2007 Maxxforce 5 Diagnostic Manual-3

8 DIAGNOSTIC TOOLS AND ACCESSORIES 383
Table of Contents
Electronic Tools and Accessories. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .385

180-pin Breakout Box. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .385
16-pin Breakout Harness. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .385
3-banana Plug Harness. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .386
36-pin Injector Driver Cable. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .386
42-pin Engine to Chassis Interface Cable. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .386
76-pin Engine and Chassis Cables. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .386
500 Ohm Resistor Harness. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .387
Actuator Breakout Harness. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .387
Amp Clamp. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .387
APS/IVS Breakout Harness. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .388
Breakout Harnesses Kit. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .388
Digital Multimeter (DMM). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .388
EGR Valve Breakout Harness. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .389
EZ-Tech® Electronic Service Tool (EST). . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .389
MasterDiagnostics® Software. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .389
IC4–USB Interface Cable. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .390
DDP Breakout Harness. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .390
Exhaust Temperature Breakout Harness. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .390
Glow Plug Sensor Harness. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .390
Intake Throttle Valve Breakout Harness. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .391
Pressure Sensor Breakout Harness. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .391
Relay Breakout Harness. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .391
Main Power Relay Breakout Harness. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .391
Temperature Sensor Breakout Harness. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .392
Temperature Sensor Breakout Harness. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .392
Terminal Test Adapter Kit. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .392
Mechanical Tools. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .393

CAC Test Kit. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .393
Gauge Bar Tool. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .393
Fuel Pressure Gauge. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .393
Water Manometer – Kit. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .394
Fuel/Oil Pressure Test Coupler. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .395
Fuel Pressure Test Fitting. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .395
ICP System Test Adapter. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .395
ICP Adapter/Plug Kit. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .396
Case-to-head Tube Removal Tool. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .396
EGR Valve Block OFF Plug. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .396
EGR Cooler Pressure Test Plates. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .396
Fuel Inlet Restriction Adapter. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .397
Fuel Line Test Adapter. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .397
Fuel Pressure Test Adapter. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .397
In-line Shutoff Valve (part of ZTSE4409 Pressure Test Kit). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .398
Vacuum Pump and Gauge. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .398
Crankcase Pressure Test Adapter. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .398
EGES-395
Read all safety instructions in the "Safety Information" section of this manual before doing any procedures.
Follow all warnings, cautions, and notes.
© November 2008 Navistar, Inc.
384 8 DIAGNOSTIC TOOLS AND ACCESSORIES
Oil Fill Extension. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .399

Cylinder Compression Gauge. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .399
Compression Test Adapter. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .399
Oil Cooler Pressure Test Plate. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .400
Turbocharger Oil Supply Block Off Plug Kit. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .400
Fuel Test Fitting. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .400
Electronic Circuit Testing. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .401

Electrical Theory. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .401
Voltage. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .401
Ohm’s Law . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .401
Using the Digital Multimeter. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .403
Test Meters. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .403
Voltmeter. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .403
Ammeter. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .405
Ohmmeter. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .406
Measuring Duty Cycle with FLUKE 88 DMM. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .408
Jumper Wires. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .409
Troubleshooting. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .410
EGES-395
Electronic Tools and Accessories Each jumper harness is a separate part, complete with
a breakout box overlay (pin identifier) sheet.
180-pin Breakout Box
The standard box layout is as follows:
• Two 90-pin connectors which feed 90 banana plug
probing points.
• Each 90-pin section of the box is basically a stand
alone box.
• The top row is all fuse protected circuits, the
second row is all twisted pair circuits.
NOTE: Use Breakout Box for measurement only, not
to activate or control circuits. High current will burn
out internal circuitry.
16-pin Breakout Harness
Figure 258 1180–N4–0X0
The 180 Pin Breakout Box allows testing of electronic

Figure 259 ZTSE4762
control system components without disturbing
connections or piercing wire insulation to access
various signal voltages in the electronic control
The 16-pin Breakout Harness is used to check
system.
multiple circuits between engine and chassis
This breakout box is universal and can adapt to any harnesses to include, but not limited to: fuel heater,
control system by means of a unique jumper harness. AC clutch, turbocharger, EGR, and starter.
EGES-395
3-banana Plug Harness 42-pin Engine to Chassis Interface Cable
Figure 260 ZTSE4498
Figure 262 3042–N4

The 3-banana Plug Harness is used for sensor end
diagnostics of sensor circuits. The harness can be
found in Breakout Harnesses Kit (ZTSE4505D). The 42-pin Engine to Chassis Interface Cables with
breakout box overlay (pin identifier) sheet is used with
the 180 Pin Breakout Box to test the 42-pin connector
36-pin Injector Driver Cable circuits.
76-pin Engine and Chassis Cables
Figure 261 3036 Injector Harness
The 36-pin Injector Driver Cable with breakout box

overlay (pin identifier) sheet is used with the 180 Pin Figure 263 3152–N4
Breakout Box to test the injector circuits to the ECM
with no ECM connection.
The 76-pin Engine and Chassis Cables (2 cables)
with breakout box overlay (pin identifier) sheet are
used with the 180 Pin Breakout Box. These jumpers
are used to test the circuits going to the engine and
chassis 76-pin connectors on the ECM.
EGES-395
500 Ohm Resistor Harness The Actuator Breakout Harness is used to measure
voltage supplied to the Injection Pressure Regulator
(IPR).
For electrical circuit diagnostics, install the breakout
harness between the electrical harness and the
valve. For Injection Control Pressure (ICP) system
diagnostics, plug the Actuator Breakout Harness into
the IPR valve only.
Amp Clamp
Figure 264 ZTSE4497
The 500 Ohm Resistor Harness is used for sensor end

diagnostics of sensor circuits. The harness can be
found in Breakout Harnesses Kit (ZTSE4505D).
Actuator Breakout Harness
Figure 266 ZTSE4575
The Amp Clamp is used to measure amperage draw

Figure 265 ZTSE4484 for the glow plug and Intake Air Heater systems.
EGES-395
APS/IVS Breakout Harness • DDP Breakout Harness (ZTSE4761)

• 16-pin Breakout Harness (ZTSE4762)
• Intake Throttle Valve Breakout Harness
(ZTSE4765)
• Glow Plug Sensor Harness (ZTSE4808)
Digital Multimeter (DMM)
Figure 267 ZTSE4485
The APS/IVS Breakout Harness is used to measure

voltage and resistance on circuits that go to the
APS/IVS sensor. This harness can be found in
Breakout Harnesses Kit (ZTSE4505D).
Breakout Harnesses Kit
Figure 269 ZTSE4357 or Purchase Locally
Figure 268 ZTSE4505E The DMM is used to troubleshoot electrical

components, sensors, injector solenoids, relays,
and wiring harnesses. The DMM has a high input
The Breakout Harnesses Kit contains the following impedance that allows testing of sensors while the
breakout harnesses and test leads needed for engine is running, without loading the circuit being
International® MaxxForce™ 5 engines: tested. This ensures the signal voltage measurement
will not be affected by the voltmeter.
• EGR Valve Breakout Harness (ZTSE4735)
• Exhaust Temperature Breakout Harness
(ZTSE4760)
EGES-395
EGR Valve Breakout Harness EZ-Tech® Electronic Service Tool (EST)
Figure 270 ZTSE4758
EGR Valve Breakout Harness is used to measure

Exhaust Gas Recirculation (EGR) valve.
NOTE: Initial shipments of EGR Valve Breakout
Harness were labeled incorrectly.
The following graphic shows the breakout harness

labeled correctly.
Figure 272 J-45067
The EST is used to run MasterDiagnostics® software

for diagnosing and troubleshooting engine and vehicle
problems.
MasterDiagnostics® Software
MasterDiagnostics® Software, loaded to an EST
or laptop computer, is used to check performance
of engine systems, diagnose engine problems, and
Figure 271 ZTSE4758A store troubleshooting history of an engine.
EGES-395
IC4–USB Interface Cable Exhaust Temperature Breakout Harness
Figure 275 ZTSE4760
The Exhaust Temperature Breakout Harness is used

to measure voltage and resistance of circuits that go
to the Exhaust Gas Temperature (EGT) sensors.
Figure 273 ZTSE4632–USB
Glow Plug Sensor Harness

The IC4–USB Interface Cable, included with the
EZ-Tech®, is used to connect the Electronic Service
Tool (EST) to the vehicle electronic control system.
DDP Breakout Harness
Figure 276 ZTSE4808
The Glow Plug Sensor Harness is used to measure

resistances through each glow plug.
Figure 274 ZTSE4761
The DDP breakout harness is used to measure

Exhaust Gas Differential Pressure (EGDP) sensor.
EGES-395
Intake Throttle Valve Breakout Harness Relay Breakout Harness
Figure 277 ZTSE4765

Figure 279 ZTSE4596
The Intake Throttle Valve Breakout Harness is used to

measure voltage and resistance on circuits that go to The Relay Breakout Harness is used to measure
the ITV actuator. power from the ECM main power relay to check the
operation of the relay in the circuit.
NOTE: At the time of publication Relay Breakout
Pressure Sensor Breakout Harness
Harness (stripped chassis) is under development.
Main Power Relay Breakout Harness
Figure 278 ZTSE4347
The Pressure Sensor Breakout Harness is used to

access VREF, signal ground, and signal voltage circuits
for the following sensors:
Figure 280 ZTSE4693
• Manifold Absolute Pressure (MAP)
• Injection Control Pressure (ICP)
The Main Power Relay Breakout Harness is used to
• Exhaust Back Pressure (EBP)
measure power from the ECM main power relay to
check the operation of the relay in the circuit. Also,
the fuel pump control relay and A/C clutch relay.
EGES-395
Temperature Sensor Breakout Harness Terminal Test Adapter Kit
Figure 281 ZTSE4483
Temperature Sensor Breakout Harness ZTSE4483 is

used to measure voltage and resistance on circuits
that go to the IAT sensor.
Temperature Sensor Breakout Harness
Figure 283 ZTSE4435C
The Terminal Test Adapter Kit is used to access

circuits in the connector harness and allows for
the use of a DMM without damaging the harness
connectors. The probes may also be used as a
guide to determine whether the harness connector is
retaining correct tension on the mating terminal.
Figure 282 ZTSE4602
Temperature Sensor Breakout Harness ZTSE4602 is

used to measure voltage and resistance on circuits
that go to the ECT, EFT, EOT, and MAT sensors.
EGES-395
Mechanical Tools • 60-1100 kPa (0-160 psi) gauge may be used to

check fuel pressure and oil pressure.
CAC Test Kit
• 0-30 in Hg vacuum /0-200 kPa (0-30 psi)
compound gauge measures fuel system inlet
restriction and intake manifold pressure.
• 0-30 in H2O 0-7.5 kPa (0-1 psi maximum pressure
magnehelic gauge measures crankcase pressure
and air inlet restriction.
• 0-200 kPa (0-30 psi) gauge with a built in regulator
may be used to check the movement of pneumatic
actuator for turbocharger bypass valve.
Fuel Pressure Gauge
Figure 284 ZTSE4341
The CACTest Kit is used to pressurize the charge air

cooler and piping to check for leaks.
Gauge Bar Tool
Figure 286 ZTSE4681

1. Test fitting connection (adapt to the ICP System Test
Adapter)
Figure 285 ZTSE4409 2. Pressure test line
3. Pressure Gauge (can adapt Gauge Bar Tool)
4. In-line shut off valve
The Gauge Bar Tool is used to measure intake 5. Clear sample line
manifold (boost) pressure, fuel system inlet restriction,
fuel pressure, oil pressure, air cleaner intake
restriction, and crankcase pressure. The Fuel Pressure Gauge is used to measure fuel
pressure, take a fuel sample, and check for aerated
• 0-200 kPa (0-30 psi) measures intake manifold
fuel.
pressure. The pump and gauge are used
to pressurize the pneumatic actuator for the If a second gauge was purchased, it should be
turbocharger bypass valve. dedicated to measure oil pressure, take an oil sample
or check for oil aeration.
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Water Manometer – Kit restriction or low pressure for crankcase or exhaust

back pressure.
Filling
Fill the manometer with water before checking
pressure. Use only drinking water without additives.
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).
Figure 287 ZTSE2217A At times, both columns of the manometer

will not travel the same distance. This is
no concern if the leg not connected to the
The Water Manometer is a U-shaped tube with a scale pressure or vacuum source is open to the
mounted between the legs of the tube. When the atmosphere.
portability of the Gauge Bar Tool is not required, this 5. Compare the manometer reading with engine
manometer is used to measure low vacuum for intake specifications.
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Fuel/Oil Pressure Test Coupler The Fuel Pressure Test Fitting (installed in the EOP
switch port) is used to measure oil pressure.
The Fuel Pressure Test Fitting was sent with VT 365
essential tools.
ICP System Test Adapter
Figure 288 ZTSE4526
The Fuel/Oil Pressure Test Coupler is used with

Figure 290 ZTSE4594
the test line from the Gauge Bar Tool for an easy
connection to the Fuel Pressure Test Fitting to check
oil pressure.
The ICP System Test Adapter is used to pressurize
The Fuel/Oil Pressure Test Coupler was sent with VT the ICP system to test ICP system integrity with the
365 essential tools. influence of the IPR valve. This adapter is also used
to measure fuel pressure at the fuel pressure test port
in the secondary fuel filter housing.
Fuel Pressure Test Fitting
The ICP System Test Adapter was sent with VT 365
essential tools.
Figure 289 ZTSE4542
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ICP Adapter/Plug Kit EGR Valve Block OFF Plug
Figure 291 ZTSE4690

1. ICP Sensor Adapter (Threaded hex head)
Figure 293 ZTSE4888
2. ICP Leak Test Plug (Solid hex head)
This ICP Adapter/Plug Kit is used to check for ICP The EGR Valve Block OFF Plug is used to seal the
system leaks. EGR valve opening during intake manifold pressure
testing.
Case-to-head Tube Removal Tool

EGR Cooler Pressure Test Plates
Figure 294 ZTSE4932

Figure 292 ZTSE4694–A
The EGR cooler test plates are a set of four plates with
The Case-to-head Tube Removal Tool is used to fasteners used for pressure testing the EGR cooler to
remove Case-to-head tubes from the engine. check for leaks.
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Fuel Inlet Restriction Adapter The Fuel Line Test Adapter is used to pressurize the
fuel supply to the cylinder head to check for leaks.
Fuel Pressure Test Adapter
Figure 295 ZTSE4698
The Fuel Inlet Restriction Adapter is used to measure

fuel inlet restriction. Install in place of the fuel drain
plug on the Horizontal Fuel Conditioning Module
(HFCM). This must be used with in-line shutoff valve Figure 297 ZTSE4696
(221406) that is included in the ZTSE4409 Pressure
Test Kit (gauge bar).
The Fuel Pressure Test Adapter is used to check fuel
output from the HFCM to the secondary fuel filter.
Fuel Line Test Adapter
Figure 296 ZTSE4607
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In-line Shutoff Valve (part of ZTSE4409 Pressure used to pressurize the pneumatic actuator with the
Test Kit) gauge bar.
Crankcase Pressure Test Adapter
Figure 298 Part No. 221406 Figure 300 ZTSE4510
The Crankcase Pressure Test Adapter is used for two

The In-line Shutoff Valve is used to make a test hose
tests.
assembly that connects to the lube oil system or fuel
supply system to check for oil or fuel. • To measure combustion gas flow from the engine
breather
Vacuum Pump and Gauge The Crankcase Pressure Test Adapter is used
with the magnehelic gauge or water manometer
for pressure readings.
Pressure readings taken using the Crankcase
Pressure Test Adapter, must be used as the
main source of engine condition indication. If the
pressure readings are over the specified limits,
oil consumption trend data must also be used
to establish a specific problem. Using just the
changes in oil consumption trends or crankcase
diagnostic pressure trends cannot establish a
specific problem. Each of these changes only
indicate a problem.
• To check for ICP leaks
The Crankcase Pressure Test Adapter is used
to magnify the sound of air flowing through the
crankcase.
The Crankcase Pressure Test Adapter was sent with
VT 365 essential tools.
NOTE: The Crankcase Pressure Test Adapter is
Figure 299 ZTSE2499 designed to create a seal with an Oil Fill Extension.
If the engine does not have an Oil Fill Extension,
one will have to be acquired. The valve cover does
The Vacuum Pump and Gauge is used to test the not have enough thread engagement. The Oil Fill
integrity of the control lines. Adapters in this kit are Extension is not supplied as part of a tool kit.
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Oil Fill Extension Cylinder Compression Gauge
Figure 302 ZTSE2482A
The Cylinder Compression Gauge is used measure

cylinder pressure (compression)
Compression Test Adapter
Figure 301 Part No. 1830971C91
The Oil Fill Extension is used with the Crankcase

Pressure Test Adapter to measure combustion gas
flow from the engine breather or check for ICP leaks.
NOTE: The mechanic is expected to keep the Oil Fill Figure 303 ZTSE4506
Extension for future diagnostics. Expense the Oil Fill
Extension as an essential tool and keep it with the
other diagnostic tools. Warranty will not cover the The Compression Test Adapter is used with a
cost of the Oil Fill Extension. If replacing the O-ring, compression gauge to measure cylinder pressure
order replacement O-ring for ZTSE4510 from SPX. It (compression). Install it in place of a glow plug.
is Viton and will not swell.
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Oil Cooler Pressure Test Plate Fuel Test Fitting
Figure 304 ZTSE4730

Figure 306 ZTSE4692
The Oil Cooler Pressure Test Plate is used to pressure

test the oil cooler bundle for leaks. The Fuel Test Fitting is used to measure fuel inlet
restriction or fuel pressure.
When measuring fuel inlet restriction, the fitting is
Turbocharger Oil Supply Block Off Plug Kit installed at the diagnostic port (inlet-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 can then be
connected to the Fuel Test Fitting to measure fuel
pressure or fuel inlet restriction.
Figure 305 ZTSE4785
The Turbocharger Oil Supply Block Off Plug Kit is used

to block off the turbocharger feed line and drain port
so the engine can be operated to verify fuel system
repairs.
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Electronic Circuit Testing Memorize the formula in the circle. Cover the letter
with a finger for the desired formula. For example, I is
Electrical Theory
covered, the formula is I = E ÷ R.
Voltage
If two values are known for a given circuit, the
Voltage is electrical potential or electromotive force missing one can be found by substituting the values
that pushes current through a circuit. The pressure is in amperes, volts, or ohms.
measured in volts. The symbol V (for example, 12 V)
The three basic formulas for Ohm’s Law are as
is used to denote voltage. The letter E (Electromotive
follows:
force) is also used for voltage. Voltage can be
I = Current (amperes)
compared to the pressure necessary to push water
E = Voltage (volts)
through a metering valve.
R = Resistance (ohms)
Low voltage to a lamp will cause the lamp to glow
• I=E÷R
dimly. This can be caused by low source voltage
(discharged battery or low alternator output) or by high Current flow (I) in the circuit equals the voltage (E)
circuit resistance resulting from a poor connection. applied divided by the total resistance (R). This
Resistance from a poor connection or poor ground is shows that an increase in voltage or a decrease
an additional load in the circuit. The additional load in resistance increases current flow.
reduces voltage available to push current through the
• E=I×R
load device.
Voltage (E) applied to the circuit equals the current
flow (I) multiplied by the total circuit resistance (R).
Ohm’s Law Voltage drops are caused by resistance across
the circuit and load devices in the circuit.
Ohm’s Law describes the relationship between
current, voltage, and resistance in an electrical circuit. • R=E÷l
Resistance (R) in the circuit equals the voltage
(E) divided by the current flow (I). Resistance can
be calculated for a specific current flow when a
specific voltage is applied.
Figure 307 Ohm’s Law
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• If connections are loose or the switch is corroded,

the circuit resistance will be greater (value of R
will be larger), the current flow will be reduced,
and the bulb will glow less brightly.
Voltage drops are important for the following reasons:
• High voltage drops indicate excessive resistance.
For example, if a blower motor runs too slowly
or a light glows too dimly, the circuit may have
excessive resistance. Voltage drop readings can
isolate problems in parts of a circuit (corroded or
loose terminals, for example).
Figure 308 Simple electrical circuit • Too low of a voltage drop indicates low resistance.
For example, if a blower motor runs too fast, the
problem could be low resistance in a resistor pack.
In a typical circuit, battery voltage is applied to a bulb • Maximum allowable voltage drop under load
through a 10 amp fuse and a switch. Closing the is critical, especially for more than one high
switch turns on the bulb. resistance problem. All voltage drops in a
To find the current flow, use the formula I = E ÷ R: circuit are cumulative. Corroded terminals, loose
connections, damaged wires or other similar
Fill in the numbers for the formula: conditions create undesirable voltage drops that
I = 12 V ÷ 2 ohms decrease the voltage available across the key
components in the circuit. Increased resistance
I = 6 amps will decrease current flow in the circuit, preventing
The bulb in this circuit operates at 6 amps and is rated components from operating at peak efficiency. A
at 6 amps. With 12 volts applied, the bulb will glow at small drop across wires (conductors), connectors,
the rated output level (candlepower rating). However, switches, etc., is normal because all conductors
have some resistance, but the total should be less
• If the voltage applied is low (low battery), the value than 10% of the total voltage drop in the circuit.
of E is lower, current flow will be less, and the bulb
will glow less brightly.
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Using the Digital Multimeter NOTE: Some devices in an electronic control system
are not capable of carrying an appreciable amount of
The following electrical test equipment should be
current. Therefore, test equipment must be designed
available for testing electronic circuits:
to not damage any part the electronic control system.
• Voltmeter Do not use analog meters unless specified. Analog
meters use too much current to test an electronic
• Ohmmeter
control system.
• Ammeter
• Jumper wires Voltmeter
• Test lights Use a voltmeter to answer the following questions:
• Does the circuit have voltage?
Test Meters • What is the voltage reading?
• What is the voltage drop across a load device?
Figure 309 Typical Test Meters
Test meters come in a variety of models. Any working

model will be adequate for simple tests. However,
accurate readings are important. Make sure the
test meter is of high quality. The Fluke 88 Digital
Multimeter (DMM) is recommended because it has
very little current and a high impedance (resistance)
of 10 megaohms (10 MΩ). Figure 310 Checking power to a load device
CAUTION: Only use a high impedance digital
multimeter when troubleshooting an electronic circuit. To check for voltage to a load device, connect the
Do not use any kind of battery powered test light. positive meter lead to the input connection of the
Battery test lights can damage an electronic control device (positive side) and connect the negative meter
circuit. lead to a good vehicle ground.
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Figure 311 Checking power to a connector Figure 312 Checking voltage drop
Voltage to a device can also be measured by To check the voltage drop across a load device,
disconnecting the harness connector and using connect the positive lead of the voltmeter to the
the correct tool in the Terminal Test Adapter Kit. positive side of the device and the negative meter
lead to the negative side of the device.
With the device operating, this will measure the
voltage drop across the device. With only one device,
all of the voltage should be dropped at the device. In
any circuit, the voltage applied will equal the voltage
dropped in the circuit. If this circuit only dropped 9 V
across the load, it indicates the wires and connections
dropped 3 V, indicating excessive circuit resistance.
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Ammeter increases the current flow. Any decrease in resistance

will also increase the current flow.
At normal operating voltage, most circuits have a
characteristic amount of current flow (current draw).
Current draw can be measured with an ammeter.
Valuable diagnostic information can be provided
by referring to a specified current draw rating for a
component (electrical device), measuring the current
flow in the circuit, and then comparing the two
measurements (the specified current draw versus the
actual measurement).
An ammeter is connected in series with the load,
switches, resistors, etc., so that all of the current
flows through the meter. The ammeter measures
current flow only when the circuit is powered up and
operating. The DMM is fused to measure up to 10
amps using the 10 A connection point.
Before measuring current flow, determine
approximately how many amps are in the circuit
to correctly connect the ammeter. The estimate of
current flow can easily be calculated. The resistance
of the light bulb is 2 ohms. Applying Ohm’s law,
current flow will be 6 amps (6 amps = 12 V ÷ 2
ohms). If the fuse is removed and an ammeter is
installed with the switch closed, 6 amps of current will
be measured flowing in the circuit. Notice that the
ammeter is installed in series so that all the current in
the circuit flows through it.
WARNING: To prevent personal injury or

death, turn power off before cutting, soldering,
removing circuit components, or before inserting
the digital multimeter for current measurements.
Excessive current draw means that more current
Figure 313 Installing the ammeter
is flowing in a circuit than the fuse and circuit were
designed to handle. Excessive current draw will
OPEN fuses and circuit breakers, and will also quickly
An ammeter measures current flow (amperage) in a
discharge batteries. An ammeter can diagnose these
circuit. Amperes (or amps) are units of electron flow
conditions.
that indicate how many electrons are passing through
the circuit. An amp is the unit of measurement for the Reduced current draw will cause a device (an
current flow in the circuit. electric window motor, for example) to operate poorly.
Increased circuit resistance will cause lower current
Ohm’s Law states that the current flow is equal to the
flow (often due to loose or corroded connections).
circuit voltage divided by the total circuit resistance
(I = E ÷ R). Therefore, increasing the voltage also
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Ohmmeter Resistance measurements are used to determine

the resistance of a load or conductors, the value of
CAUTION: To prevent damage to the test meter, only
resistors and the operation of variable resistors.
use the ohmmeter on circuits when the power is OFF.
Power from 12 V systems may damage the meter. To measure the resistance of a component or a
circuit, remove power from the circuit. Isolate the
The ohmmeter measures resistance (ohms) in a
component or circuit from other components and
circuit. Ohmmeters use a small battery to supply
circuits so that the meter current (from probe to
voltage and current flow through the circuit being
probe) only flows through the selected component or
tested. Based on Ohm’s Law, the ohmmeter
circuit. When measuring the resistance of the load,
calculates resistance in the circuit by measuring
most of the current flow from the meter will go through
the voltage of the meter battery and the amount of
the indicator lamp because it has less resistance.
current flow in the circuit. Range selection and meter
adjustment are not necessary with the DMM. Remove one connector to the load. It is not always
apparent when a component must be isolated, so it
is a good practice to isolate a component or circuit
by disconnecting one circuit. Place the ohmmeter
leads across the component or circuit to display the
resistance in ohms. When checking a sensor or
variable resistor such as the fuel level gauge, heating
the element or moving the arm should move the meter
through a range of resistance that can be compared
to a specification.
Figure 314 Measuring resistance
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Figure 315 Checking for OPEN circuits Figure 316 Checking for short circuits
OPEN electrical circuits can be diagnosed using an Checks for short circuits are similar to checks for
ohmmeter. Disconnect the power supply to the circuit OPEN circuits. Isolate the circuit from the power
and isolate the circuit from all other circuits. The circuit source and the ground point. Connect the ohmmeter
between the light and the ground is disconnected to between an isolated circuit and a good ground point
prevent reading a circuit that may be shorted to to check the circuit for a short to ground. A short to
ground ahead of the load device as a continuous ground will be indicated by a reading near zero. A
circuit. Connect the ohmmeter to the open ends of circuit that is not shorted to ground will cause a high
the circuit. A high reading (infinity) indicates an OPEN meter reading.
circuit. A reading near zero indicates a continuous
circuit. With the Fluke 88 Digital Multimeter (DMM),
an OPEN circuit will read OL (over limit).
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Measuring Duty Cycle with FLUKE 88 DMM 1. Turn the large dial on the meter to volts DC,
indicated by V RPM.
When measuring duty cycle, ensure that the large dial
on the meter is pointing to volts DC, the DUTY button
is set to the Duty Cycle function, and the trigger has a
positive slope.
Use the following procedure to check duty cycle:
Figure 318 FLUKE 88 with negative trigger slope

in duty cycle mode
2. Press the % DUTY button to select duty cycle

mode. The screen on the meter will show TRIG
(with a _ under the TRIG) in the lower left hand
corner of the screen. A percent sign will appear
on the upper right hand corner of the screen.
Figure 317 FLUKE 88 in volts dc mode
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Jumper Wires
Figure 319 FLUKE 88 in duty cycle mode with

positive trigger slope
3. In duty cycle mode, press the ALERT button to

change from negative to positive trigger slope.
The slope is indicated by a plus or minus sign
below TRIG in the lower left hand corner of the
screen. A percent sign will appear on the upper
right hand corner of the screen.
Figure 320 Jumper wires
4. After the meter has been set to the correct
settings, connect meter as indicated in Pin-point
Diagnostics.
Jumper wires allow a circuit to by-pass a suspected
OPEN or break in a circuit. Use a jumper wire to check
for OPEN relay contacts, wire breaks and poor ground
connections. Several jumper wires with different tips
should be available.
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2. See “Electronic Control Systems Diagnostics” in

this manual or the correct chassis manual.
Read the electrical operation for the problem
circuit and review the circuit diagram.
Understanding electrical operation and the
circuit diagram can narrow the cause of the
problem to one component or certain parts of the
circuit.
3. Check the circuit diagram.
Check the circuit diagram for possible clues to the
problem. Location of specific components in the
circuit will help identify the source of the problem.
Circuit diagrams are designed to make it easy
to identify common points in circuits. This helps
to narrow the problem to a specific area. For
Figure 321 Troubleshooting with jumper wires example, if several circuits fail at the same time,
check for a common power source or common
ground connection (i.e., VREF, signal ground,
If the circuit works correctly with the jumper wire in actuator power, actuator ground).
place, but does not work when the jumper wire is
If part of a circuit fails, check the connections
removed, the circuit is OPEN.
between the part that works and the part that
A circuit with no OPENs or breaks has continuity does not work. For example, if the low-beam
(uninterrupted current flow) and needs no further headlights work, but both high-beam headlights
testing. and the high-beam indicator do not work, the
power and ground paths must be good. Since the
An OPEN in the ground circuit exists for the following:
dimmer switch is the component that switches the
• A switch is closed but the light does not illuminate. power to the high-beam headlights, it is probably
the cause of failure.
• Jumping the switch does not illuminate the light.
4. Determine the cause of the problem and follow
• Jumping the light to the ground causes the light to
diagnostic procedures in “Electronic Control
illuminate.
Systems Diagnostics”.
5. Make the repair.
Troubleshooting
Repair the problem circuit as directed in the
1. Verify the problem. diagnostic tables
Operate the complete system and list all 6. Verify that the repair is complete.
symptoms as follows:
Operate the system. Check that the repair has
• Check the accuracy and completeness of the removed all symptoms and that the repair has not
complaint. caused new symptoms.
• Learn more that might give a clue to the
nature and location of the problem.
• Analyze what parts of the system are working.
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9 ABBREVIATIONS AND ACRONYMS 411
Table of Contents
Abbreviations and Acronyms. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .413

Abbreviations and Acronyms. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .413
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412 9 ABBREVIATIONS AND ACRONYMS
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Abbreviations and Acronyms CKPO – Crankshaft Position Out

cm – Centimeter
Abbreviations and Acronyms
CMP – Camshaft Position
A or amp – Ampere CMPO – Camshaft Position Out
ABDC – After Bottom Dead Center CO – Carbon Monoxide
ABS – Antilock Brake System COO – Cruise On / Off switch
AC – Alternating Current CPU – Central Processing Unit
A/C – Air Conditioner CTC – Coolant Temperature Compensation
ACC – Air Conditioner Control Cyl – Cylinder
ACCEL – Accelerate
DB – Decibel
ACD – Air Conditioner Demand
DCA – Diesel Coolant Additive
ACT PWR GND – Actuator Power Ground
DDI – Digital Direct Fuel Injection
AF – Air to Fuel ratio
DDS – Driveline Disengagement Switch
AFT – Aftertreatment
DLC – Data Link Connector
AIT – Air Intake Temperature
DME – Dimethyl Ether
Amb – Ambient
DMM – Digital Multimeter
amp or A – Ampere
DOC – Diesel Oxidation Catalyst
AMS – Air Management System
DPF – Diesel Particulate Filter
API – American Petroleum Institute
DT – Diesel Turbocharged
APS – Accelerator Position Sensor
DTC – Diagnostic Trouble Code
APS/IVS – Accelerator Position Sensor / Idle
DTRM – Diesel Thermo Recirculation Module
Validation Switch
ASTM – American Society for Testing and Materials EBP – Exhaust Back Pressure
ATA – American Trucking Association EBPD – Exhaust Back Pressure Desired
ATDC – After Top Dead Center ECI – Engine Crank inhibit
AWG – American Wire Gauge ECL – Engine Coolant Level
ECM – Electronic Control Module
B+ or VBAT – Battery Voltage
ECM PWR – Electronic Control Module Power
BARO – Barometric Absolute Pressure
ECT – Engine Coolant Temperature
BBDC – Before Bottom Dead Center
EFAN – Engine Fan
BCP – Brake Control Pressure
EFP – Engine Fuel Pressure
BCS – Boost Control Solenoid
EFRC – Engine Family Rating Code
BDC – Bottom Dead Center
EFT – Engine Fuel Temperature
bhp – Brake Horsepower
EG – Ethylene Glycol
BNO – Brake Normally Open
EGC – Electronic Gauge Cluster
BOO – Brake On / Off
EGDP – Exhaust Gas Differential Pressure
BPS – Brake Pressure Switch
EGR – Exhaust Gas Recirculating
BSV – Brake Shut-off Valve
EGRH – Exhaust Gas Recirculation High control
BTDC – Before Top Dead Center
EGRL – Exhaust Gas Recirculation Low control
BTU – British Thermal Unit
EGRP – Exhaust Gas Recirculating Position
C – Celsius EGT1 – Exhaust Gas Temperature 1
CAC – Charge Air Cooler EGT2 – Exhaust Gas Temperature 2
CAN – Controller Area Network EGT3 – Exhaust Gas Temperature 3
CAP – Cold Ambient Protection EMI – Electromagnetic Interference
CARB – California Air Resources Board EOP – Engine Oil Pressure
cc – Cubic centimeter EOT – Engine Oil Temperature
CCA – Cold Cranking Ampere EPA – Environmental Protection Agency
CID – Cubic Inch Displacement EPR – Engine Pressure Regulator
cfm – Cubic feet per minute ESC – Electronic System Controller
cfs – Cubic feet per second ESN – Engine Serial Number
CKP – Crankshaft Position EST – Electronic Service Tool
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EWPS – Engine Warning Protection System IST – Idle Shutdown Timer

ITP – Internal Transfer Pump
F – Fahrenheit
ITV – Intake Throttle Valve
FCV – Fuel Coolant Valve
ITVH – Intake Throttle Valve High control
FEL – Family Emissions Limit
ITVL – Intake Throttle Valve Low control
fhp – Friction horsepower
ITVP – Intake Throttle Valve Position
FMI – Failure Mode Indicator
IVS – Idle Validation Switch
FPC – Fuel Pump Control
FPCV – Fuel Pressure Control Valve JCT – Junction (electrical)
fpm – Feet per minute
kg – Kilogram
fps – Feet per second
km – Kilometer
FRP – Fuel Rail Pressure
km/h – Kilometers per hour
ft – Feet
km/l – Kilometers per liter
FVCV – Fuel Volume Control Valve
KOEO – Key-On Engine-Off
GND – Ground (electrical) KOER – Key-On Engine-Running
gal – Gallon kPa – Kilopascal
gal/h – U.S. Gallons per hour
L – Liter
gal/min – U. S. Gallons per minute
L/h – Liters per hour
GCW – Gross Combined Weight
L/m – Liters per minute
GCWR – Gross Combined Weight Rating
L/s – Liters per second
GPC – Glow Plug Control
lb – Pound
GPD – Glow Plug Diagnostic
lbf – Pounds of force
GPR – Glow Plug Relay
lb/s – Pounds per second
GVW – Gross Vehicle Weight
lbf ft – Pounds of force per foot
H2O – Water lbf in – Pounds of force per inch
HC – Hydrocarbons lbm – Pounds of mass
HEST – High Exhaust System Temperature LSD – Low Sulfur Diesel
HFCM – Horizontal Fuel Conditioning Module
m – Meter
Hg – Mercury
m/s – Meters per second
hp – Horsepower
MAF – Mass Air Flow
HPCR – High-Pressure Common Rail
MAG – Magnetic
HPFP – High-Pressure Fuel Pump
MAP – Manifold Absolute Pressure
hr – Hour
MAT – Manifold Air Temperature
Hyd – Hydraulic
mep – Mean effective pressure
IAT – Intake Air Temperature mi – Mile
IAHC – Inlet Air Heater Control mm – Millimeter
IAHD – Inlet Air Heater Diagnostic mpg – Miles per gallon
IAHR – Inlet Air heater Relay mph – Miles per hour
IC – Integrated Circuit MPR – Main Power Relay
ICP – Injector Control Pressure MSDS – Material Safety Data Sheet
ID – Inside Diameter MSG – Micro Strain Gauge
IDM – Injector Drive Module MSM – Multiplex System Module
IGN – Ignition MY – Model Year
ILO – Injector Leak Off
NC – Normally closed (electrical)
in – Inch
NETS – Navistar Electronics Technical Support
inHg – Inch of mercury
Nm – Newton meter
inH2O – Inch of water
NO – Normally Open (electrical)
INJ – Injector
NOX – Nitrogen Oxides
IPR – Injection Pressure Regulator
ISIS – International® Service Information System OAT – Organic Acid Technology
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OCC – Output Circuit Check SHD – Shield (electrical)

OCP – Overcrank Protection SID – Subsystem Identifier
OD – Outside Diameter SIG GRD – Signal Ground
OL – Over Limit S/N – Serial Number
ORH – Out-of-Range High SPN – Suspect Parameter Number
ORL – Out-of-Range Low SW – Switch (electrical)
OSHA – Occupational Safety and Health SYNC – Synchronization
Administration
TACH – Tachometer output signal
OWL – Oil/Water Lamp
TBD – To Be Determined
PID – Parameter Identifier TCAPE – Truck Computer Analysis of Performance
P/N – Part Number and Economy
ppm – Parts per million TDC – Top Dead Center
PROM – Programmable Read Only Memory TCM – Transmission Control Module
psi – Pounds per square inch TTS – Transmission Tailshaft Speed
psia – Pounds per square inch absolute
ULSD – Ultra Low Sulfur Diesel
psig – Pounds per square inch gauge
UVC – Under Valve Cover
pt – Pint
PTO – Power Takeoff V – Volt
PWM – Pulse Width Modulate VBAT or B+ – Battery Voltage
PWR – Power (voltage) VC – Volume Control
VEPS – Vehicle Electronics Programming System
qt – Quart
VGT – Variable Geometry Turbocharger
RAM – Random Access Memory VIGN – Ignition Voltage
RAS – Resume / Accelerate Switch (speed control) VIN – Vehicle Identification Number
REPTO – Rear Engine Power Takeoff VOP – Valve Opening Pressure
RFI – Radio Frequency Interference VRE – Vehicle Retarder Enable
rev – Revolution VREF – Reference Voltage
rpm – Revolutions per minute VSO – Vehicle Speed Output
RPRE – Remote Preset VSS – Vehicle Speed Sensor
RSE – Radiator Shutter Enable
WEL – Warn Engine Lamp
RVAR – Remote Variable
WIF – Water In Fuel
SAE – Society of Automotive Engineers® WTEC – World Transmission Electronically Controlled
SCA – Supplemental Cooling Additive automatic transmissions (Allison)
SCCS – Speed Control Command Switches
XMSN – Transmission
SCS – Speed Control Switch
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10 TERMINOLOGY 417
Table of Contents
Terminology. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .419
Terms. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .419
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418 10 TERMINOLOGY
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10 TERMINOLOGY 419
Terminology output of an engine, sometimes-called flywheel

horsepower is less than the indicated horsepower by
Terms
the amount of friction horsepower consumed in the
Accessory work – The work per cycle required engine.
to drive engine accessories (normally, only those
Brake Horsepower (bhp) net – Net brake
essential to engine operation).
horsepower is measured with all engine components.
Actuator – A device that performs work in response The power of an engine when configured as a fully
to an input signal. equipped engine. (SAE J1349 JUN90)
Aeration – The entrainment of air or combustion gas Calibration – The data values used by the strategy
in coolant, lubricant, or fuel. to solve equations and make decisions. Calibration
values are stored in ROM and put into the processor
Aftercooler (Charge Air Cooler) – A heat exchanger
during programming to allow the engine to operate
mounted in the charge air path between the
within certain parameters.
turbocharger and engine intake manifold. The
aftercooler reduces the charge air temperature by Catalyst – A substance that produces a chemical
transferring heat from the charge air to a cooling reaction without undergoing a chemical change itself.
medium (usually air).
Catalytic converter – An antipollution device in the
Ambient temperature – The environmental air exhaust system that contains a catalyst for chemically
temperature in which a unit is operating. In general, converting some pollutants in the exhaust gases
the temperature is measured in the shade (no solar (carbon monoxide, unburned hydrocarbons, and
radiation) and represents the air temperature for other oxides of nitrogen) into harmless compounds.
engine cooling performance measurement purposes.
Cavitation – A dynamic condition in a fluid system that
Air entering the radiator may or may not be the same
forms gas-filled bubbles (cavities) in the fluid.
ambient temperature due to possible heating from
other sources or recirculation. (SAE J1004 SEP81) Cetane number – 1. The auto-ignition quality of
diesel fuel.
Ampere (amp) – The standard unit for measuring the
strength of an electrical current. The flow rate of a 2. A rating applied to diesel fuel similar to octane
charge in a conductor or conducting medium of one rating for gasoline.
coulomb per second. (SAE J1213 NOV82)
3. A measure of how readily diesel fuel starts to burn
Analog – A continuously variable voltage. (self-ignites) at high compression temperature.
Analog to digital converter (A/D) – A circuit in the Diesel fuel with a high cetane number self-ignites
ECM processing section that converts an analog shortly after injection into the combustion chamber.
signal (DC or AC) to a usable digital signal for the Therefore, it has a short ignition delay time. Diesel
microprocessor. fuel with a low cetane number resists self-ignition.
Therefore, it has a longer ignition delay time.
American Trucking Association (ATA) Datalink –
A serial datalink specified by the American Trucking Charge air – Dense, pressurized, heated air
Association and the SAE. discharged from the turbocharger.
Boost pressure – 1. The pressure of the charge air Charge Air Cooler (CAC) – See Aftercooler.
leaving the turbocharger.
Closed crankcase – A crankcase ventilation that
2. Inlet manifold pressure that is greater than recycles crankcase gases through a breather, then
atmospheric pressure. Obtained by turbocharging. back to the clean air intake.
Bottom Dead Center (BDC) – The lowest position of Closed loop operation – A system that uses a sensor
the piston during the stroke. to provide feedback to the ECM. The ECM uses the
sensor to continuously monitor variables and adjust
Brake Horsepower (bhp) – The power output from
to match engine requirements.
an engine, not the indicated horsepower. The power
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420 10 TERMINOLOGY
Cloud point – The point when wax crystals occur in Disable – A computer decision that deactivates a
fuel, making fuel cloudy or hazy. Usually below -12 °C system and prevents operation of the system.
(10 °F).
Displacement – The stroke of the piston multiplied by
Cold cranking ampere rating (battery rating) – The the area of the cylinder bore multiplied by the number
sustained constant current (in amperes) needed to of cylinders in the engine.
produce a minimum terminal voltage under a load of
Driver (high side) – A transistor within an electronic
7.2 volts per battery after 30 seconds.
module that controls the power to an actuator circuit.
Continuous Monitor Test – An ECM function that
Driver (low side) – A transistor within an electronic
continuously monitors the inputs and outputs to
module that controls the ground to an actuator circuit.
ensure that readings are within set limits.
Duty cycle – A control signal that has a controlled
Coolant – A fluid used to transport heat from one point
on/off time measurement from 0 to 100%. Normally
to another.
used to control solenoids.
Coolant level switch – A switch sensor used to
Engine lamp – An instrument panel lamp that comes
indicate low coolant level.
on when DTCs are set. DTCs can be read as flash
Crankcase – The housing that encloses the codes (red and amber instrument panel lamps).
crankshaft, connecting rods, and allied parts.
Engine OFF tests – Tests that are done with the
Crankcase breather – A vent for the crankcase to ignition switch ON and the engine OFF.
release excess interior air pressure.
Engine rating – Engine rating includes Rated hp and
Crankcase pressure – The force of air inside the Rated rpm.
crankcase against the crankcase housing.
Engine RUNNING tests – Tests done with the engine
Current – The flow of electrons passing through a running.
conductor. Measured in amperes.
Exhaust brake – A brake device using engine
Damper – A device that reduces the amplitude of exhaust back pressure as a retarding medium.
torsional vibration. (SAE J1479 JAN85)
Exhaust manifold – Exhaust gases flow through the
Deaeration – The removal or purging of gases (air or exhaust manifold to the turbocharger exhaust inlet and
combustion gas) entrained in coolant or lubricating oil. are directed to the EGR cooler.
Deaeration tank – A separate tank in the cooling Fault detection/management – An alternate control
system used for one or more of the following functions: strategy that reduces adverse effects that can be
caused by a system failure. If a sensor fails, the ECM
• Deaeration
substitutes a good sensor signal or assumed sensor
• Coolant reservoir (fluid expansion and afterboil) value in its place. A lit amber instrument panel lamp
signals that the vehicle needs service.
• Coolant retention
Filter restriction – A blockage, usually from
• Filling
contaminants, that prevents the flow of fluid through
• Fluid level indication (visible) a filter.
Diagnostic Trouble Code (DTC) – Formerly called Flash code – See Diagnostic Trouble Code (DTC).
a Fault Code or Flash Code. A DTC is a three digit
Fuel inlet restriction – A blockage, usually from
numeric code used for troubleshooting.
contaminants, that prevents the flow of fluid through
Digital Multimeter (DMM) – An electronic meter that the fuel inlet line.
uses a digital display to indicate a measured value.
Fuel pressure – The force that the fuel exerts on the
Preferred for use on microprocessor systems because
fuel system as it is pumped through the fuel system.
it has a very high internal impedance and will not load
down the circuit being measured.
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10 TERMINOLOGY 421
Fuel strainer – A pre-filter in the fuel system that • High idle is maximum rpm at no load.
keeps larger contaminants from entering the fuel
Intake manifold – A collection of tubes through which
system.
the fuel-air mixture flows from the fuel injector to the
Fully equipped engine – A fully equipped engine intake valves of the cylinders.
is an engine equipped with only those accessories
International NGV Tool Utilized for Next
necessary to perform its intended service. A fully
Generation Electronics (INTUNE) – The
equipped engine does not include components used
diagnostics software for chassis related components
to power auxiliary systems. If these components
and systems.
are integral with the engine or for any reason are
included on the test engine, the power absorbed may Low speed digital inputs – Switched sensor inputs
be determined and added to the net brake power. that generate an on/off (high/low) signal to the ECM.
(SAE J1995 JUN90) The input to the ECM from the sensor could be from
a high input source switch (usually 5 or 12 volts) or
Fusible link (fuse link) – A fusible link is a special
from a grounding switch that grounds the signal from
section of low tension cable designed to OPEN the
a current limiting resistor in the ECM that creates a low
circuit when subjected to an extreme current overload.
signal (0 volts).
(SAE J1156 APR86)
Lubricity – Lubricity is the ability of a substance
Gradeability – The maximum percent grade which
to reduce friction between solid surfaces in relative
the vehicle can transverse for a specified time at a
motion under loaded conditions.
specified speed. The gradeability limit is the grade
upon which the vehicle can just move forward. (SAE Lug (engine) – A condition when the engine is
J227a) operating at or below maximum torque speed.
Gross Combined Weight Rating (GCWR) – Manometer – A double-leg liquid-column gauge, or a
Maximum combined weight of towing vehicle single inclined gauge, used to measure the difference
(including passengers and cargo) and the trailer. between two fluid pressures. Typically, a manometer
The GCWR indicates the maximum loaded weight records in inches of water.
that the vehicle is allowed to tow.
MasterDiagnostics® (MD) – The diagnostics
Gross brake horsepower – The power of a complete software for engine related components and systems.
basic engine, with air cleaner, without fan, and
Microprocessor – An integrated circuit in a
alternator and air compressor not charging.
microcomputer that controls information flow.
Hall effect – The development of a transverse electric
Nitrogen Oxides (NOx) – Nitrogen oxides form by
potential gradient in a current-carrying conductor or
a reaction between nitrogen and oxygen at high
semiconductor when a magnetic field is applied.
temperatures and pressures in the combustion
Hall effect sensor – Generates a digital on/off signal chamber.
that indicates speed and timing.
Normally closed – Refers to a switch that remains
High speed digital inputs – Inputs to the ECM from closed when no control force is acting on it.
a sensor that generates varying frequencies (engine
Normally open – Refers to a switch that remains
speed and vehicle speed sensors).
OPEN when no control force is acting on it.
Horsepower (hp) – Horsepower is the unit of work
Ohm (Ω) – The unit of resistance. One ohm is the
done in a given period of time, equal to 33,000 pounds
value of resistance through which a potential of one
multiplied by one foot per minute. 1hp = 33,000 lb x
volt will maintain a current of one ampere. (SAE J1213
1 ft /1 min.
NOV82)
Hydrocarbons – Unburned or partially burned fuel
On demand test – A self test that the technician
molecules.
initiates using the EST and is run from a program in
Idle speed – the processor.
• Low idle is minimum rpm at no load.
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422 10 TERMINOLOGY
Output Circuit Check (OCC) – An On demand test Reference voltage (VREF) – A 5 volt reference supplied
done during an Engine OFF self test to check the by the ECM to operate the engine sensors.
continuity of selected actuators.
Reserve capacity – Time in minutes that a fully
pH – A measure of the acidity or alkalinity of a solution. charged battery can be discharged to 10.5 volts at 25
amperes.
Particulate matter – Particulate matter includes
mostly burned particles of fuel and engine oil. Signal ground – The common ground wire to the
ECM for the sensors.
Piezometer – An instrument for measuring fluid
pressure. Speed Control Command Switches (SCCS) – A set
of switches used for cruise control, Power TakeOff
Power – Power is a measure of the rate at which work
(PTO), and remote hand throttle system.
is done. Compare with Torque.
Steady state condition – An engine operating
Power TakeOff (PTO) – Accessory output, usually
at a constant speed and load and at stabilized
from the transmission, used to power a hydraulic
temperatures and pressures. (SAE J215 JAN80)
pump for a special auxiliary feature (garbage packing,
lift equipment, etc). Strategy – A plan or set of operating instructions
that the microprocessor follows for a desired goal.
Pulse Width Modulate (PWM) – The time that an
Strategy is the computer program itself, including
actuator, such as an injector, remains energized.
all equations and decision making logic. Strategy is
Random Access Memory (RAM) – Computer always stored in ROM and cannot be changed during
memory that stores information. Information can calibration.
be written to and read from RAM. Input information
Stroke – Stroke is the movement of the piston from
(current engine speed or temperature) can be stored
Top Dead Center (TDC) to Bottom Dead Center
in RAM to be compared to values stored in Read Only
(BDC).
Memory (ROM). All memory in RAM is lost when the
ignition switch is turned off. Substrate – Material that supports the washcoating
or catalytic materials.
Rated gross horsepower – Engine gross
horsepower at rated speed as declared by the System restriction (air) – The static pressure
manufacturer. (SAE J1995 JUN90) differential that occurs at a given air flow from air
entrance through air exit in a system. Usually
Rated horsepower – Maximum brake horsepower
measured in inches (millimeters) of water. (SAE
output of an engine as certified by the engine
J1004 SEP81)
manufacturer. The power of an engine when
configured as a basic engine. (SAE J1995 JUN90) Tachometer output signal – Engine speed signal for
remote tachometers.
Rated net horsepower – Engine net horsepower at
rated speed as declared by the manufacturer. (SAE Thermistor – A semiconductor device. A sensing
J1349 JUN90) element that changes resistance as the temperature
changes.
Rated speed – The speed, as determined by the
manufacturer, at which the engine is rated. (SAE Thrust load – A thrust load pushes or reacts through
J1995 JUN90) a bearing in a direction parallel to the shaft.
Rated torque – Maximum torque produced by an Top Dead Center (TDC) – The uppermost position of
engine as certified by the manufacturer. the piston during the stroke.
Ratiometric Voltage – In a Micro Strain Gauge Torque – A force having a twisting or turning effect.
(MSG) sensor pressure to be measured exerts force For a single force, the cross product of a vector from
on a pressure vessel that stretches and compresses some reference point to the point of application of the
to change resistance of strain gauges bonded to force within the force itself. Also known as moment of
the surface of the pressure vessel. Internal sensor force or rotation moment. Torque is a measure of the
electronics convert the changes in resistance to a ability of an engine to do work.
ratiometric voltage output.
EGES-395
10 TERMINOLOGY 423
Truck Computer Analysis of Performance and Viscosity – The internal resistance to the flow of any
Economy (TCAPE) – Truck Computer Analysis of fluid.
Performance and Economy is a computer program
Viscous fan – A fan drive that is activated when a
that simulates the performance and fuel economy of
thermostat, sensing high air temperature, forces fluid
trucks.
through a special coupling. The fluid activates the fan.
Turbocharger – A turbine driven compressor
Volt (v) – A unit of electromotive force that will move
mounted to the exhaust manifold. The turbocharger
a current of one ampere through a resistance of one
increases the pressure, temperature and density of
Ohm.
intake air to charge air.
Voltage – Electrical potential expressed in volts.
Variable capacitance sensor – A variable
capacitance sensor is measures pressure. The Voltage drop – Reduction in applied voltage from the
pressure forces a ceramic material closer to a thin current flowing through a circuit or portion of the circuit
metal disc in the sensor, changing the capacitance of current multiplied by resistance.
the sensor.
Voltage ignition – Voltage supplied by the ignition
Vehicle Electronic System Programming System – switch when the key is ON.
The computer system used to program electronically
Washcoat – A layer of alumina applied to the
controlled vehicles.
substrate in a monolith-type converter.
Vehicle Retarder Enable/Engage – Output from the
ECM to a vehicle retarder.
Vehicle Speed Sensor (VSS) – Normally a magnetic
pickup sensor mounted in the tailshaft housing of the
transmission, used to indicate ground speed.
EGES-395
424 10 TERMINOLOGY
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11 APPENDIX A: PERFORMANCE SPECIFICATIONS 425
Table of Contents
200 hp @ 2700 rpm. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .427
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426 11 APPENDIX A: PERFORMANCE SPECIFICATIONS
EGES-395
200 hp @ 2700 rpm
Engine model International® MaxxForce™ 5
50 state 2008 Model Year (MY)
Displacement 4.5 Liters
Engine rating 200 hp @ 2700 rpm (440 ft•lb @ 1800 rpm)
Engine unit code 12NTM (CityStar), 12NTT (Stripped Chassis)
Engine Family Rating Code (EFRC) 3111 (CityStar), 3112 (Stripped Chassis)
ECM part number 1883034C91
Injector part number, original equipment 1877748C1
Turbocharger part number 1877652C91
Injection timing Nonadjustable
High idle speed - automatic transmission 3200 rpm
Low idle speed 700 rpm
Key On Engine Off
Barometric pressure @ 620 ft above sea level 99.62 kPa (14.44 psi) (absolute) / 4.00 V
Engine Oil Pressure 0 kPa (0 psi)
Exhaust Back Pressure 0 kPa (0 psi) / 0.72 V
Exhaust Gas Differential Pressure 0 kPa (0 psi) / 0.69 V
Injection Control Pressure 0 MPa (0 psi) / 0.29 V
Manifold boost pressure 0 kPa (0 psi) / 0.72 V
Accelerator Position Sensor (at idle) 0.67 V / 0 %
Accelerator Position Sensor (to the floor) 3.86 V / 100 %
Exhaust Gas Recirculation Valve Position 0%
Intake Throttle Valve Position 1.1 V / 5 %
Fuel pump will run for 60 seconds at key ON.
Engine fuel pressure (min) 310 kPa (45 psi)
Engine fuel pressure (max) 448 kPa (65 psi)
Fuel pump inlet restriction (max) 6 in Hg (20 kPa)
EGES-395
Engine Cranking
20 seconds maximum crank time per attempt. Wait 2 to 3 minutes before repeating.
Cranking rpm (min) 130 rpm
Battery voltage (min) 9V
Engine oil pressure 34.5 kPa (5 psi)
Injection Control Pressure (min to start engine) 3.5 MPa (507 psi) / 0.71 V
Exhaust Gas Recirculation Valve Position always 0 %
Low idle, stabilized engine operating temperature
Readings taken at 16 °C (60 °F) ambient temperature.
Engine oil temperature should not go 6 °C (10 °F) above engine coolant temperature
Engine Coolant Temperature (at thermostat opening) 89 °C (192 °F) / 1.13 V
Engine Coolant Temperature (max before DTC is set) 117 °C (242 °F) / 0.58 V
Manifold Air Temperature 72 °C (161 °F) / 1.6 V
Exhaust Back Pressure 4.4 kPa (0.64 psi) / 0.74 V
Injection Control Pressure 4.6 MPa (681 psi) / 0.98 V
Manifold boost pressure 0 kPa (0.0 psi) / 0.74 V
Fuel pump inlet restriction (max) 20 kPa (6 in Hg)
Engine Oil Pressure (min with gauge) 82.7 kPa (12 psi)
EGES-395
High idle, stabilized engine operating temperature
Air cleaner restriction (max) 6.2 kPa (25 in H2O)
Exhaust Back Pressure 159 kPa (23 psi) / 1.96 V
Injection Control Pressure 12 MPa (1761 psi) / 2.15 V
Fuel pump inlet restriction (max with gauge) 20 kPa (6 in Hg)
Water temperature differential across radiator (top to

3 to 7 °C (6 to 12 °F)
bottom)
Manifold boost pressure 69 kPa (10 psi) / 1.29 V
Crankcase pressure (max) using Crankcase Pressure Test

1.99 kPa (8 in H2O)
Adapter ZTSE-4510
Full load, rated speed on chassis dynamometer or highway, stabilized engine operating temperature
Air cleaner restriction (max) 6.2 kPa (25 in H2O)
Exhaust Back Pressure (actual at rated speed) 269 kPa (39 psi) / 2.86 V
Injection Control Pressure 26.7 MPa (3879 psi) / 4.33 V
Fuel pump inlet restriction (max with gauge) 20 kPa (6 in Hg)
Manifold boost pressure (actual at rated speed) 193 kPa (28 psi) / 2.27 V
EGES-395
Component Specifications
Temperature Sensors (ECT, EOT, MAT)
Temperature at -18 °C (0 °F) 4.65 V / 99.3 kΩ
Temperature at 0 °C (32 °F) 4.39 V / 93 kΩ
Temperature at 21 °C (70 °F) 3.78 V / 35.3 kΩ
Temperature Sensors (IAT)
Temperature at -18 °C (0 °F) 4.25 V / 197 Ω
Temperature Sensors (EGT1, EGT2, EGT3)
Temperature at 21 °C (68°F) 0.88 V / 111.8 Ω
Temperature at 64 °C (148 °F) 1 V / 146.6 Ω
Temperature at 92 °C (198 °F) 1.05 V / 266.1 Ω
Temperature at 205 °C (401 °F) 1.29 V / 347.1 Ω
Temperature at 482 °C (899 °F) 1.76 V / 536 Ω
Other Components
Camshaft position (CMP) sensor 616 to 1275 Ω
Crankshaft position (CKP) sensor 280 to 560 Ω
Injection Pressure Regulator (IPR) valve 5.6 Ω
Injector coil 1.0 Ω ± 0.5 Ω
Boost Control Solenoid (BCS) 40 to 44 Ω
EGES-395
Automatic Transmission
Torque converter stall 2200 rpm or greater @ 5 seconds or less
Actuator Output State Test
Injection Pressure Regulator (IPR) valve Output state low – 0 %
Output state high – 98 %
Exhaust Gas Recirculation (EGR) valve Output state low – 0 %
Output state high – 90 %
Use a pressure pump and ruler on the pneumatic actuator to measure the specs below.
Turbocharger pneumatic actuator – start of actuator travel. 103 kPa (15 psi)
Turbocharger pneumatic actuator travel – normal state to

14.3 mm (9/16 in)
full travel
Inlet Air Heater
Amperage draw (at element) 45 to 70 amps within 2 seconds
Glow Plugs
Amperage draw (right side) 30 to 42 amps after 9 seconds
Amperage draw (left side) 30 to 42 amps after 9 seconds
EGES-395
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12 APPENDIX B: DIAGNOSTIC TROUBLE CODE (DTC) INDEX 433
Table of Contents
International® MaxxForce™ 5 Diagnostic Trouble Codes. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .435
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434 12 APPENDIX B: DIAGNOSTIC TROUBLE CODE (DTC) INDEX
EGES-395
International® MaxxForce™ 5 Diagnostic

Trouble Codes
DTC SPN FMI Lamp Circuit Condition Description

1112 168 3 WEL ECM PWR (page 252) B+ out-of-range HIGH
1113 168 4 WEL ECM PWR (page 252) B+ out-of-range LOW
1114 110 4 WEL ECT (page 262) ECT signal out-of-range LOW
1115 110 3 WEL ECT (page 262) ECT signal out-of-range HIGH
1121 102 3 WEL MAP (page 362) MAP signal out-of-range HIGH
1122 102 4 WEL MAP (page 362) MAP signal out-of-range LOW
1124 164 4 MIL ICP (page 325) ICP signal out-of-range LOW
1125 164 3 MIL ICP (page 325) ICP signal out-of-range HIGH
1131 91 4 WEL APS/IVS (page 210) APS signal out-of-range LOW
1132 91 3 WEL APS/IVS (page 210) APS signal out-of-range HIGH
1133 91 2 WEL APS/IVS (page 210) APS in-range fault
1134 91 7 WEL APS/IVS (page 210) APS and IVS disagree
1135 558 11 WEL APS/IVS (page 210) IVS signal fault
1143 8021 2 WEL CMP (page 235) CMP signal incorrect for CKP sync
1144 8021 8 WEL CKP (page 232) CKP signal noise detected
1146 8064 12 WEL CKP (page 232) CKP signal inactive
1147 8064 2 WEL CKP (page 232) CKP incorrect signal signature
1151 108 3 WEL ECM SELF (page 257) BAP signal out-of-range HIGH
1152 108 4 WEL ECM SELF (page 257) BAP signal out-of-range LOW
1154 171 4 none IAT (page 321) IAT signal out-of-range LOW
1155 171 3 none IAT (page 321) IAT signal out-of-range HIGH
1156 102 0 MIL* MAP (page 362) MAP signal in-range HIGH
MAP above BARO at start
1157 102 1 MIL* MAP (page 362) MAP signal in-range LOW
MAP below BARO at start
1161 105 4 WEL MAT (page 366) MAT signal out-of-range LOW
1162 105 3 WEL MAT (page 366) MAT signal out-of-range HIGH
1221 536 2 none CCS (page 229) SCCS switch circuit fault
1222 597 2 none BOO/BPS (page 222) Brake switch circuit fault
1253 97 3 none WIF (page 379) WIF signal out-of-range LOW
1254 97 4 none WIF (page 379) WIF signal out-of-range HIGH
WEL – Warn Engine Lamp MIL – Malfunction Indicator Lamp OWL – Oil and Water Lamp
* Lamp is illuminated after second or third notification
EGES-395

1255 97 5 none WIF (page 379) WIF signal open circuit fault
1276 8366 6 WEL IPR (page 350) IPR short to B+, over temperature
1277 8366 5 WEL IPR (page 350) IPR short circuit
1287 3464 1 WEL* ITV (page 357) ITVL OCC self-test failed / ITV position control
deviation below MIN threshold
1288 3464 0 WEL* ITV (page 357) ITVH OCC self-test failed / ITV position control
deviation above MAX threshold
1293 7318 3 MIL ITV (page 357) ITVP signal out-of-range HIGH
1294 7318 4 MIL ITV (page 357) ITVP signal out-of-range LOW
1295 51 4 MIL ITV (page 357) ITV H-Bridge Electrical Check
1298 51 2 MIL ITV (page 357) ITV operation fault – under V, over amp, over temp /
ITV H-bridge electrical check
1299 175 10 WEL* EOT (page 298) EOT in-range fault
1311 175 4 WEL EOT (page 298) EOT signal out-of-range LOW
1312 175 3 WEL EOT (page 298) EOT signal out-of-range HIGH
1328 164 2 MIL ICP Sensor (page ICP signal constant
325)
1362 412 0 WEL* EGR (page 279) EGR valve internal high circuit failure
1363 412 1 WEL* EGR (page 279) EGR valve internal low circuit failure
1374 7279 11 none IAH (page 316) IAH relay circuit fault
1375 7264 11 none GPC (page 311) Glow Plug Relay circuit fault
1396 7137 12 none EGR (page 279) EGRV initialization fault
1397 7137 4 none EGR (page 279) EGR position in-range fault
1398 8327 7 none EGR (page 279) EGR unable to achieve desired position
1729 3251 4 MIL EGDP (page 274) EGDP signal out-of-range LOW
1731 3251 3 MIL EGDP (page 274) EGDP signal out-of-range HIGH
1737 3241 4 MIL EGT1 (page 283) EGT1 signal out-of-range LOW
1738 3241 3 MIL EGT1 (page 283) EGT1 signal out-of-range HIGH
EGES-395

2179 97 2 none WIF (page 379) Water in fuel detected
2313 100 1 OWL EWPS (page 302) EOP below Warning level
2314 100 7 OWL EWPS (page 302) EOP below Critical level
2315 190 0 none EWPS (page 302) Engine speed above Warning level
2319 518 2 none EWPS (page 302) Torque limited to control engine overheat
2321 110 0 OWL EWPS (page 302) ECT above Warning level
2322 110 7 OWL EWPS (page 302) ECT above Critical level
2323 111 1 OWL EWPS (page 302) and ECL below Warning / Critical level
ECL (page 249)
2324 593 14 OWL IST (page 354) Engine stopped by IST
2327 164 10 none ICP SYS (page 330) ICP abnormal rate of change
2332 164 13 MIL* ICP Sensor (page ICP above KOEO spec
325)
2335 8392 1 none ICP SYS (page 330) ICP unable to build during engine cranking
2338 1639 1 WEL EFAN (page 267) Engine fan speed too low.
2351 7129 1 MIL* AMS (page 207) EBP below desired level
2352 7129 0 MIL* AMS (page 207) EBP above desired level
2368 8146 7 WEL EGR (page 279) EGR valve communication fault
2369 1378 2 none Engine oil service required
2372 94 1 WEL EFP (page 271) Fuel pressure below normal
2388 2659 0 MIL* AMS (page 207) EGR flow excessive - possible leak to atmosphere
2389 2659 1 MIL* AMS (page 207) EGR flow insufficient - possible plugged system
2391 2791 11 MIL EGR (page 279) EGR valve internal circuit failure
2392 7138 6 MIL EGR (page 279) EGR duty cycle above limit
2393 7137 2 MIL EGR (page 279) EGR position sensor fault
2394 8146 2 MIL EGR (page 279) EGR valve not receiving ECM CAN messages
2395 7317 3 WEL* EGR (page 279) EGRH OCC self-test failed
2396 7317 4 WEL* EGR (page 279) EGRL OCC self-test failed
2543 1136 2 none CAN public (page 225) CAN error present, missing message from TCM
2544 8329 7 none CAN public (page 225) ECM unable to send CAN messages
2614 7277 10 WEL FPC (page 306) Fuel Pump Relay circuit fault
2673 3242 2 MIL EGT2 (page 287) EGT2 not warming along with engine
2674 3242 2 MIL EGT2 EGT2 reading off compared to EGT1 and EGT3
EGES-395

2675 3241 2 MIL EGT1 (page 283) EGT1 temp not increasing with engine temp
2676 3241 1 MIL EGT1 (page 283) EGT1 reading off compared to EGT2 and EGT3
2677 3245 2 MIL EGT3 (page 291) EGT3 not warming along with engine
2678 3245 1 MIL EGT3 (page 291) EGT3 reading off compared to EGT1 and EGT2
2681 3242 1 WEL* EGT2 (page 287) EGT2 reading off compared to EGT1 and EGT3
2688 8302 0 MIL AFT SYS (page 200) DPF over temperature - possible filter damage
2699 3251 1 MIL EGDP (page 274) EGDP below desired level
2732 3251 2 MIL* EGDP (page 274) EGDP stuck in-range fault
2733 3251 10 MIL* EGDP (page 274) EGDP mismatch between key-on/off
2782 8317 13 WEL* AFT SYS (page 200) DPF servicing required
2783 8318 13 none AFT SYS (page 200) DPF load: above Warning level
2784 8319 13 WEL AFT SYS (page 200) DPF load: above Critical level 1 - engine de-rate
2785 8320 13 WEL AFT SYS (page 200) DPF load: above Critical level 2 - further engine
de-rate
3333 8492 0 MIL* ICP SYS (page 330) ICP above desired level
3334 8492 1 MIL* ICP SYS (page 330) ICP below desired level
3341 1209 4 MIL EBP (page 240) EBP signal out-of-range LOW
3342 1209 3 MIL EBP (page 240) EBP signal out-of-range HIGH
3373 164 15 WEL ICP SYS (page 330) ICP too high during test
3374 164 17 none ICP SYS (page 330) ICP unable to build during test
4411 8001 6 WEL INJ (page 335) Cyl 1 close coil: open circuit
4421 8001 5 WEL INJ (page 335) Cyl 1 open coil: open circuit
4431 8001 4 WEL INJ (page 335) Cyl 1 open coil: short circuit
EGES-395

4441 8001 3 WEL INJ (page 335) Cyl 1 close coil: short circuit
4515 8151 5 WEL INJ (page 335) Bank A injector open coil short
4516 8151 6 WEL INJ (page 335) Bank A injector close coil short
4521 8152 5 WEL INJ (page 335) Bank B injector open coil short
4522 8152 6 WEL INJ (page 335) Bank B injector close coil short
4551 8021 12 WEL CMP (page 235) CMP signal inactive
4552 8022 2 WEL CMP (page 235) CMP loss of sync
4553 8022 12 WEL CKP (page 232) CKP signal inactive
4554 8022 7 WEL CKP (page 232) CKP loss of sync
4555 8064 8 WEL CKP (page 232) CKP signal noise detected
4556 8022 8 WEL CKP (page 232) CKP period too short
4611 8021 13 WEL CKP (page 232) CKP signature one tooth off
CMP (page 235) and
4612 8021 7 WEL CKP (page 232) CMP to CKP incorrect reference
5382 1136 0 WEL ECM SELF (page 257) ECM error – over temperature
5618 8334 2 none ECM SELF (page 257) ECM error – SPI-BUS error 1
5619 8334 12 none ECM SELF (page 257) ECM error – SPI-BUS error 2
5627 8333 12 none ECM SELF (page 257) ECM error – Checksum program
5628 8333 2 none ECM SELF (page 257) ECM error – Checksum dataset
5632 8254 12 none ECM SELF (page 257) ECM error – RAM/CPU self-test fault
5633 8254 0 none ECM SELF (page 257) ECM error – CPU load above maximum
5634 8336 12 none ECM SELF (page 257) ECM error – MQPS daisy chain failure
5635 8337 12 none ECM SELF (page 257) ECM error – OCT daisy chain failure
EGES-395

5636 8338 12 none ECM SELF (page 257) ECM error – QPS daisy chain failure
5644 190 2 WEL ECM SELF (page 257) ECM error – Engine speed limitation
5645 7253 7 none ECM SELF (page 257) ECM error – EEPROM failure
5646 190 14 WEL ECM SELF (page 257) ECM error – Engine Speed: monitoring
5649 1136 14 WEL ECM SELF (page 257) ECM error – A/D conversion monitoring
5652 8240 14 none ECM SELF (page 257) ECM error – NVMY channel
5653 8300 14 WEL ECM SELF (page 257) ECM error – PPS monitoring
5656 8335 14 WEL ECM SELF (page 257) ECM error – Processor monitoring
5666 8339 4 WEL VREF (page 372) VREF engine voltage below min
5667 8339 3 WEL VREF (page 372) VREF engine voltage above max
5668 8340 4 WEL VREF (page 372) VREF chassis voltage below min
5669 8340 3 WEL VREF (page 372) VREF chassis voltage above max
5671 8341 4 WEL VREF (page 372) VREF body voltage below min
5672 8341 3 WEL VREF (page 372) VREF body voltage above max
EGES-395
13 APPENDIX C: TECHNICAL SERVICE INFORMATION (TSI) 441
Table of Contents
Description. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .443
EGES-395
442 13 APPENDIX C: TECHNICAL SERVICE INFORMATION (TSI)
EGES-395
13 APPENDIX C: TECHNICAL SERVICE INFORMATION (TSI) 443
Description product enhancements and field service issues. File

TSIs in this section for supplemental reference.
Technical Service Information (TSI) letters are
periodically published to inform service technicians of
EGES-395
444 13 APPENDIX C: TECHNICAL SERVICE INFORMATION (TSI)
EGES-395
Printed in the United States of America

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8 DIAGNOSTIC TOOLS AND ACCESSORIES 383

Electronic Tools and Accessories. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .385

Mechanical Tools. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .393

Oil Fill Extension. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .399

Electronic Circuit Testing. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .401

16-pin Breakout Harness

Figure 258 1180–N4–0X0

The 180 Pin Breakout Box allows testing of electronic

3-banana Plug Harness 42-pin Engine to Chassis Interface Cable

Figure 260 ZTSE4498

Figure 262 3042–N4

76-pin Engine and Chassis Cables

Figure 261 3036 Injector Harness

The 36-pin Injector Driver Cable with breakout box

Figure 264 ZTSE4497

The 500 Ohm Resistor Harness is used for sensor end

Actuator Breakout Harness

Figure 266 ZTSE4575

The Amp Clamp is used to measure amperage draw

APS/IVS Breakout Harness • DDP Breakout Harness (ZTSE4761)

Digital Multimeter (DMM)

Figure 267 ZTSE4485

The APS/IVS Breakout Harness is used to measure

Breakout Harnesses Kit

Figure 269 ZTSE4357 or Purchase Locally

Figure 268 ZTSE4505E The DMM is used to troubleshoot electrical

EGR Valve Breakout Harness EZ-Tech® Electronic Service Tool (EST)

Figure 270 ZTSE4758

EGR Valve Breakout Harness is used to measure

The following graphic shows the breakout harness

Figure 272 J-45067

The EST is used to run MasterDiagnostics® software

IC4–USB Interface Cable Exhaust Temperature Breakout Harness

Figure 275 ZTSE4760

The Exhaust Temperature Breakout Harness is used

Glow Plug Sensor Harness

DDP Breakout Harness

Figure 276 ZTSE4808

The Glow Plug Sensor Harness is used to measure

Figure 274 ZTSE4761

The DDP breakout harness is used to measure

Intake Throttle Valve Breakout Harness Relay Breakout Harness

Figure 277 ZTSE4765

The Intake Throttle Valve Breakout Harness is used to

Main Power Relay Breakout Harness

Figure 278 ZTSE4347

The Pressure Sensor Breakout Harness is used to

Temperature Sensor Breakout Harness Terminal Test Adapter Kit

Figure 281 ZTSE4483

Temperature Sensor Breakout Harness ZTSE4483 is

Temperature Sensor Breakout Harness

Figure 283 ZTSE4435C

The Terminal Test Adapter Kit is used to access

Figure 282 ZTSE4602

Temperature Sensor Breakout Harness ZTSE4602 is

Mechanical Tools • 60-1100 kPa (0-160 psi) gauge may be used to

Fuel Pressure Gauge

Figure 284 ZTSE4341

The CACTest Kit is used to pressurize the charge air

Gauge Bar Tool