribution Module (PDM). Decision

B. Check PDM, fuses, and relays for blown fuses and loose, missing, or intermittent No: Repair PDM, fuses,
connections. and / or relays. After
Are all fuses and relays securely attached and in good condition?
3.

Tests.
B. Check ACM and connector terminals for: damaged or pinched wires; corroded
terminals; loose, bent, or broken pins; or broken connector housing. No: Repair connector,
Are ACM connectors, harnesses, and terminals clean and undamaged?
SPN 5491 FMI 3.
Figure 190 DEF: LHR Circuit Diagram
Tools Required
• ACM Breakout Box Overlay 18-537-01-02
Figure 191 Test 1 DEF: LHR Circuit Resistance Check
Test 1 Setup
A. Key OFF.
B. Remove DEF: LHR from PDM and install it into Breakout Harness ZTSE4908. Leave Breakout Harness
ZTSE4908 disconnected from PDM.
Decision
No: Replace DEF: LHR. After repairs are complete, retest
for SPN 5491 FMI 3.
Figure 192 Test 2 DEF: LHR Circuit Voltage Check


3. Relay socket
4. PDM
Test 2 Setup
A. Key OFF.
B. Install Breakout Harness ZTSE4908 into PDM and leave relay disconnected.
C. Disconnect ACM connector J1 and leave connector disconnected.
D. Key ON.
Use DMM to measure voltage between Breakout Harness Less than 0.5 volt
Decision
Is voltage less than 0.5 volt? Yes: Go to Test 3.
No: Repair short to PWR between DEF: LHR pin-86 and
Figure 194 Test 3 DEF: LHR Circuit Resistance Check


3. Relay socket
4. PDM
Test 3 Setup
A. Key OFF.
B. Connect Breakout Harness 18-537-01 to vehicle harness and leave ACM disconnected.
C. Connect Breakout Harness 18-537-01 to 180-pin Breakout Box 00-00956-08.
D. Install Breakout Harness ZTSE4908 into PDM, and leave relay disconnected.
Use DMM to measure resistance between 180-pin Less than 0.5 ohms.
Breakout Box pin J1-08 and Breakout Harness ZTSE4908
pin-86.
Decision
Is resistance less than 5 ohms? Yes: Repair Open or high resistance between DEF: LHR
No: Repair Open or high resistance between DEF: LHR
pin-86 and ACM pin J1-08. After repairs are complete,

SPN 5491 FMI 4 - DEF Line Heater Relay short to GND

Diesel Exhaust Fluid Line Heater Resistance between DEF: LHR control Key ON
Relay (DEF: LHR) voltage below and ground
DEF: LHR is ON
normal or shorted to ground. is < 0.2 ohms.
Fault Overview
Fault code sets when Aftertreatment Control Module (ACM) detects signal voltage from Diesel Exhaust Fluid
Line Heater Relay (DEF: LHR) is lower than expected for 3 seconds.
Lamp Reaction
Associated Faults
None
Fault Facts
None

Continuous
Possible Causes
• DEF: LHR short to GND
• Failed DEF: LHR

1. DEF: LHR
2. DEF Supply Module Heater (DEF: SMH) Relay
3. Switched Ignition Relay

Tests.
B. Check PDM, fuses, and relays for blown fuses and loose, missing, or intermittent
connections. No: Repair PDM, fuses,
and / or relays. After
4.
Figure 197 DEF: LHR Circuit
Tools Required
Figure 198 Test 1 DEF: LHR Resistance Check


3. Relay socket
4. PDM
Test 1 Setup
A. Key OFF.
B. Remove DEF: LHR from PDM and install it into Breakout Harness ZTSE4908. Leave Breakout Harness
ZTSE4908 disconnected from PDM.
Use DMM to measure resistance between Breakout Between 100 and 300 ohms.
Decision
No: Replace DEF: LHR. After repairs are complete, retest
for SPN 5491 FMI 4.
Figure 200 Test 2 DEF: LHR Resistance Check


3. Relay socket
Test 2 Setup
A. Key OFF.
B. Install Breakout Harness ZTSE4908 into PDM and leave relay disconnected.
Use DMM to measure resistance between Breakout Less than 100 ohms.
Decision
Is resistance less than 100 ohms? Yes: Repair short between ACM pin J1-08 and ACM pin
J1-07. After repairs are complete, retest for SPN 5491
FMI 4.
No: Repair short to GND between DEF: LHR pin-86 and
ACM pin J1-08. After repairs are complete, retest for SPN
5491 FMI 4.

DEF: AP (Diesel Exhaust Fluid Absolute Pressure)

Overview of DEF: AP Sensor Group
SPN FMI Description

4334 2 DEFLP signal erratic, intermittent or incorrect (page 593)
4334 3 DEFAP signal Out of Range HIGH (page 596)
4334 4 DEFAP signal Out of Range LOW (page 602)
4334 16 DEF Absolute Pressure above maximum (page 608)
4334 18 DEF Absolute Pressure below normal (page 610)
4337 2 DEF Dosing Unit Temperature - Data Erratic, Intermittent, or Incorrect (page 614)
4337 10 DEF Dosing Unit Temperature abnormal rate of change (page 621)
Overview
Diesel Exhaust Fluid Absolute Pressure (DEF: AP) sensor measures Diesel Exhaust Fluid (DEF) pressure from
DEF Supply Pump (DEF: SP). When DEF pressure is high, signal from DEF: AP sensor is high. DEF: AP sensor
is located within the DEF Supply Module and is a non-serviceable component.
Figure 202 DEF: AP Sensor Location

3. DEF tank
SPN 4334 FMI 2 - DEFLP signal erratic, intermittent or incorrect

Diesel Exhaust Fluid Absolute Diesel Exhaust Fluid (DEF) supply DEF supply module filled with DEF pressure
Pressure (DEF: AP) sensor module pump pressure measured > 29 psi (200 kPa)
signal is erratic, intermittent, or after priming > 160 psi (1,100 kPa)
DEF tank has been defrosted
incorrect. (gauge) or DEF supply module
pump pressure < 102 psi (700 kPa) DEF supply line has been defrosted
(gauge)
DEF supply module has been defrosted, or
OR DEF supply module defrost is not required
DEF supply module pump pressure Engine Running

measured at start of priming > 7 psi
Inactive: SPN 3361 FMI 3 and 4 (DEF: SP);
(50 kPa) (gauge) OR DEF supply
SPN 4334 FMI 3 and 4 (DEF: AP); SPN 4376
module pump pressure < -7 psi (-50
FMI 3 and 4 (DEF: RCV)
kPa) (gauge)
Fault Overview
Fault code sets when Diesel Exhaust Fluid (DEF) supply module is unable to maintain commanded DEF
pressure. Engine torque will be reduced if fault is active for an extended period of time.
Lamp Reaction
Associated Faults

(DEF: AP)
Fault Facts
None

Road Test
Possible Causes
• Debris in DEF tank / restricted DEF tank screen
• DEF tank, supply module, or doser unit line or connection loose, leaking, or damaged
• Restricted DEF suction, pressure, or return line

Using Electronic Service Tool (EST) with Service Maxx™ software, check Diagnostic Trouble Yes: Go to Step 2.
4334 FMI 2.

B. Disconnect DEF supply module connector. No: Repair connector,

C. Check DEF supply module and connector terminals for: damaged or pinched
Are DEF sensor module connector, harness, and terminals clean and undamaged? SPN 4334 FMI 2.
Step 3 Inspect DEF tank. Decision

B. Check DEF tank for debris or foreign particles. Also check DEF tank vent for No: Drain DEF tank,
restrictions or fluid crystallization. flush with distilled water,
Are DEF tank and DEF tank vent clean and free of debris, restrictions, and fluid
crystallization?
2.
Step 4 Inspect connections at Diesel Exhaust Fluid Doser Unit (DEF: DU) lines. Decision
B. Disconnect DEF: DU. No: Repair or replace

C. Check DEF tank, DEF supply module, and DEF: DU lines and connections for:
After repairs are
cracks and pitting; loose, leaking, or damaged connections.
complete retest for
Are DEF tank, DEF supply module, and DEF: DU lines and connections in good condition, SPN 4334 FMI 2.
not cracked, leaking, or damaged?
Step 5 Inspect DEF supply module. Decision

B. Unscrew DEF supply module filter cap, and remove filter from supply module. No: Replace DEF
supply module filter
C. Check DEF supply module filter for restrictions and debris.
and clean DEF supply
Is DEF supply module filter free of debris and restrictions? module. After repairs are
4334 FMI 2.
Step 6 Check for failed DEF: AP sensor. Decision

B. Disconnect DEF supply module pressure line at DEF: DU and place appropriate No: Replace the DEF
container under vehicle to catch DEF. supply module. After
C. Key-On Engine-Off (KOEO).
D. Using EST with ServiceMaxx™ software, load signals session and monitor DEF: 2.
AP signal.
Is DEF: AP signal within 10 psi of 0 psi?
Step 7 Inspect DEF supply line. Decision

B. Disconnect both ends of supply line and blow compressed air through line. No: Clean or replace
DEF supply module
Does compressed air flow freely through supply line?
supply line. After repairs
SPN 4334 FMI 2.
Step 8 Inspect DEF supply module return line. Decision

B. Disconnect both ends of return line and blow compressed air through line. No: Clean or replace
DEF supply module
Does compressed air flow freely through return line?
return line. After repairs
SPN 4334 FMI 2.
Step 9 Inspect DEF supply module pressure line. Decision

A. Key OFF. Yes: Retest for SPN
4334 FMI 2.
B. Disconnect both ends of pressure line and blow compressed air through line.
Does compressed air flow freely through pressure line?
DEF supply module
pressure line. After
2.

SPN 4334 FMI 3 - DEFAP Signal Out of Range HIGH

Values
Diesel Exhaust Fluid Absolute DEF: AP > 4.75 volts [189 psi (1,300 Key ON
Pressure (DEF: AP) sensor signal is kPa gauge)]
high.
Fault Overview
Fault code sets when Aftertreatment Control Module (ACM) detects signal from DEF: AP sensor is greater than
4.75 volts for 8 seconds. Diesel Exhaust Fluid (DEF) injection into aftertreatment system is disabled. Engine
Lamp Reaction
Associated Faults
SPN 3512 FMI 14 (VREF 4)
Fault Facts
None

Continuous
Possible Causes
• DEF: AP signal circuit short to PWR
• SIG GND circuit Open or high resistance

Is EST DTC list free of Associated Faults? complete, perform the
Procedure (page 2170) and

Using EST with ServiceMaxx™ software, check DTC list for SPN 4334 FMI 3. Yes: Go to Step 3.

Tests.
C. Check DEF supply module and connector terminals for damaged or pinched
wires; corroded terminals; loose, bent, or broken pins; or broken connector
housing.
are complete, perform the
Are DEF supply module connector, harness, and terminal clean and undamaged? SCR Maintenance Reset
Figure 203 DEF: AP Sensor Circuit Diagram
Tools Required
• 180-pin Breakout Box
Figure 204 Test 1 DEF: AP Sensor Circuit Voltage Check
Test 1 Setup
A. Key OFF.
B. Connect Breakout Harness 18-909-01 between DEF supply module and vehicle harness connector.
C. Key ON.
Using DMM, measure voltage between Breakout Harness 18-909-01 Less than 4.75 volts
pin-3 and known good ground.
Decision
Is voltage less than 4.75 volts? Yes: Go to Test 2
No: Repair short to PWR between DEF supply
module connector pin-3 and ACM connector
pin J2-45. After repairs are complete, perform
the SCR Maintenance Reset Procedure (page
Figure 205 Test 2 DEF: AP Sensor Circuit Resistance Check
Test 2 Setup
A. Key OFF.
B. Connect Breakout Harness 18-909-01 to DEF supply module vehicle harness connector and leave DEF
supply module disconnected.
C. Connect Breakout Harness 18-537-01 (96-pin) with 180-pin Breakout Box to ACM vehicle harness connector
and leave ACM disconnected.
Use DMM, to measure resistance between Breakout Harness Less than 5 ohms
18-909-01 pin-4 and 180-pin Breakout Box pin J1-17.
Decision
Is resistance less than 5 ohms? Yes: Replace DEF supply module. After repairs
are complete, perform the SCR Maintenance
Reset Procedure (page 2170) and retest for SPN
4334 FMI 3.
No: Repair Open or high resistance between
DEF supply module pin-4 and ACM connector
pin J1-17. After repairs are complete, perform
the SCR Maintenance Reset Procedure (page

SPN 4334 FMI 4 - DEFAP signal Out of Range LOW

Values
Diesel Exhaust Fluid Absolute DEF: AP < 0.25 volts [15 psi (100 kPa Key ON
Pressure (DEF: AP) sensor signal is gauge)]
low.
Fault Overview
Fault code sets when Aftertreatment Control Module (ACM) detects signal from Diesel Exhaust Fluid Absolute
Pressure (DEF: AP) sensor is less than 0.25 volts for 8 seconds. Diesel Exhaust Fluid (DEF) injection into
aftertreatment system is disabled. Engine torque will be reduced if fault is active for an extended period of time.
Lamp Reaction
Associated Faults
Fault Facts
None

Continuous
Possible Causes
• DEF: AP signal circuit short to GND
• SIG GND Circuit Open or high resistance
• VREF 4 circuit Open or high resistance

Is EST DTC list free of Associated Faults? complete, perform the

Tests .
C. Check DEF supply module and connector terminals for damaged or pinched
housing.
Are DEF supply module connector, harness, and terminal clean and undamaged? SCR Maintenance Reset
Figure 206 DEF: AP Sensor Circuit Diagram
Tools Required
Test 1 Setup
A. Key OFF.
Use DMM to measure resistance between Breakout Greater than 1000 ohms.
Harness 18-909-01 pin-3 and known good GND.
Decision
No: Repair short to GND between DEF supply module
connector pin-3 and ACM connector pin J2-45. After
Test 2 Setup
A. Key OFF.
C. Connect Breakout Harness 18-537-01 to 180-pin Breakout Box.
D. Connect Breakout Harness 18-537-01 to ACM vehicle harness connector and leave ACM disconnected.
Use DMM to measure resistance between Breakout Harness Less than 5 ohms.
Decision
No: Repair Open or high resistance between DEF supply
After repairs are complete, perform the SCR Maintenance
Reset Procedure (page 2170) and retest for SPN 4334
FMI 4.
Test 3 Setup
A. Key OFF.
Use DMM to measure resistance between Breakout Harness Less than 5 ohms
Decision
Is resistance less than 5 ohms? Yes: Replace DEF supply module. After repairs
are complete, perform the SCR Maintenance Reset
No: Repair Open or high resistance between DEF
supply module connector pin-3 and ACM connector pin
J2-45. After repairs are complete, perform the SCR
Maintenance Reset Procedure (page 2170) and retest
for SPN 4334 FMI 4.

SPN 4334 FMI 16 - DEF Absolute Pressure above maximum

Blockage in the Diesel Exhaust DEF: AP > 160 psi (1,100 kPa) Key ON
Fluid (DEF) supply module return (gauge)
DEF supply module defrost not required or
line has been detected.
DEF supply module defrost is completed.

SPN 3361 FMI 3 and 4 (DEF: SP); SPN 4334
FMI 2, 3, and 4 (DEF: AP)
Fault Overview
Fault code sets when Diesel Exhaust Fluid Absolute Pressure (DEF: AP) sensor detects pressure in Diesel
Exhaust Fluid (DEF) supply module is above 160 psi (1100 kPa) for more than 20 seconds. Engine torque will
be reduced if fault is active for a limited period of time. Engine torque will be severely reduced, and vehicle
speed limited if fault is active for an extended period of time.
Lamp Reaction
Associated Faults
• SPN 1761 (DEF: TL) • SPN 3031 (DEF: TT) • SPN 3361 (DEF: SP) • SPN 3362 (DEF: SP)
• SPN 3363 FMI (DEF: THC) • SPN 4376 (DEF: RCV) • SPN 5394 (DEF: DU) • SPN 5491 (DEF: L2HC)
• SPN 5745 (DEF: SMH) • SPN 5746 (DEF: SMH • SPN 5798 (DEF: SMH)
Relay)
Fault Facts
None

Continuous
Possible Causes
• Restricted DEF return line

4334 FMI 16.
Step 2 Inspect connections at DEF supply module Decision


housing.
4334 FMI 16.
Are DEF supply module connector, harness, and terminals clean and undamaged?
Step 3 Check DEF supply module return line for restrictions. Decision
Disconnect both ends of return line and blow compressed air through line. Yes: Clean DEF supply
module using DEF Doser
Does compressed air flow freely through return line?
Cleaning Kit - 18-200-01
and perform drive cycle 27.
If SPN 4334 FMI 16 is still
active, replace DEF supply
4334 FMI 16.
No: Clean or replace DEF
supply module return line.

After performing all diagnostic steps, if SPN 4334 FMI 16 remains, verify each step was completed correctly and proper
SPN 4334 FMI 18 - DEF Absolute Pressure below normal

Low Diesel Exhaust Fluid DEF: AP < 102 psi (700 kPa) DEF tank has been defrosted
Absolute Pressure (DEF: AP) (gauge)
DEF supply module has been filled with DEF
signal.
fluid
DEF supply module suction line has been

defrosted
DEF supply module has been defrosted

SPN 3361 FMI 3 and 4 (DEF: SP); SPN 4334
FMI 2, 3, and 4 (DEF: AP)
Fault Overview
Fault code sets when Diesel Exhaust Fluid Absolute Pressure (DEF: AP) sensor detects Diesel Exhaust Fluid
supply module is unable to build or maintain adequate pressure. Engine torque will be reduced if fault is active
for a limited period of time. Engine torque will be severely reduced, and vehicle speed limited if fault is active
for an extended period of time.
Lamp Reaction
Associated Faults
• SPN 1761 (DEF: TL) • SPN 3031 (DEF: TT) • SPN 3361 (DEF: SP) • SPN 3362 (DEF: SP)
• SPN 3363 FMI (DEF: THC) • SPN 4376 (DEF: RCV) • SPN 5394 (DEF: DU) • SPN 5491 (DEF: L2HC)
• SPN 5745 (DEF: SMH) • SPN 5746 (DEF: SMH • SPN 5798 (DEF: SMH)
Relay)
Fault Facts
None

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

4334 FMI 18.
Step 2 Check DEF tank level. Decision

Read DEF level using the vehicle instrument panel gauge and perform a visual inspection Yes: Fill DEF tank with
of fluid level in the DEF tank. appropriate DEF. After
Is DEF tank fluid level below 1/2 tank?
No: Go to Step 3.
Step 3 Check DEF tank and vent. Decision

A. Check DEF tank for debris or foreign particles. Yes: Go to Step 4.
B. Check DEF tank vent for restrictions or fluid crystallization. No: Drain DEF tank, flush
with distilled water, and fill
Are DEF tank and DEF tank vent clean and free of debris, restrictions, and fluid
with new and / or known
crystallization?
good DEF. After repairs are
4334 FMI 18.
Step 4 Check DEF tank, DEF supply module, and DEF Doser Unit (DEF: DU) lines Decision
and connections.
Check DEF tank, DEF supply module, and DEF: DU lines and connections for: cracks Yes: Go to Step 5.
and pitting; loose, leaking, or damaged connections.
No: Repair or replace failed
Are the DEF tank, DEF supply module: and DEF: DU lines and connections in good line or connection. After
condition, and free of cracks; leaks; and damage? repairs are complete retest
Step 5 Check DEF supply module suction line for restrictions. Decision
Disconnect both ends of suction line and blow compressed air through line. Yes: Go to Step 6.
Does compressed air flow freely through suction line? No: Clean or replace DEF
supply module suction line.
Step 6 Check DEF tank fluid pickup screen for restrictions. Decision
Remove DEF tank pickup assembly (see Exhaust Aftertreatment System with DPF and Yes: Replace DEF supply
SCR Service Manual). Inspect DEF tank fluid pickup screen for restrictions or buildup. module. After repairs are
Is DEF tank fluid pickup screen free of restrictions?
4334 FMI 18.
No: Clean or replace DEF
tank fluid pickup screen.
Drain, clean, and fill the DEF
tank. Clean DEF supply
module using DEF Doser
Cleaning Kit - 18-200-01.

SPN 4337 FMI 2 - DEF Dosing Unit Temperature - Data Erratic, Intermittent, or Incorrect

Diesel Exhaust Fluid (DEF) Difference between DEF supply Engine is cold soaked 10 hours
supply module temperature is in module temperature at Key ON and
Block heater not detected
range but not rational Intake Air Temperature (IAT) at Key
ON > 72°F (40°C) Valid DEF supply module temperature value
is available
Difference between DEF supply
module temperature at Key ON and Valid DEF Dosing Supply Module Heater
coolant temperature at Key ON > (DEF: SMH) temperature value is available
72°F (40°C)
Diagnostic has not previously completed
during this key cycle
Following fault code must be inactive: SPN

3361 FMI 2 (DEF: SP)
Fault Overview
temperature differs from engine coolant temperature and Intake Air Temperature (IAT) by more than 72°F (40°C)
at Key ON.
Lamp Reaction
Associated Faults
• SPN 110 FMI 2, 3, and 4 • SPN 172 FMI 2, 3, and 4 • SPN 3361 FMI 2, 3, and 4
(ECT1) (IAT) (DEF: SP)
Fault Facts
None

Continuous
Possible Causes
• Diesel Exhaust Fluid Supply Pump (DEF: SP) Temperature / CTL circuit intermittent short to GND
• DEF: SP Temp / CTL circuit intermittent Open or high resistance

4337 FMI 2.
Figure 210 DEF Supply Module Location (typical)

1. ACM 2. DEF supply module


housing.
4337 FMI 2.
Are DEF supply module connectors, harnesses, and terminals clean and undamaged?

.
Are ACM connectors, harnesses, and terminals clean and undamaged? are complete, retest for SPN
4337 FMI 2.
Figure 211 DEF: SP Circuit Diagram
Tools Required
Figure 212 Test 1 DEF: SP Temperature / Control Circuit Resistance Check
Test 1 Setup
A. Key OFF.
Harness 18-909-01 pin-10 and known good ground.
Decision
No: Repair intermittent short to ground between DEF: SP
Figure 213 Test 2 DEF: SP Temperature / Control Circuit Voltage Check
Test 2 Setup
A. Key OFF.
C. Key ON.
Use DMM to measure voltage between Breakout Harness 18-909-01 Less than 1 volt
Decision
No: Repair intermittent short to power
between DEF: SP connector pin-10 and
ACM connector pin J2-48. After repairs are
Test 3 Setup
A. Key OFF.
C. Connect Breakout Harness 18-537-01 to 180-pin breakout box.
Use DMM to measure resistance between Breakout Harness 18-909-01 Less than 5 ohms
pin-10 and 180-pin breakout box pin J2-48.
Decision
Is resistance less than 5 ohms? Yes: Replace DEF supply module. After
repairs are complete, retest for SPN 4337
FMI 2.
No: Repair intermittent Open or high
resistance between DEF: SP connector
pin-10 and ACM connector pin J2-48. After
FMI 2.

SPN 4337 FMI 10 - DEF Dosing Unit Temperature abnormal rate of change

Diesel Exhaust Fluid (DEF) supply Difference between maximum Valid DEF supply module temperature value
module temperature is in range and minimum DEF supply module is available
but not rational (not heating). temperature is < 9°F (5°C) within 10
Valid DEF Supply Module Heater (DEF:
minutes
SMH) temperature value is available
Initial DEF: SMH temperature at Key ON <

25°F (-4°C)
DEF: SMH is active
Diagnostic has not previously completed

during this key cycle

SPN 3361 FMI 2 (DEF: SP Signal); SPN
4337 FMI 2 (DEF: SP Temp); SPN 5746 FMI
3, 4 (DEF: SMH Relay)
Fault Overview
is not heating properly.
Lamp Reaction
Malfunction Indicator Lamp will illuminate when this fault is detected during two consecutive drive cycles.
Associated Faults
• SPN 171 FMI 2, 3, 4 (AAT) • SPN 3361 FMI 2 (DEF: SP • SPN 4337 FMI 2 (DEF: SP • SPN 5745 (DEF: SMH)
Signal) Temp)
• SPN 5746 (DEF: SMH • SPN 5798 (DEF: SMH
Relay) Temperature)
Fault Facts
None

Continuous
Possible Causes
• Diesel Exhaust Fluid Supply Pump (DEF: SP) Temperature / CTL circuit intermittent short to GND
• DEF: SP Temp / CTL circuit intermittent Open or high resistance

4337 FMI 10.

1. ACM 2. DEF supply module


housing.
4337 FMI 10.
Are DEF supply module connectors, harnesses, and terminals clean and undamaged?

.
Are ACM connectors, harnesses, and terminals clean and undamaged? are complete, retest for SPN
4337 FMI 10.
Tools Required
Test 1 Setup
A. Key OFF.
Decision
No: Repair intermittent short to ground between DEF: SP
Figure 218 Test 2 DEF: SP Temperature / Control Circuit Voltage Check
Test 2 Setup
A. Key OFF.
C. Key ON.
Use DMM to measure voltage between Breakout Harness 18-909-01 Less than 1 volt
Decision
No: Repair intermittent short to power
between DEF: SP connector pin-10 and
ACM connector pin J2-48. After repairs are
Test 3 Setup
A. Key OFF.
C. Connect Breakout Harness 18-537-01 to 180-pin breakout box.
Decision
FMI 10.
No: Repair intermittent Open or high
resistance between DEF: SP connector
FMI 10.
End Pin-Point Tests

DEFSLH (Diesel Exhaust Fluid Supply Line Heater)

Overview of DEFSLH Sensor Group
SPN FMI Description

4340 3 DEF Supply Line Heater Short to PWR (page 630)
4340 5 DEF Supply Line Heater open load/circuit (page 637)
Overview
Diesel Exhaust Fluid Supply Line Heater (DEFSLH) is used to maintain proper DEF temperature during cold
conditions. DEFSLH is wrapped around supply line between DEF Doser Unit (DEF: DU) and DEF supply module.
When DEF temperature is too low, Aftertreatment Control Module (ACM) turns on DEF Line Heater Relay (DEF:
LHR) allowing power to be sent to DEFSLH.
SPN 4340 FMI 3 - DEF Supply Line Heater Short to PWR

Diesel Exhaust Fluid Supply Line DEFSLH current > 0.5 amps Key ON
Heater (DEFSLH) current is greater
The Diesel Exhaust Fluid Line Heater
than expected.
Relay is turned OFF
Fault Overview
Fault code sets when Aftertreatment Control Module (ACM) detects current from Diesel Exhaust Fluid Supply
Line Heater (DEFSLH) is greater than 0.5 amps for 3 seconds. Engine torque will be reduced, and vehicle speed
will be limited after extended engine operation with this fault code active.
Lamp Reaction
Associated Faults
SPN 5491 (Diesel Exhaust

Fluid Line Heater Relay)
Fault Facts
Diesel Exhaust Fluid Return Line Heater (DEFRLH), Diesel Exhaust Fluid Pressure Line Heater (DEFPLH), and
Diesel Exhaust Fluid Supply Line Heater (DEFSLH) share a common power circuit. If more than one Diesel
Exhaust Fluid (DEF) line heater fault is set, suspect a common power circuit problem.

Continuous
Possible Causes
• DEFSLH circuit short to PWR
• Diesel Exhaust Fluid Line Heater Relay power circuit shorted to PWR between Diesel Exhaust Fluid Line
Heater Relay pin-87 and DEFSLH pin-1
• Failed DEF Line Heater Relay

Is EST DTC free of Associated Faults? No: Repair Associated
4340 FMI 3.
Step 2 Inspect connections at Diesel Exhaust Fluid Supply Line Heater (DEFSLH) Decision
connector.
B. Disconnect DEFSLH connector.
C. Check DEFSLH and connector terminals for: damaged or pinched wires; corroded
Are the DEFSLH connector, harness, and terminals clean and undamaged? No: Repair connector,
SPN 4340 FMI 3.
Step 3 Check DEFSLH Voltage. Decision

Perform Test 1(page 633). Use DMM to measure voltage between Breakout Harness Yes: Retest for SPN
18-045-01 pin-1 and known good ground. 4340 FMI 3.
Is voltage less than or equal to 0.5 volt? No: Go to Step 4.
Step 4 Check DEFSLH Voltage. Decision

Perform Test 2(page 636). Use a DMM to measure voltage between PDM terminal 87 for No: Repair short to
Diesel Exhaust Fluid Line Heater Relay and known good ground. PWR between PDM
terminal 87 for the
Diesel Exhaust Fluid
Line Heater Relay and
the DEFSLH connector
4340 FMI 3.
Is voltage less than or equal to 0.5 volt? Yes: Replace the Diesel
Exhaust Fluid Line
Heater Relay. After
3.

Figure 220 Diesel Exhaust Fluid Supply Line Heater (DEFSLH) Circuit Diagram
Tools Required
Figure 221 Test 1 DEFSLH Voltage Check
Test 1
A. Key OFF.
B. Disconnect Diesel Exhaust Fluid Supply Line Heater (DEFSLH) vehicle harness connector.
C. Connect Breakout Harness 18-045-01 to vehicle harness connector and leave DEFSLH disconnected.
D. Key ON.

1. Diesel Exhaust Fluid Line Heater Relay
2. Diesel Exhaust Fluid Supply Module Heater (DEFSMH) Relay

2. Dimples
3. Relay socket
4. PDM
Figure 224 Test 2 DEFSLH Voltage Check
Test 2
A. Key OFF.
B. Remove Diesel Exhaust Fluid Line Heater Relay.
C. Install Breakout Harness ZTSE4908 and leave relay disconnected.
D. Key ON.
SPN 4340 FMI 5 - DEF Supply Line Heater open load/circuit

Diesel Exhaust Fluid Supply Line DEFSLH current < 0.3 amps Key ON
Heater (DEFSLH) circuit is Open.
DEF Line Heater Relay command ON
Current is less than expected.
Fault Overview
Fault code sets when Aftertreatment Control Module (ACM) detects current from the Diesel Exhaust Fluid Supply
Line Heater (DEFSLH) is less than 0.3 amps. Engine torque will be reduced and vehicle speed will be limited
after extended engine operation with this fault code active.
Lamp Reaction
Associated Faults
SPN 5491 (DEF Line Heater

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

Road Test
Possible Causes
• Failed DEFSLH
• DEFSLH circuit Open or high resistance
• DEFSLH circuit short to GND
• DEFSLH power circuit Open or high resistance
• DEFSLH power circuit short to GND
• Blown fuse or Open power circuit to DEF Line Heater Relay
Verify batteries are fully charged and connections are clean.

4340 FMI 5.
Step 2 Inspect connections at Diesel Exhaust Fluid Supply Line Heater (DEFSLH). Decision
B. Disconnect DEFSLH connector.
C. Check DEFSLH and connector terminals for damaged or pinched wires;

Are DEFSLH connector, harness, and terminals clean and undamaged? No: Repair connector,
4340 FMI 5.

B. Disconnect ACM connector.
Are the ACM connector, harness, and terminals clean and undamaged? No: Repair connector,
4340 FMI 5.
Step 4 Decision
Perform Test 1(page 641). Use DMM to measure voltage between Breakout Harness Yes: Go to Step 10.
18-045-01 pin-1 and known good ground
Is voltage within B+ ± 0.5 volts? No: Go to Step 5.
Step 5 Verify fuse condition Decision

Perform Test 2(page 643). Use the DMM to measure Voltage between breakout harness Yes: Go to Step 9.
ZSTSE4908 pin 30 and a known good ground.

Perform Test 3(page 643). Use DMM to measure voltage between vehicle side (left) of Yes: Go to Step 7.
DEF Line Heater Relay 15-amp fuse and known good ground.
Is voltage within B+ ± 0.5 volts? No: Repair Open between
DEF Line Heater Relay
15-amp fuse and vehicle
power. After repairs are
complete retest for SPN
4340 FMI 5.

Perform Test 4(page 643). Replace DEF Line Heater Relay 15-amp fuse. Yes: Repair short to ground
between DEF Line Heater
Relay 15-amp fuse and DEF
Line Heater Relay pin-30.
Does the DEF Line Heater Relay 15-amp fuse blow immediately when replaced? No: Go to Step 8.
Step 8 Check for short to GND. Decision

Perform Test 5(page 644). Inspect to see if DEFLH Relay 15 amp fuse blows when Yes: Repair short to ground
DEF line heaters are actuated ON. between DEF Line Heater
Relay PDM terminal 87 and
DEFSLH. After repairs are
4340 FMI 5.
Does the DEF Line Heater Relay 15-amp fuse blow when DEF line heaters are actuated No: Go to Step 9.
ON?
Step 9 Check for Open or high resistance circuit. Decision

Perform Test 6(page 644). Use DMM to measure resistance between Breakout Harness Yes: Replace the DEF Line
ZTSE4908 PDM terminal 87 and Breakout Harness 18-045-01 pin-1. Heater Relay. After repairs
4340 FMI 5.
Is resistance less than 5 ohms? No: Repair Open or high
resistance between DEFPLH
pin-1 and DEF Line Heater
Relay PDM terminal 87.
Step 10 Check for Open or high resistance circuit. Decision

18-045-01 pin-2 and known good PWR.
Is voltage within B+ ± 0.5 volts? No: Repair Open or high
resistance between ACM pin
J1-04 and DEFSLH pin-2.
Step 11 Measure for short to GND. Decision

Perform Test 8(page 644). Use DMM to measure voltage between Breakout Harness Yes: Replace DEF supply
18-045-01 pin-2 and known good PWR. line. After repairs are
4340 FMI 5.
Is resistance greater than 1000 ohms? No: Repair short to ground
between ACM pin J1-04 and
DEFSLH pin-2. After repairs
4340 FMI 5.

Figure 225 DEFPLH Circuit Diagram
Tools Required
• Interface Cable
Test 1
A. Key OFF.
B. Connect Breakout Harness 18-045-01 to Diesel Exhaust Fluid Supply Line Heater (DEFSLH) vehicle harness
connector and leave DEFSLH disconnected.
D. Connect Electronic Service Tool (EST) to vehicle Diagnostic Connector(page 2124).
E. Using EST with ServiceMaxx™ software, select Tests > KOEO Aftertreatment Tests > DEF Line Heater Test
(page 2161).
F. Select the desired time delay, then select "Start Test".

1. Diesel Exhaust Fluid Line Heater 2. Diesel Exhaust Fluid Supply 3. Switched Ignition Relay
Relay Module Heater (DEFSMH) Relay

2. Dimples
3. Relay socket
4. PDM
Test 2
A. Remove DEF Line Heater Relay.
B. Connect Breakout Harness ZTSE4908 to DEF Line Heater Relay location in PDM and leave DEF Line Heater
Relay disconnected.
Test 3
A. Key OFF.
B. Remove the DEF Line Heater 15 amp fuse.

Test 4
A. Key OFF.
B. Disconnect Diesel Exhaust Fluid Line Heater Relay and leave disconnected.
Test 5
A. Key OFF.
B. Install Diesel Exhaust Fluid Line Heater Relay.
E. Using ServiceMaxx™ software, select KOEO Aftertreatment Tests > DEF Line Heater Test (page 2161).
Test 6
A. Key OFF.
B. Connect Breakout Harness 18-045-01 to vehicle harness connector and leave Diesel Exhaust Fluid Supply
Line Heater (DEFSLH) disconnected.
C. Connect Breakout Harness ZTSE4908 to Power Distribution Module (PDM) with DEF Line Heater Relay
disconnected.
Test 7
A. Key OFF.
B. Connect Breakout Harness 18-045-01 to vehicle harness with Diesel Exhaust Fluid Supply Line Heater
(DEFSLH) disconnected.
Test 8
A. Key OFF.
B. Disconnect Aftertreatment Control Module (ACM) vehicle harness.
C. Connect Breakout Harness 18-045-01 to Diesel Exhaust Fluid Supply Line Heater (DEFSLH) vehicle harness
connector, and leave DEFSLH disconnected.
DEFRLH (Diesel Exhaust Fluid Return Line Heater)

Overview of DEFRLH Sensor Group
SPN FMI Description

4342 3 DEF Return Line Heater Short to PWR (page 646)
4342 5 DEF Return Line Heater open load/circuit (page 653)
Overview
Diesel Exhaust Fluid Return Line Heater (DEFRLH) is used to prevent Diesel Exhaust Fluid (DEF) freezing
during cold conditions. DEFRLH is wrapped around return line between DEF tank and DEF supply module.
When DEF temperature is too low, Aftertreatment Control Module (ACM) turns on the DEF Line Heater Relay
allowing power to be sent to DEFRLH.
SPN 4342 FMI 3 - DEF Return Line Heater Short to PWR

Diesel Exhaust Fluid Return Line DEFRLH current > 0.5 amps Key ON
Heater (DEFRLH) current is greater
DEF Line Heater Relay is turned OFF
than expected.
Fault Overview
Fault code sets when Aftertreatment Control Module (ACM) detects current from Diesel Exhaust Fluid Return
Line Heater (DEFRLH) is greater than 0.5 amps for 3 seconds. Engine torque will be reduced and vehicle speed
Lamp Reaction
Associated Faults

Relay)
Fault Facts

Continuous
Possible Causes
• DEFRLH circuit short to PWR
• DEFRLH power circuit shorted to PWR between DEF Line Heater Relay pin-87 and DEF: L2HC pin-1
• Failed DEFRLH

4342 FMI 3.
Step 2 Inspect connections at DEFRLH connector. Decision

B. Disconnect DEFRLH connector.
C. Check DEFRLH and connector terminals for damaged or pinched wires; corroded
Are DEFRLH connector, harness, and terminals clean and undamaged? No: Repair connector,
SPN 4342 FMI 3.
Step 3 Check DEFRLH Voltage. Decision

18-046-01 pin-1 and known good GND. 4340 FMI 3.
Step 4 Check DEFRLH Voltage. Decision

Perform Test 2(page 652). Use DMM to measure voltage between Breakout Harness Yes: Replace DEF Line
ZTSE4908 pin-87 and known good ground. Heater Relay. After
3.
Is voltage less than or equal to 0.5 volt? No: Repair short to
PWR between DEF Line
Heater Relay pin-87
and DEFRLH connector
4342 FMI 3.

After performing all tests, if no problem is found, verify if each step was completed correctly and proper decision
was made. Return to 4342 FMI 3 fault code diagnostics.
Figure 228 Diesel Exhaust Fluid Line Heater Circuit Diagram
Tools Required
Figure 229 Test 1 DEFRLH Voltage Check
Test 1
A. Key OFF.
B. Disconnect DEFRLH vehicle harness connector.
C. Connect Breakout Harness 18-046-01 to vehicle harness connector and leave DEFRLH disconnected.
D. Key ON.

1. DEF Line Heater Relay
2. DEF Supply Module Heater Relay (DEFSMH Relay)

2. Dimples
3. Relay socket
4. PDM
CAUTION: For correct diagnosis, Breakout Harness ZTSE4908 must be installed with dimples toward top of
Power Distribution Module (PDM). Reversed installation will result in incorrect measurements.
Figure 232 Test 2 DEF: L2HC Voltage Check
Test 2
A. Key OFF.
B. Remove DEF Line Heater Relay.
D. Key ON.
SPN 4342 FMI 5 - DEF Return Line Heater open load/circuit

Diesel Exhaust Fluid Return Line DEFRLH current > 0.3 amps Key ON
Heater (DEFRLH) control circuit Open.
The Diesel Exhaust Fluid Line Heater
Current less than expected.
Relay is turned ON
Fault Overview
Fault code sets when Aftertreatment Control Module (ACM) detects current from Diesel Exhaust Fluid Return
Line Heater (DEFRLH) is less than 0.3 amps. Engine torque will be reduced and vehicle speed will be limited
Lamp Reaction
Associated Faults

Relay)
Fault Facts

Road Test
Possible Causes
• Failed DEFRLH
• DEFRLH circuit Open or high resistance
• DEFRLH circuit short to GND
• DEFRLH power circuit Open or high resistance
• DEFRLH power circuit short to GND
• Blown fuse or Open power circuit to DEF Line Heater Relay

4342 FMI 5.
Step 2 Inspect connections at DEFRLH connector. Decision

B. Disconnect DEFRLH connector.
C. Check DEFRLH and connector terminals for: damaged or pinched wires; corroded
Are DEFRLH connector, harness, and terminals clean and undamaged? No: Repair connector,
SPN 4342 FMI 5.

Are ACM connector, harness, and terminals clean and undamaged? No: Repair connector,
SPN 4342 FMI 5.
Step 4 Decision
18-046-01 pin-1 and known good ground while the DEF Line Heater Test is running.
Step 5 Check DEFRLH voltage. Decision

Perform Test 2(page 660). Use DMM to measure voltage between breakout harness Yes: Go to Step 9.
ZSTSE4908 pin 30 and a known good ground.
Step 6 Check DEF Line Heater Relay voltage. Decision

Perform Test 3(page 660). Use DMM to check for voltage between vehicle side (left) of DEF Yes: Go to Step 7.
Line Heater Relay 15 amp fuse and known good ground.
resistance between DEF
Line Heater Relay 15
amp fuse and vehicle
PWR. After repairs are
complete retest for SPN
4342 FMI 5.

Perform Test 4(page 660). Replace DEF Line Heater Relay 15 amp fuse. Yes: Repair short to
ground (GND) between
15 amp fuse and DEF
Line Heater Relay
pin-30. After repairs
SPN 4342 FMI 5.
Does DEF Line Heater Relay 15 amp fuse blow immediately when replaced? No: Go to Step 8.

Perform Test 5(page 660). Inspect to see if DEFLH Relay 15 amp fuse blows when DEF line Yes: Repair short GND
heaters are actuated ON. between DEF Line
Heater Relay pin-87 and
DEFRLH. After repairs
SPN 4342 FMI 5.
Does the DEF Line Heater Relay 15-amp fuse blow when DEF line heaters are actuated ON? No: Go to Step 9.
Step 9 Check for Open or high resistance. Decision

Perform Test 6(page 661). Using DMM, measure resistance between Breakout Harness Yes: Replace the DEF
ZTSE4908 pin-87 and Breakout Harness 18-046-01 pin-1. Line Heater Relay. After
5.
Is resistance less than 5 ohms? No: Repair open or
high resistance between
DEFRLH pin-1 and
4342 FMI 5.
Step 10 Check for Open or high resistance. Decision

18-046-01 pin-2 and known good PWR.
resistance between ACM
pin J1-52 and DEFRLH
4342 FMI 5.
Step 11 Check for short to ground. Decision

Perform Test 8(page 661). Using DMM, measure voltage between Breakout Harness Yes: Replace DEF
18-046-01 pin-2 and known good PWR. Return Line. After
5.
Is voltage within B+ ± 0.5 volts? No: Repair short to
ground between ACM
pin J1-52 and DEFRLH
4342 FMI 5.

After performing all tests, if no problem is found, verify if each step was completed correctly and the proper decision
Figure 233 DEFRLH Circuit Diagram
Tools Required
• Interface Cable
Test 1
A. Key OFF.
B. Connect Breakout Harness 18-046-01 to vehicle harness connector and leave DEFRLH disconnected.
(page 2161).


1. Diesel Exhaust Fluid Line Heater Relay
2. Diesel Exhaust Fluid Supply Module Heater Relay (DEFSMH Relay)

2. Dimples
3. Relay socket
CAUTION: For correct diagnosis, Breakout Harness ZTSE4908 must be installed with dimples toward top of
Power Distribution Module (PDM). Reversed installation will result in incorrect measurements.
Figure 236 Test 2 DEFRLH Voltage Check
Test 2
A. Key OFF.
D. Key ON.
Test 3
A. Key OFF.
B. Remove the DEF Line Heater 15 amp fuse.
Test 4
A. Key OFF.
B. Remove DEF Line Heater Relay.

Test 5
A. Key OFF.
B. Install Diesel Exhaust Fluid Line Heater Relay.
(page 2161).
Test 6
A. Key OFF.
B. Connect Breakout Harness 18-046-01 to vehicle harness connector and leave Diesel Exhaust Fluid Return
Line Heater (DEFRLH) disconnected.
C. Connect Breakout Harness ZTSE4908 to Power Distribution Module (PDM) with DEF Line Heater Relay
disconnected..
Test 7
A. Key OFF.
B. Connect Breakout Harness 18-046-01 to vehicle harness with Diesel Exhaust Fluid Return Line Heater
(DEFRLH) disconnected.
Test 8
A. Key OFF.
B. Disconnect Aftertreatment Control Module (ACM) vehicle harness.
C. Connect Breakout Harness 18-046-01 to Diesel Exhaust Fluid Return Line Heater (DEFRLH) vehicle harness
connector, and leave DEFRLH disconnected.
DEF: RCV (Diesel Exhaust Fluid Return Valve)

Overview of DEF: RCV Sensor Group
SPN FMI Description

4376 3 DEF Reverting Control Valve short to PWR (page 663)
4376 4 DEF Reverting Control Valve short to GND (page 669)
4376 7 DEF Reverting Control Valve - Mechanical system not responding or out of adjustment
(page 675)
Overview
Diesel Exhaust Fluid Return Valve (DEFRV) controls Diesel Exhaust Fluid (DEF) flow through DEF supply
module. When DEFRV is energized DEF is returned to DEF tank through DEF return line. DEFRV is not
serviceable individually and is part of DEF supply module.
Figure 237 DEFRV Supply Module Location

2. Diesel Exhaust Fluid (DEF) supply module
SPN 4376 FMI 3 - DEF Reverting Control Valve short to PWR

Diesel Exhaust Fluid Reverting Control Resistance between the DEF: RCV Key ON
Valve (DEF: RCV) voltage is above CTL and DEF: RCV GND > 500,000
normal, shorted to high source, or ohms
open. High signal voltage is detected.
Fault Overview
Fault code sets when Aftertreatment Control Module (ACM) detects Diesel Exhaust Fluid Reverting Control Valve
(DEF: RCV) voltage is more than expected for 1 second. Engine torque will be reduced if engine is operated for
an extended period of time with this fault active.
Lamp Reaction
Associated Faults
None
Fault Facts
DEF: RCV is internal to Diesel Exhaust Fluid (DEF) supply module and is not serviceable individually. If fault is
active, dosing system may not be able to purge, and DEF may be left in the lines. DEF remaining in lines can
freeze and cause Selective Catalytic Reduction (SCR) system to become damaged in cold weather.

Continuous
Possible Causes
• DEF: RCV CTL circuit Open or high resistance
• DEF: RCV GND circuit Open or high resistance
• DEF: RCV CTL circuit short to PWR
• Failed DEF: RCV

Code (DTC) list for SPN 4376 FMI 3 DEF: RCV.
Does EST DTC show SPN 4376 FMI 3 as Active or Pending? Inactive Fault Diagnostic
Procedure (page
2123). After repairs
the SCR Maintenance
4376 FMI 3.
Step 2 Inspect connections at Diesel Exhaust Fluid Reverting Control Valve (DEF: Decision
RCV) sensor module connector.
A. Key OFF. Go to Step 3
B. Disconnect DEF: RCV sensor module connector. No: Repair connector,

C. Check DEF: RCV sensor module and connector terminals for: damaged or pinched
Are DEF: RCV sensor module connector, harness, and terminals clean and undamaged? the SCR Maintenance
4376 FMI 3.

Test.
B. Disconnect ACM module connector.
C. Check ACM connector terminals for: damaged or pinched wires; corroded
Are ACM sensor module connector, harness, and terminals clean and undamaged? are complete, perform
the SCR Maintenance
4376 FMI 3.
Figure 238 DEF: RCV Circuit Diagram
Tools Required
Figure 239 Test 1 DEF: RCV Circuit Voltage Check
Test 1 Setup
A. Key OFF.
B. Connect Breakout Harness 18-909-01 between Diesel Exhaust Fuel (DEF) supply module and vehicle harness.
C. Key ON.
Use DMM to measure voltage between Diesel Exhaust Less than 0.5 volts
Fluid Reverting Control Valve (DEF: RCV) pin-11 and a
known good GND.
Decision
No: Repair short to PWR in DEF: RCV CTL circuit between
ACM pin J1-56 and DEF: RCV pin-11. After repairs are
Figure 240 Test 2 DEF: RCV Circuit Resistance Check
Test 2 Setup
A. Key OFF.
B. Connect 180-pin Breakout Box 00-00956-08 with Breakout Harness 18-537-01 to Aftertreatment Control
Module (ACM) vehicle harness, and leave ACM disconnected.
C. Disconnect Breakout Harness 18-909-01 from Diesel Exhaust Fluid (DEF) supply module, and leave connected
to vehicle harness.
D. Key-ON.
Use DMM to measure resistance from Breakout Harness Less than 5 ohms
18-909-01 pin-12 and Breakout Box 00-00956-08 pin
J2-34.
Decision
Is resistance less than 5 ohms? Yes: Repair Open or high resistance in DEF: RCV CTL
circuit between ACM pin J1-56 and supply module pin-11.
FMI 3.
No: Repair Open or high resistance in DEF: RCV GND
circuit between ACM pin J2-34 and supply module pin-12.
FMI 3.

SPN 4376 FMI 4 - DEF Reverting Control Valve short to GND

Diesel Exhaust Fluid Reverting Control Resistance between DEF: RCV CTL Key ON
Valve (DEF: RCV) voltage is below and DEF: RCV GND circuits < 0.2
normal, or shorted to low source. Low ohms
signal voltage is detected.
Fault Overview
Fault code sets when Aftertreatment Control Module (ACM) detects Diesel Exhaust Fluid DEF: RCV voltage is
less than expected value for 1 second. DEF injection into aftertreatment system is disabled. Engine torque will
be reduced if engine is operated for an extended period of time with this fault active.
Lamp Reaction
Associated Faults
None
Fault Facts
DEF: RCV is internal to the DEF supply module and is not serviceable individually. If fault is active, the dosing
system may not be able to purge and DEF may be left in the lines. DEF lines can freeze and cause the Selective
Catalytic Reduction (SCR) system to become damaged in cold weather.

Continuous
Possible Causes
• DEF: RCV CTL circuit short to GND
• DEF: RCV CTL shorted to DEF: RCV GND
• Failed DEF: RCV

Code (DTC) list for SPN 4376 FMI 4 (DEF: RCV).
Procedure (page
the SCR Maintenance
4376 FMI 4.
Step 2 Inspect connections at Diesel Exhaust Fluid Reverting Control Valve (DEF: Decision
RCV) sensor module connector.
Test.
B. Disconnect DEF: RCV sensor module connector.
C. Check DEF: RCV sensor module and connector terminals for: damaged or pinched
Are the DEF: RCV sensor module connector, harness, and terminals clean and undamaged? are complete, perform
the SCR Maintenance
4376 FMI 4.
Figure 241 DEF: RCV Circuit Diagram
Tools Required
Test 1 Setup
A. Key OFF.
B. Connect Breakout Harness 18-909-01 to Diesel Exhaust Fuel (DEF) supply module and leave vehicle harness
disconnected.
C. Key ON.
Decision
No: Replace DEF supply module. After repairs are
Test 2 Setup
A. Key OFF.
B. Connect Breakout Harness 18-909-01 to vehicle harness and leave DEF supply module disconnected.
C. Key ON.
Use DMM to measure resistance from Breakout Harness Greater than 1000 ohms
18-909-01 pin-11 and pin-12.
Decision
Is resistance greater than 1000 ohms? Yes: Repair short to GND between DEF supply module
pin-11 and Aftertreatment Control Module (ACM) pin J1-56.
FMI 4.
No: Repair short between DEF: RCV CTL and DEF: RCV
GND circuits. After repairs are complete, retest for SPN
4376 FMI 4

SPN 4376 FMI 7 - DEF Reverting Control Valve - Mechanical system not responding or out of adjustment

The DEF: RCV is commanded The DEF supply module Key ON
open, but the DEF doser pressure after the return valve
DEF supply pump command ≥ 5 % (pump ON)
pressure does not drop as is opened for 5 seconds > 72.5
expected. psi (500 kPa) DEF supply module pressure sampled when the
return valve was opened > 101.5 psi (700 kPa)
DEF: RCV commanded ON
The following fault codes must be inactive: SPN

3361 FMI 3, 4 (DEF: SP); SPN 4334 FMI 2, 3, 4
(DEF: AP); SPN 4376 FMI 3, 4 (DEF: RCV)
Fault Overview
The fault code sets when the Aftertreatment Control Module (ACM) detects that the Diesel Exhaust Fluid Return
Valve (DEF: RCV) is commanded open, but the DEF doser pressure does not drop as expected.
Lamp Reaction
Associated Faults
• SPN 4334 FMI 2, 3, 4, 16, • SPN 4376 FMI 3 and 4

and 18 (DEF: AP) (DEF: RCV)
Fault Fact
The DEF: RCV is internal to the DEF supply module and is not serviceable individually. If fault is active, the
dosing system may not be able to purge, and DEF may be left in the lines. DEF lines can freeze and cause the
Selective Catalytic Reduction (SCR) system to become damaged in cold weather.

Continuous
Possible Causes
• Restricted DEF return line or fittings, or incorrect connections
• Restriction in DEF tank
• Failed DEF: RCV

Using Electronic Service Tool (EST) with ServiceMaxx™ software, check for Associated Yes: Go to Step 2.
Faults(page 675).
4376 FMI 7.
Step 2 Check Diesel Exhaust Fluid (DEF) supply module return line for restrictions. Decision
Disconnect both ends of return line and blow compressed air through the line. Yes: Go to Step 3.
Does compressed air flow freely through the return line? No: Clean or replace DEF
supply module return line.
Step 3 Check DEF tank and tank vent. Decision

Check Diesel Exhaust Fluid (DEF) tank for debris, foreign particles, or ice. Also check Yes: Replace DEF supply
DEF tank vent for restrictions or fluid crystallization. module. After repairs are
Are the DEF tank and DEF tank vent clean and free of debris, restrictions, and fluid
4376 FMI 7.
crystallization?
No: Drain the DEF tank,
known good DEF. Clean
DEF supply module using
18-200-01. After repairs are
4376 FMI 7.
End Pin-Point Tests

DEFPLH (Diesel Exhaust Fluid Pressure Line Heater)

Overview of DEFPLH Sensor Group
SPN FMI Description

4344 3 DEF Pressure Line Heater Short to PWR (page 678)
4344 5 DEF Pressure Line Heater open load/circuit (page 684)
Overview
Diesel Exhaust Fluid Pressure Line Heater (DEFPLH) is used to maintain proper Diesel Exhaust Fluid (DEF)
temperature during cold conditions. DEFPLH is wrapped around supply line between DEF tank and DEF supply
module. When DEF temperature is too low, Aftertreatment Control Module (ACM) turns on Diesel Exhaust Fluid
Return Line Heater (DEFRLH) allowing power to be sent to DEFPLH.
Figure 244 DEFPLH Sensor Location

1. DEFSLH
2. DEFRLH
3. Diesel Exhaust Fluid Pressure Line Heater (DEFPLH)
SPN 4344 FMI 3 - DEF Pressure Line Heater Short to PWR

Diesel Exhaust Fluid Pressure Line DEFPLH current > 0.5 amp Key ON
Heater (DEFPLH) current is greater
The Diesel Exhaust Fluid Line Heater Relay
than expected.
is turned OFF
Fault Overview
Fault code sets when Aftertreatment Control Module (ACM) detects current from Diesel Exhaust Fluid Pressure
Line Heater (DEFPLH) is greater than 0.5 amp for 3 seconds. Engine torque will be reduced, and vehicle speed
Lamp Reaction
Associated Faults
SPN 5491 DEF Line Heater

Relay
Fault Facts
Diesel Exhaust Fluid Supply Line Heater (DEFSLH) share a common power circuit. If more than one DEF line
heater fault is set, suspect a common power circuit problem.
Possible Causes
• DEFPLH circuit short to PWR
• DEFPLH power circuit shorted to PWR between Diesel Exhaust Fluid Line Heater Relay pin-87 and DEFPLH
pin-1

4344 FMI 3.
Step 2 Inspect connections at Diesel Exhaust Fluid Pressure Line Heater (DEFPLH) Decision
sensor module connector.
B. Disconnect DEFPLH connector.
C. Check DEFPLH and connector terminals for: damaged or pinched wires; corroded
Are DEFPLH connector, harness, and terminals clean and undamaged? No: Repair connector,
SPN 4344 FMI 3.
Step 3 Check DEFPLH Voltage. Decision

18-047-01 pin-1 and known good ground. 4340 FMI 3.
Step 4 Check DEFPLH Voltage. Decision

Perform Test 2(page 683). Use DMM to measure voltage between Breakout Harness Yes: Replace the DEF
18-047-01 pin-1 and known good ground. Line Heater Relay. After
3.
Is voltage less than or equal to 0.5 volt? No: Repair short to PWR
between PDM terminal
87 for DEF Line Heater
Relay and DEFPLH
connector pin-2. After
3.

Figure 245 Diesel Exhaust Fluid Pressure Line Heater (DEFPLH) Circuit Diagram
Tools Required
Figure 246 Test 1 DEFPLH Voltage Check
Test 1
A. Key OFF.
B. Disconnect Diesel Exhaust Fluid Pressure Line Heater (DEFPLH) vehicle harness connector.
C. Connect Breakout Harness 18-047-01 to vehicle harness connector and leave DEFPLH disconnected.
D. Key ON.

2. Dimples
3. Relay socket
4. PDM
Test 2
A. Key OFF.
D. Key ON.
SPN 4344 FMI 5 - DEF Pressure Line Heater open load/circuit

Diesel Exhaust Fluid Pressure Line DEFPLH current > 0.3 amps Key ON
Heater (DEFPLH) circuit open.
The Diesel Exhaust Fluid Line Heater Relay
Current less than expected.
is turned ON
Fault Overview
Fault code sets when Aftertreatment Control Module (ACM) detects current from Diesel Exhaust Fluid Pressure
Line Heater (DEFPLH) is less than 0.3 amps. Engine torque will be reduced and vehicle speed will be limited
Lamp Reaction
Associated Faults
SPN 5491 (DEFLH Relay)
Fault Facts

Continuous
Possible Causes
• Failed DEFPLH
• DEFPLH circuit open or high resistance
• DEFPLH circuit short to ground (GND)
• DEFPLH power circuit open or high resistance
• DEFPLH power circuit short to GND
• Blown fuse or open power circuit to DEFLH Relay
• Failed DEFLH Relay

4344 FMI 5.
Step 2 Inspect connections at DEFPLH connector. Decision

Tests .
B. Disconnect DEFPLH connector.
C. Check DEFPLH and connector terminals for: damaged or pinched wires; corroded
Are DEFPLH connector, harness, and terminals clean and undamaged? are complete, retest for
SPN 4344 FMI 5.
Figure 249 DEFPLH Circuit Diagram
Tools Required
Test 1 Setup
A. Key OFF.
B. Disconnect DEFPLH vehicle harness connector.
D. Key ON.
Using Electronic Service Tool (EST) with ServiceMaxx™ B+ ± 0.5 volts
software, select Tests > KOEO Aftertreatment Tests >
KOEO DEF Line Heater Test(page 2161). Run test and
measure voltage between Breakout Harness 18-045-01
Decision
No: Go to Test 2.

1. DEF: LHR
2. Diesel Exhaust Fluid Supply Module Heater Relay (DEF: SMH Relay)

2. Dimples
3. Relay socket
4. PDM
Test 2 Setup
A. Key OFF.
B. Remove DEF: LHR.
D. Key ON.
Connect test light between Breakout Harness ZTSE4908 Test light illuminates, DEF: LHR fuse is not blown
Decision
Does test light illuminate and is DEF: LHR 15-amp fuse in Yes: Go to Test 6.
good condition and not blown?
No: Go to Test 3.
Test 3 Setup
A. Key OFF.
B. Remove DEF: LHR.
D. Key-On Engine-Off (KOEO).
Use DMM to check for voltage between vehicle side of Within 0.5 volt of B+
DEF: LHR 15-amp fuse and a known good ground.
Decision
Is voltage within 0.5 volt of B+? Yes: Go to Test 4.
No: Repair Open or high resistance between DEF: LHR
15-amp fuse and vehicle PWR. After repairs are complete,
Test 4 Setup
A. Key OFF.
B. Disconnect DEFPLH.
Remove and replace DEF: LHR 15–amp fuse. New fuse does not blow when replaced
Decision
Does the DEF: LHR 15-amp fuse blow when replaced? Yes: Repair short to ground (GND) between DEF: LHR
15-amp fuse and DEF: LHR pin-30. After repairs are
No: Go to Test 5.
Figure 253 Test 5 DEF: LHR Short Check
Test 5 Setup
A. Key OFF.
B. Install DEF: LHR.
Using Electronic Service Tool (EST) with ServiceMaxx™ New fuse does not blow when line heaters are turned on
software, select Tests > KOEO Aftertreatment Tests >
KOEO DEF Line Heater Test(page 2161). Run test and
check for short to ground between Breakout Harness
ZTSE4908 pin-87 and DEF: SLH.
Decision
Does the DEF: LHR 15-amp fuse blow when line heaters Yes: Repair short to ground (GND) between DEF: LHR
are turned ON? pin-87 and DEFPLH, Diesel Exhaust Fluid Supply Line
Heater (DEFSLH), or Diesel Exhaust Fluid Return Line
Heater (DEFRLH). After repairs are complete, retest for
SPN 4344 FMI 5.
No: Repair open or high resistance between DEF: LHR
pin-87 and DEFSLH, DEFPLH, or DEFRLH. After repairs
Test 6 Setup
A. Key OFF.
B. Remove DEF: LHR.
C. Install Breakout Harness 18-045-01 and leave DEFPLH sensor disconnected.
D. Connect Breakout Harness ZTSE4908 to PDM.
E. Key-On Engine-Off (KOEO).
Using DMM, measure resistance between Breakout Less than 5 ohms
18-045-01 pin-2.
Decision
Is resistance less than 5 ohms? Yes: Replace DEF: LHR. After repairs are complete, retest
for SPN 4344 FMI 5.
No: Repair open or high resistance between DEFPLH
pin-2 and DEF: LHR pin-87. After repairs are complete,
Test 7 Setup
A. Key OFF.
B. Disconnect ACM.
Check ACM and connector terminals for: damaged or Terminals are undamaged
pinched wires; corroded terminals; loose, bent, or broken
Decision
Are ACM connector, harness, and terminals clean and Yes: Go to Test 8.
undamaged?
No: Repair connector, harness, or terminal damage. After
Test 8 Setup
A. Key OFF.
C. Connect 180-pin Breakout Box 18-537-01 to vehicle harness and leave ACM disconnected.
D. Connect Breakout Harness 18-045-01 to vehicle harness.
Using DMM, measure resistance between Breakout Less than 5 ohms
Harness 18-537-01 pin J1-04 and Breakout Harness
18-045-01 pin-1.
Decision
No: Repair open or high resistance between ACM
connector pin J1-04 and DEFPLH connector pin-1. After
Test 9 Setup
A. Key OFF.
Using DMM, measure resistance between Breakout Greater than 1000 ohms
Decision
Is resistance greater than 1000 ohms? Yes: Replace DEF: SLH. After repairs are complete, retest
for SPN 4344 FMI 5.
No: Repair short to ground (GND) between ACM connector
pin J1-04 and DEFPLH connector pin-1. After repairs are

DEF: SP (Diesel Exhaust Fluid Supply Pump)

Overview of DEF: SP Sensor Group
SPN FMI Description

3361 2 DEFSP signal erratic, intermittent or incorrect (page 700)
3361 3 DEFSP signal Out of Range HIGH (page 708)
3361 4 DEFSP signal Out of Range LOW (page 713)
3362 31 DEF dosing unable to prime (page 722)
Overview
Diesel Exhaust Fluid Supply Pump (DEF: SP) is controlled using a PWM signal from Aftertreatment Control
Module (ACM). DEF: SP is installed in DEF Supply Module and is a non-serviceable component. DEF Supply
Module has an internal temperature sensor used to monitor DEF: SP temperature. When DEF: SP temperature
is too high, ACM will deactivate DEF: SP.
Figure 254 DEF: SP Sensor Location

2. Diesel Exhaust Fluid (DEF) supply module
SPN 3361 FMI 2 - DEFSP Signal Erratic, Intermittent or Incorrect

Loss of communication or Aftertreatment Control module Key ON
invalid data from Diesel (ACM) loses J1939 CAN data
Supply module in temperature feedback mode
Exhaust Fluid Supply Pump link communications with DEF:
(DEF: SP). SP or DEF: SP temperature
erratic
Fault Overview
Fault code sets when Diesel Exhaust Fluid Supply Pump (DEF: SP) temperature is not communicating with
Aftertreatment Control Module (ACM) or DEF: SP temperature signal is erratic. Diesel Exhaust Fluid (DEF)
injection into exhaust system is disabled, and engine torque is reduced if fault is active for an extended period
of time.
Lamp Reaction
Associated Faults

(DEF: SP)
Fault Facts
None

Continuous
Possible Causes
• Failed Diesel Exhaust Fluid (DEF) supply module
• Diesel Exhaust Fluid Supply Pump (DEF: SP) Temp / Control circuit high resistance
• DEF: SP Temp / CTL circuit intermittent short to GND
• DEF: SP ground circuit high resistance
• Power Distribution Module (PDM) loose fuse or relay

3361 FMI 2.
Figure 255 PDM Location (typical)

1. PDM 3. DEF supply module bracket
2. DEF tank assembly 4. DEF supply module
Step 2 Inspect Power Distribution Module (PDM). Decision

B. Disconnect PDM connector. No: Secure or replace failed

fuse(s) or relay(s) to PDM
C. Check PDM fuse(s) and relay(s) for blown fuses and loose, missing, or
connector. After repairs are
intermittent connections.
Are PDM fuses and relays securely attached and in good condition? 3361 FMI 2.
Step 3 Inspect connections at Diesel Exhaust Fluid (DEF) supply module. Decision

housing.
3361 FMI 2.
Are DEF supply module connector, harness, and terminals clean and undamaged?

Tests.
Are ACM connector, harness, and terminals clean and undamaged? are complete, retest for SPN
3361 FMI 2.
Figure 256 Diesel Exhaust Fluid Supply Pump (DEF: SP) Circuit Diagram
Tools Required
Figure 257 Test 1 Diesel Exhaust Fluid Supply Pump (DEF: SP) Circuit Resistance Check
Test 1 Setup
A. Key OFF.
B. Connect Breakout Harness 18-909-01 to DEF supply module vehicle harness connector and leave supply
Use DMM to measure resistance between Breakout Harness 18-909-01 Greater than 1000 ohms
Decision
No: Repair intermittent short to ground
between DEF supply module connector
pin-10 and ACM connector J2 pin-48. After
FMI 2.
Test 2 Setup
A. Key OFF.
C. Connect 180-pin Breakout Box with Breakout Harness 18-537-01 and ACM vehicle harness connector and
leave module disconnected.
pin-10 and 180-pin Breakout Box pin J2-48.
Decision
No: Repair high resistance between DEF
supply module pin-10 and ACM connector
J2 pin-48. After repairs are complete, retest
for SPN 3361 FMI 2
Test 3 Setup
A. Key OFF.
C. Connect 180-pin Breakout Box with Breakout Harness 18-537-01 to ACM and leave module disconnected.
Decision
FMI 2.
No: Repair high resistance between DEF
supply module pin-8 and ACM connector J2
pin-2. After repairs are complete, retest for
SPN 3361 FMI 2

SPN 3361 FMI 3 - DEFSP signal Out of Range HIGH

DEF: SP Temp/CTL circuit voltage DEF: SP Temp/CTL circuit voltage DEF pump motor command is ON
signal is above normal, shorted to signal > 8.5 volts
System has passed DEF supply module
high source, or open.
temperature reading phase, and started
controlling DEF pump motor
DEF supply module power channel is ON
DEF supply module power command is

OFF
Fault Overview
Fault code sets when Aftertreatment Control Module (ACM) detects voltage signal from Diesel Exhaust Fluid
Supply Pump (DEF: SP) is too high. DEF injection into the exhaust system is disabled and engine torque is
reduced if fault is active for 4 seconds.
Lamp Reaction
Associated Faults
None
Fault Facts
None

Continuous
Possible Causes
• DEF: SP Temp/CTL circuit short to PWR
• DEF: SP GND circuit Open or high resistance
Step1 Inspect connections at DEF supply module connector. Decision

Tests .
C. Check DEF sensor module and connector terminals for: damaged or pinched wires;
Are DEF sensor module connector, harness, and terminals clean and undamaged? are complete, perform
the SCR Maintenance
3361 FMI 3.
Tools Required
Figure 261 Test 1 DEF: SP Circuit Voltage Check
Test 1 Setup
A. Key OFF.
C. Key ON.
Decision
No: Repair short to PWR between DEF supply module
pin-10 and Aftertreatment Control Module (ACM) pin J2-48.
FMI 3.
Figure 262 Test 2 DEF: SP Circuit Resistance Check
Test 2 Setup
A. Key OFF.
C. Connect 180-pin breakout box and Breakout Harness 18-537-01 to ACM and leave module disconnected.
Using DMM, measure resistance between Breakout Resistance is less than 5 ohms
Harness 18-909-01 breakout box pin J2-02.
Decision
Is resistance less than 5 ohms? Yes: Replace DEF supply module. After repairs are
No: Repair Open or high resistance between DEF supply
module pin-8 and Aftertreatment Control Module (ACM)
pin J2-02. After repairs are complete, perform the SCR
SPN 3361 FMI 3.

SPN 3361 FMI 4 - DEFSP Signal Out of Range LOW

Diesel Exhaust Fluid Supply Pump DEFSP motor driver line to ground System has passed Diesel Exhaust Fluid
(DEFSP) temp / CTL circuit voltage > 500,000 ohms. (DEF) supply module temperature reading
signal is below normal or shorted to phase, and started controlling DEF pump
low source. motor
DEF Supply Module power channel is ON
DEF supply module power command is ON
Fault Overview
Fault code sets when Aftertreatment Control Module (ACM) detects resistance between the DEFSP motor driver
line and ground is over 500,000 ohms. Diesel Exhaust Fluid (DEF) injection into exhaust system is disabled,
and engine torque is reduced if fault is active for an extended period of time.
Lamp Reaction
Associated Faults
None
Fault Facts
None

Road test.
Possible Causes
• DEFSP temp / CTL circuit short to ground
• DEFSP circuit high resistance or open
• DEFSP temp / CTL circuit high resistance or open

Does EST DTC list show SPN 3361 FMI 4 as active or pending? No: Go to Intermittent or

1. DEF tank assembly 2. DEF supply module bracket 3. DEF supply module
Step 2 Inspect connections at Diesel Exhaust Fluid (DEF) supply module connector. Decision
Are DEF supply module connector, harness, and terminals clean and undamaged? No: Repair connector,
KOEO SCR Faults Reset
Request Procedure
(page 2170) and retest
for SPN 3361 FMI 4.
Step 3 Check DEFSP Circuit Resistance. Decision

Perform Test 1(page 719). Use DMM to measure resistance between Breakout Harness Yes: Go to Step 4.
18-909-01 pin-10 and known good GND.
Is resistance greater than 1000 ohms? No: Repair short to
ground between DEF
supply module pin-10
and Aftertreatment
Control Module (ACM)
pin J2-48. After
perform the KOEO SCR
Faults Reset Request
FMI 4.

Perform Test 2(page 720). Use DMM to measure resistance between Breakout Harness Yes: Go to Step 5.
18-909-01 pin-9 and Breakout Box 00-00956-08 pin J2-46.
Is resistance less than 5 ohms? No: Repair open or high
resistance between DEF
supply module pin-9 and
ACM pin J2-46. After
perform KOEO SCR
FMI 4.

Perform Test 3(page 721). Use DMM to measure resistance between Breakout Harness Yes: Replace DEF
18-909-01 pin-10 and Breakout Box 00-00956-08 pin J2-48. supply module. After
perform KOEO SCR
FMI 4.
Is resistance less than 5 ohms? No: Repair open or
high resistance between
DEF supply module
pin-10 and ACM pin
J2-48. After repairs
FMI 4.

Figure 264 DEFSP Sensor Circuit Diagram
Tools Required
Test 1
A. Key OFF.
B. Connect Breakout Harness 18-909-01 to vehicle harness connector and leave DEF supply module
disconnected.
Test 2
A. Key OFF.
B. Connect breakout harness 18-909-01 to vehicle harness and leave DEF supply module disconnected.
C. Connect 180-pin Breakout Box and Breakout Harness 18-537-01 to ACM vehicle harness connector and leave
Test 3
A. Key OFF.
B. Connect Breakout Harness 18-909-01 to vehicle harness and leave DEF supply module disconnected.
C. Connect 180-pin breakout box and Breakout Harness 18-537-01 to ACM vehicle harness connector and leave
SPN 3362 FMI 31 - DEF Dosing Unable to Prime

Checks whether the Diesel DEF supply pressure does not DEF Supply Module has begun filling with DEF
Exhaust Fluid (DEF) dosing exceed 29 psi (200 kPa) within
Inactive: SPN 3361 FMI 3 and 4 (DEF: SP), and
system fails to prime after a 200 seconds from the time DEF
SPN 4334 FMI 2, 3, and 4 (DEF: AP)
calibrated number of attempts. Supply Module has begun filling
with DEF, or 200 seconds has
elapsed since the DEF Supply
Module has begun filling with
DEF
DEF supply pressure does not

remain between 116 psi (800
kPa) and 145 psi (1,000 kPa)
for 3 seconds or longer for more
than 5 times
Fault Overview
Fault code sets when Diesel Exhaust Fluid Supply Pump (DEF: SP) is unable to successfully build pressure or
prime after multiple attempts.
Lamp Reaction
Associated Faults
• SPN 1761 FMI 18 (DEF: • SPN 3363 FMI 7, 16, and • SPN 4334 FMI 2, 16, and
TLT) 18 (DEF: THC) 18 (DEF: AP)
Fault Facts
Fault may set if DEF supply module was not allowed to shut down and purge fully following a re-calibration of
Engine Control Module (ECM). A full key cycle that allows dosing unit to purge, followed by a priming cycle,
should correct this issue.

Continuous

Is EST DTC free of Associated Faults? Faults. After repairs
FMI 31.
Step 2 Visually inspect Diesel Exhaust Fluid (DEF) tank. Decision

Check DEF tank for debris or foreign particles. Also check DEF tank vent for restrictions or Yes: Go to Step 3.
fluid crystallization.
No: Drain DEF tank,
Are DEF tank and DEF tank vent clean and free of debris, restrictions, and fluid flush with distilled water,
crystallization? and fill with new and / or
perform KOEO SCR
FMI 31.
Step 3 Check for DEF line heater related faults. Decision

18 (DEF: THC).
No: Repair SPN 3363
Is EST DTC list free of SPN 3363 FMI 7, 16, and 18 (DEF: THC)? FMI 7, 16, and 18. After
perform KOEO SCR
FMI 31.
Step 4 Check for DEF line pressure related faults. Decision

18 (DEF: AP).
No: Repair SPN 4334
Is EST DTC list free of SPN 4334 FMI 2, 16, and 18? FMI 2, 16, and 18. After
perform KOEO SCR
FMI 31.
Figure 268 DEF Supply Module Line Routing

1. DEF supply module supply line
2. DEF supply module return line
3. DEF supply module pressure line
Step 5 Check for DEF supply and return line. Decision

B. Check DEF supply and return line are not reversed between supply module and No: Connect DEF supply
DEF tank. and return lines to correct
locations. After repairs
C. Verify supply and return lines are not swapped at DEF supply module or DEF tank.
Are DEF supply and return lines correctly routed? KOEO SCR Faults Reset
Request Procedure
Step 6 Check DEF tank Decision

Check DEF tank, DEF supply module, and DEF doser valve lines and connections for cracks Yes: Go to Step 7.
and pitting, and loose, leaking, or damaged connections.
Are DEF tank, DEF supply module, and DEF doser valve lines and connections in good failed line or connection.
condition? After repairs are
complete, perform
Request Procedure
Step 7 Check DEF supply module supply line for restrictions. Decision
Disconnect both ends of supply line and blow compressed air through supply line. Yes: Clean DEF supply
module using 18-200-01
Does compressed air flow freely through supply line?
and perform drive cycle
30. See DEF Supply
Module Flush (page
80).If SPN 3362 FMI 31 is
still active, replace DEF
supply module. After
perform KOEO SCR
FMI 31.
DEF supply module
supply line. After repairs
Request Procedure

DEF: THC (Diesel Exhaust Fluid Tank Heater Control) Valve

Overview of DEF: THC
SPN FMI Description

3363 3 DEF Tank Heater Control Valve short to PWR (page 729)
3363 4 DEF Tank Heater Control Valve short to GND (page 735)
3363 7 DEF Tank Heater Control Valve Mechanical system not responding (page 740)
3363 16 DEF Tank Heater Control Valve stuck open fault (page 742)
3363 18 DEF Tank Heater Control Valve unable to thaw frozen DEF (page 744)
Overview
Diesel Exhaust Fluid Tank Heater Control (DEF: THC) controls flow of coolant to DEF tank to thaw or prevent
freezing of DEF. When DEF temperature is low, Aftertreatment Control Module (ACM) commands DEF: THC
open to allow coolant flow to DEF tank. ACM opens DEF: THC by sending power through DEF: THC CTL circuit.
DEF: THC GND circuit is constantly grounded through ACM.
Figure 269 DEF: THC Sensor Location

1. Diesel Exhaust Fluid (DEF) tank
2. Diesel Exhaust Fluid Tank
Heater Control (DEF: THC)
SPN 3363 FMI 3 - DEF Tank Heater Control Valve short to PWR

Diesel Exhaust Fluid Tank Heater DEF: THC CTL resistance > Key ON
Control (DEF: THC) CTL is shorted 500,000 ohms.
to high source or open.
Fault Overview
Tank Heater Control (DEF: THC) is high or Open circuit for 3 seconds. DEF tank heating is disabled. Engine
Lamp Reaction
Associated Faults
None
Fault Facts
None

Continuous
Possible Causes
• DEF: THC CTL circuit short to PWR
• DEF: THC CTL circuit Open or high resistance
• DEF: THC GND circuit Open or high resistance
• Failed DEF: THC

No: Go to Go to
Is EST DTC list showing SPN 3363 FMI 3 as active or pending? Intermittent or Inactive
Fault Diagnostic
Procedure (page
SPN 3363 FMI 3.
Step 2 Inspect connections at DEF: THC connector. Decision

Test.
B. Disconnect DEF: THC connector.
C. Check DEF: THC and connector terminals for: damaged or pinched wires; corroded
Are DEF: THC connector, harness, and terminals clean and undamaged? are complete, retest for
SPN 3363 FMI 3.
Figure 270 Diesel Exhaust Fluid Tank Heater Control (DEF:THC) Sensor Circuit Diagram
Tools Required
Figure 271 Test 1 Diesel Exhaust Fluid Tank Heater Control (DEF: THC) Circuit Voltage Check
Test 1 Setup
A. Key OFF.
B. Disconnect Diesel Exhaust Fluid Tank Heater Control (DEF: THC) valve.
C. Connect Breakout Harness ZTSE4827 to vehicle harness and leave DEF: THC disconnected.
D. Key ON.
Decision
No: Repair short to PWR between DEF: THC pin-1 and
Aftertreatment Control Module (ACM) connector pin J2-47.
Figure 272 Test 2 Diesel Exhaust Fluid Tank Heater Control (DEF: THC) Circuit Resistance Check
Test 2 Setup
A. Key OFF.
B. Disconnect Diesel Exhaust Fluid Tank Heater Control (DEF: THC).
C. Connect Breakout Harness ZTSE4827 to vehicle harness and leave DEF: THC disconnected.
D. Connect 180-pin breakout box 00-00956-08 and Breakout Harness 18-537-01 to vehicle harness and leave
Aftertreatment Control Module (ACM) disconnected.
Harness ZTSE4827 pin-1 and 180-pin breakout box
00-00956-08 pin J2-47.
Decision
No: Repair Open or high resistance between DEF: THC
Figure 273 Test 3 Diesel Exhaust Fluid Tank Heater Control (DEF:THC) Circuit Resistance Check
Test 3 Setup
A. Key OFF.
B. Disconnect Diesel Exhaust Fluid Tank Heater Control (DEF:THC).
C. Connect Breakout Harness ZTSE4827 to vehicle harness and leave DEF:THC disconnected.
D. Connect 180-pin breakout box 00-00956-08 and Breakout Harness 18-537-01 to ACM vehicle harness and
leave ACM disconnected.
Harness ZTSE4827 pin-4 and 180-pin breakout box
00-00956-08 pin J1-55.
Decision
Is resistance less than 5 ohms? Yes: Replace DEF: THC. After repairs are complete, retest
for SPN 3363 FMI 3.
No: Repair Open or high resistance between DEF: THC

SPN 3363 FMI 4 - DEF Tank Heater Control Valve short to GND

Diesel Exhaust Fluid Tank Heater The resistance between DEF: THC Key ON
Control (DEF: THC) CTL is shorted CTL and ground < 5 ohms.
DEF: THC is turned ON
to ground.
Fault Overview
Tank Heater Control (DEF: THC) is low for 3 seconds. DEF tank heating is disabled. Engine torque will be
reduced if fault is active for an extended period of time.
Lamp Reaction
Associated Faults
None
Fault Facts
None

Continuous
Possible Causes
• DEF: THC CTL circuit shorted to GND
• DEF: THC GND circuit shorted to DEF: THC CTL circuit
• Failed DEF: THC

Is EST DTC list showing SPN 3363 FMI 4 as Active or Pending? Inactive Fault Diagnostic
Procedure (page
SPN 3363 FMI 4.
Step 2 Inspect connections at Diesel Exhaust Fluid Tank Heater Control (DEF: THC) Decision
control connector.
Test.
B. Disconnect DEF: THC connector.
C. Check DEF: THC and connector terminals for: damaged or pinched wires; corroded
Are DEF: THC connector, harness, and terminals clean and undamaged? are complete, retest for
SPN 3363 FMI 4.
Figure 274 Diesel Exhaust Fluid Tank Heater Control (DEF: THC) Sensor Circuit Diagram
Tools Required
Figure 275 Test 1 DEF: THC Circuit Resistance Check
Test 1 Setup
A. Key OFF.
C. Connect Breakout Harness ZTSE4827 to vehicle harness connector and leave disconnected.
D. Key ON.
Use DMM to measure resistance between Breakout Greater than 1000 ohms.
Decision
No: Repair short to GND between DEF: THC connector
pin J2-47. After repairs are complete, retest for SPN 3363
FMI 4.
Figure 276 Test 2 DEF: THC Circuit Resistance Check
Test 2 Setup
A. Key OFF.
C. Connect Breakout Harness ZTSE4827 to vehicle harness connector and leave DEF: THC disconnected.
Decision
Is resistance greater than 1000 ohms? Yes: Replace DEF: THC. After repairs are complete, retest
for SPN 3363 FMI 4.
No: Repair short between DEF: THC connector pin-1 and
DEF: THC connector pin-4. After repairs are complete,

SPN 3363 FMI 7 - DEF Tank Heater Control Valve Mechanical system not responding

Diesel Exhaust Fluid (DEF) DEF tank temperature change Key-On Engine-Running (KOER)
tank temperature does not < 4°F (2°C)
DEF tank temperature between 50°F (10°C) and
rise when DEF tank heating is
-31°F (-35°C)
active.
Coolant temperature > 158°F (70°C)
Ambient air temperature > -22°F (-30°C)
DEF tank heater commanded ON
The following fault codes are inactive: SPN 3031 FMI

2, 3, and 4, SPN 3363 FMI 3, and 4.
Fault Overview
Fault code sets when Aftertreatment Control Module (ACM) commands Diesel Exhaust Fluid Tank Heater Control
(DEF: THC) ON and signal from Diesel Exhaust Fluid Tank Temperature (DEF: TT) sensors do not show an
increase in DEF temperature.
Lamp Reaction
Associated Faults
• SPN 3031 FMI 2, 3, and 4 • SPN 3363 FMI 3 and 4 • SPN 4340 FMI 3 and 5 • SPN 4342 FMI 3 and 5
(DEF: TT) (DEF: THC) (DEF: L1HC) (DEF: L2HC)
• SPN 4344 FMI 3 and 5 • SPN 5745 FMI 3 and 4
(DEF: L3HC) (DEF: SMH)

Continuous
Possible Causes
• Failed Diesel Exhaust Fluid Tank Heater Control (DEF: THC) valve
• Coolant line from DEF: THC to DEF tank leaking, damaged, kinked, or restricted
• Coolant supply line to DEF: THC leaking, damaged, kinked, or restricted
• Low engine coolant level

3363 FMI 7.
Step 2 Check engine coolant level. Decision

Perform Coolant Level Inspection (page 2355). Yes: Go to Step 2.
Is coolant level within specification and free of contamination? No: Add engine coolant as
necessary. After repairs
SPN 3363 FMI 7.
Step 3 Check coolant line from Diesel Exhaust Fluid Tank Heater Control (DEF: THC) Decision
to DEF tank.
Check coolant line from DEF: THC to DEF tank for leaks or damage; kinks or restrictions; Yes: Go to Step 4.
loose connections; and leaking seals or gaskets.
Is coolant line from DEF: THC to DEF tank unrestricted and in good condition? leaking or damaged coolant
line from DEF: THC to
DEF tank, fittings, or seals.
Check engine coolant level
and add as necessary.
Step 4 Check coolant line to DEF: THC. Decision

Check coolant supply line to DEF: THC for leaks or damage; kinks or restrictions; loose Yes: Replace DEF: THC.
connections; and leaking seals or gaskets. After repairs are complete,
Is coolant line from DEF: THC to DEF tank unrestricted and in good condition?
leaking or damaged coolant
supply line from DEF: THC
to engine, fittings, or seals.
Check engine coolant level
and add as necessary.

After performing diagnostic steps, if SPN 3363 FMI 7 remains, verify if each step was completed correctly and the proper
SPN 3363 FMI 16 - DEF Tank Heater Control Valve stuck open fault

Diesel Exhaust Fluid Tank Heater DEF temperature above normal Key ON
Control (DEF: THC) is ON when operating range
DEF tank temperature > 170°F (77°C)
commanded OFF.
Inactive: SPN 3031 FMI 2, 3, and 4
(DEF: TT)
Fault Overview
Fault code sets when Aftertreatment Control Module (ACM) determines Diesel Exhaust Fluid Tank Heater Control
(DEF: THC) is ON when commanded OFF due to DEF Tank Temperature (DEF: TT) above 170°F (77°C). Engine
Lamp Reaction
Associated Faults
• SPN 3031 FMI 2, 3, and 4 • SPN 3363 FMI 3, and 4

(DEF: TT) (DEF: THC)
Fault Facts
If there is a problem with DEF: THV, such as valve stuck open, coolant leaking past valve seat, or valve is
incorrectly installed, it can take long periods of operation at high load before tank temperature gradually increases
to fault code threshold of 170°F (77°C). When temperature drops below 167°F (75°C) due to a stopped engine,
overnight parking, or reduced coolant temperature, fault code will go inactive while root cause of the issue is still
present.

estimating Continuous
Possible Causes
• Failed Diesel Exhaust Fluid Tank Heater Control (DEF: THC) valve
• DEF: THC installed incorrectly (missing, bypassed, or reversed)
• Failed Diesel Exhaust Fluid Tank Level (DEF: TL) and DEF Tank Temperature (DEF: TT) sensor module
• Auxiliary DEF tank heater installed

3363 FMI 16.
Step 2 Check for auxiliary Diesel Exhaust Fluid (DEF) tank heater. Decision
Inspect vehicle for an auxiliary DEF tank heater. Yes: Go to Step 3.
Is vehicle free of an auxiliary DEF tank heater? No: Remove auxiliary DEF
tank heater. After repairs
SPN 3363 FMI 16.
Step 3 Check for failed DEF Tank Temperature (DEF: TT) sensor. Decision
Using EST with ServiceMaxx™ software, load the signals session and monitor the DEF: Yes: Go to Step 4.
TT signal. Measure DEF: TT using Infrared Thermometer ZTSE4799 from the bottom of
No: Replace DEF: TL and
the DEF tank.
DEF: TT sensor module.
Is EST reading within 18°F (10°C) of Infrared Thermometer reading? After repairs are complete,
16.
Step 4 Verify DEF Tank Heater Control (DEF: THC) is installed correctly. Decision
Verify DEF: THC is installed correctly (not missing, bypassed, or reversed). Yes: Replace DEF: THC.
Is DEF: THC installed correctly?
16.
No: Install DEF: THC
correctly (see Exhaust
System Service Manual).
16.

After performing diagnostic steps, if SPN 3363 FMI 16 remains, verify if each step was completed correctly and the
SPN 3363 FMI 18 - DEF Tank Heater Control Valve unable to thaw frozen DEF

Diesel Exhaust Fluid (DEF) DEF tank temperature remains Key-On Engine-Running (KOER)
tank temperature has failed to less than 19°F (-7°C) after DEF
Inactive: SPN 3031 FMI 2, 3, and 4, SPN 3363 FMI
reach target threshold within tank heating is commanded
3, and 4
predetermined time after active
heating is commanded. DEF tank temperature between 50°F (10°C) and
-31°F (-35°C)
Coolant temperature > 158°F (70°C)
Ambient air temperature > -22°F (-30°C)
DEF tank heater commanded ON
Fault Overview
Fault code sets when Aftertreatment Control Module (ACM) determines Diesel Exhaust Fluid Tank Heater Control
(DEF: THC) has been on long enough to thaw Diesel Exhaust Fluid (DEF), but DEF dosing system is unable to
prime.
Lamp Reaction
Associated Faults
• SPN 3031 FMI 2, 3, and 4 • SPN 3363 FMI 3, and 4

(DEF: TLT) (DEF: THC)
Fault Facts
None

Continuous
Possible Causes
• Failed DEF: THC valve (stuck closed)
• Coolant line from DEF: THC to DEF tank leaking, damaged, kinked, or restricted
• Coolant supply line to DEF: THC leaking, damaged, kinked, or restricted
• Low engine coolant level

3363 FMI 18.
Step 2 Inspect the coolant level. Decision

Check engine coolant level. Yes: Go to Step 3.
Is engine coolant at the correct level? No: Add engine coolant

as necessary. After
18.
Step 3 Inspect coolant line. Decision

Check coolant line from DEF: THC to DEF tank for leaks or damage; kinks or restrictions; Yes: Go to Step 4.
loose connections; and leaking seals or gaskets.
Is coolant line from DEF: THC to DEF tank unrestricted and in good condition? leaking or damaged
coolant line from DEF:
THC to DEF tank, fittings,
or seals. Check engine
coolant level and add as
SPN 3363 FMI 18.
Step 4 Inspect coolant supply line. Decision

Check coolant supply line to DEF: THC for leaks or damage; kinks or restrictions; loose Yes: Replace DEF:
connections; and leaking seals or gaskets. THC. After repairs are
Is coolant line from DEF: THC to DEF tank unrestricted and in good condition?
3363 FMI 18.
leaking or damaged
coolant line from DEF:
THC to DEF tank, fittings,
or seals. Check engine
coolant level and add as
SPN 3363 FMI 18.

DEF: TL & DEF: TT (Diesel Exhaust Fluid Tank Level and Temperature) Sensor Module
Overview of DEF: TL & DEF: TT Sensor Group
SPN FMI Description

1569 31 SCR Tamperproof Warning & Protection System Inducement Severe (page 747)
1761 1 DEFTL Inducement (Level 3 - 4) (page 749)
1761 3 DEFTL signal Out of Range HIGH (page 751)
1761 4 DEFTL signal Out of Range LOW (page 753)
1761 10 DEF Level abnormal rate of change (page 755)
1761 11 DEFTL signal erratic, intermittent, or incorrect (page 757)
1761 17 DEFTL Inducement Level 1 (page 759)
1761 18 DEFTL Inducement Level 2 (page 761)
1761 19 DEFTL not detected on J1939 (page 763)
3031 2 DEFTT signal erratic, intermittent or incorrect (page 765)
3031 3 DEFTT signal Out of Range HIGH (page 770)
3031 4 DEFTT signal Out of Range LOW (page 772)
3521 11 Improper Reductant in DEF Tank (Contaminated Reductant) (page 774)
4094 31 DEF below acceptable quality (page 776)
5246 15 SCR Tamper Proof Inducement Level 1 status (No signal return from aftertreatment)
(page 780)
Overview
Diesel Exhaust Fluid Tank Level (DEF: TL) sensor is a combination sensor used to monitor DEF tank level and
DEF tank temperature. DEF: TL and DEF: TT sensor is installed inside DEF tank and is a smart sensor that
communicates to Aftertreatment Control Module (ACM) through J1939 Private CAN.
SPN 1569 FMI 31 - SCR Tamperproof Warning & Protection System Inducement Severe

Aftertreatment Control Module No signal return from an aftertreatment Key ON
(ACM) detects an Open circuit in component
Fault Overview
Fault code sets when any aftertreatment sensor or actuator is Open or disconnected for at least 1 hour. After
1 hour (level 2), engine will be de-rated by 25%. After 5 hours (level 3 and 4), engine will be de-rated by 40%,
and Engine Control Module (ECM) will illuminate Red Stop Lamp (RSL) and turn on warning buzzer.
Lamp Reaction
Associated Faults
Any aftertreatment open

circuit faults
Fault Facts
None

Continuous
Possible Causes
• PP reset of "SCR Faults Reset Request" is needed to remove inducement effects.

Using Electronic Service Tool (EST) with ServiceMaxx™ software, check Diagnostic Yes: Repair Associated
Trouble Code (DTC) list for Associated Faults(page 747). Faults. After repairs are
Are Associated Faults active?
1569 FMI 31.
No: Test drive vehicle and
If fault does not return, notify
supervisor for further action.

SPN 1761 FMI 1 - DEFTL Inducement (Level 3 - 4)

Values
DEF Level System Warning and DEF Level ≤ 10% Engine Running
Protection Inducement Level 4
SPN FMI's 1761/3, 1761/4 and
DEF Level System Warning and
1761/19 not active
Protection Inducement Level 5
Fault Overview
Lamp Reaction
Associated Faults
Fault Facts
None

Continuous
Possible Causes
•
SPN 1761 FMI 3 - DEFTL signal Out of Range HIGH

Values
Diesel Exhaust Fluid Tank Level Aftertreatment Control Module (ACM) Key ON
(DEF: TL) sensor circuit voltage above detects DEF: TL signal voltage is > 4.5
normal or shorted to high source. volts for more than 1 second.
Fault Overview
Fault code sets when Aftertreatment Control Module (ACM) detects Diesel Exhaust Fluid Tank Level (DEF: TL)
signal voltage is greater than 4.5 volts for 1 second. Engine torque will be reduced if fault is active for a limited
period of time. Engine torque will be severely reduced after extended engine operation with fault code active.
Lamp Reaction
Associated Faults
None
Fault Facts
None

Continuous
Possible Causes
• Failed DEF: TL and DEF: TT sensor

Step 2 Inspect connections at Diesel Exhaust Fluid Tank Level (DEF: TL) sensor. Decision
A. Key OFF. Yes: Replace DEF: TL
and DEF: TT sensor. After
B. Disconnect DEF: TL and DEF: TT sensor connector.
C. Check DEF: TL and DEF: TT sensor and connector terminals for damaged perform the SCR
or pinched wires; corroded terminals; loose, bent, or broken pins; or broken Maintenance Reset
connector housing. Procedure (page 2170)
Are DEF: TL and DEF: TT sensor connector, harness, and terminal clean and
FMI 3.
undamaged?

SPN 1761 FMI 4 - DEFTL signal Out of Range LOW

Diesel Exhaust Fluid Tank Level Aftertreatment Control Module Key ON
(DEF: TL) sensor circuit voltage (ACM) detects DEF: TL signal
below normal or shorted to low voltage is less than 0.25 volts for
source. more than 1 second.
Fault Overview
sensor signal voltage is less than 0.25 volts for more than 1 second. Engine torque will be reduced if fault is
active for a limited period of time.
Lamp Reaction
Associated Faults
None
Fault Facts
None

Continuous
Possible Causes
• Failed DEF: TL / DEF: TT sensor
Step 1 Inspect connections at Diesel Exhaust Fluid Tank Level (DEF: TL) / Diesel Decision
Exhaust Fluid Tank Temperature (DEF: TT) sensor.
/ DEF: TT sensor. After
B. Disconnect DEF: TL / DEF: TT sensor connector.
C. Check DEF: TL / DEF: TT sensor and connector terminals for damaged or perform the SCR
pinched wires; corroded terminals; loose, bent, or broken pins; or broken Maintenance Reset
connector housing. Procedure (page 2170)
Are DEF: TL / DEF: TT sensor connector, harness, and terminal clean and undamaged?
FMI 4.

SPN 1761 FMI 10 - DEF Level abnormal rate of change

Diesel Exhaust Fluid (DEF) tank DEF tank level reading was invalid Key ON
level sensor circuit abnormal rate for an extended period of time.
of change. A valid DEF tank level
reading has not been received.
Fault Overview
signal is invalid for an extended period of time. Engine torque will be reduced if fault is active for a limited period
of time.
Lamp Reaction
Associated Faults
• SPN 3363 FMI 3, 4, and 7 • SPN 3031 FMI 2 (DEF: TL)

(DEF: THC)
Fault Facts
Very low or empty DEF level, or frozen DEF, can set this fault.

Continuous
Possible Causes
• Low Diesel Exhaust Fluid (DEF) level
• Frozen DEF
• Failed sensor

1761 FMI 10.
Step 2 Check Diesel Exhaust Fluid (DEF) tank level. Decision

Perform Diesel Exhaust Fluid (DEF) Level & Gauge Inspection(page 2383). Yes: Go to Step 3.
Is DEF level in the DEF tank close to the level indicated on the DEF level gauge, and No: Replace DEF tank
above 1/4 tank? level sensor. After repairs
SPN 1761 FMI 10.
Step 3 Check vehicle history. Decision

Has vehicle been subjected to temperatures at or below 12°F (-11°C) with Key-ON Yes: Retest for SPN 1761
Engine-OFF? FMI 10.
No: Replace DEF tank
level sensor. After repairs
SPN 1761 FMI 10.

SPN 1761 FMI 11 - DEFTL signal erratic, intermittent, or incorrect

Diesel Exhaust Fluid (DEF) tank DEF tank level reading was invalid Key ON
level sensor circuit abnormal rate for an extended period of time.
of change. A valid DEF tank level
reading has not been received.
Fault Overview
signal is invalid for an extended period of time. Engine torque will be reduced if fault is active for a limited period
of time.
Lamp Reaction
Associated Faults
None
Fault Facts
None

Continuous
Possible Causes
• Failed Diesel Exhaust Fluid (DEF) level sensor

Using Electronic Service Tool (EST) with ServiceMaxx™ software. Key ON, check Diagnostic Yes: Replace DEF
Trouble Code (DTC) list for SPN 1761 FMI 11. tank level sensor. After
11.

SPN 1761 FMI 17 - DEFTL Inducement Level 1

Diesel Exhaust Fluid (DEF) tank DEF tank level < 10% Key ON
level is below critical threshold.
Level 1 inducement.
Fault Overview
Fault code sets when Aftertreatment Control Module (ACM) detects Diesel Exhaust Fluid (DEF) tank level is
less than 10% full. Engine torque will be reduced if fault is active for a limited period of time.
Lamp Reaction
No lamp will illuminate when fault is active.
Associated Faults
SPN 1761 FMI 3, 4, and 19

(DEF: TL)
Fault Facts
This fault may become active during control module programming. To fix this fault, finish programming and then
cycle ignition switch.

Continuous
Possible Causes

1761 FMI 17.
Step 2 Inspect DEF tank and lines. Decision

Inspect DEF tank and lines for damage and leaks. Yes: Go to Step 3.
No: Repair damaged or
Are DEF tank and lines free of damage and not leaking? leaking DEF tank and lines.

Read DEF level using vehicle instrument panel gauge and do visual inspection of fluid Yes: Fill DEF tank with
level in DEF tank. appropriate diesel exhaust
fluid. After repairs are
Is DEF tank fluid level below half a tank?
1761 FMI 17.
No: Go to Step 4
Step 4 Inspect connections at DEF: TL and DEF: TT sensor. Decision

C. Check DEF: TL and DEF: TT sensor and connector terminals for damaged for SPN 1761 FMI 17.
connector housing.
Are DEF: TL and DEF: TT sensor connector, harness, and terminal clean and are complete, retest for
undamaged? SPN 1761 FMI 17.

After performing diagnostic steps, if SPN 1761 FMI 17 remains, verify if steps were completed correctly and proper
SPN 1761 FMI 18 - DEFTL Inducement Level 2

Diesel Exhaust Fluid (DEF) tank DEF tank level< 5.6% Key ON
level is below critical threshold.
Level 2 inducement.
Fault Overview
Fault code sets when Aftertreatment Control Module (ACM) detects that the Diesel Exhaust Fluid (DEF) tank
level is less than 5.6% full. Engine torque will be reduced if fault is active for a limited period of time.
Lamp Reaction
No lamp will illuminate when fault is active.
Associated Faults
SPN 1761 FMI 3, 4, and 19

(DEF: TL)
Fault Facts
This fault may become active during control module programming. To fix this fault, finish programming and then
cycle ignition switch.

Continuous
Possible Causes

1761 FMI 18.
Step 2 Inspect DEF tank and lines. Decision

Inspect DEF tank and lines for damage and leaks. Yes: Go to Step 3.
No: Repair damaged or
Are DEF tank and lines free of damage and not leaking? leaking DEF tank and lines.

Read DEF level using vehicle instrument panel gauge and do a visual inspection of fluid Yes: Go to Step 4.
level in DEF tank.
No: Fill DEF tank with
appropriate diesel exhaust
Is DEF tank fluid level above half a tank? fluid. After repairs are
1761 FMI 18.

C. Check DEF: TL and DEF: TT sensor and connector terminals for damaged for SPN 1761 FMI 18.
connector housing.
Are DEF: TL and DEF: TT sensor connector, harness, and terminal clean and are complete, retest for

After performing diagnostic steps, if SPN 1761 FMI 18 remains, verify if steps were completed correctly and proper
SPN 1761 FMI 19 - DEFTL not detected on J1939

DEF: TL not detected on J1939 TBD TBD
Fault Overview
Lamp Reaction
Associated Faults
Fault Facts

Continuous
Possible Causes
•
SPN 3031 FMI 2 - DEFTT signal erratic intermittent or incorrect

Diesel Exhaust Fluid Tank Difference between DEF: TT sensor Key ON, after 10-hour (engine off) cold
Temperature (DEF: TT) sensor is in and Ambient Air Temperature (AAT) soak.
range but not rational sensor is more than 54°F (30°C) at
Inactive: SPN 3031 FMI 3 and 4 (DEF: TT)
initial Key ON.
Fault Overview
Fault code sets when Aftertreatment Control Module (ACM) detects that Diesel Exhaust Fluid Tank Temperature
(DEF: TT) sensor is in range but not rational.
Lamp Reaction
Associated Faults
• SPN 171 (AAT) • SPN 3031 FMI 3 and 4

(DEF: TT)
Fault Facts
If more than one of the following sensor fail (or sets fault), suspect a common power circuit, ground circuit, or
switched ignition relay problem. Following components share power and ground circuits with DEF: TL and DEF:
TT sensor: NOxOUT sensor, NOxIN sensor, Ammonia (NH3) Sensor, SCR Temperature Sensor, and DOC /
DPF temperature sensor.

Continuous
Possible Causes
• SWBAT circuit intermittent short to GND or high resistance

3031 FMI 2.

Step 3 Inspect connections at PDM Decision

B. Disconnect PDM harness connector. No: Secure or replace

C. Check PDM fuses, relays, and harness connector terminals for: damaged or
pinched wires; corroded terminals; loose, bent, or broken pins; or broken connector
housing.
Are all fuses and relays securely attached, clean, and undamaged? 2.

Tests .
B. Disconnect DEF: TL and DEF: TT sensor.
C. Check DEF: TL and DEF: TT harness connector terminals for: damaged or pinched
Are DEF: TL and DEF: TT sensor module connector, harness, and terminals clean and are complete, retest for
Figure 279 DEF: TL and DEF: TT Sensor Circuit Diagram
See latest version of Navistar® N9 and N10 Engine and Aftertreatment Wiring Schematic form 0000003481 for
Tools Required
• Breakout Harness (DEF: TL and DEF: TT) 18-124-01
• 3-Banana Plug Breakout Harness ZTSE4498
Figure 280 Test 1 DEF: TL and DEF: TT Sensor Voltage Check
Test 1 Setup
A. Key OFF.
B. Disconnect DEF: TL and DEF: TT sensor connector
C. Connect Breakout Harness 18-124-01 to vehicle harness and leave DEF: TL and DEF: TT disconnected.
D. Key ON.
Use DMM to measure voltage between Breakout Harness B+ ± 0.5 volts
18-124-01 pin-3 and pin-4.
Decision
Is voltage B+ ± 0.5 volts? Yes: Replace DEF: TL and DEF: TT sensor. After repairs
No: Go to Test 2.
Figure 281 Test 2 DEF: TL and DEF: TT Sensor Voltage Check
Test 2 Setup
A. Key OFF.
B. Disconnect DEF: TL and DEF: TT sensor connector
C. Connect Breakout Harness 18-124-01 to vehicle harness and leave DEF: TL and DEF: TT disconnected.
D. Key ON.
Decision
Is voltage B+ ± 0.5 volts? Yes: Repair Open or high resistance between DEF: TL and
DEF: TT sensor module pin-3 and GND. After repairs are
No: Repair high resistance or short to GND between DEF:
TL and DEF: TT sensor module pin-4 and switched ignition
relay pin-87. After repairs are complete, retest for SPN
3031 FMI 2.

After performing all tests and no problems found, verify if each step was completed correctly and proper decision was
SPN 3031 FMI 3 - DEFTT Signal Out of Range HIGH

Diesel Exhaust Fluid Tank Aftertreatment Control Module Key ON
Temperature (DEF: TT) sensor (ACM) detects DEF: TT sensor
circuit voltage above normal or voltage is greater than 4.7 volts for
shorted to high source. more than 1 second.
Fault Overview
Fault code sets when Aftertreatment Control Module (ACM) detects Diesel Exhaust Fluid Tank Temperature
(DEF: TT) signal voltage is greater than 4.5 volts for more than 1 second. Engine torque will be reduced if fault
is active for limited period of time. Engine torque will be severely reduced after extended engine operation with
fault code active.
Lamp Reaction
Associated Faults
None
Fault Facts
None

Continuous
Possible Causes
• Failed Diesel Exhaust Fluid Tank Temperature (DEF: TT) sensor module

Step 2 Inspect connections at Diesel Exhaust Fluid Tank Temperature (DEF: TT) Decision
sensor module connector.
A. Key OFF. Yes: Replace DEF: TT
B. Disconnect DEF: TT sensor module connector.
C. Check DEF: TT sensor module and connector terminals for: damaged or pinched perform the SCR
wires; corroded terminals; loose, bent, or broken pins; or broken connector housing. Maintenance Reset
Are DEF: TT sensor module connector, harness, and terminals clean and undamaged?
FMI 3.
the SCR Maintenance
3031 FMI 3.

SPN 3031 FMI 4 - DEFTT signal Out of Range LOW

Diesel Exhaust Fluid Tank Aftertreatment Control Module Key ON
Temperature (DEF: TT) sensor (ACM) detects DEF tank
circuit voltage below normal or temperature signal voltage is
shorted to low source. < than 0.2 volts for more than 1
second.
Fault Overview
Fault code sets when Aftertreatment Control Module (ACM) detects Diesel Exhaust Fluid Tank Temperature
(DEF: TT) signal voltage is less than 0.2 volts for more than 1 second. Engine torque will be reduced if fault is
active for a limited period of time.
Lamp Reaction
Associated Faults
None
Fault Facts
None

Continuous
Possible Causes

Step 2 Inspect connections at DEF: TL and DEF: TT sensor connector. Decision

A. Key OFF. Yes: Replace DEF:
TL and DEF: TT
sensor. After repairs
C. Check DEF: TL and DEF: TT sensor and connector terminals for: damaged or are complete, perform
pinched wires; corroded terminals; loose, bent, or broken pins; or broken connector the SCR Maintenance
housing. Reset Procedure (page
Are DEF: TL and DEF: TT sensor connector, harness, and terminals clean and undamaged?
3031 FMI 4.
the SCR Maintenance
3031 FMI 4.

SPN 3521 FMI 11 - Improper Reductant in DEF Tank

Contaminated, degraded, or DEF is contaminated, degraded, or Key ON
incorrect Diesel Exhaust Fluid incorrect
(DEF) detected.
Fault Overview
Fault code sets when Aftertreatment Control Module (ACM) detects Diesel Exhaust Fluid (DEF) is contaminated,
degraded, or incorrect.
Lamp Reaction
Associated Faults
None
Fault Facts
None

Continuous
Possible Causes

A. Obtain a sample of DEF. Yes: Retest for SPN 3521 FMI 11.
B. Visually inspect for contamination, and use DEF Refractometer 5025 to No: Drain the DEF tank, flush with
test urea concentration of DEF fluid. distilled water, and fill with new and /
or known good DEF. After repairs are
Is urea concentration between 30 to 34% and not contaminated?
11.

SPN 4094 FMI 31- DEF below acceptable quality

Incorrect Diesel Exhaust Fluid Nitrogen Oxide (NOx) OUT is Key ON
(DEF) is detected. greater than expected
Fault Overview
Fault code sets when Aftertreatment Control Module (ACM) detects that Nitrogen Oxide (NOx) OUT is seeing
greater NOx than expected within calibrated time after Diesel Exhaust Fluid (DEF) has been injected into
exhaust.
Lamp Reaction
Associated Faults
• SPN 3216 (NOx IN) • SPN 3218 (NOxIN) • SPN 3226 (NOxOUT) • SPN 3228 (NOxOUT)
(SCROT)
• SPN 5394 FMI 5 and 7 • SPN 5742 (DOC / DPF • SPN 5743 (SCR Temp) • SPN 5745 (DEF: SMH)
(DEF: DU) Temp)
• SPN 5746 (DEF: SMH) • SPN 5798 (DEF: SMH • SPN 520668 (AFT system) • SPN 520669 (AFT system)
Relay)
Fault Facts
None

Continuous
Possible Causes
• DEF tank, supply module, or doser unit line; or loose, leaking, damaged, or restricted connection

FMI 31.
Figure 282 DEF Supply Module Location Typical

1. DEF lines
2. DEF tank bracket
Step 2 Inspect connections at Diesel Exhaust Fluid (DEF) tank. Decision

B. Check DEF tank, DEF supply module, and DEF: DU lines and connections for: No: Repair or replace
cracks and pitting; loose, leaking, or damaged connections; and restrictions. failed line or connection.
After repairs are
and unrestricted?
FMI 31.

Obtain a sample of DEF. Visually inspect for contamination, and use DEF Refractometer Yes: Go to Step 4.
5025 to test urea concentration of DEF fluid.
No: Drain DEF tank,
Is urea concentration between 30% and 34%, and not contaminated? flush with distilled
water, and fill with new
and / or known good
DEF. After repairs are
FMI 31.
Step 4 Check DEF Dosing Unit (DEF: DU) operation. Decision

Using EST with ServiceMaxx™ software, perform KOEO DEF Supply Pump Override Test Yes: Replace NOxOut
(page 2165). sensor module. After
perform the SCR
Maintenance Reset
FMI 31.
No: Replace DEF supply
DEF supply module
Step 7. If DEF: DU
FMI 31.

SPN 5246 FMI 15 - SCR Tamper Proof Inducement Level 1 status

Detects an Open circuit in the No signal return from an Key ON
aftertreatment system. aftertreatment component
Fault Overview
Fault code sets when Aftertreatment Control Module (ACM) detects that any Aftertreatment (AFT) sensor or
actuator is Open or disconnected.
Lamp Reaction
Associated Faults
Any Aftertreatment Open

circuit faults
Fault Facts
None

Continuous
Possible Causes
• AFT sensor or actuator circuit Open or disconnected

Using Electronic Service Tool (EST) with ServiceMaxx™ software, check Diagnostic Yes: Repair active
Trouble Code (DTC) list for Associated Faults(page 780). Associated Faults. After
Are any Associated Faults active?
15.

DEF: SMH Relay (Diesel Exhaust Fluid Supply Module Heater Relay)
Overview of DEF: SMH Relay Sensor Group
SPN FMI Description

5746 3 DEF Supply Module Heater Relay short to PWR (page 783)
5746 4 DEF Supply Module Heater Relay short to GND (page 793)
Overview
Diesel Exhaust Fluid Supply Module HTR Relay (DEF: SMH Relay) is used to control DEF Supply Module Heater
(DEF: SMH), which is installed in DEF supply module. Aftertreatment Control Module (ACM) turns DEF: SMH
on by controlling DEF: SMH Relay PWR.
SPN 5746 FMI 3 - DEF Supply Module Heater Relay short to PWR

Diesel Exhaust Fluid Supply Resistance between DEF: SMH Key ON
Module Heater Relay (DEF: SMH Relay CTL and DEF: SMH Relay
Relay) circuit is shorted to power, GND > 500,000 ohms, or DEF: SMH
open, or high resistance. Relay control is shorted to power
Fault Overview
Supply Module Heater Relay (DEF: SMH Relay) is lower than expected.
Lamp Reaction
Associated Faults
None
Fault Facts
None

Continuous
Possible Causes
• DEF: SMH Relay CTL circuit short to PWR
• DEF: SMH Relay CTL circuit Open or high resistance
• DEF: SMH Relay GND circuit Open or high resistance
Figure 283 DEF: SMH Relay Location (Typical)

1. DEF: LHR
2. DEF: SMH Relay

B. Check PDM, fuses, and relays for blown fuses and loose, missing, or intermittent No: Repair PDM, fuses,
connections. and / or relays. After
3.

Tests.
B. Check ACM and connector terminals for: damaged or pinched wires; corroded
terminals; loose, bent, or broken pins; or broken connector housing. Leave No: Repair connector,
connector J2 unplugged. harness, or terminal
Are ACM connectors, harnesses, and terminals clean and undamaged?
SPN 5746 FMI 3.
Figure 284 DEF: SMH Relay Circuit Diagram
Tools Required
Test 1 Setup
A. Key OFF.
C. Install the DEF: SMH Relay into Breakout Harness ZTSE4908.
Decision


2. Dimples
3. Relay socket
4. PDM
CAUTION: For correct diagnosis, Breakout Harness ZTSE4908 must be installed with installation dimples toward
top of PDM. Reversed installation will result in incorrect measurements.
Test 2 Setup
A. Key OFF.
B. Connect Breakout Harness ZTSE4908 to Power Distribution Module (PDM) and leave DEF: SMH Relay
disconnected.
C. Disconnect connector J2 from Aftertreatment Control Module (ACM).
D. Key ON.
Use DMM to measure voltage between Breakout Harness Less than 0.5 volt.
Decision
Is voltage less than 0.5 volt? Yes: Go to Test 3.
No: Repair short to PWR between DEF: SMH Relay pin-86
and ACM pin J2-33. After repairs are complete, retest for
SPN 5746 FMI 3.


2. Dimples
3. Relay socket
4. PDM
Test 3 Setup
A. Key OFF.
B. Connect Breakout Harness 18-537-01 to 180-pin Breakout Box 00-00956-08.
C. Connect Breakout Harness 18-537-01 to J2 vehicle harness connector and leave ACM disconnected.
D. Connect Breakout Harness ZTSE4908 to PDM and leave DEF: SMH Relay disconnected.
Harness ZTSE4908 pin-86 and 180-pin Breakout Box pin
J2-33.
Decision
Is resistance less than 5 ohms? Yes: Repair Open or high resistance between DEF:
SMH Relay pin-85 and ACM pin J1-63. After repairs are
No: Repair Open or high resistance between DEF: SMH
Relay pin-86 and ACM pin J2-33. After repairs are

SPN 5746 FMI 4 - DEF Supply Module Heater Relay short to GND

Diesel Exhaust Fluid Supply Module Resistance between DEF: SMH Key ON
Heater (DEF: SMH) Relay circuit Relay control and DEF: SMH Relay
voltage is below normal or shorted ground < 0.2 ohms
to ground.
Fault Overview
Fault code sets when Aftertreatment Control Module (ACM) detects signal voltage from Diesel Exhaust Fluid
Supply Module Heater (DEF: SMH) Relay is lower than expected.
Lamp Reaction
Associated Faults
None
Fault Facts
None

Continuous
Possible Causes
• DEF: SMH Relay CTL circuit short to GND
• DEF: SMH Relay GND circuit shorted to DEF: SMH Relay CTL circuit
Figure 290 DEF: SMH Relay Location (Typical)

1. Diesel Exhaust Fluid Line Heater Relay (DEF: LHR)
2. Diesel Exhaust Fluid Supply Module Heater (DEF: SMH) Relay

Tests.
B. Check PDM, fuses, and relays for blown fuses and loose, missing, or intermittent
connections. No: Repair PDM, fuses,
and / or relays. After
4.
Figure 291 DEF: SMH Relay Circuit Diagram
Tools Required
Figure 292 Test 1 DEF: SMH Relay Resistance Check
Test 1 Setup
A. Key OFF.
B. Remove Diesel Exhaust Fluid Supply Module Heater (DEF: SMH) Relay.
Decision


2. Dimples
3. Relay socket
4. PDM
Test 2 Setup
A. Key OFF.
B. Remove Diesel Exhaust Fluid Supply Module Heater (DEF: SMH) Relay.
D. Connect Breakout Harness ZTSE4908 to PDM.

Decision
Is resistance less than 100 ohms? Yes: Repair short between DEF: SMH Relay CTL circuit
and DEF: SMH Relay GND circuit. After repairs are
No: Repair short to GND in between DEF: SMH Relay
pin-86 and ACM pin J2-33. After repairs are complete,

DOC Temperature Sensor Module

Overview of DOC / DPF Temperature Sensor Group
SPN FMI Description

5742 3 DPF Thermocouple Controller Out of Range HIGH (page 801)
5742 4 DPF Thermocouple Controller Out of Range LOW (page 806)
5742 11 DPF Thermocouple Controller signal erratic, intermittent, or incorrect (page 811)
5742 16 DPF Thermocouple Controller above Maximum Temperature (page 817)
5742 19 DOC/DPF Temperature module not detect J1939 (page 819)
Overview
DOC / DPF temperature sensor module monitors aftertreatment Diesel Particulate Filter (DPF) and Diesel
Oxidation Catalyst (DOC) temperature. DOC / DPF temperature sensor module monitors signals from DOC
Intake Temperature (DOCIT), DPF Intake Temperature (DPFIT), and DPF Outlet Temperature (DPFOT)
sensors, and communicates these signals to Aftertreatment Control Module (ACM) over Controller Area
Network (CAN). Engine torque will be reduced and vehicle speed may be limited after extended engine
operation with faults active.
Figure 295 DOC / DPF Temperature Sensor Module Location

1. DOC / DPF Temperature Sensor Module
SPN 5742 FMI 3 - DPF Thermocouple Controller Out of Range HIGH

The Diesel Oxidation Catalyst DOC / DPF temperature sensor Key ON
(DOC) / Diesel Particulate Filter module supply voltage > 18 volts ±
(DPF) temperature sensor module 1 volt
has detected high supply voltage.
Fault Overview
The fault code sets when the Aftertreatment Control Module (ACM) detects the DOC / DPF temperature sensor
module supply voltage is high for a period of 3.8 seconds.
Lamp Reaction
Associated Faults
None
Fault Facts
None

Continuous
Possible Causes
• Incorrect battery wiring (series instead of in parallel)
• Charging voltage is excessive
Step 1 Inspect connections at Diesel Oxidation Catalyst (DOC) / Diesel Particulate Decision
Filter (DPF) temperature sensor module.
Tests .
B. Disconnect DOC / DPF sensor module connector.
C. Check DOC / DPF sensor and connector terminals for damaged or pinched
housing.
Are the DOC / DPF sensor connector, harness, and terminal clean and undamaged? 5742 FMI 3.

Tools Required
Figure 296 Test 1 DOC / DPF Temperature Sensor Module Circuit Voltage Check
Test 1 Setup
A. Key OFF.
B. Disconnect DOC / DPF temperature sensor module
C. Connect Breakout Harness 18-649-01 to vehicle harness connector and leave DOC / DPF temperature sensor
D. Key ON.
18-649-01 pin-1 and pin-4.
Decision
Is voltage B+ ± 0.5 volts? Yes: Replace DOC /DPF temperature sensor module.
No: Repair incorrect battery wiring. After repairs are
complete, retest for SPN 5742 FMI 3

SPN 5742 FMI 4 - DPF Thermocouple Controller Out of Range LOW

The Diesel Oxidation Catalyst DOC / DPF temperature sensor Key ON
(DOC) / Diesel Particulate Filter module supply voltage < 6.3 volts
(DPF) temperature sensor module ± 0.3 volt
has detected low supply voltage.
Fault Overview
The fault code sets when the Aftertreatment Control Module (ACM) detects the Diesel Oxidation Catalyst (DOC)
/ Diesel Particulate Filter (DPF) temperature sensor module supply voltage is low for a period of 3.8 seconds.
Lamp Reaction
Associated Faults
None
Fault Facts
None

Continuous
Possible Causes
• GND circuit intermittent open or high resistance
• SWBAT circuit intermittent short to ground or Open
• Failed Diesel Oxidation Catalyst (DOC) / Diesel Particulate Filter (DPF) temperature sensor module
Tests.
B. Disconnect DOC / DPF temperature sensor module connector.
C. Check DOC / DPF temperature sensor and connector terminals for damaged
connector housing.
Are the DOC / DPF temperature sensor connector, harness, and terminal clean and 5742 FMI 4.
undamaged?

Tools Required
Figure 297 Test 1 DOC / DPF Temperature Sensor Module Circuit Check
Test 1 Setup
A. Key OFF.
D. Key ON.
18-649-01 pin-1 and pin-4.
Decision
Is voltage B+ ± 0.5 volts? Yes: Replace DOC / DPF temperature sensor module.
No: Go to Test 2.
Figure 298 Test 2 DOC / DPF Temperature Sensor Module Circuit Check
Test 2 Setup
A. Key OFF.
Decision
Is voltage B+ ± 0.5 volts? Yes: Repair Open or high resistance in ground circuit
between DOC / DPF temperature sensor module connector
pin-1 and ground. After repairs are complete, retest for
SPN 5742 FMI 4.
No: Repair Open or short to ground in Switch Battery
(SWBAT) circuit between DOC / DPF temperature sensor
module connector pin-4 and switched ignition relay pin-87.

SPN 5742 FMI 11 - DPF Thermocouple Controller signal erratic, intermittent, or incorrect

Diesel Oxidation Catalyst (DOC) DOC / DPF temperature sensor Key ON
/ Diesel Particulate Filter (DPF) module > 302°F (150°C) and the
temperature sensor module has number of DOC / DPF temperature
detected an intermittent power sensor module power reset events
supply voltage drop that results in a within a 300 second window is ≥ 5
reset internal to the module. counts.
Fault Overview
Fault code sets when Aftertreatment Control Module (ACM) detects number of DOC / DPF temperature sensor
module power reset events within a 300 second window is greater than or equal to 5 counts. Active and parked
regeneration is disabled. Exhaust Gas Recirculation (EGR) valve operation will be disabled.
Lamp Reaction
Associated Faults
None
Fault Facts
None

Continuous
Possible Causes
• Missing, damaged, or restricted air flow across Diesel Oxidation Catalyst (DOC) / Diesel Particulate Filter
(DPF) temperature sensor module
• SWBAT circuit intermittent Open or short to GND
• GND circuit intermittent Open or short to PWR
• Failed DOC/DPF temperature sensor module
Step 1 Inspect for blockages or damage at Diesel Oxidation Catalyst (DOC) / Diesel Decision
Particulate Filter (DPF) temperature sensor module heat shield.
A. Disconnect DOC/DPF temperature sensor module connector. Yes: Go to Step 2.
B. Check for air flow restrictions around DOC/DPF temperature sensor module No: Remove air restriction,
(mud, aftermarket shields, flaps, or brackets installed. or replace or repair
DOC/DPF temperature
Is DOC / DPF temperature sensor module heat shield free of air restrictions and not
sensor module heat shield.
missing or damaged?
Step 2 Inspect connections at DOC / Diesel Particulate Filter (DPF) temperature Decision
sensor module.
Tests.
B. Disconnect DOC/DPF temperature sensor module connector.
C. Check DOC/DPF temperature sensor and connector terminals for damaged
connector housing.
Are the DOC/DPF temperature sensor connector, harness, and terminal clean and 5742 FMI 11.
undamaged?

Tools Required
Figure 299 Test 1 DOC/DPF Temperature Sensor Module Circuit Voltage Check
Test 1 Setup
A. Verify batteries are fully charged and connections are clean.
B. Key OFF.
C. Disconnect DOC / DPF temperature sensor module
D. Connect Breakout Harness 18-649-01 to vehicle harness connector and leave DOC / DPF temperature sensor
E. Key ON.
Decision
No: Repair Open or short to GND in switched battery
circuit between DOC/DPF temperature sensor module
connector pin-4 and switched ignition relay pin-87. After
Figure 300 Test 2 DOC/DPF Temperature Sensor Module Circuit Voltage Check
Test 2 Setup
A. Key OFF.
D. Key ON.
18-649-01 pin-1 and pin-4 (wiggle if necessary).
Decision
Is voltage B+ ± 0.5 volts? Yes: Replace DOC/DPF temperature sensor module. After
No: Repair intermittent, Open or short to PWR in GND
circuit between DOC/DPF temperature sensor module
connector pin-1 and GND. After repairs are complete,
End Pin-Point Tests

SPN 5742 FMI 16 – DPF Thermocouple Controller above Maximum Temperature

Diesel Oxidation Catalyst (DOC) DOC / DPF temperature sensor Key ON
/ Diesel Particulate Filter (DPF) module > 302°F (150°C)
temperature sensor module data
valid, but above normal operating
range (moderately severe level).
Signal has exceeded the maximum
temperature limit.
Fault Overview
Fault code sets when Aftertreatment Control Module (ACM) detects Diesel Oxidation Catalyst (DOC) / Diesel
Particulate Filter (DPF) temperature sensor module signal is greater than 302°F (150°C) for 4.2 seconds. Active
and parked regeneration is disabled. Exhaust Gas Recirculation (EGR) valve operation will be disabled.
Lamp Reaction
Malfunction Indicator Lamp (MIL) will illuminate when this fault is detected during consecutive drive cycles.
Associated Faults
• SPN 3242 FMI 0, 15, and • SPN 3246 FMI 0, 15, and • SPN 4765 FMI 16 (DOCIT)
16 (DPFIT) 16 (DPFOT)
Fault Facts
This fault will go inactive after the DOC / DPF temperature sensor module temperature drops below the warning
limit, and will likely be inactive when the vehicle is in the shop. For this reason, these diagnostics must be used
for both active and inactive fault codes. Inspect for overheated aftertreatment components, cracked exhaust
system welds, leaking exhaust system seams, or other damage.

Continuous
Possible Causes
• Missing, damaged, or restricted air flow across Diesel Oxidation Catalyst (DOC) / Diesel Particulate Filter
(DPF) temperature sensor module
• Exhaust leak(s)

5742 FMI 16.
Step 2 Inspect for blockages or damage at Diesel Oxidation Catalyst (DOC) / Diesel Decision
Particulate Filter (DPF) temperature sensor module heat shield.
A. Disconnect DOC / DPF temperature sensor module connector. Yes: Go to Step 3.
B. Check for air flow restrictions around DOC / DPF temperature sensor module No: Remove air restriction,
(mud, aftermarket shields, flaps, or brackets installed. or replace or repair DOC
/ DPF temperature sensor
Is DOC / DPF temperature sensor module heat shield free of air restrictions and not
module heat shield. After
missing or damaged?

Inspect exhaust system for leaks and physical damage. Yes: Replace DOC / DPF
temperature sensor module.
Is the exhaust system free of leaks and physical damage?
damaged exhaust
components. Refer to
Fault Facts. After repairs
5742 FMI 16.

SPN 5742 FMI 19 - DOC/DPF Temperature module not detect J1939

DPF temperature sensor module Aftertreatment Control Module Key ON
not detected on J1939 Controller (ACM) loses J1939 data link
Area Network (CAN). communications with Diesel
Oxidation Catalyst (DOC) / Diesel
Particulate Filter (DPF) temperature
sensor module.
Fault Overview
The fault code sets when the Aftertreatment Control Module (ACM) loses J1939 data link communications with
the DOC / DPF temperature sensor module during two events.
Lamp Reaction
Associated Faults
None
Fault Facts
circuit, or switched ignition relay problem. The following components share power and ground circuits: DOC
/ DPF temperature sensor module, SCR temperature sensor module, NH3 sensor module, NOx OUT sensor
module, NOx IN sensor module, and DEFTLT sensor module.

Continuous
Possible Causes
• Switched battery circuit short to ground or open
• Controller Area Network (CAN)-AH circuit open or short to ground
• CAN-AL circuit open or short to ground
• CAN-AH circuit short to power
• CAN-AL circuit short to power
• GND circuit open or high resistance

No: Drive vehicle and retest
for SPN 5742 FMI 19. If fault
Does EST DTC list show SPN 5742 FMI 19 as active? code does not return, notify
Tests.
B. Disconnect DOC / DPF temperature sensor module connector.
C. Check DOC / DPF temperature sensor and connector terminals for damaged
connector housing.
Are the DOC / DPF temperature sensor connector, harness, and terminal clean and 5742 FMI 19.
undamaged?
Figure 301 DOC / DPF Temperature Sensor Circuit Diagram
Tools Required
Test 1 Setup
A. Key OFF.
B. Disconnect Diesel Oxidation Catalyst (DOC) / Diesel Particulate Filter (DPF) Temperature Sensor Module.
C. Connect Breakout Harness 18-649-01 to vehicle harness and leave DOC / DPF temperature sensor
disconnected.
D. Key ON.
18-649-01 pin-1 and pin-4.
Decision
No: Go to Test 2.
Test 2 Setup
A. Key OFF.
disconnected.
D. Key ON.
18-649-01 pin-4 and a known good GND.
Decision
Is voltage B+ ± 0.5 volts? Yes: Repair open or high resistance in ground circuit
between DOC / DPF temperature sensor module connector
pin-1 and ground. After repairs are complete, retest for
SPN 5742 FMI 19.
No: Repair open or short to ground in between DOC / DPF
temperature sensor module connector pin-4 and switched
ignition relay pin-87. After repairs are complete, retest for
SPN 5742 FMI 19.
Test 3 Setup
A. Key OFF.
disconnected.
D. Key ON.
Use DMM to measure voltage between Breakout Harness Greater than 1 volt
Decision
No: Repair open or short to ground in between DOC /
DPF temperature sensor module connector pin-3 and
Test 4 Setup
A. Key OFF.
disconnected.
D. Key ON.
Decision
No: Repair short to power between DOC / DPF temperature
sensor module connector pin-3 and Aftertreatment Control
Module (ACM) connector pin J2-14. After repairs are
Test 5 Setup
A. Key OFF.
disconnected.
D. Key ON.
Decision
No: Repair open or short to ground between DOC /
DPF temperature sensor module connector pin-2 and
Test 6 Setup
A. Key OFF.
disconnected.
D. Key ON.
Decision
No: Repair short to power between DOC / DPF temperature
sensor module connector pin-2 and Aftertreatment Control
Module (ACM) connector pin J2-15. After repairs are
Test 7 Setup
A. Key OFF.
disconnected.
D. Key ON.
Decision
Is resistance greater than 50 ohms? Yes: Replace DOC / DPF temperature sensor module.
No: Repair short between DOC / DPF temperature sensor
module connector pin-2 and pin-3. After repairs are

DOCIT Sensor (Diesel Oxidation Catalyst Intake Temperature)

Overview of DOCIT Sensor Group
SPN FMI Description

4765 2 DOCIT Signal erratic, intermittent, or incorrect (page 833)
4765 3 DOCIT signal Out of Range HIGH (page 833)
4765 4 DOCIT signal Out of Range LOW (page 835)
4765 16 DOCIT Above Maximum Temperature (page 837)
Overview
Diesel Oxidation Catalyst Intake Temperature (DOCIT) sensor measures exhaust temperature at intake of
Diesel Oxidation Catalyst (DOC). Diesel Oxidation Catalyst/Diesel Particulate Filter (DOC/DPF) temperature
sensor module is a smart device that communicates with Aftertreatment Control Module (ACM) via Controller
Area Network (CAN). DOCIT sensor is part of DOC/DPF temperature sensor module and is not serviceable
individually.
Figure 309 DOCIT Sensor Location

SPN 4765 FMI 2 - DOCIT Signal erratic, intermittent, or incorrect

Diesel Oxidation Catalyst Intake Average temperature difference Key-On Engine-Running (KOER)
Temperature (DOCIT) is not changing across Diesel Oxidation Catalyst
Time since last active regeneration >
with engine operating conditions (DOC) between -238°F (-150°C)
600 seconds
(in-range but not rational). and 149°F (65°C) OR Average
Temperature difference across Diesel Exhaust flow between 155 g / sec and
Particulate Filter (DPF) is not between 1,000 g / sec
221F (105C) and -166F (-110C)
DOCIT, DPFIT, or DPFOT between
482°F (250°C) and 1112°F (600°C)
300 seconds have elapsed since OEM
datalink requested Engine intrusive
diagnostics was active
Fault Overview
Fault code sets when Aftertreatment Control Module (ACM) detects the difference between the Diesel Oxidation
Catalyst Intake Temperature (DOCIT) and Diesel Particulate Filter Intake Temperature (DPFIT) readings do not
match expected values for engine operating conditions for 300 seconds. Diesel Exhaust Fluid (DEF) injection
into the aftertreatment system is disabled. Active and parked regeneration of the Diesel Particulate Filter (DPF)
will be disabled. Engine torque will be reduced if the engine is operated for an extended period of time with this
fault active.
Lamp Reaction
Associated Faults
• SPN 3242 FMI 3 and 4 • SPN 3246 FMI 3 and 4 • SPN 3480 FMI 3 and 4 • SPN 3482 FMI 3 and 4
(DPFIT) (DPFOT) (AFTFIS) (AFTFEC)
• SPN 4765 FMI 3 and 4 • SPN 5742 FMI 3, 4, 11,
(DOCIT) and 16 (DOC)
Fault Facts
None

Road test
Possible Causes
• Failed Diesel Oxidation Catalyst (DOC) / Diesel Particulate Filter (DPF) sensor module

Using Electronic Service Tool (EST) with ServiceMaxx™ software, check Diagnostic Trouble Yes: Replace Diesel
Code (DTC) list for Associated Faults(page 831). Oxidation Catalyst
(DOC) / Diesel
Particulate Filter (DPF)
temperature sensor
4765 FMI 2.
4765 FMI 2.

SPN 4765 FMI 3 - DOCIT signal Out of Range HIGH

Values
Diesel Oxidation Catalyst (DOC) DOCIT sensor input voltage is ≥ 5 volts Key-On Engine-Running (KOER)
/ Diesel Particulate Filter (DPF) or DOCIT impedance is ≥ 10 ohms
temperature sensor module detects
short to power, or OPEN in Diesel
Oxidation Catalyst Intake Temperature
(DOCIT) sensor circuit.
Fault Overview
Fault code sets when Aftertreatment Control Module (ACM) detects DOCIT sensor signal voltage is greater
than expected. Diesel Exhaust Fluid (DEF) injection into aftertreatment system is disabled. Active and parked
regeneration of Diesel Particulate Filter (DPF) will be disabled. Engine torque will be reduced if engine is
operated for an extended period of time with this fault active.
Lamp Reaction
Associated Faults
SPN 5742 FMI 3, 4, 11, and

16 (DOC)
Fault Facts
None

Continuous
Possible Causes

Using EST with ServiceMaxx™ software, check DTC list for Associated Faults(page 833) Yes: Go to Step 2.
No: Repair SPN 5742 FMI 3,
Is EST DTC list free of SPN 5742 FMI 3, 4, 11, and 16? 4, 11, and 16. After repairs
4765 FMI 3.

Using Electronic Service Tool (EST) with ServiceMaxx™ software, check Diagnostic Yes: Replace DOC/DPF
Trouble Code (DTC) list for SPN 4765 FMI 3. temperature sensor module.
Does EST DTC list show SPN 4765 FMI 3 as active or pending?

SPN 4765 FMI 4 - DOCIT Signal Out of Range LOW

Values
Diesel Oxidation Catalyst (DOC) DOCIT sensor signal voltage is ≤ 1 volt Key-On Engine-Running (KOER)
/ Diesel Particulate Filter (DPF)
short to ground in Diesel Oxidation
Catalyst Intake Temperature (DOCIT)
sensor circuit.
Fault Overview
Fault code sets when Aftertreatment Control Module (ACM) detects Diesel Oxidation Catalyst Intake
Temperature (DOCIT) sensor signal voltage is less than 1 volt for more than 2 seconds. Active and parked
regeneration of Diesel Particulate Filter (DPF) will be disabled. Engine torque will be reduced if engine is
operated for an extended period of time with this fault active.
Lamp Reaction
Associated Faults
SPN 5742 FMI 3, 4, 11, and

16 (DOC)
Fault Facts
None

Continuous
Possible Causes

Using Electronic Service Tool (EST) with ServiceMaxx™ software, check Diagnostic Yes: Replace DOC / DPF
Trouble Code (DTC) list for Associated Faults(page 835). temperature sensor module.
4765 FMI 4.

SPN 4765 FMI 16 - DOCIT Above Maximum Temperature

Values
Diesel Oxidation Catalyst Inlet DOCIT > 1274°F (690°C) for Key ON
Temperature (DOCIT) sensor has 60 seconds.
exceeded maximum temperature limit
(moderately severe level).
Fault Overview
Fault code sets when Aftertreatment Control Module (ACM) detects Diesel Oxidation Catalyst Inlet Temperature
(DOCIT) reading is greater than 1274°F (690°C) for 60 seconds. Active and parked regeneration will be disabled.
Engine shutdown will occur 30 seconds after fault becomes active (except emergency vehicle calibrations).
Lamp Reaction
Associated Faults
• SPN 1322-1328 FMI 31 • SPN 4765 FMI 2, 3, and 4 • SPN 5742 FMI 3, 4, 11,
(Engine) (DOCIT) and 16 (DOC)
Fault Facts
This fault will go inactive after DOCIT drops below warning limit, and will likely be inactive when vehicle is in
shop. For this reason, these diagnostics must be used for both active and inactive fault codes.

Continuous
Possible Causes
• Fuel leak to exhaust
• Leaking or stuck open Aftertreatment Fuel Pressure Control (AFT: FPC)
• Leaking or stuck open Aftertreatment Fuel Enable Control (AFT: FEC)
• Restricted exhaust

4765 FMI 16.

Step 2 3 Check for failed Diesel Oxidation Catalyst (DOC) / Diesel Particulate Filter Decision
(DPF) temperature sensor module.
Compare Diesel Oxidation Catalyst Inlet Temperature (DOCIT). Yes: Go to Step 3.
Is DOCIT, DPFIT, and DPFOT difference within 77°F (43°C) of each other? No: Replace SCR
temperature sensor
4765 FMI 16.
Step 4 Inspect for fuel or lube oil leaks to exhaust. Decision

Remove exhaust plumbing from turbocharger outlet. Inspect turbocharger exhaust outlet for Yes: Go to step 4.
oil or fuel in aftertreatment system from engine.
No: Repair fuel or lube
Is turbocharger exhaust outlet free of oil and fuel contamination? oil leak to exhaust. After
16.
Step 5 Check for leaking or stuck open Aftertreatment Fuel Enable Control (AFT: FEC). Decision
Check for leaking or stuck open Aftertreatment Fuel Pressure Control (AFT: FEC). Perform Yes: Go to Step 5.
KOEO DEF System Leak Test(page 2159).
No: Replace AFT:
Is valve train free of failed valve train components? FEC. After repairs are
4765 FMI 16.
Step 6 Check for leaking or stuck open Aftertreatment Fuel Pressure Control (AFT: Decision
FPC).
Check for leaking or stuck open AFT: FPC. Perform KOER DSI System Test(page 2187). Yes: Go to Step 6.
Was correct amount of fuel dispensed? No: Replace AFT:

FPC. After repairs are
4765 FMI 16.
Step 7 Check for restricted exhaust. Decision

Remove Diesel Oxidation Catalyst (DOC). Inspect DOC. Check DOC face for soot Yes: Reinstall DOC
accumulation, face plugging, or damage. and perform a Parked
Regeneration. After
Are less than 50 percent of cells on intake face completely blocked by soot?
16.
DOC. After repairs are
4765 FMI 16.

DPF (Diesel Particulate Filter) Sensor

Overview of DPF Sensor
SPN FMI Description

5397 31 DPF regenerations are occurring too frequently (page 841)
Overview
Diesel Particulate Filter (DPF) system is used to reduce soot released into exhaust aftertreatment system. DPF
is used in conjunction with Diesel Oxidation Catalyst (DOC) to reduce soot. Process of reducing soot to ash is
called regeneration (regen). Regen can be active, stationary, or passive. Passive regen needs no input from
Aftertreatment Control Module (ACM) to work. Active happens when ACM commands vehicle to regen, and
vehicle goes into a regen strategy. Stationary regen is used when operator manually tells ACM to begin regen
process. This can be accomplished by either manually pushing an override button inside cab, or through use of
Electronic Service Tool (EST) with ServiceMaxx™ software. DOC and DPF can be serviced separately.
Figure 310 DPFDP / DPFOP Sensor Location

1. DPFDP / DPFOP sensor
Tools Required
SPN 5397 FMI 31 - DPF regenerations are occurring too frequently

Values
DPF system active regeneration Time between actual active Engine speed > 50 RPM
occurring more frequently than regeneration events is < time between
Last active regeneration did not
expected. estimated active regeneration events.
abort due to detection of malfunction
with Aftertreatment system
System detects DPF is no longer new
Inactive: SPN 3242 FMI 0 and 15

(DPFIT); SPN 3246 FMI 0 and 15
(DPFOT); SPN 5298 FMI 17, 18
(DOC); SPN 5319 FMI 31 (DPF)
Fault Overview
Fault code sets when Aftertreatment Control Module (ACM) detects time between completion of actual active
regenerations is less than the estimated time between active regenerations.
Lamp Reaction
Malfunction Indicator Lamp (MIL) will illuminate after this fault is detected during two consecutive drive cycles.
Associated Faults
• SPN 132 FMI 11,13,14 • SPN 3251 FMI 2, 3, 4

(MAF) (DPFDP)
Fault Facts
None

Continuous
Possible Causes
• MAF Fault
• DPFDP fault
• DPFDP hoses blocked or miss-routed
• Intake leaks/restrictions
• Exhaust restrictions

Code (DTC) list for Associated Faults (page 841).
5397 FMI 31.
Step 2 Inspect connections at Diesel Particulate Filter Differential Pressure (DPFDP) Decision
sensor.
A. Key OFF Yes: Go to Step 3.
B. Disconnect DPFDP sensor No: Repair connector,

Check DPFDP sensor and connector terminals for: damaged or pinched wires; corroded
Are DPFDP sensor connector, harness, and terminals clean and undamaged? SPN 5397 FMI 31.
Step 3 Inspect DPFDP sensor hoses for correct routing and restrictions. Decision
Inspect DPFDP sensor hoses, tubes and connections for kinks, improper hose routing, Yes: Go to Step 4.
restrictions, or damage.
No: Repair leaking,
Are DPFDP sensor hoses routed correctly, and not damaged, or restricted? restricted, or damaged
hoses, and connections.
After repairs are
SPN 5397 FMI 31.
Step 4 Check intake air system for leaks or restrictions. Decision

Inspect intake air system from air filter to engine intake manifold for restrictions, air leaks, Yes: Go to Step 5.
or physical damage. Using Charge Air Cooler Test Kit ZTSE4341, pressurize CAC system
No: Repair restrictions,
to 35 psi and inspect for leaks at clamps and connections.
air leaks, or physical
SPN 5397 FMI 31.
Step 5 Inspect exhaust system for restrictions, leaks or physical damage. Decision
Perform Exhaust and Aftertreatment System Inspection (page 2368). Yes: Repair exhaust
system damage or
Are exhaust system components damaged or restricted?
SPN 5397 FMI 31.
No: Replace DPFDP
5397 FMI 31.

DPFDP / DPFOP (Diesel Particulate Filter Differential Pressure / Diesel Particulate Filter Outlet
Pressure) Sensor
SPN FMI Description

3251 2 DPFDP signal erratic, intermittent, or incorrect (page 845)
3251 3 DPFDP signal Out of Range HIGH (page 849)
3251 4 DPFDP signal Out of Range LOW (page 854)
3610 2 DPFOP signal erratic, intermittent or incorrect (page 860)
3610 3 DPFOP signal Out of Range HIGH (page 864)
3610 4 DPFOP signal Out of Range LOW (page 870)
Overview
Diesel Particulate Filter Differential Pressure (DPFDP) / Diesel Particulate Filter Outlet Pressure (DPFOP) sensor
measures pressure difference between intake and outlet of DPF, and outlet pressure of DPF. Aftertreatment
regeneration will not run with DPFDP / DPFOP sensor fault codes present.
Figure 311 DPFDP / DPFOP Sensor Location

1. DPFDP / DPFOP sensor
SPN 3251 FMI 2 - DPFDP signal erratic, intermittent, or incorrect

Diesel Particulate Filter Differential Absolute value of DPFDP > 0.25 Engine speed ≤ 200 RPM
Pressure (DPFDP) sensor key ON psi (1.5 kPa)
Elapsed time since key ON > 1 sec
check indicates signal in-range but
Range of DPFDP since last monitor
not rational or stuck in-range. Range of exhaust volumetric flow since last
decision when enable conditions
monitor > 0.4 m3/ sec
are met < 0.15 psi (1 kpa)
DPFDP sensor signal not saturated at high
exhaust flow: (DPFDP ≤ 5.1 psi [35 kpa])
OR (Exhaust flow ≤ 1 m3/sec)
Inactive: SPN 3251 FMI 3, 4
Fault Overview
Fault code sets when Aftertreatment Control Module (ACM) detects aftertreatment Diesel Particulate Filter
Differential Pressure (DPFDP) is greater than 0.25 psi (1.5 kpa), is not changing with engine conditions, or
range since last monitor is less than 0.15 psi (1 kpa).
Lamp Reaction
Associated Faults
• SPN 3251 FMI 3 and 4 • SPN 3512 FMI 14 (VREF

(DPFDP) 4)
Fault Facts
None

Continuous
Possible Causes
• DPFDP circuit high resistance
• Leaking or restricted DPFDP / Diesel Particulate Filter Outlet Pressure (DPFOP) sensor module hoses
• Failed DPFDP / outlet pressure sensor module

3251 FMI 2.
Step 2 Inspect hoses and tube connections at the Diesel Particulate Filter Differential Decision
Pressure (DPFDP) / DPF Outlet Pressure (DPFOP) sensor module.
Check sensor, tubes, and passages for leaks, restrictions, and damage. Yes: Go to Step 3.
No: Repair leaking,
Are DPFDP / DPFOP sensor module connections free of leaks, restrictions, and damage? restricted, or damaged
hoses and connections.
Step 3 Inspect connections at DPFDP / DPFOP sensor module. Decision

B. Disconnect DPFDP / DPFOP sensor module connector. No: Repair connector, harness,
or terminal damage. After
C. Check DPFDP / DPFOP sensor and connector terminals for: damaged or
pinched wires; corroded terminals; loose, bent, or broken pins; or broken
SPN 3251 FMI 2.
connector housing.
Are DPFDP / DPFOP sensor module connector, harness, and terminals clean and
undamaged?

.
B. Disconnect ACM J1 connector.
Are ACM J1 connector, harness, and terminals clean and undamaged? 3251 FMI 2.
Figure 312 DPFDP / DPFOP Sensor Module Circuit Diagram
Tools Required
Figure 313 Test 1 DPFDP Circuit Resistance Check
Test 1 Setup
A. Key OFF.
B. Connect Breakout Harness 12-575-01 to DPFDP / DPFOP sensor module vehicle harness connector and leave
sensor module disconnected.
C. Connect Breakout Harness 18-537-01 (96-pin) to 180-Pin Breakout Box.
D. Connect Breakout Harness 18-537-01 (96-pin) to (ACM) J1 vehicle harness connector and leave ACM
disconnected.
Decision
Is resistance less than 5 ohms? Yes: Replace DPFDP / DPFOP sensor
module. After repairs are complete, retest
for SPN 3251 FMI 2.
No: Repair high resistance between DPFDP
/ DPFOP sensor module connector pin-2
and ACM connector pin J1-70. After repairs

SPN 3251 FMI 3 - DPFDP signal Out of Range HIGH

Diesel Particulate Filter Differential Aftertreatment DPFDP sensor value Key ON
Pressure (DPFDP) sensor reading > 4.25 volts
greater than specified operating
range for a specified time.
Fault Overview
Fault code sets when Aftertreatment Control Module (ACM) detects Diesel Particulate Filter Differential Pressure
(DPFDP) signal voltage is greater than specification for more than 2 seconds.
Lamp Reaction
Associated Faults
Fault Facts
None

Continuous
Possible Causes
• DPFDP signal circuit short to PWR
• Failed DPFDP / DPF Outlet Pressure (DPFOP) sensor

3251 FMI 3.
Step 2 Inspect connections at DPFDP / DPF Outlet Pressure (DPFOP) sensor. Decision
Tests .
B. Disconnect DPFDP / DPFOP sensor connector.
Repair connector, harness,
or terminal damage. After
connector housing.
for SPN 3251 FMI 3.
Are DPFDP / DPFOP sensor connector, harness, and terminals clean and undamaged?
Figure 314 DPFDP / DPFOP Sensor Circuit Diagram
Tools Required
Figure 315 Test 1 DPFDP Circuit Voltage Check
Test 1 Setup
A. Key OFF.
B. Disconnect Diesel Particulate Filter Differential Pressure (DPFDP) / DPFOP sensor connector.
C. Connect Breakout Harness 12-575-01 to vehicle harness connector and leave DPFDP / DPFOP sensor
D. Key ON.
Use DMM to measure voltage between Breakout Harness 12-575-01 Less than 4.7 volts
Decision
Is voltage less than 4.7 volts? Yes: Perform Test 2.
No: Repair short to power between DPFDP
/ DPFOP sensor connector pin-2 and ACM
connector pin J1-70. After repairs are
Figure 316 Test 2 SIG GND Circuit Resistance Check
Test 2 Setup
A. Key OFF.
B. Connect Breakout Harness 12-575-01 to DPFDP / DPFOP sensor vehicle harness connector and leave
sensor disconnected.
pin-1 and 180-pin Breakout Box 00-00956-08 pin J1-42.
Decision
Is resistance less than 5 ohms? Yes: Replace DPFDP/ DPFOP sensor. After
FMI 3.
No: Repair high resistance between the
DPFDP / DPFOP sensor connector pin-1

SPN 3251 FMI 4 - DPFDP signal Out of Range LOW

Diesel Particulate Filter Differential Aftertreatment DPFDP sensor value Key ON
Pressure (DPFDP) sensor signal < 0.25 volts
voltage is < than 0.25 volts for more
than 2 seconds.
Fault Overview
Fault code sets when Aftertreatment Control Module (ACM) detects Diesel Particulate Filter Differential Pressure
(DPFDP) signal voltage is less than specification for more than 2 seconds.
Lamp Reaction
Associated Faults
None
Fault Facts
None

Continuous
Possible Causes
• VREF4 signal circuit open or high resistance
• DPFDP signal circuit short to ground
• DPFDP signal circuit open or high resistance
• Failed DPFDP / DPFOP sensor
Step 1 Inspect connections at DPFDP / DPFOP sensor. Decision

Tests.
B. Disconnect DPFDP / DPFOP sensor connector.
connector housing.
Are DPFDP / DPFOP sensor connector, harness, and terminals clean and undamaged? SPN 3251 FMI 4.
Figure 317 DPFDP / DPFOP Sensor Circuit Diagram
Tools Required
Test 1 Setup
A. Key OFF.
Decision
No: Repair short to ground between DPFDP
Test 2 Setup
A. Key OFF.
Decision
Is resistance less than 5 ohms? Yes: Go to Test 3
No: Repair open or high resistance between
Test 3 Setup
A. Key OFF.
pin-2 and 180-pin Breakout Box 00-00956-08 pin J1-70.
Decision
Is resistance less than 5 ohms? Yes: Replace DPFDP / DPFOP sensor. After
FMI 4.
No: Repair open or high resistance between

SPN 3610 FMI 2 - DPFOP Signal Erratic, Intermittent, or Incorrect

Diesel Particulate Filter Outlet Range of DPFOP since last monitor Range of exhaust volumetric flow since
Pressure (DPFOP) sensor stuck decision when Enable Conditions are last decision > 0.55 m3/sec
in-range, in-range but not rational, or met < 0.15 psi (1 kPa)
DPFOP sensor signal not saturated at
in-range but reading inappropriately
DPFOP > 0.2 psi (1.5 kPa) or < -0.2 psi high exhaust flow: (DPFOP ≤ 35 kPa)
high.
(-1.5 kPa) or (Exhaust flow ≤ 1 m3/sec)
Engine is Running
Engine speed ≤ 200 RPM
Elapsed time since Key ON > 1 sec.
Exhaust flow > 0.4 m3/sec or Exhaust

flow ≥ 0.35 m3/sec and increasing
DPFOP between 0.2 psi (1.5 kPa) and
-0.2 psi (-1.5 kPa)
Fault Overview
Fault code sets when Aftertreatment Control Module (ACM) detects Diesel Particulate Filter Outlet Pressure
(DPFOP) is greater than 0.22 psi (1.51 kPa) or less than -0.22 psi (-1.51 kPa) at initial Key ON, stuck in-range,
in-range but not rational, or in-range but reading inappropriately high for 30 seconds. Engine torque will be
reduced if engine is operated for an extended period of time with this fault active.
Lamp Reaction
Associated Faults
• SPN 3251 FMI 2, 3, and 4 • SPN 3512 FMI 3, 4, and • SPN 3610 FMI 3 and 4
(DPFDP) 14 (VREF 4) (DPFOP)
Fault Facts
None

Continuous
Possible Causes
• DPFOP circuit high resistance
• Leaking or restricted DPFDP / DPFOP sensor hoses

3610 FMI 2.
Step 2 Inspect hoses and tube connections at Diesel Particulate Filter Differential Decision
Pressure (DPFDP) / Diesel Particulate Filter Outlet Pressure (DPFOP) sensor.
Check DPFDP / DPFOP sensor, tubes, and passages for leaks, restrictions, and damage. Yes: Go to Step 3.
Are DPFDP / DPFOP sensor connections free of leaks, restrictions, and damage? No: Repair leaking,
restricted, or damaged
hoses and connections.

B. Disconnect DPFDP / DPFOP sensor connector. No: Repair connector,

C. Check DPFDP / DPFOP sensor and connector terminals for: damaged or pinched
housing.
3610 FMI 2.
Are DPFDP / DPFOP sensor module connector, harness, and terminals clean and
undamaged?

Tests (page 862).
Are ACM connector, harness, and terminals clean and undamaged? complete, retest for SPN
3610 FMI 2.
Figure 321 Diesel Particulate Filter Differential Pressure (DPFDP) / Diesel Particulate Filter Outlet
Pressure (DPFOP) Sensor Circuit Diagram
Tools Required
Figure 322 Test 1 DPFOP Sensor Circuit Check
Test 1 Setup
A. Key OFF.
B. Connect Breakout Harness 12-575-01 to vehicle harness and leave Diesel Particulate Filter Differential
Pressure (DPFDP) / Diesel Particulate Filter Outlet Pressure (DPFOP) sensor disconnected.
D. Connect Breakout Harness 18-537-01 to vehicle harness and leave Aftertreatment Control Module (ACM)
disconnected.
pin-3 and Breakout Box pin J2-32.
Decision
FMI 2.
DPFDP / DPFOP pin-3 and ACM pin J2-32.
3610 FMI 2.

SPN 3610 FMI 3 - DPFOP signal Out of Range HIGH

Diesel Particulate Filter Outlet Aftertreatment DPFOP sensor Key ON
Pressure (DPFOP) sensor reading value > 4.75 volts
is greater than specified operating
range for a specified time, or
shorted to high source.
Fault Overview
Fault code sets when Aftertreatment Control Module (ACM) detects Diesel Particulate Filter Outlet Pressure
(DPFOP) signal voltage is greater than specification for more than 2 seconds.
Lamp Reaction
Associated Faults
SPN 3512 FMI 3, 4 and 14

(VREF 4)
Fault Facts
None

Continuous
Possible Causes
• DPFOP signal circuit short to PWR
• Failed DPF Differential Pressure (DPFDP) / DPFOP sensor module

3610 FMI 3.
Step 2 Inspect connections at Diesel Particulate Filter Differential Pressure (DPFDP) / Decision
Diesel Particulate Filter Outlet Pressure (DPFOP) sensor module.
Tests .
B. Disconnect DPFDP / DPFOP sensor module connector.
C. Check DPFDP / DPFOP sensor module and connector terminals for: damaged
connector housing.
Are DPFDP / DPFOP sensor module connector, harness, and terminals clean and 3610 FMI 3.
undamaged?
Figure 323 DPFOP Sensor Circuit Diagram
Tools Required
Figure 324 Test 1 DPFOP Sensor Circuit Voltage Check
Test 1 Setup
A. Key OFF.
B. Connect Breakout Harness 12-575-01 to Diesel Particulate Filter Differential Pressure (DPFDP) / Diesel
Particulate Filter Outlet Pressure (DPFOP) sensor module vehicle harness connector and leave sensor
C. Key ON.
Use DMM to measure voltage between Breakout Harness 12-575-01 Less than 4.7 volts
Decision
No: Repair short to PWR between DPFDP
/ DPFOP sensor module connector pin-3
and Aftertreatment Control Module (ACM)
Figure 325 Test 2 DPFDP / DPFOP Sensor Circuit Resistance Check
Test 2 Setup
A. Key OFF.
B. Connect Breakout Harness 12-575-01 to DPFDP / DPFOP sensor module vehicle harness connector and leave
D. Connect Breakout Harness 18-537-01 to Aftertreatment Control Module (ACM) connector and leave ACM
disconnected.
Decision
Is resistance less than 5 ohms? Yes: Replace DPFDP / DPFOP sensor
module. After repairs are complete, retest
for SPN 3610 FMI 3.
DPFDP / DPFOP sensor module connector
FMI 3.

SPN 3610 FMI 4 - DPFOP Signal Out of Range LOW

Diesel Particulate Filter Outlet Aftertreatment DPFOP sensor Key ON
Pressure (DPFOP) sensor reading value < 0.25 volts
is less than specified operating
range for a specified time.
Fault Overview
Fault code sets when Aftertreatment Control Module (ACM) detects aftertreatment Diesel Particulate Filter Outlet
Pressure (DPFOP) signal voltage is greater than specification for more than 2 seconds.
Lamp Reaction
Associated Faults

(VREF 4)
Fault Facts
None

Continuous
Possible Causes
• VREF4 circuit Open or high resistance
• DPFOP circuit short to GND
• DPFOP circuit Open or high resistance

3610 FMI 4.

Tests .
B. Disconnect Diesel Particulate Filter Differential Pressure / Diesel Particulate
Filter Outlet Pressure (DPFDP / DPFOP) sensor connector. No: Repair connector,
connector housing.
3610 FMI 4.
Are DPFDP / DPFOP sensor connector, harness, and terminals clean and undamaged?
Figure 326 DPFOP Sensor Circuit Diagram
Tools Required
Figure 327 Test 1 DPFOP Sensor Circuit Resistance Check
Test 1 Setup
A. Key OFF.
Decision
No: Repair short to GND between DPFDP
complete retest for SPN 3610 FMI 4.
Test 2 Setup
A. Key OFF.
D. Connect Breakout Harness 18-537-01 to ACM connector and leave ACM disconnected.
Decision
Test 3 Setup
A. Key OFF.
D. Connect Breakout Harness 18-537-01 to ACM connector and leave ACM disconnected.
Decision
FMI 4.

DPFIT Sensor (Diesel Particulate Filter Intake Temperature)

Overview of DPFIT Sensor Group
SPN FMI Condition

3242 0 DPFIT above Critical Temperature (page 877)
3242 2 DPFIT signal erratic, intermittent, or incorrect (page 880)
3242 3 DPFIT signal Out of Range HIGH (page 882)
3242 4 DPFIT signal Out of Range LOW (page 884)
3242 15 DPFIT above Warning Temperature (page 886)
3242 16 DPFIT above Maximum Temperature (page 889)
4766 15 DPFIT Above Warning Temperature (page 892)
4766 16 DPFIT Above Maximum Temperature (page 895)
Overview
Diesel Particulate Filter Intake Temperature (DPFIT) sensor measures exhaust temperature at intake of the DPF.
DOC / DPF temperature sensor module is a smart device that communicates with Aftertreatment Control Module
(ACM) via Controller Area Network (CAN). DPFIT sensor is part of the DOC / DPF temperature sensor module
and is not serviceable individually.
Figure 330 DOC / DPF Temperature Sensor Module Location

1. DOC / DPF Temperature Sensor Module
SPN 3242 FMI 0 - DPFIT above Critical Temperature

Values
Diesel Particulate Filter Intake DPFIT is continuously Key ON
Temperature (DPFIT) above Critical above 1472°F (800°C) for a
predetermined amount of time
OR
DPFIT - Diesel Oxidation Catalyst
Intake Temperature (DOCIT)
> 1004°F (540°C)
Fault Overview
Fault is set when Diesel Particulate Filter Intake Temperature (DPFIT) is above Critical. DPFIT is continuously
above 1472°F (800°C) for a predetermined amount of time; or DPFIT - Diesel Oxidation Catalyst Intake
Temperature (DOCIT) > 1004°F (540°C).
Lamp Reaction
Associated Faults
(CYL Balance) (DPFIT) and 16 (DOC / DPF temp
sensor module)
Fault Facts
This fault will go inactive after DPFIT drops below warning limit, and will likely be inactive when vehicle is in

Road test.
Possible Causes
• Leaking or stuck Open Aftertreatment Fuel Injector
• Leaking or stuck Open Aftertreatment Fuel Shutoff Valve

3242 FMI 0.

Step 3 Check accuracy of aftertreatment temperature sensors. Decision

Perform Hot Run Sensor Comparison Test(page 2103). Compare Diesel Yes: Go to Step 4.
Oxidation Catalyst Inlet Temperature (DOCIT) sensor to Diesel Particulate Filter
No: Replace DOC / DPF temperature
Inlet (DPFIT) and DPF Outlet Temperature (DPFOT) sensor temperatures.
sensor module. After repairs are
Is DOCIT, DPFIT, and DPFOT temperatures within 77°F (25°C) of each other?
Step 4 Inspect turbocharger exhaust outlet for oil or fuel in aftertreatment Decision
system from engine.
Remove exhaust plumbing from turbocharger outlet. Yes: Go to Step 5.
No: Repair fuel or lube oil leak to
Was the turbocharger exhaust outlet free of oil and fuel contamination? exhaust. After repairs are complete,
Step 5 Check for leak in Down Stream Injection (DSI)system Decision

Perform KOER DSI System Test(page 2187). Yes: Go to Step 6.
No: Repair fault indicated by system
Does test complete successfully? test. After repairs are complete,
Step 6 Inspect Diesel Oxidation Catalyst (DOC) for restrictions. Decision

A. Remove DOC. Yes: Clean or replace DOC. After
B. Inspect DOC.
3242 FMI 0.
C. Check DOC face of the for soot accumulation, face plugging, or damage.
No: Reinstall DOC and perform
Parked Regeneration. After repairs
Are 50 percent or more of cells on intake face completely blocked by soot? are complete, retest for SPN 3242
FMI 0.

SPN 3242 FMI 2 - DPFIT signal erratic, intermittent, or incorrect

Values
Diesel Particulate Filter Intake Average temperature drop across Key-On Engine-Running (KOER)
Temperature (DPFIT) is Not changing Diesel Oxidation Catalyst (DOC) >
Time since last active regeneration >
with engine operating conditions 149°F (65°C) or < -238°F (-150°C)
600 seconds
(in-range but not rational).
Average temperature drop across
Exhaust flow between 115 g/sec and
Diesel Particulate Filter (DPF) > 221°F
1,000 g/sec
(105°C) or < -166°F (-110°C)
DOCIT, DPFIT, or DPFOT between
482°F (250°C) and 1112°F (600°C)
Fault Overview
Fault code sets when Aftertreatment Control Module (ACM) detects that difference between Diesel Particulate
Filter Intake Temperature (DPFIT) sensor and Diesel Particulate Filter Outlet Temperature (DPFOT) OR Diesel
Oxidation Catalyst Inlet Temperature (DOCIT) sensor readings do not match expected values for engine
operating conditions within 500 seconds.
Lamp Reaction
Associated Faults
(DPFIT) (DPFOT) (AFTFP1) (AFT: FSV)
• SPN 4765 FMI 3 and 4 • SPN 5742 FMI 3, 4, 11, and
(DOCIT) 16 (DOC / DPF Temperature
Sensor Module)
Fault Facts
None

Continuous
Possible Causes

Using Electronic Service Tool (EST) with ServiceMaxx™ software, check Diagnostic Yes: Replace DOC /
Trouble Code (DTC) list for Associated Faults(page 880). DPF temperature sensor
3242 FMI 2.
3242 FMI 2.

SPN 3242 FMI 3 - DPFIT signal Out of Range HIGH

Values
Diesel Oxidation Catalyst (DOC) DPFIT sensor input voltage is ≥ 5 volts, Key ON
/ Diesel Particulate Filter (DPF) or impedance is ≥ 10 ohms
temperature sensor module detects OR
short to power or Open in Diesel DPFIT impedance ≥ 10 Ohms
Particulate Filter Intake Temperature
(DPFIT) sensor circuit.
Fault Overview
Fault code sets when Aftertreatment Control Module (ACM) detects that DPFIT sensor signal voltage is greater
than expected for 16 seconds.
Lamp Reaction
Associated Faults
SPN 5742 FMI 3, 4, 11, and

16 (DOC / DPF temperature
sensor module)
Fault Facts
None

Continuous
Possible Causes


3242 FMI 3.

Using Electronic Service Tool (EST) with ServiceMaxx™ software, check Diagnostic Yes: Replace Diesel
Trouble Code (DTC) list for SPN 3242 FMI 3. Oxidation Catalyst (DOC)
/ Diesel Particulate Filter
(DPF) temperature sensor
3242 FMI 3.

After performing diagnostic steps, if SPN 3242 FMI 3 remains, verify if step was completed correctly and the proper
SPN 3242 FMI 4 - DPFIT signal Out of Range LOW

Values
Diesel Oxidation Catalyst (DOC) DPFIT sensor input voltage is ≤ 1 volt. Key-On Engine-Running (KOER)
/ Diesel Particulate Filter (DPF)
short to ground in Diesel Particulate
Filter Intake Temperature (DPFIT)
sensor circuit.
Fault Overview
Fault code sets when Aftertreatment Control Module (ACM) detects that DPFIT sensor signal voltage is less
than 1 volt for more than 2 seconds.
Lamp Reaction
Associated Faults
SPN 5742 FMI 3, 4, 11, and

sensor module)
Fault Facts
None

Continuous
Possible Causes

Trouble Code (DTC) list for Associated Faults(page 884). Oxidation Catalyst (DOC)
3242 FMI 4.
3242 FMI 4.

SPN 3242 FMI 15 - DPFIT above Warning Temperature

Values
Diesel Particulate Filter Intake TBD Key ON
Temperature (DPFIT) sensor above
Warning Temperature
Fault Overview
Fault is set when Engine Control Module (ECM) detects Diesel Particulate Filter Intake Temperature (DPFIT)
sensor is above Warning Temperature.
Lamp Reaction
Associated Faults
(Engine) (DPFIT) and 16 (DOC)
Fault Facts
This fault will go inactive after Diesel Particulate Filter Intake Temperature (DPFIT) drops below warning limit,
and will likely be inactive when vehicle is in shop. For this reason, these diagnostics must be used for both
active and inactive fault codes.

Continuous
Possible Causes
• Leaking or stuck Open Aftertreatment Fuel Enable Control (AFT: FEC)

3242 FMI 15.

Step 3 Compare Diesel Oxidation Catalyst Inlet Temperature (DOCIT) sensor to Decision
Diesel Particulate Filter Inlet (DPFIT) and DPF Outlet Temperature (DPFOT)
sensor temperatures.
Perform Hot Run Sensor Comparison Test(page 2104). Yes: Go to Step 4.
Is DOCIT, DPFIT, and DPFOT difference within 77°F (43°C) of each other? No: Replace DOC /
DPF temperature sensor
3242 FMI 15.
Step 4 Decision
Inspect turbocharger exhaust outlet for oil or fuel in the aftertreatment system from the Yes: Go to Step 5.
engine. Remove exhaust plumbing from the turbocharger outlet.
15.
Step 5 Decision
Check for leaking or stuck open Aftertreatment Fuel Enable Control (AFT: FEC). Perform Yes: Go to Step 6.
No: Replace AFT:
Is the AFT Fuel Injector (AFTFI) dry and free of fuel? FEC. After repairs are
3242 FMI 15.
Step 6 Decision
KOER DSI System Test(page 2187).
No: Replace AFT:
Was correct amount of fuel dispensed? FEC. After repairs are
3242 FMI 15.
Step 7 Decision
accumulation, face plugging, or damage. and perform KOER
Aftertreatment DPF
After repairs are
SPN 3242 FMI 15.
3242 FMI 15.

SPN 3242 FMI 16 - DPFIT above Maximum Temperature

Values
Diesel Particulate Filter Intake TBD Key ON
Temperature (DPFIT) above
Maximum Temperature
Fault Overview
Fault is set when Engine Control Module (ECM) detects Diesel Particulate Filter Intake Temperature (DPFIT)
sensor is above Maximum Temperature.
Lamp Reaction
Malfunction Indicator Lam (MIL) will illuminate when this fault is detected during two consecutive drive cycles.
Associated Faults
Fault Facts
This fault will go inactive after Diesel Particulate Filter Intake Temperature (DPFIT) sensor drops below maximum
limit, and will likely be inactive when vehicle is in shop. For this reason, these diagnostics must be used for both

Continuous
Possible Causes

3242 FMI 16.

Is EST DTC list SPN 3242 FMI 16 Active or pending? Inactive Fault Diagnostic
3242 FMI 16.
Step 4 Decision
16.
Step 5 Decision
No: Replace AFT:
3242 FMI 16.
Step 6 Decision
No: Replace AFT:
3242 FMI 16.
Step 7 Decision
Aftertreatment DPF
After repairs are
SPN 3242 FMI 16.
3242 FMI 16.

SPN 4766 FMI 15 - DPFIT Above Warning Temperature

Values
The Diesel Particulate Filter Inlet DPFIT > 1247°F (675°C) for 5 seconds Key ON
Temperature (DPFIT) sensor on five separate occasions
reading has exceeded the maximum
temperature (least severe level).
Fault Overview
Fault code sets when Aftertreatment Control Module (ACM) detects Diesel Particulate Filter Inlet Temperature
(DPFIT) reading is greater than 1247°F (675°C) for 5 seconds on five separate occasions. Active and parked
regeneration will be disabled.
Lamp Reaction
Associated Faults
(CYL Balance) (DPFIT) and 16 (DOC)
Fault Facts
This fault will go inactive after DPFIT drops below warning limit, and will likely be inactive when vehicle is in

Continuous
Possible Causes

4766 FMI 15.

Is EST DTC list SPN 4766 FMI 15 Active or pending? Inactive Fault Diagnostic
Step 3 Check for failed Diesel Oxidation Catalyst (DOC) / Diesel Particulate Filter Decision
temperature sensor
4766 FMI 15.

15.
No: Replace AFT:
4766 FMI 15.
FPC).

4766 FMI 15.

Regeneration. After
15.
4766 FMI 15.

SPN 4766 FMI 16 - DPFIT Above Maximum Temperature

Values
Diesel Particulate Filter Inlet DPFIT > 1202°F Key ON
Temperature (DPFIT) sensor reading (650°C) for 85 seconds
has exceeded maximum temperature OR
(moderately severe level). Difference between Diesel Oxidation
Catalyst Inlet Temperature (DOCIT)
and Diesel Particulate Filter Inlet
Temperature (DPFIT) is greater than
(689°F) (365°C) for 50 seconds.
Fault Overview
Fault code sets when the Aftertreatment Control Module (ACM) detects the Diesel Particulate Filter Inlet
Temperature (DPFIT) reading is greater than 1269°F (687°C) for 90 seconds on five separate occasions.
Active and parked regeneration will be disabled.
Lamp Reaction
Associated Faults
(CYL Balance) (DPFIT) and 16 (DOC)
Fault Facts
This fault will go inactive after Diesel Particulate Filter Inlet Temperature (DPFIT) drops below warning limit, and
will likely be inactive when vehicle is in shop. For this reason, these diagnostics must be used for both active
and inactive fault codes.

Continuous
Possible Causes

4766 FMI 16.


Is EST DTC list SPN 4766 FMI 16 Active or pending?
Step 3 Check for failed Diesel Oxidation Catalyst (DOC) / Diesel Particulate Filter Decision
temperature sensor
4766 FMI 16.

16.
No: Replace AFT:
4766 FMI 16.
FPC).

4766 FMI 16.

Regeneration. After
16.
4766 FMI 16.

DPFOT Sensor (Diesel Particulate Filter Outlet Temperature)

Overview of DPFOT Sensor Group
SPN FMI Condition

3246 0 DPFOT above Critical Temperature (page 899)
3246 2 DPFOT signal erratic, intermittent, or incorrect (page 902)
3246 3 DPFOT signal Out of Range HIGH (page 904)
3246 4 DPFOT signal Out of Range LOW (page 906)
3246 15 DPFOT above Warning Temperature (page 908)
3246 16 DPFOT above Maximum Temperature (page 911)
Overview
Diesel Particulate Filter Outlet Temperature (DPFOT) sensor measures exhaust temperature at the outlet of the
DPF. DOC / DPF temperature sensor module is a smart device that communicates with Aftertreatment Control
Module (ACM) via Controller Area Network (CAN). DPFOT sensor is part of DOC / DPF temperature sensor
module and is not serviceable individually.
SPN 3246 FMI 0 - DPFOT above Critical Temperature

Diesel Particulate Filter Outlet TBD TBD
Temperature (DPFOT) above
Critical Temperature
Fault Overview
Fault is set when Engine Control Module (ECM) detects Diesel Particulate Filter Outlet Temperature (DPFOT)
sensor is above Critical Temperature.
Lamp Reaction
Associated Faults
Fault Facts
This fault will go inactive after Diesel Particulate Filter Outlet Temperature (DPFOT) sensor drops below critical

Continuous
Possible Causes

3246 FMI 0.

3246 FMI 0.
Step 4 Decision
0.
Step 5 Decision
No: Replace AFT:
3246 FMI 0.
Step 6 Decision
No: Replace AFT:
3246 FMI 0.
Step 7 Decision
Aftertreatment DPF
After repairs are
SPN 3246 FMI 0.
3246 FMI 0.

SPN 3246 FMI 2 - DPFOT Signal Erratic, Intermittent, or Incorrect

Diesel Particulate Filter Outlet Average temperature drop Key-On Engine-Running (KOER)
Temperature (DPFOT) is across Diesel Oxidation
Time since last active regeneration > 600 seconds
not changing with engine Catalyst (DOC) > 99°F (55°C)
operating conditions (in-range or < -108°F (-60°C) Exhaust flow between 200 g/sec and 1,000 g/sec
but not rational).
Average temperature drop DPFOT between 217°F (103°C) and 1112°F (600°C)
across Diesel Particulate Filter
Inactive: SPN 3242 FMI 3 and 4 (DPFIT); SPN 3246
(DPF) > 99°F (55°C) or < -108°F
FMI 3 and 4 (DPFOT); SPN 3480 FMI 3, 4, and 17
(-60°C)
(AFT: FP1); SPN 3482 FMI 3, 4, and 7 (AFT: FSV);
SPN 4765 FMI 3 and 4 (DOCIT); SPN 5742 FMI 3, 4,
11, and 16 (DOC / DPF Temperature Sensor Module)
Fault Overview
Fault code sets when Aftertreatment Control Module (ACM) detects Diesel Particulate Filter Outlet Temperature
(DPFOT) reading is not changing with engine operating conditions within 300 seconds.
Lamp Reaction
Associated Faults
• SPN 3242 FMI 3 and 4 • SPN 3246 FMI 3 and 4 • SPN 3480 FMI 3, 4, and • SPN 3482 FMI 3, 4, and 7
(DPFIT) (DPFOT) 17 (AFT: FP1) (AFT: FSV)
• SPN 4765 FMI 3 and 4 • SPN 5742 FMI 3, 4, 11, and
(DOCIT) 16 (DOC / DPF Temperature
Sensor Module)
Fault Facts
None

Continuous
Possible Causes

Using Electronic Service Tool (EST) with ServiceMaxx™ software, check Diagnostic Yes: Replace DOC / DPF
Trouble Code (DTC) list for Associated Faults(page 902). temperature sensor module.
3246 FMI 2.

SPN 3246 FMI 3 - DPFOT signal Out of Range HIGH

Diesel Oxidation Catalyst (DOC) DPFOT sensor input voltage is ≥ 5V, Key-On Engine-Running (KOER)
/ Diesel Particulate Filter (DPF) or impedance is ≥ 10 Ω.
short to power or OPEN in Diesel
Particulate Filter Outlet Temperature
(DPFOT) sensor circuit.
Fault Overview
Fault code sets when Aftertreatment Control Module (ACM) detects that DPFOT sensor signal voltage is greater
Lamp Reaction
Associated Faults
SPN 5742 FMI 3, 4, 11, and

sensor module)
Fault Facts
None

Continuous
Possible Causes

3246 FMI 3.
3246 FMI 3.

SPN 3246 FMI 4 - DPFOT Signal Out of Range LOW

Diesel Oxidation Catalyst (DOC) DPFOT sensor input voltage is ≤ 1 Key-On Engine-Running (KOER)
/ Diesel Particulate Filter (DPF) volt.
short to ground in Diesel Particulate
Filter Outlet Temperature (DPFOT)
sensor circuit.
Fault Overview
Fault code sets when Aftertreatment Control Module (ACM) detects that DPFOT sensor signal voltage is less
Lamp Reaction
Associated Faults
SPN 5742 FMI 3, 4, 11, and

sensor module)
Fault Facts
None

Continuous
Possible Causes

3246 FMI 4.
3246 FMI 4.

SPN 3246 FMI 15 - DPFOT above Warning Temperature

Diesel Particulate Filter Outlet TBD Key ON
Temperature (DPFOT) sensor
above Warning Temperature
Fault Overview
sensor is above Warning Temperature.
Lamp Reaction
Associated Faults
Fault Facts
This fault will go inactive after Diesel Particulate Filter Outlet Temperature (DPFOT) sensor drops below warning

Continuous
Possible Causes

3246 FMI 15.

3246 FMI 15.
Step 4 Decision
15.
Step 5 Decision
No: Replace AFT:
3246 FMI 15.
Step 6 Decision
No: Replace AFT:
3246 FMI 15.
Step 7 Decision
Aftertreatment DPF
After repairs are
SPN 3246 FMI 15.
3246 FMI 15.

SPN 3246 FMI 16 - DPFOT above Maximum Temperature

Diesel Particulate Filter Outlet TBD Key ON
Temperature (DPFOT) sensor
above Maximum Temperature
Fault Overview
sensor is above Maximum Temperature.
Lamp Reaction
Associated Faults
Fault Facts
This fault will go inactive after Diesel Particulate Filter Outlet Temperature (DPFOT) sensor drops below
maximum limit, and will likely be inactive when vehicle is in shop. For this reason, these diagnostics must be
used for both active and inactive fault codes.

Continuous
Possible Causes

3246 FMI 16.

3246 FMI 16.
Step 4 Decision
16.
Step 5 Decision
No: Replace AFT:
3246 FMI 16.
Step 6 Decision
No: Replace AFT:
3246 FMI 16.
Step 7 Decision
Aftertreatment DPF
After repairs are
SPN 3246 FMI 16.
3246 FMI 16.

EBP Sensor (Exhaust Back Pressure)

Overview of EBP Sensor Group
SPN FMI Condition

1209 1 EBP below desired level (page 915)
1209 2 EBP signal erratic, intermittent, or incorrect (page 917)
1209 3 EBP signal Out of Range HIGH (page 919)
1209 4 EBP signal Out of Range LOW (page 924)
Overview
The Exhaust Back Pressure (EBP) sensor measures exhaust back pressure that allows the Engine Control
Module (ECM) to control the Exhaust Gas Recirculation (EGR) system. The EBP sensor is installed in a tube
connected to the exhaust manifold at the top right rear of the engine.
SPN 1209 FMI 1 - EBP below desired level

Exhaust Back Pressure (EBP) TBD Key ON
below desired level
Fault Overview
Fault sets when Engine Control Module (ECM) detects that Exhaust Back Pressure (EBP) is below desired level.
Lamp Reaction
Associated Faults
None
Fault Facts
None

Continuous
Possible Causes
• Failed Turbocharger
SPN 1209 FMI 2 - EBP Signal erratic, intermittent, or incorrect

Exhaust Back Pressure (EBP) [Absolute value of difference Key ON
does not agree with Intake between BARO and IMP <
Time after Key ON > 0 seconds
Manifold Pressure (IMP) sensor 4.4 psi (30 kPa)
and Barometric Pressure Battery Voltage > 9 Volts AND < 16 Volts
AND Absolute value of difference
(BARO) sensor.
between EBP and BARO > [1. Engine Speed < 50 RPM
4.4 psi (30 kPa)
2. Engine Fuel Mass Command < 10 mg/stk
3. Engine Wastegate Actuator Position
between EBP and IMP > 4.4
Command < 100%
psi (30 kPa)
4. Engine Throttle position < 10%
AND Engine Wastegate Actuator
Position Command] < 100% 5. Engine Exhaust Gas Recirculation
Valve Position Command < 40%
Minimum time entry conditions (1)

through (5) > 2 seconds
OR [Engine Speed < 100 RPM
AND Engine Fuel Mass Command]

< 100 mg/stk
Inactive: SPN 102 FMI 3 and 4; SPN 108

FMI 3 and 4; SPN 1209 FMI 3 and 4.
Fault Overview
Fault sets when absolute pressure difference between Exhaust Back Pressure (EBP) and Barometric Pressure
(BARO) and absolute pressure difference between EBP and Intake Manifold Pressure (IMP) are greater than
4.4 psi (30 kPa) for two seconds with Wastegate Actuator Position Command is less than 100%.
Lamp Reaction
Associated Faults

(EBP) (VREF 1)
Fault Facts
None

Continuous
Possible Causes
• Defective sensor

1209 FMI 2.

Using Electronic Service Tool (EST) with ServiceMaxx™ software. Yes: Replace Exhaust
Back Pressure (EBP)
A. Key ON, clear codes.
B. Key OFF, wait for EST screens to clear. complete, retest for SPN
1209 FMI 2.
C. Key ON, check Diagnostic Trouble Code (DTC) list for SPN 1209 FMI 2.

SPN 1209 FMI 3 - EBP Signal Out of Range HIGH
Condition/Description Setting Criteria Enable Conditions/Values

Exhaust Back-Pressure (EBP) Exhaust Back-Pressure (EBP) Key ON
Sensor signal Out of Range High. sensor signal voltage is greater
SPN 3509 FMIs 3 and 4 are not active
than 4.8 volts
Fault Overview
Fault sets when Exhaust Back-Pressure (EBP) sensor signal voltage is greater than 4.8 volts for 2.5 seconds.
Lamp Reaction
Associated Faults

(VREF 1)
Fault Facts
A restricted exhaust system may set this fault.

Continuous
Possible Causes
• EBP signal short to battery
• Failed EBP sensor
• Open SIG GND


1209 FMI 3.
Step 2 Inspect connections at Exhaust Back Pressure (EBP) sensor. Decision

Tests.
B. Disconnect EBP sensor connector.
C. Check EBP sensor and connector terminals for damaged or pinched wires;
Are EBP sensor, connector harness, and terminals clean and undamaged?
1209 FMI 3.
Figure 332 EBP Sensor Circuit Diagram
engine surfaces.
Tools Required
Test 1 Setup
A. Key OFF.
B. Disconnect EBP sensor connector and leave EBP sensor disconnected.
Using EST with ServiceMaxx™ software, clear Diagnostic SPN 1209 FMI 3
Decision
Does SPN 1209 FMI 3 set after DTC list is cleared? Yes: Repair short to power between EBP pin-3 and
Engine Control Module (ECM) Pin E-20. After repairs are
No: Go to Test 2.
Figure 333 Test 2 EBP Sensor Circuit
Test 2 Setup
A. Key OFF.
B. Connect Breakout Harness ZTSE4850 to EBP vehicle harness and leave EBP sensor disconnected
C. Key ON.
Use a DMM to measure voltage between ZTSE4850 pin-1 B+
and B+.
Decision
Is the measure voltage B+? Yes: Replace EBP sensor. After repairs are complete,
No: Repair Open between EBP pin-1 and Engine Control
Module (ECM) pin E-28. After repairs are complete, retest
for SPN 1209 FMI 3.

SPN 1209 FMI 4 - EBP Signal Out of Range LOW
Condition / Description Setting Criteria Enable Conditions/Values

Engine Exhaust Gas Pressure Sensor Exhaust Back Pressure Sensor Key ON
signal Out of Range Low Voltage less than 0.2 volts
SPN 3509 FMI 3 and 4 are NOT active
Fault Overview
Fault sets when Exhaust Back Pressure (EBP) sensor voltage less than 0.2 volts.
Lamp Reaction
Associated Faults

(VREF 1)
Fault Facts
None

Continuous
Possible Causes
• EBP signal circuit Open
• EBP signal circuit short to GND
• VREF Open
• Failed EBP sensor


3509 FMI 3 and 4.
Step 2 Inspect connections at Exhaust Back-Pressure (EBP) sensor. Decision

.
B. Disconnect EBP sensor connector.
C. Check EBP sensor and connector terminals for damaged or pinched wires;
Are the EBP sensor, connector, harness, and terminals clean and undamaged?
1209 FMI 4.
Figure 334 Exhaust Back Pressure (EBP) Sensor Circuit Diagram
engine surfaces.
Tools Required
Figure 335 Test 1 EBP Circuit Voltage Check
Test 1 Setup
A. Key OFF.
B. Connect Breakout Harness ZTSE4850 to vehicle harness and leave EBP sensor disconnected.
C. Key ON.
Use DMM to measure voltage between Breakout Harness 5 ± 1.0 volts
Decision
No: Repair Open between EBP pin-2 and Engine Control
Module pin E-35. After repairs are complete, retest for
SPN 1209 FMI 4.
Figure 336 Test 2 EBP Sensor Circuit Check
Test 2 Setup
A. Key OFF.
Use EST with ServiceMaxx™ software to clear Diagnostic SPN 1209 FMI 3
Decision
Does SPN 1209 FMI 3 set after DTC list is cleared? Yes: Replace EBP sensor. After repairs are complete,
No: Go to Test 3.
Figure 337 Test 3 EBP Sensor Circuit Check
Test 3 Setup
A. Key OFF.
Use EST with ServiceMaxx™ to clear DTC list. SPN 3509 FMI 4
Decision
Does SPN 3509 FMI 4 set? Yes: Repair short to ground between EBP pin-3 and
No: Repair Open between EBP pin-3 and ECM pin E-20.
After repairs are complete, retest or SPN 1209 FMI 4.

EBPV (Exhaust Back Pressure Valve)

Overview of EBPV Sensor Group
SPN FMI Condition

5541 2 TC1TOP signal erratic, intermittent or incorrect (page 931)
5541 3 TC1TOP signal Out of Range HIGH (page 933)
5541 4 TC1TOP signal Out of Range LOW (page 942)
5542 15 TC1TOP Above Desired (page 948)
5542 17 TC1TOP Below Desired (page 950)
5543 3 EBPC short to PWR (page 952)
5543 4 EBPC short to GND (page 961)
5543 5 EBPC open load/circuit (page 967)
Overview
Engine Control Module (ECM) commands EBPV (Exhaust Back Pressure Valve) to control the exhaust brake.
EBPV is installed in exhaust pipe.
SPN 5541 FMI 2 - TC1TOP signal erratic, intermittent, or incorrect

Comparison of Engine Absolute Value of difference Key ON
Turbocharger 1 Turbine Outlet between Engine Turbocharger
Engine Speed ≤ 50 RPM
Pressure with any of the 1 Turbine Outlet Pressure and
following pressure sensors: the following sensors: SPN / FMI 1209/3, 1209/4, 102/3, 102/4,
a. Engine Intake Manifold 108/3, 108/4, and 1387/31 are NOT active
a. Engine Intake Manifold 1
1 Pressure Sensor OR
Pressure > 3.6 psi (25 kPa)
b. Barometric Pressure Sensor OR
c. Engine Exhaust Back (OR) b. Engine Exhaust Gas
Pressure Sensor. Pressure > 3.6 psi (25 kPa)
(OR) c. Barometric Pressure

> 3.6 psi (25 kPa)
Function
Fault set when comparison of Turbocharger 1 Turbine Outlet Pressure (TC1TOP) to Intake Manifold Pressure
(IMP), Barometric Absolute Pressure (BARO), or Exhaust Back Pressure (EBP) has an absolute pressure value
difference of greater than 3.6 psi (25 kPa).
Lamp Reaction
Malfunction Indicator Lamp (MIL) will illuminate when this fault is detected during one drive cycle.
Associated Faults

(VREF 1)
Fault Facts
None

Continuous
Possible Causes
• Biased Turbocharger 1 Turbine Outlet Pressure (TC1TOP) sensor


5541 FMI 2.

Using Electronic Service Tool (EST) with ServiceMaxx™ software. Key ON, check Diagnostic Yes: Replace TC1TOP
Trouble Code (DTC) list for SPN 5541 FMI 2. sensor. After repairs are
5541 FMI 2.

SPN 5541 FMI 3 - TC1TOP signal Out of Range HIGH

Engine Turbocharger 1 Turbine Engine Turbocharger 1 Turbine Key ON
Outlet Pressure (TC1TOP) signal Outlet Pressure sensor pressure
SPN / FMI 3509/3 and 3509/4 are
Out of Range High voltage
NOT active
> 4.8 Volts (> 537.1 kPa)
Fault Overview
Fault is set when Engine Control Module (ECM) detects Turbocharger 1 Turbine Outlet Pressure (TC1TOP)
signal is out of range HIGH.
Lamp Reaction
Associated Faults

(VREF 1)
Fault Facts
None

Continuous
Possible Causes
• Signal SCB
• SRTN Open
• Failed Sensor


5541 FMI 3.

Using Electronic Service Tool (EST) with ServiceMaxx™ software. Key ON, check Diagnostic Yes: Perform Pin-Point
Trouble Code (DTC) list for SPN 5541 FMI 3. Tests.

Figure 338 Exhaust Back Pressure Valve (EBPV) Circuit Diagram
Tools Required
Figure 339 Test 1 VREF 1 Circuit Voltage Check
Test 1 Setup
A. Key OFF.
B. Disconnect Exhaust Back Pressure Valve (EBPV) connector.
C. Connect Breakout Harness ZTSE4834 to vehicle harness and leave EBPV disconnected.
D. Key ON.
Decision
No: Repair Open or short to GND in VREF 1 between
Engine Control Module (ECM) pin E-35 and EBPV pin-2.
Figure 340 Test 2 ACT GND Circuit Voltage Check
Test 2 Setup
A. Key OFF.
D. Key ON.
Decision
No: Go to Test 4.
Figure 341 Test 3 EBPV Circuit Voltage Check
Test 3 Setup
A. Key OFF.
D. Key ON.
Decision
Is voltage less than 0.5 volts? Yes: Repair short to power in EBPC circuit between EBPV
pin-6 and ECM pin E-56. After repairs are complete, retest
for SPN 5541 FMI 3.
No: Replace EBPV. After repairs are complete, retest for
SPN 5541 FMI 3.
Figure 342 Test 4 ACT PWR Circuit Voltage Check
Test 4 Setup
A. Key OFF.
B. Disconnect 24-Pin Engine to Chassis Connector.
C. Connect Breakout Harness ZTSE6020 to vehicle harness and leave engine side disconnected.
D. Key ON.
Decision
No: Repair open in ACT PWR between 24-pin engine to
chassis pin-1 connector and ACT PWR Relay pin-87. After
Figure 343 Test 5 24-Pin Engine to Chassis ACT GND Circuit Voltage Check
Test 5 Setup
A. Key OFF.
D. Key ON.
Decision
Is voltage B+ ± 0.5 volts? Yes: Repair open in ACT GND between 24-pin engine to
chassis connector pin-12 and EBPV pin-1. After repairs
No: Repair open in ACT GND between 24-pin engine to
chassis connector pin-12 and chassis ground connection
pin C-2,4,6. After repairs are complete, retest for SPN
5541 FMI 3.

SPN 5541 FMI 4 - TC1TOP signal Out of Range LOW

Engine Turbocharger 1 Turbine Engine Turbocharger 1 Turbine Key ON
Outlet Pressure signal Out Outlet Pressure sensor pressure
SPN / FMI 3509/3 and 3509/4 are
of Range Low voltage
NOT active
< 0.2 Volts (< 0 kPa)
Fault Overview
Fault is set when Engine Control Module (ECM) detects Turbocharger 1 Turbine Outlet Pressure (TC1TOP)
signal is out of range LOW.
Lamp Reaction
Associated Faults

(VREF 1)
Fault Facts
None

Continuous
Possible Causes
• Signal Open
• Signal SCG
• VREF Open


5541 FMI 4.
Step 2 Inspect connections at Exhaust Back Pressure Valve (EBPV) Control. Decision
Tests.
B. Disconnect EBPV control.
C. Check EBPV control and connector terminals for: damaged or pinched wires;
Are EBPV control connector, harness, and terminals clean and undamaged?
5541 FMI 4.
Tools Required
Test 1 Setup
A. Key OFF.
D. Key ON.
Decision
Figure 346 Test 2 EBPV short to GND Circuit Resistance Check
Test 2 Setup
A. Key OFF.
D. Key ON.
Decision
Is resistance less than 1000 ohms? Yes: Repair short to GND in EBPV control circuit between
No: Go to Test 3.
Figure 347 Test 3 EBPV Open Circuit Resistance Check
Test 3 Setup
A. Key OFF.
D. Key ON.
Decision
SPN 5541 FMI 4.

SPN 5542 FMI 15 - TC1TOP Above Desired
Fault Overview
Lamp Reaction
Associated Faults
Fault Facts

Continuous
Possible Causes
•
SPN 5542 FMI 17 - TC1TOP Below Desired
Fault Overview
Lamp Reaction
Associated Faults
Fault Facts

Continuous
Possible Causes
•
SPN 5543 FMI 3 - EBPC short to PWR

Exhaust Back Pressure Valve Current on the driver > 8 A for Key On
(EBPV) Control circuit short 100 microseconds
Battery Voltage > 9 Volts
to Power
Engine Exhaust Brake Actuator
driver enabled
SPN / FMI 158/15 and 158/17 are

NOT active
Fault Overview
Fault sets when Engine Control Module (ECM) detects Exhaust Back Pressure Valve (EBPV) Control circuit is
shorted to power.
Lamp Reaction
Associated Faults

(ECM)
Fault Facts
None

Continuous
Possible Causes
• EBPV circuit short to PWR
• Failed EBPV valve


5543 FMI 3.
Step 2 Inspect connections at Exhaust Back Pressure Valve (EBPV) connector. Decision
Tests.
B. Disconnect EBPV connector.
5543 FMI 3.
Tools Required
Test 1 Setup
A. Key OFF.
D. Key ON.
Decision
Figure 352 Test 2 ACT GND Circuit Voltage Check
Test 2 Setup
A. Key OFF.
D. Key ON.
Decision
No: Go to Test 4.
Figure 353 Test 3 EBPV Circuit Voltage Check
Test 3 Setup
A. Key OFF.
D. Key ON.
Decision
Is voltage less than 0.5 volts? Yes: Repair short to power in EBPC circuit between EBPV
for SPN 5543 FMI 3.
SPN 5543 FMI 3.
Figure 354 Test 4 ACT PWR Circuit Voltage Check
Test 4 Setup
A. Key OFF.
D. Key ON.
Decision
No: Repair open in ACT PWR between 24-pin engine to
chassis pin-1 connector and ACT PWR Relay pin-87. After
Figure 355 Test 5 24-Pin Engine to Chassis ACT GND Circuit Voltage Check
Test 5 Setup
A. Key OFF.
D. Key ON.
Decision
Is voltage B+ ± 0.5 volts? Yes: Repair open in ACT GND between 24-pin engine to
chassis connector pin-12 and EBPV pin-1. After repairs
No: Repair open in ACT GND between 24-pin engine to
chassis connector pin-12 and chassis ground connection
pin C-2,4,6. After repairs are complete, retest for SPN
5543 FMI 3.

SPN 5543 FMI 4 - EBPC short to GND

Engine Exhaust Back Pressure Current on the driver > 8 A for Key On
Valve (EBPV) Control Circuit 100 microseconds
Short to Ground
driver enabled
SPN / FMI 158/15 and 158/17 are

NOT active
Fault Overview
Fault sets when Engine Control Module (ECM) detects Exhaust Back Pressure Valve (EBPV) Control circuit is
shorted to ground.
Lamp Reaction
Associated Faults
SPN 158 FMI 15 and 17 (ECM)
Fault Facts
None

Continuous
Possible Causes
• EBPV circuit short to GND
• Failed EBPV valve


5543 FMI 4.
Step 2 Inspect connections at Exhaust Back Pressure Valve (EBPV) connector. Decision
Tests.
B. Disconnect EBPV connector.
5543 FMI 4.
Tools Required
Test 1 Setup
A. Key OFF.
D. Key ON.
Decision
Figure 358 Test 2 EBPV short to GND Circuit Resistance Check
Test 2 Setup
A. Key OFF.
D. Key ON.
Decision
No: Go to Test 3.
Figure 359 Test 3 EBPV Open Circuit Resistance Check
Test 3 Setup
A. Key OFF.
D. Key ON.
Decision
SPN 5543 FMI 4.

SPN 5543 FMI 5 - EBPC open load/circuit

Engine Exhaust Brake Actuator Current on driver < 25 mA for Key On
Circuit Open Circuit 100 microseconds

driver enabled
SPN / FMI 158/15 and 158/17 are

NOT active
Fault Overview
Fault sets when Exhaust Back Pressure Control (EBPC) is less than 25 mA for 100 microseconds when enabled.
Lamp Reaction
Associated Faults

(ECM)
Fault Facts
None

Continuous
Possible Causes
• Exhaust Back Pressure Control (EBPC) circuit Open
• ACT GND circuit Open
• Failed Exhaust Back Pressure Valve (EBPV)


5543 FMI 5.
Step 2 Inspect connections at Exhaust Back Pressure Control (EBPC) connector. Decision
A. Key OFF Yes: Perform pinpoint
tests.
B. Disconnect EBPC
C. Check EBPC and connector terminals for: damaged or pinched wires; moisture
in terminals; corroded terminals; loose, bent, or broken pins; or broken connector
housing.
Are EBPC connector, harness, and terminals clean and undamaged?

5543 FMI 5.
Tools Required
Figure 361 Test 1 Exhaust Back Pressure Valve (EBPV) Circuit Voltage Check
Test 1 Setup
A. Key OFF.
C. Connect Breakout Harness ZTSE4834 to vehicle harness and leave EBPV connector disconnected.
D. Key ON.
Using DMM measure voltage between Breakout Harness B+ ± 0.5 volts
ZTSE4834 pin-3 and PWR.
Decision
No: Repair Open between EBPV pin-3 and ACT GND.
After repairs are complete, retest for SPN 5543 FMI 5
Figure 362 Test 2 Exhaust Back Pressure Valve (EBPV) connector Circuit Voltage Check
Test 2 Setup
A. Key OFF.
C. Connect Breakout Harness ZTSE4834 to vehicle harness and leave EBPV connector disconnected.
D. Key ON.
Using DMM measure voltage between Breakout Harness 2.5 ± 0.5 volts
Decision
Is voltage 2.5 ± 0.5 volts? Yes: Replace EBPV assembly. After repairs are complete,
No: Repair Open between EBPV pin-6 and Engine Control
for SPN 5543 FMI 5.

ECB1 (Engine Compression Brake Output 1)

Overview of ECB1 Sensor Group
SPN FMI Condition

4287 0 ECB1 above desired level (page 973)
4287 1 ECB1 below desired level (page 975)
4287 3 ECB1 signal Out of Range HIGH (page 977)
4287 4 ECB1 signal Out of Range LOW (page 987)
Overview
Engine Compression Brake 1 (ECB1) is a compression release brake that works in conjunction with Injection
Control Pressure (ICP) system to keep exhaust valves partially open during engine braking.
ECB1 sensor provides a feedback signal to Engine Control Module (ECM) indicating brake control pressure.
ECM monitors ECB1 signal during engine normal and braking operation to determine if compression release
brake system is working without fault.
SPN 4287 FMI 0 - ECBP above desired level

Values
Exhaust valve actuation system oil (Measured ECBP MINUS commanded Key ON
pressure higher than expected ECBP> 4.5 MPa)
Engine Breaking Requested
OR
(measured ECBP when commanded
OFF > 1.041 MPa)
for > 20 seconds
Fault Overview
Fault code sets when Engine Control Module (ECM) detects that Brake Control Pressure (BCP) signal is greater
than expected.
Lamp Reaction
Associated Faults
• SPN 164 FMI 0, 1, 3, 4, • SPN 679 FMI 3 and 4 • SPN 4287 FMI 3 and 4 • SPN 5543 FMI 3, 4, and 5
15, 16, 17, and 18 (ICP) (IPR) (ECBP) (EBPV)
Fault Facts
None

Continuous
Possible Causes
• Failed Brake Control Pressure (BCP) sensor
• Failed Engine Compression Brake 1 (ECB1) valve
• Failed brake pressure relief valve
• Failed Injection Pressure Regulator (IPR) valve

Using Electronic Service Tool (EST) with ServiceMaxx™ software, check Diagnostic Yes: Repair Associated
Trouble Code (DTC) list for Associated Faults(page 973). Faults. After repairs are
4287 FMI 0.
Is EST DTC list free of Associated Faults? No: Go to Step 2.
Step 2 Check Brake Control Pressure (BCP) sensor. Decision

A. Key-On Engine-OFF (KOEO). Yes: Replace BCP sensor.
B. Connect EST to Vehicle Diagnostic Connector (page 2124).
C. Key ON. Log in to ServiceMaxx™ software.
D. Using EST with ServiceMaxx™ software, monitor Brake Control Pressure

(BCP).
Is BCP greater than 145 psi (1.0 MPa)? No: Go to Step 3.
Step 3 Check for leaking Engine Compression Brake (ECB1) valve assembly Decision
A. Start Engine. Yes: Replace ECB1 valve.
B. Connect EST to vehicle Diagnostic Connector. (page 2124)
C. Using EST with ServiceMaxx™ software, monitor BCP.
Is BCP greater than 145 psi (1.0 MPa) with engine running (engine compression brake No: Go to Step 4.
never commanded on)?
Step 4 Operate engine and test engine brake. Decision

A. Using EST with ServiceMaxx™ software, record a snapshot recording of engine Yes: Replace brake pressure
brake operation (brake commanded ON and brake commanded OFF). relief valve. After repairs
B. Activate engine brake.
4287 FMI 0.
Is BCP greater than 145 psi (1.0 MPa) AFTER the brake has been commanded off? No: Go to Step 5.
Step 5 Operate engine and test engine brake. Decision

A. Using EST with ServiceMaxx™ software, record a snapshot recording of engine Yes: Replace Injection
brake operation (brake commanded ON and brake commanded OFF). Pressure Regulator (IPR)
B. Activate engine brake.
4287 FMI 0.
Is BCP less than 653 psi (-4.5 MPa)? No: Diagnostics complete.

SPN 4287 FMI 1 - ECPB below desired level

Engine Exhaust Valve Actuation [Engine Injection Control pressure Key ON
System Oil Pressure NOT plausible MINUS Measured Retarder
[Engine Brake Latched feature selected
(Pressure lower than expected) pressure AND > 580.3 psi
(4.001 MPa) OR Engine Brake Coast feature selected
for time] > 20 seconds OR Engine Brake with Cruise Control

feature selected]
Fault Overview
Fault sets when engine Exhaust Valve Actuation System Oil Pressure is lower than expected. Injection control
pressure minus measured retarder pressure is greater than 580.3 psi (4.001 MPa) for greater than 20 seconds.
Lamp Reaction
Associated Faults

(ECBP)
Fault Facts
None

Continuous
Possible Causes
• Failed ECBP


4287 FMI 1.

Using Electronic Service Tool (EST) with ServiceMaxx™ software. Key ON, check Diagnostic Yes: Replace ECBP
4287 FMI 1.

SPN 4287 FMI 3 - ECBP signal Out of Range HIGH

Brake Control Pressure (BCP) BCP sensor signal voltage > 4.902 Key ON
sensor signal out of range high volts [> 5101 psi (35.2 MPa)]
(Engine brake latched feature selected
OR engine brake coast feature selected
OR engine brake with cruise control

feature selected)
Fault Overview
Fault sets when Engine Control Module (ECM) senses Brake Control Pressure (BCP) sensor signal is out of
range high.
Lamp Reaction
Associated Faults

(VREF 1)
Fault Facts
None

Continuous
Possible Causes
• BCP circuit Open
• BCP circuit short to PWR
• Failed UVC harness
• Failed BCP sensor


4287 FMI 3.
Step 2 Inspect connections at Under Valve Cover (UVC) 1 connector. Decision

Tests.
B. Disconnect UVC1 sensor connector.
C. Check UVC1 connector terminals for damaged or pinched wires; wet or

Are UVC1 connector, harness, and terminals clean and undamaged?

4287 FMI 3.
Step 3 Inspect connections at Under Valve Cover (UVC) harness. Decision

B. Remove Valve Cover. (See engine service manual)
C. Check UVC connector terminals for damaged or pinched wires; wet or corroded
Are UVC1 connector, harness, and terminals clean and undamaged?

4287 FMI 3.
Step 4 Inspect connections at Under Valve Cover (UVC) harness. Decision

A. Key OFF. Yes: Go to Pin-Point Tests .
B. Remove Valve Cover. (See engine service manual)
C. Check BCP sensor connector terminals for damaged or pinched wires; wet or
Are BCP sensor connector, harness, and terminals clean and undamaged?
4287 FMI 3.
Pin-Point Tests SPN 4287 FMI 3
Figure 363 Brake Control Pressure (BCP) sensor circuit
engine surfaces.
Tools Required
Figure 364 BCP circuit voltage check
Test 1 Setup
A. Key OFF.
B. Disconnect Under Valve Connector 1 (UVC1) connector.
C. Connect Breakout Harness ZTSE4793 to vehicle harness and leave UVC disconnected
D. Key ON.
Use a DMM to measure voltage between Breakout > 5 volts
Harness ZTSE4793 pin-1 and a known good ground.
Decision
Is voltage greater than 5 volts? Yes: Repair short to power between UVC1 pin-1 and
Engine Control Module (ECM) pin D-21. After repairs are
No: Go to Test 2.
Figure 365 BCP Voltage Check
Test 2 Setup
A. Key OFF.
B. Disconnect UVC1 connector.
D. Key ON.
Use a DMM to measure voltage between Breakout 5 volts ± 0.5 volts
Harness ZTSE4793 pin-3 and a known good ground.
Decision
Is voltage 5 volts ± 0.5 volts? Yes: Repair short to power between UVC1 pin-3 and
No: Go to Test 3.
Figure 366 BCP Circuit Check
Test 3 Setup
A. Key OFF.
D. Using Breakout Harness ZTSE4498, short Breakout Harness ZTSE4793 pin-1 to pin-7
Using EST with ServiceMaxx™ software, clear Diagnostic SPN 4287 FMI 4 sets in DTC list
Decision
Does SPN 4287 FMI 4 set after DTC list is cleared? Yes: Go to Step 3 (page 978).
No: Go to Test 4.
Test 4 Setup
A. Key OFF.
D. Using Breakout Harness ZTSE4498, short Breakout Harness ZTSE4793 pin-1 to a known good GND
Using EST with ServiceMaxx™ software, clear DTC list. SPN 4287 FMI 4 sets in DTC list
Decision
Does SPN 4287 FMI 4 set after DTC list is cleared? Yes: repair Open between UVC pin-2 and ECM pin D-14.
No: repair Open between UVC pin-1 and ECM pin D-21.
Test 5 Setup
A. Key OFF.
B. Remove Valve Cover (see engine service manual)
C. Disconnect UVC1 connector.
D. Connect Breakout Harness ZTSE4793 to UVC connector and leave vehicle harness disconnected.
E. Connect Breakout Harness ZTSE4686 to UVC harness and leave and BCP sensor disconnected.
Use a DMM to measure resistance between Breakout less than 5 ohms
ZTSE4686 pin-1
Decision
No: Repair Open between UVC1 pin-2 and BCP pin-1.
Test 6 Setup
A. Key OFF.
ZTSE4686 pin-2
Decision
Test 7 Setup
A. Key OFF.
ZTSE4686 pin-3
Decision
Is resistance less than 5 ohms? Yes: Replace BCP sensor. After repairs are complete,

SPN 4287 FMI 4 - ECBP signal Out of Range LOW

Values
Brake Control Pressure (BCP) sensor Exhaust valve actuation system oil Key ON
signal Out of Range Low. pressure sensor signal voltage < 0.103
Engine braking requested
Volts
Fault Overview
Fault code sets when Engine Control Module (ECM) detects Brake Control Pressure (BCP) sensor signal is out
of range low.
Lamp Reaction
Associated Faults

(VREF 1)
Fault Facts
None

Continuous
Possible Causes
• Brake Control Pressure (BCP) circuit short to ground
• Failed BCP Sensor

4287 FMI 4.

Diagnostic Trouble Codes (DTC) list for SPN 4287 FMI 4.
Step 3 Inspect Under Valve Cover (UVC) connector. Decision

A. Key OFF. Yes: Perform Pin-Point Test .
B. Disconnect UVC connector.
C. Check UVC connector terminals for damaged or pinched wires; corroded

Are UVC connector, harness, and terminals clean and undamaged? No: Repair connector,
4287 FMI 4.
Figure 371 BCP Sensor Circuit Diagram
Tools Required
Test 1 Setup
A. Key OFF.
B. Disconnect Under Valve Cover (UVC) connector 1.
C. Connect Breakout harness ZTSE4793 to vehicle harness and leave UVC connector disconnected.
Test 1
Clear codes, check Diagnostic Trouble Code (DTC) list for SPN 4287 FMI 4.
Decision
Is SPN 4287 FMI 4 still active? Yes: Repair short to ground between UVC pin-1 and
No: Go to Test 2.
Test 2 Setup
A. Key OFF.
B. Disconnect Under Valve Cover (UVC) connector 1.
C. Connect Breakout harness ZTSE4793 to vehicle harness and leave UVC connector disconnected.
Test 2
Use DMM to measure resistance between Breakout Harness ZTSE4793 pin-1 and known good GND.
Decision
Is resistance greater than 1000 ohms? Yes: Replace Brake Control Pressure (BCP) sensor. After
No: Repair short to short to ground between UVC pin-1
and BCP pin-3. After repairs are complete, retest for SPN
4287 FMI 4.
End Pin-Point Tests

ECI Circuit (Engine Crank Inhibit)

Overview of ECI Circuit
SPN FMI Condition

None Engine starter motor will not engage
Figure 372 Engine Crank Inhibit (ECI) Function Diagram
Function diagram for Engine Crank Inhibit (ECI) circuit consists of the following:
• Engine Control Module (ECM) with Barometric Absolute Pressure (BARO) Internal Sensor
• Starter
• Starter Relay
• ECI Circuit
• Drive line Disengagement Switch (DDS)
Function
Engine Crank Inhibit (ECI) circuit is controlled by ECM. It prevents starter engagement while engine is running
(above a set calibrated rpm). Starter engagement is also prevented when automatic transmission is in gear or
manual transmission clutch pedal is not depressed. Starter relay can also be disabled by an optional over crank
thermocouple.
Location
Relay and switches are vehicle-mounted parts. For additional supporting information, see truck Chassis
Electrical Circuit Diagram Manual and Electrical System Troubleshooting Guide.
Tools
• 00-00956-08 – 180-pin Breakout Box

• Breakout Harness 4674 (ECM)
ECI Circuit Diagnostics
SPN FMI Condition Possible Causes

None Engine starter motor • Transmission in gear
will not engage
• Clutch pedal not depressed
• No PWR to automatic transmission module
• No PWR to ECM
• Blown fuse
• Failed starter relay
• OPEN DDS circuit
• OPEN ECI circuit
• Failed Ignition Switch (VIGN)
• Failed starter motor
Figure 373 ECI circuit diagram

For additional circuit information see truck Chassis Electrical Circuit Diagram Manual and Electrical System
Troubleshooting Guide.
Voltage Check at Relay

Connect Breakout Harness 4674 between relay and relay socket. Turn ignition switch to ON. Use DMM to measure
voltage.
Test Point Specification Comment: < Less than, > Greater than
30 to GND B+ If < B+, check power circuit to relay switch for OPEN or short to GND, or blown fuse.
Use DMM to measure voltage while cranking engine.
86 to GND B+ If < B+, check PWR circuit to relay coil for OPEN or short to GND, blown fuse, or
possible failed ignition switch.
For additional circuit information, see truck Chassis Electrical Circuit Diagram
Manual and Electrical System Troubleshooting Guide.
85 to GND <2V If B+, check ECI control circuit for OPEN or failed thermal over-crank protection
switch.
If 4 to 5 volts, check DDS circuit to ECM, and go to Voltage Check at ECM (page
996).
87 to GND B+ If < B+, replace relay.
If B+, check voltage at starter.
Voltage Check at ECM

Connect 180-pin Breakout Box between ECM and chassis harness. Turn ignition switch to ON. Use DMM to measure
voltage.
C-31 to GND B+ If < B+, check VIGN circuit for OPEN or short to GND, blown fuse, or possible
failed ignition switch.
C-2 to GND
If voltage is present, check for OPEN ECM GND circuit. Go to ECM PWR in this
C-4 to GND 0V
section of manual.
C-6 to GND
C-1 to GND
If < B+, check for OPEN ECM PWR circuit. Go to ECM PWR in this section of
C-3 to GND B+
manual.
C-5 to GND
Place automatic transmission in park or neutral (manual transmission, depress clutch). Use DMM to measure voltage.
C-65 to GND B+ If < B+, check DDS for OPEN circuit.
• For automatic transmission, see transmission diagnostics.
• For manual transmission, check PWR circuit to clutch pedal or blown fuse. A
failed clutch pedal switch is possible.
C-7 to GND <2V If > 2 volts, check ECM programming.
Harness Resistance Check – ECM to Relay

Turn ignition switch to OFF. Disconnect ECM. Leave relay disconnected. Connect 180-pin Breakout Box and relay
harness. Use DMM to measure resistance.
85 to C-7 <5Ω If > 5 Ω, check ECI control circuit for OPEN or possible failed thermal over-crank
protection switch.
85 to GND > 1 kΩ If < 1 kΩ, check ECI control for short to GND.
87 to starter <5Ω If > 5 Ω, check ECI control for OPEN or possible failed thermal over-crank protection
switch.
87 to GND > 1 kΩ If < 1 kΩ, check circuit for short to GND.
Operational Voltage Check

Connect 180-pin Breakout Box between ECM and chassis harness. Turn ignition switch to ON. Use DMM to measure
voltage.
Test Point Specification Condition
DDS B+ ECM Input – Clutch pedal not depressed or automatic transmission in gear.
C-65 to GND Cranking is disabled.
0V ECM Input – Clutch pedal to the floor or automatic transmission in park or neutral.
Cranking is enabled.
Use DMM to measure voltage while cranking engine.
ECI 0V ECM Control – Engine Crank Inhibit enabled.
C-7 to PWR
B+ ECM Control – Engine Crank Inhibit disabled.
Harness Resistance Check – Relay to Battery
WARNING: To prevent personal injury or death, always disconnect main negative battery cable first. Always
connect the main negative battery cable last.
Disconnect both battery GND cables. Disconnect ECI relay and VIGN. Use DMM to measure resistance.
86 to VIGN <5Ω If > 5 Ω, check circuit for OPEN.
86 to GND > 1 kΩ If < 1 kΩ, check for short to GND.
30 to B+ battery <5Ω If > 5 Ω, check circuit for OPEN or blown fuse.
post
30 to GND > 1 kΩ If < 1 kΩ, check for short to GND.
C-65 DDS See vehicle electrical diagrams. Check for OPEN or short to GND. Possible failed clutch switch
circuit or automatic transmission module circuit faults.
ECI Circuit Operation

Engine Control Module (ECM) controls starting system. Clutch switch or transmission neutral switch provides
input to ECM. Both switches prevent starter from being engaged unless automatic transmission is in park or
neutral, or manual transmission clutch is depressed.
DDS Circuit
ECM monitors DDS on Pin C-65. B+ indicates drivetrain is disengaged and engine is ready to start. Zero volts
indicates drivetrain is engaged and engine is not ready to start. Source of this signal depends on vehicle's
hardware configuration. See appropriate electrical diagrams when diagnosing this circuit.
Ignition Switch
VIGN is supplied to starter relay coil (Pin 86) when engine is cranked.
ECI Circuit
ECM controls starter disable with ECI circuit, pin C-7 to starter relay coil Pin 85. Open or B+ will disable relay.
A 0-volt (GND) will enable relay.
Engine Control Module (ECM)

When ECM recognizes that engine is not running and drive line is not engaged, ECM will ground Pin C-7. This
provides a current path for ECI relay to close when Start switch is engaged or starter button is depressed. When
ECM recognizes that engine is running or drive line is engaged, ECM will open Pin C-7. This prevents ECI relay
from closing and starter motor from engaging.
Starter Relay
Engine starter relay controls voltage to starter motor. Turning ignition switch to start position supplies current to
energize starter relay at Pin 86. If engine is not running and drive line is not engaged, ECM Pin C-7 will enable
relay by supplying a ground to Pin 85 of relay. When relay is closed, current passes through relay to starter
solenoid.
Clutch Switch
Manual transmissions use clutch switch to supply a signal to ECM indicating drive line is disengaged. A 12-volt
signal on DDS circuit indicates clutch is disengaged. A 0-volt signal indicates clutch is engaged.
Neutral Switch
Allison LCT transmissions use neutral position switch to supply power to starter relay and a signal to ECM that
drive line is disengaged. Vehicles programmed for Allison AT / MT transmissions receive a 12-volt signal on DDS
circuit indicating transmission is out of gear. A 0-volt signal indicates transmission is in gear. When transmission
is in gear, no power is available to starter relay.
WTEC MD with Auto Neutral

Allison MD World Transmission Electronically Controlled (WTEC) transmissions (with optional Auto Neutral)
have a crank inhibit system with an additional relay. Relay inhibits cranking when transmission is in auto neutral.
Pin 6 of transmission module controls 12-volt signal to Pin 86 of starter relay. Pin C-65 of ECM receives 12-volt
from WTEC auto neutral relay when transmission is shifted to neutral or auto neutral.
Fault Detection / Management

There are no codes associated with ECI system.
ECM (Engine Control Module)

Overview of ECM Sensor
SPN FMI Description

108 2 BARO signal erratic, intermittent, or incorrect (page 1001)
108 3 BARO signal Out of Range HIGH (page 1003)
108 4 BARO signal Out of Range LOW (page 1005)
158 15 Battery Voltage above 16 volts (page 1007)
158 17 Battery Voltage below 9 volts (page 1009)
628 12 ECM Memory Error (page 1019)
629 0 ECM Error - CPU Load Excessively HIGH (page 1021)
629 8 ECM Error - Engine Off Timer fault (page 1023)
629 12 ECM Internal chip Error (page 1026)
1136 0 ECM Error - over temperature (page 1028)
1387 31 Altitude Reference Adder Fault (page 1030)
Overview
Engine Control Module (ECM) requires battery power to operate Body Controller (BC) and perform maintenance
after ignition switch is turned off. To do this, ECM must control its own power supply. When ECM receives
Ignition (VIGN) signal from ignition switch, ECM will enable relay to power-up. When ignition switch is turned
off, ECM performs internal maintenance, then disables ECM relay.
SPN 108 FMI 2 - BARO Signal Erratic, Intermittent or Incorrect

Barometric Absolute Pressure BARO reading at Key-On is more Initial Key ON
(BARO) signal erratic, intermittent, than 4.35 psi (30 kPa) different than
or incorrect the EBP and IMP sensor readings.
Fault Overview
Fault code sets when Electronic Control Module (ECM) detects that Barometric Absolute Pressure (BARO)
sensor signal is erratic intermittent or incorrect
Lamp Reaction
Associated Faults
None
Fault Facts
BARO sensor is located inside Engine Control Module (ECM). If there is a confirmed BARO failure, ECM must
be replaced.
Drive Cycles
Continuous
Possible Cause
• Failed ECM
Step 1 Obtain vehicle health report and check for current Engine Control Module Decision
(ECM) calibration.
Perform Obtain Vehicle Health Report(page 2107). Yes: Go to Step 2.
Is ECM calibration current? No: Ensure vehicle has
for SPN 108 FMI 2.

Using Electronic Service Tool (EST) with ServiceMaxx™ software. Key ON, check Yes: Replace Engine
Diagnostic Trouble Code (DTC) list for SPN 108 FMI 2. Control Module (ECM)),
following approved warranty
procedures. After repairs are
FMI 2.
Is EST DTC list SPN 108 FMI 2 active or pending? No: Diagnostics complete.

SPN 108 FMI 3 - BARO signal Out of Range HIGH

Barometric Pressure (BARO) BARO sensor voltage > 4.68 Volts Key ON
Sensor signal Out of Range High - 16.6 psi (114.5 kPa)
Fault Overview
Fault Code sets when Barometric Pressure (BARO) sensor is above maximum threshold.
Lamp Reaction
Associated Faults
None
Fault Facts
The BARO sensor is installed inside Engine Control Module (ECM).

Continuous
Possible Causes
• Failed ECM
(ECM) calibration.
for SPN 108 FMI 3.

procedures. After repairs
108 FMI 3.
Is EST DTC list SPN 108 FMI 3 active or pending? No. Go to Intermittent or

SPN 108 FMI 4 - BARO signal Out of Range LOW

Barometric Pressure (BARO) BARO sensor voltage < 0.45 Volts - Key ON
Sensor signal Out of Range Low 2.9 psi (20.55 kPa)
Fault Overview
Determines if Barometric Pressure (BARO) sensor is below minimum threshold.
Lamp Reaction
Associated Faults
None
Fault Facts
The BARO sensor is installed inside Engine Control Module (ECM).

Continuous
Possible Causes
• Failed ECM
(ECM) calibration.
for SPN 108 FMI 4.

108 FMI 4.

SPN 158 FMI 15 - Battery Voltage above 16 volts

Engine Control Module Battery Voltage > 16 Volts Key ON
(ECM)Switched voltage too HIGH
Time after Engine start > 10 seconds
Intake Air heater has been turned

"OFF" for > 10 seconds
Fault Overview
Fault sets when Engine Control Module (ECM) Switched voltage is too High.
Lamp Reaction
Associated Faults
None
Fault Facts
None

Continuous
Possible Causes
• Charging voltage excessive
• Incorrect battery pack wiring (series instead of parallel)
Step 1 Check for correct parallel battery pack wiring. Decision

Positive battery cable(s) should be connected from positive battery terminal to positive Yes: Go to step 2.
battery terminal. Negative battery cable(s) should be connected from negative battery
terminal to negative battery terminal.
Is battery pack correctly assembled (wired in parallel and Not in series)? No: Reassemble battery
pack. After repairs are
158 FMI 15.
Step 2 Check for correct battery voltage Key-On Engine-Running (KOER). Decision
Using Electronic Service Tool (EST) with ServiceMaxx™ software. KOER, monitor battery Yes: Replace alternator.
voltage. After repairs are
SPN 158 FMI 15.
Is battery voltage greater than 16 volts? No: Check for incorrect
battery charger selection.
After repairs are
SPN 158 FMI 15.

SPN 158 FMI 17 - Battery Voltage below 9 volts

Engine Control Module Switched Battery Voltage < 9 Volts Key ON
voltage too Low
Time after Engine start > 10 seconds
Intake Air Heater (IAH) has been turned

"OFF" for > 10 seconds
Fault Overview
Fault sets when Engine Control Module (ECM) switched voltage is to low with battery voltage within normal
operating range.
Lamp Reaction
Associated Faults
None
Fault Facts
None

Continuous
Possible Causes
• Low battery or charging system voltage
• Failed ECM PWR Relay
• ECM PWR circuit high resistance
• GND circuit high resistance
Step 1 Inspect battery connections and terminals. Decision

B. Disconnect battery connections.
C. Check battery connections and terminals for damage; wet or corroded terminals;
loose, bent, or broken connections; or broken connector housing.
Are battery connectors, harnesses, and terminals clean and undamaged? No: Repair connector,
Step 2 Sensor and connector inspection Decision

B. Disconnect ECM PWR relay.
C. Check ECM PWR relay and relay terminals for: damaged or pinched wires; wet or
Are ECM PWR relay connectors, harness, and terminals clean and undamaged? No: Repair connector,
SPN 158 FMI 17.
Step 3 Check battery charge voltage. Decision

Perform Test 1(page 1013). Using DMM measure voltage between Battery PWR and Yes: Go to Step 4.
Battery GND.
Is voltage 12 ± 0.5 volts? No: Charge batteries
and check charging
voltage. After repairs are
158 FMI 17.
Step 4 Check ECM PWR relay circuit voltage Decision

Perform Test 2(page 1014). Using DMM measure voltage between Breakout Harness Yes: Go to Step 8.
Step 5 Check ECM PWR relay voltage. Decision

Perform Test 3(page 1015). Using DMM measure voltage between Breakout Harness Yes: Replace ECM PWR
ZTSE4674 pin-30 and known good GND. Relay. After repairs are
158 FMI 17.
Is voltage B+ ± 0.5 volts? No: Go to Step 6.
Step 6 Check ECM PWR relay high resistance. Decision

Perform Test 4(page 1016). Using DMM measure voltage between 9261 pin-A and known Yes: Go to Step 7.
good GND.
Is voltage B+ ± 0.5 volts? No: Repair high
resistance between ECM
PWR circuit between
ECM PWR Relay pin-30
and 9261 pin-A. After
17.

Perform Test 5(page 1017). Using DMM measure voltage between B+ Junction Block and Yes: Repair high
known good GND. resistance between
ECM PWR relay pin-87
and ECM pin C-1, 3,
and 5. After repairs are
158 FMI 17.
resistance between
ECM circuit between
9261 pin-A and B+. After
17.

Perform Test 6(page 1018). Using DMM measure voltage between 9260 pin-A and B+. Yes: Repair high
resistance between
9260 and ECM pin C-2,
4, and 6. After repairs
SPN 158 FMI 17.
resistance between
pin-A and GND. After
17.


Tools Required
Figure 375 Test 1 Battery Voltage Check
Test 1
A. Key OFF.
B. Disconnect battery negative cable, and then positive cable.
C. Measurements will be made with key OFF.

Figure 376 Test 2 ECM PWR relay Circuit Voltage Check
Test 2
A. Key OFF.
B. Disconnect ECM PWR relay connector.
C. Connect Breakout Harness ZTSE4674 to vehicle harness and leave ECM PWR relay connector disconnected.
D. Key ON.
Figure 377 Test 3 ECM PWR relay Circuit Voltage Check
Test 3
A. Key OFF.
B. Disconnect ECM PWR relay connector.
C. Connect Breakout Harness ZTSE4674 to vehicle harness and leave ECM PWR relay connector disconnected.
Test 4
A. Key OFF.
B. Disconnect 9261 connector.
C. Connect applicable tool from International® Electronic Engine Terminal Test Kit ZTSE4435C to vehicle harness
and leave 9261 connector disconnected.
Test 5
A. Key OFF.
B. Connect DMM between positive battery post and known good GND.
Test 6
A. Key OFF.
B. Disconnect 9260 connector.
C. Connect applicable tool from International® Electronic Engine Terminal Test Kit ZTSE4435C to vehicle harness
and leave 9260 connector disconnected.
SPN 628 FMI 12 - ECM Memory Error

Values
Engine Control Module (ECM) Error - Internal ECM Fault Key ON
A/D conversion monitoring
Fault Overview
Fault code sets when the Engine Control Module (ECM) detects an internal memory error within the ECM.
Lamp Reaction
Associated Faults
None
Fault Facts
None

Continuous
Possible Causes
• Failed ECM
(ECM) calibration.
for SPN 628 FMI 12.

Using Electronic Service Tool (EST) with ServiceMaxx™ software, check Diagnostic Yes: Replace Engine
Trouble Code (DTC) list for SPN 628 FMI 12. Control Module (ECM),
628 FMI 12.
Is SPN 628 FMI 12 set after DTC list is cleared? No: Release vehicle to
customer.
End Diagnostic Step

After performing diagnostic step, if SPN 628 FMI 12 remains, verify if step was completed correctly and the proper
SPN 629 FMI 0 - ECM Error - CPU Load Excessively HIGH

Values
Engine Control Module (ECM) ECM CPU load is excessively high Key ON
Central Processing Unit (CPU) load
excessively high detected.
Fault Overview
Fault Code sets when the ECM detects CPU load is excessively high.
Lamp Reaction
Associated Faults
None
Fault Facts
Clear codes, reset ECM, see if fault returns.

Continuous
Possible Causes
• Defective ECM or software.
(ECM) calibration.
for SPN 629 FMI 0.

Using Electronic Service Tool (EST) with ServiceMaxx™, clear fault code. Run drive Yes: Replace Engine
cycle and check for fault code SPN 629 FMI 0 in DTC list. Control Module (ECM),
629 FMI 0.
Did fault code set? No: Go to Step 3.
Step 3 Reprogram ECM. Decision

Using EST with ServiceMaxx™, clear fault code. Run drive cycle and check for fault Yes: Reprogram ECM. After
code SPN 629 FMI 0 in DTC list. repairs are complete, retest
for SPN 629 FMI 0.
Did fault code set? No: Release vehicle to
customer.
End Diagnostic Step

SPN 629 FMI 8 - ECM Error - Engine Off Timer fault

Values
Engine OFF timer is not reading as Engine Control Module (ECM) Key ON
expected. communicates any of following has
occurred:
Sum of engine run time and engine
A. PIC timer is stopped
OFF timer < 86,340 seconds
B. PIC time is invalid
PIC (engine OFF timer) chip is running
C. PIC chip error status detected
D. PIC chip has no power
PIC timer not stopped
Absolute difference of engine OFF
No battery faults on PIC timer
timer count and ECM timer count > 5%
No PIC timer error
Engine OFF timer value lower than
ECM power down time at previous Engine OFF timer value < 86,340
ECM power cycle seconds
Fault Overview
Fault code sets when Engine Control Module (ECM) detects engine OFF timer is not reading as expected.
Lamp Reaction
Associated Faults
None
Fault Facts
ECM Timer Fuse may be an in-line fuse in the engine compartment, see Truck Wiring Diagram for more
information.

Continuous
Possible Causes
• Fuse for engine-off timer
• Circuit fault for engine-off timer

Does EST DTC list show SPN 629 FMI 8 as Active or Pending? No: Go to Intermittent or
Step 2 Check for active fault code after Engine Control Module (ECM) reset. Decision
A. Using EST with ServiceMaxx™ software, clear DTC list. Yes: Go to Step 3.
B. Key OFF. Allow ECM to power down.
C. Key ON.
Does EST DTC list free show SPN 629 FMI 8 as Active or Pending? No: Repair is complete.
Step 3 Check ECM timer fuse. Decision

B. Disconnect ECM timer fuse holder harness connector.
C. Check ECM timer fuse holder connector terminals for damaged or pinched wires;
D. Check ECM timer fuse.

Are ECM timer fuse holder connector, harness and terminals clean and undamaged? No: Repair connector,
connector, harness, or
terminal damage. After
for SPN 629 FMI 8
Step 4 Check for blown ECM timer fuse. Decision

Inspect ECM timer fuse. Yes: Replace ECM timer
fuse and repair short to GND
between ECM pin C-46
and ECM timer fuse. After
repairs are complete, clear
fault code and retest for SPN
629 FMI 8.
Is ECM timer fuse burned out? No: Go to Step 5.
Step 5 Check voltage at terminal block for ECM timer fuse. Decision
Measure voltage between fuse terminal block (9261 side) and known good ground. Yes: Repair Open circuit
between terminal block and
ECM terminal C-46. After
for SPN 629 FMI 8.
Is B+ voltage present at ECM timer fuse? No: Repair Open between
terminal block and truck
wiring harness. After repairs
629 FMI 8.

After performing diagnostic steps, if SPN 629 FMI 8 remains, verify if each step was completed correctly and the proper
SPN 629 FMI 12 - ECM Internal chip Error

Values
Comparison of Actual vs. Estimated Absolute Value of {Actual Engine Key ON
engine speed Speed MINUS Engine Speed
Called by Processor Monitoring as
calculated from a Software Timer
Error of Engine Control Module's Non a subroutine on demand
(n_32_sub_mon)} / {Actual Engine
Volatile Memory (NVRAM write error)
Speed} > 0.101 (ratio)
Engine Control Module Self Test
Engine Control Unit indicates a
for Hardware Error
Hardware error in Non Volatile Memory
Processor Monitoring
Hardware Error in the ATIC_35
Chip detected
Hardware Error in the ATIC_39

Chip detected
This error is set in if one

of the following is true:
1. Error in Engine
Control Module Self Test
2. RAM Error in the Micro Controller
3. ROM Error in the Micro Controller
4. Pendrive check error
Fault Overview
Fault code sets when Engine Control Module (ECM) detects an internal chip error within ECM.
Lamp Reaction
Associated Faults
None
Fault Facts
Clear faults, reset ECM, see if faults remain cleared

Continuous
Possible Causes
• Failed ECM
(ECM) calibration.
for SPN 629 FMI 12.

Using Electronic Service Tool (EST) with ServiceMaxx™, clear fault code. Run drive Yes: Replace Engine
cycle and use EST with ServiceMaxx™ to check DTC list for fault code. Control Module (ECM),
Does code set?
are completed, retest for
SPN 629 FMI 12.
No: Diagnostics complete.
End Diagnostic Step

SPN 1136 FMI 0 - ECM Error - over temperature

Values
ECM Error - over temperature ECM temperature greater than Key ON
expected
Fault Overview
Lamp Reaction
Associated Faults
Fault Facts

Possible Causes
• External heat source
• Failed ECM
(ECM) calibration.
for SPN 1136 FMI 0.

1136 FMI 0.

SPN 1387 FMI 31 - Altitude Reference Adder Fault

Altitude Reference Adder [Absolute value of difference Key ON
Strategy (ARA) General Fault between Barometric Pressure
{Comparison of Engine Exhaust and Engine Intake Manifold 1
Gas Pressure with Engine Pressure > 30 kPa Battery Voltage > 9 Volts AND < 16 Volts
Intake Manifold 1 Pressure and
AND Absolute value of difference [1. Engine Speed < 50 RPM
Barometric Pressure}
between Engine Exhaust Gas
2. Engine Fuel Mass Command < 10 mg/stk
Pressure and Barometric
Pressure > 30 kPa 3. Engine Wastegate Actuator Position
Command < 100 %
between Engine Exhaust Gas 4. Engine Throttle position < 10 %
Pressure and Engine 1 Intake
5. Engine Exhaust Gas Recirculation
Manifold Pressure > 30 kPa
Valve Position Command < 40 %
Position Command] < 100 %
through (5) - mentioned above are
satisfied] > 2 seconds

< 100 mg/stk
SPN / FMI 108/3,108/4,

1209/3,1209/4,102/3, and 102/4
are NOT active
Fault Overview
Fault sets when Engine Control Module (ECM) determines that it has exceeded 98% CPU load.
Lamp Reaction
Associated Faults
• SPN 102 FMI 2, 3, 4, 7, • SPN 108 FMI 2, 3, and 4 • SPN 628 FMI 12 (ECM) • SPN 629 FMI 12 (ECM)
16, and 18 (IMP) (BARO)
• SPN 1209 FMI 0 and 7 • SPN 1209 FMI 1, 3, and 4
(AMS) (EBP)
Fault Facts

Continuous
Possible Causes
• Barometric Absolute Pressure (BARO), Exhaust Back Pressure (EBP), and Intake Manifold Pressure (IMP)
do not agree
• Biased, damaged, or failed BARO (ECM), EBP, or IMP sensor
• Biased, failed, or damaged actuator PWR circuit

1387 FMI 31.

Step 3 Inspect connections at Exhaust Back Pressure (EBP) and Intake Manifold Decision
Pressure (IMP) sensor connectors.
A. Key OFF. Yes: Return vehicle to
customer.
B. Disconnect EBP and IMP sensor connectors.
C. Check EBP and IMP sensor and connector terminals for: damaged or pinched
wires; moisture or corroded terminals; loose, bent, or broken pins; or broken
connector housing.
Are EBP and IMP sensor connector, harness, and terminals clean and undamaged? No: Repair connector,
SPN 1387 FMI 31.

ECT1 Sensor (Engine Coolant Temperature 1)

Overview of ECT1 Sensor Group
SPN FMI Description

110 2 ECT1 signal erratic, intermittent, or incorrect (page 1035)
110 3 ECT1 signal Out of Range HIGH (page 1040)
110 4 ECT 1 signal Out of Range LOW (page 1046)
110 17 ECT1 stuck in range Low (page 1050)
110 18 Engine Coolant System below closed loop minimum temperature (page 1055)
1659 20 ECT1 below expected: Check Thermostat (page 1060)
Overview
The Engine Coolant Temperature 1(ECT1) sensor provides a feedback signal to the Engine Control Module
(ECM) indicating engine coolant temperature. During engine operation, the ECM will monitor the ECT1 signal to
control the following features: Engine Warning and Protection System (EWPS); Cold Ambient Protection (CAP);
Idle Shutdown Timer (IST); Cold idle advance; and Coolant compensation
The EWPS is an optional feature that can be enabled or disabled. When the EWPS is enabled, the operator is
warned of an overheat condition and, if programmed, will shutdown the engine.
Figure 378 ECT1 Sensor Location

1. ECT1 sensor
SPN 110 FMI 2 - ECT1 signal erratic, intermittent, or incorrect

Engine Coolant Temperature Difference between ECT1 and other Key ON
1 (ECT1) does not agree with temperature sensors > 59°F (15°C)
other sensors
≥ -40°F (-40°C)
CACOT, TC2CIT, IMT, IAT, and EOT are

Fault Overview
ECM Compares Engine Coolant Temperature 1 (ECT1) sensor to Intake Air Temperature (IAT), Turbocharger
2 Compressor Intake Temperature (TC2CIT), Charge Air Cooler Outlet Temperature (CACOT), Intake Manifold
Temperature (IMT), and Engine Oil Temperature (EOT) sensors at Key ON after a cold soak.
Lamp Reaction
Associated Faults
SPN 110 FMI 3 and 4

(ECT1)
Fault Facts
None

Continuous (After Cold Soak)
Possible Causes
• High resistance in ECT1 circuit
• Failed ECT1 sensor


110 FMI 2.


Step 3 Inspect connections at Engine Coolant Temperature 1 (ECT1) connector. Decision

Tests .
B. Disconnect ECT1 connector.
C. Check ECT1 and connector terminals for: damaged or pinched wires; moisture or
Are ECT1 connector, harness, and terminals clean and undamaged?

SPN 110 FMI 2.
Figure 379 Engine Coolant Temperature 1 (ECT1) Sensor Circuit Diagram
Tools Required
Figure 380 Test 1 Signal Circuit Check
Test 1 Setup
A. Key OFF.
B. Disconnect Engine Coolant Temperature 1 (ECT1) sensor.
C. Connect Breakout Harness ZTSE4602 to vehicle harness connector and leave ECT1 sensor disconnected.
Using EST with ServiceMaxx™ software, monitor engine 302 ± 10°F (150 ± -12.2°C)
coolant temperature.
Decision
Is temperature 302 ± 10°F (150 ± -12.2°C)? Yes: Replace ECT1 sensor. After repairs are complete,
No: Go to Test 2.
Figure 381 Test 2 ECT1 Signal Circuit Check
Test 2 Setup
A. Key OFF.
B. Disconnect Engine Coolant Temperature 1 (ECT1) sensor.
C. Connect Breakout Harness ZTSE4602 to vehicle harness connector and leave ECT1 sensor disconnected.
coolant temperature.
Decision
Is temperature 302 ± 10°F (150 ± -12.2°C)? Yes: Replace SIG GND circuit between EGT pin-1 and
110 FMI 2.
No: Replace SIG circuit between EGT pin-2 and ECM pin
E-33. After repairs are complete, retest for SPN 110 FMI 2.

SPN 110 FMI 3 - ECT1 Signal Out of Range HIGH

Engine Coolant Temperature 1 ECT1 sensor voltage > 4.80 Volts Key ON
(ECT1) sensor signal reading is
Fault Overview
Fault code sets when Engine Control Module (ECM) detects ECT1 signal is greater than 4.80 volts.
Lamp Reaction
Associated Faults
None
Fault Facts
None

Continuous
Possible Causes
• ECT1 signal circuit Open
• ECT1 signal circuit short to PWR


Step 2 Inspect connections at ECT1 sensor. Decision

(SPN 110 FMI 3).
B. Disconnect ECT1 sensor connector.
C. Check ECT1 sensor and connector terminals for damaged or pinched wires;
Are the ECT1 sensor, connector, harness, and terminals clean and undamaged?
110 FMI 3.
Figure 382 ECT1 Sensor Circuit Diagram
Tools Required
Figure 383 Test 1 ECT1 Sensor Circuit Check
Test 1 Setup
A. Key OFF.
B. Connect Breakout Harness ZTSE4602 to vehicle harness and leave Engine Coolant Temperature 1 (ECT1)
C. Key ON.
Use a Digital Multimeter (DMM) to measure voltage < 6 volts
between Breakout Harness ZTSE4602 pin-2 and known
good ground.
Decision
Is voltage greater than 6 volts? Yes: Repair short to power between ECT1 pin-2 and
No: Go to Test 2.
Test 2 Setup
A. Key OFF.
B. Connect Breakout Harness ZTSE4602 to vehicle harness and leave ECT1 sensor disconnected.
E. Key ON. Log in to ServiceMaxx™
Using EST with ServiceMaxx™, clear Diagnostic Trouble SPN 110 FMI 4 sets in DTC list.
Code (DTC) list.
Decision
Does SPN 110 FMI 4 set after DTC list is cleared? Yes: Replace ECT1 sensor. After repairs are complete,
No: Go to Step 3.
Test 3 Setup
A. Key OFF.
B. Connect Breakout Harness ZTSE4602 to vehicle harness and leave ECT1 sensor disconnected.
C. Using Breakout Harness ZTSE4498, short pin-2 of Breakout Harness ZTSE4602 to ground.
D. Connect EST to vehicle Diagnostic Connector.
E. Key ON. Log in to ServiceMaxx™
Using EST with ServiceMaxx™, clear DTC list. SPN 110 FMI 4 sets in DTC list.
Decision
Does SPN 110 FMI 4 set after DTC list is cleared? Yes: Repair Open between ECT1 pin-1 and ECM pin E-28.
No: Repair Open between ECT1 pin-2 and ECM pin E-33.

SPN 110 FMI 4 - ECT1 signal Out of Range LOW

Engine Coolant Temperature 1 Sensor Engine Coolant Temperature 1 Sensor Key ON
Signal Out of Range Low Voltage
< 0.17 Volts (> 162.5 °C)
Fault Overview
Fault code sets when Engine Control Module (ECM) detects that Engine Coolant Temperature 1 (ECT1) sensor
signal voltage is less than .17 volts.
Lamp Reaction
Malfunction Indicator Lamp (MIL) will illuminate when this fault is detected during two consecutive drive cycles
Associated Faults

(VREF 1)
Fault Facts
None

Continuous
Possible Causes
• ECT1 circuit short to GND


FMI 4.
Step 2 Inspect connections at Engine Coolant Temperature 1 (ECT1) sensor. Decision

A. Key OFF. Yes: Perform pin-point tests.
110 FMI 4.
Figure 386 ECT1 Sensor Circuit Diagram
Tools Required
Test 1 Setup
A. Key OFF.
B. Disconnect Engine Coolant Temperature 1 (ECT1) electrical connector.
D. Key ON. Log into ServiceMaxx™ software.
Decision
Does SPN 110 FMI 3 set after DTC list is cleared? Yes: Replace ECT1 sensor. After repairs are complete,
No: Repair short to GND between ECT1 connector pin-2
and ECM pin E-33. After repairs are complete, retest for
SPN 110 FMI 4.

SPN 110 FMI 17 - ECT1 stuck in range Low

Engine Coolant Temperature stuck Engine coolant temperature Key ON
in Range Low monitor < 104°F (40°C)
Modeled Engine Coolant Temp ≥
104°F (40°C)
Engine Coolant Temperature at Engine

Startup ≥ 104°F (40°C)
Engine Air Intake Temperature ≥

-40°F (-40°C)
Engine Run Mode Active Timer >

120 seconds
Exhaust Brake Position Control ≤ 99.97%
NOT [{1. Mass of Fuel ≤ 28 mg/stk
AND 2. Engine Speed} ≤ 740 RPM
Condition 1 and 2 listed Above True

for at least] ≥ 300 seconds
Ambient Pressure {Calibrated Out} >

1.07 psi (7.363 kPa)
Cold Ambient protection Mode Not active
NOT in active regeneration
PTO Mode NOT Active
[{Percentage time spent below ≤ 740 RPM
within a drive cycle} < 0.35 * 100%
OR {Cumulative time spent below

≤ 740 RPM
within a drive cycle] <300 seconds
SPN / FMI 132/3, 132/4, 132/0, 132/1,

172/3, 172/4, 172/2, 1173/2, 2630/2, 108/3,
108/4, 4765/3, 4765/4, 110/3, 110/4, 110/2,
175/3, 1754, 175/2, 164/0, 164/3, 164/4,
651/4, 651/5, 652/4, 652/5, 653/4, 653/5,
654/4, 654/5, 655/4, 655/5, 656/4, 656/5,
5395/0, 5395/1, 1173/16, 651/14, 652/14,
653/14, 654/14, 655/14, 656/14, 1323/31,
1324/31, 1325/31, 1326/31, 1327/31,
1328/31, 1322/31, 110/18, 4257/0, 4257/1,
164/16, and 164/18 are NOT Active
Fault Overview
Fault sets when Engine Control Module (ECM) determines Engine Coolant Temperature 1 (ECT1) is stuck in
Range Low monitor.
Lamp Reaction
Associated Faults
SPN 110 (ECT1)
Fault Facts
None

Continuous
Possible Causes
• Thermostat stuck open
• Engine fan stuck on
• EFC short to GND
• Failed ECT1


110 FMI 17.
Step 2 Check coolant level Decision

Perform visual inspection of deaeration tank level. Yes: Go to Step 3.
Is deaeration tank level between Cold level and Hot level?

No: Fill or drain
deaeration tank to
operating level. After
17.
Step 3 Check for failed Engine Coolant Temperature 1 (ECT1) Decision

Start and run engine. Using Digital IR Thermometer, ZTSE4799, measure ECT1 temperature Yes: Go to Step 4.
sensor reading.
Is thermometer reading within 10°F (-12.2°C) of ECT1 reading?

No: Replace ECT1
110 FMI 17.
Step 4 Decision
With engine running, using Digital IR Thermometer, ZTSE4799, measure upper radiator Yes: Perform Pin-Point
hose temperature after thermostat has opened and compare to ECT1 sensor reading. Tests.
Is thermometer reading on upper radiator hose within 5°F (-15°C) of ECT1 reading after
thermostat opens?
No: Replace thermostat.
After repairs are
SPN 110 FMI 17.

Tools Required
• Breakout Harness ZTSE4908 (EFAN)

Figure 387 Test 1 Engine Fan Relay Circuit Voltage Check
Test 1 Setup
A. Key OFF.
B. Connect Breakout Harness ZTSE4908 to relay vehicle harness connector and leave Engine Fan Relay
disconnected.
C. Key ON.
Decision
Is voltage less than 0.5 volts? Yes: Diagnose fan clutch (See cooling system diagnostic
manual. After repairs are complete, retest for SPN 110
FMI 17.
No: Repair Short to GND between Engine Fan Relay
pin-85 and Engine Control Module (ECM) pin C-58. After

SPN 110 FMI 18 - Engine Coolant System below closed loop minimum Temperature

Minimum closed-loop coolant Engine coolant temperature Key ON
temperature not reached < 68°F (20°C)
Modeled Engine Coolant Temp>
68°F (20°C)
Engine Coolant Temperature at Startup

{Calibrated Out} ≤ 68°F (20°C)

-40°F (-40°C)

120 seconds
Exhaust Brake Position Control≤ 99.97%
Ambient Pressure {Calibrated out} >

1.07 psi (7.363 kPa)
Accumulated power {Calibrated Out}

> -100 joules/second

PTO Mode NOT Active
within a drive cycle} < 0.35 *100%

≤ 740 RPM
within a drive cycle] < 300 seconds
SPN / FMI 132/3, 132/4, 132/0, 132/1,

172/3, 172/4, 172/2, 1173/2, 2630/2, 108/3,
108/4, 4765/3, 4765/4, 110/3, 110/4, 110/2,
175/3, 1754, 175/2, 164/0, 164/3, 164/4,
651/4, 651/5, 652/4, 652/5, 653/4, 653/5,
654/4, 654/5, 655/4, 655/5, 656/4, 656/5,
5395/0, 5395/1, 1173/16, 651/14, 652/14,
653/14, 654/14, 655/14, 656/14, 1323/31,
1324/31, 1325/31, 1326/31, 1327/31,
1328/31, 1322/31, 4257/0, 4257/1, 164/16,
Fault Overview
Fault sets when minimum closed-loop coolant temperature of less than 68°F (20°C) is not reached.
Lamp Reaction
Associated Faults
SPN 110 FMI 17 (ECT1)
Fault Facts
None

Continuous
Possible Causes
• Thermostat stuck open
• Engine fan stuck on
• EFC Short to GND
• Failed ECT1

Code (DTC) list for Associated Fault(page 1056).
Is EST DTC list free of Associated Fault?

Fault. After repairs are
110 FMI 17.


No: Fill or drain
deaeration tank to
17.

sensor reading.
Is thermometer reading within 10°F of ECT1 reading?

No: Replace ECT1
110 FMI 17.
Step 4 Decision
Is thermometer reading on upper radiator hose within 5°F of ECT1 reading after thermostat
opens?
After repairs are
SPN 110 FMI 17.

Tools Required
Test 1 Setup
A. Key OFF.
disconnected.
C. Key ON.
Use DMM to measure voltage between Breakout Harness < 0.5 volts
Decision
FMI 18.

SPN 1659 FMI 20 - ECT1 below expected: Check Thermostat

Thermostat Monitor: Time Engine Coolant Temperature Key ON
to warm-up < 160°F (71°C)
Modeled Engine Coolant Temp >
180°F (82.11°C)

19.4°F (-7°C)
Engine Speed ≥ 0 RPM
Engine Coolant Temperature at Engine

Startup ≥ 15.5°F (-9.16°C) AND ≤
127.1°F (52.84°C)
Ambient Pressure > 10.7 psi (73.63 kPa)

120 seconds
Exhaust Brake Position Control ≤ 99.97%
Accumulated power {Calibrated Out}

> -100 joules/second


≤ 740 RPM
PTO Mode NOT Active
Intake Air Heater OFF
SPN / FMI 132/3, 132/4, 132/0, 132/1,

172/3,4, 172/2, 1173/2, 2630/2, 108/3,4,
4765/3,4, 110/3,4, 110/2, 175/3,4, 175/2,
164/0, 164/3,4, 651/4, 651/5, 652/4, 652/5,
653/4, 653/5, 654/4, 654/5, 655/4, 655/5,
656/4, 656/5, 5395/0, 5395/1, 1173/16,
651/14, 652/14, 653/14, 654/14, 655/14,
656/14, 1323/31, 1324/31, 1325/31,
1326/31, 1327/31, 1328/31, 1322/31,
110/18, 4257/16, 4257/18, 164/16, 164/18,

and 110/17 are NOT Active
Fault Overview
Lamp Reaction
Associated Faults
SPN 110 (ECT1)
Fault Facts
None

Road Test
Possible Causes
• Thermostat stuck Open
• Engine fan stuck ON
• EF short to GND
• Failed ECT1


1659 FMI 20.


No: Fill or drain
deaeration tank to
20.

sensor reading.
Is thermometer reading within 10°F (-12.2°C) of ECT1 reading?

No: Replace ECT1
1659 FMI 20.
Step 4 Decision
Is thermometer reading on upper radiator hose within 5°F (-15°C) of ECT1 reading after
thermostat opens?
After repairs are
SPN 1659 FMI 20.

Tools Required
Test 1 Setup
A. Key OFF.
disconnected.
C. Key ON.
Use DMM to measure voltage between Breakout Harness < 0.5 volts
Decision
FMI 20.

EFP (Engine Fuel Pump)

Overview of EFP Group
SPN FMI Description

94 0 Fuel Delivery Pressure above Critical (page 1066)
94 1 Fuel Delivery Pressure below Critical (page 1068)
931 3 EFP short to PWR (page 1070)
931 4 EFP open load / circuit or short to GND (page 1072)
Overview
Engine Fuel Pump (EFP) supplies fuel to engine at approximately 90 psi (620 kPa). Engine Control Module
(ECM) drives fuel supply pump directly, using H-Bridge driver.
Fuel Delivery Pressure (FDP) sensor is only capable of measuring up to 75 psi (517 kPa) of pressure, even
though fuel pressure normally operates at 90 psi (621 kPa).
SPN 94 FMI 0 - Fuel Delivery Pressure above Critical

Values
Fuel Delivery Pressure (FDP) is FDP > 120 psi (827 kPa) Key-On Engine-Running (KOER)
Fault Overview
Fault code sets when Fuel Delivery Pressure (FDP) is greater than 120 psi (827 kPa).
Lamp Reaction
No Lamp Reaction.
Associated Faults
SPN 94 FMI 3 and 4 (FDP)
Fault Facts
This fault is used to detect installation of a 2010 [0 - 75 psi (0 - 517 kPa)] FDP sensor in a 2013+ [0 - 135 psi (0
- 931 kPa)] engine.

Possible Causes
• Incorrect FDP sensor installed


FMI 0.
Step 2 Monitor FDP sensor value using EST with ServiceMaxx™. Decision
A. Key-On Engine-Running (KOER). Yes: Replace FDP sensor
with correct part number for
B. Using Electronic Service Tool (EST) with ServiceMaxx™ software, monitor
engine. After repairs are
FDP sensor value.
FMI 0.
Is FDP steady and above 120 psi (827 kPa)?
No: Retest for SPN 94 FMI
0.

SPN 94 FMI 1 - Fuel Delivery Pressure below Critical

Fuel Delivery Pressure (FDP) below FDP < 30 psi in 10 seconds Key-On Engine-Running (KOER)
critical.
Fault Overview
Fault code sets when Electronic Control Module (ECM) detects that Fuel Delivery Pressure (FDP) is below 30
psi (207 kPa).
Lamp Reaction
Associated Faults
• SPN 931 FMI 4 (EFP) • SPN 94 FMI 18 (FDP)
Fault Facts
ICP is limited with this fault.

Continuous
Possible Causes
• Recent fuel system service requiring priming
• Vehicle unused for long period of time requiring priming
• Diesel fuel
• Failed Fuel Pressure Regulator (FPR)
• Low fuel level in either tank (defective fuel level gauge or transfer pump)
• Restricted fuel supply line
• Restricted pickup tube in fuel tank
• Failed or incorrectly installed secondary fuel filter
• Failed Engine Fuel Pump (EFP)
• EFP circuit Open or high resistance
• EFP GND circuit Open


FMI 1.
Step 2 Check Fault Code Status Decision

Using Electronic Service Tool (EST) with ServiceMaxx™ software, check Diagnostic Yes: Go to Fuel Fuel
Trouble Code (DTC) list for SPN 94 FMI 1 (EFP). Delivery Pressure symptom
(page 120).
Is SPN 94 FMI 1 pending or active?

retest SPN 94 FMI 1.

SPN 931 FMI 3 - EFP short to PWR

Values
Engine Fuel Pump (EFP) Power Diagnostic input Pin E-69 is set to 1 Key ON
Supply Circuit Shorted to High Source
Fuel Pump relay has been
commanded off by Engine Control
Module (ECM) for time ≥ 2 seconds
Fault Overview
Lamp Reaction
Associated Faults
Fault Facts

Key ON Engine OFF (fuel pump commanded OFF)
Possible Causes
• Relay stuck ON
• Relay control wire shorted to GND
• Relay output SCB

(page 120).


SPN 931 FMI 4 - EFP open load / circuit or short to GND

Values
Engine Fuel Pump (EFP) Power Diagnostic input Pin E-69 is set Key ON
Supply Circuit Shorted to Low to 0 {No Voltage}
Fuel Pump relay has been
Source or Open
commanded on by Engine Control
Module for time ≥ 2 seconds
Fault Overview
Fault sets when Engine Control Module (ECM) Engine Fuel Pump (EFP) power supply circuit is Shorted to low
source or Open.
Lamp Reaction
Associated Faults
None
Fault Facts
None

Key ON and fuel pump commanded ON.
Possible Causes
• Fuel Pump relay open contacts
• Open wire from B+ to relay or Blown fuse
• Relay control wire open circuit
• EFP power wire open circuit
• EFP monitoring wire open circuit

(page 120).

No: Repair SPN SPN 931
FMI 4. After repairs are
complete, retest SPN 931
FMI 4.

EGR Actuator (Exhaust Gas Recirculation)

Overview of EGR Actuator Sensor Group
SPN FMI Description

27 0 EGRP fault: over temperature (page 1076)
27 14 EGR internal circuit failure (page 1078)
2791 2 EGR feedback communication fault (page 1080)
2791 3 EGRV supply voltage is too HIGH (page 1089)
2791 4 EGRV supply voltage is too LOW (page 1091)
2791 7 EGR Valve unable to achieve commanded position (page 1095)
2791 8 EGR valve not receiving ECM PWM signal (page 1097)
2791 12 EGR Valve Internal self test fault (page 1106)
2791 14 EGR Valve did not seat (page 1108)
4752 4 EGR Cooler Efficiency: EGR Outlet Temp above expected (page 1110)
Overview
Nitrogen Oxides (NOx) in atmosphere contribute to production of smog. NOx is formed in engines when
temperatures in combustion chamber get too hot.
Exhaust Gas Recirculation (EGR) system is used to reduce amount of NOx created by the engine. EGR
valve directs some exhaust into intake stream to dilute air-fuel mixture in the combustion chamber. This slows
combustion and reduces formation of NOx.
Figure 390 Exhaust Gas Recirculation (EGR) Actuator Sensor Group Location
1. EGR Valve
SPN 27 FMI 0 - EGRP fault: over temperature

EGRP fault: over temperature TBD TBD
Fault Overview
Fault sets when Engine Control Module (ECM) senses Exhaust Gas Recirculation Valve Position (EGRP)
temperature is too high.
Lamp Reaction
Associated Faults
None
Fault Facts
None

Road Test
Possible Causes
• Failed EGR valve
Step 1 Perform Exhaust Gas Recirculation (EGR) Valve Operational Test Decision
Using Electronic Service Tool (EST) with ServiceMaxx™ software. Yes: System OK. After
C. Key ON, perform Exhaust Gas Recirculation (EGR) Valve Operational Test(page
2271).
Did EGR pass operational test with no fault codes?

No: Replace EGR
27 FMI 0.

SPN 27 FMI 14 - EGR internal circuit failure

Engine Exhaust Gas Recirculation Position Sensor Output as indicated Key ON
Valve Position sensor circuit faults by all 3 Hall effect sensors = {Please
as indicated by smart actuator refer to additional documentation
for more details}
Continuously at Low position OR

Continuously at High Position
Fault Overview
Fault sets when Engine Control Module (ECM) determines Exhaust Gas Recirculation (EGR) valve is not
functioning properly when initialized.
Lamp Reaction
Associated Faults
SPN 2791 FMI 7 (EGR)
Fault Facts

Continuous
Possible Causes
• EGR valve unable to seat closed
• Stuck or sticking EGR valve


27 FMI 14.



Are EGR valve connector, harness, and terminals clean and undamaged?
SPN 27 FMI 14.

Are there any active SPN 2791 or SPN 27 fault codes active?
27 FMI 14.
No: System OK.

SPN 2791 FMI 2 - EGR feedback communication fault

Values
Engine Exhaust Gas Recirculation Rising edge is not detected on Pulse Key ON
(EGR) valve communication fault Width Modulation (PWM) EGR valve
feedback line for time > 0.0057
seconds
Fault Overview
Fault sets when Engine Control Module (ECM) fails to detect rising edge of a response pulse on Exhaust Gas
Recirculation (EGR) position signal line within 0.0057 seconds following commanded position change.
Lamp Reaction
Associated Faults
None
Fault Facts
None

Continuous
Possible Causes
• Exhaust Gas Recirculation Position (EGRP) circuit open
• EGRP circuit shorted to ground
• Actuator (ACT) power circuit open or blown fuse
• ACT power circuit shorted to ground
• Failed Exhaust Gas Recirculation (EGR) valve

Does EST DTC list free show SPN 2791 FMI 2 as active?

SPN 2791 FMI 2.
Step 3 Inspect connections at Turbocharger 2 Wastegate (TC2WG). Decision

Tests.
B. Disconnect TC2WG connector.
C. Check TC2WG and connector for: damaged or pinched wires; corroded terminals;
loose, bent, or broken pins; or broken connector housing.
Are TC2WG connector, harness, and terminals clean and undamaged?

SPN 2791 FMI 2.
Figure 391 Exhaust Gas recirculation (EGR) Valve Circuit Diagram
Tools Required
• Interface cable (RP1210B-compliant, supporting J1939 and J1708)
Figure 392 Test 1 Exhaust Gas Recirculation (EGR) Valve Voltage Check
Test 1 Setup
A. Key OFF.
B. Connect Breakout Harness ZTSE6016 to vehicle harness connector and leave Exhaust Gas Recirculation
(EGR) valve disconnected.
Decision
No: Repair short to power between EGR valve connector
pin-1 and Engine Control Module (ECM) Chassis 76-pin
connector pin C-26. After repairs are complete, retest for
SPN 2791 FMI 2.
Test 2 Setup
A. Key OFF.
Use DMM to measure voltage between Breakout Harness Greater than 4.5 volts
Decision
Is voltage greater than 4.5 volts? Yes: Go to Test 4.
No: Go to Test 3.
Figure 394 Test 3 Exhaust Gas Recirculation (EGR) Valve Resistance Check
Test 3 Setup
A. Key OFF.
Decision
Is resistance greater than 1000 ohms? Yes: Repair open circuit EGR valve connector pin-1 and
Engine Control Module (ECM) Chassis 76-pin connector
pin C-26. After repairs are complete, retest for SPN 2791
FMI 2.
No: Repair short to ground between EGR valve connector
pin-1 and ECM Chassis 76-pin connector pin C-26. After
Test 4 Setup
A. Key OFF.
B. Disconnect Turbocharger 2 Wastegate (TC2WG) vehicle harness connector and leave wastegate disconnected.
C. Connect Breakout Harness ZTSE6016 to vehicle harness connector and leave Exhaust Gas Recirculation
Decision
Is voltage greater than 9 volts? Yes: Go to Test 6.
No: Go to Test 5.
Figure 396 Test 5 Exhaust Gas Recirculation (EGR) Valve Resistance Check
Test 5 Setup
A. Key OFF.
B. Disconnect Turbocharger 2 Wastegate (TC2WG) vehicle harness connector and leave wastegate disconnected.
C. Connect Breakout Harness ZTSE6016 to vehicle harness connector and leave Exhaust Gas Recirculation
Decision
Is resistance greater than 1000 ohms? Yes: Repair open or blown fuse between Actuator Power
(ACT PWR) relay pin-87 and EGR valve connector pin-4.
No: Repair short to ground between ACT PWR relay
pin-87 and EGR valve connector pin-4. After repairs are
Test 6 Setup
A. Key OFF.
B. Connect Turbocharger 2 Wastegate (TC2WG) vehicle harness connector to wastegate.
C. Connect Exhaust Gas Recirculation (EGR) valve vehicle harness connector to EGR valve.
D. Connect Electronic Service Tool (EST) to Diagnostic Connector (page 2124).
Perform EGR Valve Operation Verification Test. (page Faults clear
2271)
Decision
Do faults clear? Yes: Go to Intermittent or Inactive Fault Diagnostic
No: Replace EGR valve. After repairs are complete, retest
for SPN 2791 FMI 2.

SPN 2791 FMI 3 - EGRV supply voltage is too HIGH

EGR Valve supply voltage [Voltage Supply to EGR Valve Key ON
> 18 Volts
for time =] 5 seconds
Fault Overview
This fault sets when Exhaust Gas Recirculation (EGR) valve receives a voltage supply of greater than 18 volts
for 5 seconds.
Lamp Reaction
Associated Faults
None
Fault Facts
This fault sets when Exhaust Gas Recirculation (EGR) valve receives a voltage value that is greater than 18
volts. This is NOT an EGR valve problem; it is a voltage supply problem.

Continuous
Possible Causes
• Charging system over voltage
• Use of battery charger on boost mode

Using Electronic Service Tool (EST) with ServiceMaxx™ software. Key ON, start engine, Yes: Repair charging
measure battery voltage. system. After repairs are
Is battery voltage greater than 18 volts?
2791 FMI 3.
No: System OK. After
3.

SPN 2791 FMI 4 - EGRV supply voltage is too LOW

EGR Valve supply voltage [Voltage Supply to EGR Valve Key ON
< 8 Volts
for time =] 13 seconds
Fault Overview
This fault sets when Exhaust Gas Recirculation (EGR) valve receives a voltage supply of less than 8 volts for
13 seconds.
Lamp Reaction
Associated Faults
None
Fault Facts
This fault sets when Exhaust Gas Recirculation (EGR) valve receives a voltage value that is less than 8 volts.
This is NOT an EGR valve problem; it is a voltage supply problem.

Continuous
Possible Causes
• Low charging system voltage
• High resistance in ACT PWR circuit or relay
• High resistance in ACT GND circuit

Using Electronic Service Tool (EST) with ServiceMaxx™ software. Key ON, start engine, Yes: Repair charging
measure battery voltage. system. After repairs are
Is battery voltage less than 8 volts?
2791 FMI 4.
No: Perform pin-point
tests.
Figure 397 Exhaust Gas Recirculation (EGR) Circuit Diagram
Tools Required
Figure 398 Test 1 Exhaust Gas Recirculation (EGR) Circuit Check
Test 1 Setup
A. Key OFF.
B. Disconnect Exhaust Gas Recirculation (EGR) connector.
C. Connect Breakout Harness ZTSE4948 to vehicle harness, leave EGR disconnected.
D. Key ON.
Decision
Is voltage less than 8 volts? Yes: Repair high resistance in power circuit between pin-4
and ACT PWR relay. After repairs are complete, retest
for SPN 2791 FMI 4.
No: Repair high resistance in ground circuit between pin-3
and ACT GND circuit. After repairs are complete, retest
for SPN 2791 FMI 4.

SPN 2791 FMI 7 - EGR Valve unable to achieve commanded position

Values
Exhaust Gas Recirculation (EGR) EGR valve motor duty cycle (motor Key ON
valve control feedback error. duty cycle is calculated internally
3 attempts per key cycle
based on desired and actual EGR
valve position) > 95% for 3 seconds
continuously
Fault Overview
Fault code sets when Engine Control Module (ECM) determines Exhaust Gas Recirculation (EGR) valve is Not
functioning properly when commanded.
Lamp Reaction
Associated Faults
SPN 2791 FMI 2, 3, 4, 8,

and 14 (EGR)
Fault Facts
This fault is also used to detect EGR valve positive and negative deviation faults.

Continuous
Possible Causes
• Exhaust Gas Recirculation (EGR) valve motor internal duty cycle > 95 %
• EGR valve motor stuck
• Deposits on EGR valve
• Stuck or sticking EGR valve


2791 FMI 7.

Are EGR Valve connector, harness, and terminals clean and undamaged?
2791 FMI 7.
Step 3 Test for proper Exhaust Gas Recirculation (EGR) valve operation. Decision
Perform EGR Valve Operation Verification Test (page 2271). Yes: Replace EGR valve.
Notify supervisor for further
Is SPN 2791 FMI 7 Pending or Active in DTC list?
action.
No: Fault no longer present
at this time. After repairs
SPN 2791 FMI 7.

SPN 2791 FMI 8 - EGR valve not receiving ECM PWM signal

PWM duty cycle from Engine [PWM duty cycle command to Key ON
Control Module to Smart EGR Valve EGR Valve controller < 4.001%
Controller: Signal Failure OR > 97% for 1 second
[PWM frequency command to Key ON
EGR Valve controller < 175 Hz
OR > 325 Hz for 1 second
Fault Overview
Fault sets when a failure of the PWM duty cycle signal from Engine Control Module (ECM) to Exhaust Gas
Recirculation (EGR) valve controller.
Lamp Reaction
Associated Faults
None
Fault Facts
None

Continuous
Possible Causes
• ACT PWR relay remaining on with Key-Off
• EGRVC wire open
• EGRVC wire short to GND
• EGRVC short to PWR
• Failed Exhaust Gas Recirculation (EGR) valve

Using Electronic Service Tool (EST) with ServiceMaxx™ software. Key ON, check Diagnostic Yes: Perform pinpoint
Trouble Code (DTC) list for SPN 2791 FMI 8. tests.


Tools Required
Figure 399 Test 1 Exhaust Gas Recirculation (EGR) connector Circuit Voltage Check
Test 1 Setup
A. Key OFF.
C. Connect Breakout Harness ZTSE4948 to vehicle harness and leave EGR connector disconnected.
D. Measurements will be made with key OFF.
Decision
No: Go to Test 2.
Test 2 Setup
A. Key OFF.
Decision
Is voltage B+ ± 0.5 volts? Yes: Repair Short circuit to PWR in EGRVC circuit between
EGR pin-2 and Engine Control Module (ECM) pin E-71.
No: Go to Test 3.
Test 3 Setup
A. Key OFF.
D. Key ON.
Decision
Is voltage B+ ± 0.5 volts? Yes: Repair Short circuit to PWR in EGRVC circuit between
No: Go to Test 4.
Figure 402 Test 4 Exhaust Gas Recirculation (EGR) connector % Duty Cycle
Test 4 Setup
A. Key OFF.
D. Use DMM set to % duty cycle to measure duty cycle.
E. Key ON.
Using DMM measure % duty cycle between Breakout Duty cycle 5 to 95%
Decision
Is duty cycle between 5 and 95%? Yes: Replace EGR valve. After repairs are complete,
No: Repair Open circuit to PWR in EGRVC circuit between
Figure 403 Test 5 ACT PWR relay connector Circuit Voltage Check
Test 5 Setup
A. Key OFF.
B. Disconnect ACT PWR relay connector.
C. Connect Breakout Harness ZTSE4674 to vehicle harness and leave ACT PWR relay connector disconnected.
D. Key ON.
Decision
Is voltage B+ ± 0.5 volts? Yes: Repair Short circuit to PWR in ACT PWR relay circuit
between ACT PWR pin-87 and EGR pin-4. After repairs
No: Go to Test 6.
Figure 404 Test 6 ACT PWR relay connector Circuit Voltage Check
Test 6 Setup
A. Key OFF.
B. Disconnect ACT PWR relay connector.
C. Connect Breakout Harness ZTSE4674 to vehicle harness and leave ACT PWR relay connector disconnected.
Decision
Is voltage B+ ± 0.5 volts? Yes: Repair Short circuit to GND in ACT PWR relay circuit
between ACT PWR pin-85 and Engine Control Module
(ECM) pin E-70. After repairs are complete, retest for SPN
2791 FMI 8.
No: Replace ACT PWR relay. After repairs are complete,

SPN 2791 FMI 12 - EGR Valve Internal self test fault

Values
Exhaust Gas Recirculation (EGR) Valve seat growth has increased by 2 Key ON then Key OFF
valve internal circuit failure mm during one drive cycle
Fault Overview
Fault code sets when Engine Control Module (ECM) detects seated Exhaust Gas Recirculation (EGR) valve
position has increased by 2 mm during a single drive cycle.
Lamp Reaction
Associated Fault
None
Fault Facts
Exhaust Gas Recirculation (EGR) valve seat position is recorded during initial Key OFF.

Key ON then Key OFF
Possible Causes
Step 1 Replace Exhaust Gas Recirculation (EGR) valve. Decision

Replace EGR valve, using Electronic Service Tool (EST) with ServiceMaxx™ software, After repairs are complete,
clear Diagnostic Trouble Code (DTC) list. retest for SPN 2791 FMI
12.

After performing diagnostic steps, if SPN 2791 FMI 12 remains, verify if each step was completed correctly and proper
SPN 2791 FMI 14 - EGR Valve did not seat

Values
Exhaust Gas Recirculation (EGR) EGR valve position error during Key ON
valve position sensor initialization EGR valve initialization > 45 steps
error. (approximately 30% of movement
range)
EGR valve control initialization time >

1.6 seconds
[Current on low side motor driver >

18 Amps for > 1 second AND number
of occurrences in the same key cycle
event = 3 minimum time between each
attempt = 1 second
Voltage at each of the EGR valve

motor terminals ≤ 7 volts AND number
of occurrences in the same key cycle
event = 3
Fault Overview
Fault sets when Engine Control Module (ECM) determines Exhaust Gas Recirculation (EGR) valve is not
functioning properly when initialized.
Lamp Reaction
Associated Fault
SPN 2791 FMI 7 (EGR

valve)
Fault Facts
None

Continuous
Possible Causes

2791 FMI 14.

2791 FMI 14.
Step 3 Test for proper Exhaust Gas Recirculation (EGR) valve operation. Decision
Perform EGR Valve Operation Verification Test (page 2271). Yes: Replace EGR valve.
14.
Is SPN 2791 FMI 14 active or pending? No: Go to Intermittent or

SPN 4752 FMI 4 - EGR Cooler Efficiency: EGR Outlet Temp above expected

Engine Exhaust Gas Recirculation Simulated Engine Exhaust Particulate Filter Regeneration NOT Active
Cooler effectiveness monitor Gas Recirculation Cooler outlet
SCR Warm-up NOT Active
temperature {Simulated Engine
EGR Cooler outlet temperature is Barometric Absolute Pressure ≥ 10.7 psi
estimated based on Engine Intake (73.5 kPa) AND ≤ 14.9 psi (103 kPa)
Mass Air Flow, Engine Intake
Ambient Air Temperature ≥ 19.4°F
Manifold 1 Temperature and Engine
(-7°C) AND ≤ 140°F (60°C)
Charge Air Cooler Outlet Gas
temperature sensor} > Threshold Power Take Off Mode NOT Active
value defined by Speed/Torque
table (Table A076) * Engine Air
Intake Temperature Modifier ( [Engine Brake (Retarder) NOT active
Table A077) * Barometric Pressure
AND minimum wait time after retarder
Modifier (Table A078)
change of state has occurred] > 5 seconds
Engine is NOT coasting (i.e. Throttle

Cut OFF mode)
Battery Voltage ≥ 9 Volts AND ≤ 16 Volts
Engine Ignition Key is in "ON"

position (Key ON)
Engine Coolant Temperature > 68°F

(20°C) AND < 219°F (104°C)
[{Engine Torque (monitoring Zone 1 called

out) > 1000 N·m AND ≤ 1050 N·m
AND Engine Speed (monitoring Zone 1

called out) > 2700 RPM AND < 3000 RPM
AND minimum time engine has to spend in

Monitoring Zone 1 called out} ≥ 3 seconds
OR {Engine Torque (monitoring Zone 2

called out) > 1000 N·m AND ≤ 1050 N·m
AND Engine Speed (monitoring Zone 2

called out) > 2700 RPM AND < 3000 RPM
AND minimum time engine has to spend in

Monitoring Zone 2 called out} ≥ 3 seconds
OR {Time spent in Monitoring Zone 3

defined by (Table A111)}] ≥ 3 seconds
Minimum time after engine stop

verification > 0 seconds
Engine Exhaust Gas Recirculation

valve position > 38 %
Engine Exhaust Gas Recirculation

valve command > 15 %
SPN/FMI 172/3,4, 172/2, 2630/2, 102/3,4,

102/7, 105/3,4, 105/2, 108/3,4, 110/3,4,
110/2, 3464/11, 51/7, 51/7, 51/3, 51/4,
2791/2, 2791/7, 2791/14, 2791/14, 2791/14,
27/14, 2791/8, 2791/8, 2791/3,4, 2659/20,
Fault Overview
Fault sets when the Engine Control Module (ECM) determines the EGR outlet temperature is above normal
operating range.
Lamp Reaction
Associated Faults
• SPN 110 FMI 0 and 18 • SPN 110 FMI 15 and 16 • SPN 111 FMI 1 and 2 • SPN 1209 FMI 0 (AMS)
(ECT1) (EWPS) (EWPS)
• SPN 2630 FMI 16
(CACOT)
Fault Facts
None

Road test
Possible Causes
• Plugged EGR cooler gas side
• Plugged EGR cooler coolant side
• Coolant contamination of gas side
• Failed water pump
• Stuck bypass circuit
• Excessive exhaust temperature
• Biased Charge Air Cooler Outlet Temperature (CACOT) sensor
• Biased Mass Air Flow (MAF) sensor
• Biased temperature sensor
• MAF sensor auto-calibration
• Incorrect MAF configuration Programmable Parameters (PP)
• Biased Intake Manifold Temperature (IMT) sensor


4752 FMI 4.



SPN 4752 FMI 4.
Step 4 Inspect Exhaust Gas Recirculation (EGR) cooler for leaks. Decision
Inspect Exhaust Gas Recirculation (EGR) cooler for any external coolant or exhaust gas Yes: Go to Step 5.
leaks.
Are there no external leaks?

No: Repair external
coolant and/or exhaust
leak(s). After repairs are
4752 FMI 4.
Step 5 Test EGR cooler integrity. Decision

Perform EGR Cooler Inspection(page 2329). Yes: Go to Step 6.
Did EGR cooler pass pressure tests?

EGR cooler, as required.
After repairs are
SPN 4752 FMI 4.
Step 6 Check EGR internal condition. Decision

Refer to Engine Service Manual, and remove EGR cooler for inspection. Inspect EGR cooler Yes: Go to Step 7.
for plugged coolant and gas passages and internal coolant and exhaust gas leaks.
Is EGR cooler free of obstructions and internal leaks?

No: Clean, repair, or
replace EGR cooler, as
required. After repairs
SPN 4752 FMI 4.
Step 7 Perform Mass Air Flow (MAF) sensor calibration. Decision

Perform KOER MAF Sensor Calibrations(page 2268) using Electronic Service Tool (EST) Yes: Retest for SPN
with ServiceMaxx™ software. 4752 FMI 4.
Ensure MAF calibration requirements are met and MAF calibration pre-checks are done
before doing this procedure.
Did MAF sensor calibration run successfully?

No: Verify all MAF
are met and MAF
SPN 4752 FMI 4.

EGT Sensor (Exhaust Gas Temperature)

Overview of EGT Sensor Group
SPN FMI Description

173 2 EGT signal erratic, intermittent, or incorrect (page 1117)
173 3 EGT signal Out of Range HIGH (page 146)
173 4 EGT signal Out of Range LOW (page 1129)
Overview
Exhaust Gas Temperature (EGT) sensor provides feedback signal to Engine Control Module (ECM) indicating
exhaust gas temperature.
Figure 405 Exhaust Gas Temperature (EGT) Sensor Location

1. EGT sensor
SPN 173 FMI 2 - EGT signal erratic, intermittent, or incorrect

Actual EGT does not agree EGT temperature compared Key ON
with estimated value to estimated EGT difference
Estimated exhaust gas temperature
> 572°F (300°C)
> 437°F (225°C)
Fault Overview
Fault sets when Engine Control Module detects difference between estimated Exhaust Gas Temperature (EGT)
and actual EGT is greater than 437°F (225°C) for 25.5 seconds.
Lamp Reaction
Associated Faults
SPN 173 FMI 3 and 4 (EGT)
Fault Facts
ECM estimates EGT based on engine speed and torque, engine coolant temperature, and barometric pressure.

Possible Causes
• Failed EGT sensor
• High resistance in EGT circuit


173 FMI 2.


Step 3 Inspect connections at Exhaust Gas Temperature (EGT) connector. Decision

Tests .
B. Disconnect EGT connector.
C. Check EGT and connector terminals for: damaged or pinched wires; moisture or
Are EGT connector, harness, and terminals clean and undamaged?

SPN 173 FMI 2.
Figure 406 Exhaust Gas Temperature (EGT) Sensor Circuit Diagram
Tools Required
Test 1 Setup
A. Key OFF.
B. Disconnect Exhaust Gas Temperature (EGT) sensor.
C. Connect Breakout Harness ZTSE4946 to vehicle harness connector and leave EGT sensor disconnected.
Using EST with ServiceMaxx™ software, monitor exhaust 1020.7 ± 10°F (549.3 ± -12.2°C)
gas temperature.
Decision
Is temperature 1020.7 ± 10°F (549.3 ± -12.2°C)? Yes: Replace EGT sensor. After repairs are complete,
No: Go to Test 2.
Figure 408 Test 2 IMT Signal Circuit Check
Test 2 Setup
A. Key OFF.
B. Disconnect Exhaust Gas Temperature (EGT) sensor.
C. Connect Breakout Harness ZTSE4946 to vehicle harness connector and leave EGT sensor disconnected.
Using EST with ServiceMaxx™ software, monitor exhaust 1020.7 ± 10°F (549.3 ± -12.2°C)
gas temperature.
Decision
Is temperature 1020.7 ± 10°F (549.3 ± -12.2°C)? Yes: Replace SIG GND circuit between EGT pin-1 and
173 FMI 2.
No: Replace SIG circuit between EGT pin-2 and ECM pin

SPN 173 FMI 3 - EGT Signal Out of Range HIGH

Exhaust Gas Temperature (EGT) EGT voltage > 4.8 volts Key ON, Engine Running (KOER), and
signal Out of Range High exhaust hot
Estimated EGT > 437°F (225°C)
Fault Overview
Fault code sets when Engine Control Module (ECM) detects Exhaust Gas Temperature (EGT) is above maximum
threshold.
Lamp Reaction
Malfunction Indicator Lamp (MIL) will illuminate when fault is detected during two consecutive drive cycles.
Associated Faults
None
Fault Facts
None

Continuous
Possible Causes
• Exhaust Gas Temperature (EGT) circuit OPEN
• EGT circuit short to PWR
• SIG GND Circuit OPEN
• Failed EGT Sensor

Is EST DTC list SPN 173 FMI 3 Active or Pending?

Procedure.
Step 2 Inspect for Exhaust Gas Temperature (EGT) sensor for damage. Decision
A. Key OFF. Yes: Go to Pin-Point Tests
(SPN 173 FMI 3) .
B. Disconnect EGT sensor connector.
C. Inspect EGT connector for: damage, pinched wires, corroded terminals, loose,
bent or broken pins, or broken connector housing.
Is EGT connector, harness, and terminals clean and undamaged?

173 FMI 3.
Figure 409 Exhaust Gas Temperature (EGT) Sensor Circuit Diagram
engine surfaces.
Tools Required
Figure 410 Test 1 Exhaust Gas Temperature (EGT) Circuit Voltage Check
Test 1 Setup
A. Key OFF.
B. Connect Breakout Harness ZTSE4946 to vehicle harness and leave Exhaust Gas Temperature (EGT) sensor
disconnected.
C. Key ON.
Use DMM to measure voltage between Breakout Harness 6 volts
Decision
Is voltage greater than 6.0 volts? Yes: Repair short to PWR between EGT pin-2 and
No: Go to Test 2.
Figure 411 Test 2 Exhaust Gas Temperature (EGT) Circuit Check
Test 2 Setup
A. Key OFF.
B. Connect Breakout Harness ZTSE4946 to Exhaust Gas Temperature (EGT) sensor connector and leave
F. Start engine. Run estimated exhaust temperature up to greater than 437°F (225°C).
With exhaust temperature greater than 437°F (225°C), SPN 173 FMI 4 sets after DTC list is cleared
use EST with ServiceMaxx™ software to clear Diagnostic
Decision
Does SPN 173 FMI 4 set after DTC list is cleared? Yes: Replace EGT sensor. After repairs are complete,
No: Go to Test 3.
Figure 412 Test 3 Exhaust Gas Temperature (EGT) Circuit Check
Test 3 Setup
A. Key OFF.
B. Connect Breakout Harness ZTSE4946 to vehicle harness and leave EGT sensor disconnected.
C. Using Breakout Harness ZTSE4498, short pin-2 of Breakout Harness ZTSE4946 to known good ground.
F. Start engine. Run estimated exhaust temperature up to greater than 437°F (225°C).
With exhaust temperature greater than 437°F (225°C), use SPN 174 FMI 4 sets after DTC list is cleared
EST with ServiceMaxx™ software to clear DTC list.
Decision
Does SPN 173 FMI 4 set after DTC list is cleared? Yes: Repair Open between EGT pin-1 and ECM pin E-28.
No: Repair Open between EGT pin-2 and ECM pin E-50.

SPN 173 FMI 4 - EGT Signal Out of Range LOW

Exhaust Gas Temperature (EGT) EGT voltage < 0.2 volts Key-On Engine-Running (KOER)
signal Out of Range Low
Engine Coolant Temperature (ECT) > -58°F
(-50°C)
Engine torque set point ≥ 20 N·m
Minimum time spent in entry condition 3

and 4 ≥ 50 * 0.1 seconds
Fault Overview
Fault sets when Engine Control Module (ECM) determines Exhaust Gas Temperature (EGT) is below minimum
allowable threshold for a predetermined amount of time.
Lamp Reaction
Associated Faults
None
Fault Facts
None

Possible Causes
• Exhaust Gas Temperature (EGT) circuit short to PWR
• Failed EGT sensor

Is EST DTC list SPN 173 FMI 4 Active or Pending?

Step 2 Inspect connections at Exhaust Gas Temperature (EGT) sensor. Decision

.
B. Disconnect EGT sensor.
C. Inspect EGT connector for: damage, pinched wires, corroded terminals, loose,
bent or broken pins, or broken connector housing.
Is EGT connector, harness, and terminals clean and undamaged?

173 FMI 4.
Figure 413 EGT Sensor Circuit Diagram
Tools Required
Test 1 Setup
A. Key OFF.
B. Disconnect Exhaust Gas Temperature (EGT) sensor and leave sensor disconnected.
C. Connect Electronic Service Tool (EST) to Vehicle Diagnostic Connector (page 2124).
Decision
Does SPN 175 FMI 3 set after DTC list is cleared? Yes: Replace EGT sensor. After repairs are complete,
No: Repair short to ground between EGT pin-2 and

Engine
Overview of Engine Sensor
SPN FMI Description

188 0 Engine Low Idle RPM above normal (page 1133)
188 1 Engine Low Idle RPM below normal (page 1135)
1322 31 Misfire - Multiple Cylinders (page 1138)
5395 0 Engine unable to achieve desired idle torque (too high) (page 1141)
5395 1 Engine unable to achieve desired idle torque (too low) (page 1145)
1323 - 1328 31 Misfire - Cylinder 1 (through 6) (page 1149)
SPN 188 FMI 0 - Engine Low Idle RPM above normal

Values
Engine idle speed is too high. Engine speed > 104.7% of desired idle Key ON
speed
(ECT1) between 16°F (-9°C) and
219°F (104°C)
Vehicle speed < 2 mph
Power Take Off (PTO) not engaged
Cold Ambient Protect (CAP) OFF

Retarder NOT active
Torque limiting in Limp Home Mode

is NOT active

NOT active
Battery voltage > 9 volts < 16 volts
SPN/FMI 636/2 and 636/7 Not Active
Fault Overview
Fault code sets when vehicle is stationary and engine speed is greater than what is requested by Engine Control
Module (ECM).
Lamp Reaction
Associated Faults
• SPN 110 FMI 2 (ECT1) • SPN 5395 FMI 0 (EWPS)
Fault Facts
None

Continuous
Possible Causes
• External fuel source
• Engine oil leak to intake
• Contaminated fuel

188 FMI 0.
Step 2 Inspect for airborne combustibles (such as propane saturated air or ether) Decision
near engine.
Inspect air filter and intake system for stains, concentrations of contaminants, odors / Yes: Go to Step 3.
smells from external fuel sources, and modifications.
Is engine intake system intact and free from any external fuel sources? No: Repair source of
airborne combustibles. After
for SPN 188 FMI 0.
Step 3 Inspect for a engine oil leak to intake. Decision

Perform Engine Oil to Intake (page 109). Yes: Go to Step 4.
Is engine oil leaking to intake? No: Repair engine oil to
intake. After repairs are
188 FMI 0.
Step 4 Inspect for contaminated fuel (alternate fuels other than diesel fuel). Decision
Perform Fuel Quality Inspection(page 2350). Yes: Diagnostics complete.
Is diesel fuel in good condition and not contaminated? No: Drain fuel tank, and fill
with clean and / or known
good diesel fuel. After
for SPN 188 FMI 0.

SPN 188 FMI 1 - Engine Low Idle RPM below normal

Values
Engine idle speed is too low. Engine speed < 95.3% of desired idle Key ON
speed
(ECT1) between 16°F (-9°C) and
219°F (104°C)
Vehicle speed < 2 mph
PTO not engaged
Cold Ambient Protect (CAP) OFF

Retarder NOT active

is NOT active

NOT active
Battery voltage > 9 volts < 16 volts
SPN/FMI 636/2 and 636/7 Not Active
Fault Overview
Fault code sets when vehicle is stationary and engine speed is less than what is requested by Engine Control
Module (ECM).
Lamp Reaction
Associated Faults
• SPN 651 - 656 (INJ) • SPN 1322 - 1328 FMI 31 • SPN 5395 FMI 1 (EWPS)
(ENG)
Fault Facts
None

Continuous
Possible Causes
• Low Fuel Delivery Pressure (FDP)
• Clutch or Power Take Off (PTO) engagement without command

188 FMI 1.
Step 2 Check intake air system for restrictions, leaks, or damage. Decision
Perform Intake Air Inspection(page 2365). Yes: Go to Step 3.
Are air intake system and air filter free of restrictions, leaks, physical damage, and No: Repair restrictions, air
contamination? leaks, or physical damage.
retest for SPN 188 FMI 1
Step 3 Check exhaust system for restrictions, leaks, or damage. Decision

Perform Exhaust and Aftertreatment System Inspection(page 2368). Yes: Go to Step 4.
Are exhaust and aftertreatment system free of restrictions, leaks, physical damage, No: Repair restrictions,
and contamination? leaks, fuel leaks, or physical
188 FMI 1
Step 4 Check fuel system for restrictions, leaks, or damage. Decision

Perform Fuel System Inspection(page 2349). Yes: Go to Step 5.
Are fuel system free of restrictions, leaks, physical damage, and contamination? No: Repair restrictions, fuel
leaks, or physical damage.
Replace contaminated fluids
as required. After repairs
188 FMI 1
Step 5 Check that Fuel Delivery Pressure (FDP) is within specification. Decision
Using Electronic Service Tool (EST) with ServiceMaxx™ software, Key-On Yes: Go to Step 6.
Engine-Running (KOER) monitor FDP sensor.
Is FDP within specification? No: Go to Fuel Delivery
Pressure(page 120)
symptoms diagnostics.
(compression loss).
compression imbalance.
Does engine have excessive crankcase pressure? No: Go to Step 7.
Step 7 Check for Power Take Off (PTO) engagement without command. Decision
Key-On Engine-Running (KOER), monitor PTO output shaft rotation. Yes: Repair PTO unit. After
for SPN 188 FMI 1.
Is PTO output shaft rotating without being commanded on? No: Go to Step 8.

Perform KOER Cylinder Cutout Test(page 2184). Yes: Replace injector
suspected by KOER
Cylinder Cutout Test(page
2184). After repairs are
188 FMI 1.
Did one or more cylinders have significant speed difference(s) than others? No: Go to Step 9.

A. Remove valve cover (see Engine Service Manual). Yes: Diagnostics complete.
B. Inspect for bent valves, fallen bridges, and valves out of adjustment.
Is valve train free of failed valve train components? No: Repair failed valve train
are complete retest for SPN
188 FMI 1.

SPN 1322 FMI 31 Misfire - Multiple Cylinders

Crankshaft acceleration indicates [Cylinder Balance Difference Particulate Filter Regeneration NOT Active
misfire on multiple cylinders
• Automatic Transmission; End Of Line Testing NOT Active
Threshold defined by Engine speed
and engine oil temperature (Table
A027A is for vehicle in gear and Engine Coolant Temperature > -58°F
Table A112A is for vehicle in neutral) (-50°C) and < 248°F (120°C)
• Manual Transmission; Threshold
Engine Manifold Pressure < 17.4
defined by Engine speed and engine
psi (119.9 kPa)
oil temperature (Table A027M is for
vehicle in gear and Table A112M Battery Voltage ≥ 9 Volts and ≤ 16 Volts
is for vehicle in neutral)
Mass fueling ≥ 0 mg/stroke and ≤
AND Cylinder balance pi control] 116.7 mg/stroke
• Manual Transmission; Threshold Vehicle Speed ≥ 0 mph and ≤ 3.107 mph

defined by Engine speed and engine
Engine Speed ≥ 650 RPM and ≤ 850 RPM
oil temperature (Table A028M)
• Automatic Transmission; Filter Stabilization Time > 10 seconds
Threshold defined by Engine
Pressure Control Valve Command < 100 %
speed and engine oil temperature
(Table A028A) Engine Air Intake Temperature > -40°F
(-40°C) AND < 212°F (100°C)
Fuel Temperature > -58°F (-50°C)
Engine Oil Temperature > 95°F (35°C)
SPN/FMI 132/3, 132/4, 132/0, 132/1,

102/3,4, 102/7, 108/3,4, 636/7, 636/2,
110/3,4, 110/2, 175/3,4, 175/2, 164/0,
164/3,4, 3055/2, 651/4, 651/5, 652/4,
652/5, 653/4, 653/5, 654/4, 654/5, 655/4,
655/5, 656/4, 656/5, 5543/3, 5543/4,
5543/5, 94/3, 94/4, 1189/3,4, 3464/11,
51/7, 51/7, 51/3, 51/4, 2791/2, 2791/7,
2791/14, 2791/14, 2791/14, 27/14, 2791/8,
2791/8, 2791/3,4, 191/4, 191/3, 5395/0,
5395/1, 2659/20, 110/18, 110/17, 3055/2,
4257/7, 651/7, 652/7, 653/7, 654/7, 655/7,
Fault Overview
Lamp Reaction
Associated Faults
Fault Facts

Continuous
Possible Causes
•
SPN 5395 FMI 0 Engine unable to achieve desired idle torque (too high)

Idle fuel monitor - maximum [Idle fueling > 199 mg/stroke Engine in Idle State as defined by
≥ 60 seconds [Table A114]
Accelerator Throttle pedal position

1 command < 4.98%
Vehicle Speed < 1.2 mph (2 kph)
Engine Coolant temperature > 158°F (70°C)
Regen NOT Active
PTO NOT Active
Cold ambient protection controller

is not active
SPN 27 FMI 14; SPN 94 FMI 3 and 4; SPN

110 FMI 2, 3, and 4; SPN 132 FMI 0, 1,
3, and 4; SPN 164 FMI 0, 3, and 4; SPN
175 FMI 2, 3, and 4; SPN 191 FMI 3 and 4;
SPN 636 FMI 2 and 7; SPN 651-656 FMI 4,
5, and 7; SPN 1189 FMI 3 and 4; SPN 2659
FMI 20; SPN 2791 FMI 2, 3, 4, 7, 8, and 14;
SPN 3055 FMI 2; SPN 4257 FMI 7; SPN
5395 FMI 0, 1, 3, 4, and 5 are NOT Active
Fault Overview
Fault sets when Engine Control Module (ECM) monitoring idle fueling is greater than 199 mg/stroke for 60
seconds or more.
Lamp Reaction
Associated Faults
• SPN 651 - 656 (INJ) • SPN 4257 (INJ) • SPN 1322 - 1328 FMI 31
(Engine)
Fault Facts
None

Continuous
Possible Causes
• Aftermarket PTO installed
• Aftermarket PTO programmed incorrectly
• PTO engaged without command



5395 FMI 0.


Step 3 Check for Intake air restriction. Decision

Perform Intake Air Inspection(page 2365). Yes: Go to Step 4.
Is intake air restriction less than 25 in-Hg (84.7 kPa) at full load and at rated speed?
No: Repair intake air
SPN 5395 FMI 0.
Step 4 Check for exhaust system restriction. Decision

Inspect exhaust system for damage and restrictions(page 2368). Yes: Go to Step 5.
Is exhaust system free of any damage or restrictions?

No: Repair exhaust
damage and restrictions.
Step 5 Check for aftermarket Power Take Off (PTO). Decision

Inspect for installation of aftermarket PTO system. Yes: Go to Step 6.
Was an aftermarket PTO system installed correctly?

No: Go to Step 7.
Step 6 Check for correctly programmed Power Take Off (PTO). Decision
Using Electronic Service Tool (EST) with ServiceMaxx™ software, check Programmable Yes: Go to Step 7.
Features PP75270(page 2108). Verify aftermarket PTO system was programed correctly.
Was Aftermarket PTO system programmed correctly?

No: After inspection is
complete, notify supervisor
with results for further
action. After repairs are
5395 FMI 0.
Step 7 Decision
Check for Power Take Off (PTO) engagement without command. Key ON Engine Running Yes: Repair PTO unit. After
(KOER), monitor PTO output shaft rotation. repairs are complete, retest
for SPN 5395 FMI 0.
Is PTO output shaft rotating without throttle?
No: Retest for SPN 5395
FMI 0.

SPN 5395 FMI 1 Engine unable to achieve desired idle torque (too low)

Idle fuel monitor - minimum [Idle fueling < 1 mg/stroke for Engine in Idle State as defined by
≥ 60 seconds [Table A114]
Accelerator Throttle pedal position 1

command < 4.98%
Vehicle Speed < 1.2 mph (2 kph)
Regen NOT Active
PTO NOT Active
Cold ambient protection controller

is not active
SPN 27 FMI 14; SPN 94 FMI 3 and 4; SPN

110 FMI 2, 3, and 4; SPN 132 FMI 0, 1, 3,
and 4; SPN 164 FMI 0, 3, and 4; SPN 175
FMI 2, 3, and 4; SPN 191 FMI 3 and 4; SPN
636 FMI 2 and 7; SPN 651-656 FMI 4, 5,
and 7; SPN 1189 FMI 3 and 4; SPN 2659
FMI 20; SPN 2791 FMI 2, 3, 4, 7, 8, and 14;
SPN 3055 FMI 2; SPN 4257 FMI 7; SPN
5395 FMI 0, 1, 3, 4, and 5 are NOT Active
Fault Overview
Fault sets when Engine Control Module (ECM) monitoring idle fueling is less than 1 mg/stroke for 60 seconds
or more.
Lamp Reaction
Associated Faults
• SPN 651 - 656 (INJ) • SPN 4257 (INJ) • SPN 1322 - 1328 FMI 31
(Engine)
Fault Facts
None

Continuous
Possible Causes
• Contaminated fuel
• Engine oil leak to intake
• Alternate fuel source

• Engine mechanical failure


5395 FMI 1.


Step 3 Check for airborne combustibles. Decision

Inspect for airborne combustibles (ex. propane saturated air, ether, etc.) near engine. Yes: Go to Step 4.
Inspect air filter and intake system for stains, concentrations of contaminants, odors /
smells from external fuel sources, and modifications.
Is the engine intake system intact and free from any external fuel sources?
No: Repair source of
combustibles. After repairs
SPN 5395 FMI 1.
Step 4 Check for contaminated fuel. Decision

Inspect for contaminated fuel (alternate fuels other than Diesel fuel). Perform Fuel Quality Yes: Go to Step 5.
Inspection(page 2350).
Is diesel fuel in good condition and Not contaminated?

No: Drain fuel tank, and fill
with clean and / or known
good diesel fuel. After
for SPN 5395 FMI 1.
Step 5 Check for oil in CAC. Decision

Inspect high pressure turbocharger outlet piping for oil. Disconnect Charge Air Cooler Yes: Go to Step 6.
(CAC) inlet to check for evidence of oil.
Is CAC inlet free of engine oil?

No: Repair high pressure
turbocharger. After repairs
SPN 5395 FMI 1.
Step 6 Check for oil in LPCAC. Decision

Inspect low pressure turbocharger outlet piping for oil. Disconnect Low Pressure Charge Yes: Go to Step 7.
Air Cooler (LPCAC) inlet for evidence of oil.
Is LPCAC inlet free of engine oil?

No: Repair low pressure
turbocharger. After repairs
SPN 5395 FMI 1.
Step 7 Check for mechanical failure. Decision

Determine if the engine has a mechanical cylinder balance problem (compression loss). Yes: Retest for SPN 5395
Perform Crankcase Pressure Test. FMI 1.
Is crankcase pressure within specification?

No: Repair base engine
compression imbalance.

SPN 1323 -1328 FMI 31 - Misfire - Cylinder 1 (through 6)

Crankshaft acceleration indicates [Cylinder Balance Difference Particulate Filter Regeneration NOT Active
misfire on single cylinders
• Automatic Transmission; End Of Line Testing NOT Active
Engine coolant Temperature > -58°F
(-50°C) AND < 248°F (120°C)
(Table A029A is for vehicle
in gear and Table A113A Engine coolant Temperature (based on
is for vehicle in neutral) Global Disable Mask) > 68°F (20°C)
• Manual Transmission; Threshold AND < 219°F (104°C)
defined by Engine speed
and engine oil temperature
psi (119.9 kPa)
(Table A029M is for vehicle in
gear and Table A113M is for Battery Voltage > 9 Volts
vehicle in neutral)
Battery Voltage (Per Global Disable Mask)
AND Cylinder balance pi control] ≥ 9 Volts AND ≤ 16 Volts
• Automatic Transmission; Mass fueling ≥ 0 mg/stroke AND ≤

Threshold defined by Engine 116.7 mg/stroke
speed and engine oil
Vehicle Speed ≥ 0 mph AND ≤ 3.107 mph
temperature (Table A030A)
• For Manual Transmission; Engine Speed ≥ 650 RPM AND ≤ 850 RPM
Filter Stabilization Time > 10 seconds
(Table A030M) SCR Warm-up NOT Active
Power Take-off Mode NOT Active
Pressure Control Valve Command < 100 %
Engine Air Intake Temperature > -40°F

(-40°C) AND < 212°F (100°C)
SPN/FMI 132/3, 132/4, 132/0, 132/1,

102/3,4, 102/7, 108/3,4, 636/7, 636/2,
110/3,4, 110/2, 175/3,4, 175/2, 164/0,
164/3,4, 3055/2, 651/4, 651/5, 652/4,
652/5, 653/4, 653/5, 654/4, 654/5, 655/4,
655/5, 656/4, 656/5, 5543/3, 5543/4,
5543/5, 94/3, 94/4, 1189/3,4, 3464/11,
51/7, 51/7, 51/3, 51/4, 2791/2, 2791/7,
2791/14, 2791/14, 2791/14, 27/14, 2791/8,
2791/8, 2791/3,4, 191/4, 191/3, 5395/0,
5395/1, 2659/20, 110/18, 110/17, 3055/2,
4257/7, 651/7, 652/7, 653/7, 654/7, 655/7,
Fault Overview
Lamp Reaction
Associated Faults
Fault Facts

Possible Causes
•
EOP Sensor (Engine Oil Pressure)

Overview of EOP Sensor Group
SPN FMI Description

100 3 EOP signal Out of Range HIGH (page 1153)
100 4 EOP signal Out of Range LOW (page 1157)
Overview
Engine Oil Pressure (EOP) sensor provides feedback signal to Engine Control Module (ECM) indicating engine
oil pressure. During engine operation, ECM will monitor EOP signal to determine if oil pressure is satisfactory.
If oil pressure is below desired pressure, ECM will turn on red engine lamp.
An optional feature, Engine Warning and Protection System (EWPS), can be enabled to warn engine operator
and shut engine down when low engine oil pressure condition occurs.
SPN 100 FMI 3 - EOP signal Out of Range HIGH

Engine Oil Pressure (EOP) signal None None
Out of Range HIGH
Fault Overview
None
Lamp Reaction
Associated Faults

(VREF 1)
Fault Facts
None

Continuous
Possible Causes
• EOP circuit short to PWR
• Failed EOP sensor


100 FMI 3.

Does EST DTC list show SPN 100 FMI 3 as Active or Pending?
Go to Intermittent or
Step 3 Inspect connections at Engine Oil Pressure (EOP) sensor. Decision

B. Disconnect EOP sensor connector.
C. Check EOP sensor and connector terminals for damaged or pinched wires;
Are EOP sensor connector, harness, and terminal clean and undamaged?
100 FMI 3.

A. Key OFF. Yes: Repair short to PWR
between EOP sensor pin-3
and Engine Control Module
C. Check EOP sensor and connector terminals for damaged or pinched wires; (ECM) pin E-13. After
corroded terminals; loose, bent, or broken pins; or broken connector housing. repairs are complete, retest
for SPN 100 FMI 3.
Does SPN 100 FMI 3 set after DTC list is cleared?
No: Perform Pin-Point
Tests .
Figure 416 Engine Oil Pressure (EOP) Sensor Circuit Diagram
Tools Required
Figure 417 Test 1 Engine Oil Pressure (EOP) Circuit Voltage Check
Test 1 Setup
A. Key OFF.
B. Connect Breakout Harness ZTSE4850 to Engine Oil Pressure (EOP) sensor vehicle harness connector and
leave sensor disconnected.
C. Key ON.
Decision
Is voltage B+ ± 0.5 volts. Yes: Replace EOP sensor. After repairs are complete,
No: Repair Open between EOP sensor pin-1 and Engine
Control Module (ECM) pin E-28. After repairs are

SPN 100 FMI 4 - EOP Signal Out of Range LOW

Engine Oil Pressure (EOP) signal None Key ON
Out of Range LOW.
Fault Overview
Fault code sets when Engine Control Module (ECM) detects Engine Oil Pressure (EOP) signal is out of range
low.
Lamp Reaction
None
Associated Faults

(VREF 1)
Fault Facts
None

Continuous
Possible Causes
• EOP circuit Open
• EOP circuit short to GND


100 FMI 4.



Tests .
C. Check EOP sensor and connector terminals for damaged or pinched wires;
Are EOP sensor connector, harness, and terminal clean and undamaged?
100 FMI 4.
Figure 418 Engine Oil Pressure (EOP) Sensor Circuit Diagram
Tools Required
Figure 419 Test 1 VREF1 Voltage Check
Test 1 Setup
A. Key OFF.
B. Connect Breakout Harness ZTSE4850 to vehicle harness and leave Engine Oil Pressure (EOP) sensor
disconnected.
C. Key ON.
Decision
No: Repair Open between EOP pin-2 and Engine Control
for SPN 100 FMI 4.
Figure 420 Test 2 EOP Circuit Check
Test 2 Setup
A. Key OFF.
B. Connect Breakout Harness ZTSE4850 to vehicle harness and leave EOP sensor disconnected.
Decision
Does SPN 100 FMI 3 set after DTC list is cleared? Yes: Replace EOP sensor. After repairs are complete,
No: Go to Test 3
Figure 421 Test 3 EOP Circuit Check
Test 3 Setup
A. Key OFF.
B. Connect Breakout Harness ZTSE4850 to vehicle harness and leave EOP sensor disconnected.
D. Connect EST to vehicle Diagnostic Connector.
Decision
Does SPN 3509 FMI 4 set after DTC list is cleared? Yes: Repair short to GND between EOP pin-3 and ECM pin
No: Repair Open between EOP pin-3 and ECM pin E-13.

EOT Sensor (Engine Oil Temperature)

Overview of EOT Sensor Group
SPN FMI Description

175 2 EOT signal erratic, intermittent, or incorrect (page 1165)
175 3 EOT signal Out of Range HIGH (page 1170)
175 4 EOT signal Out of Range LOW (page 1177)
175 7 EOT not warming along with engine (page 1181)
Overview
Engine Oil Temperature (EOT) sensor provides feedback signal to Engine Control Module (ECM) indicating
engine oil temperature. ECM monitors EOT signal to control fuel quantity and timing throughout operating range
of engine. EOT signal allows ECM to compensate for oil viscosity variations due to temperature changes in
operating environment, ensuring adequate power and torque are available for all operating conditions.
Figure 422 EOT Sensor Location

1. Engine Oil Temperature (EOT) sensor
SPN 175 FMI 2 - EOT signal erratic, intermittent, or incorrect

Engine Oil Temperature (EOT) does Difference between EOT sensor Key ON
not agree with other sensors and other temperature sensors
> 59°F (15°C)
≥ -40°F (-40°C)
ECT1, CACOT, TC2CIT, IMT, IAT are all

within 59°F (15°C) of each other
Fault Overview
ECM Compares Engine Oil Temperature (EOT) sensor to Intake Manifold Temperature (IMT), Intake Air
Temperature (IAT), Turbocharger 2 Compressor Intake Temperature (TC2CIT), Charge Air Cooler Outlet
Temperature (CACOT), and Engine Coolant Temperature 1 (ECT1) sensors at Key-On after a cold soak.
Lamp Reaction
Associated Faults
SPN 175 FMI 3 and 4 (EOT)
Fault Facts
None

Possible Causes
• Failed EOT sensor
• High resistance in ECT1 circuit


175 FMI 2.


Step 3 Inspect connections at Engine Oil Temperature (EOT) connector. Decision

Tests .
B. Disconnect EOT connector.
C. Check EOT and connector terminals for: damaged or pinched wires; moisture or
Are EOT connector, harness, and terminals clean and undamaged?

SPN 175 FMI 2.
Figure 423 Engine Oil Temperature (EOT) Sensor Circuit Diagram
Tools Required
Figure 424 Test 1 EOT Signal Circuit Check
Test 1 Setup
A. Key OFF.
B. Disconnect Engine Oil Temperature (EOT) sensor.
C. Connect Breakout Harness ZTSE4602 to vehicle harness connector and leave EOT sensor disconnected.
oil temperature.
Decision
Is temperature 194 ± 10°F (90 ± -12.2°C)? Yes: Replace EOT sensor. After repairs are complete,
No: Go to Test 2.
Test 2 Setup
A. Key OFF.
oil temperature.
Decision
Is temperature 194 ± 10°F (90 ± -12.2°C)? Yes: Replace SIG GND circuit between EOT pin-1 and
175 FMI 2.
No: Replace SIG circuit between EOT pin-2 and ECM pin

SPN 175 FMI 3 - EOT signal Out of Range HIGH
Condition/Description Setting Criteria Enable Conditions / Values

Engine Oil Temperature 1 Sensor Engine Oil Temperature 1 Sensor Key ON
signal Out of Range High Voltage > 4.8 Volts (< -41°F
[-40.58°C])
Fault Overview
None
Lamp Reaction
Associated Faults
None
Fault Facts
None

Continuous
Possible Causes
• Engine Oil Temperature (EOT) sensor signal circuit open or short to power
• EOT sensor signal circuit open
• EOT sensor ground circuit OPEN or high resistance
WARNING: To prevent personal injury or death, be careful to avoid rotating parts (belts and fan)
and hot engine surfaces.

Using Electronic Service Tool (EST) from ServiceMaxx™ software, check for active fault Yes: Go to Step 2.
codes SPN 175 FMI 3.

code does not return, notify
Step 2 Inspect connections at Engine Oil Temperature (EOT) sensor. Decision

A. Key-On Engine-Off (KOEO) Yes: Perform Pin-Point
Tests.
B. Disconnect EOT sensor connector.
C. Check EOT sensor and connector terminals for damaged or pinched wires;
Are EOT sensor connector, harness, and terminals clean and undamaged?
information.
Tools Required
Figure 427 Test 1 Engine Oil Temperature (EOT) Circuit Voltage Check
Test 1 Setup
A. Key OFF.
B. Connect Breakout Harness ZTSE4602 to Engine Oil Temperature (EOT) vehicle harness connector and
leave EOT sensor disconnected.
C. Key ON.
Use DMM to measure voltage between Breakout Harness 6 volts
Decision
Is voltage greater than 6 volts? Yes: Repair EOT circuit for a short to power. After repairs
No: Go to Test 2.
Figure 428 Test 2 Engine Oil Temperature (EOT) Sensor Circuit Check
Test 2 Setup
A. Key OFF.
B. Connect Breakout Harness ZTSE4602 to Engine Oil Temperature (EOT) vehicle harness connector and leave
EOT sensor disconnected. Use Breakout Harness ZTSE4498 to short pin-1 to pin-2.
D. Key ON and log into ServiceMaxx™ software.
Using Electronic Service Tool (EST) with ServiceMaxx™ None
software, clear Diagnostic Trouble Code (DTC) list.
Decision
Is fault code SPN 175 FMI 4 active or pending? Yes: Replace sensor. After repairs are complete, retest for
SPN 175 FMI 3.
No: Go to Test 3.
Test 3 Setup
A. Key OFF.
B. Connect Breakout Harness ZTSE4498 to Engine Oil Temperature (EOT) sensor harness connector and short
pin-2 to ground.
D. Key ON and log into ServiceMaxx™ software.
Using Electronic Service Tool (EST) with ServiceMaxx™ None
software, clear Diagnostic Trouble Code (DTC) list.
Decision
Is fault code SPN 175 FMI 4 active or pending? Yes: Repair open in signal ground circuit. After repairs are
No: Repair open in signal circuit. After repairs are

SPN 175 FMI 4 - EOT signal Out of Range LOW

Engine Oil Temperature (EOT) sensor EOT sensor voltage Key ON
signal Out of Range Low
< 0.171 Volts (> 161.9 °C)
Fault Overview
Fault code sets when Engine Control Module (ECM) detects Engine Oil Temperature (EOT) signal is lower than
expected.
Lamp Reaction
Associated Faults
None
Fault Facts
None

Continuous
Possible Causes
• EOT circuit short to GND

Step 2 Inspect connections at Engine Oil Temperature (EOT) sensor. Decision

A. Key OFF. Yes: Go to Pin-Point Test .
B. Disconnect EOT sensor.
C. Inspect EOT sensor and connector terminals for: damaged or pinched wire;
Are the EOT sensor connector, harness, and terminals clean and undamaged?
No: Repair or Replace
connector or pins. After
for SPN 175 FMI 4.
Figure 430 EOT Sensor Circuit Diagram
Tools Required
Test 1 Setup
A. Key OFF.
B. Disconnect EOT sensor.
Test 1 EOT Resistance Check for short to GND Specification

Decision
Does SPN 175 FMI 3 set after DTC list is cleared? Yes: Replace EOT sensor. After repairs are complete,
No: Repair short to GND between EOT pin-2 and ECM pin

SPN 175 FMI 7 - EOT not warming along with engine

Values
EOT not warming along with engine Difference between EOT sensor Key ON
and other temperature sensors
> 59°F (15°C)
(ECT1) ≥ -40°F (-40°C)
ECT1, CACOT, TC2CIT, IMT, IAT are

Fault Overview
ECM Compares Engine Oil Temperature (EOT) sensor to Intake Manifold Temperature (IMT), Intake Air
Temperature (IAT), Turbocharger 2 Compressor Intake Temperature (TC2CIT), Charge Air Cooler Outlet
Temperature (CACOT), and Engine Coolant Temperature 1 (ECT1) sensors at Key-On after a cold soak.
Lamp Reaction
Associated Faults
None
Fault Facts
None

Continuous
Possible Causes
• High resistance EOT circuit
• High resistance SIG GND circuit
• Failed oil system module thermal valve assembly



Tests .

SPN 175 FMI 7.
Tools Required
Test 1 Setup
A. Key OFF.
oil temperature.
Decision
Is temperature 194 ± 10°F (90 ± -12.2°C)? Yes: Go to Test 3.
No: Go to Test 2.
Test 2 Setup
A. Key OFF.
oil temperature.
Decision
Is temperature 194 ± 10°F (90 ± -12.2°C)? Yes: Repair high resistance in SIG GND circuit between
EOT pin-1 and ECM pin E-28. After repairs are complete,
No: Repair high resistance in EOT circuit between EOT
for SPN 175 FMI 7.
Test 3 Setup
A. Key OFF.
D. Key ON.
Using DMM to measure resistance between Breakout See Engine Specifications for EOT sensor(page 2405).
Decision
Is resistance within specification? Yes: Replace oil system module thermal valve assembly.
No: Replace EOT sensor. After repairs are complete,

ETP (Engine Throttle Valve Position)

Overview of ETP Sensor Group
SPN FMI Description

51 3 ETP signal Out of Range HIGH (page 1189)
51 4 ETP signal Out of Range LOW (page 1192)
51 7 ETP does not agree with commanded position (page 1198)
3464 31 Intake Throttle Valve short circuit fault (page 1202)
Overview
Engine Throttle Valve Position (ETP) is used to control air/fuel mixture during a regeneration process of
Aftertreatment (AFT) system. ETP is also used to insure smooth engine shutdown by restricting airflow to
engine at shutdown.
Figure 435 ETP Sensor Location

1. Engine Throttle Valve Position
(ETP)
SPN 51 FMI 3 - ETP signal Out of Range HIGH

Engine Throttle Valve Position (ETP) Actuator Feedback Signal > 4.902 Volts Key ON
sensor Out of Range High
Fault Overview
Fault code sets when Electronic Control Module (ECM) detects Engine Throttle Valve Position (ETP) signal is
Lamp Reaction
Associated Faults

(VREF 1)

Continuous
Possible Causes
• ETP circuit short to PWR
• Failed ETP sensor

Using EST with ServiceMaxx™ software, check DTC list for Associated Faults(page Yes: Go to Step 2.
1189).

FMI 3.

Trouble Code (DTC) list for SPN 51 FMI 3

Step 3 Inspect connections at Engine Throttle Valve Position (ETP) sensor. Decision
B. Disconnect ETP connector.
C. Check ETP connector and terminals for damaged or pinched wires; corroded
terminals; or loose, bent, or broken connector housing.
Are ETP connector, harness, and terminals clean and undamaged?

Step 4 Inspect connections at Engine Throttle Valve Position (ETP) sensor. Decision
A. Key OFF. Yes: Repair short to PWR
between ETP pin-5 and
B. Disconnect Engine Throttle Valve Position (ETP) connector and leave ETP
disconnected.
(ECM) pin-68. After repairs
C. Connect Electronic Service Tool (EST) to vehicle Diagnostic Connector (page are completed, retest for
2124). SPN 51 FMI 3.
D. Key ON.
E. Log in to ServiceMaxx™.
F. Using EST with ServiceMaxx™, clear DTC list.

No: Replace ETP. After
repairs are completed, retest
for SPN 51 FMI 3.

SPN 51 FMI 4 - ETP signal Out of Range LOW

Engine Throttle Valve Position (ETP) Actuator Feedback Signal < 0.352 Volts Key ON
sensor out of Range Low.
Fault Overview
Fault code sets when Electronic Control Module (ECM) detects that Engine Throttle Valve Position (ETP) circuit
reading is less than 0.352 volts.
Lamp Reaction
Associated Faults

(VREF 1)
Fault Facts
None

Continuous
Possible Causes
• ETP Signal short to GND
• VREF 1 circuit Open
• ETP signal Open
• Failed ETP sensor


Faults . After repairs are
51 FMI 4.

Does EST DTC show SPN 51 FMI 4 as active?

Step 3 Inspect connections at Engine Throttle Valve Position (ETP) connector. Decision
Tests .
B. Disconnect ETP connector.
C. Check ETP and connector terminals for: damaged or pinched wires; corroded
Are ETP connector, harness, and terminals clean and undamaged?

SPN 51 FMI 4.
Figure 436 Engine Throttle Valve Position (ETP) circuit diagram
Tools Required
Figure 437 Test 1 VREF1 Circuit Voltage Check
Test 1 Setup
A. Key OFF.
B. Connect Breakout Harness ZTSE4735A to Engine Throttle Valve Position (ETP) vehicle harness connector
and leave ETP disconnected.
C. Key ON.
Use DMM to measure voltage between Breakout Harness Voltage is 5 ± 1 volts
ZTSE4735A pin-1 and known good ground.
Decision
Is voltage 5 ± 1 volts? Yes: Go to Test 2.
No: Repair Open between ETP pin-1 and Engine Control
for SPN 51 FMI 4.
Figure 438 Test 2 Engine Throttle Valve Position (ETP) Sensor Circuit Check
Test 2 Setup
A. Key OFF.
C. Using Breakout Harness ZTSE4498, short pin-1 and pin-5 of Breakout Harness ZTSE4735A together.
Decision
Does SPN 51 FMI 3 set after DTC is cleared? Yes: Replace ETP. After repairs are complete, retest for
SPN 51 FMI 4.
No: Go to Test 3.
Figure 439 Pin-Point Test 3 Engine Throttle Valve Position (ETP) Sensor Circuit Check
Test 3 Setup
A. Key OFF.
C. Using Breakout Harness ZTSE4498, short pin-1 and pin-5 of Breakout Harness ZTSE4735A together.
Decision
Does SPN 3509 FMI 4 set after DTC is cleared? Yes: Repair short to GND between ETP pin-5 and ECM pin
No: Repair Open between ETP pin-5 and ECM pin E-43.

SPN 51 FMI 7 - ETP does not agree with commanded position

Values
Intake Throttle Position Sensor Fault [Engine Throttle Position sensor Error Key ON
(Positive error) {Actual MINUS Set point} > 10 %
Time after Engine Start > 10 seconds
OR
[Engine Throttle Position sensor Error
Intake Throttle Position Sensor Fault Engine Intake Throttle is in Closed
{Actual MINUS Set point} < -15 %
(Negative error) Loop Control
SPN/FMI 51/3 and 51/4 are Not active
Fault Overview
Engine Control Module (ECM) senses a positive or negative error in Engine Throttle Position (ETP) sensor based
on actual throttle position minus throttle position set point after 25 seconds. ETP must be in closed loop control.
Lamp Reaction
Associated Faults
None
Fault Facts
Vehicles that chronically experience this fault condition in cold weather may require use of winter fronts to help
with issue. Note that an open SRTN does NOT set a circuit fault (Type 2 error) and does set a mechanically
sticking fault (Type 1 error). The voltage is approximately constant 4 volts with an open SRTN.

Continuous
Possible Causes
• Open Signal Return
• Sticking ETP valve
• Broken gears
• Frozen gears (water ingestion that turned to ice)
Step 1 Check for active fault codes Decision

Is EST DTC list free of SPN 51 FMI 7?

7 faults. After repairs are
51 FMI 7.
Step 2 Inspect Engine Throttle Valve Position (ETP). Decision

Inspect ETP valve for signs moisture, condensation, or freezing. Yes: Perform Pin-Point
Tests.
Is ETP valve dry and not frozen.
No: Warm and dry ETP.
Use winter front in cold
weather to eliminate
fault. After repairs are
51 FMI 7.
Figure 440 Engine Throttle Valve Position (ETP) Circuit Diagram
information.
Tools Required
• Interface cable (RP1210B compliant supporting J1939 and J1708)
Figure 441 Test 1 Engine Throttle Valve Position (ETP) Circuit Voltage Check
Test 1 Setup
A. Key OFF.
B. Connect Breakout Harness ZTSE4735A to vehicle connector and leave Engine Throttle Valve Position (ETP)
disconnected.
C. Key ON.
Decision
Is voltage B+ ± 0.5 volts? Yes: Replace ETP. After repairs are complete, retest for
SPN 51 FMI 7.
No: Repair Open / High resistance. After repairs are

SPN 3464 FMI 31 - Intake Throttle Valve short circuit fault

Values
Intake Throttle Actuator Control Current through ETV H or ETV L Key ON
Short circuit Driver > 8 Amps for 0.010 seconds
SPN/FMI's 3509/3, 3509/4, 3510/3,
3510/4, 3511/3, and 3511/4 are
NOT Active
Fault Overview
Fault sets when Engine Control Module (ECM) detects Short circuit on Intake Throttle Actuator Control
Lamp Reaction
Associated Faults
None
Fault Facts
None

Continuous
Possible Causes
• ETV-CL Short to GND
• ETV-CH Short to GND
• ETV-CL Short to PWR
• ETV-CH Short to PWR
• Failed Engine Throttle Control (ETC)


Step 2 Inspect connections at Engine Throttle Control (ETC) connector. Decision

A. Key OFF. Yes: Perform pinpoint
tests.
B. Disconnect ETC.
C. Check ETC and connector terminals for: damaged or pinched wires; moisture in
terminals; corroded terminals; loose, bent, or broken pins; or broken connector
housing.
Are ETC connector, harness, and terminals clean and undamaged?

3464 FMI 31.

Tools Required
Figure 442 Test 1 Engine Throttle Control (ETC) connector Circuit Resistance Check
Test 1 Setup
A. Key OFF.
B. Disconnect Engine Throttle Control (ETC) connector.
C. Connect Breakout Harness ZTSE4735A to vehicle harness and leave ETC connector disconnected.
D. Key ON.
Using DMM measure resistance between Breakout Greater than 1000 ohms
Harness ZTSE4735A pin-2 and known good GND.
Decision
No: Repair short to GND between ETV pin-2 and ECM
pin-57, pin-75. After repairs are complete, retest for SPN
3464 FMI 31.
Test 2 Setup
A. Key OFF.
D. Key ON.
Harness ZTSE4735A pin-6 and known good GND.
Decision
No: Repair short to GND between ETV pin-6 and ECM
pin-58 and pin-76. After repairs are complete, retest for
SPN 3464 FMI 31
Test 3 Setup
A. Key OFF.
D. Key ON.
Harness ZTSE4735A pin-2 and PWR.
Decision
No: Repair short to PWR between ETV pin-2 and ECM
SPN 3464 FMI 31.
Test 4 Setup
A. Key OFF.
D. Key ON.
Harness ZTSE4735A pin-1 and PWR.
Decision
Is resistance greater than 1000 ohms? Yes: Replace ETV. After repairs are complete, retest for
SPN 3464 FMI 31.
No: Repair short to PWR between ETV pin-6 and ECM
SPN 3464 FMI 31.

EWPS (Engine Warning Protection System)

Overview of EWPS Sensor Group
SPN FMI Description

100 1 Engine Oil System below Critical Pressure (page 1213)
100 18 Engine Oil System below Warning Pressure (page 1215)
110 0 Engine Cooling System above Critical Temperature (page 1217)
110 15 Engine Cooling System above Warning Temperature (page 1219)
110 16 ECT1 stuck in range High (page 1221)
111 1 ECL below Warning/Critical Level (page 1224)
111 2 ECL signal erratic, intermittent, or incorrect (page 1228)
175 15 Engine Oil System above Warning Temperature (page 1230)
190 0 Engine Overspeed - Most Severe Level (page 1236)
593 31 Engine stopped by IST (page 1239)
1378 31 Change Engine Oil Service Interval (page 1242)
3936 0 DPF Soot Load - Severe De-Rate (page 1243)
Overview
Engine Warning Protection System (EWPS), warns operator of conditions that can damage engine.
Standard Warning System is base system in which all engines are equipped. If one of these faults are detected,
Engine Control Module (ECM) illuminates red engine lamp and sets corresponding Diagnostic Trouble Codes
(DTC).
Following optional features to this base system provide added warning or protection.
Standard Warning
- No engine shutdown available.
• ECT - Engine overheat warning
• EOP - Low engine oil pressure warning
3-way Warning
- No engine shutdown available.
• ECT - Engine overheat warning
• EOP - Low engine oil pressure warning
• ECL - Low engine coolant level warning
3-way Protection
- Engine shutdown is available if critical condition is detected.
• ECT, EOP, ECL - Same as 3-way Warning
• ECT - Engine overheat critical protection
• EOP - Low engine oil pressure critical protection

• ECL - Low engine coolant level critical protection
Warning (Amber Triangle Light):

Temperature above specific threshold sounds a buzzer, illuminates the red OIL / WATER (OWL) lamp, and sets
DTC.
Critical (Exclamation Mark Stop Lamp):

Temperature above specific threshold shuts down engine and sets DTC.
Event log (if equipped):

This feature logs occurrences of event according to engine hours and odometer readings.
EWPS Programmable Parameters
• 1 = 3-way Warning
• 2 = 3-way Protection
• 3 = Standard Warning
ECT Warning Temperature:

Specifies temperature threshold where Triangle Warning light and warning buzzer are turned on.
ECT Critical Temperature:

Specifies temperature threshold where an engine shutdown is commanded (Exclamation Engine Stop lamp).
EOP Engine Speed Region Boundary 1 (600 RPM):

Specifies at what RPM a specified oil pressure (EOP Critical Pressure for Region 1) should be detected.


EOP Warning Pressure for Region 1 (10 psi / 69 kPa):

Specifies the minimum oil pressure with engine speed greater than EOP Engine Speed Region Boundary 1.
Failure to meet set point turns on the OIL / WATER lamp and warning buzzer.
EOP Warning pressure for Region 2 (16 psi / 110 kPa):

Specifies the minimum oil pressure with engine speed greater than EOP Engine Speed Region Boundary 1 but
less than EOP Engine Speed Region Boundary 2. Failure to meet set point turns on the OIL / WATER lamp and
warning buzzer.
EOP Warning Pressure for Region 3 (20 psi / 138 kPa):

Specifies the minimum oil pressure with engine speed greater than EOP Engine Speed Region Boundary 2, but
less than EOP Engine Speed Region Boundary 3. Failure to meet set point turns on the OIL / WATER lamp and
warning buzzer.
EOP Critical Pressure for Region 1 (7.5 psi / 52 kPa):

Specifies the minimum oil pressure with engine speed greater than EOP Engine Speed Region Boundary 1.
Failure to meet set point commands an engine shut down.
EOP Critical Pressure for Region 2 (12 psi / 83 kPa):

Specifies the minimum oil pressure with engine speed greater than EOP Engine Speed Region Boundary 1, but
less than EOP Engine Speed Region Boundary 2. Failure to meet set point commands an engine shutdown.
EOP Critical Pressure for Region 3. (15 psi / 103 kPa):

Specifies the minimum oil pressure with engine speed greater than EOP Engine Speed Region Boundary 2 but
less than EOP Engine Speed Region Boundary 3. Failure to meet set point commands an engine shutdown.
SPN 100 FMI 1 - Engine Oil System below Critical Pressure

Values
Engine Oil System below Critical
Pressure
Fault Overview
Fault sets when Engine Control Module (ECM) senses Engine Oil Pressure (EOP) is below Critical Pressure.
Associated Faults
SPN 100 FMI 3 and 4 (EOP)
Fault Facts
None

Continuous
Possible Causes
• Low oil level
• High oil level
• Oil pressure regulator stuck open
• Broken, missing, or loose piston cooling jets
• Missing, damaged, or worn bearing / camshaft bushings
• Failed oil pump
• Oil aeration
• Loose rocker arm bolt or worn rocker shaft
Step 1 Troubleshoot Low Oil Pressure issues. Decision

Using Electronic Service Tool (EST) with ServiceMaxx™ software, check Diagnostic Trouble Yes: Perform Diagnostic
Code (DTC) list for Associated Faults(page 1213). Troubleshooting
Procedures: 7.6 - Low Oil
Pressure. After repairs
SPN 100 FMI 1.
100 FMI 1.

SPN 100 FMI 18 - Engine Oil System below Warning Pressure

Values
Engine Oil System below Warning
Pressure
Fault Overview
Fault sets when Engine Control Module (ECM) senses Engine Oil Pressure (EOP) is below Warning Pressure.
Associated Faults
• SPN 100 FMI 1 (EWPS) • SPN 100 FMI 3 and 4

(EOP)
Fault Facts
None

Continuous
Possible Causes
• Low oil level
• High oil level
• Oil pressure regulator stuck open
• Broken, missing, or loose piston cooling jets
• Missing, damaged, or worn bearing inserts / camshaft bushings
• Failed oil pump
• Oil aeration
• Loose rocker arm bolt or worn rocker shaft
Step 1 Troubleshoot Low Oil Pressure issues. Decision

Using Electronic Service Tool (EST) with ServiceMaxx™ software, check Diagnostic Trouble Yes: Perform Diagnostic
Code (DTC) list for Associated Faults(page 1215). Troubleshooting
Procedures: 7.6 - Low Oil
Pressure. After repairs
SPN 100 FMI 18.
100 FMI 18.

SPN 110 FMI 0 - Engine Cooling System above Critical Temperature

Values
Engine Coolant System above
Critical Temperature
Fault Overview
Fault is set by Engine Control Module (ECM) when Engine Coolant Temperature 1 (ECT1) is above 240°F
(116°C). When temperature drops below 240°F (116°C), fault will become inactive.
For high altitude application, 15 psi (103 kPa) radiator cap, fault is set by ECM when ECT1 is above 246°F
(119°C). When temperature drops below 246°F (119°C), fault will become inactive.
Lamp Reaction
Engine shutdown is commanded and Red Stop Lamp (RSL) active.
Associated Faults
None
Fault Facts
This fault sets when Engine Warning Protection System Detects Engine Coolant Temperature has risen above
a Critical set point. Fault may be caused by actual high coolant temperature or by a fault in engine coolant
temperature sensor circuits.

Road Test
Possible Causes
• Incorrect value in Programmable Parameter (PP) 77022.
• Blockage between radiator and Charge Air Cooler (CAC).
• Cooling system overheating
• Degraded coolant
Step 1 Troubleshoot Coolant Over-Temperature issues. Decision

Use Diagnostic Troubleshooting Procedures: 6.3 – Coolant Over-Temp (page 91).

SPN 110 FMI 15 - Engine Cooling System above Warning Temperature

Values
Engine coolant at Engine Coolant ECT1 > value programmed into Key-On Engine-Running (KOER)
Temperature 1 (ECT1) is above Programmable Parameter (PP) 77011
Warning temperature.
Fault Overview
Fault code sets when Electronic Control Module (ECM) detects that engine coolant temperature at Engine
Coolant Temperature 1 (ECT1) is above Programmable Parameter (PP) 77011.
Lamp Reaction
Red Stop Lamp and Warning buzzer turned ON.
Associated Faults
SPN 110 FMI 2, 3, 4 (ECT1)
Fault Facts
Fault may be set by incorrect value in Programmable parameters in ServiceMaxx™ software.

Road Test
Possible Causes
• Incorrect value in Programmable Parameter (PP) 77011
• Engine Overheating
Step 1 Decision

complete, retest SPN
110 FMI 15.
Step 2 Troubleshoot Engine Coolant Temperature 1 (ECT1) issues. Decision

Check Programmable Parameter (PP) 77011. Using EST with ServiceMaxx™ software, go Yes: Perform Diagnostic
to Sessions > Programming > Engine Warn Protection System. Check value, verify with Troubleshooting
customer desired temperature limit and compare to normal operating temperature. Procedures: 6.3 –
Coolant Over-Temp
(page 91).
Is PP 77011 programmed correctly?
No: Program PP 77011
to correct value. After
15.

SPN 110 FMI 16 - ECT1 stuck in range High

Engine Coolant Temperature {Engine coolant temperature ≥ Key ON
(ECT1) stuck in range high 219°F (104°C)
Intake air temperature ≥ -40°F (-40°C)
monitor.
AND time spent in high-speed
Engine coolant temperature at Startup
torque zone as defined in [Table
{Calibrated Out} ≤ 460°F (238°C)
A103]} ≤ 400 seconds
[Engine Off soak time ≥ 7200 seconds
OR Time spent in high-speed torque zone as

defined by (Table A103) from previous driving
cycle] ≤ 400 seconds
Engine run mode active timer > 120 seconds
Exhaust brake position control ≤ 99.97%
Ambient pressure {calibrated out} > 1.068 psi

(7.363 kPa)
Accumulated power {Calibrated Out} > -100

joules/second
Condition 1 and 2 listed above true for at least]

≥ 300 seconds
Intake air heater OFF
Cold ambient protection mode not active
Power Take-off (PTO) mode NOT active

OR Cumulative time spent below ≤ 740 RPM

Not active: SPN/FMIs 132/3, 132/4, 132/0,

132/1, 172/3, 172/4, 172/2, 1173/2, 2630/2,
108/3, 108/4, 4765/3, 4765/4, 110/3, 110/4,
110/2, 175/3, 1754, 175/2, 164/0, 164/3,
164/4, 651/4, 651/5, 652/4, 652/5, 653/4,
653/5, 654/4, 654/5, 655/4, 655/5, 656/4,
656/5, 5395/0, 5395/1, 1173/16, 651/14,
652/14, 653/14, 654/14, 655/14, 656/14,
1323/31, 1324/31, 1325/31, 1326/31, 1327/31,
1328/31, 1322/31, 110/18, 4257/0, 4257/1,
164/16, 164/18, and 110/17
Fault Overview
Fault sets when ECT1 signal is stuck in range high.
Lamp Reaction
Associated Faults
None
Fault Facts
This fault sets when Engine Warning Protection System (EWPS) detects Engine Coolant Temperature 1 (ECT1)
has risen above a critical set point. Fault may be caused by actual high coolant temperature or by a fault in
ECT1 sensor circuit.

Road Test
Possible Causes
• Check for leaks or boiling out
Step 1 Troubleshoot Engine Coolant Temperature 1 (ECT1) issues. Decision

Use Diagnostic Troubleshooting Procedures: 6.3 – Coolant Over-Temp (page 91).

SPN 111 FMI 1 - ECL Below Warning / Critical Level

Engine Coolant Level (ECL) has ECL circuit detects low coolant Key ON
fallen below minimum level. level.
Fault Overview
Fault code sets when Engine Control Module (ECM) detects Engine Coolant Level (ECL) sensor signal detects
that coolant level is below minimum level
Lamp Reaction
Red Stop Lamp will illuminate when this fault is detected.
Associated Faults
None
Fault Facts
None

Continuous
Possible Causes
• Engine cooling system mechanical failure
• Failed ECL sensor or circuit
Step 1 Check coolant level. Decision

Perform Coolant Level Inspection . Yes: Go to Step 2.
Is Coolant level low, is there evidence of coolant loss, or does operator complain of
coolant leaks or consumption?
No: Perform Coolant Loss
Symptom Diagnostics (page
89).
Step 2 Inspect connections at Engine Coolant Temperature 1 (ECT1) sensor. Decision

A. Key OFF. Yes: Go to step 3
111 FMI 1.

Using Electronic Service Tool (EST) with ServiceMaxx™ software. A. Key ON, clear Yes: Go to step 4.
codes. B. Key OFF, wait for EST screens to clear. C. Key ON, check Diagnostic Trouble
Codes (DTC) list for SPN 111 FMI 1.
B. Key OFF, wait for EST screen to clear.

Step 4 Check if SPN 111 FMI 1 is still active. Decision

Perform Test 1 (page 1227). Using Electronic Service Tool (EST) with ServiceMaxx™ Yes: Repair short between
software: ECL and Engine Control
Module (ECM) pin C2-49.
B. Key OFF, wait for EST screen to clear. retest for SPN 111 FMI 1.
Is EST DTC list SPN 111 FMI 1 still active?

No: Replace ECL sensor.
Figure 446 ECL Sensor Circuit Diagram
See latest version of Navistar® N13 Engine and Aftertreatment Wiring Schematic Form 0000009301 for
Tools Required
Test 1 Setup
A. Key OFF.
B. Disconnect Engine Coolant Level (ECL) sensor.

SPN 111 FMI 2 - ECL signal erratic, intermittent, or incorrect

Values
TBD TBD TBD
Fault Overview
Lamp Reaction
Associated Faults
Fault Facts
None

Continuous
Possible Causes
•
SPN 175 FMI 15 - Engine Oil System above Warning Temperature

Values
Engine Oil Temperature (EOT) above EOT > value programmed into Key ON
Warning Temperature Programmable Parameter (PP) 77012
Fault Overview
This fault is set by Engine Control Module (ECM) when Engine Oil Temperature (EOT) is above 261°F (127°C).
ECM illuminates red lamp (OWL). When temperature drops below 261°F (127°C) SPN/FMI will become inactive.
Lamp Reaction
Associated Faults
None
Fault Facts
This fault sets when Engine Warning Protection System (EWPS) detects Engine Oil Temperature (EOT) has
risen above a desired set point. Fault may be caused by actual high oil temperature or by a fault in EOT sensor
circuit.

Continuous
Possible Causes
• High resistance EOT circuit
• High resistance SIG GND circuit
• Failed oil system module thermal valve assembly



Tests .

SPN 175 FMI 15.
Tools Required
Test 1 Setup
A. Key OFF.
oil temperature.
Decision
Is temperature 194 ± 10°F (90 ± -12.2°C)? Yes: Go to Test 3.
No: Go to Test 2.
Test 2 Setup
A. Key OFF.
oil temperature.
Decision
Is temperature 194 ± 10°F (90 ± -12.2°C)? Yes: Repair high resistance in SIG GND circuit between
EOT pin-1 and ECM pin E-28. After repairs are complete,
No: Repair high resistance in EOT circuit between EOT
for SPN 175 FMI 15.
Test 3 Setup
A. Key OFF.
D. Key ON.
Using DMM to measure resistance between Breakout See Engine Specifications for EOT sensor(page 2405).
Decision
Is resistance within specification? Yes: Replace oil system module thermal valve assembly.
No: Replace EOT sensor. After repairs are complete,

SPN 190 FMI 0 - Engine overspeed - Most Severe Level

Values
Engine speed reaches most severe Engine speed exceeds 2600 rpm with Vehicle speed < 0.1 mph
level with Accelerator Pedal Position no fuel being requested
APP < 0.1%
(APP) and Vehicle Speed Sensor
(VSS) at 0% or 0. RAPP < 0.1%
Engine speed > 2600 rpm
Fault Overview
Fault sets only when a vehicle is stationary and engine speed reaches 2600 rpm with no fuel being requested by
Engine Control Module (ECM). Once conditions are met, ECM will initiate a protection strategy. Engine Throttle
Valve (ETV) and Exhaust Gas Recirculation (EGR) valve will be closed and fuel injectors disabled. Fuel Pressure
Control Valve (FPCV) will open to relieve fuel rail pressure in case of injector tip damage. A full engine analysis
needs to be completed to assess damage from excessive engine speed before engine can be started.
Lamp Reaction
Malfunction Indicator Lamp (MIL) and Red Stop Lamp (RSL) will illuminate when this fault is detected.
Associated Faults
None
Fault Facts
SPN 190 FMI 0 is set by Engine Control Module (ECM) when engine rpm has exceeded 3,200 rpm.

Continuous (engine running)
Possible Causes
• Excessive engine speed in an unintended downshift.
• Steep acceleration downhill without correct brake application.
• External fuel source being ingested into intake air system.
Step 1 Visual inspection of turbocharger outlet pipe. Decision

Remove turbocharger outlet pipe and Charge Air Cooler (CAC) outlet pipe and inspect Yes: Go to Step 2.
for oil.
Is there excessive oil coming from high-pressure turbocharger?

No: Go to Step 7.
Step 2 Visually inspect engine. Decision

Visually inspect engine block. Yes: Replace engine.
Warranty policy applies.
Is there external damage to block?
No: Go to Step 3.
Step 3 Check parameter 58071 Maximum Trip RPM. Decision

Use Electronic Service Tool (EST) with ServiceMaxx™ software to check Yes: Go to Step 4.
parameter(Figure 855).
Is parameter 58071 above 3,200 rpm?

No: Go to Step 5.
Step 4 Check if engine RPM is greater than 3,200. Decision

Drop oil pan and inspect for block/liner damage. Yes: Repair or replace
engine. Warranty policy
applies. After repairs are
Is there damage to block or liner?
190 FMI 0.
No: Replace injectors,
turbocharger cartridge,
water pump, and clean
Charge Air Cooler (CAC).
Go to Step 6.
Step 5 Check if engine RPM is less than 3,200 rpm but greater than 2,600 rpm. Decision
190 FMI 0.
No: Replace injectors,
turbocharger cartridge,
water pump, and clean
Charge Air Cooler (CAC).
Go to Step 6.
Step 6 Check calibration. Decision

Use EST with ServiceMaxx™ software to check calibration. Yes: Clear trip report and
release truck to service.
Is calibration up to date?
No: Update calibration and
Step 7 Visually inspect engine. Decision

Visually inspect engine block. Yes: Replace engine.
Warranty policy applies.
Is there damage to engine block?
No: Go to Step 8.
Step 8 Check parameter 58071 Maximum Trip RPM. Decision

Use EST with ServiceMaxx™ software to check parameter(Figure 855). Yes: Go to Step 9.
Is parameter 58071 above 3,200 rpm?

No: Clear trip report and
Step 9 Check if engine RPM is greater than 3,200. Decision

190 FMI 0.
No: Replace water pump.
Go to Step 6.

SPN 593 FMI 31 - Engine Stopped by IST

Function
Idle Shutdown Timer (IST) allows Engine Control Module (ECM) to shut down engine during extended engine
idle times.
Tools
• Digital Multimeter (DMM) (page 2428)
GOVERNMENT REGULATION: State and local regulations may limit engine idle time. Vehicle
owner or operator is responsible for compliance with those regulations.
Idle Shutdown Warning

Thirty seconds before IST-defined engine shutdown, a vehicle instrument panel indicator activates. There are
two types of indicators:
• Amber flashing idle shutdown indicator for multiplex electrical systems
• Red flashing indicator with audible alarm for non-multiplex electrical systems
This continues until the engine shuts down or the low idle shutdown timer is reset.
Engine Idle Shutdown Timer (IST) for California ESS Compliant Engines
Navistar® engines certified for sale in state of California (CA) conform to mandatory California Air Resources
Board (CARB) Engine Shutdown System (ESS) regulations. Prior function of IST is available on CA ESS-exempt
and federally-certified engines (school buses, emergency, and military vehicles).
Engine idle duration is limited for ESS-compliant engines as follows:
• When vehicle parking brake is set, idle shutdown time is limited to CARB requirement of 5 minutes.
• When vehicle parking brake is released, idle shutdown time is limited to CARB requirement of 15 minutes.
Duration of CARB-mandated values can be reduced by programming customer IST programmable parameter
to value lower than 15 minutes. Adjusting this parameter reduces overall system shutdown time as follows:
• Adjusting parameter value between 5 and 15 minutes reduces idle shutdown time with vehicle parking brake
released. Default value of 5 minutes for vehicle parking brake set condition remains unaffected.
• Adjusting parameter value between 2 and 5 minutes reduces idle time for both vehicle parking brake released
and set conditions.
While IST is installed, idle shutdown time is factory-defaulted to 60 minutes and cannot be adjusted. If IST is
enabled, Cold Ambient Protection (CAP) will not function.
CARB IST feature is factory-programmed. Customers cannot turn IST off for ESS-compliant engines.
CARB Idle Shutdown Timer (IST) Conditions

The following conditions must be true for the idle shutdown timer to activate in all modes. Any change of the
true state of one or more of these conditions will reset or disable the IST.
• Manual Diesel Particulate Filter (DPF) regeneration is inactive (not enabled).
• Steady drive-line state (no transition detected). No change in the state of the clutch switch (manual
transmission) or transmission shifter between the in-gear position and neutral or park (Automatic
transmission).
• Power Takeoff (PTO) remote mode disabled.
• Engine coolant temperature greater than 60°F (16°C).
• No active coolant temperature sensor diagnostic faults.
• No active Intake Air Temperature (IAT) sensor diagnostic faults.
• Engine is operating in run mode or in active diagnostic tool mode.
• Vehicle speed is less than 1.25 mph.
• No active vehicle speed diagnostic faults.
• PTO control is in OFF or Standby mode.
• Engine speed less than 700 rpm.
• Steady accelerator pedal position (no transition detected from any pre-set position).
• Steady brake pedal state (no transition detected from any pre-set state).
• Steady parking brake state (J1939) (no transition detected from any pre-set state).
Idle Shutdown Timer (IST) (Federal – Optional)

Idle time can be programmed from 5 to 120 minutes. While IST is installed, IST function will be active with the
programmed shutdown time in effect. Parking brake transitions reset idler timer. If IST is enabled, Cold Ambient
Protection (CAP) will not function.
Federal IST Conditions

Following conditions must be true for IST to activate. Any change to true state of one or more of these conditions
will reset or disable IST.
Common Enable Conditions for All Federal IST Options
• Manual Diesel Particulate Filter (DPF) regeneration is inactive (not enabled).
• Steady drive-line state (no transition detected). No change in the state of the clutch switch (manual
transmission) or transmission shifter between the in-gear position and neutral or park (Automatic
transmission).
• Power Takeoff (PTO) remote mode disabled.
• Intake air temperature greater than 60°F (16°C) (MFG Default, Customer adjustable parameter).
• Intake air temperature lower than 112°F (44°C) (MFG Default, Customer adjustable parameter).
• Engine coolant temperature greater than 140°F (60°C).
• No active coolant temperature sensor diagnostic faults.
• No active Intake Air Temperature (IAT) sensor diagnostic faults.

• Engine is operating in run mode or in active diagnostic tool mode.
• Vehicle speed is less than 1.25 mph.
• Steady parking brake state (J1939). No transition detected from any pre-set state.
Additional operation options enable conditions depending on selected Federal IST operation mode:
Federal IST Mode 1: PTO Operation Option Enable Conditions
• Power Takeoff (PTO) control is in Off or Standby mode.
• Engine speed less than 750 rpm.
• Accelerator pedal position is less than 2%.
• No active accelerator pedal diagnostic faults.
• Steady brake pedal state (No transition detected).
• No active brake system diagnostic faults.
Federal IST Mode 2: No Load / Light Load Limit Option Enable Conditions
• Accelerator pedal position is less than 2%.
• No active accelerator pedal diagnostic faults.
• Steady brake pedal state (no transition detected).
• No active brake system diagnostic faults.
• Engine reported fuel usage (load) is less than Engine Control Module (ECM)-specified limit
(factory-calibrated, not customer adjustable).
Federal IST Mode 3: Tamper Proof Option Enable Conditions
• Engine reported fuel usage (load) is less than Engine Control Module (ECM)-specified limit
(factory-calibrated, not customer adjustable).
• Steady accelerator pedal position (no transition detected from any pre-set position).
• Steady brake pedal state (no transition detected from any pre-set state).
Fault Detection / Management

Idle Shutdown Timer (IST) SPN / FMI does not indicate system fault. SPN 593 FMI 31 will set when engine idle
shutdown has shut down engine from Engine Control Module (ECM) command. IST feature must be enabled
for SPN 593 FMI 31 to be displayed.
SPN 1378 FMI 31 - Change Engine Oil Service Interval

Change engine oil service interval. Programed Parameter for Engine Oil Key-On Engine-Running (KOER)
Service has been reached
Fault Overview
Fault code sets when Electronic Control Module (ECM) detects change engine oil service interval is erratic,
intermittent, or incorrect.
Lamp Reaction
None
Associated Faults
None
Fault Facts
None

Continuous
Possible Causes
• Change Engine Oil and reset engine oil change reminder
WARNING: To prevent personal injury or death, wear safety glasses and avoid moving components
such as fans, pulleys, and belts when taking an engine oil sample.
CAUTION: To prevent engine damage, do not extend recommended oil change intervals.
Step 1 Decision
Change engine oil and oil filter (see Engine Oil and Filter in Reset the change engine oil service interval counter.
Section 5 of Engine Operation and Maintenance Manual).
End Diagnostic Step

SPN 3936 FMI 0 - DPF Soot Load – Severe De-Rate

Values
DPF Differential Pressure / Outlet DPF Differential Pressure / Outlet Key-On Engine-Running (KOER)
Pressure sensor data valid, but Pressure sensor has exceeded the
above normal operating range recommended limits.
(severe de-rate).
Fault Overview
has exceeded maximum operating limits for an extended period of time. Torque output of engine will be reduced
as soot load increases. Active regeneration of aftertreatment system will be disabled.
Lamp Reaction
Red Stop Lamp (RSL) Active.
Associated Faults
• SPN 94 (FDP) • SPN 102 (IMP) • SPN 157 (FRP) • SPN 651-656 (INJ / CYL)
• SPN 3242 FMI 2, 3, and 4 • SPN 3246 FMI 2, 3, and 4 • SPN 3480 (AFT: FP1) • SPN 3482 (AFT: FEC)
(DPFIT) (DPFOT)
• SPN 3556 (AFT) • SPN 4765 FMI 2, 3, and 4 • SPN 5541 (TC1TOP)
(DOCIT)
Fault Facts
This fault code indicates exhaust temperatures exiting turbocharger are Not high enough. Repeated occurrences
of this fault code may indicate engine requires frequent regeneration of aftertreatment system. To passively
regenerate aftertreatment system, operate engine under higher load and higher rpm.

Continuous (engine running)
Possible Causes
• Regen inhibited


3936 FMI 0.

Using EST with ServiceMaxx™ software, check DTC list for SPN 94 (FDP), SPN 102 (IMP), Yes: Go to Step 3.
SPN 157 (FRP), SPN 651-656 (INJ / CYL), and SPN 5541 (TC1TOP).
Is EST DTC list free of SPN 94, SPN 102, SPN 157, SPN 651-656, and SPN 5541?
No: Repair SPN 94,
SPN 102, SPN 157,
SPN 651-656, and SPN
3936 FMI 0.
Step 3 Determine if a regen inhibitor is inhibiting regeneration of aftertreatment system. Decision

Using EST with ServiceMaxx™ software, go to KOER Aftertreatment DPF Regeneration Yes: Go to Step 4.
Procedure.
Does DPF Filter Regeneration procedure run without any active Inhibitors?
No: Correct active regen
inhibitors. After repairs
SPN 3936 FMI 0.
Step 4 Inspect connections at DPF Differential Pressure (DPFDP) / outlet pressure Decision
sensor.
B. Disconnect DPFDP / outlet pressure sensor
Check DPFDP / outlet pressure sensor and connector terminals for: damaged or pinched
wires; moisture or corroded terminals; loose, bent, or broken pins; or broken connector
housing.
Are DPFDP / outlet pressure sensor connector, harness, and terminals clean and
undamaged?
SPN 3936 FMI 0.

Key ON Engine OFF (KOEO). Using EST with ServiceMaxx™ software, load Signals Yes: Go to Step 7.
session and monitor DPFDP.

No: Go to Step 6.
Inspect the DPFDP sensor hoses for kinks, improper hose routing, restrictions, or damage. Yes: Replace DPF
Differential Pressure
Are DPFDP sensor hoses routed correctly, free of damage, and unrestricted?
/ Outlet Pressure
SPN 3936 FMI 0.
DPFDP sensor hose(s).
After repairs are
SPN 3936 FMI 0.
Step 7 Determine if engine has mechanical cylinder balance problem (compression Decision
loss).
Perform Crankcase Pressure Test. Yes: Repair base
engine compression
imbalance. After repairs
SPN 3936 FMI 0.
No: Go to Step 8.

No: Go to Step 10.

Remove upper valve cover (see Engine Service Manual). Inspect for bent valves, fallen Yes: Replace injector
bridges, and valves out of adjustment. suspected by Multiple
Cylinder Cutout Test.
After repairs are
SPN 3936 FMI 0.
No: Repair failed valve
train components. After
repairs are complete

0.
Step 10 Determine if vehicle has an engine performance related driveability problem. Decision
Test drive the vehicle. Yes: Perform Engine
Load Symptoms(page
3936 FMI 0.
FMI 0.

FDP (Fuel Delivery Pressure) Sensor

Overview of FDP Sensor Group
SPN FMI Description

94 3 FDP signal Out of Range HIGH (page 1249)
94 4 FDP signal Out of Range LOW (page 1254)
94 17 Fuel Delivery Pressure below minimum (page 1261)
94 18 Fuel Delivery Pressure below min during cranking (page 1263)
Overview
Fuel Delivery Pressure (FDP) sensor provides feedback signal to Engine Control Module (ECM) indicating
engine fuel pressure. During engine operation, if pressure is not satisfactory, ECM will turn on amber FUEL
lamp to alert operator when fuel filter needs servicing.
FDP sensor is only capable of measuring up to 75 psi (517 kPa) of pressure, even though fuel pressure normally
operates at 90 psi (621 kPa).
Figure 452 FDP Sensor Location

1. Fuel Delivery Pressure (FDP)
sensor
SPN 94 FMI 3 - FDP signal Out of Range HIGH

Fuel Delivery Pressure (FDP) FDP sensor voltage > 4.912 Volts Key ON
sensor voltage is greater than (152 psi {1049 kPa})
Inactive: SPN 3509 FMI 3 and 4 (VREF1)
expected.
AND Pre-debounce time ≥ 10
seconds
Fault Overview
Fault sets when Fuel Delivery Pressure (FDP) sensor signal voltage is greater than 4.912 volts (152 psi {1049
kPa}) for 5 seconds.
Lamp Reaction
Associated Faults

(VREF 1)
Fault Facts
None

Continuous
Possible Causes
• FDP circuit short to PWR
• Failed FDP sensor

1249).

FMI 3.

Is EST DTC list show SPN 94 FMI 3 as Active or Pending?

Step 3 Inspect connections at Fuel Delivery Pressure (FDP) sensor. Decision

Tests .
B. Disconnect FDP sensor connector.
C. Check FDP sensor and connector terminals for damaged or pinched wires;
Are FDP sensor connector, harness, and terminal clean and undamaged?
94 FMI 3.
Figure 453 Fuel Delivery Pressure (FDP) Sensor Circuit Diagram
Tools Required
Test 1 Setup
A. Key OFF.
B. Disconnect Fuel Delivery Pressure (FDP) sensor vehicle harness connector.
C. Connect Electronic Service Tool (EST) to vehicle Diagnostic Connector .
Decision
Does SPN 94 FMI 3 set after DTC list is cleared? Yes: Repair short to PWR between FDP pin-3 and
No: Go to Test 2.
Figure 454 Test 2 SIG GND Circuit Check
Test 2 Setup
A. Key OFF.
B. Disconnect Fuel Delivery Pressure (FDP).
C. Connect Breakout Harness ZTSE4850 to vehicle harness connector and leave FDP disconnected.
D. Key ON.
ZTSE4850 pin-1 and PWR
Decision
Is voltage 12 ± 0.5 volts? Yes: Replace FDP sensor. After repairs are complete,
No: Repair Open between FDP pin-1 and ECM pin E-28.

SPN 94 FMI 4 - FDP signal Out of Range LOW

Engine Fuel Delivery Pressure (FDP) Engine Fuel Delivery Pressure Sensor Key ON
Sensor Out of Range Low. Voltage
< 0.093 Volts (VREF 1)
AND Pre-debounce time
≥ 10 seconds
Fault Overview
Fault sets when Fuel Delivery Pressure (FDP) sensor signal voltage is less than 0.093 volts for 5 seconds.
Lamp Reaction
Associated Faults

(VREF 1)
Fault Facts
None

Continuous
Possible Causes
• FDP circuit Open
• FDP circuit short to GND
• Failed FDP sensor


94 FMI 4.

Does EST DTC list show SPN 94 FMI 4 as Active or Pending?

After repairs are complete
retest, for SPN 94 FMI 4.
Step 3 Inspect connections at Fuel Delivery Pressure (FDP) sensor. Decision

Tests .
B. Disconnect FDP sensor connector.
C. Check FDP sensor and connector terminals for damaged or pinched wires;
Are FDP sensor connector, harness, and terminal clean and undamaged?
94 FMI 4.
Figure 455 Fuel Delivery Pressure (FDP) Sensor Circuit Diagram
Tools Required
Figure 456 Test 1 VREF1 Circuit Voltage Check
Test 1 Setup
A. Key OFF.
B. Connect Breakout Harness ZTSE4850 to Fuel Delivery Pressure (FDP) vehicle harness connector and leave
C. Key ON.
Use DMM to measure voltage between Breakout Harness 5 ± 1 volts
ZTSE4850 pin-2 and GND.
Decision
Is voltage 5 ± 1 volts? Yes: Go to Test 2.
No: Repair Open between FDP pin-2 and Engine Control
for SPN 94 FMI 4
Figure 457 Test 2 Fuel Delivery Pressure (FDP) Sensor Circuit Check
Test 2 Setup
A. Key OFF.
D. Connect Breakout Harness ZTSE4850 to Fuel Delivery Pressure (FDP) vehicle harness connector and leave
E. Using Breakout Harness ZTSE4498, short pin-2 and pin-3 of Breakout Harness ZTSE4850 together.
Decision
Does SPN 94 FMI 3 set after DTC list is cleared? Yes: Replace FDP sensor. After repairs are complete,
No: Go to Test 3.
Figure 458 Test 3 FDP Sensor Circuit Check
Test 3 Setup
A. Key OFF.
D. Connect Breakout Harness ZTSE4850 to Fuel Delivery Pressure (FDP) vehicle harness connector and leave
E. Using Breakout Harness ZTSE4498, short pin-2 and pin-3 of Breakout Harness ZTSE4850 together.
Decision
Does SPN 3509 FMI 4 set in DTC list? Yes: Repair short to ground between FDP pin-3 and ECM
FMI 4.
No: Repair Open between FDP pin-3 and ECM pin E-32.

SPN 94 FMI 17 - Fuel Delivery Pressure below minimum

Fuel Delivery Pressure (FDP) below 60 psi (414 kPa) in 45 seconds > 600 rpm in 10 seconds
minimum
Fault Overview
None
Lamp Reaction
Wrench lamp will illuminate when this fault is active.
Associated Faults
• SPN 94 FMI 1 (EFP) • SPN 94 FMI 18 (FDP) • SPN 931 FMI 4 (EFP)
Fault Facts
Fault is normally caused by fuel filter needing to be changed.

Continuous
Possible Causes
• Recent fuel system service requiring priming
• Vehicle unused for long period of time requiring priming
• Low fuel level
• Diesel fuel contamination
• Failed secondary (engine mounted) fuel filter
• Failed primary (chassis mounted) fuel filter
• Restricted strainer
• Restricted / leaking fuel supply
• Failed fuel pressure regulator
engine surfaces.


94 FMI 17.

Trouble Code (DTC) list for SPN 94 FMI 17 (FDP). Delivery Pressure symptom
(page 120).


SPN 94 FMI 18 - Fuel Delivery Pressure below min during cranking

Fuel Delivery Pressure (FDP) below FDP < 45 psi (kpa) for 8 seconds Engine cranking
minimum during engine cranking.
Fault Overview
Fault code sets when Fuel Delivery Pressure (FDP) is below 45 psi for 8 seconds while engine is cranking.
Lamp Reaction
None
Associated Faults
SPN 931 FMI 4 (EFP)
Fault Facts
This fault may set due to fuel gelling, low fuel level, or recent engine service.
Drive Cycles
Engine Cranking
Possible Causes
• Recent fuel system service that required priming
• Diesel fuel waxing or icing in cold temperatures
• Low fuel level in either fuel tank
• Vehicle unused for long period of time
• Unseated fuel filter that causes fuel to drain back to tank
• High resistance in fuel pump circuits
• High resistance in FP GND circuit
• Stuck Open fuel pressure regulator
• Damaged fuel filter
• Completely plugged strainer
• Failed fuel pump


94 FMI 17.

Trouble Code (DTC) list for SPN 94 FMI 18 (FDP). Delivery Pressure symptom
(page 120).


FLI (Fuel Level Signal)

Overview of FLI Sensor Group
SPN FMI Condition

96 3 Fuel Level signal Out of Range HIGH (page 1266)
96 4 Fuel Level signal Out of Range LOW (page 1268)
96 19 Fuel Level not detected on J1939 (page 1270)
Overview
Fuel level is broadcast on J1939 public Controller Area Network (CAN) bus. This signal is sent from Body
Controller (BC) which is where fuel level signal is received. If BC is not located on J1939 many other CAN
networks may be affected.
SPN 96 FMI 3 - Fuel Level signal Out of Range HIGH

Values
Fuel level sensor is shorted to high Body Controller detects that the Key ON
voltage or open / high resistance fuel level sensor voltage is too
in fuel level sensor circuit. high 1 second.
Fault Overview
Fault code sets when Body Controller detects high signal voltage on fuel level sensor circuit for more than one
second.
Lamp Reaction
Associated Faults
None
Fault Facts
None

Continuous
Possible Causes
• Fuel level sensor signal circuit Open or high resistance
• Fuel level sensor GND circuit Open or high resistance
• Fuel level sensor signal circuit Short to PWR
• Failed fuel level sensor
Step 1 Verify that Body Controller (BC) is communicating. Decision

Using Electronic Service Tool (EST) with ServiceMaxx™ software, check that BC is listed in Yes: Diagnose fuel
Sniffer section. level circuit fault. See
appropriate Truck
Is Body Controller listed?
No: Repair Body
Controller fault. After

SPN 96 FMI 4 - Fuel Level signal Out of Range LOW

Values
Fuel level sensor is shorted Resistance between fuel level sensor Key ON
to low (GND). and ground < 0.2 ohms
Fault Overview
Fault code sets when the Body Controller detects low signal voltage from the fuel level sensor circuit for more
than one second.
Lamp Reaction
Associated Faults
None
Fault Facts
None

Continuous
Possible Causes
• Fuel level sensor signal circuit short to GND

Sniffer section. level circuit fault. See
appropriate Truck
No: Repair Body

SPN 96 FMI 19 - Fuel Level not detected on J1939

Values
Fuel level signal message not Fuel level signal message not present Key ON
present on J1939 bus
Fault Overview
Fault code sets when Body Controller detects no fuel level signal message.
Lamp Reaction
None.
Associated Faults
None.
Fault Facts
None.

Continuous
Possible Causes
• Fuel level sensor signal circuit Open or high resistance
• Fuel level sensor GND circuit Open or high resistance
• Fuel level sensor signal circuit short to PWR
• Fuel level sensor signal circuit short to GND
• Body Controller offline

Sniffer section. level circuit fault (see
appropriate Truck
19.
No: Repair Body
19.

IAHC (Intake Air Heater Control)

Overview of IAHC Group
SPN FMI Condition

729 3 IAHC short to PWR (page 1273)
729 4 IAHC short to GND (page 1277)
729 5 IAHC open load / circuit (page 1279)
729 18 IAH Monitor fault: Lack of Heat in the Intake Manifold (page 1284)
Overview
Intake Air Heater (IAH) system warms incoming air supply prior to cranking to aid cold engine starting during
warm-up. IAH system also helps load engine during a Diesel Particulate Filter (DPF) regeneration.
SPN 729 FMI 3 - IAHC short to PWR

Values
Intake Air Heater Driver Relay is Voltage change at power stage output Key ON
shorted to Battery, detected by ATIC while Intake air heater is commanded
No Power stage faults on the SPI chip
chip that drives Relay OFF < 3.5 Volts for time 0.0000150
to 0.0000250 seconds SPN/FMI 158/15 and 158/17
are NOT active
Fault Overview
Fault sets when ATIC chip that drives Intake Air Heater Control (IAHC) relay indicates relay is shorted to battery.
Lamp Reaction
Associated Faults

(ECM)
Fault Facts
None

Continuous
Possible Causes
• IAHC circuit short to PWR


729 FMI 3.


Step 3 Intake Air Heater Control (IAHC) relay and connector inspection. Decision
Tests.
B. Disconnect IAHC relay.
C. Check IAHC relay and connector terminals for: damaged or pinched wires; wet or
Are IAHC relay connector, harness, and terminals clean and undamaged?
SPN 729 FMI 3.

information.
Tools Required
Figure 459 Test 1 Intake Air Heater Control (IAHC) relay Circuit Voltage Check
Test 1 Setup
A. Key OFF.
B. Disconnect IAHC relay.
C. Connect Breakout Harness ZTSE6025 to vehicle harness and leave IAHC relay disconnected.
D. Key ON.
Use DMM to measure voltage between Breakout Harness Less than 0.5 volts.
Decision
Is voltage greater than 0.5 volts? Yes: Replace IAHC Relay. After repairs are complete,
No: Repair short to PWR between ECM pin E-59 and
IAHC Relay pin-2. After repairs are complete, retest for
SPN 729 FMI 3.

SPN 729 FMI 4 - IAHC short to GND

The Intake Air Heater Driver Relay Current on the driver Key ON
is shorted to Ground, detected by
> 7 Amps for 50e-6 seconds or No Power stage faults on the SPI chip
the ATIC chip that drives the Relay
>14 Amps for 5e-6 seconds
SPN/FMI's 158/15 and 158/17 are
NOT active
Fault Overview
Lamp Reaction
Associated Faults
Fault Facts
None

Continuous
Possible Causes
•
SPN 729 FMI 5 - IAHC open load / circuit

Values
Intake Air Heater Driver Relay is Open Current on the driver Key ON
Circuit, detected by Engine Control
< 8e-3 to 40e-3 Amps within 4e-3 No Power stage faults on the SPI chip
Module that drives Relay
seconds when gate is turned ON
SPN/FMI's 158/15 and 158/17
are NOT active
Fault Overview
Fault is set when Engine Control Module (ECM) detects Intake Air Heater (IAHC) Driver Relay is Open Circuit.
Lamp Reaction
Associated Faults

(ECM PWR)
Fault Facts
None

Continuous
Possible Causes
• Open in ACT GND circuit
• Open in IAHC circuit
• Failed IAH relay


729 FMI 5.
Step 2 Inspect connections Intake Air Heater (IAHC) Relay. Decision

A. Key OFF Yes: Perform Pin-Point
Tests.
B. Disconnect IAHC Relay.
Check IAHC Relay and connector terminals for: damaged or pinched wires; moisture or
Are IAHC Relay connector, harness, and terminals clean and undamaged?
SPN 729 FMI 5.

information.
Tools Required
Figure 461 Test 1 Intake Air Heater (IAHC) Relay Circuit Resistance Check
Test 1 Setup
A. Key OFF.
C. Connect breakout harness ZTSE6025 to vehicle harness and leave Intake Air Heater (IAHC) Relay
disconnected
D. Key ON.
Decision
No: Repair Open between IAH relay pin-2 and GND. After
Figure 462 Test 2 Intake Air Heater (IAHC) Relay Circuit Resistance Check
Test 2 Setup
A. Key OFF.
C. Connect breakout harness ZTSE6025 to vehicle harness and leave Intake Air Heater (IAHC) Relay
disconnected
D. Key ON.
Use DMM to measure resistance between Breakout 200 ± 100 ohms.
Decision
Is resistance 200 ± 100 ohms? Yes: Repair Open between IAH relay pin-2 and ECM pin
No: Replace IAH relay. After repairs are complete, retest
for SPN 729 FMI 5.

SPN 729 FMI 18 - IAH Monitor fault: Lack of Heat in the Intake Manifold

Intake Air Heater Rationality Monitor Highest value of Engine Key ON
Intake Manifold Temperature
Engine Throttle position command ≥ -100 %
measured within the monitoring
window MINUS Intake Manifold Engine exhaust recirculation valve
Temperature measured at "Key command position ≤ 90 %
ON" condition > Threshold defined
[Engine Speed ≥ 100 RPM AND ≤ 3000 RPM
as a function of Engine Air Intake
Temperature/Intake Air Heater for Percent time] ≥ 50 %
'ON' time (Table A079)
Minimum time Intake Air Heater has
[Monitoring window starts when been ON > 10 seconds
{ Intake Air Heater ON rising
NOT [Engine Air Intake Temperature
edge is detected OR Engine
< 100 °C
speed > 0 RPM}
AND Engine OFF timer > 0 seconds
AND Ends after time] ≤ 20 seconds
AND {Engine Coolant temperature
sensor MINUS Engine Air Intake
Temperature sensor}] > 5 °C
SPN FMI's 102/3,102/4,729/3,729/4, 729/5,

105/3, and 105/4 are NOT active
Fault Overview
Lamp Reaction
Associated Faults
Fault Facts

Continuous
Possible Causes
•
ICP Sensor (Injection Control Pressure)

Overview of ICP Sensor Group
SPN FMI Condition

164 0 ICP above KOEO Spec (page 1287)
164 1 ICP Unable to Build During Engine Cranking (page 1289)
164 3 ICP signal Out of Range HIGH (page 1291)
164 4 ICP signal Out of Range LOW (page 1301)
164 15 ICP too high during test (page 1306)
164 16 ICP above desired level (page 1309)
164 17 ICP unable to build during test (page 1314)
164 18 ICP below desired level (page 1318)
Overview
Injection Control Pressure (ICP) sensor provides feedback signal to Engine Control Module (ECM), indicating
injection control pressure. ECM monitors ICP as engine is operating, to modulate Injection Pressure Regulator
(IPR). This is a closed loop function in which ECM continuously monitors and adjusts for ideal ICP determined
by conditions such as load, speed, and temperature.
SPN 164 FMI 0 - ICP above KOEO Specification

Values
Engine Injection Control Pressure Engine ICP > 217.5 psi (1.5 MPa) Engine Control Module in Power Latch
(ICP) Sensor Offset Check at Key Off Mode (Engine is stopped; KEY OFF)
condition
Time delay after engine has stopped ≥
2.55 seconds
SPN/FMI's: 164/3, 164/4, 3509/3,

3509/4 are NOT active
Fault Overview
Fault sets when Engine Control Module (ECM) detects Injection Control Pressure (ICP) sensor is offset during
check at Key OFF condition.
Lamp Reaction
Associated Faults

(ICP) (VREF 1)
Fault Facts
None

Continuous
Possible Causes
• Failed Injection Control Pressure (ICP) sensor


164 FMI 0.
Step 2 Measure Injection Control Pressure (ICP). Decision

A. Key-On Engine-Off (KOEO). Yes: Replace ICP
sensor.
B. Using EST with ServiceMaxx™, measure ICP.
Is ICP greater than 217.5 psi (1.5 MPa)?

No: Diagnostics
complete.

SPN 164 FMI 1 - ICP Unable to Build During Engine Cranking

Values
Injection Control Pressure (ICP) is low ICP < 3.5 MPa Key ON
during engine start.
Number of engine revolutions to
begin monitoring ≥ 15 revolutions,
and monitoring ends after engine is
running for ≥ 30 seconds
Inactive: SPN 164 FMI 3 and 4 (ICP);

and SPN 679 FMI 3 and 4 (IPR)
Fault Overview
Fault code sets when Injection Control Pressure (ICP) is lower than 3.5 MPa while engine is cranking for 2.5
seconds.
Lamp Reaction
Associated Faults

(ICP) (IPR)
Fault Facts
Must perform Key-On Engine-Off (KOEO) procedure Fuel Pressure Adaptation Reset (page 2117)in
ServiceMaxx™ after repairs are complete. Make sure to remove and clean the High-Pressure (HP) oil rail and
HP oil hose and fittings to remove contamination or debris if High-Pressure Oil Pump (HPOP) is replaced due
to pump failure.

Cranking
Possible Causes
• High-Pressure Oil Pump (HPOP)
• Restricted HPOP intake screen clogged
• Failed Injection Pressure Regulator (IPR) hydraulic and mechanical issues
• High-pressure oil leaks
• Failed fuel injectors
• IPR electrical circuit failures
• HP oil leaks at fuel injectors

Is EST DTC free of Associated Faults?

164 FMI 1.

Code (DTC) list for SPN 164 FMI 1 (ICP).
Does EST DTC show fault code SPN 164 FMI 1 as Active or Pending?
Step 3 Check engine oil level. Decision

Perform Engine Oil and Quality Check (page 2353). Yes: Go to Step 4.
Is engine oil level within specifications and not contaminated?

No: Repair engine
oil level and / or
contamination symptom.
After repairs are
SPN 164 FMI 1.
Step 4 Inspect High-Pressure Oil Pump (HPOP) pump reservoir. Decision

Loosen Engine Oil Temperature (EOT) sensor and verify that the HPOP reservoir has oil in it. Yes: Go to Step 5.
Does the HPOP reservoir have oil in it?

No: Diagnose lubrication
system.
Step 5 Test HPOP. Decision

Perform Cylinder Performance Analyzer (CPA) High-Pressure Oil Pump (HPOP) Test (page
2227). Follow on-screen instructions for test.
When repairs are complete, perform the Fuel Pressure Adaptation Reset (page
2117)procedure.

SPN 164 FMI 3 - ICP signal Out of Range HIGH

Injection Control Pressure (ICP) ICP sensor voltage > 4.9 volts (> Key ON
signal is out of range high. 5096.6 psi [35.14 MPa])
Inactive: SPN 3509 FMI 3 and 4 (VREF1)
Fault Overview
Fault code sets when Engine Control Module (ECM) detects Injection Control Pressure (ICP) signal greater than
4.9 volts.
Lamp Reaction
Associated Faults

(VREF 1)
Fault Facts
Locking tabs on Injection Control Pressure (ICP) sensor connector fully seated.

Continuous
Possible Causes
• ICP circuit Open
• ICP circuit short to PWR
• Damaged Under Valve Cover (UVC) harness
• Failed ICP sensor
• Broken Locking tab on harness connector
engine surfaces.

Using EST with ServiceMaxx™ software, check DTC list for Associated Faults(page 1291). Yes: Repair Associated
3509 FMI 3 and FMI 4.
No: Go to Step 2.


Step 3 Inspect Under Valve Cover (UVC) connector. Decision

Tests .
B. Disconnect UVC connector.
C. Check UVC connector terminals for damaged or pinched wires; corroded

Are UVC connector, harness, and terminal clean and undamaged?

164 FMI 3.
Step 4 Inspect Under Valve Cover (UVC) under valve connector. Decision
Tests Test 5.
B. Disconnect UVC valve harness connector.
C. Remove valve cover.
D. Check UVC harness connector terminals for damaged or pinched wires; corroded
Are UVC harness connector, harness, and terminal clean and undamaged?
164 FMI 3.
Figure 464 Injection Control Pressure (ICP) Sensor Circuit Diagram
Tools Required
Figure 465 Test 1 Injection Control Pressure (ICP) Sensor Circuit Voltage Check
Test 1 Setup
A. Key OFF.
B. Connect Breakout Harness ZTSE4793 to vehicle harness and leave Under Valve Cover (UVC) harness
disconnected.
C. Key ON.
Decision
Is voltage greater than 5.5 volts? Yes: Repair short to PWR between UVC pin-6 and
No: Go to Test 2.
Figure 466 Test 2 Injection Control Pressure (ICP) Sensor Circuit Voltage Check
Test 2 Setup
A. Key OFF.
disconnected.
C. Key ON.
Decision
No: Repair Open between UVC pin-8 and ECM pin D-13.
Figure 467 Test 3 Injection Control Pressure (ICP) Sensor Circuit Check
Test 3 Setup
A. Key OFF.
disconnected.
C. Using breakout harness ZTSE4498, short pin-6 and pin-7 of breakout harness ZTSE4793 together.
D. Connect Electronic Service Tool (EST) to vehicle Diagnostic Connector (page 2124)
Using EST with ServiceMaxx™, clear Diagnostic Trouble SPN 164 FMI 4 sets in DTC list.
Code (DTC) list.
Decision
Does SPN 164 FMI 4 set after DTC list is cleared Yes: Go to step based Step 4.
No: Go to Test 4.
Figure 468 Test 4 Injection Control Pressure (ICP) Sensor Circuit Check
Test 4 Setup
A. Key OFF.
disconnected.
C. Using breakout harness ZTSE4793, short pin-6 to known good GND.
D. Connect Electronic Service Tool (EST) to vehicle Diagnostic Connector (page 2124)
Using EST with ServiceMaxx™, clear Diagnostic Trouble SPN 164 FMI 4
Code (DTC) list.
Decision
Does SPN 164 FMI 4 set after DTC list is cleared? Yes: Repair Open between UVC pin-7 and ECM pin D-14.
No: Repair Open between UVC pin-6 and ECM pin D-15.
Figure 469 Test 5 Injection Control Pressure (ICP) Sensor Circuit Resistance Check
Test 5 Setup
A. Key OFF.
B. Remove valve cover (See Engine Service Manual).
C. Connect Breakout Harness ZTSE4793 to UVC harness and leave vehicle harness disconnected.
D. Connect Breakout Harness ZTSE4686 to UVC harness leave Injection Control Pressure (ICP) sensor
disconnected.
ZTSE4686 pin-3.
Decision
Is resistance less than 5 ohms? Yes: Go to Step 6.
No: Replace UVC harness. After repairs are complete,
Test 6 Setup
A. Key OFF.
D. Connect Breakout Harness ZTSE4686 to UVC harness and leave Injection Control Pressure (ICP) sensor
disconnected.
ZTSE4686 pin-2.
Decision
Is resistance less than 5 ohms? Yes: Go to Step 8.
Test 7 Setup
A. Key OFF.
D. Connect Breakout Harness ZTSE4686 to UVC harness leave Injection Control Pressure (ICP) sensor
disconnected.
harness ZTSE4793 pin-7 and Breakout Harness
ZTSE4686 pin-1.
Decision
Is resistance less than 5 ohms? Yes: Replace ICP sensor. After repairs are complete,

SPN 164 FMI 4 - ICP signal Out of Range LOW

Injection Control Pressure (ICP) ICP sensor voltage < 0.1 volt (< -1.133 Key ON
sensor signal is Out of Range Low. MPa)
Fault Overview
Fault code sets when Injection Control Pressure (ICP) sensor signal is less than 0.1 volts.
Lamp Reaction
Associated Faults

(VREF 1)
Fault Facts
None

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

Using EST with ServiceMaxx™ software, check DTC list for Associated Faults(page 1301). Yes: Repair Associated
Does EST DTC list show Associated Faults as active?
164 FMI 4.
No: Go to Step 2.


No: Go to intermittent
diagnostic procedures
(page 2123).
Step 3 Inspect connections at Under Valve Cover (UVC) harness connector for ICP Decision
sensor.
A. Key OFF. No: Perform Pin-Point Test
.
B. Disconnect UVC harness connector for ICP.
C. Check UVC harness and connector terminals for: damaged or pinched wires;
Are UVC harness connector for ICP and connector terminals clean and undamaged?
164 FMI 4.
Figure 472 ICP Sensor Circuit Diagram
Tools Required
• Breakout Harness ZTSE4793 (UVC)
Test 1 Setup
• Key OFF.
• Disconnect Under Valve Cover (UVC) harness for ICP sensor connector and leave disconnected.
• Connect Electronic Service Tool (EST) to vehicle Diagnostic Connector (page 2124).
• Key ON. Log in to ServiceMaxx™ software.
Disconnect UVC harness connector for ICP, use EST with SPN 164 FMI 4
ServiceMaxx™ software to monitor Diagnostic Trouble
Decision
Is fault code SPN 164 FMI 4 active? Yes: Correct short to GND between UVC vehicle harness
for ICP pin-6 and Engine Control Module (ECM) pin D-15.
No: Go to Test 2.
Figure 473 Pin-Point Test 2 ICP Sensor Circuit Resistance Check
Test 2 Setup
A. Key OFF.
B. Connect Breakout harness ZTSE4793 to UVC engine harness connector that leads under valve cover and
leave vehicle harness disconnected.
Use DMM to measure resistance of between Breakout 0 ohms
Decision
Is resistance approximately 0 ohms? Yes: Repair short to GND between UVC vehicle harness
for ICP pin-6 and Engine Control Module (ECM) pin D-15.
No: Replace ICP sensor. After repairs are complete, retest
for SPN 164 FMI 4.

SPN 164 FMI 15 - ICP too high during test

Values
TBD TBD TBD
Fault Overview
TBD
Lamp Reaction
Associated Faults
• SPN 164 FMI 1, 3, and 4 • SPN 679 FMI 3 and 4 • SPN 3055 FMI 2 (INJ)
(ICP) (IPR)
Fault Facts
None

Continuous
Possible Causes
• Contaminated Oil


164 FMI 15.
Step 2 Inspect vehicle history for high-pressure oil system repairs Decision
Determine if vehicle history included high-pressure oil system repairs. Yes: Perform Key-On
Engine-Off (KOEO)
Procedure Fuel Pressure
Were high-pressure oil system repairs recently performed?
Adaptation Reset (page
2117).
No: Go to Step 3.
Step 3 Check for engine oil problems. Decision

Check engine oil level and condition. Yes: Go to Step 4.
Is engine oil at proper level and in good condition?

No: Correct / repair engine
oil problems. After repairs
SPN 164 FMI 15.
Step 4 Test High-Pressure Oil Pump (HPOP) IPR electrical circuit. Decision
Perform Cylinder Performance Analyzer (CPA) - HPOP(page 2227) Test. Yes: Repair IPR circuit.
Does HPOP Test detect a problem with the IPR valve electrical circuit?
No: Go to Step 5.
Step 5 Mechanically test the IPR valve hydraulic circuit. Decision

Perform CPA - HPOP(page 2227) Test. Yes: Replace IPR valve
and perform Key-On
Engine-Off (KOEO)
Does HPOP Test detect a problem with the IPR valve hydraulic circuit?
164 FMI 15.

SPN 164 FMI 16 - ICP above desired level

Values
Comparison of measured Injection Engine ICP set point MINUS measured 1. Engine Injection Control Pressure
Control Pressure (ICP) value versus engine ICP ≥ threshold value based on in Close Loop Mode {Always in Close
set point. speed / torque (Table A083) loop mode except when Limp Home
mode is active}
2. Engine Oil Temperature (EOT)

≥ 95°F and ≤ 244°F (≥ 35°C and ≤
118°C)
Delay timer to activate diagnostics

after entry conditions 1 and 2
mentioned above are met ≥ 15
seconds

Retarder NOT active
Time after Engine Exhaust Brake or

Vehicle Retarder state of change to
not active > 5 seconds

is NOT active

NOT active
Battery voltage ≥ 9 volts and ≤ 16

volts
Key ON
Time after engine start is ≥ 30

seconds
Engine Coolant Temperature (ECT) ≥

68°F (20°C) AND ≤ 219°F (104°C)
132/3, 132/4, 636/7, 636/2, 110/3,

110/4, 110/2, 175/3, 175/4, 175/2,
164/0, 164/3, 164/4, 679/4, 679/3,
651/4, 651/5, 655/4, 652/5, 653/4,
653/5, 656/4, 654/5, 652/4, 655/5,
654/4, 656/5, 5543/3, 5543/5, 5543/4,
94/3, 94/4, 1189/3, 1189/4, 2791/2,
2791/7, 2791/14, 2791/14, 2791/14,
27/14, 2791/8, 2791/8, 2791/3,
2791/4, 5395/0, 5395/1, 2659/20,
4766/10, 110/17, 3055/2, 4257/7,
4257/7, 4257/7, 4257/7, 4257/7,
Fault Overview
None
Lamp Reaction
Associated Faults
(ICP) (IPR)
Fault Facts
None

Continuous
Possible Causes
• Restricted High-Pressure Oil Pump (HPOP) intake screen
• Failed HPOP
• Injection Pressure Regulator (IPR) electrical circuit
• Failed IPR
• Leaks in High-Pressure (HP) oil system
• Failed injectors and pucks


164 FMI 16.
Step 2 Inspect vehicle history for High-Pressure (HP) oil system repairs Decision
Determine if the vehicle history included HP oil system repairs. Yes: Perform the Key-On
Engine-Off (KOEO)
Were HP oil system repairs recently performed?
2117) procedure.
No: Go to Step 3.


No: Repair engine oil
164 FMI 16.
Step 4 Inspect High-Pressure Oil Pump (HPOP) reservoir. Decision

Inspect HPOP reservoir for appropriate engine oil level. Remove Engine Oil Temperature Yes: Reinstall EOT sensor.
(EOT) sensor. Go to Step 5
Does engine oil drain from HPOP reservoir?

No: Clean passages going
to HPOP reservoir. After
for SPN 164 FMI 16.
Step 5 Test HPOP Injection Pressure Regulator (IPR) electrical circuit. Decision
Perform Cylinder Performance Analyzer (CPA) - High-Pressure Oil Pump (HPOP)(page Yes: Repair IPR circuit.
2227) Test. After repairs are complete,
No: Go to Step 6.
Step 6 Mechanically test IPR valve hydraulic circuit. Decision

Perform Cylinder Performance Analyzer (CPA) - High-Pressure Oil Pump (HPOP)(page Yes: Replace IPR valve
2227) Test. and perform Key-On
Engine-Off (KOEO)
Does HPOP Test detect a problem with IPR valve hydraulic circuit?
164 FMI 16.
No: Go to Step 7.
Step 7 Perform dead head test of HPOP. Decision

Perform Cylinder Performance Analyzer (CPA)- High-Pressure Oil Pump (HPOP)(page Yes: Go to Step 8.
2227) Test.
Does HPOP test detect a problem with HPOP pump?

No: Go to Step 9.
Step 8 Inspect HPOP intake screen. Decision

Remove HPOP pump and inspect intake screen for plugging and debris. Yes: Clean intake screen,
repair source of debris, and
perform Key-On Engine-Off
Is debris plugging intake to HPOP?
(KOEO) Procedure Fuel
Pressure Adaptation Reset
SPN 164 FMI 16.
No: Replace HPOP and
perform KOEO Procedure
Fuel Pressure Adaptation
Reset (page 2117). After
for SPN 164 FMI 16.
Step 9 Inspect injector spool valve. Decision

Inspect injector spool valve for debris. Yes: Clean injector spool
Is debris present?
164 FMI 16.
No: Go to Step 10.
Step 10 Perform Injector Test. Decision

Using EST with ServiceMaxx™ software, perform the Injector Test (Buzz test)(page 2154) Yes: Go to Step 11.
to ensure all injectors function properly.
Do all injectors function properly?

No: Repair / replace failed
injector(s) perform KOEO
complete, go to Step 11.
Step 11 Inspect HP oil system Decision

Inspect HP oil rail, HP oil hose, and elbow connections for contamination or debris. Yes: Clean high-pressure
oil rail, high-pressure
oil hose, and elbow
Are contaminates or debris found in HP oil system?
connection. After repairs
are complete retest for
SPN 164 FMI 16
Replace all 6 injectors,
pucks, and seals. Perform
Key-On Engine-Off
SPN 164 FMI 16

SPN 164 FMI 17 - ICP unable to build during test

Values
TBD TBD TBD
Fault Overview
None
Lamp Reaction
Associated Faults
(ICP) (IPR)
Fault Facts
None

Continuous
Possible Causes
• Restricted High-Pressure Oil Pump (HPOP) intake screen
• Failed HPOP
• Injection Pressure Regulator (IPR) electrical circuit
• Failed IPR
• Leaks in High-Pressure (HP) oil system
• Failed injectors and pucks


164 FMI 17.
Step 2 Inspect vehicle history for HP oil system repairs Decision

Determine if the vehicle history included high-pressure oil system repairs. Yes: Perform the Key-On
Engine-Off (KOEO)
2117) procedure.
No: Go to Step 3.


No: Repair engine oil
164 FMI 17.
Step 4 Inspect HPOP reservoir. Decision

Inspect HPOP reservoir for appropriate engine oil level. Remove Engine Oil Temperature Yes: Reinstall EOT sensor.
(EOT) sensor. Go to Step 5
Does engine oil drain from HPOP reservoir?

No: Clean passages going
to HPOP reservoir. After
for SPN 164 FMI 17.
Step 5 Check HPOP IPR electrical circuit. Decision

No: Go to Step 6.
Step 6 Mechanically test IPR valve hydraulic circuit. Decision

and perform Key-On
Engine-Off (KOEO)
164 FMI 17.
No: Go to Step 7.
Step 7 Perform dead head test of HPOP. Decision

Perform CPA - HPOP(page 2227) Test. Yes: Go to Step 8.
Does HPOP test detect an issue with HPOP pump?

No: Go to Step 9.
Step 8 Inspect HPOP intake screen. Decision

Remove HPOP pump and inspect intake screen for plugging and debris. Yes: Clean intake screen,
repair source of debris, and
perform Key-On Engine-Off
Is debris plugging the intake to HPOP?
SPN 164 FMI 17.
Reset (page 2117). After
for SPN 164 FMI 17.

Inspect injector spool valve for debris. Yes: Clean injector spool
Is debris present?
164 FMI 17.
No: Go to Step 10.
Step 10 Perform the Injector Test. Decision

Using EST with ServiceMaxx™ software, perform the Injector Test (Buzz test)(page 2154) Yes: Go to Step 11.
to ensure all injectors function properly.

No: Repair / replace failed
injector(s) perform KOEO
complete, go to Step 11.
Step 11 Inspect HP oil system Decision

Inspect HP oil rail, HP oil hose, and elbow connections for contamination or debris. Yes: Clean HP oil rail,
HP oil hose, and elbow
connection. After repairs
Are contaminates or debris found in HP oil system?
are complete retest for
SPN 164 FMI 17
Replace all 6 injectors,
pucks, and seals. Perform
Key-On Engine-Off
SPN 164 FMI 17

SPN 164 FMI 18 - ICP below desired level

Values
Comparison of measured Injection Engine ICP set point MINUS measured 1. Engine Injection Control Pressure
Control Pressure (ICP) value versus engine ICP < threshold value based on in Close Loop Mode {Always in Close
set point. speed / torque (Table A084) loop mode except when Limp Home
mode is active}
Engine Oil Temperature (EOT) ≥ 95°F

and ≤ 244.4°F (≥ 35°C and ≤ 118°C)
Delay timer to activate diagnostics

after entry conditions 1 and 2
mentioned above are met ≥ 15
seconds

Retarder NOT active
Time after Engine Exhaust Brake or

Vehicle Retarder state of change to
not active > 5 seconds

is NOT active

NOT active
Battery voltage ≥ 9 volts and ≤ 16

volts
Key ON
Time after engine start is ≥ 30

seconds
Engine Coolant Temperature (ECT) ≥

68°F (20°C) AND ≤ 219°F (104°C)
132/3, 132/4, 636/7, 636/2, 110/3,

110/4, 110/2, 175/3, 175/4, 175/2,
164/0, 164/3, 164/4, 679/4, 679/3,
651/4, 651/5, 655/4, 652/5, 653/4,
653/5, 656/4, 654/5, 652/4, 655/5,
654/4, 656/5, 5543/3, 5543/5, 5543/4,
94/3, 94/4, 1189/3, 1189/4, 2791/2,
2791/7, 2791/14, 2791/14, 2791/14,
27/14, 2791/8, 2791/8, 2791/3,
2791/4, 5395/0, 5395/1, 2659/20,
4766/10, 110/17, 3055/2, 4257/7,
4257/7, 4257/7, 4257/7, 4257/7,
Fault Overview
TBD
Lamp Reaction
Associated Faults
• SPN 164 FMI 1, 3, and 4 • SPN 3055 FMI 2 (INJ)

(ICP)
Fault Facts
None

Continuous
Possible Causes
• Include step to reset PP for ICP adaptation
• Fuel pressure adaptation necessary
• High-Pressure Oil Pump (HPOP)


164 FMI 18.
Step 2 Inspect vehicle history for High-Pressure (HP) oil system repairs Decision
Determine if vehicle history included HP oil system repairs. Yes: Perform Key-On
Engine-Off (KOEO)
2117).
No: Go to Step 3.


oil problems. After repairs
SPN 164 FMI 18.
Step 4 Test HPOP Injection Pressure Regulator (IPR) electrical circuit. Decision
Does HPOP Test detect a problem with IPR valve electrical circuit?
No: Go to Step 5.
Step 5 Mechanically test the IPR valve hydraulic circuit. Decision

and perform Key-On
Engine-Off (KOEO)
164 FMI 18.

IMP (Intake Manifold Pressure)

Overview of IMP Sensor Group
SPN FMI Condition

102 2 IMP signal erratic, intermittent, or incorrect (page 1323)
102 3 IMP signal Out of Range HIGH (page 1326)
102 4 IMP signal Out of Range LOW (page 1331)
102 7 IMP signal not responding as expected (page 1337)
102 10 Boost slow response fault (page 1340)
102 16 Overboost (page 1343)
102 18 Underboost (page 1346)
Overview
Engine Control Module (ECM) uses Intake Manifold Pressure (IMP) sensor signal to assist in calculation of
Exhaust Gas Recirculation (EGR) percentage. ECM monitors IMP signal to determine intake manifold (boost)
pressure. From this information, CM can optimize fuel rate and injection timing for all engine operating conditions.
Figure 474 Intake Manifold Pressure (IMP) Sensor Location

1. IMP sensor
SPN 102 FMI 2 - IMP signal erratic, intermittent, or incorrect

Values
Comparison of Engine Intake Manifold [Absolute value of difference Key ON
#1 Pressure with Barometric Pressure between Engine Intake Manifold #1
and Engine Exhaust Gas Pressure pressure and Barometric Pressure
> 4.4 psi (30 kPa) Battery Voltage > 9 Volts AND
< 16 Volts
between Engine Intake Manifold # 1 [1. Engine Speed < 50 RPM
Pressure and Engine Exhaust Gas
2. Engine Fuel Mass Command
Pressure > 4.4 psi (30 kPa)
< 10 mg/stk
3. Engine Wastegate Actuator
between Barometric pressure and
Position Command < 100%
Engine Exhaust Gas Pressure
> 4.4 psi (30 kPa) 4. Engine Throttle position
command < 10%
Position Command] < 100% 5. Engine Exhaust Gas Recirculation
Valve Position Command < 40%

through (5) - mentioned above are
satisfied] > 20 * 0.1 seconds

< 100 mg/stk
SPN FMI 108/3,108/4,

1209/3,1209/4,102/3 and 102/4
are NOT active
Fault Overview
Fault sets when absolute pressure difference between Intake Manifold Pressure (IMP) and Barometric Absolute
Pressure (BARO) and absolute pressure difference between IMP and Exhaust Gas Pressure (EGP) absolute
pressure difference between EGP and BARO are greater than 4.4 psi (30 kPa) for two seconds with Wastegate
Actuator Position Command is less than 100%.
Lamp Reaction
Associated Faults

(VREF 1)
Fault Facts
IMP sensor cannot be compared to other similar sensors in SMX, because Intake Manifold Pressure (IMP)
values cannot be negative, and IMP value is in gauge units.

Continuous
Possible Causes
• Defective sensor


102 FMI 2.

Using Electronic Service Tool (EST) with ServiceMaxx™ software. Key ON, check Diagnostic Yes: Replace IMP
102 FMI 2.

SPN 102 FMI 3 - IMP signal Out of Range HIGH

Values
Intake Manifold Pressure (IMP) signal IMP sensor voltage > 4.8 volts (89 psi Key ON
Out of Range HIGH. [613.3 kPa])
SPN 3509 FMI 3 and 4 are not active
Fault Overview
Fault code sets when Intake Manifold Pressure (IMP) is greater than 4.8 volts (89 psi {613.3 kPa}) for 2.55
seconds.
Lamp Reaction
Associated Faults

(VREF 1)
Fault Facts
None

Continuous
Possible Causes
• IMP sensor signal circuit short to power
• Signal GND circuit Open
• Failed IMP sensor
engine surfaces.


102 FMI 3.
Step 2 Inspect connections at Intake Manifold Pressure (IMP) sensor. Decision

Tests .
B. Disconnect IMP sensor connector.
C. Check IMP sensor and connector terminals for damaged or pinched wires;
Are IMP sensor connector, harness, and terminal clean and undamaged?
102 FMI 3.
Figure 475 Intake Manifold Pressure (IMP) Sensor Circuit Diagram
Tools Required
Test 1 Setup
A. Key OFF.
B. Disconnect Intake Manifold Pressure (IMP) vehicle harness connector.
Decision
Does SPN 102 FMI 3 set after DTC list is cleared? Yes: Repair short to power between IMP pin-3 and
No: Go to Test 2.
Test 2 Setup
A. Key OFF.
B. Connect Breakout Harness ZTSE4850 to Intake Manifold Pressure (IMP) vehicle harness connector and
C. Key ON.
Using DMM, measure voltage between Breakout Harness B+
ZTSE4850 and B+.
Decision
Is voltage B+? Yes: Replace IMP sensor. After repairs are complete,
No: Repair Open between IMP sensor pin-1 and ECM pin

SPN 102 FMI 4 - IMP signal Out of Range LOW

Values
Intake Manifold Pressure (IMP) signal IMP voltage < 0.1899 volt Key ON.
Out of Range LOW.
SPN 3509 FMI 3 and 4 are not active
Fault Overview
Fault sets when Intake Manifold Pressure (IMP) voltage is less than 0.1899 volts (4 psi {31 kPa}) for 2.55
seconds.
Lamp Reaction
Associated Faults

(VREF 1)
Fault Facts
None

Continuous
Possible Causes
• Intake Manifold Pressure (IMP) signal circuit Open
• IMP signal circuit short to GND
• VREF 1 circuit Open
• Failed IMP sensor
engine surfaces.


3509 FMI 3 and 4.
Step 2 Inspect connections at Intake Manifold Pressure (IMP) sensor. Decision

Tests .
B. Disconnect IMP sensor connector.
C. Check IMP sensor and connector terminals for damaged or pinched wires;
Are IMP sensor connector, harness, and terminal clean and undamaged?
102 FMI 4.
Figure 476 Intake Manifold Pressure (IMP) Sensor Circuit Diagram
Tools Required
Figure 477 Test 1 Intake Manifold Pressure (IMP) Sensor Circuit Voltage Check
Test 1 Setup
A. Key OFF.
C. Key ON.
Using DMM, measure voltage between Breakout Harness 5 ± 1 volts
Decision
Is voltage 5 ± 1 volts? Yes: Go to Test 2
No: Repair Open between IMP pin-2 and Engine Control
for SPN 102 FMI 4.
Figure 478 Test 2 Intake Manifold Pressure (IMP) Sensor Circuit Check
Test 2 Setup
A. Key OFF.
Decision
Does SPN 102 FMI 3 set after DTC list is cleared? Yes: Replace IMP sensor. After repairs are complete,
No: Go to Test 3.
Figure 479 Test 3 Intake Manifold Pressure (IMP) Sensor Circuit Check
Test 3 Setup
A. Key OFF.
Decision
Does SPN 3509 FMI 4 set after DTC list is cleared? Yes: Repair Short to ground between IMP pin-3 and
No: Repair Open between IMP pin-3 and ECM pin E-48.

SPN 102 FMI 7 - IMP signal not responding as expected

Engine Intake Manifold #1 Pressure Maximum Engine Intake Manifold 1. Engine Speed Range for Minimum
stuck in Range #1 Pressure Value - Minimum Intake Manifold Pressure calculation ≥
Engine Intake Manifold #1 Pressure 650 RPM AND < 800 RPM
Value {Maximum and Minimum
2. {Engine Turbocharger Wastegate Drive
sensor values are measured as
Set point for Minimum Intake Manifold
defined in entry conditions} < 50 kPa
Pressure calculation ≥ 0 % AND ≤ 100 %
OR Engine Turbocharger Wastegate

Drive feedback position for Minimum
Intake Manifold Pressure calculation}
≥ 0 % AND ≤ 100 %
3. {Engine Exhaust Gas Recirculation

Valve Set point for Minimum Intake Manifold
OR Engine Exhaust Gas Recirculation

Valve feedback position for Minimum
≥ 0 % AND ≤ 100 %
4. Engine Torque Set point range for

Minimum Intake Manifold Pressure Value
Calculation ≥ 40 N·m AND < 200 N·m
5. Engine Speed for Maximum Intake

Manifold Pressure calculation ≥ 2000 RPM
6. {Engine Turbocharger Wastegate Drive

Set point for Maximum Intake Manifold
OR Engine Turbocharger Wastegate

Drive feedback position for Maximum
≥ 0 % AND ≤ 100 %
7. {Engine Exhaust Gas Recirculation Valve

Set point for Maximum Intake Manifold
OR Engine Exhaust Gas Recirculation

Valve feedback position for Maximum
8. Engine Torque Set point for

Maximum Intake Manifold Pressure
Value Calculation ≥ 450 N·m
{Minimum Time Entry conditions 1, 2, 3,

and 4 (mentioned above) has to be satisfied
for "Minimum Intake Manifold Pressure"
value calculation ≥ 3 seconds
AND Minimum Time Entry conditions 5,

6, 7, and 8 (mentioned above) has to be
satisfied for "Maximum Intake Manifold
Pressure" value calculation ≥ 3 seconds
AND Intake ambient pressure during

Maximum Intake Manifold Pressure
calculation MINUS Intake ambient pressure
during minimum Intake Manifold Pressure
calculation} ≤ 0.199 kPa
SPN/FMI 102/3, 102/4, 108/3, and

108/4 are NOT Active
Fault Overview
Lamp Reaction
Associated Faults
Fault Facts

Continuous
Possible Causes
•
SPN 102 FMI 10 - Boost slow response fault

Values
Engine Intake Manifold #1 Pressure Integral of Absolute Value of Engine Key ON
(Boost) Slow response monitor Intake Manifold # 1 Pressure
deviation from set point > 8200 *
NOT Active
0.1 * hPa * seconds
Barometric Pressure ≥ 73.5 kPa

AND ≤ 103 kPa
Ambient Air Temperature ≥ -7

°C AND ≤ 60 °C
Power Take Off Mode NOT Active
AND minimum wait time after

retarder change of state has
occurred] > 5 seconds

Cut OFF mode)
Battery Voltage ≥ 9 Volts AND

≤ 16 Volts
Engine Speed > 750 RPM
Engine Speed gradient > 79.98

RPM/second
Torque Set point > 700 N·m
Torque Set point gradient ≥ -10

N·m/second
Monitor enablement based on Engine

Coolant Temperature (Table A008)
Monitor enablement based on

Barometric Pressure (Table A009)
Monitor enablement based on Engine

Air Intake temperature (Table A010)
Engine Intake Manifold Pressure # 1

rate of change > Value described in
Speed/Torque table (Table A012) *
Engine coolant modifier (Table A013)
* Altitude modifier (Table A014)
SPN/FMI's 132/3, 132/4, 132/0,

132/1, 172/3,4, 172/2, 1173/2, 2630/2,
102/3,4, 102/7, 105/3,4, 105/2,
108/3,4, 636/7, 636/2, 110/3,4, 110/2,
1189/3,4, 3464/11, 51/7, 51/7, 51/3,
Fault Overview
Lamp Reaction
Associated Faults
Fault Facts

Continuous
Possible Causes
•
SPN 102 FMI 16 - Overboost

Engine Intake Manifold Pressure [Engine Intake Manifold Pressure Particulate Filter Regeneration NOT Active
too High Value > Threshold described in
Barometric Pressure ≥ 73.5 kPa
Speed/Torque table (Table A016)
AND ≤ 103 kPa
* Engine coolant modifier (Table
A017) * Altitude modifier (Table SCR Warm-up NOT Active
A018) * Intake air temperature
Ambient Air Temperature ≥ -7 °C
modifier (Table A019) * Intake
AND ≤ 60 °C
manifold temperature modifier
(Table A020) Power Take Off Mode NOT Active
AND maximum value of rate based End Of Line Testing NOT Active
threshold counter {Counter rate
is dependent on Intake Manifold
Pressure deviation from Threshold}] AND minimum wait time after retarder
> 64000 hPa * seconds change of state has occurred] > 5 seconds

Cut OFF mode)

position ( Key ON)
Engine Torque command ≤ 1800 N·m
Speed/Torque based enable table

(Table A015)
SPN/FMI's 132/3, 132/4, 132/0, 132/1,

172/3,4, 172/2, 1173/2, 2630/2, 102/3,4,
102/7, 105/3,4, 105/2, 108/3,4, 636/7,
636/2, 110/3,4, 110/2, 651/4, 651/5, 652/4,
652/5, 653/4, 653/5, 654/4, 654/5, 655/4,
655/5, 656/4, 656/5, 5543/3, 5543/4,
5543/5, 94/3, 94/4, 1189/3,4, 3464/11, 51/7,
51/7, 51/3, 51/4, 2791/2, 2791/7, 2791/14,
2791/14, 2791/14, 27/14, 2791/8, 2791/8,
2791/3,4, 1173/16, 651/14, 652/14, 653/14,
654/14, 655/14, 656/14, 4257/16, 4257/18,
Fault Overview
Lamp Reaction
Associated Faults
Fault Facts

Continuous
Possible Causes
•
SPN 102 FMI 18 - Underboost

Engine Intake Manifold Pressure [Engine Intake Manifold Pressure < Key ON
too Low {Underboost Monitor} Threshold defined in Speed/Torque
Particulate Filter Regeneration NOT Active
table (Table A021) * Engine coolant
modifier (Table A022) * Altitude Barometric Pressure ≥ 73.5 kPa
modifier (Table A023) * Intake air AND ≤ 103 kPa
temperature modifier (Table A024)
Ambient Air Temperature ≥ -7 C AND ≤ 60 C
* Intake manifold temperature
modifier (Table A025) SCR Warm-up NOT Active
AND {Moving Mean average of Power Take Off Mode NOT Active
measured Engine Intake Air Mass
Flow rate MINUS Modeled value of
Engine Intake Air Mass Flow rate > [Engine Brake (Retarder) NOT active
Threshold defined by Speed/Torque
based table [Table A108] * Ambient
change of state has occurred] > 5 seconds
pressure modifier table [Table
A109] * Engine coolant temperature Engine Torque limitation NOT Active
modifier table [Table A110]
for time}] ≥ 25 seconds Cut OFF mode)
EGR Valve feedback position ≤ 100 %
Speed/Torque based enable table

(Table A026)
Pre-debounce counter after Engine Intake

Manifold Pressure value is below modeled
threshold value as defined in "Malfunction
Criteria/Threshold Value" section >
Absolute Engine Intake Manifold # 1

Pressure Gradient ≤ 5434 kPa/second
Engine Speed Gradient ≤ 50 RPM/second
Engine Torque Gradient ≤ 20 N·m/second
SPN/FMI's 132/3, 132/4, 132/0, 132/1,

172/3,4, 172/2, 1173/2, 2630/2, 102/3,4,
102/7, 105/3,4, 105/2, 108/3,4, 636/7,
636/2, 110/3,4, 110/2, 651/4, 651/5,
652/4, 652/5, 653/4, 653/5, 654/4, 654/5,
655/4, 655/5, 656/4, 656/5, 5543/3,
5543/4, 5543/5, 94/3, 94/4, 1189/3,4,
3464/11, 51/7, 51/7, 51/3, 51/4, 2791/2,
2791/7, 2791/14, 2791/14, 2791/14,
27/14, 2791/8, 2791/8, 2791/3,4, 1173/16,
102/10, 651/14, 652/14, 653/14, 654/14,
655/14, 656/14, 4257/16, 4257/18, 164/16,

Fault Overview
Lamp Reaction
Associated Faults
Fault Facts

Continuous
Possible Causes
•
IMT Sensor (Intake Manifold Temperature)

Overview of IMT Sensor Group
SPN FMI Condition

105 2 IMT signal Erratic, Intermittent, or Incorrect (page 1350)
105 3 IMT signal Out of Range HIGH (page 1355)
105 4 IMT signal Out of Range LOW (page 1361)
Overview
Intake Manifold Temperature (IMT) sensor provides feedback signal to Engine Control Module (ECM) indicating
manifold air temperature. ECM controls Exhaust Gas Recirculation (EGR) system based on air temperature in
intake manifold. This aids in cold engine starting and warm-ups, and also reduces exhaust emissions.
SPN 105 FMI 2 - IMT signal Erratic, Intermittent, or Incorrect

Intake Manifold Temperature (IMT) Temperature difference between Key ON
does not agree with other sensors IMT and other temperature
sensors > 59°F (15°C)
≥ -40°F (-40°C)
ECT1, TC2CIT, CACOT, IAT, and EOT are

Fault Overview
ECM Compares Intake Manifold Temperature (IMT) sensor to Intake Air Temperature (IAT), Turbocharger 2
Compressor Intake Temperature (TC2CIT), Charge Air Cooler Outlet Temperature (CACOT), Engine Coolant
Temperature 1 (ECT1), and Engine Oil Temperature (EOT) sensors at initial Key-On after an 8-hour cold soak.
Lamp Reaction
Associated Faults
SPN 105 FMI 3 and 4 (IMT)
Fault Facts
None

Possible Causes
• High resistance in IMT circuit
• Failed IMT sensor


105 FMI 2.


Step 3 Inspect connections at Intake Manifold Temperature (IMT) connector. Decision

Tests .
B. Disconnect IMT connector.
C. Check IMT and connector terminals for: damaged or pinched wires; moisture or
Are IMT connector, harness, and terminals clean and undamaged?

SPN 105 FMI 2.
Figure 484 Intake Manifold Temperature (IMT) Sensor Circuit Diagram
Tools Required
Test 1 Setup
A. Key OFF.
B. Disconnect Intake Manifold Temperature (IMT) sensor.
C. Connect Breakout Harness ZTSE4993 to vehicle harness connector and leave IMT sensor disconnected.
Using EST with ServiceMaxx™ software, monitor intake 302 ± 10°F (150 ± -12.2°C)
manifold temperature.
Decision
Is temperature 302 ± 10°F (150 ± -12.2°C)? Yes: Replace IMT sensor. After repairs are complete,
No: Go to Test 2.
Test 2 Setup
A. Key OFF.
B. Disconnect Intake Manifold Temperature (IMT) sensor.
C. Connect Breakout Harness ZTSE4993 to vehicle harness connector and leave IMT sensor disconnected.
Using EST with ServiceMaxx™ software, monitor intake 302 ± 10°F (150 ± -12.2°C)
manifold temperature.
Decision
Is temperature 302 ± 10°F (150 ± -12.2°C)? Yes: Replace SIG GND circuit between IMT pin-1 and
105 FMI 2.
No: Replace SIG circuit between IMT pin-2 and ECM pin

SPN 105 FMI 3 - IMT signal Out of Range HIGH

Intake Manifold Temperature (IMT) IMT sensor reading > 4.80 volts Key ON
signal reading is greater than expected
Fault Overview
Fault Code sets when Engine Control Module (ECM) detects that Intake Manifold Temperature (IMT) signal is
Lamp Reaction
Associated Faults
None
Fault Facts
None

Continuous
Possible Causes
• IMT circuit Open
• IMT circuit short to PWR
• Failed IMT sensor

Does EST DTC list show SPN 105 FMI 3 as active?

Step 2 Inspect connections at Intake Manifold Temperature (IMT) sensor. Decision

.
B. Disconnect IMT sensor connector.
C. Check IMT sensor and connector terminals for damaged or pinched wires;
Are IMT sensor connector, harness, and terminals clean and undamaged?
harness, and / or terminal
105 FMI 3.
Tools Required
• Breakout Harness 3-Banana Plug ZTSE4498
Test 1 Setup
A. Key OFF.
B. Connect Breakout Harness ZTSE4993 to vehicle harness connector and leave Intake Manifold Temperature
(IMT) sensor disconnected.
C. Key ON.
Using DMM, measure voltage between Breakout Harness Greater than 6 volts
Decision
Is voltage greater than 6 volts? Yes: Repair short to PWR between IMT pin-2 and ECM pin
No: Go to Test 2.
Test 2 Setup
A. Key OFF.
B. Connect Breakout Harness ZTSE4993 to vehicle harness and leave IMT sensor disconnected.
E. Key ON. Log in to ServiceMaxx™ software
Using EST with ServiceMaxx™ software, clear DTC list. SPN 105 FMI 4 sets
Decision
Does SPN 105 FMI 4 set after DTC list is cleared? Yes: Replace IMT sensor. After repairs are complete,
No: Go to Test 3.
Figure 490 Test 3 Circuit Check
Test 3 Setup
A. Key OFF.
B. Connect Breakout Harness ZTSE4993 to vehicle harness and leave IMT sensor disconnected.
C. Using Breakout Harness ZTSE4498, short Breakout Harness ZTSE4993 pin-2 circuit to known good GND.
E. Key ON. Log in to ServiceMaxx™ software
Using EST with ServiceMaxx™ software, clear DTC list. SPN 105 FMI 4 sets.
Decision
Does SPN 105 FMI 4 set after DTC list is cleared? Yes: Repair Open between IMT pin-1 and ECM pin E-28.
No: Repair Open between IMT pin-2 and ECM pin E-15.

SPN 105 FMI 4 - IMT signal Out of Range LOW

Values
Intake Manifold Temperature (IMT) IMT signal voltage < 0.16 volts Key ON
signal voltage reading is less than
expected.
Fault Overview
Fault Code sets when Engine Control Module (ECM) detects Intake Manifold Temperature (IMT) signal is less
than 0.16 volts.
Lamp Reaction
Associated Faults
None
Fault Facts
None

Continuous
Possible Causes
• IMT signal circuit short to GND
• Failed IMT


No. Go to Intermittent or
Step 2 Inspect connections at Intake Manifold Temperature (IMT) sensor. Decision

.
B. Disconnect IMT sensor connector.
C. Check IMT sensor and connector terminals for damaged or pinched wires;
corroded terminals; loose, bent, broken pins; or broken connector housing.
Are IMT sensor connector, harness, and terminals clean and undamaged?
harness, and terminal
105 FMI 4.
Tools Required
Test 1 Setup
A. Key OFF.
B. Disconnect Intake Manifold Temperature (IMT) sensor and leave sensor disconnected.
Decision
Does SPN 105 FMI 3 set after DTC list is cleared? Yes: Replace IMT sensor. After repairs are complete,
No: Repair short to GND between IMT connector pin-2 and
Engine Control Module (ECM) pin E1-15. After repairs are

INJ (Injector) Circuits

Overview of INJ Sensor Group
SPN FMI Condition

651 4 Injector 1 open coil - short circuit (page 1367)
651 - 656 5 Injector 1 (through 6) open coil - open circuit
651 - 656 7 Injector 1 (through 6) Spool Motion Compensation Max Authority Reached (page
1465)
651 14 Injector 1 Fuel quantity/timing error (page 1467)
2797 6 Injector Control Group 1 - short circuit (INJ 1, 2, 3) (page 1565)
2798 6 Injector Control Group 2 - short circuit (INJ 4, 5, 6) (page 1611)
3055 2 ICP/IPR Adaptation In-Range Fault (page 1657)
3659 4 Injector 1 close coil – short circuit (page 1661)
3659 5 Injector 1 close coil – open circuit (page 1715)
4257 7 Injector Coking Compensation Factor Reached Maximum Authority (page 1757)
4257 16 Multiple Injector High Flow fault (page 1758)
4257 18 Multiple Injector Low Flow fault (page 1763)
Overview
Injectors inject fuel into cylinders. Engine Control Module (ECM) controls timing and amount of fuel being
sprayed from each injector. ECM also controls Injection Control Pressure (ICP) system to regulate fuel spray
pressure.
Figure 492 Injector Locations

1. Injector 6 3. Injector 4 5. Injector 2
2. Injector 5 4. Injector 3 6. Injector 1
SPN 651 FMI 4 - Injector 1 open coil - short circuit

Values
Short circuit detection on injector [Current on injector driver circuit > Key ON
Open Coil 50 Amps for 0.0004 seconds
Battery voltage > 9 Volts
AND Current Rise time for open
SPN/FMI 2797/6 and 2798/6
coil] ≥ 0.0000024 seconds AND
are NOT active
≤ 0.0008 seconds
Fault Overview
Fault is set when short circuit is detected on injector 1 Open coil.
Lamp Reaction
Associated Faults
None
Fault Facts
Final number of SPN identifies affected injector, and name in ServiceMaxx™ identifies cylinder in which injector
is installed.

Continuous
Possible Causes
• Open H shorted to Open L
• Open H short to GND
• Open L short to GND
• Open H short to PWR
• Open L short to PWR
• Failed Injector


Step 2 Inspect connections at Under Valve Connector (UVC) connector 2. Decision

tests.
B. Disconnect UVC 2
C. Check UVC 2 and connector terminals for: damaged or pinched wires; moisture
housing.
Are UVC 2 connector, harness, and terminals clean and undamaged?

651 FMI 4.

Tools Required
Figure 493 Test 1 Under Valve Connector (UVC) connector 2 Circuit Resistance Check
Test 1 Setup
A. Key OFF.
B. Disconnect Under Valve Connector (UVC) connector 2.
C. Connect Breakout Harness ZTSE4793 to vehicle harness and leave UVC connector 2 disconnected.
D. Key ON.
Decision
No: Repair short between fuel injector 1 Close and fuel
injector 1 Open circuit. After repairs are complete, retest
for SPN 651 FMI 4.
Test 2 Setup
A. Key OFF.
D. Key ON.
Using DMM measure resistance between Breakout 1 ± 0.5 ohms
Decision
Is resistance less than 0.5 ohms? Yes: Go to Test 3.
No: Go to Test 4.
Test 3 Setup
A. Key OFF.
B. Disconnect fuel injector 1.
C. Disconnect Under Valve Connector (UVC) connector 2.
D. Connect Breakout Harness ZTSE4793 to vehicle harness and leave UVC connector 2 disconnected.
E. Key ON.
Decision
Is resistance less than 0.5 ohms? Yes: Repair short in fuel injector 1 Open circuit. After
No: Replace fuel injector 1. After repairs are complete,
Test 4 Setup
A. Key OFF.
E. Key ON.
Decision
No: Repair short to GND in fuel injector 1 Open H circuit.
Test 5 Setup
A. Key OFF.
E. Key ON.
Decision
No: Repair short to GND in fuel injector 1 Open L circuit.
Test 6 Setup
A. Key OFF.
E. Key ON.
Harness ZTSE4793 pin-4 and PWR.
Decision
Is resistance greater than 1000 ohms? Yes: Repair short to PWR in fuel injector 1 Open L circuit.
No: Repair short to PWR in fuel injector 1 Open H circuit.


Values
AND Current Rise time for close
SPN/FMI 2797/6 and 2798/6
are NOT Active
≤ 0.0008 seconds
Fault Overview
Lamp Reaction
Associated Faults
None
Fault Facts
is installed.

Continuous
Possible Causes
• Failed Injector



tests.
B. Disconnect UVC 2
housing.

652 FMI 4.

Tools Required
Test 1 Setup
A. Key OFF.
D. Key ON.
Decision
for SPN 652 FMI 4.
Test 2 Setup
A. Key OFF.
D. Key ON.
Decision
No: Go to Test 4.
Test 3 Setup
A. Key OFF.
E. Key ON.
Decision
Test 4 Setup
A. Key OFF.
E. Key ON.
Decision
Test 5 Setup
A. Key OFF.
E. Key ON.
Decision
Test 6 Setup
A. Key OFF.
E. Key ON.
Decision


Values
SPN/FMI 2797/6 and 2798/6
are NOT active
≤ 0.0008 seconds
Fault Overview
Lamp Reaction
Associated Faults
None
Fault Facts
is installed.

Continuous
Possible Causes
• Failed Injector



tests.
B. Disconnect UVC 3.
housing.

653 FMI 4.

Tools Required
Test 1 Setup
A. Key OFF.
D. Key ON.
Decision
for SPN 653 FMI 4.
Test 2 Setup
A. Key OFF.
D. Key ON.
Decision
No: Go to Test 4.
Test 3 Setup
A. Key OFF.
E. Key ON.
Decision
Test 4 Setup
A. Key OFF.
E. Key ON.
Decision
Test 5 Setup
A. Key OFF.
E. Key ON.
Decision
Test 6 Setup
A. Key OFF.
E. Key ON.
Decision


Values
SPN/FMI 2797/6 and 2798/6
are NOT Active
≤ 0.0008 seconds
Fault Overview
Lamp Reaction
Associated Faults
None
Fault Facts
is installed.

Continuous
Possible Causes
• Failed Injector



tests.
housing.

654 FMI 4.

Tools Required
Test 1 Setup
A. Key OFF.
D. Key ON.
Decision
for SPN 654 FMI 4.
Test 2 Setup
A. Key OFF.
D. Key ON.
Decision
No: Go to Test 4.
Test 3 Setup
A. Key OFF.
E. Key ON.
Decision
Test 4 Setup
A. Key OFF.
E. Key ON.
Decision
Test 5 Setup
A. Key OFF.
E. Key ON.
Decision
Test 6 Setup
A. Key OFF.
E. Key ON.
Decision


Values
SPN/FMI 2797/6 and 2798/6
are NOT active
≤ 0.0008 seconds
Fault Overview
Lamp Reaction
Associated Faults
None
Fault Facts
is installed.

Continuous
Possible Causes
• Failed Injector



tests.
housing.

655 FMI 4.

Tools Required
Test 1 Setup
A. Key OFF.
D. Key ON.
Decision
for SPN 655 FMI 4.
Test 2 Setup
A. Key OFF.
D. Key ON.
Decision
No: Go to Test 4.
Test 3 Setup
A. Key OFF.
E. Key ON.
Decision
Test 4 Setup
A. Key OFF.
E. Key ON.
Decision
Test 5 Setup
A. Key OFF.
E. Key ON.
Decision
Test 6 Setup
A. Key OFF.
E. Key ON.
Decision


Values
SPN/FMI 2797/6 and 2798/6
are NOT Active
≤ 0.0008 seconds
Fault Overview
Lamp Reaction
Associated Faults
None
Fault Facts
is installed.

Continuous
Possible Causes
• Failed Injector



tests.
housing.

656 FMI 4.

Tools Required
Test 1 Setup
A. Key OFF.
D. Key ON.
Decision
for SPN 656 FMI 4.
Test 2 Setup
A. Key OFF.
D. Key ON.
Decision
No: Go to Test 4.
Test 3 Setup
A. Key OFF.
E. Key ON.
Decision
Test 4 Setup
A. Key OFF.
E. Key ON.
Decision
Test 5 Setup
A. Key OFF.
E. Key ON.
Decision
Test 6 Setup
A. Key OFF.
E. Key ON.
Decision

SPN 651 FMI 5 - Injector 1 open coil - open circuit

Values
Open circuit detection on injector [Current on injector driver circuit > Key ON
Energizing time for open coil >
coil] ≥ 0.0001 seconds AND ≤
0.0008 seconds
0.0008 seconds
Adaptive Waveform is OFF {Adaptive
Waveform is described in Operations
Summary document}
SPN/FMI 2797/6 and 2798/6

are NOT active
Fault Overview
Fault is set when Open circuit is detected on injector 1 Open coil.
Lamp Reaction
Associated Faults
None
Fault Facts
is installed.

Continuous
Possible Causes
• Open in Open H circuit
• Open in Open L circuit



tests.
B. Disconnect UVC 2
housing.

651 FMI 5.

Tools Required
Test 1 Setup
A. Key OFF.
D. Key ON.
Decision
Is resistance less than 1.5 ohms? Yes: Repair Open in Open H or Open L circuit between
UVC harness and ECM. After repairs are complete, retest
for SPN 651 FMI 5.
No: Go to Test 2.
Test 2 Setup
A. Key OFF.
B. Remove valve cover
C. Disconnect fuel injector 1.
D. Connect correct terminals from Terminal Test Kit ZTSE4435C to fuel injector pin 2 and pin 3.
Using DMM measure resistance between fuel injector 1 ± 0.5 ohms
pin-2 and pin-3.
Decision
Test 3 Setup
A. Key OFF.
B. Remove valve cover.
D. Disconnect Under Valve Connector (UVC) connector 2.
E. Connect Breakout Harness ZTSE4793 to vehicle harness and leave UVC connector 2 disconnected.
F. Connect correct terminals from Terminal Test Kit ZTSE4435C to fuel injector pin 2.
Using DMM measure resistance between Breakout < 0.5 ohms
Harness ZTSE4793 pin-4 and fuel injector 1 pin-2.
Decision
Test 4 Setup
A. Key OFF.
Decision
for SPN 651 FMI 5.
No: Repair Open in UVC harness Open L circuit. After


Values
0.0008 seconds
0.0008 seconds
Summary document}
SPN/FMI 2797/6 and 2798/6

are NOT active
Fault Overview
Lamp Reaction
Associated Faults
None
Fault Facts
is installed.

Continuous
Possible Causes



tests.
B. Disconnect UVC 2
housing.

652 FMI 5.

Tools Required
Test 1 Setup
A. Key OFF.
D. Key ON.
Decision
for SPN 652 FMI 5.
No: Go to Test 2.
Test 2 Setup
A. Key OFF.
pin-2 and pin-3.
Decision
Test 3 Setup
A. Key OFF.
Decision
Test 4 Setup
A. Key OFF.
Decision
for SPN 652 FMI 5.


Values
0.0008 seconds
0.0008 seconds
Summary document}
SPN/FMI 2797/6 and 2798/6

are NOT active
Fault Overview
Lamp Reaction
Associated Faults
None
Fault Facts
is installed.

Continuous
Possible Causes



tests.
housing.

653 FMI 5.

Tools Required
Test 1 Setup
A. Key OFF.
D. Key ON.
Decision
for SPN 653 FMI 5.
No: Go to Test 2.
Test 2 Setup
A. Key OFF.
pin-2 and pin-3.
Decision
Test 3 Setup
A. Key OFF.
Decision
Test 4 Setup
A. Key OFF.
Decision
for SPN 653 FMI 5.


Values
0.0008 seconds
0.0008 seconds
Summary document}
SPN/FMI 2797/6 and 2798/6

are NOT active
Fault Overview
Lamp Reaction
Associated Faults
None
Fault Facts
is installed.

Continuous
Possible Causes



tests.
housing.

654 FMI 5.

Tools Required
Test 1 Setup
A. Key OFF.
D. Key ON.
Decision
for SPN 654 FMI 5.
No: Go to Test 2.
Test 2 Setup
A. Key OFF.
pin-2 and pin-3.
Decision
Test 3 Setup
A. Key OFF.
Decision
Test 4 Setup
A. Key OFF.
Decision
for SPN 654 FMI 5.


Values
0.0008 seconds
0.0008 seconds
Summary document}
SPN/FMI 2797/6 and 2798/6

are NOT active
Fault Overview
Lamp Reaction
Associated Faults
None
Fault Facts
is installed.

Continuous
Possible Causes



tests.
housing.

655 FMI 5.

Tools Required
Test 1 Setup
A. Key OFF.
D. Key ON.
Decision
for SPN 655 FMI 5.
No: Go to Test 2.
Test 2 Setup
A. Key OFF.
pin-2 and pin-3.
Decision
Test 3 Setup
A. Key OFF.
Decision
Test 4 Setup
A. Key OFF.
Decision
for SPN 655 FMI 5.


Values
0.0008 seconds
0.0008 seconds
Summary document}
SPN/FMI 2797/6 and 2798/6

are NOT active
Fault Overview
Lamp Reaction
Associated Faults
None
Fault Facts
is installed.

Continuous
Possible Causes



tests.
housing.

656 FMI 5.

Tools Required
Test 1 Setup
A. Key OFF.
D. Key ON.
Decision
for SPN 656 FMI 5.
No: Go to Test 2.
Test 2 Setup
A. Key OFF.
pin-2 and pin-3.
Decision
Test 3 Setup
A. Key OFF.
Decision
Test 4 Setup
A. Key OFF.
Decision
for SPN 656 FMI 5.

SPN 651 - 656 FMI 7 - Injector 1 (through 6) Spool Motion Compensation Max Authority Reached

Injector Spool motion max authority Average coil end of motion adaptation Injection Control Pressure (ICP) >
reached. time (Calculated based on back 3191 psi (22 MPa) and < 4931 psi (34
Counter Electro Motive Force (CEMF) MPa)
0.0006552 seconds or > 0.001025
Engine speed > 1500 rpm
seconds
Minimum number of close loop
samples to calculate average value of
adaptation ≥ 100 samples
Engine Oil Temperature (EOT) >

158°F (70°C)
Time between two consecutive

adaptations ≥ 18000 seconds
Main injection time duration ≥ 0.0012

seconds AND ≤ 0.0018 seconds
Adaptive Waveform and Negative

current strategy is OFF {Adaptive
Waveform and Negative current
strategy is described in Operations
Summary document}
A reference value must be saved
Fault Overview
Fault code sets when Engine Control Module (ECM) determines fuel injector spool motion compensation has
reached its maximum allowable time limit.
Lamp Reaction
Associated Faults
None
Fault Facts
Final number of Suspect Parameter Number (SPN) identifies affected injector, and name in ServiceMaxx™
software identifies cylinder in which the injector is installed.

Continuous
Possible Causes
• Incorrect Engine Control Module (ECM) programming
Step 1 Check for injector replacement. Decision

Identify if affected fuel injector was recently replaced. Yes: Perform Injector Close
End of Motion (CEOM)
Has affected fuel injector been recently replaced?
651- 656 FMI 7.
No: Replace affected
injector and perform Injector
Close End of Motion (CEOM)
651- 656 FMI 7.

After performing all diagnostic steps, if SPN 651 - 656 FMI 7 remains, verify if each step was completed correctly and the
SPN 651 FMI 14 - Injector 1 Fuel quantity/timing error

Values
Fuel Quantity, Pressure and Timing Cylinder balance difference Particulate Filter Regeneration
deviation HIGH for Single Injector. (dimensionless quantity) NOT Active
• Automatic Transmission; > 0.1699
Comparison of cylinder balance End Of Line Testing NOT Active
• Manual Transmission; > 0.1101
difference between two consecutive
cylinders. Cylinder balance difference "AND" [Pattern detection
(-50°C) AND < 248°F (120°C)
is calculated based on segment time. cylinder balance difference value
• Automatic Transmission; < -0.05005 Selective Catalytic Reduction (SCR)
• Manual Transmission; < -0.001221 Warm-up NOT Active
for = 3 cylinders] Engine Manifold Pressure < 17.4

psi (119.9 kPa)
Battery Voltage (Per Global Disable

Mask) ≥ 9 Volts AND ≤ 16 Volts
Mass fueling ≥ 0 mg/stroke AND

≤ 116.7 mg/stroke
Vehicle Speed ≥ 0 mph AND

≤ 3.107 mph
Engine Speed ≥ 650 RPM AND

≤ 850 RPM
Pressure Control Valve Command

< 100%

(-40°C) AND < 212°F (100°C)
SPN/FMI's 132/3, 132/4, 132/0,

132/1, 108/3,4, 636/7, 636/2, 110/3,4,
110/2, 175/3,4, 175/2, 164/0, 164/3,4,
3055/2, 651/4, 651/5, 652/4, 652/5,
653/4, 653/5, 654/4, 654/5, 655/4,
655/5, 656/4, 656/5, 5543/3, 5543/4,
5543/5, 94/3, 94/4, 1189/3,4, 3464/11,
51/7, 51/7, 51/3, 51/4, 2791/2, 2791/7,
2791/14, 2791/14, 2791/14, 27/14,
2791/8, 2791/8, 2791/3,4, 191/4,
191/3, 5395/0, 5395/1, 2659/20,
1323/31, 1324/31, 1325/31, 1326/31,
1327/31, 1328/31, 1322/31, 3055/2,
4257/7, 651/7, 652/7, 653/7, 654/7,

655/7, 656/7 are NOT Active
Cylinder balance difference Particulate Filter Regeneration
(dimensionless quantity) NOT Active
• Automatic Transmission; < -0.22
• Manual Transmission; < -0.46
"AND" [Pattern detection cylinder
(-50°C) AND < 248°F (120°C)
balance difference value > 0.03491
Selective Catalytic Reduction (SCR)
for = 3 cylinders]
Warm-up NOT Active

psi (119.9 kPa)
Battery Voltage (Per Global Disable

Mask) ≥ 9 Volts AND ≤ 16 Volts
Mass fueling ≥ 0 mg/stroke AND

≤ 116.7 mg/stroke
Vehicle Speed ≥ 0 mph AND

≤ 3.107 mph
Engine Speed ≥ 650 RPM AND

≤ 850 RPM
Pressure Control Valve Command

< 100%

(-40°C) AND < 212°F (100°C)
SPN/FMI's 132/3, 132/4, 132/0,

132/1, 108/3,4, 636/7, 636/2, 110/3,4,
110/2, 175/3,4, 175/2, 164/0, 164/3,4,
3055/2, 651/4, 651/5, 652/4, 652/5,
653/4, 653/5, 654/4, 654/5, 655/4,
655/5, 656/4, 656/5, 5543/3, 5543/4,
5543/5, 94/3, 94/4, 1189/3,4, 3464/11,
51/7, 51/7, 51/3, 51/4, 2791/2, 2791/7,
2791/14, 2791/14, 2791/14, 27/14,
2791/8, 2791/8, 2791/3,4, 191/4,
191/3, 5395/0, 5395/1, 2659/20,
1323/31, 1324/31, 1325/31, 1326/31,
1327/31, 1328/31, 1322/31, 3055/2,
4257/7, 651/7, 652/7, 653/7, 654/7,
655/7, 656/7 are NOT Active
Fault Overview
Fault sets when Engine Control Module (ECM) determines injector timing is off when comparing cylinder balance
difference between two consecutive cylinders.
Lamp Reaction
Associated Faults
None
Fault Facts
None

Road test
Possible Causes
• Injector fuel or timing deviation
• Spool to control valve body static leakage
• Puck leakage
• Backup ring and / or O-ring leakage at injector inlet
• Injector damage
• Biased Injection Control Pressure (ICP) sensor
• Injector variability
• Engine oil worn out
• Compression loss
• Bent connecting rod
• Aerated oil
• Exhaust Gas Temperature (EGT) sensor drift (biased sensor)


Step 2 Inspect connections at injector circuits outside valve cover connector. Decision
B. Disconnect injector circuits outside valve cover connector.
C. Check injector circuits outside valve cover and connector terminals for: damaged
or pinched wires; moisture or corroded terminals; loose, bent, or broken pins; or
broken connector housing.
Are injector circuits outside valve cover connector, harness, and terminals clean and
undamaged?
SPN 651 FMI 14.
Step 3 Test for failed injector. Decision

Perform KOEO Injector Test(page 2154). Yes: Go to Step 4.
Did KOEO Injector Test pass?

No: Go to Test 1.
Step 4 Inspect air intake system, exhaust system, and air filter for restrictions, leaks, Decision
or physical damage.
Inspect air cleaner cleanliness and Mass Air Flow (MAF) sensor or dirt and oil residue. Yes: Go to Step 5.
Inspect fuel system from fuel tank to Aftertreatment Fuel Injector (AFT: FI) valve for leaks
or physical damage.
Are air intake system, exhaust system, fuel system, and air filter free of restrictions, leaks,
and physical damage?
air leaks, fuel leaks, or
14.
Step 5 Check for fuel level and fuel quality. Decision

Visually inspect by removing fuel cap from all tanks, check Water In Fuel (WIF) light, and Yes: Go to Step 6.
sample for dirty or aerated fuel.
Is there sufficient supply of good quality fuel?

No: Remove dirty or
aerated fuel, fill with
good quality fuel. After
14.
Step 6 Decision
Check for oil and oil quality, including oil level check and aerated oil. Yes: Go to Step 7.
Is there sufficient supply of clean, non-aerated oil?

No: Remove dirty,
aerated, or contaminated
oil, fill with clean,
non-aerated oil. After
14.
Step 7 Determine if Engine Compression Brake (ECB), if equipped, is operating Decision

correctly.
Using EST with ServiceMaxx™ software, do KOEO Low to High Idle Test(page 2140) while Yes: Go to Step 8.
monitoring Brake Control Pressure (ECBP).
Is ECBP within specification(page 2402)?

No: Replace ECB
651 FMI 14.

correctly.
Using EST with ServiceMaxx™ software, perform KOEO Low to High Idle Test(page 2140) Yes: Go to Step 9.
while monitoring Brake Control Pressure (ECBP).

No: Replace ECB
651 FMI 14.
Step 9 Calibrate MAF sensor. Decision

Perform KOER MAF Sensor Calibrations(page 2268). Yes: Go to Step 10.
Did MAF auto-calibrated succeed?

No: Perform test
and procedures for a
malfunctioning MAF
651 FMI 14.
Step 10 Determine cause of rough engine idle. Decision

Perform KOEO Relative Compression Test(page 2167). Yes: Go to Step 12.
Are all engine cylinder performance readings similar?

No: Go to Step 11.
Step 11 Test cylinder performance further. Decision

Do Cylinder Performance Analyzer (CPA) test to evaluate cylinder performance issues. Yes: Go to Step 8.
Evaluate performance concerns during cold idle(page 2201), hot idle(page 2212), and a
full load highway speed test(page 2217).
Due to the complexity of some of the codes, print out the CPA tool results for later use.
Did tests finish without identifying a suspect cylinder?

No: Remove valve cover,
check valve lash, and
crank engine to verify
cam shaft lobe operation
and lift (See Engine
14.
Step 12 Test for oil leaks under the valve cover. Decision
Using Leak Detection Pump Tool, test for oil leaking from or around ECB valve, center of oil Yes: Return vehicle to
rail to cylinder head, injector oil inlet adapters (puck), and ICP sensor. customer.
Some leakage around injector spool valves is normal.
Are the listed items leak-free?

No: Remove rail and
replace any of the
following as required:
ECB valve, center of
oil rail to cylinder head
O-ring, leaking injector
oil inlet adapter, and/or
ICP sensor. After repairs

SPN 651 FMI 14.

Tools Required
Figure 535 Test 1 Injector 1 Circuit Resistance Through Valve Cover Check
Test 1 Setup
A. Key OFF.
B. Disconnect 8-Pin UVC 2 connector.
C. Connect Breakout Harness ZTSE4793 to vehicle harness connector and leave UVC 2 disconnected.
D. Key ON.
Using DMM to measure resistance between Breakout Greater than 1 kiloohms
Decision
Is resistance less than 1 kiloohms? Yes: Check circuit for short to GND or injector coil for
internal short. After repairs are complete, retest for SPN
651 FMI 14.
No: Go to Test 2.
Test 2 Setup
A. Key OFF.
D. Key ON.
Decision
651 FMI 14.
No: Go to Test 3.
Test 3 Setup
A. Key OFF.
D. Key ON.
Decision
651 FMI 14.
No: Go to Test 4.
Test 4 Setup
A. Key OFF.
D. Key ON.
Decision
651 FMI 14.
No: Go to Test 5.
Figure 539 Test 5 Injector 1 Coil Resistance Check
Test 5 Setup
A. Key OFF.
D. Key ON.
Using DMM to measure resistance between Breakout 1.0 ± 0.5 ohms
Decision
Is resistance greater than 1.5 ohms? Yes: Check for OPEN through injector. After repairs are
No: Go to Test 6.
Test 6 Setup
A. Key OFF.
D. Key ON.
Decision
No: Go to Test 7.
Test 7 Setup
A. Key OFF.
D. Key ON.
Decision
Is resistance less than 1 kiloohms? Yes: Check for cross-shorted circuits or injector coil for
651 FMI 14.
No: Go to Test 8.
Test 8 Setup
A. Key OFF.
B. Remove Valve Cover.
C. Disconnect harness from Injector 1 under valve cover.
D. Using Terminal Test Kit ZTSE4435C connect Injector 1 and leave Injector 1 UVC harness disconnected.
E. Key ON.
Using DMM to measure resistance between Injector 1 1.0 ± 0.5 ohms
pin-1 and pin-2.
Decision
No: Go to Test 9.
Test 9 Setup
A. Key OFF.
E. Key ON.
pin-3 and pin-4.
Decision
No: Go to Test 10.
Test 10 Setup
A. Key OFF.
E. Key ON.
Using DMM to measure resistance between Injector 1 Greater than 1 kiloohms
pin-3 and pin-1.
Decision
651 FMI 14.
No: Go to Step 4.


Values
See SPN 651 FMI 14 for this table
Fault Overview
Lamp Reaction
Associated Faults
None
Fault Facts
None

Road test
Possible Causes
• Puck leakage
• Injector damage
• Aerated oil


undamaged?
SPN 652 FMI 14.


No: Go to Test 1.
or physical damage.
or physical damage.
14.


No: Remove dirty or
14.
Step 6 Decision

No: Remove dirty,
14.

correctly.

No: Replace ECB
652 FMI 14.

correctly.

No: Replace ECB
652 FMI 14.


No: Perform test
malfunctioning MAF
652 FMI 14.


No: Go to Step 11.


14.

No: Remove rail and
replace any of the

SPN 652 FMI 14.

Tools Required
Test 1 Setup
A. Key OFF.
D. Key ON.
Decision
652 FMI 14.
No: Go to Test 2.
Test 2 Setup
A. Key OFF.
D. Key ON.
Decision
652 FMI 14.
No: Go to Test 3.
Test 3 Setup
A. Key OFF.
D. Key ON.
Decision
652 FMI 14.
No: Go to Test 4.
Test 4 Setup
A. Key OFF.
D. Key ON.
Decision
652 FMI 14.
No: Go to Test 5.
Test 5 Setup
A. Key OFF.
D. Key ON.
Decision
No: Go to Test 6.
Test 6 Setup
A. Key OFF.
D. Key ON.
Decision
No: Go to Test 7.
Test 7 Setup
A. Key OFF.
D. Key ON.
Decision
652 FMI 14.
No: Go to Test 8.
Test 8 Setup
A. Key OFF.
E. Key ON.
pin-5 and pin-6.
Decision
No: Go to Test 9.
Test 9 Setup
A. Key OFF.
E. Key ON.
pin-7 and pin-8.
Decision
No: Go to Test 10.
Test 10 Setup
A. Key OFF.
E. Key ON.
pin-3 and pin-7.
Decision
652 FMI 14.
No: Go to Step 4.


Values
Fault Overview
Lamp Reaction
Associated Faults
None
Fault Facts
None

Road test
Possible Causes
• Puck leakage
• Injector damage
• Aerated oil


undamaged?
SPN 653 FMI 14.


No: Go to Test 1.
or physical damage.
or physical damage.
14.


No: Remove dirty or
14.
Step 6 Decision

No: Remove dirty,
14.

correctly.

No: Replace ECB
653 FMI 14.

correctly.

No: Replace ECB
653 FMI 14.


No: Perform test
malfunctioning MAF
653 FMI 14.


No: Go to Step 11.


14.

No: Remove rail and
replace any of the

SPN 653 FMI 14.

Tools Required
Test 1 Setup
A. Key OFF.
D. Key ON.
Decision
653 FMI 14.
No: Go to Test 2.
Test 2 Setup
A. Key OFF.
D. Key ON.
Decision
653 FMI 14.
No: Go to Test 3.
Test 3 Setup
A. Key OFF.
D. Key ON.
Decision
653 FMI 14.
No: Go to Test 4.
Test 4 Setup
A. Key OFF.
D. Key ON.
Decision
653 FMI 14.
No: Go to Test 5.
Test 5 Setup
A. Key OFF.
D. Key ON.
Decision
No: Go to Test 6.
Test 6 Setup
A. Key OFF.
D. Key ON.
Decision
No: Go to Test 7.
Test 7 Setup
A. Key OFF.
D. Key ON.
Decision
653 FMI 14.
No: Go to Test 8.
Test 8 Setup
A. Key OFF.
E. Key ON.
pin-1 and pin-2.
Decision
No: Go to Test 9.
Test 9 Setup
A. Key OFF.
E. Key ON.
pin-3 and pin-4.
Decision
No: Go to Test 10.
Test 10 Setup
A. Key OFF.
E. Key ON.
pin-3 and pin-1.
Decision
653 FMI 14.
No: Go to Step 4.


Values
Fault Overview
Lamp Reaction
Associated Faults
None
Fault Facts
None

Road test
Possible Causes
• Puck leakage
• Injector damage
• Aerated oil


undamaged?
SPN 654 FMI 14.


No: Go to Test 1.
or physical damage.
or physical damage.
14.


No: Remove dirty or
14.
Step 6 Decision

No: Remove dirty,
14.

correctly.

No: Replace ECB
654 FMI 14.

correctly.

No: Replace ECB
654 FMI 14.


No: Perform test
malfunctioning MAF
654 FMI 14.


No: Go to Step 11.


14.

No: Remove rail and
replace any of the

SPN 654 FMI 14.

Tools Required
Test 1 Setup
A. Key OFF.
D. Key ON.
Decision
654 FMI 14.
No: Go to Test 2.
Test 2 Setup
A. Key OFF.
D. Key ON.
Decision
654 FMI 14.
No: Go to Test 3.
Test 3 Setup
A. Key OFF.
D. Key ON.
Decision
654 FMI 14.
No: Go to Test 4.
Test 4 Setup
A. Key OFF.
D. Key ON.
Decision
654 FMI 14.
No: Go to Test 5.
Test 5 Setup
A. Key OFF.
D. Key ON.
Decision
No: Go to Test 6.
Test 6 Setup
A. Key OFF.
D. Key ON.
Decision
No: Go to Test 7.
Test 7 Setup
A. Key OFF.
D. Key ON.
Decision
654 FMI 14.
No: Go to Test 8.
Test 8 Setup
A. Key OFF.
E. Key ON.
pin-5 and pin-6.
Decision
No: Go to Test 9.
Test 9 Setup
A. Key OFF.
E. Key ON.
pin-7 and pin-8.
Decision
No: Go to Test 10.
Test 10 Setup
A. Key OFF.
E. Key ON.
pin-3 and pin-7.
Decision
654 FMI 14.
No: Go to Step 4.


Values
See SPN 651 FMI 14 for table
Fault Overview
Lamp Reaction
Associated Faults
None
Fault Facts
None

Road test
Possible Causes
• Puck leakage
• Injector damage
• Aerated oil


undamaged?
SPN 655 FMI 14.


No: Go to Test 1.
or physical damage.
or physical damage.
14.


No: Remove dirty or
14.
Step 6 Decision

No: Remove dirty,
14.

correctly.

No: Replace ECB
655 FMI 14.

correctly.

No: Replace ECB
655 FMI 14.


No: Perform test
malfunctioning MAF
655 FMI 14.


No: Go to Step 11.


14.

No: Remove rail and
replace any of the

SPN 655 FMI 14.

Tools Required
Test 1 Setup
A. Key OFF.
D. Key ON.
Decision
655 FMI 14.
No: Go to Test 2.
Test 2 Setup
A. Key OFF.
D. Key ON.
Decision
655 FMI 14.
No: Go to Test 3.
Test 3 Setup
A. Key OFF.
D. Key ON.
Decision
655 FMI 14.
No: Go to Test 4.
Test 4 Setup
A. Key OFF.
D. Key ON.
Decision
655 FMI 14.
No: Go to Test 5.
Test 5 Setup
A. Key OFF.
D. Key ON.
Decision
No: Go to Test 6.
Test 6 Setup
A. Key OFF.
D. Key ON.
Decision
No: Go to Test 7.
Test 7 Setup
A. Key OFF.
D. Key ON.
Decision
655 FMI 14.
No: Go to Test 8.
Test 8 Setup
A. Key OFF.
E. Key ON.
pin-1 and pin-2.
Decision
No: Go to Test 9.
Test 9 Setup
A. Key OFF.
E. Key ON.
pin-3 and pin-4.
Decision
No: Go to Test 10.
Test 10 Setup
A. Key OFF.
E. Key ON.
pin-3 and pin-1.
Decision
655 FMI 14.
No: Go to Step 4.


Values
See SPN 651 FMI 14 for table
Fault Overview
Lamp Reaction
Associated Faults
None
Fault Facts
None

Road test
Possible Causes
• Puck leakage
• Injector damage
• Aerated oil


undamaged?
SPN 656 FMI 14.


No: Go to Test 1.
or physical damage.
or physical damage.
14.


No: Remove dirty or
14.
Step 6 Decision

No: Remove dirty,
14.

correctly.

No: Replace ECB
656 FMI 14.

correctly.

No: Replace ECB
656 FMI 14.


No: Perform test
malfunctioning MAF
656 FMI 14.


No: Go to Step 11.


14.

No: Remove rail and
replace any of the

SPN 656 FMI 14.

Tools Required
Test 1 Setup
A. Key OFF.
D. Key ON.
Decision
656 FMI 14.
No: Go to Test 2.
Test 2 Setup
A. Key OFF.
D. Key ON.
Decision
656 FMI 14.
No: Go to Test 3.
Test 3 Setup
A. Key OFF.
D. Key ON.
Decision
656 FMI 14.
No: Go to Test 4.
Test 4 Setup
A. Key OFF.
D. Key ON.
Decision
656 FMI 14.
No: Go to Test 5.
Test 5 Setup
A. Key OFF.
D. Key ON.
Decision
No: Go to Test 6.
Test 6 Setup
A. Key OFF.
D. Key ON.
Decision
No: Go to Test 7.
Test 7 Setup
A. Key OFF.
D. Key ON.
Decision
656 FMI 14.
No: Go to Test 8.
Test 8 Setup
A. Key OFF.
E. Key ON.
pin-5 and pin-6.
Decision
No: Go to Test 9.
Test 9 Setup
A. Key OFF.
E. Key ON.
pin-7 and pin-8.
Decision
No: Go to Test 10.
Test 10 Setup
A. Key OFF.
E. Key ON.
pin-3 and pin-7.
Decision
656 FMI 14.
No: Go to Step 4.

SPN 2797 FMI 6 - Injector Control Group 1 - short circuit (INJ 1, 2, 3)

Short circuit detection Driver indicates short circuit on Key ON, Engine Running
on Bank 0 Open coil Open coil. Current detected by
{Bank 0: Injector Number driver > 50 Amps
1, 2, and 3} Injectors firing
Driver indicates short circuit on
Short circuit detection Close coil. Current detected
on Bank 0 Close coil by driver > 50 Amps
{Bank 0: Injector Number
1, 2, and 3}
Fault Overview
Fault code sets when short circuit is detected on Bank 0 (Injectors 1, 2, and 3) Open or Close coil.
Lamp Reaction
Associated Faults
• SPN 651-653 FMI 4 and 5 • SPN 3659-3661 FMI 4 and

(INJ) 5 (INJ)
Fault Facts
None

Continuous
Possible Causes
• Fuel injector 1 Open circuit short to GND
• Fuel injector 1 Close circuit short to GND
• Fuel injector 1 Open circuit short to PWR
• Fuel injector 1 Close circuit short to PWR
• Fuel Injector 1 Open H shorted to Open L
• Fuel Injector 1 Close H shorted to Close L
• Fuel Injector 1 Close circuit shorted to Open circuit
• Failed Fuel Injector 1



2797 FMI 6.



B. Disconnect UVC 2
housing.

2797 FMI 6.

tests.
B. Disconnect UVC 3
housing.


2797 FMI 6.

Tools Required
Test 1 Setup
A. Key OFF.
D. Key ON.
Decision
No: Repair short between circuits. After repairs are
Test 2 Setup
A. Key OFF.
D. Key ON.
Decision
Test 3 Setup
A. Key OFF.
D. Key ON.
Decision
Test 4 Setup
A. Key OFF.
D. Key ON.
Decision
Test 5 Setup
A. Key OFF.
D. Key ON.
Decision
Test 6 Setup
A. Key OFF.
D. Key ON.
Decision
Test 7 Setup
A. Key OFF.
D. Key ON.
Decision
No: Go to Test 9.
Test 8 Setup
A. Key OFF.
B. Remove valve cover, disconnect Injector 1.
E. Key ON.
Decision
Is resistance less than 0.5 ohms? Yes: Repair short in injector 1 Close coil circuit. After
Test 9 Setup
A. Key OFF.
D. Key ON.
Decision
No: Go to Test 11.
Test 10 Setup
A. Key OFF.
E. Key ON.
Decision
Is resistance less than 0.5 ohms? Yes: Repair short in injector 1 Open coil circuit. After
Test 11 Setup
A. Key OFF.
D. Key ON.
Decision
No: Go to Test 13.
Test 12 Setup
A. Key OFF.
E. Key ON.
Decision
Test 13 Setup
A. Key OFF.
D. Key ON.
Decision
No: Go to Test 15.
Test 14 Setup
A. Key OFF.
E. Key ON.
Decision
Test 15 Setup
A. Key OFF.
D. Key ON.
Decision
No: Go to Test 17.
Test 16 Setup
A. Key OFF.
E. Key ON.
Decision
Test 17 Setup
A. Key OFF.
D. Key ON.
Decision
No: Go to Test 19.
Test 18 Setup
A. Key OFF.
E. Key ON.
Decision
Test 19 Setup
A. Key OFF.
E. Key ON.
Decision
No: Repair short to GND between Injector 1 pin-1 and
ECM Driver pin D-8. After repairs are complete, retest for
SPN 2797 FMI 6.
Test 20 Setup
A. Key OFF.
E. Key ON.
Decision
SPN 2797 FMI 6.
Test 21 Setup
A. Key OFF.
E. Key ON.
Decision
SPN 2797 FMI 6.
Test 22 Setup
A. Key OFF.
E. Key ON.
Decision
SPN 2797 FMI 6.
Test 23 Setup
A. Key OFF.
E. Key ON.
Decision
ECM Driver pin D-12. After repairs are complete, retest
for SPN 2797 FMI 6.
Test 24 Setup
A. Key OFF.
E. Key ON.
Decision
for SPN 2797 FMI 6.
Test 25 Setup
A. Key OFF.
E. Key ON.
Decision
SPN 2797 FMI 6.
Test 26 Setup
A. Key OFF.
E. Key ON.
Decision
SPN 2797 FMI 6.
Test 27 Setup
A. Key OFF.
E. Key ON.
Decision
for SPN 2797 FMI 6.
Test 28 Setup
A. Key OFF.
E. Key ON.
Decision
SPN 2797 FMI 6.
Test 29 Setup
A. Key OFF.
E. Key ON.
Decision
SPN 2797 FMI 6.
Test 30 Setup
A. Key OFF.
E. Key ON.
Decision
SPN 2797 FMI 6.
Test 31 Setup
A. Key OFF.
E. Key ON.
Decision
No: Repair short to PWR between Injector 1 pin-1 and
SPN 2797 FMI 6.
Test 32 Setup
A. Key OFF.
E. Key ON.
Decision
SPN 2797 FMI 6.
Test 33 Setup
A. Key OFF.
E. Key ON.
Decision
SPN 2797 FMI 6.
Test 34 Setup
A. Key OFF.
E. Key ON.
Decision
SPN 2797 FMI 6.
Test 35 Setup
A. Key OFF.
E. Key ON.
Decision
for SPN 2797 FMI 6.
Test 36 Setup
A. Key OFF.
E. Key ON.
Decision
for SPN 2797 FMI 6.
Test 37 Setup
A. Key OFF.
E. Key ON.
Decision
SPN 2797 FMI 6.
Test 38 Setup
A. Key OFF.
E. Key ON.
Decision
SPN 2797 FMI 6.
Test 39 Setup
A. Key OFF.
E. Key ON.
Decision
for SPN 2797 FMI 6.
Test 40 Setup
A. Key OFF.
E. Key ON.
Decision
SPN 2797 FMI 6.
Test 41 Setup
A. Key OFF.
E. Key ON.
Decision
Is resistance greater than 1000 ohms? Yes: Repair short to PWR between UVC connector 3 pin-4
and ECM Driver pin D-4. After repairs are complete, retest
for SPN 2797 FMI 6.
SPN 2797 FMI 6.

SPN 2798 FMI 6 - Injector Control Group 2 - short circuit (INJ 4, 5, 6)

Short circuit detection Driver indicates short circuit on Key ON, Engine Running
on Bank 1 Open coil Open coil. Current detected by
{Bank 1: Injector Number driver > 50 Amps
4, 5 and 6} Injectors firing
Driver indicates short circuit on
Short circuit detection Close coil. Current detected
on Bank 1 Close coil by driver > 50 Amps
{ Bank 1 : Injector Number
4, 5 and 6 }
Fault Overview
Fault code sets when short circuit is detected on Bank 1 (Injectors 4, 5, and 6) Open or Close coil.
Lamp Reaction
Associated Faults
• SPN 654-656 FMI 4 and 5 • SPN 3662-3665 FMI 4 and

(INJ) 5 (INJ)
Fault Facts
None

Continuous
Possible Causes


2798 FMI 6.



B. Disconnect UVC 3
housing.

2798 FMI 6.

tests.
B. Disconnect UVC 4
housing.


2798 FMI 6.

Tools Required
Test 1 Setup
A. Key OFF.
D. Key ON.
Decision
Test 2 Setup
A. Key OFF.
D. Key ON.
Decision
Test 3 Setup
A. Key OFF.
D. Key ON.
Decision
Test 4 Setup
A. Key OFF.
D. Key ON.
Decision
Test 5 Setup
A. Key OFF.
D. Key ON.
Decision
Test 6 Setup
A. Key OFF.
D. Key ON.
Decision
Test 7 Setup
A. Key OFF.
D. Key ON.
Decision
No: Go to Test 9.
Test 8 Setup
A. Key OFF.
E. Key ON.
Decision
Test 9 Setup
A. Key OFF.
D. Key ON.
Decision
No: Go to Test 11.
Test 10 Setup
A. Key OFF.
E. Key ON.
Decision
Test 11 Setup
A. Key OFF.
D. Key ON.
Decision
No: Go to Test 13.
Test 12 Setup
A. Key OFF.
E. Key ON.
Decision
Test 13 Setup
A. Key OFF.
D. Key ON.
Decision
No: Go to Test 15.
Test 14 Setup
A. Key OFF.
E. Key ON.
Decision
Test 15 Setup
A. Key OFF.
D. Key ON.
Decision
No: Go to Test 17.
Test 16 Setup
A. Key OFF.
E. Key ON.
Decision
Test 17 Setup
A. Key OFF.
D. Key ON.
Decision
No: Go to Test 19.
Test 18 Setup
A. Key OFF.
E. Key ON.
Decision
Test 19 Setup
A. Key OFF.
E. Key ON.
Decision
for SPN 2798 FMI 6.
Test 20 Setup
A. Key OFF.
E. Key ON.
Decision
for SPN 2798 FMI 6.
Test 21 Setup
A. Key OFF.
E. Key ON.
Decision
for SPN 2798 FMI 6.
Test 22 Setup
A. Key OFF.
E. Key ON.
Decision
for SPN 2798 FMI 6.
Test 23 Setup
A. Key OFF.
E. Key ON.
Decision
for SPN 2798 FMI 6.
Test 24 Setup
A. Key OFF.
E. Key ON.
Decision
for SPN 2798 FMI 6.
Test 25 Setup
A. Key OFF.
E. Key ON.
Decision
for SPN 2798 FMI 6.
Test 26 Setup
A. Key OFF.
E. Key ON.
Decision
for SPN 2798 FMI 6.
Test 27 Setup
A. Key OFF.
E. Key ON.
Decision
for SPN 2798 FMI 6.
Test 28 Setup
A. Key OFF.
E. Key ON.
Decision
for SPN 2798 FMI 6.
Test 29 Setup
A. Key OFF.
E. Key ON.
Decision
for SPN 2798 FMI 6.
Test 30 Setup
A. Key OFF.
E. Key ON.
Decision
for SPN 2798 FMI 6.
Test 31 Setup
A. Key OFF.
E. Key ON.
Decision
for SPN 2798 FMI 6.
Test 32 Setup
A. Key OFF.
E. Key ON.
Decision
for SPN 2798 FMI 6.
Test 33 Setup
A. Key OFF.
E. Key ON.
Decision
for SPN 2798 FMI 6.
Test 34 Setup
A. Key OFF.
E. Key ON.
Decision
for SPN 2798 FMI 6.
Test 35 Setup
A. Key OFF.
E. Key ON.
Decision
for SPN 2798 FMI 6.
Test 36 Setup
A. Key OFF.
E. Key ON.
Decision
for SPN 2798 FMI 6.
Test 37 Setup
A. Key OFF.
E. Key ON.
Decision
for SPN 2798 FMI 6.
Test 38 Setup
A. Key OFF.
E. Key ON.
Decision
for SPN 2798 FMI 6.
Test 39 Setup
A. Key OFF.
E. Key ON.
Decision
for SPN 2798 FMI 6.
Test 40 Setup
A. Key OFF.
E. Key ON.
Decision
for SPN 2798 FMI 6.
Test 41 Setup
A. Key OFF.
E. Key ON.
Decision
Is resistance greater than 1000 ohms? Yes: Repair short to PWR between UVC connector 4 pin-4
and ECM Driver pin D-26. After repairs are complete,
for SPN 2798 FMI 6.

SPN 3055 FMI 2 - ICP / IPR Adaptation In-Range Fault

Engine Fuel System Injection Engine Fuel System Injection Fuel gradient threshold (Instantaneous
Pressure Control Valve adaptation Pressure Control Valve adaptation difference between two consecutive fuel
monitor - High and Low value < -20% OR > 20% pressure data points) < 0.248 mg/stroke
Engine speed gradient threshold < 100

RPM/second
Time after engine start > 30 seconds
Maximum allowed rail pressure deviation

during injection control pressure valve
adaptation as defined by [Table A074] and
per time period ≥ 1 second
Time since last successful adaptation > 30

seconds
Adaptation set points defined by [Table A075]
Injection Control Valve Pressure mode

enabled
Fault Overview
Fault code sets when fuel system Injection Pressure Control Valve adaptation value exceeds threshold values
immediately.
Lamp Reaction
Associated Faults

(ICP) (IPR)
Fault Facts
This fault can set if a high-pressure oil system repair was completed and the "Fuel Pressure Adaptation Reset"
procedure was not performed.

Continuous
Possible Causes
• Fuel Pressure Adaptation Reset procedure was not performed after high-pressure oil system repairs
• High-pressure oil system repair is necessary

Using Electronic Service Tool (EST) with ServiceMaxx™ software, check DTC list for Yes: Go to Step 2.
Associated Faults(page 1657).

3055 FMI 2.
Step 2 Check for active fault during engine cranking. Decision

Monitor Diagnostic Trouble Code (DTC) list while attempting to start engine. Yes: Go to Step 3.
Did SPN 164 FMI 1 fault set while cranking?

Step 3 Check for engine oil issues. Decision


oil issues. After repairs are
3055 FMI 2.
Step 4 Inspect High-Pressure Oil Pump (HPOP) reservoir to ensure there is enough Decision
fluid.
Check that reservoir has oil in it. Remove Engine Oil Temperature (EOT) sensor for Yes: Reinstall EOT sensor
observation. and then go to Step 5.
Does reservoir have oil in it?

No: Diagnose / repair
lubrication system. After
for SPN 3055 FMI 2.
Step 5 Check High-Pressure Oil Pump (HPOP) Injection Pressure Regulator (IPR) Decision
electrical circuit.
Inspect IPR valve electrical circuit by connecting Cylinder Performance Analyzer (CPA) Yes: Diagnose / repair
tool(page 2197) to engine and perform CPA HPOP test(page 2227). electrical circuit for the IPR
Is there a detected issue with IPR valve electrical circuit?
3055 FMI 2.
No: Go to Step 6.
Step 6 Mechanically test Injection Pressure Regulator (IPR) valve hydraulic circuit. Decision
Hydraulically block off IPR return path by connecting Cylinder Performance Analyzer Yes: Replace IPR valve
(CPA) tool(page 2197) to engine and use IPR Plug Tester(Figure 1148) to bring IPR valve and perform Key-On
hydraulic circuit under maximum pressure. Engine-Off (KOEO)
Adaptation Reset(page
Is there a detected issue with IPR valve hydraulic circuit?
3055 FMI 2.
No: Go to Step 7.
Step 7 Perform dead head test of High-Pressure Oil Pump (HPOP). Decision
Connect Cylinder Performance Analyzer (CPA) tool(page 2197) to engine and use Yes: Go to Step 8.
Pressure Adapter Fitting and ICP Test Kit(Figure 1159) isolating hydraulic system from
HPOP to determine if it develops pressure when pump is dead headed.
Does this test detect an issue with HPOP pump?
NOTE: CPA tool has additional capabilities to determine HPOP failure modes, compared to
a simple pressure specification.
No: Proceed to Steps 9
through 12.
Step 8 Inspect intake screen. Decision

Remove High-Pressure Oil Pump (HPOP) pump and inspect intake screen for plugging Yes: Clean intake screen
and debris. (locate and repair source
of debris) and perform
Key-On Engine-Off
Is debris plugging intake to HPOP?
NOTE: Visual inspection determines whether or not debris on intake side of HPOP is cause Pressure Adaptation
of insufficient dead head pressure. Reset(page 2117). After
for SPN 3055 FMI 2.
Reset(page 2117). After

for SPN 3055 FMI 2.

Inspect injector spool valve for debris. Yes: Clean debris and then
go to Step 10.
Is debris present?
No: Go to Step 10.
Step 10 Perform Injector Test. Decision

Using Electronic Service Tool (EST) with ServiceMaxx™ software, perform Injector Test Yes: Go to Step 11.
(Buzz test)(page 2154) to ensure all injectors function properly.

No: Repair / replace faulty
injector(s) and then go to
Step 11.
Step 11 Remove and clean injector plumbing. Decision

Remove and clean high-pressure oil rail, high-pressure oil hose, and elbow connections to Go to Step 12.
remove contamination or debris.
Step 12 Injector replacement and reset. Decision

Replace all six injectors, pucks, and seals. Perform Key-On Engine-Off (KOEO) Procedure Go to End Diagnostic
Fuel Pressure Adaptation Reset(page 2117). Steps.

SPN 3659 FMI 4 - Injector 1 close coil – short circuit

Values
Close Coil 50 Amps for 40 e-6 seconds
SPN/FMI 2797/6 and 2798/6
are NOT Active
≤ 0.0008 seconds
Fault Overview
Fault is set when short circuit is detected on injector 1 Close coil.
Lamp Reaction
Associated Faults
None
Fault Facts
is installed.

Continuous
Possible Causes
• Close H shorted to Close L
• Close H short to GND
• Close L short to GND
• Close H short to PWR
• Close L short to PWR
• Failed Injector



tests.
B. Disconnect UVC 2
housing.

3659 FMI 4.

Tools Required
Test 1 Setup
A. Key OFF.
D. Key ON.
Decision
for SPN 3659 FMI 4.
Test 2 Setup
A. Key OFF.
D. Key ON.
Decision
No: Go to Test 4.
Test 3 Setup
A. Key OFF.
E. Key ON.
Decision
Is resistance less than 0.5 ohms? Yes: Repair short in fuel injector 1 Close circuit. After
Test 4 Setup
A. Key OFF.
E. Key ON.
Decision
No: Repair short to GND in fuel injector 1 Close H circuit.
Test 5 Setup
A. Key OFF.
E. Key ON.
Decision
No: Repair short to GND in fuel injector 1 Close L circuit.
Test 6 Setup
A. Key OFF.
E. Key ON.
Decision
Is resistance greater than 1000 ohms? Yes: Repair short to PWR in fuel injector 1 Close L circuit.
No: Repair short to PWR in fuel injector 1 Close H circuit.


Values
SPN/FMI 2797/6 and 2798/6
are NOT Active
≤ 0.0008 seconds
Fault Overview
Lamp Reaction
Associated Faults
None
Fault Facts
is installed.

Continuous
Possible Causes
• Failed Injector



tests.
B. Disconnect UVC 2
housing.

3660 FMI 4.

Tools Required
Test 1 Setup
A. Key OFF.
D. Key ON.
Decision
for SPN 3660 FMI 4.
Test 2 Setup
A. Key OFF.
D. Key ON.
Decision
No: Go to Test 4.
Test 3 Setup
A. Key OFF.
E. Key ON.
Decision
Test 4 Setup
A. Key OFF.
E. Key ON.
Decision
Test 5 Setup
A. Key OFF.
E. Key ON.
Decision
Test 6 Setup
A. Key OFF.
E. Key ON.
Decision


Values
SPN/FMI 2797/6 and 2798/6
are NOT Active
≤ 0.0008 seconds
Fault Overview
Lamp Reaction
Associated Faults
None
Fault Facts
is installed.

Continuous
Possible Causes
• Failed Injector



tests.
B. Disconnect UVC 3
housing.

3661 FMI 4.

Tools Required
Test 1 Setup
A. Key OFF.
D. Key ON.
Decision
for SPN 3661 FMI 4.
Test 2 Setup
A. Key OFF.
D. Key ON.
Decision
No: Go to Test 4.
Test 3 Setup
A. Key OFF.
E. Key ON.
Decision
Test 4 Setup
A. Key OFF.
E. Key ON.
Decision
Test 5 Setup
A. Key OFF.
E. Key ON.
Decision
Test 6 Setup
A. Key OFF.
E. Key ON.
Decision


Values
SPN/FMI 2797/6 and 2798/6
are NOT Active
≤ 0.0008 seconds
Fault Overview
Lamp Reaction
Associated Faults
None
Fault Facts
is installed.

Continuous
Possible Causes
• Failed Injector


tests.
B. Disconnect UVC 3
housing.
3662 FMI 4.

Tools Required
Test 1 Setup
A. Key OFF.
D. Key ON.
Decision
for SPN 3662 FMI 4.
Test 2 Setup
A. Key OFF.
D. Key ON.
Decision
No: Go to Test 4.
Test 3 Setup
A. Key OFF.
E. Key ON.
Decision
Test 4 Setup
A. Key OFF.
E. Key ON.
Decision
Test 5 Setup
A. Key OFF.
E. Key ON.
Decision
Test 6 Setup
A. Key OFF.
E. Key ON.
Decision


Values
SPN/FMI 2797/6 and 2798/6
are NOT Active
≤ 0.0008 seconds
Fault Overview
Lamp Reaction
Associated Faults
None
Fault Facts
is installed.

Continuous
Possible Causes
• Failed Injector

Using Electronic Service Tool (EST) with ServiceMaxx™ software. Key ON, Yes: Go to Step 2.
check Diagnostic Trouble Code (DTC) list for SPN 3663 FMI 4.


tests.
B. Disconnect UVC 4
C. Check UVC 4 and connector terminals for: damaged or pinched wires;

moisture in terminals; corroded terminals; loose, bent, or broken pins;

3663 FMI 4.

Tools Required
Test 1 Setup
A. Key OFF.
D. Key ON.
Decision
for SPN 3663 FMI 4.
Test 2 Setup
A. Key OFF.
D. Key ON.
Decision
No: Go to Test 4.
Test 3 Setup
A. Key OFF.
E. Key ON.
Decision
Test 4 Setup
A. Key OFF.
E. Key ON.
Decision
Test 5 Setup
A. Key OFF.
E. Key ON.
Decision
Test 6 Setup
A. Key OFF.
E. Key ON.
Decision


Values
SPN/FMI 2797/6 and 2798/6
are NOT Active
≤ 0.0008 seconds
Fault Overview
Lamp Reaction
Associated Faults
None
Fault Facts
is installed.

Continuous
Possible Causes
• Failed Injector



tests.
B. Disconnect UVC 4


3664 FMI 4.

Tools Required
Test 1 Setup
A. Key OFF.
D. Key ON.
Decision
for SPN 3664 FMI 4.
Test 2 Setup
A. Key OFF.
D. Key ON.
Decision
No: Go to Test 4.
Test 3 Setup
A. Key OFF.
E. Key ON.
Decision
Test 4 Setup
A. Key OFF.
E. Key ON.
Decision
Test 5 Setup
A. Key OFF.
E. Key ON.
Decision
Test 6 Setup
A. Key OFF.
E. Key ON.
Decision

SPN 3659 FMI 5 - Injector 1 close coil – open circuit

Values
Open circuit detection on injector [Current on injector driver circuit < Key ON
Close Coil 25 Amps for 0.00035 seconds
AND Current Rise time for Close
Energizing time for close coil >
0.0008 seconds
0.0008 seconds
Adaptive waveform is OFF {Defined in
Operations summary Document}
SPN FMI 2797/6 and 2798/6

are NOT active
Fault Overview
Fault is set when Open circuit is detected on injector 1 Close coil.
Lamp Reaction
Associated Faults
None
Fault Facts
is installed.

Continuous
Possible Causes



tests.


3659 FMI 5.

Tools Required
Test 1 Setup
A. Key OFF.
D. Key ON.
Decision
Is resistance less than 1.5 ohms? Yes: Repair Open in Close H or Close L circuit between
UVC harness and Engine Control Module (ECM). After
No: Go to Test 2.
Test 2 Setup
A. Key OFF.
pin-1 and pin-4.
Decision
Test 3 Setup
A. Key OFF.
Decision
Test 4 Setup
A. Key OFF.
Decision
for SPN 3659 FMI 5.
No: Repair Open in UVC harness Close H circuit. After


Values
0.0008 seconds
0.0008 seconds
SPN FMI 2797/6 and 2798/6

are NOT active
Fault Overview
Lamp Reaction
Associated Faults
None
Fault Facts
is installed.

Continuous
Possible Causes



tests.


3660 FMI 5.

Tools Required
Test 1 Setup
A. Key OFF.
D. Key ON.
Decision
No: Go to Test 2.
Test 2 Setup
A. Key OFF.
pin-1 and pin-4.
Decision
Test 3 Setup
A. Key OFF.
Decision
Test 4 Setup
A. Key OFF.
Decision
for SPN 3660 FMI 5.


Values
0.0008 seconds
0.0008 seconds
SPN FMI 2797/6 and 2798/6

are NOT active
Fault Overview
Lamp Reaction
Associated Faults
None
Fault Facts
is installed.

Continuous
Possible Causes



tests.


3661 FMI 5.

Tools Required
Test 1 Setup
A. Key OFF.
D. Key ON.
Decision
No: Go to Test 2.
Test 2 Setup
A. Key OFF.
pin-1 and pin-4.
Decision
Test 3 Setup
A. Key OFF.
Decision
Test 4 Setup
A. Key OFF.
Decision
for SPN 3661 FMI 5.


Values
0.0008 seconds
0.0008 seconds
SPN FMI 2797/6 and 2798/6

are NOT active
Fault Overview
Lamp Reaction
Associated Faults
None
Fault Facts
is installed.

Continuous
Possible Causes



tests.


3662 FMI 5.

Tools Required
Test 1 Setup
A. Key OFF.
D. Key ON.
Decision
No: Go to Test 2.
Test 2 Setup
A. Key OFF.
pin-1 and pin-4.
Decision
Test 3 Setup
A. Key OFF.
Decision
Test 4 Setup
A. Key OFF.
Decision
for SPN 3662 FMI 5.


Values
0.0008 seconds
0.0008 seconds
SPN FMI 2797/6 and 2798/6

are NOT active
Fault Overview
Lamp Reaction
Associated Faults
None
Fault Facts
is installed.

Continuous
Possible Causes



tests.


3663 FMI 5.

Tools Required
Test 1 Setup
A. Key OFF.
D. Key ON.
Decision
No: Go to Test 2.
Test 2 Setup
A. Key OFF.
pin-1 and pin-4.
Decision
Test 3 Setup
A. Key OFF.
Decision
Test 4 Setup
A. Key OFF.
Decision
for SPN 3663 FMI 5.


Values
0.0008 seconds
0.0008 seconds
SPN FMI 2797/6 and 2798/6

are NOT active
Fault Overview
Lamp Reaction
Associated Faults
None
Fault Facts
is installed.

Continuous
Possible Causes



tests.


3664 FMI 5.

Tools Required
Test 1 Setup
A. Key OFF.
D. Key ON.
Decision
No: Go to Test 2.
Test 2 Setup
A. Key OFF.
pin-1 and pin-4.
Decision
Test 3 Setup
A. Key OFF.
Decision
Test 4 Setup
A. Key OFF.
Harness ZTSE4793 pin-2 and fuel injector 6pin-4.
Decision
for SPN 3664 FMI 5.

SPN 4257 FMI 7 - Injector Coking Compensation Factor Reached Maximum Authority

Values
Injector coking compensation factor Cumulative coking compensation Key ON
maximum authority reached value estimated by Injector Coking
Monitor enabling based on speed
Compensation Factor accumulator
load table [Table A095]
model > 16%
Fault Overview
Fault code sets when Engine Control Module (ECM) determines injector coking compensation has reached
its maximum level. Cumulative coking compensation value estimated by injector coking compensation factor
accumulator model greater than 16%.
Lamp Reaction
Associated Faults
None
Fault Facts
Coking is buildup of deposits on the tip of the fuel injector.

Continuous
Possible Causes
• Aged fuel injectors
Step 1 Decision
Remove fuel injectors. Inspect injectors for coking on tip of fuel injectors. Yes: Replace all
fuel injectors. Reset
programmable parameter
Are fuel injector tips coked?
for coking compensation.
FMI 7.

SPN 4257 FMI 16 - Multiple Injector High Flow fault

Fuel Injection Quantity / Timing Measured exhaust gas temperature 1. Engine Speed ≥ 1600 rpm
HIGH on ALL injectors Value MINUS modeled exhaust gas
2. Engine Torque command ≥ 765 Nm
temperature value > 162°F (72°C)
3. Absolute value of Engine speed
gradient < 8.008 rpm/s
4. Absolute value of Engine torque

command < 15 Nm/s
5. Aftertreatment DPF differential pressure

based on table 500 hPa
6. Engine turbocharger 1 turbine outlet

pressure < 500 hPa
7. Engine exhaust gas pressure MINUS

IMP is 1400 -2300 hPa
8. Estimated DPF soot load < 3.75 g/s
9. Engine Exhaust gas temperature

> 437°F (225°C)
Conditions 1 through 9 (listed above)

are satisfied ≥ 6 seconds
ECT > 104°F (40°C)
EGR Valve Position > 38%
DPF regeneration Not Active
Barometric pressure ≥ 73.5 kPa AND

and ≤ 103 kPa
Ambient temperature ≥ -45°F (7°C)

and ≤ 140°F (60°C)
PTO Not active > 5 seconds
Exhaust Brake or Vehicle Retarder

Not active > 5 seconds

Not active
Fuel cut off in deceleration Not active
Engine Smoke limitation Not active
Battery Voltage ≥ 9 volts and ≤ 16 volts
Key- On Engine-Running (KOER)

≥ 30 seconds
SCR Warmup Not active.
Inactive: SPN 27 FMI 14 (EGR); SPN 51

FMI 3, 4, 7 (ETP); SPN 94 FMI 3 and 4
(FDP); SPN 102 FMI 3, 4, 7, 16, and 18

(IMP); SPN 105 FMI 2, 3, 4 (IMT); SPN
108 FMI 3 and 4 (BARO); SPN 110 FMI
2, 3, and 4 (ECT); SPN 132 FMI 3 and 4
(MAF); SPN 164 FMI 0, 3, 4, 16, and 18
(ICP); SPN 175 FMI 2, 3, and 4 (EOT);
SPN 636 FMI 2 and 7; SPN 651 FMI 4
and 5 (INJ); SPN 652 FMI 4 and 5 (INJ);
SPN 653 FMI 4 and 5 (INJ); SPN 654 FMI
4 and 5 (INJ); SPN 655 FMI 4 and 5 (INJ);
SPN 656 FMI 4 and 5 (INJ); SPN 679 FMI
3 and 4 (IPR); SPN 1173 FMI 16 (TC2CIT);
SPN 1189 FMI 3 and 4 (TC2WC); SPN
1322 FMI 31(Engine); SPN 1323 FMI 31
(Engine); SPN 1324 FMI 31 (Engine); SPN
2659 FMI 20 and 21 (AMS); SPN 2791 FMI
2, 3, 4, 7, 8, and 14 (EGR); SPN 3055 FMI
2 (INJ); SPN 3242 FMI 3 and 4 (DPFIT);
SPN 3246 FMI 3 and 4 (DPFOT); SPN
3464 FMI 31 (ETP); SPN 3471 FMI 1 and
7 (AFTPC); SPN 3479 FMI 3, 5, and 6
(AFTPC); SPN 3480 FMI 3 and 4 (AFTFIS);
SPN 3482 FMI 3 and 4 (AFTFSV); SPN
3556 FMI 1 and 7 (AFTFP2); SPN 3936
FMI 2, 8, and 20 (DPF); SPN 4257 FMI
7 (INJ); SPN 4765 FMI 3 and 4 (DOCIT)
; SPN 4766 FMI 10 (DOCOT); SPN
5543 FMI 3, 4, and 5 (EBPV)
Fault Overview
Fault code sets when Engine Control Module (ECM) detects that Exhaust Gas Temperature (EGT) temperature
is higher than expected more than 162°F (72°C)
Lamp Reaction
Associated Faults
• SPN 27 FMI 14 (EGR) • SPN 51 FMI 3, 4, 7 (ETP) • SPN 94 FMI 3 and 4 (FDP) • SPN 102 FMI 3, 4, 7, 16,
and 18 (IMP)
• SPN 105 FMI 2, 3, 4 (IMT) • SPN 108 FMI 3 and 4 • SPN 110 FMI 2, 3, and 4 • SPN 132 (MAF)
(BARO) (ECT)
• SPN 164 FMI 0, 3, 4, 16, • SPN 172 (IAT) • SPN 173 (EGT) • SPN 175 FMI 2, 3, and 4
and 18 (ICP) (EOT)
• SPN 188 FMI 0 and 1 • SPN 651 - 656 FMI 4 and • SPN 679 FMI 3 and 4 • SPN 1173 FMI 16
(Engine) 5 (INJ) (IPR) (TC2CIT)
• SPN 1189 FMI 3 and 4 • SPN 1322 - 1328 FMI 31 • SPN 2630 (CACOT) • SPN 2659 FMI 20 and 21
(TC2WC) (Engine) (AMS)
• SPN 2791 FMI 2, 3, 4, 7, • SPN 3055 FMI 2 (INJ) • SPN 3464 FMI 31 (ETP) • SPN 3471 FMI 1 and 7
8, and 14 (EGR) (AFTPC)
• SPN 3479 (AFTPC) • SPN 3480 FMI 3 and 4 • SPN 3482 FMI 3 and 4 • SPN 3556 FMI 1 and 7
(AFTFIS) (AFTFSV) (AFTFP2)
• SPN 3936 (DPF) • SPN 4257 FMI 7 (INJ) • SPN 5395 FMI 0 and 1 • SPN 5543 FMI 3, 4, and 5
(Engine) (EBPV)
Fault Facts
None

Continuous
Possible Causes
• Restricted intake
• Mechanical cylinder inbalance
Step 1 Check for associated faults Decision

Diagnostic Trouble Code (DTC) list for Associated Faults(page 1760).

4257 FMI 16.
Step 2 Check for active or pending fault Decision

Using Electronic Service Tool (EST) with ServiceMaxx™ software. Key ON, Yes: Go to step 3.
check Diagnostic Trouble Codes (DTC) list for SPN 4257 FMI 16.

Step 3 Inspect intake air system for leaks, restrictions, and damage. Decision
Perform Intake Air Inspection (page 2365). Yes: Go to step 4.
Is intake air system free of leaks, restrictions, and damage?

No: Repair leaks,
restrictions, and damage.
16.
Step 4 Exhaust system inspection Decision

Inspect exhaust system for leaks and physical damage. Yes: Go to step 5.
Is exhaust system free of leaks and physical damage?

leaking or damaged
exhaust components.
Refer to Fault Facts. After
Step 5 Check Diesel Particulate Filter Differential Pressure Decision

KOER, using EST with ServiceMaxx™ software, check DPFDP. Yes: Go to step 6.
Is DPFDP less than 0.5 psi at high idle?

No: Perform OBFCT.
Step 6 Mechanical Cylinder Imbalance Decision

Determine if the engine has a mechanical cylinder balance problem Yes: Repair base engine
(compression loss). Perform Crankcase Pressure Test (page xxx). compression imbalance.
16.
No: Go to step 7.
Step 7 Multiple Cylinder cutout test Decision

Determine if engine has a fuel injector problem. Perform Multiple Cylinder Yes: Go to step 8
Cutout Test (page xxx).
FMI 16.
Step 8 Failed fuel injector Decision

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

SPN 4257 FMI 18 - Multiple Injector Low Flow fault

Values
Fuel Injection Quantity / Timing Modeled exhaust gas temperature 1. Engine Speed ≥ 1600 rpm
LOW on ALL injectors minus exhaust gas temperature
2. Engine Torque command ≥ 765 Nm
> -169°F (-76°C)
3. Absolute value of Engine speed
gradient < 8.008 rpm/s
4. Absolute value of Engine torque

command < 15 Nm/s
5. Aftertreatment DPF differential

pressure based on table 500 hPa
6. Engine turbocharger 1 turbine

outlet pressure < 500 hPa
7. Engine exhaust gas pressure

MINUS IMP is 1400 -2300 hPa
8. Estimated DPF soot load < 3.75 g/s
9. Engine Exhaust gas temperature

> 437°F (225°C)
Conditions 1 through 9 (listed above)

are satisfied ≥ 6 seconds
ECT > 104°F (40°C)
EGR Valve Position > 38%
DPF regeneration Not Active
Barometric pressure ≥ 73.5 kPa

AND and ≤ 103 kPa
Ambient temperature ≥ -45°F (7°C)

and ≤ 140°F (60°C)
PTO Not active > 5 seconds
Exhaust Brake or Vehicle Retarder

Not active > 5 seconds

Mode Not active
Fuel cut off in deceleration Not active
Engine Smoke limitation Not active
Battery Voltage ≥ 9 volts and ≤ 16 volts
Key- On Engine-Running (KOER)

≥ 30 seconds
SCR Warmup Not active.

Inactive: SPN 27 FMI 14 (EGR); SPN

51 FMI 3, 4, 7 (ETP); SPN 94 FMI 3
and 4 (FDP); SPN 102 FMI 3, 4, 7, 16,
and 18 (IMP); SPN 105 FMI 2, 3, 4
(IMT); SPN 108 FMI 3 and 4 (BARO);
SPN 110 FMI 2, 3, and 4 (ECT); SPN
132 FMI 3 and 4 (MAF); SPN 164 FMI
0, 3, 4, 16, and 18 (ICP); SPN 175
FMI 2, 3, and 4 (EOT); SPN 636 FMI
2 and 7; SPN 651 FMI 4 and 5 (INJ);
SPN 652 FMI 4 and 5 (INJ); SPN 653
FMI 4 and 5 (INJ); SPN 654 FMI 4 and
5 (INJ); SPN 655 FMI 4 and 5 (INJ);
SPN 656 FMI 4 and 5 (INJ); SPN 679
FMI 3 and 4 (IPR); SPN 1173 FMI
16 (TC2CIT); SPN 1189 FMI 3 and 4
(TC2WC); SPN 1322 FMI 31(Engine);
SPN 1323 FMI 31 (Engine); SPN 1324
FMI 31 (Engine); SPN 2659 FMI 20
and 21 (AMS); SPN 2791 FMI 2, 3, 4,
7, 8, and 14 (EGR); SPN 3055 FMI 2
(INJ); SPN 3242 FMI 3 and 4 (DPFIT);
SPN 3246 FMI 3 and 4 (DPFOT);
SPN 3464 FMI 31 (ETP); SPN 3471
FMI 1 and 7 (AFTPC); SPN 3479 FMI
3, 5, and 6 (AFTPC); SPN 3480 FMI
3 and 4 (AFTFIS); SPN 3482 FMI 3
and 4 (AFTFSV); SPN 3556 FMI 1
and 7 (AFTFP2); SPN 3936 FMI 2,
8, and 20 (DPF); SPN 4257 FMI 7
(INJ); SPN 4765 FMI 3 and 4 (DOCIT)
; SPN 4766 FMI 10 (DOCOT); SPN
5543 FMI 3, 4, and 5 (EBPV)
Fault Overview
Fault code sets when Engine Control Module (ECM) detects that Exhaust Gas Temperature (EGT) temperature
is lower than expected more than 169°F (76°C)
Lamp Reaction
Associated Faults
• SPN 27 FMI 14 (EGR) • SPN 51 FMI 3, 4, 7 (ETP) • SPN 94 FMI 3 and 4 (FDP) • SPN 102 FMI 3, 4, 7, 16,
and 18 (IMP)
• SPN 105 FMI 2, 3, 4 (IMT) • SPN 108 FMI 3 and 4 • SPN 110 FMI 2, 3, and 4 • SPN 132 (MAF)
(BARO) (ECT)
• SPN 164 FMI 0, 3, 4, 16, • SPN 172 (IAT) • SPN 173 (EGT) • SPN 175 FMI 2, 3, and 4
and 18 (ICP) (EOT)
• SPN 188 FMI 0 and 1 • SPN 651 - 656 FMI 4 and • SPN 679 FMI 3 and 4 • SPN 1173 FMI 16
(Engine) 5 (INJ) (IPR) (TC2CIT)
• SPN 1189 FMI 3 and 4 • SPN 1322 - 1328 FMI 31 • SPN 2630 (CACOT) • SPN 2659 FMI 20 and 21
(TC2WC) (Engine) (AMS)
• SPN 2791 FMI 2, 3, 4, 7, • SPN 3055 FMI 2 (INJ) • SPN 3464 FMI 31 (ETP) • SPN 3471 FMI 1 and 7
8, and 14 (EGR) (AFTPC)
• SPN 3479 (AFTPC) • SPN 3480 FMI 3 and 4 • SPN 3482 FMI 3 and 4 • SPN 3556 FMI 1 and 7
(AFTFIS) (AFTFSV) (AFTFP2)
• SPN 3936 (DPF) • SPN 4257 FMI 7 (INJ) • SPN 5395 FMI 0 and 1 • SPN 5543 FMI 3, 4, and 5
(Engine) (EBPV)
Fault Facts
None

Continuous
Possible Causes
• Fuel restriction
• Degraded diesel fuel
• Failed Electric Fuel Pump (EFP)
Step 1 Check for associated faults Decision


4257 FMI 18.
Step 2 Check for active or pending fault Decision

Using Electronic Service Tool (EST) with ServiceMaxx™ software. Key ON, Yes: Go to step 3.

Step 3 Fuel System Inspection Decision

Perform Fuel System Inspection (page 2349). Yes: Go to step 4.
Are fuel lines, fuel filter, fuel strainer, and fuel connections clean and Not
damaged?
No: Repair Fuel lines,
fuel strainer, and fuel
connections. After repairs
SPN 4257 FMI 18.
Step 4 Fuel Quality Inspection Decision

Perform Fuel Quality inspection (page 2350). Yes: Go to step 5.
Is fuel free of water, waxing, icing, sediment, gasoline, kerosene, or Diesel

Exhaust Fluid (DEF)?
No: Drain fuel tank and fill
with new and / or known
good fuel. After repairs are
4257 FMI 18.
Step 5 Fuel Delivery Pressure (FDP) Test Decision

Perform FDP Test (page 2273). Yes: Go to step 7.
Is FDP within specification?

No: Go to step 6.
Step 6 Clean Fuel Source Test Decision

Perform Clean Fuel Source Test (page 2279). Yes: Repair Fuel restriction
in fuel system. After repairs
Is FDP within specification?
SPN 4257 FMI 18.
No: Replace Electric Fuel
Pump (EFP). After repairs
SPN 4257 FMI 18.
Step 7 Multiple Cylinder Cutout Test Decision

Determine if engine has a fuel injector problem. Perform Cylinder Cutout Test Yes: Replace injector
(page 2184). suspected by Cylinder
Cutout Test. After repairs
SPN 4257 FMI 18.
FMI 18.
IPR (Injection Pressure Regulator)

Overview of IPR Sensor Group
SPN FMI Description

679 3 IPR short to PWR (page 1769)
679 4 IPR Open or short to GND (page 1773)
Overview
Injection Pressure Regulator (IPR) valve regulates oil pressure in high-pressure injection control pressure
system. Injection Control Pressure (ICP) system intensifies fuel pressure in injectors. Engine Control Module
(ECM) uses ICP sensor to monitor system pressure and adjusts IPR valve duty cycle to match engine
requirements (starting, engine load, speed, and temperature).
Figure 701 Injection Pressure Regulator (IPR) Location

1. IPR
SPN 679 FMI 3 - IPR Short to PWR

Values
Injection Pressure Regulator (IPR) IPR valve frequency > 65,535 Hz Key ON
valve is shorted to power.
B+ ≥ 9 volts and ≤ 14 volts
Fault Overview
Fault code sets when Electronic Control Module (ECM) detects Injection Pressure Regulator (IPR) valve
frequency is greater than expected.
Lamp Reaction
Malfunction Indicator Lamp (MIL) will illuminate when this fault is detected during one trip.
Associated Faults
None
Fault Facts
None

Continuous
Possible Causes
• IPR circuit short to PWR
• Failed IPR

Diagnostic Trouble Code (DTC) list for SPN 679 FMI 3 (IPR).

Step 2 Inspect connections at Injection Pressure Regulator (IPR) valve connector. Decision
Test .
B. Disconnect IPR valve connector.
C. Check IPR valve and connector terminals for: damaged or pinched

wires; corroded terminals; loose, bent, or broken pins; or broken
connector housing.
Are IPR connector, harness, and terminals clean and undamaged?

SPN 679 FMI 3.
Figure 702 Injection Pressure Regulator (IPR) Valve Circuit Diagram
Tools Required
• Injection Pressure Regulator (IPR) Breakout Harness 12-800-02
Figure 703 Test 1 Injection Pressure Regulator (IPR) Valve Voltage Check
Test 1 Setup
A. Key OFF.
B. Connect Breakout Harness 12-800-02 to vehicle harness and leave Injection Pressure Regulator (IPR) valve
disconnected.
Decision
Is voltage B+ ± 0.5 volts? Yes: Repair short to PWR between IPR valve pin-2 and
No: Replace IPR valve. After repairs are complete, retest
for SPN 679 FMI 3.

SPN 679 FMI 4 - IPR Open or short to GND

Values
Injection Pressure Regulator (IPR) IPR valve frequency < 100 Hz Key ON
valve short to ground or open circuit
Battery Power ≥ 9 volts and ≤ 14 volts
Fault Overview
Fault code sets when Engine Control Module (ECM) detects Injection Pressure Regulation (IPR) valve frequency
is less than 100 Hz.
Lamp Reaction
Associated Faults
None
Fault Facts
None

Continuous
Possible Causes
• IPR ground side switch circuit Open
• IPR ground side switch circuit shorted to GND
• IPR PWR circuit Open
• Failed IPR valve

Diagnostic Trouble Code (DTC) list for SPN 679 FMI 4 (IPR).

Step 2 Inspect connections at Injection Pressure Regulator (IPR) valve. Decision

Test .
B. Disconnect IPR valve connector.
C. Check IPR valve and connector terminals for: damaged or pinched

connector housing.
Are IPR valve connector, harness, and terminals clean and undamaged?
SPN 679 FMI 4.
Figure 704 Injection Pressure Regulation (IPR) Valve Circuit Diagram
Tools Required
Figure 705 Test 1 Injection Pressure Regulation (IPR) Valve Voltage Check
Test 1 Setup
A. Key OFF.
B. Connect Breakout Harness 12-800-02 to vehicle harness and leave Injection Pressure Regulator (IPR) valve
disconnected.
Decision
No: Repair Open between IPR valve pin-1 and Engine
Control Module (ECM) pin C-45. After repairs are
Test 2 Setup
A. Key OFF.
B. Connect Breakout Harness 12-800-02 to vehicle harness and leave IPR valve disconnected.
C. KOEO.
Use DMM to measure voltage between Breakout Harness less than 0.5 volts
Decision
No: Replace IPR valve. After repairs are complete, retest
for SPN 679 FMI 4.
Test 3 Setup
A. Key OFF.
B. Connect Breakout Harness 12-800-02 to vehicle harness and leave Injection Pressure Regulation (IPR)
valve disconnected.
C. KOEO.
12-800-02 pin-2 and PWR.
Decision
Is voltage B+ ± 0.5 volts? Yes: Repair short to GND between IPR valve pin-2 and
No: Repair Open circuit between IPR valve pin-2 and ECM
FMI 4.

J1939 Data Link Communications

Overview of J1939 Sensor Group
SPN FMI Description

639 14 J1939 Data Link Error (ECM unable to transmit) (page 1780)
Overview
J1939 data link provides a communications link with all connecting modules. Electronic Service Tool (EST) uses
this network system to communicate with Engine Control Module (ECM).
SPN 639 FMI 14 - J1939 Data Link Error (ECM unable to transmit)

Values
J1939 Data Link Error (Engine Control CAN1 bus off detected Key ON
Module unable to transmit)
CAN Bus Off diagnostic not inhibited
CAN2 bus off detected Key ON
CAN Bus Off diagnostic not inhibited

Message Electronic Transmission Key ON
Control Unit_61442 {Missing
Automatic Transmission recognized
communication between Engine
Control Module and Electronic CAN Electronic Transmission Control
Transmission Control Unit} is NOT Unit diagnostic not inhibited
received for ≥ 5 seconds
Fault Overview
Lamp Reaction
Associated Faults
Fault Facts

Possible Causes
• Short between CAN-AH and CAN-AL
Step 2 Inspect connections at Mass Air Flow (MAF) connector. Decision

Tests .
B. Disconnect MAF connector.
C. Check MAF and connector terminals for: damaged or pinched wires;

moisture or corroded terminals; loose, bent, or broken pins; or broken
connector housing.
Are MAF connector, harness, and terminals clean and undamaged?

SPN 639 FMI 14.
MAF Sensor (Mass Air Flow)

Overview of MAF Sensor Group
SPN FMI Description

132 0 Engine Intake Air Mass Flow Rate High (page 1783)
132 1 Engine Intake Air Mass Flow Rate Low (page 1787)
132 4 MAF signal Out of Range LOW (page 1790)
132 11 MAF Sensor Calibration – Insufficient number of data points (page 1794)
132 13 MAF Sensor Calibration Needed (page 1796)
132 14 MAF Sensor Calibration Failed (page 1798)
132 31 MAF Frequency out of range HIGH (page 1800)
172 2 IAT Signal Erratic, Intermittent, or Incorrect (page 1812)
172 3 IAT signal Out of Range HIGH (page 1817)
172 4 IAT Signal Out of Range LOW (page 1823)
Overview
Mass Air Flow (MAF) sensor directly monitors air entering engine. MAF sensor also houses Air Intake
Temperature (AIT) sensor, which is used with MAF to calculate amount and density of incoming air. Engine
Control Module (ECM) uses this information to calculate correct amount of Exhaust Gas Recirculation (EGR)
during engine operation.
Figure 708 MAF (Mass Air Flow) Sensor Location

1. MAF / AIT sensor
SPN 132 FMI 0 - Engine Intake Air Mass Flow Rate High

Comparison of modeled Engine Moving Mean average of measured Key ON
Intake Air Mass Flow rate with Engine Intake Air Mass Flow
Engine Running
actual Engine Intake Air Mass rate MINUS Modeled value of
flow rate {Engine Intake Air Mass Engine Intake Air Mass Flow rate > Time after engine start ≥ 30 seconds
Flow Rate High} Threshold defined by Speed/Torque
Particulate Filter Regeneration NOT Active
based table [Table A055]* Ambient
pressure modifier table [Table Selective Catalytic Reduction (SCR)
A056] * Engine coolant temperature Warm-up NOT Active
modifier table [Table A057]
(20°C) AND < 219°F (104°C)
Barometric Absolute Pressure ≥ 10.7 psi

(73.5 kPa) AND ≤ 14.9 psi (103 kPa)
Monitor entry condition based on

speed-torque table [Table A115]
[Engine Brake (Retarder) NOT active AND

minimum wait time after retarder change
of state has occurred] > 5 seconds
Engine is in NOT in coasting (i.e.

Throttle Cut OFF) mode
Engine Coolant Temperature ≥

104°F (40°C)
1. Engine Speed Gradient ≤ 50 RPM/sec
2. Engine Torque Gradient ≤ 32 N·m/sec
3. Absolute Engine Intake Manifold #1

Pressure Gradient ≤ 25.04 * 5 kPa/sec
Minimum time in entry conditions 1, 2,

and 3 (listed above) to enable monitoring
≥ 200 * 0.02 seconds
SPN/FMI 102/3, 102/4, 105/3, 105/4,

108/3, 108/4, 110/3, 110/4, 132/3,
132/4, 2791/3, 2791/4, 2791, 3509/3,
3509/4 are NOT Active
Fault Overview
Fault sets when Engine Control Module (ECM) detects engine intake air mass flow rate is high, by comparing
modeled engine intake air mass flow rate with actual engine intake air mass flow rate.
Lamp Reaction
Associated Faults
• SPN 27 FMI 0 and 14 • SPN 132 FMI 3 and 4 • SPN 2791 FMI 2, 3, 4, 7,
(EGR) (MAF) 8, and 14 (EGR)
Fault Facts
None

Road test
Possible Causes
• Disconnected CAC hoses or tubes after turbochargers
• Water ingestion in air cleaner
• MAF out of calibration
• EGR valve fault


132 FMI 0.
Step 2 Inspect air intake system and air filter for restrictions, air leaks, or physical Decision
damage.
Do Intake Air Inspection (page 2365) and Charge Air Cooler (CAC) System Yes: Go to Step 3.
Inspection (page 2363).
Is air intake system and air filter free of restrictions, leaks, and physical
damage?
system or replace air
filter. After repairs are
132 FMI 0.
damage.
Inspect Mass Air Flow (MAF) and intake ducting for signs of water. Yes: Repair water leak
into MAF and intake
Are signs of water found in MAF or intake ducting?
ducting. After repairs are
132 FMI 0.
No: Go to step 4.
Step 4 Test Exhaust Gas Recirculation (EGR) valve operation. Decision

Using EST) with ServiceMaxx™ software. Yes: Perform
KOER MAF sensor
calibrations(page
B. Key OFF, wait for EST screens to clear (minimum of 45 seconds). 2268). After repairs
C. Key ON, perform KOEO Output State High and Low (page 2145) four
SPN 132 FMI 0.
times while waiting 30 seconds for each test to run. Check for SPN
2791 FMI 7 or SPN 2791 FMI 14 fault setting after the fourth Output
State High test.
Is EST DTC list free of SPN 2791 FMI 7 or SPN 2791 FMI 14?
No: Replace EGR
132 FMI 0.

SPN 132 FMI 1 - Engine Intake Air Mass Flow Rate Low

Comparison of modeled Engine Moving Mean average of measured Key - ON Engine – Running (KOER)
Intake Air Mass Flow rate with Engine Intake Air Mass Flow ≥ 30 seconds
actual Engine Intake Air Mass rate MINUS Modeled value of
flow rate {Engine Intake Air Mass Engine Intake Air Mass Flow rate
Regeneration NOT Active
Flow Rate Low} < (Speed/Torque [Table A058]
Ambient pressure modifier [Table Selective Catalytic Reduction (SCR)
A059] Engine coolant temperature Warm-up NOT Active
modifier [Table A060]
Engine Coolant Temperature ≥ 104°F
(40°C) AND < 219°F (104°C)
Barometric Absolute Pressure ≥ 10.7 psi

(73.5 kPa) AND ≤ 14.9 psi (103 kPa)
Power Take Off (PTO) Mode NOT Active
Engine Brake (Retarder) NOT active

> 5 seconds
Engine is in NOT in coasting (i.e.

Throttle Cut OFF) mode
Minimum time in entry conditions

1, 2, and 3 (listed below) to enable
monitoring ≥ 4 seconds
1. Engine Speed Gradient ≤

50 RPM/sec
2. Engine Torque Gradient ≤

32 N·m/sec
3. Absolute Engine Intake Manifold

#1 Pressure Gradient ≤ 25.04
* 5 kPa/sec)
Inactive: SPN 102 FMI 3, 4 (IMP); SPN

105 FMI 3, 4 (IMT); SPN 108 FMI 3, 4
(BARO); SPN 110 FMI 3, 4 (ECT1); SPN
132 FMI 3, 4 (MAF); SPN 2791 FMI 3, 4
(EGR); SPN 3509 FMI 3, 4 (VREF1).
Fault Overview
Fault sets when Engine Control Module (ECM) detects engine intake air mass flow rate is low, by comparing
modeled engine intake air mass flow rate with actual engine intake air mass flow rate.
Lamp Reaction
Associated Faults
• SPN 132 FMI 3 and 4 • SPN 2791 (EGR)

(MAF)
Fault Facts
None

Road test
Possible Causes
• Disconnected hose to air filter
• Restricted air filter
• Restricted CAC or plumbing
• Failed turbochargers


132 FMI 1.
damage.
Do Intake Air Inspection (page 2365). Yes: Go to Step 3.
damage?
132 FMI 1.
Step 3 Inspect CAC system for restrictions, air leaks, or physical damage. Decision
Do Charge Air Cooler (CAC) System Inspection (page 2363). Yes: Go to Step 4.
Is CAC system free of restrictions, leaks, and physical damage?

No: Repair CAC
system. After repairs
SPN 132 FMI 1.
Step 4 Test Turbocharger 2 Wastegate Control (TC2WC) for proper operation. Decision
Perform TC2WC Solenoid test(page 2263). Yes: Perform
KOER MAF sensor
Does wastegate operate properly?
calibrations(page
SPN 132 FMI 1.
No: Repair TC2WC as
indicated by TC2WC
tests. After repairs are
132 FMI 1.

SPN 132 FMI 4 - MAF signal Out of Range LOW

Engine Air Mass Flow signal Engine Intake Air Mass Flow sensor Key ON
Out of Range Low Time Period < 0.00006 seconds
Computed battery voltage > 9 Volts
Fault Overview
Fault sets when engine Mass Air Flow (MAF) signal is out of range low.
Lamp Reaction
Associated Faults
None
Fault Facts
None

Continuous
Possible Causes
• MAF signal circuit short to GND
• Failed MAF sensor
damage.
Do Intake Air Inspection(page 2365) and Charge Air Cooler (CAC) System Yes: Go to Step 2.
Inspection(page 2363).
damage?
132 FMI 4.

Tests .

connector housing.

SPN 132 FMI 4.
Step 3 Test Turbocharger 2 Wastegate Control (TC2WC) for proper operation. Decision
Perform Turbocharger 2 Wastegate Position (TC2WG) Operational Test(page Yes: Perform
2259). KOER MAF Sensor
Calibrations(page 2268).
Does wastegate operate properly?
No: Repair TC2WC as
indicated by TC2WC
tests. After repairs are
132 FMI 4.

Figure 709 Mass Air Flow (MAF) Sensor Circuit Diagram
Tools Required
Figure 710 Test 1 MAF Signal Circuit Check
Test 1 Setup
A. Key OFF.
B. Disconnect Mass Air Flow (MAF) sensor.
C. Connect Breakout Harness ZTSE4960 to vehicle harness and leave MAF sensor disconnected.
D. Key ON.
Using DMM measure resistance between Breakout Greater than 10,000 ohms
Harness ZTSE4960 pin-C and known good GND.
Decision
Is resistance greater than 10,000 ohms? Yes: Go to Step 3.
No: Repair short to GND in MAF circuit. After repairs are
SPN 132 FMI 11 - MAF Sensor Calibration – Insufficient number of data points

Values
Mass Air Flow (MAF) sensor MAF auto-calibration has insufficient Key ON
auto-calibration has not completed number of data points
successfully.
Fault Overview
Fault code sets when Electronic Control Module (ECM) detects MAF sensor did not successfully complete an
auto-calibration routine.
Lamp Reaction
Amber Warning Lamp (AWL) illuminates when this fault is detected.
Associated Faults
None
Fault Facts
When MAF auto-calibration routine does not successfully complete, MAF sensor will need to be re-calibrated.

Continuous
Possible Causes
• Improperly calibrated MAF
Step 1 Run MAF sensor calibration. Decision

Perform MAF Sensor Calibration (SPN 132 FMI 13 - MAF Sensor Calibration Yes: Replace MAF sensor.
Needed, page 1796) and clear fault code. Cycle ignition to Key OFF, then After repairs are complete,
back to Key ON. retest MAF sensor.

End Diagnostic Step

After performing diagnostic step, if SPN 132 FMI 11 remains, verify if step was completed correctly and proper decision
SPN 132 FMI 13 - MAF Sensor Calibration Needed

Values
Mass Air Flow (MAF) sensor needs to ECM reprogrammed without Key ON
be re-calibrated after Engine Control re-calibrating the MAF.
Module (ECM) reprogramming.
Fault Overview
Fault code sets when Engine Control Module (ECM) has been reprogrammed and Mass Air Flow (MA)F sensor
needs to be re-calibrated.
Lamp Reaction
Amber Warning Lamp (AWL) illuminates when this fault is detected.
Associated Faults
None
Fault Facts
None

Key ON
Possible Causes
• Improperly calibrated MAF
Step 1 Run MAF sensor calibration and check for fault code. Decision
Perform MAF Sensor Calibration (page 2268) and clear fault code. Cycle Yes: Replace MAF sensor.
ignition to Key OFF, then back to Key ON. After repairs are complete,
retest MAF sensor.

End Diagnostic Step

SPN 132 FMI 14 - MAF Sensor Calibration Failed

TBD TBD TBD
Fault Overview
Lamp Reaction
Associated Faults
Fault Facts

Possible Causes
•
SPN 132 FMI 31 - MAF Frequency out of range HIGH

Engine Intake Air Mass Flow Falling edges detected by Pulse Key ON
Rate Short to Power, Short to Input Measurement driver (Mass Air
GND or Open Circuit Flow sensor frequency) > 60 %
Computed battery voltage > 9 Volts
Fault Overview
Fault sets when Engine Control Module (ECM) detects a short to PWR, short to GND, or an Open circuit in Mass
Air Flow (MAF) sensor.
Lamp Reaction
Associated Faults
None
Fault Facts
None

Continuous
Possible Causes
• Open or high resistance in ACT PWR circuit
• Open or high resistance in MAF GND circuit
• Open or high resistance in MAF circuit
• Short to GND in MAF circuit
• Short to PWR in MAF circuit
• Failed MAF




connector housing.

SPN 132 FMI 31.
Step 3 Inspect connections at 24-Pin Engine to Chassis connector. Decision

Tests .
C. Check 24-Pin Engine to Chassis and connector terminals for:

damaged or pinched wires; moisture or corroded terminals; loose,
bent, or broken pins; or broken connector housing.
Are 24-Pin Engine to Chassis connector, harness, and terminals clean and
undamaged?
SPN 132 FMI 31.
Tools Required
Test 1 Setup
A. Key OFF.
D. Key ON.
ZTSE4960 pin-D and pin-E.
Decision
No: Go to Test 2.
Test 2 Setup
A. Key OFF.
D. Key ON.
ZTSE4960 pin-D and known good GND.
Decision
No: Repair ACT PWR circuit. After repairs are complete,
Test 3 Setup
A. Key OFF.
C. Connect Breakout Harness ZTSE6020 to vehicle harness and leave 24-Pin Engine to Chassis connector
disconnected.
D. Key ON.
ZTSE6020 pin-3 and B+.
Decision
Is voltage B+ ± 0.5 volts? Yes: Repair open in MAF GND circuit between 24-Pin
Engine to Chassis connector pin-3 and MAF pin-E. After
No: Repair open in MAF GND circuit between ECM pin
E-12 and 24-Pin Engine to Chassis connector pin-3. After
Test 4 Setup
A. Key OFF.
D. Key ON.
Using DMM measure voltage between Breakout Harness 5 ± 0.5 volts
ZTSE4960 pin-C and known good GND.
Decision
Is voltage 5 ± 0.5 volts? Yes: Replace MAF. After repairs are complete, retest for
SPN 132 FMI 31.
No: Go to Test 5.
Test 5 Setup
A. Key OFF.
D. Key ON.
ZTSE4960 pin-D and pin-C.
Decision
No: Go to Test 7.
Test 6 Setup
A. Key OFF.
disconnected.
D. Key ON.
Decision
Is voltage B+ ± 0.5 volts? Yes: Repair short to GND in MAF circuit between ECM pin
No: Repair short to GND in MAF circuit between 24-Pin
Engine to Chassis connector pin-4 and MAF pin-C. After
Test 7 Setup
A. Key OFF.
D. Key ON.
ZTSE4960 pin-C and known good GND.
Decision
Is voltage greater than 5.5 volts? Yes: Go to Test 9.
No: Go to Test 8.
Test 8 Setup
A. Key OFF.
disconnected.
D. Key ON.
Using DMM measure voltage between Breakout Harness 5 ± 0.5 volts
Decision
Is voltage 5 ± 0.5 volts? Yes: Repair open in MAF circuit between 24-Pin Engine to
Chassis connector pin-4 and MAF pin-C. After repairs are
No: Repair open in MAF circuit between ECM pin E-67 and
24-Pin Engine to Chassis connector pin-4. After repairs
Test 9 Setup
A. Key OFF.
disconnected.
D. Key ON.
Decision
Is voltage B+ ± 0.5 volts? Yes: Repair short to PWR in MAF circuit between ECM pin
No: Repair short to PWR in MAF circuit between 24-Pin
Engine to Chassis connector pin-4 and MAF pin-C. After

SPN 172 FMI 2 - IAT Signal Erratic, Intermittent, or Incorrect

Intake Air Temperature (IAT) does Difference between IAT sensor Key ON
not agree with other sensors and other temperature sensors
> 59°F (15°C)
≥ -40°F (-40°C)
ECT1, TC2CIT, IMT, CACOT, and EOT are

Fault Overview
Fault code sets when Engine Control Module (ECM) detects that difference between Intake Air Temperature
(IAT) sensor reading and other temperature sensor reading is greater than 59°F (15°C)
Lamp Reaction
Associated Faults
SPN 172 FMI 3 and 4 (IAT)
Fault Facts
None

Possible Causes
• Failed IAT sensor
• High resistance in IAT circuit


172 FMI 2.


Step 3 Inspect connections at Intake Air Temperature (IAT) connector. Decision

Tests .
B. Disconnect IAT connector.
C. Check IAT and connector terminals for: damaged or pinched wires;

connector housing.
Are IAT connector, harness, and terminals clean and undamaged?

SPN 172 FMI 2.
Figure 722 Intake Air Temperature (IAT) Sensor Circuit Diagram
Tools Required
Figure 723 Test 1 IAT Signal Circuit Check
Test 1 Setup
A. Key OFF.
B. Disconnect Intake Air Temperature (IAT) sensor.
C. Connect Breakout Harness ZTSE4960 to vehicle harness connector and leave IAT sensor disconnected.
D. Connect Resistor Harness ZTSE4497 between Breakout Harness ZTSE4960 pin-A and pin-B.
Using EST with ServiceMaxx™ software, monitor intake 154 ± 10°F (67.8 ± -12.2°C)
air temperature.
Decision
Is temperature 154 ± 10°F (67.8 ± -12.2°C)? Yes: Replace IAT sensor. After repairs are complete, retest
for SPN 172 FMI 2.
No: Go to Test 2.
Figure 724 Test 2 IAT Signal Circuit Check
Test 2 Setup
A. Key OFF.
B. Disconnect Intake Air Temperature (IAT) sensor.
C. Connect Breakout Harness ZTSE4960 to vehicle harness connector and leave IAT sensor disconnected.
D. Connect Resistor Harness ZTSE4497 between Breakout Harness ZTSE4960 pin-B and known good GND.
Using EST with ServiceMaxx™ software, monitor intake 154 ± 10°F (67.8 ± -12.2°C)
air temperature.
Decision
Is temperature 154 ± 10°F (67.8 ± -12.2°C)? Yes: Replace SIG GND circuit between IAT pin-A and
ECM pin C-29. After repairs are complete, retest for SPN
172 FMI 2.
No: Replace SIG circuit between EOT pin-B and ECM pin

SPN 172 FMI 3 - IAT Signal Out of Range HIGH

Intake Air Temperature (IAT) sensor IAT sensor voltage > 4.8 Volts (< Key ON
signal Out of Range High. -47.2°F {-43.98°C})
Fault Overview
Fault code sets when Electronic Control Module (ECM) detects Intake Air Temperature (IAT) sensor voltage is
greater than 4.8 volts for 2.5 seconds.
Lamp Reaction
Associated Faults
None
Fault Facts
IAT sensor is located inside the Mass Air Flow (MAF) sensor assembly.

Continuous
Possible Causes
• IAT circuit Open
• IAT circuit shorted to PWR
• Failed IAT sensor

Step 2 Inspect Mass Air Flow (MAF) sensor connector for damage. Decision
A. Key-On Key-Off (KOEO. Yes: Perform Pin-Point Tests
.
B. Disconnect MAF sensor connector.
C. Inspect MAF connector for: damage, pinched wires, corroded

terminals, loose, bent or broken pins, or broken connector housing.
Is MAF connector, harness, and terminals clean and undamaged?

172 FMI 3.
Figure 725 Mass Air Flow (MAF) / Intake Air Temperature (IAT) Sensor Circuit Diagram
Tools Required
Figure 726 Test 1 Intake Air Temperature (IAT) Circuit Voltage Check
Test 1 Setup
A. Key OFF.
B. Connect Breakout Harness ZTSE4960 to vehicle harness connector and leave Mass Air Flow (MAF) sensor
disconnected.
C. Key ON.
Using DMM, measure voltage between Breakout Harness < 6 volts
ZTSE4960 pin-A and known good ground.
Decision
Is voltage greater than 6 volts? Yes: Repair short to PWR between Engine Control Module
(ECM) pin C-29 and MAF pin-A. After repairs are complete,
No: Go to Test 2.
Figure 727 Test 2 Intake Air Temperature (IAT) Circuit Check
Test 2 Setup
A. Key OFF.
disconnected.
C. Using Breakout Harness ZTSE4498, short pin A and pin B of Breakout Harness ZTSE4960 together.
Decision
Does SPN 172 FMI 4 set after DTC list is cleared? Yes: Replace MAF sensor. After repairs are complete,
No: Go to Test 3.
Figure 728 Test 3 Intake Air Temperature (IAT) Circuit Check
Test 3 Setup
A. Key OFF.
disconnected.
C. Using Breakout Harness ZTSE4498, short pin A of Breakout Harness ZTSE4960 to known good ground.
Using EST with ServiceMaxx™ software, clear DTC list. SPN 172 FMI 4 sets after DTC list is cleared
Decision
Does SPN 172 FMI 4 set after DTC list is cleared? Yes: Repair Open between Engine Control Module (ECM)
pin C-37 and MAF pin-B. After repairs are complete, retest
for SPN 172 FMI 3.
No: Repair Open between ECM pin C-29 and MAF pin-A.
End Pin-Point Tests

SPN 172 FMI 4 - IAT Signal Out of Range LOW

Values
Intake Air Temperature (IAT) voltage IAT sensor voltage < 0.12 Volts (> Key ON
signal Out of Range Low. 273.6°F [134.2°C])
Fault Overview
Fault code sets when Electronic Control Module detects Intake Air Temperature (IAT) senosr voltage signal is
less than expected.
Lamp Reaction
Associated Faults
None
Fault Facts
IAT sensor is located inside the Mass Air Flow (MAF) sensor assembly.

Continuous
Possible Causes
• IAT circuit short to ground
• Failed MAF sensor


Step 2 Inspect connections at Mass Air Flow (MAF) sensor. Decision

A. Key OFF. Yes: Go to Pin-Point Tests .
B. Disconnect MAF sensor connector.
C. Inspect MAF connector for: damage, pinched wires, corroded

terminals, loose, bent or broken pins, or broken, connector housing.
Is MAF connector, harness, and terminals clean and undamaged?

172 FMI 4.
Tools Required
Test 1 Setup
A. Key OFF.
Decision
Does SPN 172 FMI 3 set after DTC list is cleared? Yes: Replace MAF sensor. After repairs are complete,
No: Repair short to ground between MAF pin-A and
Engine Control Module (ECM) Pin C-29. After repairs are

NOx (Nitrogen Oxides) Sensor Module

Overview of NOx Sensor Group
SPN FMI Description

3216 4 NOxIN signal Out of Range LOW (page 1830)
3216 10 NOxIN signal abnormal rate of change (page 1832)
3216 13 NOxIN Out of Calibration (page 1834)
3216 19 NOxIN not detected on J1939 (page 1837)
3216 20 NOxIN signal drifted HIGH (page 1849)
3216 21 NOxIN signal drifted LOW (page 1851)
3218 2 NOxIN power supply signal erratic, intermittent or incorrect (page 1853)
3226 2 NOxOUT signal erratic, intermittent or incorrect (page 1859)
3226 4 NOxOUT signal Out of Range LOW (page 1866)
3226 10 NOxOUT signal abnormal rate of change (page 1868)
3226 13 NOxOUT Out of Calibration (page 1870)
3226 19 NOxOUT not detected on J1939 (page 1872)
3226 20 NOxOUT signal drifted HIGH (page 1882)
3226 21 NOxOUT signal drifted LOW (page 1884)
3228 2 NOxOUT power supply signal erratic, intermittent or incorrect (page 1886)
5024 10 NOxIN Sensor Heater abnormal rate of change (page 1893)
5031 10 NOxOUT Sensor Heater not reading correctly (page 1898)
Overview
Nitrogen Oxides Intake Concentration (NOx In) and Nitrogen Oxides Outlet Concentration (NOx Out) sensors
are smart device used to measure NOx emissions at intake of aftertreatment system and measure the NOx
emissions at outlet of Selective Catalyst Reduction (SCR) Catalyst. NOx In and NOx Out sensors perform
internal diagnostics and reports malfunctions back to ACM using J1939 data link. NOx In and NOx Out sensors
are permanently attached to NOx control module. They are serviced as a single component and can not be
replaced individually.
Figure 730 Nitrogen Oxides Intake Concentration (NOx In) Sensor Location
1. NOx In module 2. NOx In sensor
Figure 731 Nitrogen Oxides Outlet Concentration (NOx Out) Sensor Location
1. NOx Out module 2. NOx Out sensor
SPN 3216 FMI 4 - NOxIN signal Out of Range LOW

Values
Nitrogen Oxides Intake Concentration Percentage of time spent in heating Time after sensor has reached
(NOx In) sensor voltage below normal mode, as opposed to automatic mode, working temperature and has entered
or shorted to low source. is > 5 % or number of transitions from automatic mode > 30 seconds
automatic mode to one of the heating
Exhaust gas velocity < 60 m/sec
states is > 5 Counts
Diesel Oxidation Catalyst Intake
Temperature (DOCIT) < 1472°F
(800°C)
Exhaust Gas Temperature (EGT)

is above threshold representing
point there is no longer a concern
of condensation on NOx In sensor
element.
NOx In sensor battery supply voltage

is ≥ 11.4 volts and ≤ 16.5 volts for
more than 0.2 seconds.
Inactive: SPN 3216 FMI 19 and SPN

3218 FMI 2.
Fault Overview
Fault code sets when Aftertreatment Control Module (ACM) detects an internal circuit error in Nitrogen Oxides
Intake Concentration (NOx In) sensor. Diesel Exhaust Fluid (DEF) injection into aftertreatment system is
disabled, and engine torque is severely reduced.
Lamp Reaction
Malfunction indicator Lamp (MIL) will illuminate when this fault is detected during two consecutive drive cycles.
Associated Faults
• SPN 3218 FMI 2 (NOxIN) • SPN 3216 FMI 19 (NOxIN)
Fault Facts
None

Continuous
Possible Causes
• Failed NOx In sensor

Using EST with ServiceMaxx™ software, check DTC list for Associated Yes: Go to Step 2.
Faults(page 1830).

3216 FMI 4.


Step 3 Inspect connections at Nitrogen Oxides Intake Concentration (NOx In) sensor. Decision
A. Key OFF. Yes: Replace NOx In sensor.
B. Disconnect NOx In sensor connector.
C. Check NOx In sensor and connector terminals for damaged or
pinched wires; corroded terminals; loose, bent, or broken pins; or
Are NOx In sensor, connector, harness, and terminals clean and undamaged?
3216 FMI 4.

SPN 3216 FMI 10 - NOxIN signal abnormal rate of change

Nitrogen Oxides Intake Concentration Percent of time > 50% when NOx In Exhaust pipe status pressure must be
(NOx In) sensor reading is not valid. sensor reading is not valid (NOx fault). data-valid.
Exhaust pressure change rate < 0

kPa/s.
Exhaust pipe status mass flow rate

must be data-valid.
Exhaust mass flow change rate < 0

(g/s²).

(NOx In); SPN 3218 FMI 2 (NOx In).
Fault Overview
Fault code sets when Nitrogen Oxides Intake Concentration (NOx In) sensor reading is invalid.
Lamp Reaction
Associated Faults
• SPN 3216 FMI 4 and 19 • SPN 3218 FMI 2 (NOx In)

(NOx In)
Fault Facts
None

Continuous
Possible Causes

Using EST with ServiceMaxx™ software, check Diagnostic Trouble Code Yes: Go to Step 2.
(DTC) list for Associated Faults(page 1832).
Is DTC list free of Associated Faults?

3216 FMI 10.


Step 3 Sensor and connector inspection. Decision

A. Key OFF. Yes: Replace NOx In
B. Disconnect Nitrogen Oxides Intake Concentration (NOx In) sensor.
C. Check NOx In sensor and connector terminals for: damaged or 3216 FMI 10.
pinched wires; wet or corroded terminals; loose, bent, or broken pins;
Are NOx In sensor connector, harness, and terminals clean and undamaged?
SPN 3216 FMI 10.

SPN 3216 FMI 13 - NOx IN Out of Calibration

Calibration mismatch between Rated NOx In sensor voltage does Key ON
Nitrogen Oxide In (NOx In) not match nominal system voltage
sensor and Aftertreatment Control of 0 volts.
Module (ACM).
Fault Overview
Fault code sets when Engine Control Module (ECM) detects a mismatch between engine's electrical system
voltage and Nitrogen Oxide In (NOx In) sensor voltage rating.
Lamp Reaction
Associated Faults
None
Fault Facts
None
Drive Cycle
Continuous
Possible Causes
• Incorrect NOx In sensor
Step 1 Check for active or pending fault code Decision

Using Electronic Service Tool (EST) with ServiceMaxx™ software. Key ON, Yes: Replace Nitrogen
check Diagnostic Trouble Codes (DTC) list for SPN 3216 FMI 13. Oxide In (NOx In)
SPN 3216 FMI 13.

SPN 3216 FMI 19 - NOx IN not detected on J1939

Loss of communication or invalid Aftertreatment Control Module Key ON
data from Nitrogen Oxides Intake (ACM) loses J1939 data link
Engine not cranking
Concentration (NOx In) sensor. communications with NOx In sensor
NOTE: Data link-related faults are inhibited for
calibration adjustable amount of time following
a Key ON event, low battery voltage event,
engine cranking event, and stop / suspend
broadcast event. This is to allow reasonable
time for data link devices to power up and
begin periodic broadcasts before Engine
Control Module (ECM) performs time-out
diagnostics
Fault Overview
Fault code sets when Aftertreatment Control Module (ACM) loses J1939 data link communications with Nitrogen
Oxides Intake Concentration (NOx In) sensor. Diesel Exhaust Fluid (DEF) injection into aftertreatment system
is disabled and engine torque will be severely reduced.
Lamp Reaction
When fault is active, Malfunction Indicator Lamp (MIL)will not illuminate.
Associated Faults
SPN’s 3216 FMI 2, 20, and

21
Fault Facts
If more than one of the following sensor modules fail (or set a fault), suspect common power circuit, ground
circuit, or switched ignition relay problem. Following components share power and ground circuits:
• Diesel Oxidation Catalyst (DOC) / Diesel Particulate Filter (DPF) temperature sensor module
• Selective Catalyst Reduction (SCR) sensor module
• Aftertreatment Ammonia (NH3) sensor module
• Nitrogen Oxides Outlet Concentration (NOx Out) sensor
• Nitrogen Oxides Intake Concentration (NOx In) sensor
• Diesel Exhaust Fluid Tank Level and Temperature (DEF: TL and DEF: TT) sensor

Continuous
Possible Causes
• SWBAT circuit Open or short to GND

• CAN-AH circuit short to PWR
• CAN-AL circuit short to PWR


Tests.
B. Disconnect NOx In sensor module connector.
C. Check NOx In sensor module and connector terminals for damaged

or pinched wires; corroded terminals; loose, bent, or broken pins; or
Are NOx In sensor module, connector, harness, and terminals clean and
undamaged?
Figure 732 Nitrogen Oxides Intake Concentration (NOx In) Sensor Circuit Diagram
Tools Required
Figure 733 Test 1 Nitrogen Oxides Intake Concentration (NOx In) Sensor Circuit Voltage Check
Test 1 Setup
A. Key OFF.
B. Verify batteries are fully charged and connections are clean.
C. Connect Breakout Harness 18-648-01 to Nitrogen Oxides Intake Concentration (NOx In) sensor harness
connector and vehicle harness.
18-648-01 pin-1 and pin-4.
Decision
No: Go to Test 2.
Test 2 Setup
A. Key OFF.
B. Connect Breakout Harness 18-648-01 to Nitrogen Oxides Intake Concentration (NOx In) sensor harness
Use DMM to measure voltage between NOx In sensor B+ ± 0.5 volts
Decision
Is voltage at pin-1 B+ ± 0.5 volt? Yes: Repair Open or high resistance between NOx In
sensor pin-4 and GND. After repairs are complete, perform
No: Repair Open or short to GND between NOx In sensor
Test 3 Setup
A. Key OFF.
Use DMM to measure voltage between NOx In sensor Greater than 1 volt
Decision
connector pin-3 and ACM connector J2-14. After repairs
Test 4 Setup
A. Key OFF.
Use DMM to measure voltage between temperature sensor Less than 4 volts
Decision
No: Repair short to PWR between NOx In sensor
Test 5 Setup
A. Key OFF.
Use DMM to measure voltage between temperature sensor Greater than 1 volt
Decision
Test 6 Setup
A. Key OFF.
Use DMM to measure voltage between temperature sensor Less than 4 volts
Decision
No: Repair short to PWR between NOx In sensor
Figure 739 Test 7 Nitrogen Oxides Intake Concentration (NOx In) Sensor Circuit Resistance Check
Test 7 Setup
A. Key OFF.
Use DMM to measure resistance between temperature Greater than 50 ohms
sensor pin-2 and pin-3.
Decision
Is resistance greater than 50 ohms? Yes: Replace NOx In sensor. After repairs are complete,
No: Repair short between NOx In sensor connector pin-2
SPN 3216 FMI 19.

SPN 3216 FMI 20 - NOxIN signal drifted HIGH

Nitrogen Oxides Intake When idle conditions are detected, Engine speed < 3000 rpm
Concentration (NOx In) sensor compare NOx (ppm) from NOx In
Key ON
signal drifted HIGH. sensor to NOx In model (> 2500
ppm and < 3500 ppm) Battery voltage > 10.7 volts
Battery voltage < 15 volts
Ambient Temp > -40°F (-40°C) and < 302°F

(150°C)
Ambient Pressure between 0 psi (0 kPa) and

87 psi (600 kPa)
Engine Coolant Temperature > -40°F (-40°C)

and < 302°F (150°C)
Fault Overview
Fault code sets when Aftertreatment Control Module (ACM) determines signal from Nitrogen Oxides Intake
Concentration (NOx In) sensor is high compared to its modeled value for conditions. Diesel Exhaust Fluid (DEF)
injection into aftertreatment system is disabled and engine torque will be severely reduced. Vehicle speed will
be limited if code is active for an extended period of time.
Lamp Reaction
When fault is active, Malfunction Indicator Lamp (MIL) will not illuminate.
Associated Faults
• SPN 3216 FMI 4 and 19 • SPN 3218 FMI 2 (NOx)

(NOx)

Continuous
Possible Causes
None


3216 FMI 20.
C. Check NOxIn sensor and connector terminals for damaged or
3216 FMI 20.

SPN 3216 FMI 21 - NOxIN signal drifted LOW

Values
Aftertreatment Control Module (ACM) When steady-state conditions are Key ON
determines Nitrogen Oxides Intake detected, compare NOx (ppm) from
Engine speed < 3000 rpm
Concentration (NOx In) sensor signal NOx sensor to NOx model (> -500
drifted LOW. ppm and < -50 ppm). Ambient Temp between -40°F (-40°C)
and 302°F (150°C)
Ambient Pressure between 0 psi (0

kPa) and 87 psi (600 kPa)
Engine Coolant Temperature between

-40°F (-40°C) and 302°F (150°C)
Fault Overview
Fault code sets when Aftertreatment Control Module (ACM) determines signal from Nitrogen Oxides Intake
Concentration (NOx In) sensor is low compared to it's modeled value for conditions. Diesel Exhaust Fluid (DEF)
injection into aftertreatment system is disabled, and engine torque will be severely reduced. Vehicle speed will
be limited if code is active for an extended period of time.
Lamp Reaction
Associated Faults
• SPN 3216 FMI 4 and 19 • SPN 3218 FMI 2 (NOx)

(NOx)
Fault Facts
None

Continuous
Possible Causes


complete, retest for 3216
FMI 21.
3216 FMI 21.

SPN 3218 FMI 2 - NOxIN power supply signal erratic, intermittent or incorrect

Nitrogen Oxides Intake NOx In sensor supply voltage > 160 seconds after exhaust gas temperature
Concentration (NOx In) sensor 16.5 volts for 10 seconds is above threshold representing point there is
circuitry has detected battery no condensation on NOx In sensor element.
NOx In sensor supply voltage < 11.4
supply voltage is outside desired
volts for 10 seconds 100 seconds after NOx sensor has reached
range.
its operating temperature.
SPN 3216 FMI 9 inactive
Fault Overview
Fault code sets when Engine Control Module (ECM) detects power supply to Nitrogen Oxides Intake
Concentration (NOx In) sensor is above or below calibration adjustable threshold.
Lamp Reaction
Associated Faults
None

Continuous

1. Power Distribution Module 2. Diesel Exhaust Fluid (DEF) tank 3. DEF supply module bracket
(PDM) assembly 4. DEF supply module
Step 1 Inspect fuse(s), relay(s), and connections at Power Distribution Module (PDM). Decision
A. Key OFF. Yes: Go to step 2.
B. Disconnect Nitrogen Oxides Intake Concentration (NOx In) sensor

connector.
C. Check PDM fuse(s) and relay(s) for blown fuses; loose, missing, or
No: Secure or replace failed
3218 FMI 2.
A. Key OFF. Yes: Go to step 3.

3218 FMI 2.
Step 3 Inspect battery voltage / connections. Decision

Tests.
B. Check for low battery voltage.
C. Inspect battery connections and terminals.
Are connections tight and corrosion free, and is battery voltage at least 10
volts?
No: Clean battery terminals,
tighten loose connections,
and charge batteries as
needed. After repairs are
3218 FMI 2.
Tools Required
Test 1 Setup
A. Key OFF.
connector.
connector pin-1 and pin-4.
Decision
No: Go to Test 2.
Test 2 Setup
A. Key OFF.
connector.
connector pin-1 and known good GND.
Decision
Is voltage at pin-1 B+ ± 0.5 volts? Yes: Repair Open or high resistance between NOx
In sensor connector pin 4 and GND. After repairs are
Test 3 Setup
A. Key OFF.
Check for incorrect Nitrogen Oxides Intake Concentration
(NOx In) sensor installed.
Decision
Is correct NOx In sensor installed? Yes: Replace NOx In sensor. After repairs are complete,
No: Install correct NOx In sensor. After repairs are

SPN 3226 FMI 2 - NOx OUT Signal Erratic, Intermittent, or Incorrect

Aftertreatment Control Module Difference between the maximum Selective Catalytic Reduction (SCR) intake
(ACM) has detected that Nitrogen and minimum NOx Out sensor NOx flow rate> 0.2 g/sec
Oxide Out (NOx Out) sensor output < 10 ppm during 3 valid
Rate of change of SCR intake NOx flow rate
output is in range, but not varying monitoring events
> 0.1 g/sec
as expected.
Exhaust mass flow rate > 150 g/sec
NOx Out sensor reading is valid, no active

faults detected by sensor, sensor's battery
supply voltage is within desired range, and
dew point temperature has been met for
sufficient time to allow sensor to light off.
None of the Abort Conditions are satisfied
Inactive: SPN 3226 FMI 4, 10, and 13; SPN

3228 FMI 2; SPN 3242 FMI 2, 3, and 4; SPN
4765 FMI 2, 3, and 4; SPN 5031 FMI 10;
SPN 5742 FMI 3, 4, 11, and 12.
Fault Overview
Fault code sets when Aftertreatment Control Module (ACM) detects that Nitrogen Oxides Outlet Concentration
(NOx Out) sensor module is not reading zero, or is not changing with engine conditions.
Lamp Reaction
Associated Faults
• SPN 3226 FMI 4 (NOx • SPN 3228 FMI 2 (NOx • SPN 5031 FMI 10 (NOx
Out) Out) Out)
Fault Facts
None

Continuous
Possible Causes
• Open or high resistance in the GND circuit
• Open or short to ground in the SWBAT circuit
• Failed NOx Out sensor module


3226 FMI 2.
Figure 744 Power Distribution Module (PDM) Location (typical)

1. PDM
2. Diesel Exhaust Fluid (DEF) tank assembly
3. DEF supply module bracket
Step 2 Inspect Power Distribution Module (PDM) fuse(s) and relay(s). Decision
Check PDM fuse(s) and relay(s) for blown fuses; loose, missing, or Yes: Go to Step 3.
No: Secure or replace
2.
Step 3 Inspect connections at Nitrogen Oxides Outlet Concentration (NOx Out) Decision
sensor module.
Diagnostics.
B. Disconnect NOx Out sensor module.
C. Check NOx Out sensor and connector terminals for: damaged or

Are NOx Out sensor module connector, harness, and terminals clean and
undamaged?
SPN 3226 FMI 2.
Figure 745 Nitrogen Oxides Outlet Concentration (NOx Out) Sensor Circuit Diagram
Tools Required
Figure 746 Test 1 Nitrogen Oxides Outlet Concentration (NOx Out) sensor circuit voltage check
Test 1 Setup
A. Key OFF.
B. Connect Breakout Harness 18-649-01 between Nitrogen Oxides Outlet Concentration (NOx Out) sensor
and vehicle harness connector.
C. Key ON.
Using DMM, measure voltage between Breakout Harness B+ ± 0.5 volt
18-649-01 pin-1 and pin-4.
Decision
Is voltage B+ ± 0.5 volt? Yes: Replace NOx Out sensor. After repairs are complete,
No: Go to Test 2.
Figure 747 Test 2 Nitrogen Oxides Outlet Concentration (NOx Out) sensor circuit voltage check
Test 2 Setup
A. Key OFF.
B. Connect Breakout Harness 18-649-01 between Nitrogen Oxides Outlet Concentration (NOx Out) sensor
C. Key ON.
Using DMM, measure voltage between Breakout Harness B+ ± 0.5 volt
Decision
Is voltage B+ ± 0.5 volt? Yes: Repair Open or high resistance between NOx Out
sensor pin-4 and GND. After repairs are complete, retest
for SPN 3226 FMI 2.
No: Repair Open or short to ground between NOx Out
sensor connector pin-1 and switched ignition relay pin-87.

SPN 3226 FMI 4 - NOxOUT signal Out of Range LOW

Nitrogen Oxides Outlet Concentration Failed NOx Out sensor Processing of fail messages from
(NOx Out) sensor voltage below sensor enabled 160 seconds after dew
normal or shorted to low source. point reached. Dew point is defined
as: Exhaust gas temperature is above
threshold representing the point at
which there is no longer concern of
condensation on NOx Out sensor
element
Fault Overview
Fault code sets when Aftertreatment Control Module (ACM) detects an internal circuit error in Nitrogen Oxides
Outlet Concentration (NOx Out) sensor for 10 seconds. Engine torque will be reduced if engine is operated for
limited period of time with fault code active. Engine torque will be severely reduced and vehicle speed will be
limited after extended engine operation with fault code active.
Lamp Reaction
Associated Faults
SPN 3228 FMI 2 (NOx Out)
Fault Facts
None

Continuous
Possible Causes
• Failed NOx Out sensor
Step 1 Check for associated fault code Decision


FMI 4.
sensor.
A. Key OFF. Yes: Replace NOx Out
B. Disconnect NOx Out sensor.
C. Check NOx Out sensor and connector terminals for: damaged or SCR Maintenance Reset
pinched wires; corroded terminals; loose, bent, or broken pins; or Procedure (page 2170)
broken connector housing. and retest for SPN 3226
FMI 4.
Are NOx Out sensor module connector, harness, and terminals clean and
undamaged?
the SCR Maintenance
3226 FMI 4.

After doing all diagnostic steps, if SPN 3226 FMI 4 remains, verify if each step was completed correctly and proper
SPN 3226 FMI 10 - NOx OUT Signal Abnormal Rate of Change

Nitrogen Oxide Out (NOx Out) Percent of time > 50 % when NOx Engine total fueling > 0.01 and rate of active
sensor reading is not valid. Out sensor reading is valid since the / intrusive injection of fuel in exhaust < 0.2
internal control loops within sensor g/sec for 30 seconds.
have stabilized
Internal NOx sensor temperature > 1472°F
(800°C)
Changing range of exhaust O2 concentration

within 12 second moving window ≤ 9.96
Changing range of exhaust O2 concentration

within 6 second moving window ≤ 5.43
Exhaust gas temperature is above threshold

representing point at which there is no longer
concern of condensation on NOx sensor
element and sensor supply power ≥ 6 volts
for 150 seconds
Inactive: SPN 3226 FMI 4, SPN 3226 FMI 9,

and SPN 3228 FMI 3.
Fault Overview
(NOx Out) sensor signal is invalid for 300 seconds.
Lamp Reaction
Associated Faults
• SPN 3226 FMI 3 and 4 • SPN 3228 FMI 2 (NOx

(NOx Out) Out)
Fault Facts
None

Continuous
Possible Causes
Step Check for associated fault codes. Decision

1
Using Electronic Service Tool (EST) with ServiceMaxx™ software, check Yes: Replace NOx Out
Diagnostic Trouble Code (DTC) list for Associated Faults(page 1868). sensor module. After
10.
3226 FMI 10.

SPN 3226 FMI 13 - NOxOUT Out of Calibration

Calibration mismatch between Rated NOx Out sensor voltage does Key ON
Nitrogen Oxides Outlet not match nominal system voltage
Concentration (NOx Out)
sensor and Aftertreatment Control
Module (ACM).
Fault Overview
(NOx Out) sensor voltage rating does not match engine's electrical system voltage.
Lamp Reaction
Associated Faults
None
Fault Facts
None

Continuous
Possible Causes
• Failed or incorrectly installed NOx Out sensor
Step Check for correct Nitrogen Oxides Outlet Concentration (NOx Out) sensor module. Decision
1
Verify correct NOx Out sensor module is installed. Yes: Replace NOx Out
Is correct NOx Out sensor module installed?
13.
No: Install correct NOx
Out sensor module. After
13.

SPN 3226 FMI 19 - NOxOUT not detected on J1939

Loss of communication or invalid Aftertreatment Control Module Key ON
data from Nitrogen Oxides Outlet (ACM) loses J1939 data link
Engine not cranking
Concentration (NOx Out) sensor. communications with NOx Out
sensor module Data link-related faults are inhibited for
a calibration adjustable amount of time
following a Key-ON event, a low battery
voltage event, an engine cranking event,
and a stop / suspend broadcast event. This
is to allow reasonable time for data link
devices to power up and begin periodic
broadcasts before the ECM performs time-out
diagnostics.
Fault Overview
Fault code sets when Aftertreatment Control Module (ACM) loses J1939 data link communications with Nitrogen
Oxides Outlet Concentration (NOx Out) sensor. Diesel exhaust Fluid (DEF) injection into aftertreatment system
is disabled, and engine torque will be severely reduced.
Lamp Reaction
Associated Faults
None
Fault Facts
circuit, or switched ignition relay problem. The following components share power and ground circuits: DOC /
DPF temperature sensor module, SCR temperature sensor module, Ammonia Sensor Module, NOx OUT sensor
module, NOx IN sensor module, and Diesel Exhaust Fluid Tank Level / Temperature (DEFTLT) sensor module.

Continuous
Possible Causes
• SWBAT circuit Open or short to GND
• CAN AH short to CAN AL
Step Inspect connections at Nitrogen Oxides Outlet Concentration (NOx Out) sensor. Decision
1
A. Key OFF. Yes: Go to Pin-Point Tests
.
C. Check NOx Out sensor and connector terminals for: damaged or

connector housing.
Are NOx Out sensor connector, harness, and terminals clean and undamaged?
3226 FMI 19.
See latest version of Navistar® N9 and N10 and Engine and Aftertreatment Wiring Schematic Form 0000003481
Tools Required
Figure 749 Test 1 NOx Out Sensor Module Circuit Voltage Check
Test 1 Setup
A. Key OFF.
B. Connect Breakout Harness 18-648-01 between NOx Out sensor module and vehicle harness connector.
C. Key ON.
18-648-01 pin-1 and pin-4.
Decision
No: Go to Test 2.
Test 2 Setup
A. Key OFF.
C. Key ON.
Decision
Is voltage B+ ± 0.5 volts? Yes: Repair Open or high resistance between NOx Out
sensor pin-4 and ground. After repairs are complete,
sensor connector pin-1 and switched ignition relay pin-87.
After repairs are complete, SCR Maintenance Reset
Test 3 Setup
A. Key OFF.
C. Key ON.
Decision
sensor connector pin-3 and ACM connector pin J2-14.
FMI 19.
Test 4 Setup
A. Key OFF.
C. Key ON.
Decision
No: Repair short to PWR between NOx Out sensor
Test 5 Setup
A. Key OFF.
C. Key ON.
Decision
sensor connector pin-2 and ACM connector pin J2-15.
FMI 19.
Test 6 Setup
A. Key OFF.
C. Key ON.
Decision
No: Repair short to power between NOx Out sensor
Figure 755 Test 7 NOx Out Sensor Module Circuit Resistance Check
Test 7 Setup
A. Disconnect batteries.
Decision
Is resistance greater than 50 ohms? Yes: Replace NOx Out sensor. After repairs are complete,
No: Repair short between NOx Out sensor connector pin-2
SPN 3226 FMI 19.

SPN 3226 FMI 20 - NOxOUT signal drifted HIGH

Aftertreatment Control Module Average value of NOx Out sensor Engine total fueling ≤ 0.01 mg/stroke
(ACM) determines Nitrogen offset measurement at the decision
NOx Out sensor reading is valid since internal
Oxides Outlet Concentration point > 40 ppm
control loops within sensor have stabilized
(NOx Out) sensor signal drifted
HIGH. Engine is operating in base mode
Exhaust flow ≥ 100 g/sec
Commanded Diesel Exhaust Fluid (DEF)

injection rate < 0.1 ml/sec
None of the abort conditions are satisfied
Other enable conditions must be true for at

least 6 seconds
Fault Overview
Fault code sets when Aftertreatment Control Module (ACM) determines signal from Nitrogen Oxides Outlet
Concentration (NOx Out) sensor is high during monitoring conditions, or is not changing with engine conditions.
Lamp Reaction
Associated Faults
Out) Out) Out)
Fault Facts
None

Continuous
Possible Causes
• Improperly installed NOx Out sensor
• Crystallization of decomposition tube


3226 FMI 20.
Step 2 Verify proper installation of Nitrogen Oxides Outlet Concentration (NOx Out) Decision
sensor.
Check NOx Out sensor retaining nut and NOx Out sensor retaining cap Yes: Go to Step 3.
screws for proper torque.
Is NOx Out sensor properly installed?

No: Properly install NOx
Out sensor. After repairs
3226 FMI 20.

Disconnect decomposition tube from exhaust system (see Exhaust Yes: Replace Nitrogen
Aftertreatment with DPF and SCR Service Manual) and inspect for Diesel Oxides Outlet Concentration
Exhaust Fluid (DEF) crystallization. (NOx Out) sensor. After
No: Remove DEF
decomposition tube (see
Exhaust Aftertreatment
with DPF and SCR Service
Manual). After repairs are
3226 FMI 20.

SPN 3226 FMI 21 - NOxOUT signal drifted LOW

Aftertreatment Control Module Average value of NOx Out sensor Engine total fueling ≤ 0.01 mg/stroke
(ACM) determines Nitrogen offset measurement at the decision
NOx Out sensor reading is valid since internal
Oxides Outlet Concentration point < - 40 ppm
control loops within sensor have stabilized.
(NOx Out) sensor signal drifted
LOW. Engine is operating in base mode.
Exhaust flow ≥ 100 g/sec
Commanded Diesel Exhaust Fluid (DEF)

injection rate < 0.1 ml/sec
None of the abort conditions are satisfied
Other enable conditions must be true for at

least 6 seconds
Fault Overview
Fault code sets when Aftertreatment Control Module (ACM) detects reading from Nitrogen Oxides Outlet
Concentration (NOx Out) sensor is low during monitoring conditions, or is not changing with engine conditions.
Lamp Reaction
Associated Faults
Out) Out) Out)
Fault Facts
None

Continuous
Possible Causes
• Improperly installed NOx Out sensor


3226 FMI 21.
Step 2 Verify proper installation of Nitrogen Oxides Outlet Concentration (NOx Out) Decision
sensor.
Check NOx Out sensor retaining nut and NOx Out sensor retaining cap Yes: Replace NOx Out
screws for proper torque. sensor. After repairs are
Is NOx Out sensor properly installed?
3226 FMI 21.
No: Properly install the NOx
Out sensor. After repairs
3226 FMI 21.

SPN 3228 FMI 2 - NOxOUT power supply signal erratic, intermittent or incorrect

Nitrogen Oxides Outlet NOx Out sensor supply voltage > 160 seconds after exhaust gas temperature
Concentration (NOx Out) sensor 16.5 V for 10 seconds OR NOx Out is above threshold representing point there
circuitry has detected that its sensor supply voltage < 11.4 V for is no battery voltage on the NOx sensor
battery supply voltage is outside 10 seconds. element.
desired range.
Fault Overview
Fault code sets when Engine Control Module (ECM) detects power supply to Nitrogen Oxides Outlet
Concentration (NOx Out) sensor is above or below a calibration adjustable threshold.
Lamp Reaction
Associated Faults
• SPN 168 FMI 16, and 18 • SPN 3226 FMI 9 (NOx

(ACM PWR) Out)
Fault Facts
None

Continuous
Possible Causes
• SWBAT circuit intermittent short to GND or Open
• Low battery voltage
• Incorrect NOx Out sensor installed


3228 FMI 2.

1. Power Distribution Module 2. Diesel Exhaust Fluid (DEF) tank 3. DEF supply module bracket
(PDM) assembly 4. DEF supply module
Step 2 Check Power Distribution Module (PDM) fuse(s) and relay(s) Decision
B. Check PDM fuse(s) and relay(s) for blown fuses; loose, missing, or
No: Secure or replace failed
3228 FMI 2.
sensor.
A. Key OFF. Yes: Pin-Point Tests.
C. Check NOx Out sensor and connector terminals for damaged or

Are NOx Out sensor, connector, harness, and terminals clean and
undamaged?
3228 FMI 2.
Step 4 Check for incorrect Nitrogen Oxides Outlet Concentration (NOx Out) sensor Decision
installed.
Check for incorrect NOx Out sensor installed. Yes: Replace NOx Out
Is the correct NOx Out sensor installed?
3228 FMI 2.
No: Install correct NOx Out
3228 FMI 2.
Tools Required
Figure 758 Test 1 Nitrogen Oxides Outlet Concentration (NOx Out) Sensor Circuit Voltage Check
Test 1 Setup
A. Key OFF
B. Connect breakout Harness 18-649-01 between Nitrogen Oxides Outlet Concentration (NOx Out) sensor
C. Key ON
Use DMM to measure voltage between 18-649-01 pin-1 B+ ± 0.5 volts
and pin-4.
Decision
Is voltage B+ ± 0.5 volts? Yes: Go to Step 3.
No: Go to Test 2.
Figure 759 Test 2 Nitrogen Oxides Outlet Concentration (NOx Out) Sensor Circuit Voltage Check
Test 2 Setup
A. Key OFF
B. Connect breakout Harness 18-649-01 between Nitrogen Oxides Outlet Concentration (NOx Out) sensor
C. Key ON
Use DMM to measure voltage between NOx Out sensor B+ ± 0.5 volts
Decision
Is voltage B+ ± 0.5 volts? Yes: Repair Open or high resistance between NOx Out
sensor pin-4 and ground. After repairs are complete, retest
for SPN 3228 FMI 2.
sensor connector pin-1 and power. After repairs are

SPN 5024 FMI 10 - NOxIN Sensor Heater abnormal rate of change

Nitrogen Oxides Intake Concentration NOx In sensor heater temperature Diesel Oxidation Catalyst Intake
(NOx In) sensor heater is unable to does not match Aftertreatment Control Temperature (DOCIT) > 302°F
maintain its operating temperature. Module (ACM) predetermined values (150°C) for 5 seconds
Fault Overview
Fault code sets when Aftertreatment Control Module (ACM) detects Nitrogen Oxides Intake Concentration (NOx
In) sensor heater was unable to maintain its normal operating temperature.
Lamp Reaction
Associated Faults
• SPN 3216 FMI 4 and 9 • SPN 3218 FMI 2 (NOx In) • SPN 4765 FMI 2, 3, and 4
(NOx In) (DOCIT)
Fault Facts
If more than one of following sensor modules fail (or set a fault), suspect a common power circuit, ground circuit,
or switched ignition relay problem. Following components share power and ground circuits with the NOx In
sensor: Diesel Oxidation Catalyst (DOC) / Diesel Particulate Filter (DPF) temperature sensor; Nitrogen Oxides
Outlet Concentration (NOx Out) sensor; Nitrogen Oxides Intake Concentration (NOx In) sensor; Aftertreatment
Ammonia (NH3) sensor; and Diesel Exhaust Fluid Tank Level and Temperature (DEF: TL and DEF: TT) sensor.

Continuous
Possible Causes
• SWBAT circuit Open or high resistance


5024 FMI 10.
Tests.

5024 FMI 10.
Tools Required
Figure 761 Test 1 Nitrogen Oxides Intake Concentration (NOx In) Sensor Circuit Check
Test 1 Setup
A. Key OFF.
B. Connect Breakout Harness 18-648-01 to Nitrogen Oxides Intake Concentration (NOx In) sensor module
harness connector.
18-648-01 pin-1 and pin-4.
Decision
No: Replace NOx In sensor module. After repairs are
Figure 762 Test 2 Nitrogen Oxides Intake Concentration (NOx In) Sensor Circuit Check
Test 2 Setup
A. Key OFF.
B. Connect Breakout Harness 18-648-01 to Nitrogen Oxides Intake Concentration (NOx In) sensor module
harness connector and leave sensor disconnected.
C. Connect Breakout Harness ZTSE4908 to switched ignition relay and leave disconnected.
Harness 18-648-01 pin-1 and Breakout Harness ZTSE4908
pin-87.
Decision
Is resistance less than 5 ohms? Yes: Repair Open or high resistance between NOx
In sensor module pin-4 and ground. After repairs are
No: Repair Open or high resistance between NOx In
sensor module pin-1 and switched ignition relay pin-87.
End Pin-Point Tests

SPN 5031 FMI 10 - NOxOUT Sensor Heater not reading correctly

Nitrogen Oxides Outlet Concentration NOx Out sensor heater temperature Diesel Oxidation Catalyst Intake
(NOx Out) sensor heater is unable does not match Aftertreatment Control Temperature (DOCIT) > 302°F
to maintain normal operating Module (ACM) predetermined values (150°C) for 5 seconds
temperature.
Selective Catalyst Reduction Outlet
Temperature (SCROT) < 800°C
Inactive: SPN 3226 FMI 4 and 13;

SPN 3228 FMI 2; SPN 4360 FMI 2;
SPN 4363 FMI 2, 3, and 4; SPN 5743
FMI 3, 4, and 11.
Exhaust gas velocity < 60 m/sec
Exhaust gas temperature is above

threshold representing the point at
which there is no longer concern of
condensation on the NOx Out sensor
element.
Time after NOx Out sensor has

reached its working temperature and
has entered automatic mode > 30
seconds
Fault Overview
Fault code sets when Aftertreatment Control Module (ACM) detects Nitrogen Oxides Outlet Concentration (NOx
Out) sensor heater was unable to maintain its normal operating temperature.
Lamp Reaction
Associated Faults
• SPN 3226 FMI 4 (NOx • SPN 3228 FMI 2 (NOx • SPN 4360 FMI 2 (SCRIT) • SPN 4363 FMI 2, 3, and 4
Out) Out) (SCROT)
Fault Facts
If more than one of following sensor modules fail or set a fault, suspect a common power circuit, ground circuit,
or switched ignition relay problem. The following components share power and ground circuits with the NOx Out
sensor module: Diesel Oxidation Catalyst (DOC) / Diesel Particulate Filter (DPF) temperature sensor module;
Nitrogen Oxides Outlet Concentration (NOx Out) sensor module; Aftertreatment Ammonia (NH3) sensor module;
Selective Catalyst Reduction (SCR) sensor module; and Diesel Exhaust Fluid Tank Level and Temperature (DEF:
TL and DEF: TT) sensor.

Continuous
Possible Causes
• Failed NOx OUT sensor module
• SWBAT circuit Open or high resistance


5031 FMI 10.
sensor.
Tests.
B. Disconnect NOx Out sensor connector.
C. Check NOx Out sensor and connector terminals for damaged or

Are NOx Out sensor, connector, harness, and terminals clean and
undamaged?
5031 FMI 10.
Tools Required
Figure 764 Test 1 Nitrogen Oxides Outlet Concentration (NOx Out) Sensor Circuit Check
Test 1 Setup
A. Key OFF.
B. Connect Breakout Harness 18-649-01 to Nitrogen Oxides Outlet Concentration (NOx Out) sensor module
harness connector.
18-649-01 pin-1 and pin-4.
Decision
Is voltage B+ ± 0.5 volts? Yes: Replace NOx In sensor module. After repairs are
No: Go to Test 2.
Figure 765 Test 2 Nitrogen Oxides Outlet Concentration (NOx Out) Sensor Circuit Check
Test 2 Setup
A. Key OFF.
B. Connect Breakout Harness 18-649-01 to Nitrogen Oxides Outlet Concentration (NOx Out) sensor module
harness connector and leave sensor disconnected.
Decision
Is voltage B+ ± 0.5 volts? Yes: Repair Open or high resistance between NOx
Out sensor module pin-4 and ground. After repairs are
No: Repair Open or high resistance between NOx Out
sensor module pin-1 and switched ignition relay pin-87.
End Pin-Point Tests

RAPP (Remote APP) Sensor

Overview of RAPP Sensor Group
SPN FMI Description

974 3 Remote APP signal Out of Range HIGH (page 1905)
Overview
Remote Accelerator Pedal Position (RAPP) feature allows operator to set and maintain a constant engine speed
from outside vehicle cab. This feature may also be know as Remote Engine Speed Control (RESC). Control
over engine speed is accomplished by using remote mounted switches to turn on RAPP and select desired
engine speed.
SPN 974 FMI 3 - Remote APP signal Out of Range HIGH

Values
TBD TBD TBD
Fault Overview
Lamp Reaction
Associated Faults
Fault Facts

Possible Causes
•

Diagnostic Trouble Code (DTC) list for SPN X FMI X.
Is EST DTC list SPN X FMI X active or pending?

Step 2 Inspect connections at X connector. Decision

Test (page 1905).
B. Disconnect X connector.
C. Check X and connector terminals for: damaged or pinched wires;

corroded terminals; loose, bent, or broken pins; or broken connector
housing.
Are X connector, harness, and terminals clean and undamaged?

SPN X FMI X.

After performing all diagnostic steps, if SPN X FMI X remains, verify if each step was completed correctly and proper

Tools Required
• Harness Kit (Overlay - pin identifier) 00-01462-00
SCR (Temperature Sensor Module)

Overview of SCR Sensor Group
SPN FMI Condition

3061 31 CSER Exhaust warm up time fault (page 1909)
4364 18 Low NOx Conversion Detected (page 1913)
4792 7 SCR Catalyst System - Mechanical system not responding or out of adjustment
(page 1919)
4792 14 SCR Temperature Module (Incorrect Part) (page 1921)
4794 31 SCR Catalyst System Missing (page 1923)
5743 3 SCR Thermocouple Controller Out of Range HIGH (page 1926)
5743 4 SCR Thermocouple Controller Out of Range LOW (page 1930)
5743 11 SCR Thermocouple Controller signal erratic, intermittent, or incorrect (page 1935)
5743 16 SCR Thermocouple Controller above Maximum Temperature (page 1941)
5743 19 SCR Temperature module not detect J1939 (page 1943)
Overview
Selective Catalyst Reduction (SCR) temperature sensor module monitors signals from SCR Intake Temperature
(SCRIT), and SCR Outlet Temperature (SCROT) sensors, and communicates to Aftertreatment Control Module
(ACM) over Controller Area Network (CAN). Engine torque will be reduced if engine is operated for a limited
period of time with this fault code active. Engine torque will be reduced and vehicle speed will be limited after
extended engine operation with fault active.
Figure 766 Selective Catalyst Reduction (SCR) Temperature Sensor Module Location
1. SCR temperature sensor module
SPN 3061 FMI 31 - CSER Exhaust warm up time fault

Monitor time for exhaust system Accumulated Time in "Monitor Run" Cold Start Emissions Reduction
to warm up. Threshold time is a Window < Threshold value base Warm up: Active
function of engine operation, altitude, on Speed/Torque (Table A125)
SCR Mid Bed Temperature Sensor
coolant temperature, vehicle speed * Barometric Pressure modifier
{ Monitor Run Window} > 123.8°F
and ambient temperature (Table A126) * Coolant Temperature
(50.98°C) AND < 428°F (220°C)
modifier (Table A127) * Vehicle Speed
modifier (Table A128) Ratio of total time in Monitor Run
Window ( defined above) to Engine
Operation in Zone as defined
by Speed/Torque as defined by
[Table A129] > 0.9
Ratio of total time in Monitor Run

Window (defined above) to Engine
Operation in Coolant Temperature
Range as defined by [Table A130]
Barometric pressure ≥ 10.7 psi (73.5

kPa) AND ≤ 14.9 psi (103 kPa)
KEY ON
Fault Overview
Fault sets when Engine Control Module (ECM) monitors time for exhaust system to warm up, and time exceeds
threshold. Threshold time is a function of engine operation, altitude, coolant temperature, vehicle speed and
ambient temperature
Lamp Reaction
Associated Faults
• SPN 4377 (Ammonia) • SPN 4380 (Ammonia) • SPN 4382 (Ammonia)
Fault Facts
Ambient Air Temperature (AAT) reading is used as reference in determining pass / fail for this fault. Moving
vehicle from cold to warm ambient temperature may set this fault.

Continuous
Possible Causes
• Aftermarket block heater installed
• Exhaust system leaks

• DOC restricted
• DPF restricted
• Low engine performance
Step 1 Check for low engine performance. Decision

Check for low engine performance. Yes: See engine
symptoms diagnostics.
Does owner state engine has low performance?

No: Go to Step 2.


3061 FMI 31.
Step 3 Decision
Inspect engine for aftermarket block or coolant heater. Yes: Disconnect block or
coolant heater, retest for
SPN 3061 FMI 31.
Is aftermarket block or coolant heater installed?
No: Go to Step 4.

Perform Exhaust and Aftertreatment System Inspection(page 2368). Yes: Go to Step 5.
Is exhaust system free from leaks and physical damage?

No: Repair exhaust
system. After repairs are
3061 FMI 31.
Step 5 Check if regeneration is needed. Decision

Using EST with ServiceMaxx™ software, compare DPF soot load with DPF Yes: Perform parked
soot load regeneration threshold. regeneration. After
Is DPF soot load above DPF soot load regeneration threshold?
31.
No: Inspect DOC for
restriction, replace as
SPN 3061 FMI 31.

SPN 4364 FMI 18- Low NOx Conversion Detected

Aftertreatment system Nitrogen Control system detects low NOx Exhaust Gas Recirculation (EGR) Off
Oxides (NOx) conversion is less than conversion rate in aftertreatment Engine Protection is not active
expected. system
Estimated Selective Catalyst
Reduction (SCR) catalyst bed
temperature between 356°F (180°C)
to 842°F (450°C)
Exhaust Flow rate 100 g/s to 440 g/s
NOx In 100 ppm to 826 ppm
NOx Out 0 ppm to 766 ppm
Diesel Exhaust Fluid (DEF) injection

rate > 0.07 ml/sec
Ambient pressure (absolute) 12 psi

(80 kPa) to 23 psi (160 kPa)
Ambient Air Temperature (AAT) ≥

19.9°F (-6.7°C)
Rate of change of NOx In < 40

ppm/sec
Rate of change of estimated SCR bed

temperature ≤ 32.9°F/sec (0.5°C/sec)
Rate of change of estimated exhaust

mass flow < 10 g/sec
SCR system NOx conversion

efficiency is > -70%, urea deposit
timer is < 150 hours, and DPFDP high
error is not present for longer than 29
seconds
Ammonia to NOx ratio is ≥ 0.01 for 5

seconds
Timer to exit this enable condition is

enabled if Ammonia to NOx ratio is <
0.01 for 3 seconds consecutively 0.1 <
filtered ammonia to NOx ratio < 3
Inactive: SPN 3242 FMI 2, 3, and 4

(DPFIT); SPN 3480 FMI 2, 3, 4, and 17
(AFT: FP1); SPN 3482 FMI 2, 3, 4, and
7 (AFT: FEC); SPN 3610 FMI 2, 3, and
4 (DPFDP / outlet pressure sensor);
SPN 4360 FMI 0 (SCRIT); SPN 4363
FMI 0 (SCROT); SPN 4765 FMI 2,
3, and 4 (DOCIT); SPN 4794 FMI 31
(SCR); SPN 5742 FMI 3, 4, 11, and 12

(DOC / DPF temp sensor module)
Fault Overview
Fault code sets when Aftertreatment Control Module (ACM) detects Nitrogen Oxides (NOx) conversion efficiency
of Selective Catalyst Reduction (SCR) catalyst is less than expected. Engine torque will be reduced if fault is
active for an extended period of time.
Lamp Reaction
Associated Faults
• SPN 3216 (NOx In) • SPN 3218, SPN 3226 • SPN 3228 (NOx Out) • SPN 3361 FMI 2, 3, and 4
(NOx Out) (DEF: SP)
• SPN 3362 FMI 31 (DEF: • SPN 3363 FMI 3, 4, and 7 • SPN 4334 FMI 2, 16 and • SPN 4340 FMI 3 and 5
SP) (DEF: THC) 18 (DEF: AP) (DEF: L3HC)
• SPN 4342 FMI 3 and 5 • SPN 4344 FMI 3 and 5 • SPN 4360 FMI 2, 3, and 4 • SPN 4363 FMI 2, 3, and 4
(DEF: L2HC) (DEF: SMH) (SCRIT) (SCROT)
• SPN 4377 (Ammonia) • SPN 4380 (Ammonia) • SPN 4382 (Ammonia) • SPN 5394 FMI 5 and 7
(DEF: DU)
• SPN 5743 (SCR temp • SPN 520668 (AFT system) • SPN 520669 (AFT system)
sensor module)
Fault Facts
None

Continuous
Possible Causes
• Diesel Exhaust Fluid (DEF) tank, supply module, or doser valve line or connection loose, leaking, damaged,
or restricted
• Failed or Restricted Diesel Exhaust Fluid Dosing Unit (DEF: DU)
• DEF crystallization or deposits in exhaust piping
• Failed Selective Catalyst Reduction (SCR) Catalyst


No: Associated Faults.
After repairs are
SPN 4364 FMI 18.
Step 2 Inspect Exhaust System. Decision

Inspect exhaust system for leaks and physical damage. Yes: Go to step 3.
Is the exhaust system free of leaks and physical damage?

No: Repair leaks or
18.
Figure 767 Diesel Exhaust Fluid (DEF) Supply Module Location

1. Power Distribution Module 2. DEF lines 4. DEF supply module
(PDM) 3. DEF tank bracket
Step 3 Inspect Diesel Exhaust Fluid (DEF) lines and connections. Decision
Check DEF tank, DEF supply module, and DEF: DU lines and connections for: Yes: Go to step 4.
cracks and pitting; loose, leaking, or damaged connections; and restrictions.
Are the DEF tank, DEF supply module, and DEF: DU lines and connections
in good condition and unrestricted?
After repairs are
SPN 4364 FMI 18.
Step 4 Check Diesel Exhaust Fluid (DEF) quality. Decision

Obtain a sample of DEF. Visually inspect for contamination and use DEF Yes: Go to step 5.
Refractometer 5025 to test urea concentration of DEF fluid.
Is urea concentration between 30 and 34% and not contaminated?

No: Drain DEF tank,
18.

Disconnect decomposition tube from exhaust system (see Exhaust System Yes: Go to step 6.
in Engine Service Manual) and inspect for Diesel Exhaust Fluid (DEF)
crystallization.

No: Remove DEF
decomposition tube.
After repairs are
SPN 4364 FMI 18.
Step 6 Verify correct Diesel Exhaust Fluid Dosing Unit (DEF: DU) operation. Decision
Using EST, perform (Key-On Engine-Off (KOEO) Diesel Exhaust Fluid (DEF) Yes: Replace Selective
Doser Pump Override Test(page 2165). Catalyst Reduction
(SCR) catalyst. After
18.
No: Perform DEF Supply
Module Flush , using
18-200-01. If DEF: DU
4364 FMI 18.

SPN 4792 FMI 7 - SCR Catalyst System - Mechanical system not responding or out of adjustment

A malfunctioning Selective Catalyst Nitrogen Oxides (NOx) conversion Key-On Engine-Running (KOER)
Reduction (SCR) catalyst has been rate does not meet Aftertreatment
detected. Control Module (ACM) predetermined
Regeneration procedure running
value
Fault Overview
Fault code sets when Aftertreatment Control Module (ACM) detects that Nitrogen Oxides (NOx) conversion
across Selective Catalyst Reduction (SCR) catalyst is lower than expected during one event, indicating a
malfunctioning SCR catalyst.
Lamp Reaction
Associated Faults
• SPN 4094 FMI 31 • SPN 4364 FMI 18 (low • SPN 4794 FMI 31 (missing
(contaminated or degraded NOx conversion) SCR catalyst)
DEF)
Fault Facts
This fault code is only used to assist in troubleshooting fault codes SPN 4094 FMI 31 (AFT system), SPN 4364
FMI 18 (AFT system), and SPN 4794 FMI 31 (AFT system). One of these associated fault codes being active
while SPN 4792 FMI 7 is active indicates the following conditions must be present: Diesel Exhaust Fluid (DEF)
uncontaminated and in good condition; Properly functioning DEF dosing system (no leaks, restrictions, or failed
components); No exhaust system leaks; Decomposition reactor tube free of DEF crystallization and deposits;
Properly installed Selective Catalyst Reduction (SCR) catalyst.
Diagnostics for this fault code only runs during Electronic Service Tool (EST) Diesel Particulate Filter (DPF)
Regeneration procedure.

Continuous
Possible Causes

Using Electronic Service Tool (EST) with ServiceMaxx™ software, check Yes: Clear Associated Faults
Diagnostic Trouble Code (DTC) list for Associated Faults(page 1919). and retest for SPN 4792 FMI
7.

No: Replace the Selective
catalyst. After repairs are
4792 FMI 7.

SPN 4792 FMI 14 - SCR Temperature Module (Incorrect Part)

Internal failure of the Selective Catalyst Aftertreatment Control Module (ACM) Key ON
Reduction (SCR) temperature sensor detects an internal circuit failure of
module has been detected. SCR temperature sensor module
Fault Overview
Fault code sets when Aftertreatment Control Module (ACM) detects an internal circuit error in Selective Catalytic
Reduction (SCR) temperature sensor module, or wrong SCR temperature sensor module installed, after two
events. Active and parked regeneration of aftertreatment system is disabled, and Exhaust Gas Recirculation
(EGR) valve is closed.
Lamp Reaction
Associated Faults
None
Fault Facts
None

Continuous
Possible Causes
• Failed Selective Catalyst Reduction (SCR) temperature sensor module
Step 1 Check for active or pending fault codes Decision

Using Electronic Service Tool (EST) with ServiceMaxx™ software, check Replace Selective
Diagnostic Trouble Code (DTC) list for SPN 4792 FMI 14. Catalyst Reduction (SCR)
Is EST DTC list SPN XX FMI X active or pending?

SPN 4794 FMI 31 - SCR Catalyst System Missing

The Selective Catalyst Reduction SCR catalyst conversion efficiency < Exhaust Gas Recirculation (EGR) off,
(SCR) catalyst has low Nitrogen 10% Engine Protection is not active
Oxides (NOx) conversion.
Estimated SCR catalyst bed
temperature between 464°F (240°C) to
716°F (380°C)
Exhaust Flow rate 125 g/s to 400 g/s
NOx In 61 ppm to 840 ppm
NOx Out 0 ppm to 840 ppm
DEF injection rate > 0.03 ml/sec
Ambient pressure (absolute) 10 psi (70

kPa) to 14.5 psi (100 kPa)
Ambient air temperature ≥ 19.9°F

(-6.7°C)
Rate of change of NOx In < 10 ppm/sec
Rate of change of estimated SCR bed

temperature ≤ 32.9°F (0.5°C) /sec
Rate of change of estimated exhaust

mass flow < 0.5 g/sec
Inactive: SPN 4363 FMI 0 (SCROT)
Fault Overview
Fault code sets when Aftertreatment Control Module (ACM) detects Nitrogen Oxides (NOx) conversion efficiency
of Selective Catalyst Reduction (SCR) catalyst is critically low for 7 seconds. ACM compares Nitrogen Oxides
Intake Concentration (NOx In) sensor value, to Nitrogen Oxides Outlet Concentration (NOx Out) sensor value.
Engine torque will be reduced if fault is active for a limited period of time. Engine torque will be severely reduced
and vehicle speed limited if fault is active for an extended period of time.
Lamp Reaction
Associated Faults
• SPN 3226 (NOx Out) • SPN 3228 (NOx Out) • SPN 4360 FMI 2, 3, and 4 • SPN 4363 FMI 0, 2, 3, and
(SCRIT) 4 (SCROT)
Fault Facts
None

Road Test
Possible Causes
• Missing Selective Catalyst Reduction (SCR) catalyst
• Contaminated, damaged, or cracked SCR Catalyst
• Failed DEF Dosing Unit (DEF: DU)

Trouble Code (DTC) list for Associated Fault(page 1923).
Is EST DTC list free of Associated Fault? No: Repair Associated Fault.
Step 2 Check exhaust system. Decision

Check exhaust system for an installed Selective Catalyst Reduction (SCR) catalyst. Yes: Go to Step 3.
Is an SCR catalyst installed in the exhaust system? No: Install proper SCR. After

A. Obtain a sample of DEF. Yes: Go to Step 4.
B. Visually inspect for contamination.
C. Use DEF Refractometer 5025 to test urea concentration of DEF fluid.

Is urea concentration between 30 and 34% and not contaminated? No: Drain the DEF tank,
flush with distilled water, and
fill with new and / or known
good DEF. After repairs are
4794 FMI 31.
Step 4 Check exhaust system. Decision

Perform Key-On Engine-Off (KOEO) Supply Pump Override Test (page 2165). Yes: Retest for SPN 4794
FMI 31.
Does DEF Dosing Unit (DEF: DU) inject 100 ml of DEF? No: Replace DEF: DU. After

SPN 5743 FMI 3 - SCR Thermocouple Controller Out of Range HIGH

Selective Catalyst Reduction (SCR) SCR temperature sensor module Key ON
temperature sensor module has supply voltage > 17 volts
detected high supply voltage.
Fault Overview
Fault code sets when Aftertreatment Control Module (ACM) detects Selective Catalyst Reduction (SCR)
temperature sensor module supply voltage is high for a period of 4.2 seconds.
Lamp Reaction
Associated Faults
SPN 609 FMI 3 (ACM)
Fault Facts
None

Continuous
Possible Causes
• Incorrect battery wiring (series instead of in parallel)
• Charging voltage is excessive


5743 FMI 3.
Step 2 Inspect connections at Selective Catalyst Reduction (SCR) temperature Decision

sensor module.
Tests.
B. Disconnect SCR sensor module connector.
C. Check SCR sensor and connector terminals for damaged or pinched

connector housing.
Are SCR sensor connector, harness, and terminal clean and undamaged?
5743 FMI 3.
Figure 768 Selective Catalyst Reduction (SCR) Temperature Sensor Circuit Diagram
Verify charging system is charging at specified voltage.
Tools Required
Figure 769 Test 1 Selective Catalyst Reduction (SCR) Temperature Sensor Module Circuit Check
Test 1 Setup
A. Key OFF.
B. Connect Breakout Harness 18-648-01 to Selective Catalyst Reduction (SCR) temperature sensor module
vehicle harness connector and leave sensor module disconnected.
C. Key ON.
Use DMM to measure voltage between breakout harness B+ ± 0.5 volts
18-648-01 pin-1 and pin-4.
Decision
Is voltage B+ ± 0.5 volts? Yes: Replace SCR temperature sensor module. After
No: Repair incorrect battery wiring. After repairs are

SPN 5743 FMI 4 - SCR Thermocouple Controller Out of Range LOW

Values
Selective Catalyst Reduction (SCR) SCR temperature sensor module Key ON
temperature sensor module has supply voltage < 6.3 ± 0.3 volts
detected low supply voltage.
Fault Overview
temperature sensor module supply voltage is low for a period of 4.2 seconds.
Lamp Reaction
Associated Faults
SPN 609 FMI 3 (ACM)
Fault Facts
None

Continuous
Possible Causes
• SWBAT circuit intermittent short to ground or Open


5743 FMI 4.

sensor module.
Tests.
B. Disconnect SCR sensor module connector.
C. Check SCR sensor and connector terminals for damaged or pinched

connector housing.
Are SCR sensor connector, harness, and terminal clean and undamaged?
5743 FMI 4.
Tools Required
Figure 771 Test 1 Selective Catalyst Reduction (SCR) Temperature Sensor Module Circuit Voltage
Check
Test 1 Setup
A. Key OFF.
C. Key ON.
18-684-01 pin-1 and pin-4.
Decision
No: Go to Test 2.
Check
Test 2 Setup
A. Key OFF.
C. Key ON.
Decision
Is voltage B+ ± 0.5 volts? Yes: Repair Open or high resistance between SCR
temperature sensor module connector pin-1 and ground.
No: Repair Open or short to ground between SCR
ignition relay pin-87. After repairs are complete, retest for
SPN 5743 FMI 4.

SPN 5743 FMI 11 - SCR Thermocouple Controller signal erratic, intermittent, or incorrect

Values
Selective Catalyst Reduction (SCR) Number of SCR temperature sensor Key ON
temperature sensor module has module power reset events within a
Time after Key ON ≥ 5 seconds
detected an intermittent power supply 300 second window is ≥ 5 counts
voltage drop that results in a reset
internal to the module.
Fault Overview
Fault code sets when Aftertreatment Control Module (ACM) detects number of Selective Catalyst Reduction
(SCR) temperature sensor module power reset events within a 300 second window is ≥ 5 counts. Active and
parked regeneration is disabled. Exhaust Gas Recirculation (EGR) valve operation will be disabled.
Lamp Reaction
Associated Faults
SPN’s 168 FMI 16 and 18

(ACM)
Fault Facts
None

Continuous
Possible Causes
• Missing, damaged, or restricted air flow across Selective Catalyst Reduction (SCR) temperature sensor
module
• SWBAT circuit intermittent open or short to ground
• Ground circuit intermittent open or short to power
• Failed SCR temperature sensor module


5743 FMI 11.
Step 2 Inspect for damaged or missing Selective Catalyst Reduction (SCR) Decision
temperature sensor module heat shield.
Check for air flow restrictions around SCR temperature sensor module (mud, Yes: Go to Step 3.
aftermarket shields, flaps, or brackets installed).
Is SCR temperature sensor module heat shield free of air restrictions and
is not missing or damaged?
No: Remove air restriction,
or replace or repair SCR
temperature sensor module
heat shield. After repairs
5743 FMI 11.

sensor module.
Tests(page 1937).
B. Disconnect SCR temperature sensor module connector.
C. Check SCR temperature sensor and connector terminals for

damaged or pinched wires; corroded terminals; loose, bent, or
Are SCR temperature sensor connector, harness, and terminal clean and
undamaged?
5743 FMI 11.
Selective Catalyst Reduction (SCR) Temperature Sensor Module Circuit
Figure 773 Selective Catalyst Reduction (SCR) Temperature Sensor Module Circuit Diagram
Tools Required
Check
Test 1 Setup
A. Key OFF.
C. Key ON.
18-648-01 pin-4 and known good ground (wiggle if
necessary).
Decision
No: Repair intermittent, open or short to ground in between
Selective Catalyst Reduction (SCR) temperature sensor
module connector pin-4 and switched ignition relay pin-87.
Check
Test 2 Setup
A. Key OFF.
C. Key ON.
18-648-01 pin-1 and pin-4 (wiggle if necessary).
Decision
No: Repair intermittent open or short to power between
SCR temperature sensor module connector pin-1 and
ground. After repairs are complete, retest for SPN 5743
FMI 11.
End Pin-Point Tests

SPN 5743 FMI 16 - SCR Thermocouple Controller above Maximum Temperature

Values
Selective Catalyst Reduction (SCR) SCR temperature sensor module > Key-ON Engine-Running (KOER)
temperature sensor module has 302°F (150°C)
detected internal temperature too
high.
Fault Overview
temperature sensor module is greater than 302°F (150°C) for 3.8 seconds. Active and parked regeneration is
disabled. Exhaust Gas Recirculation (EGR) valve operation will be disabled.
Lamp Reaction
Associated Faults
• SPN 4360 FMI 0, 16 • SPN 4363 FMI 0, (SCROT)

(SCRIT)
Fault Facts
This fault will go inactive after Selective Catalyst Reduction (SCR) temperature sensor module temperature drops
below warning limit, and will likely be inactive when vehicle is in shop. For this reason, these diagnostics must
be used for both active and inactive fault codes. Inspect for overheated aftertreatment components, cracked
exhaust system welds, leaking exhaust system seams, or other damage.

Continuous
Possible Causes
• Missing, damaged, or restricted air flow across Selective Catalyst Reduction (SCR) temperature sensor
module
• Exhaust leak(s)
• Failed SCR temperature sensor module


5743 FMI 16.
Step 2 Inspect for damaged or missing Selective Catalyst Reduction (SCR) Decision
temperature sensor module mounting.
Check for proper mounting of the SCR temperature sensor module. Also, Yes: Go to Step 3.
check for air flow restrictions surrounding the sensor module.
Is SCR temperature sensor module mounted properly and free of air

restrictions?
No: Remove air restriction
and ensure module is
mounted properly. After

Inspect exhaust system for leaks and physical damage. Yes: Replace Selective
Is exhaust system free of leaks and physical damage?
leaking or damaged exhaust
components. Refer to Fault
Facts. After repairs are
5743 FMI 16.

SPN 5743 FMI 19 - SCR Temperature module not detect J1939

Values
Selective Catalyst Reduction (SCR) Aftertreatment Control Module (ACM) Key ON
temperature sensor module not loses J1939 data link communications
detected on J1939 Controller Area with SCR temperature sensor module.
Network (CAN).
Fault Overview
Fault code sets when Aftertreatment Control Module (ACM) loses J1939 Controller Area Network (CAN) data
link communications with Selective Catalyst Reduction (SCR) temperature sensor module during two events.
Lamp Reaction
Associated Faults
None
Fault Facts
If more than one of following sensor modules fail (or set a fault), suspect common power circuit, ground circuit,
or switched ignition relay problem. Following components share power and ground circuits: DOC / DPF
temperature sensor module, SCR temperature sensor module, NH3 sensor module, NOx Out sensor module,
NOx In sensor module, and DEF: TL and DEF: TT sensor module.

Continuous
Possible Causes
• Switched battery circuit short to ground or open
• CAN-AH circuit open or short to ground
• CAN-AL circuit open or short to ground
• Ground circuit open or high resistance

Does EST DTC list show SPN 5743 FMI 19 as active?

code does not return, notify

sensor module.
Tests.
B. Disconnect SCR temperature sensor module connector.
C. Check SCR temperature sensor and connector terminals for

damaged or pinched wires; corroded terminals; loose, bent, or
Are SCR temperature sensor connector, harness, and terminal clean and
undamaged?
Tools Required
Check
Test 1 Setup
A. Key OFF.
B. Connect Breakout Harness 18-648-01 between Selective Catalyst Reduction (SCR) temperature sensor
module and vehicle harness connector.
C. Key ON.
18-648-01 pin-1 and pin-4.
Decision
No: Go to Test 2.
Check
Test 2 Setup
A. Key OFF.
C. Key ON.
Decision
Is voltage B+ ± 0.5 volts? Yes: Repair open or high resistance between Selective
Catalyst Reduction (SCR) temperature sensor module
pin-1 and ground. After repairs are complete, perform
No: Repair open or short to ground between SCR
ignition relay pin-87. After repairs are complete, perform
Check
Test 3 Setup
A. Key OFF.
C. Key ON.
Use DMM to measure voltage between Breakout Harness 1 to 4 volts
Decision
No: Repair open or short to ground between Selective
connector pin-3 and Aftertreatment Control Module (ACM)
connector J2-14. After repairs are complete, perform the
SCR Maintenance Reset Procedure (page 2170) and
Check
Test 4 Setup
A. Key OFF.
C. Key ON.
Decision
No: Repair short to power between Selective Catalyst
Reduction (SCR) temperature sensor module connector
J2-14. After repairs are complete, perform the SCR
SPN 5743 FMI 19.
Check
Test 5 Setup
A. Key OFF.
C. Key ON.
Decision
No: Repair open or short to ground between Selective
Check
Test 6 Setup
A. Key OFF.
C. Key ON.
Decision
No: Repair short to power between Selective Catalyst
Reduction (SCR) temperature sensor module connector
pin-2 and ACM connector J2-15. After repairs are
Figure 783 Test 7 Selective Catalyst Reduction (SCR) Temperature Sensor Module Circuit Resistance
Check
Test 7 Setup
A. Key OFF.
C. Key ON.
Use DMM to measure resistance between Breakout Approximately 60 ohms
Decision
Is resistance greater than 50 ohms? Yes: Replace Selective Catalyst Reduction (SCR)
temperature sensor module. After repairs are complete,
No: Repair short between SCR temperature sensor
module connector pin-2 and pin-3. After repairs are

SCRIT (Selective Catalyst Reduction Intake Temperature) Sensor

Overview of SCRIT Sensor Group
SPN FMI Description

4360 0 SCRIT above Critical Temperature (page 1955)
4360 2 SCRIT signal erratic, intermittent or incorrect (page 1958)
4360 3 SCRIT signal Out of Range HIGH (page 1961)
4360 4 SCRIT signal Out of Range LOW (page 1963)
4360 16 SCRIT above Maximum Temperature (page 1965)
Overview
Selective Catalyst Reduction Intake Temperature (SCRIT) sensor measures exhaust temperature at intake
of Selective Catalyst Reduction (SCR) catalyst. SCR temperature sensor module is a smart device that
communicates with Aftertreatment Control Module (ACM) via Controller Area Network (CAN). SCRIT sensor is
part of SCR temperature sensor module, and is not serviceable individually.
Figure 784 Selective Catalyst Reduction Intake Temperature (SCRIT) Sensor Module Location
SPN 4360 FMI 0 - SCRIT above Critical Temperature

Values
Selective Catalyst Reduction Intake SCRIT > 1472°F (800 °C) Key-On Engine-Running (KOER)
Temperature (SCRIT) continuously
Inactive: SPN 4360 FMI 2, 3, and
above a severe, high threshold.
4 (SCRIT); and SPN 5743 FMI
3, 4 and 11 (SCR).
Fault Overview
Fault code sets when Aftertreatment Control Module (ACM) detects Selective Catalyst Reduction Intake
Temperature (SCRIT) sensor reading is greater than 1472°F (800°C) for more than 20 seconds. Diesel Exhaust
Fluid (DEF) injection into aftertreatment system is disabled and engine can possibly be shut down.
Lamp Reaction
Associated Faults
• SPN 1322-1328 FMI 31 • SPN 3242 FMI 0, 15, and • SPN 3246 FMI 0, 15, and • SPN 4360 FMI 2, 3, and 4
(CYL) 16 (DPFIT) 16 (DPFOT) (SCRIT)
• SPN 4765 FMI 0, 15, and • SPN 5743 FMI 3, 4, 11,
16 (DOCIT) and 16 (SCR)
Fault Facts
This fault will go inactive after SCRIT drops below warning limit, and will likely be inactive when vehicle is in

Continuous
Possible Causes


4360 FMI 0.

Obtain a sample of DEF. Visually inspect for contamination, and use special Yes: Go to Step 3.
tool DEF Refractometer 5025 to test urea concentration of DEF fluid.
Is urea concentration between 30 and 34 percent and Not contaminated?

0.
Step 3 Check for failed Selective Catalytic Reduction (SCR) temperature sensor Decision
module.
Is SCRIT and SCROT difference within 77°F (43°C) of each other?

No: Replace SCR
temperature sensor
4360 FMI 0.

Remove exhaust plumbing from turbocharger outlet. Inspect turbocharger Yes: Go to step 5.
exhaust outlet for oil or fuel in aftertreatment system from engine.
Is turbocharger exhaust outlet free of oil and fuel contamination?

oil leak to exhaust. After
0.
Check for leaking or stuck open Aftertreatment Fuel Pressure Control (AFT: Yes: Go to Step 6.
FEC). Perform KOEO DEF System Leak Test(page 2159).

No: Replace AFT:
FEC. After repairs are
4360 FMI 0.
FPC).
Check for leaking or stuck open AFT: FPC. Perform KOER DSI System Yes: Go to Step 7.
Test(page 2187).
Was correct amount of fuel dispensed?

No: Replace AFT:
4360 FMI 0.

Remove Diesel Oxidation Catalyst (DOC). Inspect DOC. Check DOC face for Yes: Reinstall DOC
soot accumulation, face plugging, or damage. and perform a Parked
Regeneration. After
0.
4360 FMI 0.

SPN 4360 FMI 2- SCRIT signal erratic, intermittent or incorrect

Selective Catalytic Reduction Average temperature difference Ambient Air Temperature ≥ -68°F (-20°C)
Intake Temperature (SCRIT) across SCR > 162°F (90°C) OR
Engine coolant temperature > 140°F (60°C)
is not changing with engine average temperature difference
operating conditions (in-range but across SCR < -162°F (-90°C) [302°F (150°C) < SCRIT < (600°C)
not rational).
SCRIT < 374°F (190°C) OR SCR OR
Outlet Temperature (SCROT) <
302°F (150°C) < SCROT < 302°F (600°C)]
392°F (200°C)
Barometric Pressure (BARO) ≥ 75 kPa
(gauge)
Engine Speed > 200 RPM for 600 seconds
Engine Speed > 800 RPM for 300 seconds
Elapsed time since last active regeneration

> 1,200 sec
250 g/sec < Exhaust flow < 1,000 g/sec
Inactive: SPN 3246 FMI 3 and 4 (DPFOT);

SPN 4360 FMI 3, 4 (SCRIT); SPN 4363 FMI
3, 4 (SCROT); SPN 5742 FMI 3, 4, and 11
(DPF); SPN 5743 FMI 3, 4, and 11 (SCR)
Fault Overview
Fault code sets when Aftertreatment Control Module (ACM) has determined Selective Catalytic Reduction Intake
Temperature (SCRIT) sensor does not match engine operating conditions for more than 5 minutes. Diesel
exhaust fluid (DEF) injection into aftertreatment system is disabled, and engine torque will be reduced if the
engine is operated for an extended period of time with this fault active.
Lamp Reaction
Associated Faults
• SPN 3246 FMI 3 and 4 • SPN 4360 FMI 3 and 4 • SPN 4363 FMI 3 and 4 • SPN 5742 FMI 3, 4, and
(DPFOT) (SCRIT) (SCROT) 11 (DPF)
• SPN 5743 FMI 3, 4, 11,
and 16 (SCR)
Fault Facts
None

Continuous
Possible Causes
• Failed Selective Catalytic Reduction (SCR) temperature sensor module

Using Electronic Service Tool (EST) with ServiceMaxx™ software, check Yes: Replace SCR
Diagnostic Trouble Code list for Associated Faults(page 1958). temperature sensor
4360 FMI 3.
4360 FMI 3.

SPN 4360 FMI 3 - SCRIT Signal Out of Range HIGH

Values
Selective Catalyst Reduction (SCR) SCRIT sensor module supply voltage Key ON
temperature sensor module is ≥ 5 volts
shorted to battery or open circuit in
or
Selective Catalyst Reduction Intake
Temperature (SCRIT) sensor circuit. SCRIT sensor thermocouple
impedance ≥ 10 ohms
Fault Overview
Temperature (SCRIT) sensor circuit is shorted to battery or Open for a period of 16 seconds. Active and parked
regeneration will be disabled, and engine torque will be reduced if engine is operated for an extended period
of time with this fault active.
Lamp Reaction
Associated Faults
SPN 5743 FMI 3, 4, 11, 16

and 19 (SCR)
Fault Facts
None

Continuous
Possible Causes

1961).


Using Electronic Service Tool (EST) with ServiceMaxx™ software, check Diagnostic Yes: Replace SCR
Trouble Code (DTC) list for SPN 4360 FMI 3 (SCRIT). temperature sensor
module. After repairs

SPN 4360 FMI 4 - SCRIT Signal Out of Range LOW

Values
Selective Catalyst Reduction (SCR) SCRIT temperature sensor module Key ON
temperature sensor module is shorted supply voltage ≤ 1 volt
to ground in the Selective Catalyst
Reduction Intake Temperature
(SCRIT) sensor circuit.
Fault Overview
Temperature (SCRIT) sensor signal voltage is less than 1 volt for a period of 16 seconds. Active and parked
regeneration will be disabled and engine torque reduced if the engine is operated for an extended period of
time with this fault active.
Lamp Reaction
Associated Faults
SPN 5743 FMI 3, 4, 11, and

16 (SCR)
Fault Facts
None

Continuous
Possible Causes

1963).


Using Electronic Service Tool (EST) with ServiceMaxx™ software, check Diagnostic Yes: Replace SCR
Trouble Code (DTC) list for SPN 4360 FMI 4 (SCRIT). temperature sensor
module. After repairs

SPN 4360 FMI 16 - SCRIT above Maximum Temperature

Values
Selective Catalyst Reduction SCRIT > 1472°F (800°C) Inactive: SPN 4360 FMI 2, 3,
(SCR) Intake Temperature (SCRIT) and 4 (SCRIT); SPN 5743 FMI
continuously above a maximum 3, 4 and 11 (SCR).
temperature.
Fault Overview
Fault code sets when Aftertreatment Control Module (ACM) detects Selective Catalyst Reduction (SCR) Intake
Temperature (SCRIT) reading is greater than 1472°F (800°C) for more than 20 seconds. Engine may shut down
and Diesel Exhaust Fluid (DEF) injection into aftertreatment system is disabled.
Lamp Reaction
Associated Faults
(CYL) 16 (DPFIT) 16 (DPFOT) (SCRIT)
Fault Fact
This fault will go inactive after SCRIT drops below warning limit, and will likely be inactive when vehicle is in

Continuous
Possible Causes


4360 FMI 16.

Obtain a sample of DEF. Visually inspect for contamination, and use special tool DEF Yes: Go to Step 3.

16.
module.

No: Replace SCR
temperature sensor
4360 FMI 16.


16.

No: Replace AFT:
4360 FMI 16.
FPC).

No: Replace AFT:
4360 FMI 16.

Regeneration. After
16.
4360 FMI 16.

SCROT (Selective Catalyst Reduction Outlet Temperature) Sensor

Overview of SCROT Sensor Group
SPN FMI Description

4363 0 SCROT above Critical Temperature (page 1969)
4363 2 SCROT signal erratic, intermittent or incorrect (page 1972)
4363 3 SCROT signal Out of Range HIGH (page 1974)
4363 4 SCROT signal Out of Range LOW (page 1976)
Overview
Selective Catalyst Reduction Outlet Temperature (SCROT) measures exhaust temperature at outlet of
Selective Catalyst Reduction (SCR). SCR temperature sensor module is a smart device that communicates
with Aftertreatment Control Module (ACM) via Controller Area Network (CAN). SCROT sensor is part of SCR
temperature sensor module, and is not serviceable individually.
Figure 785 Selective Catalyst Reduction (SCR) Temperature Sensor Module Location
SPN 4363 FMI 0 - SCROT above Critical Temperature

Values
Aftertreatment Selective Catalyst SCROT > 1472°F (800°C) for Key-On Engine-Running (KOER).
Reduction Outlet Temperature more than 20 seconds.
(SCROT) continuously above a
severe, high threshold.
Fault Overview
Fault code sets when Aftertreatment Control Module (ACM) detects aftertreatment Selective Catalyst Reduction
Outlet Temperature (SCROT) sensor reading is greater than 1472°F (800°C) for more than 20 seconds. Diesel
Exhaust Fluid (DEF) injection into aftertreatment system is disabled and engine can be shut down.
Lamp Reaction
Associated Faults
(CYL) 16 (DPFIT) 16 (DPFOT) (SCROT)
Fault Facts
This fault will go inactive after SCROT drops below warning limit, and will likely be inactive when vehicle is in

Continuous
Possible Causes


4363 FMI 0.

Obtain a sample of DEF. Visually inspect for contamination, and use special tool DEF Yes: Go to Step 3.

0.
module.

No: Replace SCR
temperature sensor
4363 FMI 0.


0.

No: Replace AFT:
4363 FMI 0.
FPC).

No: Replace AFT:
4363 FMI 0.

Regeneration. After
0.
4363 FMI 0.

SPN 4363 FMI 2 - SCROT signal erratic, intermittent or incorrect

Selective Catalytic Reduction Average of temperature difference Key ON
Outlet Temperature (SCROT) across SCR catalyst > 162°F
is not changing with engine (72°C).
operating conditions (in-range but 302°F (150°C) < SCR intake temperature <
OR
not rational). 1112°F (600°C)
average of temperature difference
OR
across SCR catalyst < -162°F
(-108°C) 302°F (150°C) < SCR outlet temperature <
1112°F (600°C)
-162°F (-72°C) < average of (DPF
outlet temperature - SCR intake Elapsed time since last active regeneration
temperature) < 162°F (72°C). > 1200 seconds
Inactive: SPN 4360 FMI 3 and 4 (SCRIT);

SPN 4363 FMI 3 and 4 (SCROT); and SPN
5743 FMI 3, 4, and 11 (SCR temp sensor
module
Fault Overview
Fault code sets when Aftertreatment Control Module (ACM) detects Selective Catalyst Reduction Outlet
Temperature (SCROT) sensor does not match engine operating conditions for more than 5 minutes. A default
value for SCROT is used and Diesel Exhaust Fluid (DEF) injection into aftertreatment system is disabled.
Engine torque will be reduced if engine is operated for an extended period of time with this fault active.
Lamp Reaction
Associated Faults
• SPN 4360 FMI 3 and 4 • SPN 4363 FMI 3 and 4 • SPN 5743 FMI 3, 4, 11,
(SCRIT) (SCROT) and 16 (SCR)
Fault Facts
None

Continuous
Possible Causes
• Failed Selective Catalyst Reduction (SCR) Temperature Sensor Module

Using Electronic Service Tool (EST) with ServiceMaxx™ software, check Diagnostic Trouble Yes: Replace SCR
Code (DTC) list for Associated Faults(page 1972). temperature sensor
4363 FMI 2.
4363 FMI 2.
End Pin-Point Tests

made. Notify supervisor for further action.
SPN 4363 FMI 3 - SCROT signal Out of Range HIGH

Selective Catalyst Reduction (SCR) SCROT sensor input voltage ≥ 5 volts Key ON
temperature sensor module is shorted or SCROT sensor resistance ≥ 10
to battery or open circuit in SCR Outlet ohms
Temperature (SCROT) sensor circuit.
Fault Overview
Fault code sets when Aftertreatment Control Module (ACM) detects Selective Catalyst Reduction Outlet
Temperature (SCROT) sensor circuit is shorted to battery or open for 16 seconds. Active and parked
regeneration will be disabled and engine torque reduced. Engine torque will be severely reduced and vehicle
speed will be limited after extended engine operation with this fault code active.
Lamp Reaction
Associated Faults
SPN 5743 FMI 3, 4, 11, 16

(SCR)
Fault Facts
None

Continuous
Possible Causes

FMI 3.
FMI 3.

SPN 4363 FMI 4 - SCROT signal Out of Range LOW

Selective Catalyst Reduction (SCR) SCROT input voltage ≤ 1 volt Key ON
temperature sensor module is
shorted to ground in the SCR Outlet
Temperature (SCROT) sensor circuit.
Fault Overview
Fault code sets when Aftertreatment Control Module (ACM) has detected an internal circuit error in Selective
Catalyst Reduction (SCR) temperature sensor module, and SCR Outlet Temperature (SCROT) sensor signal
voltage is less than 1 volt for 16 seconds. Active and parked regeneration will be disabled and engine torque
reduced if engine is operated for an extended period of time with this fault active.
Lamp Reaction
Associated Faults
SPN 5743 FMI 3, 4, 11, 16

(SCR)
Fault Facts
None

Continuous
Possible Causes

FMI 4.
FMI 4.

TC2CIT (Turbocharger 2 Compressor Intake Temperature)

Overview of TC2CIT Sensor Group
SPN FMI Description

1173 2 TC2CIT signal erratic, intermittent, or incorrect (page 1979)
1173 3 TC2CIT signal Out of Range HIGH (page 1985)
1173 4 TC2CIT signal Out of Range LOW (page 1991)
1173 16 TC2CIT signal above desired (Low Pressure CAC Interstage under cooling) (page 1995)
Overview
Turbocharger 2 Compressor Intake Temperature (TC2CIT) sensor provides feedback signal to Engine Control
Module (ECM) indicating temperature of charge air leaving compressor of high-pressure turbocharger.
Figure 786 Turbocharger 2 Compressor Intake Temperature (TC2CIT) Sensor Location

1. TC2CIT sensor
SPN 1173 FMI 2 - TC2CIT signal erratic, intermittent, or incorrect

Values
Turbocharger 2 Compressor Inlet Difference between TC2CIT and other Key ON
Temperature (TC2CIT) does not temperature sensors > 59°F (15°C)
agree with other sensors
(ECT1) ≥ -40°F (-40°C)
ECT1, CACOT, IMT, IAT, and EOT are

Fault Overview
Fault code sets when Engine Control Module (ECM) detects that difference between Turbocharger 2 Compressor
Inlet Temperature (TC2CIT) sensor reading and other temperature sensor reading is greater than 59°F (15°C).
Lamp Reaction
Associated Faults

(CACOT)
Fault Facts
None

Possible Causes
• High resistance in TC2CIT circuit
• Failed TC2CIT sensor


1173 FMI 2.


Step 3 Inspect connections at Turbocharger 2 Compressor Intake Temperature Decision

(TC2CIT) connector.
Test .
B. Disconnect TC2CIT connector.
C. Check TC2CIT and connector terminals for: damaged or pinched wires; moisture or
Are TC2CIT connector, harness, and terminals clean and undamaged?

SPN 1173 FMI 2.
Figure 787 Turbocharger 2 Compressor Inlet Temperature (TC2CIT) Sensor Circuit Diagram
Tools Required
Figure 788 Test 1 TC2CIT Signal Circuit Check
Test 1 Setup
A. Key OFF.
B. Disconnect Turbocharger 2 Compressor Inlet Temperature (TC2CIT) sensor.
C. Connect Breakout Harness ZTSE4993 to vehicle harness connector and leave TC2CIT sensor disconnected.
Using EST with ServiceMaxx™ software, monitor 307.7 ± 10°F (153.2 ± -12.2°C)
turbocharger compressor inlet temperature.
Decision
Is temperature 307.7 ± 10°F (153.2 ± -12.2°C)? Yes: Replace TC2CIT sensor. After repairs are complete,
No: Go to Test 2.
Figure 789 Test 2 TC2CIT Signal Circuit Check
Test 2 Setup
A. Key OFF.
B. Disconnect Turbocharger 2 Compressor Inlet Temperature (TC2CIT) sensor.
C. Connect Breakout Harness ZTSE4993 to vehicle harness connector and leave TC2CIT sensor disconnected.
Using EST with ServiceMaxx™ software, monitor 307.7 ± 10°F (153.2 ± -12.2°C)
turbocharger compressor inlet temperature.
Decision
Is temperature 307.7 ± 10°F (153.2 ± -12.2°C)? Yes: Replace SIG GND circuit between TC2CIT pin-1 and
1173 FMI 2.
No: Replace SIG circuit between TC2CIT pin-2 and ECM
FMI 2.

SPN 1173 FMI 3 - TC2CIT Signal Out of Range HIGH

Turbocharger 2 Compressor Intake TC2CIT sensor voltage > 4.805 volts Key ON
Temperature (TC2CIT) sensor signal {< -49°F (-45°C)}
reading is greater than expected
Fault Overview
Fault Code sets when Engine Control Module (ECM) detects that Turbocharger 2 Compressor Intake
Temperature (TC2CIT) signal is greater than 4.8 volts.
Lamp Reaction
Associated Faults
None
Fault Facts
None

Continuous
Possible Causes
• TC2CIT circuit Open
• TC2CIT circuit short to PWR
• Failed TC2CIT sensor



(TC2CIT) sensor.
.
B. Disconnect TC2CIT sensor connector.
C. Check TC2CIT sensor and connector terminals for damaged or pinched wires;
Are TC2CIT sensor, connector, harness, and terminals clean and undamaged?
1173 FMI 3.
Figure 790 Turbocharger 2 Compressor Intake Temperature (TC2CIT) Sensor Circuit Diagram
NOTE: See latest version of Navistar® N9 and N10 Engine and Aftertreatment Wiring Schematic Form
0000003481 for additional circuit information.
Tools Required
• Breakout Harness Banana Plug ZTSE4498
Figure 791 Test 1 TC2CIT Circuit Voltage Check
Test 1 Setup
A. Key OFF.
B. Connect Breakout Harness ZTSE4993 to vehicle harness connector and leave Turbocharger 2 Compressor
Intake Temperature (TC2CIT) sensor disconnected.
C. Key ON.
Using Digital Multimeter (DMM), measure voltage between Less than 6 volts
Breakout Harness ZTSE4993 pin-2 and ground.
Decision
Is voltage greater than 6 volts? Yes: Repair short to PWR between TC2CIT pin-2 and
No: Go to Test 2.
Figure 792 Test 2 TC2CIT Sensor Circuit Check
Test 2 Setup
A. Key OFF.
B. Connect Breakout Harness ZTSE4993 to vehicle harness and leave TC2CIT sensor disconnected.
Using EST with ServiceMaxx™, clear DTC list. SPN 1173 FMI 4 sets
Decision
Does SPN 1173 FMI 4 set after DTC list is cleared? Yes: Replace TC2CIT sensor. After repairs are complete,
No: Go to Test 3.
Figure 793 Test 3 TC2CIT Sensor Circuit Check
Test 3 Setup
A. Key OFF.
B. Connect Breakout Harness ZTSE4993 to vehicle harness and leave TC2CIT sensor disconnected.
C. Using Breakout Harness ZTSE4498, short Breakout Harness ZTSE4993 pin-2 to ground.
Using EST with ServiceMaxx™, clear DTC list. SPN 1173 FMI 4 sets
Decision
Does SPN 1173 FMI 4 set after DTC list is cleared? Yes: Repair Open between TC2CIT pin-1 and ECM pin
3.
No: Repair Open between TC2CIT pin-2 and ECM pin
3.

SPN 1173 FMI 4 - TC2CIT Signal Out of Range LOW
Condition/Description Setting Criteria Enable Conditions/ Values

Turbocharger 2 Compressor Intake TC2CIT sensor reading < 0.195 volts Key ON
Temperature (TC2CIT) signal reading (> 397°F [203°C])
is lower than expected.
Fault Overview
Fault code sets when Engine Control Module (ECM) detects Turbocharger 2 Compressor Intake Temperature
(TC2CIT) signal is less than 0.195 volts.
Lamp Reaction
Associated Faults
None
Fault Facts
None

Key ON
Possible Causes
• Turbocharger 2 Compressor Intake Temperature (TC2CIT) circuit short to GND
• Failed TC2CIT



(TC2CIT) sensor.
.
B. Disconnect TC2CIT sensor connector.
C. Check TC2CIT sensor and connector terminals for damaged or pinched wires;
Are TC2CIT sensor, connector, harness, and terminals clean and undamaged?
1173 FMI 4.
Figure 794 Turbocharger 2 Compressor Intake Temperature (TC2CIT) Sensor Circuit Diagram
Tools Required
• Interface Cable (RP1210B-compliant supporting, J1939 and J1708)
Test 1 Setup
A. Key OFF.
B. Disconnect Turbocharger 2 Compressor Intake Temperature (TC2CIT) sensor.
D. Key ON. Log in to Servicemaxx™ software.
Using EST with ServiceMaxx™software, clear DTC list. SPN 1173 FMI 3 sets in DTC list
Decision
Does SPN 1173 FMI 3 set in DTC list? Yes: Replace TC2CIT sensor. After repairs are complete,
No: Repair short to GND between TC2CIT pin-2 and

SPN 1173 FMI 16 - TC2CIT signal above desired (Low Pressure CAC Interstage under cooling)

Values
Low pressure charge air cooler Turbocharger # 2 Compressor Particulate Filter Regeneration
effectiveness Inlet temperature value MINUS NOT Active
Engine Inlet Air temperature value
SCR Warm-up Not Active
> Threshold defined by Speed/Torque
table (Table A001) * Mass Air Flow Barometric Pressure ≥ 10.7 psi (73.5
modifier table (Table A002) * Coolant kPa) AND ≤ 14.9 psi (103 kPa)
Temperature modifier table (Table
A003) * Inlet Air Temperature modifier
table (Table A004) * Atmospheric End Of Line Testing NOT Active
Pressure modifier table (Table A005)

change of state has occurred]

Cut OFF mode)
Battery Voltage ≥ 9 Volts AND

≤ 16 Volts

position ( Key ON)

(20°C) AND < 219°F (104°C)
Monitor Enabled based on

Monitor Enabled based on Engine Air

Inlet Temperature (Table A007)
102/3, 102/4, 102/7, 102/16, 105/2,

105/3, 105/4, 108/3, 108/4, 110/2,
110/3, 110/4, 132/3, 132/4, 172/2,
172/3, 172/4, 191/3, 191/4, 651/4,
651/5, 652/4, 652/5, 653/4, 653/5,
654/4, 654/5, 655/4, 655/5, 656/4,
656/5, 1173/2 are NOT active
Fault Overview
Lamp Reaction
Associated Faults
None
Fault Facts
None

Continuous
Possible Causes

TC2WG (Turbocharger 2 Wastegate Position)

Overview of TC2WG Group
SPN FMI Description

1189 3 TC2WC short to PWR (page 1998)
1189 4 TC2WC Open or short to GND (page 2002)
Overview
Engine Control Module (ECM) commands Turbocharger 2 Wastegate Position (TC2WG) to control turbocharger
pneumatic actuator.
SPN 1189 FMI 3 - TC2WC short to PWR

Values
Turbocharger 2 Wastegate (TC2WG) Current through TC2WG circuit > 1 Engine Turbocharger 2 Wastegate
shorted to power (PWR). amp for 20 microseconds, or > 2 amp Drive position command (PWM
for 2 microseconds frequency) for short circuit to battery
detection ≥ 0.003 %
Battery power ≥ 9 volts
Fault Overview
Fault code sets when Electronic Control Module (ECM) determines that Turbocharger 2 Wastegate Position
(TC2WG) circuit is shorted to a power source for 25.5 seconds. TC2WG circuit current is greater than 1 amp
for 20 microseconds or greater than 2 amps for 2 microseconds.
Lamp Reaction
Associated Faults
None
Fault Facts
None

Key ON
Possible Causes
• TC2WG ground side switch circuit short to PWR
• Failed Turbocharger 2 Wastegate (TC2WG) valve


Step 2 Inspect connections at Turbocharger 2 Wastegate Position (TC2WG) connector. Decision

Test .
C. Check TC2WG and connector terminals for: damaged or pinched wires; corroded

SPN 1189 FMI 3.
Figure 796 TC2WG Circuit Diagram
Tools Required
• Breakout Harness (TC2WG) ZTSE4831
Figure 797 Test 1 Turbocharger 2 Wastegate Position (TC2WG) Actuator Valve Voltage Check
Test 1 Setup
A. Key OFF.
B. Connect Breakout Harness ZTSE4831 to vehicle harness and leave Turbocharger 2 Wastegate (TC2WG)
actuator valve disconnected.
Decision
Is voltage B+ ± 0.5 volts? Yes: Repair short to PWR between TC2WG pin-2 and
No: Replace TC2WG Actuator valve. After repairs are

SPN 1189 FMI 4 - TC2WC Open or short to GND

Values
Turbocharger 2 Wastegate (TC2WG) Voltage at power stage output < 2.175 Key ON
circuit shorted to ground or open volts
Battery power ≥ 9 volts
circuit.
Voltage at power stage output > 2.9
Turbocharger 2 Wastegate (TC2WG)
volts and < 3.2 volts
drive position command (PWM
frequency) for short circuit to ground
detection {Calibrated out} ≤ 99.5 %
TC2WG drive position command

(PWM frequency) for open loop
detection ≥ 0.003 %
Fault Overview
Fault code sets when Engine Control Module (ECM) determines that Turbocharger 2 Wastegate Position
(TC2WG) circuit is shorted to ground or open.
Lamp Reaction
Associated Faults
None
Fault Facts
None

Key ON
Possible Causes
• Turbocharger 2 Wastegate Position (TC2WG) ground side switch circuit open
• TC2WG ground side switch circuit shorted to GND
• ACT PWR circuit Open
• Failed TC2WG


Step 2 Inspect connections at Turbocharger 2 Wastegate Position (TC2WG) connector. Decision

Test .
C. Check TC2WG and connector terminals for: damaged or pinched wires; corroded

SPN 1189 FMI 4.
Figure 798 Turbocharger 2 Wastegate (TC2WG) Circuit Diagram
Tools Required
• TC2WG Breakout Harness ZTSE4831
Figure 799 Test 1 Turbocharger 2 Wastegate Position (TC2WG) Voltage Check
Test 1 Setup
A. Key OFF.
B. Connect Breakout Harness ZTSE4831 to vehicle harness and leave Turbocharger 2 Wastegate (TC2WG)
disconnected.
Use DMM to measure voltage between Breakout Harness B+ ± 0.5 volt
Decision
Is voltage B+ ± 0.5 volt? Yes: Go to Test 2.
No: Repair Open circuit between TC2WG pin-1 and ACT
PWR Relay pin-87. After repairs are complete, retest for
SPN 1189 FMI 4.
Test 2 Setup
A. Key OFF.
B. Connect Breakout Harness ZTSE4831 to vehicle harness and leave Turbocharger 2 Wastegate Position
(TC2WG) disconnected.
C. KOEO.
Use DMM to measure voltage between Breakout Harness less than 0.5 volts
Decision
No: Replace TC2WG actuator valve. After repairs are
Test 3 Setup
A. Key OFF.
B. Connect Breakout Harness ZTSE4831 to vehicle harness and leave Turbocharger 2 Wastegate Position
(TC2WG) disconnected.
C. KOEO.
Use DMM to measure voltage between Breakout Harness ± 0.5 volt of battery voltage
Decision
Is voltage within 0.5 volt of battery voltage? Yes: Repair short to GND between TC2WG pin-2 and
1189 FMI 4.
No: Repair Open between TC2WG pin-2 and ECM pin
4.

TOSS (Transmission Output Shaft Speed) Sensor

Overview of TOSS Sensor Group
SPN FMI Description

191 3 TOSS/VSS signal out of range HIGH (page 2010)
191 4 TOSS/VSS signal out of range LOW (page 2014)
191 5 TOSS/VSS Open Circuit fault (page 2018)
191 14 TOSS/VSS Error invalid signal (page 2018)
Overview
Transmission tail shaft speed is detected by a magnetic pickup mounted on the transmission that senses rotation
of a 16 toothed gear installed on rear of the transmission. Alternating Current (AC) sine wave signal is received
by Engine Control Module (ECM) and is utilized along with tire size and axle ratio, to calculate vehicle speed.
Calculated vehicle speed is transmitted to the instrument cluster through Drive Train Data Link to operate the
speedometer within the instrument cluster. Calculated vehicle speed is also utilized in control strategies that
control features such as Cruise Control, PTO operation and Road Speed Limiting.
Figure 802 TOSS / VSS Location (Typical)

SPN 191 FMI 3 - TOSS/VSS signal out of range HIGH

Transmission Output Shaft Speed Transmission sensor voltage Key ON
signal Out of Range High (VSS +) > 4.492 Volts
[Vehicle speed sensor signal frequency
OR Transmission sensor voltage ≤ 0.2 Hz
(VSS -) > 4.492 Volts
for] ≥ 0.5 seconds
Manual Transmission Selected (Manual

Isochronous and non-Isochronous:
Allison AT/MT)
Fault Overview
Speed Sensor (TOSS/VSS) signal is out of range high.
Lamp Reaction
Associated Faults
None
Fault Facts
None

Continuous
Possible Causes
• TOSS-H Short to B+
• TOSS-L Short to B+
Step 1 Transmission Output Shaft Speed / Vehicle Speed Sensor (TOSS/VSS) sensor Decision
and connector inspection
Tests.
Are TOSS/VSS sensor connector, harness, and terminals clean and undamaged?
SPN 191 FMI 3.

information.
Tools Required
Test 1 Setup
A. Key OFF.
D. Key ON.
Use DMM to measure voltage between TOSS/VSS vehicle Less than 1.7 volts
harness pin-1 and known good GND.
Decision
Is voltage Less than 1.7 volts? Yes: Repair short to B+ in TOSS-L circuit. After repairs are
No: Repair short to B+ in TOSS-H circuit. After repairs are

SPN 191 FMI 4 - TOSS/VSS signal out of range LOW

Transmission Output Shaft Speed Transmission sensor voltage Key ON
signal Out of Range Low (VSS +) > 4.492 Volts
OR Transmission sensor voltage ≤ 0.2 Hz
(VSS -) < 0.488 Volts
for] ≥ 0.5 seconds
Manual Transmission Selected (Manual

Isochronous and non-Isochronous:
Allison AT/MT)
Fault Overview
Speed Sensor (TOSS/VSS) signal is out of range low.
Lamp Reaction
Associated Faults
None
Fault Facts
None

Continuous
Possible Causes
• TOSS-H Short to GND
• TOSS-L Short to GND
Tests.
SPN 191 FMI 4.

information.
Tools Required
Test 1 Setup
A. Key OFF.
D. Key ON.
Use DMM to measure voltage between TOSS/VSS vehicle Less than 1.2 volts
Decision
Is voltage Less than 1.2 volts? Yes: Repair short to GND in TOSS-L circuit. After repairs
No: Repair short to GND in TOSS-H circuit. After repairs

SPN 191 FMI 5 - TOSS/VSS Open Circuit fault

Transmission Output Shaft Transmission sensor voltage (VSS Key ON
Speed Open Circuit +) > 1.211 Volts AND < 1.699 Volts
≤ 0.2 Hz
AND for] ≥ 0.5 seconds
Auto Transmission Selected (Allison,

Eaton, DANA transmission selected)
Fault Overview
Speed Sensor (TOSS/VSS) has an open circuit.
Lamp Reaction
Associated Faults
None
Fault Facts
None

Continuous
Possible Causes
• TOSS-H circuit open
• TOSS-L circuit open
• Failed TOSS/VSS sensor
Tests.
SPN 191 FMI 5.

information.
Tools Required
Test 1 Setup
A. Key OFF.
D. Key ON.
Use DMM to measure voltage between TOSS/VSS vehicle 1.2 to 1.7 volts
Decision
Is voltage between 1.2 and 1.7 volts? Yes: Go to Test 2.
No: Repair open in TOSS-H circuit. After repairs are
Test 2 Setup
A. Key OFF.
D. Key ON.
Use DMM to measure voltage between TOSS/VSS vehicle 1.2 to 1.7 volts
Decision
Is voltage between 1.2 and 1.7 volts? Yes: Replace TOSS/VSS sensor. After repairs are
No: Repair open in TOSS-H circuit. After repairs are

SPN 191 FMI 14 - TOSS/VSS Error invalid signal

Invalid vehicle speed value Output shaft speed as indicated Key ON
received from Transmission Output by Transmission Output Shaft
Shaft Speed sensor Speed sensor > 8032 RPM AND
< 8159.875 RPM
Fault Overview
Fault code sets when Electronic Control Module (ECM) detects an invalid vehicle speed value from Transmission
Output Shaft Speed sensor.
Lamp Reaction
Associated Faults
None
Fault Facts
None

Continuous
Possible Causes
•
VREF (Voltage Reference)

Overview of VREF Sensor Group
SPN FMI Description

3509 3 VREF 1 voltage above maximum (page 2026)
3509 4 VREF 1 voltage below minimum (page 2034)
Overview
Reference voltage (VREF) is a 5 volt reference supplied by Engine Control Module (ECM) to operate engine
sensors.
SPN 3509 FMI 3 - VREF 1 voltage above maximum

Sensor supply voltage 1 above Sensor supply voltage 1 (VCC_1) Key ON
maximum > 5.498 Volts
Fault Overview
Fault sets when Engine Control Module (ECM) detects VREF 1 sensor supply voltage is greater than 5.498 volts.
Lamp Reaction
Associated Faults
None
Fault Facts
None

Continuous
Possible Causes
• Short to PWR in engine harness
• Short to PWR in UVC harness (if equipped with ECB)
• Short to PWR in ETV
• Short to PWR in EBPC


information.
Tools Required
Figure 804 Test 1 Exhaust Back Pressure (EBP) Circuit Voltage Check
Test 1 Setup
A. Key OFF.
B. Disconnect Exhaust Back Pressure (EBP) sensor connector.
C. Connect breakout harness ZTSE4850 to vehicle harness and reconnect EBP sensor connector.
D. Key ON.
Test 1 Measure VREF voltage on EBP sensor. Decision

Use DMM to measure voltage between Breakout Harness ZTSE4850 pin-2 and known Yes: Go to Test 2.
good GND.
Is voltage greater than 5.5 volts? No: Go to Intermittent or
Test 2 Setup
A. Key OFF.
B. Disconnect Engine Control Module (ECM) 36-pin driver connector.
C. Disconnect Exhaust Back Pressure (EBP) sensor connector.
D. Connect breakout harness ZTSE4850 to vehicle harness, reconnect EBP sensor connector, and leave ECM
36-pin connector disconnected.
E. Key ON.
Test 2 Measure VREF voltage on EBP sensor with ECM disconnected. Decision
good GND.
Is voltage greater than 5.5 volts? No: Go to Test 3.
Figure 806 Test 3 Under Valve Connector (UVC) Circuit Voltage Check
Test 3 Setup
A. Key OFF.
B. Reconnect Engine Control Module (ECM) 36-pin driver connector.
C. Disconnect Under Valve Connector (UVC) connector.
D. Connect breakout harness ZTSE4952 to vehicle harness and leave UVC connector disconnected.
E. Key ON.
Test 3 Measure VREF voltage on UVC. Decision

Use DMM to measure voltage between Breakout Harness ZTSE4952 pin-8 and known Yes: Repair engine
good GND. harness for a Short
between ECM pin D-13
and PWR. After repairs
SPN 3509 FMI 3.
Is voltage greater than 5.5 volts? No: Repair UVC harness
for a Short between pin-5
and pin-8 OR pin-5 and
3509 FMI 3.
Test 4 Setup
A. Key OFF.
B. Disconnect Turbocharger 1 Turbine Outlet Pressure (TC1TOP) connector.
C. Connect breakout harness ZTSE4850 to vehicle harness and leave TC1TOP connector disconnected.
D. Key ON.
Test 4 Measure VREF voltage on TC1TOP sensor. Decision

Use DMM to measure voltage between Breakout Harness ZTSE4850 pin-2 and known Yes: Replace TC1TOP
good GND. sensor. After repairs are
3509 FMI 3.
Is voltage greater than 5.5 volts? No: Go to Test 5.
Test 5 Setup
A. Key OFF.
B. Disconnect Engine Throttle Valve Position (ETP) connector. Reconnect Turbocharger 1 Turbine Outlet
Pressure (TC1TOP) connector.
D. Connect breakout harness ZTSE4850 to vehicle harness, reconnect EBP sensor connector, and leave ETP
connector disconnected.
E. Key ON.
Test 5 Measure VREF voltage on TC1TOP sensor. Decision

Use DMM to measure voltage between Breakout Harness ZTSE4850 pin-2 and known Yes: Replace ETP
good GND. sensor. After repairs are
3509 FMI 3.
Is voltage greater than 5.5 volts? No: Repair Short to PWR
in engine harness to pin
E-35. After repairs are
3509 FMI 3.

SPN 3509 FMI 4 - VREF 1 voltage below minimum

Sensor supply Voltage 1 below Sensor supply voltage 1 (VCC_1) Key ON
minimum < 4.502 Volts
Fault Overview
Fault sets when Engine Control Module (ECM) senses VREF 1 sensor supply voltage is less than 4.502 volts.
Lamp Reaction
Associated Faults
None
Fault Facts
Wiring harness routing to all sensors are very important. Make sure that wiring harnesses are routed properly
to avoid contact with serpentine belt or pulleys.

Continuous
Possible Causes
• Short to GND in engine harness
• Short to GND in UVC harness
• Defective ETV
• Defective EBPC
• Defective: EOP, IMP, EBP, FDP, ICP, or BCP (optional) sensors


information.
Tools Required

Test 1 Setup
A. Key OFF.
B. Disconnect Exhaust Back Pressure (EBP) sensor connector.
C. Connect breakout harness ZTSE4850 to vehicle harness and reconnect EBP sensor connector.
D. Key ON.
Test 1 Measure VREF voltage for EBP sensor. Decision

good GND.
Is voltage less than 4.5 volts? No: Go to Intermittent or
Test 2 Setup
A. Key OFF.
B. Disconnect Engine Control Module (ECM) 36-pin driver connector.
D. Connect breakout harness ZTSE4850 to vehicle harness and reconnect EBP sensor connector.
E. Key ON.
Test 2 Measure VREF voltage for EBP sensor with ECM disconnected. Decision
good GND.
Is voltage less than 4.5 volts? No: Go to Test 3.
Test 3 Setup
A. Key OFF.
B. Reconnect Engine Control Module (ECM) 36-pin driver connector.
E. Key ON.
Test 3 Measure VREF voltage for UVC. Decision

Use DMM to measure voltage between Breakout Harness ZTSE4952 pin-8 and known Yes: Repair engine
good GND. harness for a Short
between ECM pin D-13
and GND. After repairs
SPN 3509 FMI 4.
Is voltage less than 4.5 volts? No: Go to Test 4.
Test 4 Setup
A. Key OFF.
E. Disconnect Injection Control Pressure (ICP) connector.
F. Key ON.
Test 4 Measure VREF voltage for UVC with ICP disconnected. Decision
Use DMM to measure voltage between Breakout Harness ZTSE4952 pin-8 and known Yes: Go to Step 5.
good GND.
Is voltage less than 4.5 volts? No: Replace ICP
SPN 3509 FMI 4.
Test 5 Setup
A. Key OFF.
E. Reconnect Injection Control Pressure (ICP) connector. Disconnect Brake Control Pressure (BCP) connector.
F. Key ON.
Test 5 Measure VREF voltage for UVC with BCP disconnected. Decision
Use DMM to measure voltage between Breakout Harness ZTSE4952 pin-8 and known Yes: Repair UVC
good GND. harness. After repairs
SPN 3509 FMI 4.
Is voltage less than 4.5 volts? No: Replace BCP
3509 FMI 4.
Test 6 Setup
A. Key OFF.
B. Reconnect Brake Control Pressure (BCP) connector. Replace valve cover.
C. Disconnect Turbocharger 1 Turbine Outlet Pressure (TC1TOP) connector.
D. Disconnect Exhaust Back Pressure (EBP) sensor connector.
E. Connect breakout harness ZTSE4850 to vehicle harness, reconnect EBP sensor connector, and leave
TC1TOP disconnected.
F. Key ON.
Test 6 Measure VREF voltage for TC1TOP sensor. Decision

good GND.
Is voltage less than 4.5 volts? No: Replace TC1TOP
3509 FMI 4.
Test 7 Setup
A. Key OFF.
B. Disconnect Engine Throttle Valve Position (ETP) connector. Reconnect Turbocharger 1 Turbine Outlet
Pressure (TC1TOP) connector.
D. Connect breakout harness ZTSE4850 to vehicle harness, reconnect EBP sensor connector, and leave ETP
disconnected.
E. Key ON.
Test 7 Measure VREF voltage for ETP sensor. Decision

good GND.
Is voltage less than 4.5 volts? No: Replace ETP
SPN 3509 FMI 4.
Test 8 Setup
A. Key OFF.
B. Disconnect Fuel Delivery Pressure (FDP) connector. Reconnect Engine Throttle Valve Position (ETP)
connector.
D. Connect breakout harness ZTSE4850 to vehicle harness, reconnect EBP sensor connector, and leave FDP
disconnected.
E. Key ON.
Test 8 Measure VREF voltage for FDP sensor. Decision

good GND.
Is voltage less than 4.5 volts? No: Replace FDP
SPN 3509 FMI 4.
Test 9 Setup
A. Key OFF.
B. Disconnect Engine Oil Pressure (EOP) connector. Reconnect Fuel Delivery Pressure (FDP) connector.
D. Connect breakout harness ZTSE4850 to vehicle harness, reconnect EBP sensor connector, and leave EOP
disconnected.
E. Key ON.
Test 9 Measure VREF voltage for EOP sensor. Decision

good GND.
Is voltage less than 4.5 volts? No: Replace EOP
3509 FMI 4.
Test 10 Setup
A. Key OFF.
B. Disconnect Intake Manifold Pressure (IMP) connector. Reconnect Engine Oil Pressure (EOP) connector.
D. Connect breakout harness ZTSE4850 to vehicle harness, reconnect EBP sensor connector, and leave IMP
disconnected.
E. Key ON.
Test 10 Measure VREF voltage for IMP sensor. Decision

good GND.
Is voltage less than 4.5 volts? No: Replace IMP
SPN 3509 FMI 4.
Test 11 Setup
A. Key OFF.
B. Disconnect Exhaust Back Pressure (EBP) sensor connector. Reconnect Intake Manifold Pressure (IMP)
connector.
C. Connect breakout harness ZTSE4850 to vehicle harness and leave EBP sensor disconnected.
D. Key ON.
Test 11 Measure VREF voltage for EBP sensor. Decision

Use DMM to measure voltage between Breakout Harness ZTSE4850 pin-2 and known Yes: Repair short to
good GND. GND in engine harness
to Pin E-35. After repairs
SPN 3509 FMI 4.
Is voltage less than 4.5 volts? No: Replace EBP
SPN 3509 FMI 4.


Fault Overview
Fault sets when Engine Control Module (ECM) senses VREF 2 sensor supply voltage is greater than 5.498 volts.
Lamp Reaction
Associated Faults
None
Fault Facts
None

Continuous
Possible Causes
• Short circuit to power


information.
Tools Required
Figure 820 Test 1 Accelerator Pedal Position (APP) Circuit Voltage Check
Test 1 Setup
A. Key OFF.
B. Disconnect Accelerator Pedal Position (APP) sensor connector.
C. Connect Breakout Harness ZTSE4485A to vehicle harness and reconnect APP connector.
D. Key ON.
Test 1 Measure VREF voltage for APP sensor. Decision

Use DMM to measure voltage between Breakout Harness ZTSE4485A pin-C and known Yes: Go to Test 2.
good GND.
Test 2 Setup
A. Key OFF.
C. Connect Breakout Harness ZTSE4485A to vehicle harness and leave APP connector disconnected.
D. Key ON.
Test 2 Check for short to PWR for APP sensor. Decision

Use DMM to measure voltage between Breakout Harness ZTSE4485A pin-C and known Yes: Repair short to
good GND. PWR between APP
pin-C and Engine Control
Module (ECM) pin
3510 FMI 3.
Is voltage greater than 5.5 volts? No: Replace APP
SPN 3510 FMI 3.


Fault Overview
Lamp Reaction
Associated Faults
None
Fault Facts
None

Continuous
Possible Causes
• Short circuit to GND


information.
Tools Required
Test 1 Setup
A. Key OFF.
D. Key ON.

good GND.
Test 2 Setup
A. Key OFF.
D. Key ON.

good GND.
Is voltage less than 4.5 volts? No: Replace APP
SPN 3510 FMI 4.
Test 3 Setup
A. Key OFF.
D. Disconnect 42-pin IP/Engine connector.
E. Key ON.

Use DMM to measure voltage between Breakout Harness ZTSE4485A pin-C and PWR. Yes: Repair short to
GND between APP
sensor pin-C and 42-pin
4.
Is voltage B+ ± 0.5 volts? No: Repair short to
GND between 42-pin
connector pin-22 and
(ECM) pin C-63. After
4.


Fault Overview
Fault sets when Engine Control Module (ECM) senses VREF 3 sensor supply voltage is greater than 5.498 volts.
Lamp Reaction
Associated Faults
None
Fault Facts
None

Continuous
Possible Causes
• Short to PWR in engine harness
• Short to PWR in body builder connection
• Failed Accelerator Pedal Position (APP) sensor


information.
Tools Required
• 42-Pin Engine to Chassis Interface Cable 00-00979-01
Test 1 Setup
A. Key OFF.
D. Key ON.

Use DMM to measure voltage between Breakout Harness ZTSE4485A pin-D and known Yes: Go to Test 2.
good GND.
Test 2 Setup
A. Key OFF.
B. Disconnect APP sensor.
D. Key ON.

good GND.
Is voltage greater than 5.5 volts? No: Replace APP
SPN 3511 FMI 3.
Test 3 Setup
A. Key OFF.
B. Disconnect 42-Pin IP / Engine connector.
C. Connect Breakout Box 00-00956-08 to Breakout Harness 00-00979-01.
D. Connect Breakout Harness 00-00979-01 to vehicle harness (ECM side of connector) and leave Vehicle side
disconnected.
E. Disconnect ECM 76-Pin Chassis connector.
F. Key ON.

Use DMM to measure voltage between Breakout Harness 00-00979-01 pin-30 and known Yes: Repair short to
good GND. PWR between 42-Pin
APP pin-D. After repairs
SPN 3511 FMI 3.
Is voltage B+ ± 0.5 volts? No: Repair short to
PWR between ECM pin
C-27 and body builder
harness. After repairs
SPN 3511 FMI 3.


Fault Overview
Lamp Reaction
Associated Faults
None
Fault Facts
None

Continuous
Possible Causes
• Short circuit to GND
• Body builder harness or sensor failure


information.
Tools Required
Test 1 Setup
A. Key OFF.
D. Key ON.

good GND.
Test 2 Setup
A. Key OFF.
D. Key ON.

good GND.
Is voltage less than 4.5 volts? No: Replace APP
SPN 3511 FMI 4.
ZTSE4485A pin-D and known good GND.
Decision
Is voltage less than 4.5 volts?
Test 3 Setup
A. Key OFF.
D. Disconnect 42-pin IP/Engine connector.
E. Key ON.

Use DMM to measure voltage between Breakout Harness ZTSE4485A pin-D and PWR. Yes: Repair short to
GND between APP
sensor pin-D and 42-pin
4.
Is voltage B+ ± 0.5 volts? No: Go to Test 4
Test 4 Setup
A. Key OFF.
B. Disconnect 42-pin IP/Engine connector between engine and chassis.
C. Connect 42-Pin Engine to Chassis Interface Cable 00-00979-01 to vehicle harness (ECM side of connector)
and leave 42-Pin IP/Engine connector disconnected.
D. Key ON.

Use DMM to measure voltage between 42-Pin Engine to Chassis Interface Cable Yes: Repair short to
00-00979-01 pin-30 and known good GND. PWR between 42-Pin
ECM pin C-9. After
4.
Test 5 Setup
A. Key OFF.
B. Disconnect 76-pin ECM Chassis connector.
C. Disconnect all body builder sensor connections.
D. Connect 180-Pin Breakout Box 00-00956-08 to vehicle harness and leave all body builder sensor connections
disconnected.
E. Key ON.

Use DMM to measure voltage between 180-Pin Breakout Box 00-00956-08 pin C-27 and Yes: Repair short to
PWR. GND between pin
C-27 and body builder
harness. After repairs
SPN 3511 FMI 4.
Is voltage B+ ± 0.5 volts? No: Replace sensor
that shorted VREF3 to
GND. After repairs are
3511 FMI 4.

WIF Sensor (Water In Fuel)

Overview of WIF Sensor Group
SPN FMI Description

4192 3 WIF signal Out of Range HIGH (page 2075)
4192 4 WIF signal Out of Range LOW (page 2079)
4192 5 WIF signal Open or Short to PWR (page 2083)
4192 31 Water in Fuel Detected (page 2089)
Overview
Water In Fuel (WIF) sensor provides a feedback signal to Engine Control Module (ECM) when water is detected
in the fuel supply. If water is detected, ECM will alert the operator by illuminating WATER IN FUEL lamp. If a
circuit fault is detected, a code will set and ENGINE lamp will illuminate.
SPN 4192 FMI 3 - WIF signal Out of Range HIGH

Values
Water In Fuel (WIF) signal out WIF signal > expected Key ON
of range high.
Fault Overview
Fault code sets when Engine Control Module (ECM) detects that Water In Fuel (WIF) signal is greater than
expected
Lamp Reaction
Associated Faults
None
Fault Facts
None

Continuous
Possible Causes
• WIF signal circuit short to PWR
• Failed WIF

Using Electronic Service Tool (EST) with ServiceMaxx™ software. Yes: Go to step 2.
C. Key ON, check Diagnostic Trouble Code (DTC) list for SPN 4192 FMI 3.

Step 2 Water In Fuel connector inspection. Decision

Inspect connections at WIF sensor. Key OFF, disconnect WIF sensor. Check WIF sensor Yes: Perform Pin-Point
and connector terminals for: damaged or pinched wires; corroded terminals; loose, bent, or Tests.
Are the WIF sensor connector, harness, and terminals clean and undamaged?
SPN 4192 FMI 3.
Figure 832 Water In Fuel (WIF) Sensor Circuit
information.
Tools Required
Figure 833 WIF Circuit Voltage Check
Test 1 Setup
A. Key OFF.
B. Disconnect Water In Fuel (WIF) sensor connector.
C. Connect breakout harness ZTSE6002 to vehicle harness and leave WIF disconnected.
D. Key ON.
Decision
Is voltage greater than 5.5 volts? Yes: Repair short to PWR between WIF pin-1 and ECM pin
No: Replace WIF sensor. After repairs are complete, retest
for SPN 4192 FMI 3.

SPN 4192 FMI 4 - WIF signal Out of Range LOW

Values
Water In Fuel (WIF) signal out WIF signal < expected Key ON
of range low.
Fault Overview
Fault code sets when Engine Control Module (ECM) detects that Water In Fuel (WIF) signal is less than expected
Lamp Reaction
Associated Faults
None
Fault Facts
None

Continuous
Possible Causes
• Poor fuel quality
• WIF circuit short to GND
• Failed WIF

Using Electronic Service Tool (EST) with ServiceMaxx™ software. Key ON, check Diagnostic Yes: Go to step 2.

Step 2 Check for poor fuel quality Decision

Perform Fuel Quality Inspection (page 2350). Yes: Go to step 3.
Is fuel free of water, waxing, icing, sediment, gasoline, kerosene, or Diesel Exhaust Fluid
(DEF)?
No: Drain the fuel tank
and fill with new and /
or known good diesel
fuel. After repairs are
4192 FMI 4

SPN 4192 FMI 4.
information.
Tools Required
Test 1 Setup
A. Key OFF.
D. Key ON.
Decision
Is voltage B+ ± 0.5 volts Yes: Repair short to GND between WIF pin-1 and ECM pin
No: Replace WIF sensor. After repairs are complete, retest
for SPN 4192 FMI 4.

SPN 4192 FMI 5 - WIF signal Open or Short to PWR

Values
Water In Fuel (WIF) sensor is Not WIF signal Not reading as expected Key ON
reading as expected.
Fault Overview
Fault code sets when Engine Control Module detects Water In Fuel (WIF) sensor is not reading as expected.
Lamp Reaction
Associated Faults
None
Fault Facts
None

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

Using Electronic Service Tool (EST) with ServiceMaxx™ software. Key ON, check Diagnostic Yes: Go to step 2.


SPN 4192 FMI 5.
information.
Tools Required
Test 1 Setup
A. Key OFF.
D. Key ON.
Decision
Is voltage greater than 5.5 volts? Yes: Repair short to PWR between WIF pin-1 and ECM pin
No: Go to test 2.
Test 2 Setup
A. Key OFF.
B. Disconnect WIF sensor connector.
D. Key ON.
Use DMM to measure voltage between Breakout Harness 4.5 volts ± 0.5 volts
Decision
Is voltage 4.5 volts ± 0.5 volts? Yes: Go to test 3.
No: Repair Open between WIF pin-1 and ECM pin E-7.
Test 3 Setup
A. Key OFF.
B. Disconnect WIF sensor connector.
D. Key ON.
Use DMM to measure voltage between Breakout Harness 4.5 volts ± 0.5 volts
Decision
Is voltage 4.5 volts ± 0.5 volts? Yes: Replace WIF sensor. After repairs are complete,
No: Repair Open between WIF pin-2 and ECM pin E-28.

SPN 4192 FMI 31 - Water in Fuel Detected

Values
Water in Fuel Detected WIF sensor signal < 4 volts Key ON
Fault Overview
Fault sets when Engine Control Module (ECM) receives indication water in fuel is detected.
Lamp Reaction
Associated Faults
SPN 4192 FMI 3, 4, and 5

(WIF)
Fault Facts
Water In Fuel (WIF) lamp will illuminate.

Continuous
Possible Causes
• Water detected in primary fuel filter housing.


4192 FMI 31.


Step 3 Water In Fuel (WIF) sensor and connector inspection. Decision

A. Key OFF Yes: Drain water from
primary fuel filter. After
B. Disconnect WIF
C. Check WIF and connector terminals for: damaged or pinched wires; moisture in for SPN 4192 FMI 31.
terminals; corroded terminals; loose, bent, or broken pins; or broken connector
housing.
Are WIF connector, harness, and terminals clean and undamaged?

4192 FMI 31.

2 ENGINE SYSTEM TESTS AND INSPECTIONS 2091
Table of Contents
How To Use This Section. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2095
ServiceMaxx™ Software Procedures. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2096

ServiceMaxx™ Connection and Data Recording. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2096
Diagnostic Trouble Code Overview. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2101
Check for DTCs. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2102
Session Files. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2103
Hot Run Sensor Comparison Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2104
Obtain Vehicle Health Report. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2107
Programmable Features. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2108
Record Snapshot of KOEO Data. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2113
Injector Coil End of Motion (CEOM) Reset Procedure. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2114
Fuel Pressure Adaptation Reset. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2117
KOEO DOC / DPF Replacement / Reset Procedure. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2120
Intermittent or Inactive Fault Diagnostic Procedure. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2123
Connecting EST with ServiceMaxx™ Software to Engine. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2124

Interface Device Selection. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2124
Connecting ServiceMaxx™ Software. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2127
Pinpoint Diagnostic Graphic Legend. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2128
Service Bay Tests. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2136

Engine Off Tests. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2136
KOEO Standard Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2136
KOEO Low to High Idle Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2140
KOEO Output State High or Low. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2145
Continuous Monitor. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2147
KOEO DEF Tank Heater Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2151
KOEO Injector Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2154
KOEO DCU Actuator Test – Actuator Output High and Low Diagnostics. . . . . . . . . . . . . . .2156
KOEO DEF System Leak Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2159
KOEO DEF Line Heater Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2161
KOEO DEF Reverting Control Valve Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2163
KOEO DEF Supply Pump Override Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2165
KOEO Relative Compression Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2167
KOEO SCR Faults Reset Request Procedure. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2170
KOEO Engine Cranking Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2172
Engine Running Tests. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2175
KOER Air Management Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2175
KOER Standard Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2181
KOER Cylinder Cutout Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2184
KOER DSI System Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2187
KOER DSI Deaeration Procedure. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2190
KOER Aftertreatment DPF Regeneration Procedure. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2193
Connect Cylinder Performance Analyzer (CPA) Tool. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2197
Cylinder Performance Analyzer (CPA) Cold Idle Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2201
2092 2 ENGINE SYSTEM TESTS AND INSPECTIONS
Cylinder Performance Analyzer (CPA) Signal Check. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2206

Cylinder Performance Analyzer (CPA) Hot Idle Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2212
Cylinder Performance Analyzer (CPA) Road Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2217
Cylinder Performance Analyzer (CPA) Advanced Testing. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2222
Cylinder Performance Analyzer (CPA) – High-Pressure Oil Pump (HPOP) Test. . . . . . .2227
Record Snapshot of Engine Running Data. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2231
Road Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2235

0 to 60 MPH Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2236
0 to 60 MPH ICP and ICPD Graph . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2240
0 to 60 MPH RPM, Load, IMP, EBP, and APP1 Graph. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2242
Normal Exhaust Gas Temperature Graph. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2245
Erratic Exhaust Gas Temperatures Graph. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2248
Low Exhaust Gas Temperatures Graph. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2251
Air Control Valve (ACV) Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2254

Exhaust Back Pressure Valve (EBPV) Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2254
Boost Control System Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2256
Turbocharger 2 Wastegate Position (TC2WG) Operational Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2259
Turbocharger 2 Wastegate Position (TC2WG) Solenoid Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2263
Turbocharger 2 Wastegate Position (TC2WG) Isolated Actuator Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . .2264
KOER MAF Sensor Calibrations. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2268
Exhaust Gas Recirculation (EGR) Valve Operational Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2271
Low-pressure Fuel System Tests. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2273

Fuel Delivery Pressure (FDP) Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2273
Fuel Pump Voltage Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2276
Clean Fuel Source Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2279
Intake Air Heater (IAH) Tests. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2283

Intake Air Heater (IAH) System Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2283
Intake Air Heater (IAH) Current Draw Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2285
Intake Air Heater (IAH) Relay Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2288
High-Pressure Charge Air Cooler (HPCAC) Pressure Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2291
Interstage Cooler (ISC) Pressure Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2298
Crankcase Pressure Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2302
General Test Procedures. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2307

Coolant Heater Assembly Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2307
Oil Pan Heater Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2309
Coolant Test Procedures. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2311

Deaeration Tank Cap Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2311
Cooling System Pressure Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2314
Coolant Over-Flow / Over-Temperature Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2318
Thermostat Operational Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2319
Engine Cooling Fan Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2322
Air Compressor Coolant Leak Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2324
Air Compressor Overflow Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2326
Combustion in Cooling System Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2327
On-Engine EGR Cooler Leak Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2329
Instrument Cluster Temperature Gauge Validation Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2332
Engine Oil Tests. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2334

Oil Cooler Pressure Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2334
Oil Pressure Verification Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2337
Instrument Cluster Engine Oil Pressure Gauge Validation Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2340
Oil Breather Separator Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2343
Oil Aeration Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2345
Engine Brake. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2346

Engine Brake Operational Check. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2346
Engine Brake ECM Input Check. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2347
Engine Brake Slave Piston Binding Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2348
Engine System Inspections. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2349

Fuel System Inspection. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2349
Fuel Quality Inspection. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2350
Fuel Level Inspection. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2352
Engine Oil and Quality Check. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2353
Coolant Level Inspection. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2355
Coolant Quality Inspection. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2356
Coolant in Exhaust Inspection. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2357
Interstage Cooler (ISC) Coolant Leak Inspection. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2358
Coolant Leak Visual Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2360
Coolant To Intake Inspection. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2361
Charge Air Cooler Inspection. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2363
Intake Air Inspection. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2365
Front Gear Train Coolant Leak Inspection. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2366
Exhaust and Aftertreatment System Inspection. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2368
Diesel Particulate Filter (DPF) Inspection. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2370
Diesel Oxidation Catalyst (DOC) Inspection. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2373
Selective Catalyst Reduction (SCR) Inspection. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2375
Diesel Exhaust Fluid Dosing Unit (DEF: DU) Inspection. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2377
Decomposition Reactor Tube Inspection. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2380
Diesel Exhaust Fluid (DEF) Quality Inspection. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2382
Diesel Exhaust Fluid (DEF) Level & Gauge Inspection. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2383
Coolant to Oil Sump Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2385
Oil Pressure Regulator Inspection. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2386
Cylinder Sleeve Cavitation and Crack Inspection. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2388
Oil and Crankcase Inspection. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2389
High-Pressure (HP) Turbocharger Radial Play Inspection. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2392
Batteries and Electrical System Inspection. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2393
Aftertreatment. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2394
Snap Acceleration Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2394
Downstream Injection System Operation Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2395
How To Use This Section

ServiceMaxx™ Software Procedures

ServiceMaxx™ Connection and Data Recording
Overview
ServiceMaxx™ is an Engine Electronic Control System Diagnostic Tool. It is used to run Service Bay Test,
Procedures and Program engine features. It can also monitor and record signals from the Engine Control
Module (ECM), Doser Control Unit (DCU), and Aftertreatment Control Module (ACM).
Engine Auto-Detection
Pre 2007 engines can only Auto-Detect at Key-On Engine-Off (KOEO). The N9-N10 Selective Catalytic
Reduction (SCR) engine is able to auto-connect at KOEO or engine running. The only difference when
connecting with a running engine is most of the parameters will not load. You will notice lot of missing values
in the Vehicle Information window.
Connection (Sniffer)
This area will display all the modules communicating on the Public Controller Area Network (CAN) Network.
Tools Required
Equipment Condition
None
Test Setup
Figure 841 ServiceMaxx™ Home Screen
1. Key-On Engine-Off (KOEO) will load signals and parameters.

2. Key-On Engine-Running (KOER) will load signals, but will not load parameters.
3. Connect Electronic Service Tool (EST) to vehicle Diagnostic Connector .
4. Start ServiceMaxx™ software.
Figure 842 Engine Selection Window
NOTE: If ServiceMaxx™ displays the Engine selection window (Figure 842), it was unable to Auto- Detect. The
Engine Control Module (ECM) or the Public Controller Area Network (CAN) to the Data Link connector maybe
at fault.
Test Procedure
Snapshot Recording Procedure:
Figure 843 Start Signal Recording
1. Click on the Start Logging Watched Signals button (Figure 843).

Figure 844 Stop Signal Recording
2. Click on the Stop Logging Watched Signals button (Figure 844) to stop the recording.
Figure 845 Snapshot folder
3. Snapshot recording will be saved in the Snapshot folder (Figure 845) located on your computers desktop.
Snapshot Playback Procedure
Figure 846 Snapshot
1. Open previously recorded snapshot, Click on the Open Snapshot Recording File (Figure 846) from the File
Menu.
2. Select the desired recording you wish to open.
Figure 847 Snapshot Recording Playback
3. Once the recording is open (Figure 847), you can select any signal you wish to show up in the graph.
Diagnostic Trouble Code Overview

Beginning in 2010, a Diagnostic Trouble Code (DTC) consists of two parts: the Suspect Parameter Number
(SPN) and Failure Mode Indicator (FMI). The SPN identifies a component or system with a fault, and the FMI
identifies what that fault or condition is.
Figure 848 DTC Display
DTC Type:
Pending DTC
Pending Diagnostic Trouble Codes (DTC)s are possible faults that were detected on the first drive cycle. On
Heavy Duty Onboard Diagnostic (HD-OBD) faults can be set as Pending. Pending HD-OBD faults do not turn
on the Malfunction Indicator Lamp (MIL)
Active DTC
There are 3 types of Active DTCs: Non-HD-OBD faults, 1 drive cycle and 2 drive cycle HD-OBD.
• Active Non HD-OBD faults go active on the first drive cycle and do not turn on the MIL.
• Active HD-OBD 1 drive cycle faults turn on the MIL.
• Active HD-OBD 2 drive cycle faults turn on the MIL.
Healing DTC
Healing DTCs are HD-OBD faults that were active on the previous drive cycle, but were not detected on the
current drive cycle. Healing faults do turn on the MIL. If the Healing fault is not detected within the next three
consecutive drive cycles, then the fault becomes Previously Active and turns off the MIL.
Previously Active DTC

Previously Active DTCs are historical Active faults that were detected in a previous drive cycle. Previously Active
DTCs do not turn on the MIL.
DTC Count
DTC Count logs the amount of times the fault was detected.
Freeze Frame
Freeze Frame data is a snapshot of the engines operating condition at the time the fault was detected.
Check for DTCs

ServiceMaxx™ software displays Diagnostic Trouble Codes (DTC)s at the bottom of the screen.
Figure 849 DTC display
Procedure:
ServiceMaxx™ software will update DTC status every 10 seconds and will check for DTCs as soon as the
Refresh DTC/Vehicle Events button (Figure 849) is pressed.
Session Files
Overview
ServiceMaxx™ software has a variety of Sessions; Signal Monitoring, Engine Programming and Service Bay
Testing.
Service Bay Test and Procedures will automatically load pre-made default sessions. Users are not limited to
using pre-made default sessions. Sessions (Figure 850) can be built or modified, saved and loaded (Figure 851)
at any time. The operator can use their own saved session to run a Service Bay test as long as the check mark
is removed from the Load Test Specific Session (Figure 852) prior to running the test.
Figure 850 Menu – Save Session
Figure 851 Menu – Load Session

Figure 852 Menu – Load Test Specific Session
Hot Run Sensor Comparison Test
Purpose
Check for failed aftertreatment system temperature sensor.
Tools Required
This test is not dependent on engine temperature.
1. Turn ignition switch to ON position.
2. Connect Electronic Service Tool (EST) with ServiceMaxx™ software to vehicle’s diagnostic connector.
Figure 853 Default Session

1. Temperature tab 2. All Signals tab
3. Go to Default Session: Sessions > Default > Temperature tab.
WARNING: To prevent personal injury or death, shift transmission to park or neutral, set parking
brake, and block wheels before doing diagnostic or service procedures.
4. Start and run engine at 1400 to 1500 rpm for 10 minutes.
5. Monitor the following signals in the All Signals tab:
Compare the following three signals:
• Diesel Oxidation Catalyst (DOC) Inlet Temperature
• Diesel Particulate Filter (DPF) Inlet Temperature
• DPF Outlet Temperature
After 10 minutes, if any of these three aftertreatment temperature sensors are not within 77°F (25°C) of each
other, diagnose appropriate sensor and / or circuit.
Compare the following two signals:
• SCR Inlet Temp
• SCR Outlet Temp
After 10 minutes, if either of the two SCR temperature sensors are not within 77°F (25°C) of each other,
diagnose appropriate sensor and / or circuit.
Obtain Vehicle Health Report
Overview
Connect Electronic Service Tool (EST) to vehicle and generate a Health Report of current vehicle information:
• Vehicle Identification Number (VIN) validation
• Vehicle mileage
• Engine hours
• Diagnostic Trouble Codes (DTC)
• Engine Control Module (ECM) calibration
• Fuel economy data
Tools Required
• PocketMaxx™, EST with International Graphical User Interface, or Navistar® EZ-Tech Launcher
Equipment Condition
None
Test Setup
None
Test Procedure
1. Key-On Engine-Off (KOEO).
2. Connect interface cable between PocketMaxx™, EST, or EZ-tech Launcher and to vehicle Diagnostic
Connector (page 2124).
3. Use PocketMaxx™, EST, or EZ-tech Launcher to retrieve a vehicle Health Report.
4. Connect to internet and upload Health Report to Navistar® Service Portal.
5. Verify Health Report is visible on Navistar® Service Portal. Select Write Up > Vehicle Information.
Expected Outcome
Current vehicle Health Report is viewable on Navistar® Service Portal.
Follow-On Procedure
None
Programmable Features
Overview
Many features can be programmed into the Engine Control Module (ECM) to fit many different applications. To
make programming changes using ServiceMaxx™ software, load the Programming session.
Tool Required
Equipment Condition
None
Figure 854 Programmable Feature
Test Setup
1. Key-On Engine-Off (KOEO)
2. Connect Electronic Service Tool (EST) to vehicle Diagnostic Connector (page 2124).
3. Log in to ServiceMaxx™ software.
Test Procedure
Figure 855 Select Parameters or Programming
1. Select Programming (Figure 855) from the Session drop-down menu.

• Select Parameters to view all Parameters
• Select Programming to view Parameters sorted into categories.
Figure 856 Change Parameter Value
2. Click on the desired parameter value (Figure 856) to be changed.
Figure 857 Program Engine
3. Press the Program Engine Button (Figure 857).
4. Turn Key OFF for 15 seconds, so new value change be saved into the module (Figure 858).
5. Turn Key ON.
6. Clear Diagnostic Trouble Code (DTC)s, if any.
Expected Outcome
None
Follow-On Procedure
None
Record Snapshot of KOEO Data
Overview
Record Key-On Engine-Off (KOEO) data to be referenced now, and in the future.
Tools Required
Equipment Condition
1. Do not crank or run engine for 3 minutes or more. This will allow Injection Control Pressure (ICP) to bleed
off.
Test Setup
1. Key-ON.
3. Log in to ServiceMaxx™.
Test Procedure
1. Select Sessions > Performance.
2. Cycle key OFF, then cycle key ON.
NOTE: Fuel pump will run for 10 seconds after the ignition key is cycled.
3. Select Tools > Start Recording Snapshot.
4. Wiggle harness connections on the Under Valve Cover (UVC) harness for ICP connector, ICP harness, and
36-pin Engine Control Module (ECM) connector.
5. Select Tools > Stop Recording Snapshot.
Expected Outcome
KOEO values will be within specification.
Follow-On Procedure
None
Injector Coil End of Motion (CEOM) Reset Procedure
Overview
Injector Coil End Of Motion (CEOM) corrects aging effect of fuel injector on fuel quantity. Over time injectors
inject less fuel due to injectors wearing. CEOM measures this wear and adds fuel back in to make it work like
new. When a new injector is installed in the engine, CEOM should be reset so it does not add too much fuel to
engine.
NOTE: Only reset CEOM of injector being replaced.
Tools Required
Equipment Condition
Key-On Engine-Off (KOEO)
Test Setup
Figure 859 Injector Reset

Test Procedure
Figure 860 Menu – Select Procedure
1. Select Injector CEOM Reset (Figure 860) from the KOEO Procedures drop-down menu.
Figure 861 Injector reset panel
2. Only reset the injector (Figure 861) that was replaced to prevent any injection imbalance.
Fuel Pressure Adaptation Reset
Overview
Engine Control Module (ECM) maintains reliability of Fuel Rail Pressure (FRP) system as parts age by storing
Fuel Pressure Adaptation (FPA) values.
When any fuel system part is replaced: [Engine Injection Pressure Regulator (IPR) valve, Injection Control
Pressure (ICP) sensor, high-pressure pump, high-pressure rail, or ECM], this parameter must be reset.
Tools Required
• Interface cable (J1939 - compliant)
Equipment Condition
One of the following components was replaced:
• Engine Injection Control Pressure Regulator (IPR)
• Injection Control Pressure (ICP) sensor
• High-pressure pump
• High-pressure rail
• Engine Control Module (ECM)
Figure 862 Fuel Pressure Adaptation Reset Screen
Test Setup
Test Procedure
1. Replace failed part.
Figure 863 Fuel Pressure Adaptation Rest Drop-Down Menu
2. Select Fuel Pressure Adaptation Reset from KOEO Procedure (Figure 863) drop down menu.
Figure 864 Reset Button
3. Press Fuel Pressure Adaptation Reset button (Figure 864).
Figure 865 Example of on-screen Instructions
4. Follow on-screen instructions (Figure 865).
Follow-On Procedure
None
KOEO DOC / DPF Replacement / Reset Procedure
Overview
The Aftertreatment (AFT) maintenance provides the ability for a technician to install/reset maintenance
components. An example would be a new or clean Diesel Oxidation Catalyst (DOC) or Diesel Particulate Filter
(DPF). Once a DOC is considered by the Engine Control Module (ECM) to be “Face Plugged”, AFT dosing is
disabled. After the DOC is replaced, the technician would need to reset the value to clean in order to enable
dosing and re-initiate active regeneration. In order to prevent the misuse of this feature, the reset shall only be
available when most severe fault conditions exist on the particular AFT component that is being reset.
Figure 866 DOC / DPF Replacement Reset

Tools Required
Equipment Condition
One of the following active faults:
• SPN 3556 FMI 18
• SPN 5298 FMI 17
• SPN 5298 FMI 18
Test Setup
2. Connect interface cable between Electronic Service Tool (EST) and 9-pin Vehicle Data Connector (VDC)
(see Connecting EST with ServiceMaxx™ software to engine (page 2124)).
Test Procedure
1. Verify that one of the active faults is present:
• SPN 3556 FMI 18
• SPN 5298 FMI 17
• SPN 5298 FMI 18
2. Replace the failed part.
3. Select DOC / DPF Replacement Reset from the KOEO Aftertreatment Procedures (Figure 867)drop-down
menu.
Figure 868 DOC or DPF Replacement Reset Button
4. Press the DOC or DPF Replacement Reset button (Figure 868).

5. Clear Diagnostic Trouble Codes (DTCs).
Intermittent or Inactive Fault Diagnostic Procedure
Overview
Use this test to diagnose inactive and/or intermittent faults. Inactive and/or intermittent faults are currently
healing, previously active, or inactive.
NOTE: For component faults that are pending or active, follow specific step based diagnostics for fault.
NOTE: Permanent faults are historic faults and are used for reporting purposes only. They should never be
treated as a current issue or used for diagnostics.
Tools Required
• J1939–compliant interface cable
Equipment Condition
None
Test Setup
1. Key-On, Engine-Off (KOEO).
Test Procedure
1. Verify health report was saved. Clear fault codes.
2. Perform Continuous Monitor Test (page 2147)and view voltage signal for suspect sensor.
• The continuous monitor test will have you watch voltage signals for voltage spikes while wiggling affected
harness and connections.
• A voltage spike while performing continuous monitor wiggle test indicates a damaged harness and/or
connector pin.
NOTE: During continuous monitor wiggle test, if a fault code sets (high or low), voltage will latch high or low. To
continue performing continuous monitor wiggle test, faults will need to be cleared.
3. If a voltage spike or fault occurs during continuous monitor wiggle test start from the point the voltage spike
occurred and inspect harness for rubbing, and inspect nearby connectors for pin damage, corrosion, fretting,
etc.
Expected Outcome
The source of the intermittent / inactive fault will be isolated.
Follow-On Procedure
None
Connecting EST with ServiceMaxx™ Software to Engine

Interface Device Selection
To connect Electronic Service Tool (EST) with ServiceMaxx™ software to an engine, an interface cable
(RP1210B compliant supporting J1939 and J1708) must be connected between EST and vehicle diagnostic
connector. The vehicle diagnostic connector is located inside vehicle cab, above clutch pedal.
1. Using Interface cable, connect EST (Electronic Service Tool) to vehicle’s diagnostic connector.
Figure 869 Com Link Selection Drop Down Menu
3. Select Com Link (Figure 869).

Figure 870 Com Link Activation Drop Down Menu
4. Activate Com Link (Figure 870) for interface cable connection.

If ServiceMaxx™ software fails to autoconnect, use the following procedure:
5. From Tools drop-down menu, go to Select Com Link (Figure 869).
6. Select cable / interface device.

a. NEXIQ Technologies USB-Link
— USB-Link
• J1939
• J1708
• KWP2000
— Bluetooth USB-Link
• J1939
• J1708
• KWP2000
— USB-Link ATEC 160–Baud
• J1939
• J1708
• KWP2000
— BT USB-Link ATEC 160–Baud
• J1939
• J1708
• KWP2000
NOTE: If software is still unable to connect, see troubleshooting documentation provided for specific interface
cable being used (provided from cable manufacturer).
If cable is not at fault, see J1939 Data Link Error (ECM unable to transmit) (page 1780) in Fault Code Diagnostics
section of this manual.
Connecting ServiceMaxx™ Software

1. Turn ignition switch to ON. Do not start engine.
2. Using interface cable, connect EST to vehicle’s diagnostic connector.
3. Start ServiceMaxx™ software. After starting ServiceMaxx™ software and selecting appropriate interface
device, (Interface Device Selection) (page 2124), a detection process will begin and should connect
automatically.
NOTE: If ServiceMaxx™ software cannot detect Engine Serial Number (ESN), then it may be necessary
for user to select engine by clicking on Select Engine from File drop-down menu. Then select engine from
pop-up box.
Figure 871 ECM Connected Icon
NOTE: If software has connected to the ECM, active signals will populate startup screen, and ECM
connected icon in bottom right corner will show connected.
Figure 872 ECM Disconnected Icon
NOTE: When software is unable to connect to ECM, signals and vehicle information will not be displayed,
and ECM disconnected icon in bottom right corner will show disconnected.
If software is unable to connect to ECM, go to Interface Device Selection (page 2124) section, above.
Pinpoint Diagnostic Graphic Legend

This defines the graphic depictions of tools required for Pin Point Tests in the Fault Code Diagnostics section of
this manual.
Figure 873 Breakout Harness

Figure 874 ZTSE4498 – 3–Banana Plug Harness

Figure 875 ZTSE4497 — 500 Ohm Resistor

Figure 876 Ohm Meter

Figure 877 Volt Meter

Figure 878 ECM (Engine Control Module) 180 Pin Breakout Harness Overlay
Figure 879 ACM (Aftertreatment Control Module) 180 Pin Breakout Harness Overlay
Figure 880 Battery

Service Bay Tests

Engine Off Tests
KOEO Standard Test
Overview
The Key-On, Engine-Off (KOEO) Standard Test will command all Engine Control Module (ECM) actuators to their
high state and then back to their normal, low state. This test allows the user to diagnose actuator movement by
commanding the actuators high and low while using a multi-meter to measure circuits. This test also enables
the visual monitoring of movement on some of the actuators.
Tools Required
Equipment Condition
None
NOTE: All actuators default at their low state.
NOTE: Actuators cycled during this test are as follows:
• Engine Throttle Position (ETP)
• Intake Air Heater (IAH)
• Radiator Shutter (optional)
• Exhaust Gas Recirculation (EGR) Valve
• Fuel Delivery Pump (FDP)
• Turbocharger 2 Wastegate Position (TC2WG)
Figure 881 KOEO Standard Test
Test Setup
3. Start and log in to ServiceMaxx™ software.
Test Procedure
Figure 882 Menu — Select Test
1. Select Key-On Engine-Off (KOEO) Standard Test (Figure 882) from the Tests drop-down menu.
NOTE: This test does not display pass or fail results and will display test complete when finished.
Figure 883 KOEO Standard Test Complete
Expected Outcome
Key-On Engine-Off test will complete without any problems occurring.
Follow-On Procedure
None
KOEO Low to High Idle Test
Overview
This test is used to validate engine performance throughout its full rpm range. By monitoring specific signals,
this test helps identify which systems are not performing as expected. Using information gathered, it assists
with further diagnostics.
Tools Required
Equipment Condition
None
Test Setup
Test Procedure
Figure 884 Menu – Sessions
1. Select Sessions > Performance (Figure 884).

2. Press accelerator pedal to floor while monitoring the Accelerator Pedal Position (APP) signal value.
3. If APP signal consistently reads from 0 to approximately 99.6% continue test. If APP system is not consistent,
repair APP system as needed before continuing test.
Figure 885 Tools - Recording Snapshot
4. In ServiceMaxx™ software, select Tools > Start Recording (Figure 885).

5. Start engine and idle for 20 seconds.
6. Press and hold accelerator pedal to floor for 20 seconds while listening and feeling for engine problems
such as:
• Engine does not accelerate smoothly
• Imbalance or vibrations
• Cylinders not firing or cylinders misfiring
7. Return to low idle.
Figure 886 Menu – Tools
8. Select Tools > Stop Recording (Figure 886) and check the following signals against specifications:
• Exhaust Back Pressure (EBP)
• Intake Manifold Pressure (IMP)
• Diesel Particulate Filter Differential Pressure (DPFDP)
9. If any signal does not meet specifications, diagnose that system in appropriate section or manual.
Expected Outcome
Engine will accelerate smoothly, all signals will be within specifications, and no imbalance or misfire will be
detected.
Follow-On Procedure
None
KOEO Output State High or Low
Overview
The Key-On Engine-Off (KOEO) Output State Test High or Low will command all actuators to their high or low
position. This test allows users to diagnose actuator movement by commanding actuators high or low and
monitoring signals in ServiceMaxx™ or using a multimeter to measure circuits and also to visually monitor
movement on some actuators. This test does not display pass or fail results and user will need to cancel test
before running any other test. The KOEO Standard Test must be performed before this test is allowed to run.
Actuators that cycle during this test:

• Exhaust Gas Recirculation (EGR) Valve
• Engine Throttle Valve Position (ETP)
• Turbocharger 2 Wastegate Position (TC2WG)
• Engine Injection Control Pressure Regulator (IPR)
• Electric Fuel Pump (EFP)
Tools Required
Equipment Condition
None
Test Setup
2. Connect Electronic Service Tool (EST) to vehicle diagnostic connector (page 2124).
Test Procedure
1. Perform KOEO Standard test (Figure 882).
Figure 887 Menu – Select Test
2. Once test is complete, select Tests > KOEO Tests > Output State High Test (Figure 888) or select Tests >
KOEO Tests > Output State Low Test (Figure 887).
3. Monitor signals, verify visual movement or make measurements as needed.
4. Allow test to run for a minimum of 30 seconds before stopping testing.
Expected Outcome
Actuators will cycle to their high or low state as commanded; signals will show the command to high or low state
and remain steady while test is active.
Follow-On Procedure
None
Continuous Monitor
Overview
The Key-On Engine-Off (KOEO) Continuous Monitoring – Intermittence Sensor Diagnostics test is used to detect
sensor intermittent faults. During this test, sensor voltages are continuously monitored. This test provides a
graphical view of all signals and allows the technician to detect intermittent spiking or monetary loss of signal.
Perform this test while wiggling connectors, wiring, and harnesses of the suspected faulty component.
NOTE: A sensor fault that goes out of range high or low will cause the voltage signal to display Error. The
Continuous Monitor Test will force all sensor voltage to display actual voltages.
NOTE: This test does not work on early calibrations. Out of Range HIGH and Out of Range LOW faults will
display during this test until early 2015.
Figure 889 KOEO Continuous Monitor Test Home Screen

Position Sensor Voltages are Monitored:

• Accelerator Pedal Position 1
• Accelerator Pedal Position 2
• Engine Throttle Position
• Remote Pedal Sensor (If equipped)
Pressure Sensor Voltages are Monitored:

• Aftertreatment (AFT) Fuel Pressure 1
• AFT Fuel Pressure 2
• Barometric Absolute Pressure
• Diesel Fuel Particulate (DPF) Differential Pressure
• DPF Outlet Pressure
• Engine Control Brake Pressure
• Engine Oil Pressure
• Exhaust Back Pressure
• Fuel Delivery Pressure
• Injection Control Pressure
• Intake Manifold Pressure
• Turbocharger 2 (TC2) Compressor Outlet Pressure
Temperature Sensor Voltages are Monitored:

• AFT Fuel Temperature
• Ambient Air Temperature
• Engine Coolant Temperature 1
• Engine Oil Temperature
• Exhaust Gas Temperature
• Intake Air Temperature
• Intake Manifold Temperature
Other Voltage Signals Monitored:

• Switched Battery
Tools Required
Equipment Condition
None
Test Setup
2. Connect Electronic Service Tool (EST) to Vehicle Diagnostic Connector (page 2124).
Test Procedure
1. Select Continuous Monitor (Figure 890) from drop down menu.
Figure 891 Voltage Spike
2. Monitor suspect voltage signal while wiggling the wiring harness and connectors. If the circuit is interrupted,
the signal will spike.
Figure 892 Stop Test Button

3. Test will run until cancelled by pressing the Stop test button (Figure 892).
Follow-on Procedure
None
KOEO DEF Tank Heater Test
Overview
The Key-ON Engine-OFF (KOEO) Diesel Exhaust Fluid (DEF) Tank Heater Test is used to command the DEF
tank heater on, allowing a service technician to measure the voltage output to the DEF tank heater control valve
confirming the system is working correctly.
Tools Required
• J1939-compliant Interface Cable
Equipment Conditions
None
Figure 893 DEF Tank Heater Test
Test Setup
1. Key-ON Engine-OFF (KOEO).
Test Procedure
Figure 894 Select Test
1. Select KOEO Aftertreatment Tests, Actuator – Diesel Exhaust Fluid (DEF) Tank Heater (Figure 894) from
the drop down menu.
2. The DEF tank heater session will load on the screen.
Figure 895 Begin Test button
3. Adjust the desired test delay amount (Figure 895), if any delay is needed.
4. Press the Begin Test button (Figure 895) to begin the test.
5. This test does not display pass or fail results.
Expected Outcome
The test will complete successfully.
Follow-On Procedure
None
KOEO Injector Test
Overview
The purpose of this test is to verify all 6 injectors are being electronically activated by the Engine Control Module
(ECM). This test will activate all injectors at the same time, then active each individual injector in order (1, 2, 3,
4, 5 and 6) for 2 seconds with a 1 second pause in between. This is an audible test only (audible buzz sound)
and will not activate any other codes.
Tools Required
Equipment Condition
• None
Test Setup
Test Procedure
NOTE: The Key-On Engine-Off (KOEO) Standard Test must be run before running this test.
1. Select KOEO Standard test (Figure 896) from the Tests drop-down menu.
NOTE: This is an audible test only and does not load a special session.
2. Select KOEO Injector Test (Figure 897) from drop-down menu.
Figure 898 Menu – Test Complete
3. This test does not display pass or fail results and will display test complete (Figure 898) when finished.
Expected Outcome
Test will complete successfully, and audible buzz will be heard from each injector.
Follow-on Procedure
None
KOEO DCU Actuator Test – Actuator Output High and Low Diagnostics
Overview
The Key-On Engine OFF (KOEO) Doser Control Unit (DCU) Actuator test will enable the technician to cycle
any actuator high or low. Some actuators have variable positions. A technician can use a Digital Multimeter
(DMM) to measure changes in voltage or duty cycle, or visually monitor actuator movement while actuator is
commanded.
Tools Required
• Electronic Service Tool (EST) with ServiceMaxx™ software.
Figure 899 Actuator Test

Test Setup
Test Procedure
1. Select Actuator - DCU Actuators from KOEO Aftertreatment Tests (Figure 900) drop-down menu.
Figure 901 Actuator Control Panel

1. Actuator selection
2. Actuator start delay time
3. Actuator Duty Cycle control
2. Select desired actuator from control panel (Figure 901).

3. Steps 3-5 refer to Actuator Control Panel (Figure 901).
4. Adjust amount of duty cycle you wish to control.

5. Adjust delay test start time, if a delay start time is desired.
6. Press the Start Test button to begin the test.
Figure 902 Test Complete
7. Actuator will cycle to commanded position for 5 seconds, before the Test Completed Successful (Figure
902) notification is displayed.
NOTE: This test does not display pass or fail results.
Expected Outcome
Follow-On Procedure
None
KOEO DEF System Leak Test
Overview
Diesel Exhaust Fluid (DEF) System Leak Test is used to prime DEF system and hold pressure so the system
can be checked for leaks. This test does not display pass or fail results.
Tools Required
Equipment Condition
None
Test Setup
Test Procedure
1. Tests > KOEO Aftertreatment Tests > DEF System Leak (Figure 903).
Figure 904 Menu – Begin Test button
2. Select Begin Test button (Figure 904) to start testing.

3. Test will run for 20 minutes, but can be cancelled at any time.
Expected Outcome
DEF System Leak Test will prime and hold pressure on the system allowing for leaks to be detected visually.
Follow-On Procedure
None
KOEO DEF Line Heater Test
Overview
The Key-On Engine-Off (KOEO) Diesel Exhaust Fluid (DEF) Line Heater Test is used to command DEF Line
Heaters ON, allowing a service technician to measure voltage output to DEF Line heaters while confirming
system is working correctly.
Tools Required
Equipment Condition
None
Test Setup
Test Procedure
1. Select KOEO Aftertreatment Test > Actuator – DEF Line Heater (Figure 905) from drop-down menu.
2. DEF Line Heater session will load on the screen.
Figure 906 Menu – Begin Test button
3. Adjust desired test delay amount, if any delay is needed (Figure 906).
4. Press Begin Test button to begin test (Figure 906).
Expected Outcome
None
Follow-On Procedure
None
KOEO DEF Reverting Control Valve Test
Overview
The Key-ON Engine-OFF (KOEO) Diesel Exhaust Fluid (DEF) Reverting Control Valve Test is used to command
the DEF reverting valve on, allowing a service technician to measure the voltage output to the valve, which
confirms the system is working correctly.
Tools Required
Figure 907 DEF Reverting Control Valve Test
Test Setup
1. Key-ON Engine-OFF (KOEO).
3. Key ON. Log in to ServiceMaxx™ software.
Test Procedure
1. Select KOEO Aftertreatment Test, Actuator – DEF Reverting Valve (Figure 908) from the drop-down menu.
2. The DEF Reverting Valve test session will load on the screen.
Figure 909 Begin Test Button
3. Adjust the desired test delay (Figure 909) amount, if any delay is needed.
4. Press the Begin Test button (Figure 909) to begin the test.
Expected Outcome
Follow-On Procedure
None
KOEO DEF Supply Pump Override Test
Overview
Key-On Engine-Off (KOEO), Diesel Exhaust Fluid (DEF) Supply Pump Override Test is used to measure DEF
flow rate for a fixed amount of time to ensure proper operation.
Tools Required
None
Test Setup
3. Remove Diesel Exhaust Fluid Dosing Unit (DEF: DU) from exhaust pipe and place it into a clean, graduated
cylinder or jar.
Test Procedure
Figure 910 Menu – Select Tests
1. Select Tests > KOEO Aftertreatment Tests > DEF Supply Pump Override.
Figure 911 Begin Test button
2. Once session is loaded, click Begin Test button.

3. After you click Begin Test button, a new popup message will appear. Verify conditions are acceptable before
starting test. If Doser is safely placed into a fluid measuring container, click Begin Test button again to
proceed.
4. Test will run for 6 minutes.
5. When test is complete, measure amount of Diesel Exhaust Fluid (DEF) injected into container.
Expected Outcome
Test will run successfully, injecting 100 ml of Diesel Exhaust Fluid (DEF) into measuring container.
Follow-On Procedure
None
KOEO Relative Compression Test
Overview
The KOEO Relative Compression Test measures cylinder balance in order to determine cylinder integrity. The
test results are presented in graphical or numerical displays. The graphs or numbers should be approximately
the same, indicating well balanced and equal cylinders.
Tools Required
Figure 912 Relative Compression Test
Test Setup
4. Batteries must be charged (Use Battery charger if necessary).
Test Procedure
1. Select Relative Compression Test (Figure 913) from the KOEO Tests drop-down menu.
Figure 914 Test Instructions Popup Panel
2. Follow the instructions on the popup test panel (Figure 914) .

Figure 915 Test Results
3. Results are measured on the down travel of each cylinder's power stroke (Figure 915). A cylinder with low
compression will be significantly lower then the others.
4. When test is complete (Figure 916), review test results.
Expected Outcome
Test will complete successfully
Follow-On Procedure
None
KOEO SCR Faults Reset Request Procedure
Overview
After diagnosing and repairing Selective Catalytic Reduction (SCR) faults, SCR Faults Reset Parameter will
have to be reprogrammed.
Tools Required
• J1939-compliant interface cable
Equipment Condition
• None
Test Setup
Test Procedure
1. Clear Diagnostic Trouble Code (DTCs) if any are displayed.
Figure 917 Sessions Menu
2. Sessions > Programming (Figure 917).

3. Click on Service Interval tab.
Figure 918 Change Parameters Value
4. Change value on 95461 SCR Faults Reset Request from No to Yes (Figure 918).
5. Click Program Engine Button (Figure 919).

6. When programming is successful, turn Key OFF for minimum of 15 seconds.
7. Turn Key ON.
8. Clear any Diagnostic Trouble Codes (DTCs).
Expected Outcome
Engine will program successfully and SCR faults will be reset.
Follow-On Procedure
None
KOEO Engine Cranking Test
Overview
Monitors engine systems as the engine is cranked to determine if systems are able to meet minimum starting
requirements.
Tools Required
• Interface Cable (RP1210B compliant supporting J1939 and J1708)
Equipment Condition
None
Test Setup

2. Connect Electronic Service Tool (EST) with ServiceMaxx sotware to vehicle diagnostic connector.
Procedure
1. Select Sessions > Hard Start – No Start.

2. Select Tools > Start Recording Snapshot.
3. Crank engine for 10 seconds.
4. Select Tools > Stop Recording Snapshot.
5. Verify the following signals meet specification:
Signals:
• Switch Battery (SWBAT)
• Engine Speed (RPM)

• Exhaust Back pressure (EBP)
Expected Outcome
All signal values meet specification.
Follow-on Procedure
None
Engine Running Tests

KOER Air Management Test
Overview
Tests performance of the Exhaust Gas Recirculation (EGR) valve by measuring changes in Mass Air Flow (MAF)
through the MAF sensor and sets fault codes as necessary.
Tools Required
None
Figure 922 KOER Standard Test

Test Setup
1. Key-On Engine-Running (KOER).
4. Run engine until Engine Coolant Temperature 1 (ECT1) is above 158°F (70°C).
Test Procedure
1. Perform Key-On Engine-Running (KOER) Standard Test (page 2181).

2. After test is complete, select Tests > KOER Tests > Air Management Test.
3. Follow on screen instructions.
Expected Outcome
Test runs successfully, and no fault codes are set.
Follow-On Procedure
None
Air Management System Graph (GOOD)
Overview
This graph shows normal operation of the Air Management System (AMS) during the Air Management Test
(AMT). The AMT gives pass or fail results. It allows the user to validate the AMS by monitoring the effects each
actuator has on Intake Manifold Pressure (IMP). IMP is normally between 2 psi (14 kPa) to 6 psi (41 kPa) on
engine ramp up during AMT. If the Exhaust Gas Recirculation (EGR) valve is not operating as designed, IMP will
not respond to changes in EGR valve position. When this occurs, excess soot will be generated by the engine
causing frequent regeneration of the aftertreatment system.
When EGR valve is commanded ON, verify Intake Manifold Pressure (IMP) signal value drops. When EGR valve
is commanded ON, verify Mass Air Flow (MAF) Mean Value (MMV) drops. Calculate the difference between
MMV at a high point and a low point, then compare to the table below.
NOTE: EGR valve position will never read less than 35% and is considered closed.
Tools Required
• Interface Cable (RP1210B-compliant, supporting J1939 and J1708)
Equipment Condition
None
Test Setup
Air Management Test Setup

Engine MAF Mean Value Tolerance
N9 1000 Less than 740 Fails AMS Test
N10 1130 Less than 850 Fails AMS Test

4. Perform air management test (if not already done and saved).
Test Procedure
Figure 925 Air Management System Graph (Good)

1. Mass Air Flow Mean Value (MAF)
2. Intake Manifold Pressure (IMP)
3. Exhaust Gas Recirculation Valve Position (EGR)
1. Compare graph information with recorded data from test.

2. When EGR valve is commanded ON, verify IMP signal value drops.
Expected Outcome
A properly operating air management system graph will match this graph.
Follow-On Procedure
None
Air Management System Graph (BAD)
Overview
This graph shows an Air Management System (AMS) not operating as designed during the Air Management
Test (AMT). The AMT gives pass or fail results. It allows the user to validate the AMS by monitoring the effects
each actuator has on Intake Manifold Pressure (IMP). IMP is normally between 2 psi (14 kPa) to 6 psi (41 kPa)
on engine ramp up during AMT. If the Exhaust Gas Recirculation (EGR) valve is not operating as designed, IMP
will not respond to changes in EGR valve position. Excess soot will then be generated by the engine causing
frequent regeneration of the aftertreatment system.
When EGR valve is commanded ON, verify Intake Manifold Pressure (IMP) signal value drops. In this graph,
IMP does not drop when EGR valve is commanded ON.
NOTE: EGR valve position will never read less than 35 percent and is considered closed.
Tools Required
Equipment Condition
None
Test Setup
4. Perform Air Management Test (AMT) if not already done and saved.
Test Procedure
Figure 926 Air Management System Graph (Bad)

1. Intake Manifold Pressure (IMP) 3. Exhaust Gas Recirculation Valve
2. Mass Air Flow (MAF) (EGRV)
Expected Outcome
An improperly-operating AMS graph will match this graph.
Follow-On Procedure
None
KOER Standard Test
Overview
The Key On, Engine Running (KOER) Standard Test verifies performance of the Injection Control Pressure
(ICP) System. During this test, engine speed increases to 1500 RPM and the Engine Control Module (ECM)
commands the Injection Pressure Regulator (IPR) valve to control ICP. The ICP Desired signal is the pressure
the ECM commanding. The ECM will command 4000 psi, then 1000 psi. The ECM monitors the ICP sensor
(Actual pressure) to validate the system’s ability to meet ICP desired.
Tools Required
• J1939-Compliant Interface Cable
• Engine Speed (below 700 RPM)
• Engine Coolant Temperature 1 (above 158°F 70°C)
• Vehicle Not Moving
• Accelerator Pedal Position (0%)
• Brake Pedal (Released)
• Clutch Pedal (Released)
Test Setup
Figure 927 KOER Standard Test

4. Start engine and warm Engine Coolant Temperature (ECT) above 158°F (70°C).
Test Procedure
1. Select Key-On Engine-Running (KOER) Standard Test (Figure 928) from the Test drop down menu.
2. This test does not display pass or fail results and will display test complete (Figure 929) when finished.
Expected Outcome
Test will complete successfully.
Follow-On Procedure
None
KOER Cylinder Cutout Test
Overview
The Key-On Engine-Running (KOER) Cylinder Cutout Test is an audible test only. This test can be used to help
pin-point cylinder imbalance issues, by disabling one injector at a time while monitoring effects on engine idle
quality. This test must not be used to validate performance of injectors. The Cylinder Performance Analyzer
(CPA) Tools is the required tool for Misfire Diagnostics. This test does not display pass or fail results and will
display test complete each time an injector is enabled.
Tools Required
Equipment Condition
• Engine Speed (below 700 RPM)
• Vehicle Not Moving
• Accelerator Pedal Position (0%)
• Brake Pedal (released)
• Clutch Pedal (released)
Test Setup
Figure 930 Cylinder Cutout Test Home Screen
3. Log in to ServiceMaxx™ software (page 2096).
Test Procedure
1. Start engine.
2. Select Tests > KOER Tests > Cylinder Cutout Test (Figure 931).
Figure 932 Test Control Panel
3. Injectors are disabled by clicking on desired injector from control panel (Figure 931).
Expected Outcome
The engine will lose RPM and an audible change will be heard every time an injector is disabled.
Follow-on Procedure
None
KOER DSI System Test
Overview
The Key-On Engine-Running (KOER) Down Stream Injection (DSI) System Test can be used to validate
performance of the DSI system.
Figure 934 KOER DSI System Test
Tools Required
NOTE: The conditions below are shown how they should be displayed on ServiceMaxx™ software screen.
1. Engine speed (below 700 RPM).
2. Vehicle not moving.
3. Accelerator pedal position (0%).
4. Brake pedal (Release).
5. Clutch pedal (Release).
Test Setup
Test Procedure
1. Select KOER Aftertreatment Tests > DSI System Test (Figure 935) from test drop down menu.
Figure 936 Test Results

2. The test will validate the performance of DSI system (Figure 936), by cycling Aftertreatment Fuel Enable
Control (AFT: FEC) and Aftertreatment Fuel Pressure Control (AFT: FPC), while monitoring the effects on
Aftertreatment Fuel Pressure 1 (AFT: FP1) and Aftertreatment Fuel Pressure 2 (AFT: FP2) sensors (Figure
936).
3. The test will display test results listed in result window during session (Figure 936).
4. Test complete popup is also displayed indicating test has completed successfully (Figure 937).
Expected Outcome
Key-On Engine-Running (KOER) test will complete without any problems occurring.
Follow-On Procedure
None
KOER DSI Deaeration Procedure
Overview
The Key-On Engine-Running (KOER) Down Stream Injection (DSI) Deaeration Procedure can be used to purge
air from the system after the fuel system was opened from a previous repair.
Tools Required
Equipment Condition
NOTE: The conditions below are shown as they should be displayed on the ServiceMaxx™ software screen.
1. Engine speed (below 700 RPM)
2. Vehicle not moving
3. Accelerator Pedal Position (APP) (0%)
4. Brake pedal released
5. Clutch pedal released
Figure 938 DSI System Deaeration Procedure
Test Setup
3. Key ON. Log in to ServiceMaxx™ software.
Test Procedure
1. Select KOER Aftertreatment (AFT) Procedures > Down Stream Injection (DSI) System Deaeration (Figure
939) from the Procedures drop-down menu.
2. The procedure will cycle the Aftertreatment Fuel Enable CTL (AFT: FEC) and Aftertreatment Fuel Pressure
CTL (AFT:FPC) to purge air from the system.
3. This procedure does not display pass or fail results and will display Test Completed, Successful (Figure 940)
when finished.
Expected Outcome
Key-On Engine-Running (KOER) test will complete without any problems occurring.
Follow-On Procedure
None
KOER Aftertreatment DPF Regeneration Procedure
Overview
The Key On Engine Running (KOER) Aftertreatment Diesel Particulate Filter (DPF) Regeneration Procedure
is used to clean Diesel Particulate Filter (DPF). Session is helpful to monitor all components in aftertreatment
system.
WARNING: Set parking brake and gear before diagnostic or service test: To prevent personal injury
or death, make sure parking brake is set, transmission is in neutral or park, and wheels are blocked
before doing diagnostic or service procedures.
Tools Required
Equipment Condition
1. Engine Speed (below 700 RPM).
2. Engine Coolant Temperature (above 150°F 66°C).
3. No Inhibitors (Figure 943).
Test Setup
Figure 941 Aftertreatment DPF Regeneration Procedure

Test Procedure
Figure 942 Select Procedure
1. Start and warm engine coolant temperature above 150°F / 66°C.

2. Select KOER Aftertreatment Procedure – DPF Regeneration (Figure 942) from Procedures drop down
menu.
Figure 943 Menu – Inhibitors
3. Verify DPF Regeneration entry conditions are met and procedure is not inhibited (Figure 943).
Figure 944 Begin Test
4. Press Begin Test button (Figure 944).

5. Engine Speed will ramp up to increase exhaust flow through the DPF. Procedure will run for 60 minutes and
will display any pass or fail results.
Expected Outcome
None
Follow-On Procedure
None
Connect Cylinder Performance Analyzer (CPA) Tool
Overview
The Cylinder Performance Analyzer (CPA) Tool is a four-channel oscilloscope that is used to detect faults in
various components. When used with the proper software, the CPA tool helps technicians diagnose engine
systems by monitoring electrical signals from various engine-mounted sensors.
WARNING: To prevent personal injury or death, never allow the metal sensor tee harness
connectors (BNC Connector) or the Cylinder Performance Analyzer (CPA) tool ports to contact metal,
other sensor tee harness connectors, or ground.
CAUTION: To prevent damage, do not store the CPA tool in the engine compartment. Any exterior damage may
adversely affect the functionality of the tool and cause flawed test results.
CAUTION: Secure the Cylinder Performance Analyzer (CPA) tool and test cables away from hot or moving parts
and any source of radio frequency interference with cable ties while performing tests. Failure to comply could
result in damage to equipment.
Tools Required
• Cylinder Performance Analyzer (CPA) Tool Kit 12-999-01
Equipment Condition
Depending on truck model, it may be necessary to remove operator’s side inner fender, quarter fenders and/or
passenger side inner fender to properly connect and safely route test cables into cab.
Test Setup
Figure 945 Cylinder Performance Analyzer (CPA) Tool

1. Camshaft Position (CMP) Sensor Tee Harness BNC connector
2. Crankshaft Position (CKP) Sensor Tee Harness BNC connector
3. CPA BNC connector
4. CPA tool (Most current version does not have adjusting knobs)
2. Key ON. Log in to ServiceMaxx™ software (page 2096).
Test Procedure
Figure 946 Camshaft Position Sensor 1

1. Camshaft position (CMP) sensor tee harness
2. CMP sensor
1. Connect Yellow Tee Harness 12-999-01-02 between Camshaft Position (CMP) (Figure 946) (Item 1) and
engine harness, making sure to tie it back from hot or moving parts.
2. Securely connect metal end to connector on Cylinder Performance Analyzer (CPA) tool labeled Cam Sensor.
Figure 947 Crankshaft Position Sensor

1. Crankshaft position (CKP) sensor tee harness
2. CKP sensor
3. Connect Black Tee Harness 12-999-01-03 between Crankshaft Position (CKP) (Figure 947) (Item 1) and
engine harness, making sure to tie it back from hot or moving parts.
4. Securely connect metal end to connector on CPA Tool labeled Crank Sensor.
5. Connect USB cable from CPA Tool to Electronic Service Tool (EST) with ServiceMaxx™ software.
• Ensure light on CPA Tool (Figure 945) is flashing.
6. If doing CPA High Pressure Oil Pump (HPOP) Test, connect HPOP Test Harness 12–999–01–04 between
engine harness and CPA Tool.
7. Recheck your test cable connections and routing to ensure they do not come in contact with hot or moving
parts or unnecessary radio frequency interference.
Expected Outcome
Cylinder Performance Analyzer (CPA) tool test harnesses will be properly connected to perform standard tests.
Follow-on Procedure
Perform CPA Tool tests.
Cylinder Performance Analyzer (CPA) Cold Idle Test
Overview
Cylinder Performance Analyzer (CPA) Cold Idle Test detects faults with cylinder combustion during idle speed,
and is usually performed if customer complaint includes a misfire during cold idle. When required, the Cold Idle
Test should be performed prior to the Signal Check.
Tools Required
• Electronic Service Tool with ServiceMaxx™ software
Equipment Condition
Test Setup
3. Connect Cylinder Performance Analyzer (CPA) (page 2197) tool.
Figure 948 ServiceMaxx™ Menu
4. Start CPA software in ServiceMaxx™ by selecting Tests > Cylinder Performance Analyzer (Figure 948).
Figure 949 Information Text Fields
5. Fill in Dealer location, operator / technician Information and Customer Complaint text fields (Figure 949).
6. Verify Vehicle Data matches the information in text fields (Figure 949).
Figure 950 Test Description Text Fields

1. Detailed Test Description / Test Comments Field
2. Brief Test Description Text Field
7. Enter information into Brief Test Description (item 2) and Detailed Test Description / Test Comments (item
1) text fields (Figure 950).
Test Procedure
Figure 951 Test List
1. Select Cold Idle from Test List (Figure 951).

2. Start engine.
Figure 952 Start Test Window
3. Click button on bottom left corner to Start Test (Figure 952).

4. Follow on screen instructions to complete test.
5. When End of Test text field appears, enter any final details about the test.
6. Click Return button to return to Home screen and view test results.
Expected Outcome
Test will run successfully, return to step based diagnostics with test information, or continue Cylinder
Performance Analyzer (CPA) diagnostics as needed. Green cylinders indicate no defects were found; a red
cylinder indicates a problem with that cylinder (may or may not be an injector); and light blue cylinders indicates
high engine speed fluctuations, but no problem with a particular cylinder.
Follow-on Procedure
None
Cylinder Performance Analyzer (CPA) Signal Check
Overview
Signal check ensures information from Crankshaft Position (CKP) Sensor and Camshaft Position (CMP) sensor
are being read properly by the Cylinder Performance Analyzer (CPA) program and are not distorted. Signal
check must be performed before the full load to highway speed test, or any other test involving the vehicle being
driven. CPA software will only recognize, for a limited time, that Signal Check has been completed before it
resets and inhibits any test involving the vehicle being driven.
Tools Required
Equipment Condition
passenger side inner fender in order to properly connect and safely route test cables into cab.
Test Setup
3. Connect Cylinder Performance Analyzer (CPA) Tool Kit (Connect Cylinder Performance Analyzer (CPA)
Tool, page 2197).
Figure 953 ServiceMaxx™ Software Menu for CPA

5. Fill in dealer location, operator/technician information and customer complaint text fields (Figure 954).
6. Verify vehicle data matches information in text fields (Figure 954).

1. Detailed Test Description/Test Comments text Field
2. Brief Test Description text Field
7. Enter information into brief test description (item 2) and detailed test description/test comments (item 1) text
fields (Figure 955).
Test Procedure
Figure 956 Cylinder Performance Analyzer
Later generations of the CPA tool do not have adjusting knobs. If using a tool with adjusting knobs, proper
calibration is rotated fully to the right (clockwise) (Figure 956).
1. Select Signal Check from Test List (Figure 957).

2. Start engine.
3. Click button on bottom left corner to start test (Figure 958).

Figure 959 Signal Test Instructions
4. Follow on-screen instructions to complete test. (Figure 959)

5. When End of Test text field appears, enter any final details about the test.
6. Click Return button to return to home screen and view test results.
Expected Outcome
Test will run successfully, signal adjustment will be made, and any road test can be performed after test is run.
Return to step based diagnostics or continue with Cylinder Performance Analyzer (CPA) diagnostics as needed.
Follow-On Procedure
None
Cylinder Performance Analyzer (CPA) Hot Idle Test
Overview
Hot-idle test detects faults with cylinder combustion during idle speed with engine at or above operating
temperature, and is usually performed if customer complaint includes a misfire during hot idle. Signal check
should be performed before hot-idle test.
Tools Required
Equipment Condition
Depending on truck model, it may be necessary to remove operator’s side inner fender, quarter fender and / or
passenger side inner fender in order to properly connect and safely route test cables into cab.
Test Setup
3. Connect Cylinder Performance Analyzer (CPA) Tool 12-999-01 (page 2197).
5. Input dealer location, operator / technician and customer complaints in appropriate text fields (Figure 961).
6. Verify Vehicle Data (Figure 961) matches information in text fields.

1. Detailed Test Description / Test Comments field
2. Brief Test Description field
1) text fields that describe what and why you are testing (Figure 962).
8. Ensure engine coolant temperature is above 180°F (82°C), if not, run engine to reach operating temperature.
9. If necessary, perform CPA Signal Check (page 2206).
Test Procedure
1. Select Hot Idle from Test List (Figure 963).

2. If engine is not running, Start engine.

4. Follow on-screen instructions to complete this test.
5. When End of Test text field appears, enter any final details about test.
6. Click Return button to go back to home screen and view test results.
Expected Outcome
Test will run successfully. Return to step based diagnostics with test information or continue Cylinder
Follow-On Procedure
None
Cylinder Performance Analyzer (CPA) Road Test
Overview
The Full Load to Highway Speed Test is used to detect faults with cylinder combustion during acceleration,
under a load and involves the vehicle being driven. The signal check must be performed prior to attempting this
test. Testing will stop automatically once vehicle reaches highway speed and/or all necessary data has been
collected. The Cylinder Performance Analyzer (CPA) software will only recognize for a limited time that signal
check has been completed before it will reset and inhibit any test that involves vehicle being driven.
WARNING: To prevent personal injury or death, do not exceed local speed limits, disobey traffic
laws or drive too fast for conditions while performing this test.
Tools Required
Equipment Condition
Depending on the truck model, it may be necessary to remove operator’s side inner fender, quarter fenders
and/or passenger side inner fender in order to properly connect and safely route test cables into cab.
Test Setup
3. Connect Cylinder Performance Analyzer (CPA) Tool Kit (page 2197) 12-999-01.

5. Fill in dealer location, operator/technician information and customer complaint in text fields (Figure 967).

7. Enter information into brief test description (item 2) and detailed test description/test comments (item 1) text
fields (Figure 968).
8. If necessary, perform CPA Signal Check (Cylinder Performance Analyzer (CPA) Signal Check, page 2206).
Test Procedure
1. Select Full Load to Highway Speed test from Test List (Figure 969).
2. Start engine.
3. Click button on the bottom left corner to start test (Figure 970).
4. Follow on-screen instructions to complete test.
5. When End of Test text field appears, enter any final details about test.
6. Click Return button to return to home screen and view test results.
Expected Outcome
Test will complete successfully and will automatically stop when necessary data has been recorded. Review
test results and return to step-based diagnostics or continue with Cylinder Performance Analyzer (CPA) testing
as needed.
Follow-On Procedure
None
Cylinder Performance Analyzer (CPA) Advanced Testing
Overview
Cylinder Performance Analyzer (CPA) advanced testing can be used with or without the guidance of Navistar®
Technical Services. This allows the user to test other sensor signals to perform a wider variety of diagnostics.
Technician can not view data taken on sensor ports 3 and 4 without contacting tech central support.
Tools Required
Equipment Condition
passenger side inner fender to properly connect and safely route test cables into the cab.
Test Setup
3. Connect Cylinder Performance Analyzer (CPA) (page 2197) tool.
4. Connect Extension Harness 12-999-01-05 and 2-Pin Banana Plug 12-999-01-06 to sensor(s) you wish to
monitor and to CPA tool, ensuring to route them away from hot or moving parts.
6. Fill in dealer location, operator / technician information and customer complaint text fields (Figure 972).

Test Procedure
Figure 974 Sensor 3 and Sensor 4 data fields

1. Sensor 3 and 4 check box
2. Sensor connected
1. Add data for sensor(s) connected in the field for Sensor 3 and Sensor 4 (Figure 974), if needed.
2. Select User Defined in the drop-down list of Tests (Figure 975).

3. Start Engine.

5. Follow on-screen instructions to complete this test.
6. When End of Test text field appears, you can enter any final details about the test.
Expected Outcome
Test will run successfully, return to step based diagnostics with test information, or continue Cylinder
Follow-on Procedure
None
Cylinder Performance Analyzer (CPA) – High-Pressure Oil Pump (HPOP) Test
Overview
Cylinder Performance Analyzer (CPA) – High-Pressure Oil Pump (HPOP) Test is a group of tests used to
diagnose defects in the High-Pressure Oil System consisting of the Injection Pressure Regulator (IPR) Engine
Control Module (ECM) Powered Test, IPR (Full Fielded) Test, IPR Removed and Plug Tool Installed Test, and
Pump Deadheaded Test. It may not be necessary to perform all tests in the CPA HPOP Test. If software
detects a fault in the High Pressure Oil System during any test, a Warranty Authorization Code (WAC) will be
generated. Any other faults will be displayed in the Summary Text Box. If no fault is found, the software will
recommend performing the next test in the series.
Tools Required
• Cylinder Performance Analyzer (CPA) Tool Kit – 12-999-01
Equipment Condition
Test Setup
2. Key ON. Log into ServiceMaxx™ software.
3. Connect Cylinder Performance Analyzer (CPA) Tool 12-999-01 (page 2197).

4. Start CPA software in ServiceMaxx™ software by selecting Tests > Cylinder Performance Analyzer (Figure
977).
Figure 978 Information and Text Fields

6. Fill in Dealer name and location, technician / operator information and customer complaints in the appropriate
text fields (Figure 978).
Figure 979 Brief and Detailed Test Description Fields

1. Detailed Test Description / Test Comment Field
2. Brief Test Description Text Field
7. Enter test details into the Brief Test Description (item 2) and Detailed Test Description / Test Comments (item
Test Procedure
Figure 980 CPA Tools Menu
1. Select Tools > HPOP Tests (Figure 980).

Figure 981 Instructions to Set-up and Perform Tests
2. Follow on-screen instructions (Figure 981) to prepare to run this group of tests.
3. Click the Start Test button on bottom left corner.
4. Follow on-screen instructions (Figure 981) to complete this test.
5. When End of Test text field appears, you can enter any final details about the test.
7. Perform next recommended test or make repairs as necessary
Expected Outcome
Tests will run successfully, identifying a failed component or sending the user to the next test in the sequence.
When this series is complete, return to step-based diagnostics, or perform leak test according to Cylinder
Performance Analyzer (CPA) findings.
Follow-on Procedure
None
Record Snapshot of Engine Running Data
Overview
Record engine running data to be referenced now and in the future. Recreate engine running problem during
the test if possible.
Tools Required
Equipment Condition
None
Test Setup
3. Log into ServiceMaxx™ software.
Test Procedure

Figure 983 Start Recording
2. Select Tools > Start Recording Snapshot (Figure 983).

3. Recreate engine running problem.
Figure 984 Stop Recording
4. Select Tools > Stop Recording Snapshot (Figure 984).
Expected Outcome
Engine running values will be within specification. Save Snapshot for reference later in diagnostic procedures.
Follow-On Procedure
None
Road Test
0 to 60 MPH Test
Overview
This test checks for unacceptable performance under a load at rated speed, and requires operation of vehicle.
Using record feature in ServiceMaxx™ while driving on an open stretch of road trying to reproduce complaint,
signals are recorded so they can be analyzed to determine which system is causing faults.
WARNING: To prevent personal injury or death, do not exceed local speed limit laws or drive too
fast for conditions when performing 0 to 60 mph test.
Tools Required
• Interface Cable (RP1210B compliant supporting J1939 and J1708)
Equipment Condition
None
Test Setup
4. Run engine until Engine Coolant Temperature (ECT) is above 158°F (70°C).
Test Procedure
1. Drive vehicle to a suitable and safe location to perform test.
2. Pull over to side of road.
Figure 985 Menu – Select Performance

Figure 986 Menu – Select Start Recording Snapshot
4. Select Tools > Start Recording Snapshot (Figure 986).

5. When it is safe to do so, accelerate from 0 MPH to maximum allowed highway speed.
6. Repeat as necessary to reproduce complaint.
Figure 987 Menu – Select Stop Recording Snapshot
7. After test is complete, Select Tools > Stop Recording Snapshot (Figure 987) and save snapshot in EST.
8. Return to shop and review snapshot data.
Expected Outcome
Safely perform road test and record data for analysis.
Follow-on Procedure
None
0 to 60 MPH ICP and ICPD Graph
Overview
This graph shows an Injection Control Pressure (ICP) system operating as designed. This graph is a
representation only, no two graphs will be exactly alike. This test does not give pass or fail results. It only
allows the user to validate ICP and Injection Control Pressure Desired (ICPD) signal values under load. As
engine rpm increases, ICP should steadily increase. Low ICP will cause low Intake Manifold Pressure (IMP).
Diagnose low ICP concerns before diagnosing low IMP concerns.
NOTE: Analyze 0 to 60 MPH test signal values only during acceleration, and not during deceleration or shifting.
Tools Required
Equipment Condition
None
Test Setup
3. Log in to ServiceMaxx™
4. If not done previously, perform 0 to 60 MPH Test (0 to 60 MPH Test, page 2236) and save recording.
Test Procedure
Figure 988 Injection Control Pressure and Injection Control Pressure Desired Graph
1. Injection Pressure Regulator 2. Injection Control Pressure 4. Injection Control Pressure (ICP)
(IPR) Valve control (percent) Desired (ICPD) [Green] [Purple]
[Blue] 3. Engine Speed (RPM) [Orange]
1. Verify if ICP is within 150 psi (1,034 kPa) of ICPD signal value during acceleration.
2. Verify if Injection Pressure Regulator (IPR) valve control is less than 80 percent.
Expected Outcome
A properly-operating ICP system will closely resemble this graph.
Follow-On Procedure
None
0 to 60 MPH RPM, Load, IMP, EBP, and APP1 Graph
Overview
This graph shows the Intake Manifold Pressure (IMP) signal value operating as designed. This graph is a
representation only, no two graphs will be exactly alike. This test does not give pass or fail results. It only
allows the user to validate the IMP signal value under load. Accelerator Pedal Position 1 (APP1) signal value
must be 99.6% to successfully reach peak boost during this test. Low IMP can be the result of low Injection
Control Pressure (ICP). Diagnose low ICP concerns before diagnosing low IMP concerns. IMP can vary based
on ECM calibration and vehicle weight. Using Electronic Service Tool (EST) with ServiceMaxx™ software,
monitor turbocharger wastegate operation to verify low boost; IMP signal value may be as low as 29 psi (200
kPa) on lower horsepower configurations; Analyze 0 to 60 MPH Test signal values only during acceleration, not
deceleration or shifting.
Tools Required
• Electronic Service Tool (EST) with ServiceMaxx™
Equipment Condition
None
Test Setup
3. Log in to ServiceMaxx™
4. If not done previously, perform 0 to 60 MPH Test (0 to 60 MPH Test, page 2236) and save recording.
Test Procedure
Figure 989 Intake Manifold Pressure Graph

1. Accelerator Pedal Position 1 (APP1) (percent) [Orange]
2. Exhaust Back Pressure (EBP) (psi) [Red]
3. Engine Load (percent) [Blue]
4. Engine Speed (RPM) [Green]
5. Intake Manifold Pressure (IMP) (psi) [Purple]
1. Verify IMP signal value is between 29 psi (200 kPa) to 42 psi (289 kPa), with APP1 signal value at 99.6 %,
and engine speed between 1800 rpm to 2200 rpm.
2. Verify Exhaust Back Pressure (EBP) is less than 70 psi (482 kPa), with APP1 signal value at 99.6 %, and
engine speed between 1800 rpm to 2200 rpm.
Expected Outcome
Properly operating system signals will closely resemble this graph.
Follow-On Procedure
None
Normal Exhaust Gas Temperature Graph
Overview
This graph shows an aftertreatment system operating as designed. This test does not give pass or fail results. It
only allows the user to validate operation of the aftertreatment system by monitoring exhaust gas temperatures.
NOTE: It is normal to see Diesel Oxidation Catalyst Intake Temperature (DOCIT), Diesel Particulate Filter Intake
Temperature (DPFIT), and Diesel Particulate Filter Outlet Temperature (DPFOT) signal values fluctuate at the
beginning and end of the Onboard Filter Cleanliness Test (OBFCT). A snapshot is recorded below with Diesel
Particulate Filter (DPF) soot load level 1.
Tools Required
Equipment Condition
None
Test Setup
3. Log in to ServiceMaxx™ (page 2096).
4. Perform Onboard Filter Cleanliness Test (OBFCT) if not already done and saved.
Test Procedure
Figure 990 Normal Exhaust Gas Temperatures

1. Diesel Oxidation Catalyst Intake 2. Diesel Particulate Filter Intake 3. Diesel Particulate Filter Outlet
Temperature (DOCIT) (degrees Temperature (DPFIT) (degrees Temperature (DPFOT) (degrees
Fahrenheit) Fahrenheit) Fahrenheit)

2. After Diesel Oxidation Catalyst (DOC) reaches operating temperature and stabilizes, verify DPFIT signal
value is at approximate target temperature for current soot load level (see Soot Load Level vs. Exhaust Gas
Target Temperature Chart).
3. Verify DOCIT signal value is between 550°F (287°C) to 800°F (427°C).
Expected Outcome
An aftertreatment system that is working properly will have signals that will be close to this graph.
Follow-On Procedure
None
Erratic Exhaust Gas Temperatures Graph
Overview
This graph shows erratic exhaust gas temperatures. Erratic temperatures in the exhaust stream occur when
the Diesel Oxidation Catalyst (DOC) becomes contaminated, or an issue with the Aftertreatment Fuel Injector
(AFI) is present. This test does not give pass or fail results. It only allows the user to validate operation of the
aftertreatment system by monitoring exhaust gas temperatures.
Tools Required
Equipment Condition
None
Test Setup
3. Log in to ServiceMaxx™ (page 2096).
4. Perform Onboard Filter Cleanliness Test (OBFCT) if not already done and saved.
Test Procedure
Figure 991 Graph Information Identification

1. Diesel Particulate Filter Intake Temperature (DPFIT) (degrees Fahrenheit)
2. Diesel Particulate Filter Outlet Temperature (DPFOT) (degrees Fahrenheit)
3. Diesel Oxidation Catalyst Intake Temperature (DOCIT) (degrees Fahrenheit)

2. After Diesel Oxidation Catalyst (DOC) reaches operating temperature, verify Diesel Particulate Filter Intake
Temperature (DPFIT) and Diesel Particulate Filter Outlet Temperature (DPFOT) signal values do not
fluctuate more than 50°F (10°C) within 2 minutes. In this graph, DPFIT and DPFOT fluctuate more than
50°F (10°C) within 2 minutes.
Expected Outcome
Exhaust gas temperatures that fluctuate more than specified will have signal values that match this graph.
Follow-On Procedure
None
Low Exhaust Gas Temperatures Graph
Overview
This graph shows low exhaust gas temperatures indicating a restricted Aftertreatment Fuel Injector (AFI). Low
temperatures in the exhaust stream occur when fuel flow from the AFI is restricted, resulting in less fuel burning
in the exhaust stream. This test does not give pass or fail results. It only allows the user to validate operation of
the aftertreatment system by monitoring exhaust gas temperatures.
NOTE: It is normal to see Diesel Oxidation Catalyst Intake Temperature (DOCIT), Diesel Particulate Filter Intake
Temperature (DPFIT), and Diesel Particulate Filter Outlet Temperature (DPFOT) signal values fluctuate at the
beginning and end of the Onboard Filter Cleanliness Test (OBFCT). A snapshot is recorded below with Diesel
Particulate Filter (DPF) soot load level 1.
Tools Required
Equipment Condition
None
Test Setup
4. Perform OBFCT if not already done and saved.
Test Procedure
Figure 992 Low Exhaust Gas Temperatures

1. Diesel Particulate Filter Intake 2. Diesel Particulate Filter Outlet 3. Diesel Oxidation Catalyst Intake
Temperature (DPFIT) (degrees Temperature (DPFOT) (degrees Temperature (DOCIT) (degrees
Fahrenheit) Fahrenheit) Fahrenheit)

2. After Diesel Oxidation Catalyst (DOC) reaches operating temperature and stabilizes, verify DPFIT signal
value is at approximate target temperature for current soot load level (see Soot Load Level vs. Exhaust Gas
Target Temperature Chart).
3. Verify DOCIT signal value is between 550°F (287°C) to 800°F (427°C).
Expected Outcome
An aftertreatment system with low exhaust gas temperatures indicative of a restricted AFI, will have signal values
that match this graph .
Follow-On Procedure
None
Air Control Valve (ACV) Test

Exhaust Back Pressure Valve (EBPV) Test
Overview
This test measures the performance of the Exhaust Back Pressure Valve (EBPV). This visual and functional test
uses pre-programmed actions of the Engine Control Module (ECM) to cycle the EBPV three times after the key
is turned off.
Tools Required
None
Equipment Condition
Remove truck-mounted components as necessary to have a clear view, and to allow access to EBPV.
Test Setup
2. Ensure air tanks are full.
Test Procedure
Figure 993 Exhaust Back Pressure Valve (EBPV)
1. Start engine and let it idle for a minimum of 5 seconds.

2. Shut engine off and visually monitor EBPV (Figure 993) for movement (if necessary, use a helper):
• If EBPV cycles fully open and fully closed, it is working.
• If EBPV does not cycle, go to next step.
3. Disconnect air supply to EBPV.
4. Start engine and let it idle for a minimum of 5 seconds.
5. Shut engine off and check for airflow to the EBPV (if necessary, use a helper):
• If airflow cannot be heard or felt, go to EBPV control diagnostics.
• If airflow can be heard or felt go to next step.

6. Check EBPV and linkage for binding and sticking.
Expected Outcome
The EBPV will cycle fully open and closed three times when the key is turned off.
Follow-on Procedure
None
Boost Control System Test
Overview
Verify operation and condition of boost control system. This test is made up of multiple inspections and tests
to determine root cause of boost control system failures. All tests may not need to be performed. If any test
identifies a failed component, replace that component and retest for original symptom.
CAUTION: Limit supply air pressure to 21.5 PSI (148 kPa) to prevent damage to system lines, hoses, and
Turbocharger 2 Wastegate (TC2WG) solenoid.
Tools Required
• Pressure Test Kit ZTSE4409
Equipment Condition
None
Test Setup
None
Test Procedure
Figure 994 Boost Control System Lines - Shown with Interstage Cooler (ISC) Removed for Clarity
1. Supply line 2. Dump line 3. Wastegate actuator line
1. Perform visual inspection of Turbocharger 2 Wastegate (TC2WG) solenoid supply line, Wastegate Actuator
and dump lines (Figure 994).
2. Perform Turbocharger 2 Wastegate (TC2WG) Operational Test (page 2259). If test passes, got to step 5.
Figure 995 Turbocharger 2 Wastegate (TC2WG) Solenoid

1. Supply port
2. Electrical connector
3. Wastegate actuator port
4. Dump port
3. Check electrical connector (Figure 995) (Item 2) for bent, loose, damaged, or corroded pins and repair as
needed.
4. Start Engine and blow air pressure (21.5 psi or 148 kPa) through supply line. Air should not pass through
solenoid. If air passes through, replace TC2WG solenoid.
5. Perform Turbocharger 2 Wastegate (TC2WG) Solenoid Test (page 2263). If test passes, got to step 6.
6. Perform Turbocharger 2 Wastegate (TC2WG) Isolated Actuator Test (page 2264). If test passes, go to Step
7.
7. Perform Exhaust Back Pressure Valve Operation Test (page 2254).
Expected Outcome
Testing will diagnose faulty component causing failure of boost control system.
Follow-On Procedure
None
Turbocharger 2 Wastegate Position (TC2WG) Operational Test
Overview
Verify turbocharger wastegate is operating properly. This test verifies appropriate travel of wastegate actuator
rod. Actuator rod travel should match specification.
Tools Required
• Measuring tool (ruler)
Equipment Condition
Remove any necessary truck components to achieve a clear view of and to reach turbocharger wastegate
actuator.
Test Setup
Figure 996 ZTSE4409

Figure 997 Installing Pressure Gauge ZTSE4409

1. Pressure Test Gauge connected to air supply
1. Install Pressure Test Gauge ZTSE4409 (Figure 997) (Item 1) to wastegate actuator air supply, and then
connect to regulated air pressure.
Figure 998 Marking Actuator Rod

1. Actuator rod mark
2. Mark actuator rod (Figure 1000) (Item 1) at base of actuator.

3. Inspect air hoses for chafing, leaks, and splits.
Test Procedure
1. Apply 21.5 psi (148 kPa) of regulated air pressure to actuator.
2. Measure actuator rod movement.
Expected Outcome
Turbocharger wastegate actuator rod will travel its full range of motion and stop in a seated position without
sticking or shuddering. Length of travel will match specification.
Follow-On Procedure
None
Turbocharger 2 Wastegate Position (TC2WG) Solenoid Test
Overview
Test for proper operation of turbocharger Wastegate Position system. This test verifies air and electrical controls
of turbocharger wastegate. ServiceMaxx™ software commands system on and off.
Tools Required
• Interface Cable (RP1210B-compliant supporting J1939 and J1708)
• Pressure Test Kit - ZTSE4409
Equipment Condition
Remove any necessary truck components to achieve a clear view and reach to turbocharger wastegate actuator
and control valve.
Test Setup
2. Attach pressure test kit to Supply hose to TC2WG solenoid.
Test Procedure
1. Perform KOEO Standard Test (Figure 882)
2. Supply 21.5 psi (148 kPa) to TC2WG solenoid.
3. After test is complete, perform KOEO Output State Low Test (Figure 887) and visually monitor turbocharger
wastegate actuator.
4. Perform KOEO Output State High Test (Figure 888) and visually monitor turbocharger wastegate actuator.
5. Supply 8 psi (55 kPa) to TC2WG solenoid.
6. Perform KOEO Output State Low Test (Figure 887), actuator should NOT move.
7. Perform KOEO Output State High Test (Figure 888), actuator should NOT move.
Expected Outcome
The turbocharger wastegate actuator will cycle fully open and closed during Output State Low and High Tests
with 21.5 psi (148 kPa) supplied to it, indicating it is working properly.
Follow-On Procedure
None
Turbocharger 2 Wastegate Position (TC2WG) Isolated Actuator Test
Overview
This test checks for which part of wastegate system not functioning correctly by isolating and checking primary
components.
Tools Required
• Measuring tool (ruler)
Equipment Condition
Remove any necessary truck components to achieve a clear view of and to reach turbocharger wastegate
actuator.
Test Setup
Figure 999 Installing Pressure Gauge ZTSE4409

1. Turbocharger Wastegate
Actuator
1. Install Pressure Test Gauge (ZTSE4409) directly to wastegate actuator (Figure 999) (Item 1), and connect
to regulated air pressure.
Figure 1000 Marking Actuator Rod

1. Actuator rod mark
2. Mark actuator rod (Figure 1000) (Item 1) at the base of actuator.

3. Inspect air hoses for chafing, leaks, and splits.
Test Procedure
1. Apply 21.5 psi (148 kPa) of regulated air pressure to actuator.
2. Measure actuator rod movement.
3. Relieve regulated air pressure from actuator.
Figure 1001 Actuator Rod Removal
4. If rod does not move, remove actuator rod (Figure 1001) from turbocharger wastegate arm (see Engine
Service Manual).
5. Move turbocharger wastegate lever by hand.
Expected Outcome
Turbocharger wastegate actuator moves without sticking or shuddering. Turbocharger wastegate lever moves
freely by hand.
Follow-On Procedure
None
KOER MAF Sensor Calibrations
Overview
The Mass Air Flow (MAF) sensor directly monitors the air entering the engine. The MAF sensor is used to
calculate the amount and density of the incoming air. The Engine Control Module (ECM) uses this information
to calculate the correct amount of Exhaust Gas Recirculation (EGR) during engine operation. This test displays
pass, fail or abort results.
Tools Required
• Electronic Service Tool (EST) with ServiceMaxx™ software.
Equipment Condition
• Engine speed below 700 RPM
• Key-On Engine-Running (KOER) Standard Test run.
• Engine Coolant Temperature 1 (ECT1) at or above 158°F (70°C)
• Engine Oil Temperature (EOT) above 176°F (80°C)
• Vehicle not moving
• Accelerator Pedal Position (APP) at 0%
• Brake pedal released
• Clutch pedal released
MAF Calibration Pre-Checks

• No active fault codes, other than SPN 132 FMI 13.
• Ambient Air Temperature (AAT) at or above 58°F (14°C).
• Diesel Particulate Filter (DPF) Status = regeneration not needed.
• No leaks in intake air system.
• No leaks in exhaust system.
• No shop exhaust hose attached.
• No engine performance issues.
• No engine misfire issues.
• Vehicle hood is closed.
• Transmission in Park or Neutral.
• Clutch pedal released
• Engine Fan OFF.
• Park Brake Applied.
• Power Takeoff (PTO) disabled.
• Air conditioning OFF.

• Accelerator pedal not pressed
• Mass Air Flow (MAF) sensor within Key-On Engine-Off (KOEO) specification.
• Intake Manifold Pressure (IMP) sensor within KOEO specification.
• Intake Manifold Temperature (IMT) sensor within -22°F (-30°C) and 257°F (125°C)
Figure 1002 MAF Sensor Calibration
Test Setup
3. Start ServiceMaxx™ software (page 2124).
4. Perform KOEO Standard Test (page 2136).
Test Procedure
1. Start engine and run to operating temperature.

2. Select Procedures > KOER Procedures > MAF Sensor Calibration (Figure 1003).
Figure 1004 Test Abort Temperature Out of Range
3. Click OK (Figure 1005) when the test is complete to return to ServiceMaxx™ homescreen.
Expected Outcome
Test will run successfully and give pass results.
Follow-On Procedure
None
Exhaust Gas Recirculation (EGR) Valve Operational Test
Overview
This test commands the Exhaust Gas Recirculation (EGR) valve to perform a self-diagnostic routine and
broadcast a fault code if there is a problem. The test commands the EGR valve completely open, waits for
a significant dwell time, commands the EGR valve completely closed, waits for a significant dwell time, and
repeats the test multiple times. The long dwell times and repeating tests are important. A stuck EGR valve
will broadcast an SPN 2791 FMI 7 fault code. Allowing at least 30 seconds between Output State tests in
step 3 is critical. Output State tests will not finish without a minimum of 30 seconds between them. This is a
manually-controlled test.
Tool Required
Equipment Condition
None
Test Setup
4. Perform KOEO Standard Test (page 2136).
Test Procedure
1. Key OFF for minimum of 45 seconds before testing.
Figure 1006 Tests – Output State Low
2. Select Tests > KOEO Tests > Output State Low Test (Figure 1006) and wait 30 seconds for test to run.
Figure 1007 Tests – Output State High
3. Select Tests > KOEO Tests > Output State High Test (Figure 1007) and wait 30 seconds for test to run.
4. Repeat step 2 and step 3 in sequence three more times, waiting 30 seconds for each test to run.
Expected Outcome
A free-moving Exhaust Gas Recirculation (EGR) valve will not broadcast an SPN 2971 FMI 7 fault code during
the EGRV Operation Test. A stuck EGR valve will broadcast an SPN 2971 FMI 7 fault code.
Follow-On Maintenance
None
Low-pressure Fuel System Tests

Fuel Delivery Pressure (FDP) Test
Overview
This test verifies proper operation of the Fuel Delivery Pressure (FDP) system. FDP must be within specification
to ensure proper performance of engine.
WARNING: To prevent personal injury or death, do not smoke and keep fuel away from flame and
sparks.
GOVERNMENT REGULATION: Engine fluid (oil, fuel, and coolant) may be a hazard to human
health and the environment. Handle all fluid and other contaminated materials (e.g. filters rags)
in accordance with applicable regulations. Recycle or dispose of engine fluids, filters, and other
contaminated materials according to applicable regulations.
Tools Required
• Fuel Pressure Gauge ZTSE4681
• Fuel / Oil Pressure Test Coupler (Compucheck) ZTSE4526
• Fuel Pressure Test Kit ZTSE4657
Equipment Condition
None
Test Setup
Figure 1008 Fuel Pressure Gauge to Fuel Filter Module Connection

1. Fuel Pressure Gauge ZTSE4681
2. Fuel Pressure Test Kit ZTSE4657
3. Fuel / Oil Pressure Test Coupler ZTSE4526
1. Key OFF.
2. Fuel Pressure Gauge ZTSE4681 (Figure 1008) (Item 1) connected to Fuel Filter Module test port.
3. Valve closed on fuel gauge.
Test Procedure
Figure 1009 Fuel Pressure Gauge ZTSE4681
1. Turn Key-On Engine-Off (KOEO) to energize fuel pump (pump will run for 10 to 20 seconds).
2. Monitor and record fuel pressure displayed on gauge.
3. Turn key Off for a minimum of 30 seconds, allowing Engine Control Module (ECM) to reset.
4. Electric Fuel Pump can also be commanded on by using Output State High Test in ServiceMaxx™ software.
5. Perform Output State High Test (page 2145) and monitor gauge and sensor signal in ServiceMaxx™
software.
6. Repeat as necessary to get an accurate and steady pressure reading.
Expected Outcome
Fuel Delivery Pressure (FDP) will be within specifications .
Follow-On Procedure
None
Fuel Pump Voltage Test
Overview
This test is used to determine if the Engine Control Module (ECM) is commanding the Electric Fuel Pump (EFP)
by measuring supply voltage to the EFP.
NOTE: Output state high test can be used to activate fuel pump.
Tools Required
• Electric Fuel Pump (EFP) Breakout Harness ZTSE6023
Equipment Condition
None
Test Setup
1. Key OFF.
2. Install Breakout Harness ZTSE6023 between Electric Fuel Pump (EFP) and EFP harness connector.
Test Procedure
Figure 1010 Pin-Point Test 1
1. Use ServiceMaxx™ and the Output State Test HIGH (page 2145)to command fuel pump On.
2. While Electric Fuel Pump (EFP) is energized, use Digital Multimeter (DMM) to measure voltage between
Breakout Harness ZTSE6023, pin-6, and pin-1. Record measurement.
Figure 1011 Pin-Point Test 2
3. While EFP is energized, use Digital DMM to measure voltage between Breakout Harness ZTSE6023, pin-4,
and pin-1. Record measurement.
4. Repeat steps 1–3 as necessary.
Expected Outcome
Voltage reading between pin-6 and pin-1 and voltage reading between pin-4 and pin-1 are within specifications.
Follow-On Procedure
None
Clean Fuel Source Test
Overview
This test verifies that the fuel supply system is not restricted and is working as designed. By replacing vehicle
tank, lines, and chassis-mounted filter (if equipped), this test isolates the Electric Fuel Pump (EFP) by providing
a clean unrestricted fuel source.
WARNING: To prevent personal injury or death, do not smoke and keep fuel away from flames and
sparks.
Tools Required
• Electronic Service Tool (EST) with ServiceMaxx™ Software
• Clean Fuel Source Tool – 15–637–01
• Fuel Pressure Gauge – ZTSE4681
• Fuel Pressure Test Kit – ZTSE4657
• Fuel / Oil Pressure Test Coupler (Compucheck) – ZTSE4526
Equipment Condition
None
Test Setup
3. Log into ServiceMaxx™ software
4. Disconnect fuel inlet dry-break fitting from the fuel filter module.
Figure 1012 Fuel Filter Module

1. Fuel Supply Line/Clean Fuel Source Dry Break Fitting
2. Fuel inlet
3. Fuel Filter Module
5. Connect Clean Fuel Source Tool 15-637-01 (item 1) to fuel inlet (item 2) of fuel filter module (item 3) (Figure
1012) and prime using primer bulb
Figure 1013 Fuel Pressure Gauge to Fuel Filter Module Connection

2. Fuel Pressure Test Kit ZTSE4657
3. Fuel/Oil Pressure Test Coupler ZTSE4526
6. Connect Fuel Pressure Gauge ZTSE4681 (Figure 1013) (Item 1) to Fuel Filter Module test port using Fuel
Pressure Test Kit ZTSE4657 (item 2) and Fuel/Oil Pressure Test Coupler ZTSE4526 (item 3).
Test Procedure
1. Perform Output State High Test (page 2145) to energize Electric Fuel Pump (EFP)..
2. Observe fuel pressure reading while pump is energized.
3. Activate fuel pump as many times as needed to record a consistent and accurate pressure reading.
Expected Outcome
Fuel pressure reading will be within specification (page 2404).
Follow-on Procedure
None
Intake Air Heater (IAH) Tests

Intake Air Heater (IAH) System Test
Overview
Verify operation of the Intake Air Heater (IAH) system. The IAH is commanded on by the Engine Control Module
(ECM) when Engine Coolant Temperature (ECT) is below 30°F (-1°C). This test uses diagnostic software to
command and monitor operation of the IAH system. This test can be performed without diagnostic software if
coolant temperature is below specification.
Tools Required
Equipment Condition
None
Test Setup
Test Procedure
Figure 1014 KOEO Standard Test Drop Down Menu
1. Perform KOEO Standard Test (Figure 1014).

2. When test is complete, select Sessions > Hard Start – No Start.
3. Select Tests > KOEO Tests > Intake Air Heater Test.
4. Follow the on-screen instructions in ServiceMaxx™ software.
5. Crank engine over.
6. Monitor Air Intake Temperature (AIT).
Expected Outcome
Air Intake Temperature (AIT) will begin to rise when Intake Air Heater (IAH) system is on.
Follow-on Procedure
None
Intake Air Heater (IAH) Current Draw Test
Overview
Verify operation of Intake Air Heater (IAH) grid heating element. Using diagnostic software, digital multimeter
(DMM) amp clamp, this test commands and monitors Intake Air Heater System operation. Intake Air Heater Test
will command element on twice for 45 seconds.
CAUTION: Performing multiple IAH Tests in ServiceMaxx™ will cause the element to overheat and damage it.
Tools Required
• Amp Clamp ZTSE4575
Equipment Condition
None
Test Setup
Figure 1015 IAH Circut

4. Amp Clamp connected to Digital Multimeter (DMM) and clamped onto relay output wire from IAH relay to
IAH grid heating element.
Test Procedure
1. Perform Key On-Engine-Off (KOEO) Standard Test (page 2136).
2. When test is complete, select Sessions > Hard Start – No Start (Figure 1017).
Figure 1018 ServiceMaxx™ Tests Menu
3. Select Tests > KOEO Tests > Intake Air Heater Test (Figure 1018).
4. Follow on-screen instructions in ServiceMaxx™ software.
5. Measure amperage draw with Digital Multimeter (DMM).
Expected Outcome
Current draw is within specification (125 Amps + / – 30 Amps within 2 seconds).
Intake Air Heater (IAH) Relay Test
Overview
The objective of this test is to determine if the Intake Air Heater (IAH) Relay is the source of an inoperative IAH
system. A defective IAH Relay is found by measuring voltages on both sides of relay to validate its performance.
All steps may not need to be performed. If any step condemns the relay, replace relay and retest.
CAUTION: Performing multiple IAH Tests with ServiceMaxx™ software will cause element to overheat.
Overheating element will damage it.
Tools Required
• Electronic Service Tool with ServiceMaxx™ software
• Interface Cable (RP1210B-compliant supporting, J1939 and J1708)
Equipment Condition
None
Test Setup
3. Install Breakout Harness ZTSE6025 between Intake Air Heater (IAH) Relay and engine harness.
Test Procedure
Figure 1019 Intake Air Heater (IAH) Circuit Diagram
1. Measure voltage on relay input side B+ to a known good ground. Is measurement approximately equal to
B+?
• Yes: Go to Step 2.
• No: Check B+ circuit for open, corrosion, or blown fuse.
2. Perform Intake Air Heater (IAH) system test (page 2283). Measure voltage between relay output at heater
element and a known good ground. Is voltage equal to B+ or equal to voltage reading taken in Step 1?
• Yes: End diagnostic procedure.
• No: Go to Step 3.
3. Perform Intake Air Heater (IAH) system test. Measure voltage between IAH Relay input terminal and IAH
relay output terminal. Is voltage under 1 volt?
• No: Replace relay.
4. Perform Intake Air Heater (IAH) system test. Measure voltage between IAH Relay input terminal and a
known good ground. Is voltage within 1 volt of B+?
• No: Check B+ circuit for poor connections.
5. Measure voltage between pin-1 and battery positive. Is voltage equal to B+?
• No: Check for an open between relay coil connector pin-1 and ground.
6. Perform Intake Air Heater (IAH) system test (page 2283). Measure voltage between relay coil connector
pin-1 and pin-2. Is voltage equal to B+?
• Yes: End diagnostic procedure.
• No: Go to diagnostics for SPN 729 FMI 5 (page 1279).
Expected Outcome
There will be power and ground to coil side of relay when Intake Air Heater Test (IAH) is run. There will also
be constant power to input side of relay. That power will transfer to output terminal for heating element when
control circuit is commanded on.
Follow-On Procedure
None
High-Pressure Charge Air Cooler (HPCAC) Pressure Test
Overview
This test verifies the High-Pressure Charge Air Cooler’s (HPCAC) internal integrity by using compressed air to
check for defects and leaks.
WARNING: To prevent personal injury or death, keep hoses and mating surfaces clear of oil and
grease.
Tools Required
• 09–925–01 Cleaning Adapter Kit with Charge Air Cooler Pressure Test Kit – (ZTSE4341)
• Spray bottle with soapy water
Equipment Condition
High-Pressure Charge Air Cooler (HPCAC) is removed from truck.
Test Setup
Figure 1020 CAC Cleaning Adapter Kit (Off Chassis) 09–925–01 With CAC Pressure Test Kit ZTSE4341
Included
1. CAC Pressure Test Kit ZTSE4341
1. Install Charge Air Cooler Pressure Test Kit to HPCAC.

2. Adjust air regulator valve to lowest setting.
3. Attach shop air to valve on gauge / regulator assembly.
Test Procedure
Figure 1021 Bleed-Off Coupler Installed On HPCAC Inlet

1. Safety cable
2. Bleed-off coupler
3. T-clamp (2)
4. Small hose
5. High-Pressure Charge Air Cooler (HPCAC) Inlet
Figure 1022 CAC Pressure Test Kit Installed on HPCAC Outlet

1. Gauge / regulator assembly
2. Quick disconnect fitting
3. Gauge coupler
4. T-clamp (2)
5. Large hose
6. High-Pressure Charge Air Cooler (HPCAC) Outlet
7. Safety cable
Figure 1023 Bleed-off Coupler Components

1. Bleed-off coupler
2. Bleed-off valve
Figure 1024 Gauge / Regulator Assembly Connections

1. Air Valve
2. Air Regulator Knob
3. Gauge
WARNING: To prevent personal injury or death, attach safety cables to High-Pressure Charge Air
Cooler (HPCAC) or a known good anchor point.
CAUTION: Adjust air regulator valve to minimum setting before connecting shop air supply. Accidentally applying
high-pressure can damage tool components or HPCAC.
1. Open air valve slightly, slowly increasing to 30 psi (206.8 kPa).
2. Close air valve and monitor gauge reading for 15 seconds.
• Reading should not drop more than 5 psi.
• If reading falls more than 5 psi (34 kPa), spray connections and High-Pressure Charge Air Cooler
(HPCAC) with soapy water to determine point of leak (air bubbles should appear).
3. Repeat steps 1 and 2 three times to verify reading.
4. Open bleed-off valve slowly to release compressed air.
Expected Outcome
High-Pressure Charge Air Cooler (HPCAC) will hold air pressure.
Follow-On Procedure
None
Interstage Cooler (ISC) Pressure Test
Overview
This test verifies the internal integrity of the Interstage Cooler (ISC) by using compressed air to check for defects
and leaks. This test also ensures no coolant leakage-to-intake, or charge air-to-coolant leak can occur.
WARNING: To prevent personal injury or death, tighten pressure test kit properly prior to testing.
WARNING: To prevent personal injury or death, keep mating surfaces and hoses clear of oil and
grease.
CAUTION: To avoid damage to equipment, limit the amount of pressure used in this test to 30 psi.
Tools Required
• Air pressure regulator
• Interstage Cooler Test Kit (Test Kit being developed)
• Spray bottle with soapy water
Equipment Condition
ISC removed from truck.
Test Setup
1. Attach ISC Test Kit to Interstage Cooler (ISC).

• Obtain 3-inch couplers and clamps locally.
2. Cover ISC air outlet with Air Outlet Disc Plug ( (Figure 1027)).
3. Install Air Outlet Disc Plug Retaining Bracket ( (Figure 1027)) on top of Air Outlet Disc Plug and tighten
clamping bolt to seal ISC air outlet ( (Figure 1026)).
4. Attach Air Intake Plug ( (Figure 1027)) to ISC air intake ( (Figure 1026)), and tighten clamps.
5. Attach Coolant Port Plug ( (Figure 1027)) to ISC coolant return port ( (Figure 1026)) and tighten clamp.
6. Attach Coolant Port Plug ( (Figure 1027)) to ISC coolant supply port ( (Figure 1026)) and tighten clamp.
Test Procedure
1. Connect air pressure regulator to air intake side ( (Figure 1027)) of ISC and pressurize to 30 psi (207 kPa).
2. Spray a soapy water solution on ISC. Look for leaks from hose connections, ISC, or test components.
• If a leak is detected on ISC or if test gauge pressure drops, replace ISC.
3. Connect regulator with shop air source and pressurize the coolant supply port ( (Figure 1027)) of ISC to 30
psi (207 kPa).
4. Spray a soapy water solution on ISC. Look for leaks from hose connections, ISC, or test components
• If a leak is detected on ISC or if test gauge pressure drops, replace ISC.
Expected Outcome
No signs of leaks will be detected and the pressure gauge will remain steady on both the air and coolant sides
of the Interstage Cooler (ISC).
Follow-On Procedure
None
Crankcase Pressure Test
Overview
This test verifies that crankcase pressure is within specification while isolating worn or damaged parts.
WARNING: To prevent personal injury or death, when routing test line, do not crimp line, run line
too close to moving parts, or let line touch hot engine. Secure the Manometer and test line to not obstruct
vehicle operation.
Tools Required
• Crankcase Pressure Test Tool ZTSE4039
• Digital Manometer ZTSE2217
• Slack Tube® Manometer ZTSE2217A
• Standard shop bolt (to plug intake tube)
Equipment Condition
Remove any necessary truck-mounted components to access oil breather tubes and install test equipment.
Test Setup
Figure 1028 ZTSE4039 (0.406 in. diameter)

1. To magnehelic gauge or manometer
2. To valve cover
Figure 1029 Digital Manometer

Figure 1030 Slack Tube® Manometer (ZTSE2217A)
1. Perform Crankcase Oil Breather Separator Test.

NOTE: Ensure engine Coolant Temperature (ECT) is at or above 158°F (70°C).
2. Turn engine OFF.
Figure 1031 Crankcase Pressure Test Adapter Installed

1. Breather elbow
2. Crankcase breather outlet tube
3. Digital Manometer
4. Crankcase Pressure Test Tool
3. Disconnect breather outlet tube from breather elbow.

4. Plug tube to prevent dirt ingestion.
5. Install crankcase pressure test adapter on breather outlet tube.
6. Install manometer to crankcase pressure test adapter.
Test Procedure
1. Start engine.
2. Press accelerator pedal to the floor and hold. While pedal is pressed to the floor, allow manometer reading
to stabilize then record pressure reading.
3. Turn engine OFF.
4. If engine has an air compressor, disconnect the compressor discharge line and repeat steps 1 through 4.
Expected Outcome
Engine crankcase pressure(s) will be within specification.
Follow-on Procedure
None
General Test Procedures

Coolant Heater Assembly Test
Overview
Verify operation of the Engine Coolant Heater.
WARNING: To prevent serious personal injury or death due to electric shock from 120 Volts
Alternating Current (VAC), ensure conditions are appropriate and certified protective apparel is worn.
Tools Required
Equipment Condition
None
Test Setup
1. Engine must be cold to perform this test.
Test Procedure
Figure 1032 Engine Coolant Heater

1. Heater element
2. Cord adapter
3. O-ring
Figure 1033 External Plug Shown with Lid Removed for Clarity
1. Measure resistance at external plug for Oil Pan / Coolant Heater.

• Reading should be approximately 12 ohms. If unit is equipped with both Coolant and Oil Pan Heater,
they are wired on the same plug and the reading should be approximately 8.5 ohms. If reading is within
specifications, go to step 3.
• If reading is not within specifications, go to step 2.
2. Disconnect cord from coolant heater on the left side of the engine block and take resistance reading at the
terminals on the heater itself. See information below for further direction.
• If the reading is approximately 12 ohms, the cord needs to be replaced.
• If the reading is not approximately 12 ohms, install cord and go to step 3.
3. Connect standard extension cord between wall outlet and truck-mounted plug (Figure 1033).
4. Wait 2 to 3 minutes, and then check to see if coolant heater is heating up by feeling cord adapter.
Expected Outcome
Resistance checks will be within specification and coolant heater will heat when plugged in.
Follow-On Procedure
None
Oil Pan Heater Test
Overview
Verify operation of the Engine Oil Pan Heater.
WARNING: To prevent serious personal injury or death due to electric shock from 120 Volts
Alternating Current (VAC), ensure conditions are appropriate and certified protective apparel is worn.
Tools Required
Equipment Condition
None
Test Setup
1. Ensure engine is cold prior to performing this test.
Test Procedure
Figure 1034 Oil Pan Heater

1. O-ring
2. Oil heater element
3. AC power cord
Figure 1035 Oil Pan Heater Plug (Shown with Cover Removed for Clarity)
1. Measure resistance at external plug for Oil Pan / Coolant Heater (Figure 1035).
• Reading should be approximately 12 ohms. If unit is equipped with both a Coolant and Oil Pan Heater,
they are wired on the same plug and reading should be approximately 8.5 ohms. If reading is within
specifications, go to step 3.
• If reading is not within specifications, go to step 2.
2. Disconnect cord from Oil Pan Heater (Figure 1034) on left side of engine oil pan. Measure resistance at
terminals on heater itself.
• If reading is approximately 12 ohms, cord needs to be replaced.
• If reading is not approximately 12 ohms, install cord and go to step 3.
3. Connect standard extension cord between wall outlet and truck-mounted plug (Figure 1035).
4. Wait 2 to 3 minutes, and check to see if Engine Oil Pan Heater (Figure 1034) is heating up by feeling the
area where cord attaches.
Expected Outcome
Resistance checks will be within specification and Oil Pan Heater will heat when plugged in.
Follow-On Procedure
None
Coolant Test Procedures

Deaeration Tank Cap Test
Overview
Verify proper operation of the deaeration tank cap.
WARNING: To avoid possible injury or death, use care when working around hot coolant.
WARNING: To prevent personal injury or death, do the following when removing the radiator cap
or deaeration cap:
• Allow engine to cool for 15 minutes.
• Wrap a thick cloth around radiator cap or deaeration cap.
• Loosen cap slowly a quarter to half turn counterclockwise to vent pressure.
• Pause for a moment to avoid being scalded by steam.
• Continue to turn the cap counterclockwise to remove.
Tools Required
Figure 1036 ZTSE2384 Radiator Pressure Testing Kit

Figure 1037 09–040–01 Coolant Cap Pressure Tester
• ZTSE2384 Radiator Pressure Testing Kit or 09–040–01 Coolant Cap Pressure Tester
Equipment Condition
None
Test Setup
Figure 1038 Deaeration Tank and Cap
1. Remove cap from deaeration tank (Figure 1038).

2. Check deaeration tank neck (Figure 1038) for cracks and warping.
Test Procedure
1. Determine rated pressure of deaeration tank cap.
2. Test dearation cap following the tool instructions for the tester being used.
3. Replace cap if not within specification.
Expected Outcome
Cap will hold rated pressure.
Follow-on Procedure
None
Cooling System Pressure Test
Overview
The following test is used to verify integrity of cooling system by using air pressure. Applying air pressure ensures
system has no leaks. The system should hold pressure indicating there are no leaks in the system.
WARNING: To prevent personal injury or death, do following when removing radiator cap or
deaeration cap:
• Allow engine to cool for 15 minutes or more.
• Wrap a thick cloth around the radiator cap or deaeration cap.
• Loosen cap slowly a quarter to half turn to vent pressure.
• Pause for a moment to avoid being scalded by steam.
• Continue to turn cap counter-clockwise to remove.
WARNING: To prevent personal injury or death, ensure shop-air pressure is properly regulated.
Tools Required
• Coolant Management Tool KL5007NAV.
Equipment Condition
1. Remove splash guards (as necessary).
2. Cooling system full.
Test Setup
Figure 1039 Coolant Management Tool (KL5007NAV)

1. Coolant Supply Tank 3. Pressure Module 5. Cap Adapter
2. Cart 4. Vacuum Module
1. Replace deaeration cap with cap adapter (Figure 1039) (Item 5) from Coolant Management Tool.
2. Connect Pressure Module (Figure 1039) (Item 3) to cap adapter (Figure 1039) (Item 5).
3. Apply shop air to Pressure Module (Figure 1039) (Item 3).
Test Procedure
Figure 1040 Cap Adapter and Pressure Module

1. Pressure Module 3. Air Valve (Open)
2. Cap Adapter (KL5004NAV) 4. Air Valve (Closed)
1. Turn coolant supply tank (Figure 1039) (Item 1) to CLOSED position.

2. Open air valve (Figure 1040) (Item 3) on Pressure Module (Figure 1040) (Item 1) making sure not to exceed
cap pressure on system.
3. Close air valve (Figure 1040) (Item 4). System is now pressurized with air.
4. Take note of gauge reading and check for pressure decay. If no decay is detected, there are no leaks, go
to Step 7.
5. If decay is evident, check cooling system for leak(s).
6. Repeat steps 1 to 3 to re-pressurize system as necessary to find source of pressure loss.
7. Disconnect compressed air, and remove pressure module (Figure 1040) (Item 1).
8. Slowly open air valve (Figure 1040) (Item 3) on pressure module to vent the pressure in the cooling system.
Expected Outcome
Engine cooling system holds steady air pressure.
Follow-on Procedure
Replace splash guards (if removed).
Coolant Over-Flow / Over-Temperature Test
Overview
This test is to determine if cooling system over heats or forces coolant out of overflow tube on deaeration tank.
WARNING: To prevent personal injury or death, be aware of hot coolant being expelled from the
deaeration tank during this test.
Tools Required
Equipment Condition
None
Test Setup
3. Log in to ServiceMaxx™ software (ServiceMaxx™ Connection and Data Recording, page 2096).
Test Procedure
1. Use ServiceMaxx™ software to view Engine Coolant Temperature 1 (ECT1).
2. Start and run engine until it reaches normal operating temperature.
3. Raise engine speed to high idle. Check for coolant overflowing from deaeration tank.
4. Run engine temperature above 225°F (107°C) and radiator intake temperature above 200°F (93°C).
5. Monitor ECT1 and note if temperature exceeds normal operating temperature. Check for coolant overflowing
out of deaeration tank overflow hose.
Expected Outcome
Coolant will not exceed normal operating temperature and coolant will not be expelled from overflow hose on
deaeration tank.
Follow-On Procedure
None
Thermostat Operational Test
Overview
Determine if engine thermostat opens when engine reaches operating temperature by monitoring upper radiator
hose temperature.
Tools Required
• Infrared Thermometer ZTSE4799
Equipment Condition
1. Allow engine to cold soak.
2. Perform Coolant Level Inspection (page 2355).
Test Setup
2. Connect Electronic Service Tool (EST) to vehicle Diagnostic Connector (page 2124) and log in.
3. Check for active or inactive fault codes related to coolant temperature. If present, diagnose and repair these
faults.
Test Procedure
1. Using ServiceMaxx™ software, select > Sessions > Default > Temperature.
2. After engine is cold soaked, verify following sensor signals are approximately equal. If not, diagnose and
repair sensor or circuit problem.
• Engine Coolant Temperature 1 (ECT1)
• Engine Oil Temperature (EOT)
• Exhaust Gas Temperature (EGT)
• Intake Manifold Temperature (IMT)
3. Start engine.
4. Monitor upper radiator hose temperature using Infrared Thermometer.
5. Run engine to operating temperature. Upper radiator hose temperature should be less than ECT1 while
thermostat is closed. As ECT1 reaches approximately 190°F (88°C), a working thermostat will begin to
open, and the upper radiator hose should heat up.
Does upper radiator hose temperature increase to ECT1 ±5°F after engine warms up past thermostat opening
temperature specification?
• No, ECT1 value continues to rise and upper radiator hose remains cooler. Replace thermostat and retest.
• No, ECT1 never reaches 190°F (88°C). Replace thermostat and retest.
• Yes, thermostat is working properly.
Expected Outcome
Upper radiator hose temperature will increase to within ±5°F of ECT1 after engine warms up past thermostat
opening temperature specification.
Follow-On Procedure
None
Engine Cooling Fan Test
Overview
This test is used to check the engine cooling fan for proper operation.
Tools Required
Equipment Condition
none
Test Setup
1. Remove Engine Fan Relay
Test Procedure
1. Key OFF.
2. Using DMM, measure resistance between relay terminals 30 and 87.
• If resistance is > 1000 ohms, continue.
• If resistance is < 1000 ohms, replace rela.y
Figure 1041 Engine Fan Relay Control Circuit Voltage Check
3. Connect Breakout Harness ZTSE4908 to relay vehicle harness connector and leave Engine Fan Relay
disconnected.
4. Key ON.
5. Use DMM to measure voltage between Breakout Harness ZTSE4908 pin-85 and PWR.
• If voltage is < 0.5 volts, continue.
• If voltage is > 0.5 volts, repair short to GND in Engine Fan Control (EFC) circuit between ECM pin C-58 and
Engine Fan Relay.
6. Use DMM to measure voltage between Breakout Harness ZTSE4908 pin-87 and a known good ground.
• If voltage is < 0.5 volts, perform Engine Fan Clutch tests. See appropriate truck service manual.
• If voltage is > 0.5 volts, repair short in vehicle wiring harness between engine fan power feed and engine
fan switched power circuits.
Expected outcome
Engine Fan Relay is not stuck closed, no circuit shorts are present, and fan clutch is not mechanically stuck on.
Air Compressor Coolant Leak Test
Overview
This test is used to check if the air compressor is leaking air into the cooling system.
Tools Required
None
Equipment Condition
None
Test Setup
Figure 1042 Radiator Pressure Test Kit ZTSE2384
1. Perform Coolant Leak – Visual Inspection. (page 2360).

2. Maintain a cooling system pressure of 15 psi (103 kPa).
Test Procedure
Figure 1043 Air Compressor
1. Disconnect oil return hose from bottom of compressor (Figure 1043).

2. Monitor any fluid coming from hose and check for coolant.
Expected Outcome
No coolant will leak from oil return hose.
Follow-on Procedure
None
Air Compressor Overflow Test
Overview
To determine if cooling system over heats or forces coolant out of overflow tube on deaeration tank due to a
faulty air compressor.
Tools Required
None
Equipment Condition
None
Test Setup
1. Disconnect discharge tube from air compressor housing.
Test Procedure
1. Start engine and run until reaching normal operating temperature.
2. Raise engine speed to high idle. Check for coolant overflow out of deaeration tank.
3. Run engine to above 225°F / radiator intake temperature above 200°F.
4. Check for coolant overflow out of deaeration tank overflow hose.
Expected Outcome
Air Compressor will not cause coolant to be expelled from overflow hose on deaeration tank.
Follow-on Procedure
None
Combustion in Cooling System Test
Overview
Check for presence of combustion gasses and/or compressed air in the cooling system.
Tools Required
• Combustion in Cooling System Test Kit – 09-889-01
Equipment Condition
None
Test set-up
1. Remove cap from deaeration tank and if necessary, fill coolant to proper level.
Figure 1044 Deaeration Tank with Test Kit Adapter Installed

1. Deaeration Tank
2. Cap Adapter
3. Combustion tester with tube
2. Install Cap Adapter (item 2) and combustion Tester (item 3) onto deaeration tank (item 1) (Figure 1044).
3. Fill test beaker (item 1) (Figure 1045) to half way mark with clean tap water and place it on a stable surface.
4. Insert combustion tester tube (item 2) (Figure 1045) into water.
Test Procedure
1. Start Engine
2. Observe tester tube in water for air bubbles escaping.
3. Slowly increase engine speed to high idle while observing tester tube in water for air bubbles escaping.
4. Return engine speed to low idle and turn engine off.
Expected Outcome
There will not be a steady flow of air bubbles escaping from tester tube.
Follow-On Procedure
None
On-Engine EGR Cooler Leak Test
Overview
This test is used to check Exhaust Gas Recirculation (EGR) cooler for coolant leakage.
Tools Required
• Coolant Management Tool KL5007NAV
• EGR Cooler Leak Detection Kit KL20030NAV
Equipment Condition
None
Test Setup
1. Chock wheels and disconnect battery.
2. Drain cooling system using Coolant Management Tool KL5007NAV.
3. Remove passenger side inner fender.
4. Remove alternator.
5. Remove alternator mounting bracket.
6. Remove coolant supply and coolant return tubes from front of Exhaust Gas Recirculation (EGR) cooler.
Figure 1046 Deaeration Fitting with EGR Leak Detection Kit KL20030NAV
7. Attach plug 20020-1 from EGR Cooler Leak Detection Kit KL20030NAV onto deaeration fitting as shown in
Figure (Figure 1046).
Figure 1047 Coolant Ports and Coolant Port Plug Assembly 20020-2
8. Attach coolant port plug assembly 20020-2 into coolant ports, as shown in Figure (Figure 1047).
Figure 1048 Air Hose Fitting with Extention

9. Attach a pressure regulator with a shut-off valve to air hose fitting (an extension hose may be necessary to
reach, as shown in Figure (Figure 1048)). Ensure air hose and fittings are free of any leaks, as they will
appear as false EGR cooler leaks.
Test Procedure
1. Pressurize Exhaust Gas Recirculation (EGR) cooler to 55 psi (379 kPa) and shut off air valve.
2. Monitor gauge for 10 minutes.
Expected Outcome
Pressure should drop less than 5 psi.
Follow-On Procedure
None
Instrument Cluster Temperature Gauge Validation Test
Overview
Verifies that the instrument cluster gauge is functioning properly. The gauge reading and sensor signal value
are compared to ensure proper operation and proper reading for the operator to monitor.
Tools Required
Equipment Condition
None
Test Setup
4. Check for any active or inactive code(s) relating to coolant temperature (repair these first).
Test Procedure
Figure 1049 Monitoring Test

1. Engine Coolant Temperature 1
(ECT1) signal
1. Start engine.
2. Monitor and compare ECT1 sensor signal (Figure 1049) and instrument cluster engine coolant temperature
gauge.
3. Bring ECT up to operating temperature and continue to monitor readings for consistency.
Expected Outcome
Instrument Cluster Temperature Gauge and Engine Coolant Temperature (ECT1) sensor signal value will read
approximately the same.
Follow-On Procedure
None
Engine Oil Tests

Oil Cooler Pressure Test
Overview
Verifies internal integrity of engine oil cooler. This test uses special tools and compressed air to ensure coolant
and lube oil do not mix in the assembly.
CAUTION: To prevent damage to oil cooler assembly, regulate compressed air to 30 psi (207 kPa).
Tools Required
• Oil Cooler Test Plate ZTSE4654
• Air Pressure Regulator
• Spray Bottle and Soapy Water
Equipment Condition
1. Remove any truck mounted components to gain access to engine oil cooler assembly.
2. Remove engine oil cooler (refer to Engine Service Manual).
Test Setup
Figure 1050 ZTSE4654 Oil Cooler Test Plate

Figure 1051 Oil Cooler

1. Air Pressure Regulator Connector
2. Port Valve
3. Engine Oil Cooler Housing
4. Oil Cooler Test Plate — ZTE4654
1. Attach oil cooler test plate (Figure 1051) (Item 4) to engine oil cooler assembly (Figure 1051) (Item 3).
2. Install port valve in oil cooler test plate (Figure 1051) (Item 4) in coolant port; close valve.
3. Fill oil ports up to 1 / 4 - in. from the top with soapy water.
4. Attach regulated shop air to port valve (Figure 1051) (Item 2). Do not exceed 30 psi (207 kPa).
Test Procedure
1. Open port valve to allow regulated air to enter oil cooler housing.
2. Observe oil cooler housing ports for bubbles.
3. Spray oil cooler housing and test plate with soapy water to ensure air is not leaking.
4. Close valve, and remove and vent compressed air.
5. Disassemble test plate and drain water.
6. Use compressed air to dry inside and outside of oil cooler assembly (if re-using).
Expected Outcome
Oil cooler assembly will not have bubbles in oil ports or on outside of cooler assembly.
Follow-on Procedure
None
Oil Pressure Verification Test
Overview
The Oil Pressure Verification Test verifies the electronic signal for Engine Oil Pressure (EOP) sensor. This test
utilizes a mechanical gauge to compare sensor output to actual EOP.
Tools Required
Equipment Condition
None
Test Setup
Figure 1052 Oil Pressure Verification Test Connection

1. Engine Oil Pressure sensor connection
4. Connect Pressure Test Kit ZTSE4409 to test port on Engine Oil Pressure (EOP) sensor (Figure 1052) as
shown above (if engine is equipped with an air compressor, an in-line adapter should be used here).
Test Procedure
1. Start the engine.
2. At low idle, monitor mechanical gauge for engine oil pressure reading; compare this reading to EOP value
in ServiceMaxx™ software.
3. Increase engine speed to high idle.
4. At high idle, monitor mechanical gauge for engine oil pressure reading; compare this reading to EOP value
in ServiceMaxx™ software.
Expected Outcome
The Engine Oil Pressure (EOP) reading on mechanical gauge and EOP sensor signal value in ServiceMaxx™
software should be within specification and approximately the same.
Follow-on Procedure
None
Instrument Cluster Engine Oil Pressure Gauge Validation Test
Overview
Verifies the electronic signal to and from the readout of the instrument cluster engine oil pressure gauge
approximately matches the actual mechanical reading. This test uses a mechanical gauge and ServiceMaxx™
software to simultaneously read Engine Oil Pressure (EOP).
Tools Required
Equipment Condition
None
Test Setup
Figure 1053 Pressure Test Kit ZTSE4409

1. Engine Oil Pressure Sensor

4. Connect Pressure Test Kit ZTSE4409 to the test port on the EOP sensor (Figure 1053) (if engine is equipped
with an air compressor, an in-line adapter should be used here).
Test Procedure
1. Start the engine.
2. At low idle, monitor the mechanical gauge for the engine oil pressure reading. Compare this reading to the
value displayed in ServiceMaxx™ software, as well as the value displayed on the instrument panel gauge.
3. Increase engine speed to high idle.

4. At high idle, monitor the mechanical gauge for the engine oil pressure reading. Compare this reading to the
value displayed in ServiceMaxx™ software, as well as the value displayed on the instrument cluster gauge.
Expected Outcome
The mechanical gauge, ServiceMaxx™ software, and the instrument cluster gauge will all read approximately
the same, indicating the sensor and gauge are working correctly.
Follow-On Procedure
None
Oil Breather Separator Test
Overview
This test is performed to verify the centrifugal oil breather separator is functioning properly. The breather is
checked for internal movement by listening for centrifugal noise.
WARNING: To prevent personal injury or death, make sure the parking brake is set, the
transmission is in neutral or park, and the wheels are blocked when running the engine in the service
bay.
WARNING: To prevent personal injury or death, stay clear of moving parts. Ensure that any long
hair or loose clothing is secured appropriately.
Tools Required
• Ultrasonic Ear ZTSE4000
Equipment Condition
None
Test Setup
2. Engine coolant temperature above 158°F (70°C).
3. Ultrasonic Ear ZTSE4800 set up with contact probe installed.
Test Procedure
Figure 1054 Crankcase Oil Separator (CCOS)

1. Crankcase Oil Separator (CCOS) housing
1. Turn engine OFF.

2. Place Ultrasonic Ear ZTSE4800 sound probe on Crankcase Oil Separator (CCOS) housing (Figure 1054)
(Item 1).
3. Listen for the sound of centrifugal movement inside the CCOS.
4. Repeat steps 1 through 4 as necessary. CCOS will spin approximately 15 seconds after engine is turned
off.
Expected Outcome
Centrifugal or spinning sound will be heard inside the Crankcase Oil Separator (CCOS).
Follow-on Procedure
None
Oil Aeration Test

Engine Brake
Engine Brake Operational Check
Engine Brake ECM Input Check

Engine Brake Slave Piston Binding Test

Engine System Inspections

Fuel System Inspection
Overview
Verify the fuel system is clean and free of damage.
sparks.
Tools Required
None
Equipment Condition
None
Inspection Procedure
1. Visually inspect the condition and routing of fuel lines and connections.
• If fuel lines or connections are damaged or routed incorrectly, repair or replace as necessary.
• If fuel lines and connections are in good condition and routed correctly, go to step 2.
2. Remove fuel pump and fuel strainer. Inspect fuel strainer, fuel pump, and O-ring seals for cleanliness and
damage.
• If fuel pump, fuel strainer, or O-ring seals are dirty or damaged, replace as required.
• If fuel pump, fuel strainer, or O-ring seals are clean and not damaged, go to step 3.
3. Remove fuel filter and inspect for: sediments, gasoline, kerosene, waxing, or icing.
• If fuel filter is dirty or damaged, replace fuel filter.
• If fuel filter is clean, go to next test.
4. Inspection is complete.
Expected Outcome
Fuel lines, fuel filter, fuel strainer, and fuel connections are clean and not damaged.
Fuel Quality Inspection
Overview
Drain fuel filter assembly and check fuel quality.
sparks.
NOTE: Ultra Low Sulfur Diesel (ULSD) fuel is required for Navistar® Diesel Engines used with advanced
aftertreatment systems.
NOTE: Do not continue diagnostic procedures if fuel is contaminated.
Tools Required
• Clear fuel container
Figure 1059 Fuel Filter Assembly

A. Fuel strainer B. Fuel drain valve
1. Place clear diesel fuel container under fuel-filter housing.

2. Open drain valve (Figure 1059) (Item B) and fill container.
3. Check for water, waxing, icing, sediment, gasoline, kerosene, or Diesel Exhaust Fluid (DEF) by shaking fuel
sample container and letting contents settle.
• Sediments will fall to bottom of fuel sample container.
• Gasoline and kerosene will separate from diesel fuel.
• Waxing or icing will prevent diesel fuel flowing from fuel-drain valve.
4. Inspect fuel strainer (Figure 1059) (Item A) for debris.
Expected Outcome
Fuel is free of water, waxing, icing, sediment, gasoline, kerosene, or Diesel Exhaust Fluid (DEF).
Fuel Level Inspection
Overview
This inspection is to verify that the instrument panel fuel gauge indicates the correct fuel level in the fuel tanks.
sparks.
Tools Required
None
Equipment Condition
None
1. Inspect interior of fuel tanks and ensure fuel level is equal in both tanks.
2. Check instrument panel fuel gauge and verify that indicated fuel level is consistent with actual fuel level.
Expected Outcome
Fuel gauge should function properly and indicate correct fuel level in fuel tanks.
Engine Oil and Quality Check
Overview
The following procedure is for the inspection of engine oil level and engine oil quality.
NOTE: API CJ-4 oils are recommended for use in high-speed diesel engines with advanced-exhaust
aftertreatment systems that meet on-highway exhaust emissions standards for year 2007 and beyond.
Figure 1060 API CJ-4 Oil Label
NOTE: If inspection indicated that engine oil is contaminated or diluted, engine oil and filter must be replaced.
Tools Required
None
Equipment Condition
None
Figure 1061 Engine Oil Level Gauge
1. Use oil level gauge (dipstick) (Figure 1061) (Item A) to check engine oil level.
• If engine oil level is below specification, inspect engine for leaks, oil consumption, or improper servicing.
Repair cause of low engine oil prior to filling to proper level.
• If engine oil level is above specification, inspect for fuel dilution, coolant contamination, or improper
servicing. If engine oil level is above specification, drain to proper level and diagnose cause of dilution,
contamination, or improper servicing.
Expected Outcome
Oil level should be within specification and free of dilution, coolant contamination, and improper servicing.
Coolant Level Inspection
Overview
The following procedure is to inspect that coolant in the deaeration tank is at appropriate level and free of
contamination.
Tools Required
None
Equipment Condition
None
Figure 1062 Deareation Tank Location (Typical)

A. Maximum level indicator
B. Add coolant indicator
1. Inspect coolant level in deaeration tank.
Expected Outcome
Coolant level should be within specification and free of contaminants.
Coolant Quality Inspection
Overview
Check coolant for proper freeze point, and for contamination.
Tools Required
• Coolant and Battery Refractometer ZTSE4796
Equipment Condition
• Park the vehicle on level ground.
• If engine was running, allow engine to cool for 15 minutes or more.
1. Wrap a thick cloth around the deaeration cap.
2. Loosen cap slowly a quarter to half turn to vent pressure.
3. After pressure has been released, remove the cap.
4. Check coolant appearance for signs of contamination.
5. Take a sample from the deaeration tank.
6. Examine sample for lube oil and Diesel Exhaust Fluid (DEF).
• Oil contamination will result in a dark sludge.
• DEF contamination will give the coolant a dark yellow/brown color with a strong ammonia smell.
7. If coolant is not contaminated, check freeze point.
Expected Outcome
Coolant should be free of contamination, and at the correct freeze point.
Coolant in Exhaust Inspection
Overview
Determine if engine coolant is in the exhaust system.
Tools Required
• Radiator Pressure Test Kit ZTSE2384
1. Park the vehicle on level ground. If engine was running, allow engine to cool for 15 minutes or more.
2. Wrap a thick cloth around the deaeration cap. Slowly turn cap counter-clockwise one-quarter to one-half
turn to vent pressure. After pressure has been released, remove the cap.
3. Install the Radiator Pressure Test Kit ZTSE2384 (with appropriate adapter if needed) onto the deaeration
tank.
4. Disconnect the exhaust pipe at the exhaust brake housing (see Engine Service Manual).
5. Pressurize cooling system to 15 psi (103 kPa).
6. Inspect exhaust pipe and brake housing for presence of engine coolant and engine coolant residue.
Expected Outcome
Exhaust system will not have engine coolant or engine coolant residue.
Interstage Cooler (ISC) Coolant Leak Inspection
Overview
Inspect the Interstage Cooler (ISC) and the High-Pressure (HP) Turbocharger intake elbow for evidence of
coolant.
WARNING: To prevent personal injury or death, allow engine to cool before removing components.
WARNING: To prevent personal injury or death, do the following when removing radiator or
deaeration cap:
• Allow engine to cool for 15 minutes or more.
• Wrap a thick cloth around radiator cap or deaeration cap.
• Loosen cap slowly a quarter to half turn counterclockwise to vent pressure.
• Continue to turn cap counterclockwise to remove.
Tools Required
Equipment Condition
Figure 1063 HP Turbocharger / ISC Assembly

1. High-Pressure (HP) 2. Intake elbow clamp
Turbocharger compressor 3. Interstage Cooler (ISC)
housing 4. Intake elbow
1. Install the Radiator Pressure Test Kit ZTSE2384, with appropriate adapter if needed, on the deaeration tank.
3. Remove the High-Pressure (HP) Turbocharger intake elbow clamp (Figure 1063) (Item 2).
4. Remove intake elbow (Figure 1063) (Item 4) from HP Turbocharger compressor housing (Figure 1063) (Item
1) and ISC (Figure 1063) (Item 3) (see Engine Service Manual).
Figure 1064 ISC Assembly

A. Intake elbow B. Interstage Cooler (ISC)
1. Check intake elbow (Figure 1064) (Item A) and ISC (Figure 1064) (Item B) for wet coolant and the residue
of coolant.
Expected Outcome
No evidence of coolant or coolant residue will be found in the ISC or the HP-Turbocharger intake elbow.
Coolant Leak Visual Inspection
Overview
Check engine cooling system for proper level and leaks.
Tools Required
Equipment Condition
None
1. Park vehicle on level ground. If engine was running, allow engine to cool for 15 minutes or more.
2. Wrap a thick cloth around the deaeration cap. Loosen cap slowly a quarter to half turn to vent pressure.
After pressure has been released, remove the cap.
3. Check coolant level. Compare coolant level to level indicators on the deaeration tank. If coolant level is low,
add coolant.
4. Install Radiator Pressure Test Kit ZTSE2384.
5. Pressurize cooling system.
6. Check both sides of vehicle for coolant, leaks, and coolant on the ground.
7. If coolant is leaking, determine what component is leaking.
Expected Outcome
Coolant should be at the correct level. There should be no visible coolant leaks.
Coolant To Intake Inspection
Overview
Inspect the High-Pressure (HP) Turbocharger and intake elbow for evidence of coolant.
Tools Required
Equipment Condition
Figure 1065 HP Turbocharger / ISC Assembly

1. High-Pressure (HP) 2. Intake elbow clamp
Turbocharger compressor 3. Interstage Cooler (ISC)
housing 4. Intake elbow
1. Install the Radiator Pressure Test Kit ZTSE2384, with appropriate adapter if needed, on the deaeration tank.
3. Remove intake elbow (Figure 1065) (Item 4) from HP Turbocharger compressor housing (Figure 1065) (Item
1) and ISC (Figure 1065) (Item 3) (see Engine Service Manual).
Figure 1066 Coolant To Intake Inspection

A. HP Turbocharger housing intake
B. Intake elbow
1. Inspect HP Turbocharger housing intake (Figure 1066) (Item A) and intake elbow (Figure 1066) (Item B) for
coolant and coolant residue.
Expected Outcome
No evidence of coolant or coolant residue will be found in the HP Turbocharger housing intake and intake elbow.
Charge Air Cooler Inspection
Overview
Inspect the High-Pressure Charge Air Cooler (CAC), Interstage Cooler (ISC), and CAC piping for leaking, worn,
or damaged parts.
Tools Required
None
Equipment Condition
None
Figure 1067 Right Side Engine View (Typical)

A. Interstage Cooler (ISC) D. High-Pressure Charge Air
B. Hose Cooler (HPCAC)
C. Clamp E. Connection point
1. On right side of engine inspect High-Pressure Charge Air Cooler (HPCAC) (Figure 1067) (Item D),
associated hoses (Figure 1067) (Item B), and clamps (Figure 1067) (Item C) for leaks and worn or damaged
parts.
Figure 1068 Left Side Engine View (Typical)

A. Interstage Cooler (ISC) D. High-Pressure Charge Air
B. Hose Cooler (HPCAC)
C. Clamp E. Connection point
2. Inspect High-Pressure Charge Air Cooler (HPCAC) (Figure 1068) (Item D), Interstage Cooler (ISC) (Figure
1068) (Item A), associated hoses (Figure 1068) (Item B), clamps (Figure 1068) (Item C) and connections
(Figure 1068) (Item E) for leaks and worn or damaged parts.
Expected Outcome
HPCAC, ISC, hoses, clamps and connections are free of leaks, wear, or damage.
Intake Air Inspection
Overview
Inspect the air filter and air intake assembly for blockages and / or damage.
Tools Required
None
Equipment Condition
None
1. Inspect for a dirty, damaged, or incorrectly installed air filter.
• If air filter is clean, undamaged, and correctly installed, go to next step.
• If air filter is dirty or damaged, replace air filter.
2. Inspect for air flow restrictions in air intake tubing, tubing connections, and filter housing.
• If air flow is restricted repair air flow restrictions.
• If no air flow restriction is found, no action is required.
Expected Outcome
Air filter, air intake tubing, and air filter housing are free of damage and restrictions. Intake air restriction should
be less than 25 in Hg (84.7 kPa) at full load and at rated speed.
Front Gear Train Coolant Leak Inspection
Overview
This test is used to check for signs of coolant leakage into front gear train.
Tools Required
None
Equipment Condition
1. Remove necessary components for removal of front cover.
2. Remove front cover.
Figure 1069 Front Gear Train Cover

A. Front cover C. Sealing surface
B. Gasket D. Coolant passage
1. Inspect gasket (Figure 1069) (Item B), sealing surface (Figure 1069) (Item C), and coolant passages (Figure
1069) (Item D).
2. Check front cover (Figure 1069) (Item A) and crankcase with straight edge and feeler gauge.
Expected Outcome
Gasket is in good condition, and there is no evidence of coolant leakage. Cover straightness is within
specification.
Exhaust and Aftertreatment System Inspection
Overview
Inspect exhaust and aftertreatment system for leaks and damage.
Black staining in exhaust tailpipe can occur. This is normal and the Diesel Particulate Filter (DPF) should not be
replaced.
Tools Required
None
Equipment Condition
None
1. Inspect exhaust system (engine and vehicle) for restrictions, leaks, and damage.
Figure 1070 Exhaust and Aftertreatment System

A. Aftertreatment Doser Injector C. AFT: DI gasket F. Coolant Supply and Return line
(AFT: DI) D. AFT: DI bore
B. AFT: DI Fuel Supply lines E. Coolant Supply and Return line
2. Visually inspect Aftertreatment Doser Injector (AFT: DI) fuel supply lines (Figure 1070) (Item B) and coolant
supply and return lines (Figure 1070) (Items E and F) for leaks, kinks, bends, or other damage.
3. Remove AFT: DI (see Engine Service Manual) and perform visual check for the following:
• The correct AFT: DI gasket (Figure 1070) (Item C) is installed.
• AFT: DI (Figure 1070) (Item A) and bore (Figure 1070) (Item D) are unrestricted and free of carbon
buildup.
• AFT: DI tip (Figure 1070) (Item A) is free of cracks and other visible damage.
Expected Outcome
Exhaust system (engine and vehicle) will be free of restrictions, leaks, and/or damage. AFT: DI fuel supply and
coolant supply return lines will be free of leaks, kinks, bends, and/or other damage.
Diesel Particulate Filter (DPF) Inspection
Overview
Inspect Diesel Particulate Filter (DPF) channels for restriction, contamination, soot leakage, and filter damage.
Inspect exterior for container damage.
Tools Required
None
Equipment Condition
Index and mark components to show direction of exhaust flow. Mark Diesel Particulate Filter (DPF) to ensure
proper installation after filter has been cleaned or replaced.
Figure 1071 In-Line Exhaust System

1. Diesel Particulate Filter (DPF) 4. Tailpipe 9. Turbo pipe
interface module 5. Selective Catalyst Reduction
2. Diesel Exhaust Fluid Dosing (SCR) canister
Unit (DEF: DU) 6. Decomposition reactor tube
3. Selective Catalyst Reduction 7. Diesel Particulate Filter (DPF)
(SCR) interface module 8. Diesel Oxidation Catalyst (DOC)
1. DPF (Figure 1071) (Item 7) may need to be removed for inspection. There are several variations of
exhaust systems depending on the specific truck series. All variations have the same components and
removal/installation procedures are similar for the different variations. Follow procedures in the Exhaust
Aftertreatment System with DPF and SCR Service Manual.
Figure 1072 New Diesel Particulate Filter (DPF) - face is clear and all channels are visible
1. Inspect the exterior of the Diesel Particulate Filter (DPF) (Figure 1071) (Item 7).
2. If the DPF shows signs of exterior damage such as dents or cracks, replace DPF.
3. Inspect the DPF intake and outlet.
4. If all channels are visible (Figure 1072) and the light soot coating over the whole face is easily wiped away
with a finger, system is working correctly. No action is required.
5. If the DPF is plugged with ash, remove DPF and clean or replace.
6. If filter is cracked or melted, the source of the excessive soot that caused the cracking or melting must be
investigated and the filter must be replaced.
7. Follow Diesel Oxidation Catalyst (DOC) and DPF Reuse Guidelines in the Exhaust Aftertreatment System
with DPF and SCR Service Manual.
Expected Outcome
Diesel Particulate Filter (DPF) should be free of contamination, soot leakage, and filter damage. DPF channels
should be free of restrictions.
Diesel Oxidation Catalyst (DOC) Inspection
Overview
Inspect Diesel Oxidation Catalyst (DOC) for restriction, contamination, soot leakage, and melted or deformed
cells.
Tools Required
None
Equipment Condition
Before removal, mark the DOC to show the direction of exhaust flow. Marking the DOC ensures proper
installation after the DOC has been cleaned or replaced.
Figure 1073 In – Line Exhaust System

1. Diesel Particulate Filter (DPF) 4. Tailpipe 9. Turbo pipe
interface module 5. Selective Catalyst Reduction
2. Diesel Exhaust Fluid Dosing (SCR) canister
Unit (DEF: DU) 6. Decomposition reactor tube
3. Selective Catalyst Reduction 7. Diesel Particulate Filter (DPF)
(SCR) interface module 8. Diesel Oxidation Catalyst (DOC)
1. The Diesel Oxidation Catalyst (DOC) may need to be removed to be inspected. There are several variations
of exhaust systems depending on the specific truck series. All of the variations have the same components
and the removal/installation procedures are similar for the different variations. Follow procedures in the
Exhaust Aftertreatment System with DPF and SCR Service Manual.
Figure 1074 Diesel Oxidation Catalyst (DOC) Outlet

A. DOC separation between the
substrate and housing
1. Inspect DOC.
2. If black soot or gray ash is visible on the face of the DOC, the system is working properly. The DOC can be
reused.
3. If inspection shows separation between the substrate and housing(Item A)(Figure 1074), the DOC can be
reused.
4. If DOC cells are melted or deformed, determine the cause of excessive exhaust gas temperatures.
5. Repair cause of excessive exhaust gas temperatures. Replace the DOC. Follow procedure in the Exhaust
Expected Outcome
DOC should be free of restriction, contamination, soot leakage, and melted or deformed cells.
Selective Catalyst Reduction (SCR) Inspection
Overview
Inspect Selective Catalyst Reduction (SCR) canister.
Tools Required
None
Equipment Condition
None
Figure 1075 Selective Catalyst Reduction (SCR) Assembly

A. SCR canister C. Mounting bolt (6) E. Sensor (4)
B. Sensor module (3) D. Electrical connector (5) F. Mounting nut (1)
1. Check SCR canister (Figure 1075) (Item A) for exterior damage such as dents or cracks.
2. Check sensors (Figure 1075) (Item E) and sensor modules (Figure 1075) (Item B) for visual damage.
3. Check for loose, damaged, brittle, or cracked wiring or electrical connectors (Figure 1075) (Item D).
4. Check for loose or damaged mounting bolts (Figure 1075) (Item C) or nut (Figure 1075) (Item F).
5. Correct items that fail visual check(s).
Expected Outcome
Selective Catalyst Reduction (SCR) canister should be free of dents of cracks. Sensors and sensor modules
should be free of visual damage. Wiring and electrical connectors should pass visual inspection and be in good
working order.
Follow-On Procedure
None
Diesel Exhaust Fluid Dosing Unit (DEF: DU) Inspection
Overview
Inspect Diesel Exhaust Fluid Dosing Unit (DEF: DU).
Tools Required
None
Equipment Condition

1. Diesel Exhaust Fluid Dosing 3. DEF return line 6. DEF suction line
Unit (DEF: DU) 4. DEF pressure line
2. Diesel Exhaust Fluid (DEF) tank 5. DEF supply module
1. Remove Diesel Exhaust Fluid Dosing Unit (DEF: DU) for inspection. Follow procedures in the Exhaust
Figure 1077 Diesel Exhaust Fluid Dosing Unit (DEF: DU) Tip
A. DEF Dosing Unit tip
1. Inspect Diesel Exhaust Fluid Dosing Unit (DEF: DU) (Figure 1077) (Item A) tip for DEF deposits.
• If DEF deposits are found, the DEF: DU must be cleaned. Follow cleaning procedure in the Exhaust
• If DEF: DU tip is free of DEF deposits, go to next step.
Figure 1078 DEF: DU Coolant Passages

A. DEF: DU coolant passages
2. Check that DEF: DU coolant passages (Figure 1078) (Item A) are clean.
• If DEF: DU coolant passages need to be cleaned, follow cleaning procedure in the Exhaust Aftertreatment
System with DPF and SCR Service Manual.
• If DEF: DU coolant passages are clean, go to Decomposition Reactor Tube Inspection (Decomposition
Reactor Tube Inspection, page 2380).
Figure 1079 DEF Pressure, Suction and Return Lines

A. DEF pressure line B. DEF return line C. DEF suction line
3. Visually inspect DEF pressure line (Figure 1079) (Item A), DEF suction line (Figure 1079) (Item C), and DEF
return line (Figure 1079) (Item B) for leaks, kinks, bends, or other damage.
Expected Outcome
DEF: DU tip should be free of DEF deposits and coolant passages should be clean.
Decomposition Reactor Tube Inspection
Overview
Inspect decomposition reactor tube for blockage caused by Diesel Exhaust Fluid (DEF) deposits.
Tools Required
None
Equipment Condition
None

1. Diesel Particulate Filter (DPF) 4. Tailpipe 8. Diesel Oxidation Catalyst (DOC)
interface module 5. Selective Catalyst Reduction 9. Turbo pipe
2. DEF Dosing Unit (SCR) canister
3. Selective Catalyst Reduction 6. Decomposition reactor tube
(SCR) interface module 7. Diesel Particulate Filter (DPF)
1. Inspect decomposition reactor tube for blockage caused by Diesel Exhaust Fluid (DEF) deposits.
• If the DEF deposits in the mixer area are blocking more than 50% of the decomposition reactor tube,
the decomposition reactor tube must be cleaned.
2. Inspect the exhaust flanges for corrosion or other damage.
3. Follow cleaning procedure in the Exhaust Aftertreatment System with DPF and SCR Service Manual.
Expected Outcome
Decomposition reactor tube should be free from blockage caused by Diesel Exhaust Fluid (DEF) deposits.
Diesel Exhaust Fluid (DEF) Quality Inspection
Overview
Inspect Diesel Exhaust Fluid (DEF) for contamination and proper urea concentration.
WARNING: To prevent personal injury or death, avoid contact with Diesel Exhaust Fluid (DEF) /
urea. Do not get DEF in eyes. In case of eye contact, immediately flush eyes with large amounts of water
for a minimum of 15 minutes. Do not swallow. If DEF is ingested, contact a physician immediately.
Tools Required
• Diesel Exhaust Fluid (DEF) Refractometer 5025
Equipment Condition
None
1. Obtain sample of Diesel Exhaust Fluid (DEF).
2. Visually inspect for contamination.
3. Use DEF Refractometer 5025 to test urea concentration of DEF.
Expected Outcome
Diesel Exhaust Fluid (DEF) should be free of contamination and urea concentration should be 32.5% +/- 1.5%.
Diesel Exhaust Fluid (DEF) Level & Gauge Inspection
Overview
Determine the approximate level of Diesel Exhaust Fluid (DEF) in the DEF tank and operation of the DEF level
gauge.
Tools Required
None
Equipment Condition
1. Park vehicle on level ground.
Figure 1081 Diesel Exhaust Fluid (DEF) Tank

1. DEF tank
2. DEF cap
3. Remove DEF cap (Figure 1081) (Item 2).

4. Remove DEF fill neck.
1. Use shop light or flashlight to check DEF level in tank related to tank volume. Example: 1/4 full, 1/2 full.
2. Compare DEF tank level to gauge reading.
3. DEF level should be roughly equivalent to amount shown on DEF level Gauge.
Expected Outcome
Diesel Exhaust Fluid (DEF) in DEF tank should be close to the level indicated on the DEF level gauge.
Coolant to Oil Sump Inspection
Overview
Inspect oil in oil pan for coolant contamination.
NOTE: Oil cooler coolant leakage to oil will occur only when coolant pressure is higher than oil pressure.
Diagnosis and repairs will not be authorized based solely on oil analysis.
Tools Required
None
1. Inspect for crankcase being overfilled.
2. Remove drain plug from oil pan and drain oil to obtain an oil sample.
3. Inspect oil sample for signs of coolant. Contaminated oil will have a light-gray or black sludgy appearance.
If crankcase is over-full, this is also a sign of coolant to lube oil contamination.
Expected Outcome
Oil is not contaminated with coolant.
Oil Pressure Regulator Inspection
Overview
Check oil pressure regulator for damage, binding, or sticking.
Tools Required
None
Equipment Condition
Figure 1082 Oil Filter / Oil Filter Housing Assembly

1. Oil filter regulator 2. Oil filter housing 3. Oil filter
1. Remove regulator valve spring and piston (see Engine Service Manual).
Figure 1083 Oil Pressure Regulator

A. Regulator valve spring B. Regulator piston C. Bore
1. Check regulator valve spring (Figure 1083) (Item A) for collapsed, damaged, and broken coils.
2. Check regulator piston (Figure 1083) (Item B) and bore (Figure 1083) (Item C) for scoring.
Expected Outcome
Oil pressure regulator will have no broken parts, will not bind or stick, and surfaces will show no signs of scoring
or excessive wear.
Cylinder Sleeve Cavitation and Crack Inspection
Overview
Inspect cylinder sleeves for holes or cracks caused by cavitation (gas-filled bubbles formed in the coolant).
Tools Required
None
Equipment Condition
Remove cylinder head. See Engine Service Manual.
1. Inspect piston crowns for signs of coolant leaks. Lack of carbon indicates possible coolant leak into the
cylinder.
2. Bar engine over until pistons 1 and 6 are at Bottom Dead Center (BDC). Visually inspect cylinder sleeve for
cracks or holes.
3. Inspect cylinder sleeves 1 and 6 for possible cavitation leaks and/or cracks.
4. Repeat for cylinders pairs 2-5 and 3-4.
5. Repair as needed.
Expected Outcome
Carbon deposits should be present on piston crowns, indicating cylinder sleeves are free of holes and cracks.
Oil and Crankcase Inspection
Overview
The goal of this inspection is to inspect for internal components leaking larger than normal amounts of oil or
damaged internal parts.
Tools Required
• Regulator assembly
Equipment Condition
1. Oil drained.
2. Oil pan removed (see Engine Service Manual).
Figure 1085 Oil Pump Pick-up Tube

A. Oil Pump Pick-up Tube Gasket
B. Oil Pump Pick-up Tube
1. Remove oil pump pick-up tube (Figure 1085) (Item B).

2. Check tube and gasket (Figure 1085) (Item A).
Figure 1086 Piston
3. Check for missing or broken piston cooling jets (Figure 1086) (Item C).
4. Use regulated shop air to check for loose bearings, cam bushings, or excessive flow from regulator valve
return port.
Expected Outcome
No internal engine damage or excessive engine lube oil leaking will be found.
High-Pressure (HP) Turbocharger Radial Play Inspection
Overview
Check High-Pressure (HP) Turbocharger for excessive radial play.
Tools Required
None
Equipment Condition
Remove compressor housing from High Pressure (HP) Turbocharger.
1. Inspect high pressure turbocharger compressor housing and compressor wheel for signs of contact including
damage to the compressor wheel and/or scaring to the compressor housing.
Expected Outcome
High-Pressure (HP) Turbocharger compressor wheel does not have excessive play, and does not contact the
inside of the compressor wheel housing, and is free from damage.
Batteries and Electrical System Inspection
Overview
Inspect batteries, electrical system, and connections to help identify corroded connections, voltage drops, verify
proper battery voltage, and identify damaged electrical connections and components.
WARNING: To prevent personal injury or death, disconnect the main battery negative terminal
before disconnecting or connecting electrical components. Always connect ground cable last.
eye protection, have water supply available, assure good ventilation, and be sure no flames or sparks
are present.
Tools Required
• Digital Multi-Meter (DMM)
• Flash light (optional)
• Battery charger
Equipment Condition
None
1. Inspect batteries and battery connections. If connections are corroded, loose, or damaged; clean and
reinstall battery connections. If batteries are cracked or damaged replace as necessary.
2. If applicable, check batteries electrolyte level. If electrolyte is below the top of the plates in one or more
cells, add distilled water.
3. Inspect electrical system for damaged electrical components or wiring, and loose connections (including
engine grounds and starter connections). Repair damaged or loose components or connections.
4. Measure voltage of batteries. If voltage is less than 12.6 volts, charge batteries, and test charging system.
Expected Outcome
Batteries, wiring, electrical connections, and electrical components are clean, connections are tight, and not
damaged. Batteries voltage 12.6-15 volts.
Aftertreatment
Snap Acceleration Test
Overview
This test is used to check the Diesel Particulate Filter (DPF) for cracks or internal damage without removing it
from vehicle. The test checks for basic functionality of the DPF and should be done prior to removing it.
Tools Required
None
Equipment Condition
None
Test Setup
None
Test Procedure
1. The transmission must be in neutral and the parking brake applied.
2. Start and idle the engine.
3. Rapidly snap the accelerator to full throttle (this can be done multiple times).
4. During the engine accelerations, visually monitor the exhaust pipe for heavy black smoke. Use assistant if
necessary.
Expected Outcome
There will not be heavy clouds of black smoke exiting the exhaust pipe. Black smoke is an indication of a failure
in the Aftertreatment (AFT) system, specifically the DPF.
Follow-On Procedure
None
Downstream Injection System Operation Test
Overview
This test uses a special tool and a system test to determine if a faulty downstream injector is due to an electronic
control malfunction and/or wiring or a Downstream Injection (DSI) Assembly fault. Separating the command
circuit and DSI Assembly allows for proper diagnosis of the Downstream Injection System.
CAUTION: Do NOT disconnect the Downstream Injection (DSI) Assembly harnesses or plug in the NOID Light
with the Key ON. Doing so will give false test results, resulting in improper diagnosis and unnecessary repairs.
Tools Required
• NOID Light – 15-909-01
Equipment Condition
None
Test Setup
1. Connect Electronic Service Tool (EST) to vehicle diagnostic connector(page 2124).
2. Log into ServiceMaxx™.
3. Key OFF.
Figure 1087 Downstream Injection (DSI) Assembly with Connectors

1. Engine wiring harness
2. Aftertreatment Fuel Pressure Control (AFT: FPC) Connector
3. Downstream Injection (DSI) Assembly
4. Aftertreatment Fuel Enable Control (AFT: FEC) Connector
4. Disconnect Aftertreatment Fuel Pressure Control (AFT: FPC) connector (Figure 1087) (Item 2) from
Downstream Injection (DSI) Assembly (Figure 1087) (Item 3).
5. Plug NOID Light (15-909-01) into AFT: FPC harness.
Test Procedure
1. Key ON.
2. Use ServiceMaxx™ to perform the KOEO DCU Actuator Test(page 2156).
• Select Tests > KOEO Aftertreatment Tests > Actuator - DCU Actuators.
• In the drop down menu select "AFT Fuel Pressure CTL".
• Ensure "On (95% Duty Cycle)" is selected.
• Click "Start Test".

3. Observe NOID Light during test.
• Steady on or Flashing light indicates the electrical control and wiring for the DSI Assembly is working
properly.
• No light indicates an electrical circuit or control fault.
4. If light indicates a properly functioning command circuit and control for AFT: FPC (Figure 1088) (Item 2),
turn Key OFF.
Figure 1088 Downstream Injector (DSI) Assembly

1. Aftertreatment Fuel Enable Control (AFT: FEC)
2. Aftertreatment Fuel Pressure Control (AFT: FPC)
3. Downstream Injection (DSI) Assembly
5. Unplug NOID Light, and plug AFT: FPC connector back into DSI Assembly (Figure 1088)(Item 2).
6. Unplug Aftertreatment Fuel Enable Control (AFT: FEC) connector from the DSI Assembly (Figure 1087)
(Item 4).
7. Plug NOID Light into AFT: FEC harness.
8. Key ON.
9. Use ServiceMaxx™ to perform the KOEO DCU Actuator Test(page 2156).
• Select Tests > KOEO Aftertreatment Tests > Actuator - DCU Actuators.
• In the drop down menu select "AFT Fuel Enable CTL".
• Ensure "On" is selected.
• Click "Start Test".
10. Observe NOID Light during test.
• Steady on or Flashing light indicates the electrical control and wiring for the DSI Assembly is working
properly.
• No light indicates an electrical circuit or control fault.
Expected Outcome
NOID Light will indicate if command signals and wiring are working properly for the Downstream Injection (DSI)
Assembly.
Follow-on Procedure
None
3 ENGINE SPECIFICATIONS 2399
Table of Contents
All Ratings. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2401

Engine Specifications. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2401
Engine Cranking Specs. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2403
Low Idle, No Load, Stabilized Engine Operating Temperature Specs. . . . . . . . . . . . . . . . . . . . . . . . . . . . .2403
High Idle, No Load, Stabilized Engine Operating Temperature Specs. . . . . . . . . . . . . . . . . . . . . . . . . . . .2404
Full Load, Rated Speed on Dynamometer, Stabilized Engine Operating Temperature Specs. . .2404
Engine Coolant Temperatures ECT1, ECT2, Engine Oil Temp, Intake Manifold Temp (IMAT)
Specs. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2405
Intake Air Temp (IAT) Specs. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2405
Diesel Oxidation Catalyst Intake Temp (DOCIT), Diesel Particulate Filter Intake Temp (DPFIT),
Diesel Particulate Outlet Temp (DPFOT) Specs. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2406
Soot Load Level versus Exhaust Gas Target Temperature Chart. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2406
Other Components Specs. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2407
Navistar® 9 (9.3L). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2408

300 hp @ 2000 rpm (12NWC). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2408
315 hp @ 2000 rpm (12NWD). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2410
330 hp @ 2000 rpm (12NWE). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2411
Navistar® 10 (9.3L). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2412

310 hp @ 2000 rpm (12NWG). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2412
330 hp @ 2000 rpm (12NWH). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2414
350 hp @ 2000 rpm (12NWJ). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2415
Fluids. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2416
Fluid Specifications and Info. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2416
2400 3 ENGINE SPECIFICATIONS
All Ratings
Position Sensors
Engine Specifications
Navistar® 9, and 10 Diesel Engines

Engine configuration 4 stroke, inline six cylinder diesel
Navistar® 9 and 10 displacement 570 in3 (9.3 L)
Bore (sleeve diameter) 4.59 in (116.6 mm)
Stroke
• Navistar® 9 and 10 5.75 in (146 mm)
Compression ratio
• Navistar® 9 and 10 17.2 : 1
Aspiration Two-Stage Turbocharger, Intercooler and Aftercooler
Advertised brake horsepower @ rpm See EPA exhaust emission label
Peak torque @ rpm See EPA exhaust emission label
Engine rotation (facing flywheel) Counterclockwise
Combustion system Direct injection turbocharged
Fuel system Electro-hydraulic injection
Total engine weight (oil and accessories)
• Navistar® 9 and 10 1,870 lbs (848 kg)
Cooling system capacity (engine only) 13.5 qts US (12.8 L)
Lube system capacity (including filter) 30 qts US (28 L)
Lube system capacity (overhaul only, with filter) 34 qts US (32 L)
Firing order 1-5-3-6-2-4
Key-On Engine-Off
Key-On Engine-Off
Barometric Absolute Pressure See Local Weather Conditions
Engine Compression Brake Pressure (if applicable) 0.15 to 0.35 volt
Engine oil pressure (2010 Emissions Model Year) -3.0 to 3.0 psi (-20.68 to 20.68 kPa)
Engine oil pressure (2013 Emissions Model Year) -2.34 to 2.34 psi (-16.10 to 16.10 kPa)
Exhaust back pressure -1.38 to 1.38 psi (-9.49 to 9.49 kPa)
Diesel Particulate Filter Differential Pressure (DPFDP) 0.47 to 0.91 volt
Injection Control Pressure (ICP) 0.15 to 0.35 volt
Intake Manifold Pressure (IMP) -1.38 to 1.38 psi (-9.49 to 9.49 kPa)
Fuel delivery pressure (2010 Emissions Model Year)

Fuel delivery pressure (2013 Emissions Model Year) -1.38 to 1.38 psi (-9.49 to 9.49 kPa)
Fuel pump OFF, pressure bled down -2.34 to 2.34 psi (-16.10 to 16.10 kPa)
Fuel delivery pressure with fuel pump on and using a 70 to 100 psi (483 to 689 kPa)
mechanical gauge.
Turbocharger 1 Turbine Outlet Pressure (TC1TOP) 0 kPa (0 psi) / 0.72 V with fuel pump off
Position Sensors
Key-On Engine-Off
Accelerator Pedal Position 1 (APP1) (Not Depressed) 0 % Nominal

Accelerator Pedal Position 2(APP2) (Not Depressed) 0 % Nominal
Accelerator Pedal Position 1 (APP1) (Not Depressed) 1.10 volt Nominal

Accelerator Pedal Position 1 (APP1) (Not Depressed) 0.56 volt Nominal
Accelerator Pedal Position 1 (APP1) (Fully Depressed) 100 % Nominal

Accelerator Pedal Position 2 (APP2) (Fully Depressed) 100 % Nominal
Accelerator Pedal Position 1 (APP1) (Fully Depressed) 4.30 volt Nominal

Accelerator Pedal Position 2 (APP2) (Fully Depressed) 2.14 volt Nominal
EGR Valve Control 35 to 90%
EGR Position 35 to 90%
Engine Throttle Position 0 % Nominal
Engine Cranking Specs
Engine Cranking
Cranking rpm (min) 130 rpm
20 seconds maximum crank time per attempt. Wait 2 to 3 minutes before repeating.
Battery voltage (min based on ECM drop out) 9V
Injection control pressure (min to start engine) 5 MPa (725 psi) / 0.95 V
EGR control 35 %
Fuel delivery pressure with fuel pump on and using a

mechanical gauge. 70 to 100 psi (483 to 689 kPa)
Low Idle, No Load, Stabilized Engine Operating Temperature Specs

Temperature Sensors
Low Idle, no load, stabilized engine operating temperature
Engine coolant temperature (at thermostat opening) 85 °C (185 °F) ± 2.78 °C (5 °F)
1.26 V ± 0.4 V
Engine oil temperature should not go 5.5 °C (10 °F) above engine coolant temperature.
Intake Manifold Temperature 66 °C (150 °F) ± 5.5 °C (10 °F)
Pressure - check with sensor and mechanical gauge
Engine oil pressure (min with gauge) 214 kPa (31 psi) / 2.19 V
Fuel delivery pressure (gauge) 621 kPa (90 psi) ± 10 psi
High Idle, No Load, Stabilized Engine Operating Temperature Specs
High Idle, Parasitic load, at stabilized operating temperature
Crankcase Pressure
High idle no load - max. using ZTSE4039 1.5 kPa (6 in. H2O)
Full Load, Rated Speed on Dynamometer, Stabilized Engine Operating Temperature Specs
Full Load, Rated Speed on Dynamometer, Stabilized Engine Operating Temperature
Air cleaner restriction (max) 6.2 kPa (25 in H2O)
Mass air flow sensor 4612 Hz (min)
8138 Hz (max)
Engine Coolant Temperatures ECT1, ECT2, Engine Oil Temp, Intake Manifold Temp (IMAT) Specs
Temperature Sensor (ECT)
Temperature at -18 °C (0 °F) 4.62 V / 247 kΩ
Temperature at 0 °C (32 °F) 4.37 V / 96 kΩ
Temperature at 65 °C (150 °F) 1.93 V / 6.3 kΩ
Temperature Sensor (EOT)
Temperature Sensor (IMT)
Intake Air Temp (IAT) Specs
Temperature Sensor (AIT)
Temperature at 65 °C (150 °F) 0.908 V / 6.335 Ω

Diesel Oxidation Catalyst Intake Temp (DOCIT), Diesel Particulate Filter Intake Temp (DPFIT), Diesel
Particulate Outlet Temp (DPFOT) Specs
Temperature Sensors (DOCIT, DPFIT, DPFOT)
Soot Load Level versus Exhaust Gas Target Temperature Chart
Overview
This chart shows target exhaust gas temperatures at various soot loads in the Diesel Particulate Filter (DPF).
This chart is for reference only and requires other tests and analysis to be performed in order to use it properly.
Soot Load Level versus Exhaust Gas Target Temperature Chart
DPF Soot Load (%) Exhaust Gas Target Temperature (DPFIT) DTC
0 - 50 1067°F (575°C)
62.5 1044.5°F (562.5°C)
75 1022°F (550°C)
87.5 999.5°F (537.5°C)
100 977°F (525°C)
No DTC
112.5 963.5°F (517.5°C)
125 950°F (510°C)
137.5 936.5°F (502.5°C)
150 923°F (495°C)
164 909.5°F (487°C)
182 896°F (480°C) SPN 3251 FMI 15
200 896°F (480°C)
SPN 3251 FMI 16
236.8 896°F (480°C)
250 896°F (480°C) SPN 3251 FMI 0
Other Components Specs
Other Components
CMP sensor 850 Ω
CKP sensor 420 Ω ± 140 Ω
Injector coil 0.575 Ω ± 0.575 Ω

Navistar® 9 (9.3L)
300 hp @ 2000 rpm (12NWC)
Navistar® 9/300 hp @ 2000 rpm / 860 ft•lb @ 1200 rpm
Engine unit code 12NWC
Engine model Navistar® 9/300
Engine Family Rating Code (EFRC) 5131
Injection timing Nonadjustable
High idle speed - manual transmission 2400 rpm
High idle speed - automatic transmission 2400 rpm
Low idle speed 700 rpm
Intake manifold pressure 0 kPa (0 psi)
Exhaust back pressure 4 kPa (0.6 psi)
Injection control pressure 6 MPa (853 psi)
EGR Control 35% to 80%
Engine Throttle Position 0%
High Idle, no load, stabilized engine operating temperature
Exhaust back pressure 151 kPa (22 psi)
Torque converter stall (automatic transmission) 1900 rpm or greater @ 5 seconds or less
Full load, ECM rated speed at highway, stabilized engine operating temperature


315 hp @ 2000 rpm (12NWD)
Engine unit code 12NWD

330 hp @ 2000 rpm (12NWE)
Engine unit code 12NWE

Navistar® 10 (9.3L)
310 hp @ 2000 rpm (12NWG)
Engine unit code 12NWG


330 hp @ 2000 rpm (12NWH)
Engine unit code 12NWH

350 hp @ 2000 rpm (12NWJ)
Engine unit code 12NUZ

Fluids
Fluid Specifications and Info
Fuel
See engine Operator’s and Maintenance Manual.
Ultra Low Sulfur Diesel (ULSD)

The American Petroleum Institute (API) Diesel Pump Label is compliant with Environmental Protection Agency
(EPA) CFR 80.570.
Ultra Low Sulfur Diesel (ULSD) fuel is required for all Navistar® and MaxxForce® engines with advanced
aftertreatment systems. The fuel should meet all the specifications of American Society for Testing and
Materials (ASTM) D975 standard (current year revision), including the EPA specification for sulfur content
(0.0015 % mass or 15 ppm maximum). These specifications are included in the standard under the designation
No. 2-D S15 fuel and No. 1-D S15 fuel. Grade No. 1-D fuel is a lighter fuel with higher volatility than grade
No. 2-D; it may be blended with grade No. 2-D in wintertime to provide engine operability under low ambient
temperature.
Acceptable Fuel Blends

Navistar® Inc. approves of blends up to B5, provided that the two components satisfy current specifications.
Quality biodiesel blends up to B5 should not cause engine or fuel system problems.
Use of Higher Biodiesel Fuel Blends (B6 to B20)

Standard ASTM D7467-08 covers the specifications for blends between 6% and 20% (B6 to B20). These blends
may be used in vehicles that operate in populated areas or in fleets which are required to use alternative fuels
to reduce urban pollution.
Use of B6 to B20 blends is at the discretion of the customer / operator and will not automatically void an engine
warranty. However, if engine component failure can be directly attributable to use of a B6 to B20 blend not
provided by a BQ9000 certified fuel supplier or not meeting the ASTM D7467-08 Standard, Navistar® may, at
its option, deny warranty on the affected engine or engine component.
WARNING: To prevent personal injury or death, do not mix gasoline, gasohol, or alcohol with diesel
fuel. An open heat source, spark, cell phone or electronic device can ignite these fuel mixtures. This
creates a fire hazard and possible explosion.
CAUTION: To prevent engine damage, do not mix propane with diesel fuel. Navistar® will not honor warranty
claims against engines that have used propane.
Engine Lubrication Oil
Program: I-746 Quarts Liters

Total oil fill capacity including 30 28.5 per build level: HT
filter (subject to change) ISC-Retrofit
Figure 1089 Oil Level Gauge (Typical)
If oil level is below operating range, fill with recommended oil for operating climate. The ADD mark indicates 3
quarts US (2.8 liters) of oil should be added.
API CJ-4 oil, in combination with Ultra Low Sulfur Diesel (ULSD) fuel [0.0015% (15 ppm) maximum sulfur
content], is recommended to maintain performance and durability of aftertreatment systems meeting 2007 and
beyond diesel emission regulations.
SAE Oil Viscosity Grades and Temperature Ranges

The Society of Automotive Engineers (SAE) defines oil viscosity (thickness) by grade. Colder temperatures
require lower grade oils for correct flow during starting. Higher temperatures require higher grade oils for
satisfactory lubrication.
• An oil pan and block coolant heater is required for temperatures below 10 °F (-12 °C).
• For heavy duty driving or trailer towing, higher oil grades 15W-40 and 5W-40 oils are required, if temperatures
are over 50 °F (10 °C).
API classification CI-4 or later for 15W-40: above 10°F (-12°C), and below 10°F (-12°C).
Coolant
Cooling System Capacity

Cooling system refill capacities vary considerably due to variations in chassis, body options, and in addition to
the amount of coolant remaining in the system after draining. Total capacity may range from 6 to 22 gallons (23
to 83 liters).
Coolant Mixtures
Extended Life Coolant (ELC) 50/50 Premix is the standard factory fill for the cooling system. ELC 50/50 Premix is
used to replenish coolant loss and ensure that glycol / water concentrations stay in balance. If a customer wishes
to use a conventional (non-OAT ELC) coolant, it should minimally meet ASTM D6210, Standard Specification
for fully - Formulated Glycol Base Engine Coolant for Heavy Duty Engines.
Freeze Point Protection Levels Concentrate (ethylene glycol) and Water Mixtures
Concentrate and Water Mixtures Freeze Point Protection
40% concentrate and 60% water -12 °F (-24.4 °C)
For vehicles operating in extremely cold climates, a coolant mixture of 60% Concentrate and 40% water or 67%
Concentrate and 33% water provide freeze protection as shown in previous table. Mixtures having more than
67% Concentrate are not recommended.
4 DIAGNOSTIC TOOLS AND ACCESSORIES 2419
Table of Contents
Electrical Tools. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2421

Breakout Harness 18-050-01 (20-way DEF Harness Interconnect). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2421
Breakout Harness 18-650-01 (Ammonia (NH3) Sensor). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2421
Breakout Harness 18-801-01 (Ammonia (NH3) Sensor Module). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2422
Breakout Harness 18-909-01 (DEF Supply Module). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2422
Breakout Harness 18-047-01 DEF Line 3 Heater (Pressure). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2423
Breakout Harness 18-046-01 DEF Line 2 Heater (Return). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2423
Breakout Harness 18-045-01 DEF Line 1 Heater (Supply). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2424
Breakout Harness 18-124-01 (DEF Tank Level and Temperature Sensor). . . . . . . . . . . . . . . . . . . . . . . .2424
Breakout Harness 18-649-01 (NOx Out and DOC / DPF Temperature Sensor Module). . . . . . . . .2425
Breakout Harness 12-575-01 (DPF Differential Pressure / Outlet Pressure Sensor). . . . . . . . . . . .2425
Breakout Harness 18-648-01 (NOx In Sensor Module and SCR Temperature Sensor
Module). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2426
Breakout Harness 12-574-01 (8-way DPF Jumper Harness). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2426
Breakout Harness 18-250-01 (12-way SCR Jumper Harness). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2427
Breakout Harness 18-500-01 (12-way AFT Interconnect). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2427
Digital Multimeter (DMM) ZTSE4357. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2428
Breakout Harness ZTSE6023 (EFP). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2428
International® Electronic Engine Terminal Test Kit ZTSE4435C. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2429
Breakout Harness ZTSE4485A (APP). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2430
Breakout Harness ZTSE4760A (DOCIT, DPFIT, and DPFOT). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2430
Breakout Harness ZTSE4735A (ETV). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2431
Amp Clamp ZTSE4575. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2431
3-Banana Plug Harness ZTSE4498. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2432
500-Ohm Resistor Harness ZTSE4497. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2432
Breakout Harness ZTSE4484 (IPR). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2433
Breakout Harness ZTSE4602 (EOT, ECT1, and AFTFSV). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2433
Breakout Harness ZTSE4674 (ECM and ACT PWR Relays). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2434
Breakout Harness ZTSE4830 (AFTFIS). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2434
Breakout Harness ZTSE4831 (TC2WG). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2435
Breakout Harness ZTSE4834 (EBPV). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2435
Breakout Harness ZTSE4850 (IMP, ICP, EOP, FDP, and EBP). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2436
Breakout Harness ZTSE4908 (EFAN). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2436
Breakout Harness ZTSE4946 (EGT). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2437
Breakout Harness ZTSE4948 (EGR). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2437
Breakout Harness ZTSE4950 (CKP). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2438
Breakout Harness ZTSE4951 (CMP). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2438
Breakout Harness ZTSE4952 (ICP, ECB, and ECBP). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2439
Breakout Harness ZTSE4993 (IMT). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2439
Breakout Harness ZTSE6002 (WIF). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2440
Breakout Harness ZTSE6020 (24-pin). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2440
Breakout Harness ZTSE6021 (AFTFD). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2440
Breakout Harness ZTSE6025 (IAH). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2441
Breakout Harness ZTSE6027 (AFTFP). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2441
Under Valve Cover (UVC) ZTSE4793. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2441
DEF Tank Heat Coolant Flow Valve ZTSE4827. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2442
2420 4 DIAGNOSTIC TOOLS AND ACCESSORIES
Diesel Exhaust Fluid Dosing Unit (DEFDU) ZTSE4828. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2442

Mass Air Flow (MAF) Sensor ZTSE4960. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2443
Noid Lamp 15-909-01. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2443
Mechanical Tools. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2444

Radiator Pressure Test Kit ZTSE2384. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2444
Pressure Test Kit ZTSE4409. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2444
CAC Block Off Kit ZTSE4937. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2445
Oil Cooler Test Plate ZTSE4939. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2446
Cylinder Head Pressure Test Adapter ZTSE4289A. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2447
Thermostat Opening Pressure Test Adapter ZTSE4647. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2447
Water Supply Press Test Adapter ZTSE4648. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2448
ICP Adapter Pressure Test Fitting ZTSE4927. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2448
High Pressure Test Gauge ZTSE4954. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2449
Pressure Gauge Adapter 18-538-01. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2450
IPR Plug Tester ZTSE4816. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2450
Crankcase Pressure Test Tool ZTSE4039. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2451
Slack Tube® Manometer ZTSE2217A. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2452
Fuel Pressure Gauge ZTSE4681. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2453
Fuel Pressure Test Kit ZTSE4657. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2454
Charge Air Cooler Test Kit ZTSE4341. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2454
EGR Mixing Bowl Guide Pins ZTSE4945. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2455
EGR Valve Puller ZTSE4941. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2455
Fuel Intake Restriction and Aeration Tool ZTSE6009. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2456
Fuel/Oil Pressure Test Coupler ZTSE4526. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2456
Fuel Test Fitting ZTSE4692. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2457
ICP Test Kit ZTSE4655. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2457
Turbo Lifting Bracket ZTSE4942. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2458
UV Leak Detection Kit ZTSE4618. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2458
Clean Fuel Source Tool 15-637-01. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2459
Electrical Tools
Breakout Harness 18-050-01 (20-way DEF Harness Interconnect)
Figure 1091 18-050-01
Breakout Harness 18-050-01 is used to measure voltage and resistance on circuits that pass through the 20-way
Diesel Exhaust Fluid (DEF) harness interconnect.
Breakout Harness 18-650-01 (Ammonia (NH3) Sensor)
Figure 1092 18-650-01

Breakout Harness 18-801-01 (Ammonia (NH3) Sensor Module)
Figure 1093 18-801-01
Breakout Harness 18-801-01 is used to measure voltage and resistance on circuits that go to the Ammonia
(NH3) Sensor Module.
Breakout Harness 18-909-01 (DEF Supply Module)
Figure 1094 18-909-01
Breakout Harness 18-909-01 is used to measure voltage and resistance on circuits that go to the Diesel Exhaust
Fluid (DEF) Supply Module.
Breakout Harness 18-047-01 DEF Line 3 Heater (Pressure)
Figure 1095 18-047-01
Fluid DEF Line 3 Heater (Pressure).
Breakout Harness 18-046-01 DEF Line 2 Heater (Return)
Figure 1096 18-046-01
Fluid (DEF) Line 2 Heater (Return).
Breakout Harness 18-045-01 DEF Line 1 Heater (Supply)
Figure 1097 18-045-01
Fluid (DEF) Line 1 Heater (Supply).
Breakout Harness 18-124-01 (DEF Tank Level and Temperature Sensor)
Figure 1098 18-124-01
Fluid (DEF) Tank Level and Temperature Sensor.
Breakout Harness 18-649-01 (NOx Out and DOC / DPF Temperature Sensor Module)
Figure 1099 18-649-01
Breakout Harness 18-649-01 is used to measure voltage and resistance on circuits that go to the Carbon
Monoxide (NOx) Out and Diesel Oxidation Catalyst / Diesel Particulate Filter (DOC / DPF) temperature sensor
module.
Breakout Harness 12-575-01 (DPF Differential Pressure / Outlet Pressure Sensor)
Figure 1100 12-575-01
Breakout Harness 12-575-01 is used to measure voltage and resistance on circuits that go to the Diesel Particle
Filter (DPF) Differential Pressure / Outlet Pressure Sensor.
Breakout Harness 18-648-01 (NOx In Sensor Module and SCR Temperature Sensor Module)
Figure 1101 18-648-01
Breakout Harness 18-648-01 is used to measure voltage and resistance on circuits that go to the Carbon
Monoxide (NOx) In sensor module and Selective Catalyst Reduction (SCR) temperature sensor module.
Breakout Harness 12-574-01 (8-way DPF Jumper Harness)
Figure 1102 12-574-01
Diesel Particle Filter (DPF) Jumper Harness.
Breakout Harness 18-250-01 (12-way SCR Jumper Harness)
Figure 1103 18-250-01
Selective Catalyst Reduction (SCR) Jumper Harness.
Breakout Harness 18-500-01 (12-way AFT Interconnect)
Figure 1104 18-500-01
Aftertreatment (AFT) interconnect.
Digital Multimeter (DMM) ZTSE4357
Figure 1105 ZTSE4357
The DMM ZTSE4357 is used to troubleshoot electrical components, sensors, injector solenoids, relays, and
wiring harnesses. The DMM has a high input impedance that allows testing of sensors while the engine is
running without loading the circuit being tested. This ensures the signal voltage measurement will not be affected
by the voltmeter.
Breakout Harness ZTSE6023 (EFP)
Breakout Harness ZTSE6023 is used to measure voltage and resistance on circuits that go to the Electronic
Fuel Pump (EFP).
International® Electronic Engine Terminal Test Kit ZTSE4435C
Figure 1107 ZTSE4435C
The International® Electronic Engine Terminal Test Kit ZTSE4435C is used to access circuits in the connector
harness and allows for the use of a Digital Multimeter (DMM) without damaging the harness connectors. The
probes may also be used as a guide to determine whether the harness connector is retaining correct tension on
the mating terminal.
Breakout Harness ZTSE4485A (APP)
Figure 1108 ZTSE4485A
Breakout Harness ZTSE4485A is used to measure voltage and resistance on circuits that go to the Accelerator
Pedal Position (APP) sensor.
Breakout Harness ZTSE4760A (DOCIT, DPFIT, and DPFOT)
Breakout Harness ZTSE4760A is used to measure voltage and resistance on circuits that go to the Diesel
Oxidation Catalyst Intake Temperature (DOCIT), Diesel Particulate Filter Intake Temperature (DPFIT), and
Diesel Particulate Filter Outlet Temperature (DPFOT) sensors.
Breakout Harness ZTSE4735A (ETV)
Breakout Harness ZTSE4735A is used to measure voltage and resistance on circuits connected to the Engine
Throttle Valve (ETV).
Amp Clamp ZTSE4575
The Amp Clamp ZTSE4575 is used to measure amperage draw for the Intake Air Heater (IAH).
3-Banana Plug Harness ZTSE4498
The 3-Banana Plug Harness ZTSE4498 is used for sensor-end diagnostics of sensor circuits.
500-Ohm Resistor Harness ZTSE4497
The 500-Ohm Resistor Harness ZTSE4497 is used for sensor-end diagnostics of sensor circuits, and for
performing loaded circuit tests.
Breakout Harness ZTSE4484 (IPR)
Breakout Harness ZTSE4484 is used to measure the voltage and resistance on circuits that go to the Engine
Injection Control Pressure Regulator (IPR).
Breakout Harness ZTSE4602 (EOT, ECT1, and AFTFSV)
Breakout Harness ZTSE4602 is used to measure voltage and resistance on circuits that go to the Engine Oil
Temperature (EOT), Engine Coolant Temperature 1 (ECT1), and Aftertreatment Fuel Shutoff Valve (AFTFSV).
Breakout Harness ZTSE4674 (ECM and ACT PWR Relays)
Breakout Harness ZTSE4674 is used to measure voltage and resistance on circuits that go to the Engine Control
Module (ECM) and Actuator (ACT) PWR relays.
Breakout Harness ZTSE4830 (AFTFIS)
Breakout Harness ZTSE4830 is used to measure voltage and resistance on circuits connected to the
Aftertreatment Fuel Intake Sensor (AFTFIS).
Breakout Harness ZTSE4831 (TC2WG)
Turbocharger 2 Wastegate Control Actuator (TC2WG).
Breakout Harness ZTSE4834 (EBPV)
Breakout Harness ZTSE4834 is used to measure voltage and resistance on circuits connected to the Exhaust
Back Pressure Valve (EBPV).
Breakout Harness ZTSE4850 (IMP, ICP, EOP, FDP, and EBP)
Breakout Harness ZTSE4850 is used to measure voltage and resistance on circuits connected to the Intake
Manifold Pressure (IMP), Injection Control Pressure (ICP), Engine Oil Pressure (EOP), Fuel Delivery Pressure
(FDP), and Exhaust Back Pressure (EBP) sensors.
Breakout Harness ZTSE4908 (EFAN)
Breakout Harness ZTSE4908 is used to measure voltage and resistance on circuits to the Starter Relay and
Engine Fan (EFAN) relay.
Breakout Harness ZTSE4946 (EGT)
Breakout Harness ZTSE4946 enables the technician to quickly connect a voltmeter and read voltage signals for
the Exhaust Gas Temperature (EGT) sensor.
Breakout Harness ZTSE4948 (EGR)
Breakout Harness ZTSE4948 is used to measure voltage and resistance on circuits that go to the Exhaust Gas
Recirculation (EGR) valve.
Breakout Harness ZTSE4950 (CKP)
Breakout Harness ZTSE4950 is used to measure voltage and resistance on circuits connected to the Crankshaft
Position (CKP) sensor.
Breakout Harness ZTSE4951 (CMP)
Breakout Harness ZTSE4951 is used to measure voltage and resistance on circuits connected to the Camshaft
Position (CMP) sensor and the Crankcase Oil Separator Speed (CCOSS) sensor.
Breakout Harness ZTSE4952 (ICP, ECB, and ECBP)
Breakout Harness ZTSE4952 is used to measure continuity of the Injection Control Pressure (ICP) sensor,
Engine Compression Brake (ECB), and the Engine Compression Brake Pressure (ECBP) sensor.
Breakout Harness ZTSE4993 (IMT)
Breakout Harness ZTSE4993 is used to measure voltage and resistance on circuits that go to the Intake Manifold
Temperature (IMT), Charge Air Cooler Outlet Temperature (CACOT) Sensor and High Pressure Turbo Intake
Temperature (HPCIT) sensor.
Breakout Harness ZTSE6002 (WIF)
Breakout Harness ZTSE6002 is used to measure voltage and resistance on circuits that go to the Water In Fuel
(WIF) sensor.
Breakout Harness ZTSE6020 (24-pin)
Breakout Harness ZTSE6020 is used to measure voltage and resistance on circuits that go to the 24-pin Engine
/ IP connector.
Breakout Harness ZTSE6021 (AFTFD)

Aftertreatment Fuel Doser (AFTFD).
Breakout Harness ZTSE6025 (IAH)
Breakout Harness ZTSE6025 is used to measure voltage and resistance on circuits that go to the Intake Air
Heater (IAH) relay.
Breakout Harness ZTSE6027 (AFTFP)
Breakout Harness ZTSE6027 is used to measure voltage and resistance on circuits that go to the Aftertreatment
(AFT) Fuel Pressure (AFTFP) sensor.
Under Valve Cover (UVC) ZTSE4793

UVC Wiring (for injector solenoids, ICP sensor, SCB sensor and Engine Compression Brake Pressure (ECBP)
Sensor).
DEF Tank Heat Coolant Flow Valve ZTSE4827
Diesel Exhaust Fluid Dosing Unit (DEFDU) ZTSE4828

Mass Air Flow (MAF) Sensor ZTSE4960
Noid Lamp 15-909-01

Mechanical Tools
Radiator Pressure Test Kit ZTSE2384
The Radiator Pressure Test Kit ZTSE2384 is used to check pressure caps and cooling systems. The pressure
gauge indicates if the pressure cap holds the correct pressure and whether the cooling system has leaks or
holds pressure.
Pressure Test Kit ZTSE4409
The Pressure Test Kit ZTSE4409 is used to measure intake manifold (boost) pressure, fuel system intake
restriction, fuel pressure, oil pressure, air cleaner intake restriction, and crankcase pressure.
• 0 to 200 kPa (0 to 30 psi) measures intake manifold pressure.
• 0-30 in Hg vacuum / 0 to 200 kPa (0 to 30 psi) compound gauge measures fuel system intake restriction
and intake manifold pressure.
0-30 in H2O / 0 to 7.5 kPa (0 to 1 psi) maximum pressure magnehelic gauge measures crankcase pressure
and air intake restriction.
• 60 to 1100 kPa (9 to 160 psi) gauge may be used to check the fuel pressure and oil pressure.
CAC Block Off Kit ZTSE4937

1. Test plate
2. Seal remover
3. Test plug
4. Seal installer
5. Test cap
The CAC Block Off Kit ZTSE4937 is used to pressure test the interstage cooler (if available) and check for leaks.
Oil Cooler Test Plate ZTSE4939
The Oil Cooler Test Plate ZTSE4939 is used to test the integrity of the oil cooler.
Cylinder Head Pressure Test Adapter ZTSE4289A
The Cylinder Head Pressure Test Adapter ZTSE4289A kit includes cylinder head block-off plate,
thermostat-opening block off plate, 0-30 psi gauge with pressure regulator and all necessary hardware.
Thermostat Opening Pressure Test Adapter ZTSE4647
Thermostat Opening Pressure Test Adapter ZTSE4647 is used for pressure testing the cylinder head. Must be
used in conjunction with ZTSE4648 and ZTSE4289a.
Water Supply Press Test Adapter ZTSE4648
The Water Supply Press Test Adapter ZTSE4648 is used for pressure testing the cylinder head. Must be used
in conjunction with ZTSE4647 and ZTSE4289a.
ICP Adapter Pressure Test Fitting ZTSE4927
The ICP Adapter Pressure Test Fitting ZTSE4927 is used with the High Pressure Test Gauge (ZTSE4954) to
measure injection control pressure coming out of the high-pressure pump.
High Pressure Test Gauge ZTSE4954
The High Pressure Test Gauge ZTSE4954 is used with the ICP Adapter Pressure Test Fitting (ZTSE4927) to
measure injection control pressure coming out of the high-pressure pump.
Pressure Gauge Adapter 18-538-01
Figure 1147 18-538-010
Pressure Gauge Adapter 18-538-01 converts Aftertreatment (AFT) temperature sensor ports to 1/8-in NPT
thread so a standard pressure gauge can be used to measure exhaust pressure.
IPR Plug Tester ZTSE4816
The IPR Plug Tester ZTSE4816 is used to check the high-pressure pump for inability to reach maximum injection
control pressure.
Crankcase Pressure Test Tool ZTSE4039
Figure 1149 ZTSE4039 (0.406 in. diameter)

1. To magnehelic gauge or manometer
2. To valve cover
The Crankcase Pressure Test Tool ZTSE4039 is used to measure combustion gas flow from the valve cover
and may be used with the magnehelic gauge or Slack Tube® Manometer ZTSE2217A.
Use the pressure readings obtained with this adapter as the main source of engine condition. Use oil
consumption trend data if the pressure readings are over the specified limits. Neither changes in oil
consumption trends nor crankcase diagnostic pressure trends can establish a specific problem. These changes
only indicate that a problem exists.
Slack Tube® Manometer ZTSE2217A
The Slack Tube® Manometer ZTSE2217A is a U-shaped tube with a scale mounted between the legs of the
tube. When the portability of the Pressure Test Kit is not required, this manometer is used to measure low
vacuum for intake restriction, low pressure for crankcase, or exhaust back pressure.
Filling
Fill the manometer with water before checking pressure. Use only distilled water. Add some colored water
vegetable dye so the scale can be read more easily. With both legs of the manometer open to the atmosphere,
fill the tube until the top of the fluid column is near the zero mark on the scale. Shake the tube to eliminate any
air bubbles.
Installing, Reading, and Cleaning
1. Support the manometer vertically. Make sure the fluid level is in line with the zero indicator on the graduated
scale.
2. Connect one leg of the manometer to the source of the pressure or vacuum. Leave the other leg open to
atmospheric pressure.
3. Start the engine and allow it to reach normal operating temperature. Then run the engine to high idle. The
manometer can be read after 10 seconds.
4. Record the average position of the fluid level when it is above and below the zero indicator. Add the two
figures together. The sum of the two is the total column of fluid (distance A). This represents the crankcase
pressure in inches of water (in-H2O).
At times, both columns of the manometer will not travel the same distance. This is no concern if the leg is
not connected to the pressure or the vacuum source is open to the atmosphere.
5. Compare the manometer reading with engine specifications.
6. When the test is done, clean the tube thoroughly using soap and water. Avoid liquid soaps and solvents.
Fuel Pressure Gauge ZTSE4681

1. Quick disconnect check valve
2. Fuel test line
4. Inline shut-off valve
5. Clear test line
The Fuel Pressure Gauge ZTSE4681 is used to check for fuel pressure and aerated fuel in the low-fuel pressure
system.
Fuel Pressure Test Kit ZTSE4657

1. Compression fitting 1/8 NPT
2. 90-degree elbow
3. Quick disconnect check valve
4. Fuel pressure test adapter
The Fuel Pressure Test Kit ZTSE4657 includes a quick disconnect check valve and fittings that can be used to
make a test line to check fuel pressure at the high-pressure fuel rail.
Charge Air Cooler Test Kit ZTSE4341
The Charge Air Cooler Test Kit ZTSE4341 is used to pressurize the charge air cooler and piping to check for
leaks.
EGR Mixing Bowl Guide Pins ZTSE4945
The EGR Mixing Bowl Guide Pins ZTSE4945 are used while installing the EGR mixing bowl to not damage the
gasket.
EGR Valve Puller ZTSE4941
The EGR Valve Puller ZTSE4941 is used to removed the EGR valve without damaging the valve.
Fuel Intake Restriction and Aeration Tool ZTSE6009
The Fuel Intake Restriction and Aeration Tool ZTSE6009 is used to check for pressure and aerated fuel in the
low-fuel pressure system.
Fuel/Oil Pressure Test Coupler ZTSE4526
The Fuel / Oil Pressure Test Coupler ZTSE4526 is used with the fuel pressure test fitting for an easy connection
to measure fuel pressure.
Fuel Test Fitting ZTSE4692
The Fuel Test Fitting ZTSE4692 is used to measure fuel intake restriction or fuel pressure.
When measuring fuel intake restriction, the fitting is installed at the diagnostic port (intake-side) of the fuel filter
housing.
When measuring fuel pressure, the fitting can be installed on the fuel rail instead of the Shrader valve.
The Fuel/Oil Pressure Test Coupler ZTSE4526 can then be connected to the fuel test fitting to measure fuel
pressure or fuel intake restriction.
ICP Test Kit ZTSE4655

1. Fitting 13/16 - 16 NPT
2. ICP sensor adapter
NOTE: Sensor for test has to be acquired locally.

The ICP Test Kit ZTSE4655 is used to check ICP system diagnostics. The ICP adapter is used with an ICP
sensor and the Under Valve Cover (UVC) gasket breakout harness to check the integrity of the high-pressure
pump and IPR. The fitting is adapted to an air line to pressurize the UVC components and to check for leaks.
Turbo Lifting Bracket ZTSE4942
The Turbo Lifting Bracket ZTSE4942 is used to aid in the removal of the turbo assembly.
UV Leak Detection Kit ZTSE4618
The UV Leak Detection Kit ZTSE4618 is used with fuel dye to quickly identify leaks. The fuel dye combines with
fuel and migrates out at the leak. The ultraviolet lamp illuminates the leaking fuel dye, which appears fluorescent
yellow-green in color.
Clean Fuel Source Tool 15-637-01
Figure 1162 15-637-01
The Clean Fuel Source Tool 15-637-01 is used to provide a clean, alternative fuel source to aid in the diagnosis
of the fuel system.
5 COMPONENT LOCATOR 2461
Table of Contents
Engine Component Locator. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2463
Aftertreatment Component Locator. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2471

2462 5 COMPONENT LOCATOR
Engine Component Locator

Figure 1163 Component Location – Top

Figure 1164 Component Location – Front

Figure 1165 Component Location – Intake Side

Figure 1166 Component Location – Exhaust Side

Figure 1167 Component Location – Rear

Engine Component Locations

Component Location
Air and EGR mixer duct C-39, D-6
Air Compressor Assembly I-35, G-25
Alternator Bracket K-11
Automatic Belt Tensioner F-20
Cylinder Head Assembly C-68
Coolant Return Hose (Air Compressor) G-37
Coolant Supply Hose (Air Compressor) G-34
Coolant Supply Housing (refrigerant compressor mount) C-57
Coolant Supply Tube Assembly ( EGR cooler) F-55
Coolant Return Tube Assembly (EGR cooler) G-56
Coolant Return Tube (Oil Cooler) J-55
Crankcase Oil Separator Assembly With Turbine I-55
Crankcase Oil Separator (CCOS) Intake Tube H-55
Crankcase Oil Separator Outlet Tube H-54
Deaeration Hose Elbow A-22
Downstream Injection (DSI) Assembly C-41
Downstream Injection Feed Tube Assembly D-41
Dual Stage Turbocharger Assembly E-53
Engine Control Module (ECM) F-40
EGR Crossover Duct E-68
Electric Fuel Pump D-35
Electric Fuel Pump Intake D-35
Exhaust Brake Actuator F-48, L-4
Exhaust Brake Control Valve C-50, I-4
Exhaust Back Pressure Control (EBPC) Valve To Actuator D-70
Hose
EGR Cooler Assembly F-51
Exhaust Gas Recirculation (EGR) Valve C-8, C-37
Exhaust Pipe Assembly F-71
Fuel Filter Cap C-37
Fuel Filter Assembly With Heater E-35
Fan Drive Pulley F-23
Front Cover H-22
Front Engine Mounting Bracket K-25
Fuel Filter Cap D-9
Engine Component Locations (cont.)

Flywheel I-68
Flywheel Housing Assembly K-66
High Pressure Turbochager Outlet C-20, L-9
Hydrocarbon Doser Assembly K-4, E-49
High Pressure Oil Pump E-35
Intake Air Heater Ignitor Relay (IAHIR) E-5, C-40
Interstage Cooler (if applicable) B-23, G-9
Interstage Cooler Intake Elbow F-11
Interstage Cooler Intake Duct I-11
Injection Unit Intake Tube Assembly D-42, E-4
Intake Manifold E-40
Lifting Eye C-42, B-55
Low Pressure Turbocharger K-6, C-53
M16 Plug Assembly (Coolant Drain Under Oil Cooler I-52
Module)
NOx In Sensor Module E-54
NOx In Sensor Probe E-50
Oil Cooler Module H-52
Oil Drain Hose (Air Compressor) J-35
Oil Filler Tube E-65
Oil Filter Assembly I-50
Oil Pan L-40
Oil Supply Hose (Air Compressor) H-34
Power Steering Pump Assembly I-37
Rear Engine Mounting Bracket G-64, G-71
Turbo Air Intake Duct E-19
Turbocharger Heat Shield C-51
Turbo Oil Supply Tube Assembly E-52
Valve Cover R-68
Vibration Damper Assembly J-23
Water Drain Valve Assembly E-37
Water Intake Elbow J-20
Water Outlet Tube Assembly B-20
Water Pump Pulley I-20
Aftertreatment Component Locator
Figure 1168 SCR Switchback Assembly

SCR Switchback Assembly Component Locator Table

Component Location
Ammonia (NH3) Sensor E-83
Ammonia (NH3) Sensor Module E-83 (Under SCR Canister Heat Shield)
Decomposition Intake Elbow C-77
Decomposition Outlet Elbow B-87
Decomposition Reactor Tube B-83
Diesel Exhaust Fluid Doser Valve (DEFDV) C-80 (In Rear of Decomposition Reactor Tube)
Diesel Oxidation Catalyst (DOC) / DPF Diesel Particulate F-82 (Under DOC / DPF Canister Heat Shield)
Filter (DPF) Temperature Sensor Module
Diesel Oxidation Catalyst Intake Temperature (DOCIT) F-87
Diesel Particulate Filter Differential Pressure (DPFDP) / F-82 (Under DOC / DPF Canister Heat Shield
Outlet Pressure Sensor Module
Diesel Particulate Filter Intake Temperature (DPFIT) F-83
Diesel Particulate Filter Outlet Temperature (DPFOT) F-79
DOC / DPF Canister Heat Shield F-82
NOx Out Sensor D-77 (In SCR Exhaust Outlet)
NOx Out Sensor Module D-83 (Under SCR Canister Heat Shield)
SCR Canister Heat Shield D-83
Selective Catalyst Reduction Intake Temperature (SCRIT) E-85
Selective Catalyst Reduction Outlet Temperature (SCROT) E-80
Selective Catalyst Reduction (SCR) Temperature Sensor D-83 (Under SCR Canister Heat Shield)
Module
6 ENGINE SYSTEMS OVERVIEW 2473
Table of Contents
Engine Identification. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2477

Engine Serial Number. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2477
Engine Emission Label. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2478
Engine Accessory Labels. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2479
Air Management System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2480

Air Flow-Pre Combustion. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2481
Air Flow-Post Combustion. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2481
Air Management Components. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2481
Turbochargers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2481
Interstage Cooler (ISC). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2482
Exhaust Gas Recirculation (EGR) System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2483
Exhaust Gas Recirculation (EGR) Valve. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2484
Exhaust Gas Recirculation (EGR) Closed Loop System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2484
Crankcase Ventilation System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2485
Aftertreatment System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2487

Aftertreatment (AFT) System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2487
Fuel Management System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2492

Injection Control Pressure (ICP) System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2493
High-Pressure Oil System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2494
Fuel Injector. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2496
Fuel Supply System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2500
Intake Air Heater System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2504

Intake Air Heater System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2504
Engine Lubrication System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2505
Engine Cooling System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2507

Cooling System Description. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2507
Cooling System Components. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2508
Thermostat Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2508
Electronic Control System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2511

Electronic Control System Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2511
Operation and Function. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2511
Doser Control Unit (DCU). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2511
Reference Voltage (VREF). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2511
Microprocessor. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2511
Diagnostic Trouble Codes. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2511
Microprocessor Memory. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2511
Read Only Memory (ROM). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2512
Random Access Memory (RAM). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2512
Actuator Control. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2512
2474 6 ENGINE SYSTEMS OVERVIEW
ECM Actuators and Sensors. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2513

Exhaust Gas Recirculation Valve (EGRV). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2514
Intake Air Heater (IAH) System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2514
Electric Fuel Pump (EFP). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2514
Engine Throttle Valve (ETV) and Engine Throttle Valve Position (ETP) Sensor. . . . . . . .2514
Turbocharger 2 Wastegate (TC2WG) position valve. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2514
Exhaust Back Pressure Control (EBPC). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2515
Engine Compression Brake Output 1 (ECB1) valve. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2515
Injectors. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2515
Injection Pressure Regulator (IPR) valve. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2515
ACM Actuators. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2516
Aftertreatment Fuel Enable Control (AFT: FEC). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2517
Aftertreatment Fuel Pressure Control (AFT: FPC). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2517
Diesel Exhaust Fluid Dosing Unit (DEF: DU). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2517
Diesel Exhaust Fluid Unit Heater Relay (DEF: SMH Relay). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2517
Diesel Exhaust Fluid Line Heater Relay (DEFLHR). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2517
DEF Line 1 Heater Control (DEF: L1HC) Supply Line. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2517
DEF Line 2 Heater Control (DEF: L2HC) Return Line. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2517
DEF Line 3 Heater Control (DEF: L3HC) Pressure Line. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2518
Diesel Exhaust Fluid Tank Heater Control (DEF: THC). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2518
Diesel Exhaust Fluid Supply Module Heater (DEF: SMH). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2518
Diesel Exhaust Fluid Supply Pump (DEF: SP) and DEF Tank Temperature (DEF: TT)
Sensors. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2518
Diesel Exhaust Fluid Reverting Control Valve (DEF: RCV). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2518
Engine and Vehicle Sensors. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2519
Engine Coolant Temperature 1 (ECT1) Sensor. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2519
Engine Oil Temperature (EOT) Sensor. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2519
Turbocharger 2 Compressor Intake Temperature (TC2CIT) Sensor. . . . . . . . . . . . . . . . . . . . . .2520
Exhaust Gas Temperature (EGT) Sensor. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2520
Charge Air Cooler Outlet Temperature (CACOT) Sensor. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2520
Intake Air Heater (IAT) Sensor. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2520
Intake Manifold Temperature (IMT) Sensor. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2520
Ambient Air Temperature (AAT) Sensor. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2520
Aftertreatment Temperature Sensors. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2521
Diesel Exhaust Fluid Tank Level and Temperature (DEF: TLT) Sensor Module. . . . . . . .2521
Diesel Oxidation Catalyst (DOC) / Diesel Particulate Filter (DPF) Temperature Sensor
Module. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2521
Diesel Oxidation Catalyst Intake Temperature (DOCIT) Sensor. . . . . . . . . . . . . . . . . . . . . . . . . . .2521
Diesel Particulate Filter Intake Temperature (DPFIT) Sensor. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2521
Diesel Particulate Filter Outlet Temperature (DPFOT) Sensor. . . . . . . . . . . . . . . . . . . . . . . . . . . .2521
Selective Catalyst Reduction (SCR) Temperature Sensor Module. . . . . . . . . . . . . . . . . . . . . . .2522
Variable Capacitance Sensors. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2523
Fuel Delivery Pressure (FDP) sensor. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2523
Engine Oil Pressure (EOP) Sensor. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2524
Exhaust Back Pressure (EBP) Sensor. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2524
Mass Air Flow (MAF) Sensor. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2524
Intake Manifold Pressure (IMP) Sensor. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2524
Aftertreatment Fuel Pressure 1 (AFT: FP1) sensor. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2524
Aftertreatment Fuel Temperature (AFT: FT) sensor. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2524
Aftertreatment Fuel Pressure 2 (AFT: FP2) sensor. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2524
Diesel Exhaust Fluid Absolute Pressure (DEFAP) sensor. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2524
Diesel Particulate Filter Differential Pressure (DPFDP) / DPF Outlet Pressure (DPFOP)
sensor. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2525
Turbocharger 1 Turbine Outlet Pressure (TC1TOP). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2525
High-pressure Sensors. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2526
Brake Control Pressure (BCP) Sensor. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2526
Injection Control Pressure (ICP) Sensor. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2526
Magnetic Pickup Sensors. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2527
Crankshaft Position (CKP) Sensor. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2527
Camshaft Position (CMP) Sensor. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2527
Vehicle Speed Sensor (VSS). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2527
Crankcase Oil Separator Speed (CCOSS) Sensor. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2528
Switches. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2529
Driveline Disengagement Switch (DDS). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2529
Engine Coolant Level (ECL) Sensor. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2529
Water In Fuel (WIF). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2529
Potentiometer Sensors. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2530
Accelerator Pedal Position (APP). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2530
Engine Throttle Valve Control System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2531
Exhaust and Engine Brake System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2532
Exhaust Back Pressure Control (ECBC). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2533
Engine Compression Brake Output 1 (ECB1). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2534
Brake Pressure Relief Valve. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2534
Exhaust Back Pressure (EBP) Sensor. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2534
High-pressure Oil Manifold. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2534
Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2535
Operation Modes. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2537
Chassis Mounted Features. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2538
Additional Sensors. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2539
Ammonia (NH3) Sensor Module. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2539
Nitrogen Oxides (NOx) IN Sensor Module. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2539
Nitrogen Oxides (NOx) OUT Sensor Module. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2539
Oxygen Sensor (O2S). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2540
Humidity Sensor (HS). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2541
Relays. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2542
ECM Power Relay. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2543
Actuator Power Relay. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2544
Engine Fan Relay. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2545
Fuel Pump Relay. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2545
Fuel Heater Relay. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2546
Starter Relay. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2547
Heavy Duty On Board Diagnostics (HD-OBD) Description. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2548

Engine Identification
Engine Serial Number
Figure 1169 Engine Serial Number

A. Engine emission label
The engine serial number is located on the engine emission label on the valve cover.
Engine Serial Number Examples:

Navistar® N9 and 10: 570HM2UXXXXXXX
Engine Serial Number Codes:
570 – Engine displacement
H – Diesel, turbocharged, Charge Air Cooler (CAC) and electronically controlled
M2 – Motor truck
U – denotes built plant; U for Melrose Park, Y for Huntsville
7 digit suffix – start with 354XXXX
Engine Emission Label
Figure 1170 U.S. Environmental Protection Agency (EPA) Exhaust Emission Label (example)
The U.S. Environmental Protection Agency (EPA) exhaust emission label is attached on top of the valve cover.
The EPA label typically includes the following:
• Model year
• Engine family, model, and displacement
• Advertised brake horsepower and torque rating
• Emission family and control systems
• Valve lash specifications
• Engine serial number
• EPA, EURO, and reserved fields for specific applications
Engine Accessory Labels

The following engine accessories may have manufacturer's labels or identification plates:
• Air compressor
• Air conditioning compressor
• Alternator
• Cooling fan clutch
• Power steering pump
• Starter motor
Air Management System
Figure 1171 Air Management System (AMS)
The AMS includes the following:

• Air filter assembly
• Low-pressure turbocharger
• Interstage Cooler (ISC)
• High-pressure turbocharger
• High-Pressure Charge Air Cooler (HPCAC)
• Engine Throttle Valve (ETV)
• Air and Exhaust Gas Recirculation (EGR) mixer duct

• Exhaust and intake valves
• EGR system
• Exhaust system
• Exhaust Back Pressure Valve (EBPV)
• Exhaust – Aftertreatment
Air Flow-Pre Combustion

Fresh air from the air filter enters the low-pressure compressor where it is compressed and directed into the
ISC. The high-pressure turbocharger further increases the intake air pressure. The hot compressed air flows
into the HPCAC, where it is cooled, then through the ETV located on the Air and EGR mixer duct. If the EGR
valve is open, exhaust gas enters the high fin density EGR cooler from the rear of the exhaust manifold, and is
transferred to the intake manifold via the EGR crossover duct. The exhaust gas then passes through a port in
the intake manifold, and then to the air and EGR mixer duct where it is mixed with filtered intake air. This mixture
then flows through the intake manifold and into the cylinder head. If the EGR valve is closed, only filtered intake
air flows through the ETV, Air and EGR mixer duct, and into the intake manifold.
Air Flow-Post Combustion

After combustion, gases exit through the cylinder head exhaust valves and ports. Exhaust gas is forced through
the exhaust manifold where, depending on the EGR valve position, it is split between the EGR system and
the high-pressure turbocharger, low-pressure turbocharger, and the EBPV. The EBPV acts as an aftertreatment
device to regulate exhaust temperatures. Exhaust gases flow from the engine through the vehicle aftertreatment
system to the exhaust tail pipe.
Air Management Components

Turbochargers
Navistar® N9 and N10 engines are equipped with an electronically-controlled two-stage turbocharging system.
This system provides high levels of charge air pressure to improve engine performance and to help reduce
emissions. Because of its ability to generate very high charge air pressure levels and avoid Charge Air
Cooler (CAC) overloading conditions, the system is fitted with a spring-loaded turbocharger wastegate. The
turbocharger wastegate is actuated by charge air pressure. The air pressure to the turbocharger wastegate
actuator is controlled by the Turbocharger 2 Wastegate Position (TC2WG) valve. The TC2WG valve is
controlled by Pulse Width Modulation (PWM) signals from the Electronic Control Module (ECM). The high-
and low-pressure turbochargers are installed as an assembly on the exhaust manifold, located on right side
of engine.
Figure 1172 Low- and High-Pressure Turbocharger Components (below 245 hp shown)
1. High-pressure turbine housing 7. High-pressure turbine intake 14. High-pressure turbo oil drain
2. Interstage Cooler (ISC) 8. Low-pressure turbine housing tube
3. High-pressure turbocharger 9. Low-pressure bearing housing 15. Low-pressure turbo oil drain
outlet 10. Low-pressure compressor tube
4. Turbo wastegate actuator housing 16. Turbo oil supply tube assembly
5. Turbocharger 2 Wastegate 11. Air crossover duct 17. Low-pressure turbine outlet
Position (TC2WG) valve 12. Turbo air intake duct
6. High-pressure compressor 13. Low-pressure compressor
housing housing
The high-pressure turbocharger is connected directly to the exhaust manifold through the high-pressure turbine
intake. The high-pressure turbocharger is equipped with a wastegate that regulates the turbocharger boost by
controlling the amount of exhaust gases that pass through the high-pressure turbine. When demand for power
is low (as during cruising speed), the turbocharger wastegate opens, allowing part of the exhaust gas flow to
bypass the high-pressure turbine. The low-pressure turbine is attached directly to the output of the high-pressure
turbine. The exhaust gas enters the low-pressure turbocharger through the low-pressure turbine housing and
exits through the low-pressure turbine outlet.
Interstage Cooler (ISC)

The ISC is installed between the low-pressure and the high-pressure compressor housings. The ISC air intake is
connected to the low-pressure compressor outlet and uses engine coolant to regulate the charge air temperature.
The ISC air outlet is connected to the compressor intake on the high-pressure turbocharger.
Exhaust Gas Recirculation (EGR) System
Figure 1173 EGR System

1. EGR crossover duct 4. Engine throttle valve 7. High fin density EGR cooler
2. Air and EGR mixer duct 5. Intake manifold assembly assembly
assembly 6. Exhaust manifold assembly 8. Coolant supply tube
3. EGR valve assembly 9. Coolant return tube
The EGR system includes the following:

• Air and EGR mixer duct assembly
• Engine throttle valve
• EGR valve assembly
• Coolant supply tube
• Coolant return tube

• EGR cooler assembly
• EGR crossover duct
The EGR system reduces Nitrogen Oxide (NOx) engine emissions. NOx forms during a reaction between
nitrogen and oxygen at high temperatures during combustion. Combustion starts when fuel is injected into
the compressed combustion chamber.
When EGR is commanded, the EGR valve opens and allows exhaust gas from the exhaust manifold to flow into
the EGR cooler for cooling. This cooled exhaust gas is directed through the EGR crossover duct, into a port in
the intake manifold, and directed to the air and EGR mixer duct where it is mixed with filtered intake air.
Exhaust Gas Recirculation (EGR) Valve

The EGR valve consists of three major components, a valve, actuator motor, and Integrated Circuit (IC). The
EGR valve is installed in the Air and EGR mixer duct assembly on the intake side of the engine. The EGR valve
uses a Direct Current (DC) motor to control position of the valve assembly. The motor pushes directly on the
valve stem to open. The valve assembly has two poppets on a common shaft. The IC has three hall-effect
position sensors to monitor valve movement.
Exhaust Gas Recirculation (EGR) Closed Loop System
Figure 1174 EGR Closed Loop System
The ECM commands EGR valve position based on engine speed and load conditions. The EGR control valve
provides feedback to the ECM on current valve position.
Figure 1175 EGR Control
Crankcase Ventilation System
Figure 1176 Crankcase Ventilation

1. Valve cover 4. Housing assembly (turbine) 7. High-pressure turbo drain tube
2. Crankcase breather intake tube 5. Breather outlet tube
3. Housing assembly (breather) 6. Low-pressure turbo drain tube
The crankcase ventilation system uses an engine-mounted oil separator to return oil to the crankcase. The
excess crankcase pressure is vented to the atmosphere. Oil-extracted blow-by gases flow from the valve cover,
through the crankcase breather intake tube, and into the breather housing assembly. A high-speed centrifugal oil
separator driven by engine oil pressure, separates and directs oil to the side of housing assembly. The separated
oil drains into the oil separator turbine housing, through the crankcase, and into the oil pan. The oil separator is
located inside and toward the top of the housing assembly. The turbine housing also provides oil drainage from
the low-pressure and high-pressure turbochargers. The low-pressure and high-pressure turbocharger oil drain
tubes direct turbocharger drain oil into the turbine housing. The oil drains out of the turbine housing, through the
crankcase, and into the oil pan. Blow-by gases are directed through the breather outlet tube to the atmosphere.
Aftertreatment System
Aftertreatment (AFT) System
Figure 1177 Aftertreatment (AFT) system
The AFT system, part of the larger exhaust system, processes engine exhaust to meet emission requirements.
The AFT system traps particulate matter / soot and prevents it from leaving the tailpipe. The AFT system also
reduces Nitrogen Oxides (NOx).
AFT Control System

The control system performs the following functions:
• Monitors exhaust gas temperatures using Diesel Oxidation Catalyst (DOC) In, Diesel Particle Filter (DPF)
In, DPF Out, Selective Catalyst Reduction Intake Temperature (SCRIT), Selective Catalyst Reduction Outlet
Temperature (SCROT) sensors
• Nitrogen Oxide (NOx) in, NOx out, and Aftertreatment Ammonia (NH3) sensors
• Controls engine operation for emission control and failure recognition
• May cancel regeneration in the event of catalyst or sensor failure
• Monitors the level of soot accumulation in the DPF using Diesel Particulate Filter Differential Pressure sensor.
• Initiates regeneration automatically when DPF is full with soot and controls engine operation to increase
temperature to ensure a successful regeneration
• Monitors NOx levels in the exhaust
• Initiates Diesel Exhaust Fluid (DEF) dosing automatically when NOx levels are above a pre-calibrated
threshold
• Monitors and adjusts DEF dosing per Ammonia (NH3) sensor feedback
DPF
The DPF does the following:
• Captures and temporarily stores particulate matter / soot
• Allows for oxidation (regeneration) of stored particulate matter / soot once loading reaches a particular level
(restriction)
• Stores non-combustible ash until ash cleaning maintenance is performed
DOC
The DOC does the following:
• Oxidizes hydrocarbons in exhaust stream
• Provides heat for exhaust system warm-up and DPF regeneration
• Aids in system temperature management for the DPF
Selective Catalyst Reduction (SCR) Catalyst

The SCR catalyst does the following:
• Completes the breakdown of DEF into NH3 and carbon dioxide (CO2)
• Converts NH3 and NOx to Nitrogen gas and water
Decomposition reactor tube

The decomposition reactor tube does the following:
• Uses an internal mixer to ensure even evaporation of DEF into the exhaust stream
Sensors
Sensors output an electronic signal based on temperature or pressure. These signals are used by the control
system to regulate the aftertreatment function. The sensors measure the temperature and pressure at the center
of the exhaust flow.
Exhaust Back Pressure Valve (EBPV)

The EBPV acts as an aftertreatment device to manage exhaust temperatures. The Engine Control Module
(ECM) will signal the EBPV to change the amount of air passing through the valve into the exhaust, through the
DOC, and through the DPF. The ECM interprets the increased back pressure as an increased load. In response
to the increased pressure / load, the engine increases speed to meet the demand, resulting in increased exhaust
temperature.
AFT Conditions and Responses

The operator is alerted audibly or with instrument panel indicators of system status. Automatic (active) or manual
(parked) regeneration is required when levels of particulate matter / soot exceed acceptable limits. For additional
information, see the applicable Vehicle Operator Manual and the vehicle visor label.
Diesel Exhaust Fluid (DEF) Injection
Figure 1178 DEF Injection Components

1. Diesel Exhaust Fluid Dosing 3. DEF supply module return line 5. DEF supply module
Unit (DEFDU) 4. DEF supply module pressure 6. DEF Supply Module Supply Line
2. DEF tank line
DEF injection is required when NOx levels exceed acceptable limits. The Aftertreatment Control Module (ACM)
determines when DEF injection is required by monitoring signals from the NOx IN sensor module, NOx OUT
sensor module, and Ammonia (NH3) sensor. When NOx levels are too high, the ACM commands the DEF
Supply Module ON, allowing DEF to be drawn from DEF tank (Figure 1178) (Item 2), through the supply line
(Figure 1178) (Item 6), and on to the DEF supply module (Figure 1178) (Item 5). DEF then exits the supply
module (Figure 1178) (Item 5) and travels to the DEFDU (Figure 1178) (Item 1) through the pressure line (Figure
1178) (Item 4). The ACM then commands the DEFDU ON allowing DEF to be sprayed into the aftertreatment
system.
Downstream Injection System
Figure 1179 Aftertreatment (AFT) system

1. Downstream Injection (DSI) 3. Hydrocarbon Injector (HCI) 6. DSI feed tube assembly
assembly assembly
2. Injection unit intake tube 4. Injector coolant outlet tube
assembly 5. Injector coolant intake tube
The DSI system includes the following:

• Doser Control Unit (DCU)
• HCI assembly
• DSI assembly
• Coolant lines
• Fuel lines
The DCU is mounted on the chassis of the vehicle. The DCU receives signals from the ECM, and then signals
the DSI assembly. The DSI assembly is installed on the left rear of the engine above the intake manifold. When
the DCU signals the shutoff valve to open, fuel pressure increases in the upstream cavity of the DSI assembly
housing. The upstream pressure sensor immediately signals the DCU that pressure is increased by available
fuel. The DCU then signals the dosing valve to open, allowing a specific amount of fuel to be injected into the
injector unit intake tube assembly to the hydrocarbon injector assembly. Fuel is injected into the exhaust stream
from the hydrocarbon injector assembly, which oxidizes in the DOC. This increases temperature inside the DPF
to help convert soot to ash more efficiently. The hydrocarbon injector assembly is cooled with engine coolant
from the Exhaust Gas Recirculation (EGR) cooler assembly.
Fuel Management System

Fuel Management System
Figure 1180 Fuel Management System
The fuel management system includes the following:

• Injection Control Pressure (ICP) system
• High-pressure oil system
• Fuel injectors
• Fuel supply system
• Electronic control system
Injection Control Pressure (ICP) System
Figure 1181 Injection Control Pressure (ICP) System

1. Engine Compression Brake 5. High-pressure oil manifold 11. Injection Pressure Regulator
Pressure (BCP) sensor 6. Injector oil intake from (IPR) valve
2. O-ring (2) high-pressure oil manifold 12. Oil intake from front cover
3. Engine Compression Brake 7. Oil outlet (2) reservoir
(ECB1) valve 8. Fuel intake port (4) 13. High-pressure oil pump
4. Injection Control Pressure (ICP) 9. 70-degree elbow assembly
sensor 10. High-pressure oil hose 14. Fuel injector assembly (6)
High-Pressure Oil System

The lubrication system supplies the oil reservoir located in the front cover. The reservoir provides oil for the
high-pressure oil pump. The pump is mounted on the backside of the front cover and is gear-driven by the upper
idler gear. High-pressure oil is directed to the high-pressure oil hose, cylinder head passage, and high-pressure
oil manifold. High-pressure oil is used by fuel injectors to pressurize and inject fuel in the cylinders. This occurs
when the OPEN coil for each fuel injector is energized. The IPR valve is controlled by the ECM to maintain a
desired injection control pressure. The IPR valve controls pressure to a spool valve inside the high-pressure oil
pump that throttles oil intake to the pump to regulate injection control pressure. If equipped with optional engine
brake, some high-pressure oil is directed internally to the engine brake pistons when the engine compression
brake is activated. Since these two systems share a common gallery, a problem with the engine compression
brake system can adversely affect injection control pressure and vise versa.
Injection Control Pressure (ICP) Closed Loop System
Figure 1182 ICP Closed Loop System
The Injection Control Pressure (ICP) system is a closed loop system that uses the ICP sensor to continuously
provide feedback to the Engine Control Module (ECM). The ECM commands the IPR duty cycle to adjust
pressure to match engine requirements.
ICP Control System
Figure 1183 ICP Control System
The Injection Pressure Regulator (IPR) valve receives a Pulse Width Modulated (PWM) command from the
Engine Control Module (ECM). This controls the on / off time IPR valve is energized. The on / off time is
controlled by the ECM to meet calibrated desired values. The IPR valve is mounted in body of high-pressure
pump. The IPR valve controls pressure to a spool valve inside high-pressure oil pump that throttles oil intake to
the pump to regulate Injection Control Pressure (ICP). As demand for ICP increases, the ECM increases current
to the IPR valve solenoid. When demand for ICP decreases, duty cycle to the IPR valve decreases which moves
spool valve inside high-pressure oil pump to close spool valve that throttles intake to high-pressure oil pump.
When ICP electrical signal is out of range, the ECM sets a fault code. When ICP signals are out of range, the
ECM goes into open loop operation. IPR valve will operate from programmed default values. ICP sensor is
installed in high-pressure oil manifold under valve cover.
Fuel Injector
Figure 1184 Fuel Injector

1. Upper O-ring 3. Nozzle gasket 5. Fuel intake port
2. Lower O-ring 4. Injector nozzle
Two 50-volt, 25-amp coils control a spool valve that directs oil flow in and out of the injector. Each injector has
a single, four-pin connector that connects to the under valve cover harness. Injectors have an OPEN coil and a
CLOSE coil that move the spool valve open and closed using magnetic force. The spool has two positions:
• When the spool valve is open, oil flows into the injector from the high-pressure oil manifold.
• When the spool valve is closed, oil exhausts from the top of the fuel injector and drains back to the crankcase.
Intensifier Piston and Plunger

When the spool valve is open, high-pressure oil enters the injector, pushing down the intensifier piston and
plunger. Since the intensifier piston is 10 times greater in surface area than the plunger, the fuel injection
pressure is also 10 times greater than injection control pressure on the plunger.
Plunger and Barrel

Fuel pressure builds at the base of the plunger in the barrel. When the intensifier piston pushes the plunger
down, the plunger increases fuel pressure in the barrel 10 times greater than injection control pressure. The
plunger has a hardened coating to resist scuffing.
Injector Needle
The injector needle opens inward when fuel pressure overcomes the Valve Opening Pressure (VOP). Fuel is
atomized at high-pressure through the nozzle tip.
Fuel Injector Operation

The injector operation has three stages:
• Fill stage
• Injection
• End of injection
Figure 1185 Fuel Injector Components
Fill Stage
During the fuel fill stage, both coils are de-energized and the spool valve is closed. High-pressure oil from the
high-pressure oil manifold is stopped at the spool valve. Low-pressure fuel fills the four ports and enters through
the edge filter on its way to the chamber beneath the plunger. The needle control spring holds the needle onto
its seat to prevent fuel from entering combustion chamber.
Injection
1. The ECM uses a peak-hold driver to energize the OPEN coil. The Peak current rapidly moves the spool valve
open. High-pressure oil flows past the spool valve and onto the top of the intensifier piston. Oil pressure
overcomes the force of the intensifier piston spring and the intensifier starts to move down. An increase
in fuel pressure under the plunger seats the fuel intake check ball, and fuel pressure starts to build on the
needle.
2. The Hold current causes the spool valve to remain open. High-pressure oil from the high-pressure oil
manifold continues to flow past the spool valve. The intensifier piston and plunger continue to move and
fuel pressure increases in the barrel. When fuel pressure rises above the Valve Opening Pressure (VOP),
the needle lifts off its seat and injection begins.
End of Injection
3. When the Engine Control Module (ECM) determines that the correct injector on-time has been reached to
deliver the correct amount of fuel, the ECM uses a peak-hold driver to energize the CLOSE coil and may
reverse the current through the OPEN coil. The current energizes the CLOSE coil and magnetic force closes
the spool valve. The high pressure oil supply to the injector is closed by the spool valve, and oil inside fuel
injector is exhausted through the spool valve to the crankcase.
4. The spool valve remains closed when the CLOSE coil is held closed by the Hold current. Oil above the
intensifier piston flows past the spool valve through the exhaust ports. The intensifier piston and plunger
return to their initial positions. Fuel pressure decreases until the needle control spring forces the needle
back on its seat. The close coil is de-energized.
Fuel Supply System
Figure 1186 Low-Pressure Fuel System

1. Cylinder head 7. M8 x 75 bolt 11. Fuel filter assembly (with
2. Fuel injector assembly (6) 8. Water In Fuel (WIF) sensor optional heater)
3. Fuel filter cap 9. 250 watt heater assembly 12. Electric fuel pump assembly
4. M8 x 75 stud bolt (3) (optional) 13. Low pressure fuel rail (cast in
5. Diagnostic coupling assembly 10. Stop Flow adapter assembly intake manifold)
and dust cap (fuel intake)
6. Water drain valve assembly
Fuel Supply System Flow
Figure 1187 Fuel Flow
The electric fuel pump draws fuel through fuel lines from fuel tank. Fuel enters the fuel filter assembly and passes
through the 100-micron strainer. An optional 250-watt electric heating element is available to warm incoming
fuel to prevent waxing and optimize cold weather performance. The heater is installed in fuel filter assembly,
below electric fuel pump. Fuel flows from strainer through electric fuel pump to fuel filter for further conditioning.
If water is in fuel, the fuel filter element repels the water. The water is collected at the bottom of the main filter
element cavity in fuel filter assembly. Fuel flows through the 5-micron filter element and the standpipe. Filter
element removes debris from fuel. The standpipe prevents fuel from draining from fuel rail during service. When
the fuel filter is removed for servicing, the filter uncovers a drain to allow fuel in the fuel filter housing to drain
back to tank during service procedure.
Figure 1188 Fuel Filter Assembly Components

1. M5 x 25 screw (3) 6. Pump strainer 12. Fuel filter element
2. Electric fuel pump 7. M6 screw (3) 13. Irregular molded gasket
3. Pump cover and housing 8. Port cover 14. Fuel filter assembly with heater
O-ring(2) 9. Port cover seal 15. M8 x 75 stud bolt (3)
4. Pump adapter 10. Fuel filter cap
5. 3.53 x 40.87 ID O-ring 11. O-ring gasket
16. Fuel pressure regulator valve 22. M6 screw (7) 29. Heater plug O-ring gasket
assembly 23. O-ring 30. Dust cap
17. Fuel pressure regulator spring 24. Water drain valve assembly 31. Diagnostic coupling
18. Cover plate seal 25. M5 x 18 Torx® screw (2) 32. #906 O-ring
19. Bottom cover plate 26. O-ring seal 33. M8 x 75 bolt
20. Sensor O-ring 27. Water In Fuel (WIF) sensor 34. Stop Flow adapter assembly
21. Fuel Delivery Pressure (FDP) 28. 250 watt heater assembly (fuel intake)
sensor (optional) 35. Gasket
When maximum amount of water is collected in element cavity, the Water In Fuel (WIF) sensor sends a signal to
the Electronic Control Module (ECM). The ECM turns on the amber WIF lamp located on the instrument cluster.
A water drain valve is located on the fuel filter assembly and can be opened to drain contaminants (usually
water) from the assembly. Fuel pump must be commanded ON to drain water from the system. If the drain
port is opened without the fuel pump on, the water will NOT drain out. A fuel pressure regulator valve is built
into the fuel filter assembly. The regulator valve is calibrated to relieve excessive fuel pressure. Excess fuel is
sent through a fuel return line back to the fuel tank. Return fuel is not filtered. Fuel continuously flows from the
top of the filter element cavity, through a 0.2 mm air bleed orifice (filter center tube feature), and into the return
fuel line. This aids in removing trapped air from the element cavity as a result of servicing. When the fuel filter
is removed, a drain-to-tank port is opened. Fuel present in the filter assembly then drains out and back to the
tank to provide improved cleanliness during servicing. When fuel lines are removed, a check valve eliminates
spillage and ensures fuel line cleanliness. The Fuel Delivery Pressure (FDP) sensor detects low fuel pressure.
The FDP sensor sends a signal to the ECM when pressure is below programmed values for various engine
conditions. Filtered fuel flows from the fuel filter assembly into the fuel rail. The fuel rail is an integral part of
the intake manifold. Fuel flows into six cylinder head passages to each fuel injector. When the fuel injectors are
activated, fuel flows from the fuel passages through injector intake ports and into fuel injectors.
Intake Air Heater System

Intake Air Heater System
Intake Air Heater (IAH)

The IAH is primarily used to assist engine start-up in cold weather conditions. In addition, it helps to reduce
white smoke emissions by heating the incoming air. The Engine Control Module (ECM) controls a relay through a
12-VDC, digital, high-side driver. When the relay coil is charged with 12 VDC, the high current contacts inside are
drawn together. This completes an electric circuit between the IAH and the vehicle's battery. The ECM disables
the relay by outputting 0 V. With no voltage across the relay coil, the contacts separate and the connection to
the battery is broken, shutting down the IAH. The intake air heater system operates only in temperatures lower
than 50°F (10°C).
Engine Lubrication System
Figure 1189 Lubrication System

1. Unfiltered oil 3. Filtered oil 5. Oil pump
2. Cooled unfiltered oil 4. Crankcase breather assembly 6. Front cover
7. Reservoir for high-pressure oil 14. Oil pressure regulator relief 20. Camshaft
pump valve 21. Crankcase
8. Unfiltered oil gallery 15. Regulator relief valve drain to 22. Vertical gallery
9. Pick-up tube sump 23. Cylinder head
10. Dual stage turbocharger 16. Oil pan assembly 24. Valve cover
11. Oil cooler 17. Crankshaft 25. Rocker arm assembly oil gallery
12. Oil filter 18. Piston cooling jet (6) 26. Air compressor (optional)
13. Oil cooler module assembly 19. Main filtered oil gallery
Unfiltered oil is drawn from the oil pan through the pick-up tube and front cover passage by the crankshaft
driven oil pump. Pressurized oil is forced through a front cover passage, into the crankcase gallery, and to the
oil system module assembly. Oil flow into the oil cooler is controlled by the thermal bypass valve. The thermal
bypass valve allows unfiltered oil to bypass the oil cooler when the oil temperature is cold, and flow directly to
the oil filter.
As the oil temperature begins to warm, the thermal bypass valve begins to open. This allows unfiltered oil to
flow into the oil cooler and oil filter. When the oil temperature is hot, the thermal bypass valve is fully open. This
allows all unfiltered oil to flow through the oil cooler before entering the oil filter. Unfiltered oil moves through
plates in the oil cooler heat exchanger.
Engine coolant flows around the plates to cool the surrounding oil. Oil that exits or bypasses the oil cooler mixes
and enters the spin-on oil filter. Oil flows from outside the filter element toward the inside to remove debris.
When the filter is restricted, the oil filter bypass (located in the oil filter can) opens and allows oil to bypass the
filter to maintain engine lubrication. The filter bypass valve opens when pressure reaches 60 psi (414 kPa).
After passing through the filter, the oil travels past the oil pressure regulator. The regulator directs excess oil
back to the oil pan to maintain oil pressure at a maximum of 57 psi (393 kPa).
Clean regulated oil enters the main oil gallery of the engine to lubricate the crankshaft, camshaft, and tappets.
The crankshaft has cross-drillings that direct oil to the connecting rods. Oil is also provided to the high-pressure
reservoir through a passage in the front cover. Piston cooling jets continuously direct cooled oil to the bottom of
the piston crowns.
Oil is provided to the cylinder head from the rear cam bearing through a passage at the rear of the crankcase.
Oil flows through a passage in the cylinder head and rear rocker shaft support, then enters the hollow rocker
shaft, which lubricates the rocker arms. The crankcase breather assembly oil separator is driven by unfiltered
oil pressure taken from the right side of the crankcase. Oil flows from the crankcase into the breather assembly
oil separator. Passages direct the oil through a pressed brass nozzle that controls oil flow into the drive oil
separator wheel. Oil drains into the base and mixes with oil from the breather system. The collected oil drains
into the crankcase and then into the oil pan.
The turbocharger is lubricated with filtered oil from a supply tube assembly that connects the oil cooler module
assembly to the center housing of each turbocharger. Oil drains back to the crankcase through drain tubes
connected to the base of the breather housing assembly. The optional air compressor is lubricated with filtered
engine oil through a flexible hose. The hose is connected to a tee on the left side of the crankcase near the
Engine Oil Pressure (EOP) sensor. Oil drains into the front cover and to the oil pan. Oil can also drain from the
bottom of the air compressor through a tube into the crankcase. The front gear train is splash-lubricated with oil
that drains from the high-pressure reservoir and the optional air compressor.
Engine Cooling System

Cooling System Description
The engine cooling system includes the following:
• Chassis-mounted radiator
• Interstage cooler (if equipped)
• Coolant fan
• Water intake elbow
• Front engine cover
• Water pump
• Crankcase
• Cylinder sleeves
• Cylinder head
• Oil cooler module assembly
• Air compressor
• Thermostat
• Coolant supply housing / coolant port
• Exhaust Gas Recirculation (EGR) cooler
• Coolant surge tank
• Coolant heater (if equipped)
The water pump pushes coolant into crankcase, low temperature radiator, and EGR cooler.
Coolant flows to crankcase and through water jackets from front to rear. Coolant flows around cylinder liners to
absorb heat from combustion. Coolant may also pass by optional engine coolant heater.
Swirling coolant flow in cylinder liner jackets directs coolant through passages in cylinder head gasket and
upwards into the cylinder head.
Coolant flows through cylinder head water jackets towards thermostat cavity at the front of the cylinder head.
When thermostat is closed, coolant is directed through bypass port, crankcase, front cover, and into water pump.
When thermostat is open, bypass port is blocked, and coolant is directed through the radiator.
Coolant passes through radiator and is cooled by moving air from coolant fan. Coolant returns to engine through
intake elbow and front cover.
The air compressor is cooled with engine coolant supplied by a hose from the left side of crankcase. Coolant
passes through air compressor and returns to cylinder head through a passage in crankcase.
The oil cooler module assembly receives coolant from a passage in crankcase. Coolant passes between oil
cooler plates and returns through a tube connected to coolant supply housing.
The EGR cooler receives coolant from water pump through a supply tube at the rear of the front cover. Coolant
passing through EGR cooler, flows through cooler plates, cools exhaust gas, and exits through a tube to the rear
of the front cover that returns coolant to pump intake. The hydrocarbon injector assembly receives and returns
coolant to EGR cooler.
The EGR coolant supply tube also branches off to interstage cooler (above 245 hp), if equipped. The interstage
cooler uses coolant to lower charged air temperature that exits from turbocharger low-pressure compressor and
enters turbocharger high-pressure compressor.
The surge tank provides expansion space for coolant and deaerates cooling system. The following four vents
provide coolant to the tank:
• Engine vent (top of coolant supply housing)
• EGR vent (top of EGR cooler)
• Main radiator vent (top of radiator)
• Interstage cooler vent (top of interstage cooler)
The surge tank returns coolant through surge line, back to water pump intake.
Cab heat is provided by heater core, which receives warmed coolant from coolant supply housing.
Cooling System Components
Coolant Heater (optional)

An optional coolant heater is available to warm engine coolant in cold weather. The coolant heater warms coolant
surrounding cylinders. Warmed engine coolant aids in cold engine start-up and performance. The coolant heater
is installed on the left side of the crankcase, in front of Electronic Control Module (ECM).
Thermostat Operation
Coolant travels through two ports after it passes through the thermostat. One port directs coolant to the radiator
when engine is at operating temperature. The other port directs coolant to the water pump until engine reaches
operating temperature. The thermostat begins to open at 190°F (88°C) and is fully open at 205°F (96°C).
Figure 1190 Thermostat Closed

1. Coolant flow to heater port 2. Coolant in from engine 3. Bypass to water pump
When engine coolant is below 190°F (88°C), the thermostat is closed, blocking flow to radiator. Coolant is forced
to flow through a bypass port back to the water pump.
Figure 1191 Thermostat Open

1. Coolant out to radiator 2. Coolant flow to heater port 3. Coolant in from engine
When coolant temperature reaches nominal opening temperature of 190°F (88°C), thermostat opens allowing
some coolant to flow to radiator. When coolant temperature exceeds 205°F (96°C), lower seat blocks bypass
port, directing full coolant flow to radiator.
Electronic Control System

Electronic Control System Components
Navistar® N9 and N10 engines are equipped with three control modules, the Engine Control Module (ECM), the
Aftertreatment Control Module (ACM), Doser Control Unit (DCU).
Operation and Function

The Electronic Control Module (ECM) monitors and controls engine performance to ensure maximum
performance and adherence to emissions standards.
The ECM contains an internal Barometric Pressure (BARO) sensor for reference.
The ECM, ACM, and DCU, perform the following functions:
• Provides Reference Voltage (VREF)
• Conditions input signals
• Processes and stores control strategies
• Controls actuators
Doser Control Unit (DCU)

The Electronic Control Module (ECM) communicates with the DCU to control the timing and quantity of fuel
sprayed from the hydrocarbon injector assembly.
Reference Voltage (VREF)

The ECM, ACM, and DCU supply 5 volt VREF supply to various input sensors in the electronic control system.
The ECM and ACM determine pressures, positions, and other variables important to engine, aftertreatment, and
vehicle functions.
Microprocessor
The microprocessor, installed inside the ECM, ACM, and DCU, process stored operating instructions (control
strategies) and value tables (calibration parameters). The microprocessor compares stored instructions and
values with conditioned input values to determine the correct strategy for all engine operations.
Diagnostic strategies are also programmed into the ECM, ACM, and DCU. Some strategies monitor inputs
continuously and command the necessary outputs for correct performance of the engine and aftertreatment.
Diagnostic Trouble Codes

Diagnostic Trouble Codes (DTCs) are stored by the ECM if inputs or conditions do not comply with expected
values. Diagnostic fault codes are communicated using the Suspect Parameter Number (SPN) and Failure Mode
Indicator (FMI) identifiers, and are accessed using an electronic service tool with ServiceMaxx™ diagnostic
software or other J1939 and J1708 RP1210B compliant interface device.
Microprocessor Memory
The ECM and ACM microprocessors includes Read Only Memory (ROM) and Random Access Memory (RAM).
Read Only Memory (ROM)

ROM stores permanent information for calibration tables and operating strategies. Permanently stored
information cannot be changed or lost when the ignition switch is turned to OFF or when power to the control
modules is interrupted. ROM includes the following:
• Vehicle configuration, modes of operation, and options
• Engine Family Rating Code (EFRC)
• Engine warning and protection modes
Random Access Memory (RAM)

RAM stores temporary information for current engine conditions. Temporary information in RAM is lost when
the ignition switch is turned to OFF or power to control module is interrupted. RAM information includes the
following:
• Engine temperature
• Engine rpm
• Accelerator pedal position
Actuator Control
Actuators are controlled in one of the following ways, depending upon type of actuator:
• Duty cycle (percent time On / Off)
• Switched On or Off
• CAN messages
ECM Actuators and Sensors
Figure 1192 Electronic Control System

The ECM controls engine operation with the following:

• Exhaust Gas Recirculation Valve (EGRV)
• Intake Air Heater (IAH) system
• Electric Fuel Pump (EFP)
• Engine Throttle Valve (ETV) and Engine Throttle Valve Position (ETP) sensor
• Turbocharger 2 Wastegate (TC2WG) position valve
• Exhaust Back Pressure Control (EBPC)
• Engine Compression Brake Output 1 (ECB1) valve
• Injectors
• Injection Pressure Regulator (IPR) valve
Exhaust Gas Recirculation Valve (EGRV)

The EGR valve controls the flow of exhaust gases to the air and EGR mixer duct. The ECM sends the desired
valve position for exhaust gas recirculation to the EGR valve. The EGR Valve Position (EGRP) sensor sends
feedback to the ECM. A fault code will be set if the ECM detects an error message from the EGR valve.
Intake Air Heater (IAH) System

The IAH system warms the incoming air supply prior to cranking to aid cold engine starting. The ECM is
programmed to energize the IAH element through the IAH relay while monitoring certain programmed conditions
for engine coolant temperature, engine oil temperature, and atmospheric pressure. The ECM activates the IAH
relay. The relay supplies battery voltage to the heater element for a set time, depending on engine coolant
temperature and altitude.
Electric Fuel Pump (EFP)

Electric Fuel Pump (EFP) supplies fuel to engine at approximately 90 psi (620 kPa). Engine Control Module
(ECM) drives fuel supply pump directly, using H-Bridge driver.
Fuel Delivery Pressure (FDP) sensor is only capable of measuring up to 75 psi (517 kPa) of pressure, even
though fuel pressure normally operates at 90 psi (621 kPa).
Engine Throttle Valve (ETV) and Engine Throttle Valve Position (ETP) Sensor
The ETV controls the flow of intake air to regulate operating temperature for exhaust aftertreatment and base
engine operation. The integral throttle actuator controls the engine throttle valve. The throttle actuator is
controlled by the ECM to activate the throttle valve. The ETP provides feedback to the ECM on the throttle
valve position.
Turbocharger 2 Wastegate (TC2WG) position valve

The turbocharger wastegate actuator regulates the charge air pressure by controlling the amount of exhaust
gases that pass through the high-pressure turbine. The TC2WG valve receives the command signal from
the ECM. When the charge air pressure demand is low, the TC2WG valve closes the vent circuit, allowing
compressor outlet pressure to pass to the wastegate. When the charge air pressure demand is high, the TC2WG
vents compressor outlet pressure to the wastegate, closing the wastegate high-pressure turbine.
Exhaust Back Pressure Control (EBPC)

The EBPC is controlled using the Air Control Valve (ACV) assembly. The ACV assembly contains the EBPC
control valve, and the Turbocharger 1 Turbine Outlet Pressure (TC1TOP) sensor. Both are used by the ECM to
control EBPC operation.
The EBPC regulates air pressure applied to the EBPC pneumatic actuator. The pneumatic cylinder actuates
the valve (in the exhaust system) in response to commands by the ECM.
The EBPC actuator is mounted on the right side of the engine, after the turbocharger exhaust connection.
Engine Compression Brake Output 1 (ECB1) valve

The ECB1 valve controls pressure entering the brake oil gallery from the injector oil gallery. This activates
the brake actuator pistons and opens the exhaust valves. The ECB1 valve is installed in the center of the
high-pressure oil manifold.
Injectors
The injector injects fuel into the cylinders. The Engine Control Module (ECM) controls the timing and the amount
of fuel being sprayed from each injector. The ECM also controls the Injection Control Pressure (ICP) system to
regulate fuel spray pressure.
Injection Pressure Regulator (IPR) valve

The IPR valve is used to maintain desired injection control pressure. The IPR valve controls the spool valve that
throttles the intake to the HPOP.
ACM Actuators
Figure 1193 ACM Actuators
The ACM controls aftertreatment system operation with the following:

• Aftertreatment Fuel Enable Control (AFT: FEC)
• Aftertreatment Fuel Pressure Control (AFT: FPC)
• Diesel Exhaust Fluid Dosing Unit (DEF: DU)
• Diesel Exhaust Fluid Unit Heater Relay (DEF: SMH Relay)
• Diesel Exhaust Fluid Line Heater Relay (DEFLHR)
• DEF Line 1 Heater Control (DEF: L1HC) Supply Line

• DEF Line 2 Heater Control (DEF: L2HC) Return Line
• DEF Line 3 Heater Control (DEF: L3HC) Pressure Line
• Diesel Exhaust Fluid Tank Heater Control (DEF: THC)
• Diesel Exhaust Fluid Supply Module Heater (DEF: SMH)
• Diesel Exhaust Fluid Supply Pump (DEF: SP) and DEF Tank Temperature (DEF: TT) Sensors
• Diesel Exhaust Fluid Reverting Control Valve (DEF: RCV)
Aftertreatment Fuel Enable Control (AFT: FEC)

The AFT: FEC is used to control fuel flow to the doser injector. The AFT: FEC is controlled through an On-Off
signal sent by the Aftertreatment Control Module (ACM). The AFT: FEC is installed in the AFT fuel doser module,
located to the rear of the fuel filter assembly, on the left side of the engine.
Aftertreatment Fuel Pressure Control (AFT: FPC)

The Aftertreatment Fuel Pressure Control (AFT: FPC) valve regulates fuel to the doser injector when in regen
mode.
Diesel Exhaust Fluid Dosing Unit (DEF: DU)

The DEF: DU is a solenoid assembly controlled by the Aftertreatment Control Module (ACM). When the ACM
commands DEF dosing, it opens the doser valve and allows DEF to be sprayed into the exhaust stream.
Diesel Exhaust Fluid Unit Heater Relay (DEF: SMH Relay)

The DEF unit heaters are used to maintain proper DEF temperature to avoid DEF freezing. When DEF
temperature is too low. The ACM commands the DEF: SMH Relay ON, sending power to the DEF unit heaters.
The DEF: SMH Relay is installed in the Power Distribution Module (PDM), behind the DEF tank.
Diesel Exhaust Fluid Line Heater Relay (DEFLHR)

The DEF line heaters are used to maintain proper DEF temperature to avoid DEF freezing. When DEF
temperature is too low. The ACM commands the DEFLHR ON, sending power to the DEF line heaters.
The DEFLHR is installed in the Power Distribution Module (PDM), behind the DEF tank.
DEF Line 1 Heater Control (DEF: L1HC) Supply Line

The DEF: L1HC is used to maintain proper DEF temperature in the DEF supply module suction line.
The DEF: L1HC is wrapped around the suction line between the DEF supply module and DEF tank.
DEF Line 2 Heater Control (DEF: L2HC) Return Line

The DEF: L2HC is used to maintain proper DEF temperature in the DEF supply module return line.
The DEF: L2HC is wrapped around the return line return line
DEF Line 3 Heater Control (DEF: L3HC) Pressure Line

The DEF: L3HC is used to maintain proper DEF temperature in the DEF supply module pressure line.
The DEF: L3HC is wrapped around the pressure line between the DEF supply module and DEF: DU.
Diesel Exhaust Fluid Tank Heater Control (DEF: THC)

The DEF: THC controls coolant flow to the DEF tank. When DEF temperature is low, the ACM commands the
DEFTHV open, allowing coolant flow to warm the DEF tank.
The DEF: THC is typically mounted to the vehicle frame.
Diesel Exhaust Fluid Supply Module Heater (DEF: SMH)

The Diesel Exhaust Fluid Supply Module Heater (DEF: SMH) and DEF Reverting Control Valve (DEF: RCV)
receive coolant from a supply line running from the lower radiator hose. When DEF tank temperature is too low,
the Aftertreatment Control Module (ACM) commands the DEF: RCV ON allowing coolant to pass through the
DEF tank heating coil. Coolant from the DEF tank heating coil and DEF: RCV then returns to the water pump
intake through a coolant return line.
Diesel Exhaust Fluid Supply Pump (DEF: SP) and DEF Tank Temperature (DEF: TT) Sensors
The DEF: SP is controlled using a Pulse Width Modulated (PWM) signal from the ACM.
The DEF supply module has an internal temperature sensor (DEF: TT) used to monitor DEF: SP temperature.
The DEF: SP is part of the DEF supply module, and is not serviceable individually.
Diesel Exhaust Fluid Reverting Control Valve (DEF: RCV)

The Diesel Exhaust Fluid Supply Module Heater (DEF: SMH) and DEF Reverting Control Valve (DEF: RCV)
receive coolant from a supply line running from the lower radiator hose. When DEF tank temperature is too low,
the Aftertreatment Control Module (ACM) commands the DEF: RCV ON allowing coolant to pass through the
DEF tank heating coil. Coolant from the DEF tank heating coil and DEF: RCV then returns to the water pump
intake through a coolant return line.
Engine and Vehicle Sensors
Engine Temperature Sensors
Figure 1194 Thermistor Sensor
A thermistor sensor changes electrical resistance with changes in temperature. As temperature changes at the
thermistor, voltage at the ECM, ACM, or DCU will change accordingly. Thermistors work with the control module
to produce a voltage signal inversely proportional to temperature values.
A thermistor sensor has two electrical terminals, signal and signal ground. The output of a thermistor sensor is
a non-linear analog signal.
Thermistor type sensors include the following:
• Engine Coolant Temperature 1 (ECT1) sensor
• Engine Oil Temperature (EOT) sensor
• Turbocharger 2 Compressor Intake Temperature (TC2CIT) sensor
• Exhaust Gas Temperature (EGT)
• Charge Air Cooler Outlet Temperature (CACOT) sensor
• Intake Air Heater (IAT) sensor
• Intake Manifold Temperature (IMT) sensor
• Ambient Air Temperature (AAT) sensor
Engine Coolant Temperature 1 (ECT1) Sensor

The ECT1 sensor is a thermistor-type sensor that measures engine coolant temperature.
The ECT1 signal is monitored by the ECM for operation of the instrument panel temperature gauge, coolant
temperature compensation, charge air temperature control, EGR system control, optional Engine Warning
Protection System (EWPS), and the Wait to Start lamp. The ECM uses ECT1 sensor input as a backup, if EOT
sensor values are out of range.
The ECT1 sensor is installed in the underside of the EGR coolant crossover manifold, at the back of the engine.
Engine Oil Temperature (EOT) Sensor

The ECM monitors the EOT signal and uses this information to control fuel quantity and timing. The EOT signal
allows the ECM to compensate for differences in oil viscosity for temperature changes. The EOT sensor is
installed in the rear of the front cover, to the left of the high-pressure pump assembly.
Turbocharger 2 Compressor Intake Temperature (TC2CIT) Sensor

The TC2CIT sensor monitors the temperature of the air entering the Turbocharger 2 compressor. The ECM
monitors the TC2CIT signal to evaluate the effectiveness and condition of the interstage cooler.
The Aftertreatment System and exhaust manifold use the following sensors:
• Exhaust Gas Temperature (EGT) sensor
Exhaust Gas Temperature (EGT) Sensor

The EGT sensor used in the exhaust manifold provides a feedback signal to the ECM indicating exhaust gas
temperature.
Charge Air Cooler Outlet Temperature (CACOT) Sensor

The CACOT sensor monitors the temperature of the air leaving the CAC. The ECM monitors the CACOT signal
to evaluate the effectiveness and condition of the CAC.
Intake Air Heater (IAT) Sensor
Contents under development
Intake Manifold Temperature (IMT) Sensor

The IMT sensor is a thermistor sensor that monitors temperature.
The IMT sensor is installed in the intake side of the cylinder head, on the left side of the engine.
Ambient Air Temperature (AAT) Sensor

The AAT sensor is a thermistor sensor that detects the temperature of ambient air.
The AAT signal is monitored by the ECM.
The AAT sensor is installed in various places depending on the vehicle.
Aftertreatment Temperature Sensors

Temperature sensors used in the Aftertreatment System include the following:
• Diesel Exhaust Fluid Tank Level and Temperature (DEF: TLT) sensor
• Diesel Oxidation Catalyst (DOC) / Diesel Particulate Filter (DPF) Temperature Sensor Module
• Diesel Oxidation Catalyst Intake Temperature (DOCIT) sensor
• Diesel Particulate Filter Intake Temperature (DPFIT) sensor
• Diesel Particulate Filter Outlet Temperature (DPFOT) sensor
• Selective Catalyst Reduction (SCR) Temperature Sensor Module
• Selective Catalyst Reduction Intake Temperature (SCRIT) sensor
• Selective Catalyst Reduction Outlet Temperature (SCROT) sensor
Diesel Exhaust Fluid Tank Level and Temperature (DEF: TLT) Sensor Module
The DEF: TLT sensor module is a combination sensor that monitors DEF tank level and temperature, and
communicates to the Aftertreatment Control Module (ACM) through J1939 Controller Area Network (CAN)
communication.
The DEF: TLT sensor module is installed inside the DEF tank.
Diesel Oxidation Catalyst (DOC) / Diesel Particulate Filter (DPF) Temperature Sensor Module
The DOC / DPF temperature sensor module monitors aftertreatment DPF and DOC temperature. The DOC
/ DPF temperature sensor module monitors signals from the DOC Intake Temperature (DOCIT), DPF Intake
Temperature (DPFIT), and DPF Outlet Temperature (DPFOT) sensors, and communicates these signals to the
Aftertreatment Control Module (ACM) through J1939 Controller Area Network (CAN) communication.
The DOCIT, DPFIT, and DPFOT sensors are not serviceable individually, and are part of the DOC / DPF
Diesel Oxidation Catalyst Intake Temperature (DOCIT) Sensor

The DOCIT sensor provides a feedback signal to the ACM indicating Diesel Oxidation Catalyst (DOC) intake
temperature. The DOCIT sensor is the first temperature sensor installed past the turbocharger and just before
the DOC.
Diesel Particulate Filter Intake Temperature (DPFIT) Sensor

The DPFIT sensor provides a feedback signal to the ACM indicating Diesel Particulate Filter (DPF) intake
temperature. The DPFIT sensor is the second temperature sensor installed past the turbocharger and just
after the DOC.
Diesel Particulate Filter Outlet Temperature (DPFOT) Sensor

The DPFOT sensor provides a feedback signal to the ACM indicating DPF outlet temperature. The DPFOT
sensor is the third temperature sensor installed past the turbocharger and just after the DPF. During a catalyst
regeneration, the ECM monitors all three sensors along with the Exhaust Gas Recirculation (EGR) System and
Engine Throttle Valve (ETV).
Selective Catalyst Reduction (SCR) Temperature Sensor Module

The SCR temperature sensor module monitors aftertreatment SCR catalyst temperature. The SCR temperature
sensor module monitors signals from the SCR Intake Temperature (SCRIT) sensor, and SCR Outlet Temperature
(SCROT) sensor, and communicates these signals to the ACM through J1939 Controller Area Network (CAN)
communication.
The SCRIT sensor and SCROT sensor are not serviceable individually, and are part of the SCR temperature
sensor module.
Variable Capacitance Sensors
Figure 1196 Variable Capacitance Sensor
Variable capacitance sensors measure pressure. The pressure measured is applied to a ceramic material.
Pressure forces the ceramic material closer to a thin metal disk. This action changes the capacitance of the
sensor.
The sensor is connected to the control module through the VREF, signal, and signal ground wires.
The sensor is powered by VREF and returns an analog signal voltage to the Engine Control Module (ECM) or
Aftertreatment Control Module (ACM). The ECM, ACM, and DCU compares the voltage with pre-programmed
values to determine pressure.
Variable capacitance sensors include the following:
• Fuel Delivery Pressure (FDP) sensor
• Engine Oil Pressure (EOP) sensor
• Exhaust Back Pressure (EBP) sensor
• Mass Air Flow (MAF) sensor
• Intake Manifold Pressure (IMP) sensor
• Aftertreatment Fuel Pressure 1 (AFT: FP1) sensor
• Aftertreatment Fuel Temperature (AFT: FT) sensor
• Aftertreatment Fuel Pressure 2 (AFT: FP2) sensor
• Diesel Exhaust Fluid Absolute Pressure (DEFAP) sensor
• Diesel Particulate Filter Differential Pressure (DPFDP) / DPF Outlet Pressure (DPFOP) sensor
• Turbocharger 1 Turbine Outlet Pressure (TC1TOP) sensor
Fuel Delivery Pressure (FDP) sensor

The FDP sensor is a variable capacitance sensor that measures fuel supply pressure.
The FDP sensor provides feedback to the ECM for the low-pressure fuel system.
The FDP sensor is installed in the front of the fuel filter assembly on the left side of the engine.
Engine Oil Pressure (EOP) Sensor

The EOP sensor is a variable capacitance sensor that detects engine oil pressure.
The EOP signal is monitored by the ECM for operation of the instrument panel pressure gauge and optional
Engine Warning and Protection System (EWPS).
The EOP sensor is installed in the oil module, on the left side of the engine.
Exhaust Back Pressure (EBP) Sensor

The ECM monitors the exhaust pressure to control the EGR and intake throttle systems. The EBP sensor is
installed in a tube mounted on the coolant supply housing (refrigerant compressor bracket).
Mass Air Flow (MAF) Sensor

The MAF sensor is used for closed loop control of the EGR valve and ETV. The ECM monitors the MAF signal
to control the EGR and intake throttle systems. The MAF sensor assembly includes the IAT sensor which sends
air temperature information to the ECM.
The MAF sensor is installed in the intake air duct or air cleaner housing.
Intake Manifold Pressure (IMP) Sensor

The IMP sensor is a variable capacitance sensor that monitors the pressure of charge air entering the intake
manifold.
The IMP signal is monitored by the ECM for control of the EGR system and turbocharger wastegate.
The IMP sensor is installed in the intake manifold, after the Engine Throttle Valve (ETV).
Aftertreatment Fuel Pressure 1 (AFT: FP1) sensor

The AFT: FP1 sensor is a variable capacitance sensor that the ACM uses to monitor fuel pressure into the
aftertreatment system between the AFT: FEC and AFT: FPC valves.
The AFT: FP1 sensor is installed in the AFT fuel doser module, to the rear of the fuel filter assembly.
Aftertreatment Fuel Temperature (AFT: FT) sensor

The AFT: FP2 sensor is a thermistor that measures fuel temperature at the doser metering unit.
The AFT: FP1 and AFT: FT sensors are part of the same assembly.
Aftertreatment Fuel Pressure 2 (AFT: FP2) sensor

The AFT: FP2 sensor is a variable capacitance sensor that monitors fuel pressure after the AFT : PC valve.
The AFT: FP2 sensor is located in the DSI unit.
Diesel Exhaust Fluid Absolute Pressure (DEFAP) sensor

The DEFAP signal is a CAN message from the ACM.
The DEFAP is part of the DEF supply module, and is not serviceable individually.
Diesel Particulate Filter Differential Pressure (DPFDP) / DPF Outlet Pressure (DPFOP) sensor
The DPFDP / DPFOP sensor provides a feedback signal to the ACM indicating the pressure difference between
the intake and outlet of the DPF.
The DPFDP / DPFOP sensor is a differential pressure sensor with two tap-offs installed at the DPF. A tap-off is
installed before and after the DPF.
Turbocharger 1 Turbine Outlet Pressure (TC1TOP)

The TC1TOP sensor is a variable capacitance sensor that measures the exhaust pressure after the turbines.
The sensor measures pressure in the exhaust system. A tap for the TC1TOP is installed in the exhaust, between
the low-pressure turbine and Exhaust Back Pressure Valve (EBPV).
The TC1TOP sensor is installed in the Air Control Valve (ACV), on the right side of the engine.
High-pressure Sensors
Figure 1197 High-Pressure Sensor
High-pressure sensors convert pressure to a linear analog voltage output of 0 to 5 volts. The pressure causes a
strain on the diaphragm with a strain gauge bonded to it. This sensor has three wires: VREF, signal ground, and
a signal wire. The sensor is powered by VREF from the ECM and is grounded through the ECM to a common
signal ground. The ECM compares the voltage with pre-programmed values to determine pressure.
High-pressure sensors include the following:
• Brake Control Pressure (BCP) sensor
• Injection Control Pressure (ICP) sensor
Brake Control Pressure (BCP) Sensor

The ECM monitors the BCP sensor signal to determine oil pressure in the brake gallery of the high-pressure oil
manifold. The BCP sensor is under the valve cover, forward of the No. 2 fuel injector in the high-pressure oil
manifold. The BCP sensor is optional.
Injection Control Pressure (ICP) Sensor

The ECM measures the ICP sensor to determine injection control pressure for engine operation. The ICP sensor
is used to control the IPR valve. It provides feedback to the ECM for closed loop high-pressure oil control. The
ICP sensor is located under the valve cover, forward of the No. 6 fuel injector in the high-pressure oil manifold.
Magnetic Pickup Sensors
Figure 1198 Magnetic Pickup Sensor
A magnetic pickup sensor contains a permanent magnet, a ferromagnetic pole piece, and a magnetic pickup.
The VRS generates an AC voltage signal that is proportional to the change in flux at the magnetic pickup as a
metal trigger wheel passes along the sensor
Magnetic pickup sensors used include the following:
• Crankshaft Position (CKP) sensor
• Camshaft Position (CMP) sensor
• Vehicle Speed Sensor (VSS)
• Crankcase Oil Separator Speed (CCOSS) sensor
Crankshaft Position (CKP) Sensor

The CKP sensor is a variable reluctance sensor that indicates crankshaft speed and position.
The CKP sensor sends a varying AC signal to the Engine Control Module (ECM) as the crankshaft turns. The
CKP sensor generates an AC pulse for each tooth on the 60 minus 2 crankshaft timing wheel at the rear of the
crankshaft. The minus 2 gap in the crankshaft timing wheel and the CMP sensor signal are used to determine
engine position for synchronization. The time between CKP sensor pulses is used to calculate engine RPM.
The offset of CKP pulses from the reference position is used to determine engine timing for injection events.
The CKP sensor is installed in the top left of the flywheel housing.
Camshaft Position (CMP) Sensor

The CMP sensor is a magnetic pickup sensor that indicates camshaft speed and position.
The CMP sensor sends a single AC signal to the ECM as a once per camshaft rotation as a peg on the camshaft
rotates past the CMP sensor.
The CMP sensor is installed in the left rear of the cylinder head.
Vehicle Speed Sensor (VSS)

The VSS provides the ECM with transmission tail shaft speed by sensing the rotation of a 16-tooth rotor on the
rear of the transmission or a CAN signal from the TCM. The detected signal (AC) received by the ECM, is used
with tire size and axle ratio to calculate vehicle speed. The VSS is installed on the left side of the transmission
housing for automatic transmissions, or at rear of the transmission housing for manual transmissions.
Crankcase Oil Separator Speed (CCOSS) Sensor

The CCOSS sensor sends the ECM information about the speed of the crankcase oil separator internal
components. The detected signal (AC) received by the ECM is used to monitor operation of the cyclonic oil
separator, installed inside the breather assembly on the engine oil filter assembly.
Switches
Figure 1199 Switch
Switch sensors indicate position, level, or status. They operate open or closed, regulating the flow of current. A
switch sensor can be a voltage input switch or a grounding switch. A voltage input switch supplies the ECM with
a voltage when it is closed. A grounding switch grounds the circuit when closed, causing a zero voltage signal.
Grounding switches are usually installed in series with a current limiting resistor.
Switch sensors include the following:
• Driveline Disengagement Switch (DDS)
• Engine Coolant Level (ECL) Sensor
• Water In Fuel (WIF)
Driveline Disengagement Switch (DDS)

The DDS determines if a vehicle is in gear. For manual transmissions, the clutch switch serves as the DDS. For
automatic transmissions, the neutral indicator switch functions as the DDS. The DDS signal is sent to the Body
Controller (BC) and transmitted on the J1939 Controller Area Network (CAN) datalink to the engine ECM.
Engine Coolant Level (ECL) Sensor

ECL sensor is part of the Engine Warning and Protection System (EWPS). The ECL switch is installed on the
deaeration tank.
When engine coolant is normal, ECL measures 0 volts, switch opens and ENGINE lamp on the instrument panel
is off. If engine coolant is low, ECL voltage is "logic high", switch closes and red ENGINE lamp on instrument
panel is illuminated.
Water In Fuel (WIF)

A Water In Fuel (WIF) sensor in the fuel filter assembly is used to detect water in the fuel. The resistance of the
WIF sensor circuit changes when the water level in the fuel filter assembly reaches the sensor. The ECM then
sends a message to illuminate the amber water-in-fuel lamp, alerting the operator.
WIF is installed in the side of the fuel filter assembly.
Potentiometer Sensors
Figure 1200 Potentiometer
A potentiometer is a variable voltage divider that senses the position of a mechanical component. A reference
voltage is applied to one end of the potentiometer. Mechanical rotary or linear motion moves the wiper along
the resistance material, changing voltage at each point along the resistive material. Voltage is proportional to
the amount of mechanical movement.
The engine has two potentiometers, both contained in the Accelerator Pedal Position (APP) Sensor.
Accelerator Pedal Position (APP)

APP provides the ECM with a dual feedback signal (dual linear analog voltages) that indicate the operator's
demand for power. APP contains two potentiometers, and provides two individual signals (APP1 and APP2) to
the ECM. APP is installed in the cab on the accelerator pedal assembly.
Engine Throttle Valve Control System
Figure 1201 Engine Throttle Valve Control System
The Engine Throttle Valve (ETV) is controlled to limit intake air. As part of the air management system, the ETV
is controlled by the ECM (closed loop) based on input from the Mass Air Flow (MAF) sensor for proper emissions
control.
The ETV is also used to help control intake air during a Diesel Particulate Filter (DPF) regeneration process of
the aftertreatment system. It maintains vehicle and engine performance during regenerations.
Exhaust and Engine Brake System
Exhaust Brake
Figure 1202 Exhaust Brake System
The exhaust brake is available for all ratings and aids in the deceleration rate of vehicles.
The exhaust brake is an exhaust back pressure brake system that provides improved braking performance.
The operator can enable the brake function by toggling an instrument panel mounted switch ON or OFF.
Engine Brake
Figure 1203 Engine Brake

1. Exhaust Back Pressure (EBP) 5. High-pressure oil manifold 8. Injection Control Pressure (ICP)
sensor 6. Engine Compression Brake sensor
2. Switch Pressure (ECBP) sensor 9. Front of engine
3. Electronic Control Module 7. Engine Compression Brake
(ECM) (ECB) valve
4. Brake pressure relief valve
Exhaust Back Pressure Control (ECBC)

The Engine Control Module (ECM) (Figure 1203) (Item 3)monitors the ECBC (Figure 1203) (Item 4) signal during
engine normal and braking operation to determine if the engine brake system is working without fault. The ECBC
sensor provides a feedback signal to the ECM indicating brake control pressure.
The ECBC sensor is installed in the high-pressure oil manifold, under the valve cover.
Engine Compression Brake Output 1 (ECB1)

The ECB valve (Figure 1203) (Item 7) controls pressure entering the brake oil gallery from the injector oil gallery.
This activates the brake actuator pistons and opens the exhaust valves.
The ECB valve is installed in the center of the high-pressure oil manifold (Figure 1203) (Item 5).
Brake Pressure Relief Valve

The brake pressure relief valve (Figure 1203) (Item 4) vents excess pressure under the valve cover. Residual
brake gallery pressure initially bleeds from the actuator bore. When brake gallery pressure reaches a set point,
the brake pressure relief valve opens and oil drains back to the sump.
Exhaust Back Pressure (EBP) Sensor

The EBP sensor (Figure 1203) (Item 1) is an input to the ECM (Figure 1203) (Item 3) for control of the
Turbocharger 2 Wastegate Valve (TC2WG) valve. The TC2WG valve controls the turbocharger wastegate
actuator. The EBP sensor is mounted on a tube plumbed to the exhaust manifold on the exhaust side of the
engine.
High-pressure Oil Manifold

The high-pressure oil manifold (Figure 1203) (Item 5) has two internal separated oil galleries. The manifold
supplies high-pressure oil to each fuel injector during normal operation. High-pressure oil is directed to the
brake pistons during engine brake operation.
Operation
Figure 1204 Engine compression brake valve and brake actuator – OFF
1. High-pressure oil manifold 4. Engine compression brake valve 7. Valve lash (actuator retracted)
2. High-pressure oil gallery 5. Brake actuator piston assembly 8. Oil intake
3. Brake oil gallery 6. Exhaust valve bridge
Figure 1205 Engine compression brake valve and brake actuator – OFF
1. High-pressure oil manifold 4. Engine compression brake valve 8. Normal oil seepage
2. High-pressure oil flow to brake 5. Brake actuator piston assembly 9. Oil intake
oil gallery 6. Exhaust valve bridge
3. Brake oil gallery 7. Valve lash (actuator retracted)
During engine brake operation, The Engine Compression Brake (ECB) valve (Figure 1204) (Item 4) opens to
supply high-pressure oil to each brake actuator piston (Figure 1204) (Item 5). These brake actuator pistons hold
the exhaust valves partially open.
During normal engine operation, oil in the high-pressure manifold (Figure 1204) (Item 1) goes to the fuel injectors
only. The engine compression brake valve, mounted in the high-pressure oil manifold, is closed to prevent oil
from entering the brake oil gallery (Figure 1204) (Item 3).
The Engine Control Module (ECM) monitors the following criteria to make sure certain conditions are met:
• Anti-lock Brake System (ABS) (inactive)
• RPM (greater than 1200)
• Accelerator Pedal Position (APP) (less than 5%)
• Engine Oil Temperature (EOT) (greater than or equal to 140°F [60°C])
• Operator input switches (On / Off)
If On is selected, and the preceding criteria are met, the engine brake will activate.
When the engine brake is activated, the ECM provides the power to activate the Engine Compression Brake
(ECB) valve to allow oil from the injector oil gallery to flow to the brake oil gallery (Figure 1205) (Item 3) . High
oil pressure activates the brake actuator pistons to open the exhaust valves.
Vehicle momentum is absorbed by the resulting compression release of the engine power cylinders when pistons
are near the top of their stroke.
During an ABS event, the engine brake is deactivated. The engine brake is reactivated once the ABS event is
over.
The ECM removes the power source from the ECB valve (Figure 1205) (Item 4) to deactivate the engine brake.
Residual brake gallery pressure initially bleeds from the actuator bore. When brake gallery pressure bleeds
down the brake pressure relief valve opens, and oil drains back to sump.
Operation Modes
The engine brake system provides three programmable modes of operation based on terrain, driving conditions,
or driver preference.
Coast Mode
When the coast mode is programmed, the brake system will activate only when the driver applies the vehicle
service brake. The coast mode allows the vehicle to coast without automatic brake system activation.
Latched Mode
When the latch mode is programmed, the brake system will activate when the driver releases the accelerator
pedal. The brake system will deactivate when the driver depresses the accelerator or clutch pedals. The brake
system will also deactivate when the engine speed is below a pre-programmed rpm.
Cruise Mode
When the cruise mode is programmed, the brake system performs similar to latch mode under normal driving
conditions. When cruise control is used the brake system will activate when the vehicle travels down a grade.
The brake system helps the cruise control system maintain the set vehicle speed.
Chassis Mounted Features
Charge Air Cooler (CAC)

A Charge Air Cooler (CAC) is an air-to-air heat exchanger, which reduces the temperature of the air charge.
The Aftertreatment System, part of the larger exhaust system, processes engine exhaust to meet tailpipe
emission requirements.
• The Diesel Oxidation Catalyst (DOC) oxidizes carbon monoxide, hydrocarbons, and small amounts of
nitrogen oxide in the exhaust stream.
• The Diesel Particulate Filter (DPF) captures and oxidizes particulates in the exhaust stream and stores
non-combustible ash.
Additional Sensors
Ammonia (NH3) Sensor Module
The NH3 sensor module is used to control DEF dosing by monitoring ammonia levels at the Selective Catalyst
Reduction (SCR) catalyst.
The NH3 sensor module monitors the NH3 sensor signal, and communicates this signal to the Aftertreatment
Control Module (ACM).
The NH3 sensor is not serviceable individually, and is part of the NH3 sensor module.
Nitrogen Oxides (NOx) IN Sensor Module

Nitrogen Oxides (NOx) IN sensor module is a smart device used to measure the NOx emissions at the intake of
the aftertreatment system. The NOx IN sensor module performs internal diagnostics and reports malfunctions
back to the ACM using the J1939 CAN data link.
NOx IN sensor is not serviceable individually, and is part of the NOx IN sensor module.
Nitrogen Oxides (NOx) OUT Sensor Module

The Nitrogen Oxides (NOx) OUT sensor module is a smart device used to measure NOx emissions at the outlet
of the SCR catalyst. The NOx OUT sensor module performs internal diagnostics and reports malfunctions back
to the ACM using the J1939 CAN data link.
NOx OUT sensor is permanently attached to the NOx control module. They are not serviceable independently
and it is a single component.
Oxygen Sensor (O2S)
Content under development.

Humidity Sensor (HS)

Relays
ECM Power Relay

Actuator Power Relay

Engine Fan Relay
Fuel Pump Relay

ECM controls Electric Fuel Pump (EFP); the ECM uses a low side driver to supply a ground signal to close the
main contacts of the fuel pump relay. The fused electrical power is supplied to the electric fuel pump by the fuel
pump relay main contacts.
Fuel Heater Relay

Starter Relay

Heavy Duty On Board Diagnostics (HD-OBD) Description

Overview
The Environmental Protection Agency (EPA) and Air Research Board (ARB) has added new regulations for
2010 to reduce heavy duty vehicle emissions. The HD-OBD system is designed specifically for electronically
controlled heavy duty engines. The goal for HD-OBD regulation is to keep engine emissions within specification
for as long as a given vehicle is in use.
HD-OBD is legislated to be implemented in the three following phases:
• 2010: First engine for each Original Equipment Manufacturer (OEM) becomes fully certified.
• 2013: One engine in each engine family becomes fully certified.
• 2016: All engines must be fully HD-OBD certified.
The HD-OBD system continuously monitors for proper engine operation, and will alert the vehicle operator
to emission-related faults using the Malfunction Indicator Lamp (MIL). The MIL is installed in the Electronic
Instrument Cluster. When a detected emissions fault occurs, the MIL will be illuminated. Diagnostic information
is also stored in the Engine Control Module (ECM), and may be accessed by the technician for diagnosis and
repair of the malfunction. Diagnostic information is accessed by connecting the Electronic Service Tool (EST)
to the in-cab Diagnostic Connector.
7 ENGINE AND VEHICLE FEATURES 2549
Table of Contents
Standard Electronic Control Features. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2551

Aftertreatment (AFT) System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2551
Intake Air Heater. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2551
Coolant Temperature Compensation (CTC). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2551
Electronic Speedometer and Tachometer. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2551
Engine Crank Inhibit (ECI). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2551
Electronic Governor Control. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2551
Event Logging System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2551
Fast Idle Advance. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2552
J1939 Datalink. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2552
Service Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2552
Optional Electronic Control Features. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2553

Cruise Control. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2553
Engine Brake. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2553
Engine Warning Protection System (EWPS). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2553
Idle Shutdown Timer (IST). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2553
Automatic Engine Speed Control (AESC). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2554
Service Interval. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2554
Traction Control. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2554
Road Speed Limiter. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2554
2550 7 ENGINE AND VEHICLE FEATURES
Standard Electronic Control Features

Aftertreatment (AFT) System
The engine and vehicle exhaust piping includes an AFT system to capture soot and other particulates before they
exit the exhaust pipe. The soot is captured by the Diesel Particulate Filter (DPF) and is periodically converted
to carbon dioxide (CO2), nitrogen (N), and water vapor (H2O) by a regeneration (Regen) process.
The AFT system also includes Selective Catalytic Reduction (SCR) subsystems that use Diesel Exhaust Fluid
(DEF) injected into the exhaust to reduce tailpipe emissions of Oxides of Nitrogen (NOX).
Intake Air Heater

The Intake Air Heater (IAH) system warms the incoming air supply to aid in cold engine starting and reduce
white smoke during warm-up. The Engine Control Module (ECM) controls the intake air heater and monitors the
engine temperature. When the engine is ready for cranking, the ECM sends a message to shut off the WAIT
TO START lamp.
Coolant Temperature Compensation (CTC)

CTC reduces fuel delivery if the engine coolant temperature is above cooling system specifications.
Before standard engine warning or optional warning / protection systems engage, the ECM begins reducing fuel
delivery when the engine coolant temperature reaches approximately 225°F (107°C). A rapid reduction of 20
percent is commanded when engine coolant temperature reaches approximately 230°F (110°C).
CTC is disabled in emergency vehicles and school buses that require 100-percent power on demand.
Electronic Speedometer and Tachometer

The engine control system calibrates vehicle speed up to 157 pulses per mile. Any new speed calibration
information must be programmed with an Electronic Service Tool (EST).
The tachometer signal is generated by the ECM by computing signals for the Camshaft Position (CMP) sensor
and Crankshaft Position (CKP) sensor. Calculations for each sensor are sent to the instrument panel.
Engine Crank Inhibit (ECI)

ECI will not allow the starting motor to crank when the engine is running or the automatic transmission is in gear.
Electronic Governor Control

The governor controls engine rpm within a safe and stable operating range.
The low idle governor prevents engine rpm from dropping below a stable speed to prevent stalling when various
loads are demanded on the engine.
The high idle governor prevents engine rpm from going above a safe speed that would cause engine damage.
Event Logging System

The event logging system records engine operation above maximum rpm (overspeed), low coolant level, high
coolant temperature, or low oil pressure. The readings for the odometer and hourmeter are stored in the ECM
memory at the time of an event and can be retrieved using the EST.
Fast Idle Advance

Fast idle advance increases engine idle speed up to 875 rpm for faster warm up to operating temperature.
This occurs when the Engine Control Module (ECM) monitors ECT1 sensor input and adjusts the fuel injector
operation accordingly.
Low idle speed is increased proportionally when the engine coolant temperature is below 158°F (70°C) at 700
rpm to below 14°F (-10°C) at 875 rpm maximum.
J1939 Datalink
Vehicles are equipped with the SAE J1939 connector for communication between the Engine Control Module
(ECM), Aftertreatment Control Module (ACM), Doser Control Unit (DCU), transmission controller, ABS controller,
Body Controller (BC) and Electronic Service Tool (EST).
The SAE J1939 datalink supports:
• Transmission of engine parameter data
• Transmission and clearing of Diagnostic Trouble Codes (DTCs)
• Diagnostics and troubleshooting
• Programming performance parameter values
• Programming engine and vehicle features
• Programming calibrations and strategies in the ECM, ACM, DCU, transmission controller, ABS controller
Service Diagnostics
Model year 2010 forward vehicles utilize DTCs identified using SPN and FMI identifiers only. These two
identifiers are displayed in the Electronic Service Tool (EST) with ServiceMaxx™ software in the DTC window.
The EST provides diagnostic information using the SAE J1939 datalink. The recommended EST is the EZ-Tech®
with ServiceMaxx™ diagnostic software provided by Navistar®.
Faults from sensors, actuators, electronic components, and engine systems are detected by the ECM , ACM,
DCU, transmission controller, ABS controller and sent to the EST as codes. Effective engine diagnostics require
and rely on codes.
Identification is accomplished using two fault code identifiers.
• SPN: The Suspect Parameter Number (SPN) identifies the individual component causing the DTC.
• FMI: The Failure Mode Indicator (FMI) identifies the fault or condition effecting the individual component.
Optional Electronic Control Features

Cruise Control
The Engine Control Module (ECM) controls the cruise control feature. The cruise control system functions
similarly for all electronic engines. Maximum and minimum allowable cruise control speeds will vary based on
model. To operate cruise control, see appropriate truck model Operator's Manual.
Engine Brake
The engine brake is a compression release brake system used to aid in the deceleration rate of the vehicle. This
option is built into the high-pressure oil manifold under the engine valve cover. This option cannot be combined
with the exhaust brake.
Engine Warning Protection System (EWPS)

The EWPS safeguards the engine from undesirable operating conditions to prevent engine damage and to
prolong engine life. The ECM will illuminate the red ENGINE lamp and sound the warning buzzer when the
ECM detects:
• High coolant temperature
• Low oil pressure
• Low coolant level (3-way system only)
When the protection feature is enabled and a critical engine condition occurs, the on-board electronics will shut
the engine down (3-way protection). An event logging feature will record the event in engine hours and odometer
readings. After the engine has shut down and the critical condition remains, the engine can be started for a
30-second run time.
Idle Shutdown Timer (IST)
GOVERNMENT REGULATION: State and local regulations may limit engine idle time. The
vehicle owner or operator is responsible for compliance with those regulations.
The IST allows the ECM to shut down the engine during extended engine idle times.
Thirty seconds before IST-defined engine shutdown, a vehicle instrument panel indicator activates. There are
two types of indicators:
• Amber flashing idle shutdown indicator for multiplex electrical systems
• Red flashing indicator with audible alarm for non-multiplex electrical systems
This continues until the engine shuts down or the low idle shutdown timer is reset.
IST for California ESS Compliant Engines

All Navistar ® engines certified for sale in the state of California will conform to mandatory California Air Resources
Board (CARB) Engine Shutdown System (ESS) regulations.
Engine idle duration is limited for California ESS-compliant engines as follows:
• When vehicle parking brake is set, the idle shutdown time is limited to the CARB requirement of 5 minutes.
• When vehicle parking brake is released, the idle shutdown time is limited to the CARB requirement of 15
minutes.
The duration of CARB-mandated values can be reduced by programming the customer IST programmable
parameter to a value lower than 15 minutes.
Engine Idle Shutdown Timer (IST for Federal – Optional)

Idle time can be programmed from 5 to 120 minutes. While the EST is installed, the IST function will be active
with the programmed shutdown time in effect. Parking brake transitions reset the idle timer. If the IST is enabled,
the Cold Ambient Protection (CAP) will not function.
Automatic Engine Speed Control (AESC)

Automatic Engine Speed Control (AESC) provides a method for an operator to set and maintain a constant
engine speed without using the accelerator pedal. It is commonly used for powering auxiliary devices such as
a Power Take-Off (PTO).
Customer-programmable parameters within the ECM provide in-cab engine speed control related options that
can be adjusted to suit the customer’s needs. Choosing whether the operator is allowed to increase the engine
speed using the accelerator pedal without disengaging the PTO is an example.
Service Interval
The service interval feature is designed to provide a visual reminder to the operator that the oil change interval
has expired and routine maintenance procedures should be performed.
The term “interval” in this case is used to describe the distance, time, or fuel used between the last maintenance
performed on the vehicle and the next maintenance, which is due.
It is essential that operators are trained to know the maintenance schedules and instructions regarding the
operation and reset functionality of the service interval for the feature to be effective.
The change engine oil interval message can be programmed with the EST for mileage, hours, or amount of fuel
used. The change oil message timer can be reset using the CRUISE ON and RESUME/ACCEL switches or the
Electronic Service Tool (EST).
Traction Control
Traction control is a system that identifies when one or more wheel is going faster than one of the other wheels
during acceleration.
When a traction control condition occurs, a datalink message is sent to the ECM to limit fuel for the purpose of
reducing engine torque.
Vehicles must have a transmission and an Antilock Braking System (ABS) that supports traction control.
Road Speed Limiter

Road Speed Limiting (RSL) is a feature designed to regulate the maximum vehicle speed as controlled by the
accelerator pedal.
Customer-programmable parameters within the ECM provide vehicle speed governor related options that can
be adjusted to suit the customer’s needs. A parameter is used to set the maximum accelerator controlled vehicle
speed.
Additional programming flexibility is included to allow a trade-off to be made between performance and fuel
economy.
8 ABBREVIATIONS AND ACRONYMS 2557
Table of Contents
Abbreviations and Acronyms. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2559

Abbreviations and Acronyms. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2559
2558 8 ABBREVIATIONS AND ACRONYMS
Abbreviations and Acronyms

Abbreviations and Acronyms
A or amp – Ampere
AAT – Ambient Air Temperature
ABDC – After Bottom Dead Center
ABS – Antilock Brake System
AC – Alternating Current
A/C – Air Conditioner
ACC – Air Conditioner Control
ACCEL – Accelerator
ACD – Air Conditioner Demand
ACT PWR GND – Actuator Power Ground
ACV – Air Control Valve
AESC – Automatic Engine Speed Control
A/F – Air to Fuel ratio
AFD – Aftertreatment Fuel Drain
AFI – Aftertreatment Fuel Injector
AFP – Aftertreatment Fuel Pressure
AFS – Aftertreatment Fuel Supply
AFT – Aftertreatment
AFTFD – Aftertreatment Fuel Doser
AFT: DI – AFT Doser Injector
AFTFD-H – Aftertreatment Fuel Doser High
AFTFD-L – Aftertreatment Fuel Doser Low
AFTFIT – Aftertreatment Fuel Intake Temperature
AFT: FEC – Aftertreatment Fuel Enable Control
AFTFIS – Aftertreatment Fuel Intake Sensor
AFTFP – Aftertreatment Fuel Pressure
AFT: FP1 – Aftertreatment Fuel Pressure 1
AFT: FP2 – Aftertreatment Fuel Pressure 2
AFT: FPC – Aftertreatment Fuel Pressure Control
AFTFS-H – Aftertreatment Fuel Shutoff High
AFTFS-L – Aftertreatment Fuel Shutoff Low
AFTFSV – Aftertreatment Fuel Shutoff Valve
AFT: FT – Aftertreatment Fuel Temperature
AIT – Air Intake Temperature
Amb – Ambient
amp or A – Ampere
AMS – Air Management System
API – American Petroleum Institute
APP – Accelerator Pedal Position
APP1 – Accelerator Pedal Position 1
APP2 – Accelerator Pedal Position 2
APS – Accelerator Position Sensor
APS/IVS – Accelerator Position Sensor / Idle Validation Switch
ASTM – American Society for Testing and Materials
ATA – American Trucking Association
ATA-H – American Trucking Association Link High
ATA-L – American Trucking Association Link Low
ATDC – After Top Dead Center
AWG – American Wire Gauge

AWL – Amber Warning Lamp
B+ or VBAT – Battery Voltage

BAP or BARO – Barometric Absolute Pressure
BARO or BAP – Barometric Absolute Pressure
BBDC – Before Bottom Dead Center
BC – Body Controller
BCP – Brake Control Pressure
BCS – Boost Control Solenoid
BDC – Bottom Dead Center
bhp – Brake Horsepower
BNO – Brake Normally Open
BOO – Brake On / Off
BPP – Brake Pedal Position
BPS – Brake Pressure Switch
BSV – Brake Shut-off Valve
BTDC – Before Top Dead Center
BTU – British Thermal Unit
C – Celsius
CAC – Charge Air Cooler
CACOT – Charge Air Cooler Outlet Temperature
CAN – Controller Area Network
CAN-H – Controller Area Network High
CAN-L – Controller Area Network Low
CAP – Cold Ambient Protection
CARB – California Air Resources Board
cc – Cubic centimeter
CCA – Cold Cranking Ampere
CCV – Coolant Control Valve
CCOSS – Crankcase Oil Separator Speed
CCPS – Crankcase Pressure Sensor
CCS – Cruise Control Switches
CDR – Crankcase Depression Regulator
cfm – Cubic feet per minute
cfs – Cubic feet per second
CFV – Coolant Flow Valve
CID – Cubic Inch Displacement
CKP – Crankshaft Position
CKP-H – Crankshaft Position High
CKP-L – Crankshaft Position Low
CKPO – Crankshaft Position Out
cm – Centimeter
CMP – Camshaft Position
CMP-H – Camshaft Position High
CMP-L – Camshaft Position Low
CMPO – Camshaft Position Out
CMV – Coolant Mixer Valve
CO – Carbon Monoxide
CO2 – Carbon Dioxide
COO – Cruise On / Off switch

CPU – Central Processing Unit
CSFI – Cold Start Fuel Igniter
CSFS – Cold Start Fuel Solenoid
CSR – Cold Start Relay
CSS – Cold Start Solenoid
CTC – Coolant Temperature Compensation
Cyl – Cylinder
DB – Decibel
DC – Direct Current
DCA – Diesel Coolant Additive
DCU – Doser Control Unit
DDI – Digital Direct Fuel Injection
DDS – Driveline Disengagement Switch
DEF – Diesel Exhaust Fluid
DEF: AP – Diesel Exhaust Fluid Absolute Pressure
DEF: DU – Diesel Exhaust Fluid Dosing Unit
DEF: L1HC – Diesel Exhaust Fluid Line 1 Heater Control (Supply)
DEF: L2HC – Diesel Exhaust Fluid Line 2 Heater Control (Return)
DEF: L3HC – Diesel Exhaust Fluid Line 3 Heater Control (Pressure)
DEF: RCV – Diesel Exhaust Fluid Reverting Control Valve
DEF: SMH – Diesel Exhaust Fluid Supply Module Heater
DEF: SP – Diesel Exhaust Fluid Supply Pump
DEF: THC – Diesel Exhaust Fluid Tank Heater Control
DEF: TL – Diesel Exhaust Fluid Tank Level
DEF: TT – Diesel Exhaust Fluid Tank Temperature
DLC – Data Link Connector
DME – Dimethyl Ether
DMM – Digital Multimeter
DOC – Diesel Oxidation Catalyst
DOCIT – Diesel Oxidation Catalyst Intake Temperature
DOCOT – Diesel Oxidation Catalyst Outlet Temperature
DPF – Diesel Particulate Filter
DPFDP – Diesel Particulate Filter Differential Pressure
DPFIT – Diesel Particulate Filter Intake Temperature
DPFOP – DPF Outlet Pressure
DPFOT – Diesel Particulate Filter Outlet Temperature
DSI – Down Stream Injection
DT – Diesel Turbocharged
DTC – Diagnostic Trouble Code
DTCs – Diagnostic Trouble Codes
DTRM – Diesel Thermo Recirculation Module
EBC – Exhaust Brake Controller

EBP – Exhaust Back Pressure
EBPC – Exhaust Back Pressure Control
EBPD – Exhaust Back Pressure Desired
EBPV – Exhaust Back Pressure Valve
ECB – Engine Compression Brake
ECB1 – Engine Compression Brake 1

ECBP – Engine Compression Brake Pressure
ECI – Engine Crank Inhibit
ECL – Engine Coolant Level
ECM – Engine Control Module
ECM GND – Engine Control Module Ground
ECM PWR – Engine Control Module Power
ECS – Engine Coolant System
ECSR – Engine Controlled Shutdown Request
ECT – Engine Coolant Temperature
ECT1 – Engine Coolant Temperature 1
ECT2 – Engine Coolant Temperature 2
EFAN – Engine Fan
EFANS – Engine Fan Speed
EFC – Engine Fan Control
EFP – Engine Fuel Pressure
EFRC – Engine Family Rating Code
EFS – Engine Fan Speed
EFP – Electric Fuel Pump
EFT – Engine Fuel Temperature
EG – Ethylene Glycol
EGC – Electronic Gauge Cluster
EGBP – Exhaust Gas Back Pressure
EGDP – Exhaust Gas Differential Pressure
EGR – Exhaust Gas Recirculation
EGRC – Exhaust Gas Recirculation Control
EGRH – Exhaust Gas Recirculation High control
EGRL – Exhaust Gas Recirculation Low control
EGROT – Exhaust Gas Recirculation Outlet Temperature
EGRP – Exhaust Gas Recirculation Position
EGRT – Exhaust Gas Recirculation Temperature
EGRVC – Exhaust Gas Recirculation Valve Control
EGT – Exhaust Gas Temperature
EGT1 – Exhaust Gas Temperature 1
EIM – Engine Interface Module
ELS – Exhaust Lambda Sensor
EMI – Electromagnetic Interference
EMP – Exhaust Manifold Pressure
EMT – Exhaust Manifold Temperature
EOL – Engine Oil Level
EOP – Engine Oil Pressure
EOT – Engine Oil Temperature
EPA – Environmental Protection Agency
EPR – Engine Pressure Regulator
ESC – Electronic System Controller
ESN – Engine Serial Number
ESS – Engine Shutdown System
EST – Electronic Service Tool
ETC – Engine Throttle Control

ETC-H – Engine Throttle Control High
ETC-L – Engine Throttle Control Low
ETP – Engine Throttle Valve Position
ETV – Engine Throttle Valve
ETV-H – Engine Throttle Valve High
ETV-L – Engine Throttle Valve Low
EVB – Exhaust Valve Brake
EWPS – Engine Warning Protection System
F – Fahrenheit
FCV – Fuel Coolant Valve
FDP – Fuel Delivery Pressure
FEL – Family Emissions Limit
fhp – Friction horsepower
FMI – Failure Mode Indicator
FPC – Fuel Pump Control
FPCV – Fuel Pressure Control Valve
fpm – Feet per minute
FPM – Fuel Pump Monitor
fps – Feet per second
FRP – Fuel Rail Pressure
ft – Feet
FVCV – Fuel Volume Control Valve
GND – Ground (electrical)

gal – Gallon
gal/h – U.S. Gallons per hour
gal/min – U.S. Gallons per minute
GCW – Gross Combined Weight
GCWR – Gross Combined Weight Rating
GPC – Glow Plug Control
GPD – Glow Plug Diagnostic
GPR – Glow Plug Relay
GVW – Gross Vehicle Weight
H2O – Water
HC – Hydrocarbons
HCI – Hydrocarbon Injection
HEST – High Exhaust System Temperature
HFCM – Horizontal Fuel Conditioning Module
Hg – Mercury
hp – Horsepower
HPCAC – High-Pressure Charge Air Cooler
HPCR – High-Pressure Common Rail
HPFP – High-Pressure Fuel Pump
hr – Hour
HS – Humidity Sensor
Hyd – Hydraulic
IAH – Intake Air Heater

IAHC – Intake Air Heater Control

IAHD – Intake Air Heater Diagnostic
IAHR – Intake Air Heater Relay
IAT – Intake Air Temperature
IC – Integrated Circuit
ICP – Injection Control Pressure
ICPR – Injection Control Pressure Regulator
ICG1 – Injector Control Group 1
ICG2 – Injector Control Group 2
ID – Inside Diameter
IDM – Injector Driver Module
IGN – Ignition
ILO – Injector Leak Off
IMP – Intake Manifold Pressure
IMT – Intake Manifold Temperature
in – Inch
inHg – Inch of mercury
inH2O – Inch of water
INJ#1-6 – Injector 1-6
IPR – Injection Pressure Regulator
IPR PWR – Injection Pressure Regulator Power
ISC – Interstage Cooler
ISIS® – International® Service Information Solutions
IST – Idle Shutdown Timer
ITP – Internal Transfer Pump
ITV – Intake Throttle Valve
ITV-H – Intake Throttle Valve High control
ITV-L – Intake Throttle Valve Low control
ITVP – Intake Throttle Valve Position
IVS – Idle Validation Switch
J1939-H – J1939 Data Link High

J1939-L – J1939 Data Link Low
JCT – Junction (electrical)
KAPWR – Keep Alive Power

kg – Kilogram
km – Kilometer
km/h – Kilometers per hour
km/l – Kilometers per liter
KOEO – Key-On Engine-Off
KOER – Key-On Engine-Running
kPa – Kilopascal
L – Liter
L/h – Liters per hour
L/m – Liters per minute
L/s – Liters per second
lb – Pound
lb – Pounds of force
lb/s – Pounds per second
lb ft – Pounds of force per foot

lb in – Pounds of force per inch
lbm – Pounds of mass
LPCAC – Low-pressure Charge Air Cooler
LSD – Low Sulfur Diesel
m – Meter
m/s – Meters per second
MAF – Mass Air Flow
MAF GND – Mass Air Flow Ground
MAG – Magnetic
MAP – Manifold Absolute Pressure
MAP / IAT – Manifold Absolute Pressure / Intake Air Temperature
MAT – Manifold Air Temperature
mep – Mean effective pressure
mi – Mile
MIL – Malfunction Indicator Lamp
mm – Millimeter
mpg – Miles per gallon
mph – Miles per hour
MPR – Main Power Relay
MSDS – Material Safety Data Sheet
MSG – Micro Strain Gauge
MSM – Multiplex System Module
MY – Model Year
NC – Normally Closed (electrical)

NETS – Navistar Electronics Technical Support
NH3 – Aftertreatment Ammonia
N·m – Newton meter
NO – Normally Open (electrical)
NOX – Nitrogen Oxides
NOX In – Nitrogen Oxide Intake Concentration
NOX Out – Nitrogen Oxide Outlet Concentration
O2S – Oxygen Sensor

O2SH – Oxygen Sensor Heater
OAT – Organic Acid Technology
OCC – Output Circuit Check
OCP – Overcrank Protection
OD – Outside Diameter
OL – Over Limit
ORH – Out-of-Range High
ORL – Out-of-Range Low
OSHA – Occupational Safety and Health Administration
OWL – Oil / Water Lamp
PID – Parameter Identifier

P/N – Part Number
PDOC – Pre-Diesel Oxidation Catalyst
PDM – Power Distribution Module
ppm – Parts per million

PROM – Programmable Read Only Memory
psi – Pounds per square inch
psia – Pounds per square inch absolute
psig – Pounds per square inch gauge
pt – Pint
PTO – Power Takeoff
PWM – Pulse Width Modulate
PWR – Power (voltage)
qt – Quart
RAM – Random Access Memory

RAPP – Remote Accelerator Pedal Position
RAS – Resume / Accelerate Switch (speed control)
REPTO – Rear Engine Power Takeoff
RFI – Radio Frequency Interference
rev – Revolution
rpm – Revolutions per minute
RPRE – Remote Preset
RSE – Radiator Shutter Enable
RSL – Road Speed Limiter
RVAR – Remote Variable
SAE – Society of Automotive Engineers

SCA – Supplemental Cooling Additive
SCCS – Speed Control Command Switches
SCR – Selective Catalytic Reduction
SCROT – Selective Catalytic Reduction Outlet Temperature
SCS – Speed Control Switch
SHD – Shield (electrical)
SID – Subsystem Identifier
SIG GND – Signal Ground
SIG GNDB – Signal Ground Body
SIG GNDC – Signal Ground Chassis
SIG GNDE – Signal Ground Engine
S/N – Serial Number
SPEEDO – Speedometer
SPN – Suspect Parameter Number
SW – Switch (electrical)
SWBAT – Switch Battery
SYNC – Synchronization
TACH – Tachometer output signal

TBD – To Be Determined
TC2CIS – Turbocharger 2 Compressor Intake Sensor
TC2CIT – Turbocharger 2 Compressor Intake Temperature
TC1TOP – Turbocharger 1 Turbine Outlet Pressure
TC2TOP – Turbocharger 2 Turbine Outlet Pressure
TC2WG – Turbocharger 2 Wastegate Position
TC2WC – Turbocharger 2 Wastegate Control
TCAPE – Truck Computer Analysis of Performance and Economy

TCM – Transmission Control Module
TCWC – Turbocharger Wastegate Control
TDC – Top Dead Center
TDE – Transmission Driving Engaged
TOP – Transmission Oil Pressure
TOSS – Transmission Output Shaft Speed
TOT – Transmission Oil Temperature
TTS – Transmission Tailshaft Speed
ULSD – Ultra-Low Sulfur Diesel

UVC – Under Valve Cover
V – Volt
VBAT or B+ – Battery Voltage
VC – Volume Control
VEPS – Vehicle Electronics Programming System
VGT – Variable Geometry Turbo
VIGN – Ignition Voltage
VIN – Vehicle Identification Number
VOP – Valve Opening Pressure
VRE – Vehicle Retarder Enable
VREF – Reference Voltage
VREF1 – Reference Voltage Engine
VREF2 – Reference Voltage Chassis
VREF3 – Reference Voltage Chassis
VREF4 – Reference Voltage Aftertreatment
VSO – Vehicle Speed Output
VSO or VSS_CAL – Vehicle Speed Output
VSS – Vehicle Speed Sensor
VSS_CAL or VSO – Vehicle Speed Output
VSS-H – Vehicle Speed Sensor High
VSS-L – Vehicle Speed Sensor Low
WTSL – Wait to Start Lamp

WEL – Warn Engine Lamp
WIF – Water In Fuel
WIFL – Water In Fuel Lamp
WTEC – World Transmission Electronically Controlled automatic transmissions (Allison)
XCS – Transfercase
XMSN – Transmission
9 TERMINOLOGY 2569
Table of Contents
Terminology. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2571
Terms. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2571
2570 9 TERMINOLOGY
9 TERMINOLOGY 2571
Terminology
Terms
Accelerator Pedal Position (APP) sensor – A potentiometer sensor that indicates the position of the throttle
pedal.
Accessory work – The work per cycle required to drive engine accessories (normally, only those essential to
engine operation).
Actuator – A device that performs work in response to an input signal.
Actuator Control – The Engine Control Module (ECM) controls the actuators by applying a low-level signal
(low-side driver) or a high-level signal (high side driver). When switched on, both drivers complete a ground or
power circuit to an actuator.
Aeration – The entrainment of air or combustion gas in coolant, lubricant, or fuel.
Aftercooler – See Charge Air Cooler.
Aftertreatment (AFT) system – A part of the exhaust system that processes engine exhaust to meet emission
requirements and traps particulate matter (soot) to prevent it from leaving the tailpipe.
Aftertreatment Fuel Doser (AFTFD) – A part of the Downstream Injection (DSI) unit that sends pressurized
fuel to the Aftertreatment Fuel Injector (AFI) to inject fuel into the exhaust pipe.
Aftertreatment Fuel Intake Sensor (AFTFIS) – A sensor that monitors fuel temperature in the DSI system and
provides constant feedback to the ECM.
Aftertreatment Fuel Pressure 2 Sensor (AFTP2) – A sensor that monitors fuel pressure in the DSI system
and provides constant feedback to the ECM.
Aftertreatment Fuel Shutoff Valve (AFTFSV) – A valve used to prevent fuel flow to the AFI, and prevents all
uncontrolled fuel delivery for the Aftertreatment system during an AFTFD valve malfunction.
Air Control Valve (ACV) – Contains the LP turbocharger wastegate control port, HP turbocharger wastegate
control port, the Exhaust Back Pressure Valve (EBPV) control port, and the Turbocharger 1 Turbine Outlet
Pressure (TC1TOP) port. Although these components are integral to the ACV, each circuit is controlled by the
ECM. The ACV controls compressed air for each control valve.
Air Intake Temperature (AIT) sensor – A thermistor sensor that monitors intake air temperature.
Ambient Air Temperature (AAT) sensor – A sensor that sends an ambient air temperature signal to the ECM.
Ambient temperature – The environmental air temperature in which a unit is operating. In general, the
temperature is measured in the shade (no solar radiation) and represents the air temperature for other engine
cooling performance measurement purposes. Air entering the radiator may or may not be the same ambient
due to possible heating from other sources or recirculation. (SAE J1004 SEP81)
American Trucking Association (ATA) Datalink – A serial datalink specified by the American Trucking
Association and the SAE.
Ampere (amp) – The standard unit for measuring the strength of an electrical current. The flow rate of a charge
in a conductor or conducting medium of one coulomb per second. (SAE J1213 NOV82)
Analog – A continuously variable voltage.
Analog to digital converter (A/D) – A device in the ECM that converts an analog signal to a digital signal.
Automatic Engine Speed Control (AESC) – Feature providing a method for an operator to set and maintain
a constant engine speed without using the accelerator pedal. Commonly used for powering auxiliary devices
such as a Power Take-Off (PTO).
2572 9 TERMINOLOGY
Barometric Absolute Pressure (BAP) sensor – A sensor built into the ECM that provides barometric pressure
information to the ECM.
Boost pressure – 1. The pressure of the charge air leaving the turbocharger.
2. Intake manifold pressure that is greater than atmospheric pressure. Obtained by turbocharging.
Bottom Dead Center (BDC) – The lowest position of the piston during the stroke.
Brake Horsepower (bhp) – The power output from an engine, not the indicated horsepower. The power output
of an engine, sometimes-called flywheel horsepower, is less than the indicated horsepower by the amount of
friction horsepower consumed in the engine.
Brake Horsepower (bhp) net – Net brake horsepower is measured with all engine components. The power of
an engine when configured as a fully equipped engine. (SAE J1349 JUN90)
Brake On/Off (BOO) switch – A switch located on the brake pedal lever, that provides a brake pedal position
signal to the ECM.
Brake Pressure Switch (BPS) – A switch located in the brake pressure line that provides a brake pedal position
signal to the ECM.
Calibration – ECM programming strategy to solve engine performance equations and make decisions.
Calibration values are stored in ROM and put into the processor during programming to allow the engine to
operate within certain parameters.
Camshaft Position (CMP) sensor – A magnetic pickup sensor that provides the ECM with a camshaft speed
and position signal.
Carbon Monoxide (CO) – A colorless, odorless, highly poisonous gas that is formed by the incomplete
combustion of carbon burning diesel engine. It is present in the exhaust gases of diesel engines.
Catalyst – A substance that produces a chemical reaction without undergoing a chemical change itself.
Catalytic converter – An antipollution device in the exhaust system that contains a catalyst for chemically
converting some pollutants in the exhaust gases (carbon monoxide, unburned hydrocarbons, and oxides of
nitrogen) into harmless compounds.
Cavitation – A dynamic condition in a fluid system that forms gas-filled bubbles (cavities) in the fluid.
Cetane number – 1. The auto-ignition quality of diesel fuel.
2. A rating applied to diesel fuel similar to octane rating for gasoline.
3. A measure of how readily diesel fuel starts to burn (self-ignites) at high compression temperature.
Diesel fuel with a high cetane number self-ignites shortly after injection into the combustion chamber. Therefore,
it has a short ignition delay time. Diesel fuel with a low cetane number resists self-ignition. Therefore, it has a
longer ignition delay time.
Charge air – Dense, pressurized, heated air discharged from the turbocharger.
Charge Air Cooler (CAC) – A heat exchanger mounted in the charge air path between the turbocharger and
engine intake manifold. The charge air cooler reduces the charge air temperature by transferring heat from the
charge air to a cooling medium (usually air).
Charge Air Cooler Outlet Temperature (CACOT) sensor – A thermistor sensor that monitors the temperature
of charge air entering the intake air duct.
Closed crankcase – A crankcase ventilation that recycles crankcase gases through a breather, then back to
the clean air intake.
9 TERMINOLOGY 2573
Closed loop operation – A system that uses sensors to provide feedback to the ECM. The ECM uses the
sensor input to continuously monitor variables and adjust actuators to match engine requirements.
Cloud point – The point when wax crystals occur in fuel, making fuel cloudy or hazy. Usually below -12°C
(10°F).
Cold cranking ampere rating (battery rating) – The sustained constant current (in amperes) needed to
produce a minimum terminal voltage under a load of 7.2 volts per battery after 30 seconds.
Cold Start Fuel Igniter (CSFI) – The CSFI heats the intake air by vaporizing and igniting fuel in the air intake
duct.
Cold Start Fuel Solenoid (CSFS) – As the engine is cranked, the ECM energizes the CSFS valve, introducing
fuel into the CSFI, which ignites and warms the air being drawn into the engine.
Cold Start Relay (CSR) – The CSR provides voltage to the CSFI, and is controlled by the ECM.
Controller Area Network (CAN) – A J1939 high-speed communication link.
Coolant – A fluid used to transport heat from one point to another.
Coolant Flow Valve (CFV) – The CFV is ECM controlled and redirects coolant through the fuel cooler, based
on Engine Fuel Temperature (EFT), when directed.
Coolant level switch – A switch sensor used to monitor coolant level.
Coolant Mixer Valve (CMV) – Controls coolant flow through the low-temperature radiator.
Continuous Monitor Test – An ECM function that continuously monitors the inputs and outputs to ensure that
readings are within set limits.
Crankcase – The housing that encloses the crankshaft, connecting rods, and allied parts.
Crankcase breather – A vent for the crankcase to release excess interior air pressure.
Crankcase Oil Separator Speed (CCOSS) sensor – The CCOSS sensor sends the ECM information about
the speed of the crankcase oil separator internal components.
Crankcase pressure – The force of air inside the crankcase against the crankcase housing.
Crankshaft Position (CKP) sensor – A magnetic pickup sensor that determines crankshaft position and speed.
Cruise Control Switches (CCS) – A set of switches used for cruise control, Power TakeOff (PTO), and remote
hand throttle system.
Current – The flow of electrons passing through a conductor. Measured in amperes.
Cylinder Balance – An ECM control strategy to even-out the power contributions of each power cylinder.
Damper – A device that reduces the amplitude of torsional vibration. (SAE J1479 JAN85)
Deaeration – The removal or purging of gases (air or combustion gas) entrained in coolant or lubricating oil.
Deaeration tank – A separate tank in the coolant system used for one or more of the following functions:
• Deaeration
• Coolant reservoir (fluid expansion and afterboil)
• Coolant retention
• Filling
• Fluid level indication (visible)
2574 9 TERMINOLOGY
Diagnostic Trouble Code (DTC) – Fault code identification utilized on pre-2010 vehicle model years. For
vehicle model year 2010 or newer, fault codes are identified using the Suspect Parameter Number (SPN) and
Failure Mode Indicator (FMI) identifiers.
Diamond Logic Builder (DLB) – The diagnostics software for chassis related components and systems.
Diesel Oxidation Catalyst (DOC) – A DOC is part of the diesel exhaust Aftertreatment system. DOCs
are devices that use a chemical process to break down pollutants in the exhaust stream into less harmful
components. More specifically, DOCs utilize rare metals such as palladium and platinum to reduce hydrocarbon
based Soluble Organic Fraction (SOF) and carbon monoxide content of diesel exhaust by simple oxidation.
The DOC can be used during an active regeneration to create higher exhaust temperatures, thereby reducing
soot in the DPF.
Diesel Oxidation Catalyst Intake Temperature sensor (DOCIT) – A sensor that provides DOC intake
temperature signal to the ECM.
Diesel Particulate Filter (DPF) – A diesel particulate filter, sometimes called a DPF, is a device designed to
remove diesel particulate matter or soot from the exhaust gas of a diesel engine.
Diesel Particulate Filter Differential Pressure (DPFDP) sensor – A sensor that measures pressure difference
between the intake and outlet of the DPF and provides feedback to the ECM.
Diesel Particulate Filter Intake Temperature sensor (DPFIT) – A sensor that provides DOC intake temperature
signal to the ECM.
Diesel Particulate Filter Outlet Temperature sensor (DPFOT) – A sensor that provides DOC outlet
temperature signal to the ECM.
Digital Multimeter (DMM) – An electronic meter that uses a digital display to indicate a measured value.
Preferred for use on microprocessor systems because it has a very high internal impedance and will not load
down the circuit being measured.
Disable – A computer decision that deactivates a system and prevents operation of the system.
Displacement – The stroke of the piston multiplied by the area of the cylinder bore multiplied by the number of
cylinders in the engine.
Down Stream Injection (DSI) – The DSI system injects fuel into the exhaust system to increase temperature
of the exhaust gases, and is necessary for DPF regeneration.
Driver (high side) – A transistor within an electronic module that controls the power to an actuator circuit.
Driver (low side) – A transistor within an electronic module that controls the ground to an actuator circuit.
Dual Stage Turbocharger – An assembly of two turbochargers (low-pressure and high-pressure) in series to
provide a wide range of charge air pressures efficiently.
Duty cycle – A control signal that has a controlled on/off time measurement from 0 to 100%. Normally used to
control solenoids.
Engine Back Pressure Valve (EBPV) – The ECM commands the EBPV to control the Exhaust Brake.
Engine Compression Brake (ECB) valve – The ECB valve controls pressure entering the brake oil gallery
from the high-pressure oil rail gallery. This activates the brake actuator pistons and opens the exhaust valves.
Engine Compression Brake 1 (ECB1) solenoid – The ECB1 solenoid controls pressure entering the brake oil
gallery from the high-pressure oil rail gallery.
Engine Compression Brake 2 (ECB2) solenoid – The ECB2 solenoid controls pressure entering the brake oil
gallery from the high-pressure oil rail gallery.
9 TERMINOLOGY 2575
Engine Compression Brake Pressure (ECBP) sensor – A high-pressure sensor that provides a feedback
signal to the ECM indicating brake control pressure.
Engine Control Module (ECM) – An electronic processor that monitors and controls the engine.
Engine Coolant Level (ECL) sensor – A switch sensor that monitors coolant level.
Engine Coolant Temperature 1 (ECT1) sensor – A thermistor sensor that detects engine coolant temperature.
Engine Coolant Temperature 2 (ECT2) sensor – A thermistor sensor that detects engine coolant temperature.
Electric Fuel Pump – Electric Fuel Pump
Engine Fuel Temperature (EFT) sensor – A thermistor sensor that measures fuel temperature.
Engine lamp – An instrument panel lamp that comes on when DTCs are set. DTCs can be read as flash codes
(red and amber instrument panel lamps).
Engine OFF tests – Tests that are done with the ignition switch ON and the engine OFF.
Engine Oil Pressure (EOP) sensor – A variable capacitance sensor that measures oil pressure.
Engine Oil Temperature (EOT) sensor – A thermistor sensor that measures oil temperature.
Engine rating – Engine rating includes Rated hp and Rated rpm.
Engine RUNNING tests – Tests done with the engine running.
Engine Throttle Valve (ETV) and Engine Throttle Position Sensor – The ETV valve is used to control airflow
during a regeneration process of the aftertreatment system. The ETV valve is also used to ensure a smooth
engine shut down by restricting airflow to the engine at shut down.
Engine Warning Protection System (EWPS) – Safeguards the engine from undesirable operating conditions
to prevent engine damage and to prolong engine life.
Exhaust Back Pressure (EBP) – The pressure present in the exhaust system during the exhaust period.
Exhaust Back Pressure Valve (EBPV) – A valve that regulates the amount of air pressure applied to the EBPV
pneumatic actuator.
Exhaust brake – A brake device using engine exhaust back pressure as a retarding medium.
Exhaust Gas Recirculation (EGR) – A system used to recirculate a portion of the exhaust gases into the power
cylinder in order to reduce oxides of nitrogen.
Exhaust Gas Recirculation (EGR) Cooler – A cooler that allows heat to dissipate from the exhaust gasses
before they enter the intake manifold.
Exhaust Gas Recirculation Temperature (EGRT) sensor – A thermistor sensor that detects the exhaust gas
temperature entering the EGR cooler.
Exhaust Gas Recirculation (EGR) valve – The EGRV controls the flow of exhaust gases to the intake manifold.
The EGRV is integrated with an EGR Position (EGRP) sensor.
Exhaust Gas Temperature (EGT) – The temperature of exhaust gases.
Exhaust manifold – Exhaust gases flow through the exhaust manifold to the turbocharger exhaust intake and
are directed to the EGR cooler.
Exhaust Manifold Pressure (EMP) sensor – A variable capacitance sensor used to indicate air pressure in
the exhaust manifold.
Exhaust Manifold Temperature (EMT) sensor – A thermistor style sensor used to indicate air temperature in
the exhaust manifold.
2576 9 TERMINOLOGY
Failure Mode Indicator (FMI) – Identifies the fault or condition effecting the individual component.
Fault detection/management – An alternate control strategy that reduces adverse effects that can be caused
by a system failure. If a sensor fails, the ECM substitutes a good sensor signal or assumed sensor value in its
place. A lit amber instrument panel lamp signals that the vehicle needs service.
Filter restriction – A blockage, usually from contaminants, that prevents the flow of fluid through a filter.
Flash code – See Diagnostic Trouble Code (DTC).
Fuel Cooler Control Valve – A valve used to redirect coolant through the fuel cooler.
Fuel Delivery Pressure (FDP) sensor – A variable capacitance sensor that monitors fuel pressure coming from
the fuel tank and sends a signal to the ECM.
Fuel intake restriction – A blockage, usually from contaminants, that prevents the flow of fluid through the fuel
intake line.
Fuel pressure – The force fuel exerts on the fuel system as it is pumped through the fuel system.
Fuel Pressure Control Valve (FPCV) – The FPCV controls the fuel pressure to the fuel rails and is controlled
by the ECM. FPCV control depends on fuel pressure and fuel temperature.
Fuel Rail Pressure (FRP) – The amount of pressure in the fuel rail.
Fuel Rail Pressure (FRP) sensor – A variable capacitance sensor that monitors fuel pressure in the fuel rail
and sends a signal to the ECM.
Fuel strainer – A pre-filter in the fuel system that keeps larger contaminants from entering the fuel system.
Fuel Volume Control Valve (FVCV) – The FVCV regulates the volume of flow sent to the HPFP. The FVCV
allows a sufficient quantity of fuel to be delivered to the HPFP depending on engine load, speed, injector quantity,
fuel temperature, and number of injections per cycle.
Fully equipped engine – A fully equipped engine is an engine equipped with only those accessories necessary
to perform its intended service. A fully equipped engine does not include components that are used to power
auxiliary systems. If these components are integral with the engine or, for any reason are included on the test
engine, the power absorbed may be determined and added to the net brake power. (SAE J1995 JUN90)
Fusible link (fuse link) – A fusible link is a special section of low tension cable designed to open the circuit
when subjected to an extreme current overload. (SAE J1156 APR86)
Gradeability – The maximum percent grade, which the vehicle can transverse for a specified time at a specified
speed. The gradeability limit is the grade upon which the vehicle can just move forward. (SAE J227a)
Gross Combined Weight Rating (GCWR) – Maximum combined weight of towing vehicle (including
passengers and cargo) and the trailer. The GCWR indicates the maximum loaded weight that the vehicle is
allowed to tow.
Gross brake horsepower – The power of a complete basic engine, with air cleaner, without fan, and alternator,
and air compressor not charging.
H-Bridge Circuit – An H-Bridge (bipolar) circuit operates like putting a power source on one side of a motor and
connecting the other side of the motor to a ground. This turns the motor. By shifting the leads on the motor, it
will turn in the opposite direction.
Hall effect – The development of a transverse electric potential gradient in a current-carrying conductor or
semiconductor when a magnetic field is applied.
Hall effect sensor – Transducer that varies its output voltage in response to changes in a magnetic field.
Commonly used to time the speed of wheels and shafts.
9 TERMINOLOGY 2577
High-pressure Fuel Pump (HPFP) assembly – The HPFP is a volumetric pump that supplies fuel at
high-pressure. The HPFP is mounted in the rear valley on the top of the engine and is driven by the camshaft.
High-pressure Piezo Common Rail (HPCR) – The HPFP pumps fuel through separate tubes to each fuel rail.
Each fuel rail has four fuel tubes, one for each injector, that maintain constant pressure from the high-pressure
pump to each injector.
High-speed digital inputs – Inputs to the ECM from a sensor that generates varying frequencies (engine speed
and vehicle speed sensors).
Horsepower (hp) – Horsepower is the unit of work done in a given period of time, equal to 33,000 pounds
multiplied by one foot per minute. 1hp = 33,000 lb x 1 ft /1 min.
Humidity Sensor (HS) – A sensor that measures the moisture content of filtered air entering the intake system.
Hydrocarbons – Organic compounds consisting of hydrogen and carbon (fuel and oil).
Hydrocarbon Injector – Injects fuel into the exhaust system to increase temperature of the exhaust gases.
Idle Shutdown Timer (IST) – An engine calibration that allows the ECM to shut down the engine during extended
engine idle times.
Injection Control Pressure (ICP) sensor – Provides a feedback signal to the ECM indicating injection control
pressure.
Injection Pressure Regulator (IPR) valve – A valve that is used to maintain desired injection control pressure.
Intake Air Heater (IAH) – The IAH is primarily used to assist in starting the engine during cold weather. In
addition, it helps to reduce white smoke emissions by heating the incoming air.
Intake manifold – Engine component that evenly supplies air to each intake port in the cylinder head(s).
Intake Manifold Pressure (IMP) sensor – A variable capacitance sensor used to indicate air pressure in the
intake manifold.
Intake Manifold Temperature (IMT) sensor – A thermistor sensor used to indicate air temperature in the intake
manifold.
Internal Transfer Pump (ITP) – The ITP is part of the HPFP assembly and driven off the same shaft as the
HPFP assembly. The ITP supplies fuel at a slightly higher pressure and flow to the HPFP though the FVCV. The
ITP also provides fuel for cooling and lubrication of the HPFP. Fuel is rerouted as pump return flow through the
HPFP cooling and lubrication valve. Pressure is maintained at the intake of the HPFP piston pump by an ITP
regulator.
Interstage Cooler (ISC) – Uses cooled coolant to lower the charged air temperature that exits from the
turbocharger low-pressure compressor and enters the turbocharger high-pressure compressor.
Low speed digital inputs – Switched sensor inputs that generate an on/off (high/low) signal to the ECM. The
input to the ECM from the sensor could be from a high input source switch (usually 5 or 12 volts) or from a
grounding switch that grounds the signal from a current limiting resistor in the ECM that creates a low signal (0
volts).
Low temperature radiator thermostat – Coolant flow to the low temperature radiator is regulated by the low
temperature radiator thermostat.
Lubricity – Lubricity is the ability of a substance to reduce friction between solid surfaces in relative motion
under loaded conditions.
Lug (engine) – A condition when the engine is run at an overly low RPM for the load being applied.
2578 9 TERMINOLOGY
Malfunction Indicator Lamp (MIL) – An indicator lamp in the Electronic Instrument Cluster that will illuminate
when a detected emissions fault occurs.
Manifold Absolute Pressure (MAP) – Boost pressure in the manifold that is a result of the turbocharger.
Manifold Absolute Pressure (MAP) sensor – A variable capacitance sensor that measures boost pressure.
Manometer – A double-leg liquid-column gauge, or a single inclined gauge, used to measure the difference
between two fluid pressures. Typically, a manometer records in inches of water.
Mass Air Flow (MAF) – The intake airflow in an engine.
Mass Air Flow (MAF) sensor – The MAF sensor is used for closed loop control of the EGR valve and ITV. The
ECM monitors the MAF signal so that the ECM can control the EGR and intake throttle systems.
Magnehelic Gauge – A gauge that measures pressure in inches of water.
Magnetic Pickup Sensor – A magnetic pickup sensor generates an alternating frequency that indicates speed.
Magnetic pickups have a two-wire connection for signal and ground. This sensor has a permanent magnetic
core surrounded by a wire coil. The signal frequency is generated by the rotation of the gear teeth that disturb
the magnetic field.
Metering unit valve assembly – The Metering unit valve assembly provides a metered amount of fuel to the
Aftertreatment Fuel Injector (AFI).
Microprocessor – An integrated circuit in a microcomputer that controls information flow.
Micro Strain Gauge (MSG) Sensor – A MSG sensor measures pressure. Pressure exerts force on a pressure
vessel that stretches and compresses to change resistance of strain gauges bonded to the surface of the
pressure vessel. Internal sensor electronics convert the changes in resistance to a ratiometric voltage output.
Nitrogen Oxides (NOx) – Nitrogen oxides form by a reaction between nitrogen and oxygen at high temperatures
and pressures in the combustion chamber.
Normally closed – Refers to a switch that remains closed when no control force is acting on it.
Normally open – Refers to a switch that remains open when no control force is acting on it.
Ohm (Ω) – The unit of electrical resistance. One ohm is the value of resistance through which a potential of one
volt will maintain a current of one ampere. (SAE J1213 NOV82)
On demand test – A self-test the technician initiates using the EST that is run from a program in the software.
Output Circuit Check (OCC) – An on-demand test done during an Engine OFF self-test to check the continuity
of selected actuators.
Output Shaft Speed (OSS) sensor – A sensor mounted to the rear of the transmission that supplies a vehicle
speed signal to the ECM. The ECM uses this signal to control Power Takeoff (PTO), road speed limiting, and
cruise control. Automatic transmissions use this signal for shift scheduling.
Oxides of Nitrogen (NOx) – Nitrogen oxides formed by a reaction between nitrogen and oxygen at high
temperatures.
Oxygen Sensor (O2S) – A sensor that monitors oxygen levels in the exhaust.
pH – A measure of the acidity or alkalinity of a solution.
Particulate matter – Particulate matter includes mostly burned particles of fuel and engine oil.
Piezometer – An instrument for measuring fluid pressure.
Power – Power is a measure of the rate at which work (force x distance) is done during a specific time. Compare
with Torque.
9 TERMINOLOGY 2579
Power TakeOff (PTO) – Accessory output, usually from the transmission, used to power a hydraulic pump for
a special auxiliary feature (garbage packing, lift equipment, etc).
Pulse Width Modulation (PWM) – Succession of digital electrical pulses, rather than an analog signal. Efficient
method of providing power between fully on and fully off.
Radiator Shutter Enable (RSE) – A feature that uses various input signals to open or close radiator shutters
by energizing or de-energizing a solenoid that controls an air or hydraulic cylinder.
Random Access Memory (RAM) – Computer memory that stores information. Information can be written to and
read from RAM. Input information (current engine speed or temperature) can be stored in RAM to be compared
to values stored in Read Only Memory (ROM). All memory in RAM is lost when the ignition switch is turned off.
Rated gross horsepower – Engine gross horsepower at rated speed as declared by the manufacturer. (SAE
J1995 JUN90)
Rated horsepower – Maximum brake horsepower output of an engine as certified by the engine manufacturer.
The power of an engine when configured as a basic engine. (SAE J1995 JUN90)
Rated net horsepower – Engine net horsepower at rated speed as declared by the manufacturer. (SAE J1349
JUN90)
Rated speed – The speed, as determined by the manufacturer, at which the engine is rated. (SAE J1995
JUN90)
Rated torque – Maximum torque produced by an engine as certified by the manufacturer.
Ratiometric Voltage – In a MSG sensor, pressure to be measured exerts force on a pressure vessel that
stretches and compresses to change resistance of strain gauges bonded to the surface of the pressure vessel.
Internal sensor electronics convert the changes in resistance to a ratiometric voltage output.
Reference voltage (VREF) – A 5 volt reference supplied by the ECM to operate the engine sensors.
Regeneration – Oxidation of accumulated soot (carbon-based particulates) in the DPF. The soot is reduced to
ash and stored in the PDF.
Remote Accelerator Pedal Position (RAPP) – A feature that allows the operator to set and maintain a constant
engine speed from outside the vehicle cab. This feature may also be known as Remote Engine Speed Control
(RESC). Control over engine speed is accomplished by using remote mounted switches to turn on the RESC
and select the desired engine speed.
Remote Engine Speed Control (RESC) – See Remote Accelerator Pedal Position.
Reserve capacity – Time in minutes that a fully charged battery can be discharged to 10.5 volts at 25 amperes.
Return Fuel System – The return fuel system moves unused fuel from the fuel injectors to the fuel cooler.
Excess fuel out of the FVCV and the FPCV mix with fuel from the fuel injectors on the way to the fuel cooler.
Road Speed Limiter (RSL) – Feature designed to regulate the maximum vehicle speed as controlled by the
accelerator pedal.
ServiceMaxx™ software – Diagnostics software for engine related components and systems.
Signal Conditioner – The signal conditioner in the internal microprocessor converts analog signals to digital
signals, squares up sine wave signals, or amplifies low-intensity signals to a level that the ECM microprocessor
can process.
Signal ground – The common ground wire to the ECM for the sensors.
Speed Control Command Switches (SCCS) – A set of switches used for cruise control, Power TakeOff (PTO),
and remote hand throttle system.
2580 9 TERMINOLOGY
Starter Motor Control (SMC) – An ECM function that prevents starter engagement while the engine is running
(above a set calibrated rpm), when the automatic transmission is in gear, or when the manual transmission
clutch pedal is not depressed.
Steady state condition – An engine operating at a constant speed and load and at stabilized temperatures and
pressures. (SAE J215 JAN80)
Strategy – A plan or set of operating instructions that the microprocessor follows for a desired goal. Strategy
is the computer program itself, including all equations and decision making logic. Strategy is always stored in
ROM and cannot be changed during calibration.
Stroke – The movement of the piston from Top Dead Center (TDC) to BDC.
Substrate – Material that supports the wash coating or catalytic materials.
Suspect Parameter Number (SPN) – A 19-bit number used to identify the item for which diagnostics are being
reported. The SPN is used for multiple purposes, some that are specific to diagnostics are as follows:
• Identify the least repairable subsystem that has failed.
• Identify subsystems or assemblies that may not have hard failures but may be exhibiting abnormal operating
performance.
• Identify a particular event or condition that will be reported.
• Report a component and non-standard failure mode.
System restriction (air) – The static pressure differential that occurs at a given airflow from air entrance through
air exit in a system. Usually measured in inches (millimeters) of water. (SAE J1004 SEP81)
Tachometer output signal – Engine speed signal for remote tachometers.
Thermistor – A semiconductor device. A sensing element that changes resistance as the temperature changes.
Thermistor Sensor – Changes electrical resistance with changes in temperature. Resistance in the thermistor
decreases as temperature increases, and increases as temperature decreases. Thermistors work with a resistor
that limits current to form a voltage signal matched with a temperature value.
Thrust load – A thrust load pushes or reacts through a bearing in a direction parallel to the shaft.
Top Dead Center (TDC) – The uppermost position of the piston during the stroke.
Torque – A force having a twisting or turning effect. For a single force, the cross product of a vector from some
reference point to the point of application of the force within the force itself. Also known as moment of force or
rotation moment. Torque is a measure of the ability of an engine to do work.
Traction Control – System that identifies when one or more wheel is going faster than one of the other wheels
during acceleration.
Truck Computer Analysis of Performance and Economy (TCAPE) – A computer program that simulates the
performance and fuel economy of trucks.
Turbocharger – A turbine driven compressor mounted on the exhaust manifold. The turbocharger increases
the pressure, temperature and density of intake air to charge air.
Turbocharger 1 Turbine Outlet Pressure (TC1TOP) sensor – A variable capacitance sensor that monitors
exhaust back-pressure.
Turbocharger 2 Compressor Intake (TC2CIS) sensor – The TC2CIS sensor includes a thermistor sensor that
monitors the temperature of charge air entering the HP turbocharger. This sensor also monitors boost pressure
for the LP turbocharger.
9 TERMINOLOGY 2581
Turbocharger 2 Compressor Intake Temperature (TC2CIT) sensor – The TC2CIT sensor is a

thermistor-based sensor that monitors the temperature of charge air entering the HP turbocharger.
Turbocharger Outlet Temperature (TCOT) sensor – A sensor that provides a turbocharger outlet temperature
signal to the ECM.
Turbocharger Wastegate Control (TCWC) solenoid – Controls the TCWC actuator by regulating the amount
of charge air pressure supplied to the TCWC actuator. The TCWC solenoid is controlled by signals from the
ECM in response to engine speed, required fuel quantity, boost, exhaust back-pressure, and altitude.
Turbocharger 2 Wastegate (TC2WG) solenoid – Controls the TC2WG actuator by regulating the amount of
charge air pressure supplied to the TC2WG actuator. The TC2WG solenoid is controlled by signals from the
ECM in response to engine speed, required fuel quantity, boost, exhaust back-pressure, and altitude. The
TC2WG actuator is part of the turbocharger assembly.
Turbocharger 2 Wastegate Control (TC2WC) solenoid – Controls the TC2WC actuator by regulating the
amount of charge air pressure supplied to the wastegate actuator. The TC2WC solenoid is controlled by signals
from the ECM in response to engine speed, required fuel quantity, boost, exhaust back-pressure, and altitude.
The TC2WC actuator is part of the turbocharger assembly.
Variable capacitance sensor – A variable capacitance sensor measures pressure. The pressure forces a
ceramic material closer to a thin metal disc in the sensor, changing the capacitance of the sensor.
Vehicle Electronic System Programming System – The computer system used to program electronically
controlled vehicles.
Vehicle Retarder Enable/Engage – Output from the ECM to a vehicle retarder.
Vehicle Speed Output (VSO) – A vehicle speed signal sent to the EGC through the J1939 network.
Vehicle Speed Sensor (VSS) – Normally a magnetic pickup sensor mounted in the tailshaft housing of the
transmission, used to indicate ground speed.
Viscosity – The internal resistance to the flow of any fluid.
Viscous fan – A fan drive that is activated when a thermostat, sensing high air temperature, forces fluid through
a special coupling. The fluid activates the fan.
Volt (v) – A unit of electromotive force that will move a current of one ampere through a resistance of one Ohm.
Voltage – Electrical potential expressed in volts.
Voltage drop – Reduction in applied voltage from the current flowing through a circuit or portion of the circuit
current multiplied by resistance.
Voltage ignition – Voltage supplied by the ignition switch when the key is ON.
Washcoat – A layer of alumina applied to the substrate in a monolith-type converter.
Water In Fuel (WIF) sensor – A switch sensor that measures the amount of water in the fuel.
2582 9 TERMINOLOGY

N9, N10 Engine Diagnostic Manual PDF

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SCR - US, Canada, Mexico

N9 and N10 Engine

N9 and N10 Engine

2701 Navistar Drive, Lisle, IL 60532 USA

Diagnostic Troubleshooting Procedures. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7

Engine System Tests and Inspections. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2091

Engine Specifications. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2399

Diagnostic Tools and Accessories. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2419

Component Locator. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2461

Engine Systems Overview. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2473

Engine and Vehicle Features. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2549

Abbreviations and Acronyms. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2557

Technical Service Literature

• Clear the area before starting the engine.

• Check for frayed power cords before using power tools.

Diagnostic Trouble Code (DTC’s) List. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .11

Operational Checkout Procedures. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .23

Engine Does Not Start Symptoms. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .49

Engine Hard to Start Symptoms. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .60

Engine Running, Engine Not Under Load Symptoms. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .66

Engine Running, Engine Under Load Symptoms. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .74

Engine Coolant Symptoms. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .88

Engine Lubrication Symptoms. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .107

7.1 - Lube Oil Contamination. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .107

Fuel System Symptoms. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .120

Engine Brake Symptoms. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .126

Aftertreatment Symptoms. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .131

Fault Code Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .142

Diagnostic Trouble Code (DTC’s) List

SPN FMI Sub-section Condition Description

SPN FMI Sub-section Condition Description

SPN FMI Sub-section Condition Description

SPN FMI Sub-section Condition Description

SPN FMI Sub-section Condition Description

SPN FMI Sub-section Condition Description

SPN FMI Sub-section Condition Description

SPN FMI Sub-section Condition Description

SPN FMI Sub-section Condition Description

SPN FMI Sub-section Condition Description

SPN FMI Sub-section Condition Description

Figure 1 Warning Lamps

Operational Checkout Procedures

Step 1 Inspect fuel level, quality, and fuel system. Decision

Step 2 Inspect batteries, electrical system, and connections. Decision

Step 3 Inspect air intake system for damage or restrictions. Decision

Step 4 Inspect exhaust system for damage or restrictions. Decision

Step 5 Inspect engine oil level. Decision

Is engine oil level to specification?

Step 6 Inspect engine coolant level and quality. Decision

Are coolant level and quality to specification?

B. Perform Obtain Vehicle Health Report (page 2107).

Is EST communicating with the ECM, and is ECM calibration current?

Step 8 Review Repair Order (RO) and operator complaint.

• 3.0 Engine Hard to Start Operational Checkout Procedure (page 30)

• 6.0 Cooling System Operational Checkout Procedure (page 38)

• 7.0 Engine Oil System Operational Checkout Procedure (page 39)

• Go to 8.0 Fuel System Operational Checkout Procedure (page 40)

• 9.0 Engine Compression Brake Operational Checkout Procedure (page 41)

• 10.0 SCR Aftertreatment Operational Checkout Procedure (page 42)