International VT 365 Engine Programs II & III

®

Study Guide International ® VT 365 Engine, Program

s II & III TM

T-120701

International® VT 365 EnginePrograms II & III

Study GuideTMT-120701

A NAV I STAR C O M PANY

©2007 International Truck and Engine Corporation,4201 Winfield Road, Warrenville, IL 60555.

All rights reserved.

No part of this publication may be duplicated or stored in an information retrieval system without the express written permission of

International Truck and Engine Corporation.

PROGRAM IIModule 1: Introduction ....................................................5

Determining Which Test Procedure to Use ................................... 5Module 2: Hard Start/No Start Diagnostics ...............9

Filling Out the Hard Start/No Start Form ..................................... 10Preliminary Inspection ....................................................................... 151. Initial Ignition Switch On .............................................................. 162. Engine Cranking ............................................................................ 193. Visual Inspection............................................................................23

Fuel System ....................................................................................23Engine Oil ....................................................................................... 24Coolant ............................................................................................25Electrical ..........................................................................................25Air—Intake ........................................................................................26Air—Exhaust .....................................................................................26

Fuel System .........................................................................................26Fuel Pressure and Aerated Fuel .................................................26Fuel Pressure Test Port ...............................................................30Fuel Quality .....................................................................................32Fuel Inlet Restriction .....................................................................34

5. Diagnostic Trouble Codes ...........................................................37Checking KOEO Sensor Values ................................................37Diagnostic Trouble Code Access Using Switches ...............40

6. KOEO Standard Test ....................................................................427. KOEO Injector Test .......................................................................448. EST Data List .................................................................................46Alternate Test Procedures ................................................................ 51

Monitoring EOP at Lube Oil Pressure Test Port .................... 51Monitoring ICP Using a Breakout Harness .............................52Monitoring Engine Systems Using a Breakout Box ...............53

Special Test Procedures .................................................................. 57Module Loss of Power ...................................................................... 57

ECM Power .................................................................................... 57Voltage Measurement at ECM with Breakout Box ................59IDM Power ...................................................................................... 61

Table of Contents

PROGRAM II Continued Cold Starting Problems .............................................................................. 65

1. Glow Plug System .........................................................................65Glow Plug System Checks ..............................................................662. Relay Checks .................................................................................673. Glow Plug Checks ........................................................................68Low ICP System Pressure (ESN 112360 and above) ..............691. ICP System Check ........................................................................722. IPR Function/Leak Check ...........................................................733. Internal Leak Check ......................................................................764. Under Valve Cover Leak Test ......................................................775. Cylinder Head Isolation ................................................................80Low ICP System Pressure (ESN 000082 to ESN 112359) .... 811. ICP System Check ........................................................................832. IPR Function Check ......................................................................863. IPR Isolation Check ......................................................................874. Internal Leak Check ......................................................................885. Under Valve Cover Check ...........................................................90

Table of Contents

Table of ContentsPROGRAM III ................................................................97Module 1: Performance Diagnostics ..........................97

1. Engine Oil ......................................................................................1012. Fuel .................................................................................................1023. Fuel Pressure ...............................................................................1044. Fuel Inlet Restriction ...................................................................1065. Diagnostic Trouble Codes .........................................................1086. KOEO Standard Test ..................................................................1087. KOEO Injector Test .....................................................................1098. Diagnostic Trouble Code Access Using Switches ............. 1109. Intake Restriction ......................................................................... 11210. EGR Position .............................................................................. 11411. Exhaust Restriction .................................................................... 116Monitoring EBP Using the Pressure Sensor Breakout Harness ..................................................................... 11812. KOER Standard Test ................................................................ 11913. Torque Converter Stall (Automatic Only) .............................12114. Boost Pressure (Full Load) .....................................................122Monitoring Boost Using the Pressure Sensor Breakout Harness .....................................................................12515. Fuel Pressure (Full Load) ........................................................12516. Injection Control Pressure.......................................................127Oil Aeration Detection .....................................................................129Monitoring ICP Using the Pressure Sensor Breakout Harness .....................................................................13017. Crankcase Pressure ..................................................................13118. Injector Disable ..........................................................................13419. Relative Compression ..............................................................13820. Air Management ........................................................................139

®


International® VT 365 EngineProgram II:

Hard Start/No StartDiagnostics

International® VT 365 Engine, Program II: Hard Start/No Start Diagnostics 3

International® VT 365 Engine, Program II: Hard Start/No Start Diagnostics

Welcome to the International® VT 365 Engine Series Programs II and III.

This DVD demonstrates how to properly diagnose VT 365 hard start/no start and performance issues.

The test procedures outlined in this program, when properly followed, are designed to reduce repair time, increase up time, and maximize customer satisfaction.

Be sure that you have completed the first program in the series entitled, “International® 2004 VT 365 Engine Program I: Introduction” before attempting this program.

This DVD contains programs two and three in the series. Program II consists of Module 1: Introduction, and Module 2: Hard Start/No Start Diagnostics. Program III covers Performance Diagnostics.

To receive credit for each program, you will be required to take a post-test for each one on ISIS®/Education/Service/Online Testing.

“The test procedures outlined in this program, when properly followed, are designed to reduce repair time, increase up time, and maximize customer satisfaction.”

“The test procedures outlined in this program, when properly followed, are designed to reduce repair time, increase up time, and maximize customer satisfaction.”

4 International® VT 365 Engine, Program II: Hard Start/No Start Diagnostics

Before beginning the diagnostic process, be aware that diagnostic procedures won’t work effectively if any step is skipped or omitted. When the result of a test shows a problem exists, the problem must be corrected. After it is corrected, the remaining diagnostics will not need to be completed.

To assist with the process, the Diagnostics Form must be used to take the test instructions to the truck. The form provides a way to document and collect all test results. It also helps organize the diagnostic process and serves as a warranty document.

“...be aware that diagnostic

procedures won’t work effectively if

any step is skipped or omitted.”

“...be aware that diagnostic

procedures won’t work effectively if

any step is skipped or omitted.”


Introduction

Determining Which Test Procedure to Use

Let’s take a few minutes to review which types of complaints warrant Hard Start/No Start Diagnostics, which warrant Performance Diagnostics, and which ones warrant Special Test Procedures.

First, if you find that the starter motor will not crank the engine over. Go to ISIS®/Technical publications/Master Service Manual.

Under Search 1 Major Group, select Electrical.

Under Model, select the vehicle you’re working on.

Click on Search 1.

Select the appropriate electrical system troubleshooting guide for the build year you have.

Select engine cranking and perform the appropriate diagnostics.

If the complaint is that the engine will not start or is hard to start, then follow the diagnostics steps in order on the Hard Start/No Start Form.

Module 1Module 1Objectives:

The technician will be able to:

• Identify program purpose and content.

• Understand the importance of using the diagnostics forms and completing all steps.

• Determine and locate the proper type of diagnostic procedures to use, based on the type of complaint.

Objectives:


• Identify program purpose and content.

• Understand the importance of using the diagnostics forms and completing all steps.

• Determine and locate the proper type of diagnostic procedures to use, based on the type of complaint.


If there is a performance complaint, including low power, poor launch, or rough running, then follow the diagnostic steps in order on the Performance Diagnostics Form.

For specific symptoms such as low oil pressure, overheating, or fuel consumption issues, go to ISIS®/Technical publications/Master Service Manual.

Under Search 2 Engine, select VT 365.

Click on Search 2.

Select Engine Diagnostics.

Select Engine Symptoms Diagnostics.

Click on Test Procedures.

“For specific symptoms such as

low oil pressure, overheating, or

fuel consumption issues, go to

ISIS®/Technical publications/

Master Service manual.”

“For specific symptoms such as

low oil pressure, overheating, or

fuel consumption issues, go to

ISIS®/Technical publications/

Master Service manual.”

NOTES



Hard Start/No Start Diagnostics

When performing engine diagnostics, repair, or maintenance, keep in mind that proper service techniques, environmental concerns, and safety are the most important parts of this process.

Be sure to follow each warning, caution, and note as they are presented throughout this training program.

Warnings indicate procedures and safety measures that must be followed precisely to avoid the risk of death or personal injury to yourself or other shop personnel, and to avoid damage to the vehicle, equipment or components.

Cautions indicate a procedure that you must follow exactly to avoid equipment or component damage.

Notes indicate operations, procedures, or instructions that are important for proper service.

When performing service work of any kind, always protect the interior of the vehicle by using a paper floor mat, a steering wheel cover, and a seat cover.

Module 2Module 2

Objectives:


• Properly access, follow, and complete the Hard Start/No Start form.

• Diagnose the cause of hard start/no start complaints.

Objectives:


• Properly access, follow, and complete the Hard Start/No Start form.

• Diagnose the cause of hard start/no start complaints.

Before beginning diagnostic or service procedures, always shift the transmission to park or neutral, set the parking brake, and block the wheels.

warning!


warning!


When working on the engine, keep the work area and tools as clean as possible. Also, clean all connections before disconnecting or removing components.

As components are removed, cover all openings to protect the engine.

Be sure that you know the location of properly rated and charged fire extinguishers.

Be sure you know the location of an emergency eyewash station.

Filling Out the Hard Start/No Start Form

Before starting the diagnostic tests, obtain a Hard Start/No Start Form. Form EGED-330 is available from the International order desk or at ISIS®, in Dealer Administrations, Select Forms.

Next, begin to fill out the form. Complete the technician name and clock number, date, the vehicle unit number, or the dealer’s tag number, and the customer complaint information.

Then, continue filling out the heading on the form by entering the last eight of the vehicle identification number, or VIN, as found on ISIS®.

Always provide ventilation when operating an engine in an enclosed area. Inhalation of exhaust gas can be fatal.

warning!


warning!

Whenever performing procedures that require the batteries to be disconnected, always disconnect the main negative battery cable first. When reconnecting, always connect the main negative battery cable last.

warning!


warning!

When working with the engine, always wear safety glasses with side shields and chemical-blocking nitrile gloves.

warning!


warning!

NOTES



First match the build date on ISIS® to the VIN plate. Then enter it on the form along with the engine horse power, engine control module, or ECM, calibration, injector drive module, or IDM, calibration, transmission type, and engine serial number.

Next, it is vital to record any test specifications on the form before starting the tests so the results of the test can be checked immediately. Specifications for the tests are not pre-printed on the form. Instead, they must be transferred from the performance specification section of the Diagnostics Manual on ISIS® to the Diagnostics Form before conducting tests.

Go to ISIS®/Technical publications/Master Service Manual.


Click on Search 2.


Select Appendix A—Performance Specifications.

Pick the engine horse power and record the engine family rating code, injector number, and turbocharger number.

Fill in the turbocharger number and injector number only when incompatible components are suspected.

noteFill in the turbocharger number and injector number only when incompatible components are suspected.

note

The engine serial number is located on the engine block below the left rear cylinder head. It is also located on the valve cover engine emission label.

noteThe engine serial number is located on the engine block below the left rear cylinder head. It is also located on the valve cover engine emission label.

note

If your engine horse power and engine family rating code are not listed refer to ISIS® under TSI letters for the most current ratings list.

noteIf your engine horse power and engine family rating code are not listed refer to ISIS® under TSI letters for the most current ratings list.

note

NOTES



For Test 2, record minimum engine cranking revolutions per minute, or rpm.

For Test 4, record fuel pressure and fuel restriction specifications.

For test 8, write down the Electronic Service Tool, or EST, data list specs, including voltage battery, or VBAT, rpm, engine oil pressure, or EOP, and injector control pressure, or ICP.

To find the key-on engine-off, or KOEO, ICP maximum for test 5, go to electronic system control diagnostics.

Select circuit diagnostics.

Next, click on injector control pressure sensor.

Then scroll down to ICP pinpoint diagnostics and refer to the ICP diagnostic trouble code.

Next, using MasterDiagnostics®, open a VIN session by selecting the VIN+ icon.

Verify the following match the vehicle specifications that you have just documented on the form, including the VIN, ECM calibration, IDM calibration, rated horse power, engine family rating code, engine serial number, and transmission.

“Verify the following match

the vehicle specifications

that you have just documented on

the form, including the VIN, ECM

calibration, IDM calibration, rated

horse power, engine family

rating code, engine serial number, and

transmission.”

“Verify the following match

the vehicle specifications

that you have just documented on

the form, including the VIN, ECM

calibration, IDM calibration, rated

horse power, engine family

rating code, engine serial number, and

transmission.”


Finally, enter the following information on the form:

• the odometer miles

• engine hours

• intake air temperature

• and coolant temperature

Also keep in mind that when the complaint is the engine will not start under specific conditions, perform the Hard Start/No Start tests under those conditions.

Preliminary Inspection

Before starting any diagnostic procedures, perform a thorough visual walk-around inspection.

The visual inspection process is critical. It allows the tech to avoid wasting time on diagnostic procedures, when the problem is obvious through careful visual inspection.

Be sure to have an inspection light to help with the process.

Look specifically at the electronic control system including the ECM and IDM power connections and fuses.

Before starting this procedure make sure the parking brake is set, the transmission is in neutral, and the wheels are blocked.

warning!

Before starting this procedure make sure the parking brake is set, the transmission is in neutral, and the wheels are blocked.

warning!

“The visual inspection process is critical. It allows the tech to avoid wasting time on diagnostic procedures, when the problem is obvious through careful visual inspection.”

“The visual inspection process is critical. It allows the tech to avoid wasting time on diagnostic procedures, when the problem is obvious through careful visual inspection.”


Check the air induction system for obvious leaks.

Check the fuel system including the tank and lines. Look for damage or leaks.

Inspect the base engine systems for oil or coolant leaks.

Be sure to rule out obvious problems such as broken components, damage, or leaking fluids.

1. Initial Ignition Switch On

The Initial Ignition Switch On test verifies that the ECM and IDM are powered up and that the ECM hasn’t detected water in the fuel.

Some possible causes of no injector pre-cycle are:

• no key power (VIGN)

• a defective ECM or IDM ground circuit

• no power from the main power relay to the ECM or IDM

• ICP sensor bias high (above 500 psi or 3.45 MPa)

“Be sure to rule out obvious problems

such as broken components,

damage, or leaking fluids.”

“Be sure to rule out obvious problems

such as broken components,

damage, or leaking fluids.”


• the controller area network, or CAN, 2 link is not working

• the ECM or IDM has failed

Some possible causes of no Wait to Start lamp are:


• a defective ECM ground circuit

• no power from the main power relay to the ECM

• ECM failure

• the lamp is burned out (will not affect starting)

• the CAN 1 link to instrument panel is not working (will not affect starting)

• incorrect or incomplete ECM programming (glow plugs not programmed on)

Some possible causes of Water In Fuel lamp on are:

• water in fuel

• electrical circuit failure

• circuit fault

“Possible causes of Water In Fuel lamp on…”

“Possible causes of Water In Fuel lamp on…”


First turn on the ignition switch but DON’T start the engine.

Check for the Wait To Start lamp and the Water In Fuel lamp.

If the Water In Fuel lamp is on, check for water in the fuel system.

Route a hose from the fuel drain tube into a clear container.

Open the fuel drain valve.

Drain water from the fuel filter housing.

Verify that the fuel source is not contaminated.

Also listen for the injector pre-cycle. Note that the pre-cycle noise is relatively quiet and that shop noise can drown out the sound of injector pre-cycle.

Also, don’t mistake the sound of the instrument panel cycle self-test or the ABS self-check for the injector pre-cycle.

If pre-cycle noise was not heard or missed, cycle the ignition switch and listen again.

If pre-cycle noise is still not heard, the ECM may not be powered up.

“...the pre-cycle noise is relatively

quiet...”

“...the pre-cycle noise is relatively

quiet...”


Check for diagnostic trouble codes, or DTCs.

If the EST is not communicating with the ECM, go to Special Test Procedures on the ECM Power Diagnostic Form.

Another reason why the injectors don’t pre-cycle is that the IDM may not be powered up. Check DTCs and go to Special Test Procedures on the diagnostic form, IDM Power.

If the injector pre-cycle noise is heard, and the Wait To Start lamp and Water In Fuel lamp come on and off, then continue to the next diagnostic test.

2. Engine Cranking

The purpose of the Engine Cranking test is to determine if the engine turns over, the instrument panel receives a signal from the ECM that rpm and oil pressure are sufficient, and fuel is getting into the cylinders.

Some possible reasons why the engine will not turn over are:

• low or no battery power


• insufficient power to the ECM

“Another reason why the injectors don’t pre-cycle is that the IDM may not be powered up.”

“Another reason why the injectors don’t pre-cycle is that the IDM may not be powered up.”


• starting system failure

• circuit fault for Engine Crank Inhibit (ECI)

• cylinder hydraulic lock

• cylinder mechanical lock (timing incorrect; valve/piston contact)

Some possible causes of insufficient rpm are:

• low battery power

• starter motor problem

• incorrect oil viscosity

• cold temperature

Some possible causes of insufficient oil pressure are:

• oil gauge error on the instrument panel (will not affect starting)

• l ow oil level (oil leak or incorrect servicing)

• high oil level (incorrect servicing, fuel in oil, coolant in oil)

• incorrect oil viscosity

• stuck oil pressure regulator

“Possible causes of insufficient rpm…”

“Possible causes of insufficient rpm…”

“Possible causes of insufficient

oil pressure…”

“Possible causes of insufficient

oil pressure…”


• scored or damaged oil pump or front cover

• EOP sensor biased (will not affect starting)

• incorrect EOP sensor or circuit fault (will not affect starting)

• broken, missing, or loose piston cooling tubes

• missing, damaged, or worn bearing inserts or camshaft bushings

• lifter missing (will also have performance problems)

Some possible causes of excessive exhaust smoke with hard start/no start concern are:

• poor fuel quality

• insufficient cylinder temperature

• loose injector

• low compression

• excessive air inlet or exhaust restriction

• damaged injector (split tip)

• base engine timing incorrect

“Possible causes of excessive exhaust smoke with hard start/no start concern…”

“Possible causes of excessive exhaust smoke with hard start/no start concern…”


• combustion leak to fuel

• EGR stuck open

• glow plug system not operating

Some reasons why there may be no exhaust smoke or a cylinder not receiving fuel are:

• fuel supply system concern

• ECM and IDM communication failure

• ICP sensor bias high (above 500 psi [3.45 MPa])

• combustion leak to fuel supply (fuel rail)

• base engine timing incorrect

Turn the ignition switch to the START position. Check the rpm on the instrument panel. Record the results on the Diagnostic Form.

If the engine speed is below specification, the engine will not start. Check the batteries. Also check for DTCs if the engine seems to be turning over fast enough to start, but no rpm are indicated on the instrument panel.

“Check for DTCs if the engine seems to be

turning over fast enough to start,

but no rpm are indicated on the

instrument panel.”

“Check for DTCs if the engine seems to be

turning over fast enough to start,

but no rpm are indicated on the

instrument panel.”


Check the oil pressure displayed on the instrument panel. Record results on Diagnostic Form.

If oil pressure does not build while cranking the engine, oil may not be feeding the high-pressure oil system. Check the oil level.

Check for exhaust smoke and record the color of any smoke on the Diagnostic Form.

If there is no smoke from the exhaust during engine crank, fuel may not be getting to the engine cylinders. Perform Test 4 Fuel System.

3. Visual Inspection

The visual inspection verifies fluid levels and rules out engine control system damage. The engine is checked for any fluid leaks, any open connections, and any harness chaffing.

Fuel System

Check the fuel level using the gauge and at the tank.

Inspect the entire fuel system for leaks or damage.

Record and repair any concerns.

Typically, smoke indicates that fuel is getting into the cylinders. However, fuel pressure should be measured to ensure sufficient fuel supply.

noteTypically, smoke indicates that fuel is getting into the cylinders. However, fuel pressure should be measured to ensure sufficient fuel supply.

note


Engine Oil

Park the vehicle on level ground and check the oil level.

If the oil level is too low, the fuel injectors will not work correctly. If the oil level is above full, the engine has been incorrectly serviced, fuel is in the oil, or coolant is in the oil.

Inspect the oil for contamination.

Engine oil level will vary depending on the temperature of the engine.

If the oil is contaminated, go to ISIS®/Technical publications/Master Service Manual.

Under Search 2 engine, select VT 365.

Click on Search 2.



Click on Test Procedures: Fuel in Lube Oil or Coolant in Lube Oil.

If oil level is low, fill to the correct level and recheck to see if the start up concern has been corrected.

Never check the oil level with the engine running or immediately after engine shutdown as an inaccurate reading will be obtained. Allow 15 minute drain down time.

noteNever check the oil level with the engine running or immediately after engine shutdown as an inaccurate reading will be obtained. Allow 15 minute drain down time.

note

When the crankcase lube oil is contaminated with coolant, the oil will have a dark pink or pinkish sludgy appearance.

noteWhen the crankcase lube oil is contaminated with coolant, the oil will have a dark pink or pinkish sludgy appearance.

note


Check the operator’s manual for the proper oil grade and viscosity for ambient operating temperatures. Check against engine service records. Do NOT use 15W40 oil below 20°F (–7°C).

Long oil drain intervals can increase oil viscosity; thicker oil will make engine cranking and starting more difficult below freezing temperatures.

Confirm that the oil meets the correct API category.

Go to ISIS®/Technical publications/Operations Manual.

Select the Operate Manual.

Go to the section on lubrication requirements.

Again, record and repair any concerns.

Coolant

Check the coolant level in the de-aeration tank.

Inspect the entire cooling system for leaks.

Electrical

Check the injector pressure regulator, or IPR, cam position sensor, or CMP,

“Check the operator’s manual for the proper oil grade and viscosity for ambient operating temperatures.”

“Check the operator’s manual for the proper oil grade and viscosity for ambient operating temperatures.”

“Long oil drain intervals can increase oil viscosity…”

“Long oil drain intervals can increase oil viscosity…”

“Check the injector pressure regulator, or IPR, cam position sensor, or CMP, and crankshaft sensor, or CKP, connections.”

“Check the injector pressure regulator, or IPR, cam position sensor, or CMP, and crankshaft sensor, or CKP, connections.”


and crankshaft sensor, or CKP, connections.

Check the wiring harness for rubbing or chaffing.

Air—Intake

Check the air filter minder. Inspect the entire air intake system for leaks that can allow unfiltered air to enter the engine.

Inspect for damaged tubing that can restrict air flow to the engine.

Air—Exhaust

Check the exhaust for damage that can cause a restriction.

Record and repair any concerns with any coolant, electrical, air or exhaust according to the findings of your inspection.

Fuel System

Fuel Pressure and Aerated Fuel

Some possible causes of low or no fuel pressure are:

• low fuel level in the fuel tank

“Inspect the entire air intake system for leaks

that can allow unfiltered air to

enter the engine.”

“Inspect the entire air intake system for leaks

that can allow unfiltered air to

enter the engine.”

For starting concerns with engine coolant temperature or ECT below 60°F (16°C), verify that the glow plugs are working before continuing. See Special Test Procedures: Cold Starting Problems.

noteFor starting concerns with engine coolant temperature or ECT below 60°F (16°C), verify that the glow plugs are working before continuing. See Special Test Procedures: Cold Starting Problems.

note


• inline fuel valve (if equipped) could be shut off

• failed seals or fuel lines between fuel tanks

• ice in the fuel lines

• inoperative fuel tank transfer pump

• fuel tank pickup tube cracked

• failed or debris in the fuel regulator valve

• failed fuel pump

Restriction from the fuel tank to the fuel pump can cause low fuel pressure. This may be caused by the following:

• dirty filter element

• debris or rust in the fuel strainer

• plugged supplemental filters

• plugged water separators

• debris in the tank

• kinked or bent fuel supply line

• blocked pickup tube


“Restriction from the fuel tank to the fuel pump can cause low fuel pressure.”

“Restriction from the fuel tank to the fuel pump can cause low fuel pressure.”


• waxed or jelled fuel in the fuel filter (usually Grade 2-D)

A leak on the suction side of the fuel pump can inject air into the system and cause low fuel pressure, most noticeable under load. This may be caused by the following:

• failed seal for inlet fitting in fuel filter housing

• supply filter or water separator leaking

• strainer drain valve loose or damaged

• strainer bowl warped or damaged

• missing O-ring from the strainer bowl

• damaged seals on steel inlet tube to fuel pump

Some possible causes of aerated fuel/normal-to-high fuel pressure or pulsating fuel pressure are:

• debris in the fuel regulator valve

• inoperative fuel pressure regulator valve

“Possible causes of aerated fuel/normal-to-high

fuel pressure…”

“Possible causes of aerated fuel/normal-to-high

fuel pressure…”


• combustion gases leaking into the fuel system

Check to make sure the engine has not run out of fuel.

An engine that has run out of fuel will require priming.

Go to ISIS®/Technical publications/Master Service Manual.


Click on Search 2.



Click on Test Procedures: Priming the Fuel System.

The Fuel Pressure and Aerated Fuel test checks for correct fuel pressure and aerated fuel.

You will need the following special tools to perform these tests:

• fuel pressure test gauge ZTSE4681

• fuel oil pressure test coupler ZTSE4526

“The Fuel Pressure and Aerated Fuel test checks for correct fuel pressure and aerated fuel.”

“The Fuel Pressure and Aerated Fuel test checks for correct fuel pressure and aerated fuel.”


• fuel pressure test fittings ZTSE4542 and ZTSE4601

Next, remove the fuel pressure test port plug from the fuel filter housing.

Fuel Pressure Test Port

Install the fuel pressure test fittings into the test port.

Connect the fuel pressure gauge to the test fitting.

Route the clear hose into a drain pan.

Crank the engine for 20 seconds. Measure fuel pressure with the shut-off valve closed. Open the valve to check for aeration.

Record the results on the Diagnostic Form.

If the fuel is aerated and pressure is pulsating or rises to a very high pressure, conduct the following procedure.

Drain the fuel filter housing into a suitable container.

Open the drain valve.

When running the test line, DON’T crimp the line, run the line too close to moving parts, or let the line touch hot engine surfaces.

warning!


warning!

Breaking into the fuel system will introduce air into the system. The air should pass in a short period of time. After the air is purged, a steady stream of fuel without air bubbles indicates that the fuel is NOT aerated.

noteBreaking into the fuel system will introduce air into the system. The air should pass in a short period of time. After the air is purged, a steady stream of fuel without air bubbles indicates that the fuel is NOT aerated.

note


Leave the drain valve open and the container in place during the test procedure.

Remove the left and right fuel supply lines from the fuel filter housing.

Crank the engine for three to five seconds while checking fuel supply lines for the following:

• fuel forced back through the line(s) from combustion

• combustion gasses or smoke coming from the line(s)

• audible sound of air/compression coming from the line(s)

On the side of the engine that is suspect of combustion in the fuel, remove the valve cover following the procedures in the Engine Service Manual and inspect the injectors. Repair as needed.

If pressure is below specification and aerated, check for leaks in the suction side of the pump.

If fuel pressure is below specification and fuel is not aerated, replace the fuel filter and clean the strainer. Test the fuel pressure again.

“If fuel pressure is below specification and fuel is not aerated, replace the fuel filter and clean the strainer. Test the fuel pressure again.”

“If fuel pressure is below specification and fuel is not aerated, replace the fuel filter and clean the strainer. Test the fuel pressure again.”


If fuel pressure is still low and fuel is not aerated after replacing the fuel filter and cleaning the strainer, perform Test 4.3 Fuel Inlet Restriction.

If fuel pressure is in specification and the fuel is not aerated, do NOT continue testing the fuel system. Continue to test 5 Diagnostic Trouble Codes.

Fuel Quality

Fuel quality is checked during this test.

A clear 1 quart or 1 liter container is required.

Some possible causes of fuel-related issues are:

• no fuel in the tank

• inline fuel valve (if equipped) could be shut off

• fuel supply line could be broken or crimped

• tank pickup tube could be clogged or cracked

• supplemental filters or water separators may be plugged or leaking allowing air to enter the fuel system

“Possible causes of fuel-related

issues…”

“Possible causes of fuel-related

issues…”


• water or contaminants in the fuel tank


• debris in the fuel tank

• unsuitable fuel grade for cold temperatures (fuel is cloudy)

• fuel could be waxed or jelled (usually Grade 2-D)

Take a fuel sample from the fuel filter housing drain port. The fuel must be the correct grade, clean, and undiluted.

Route a hose from the fuel drain tube to a clear container and open the fuel drain valve.

Check for gasoline or kerosene in the diesel fuel.

Check for sediment or water in the fuel sample.

If the fuel is clean, but pressure is below specification, perform Test 4.3 Fuel Inlet Restriction.

When taking a fuel sample, do NOT smoke in the area. Keep the fuel sample away from open flames and sparks.

warning!

When taking a fuel sample, do NOT smoke in the area. Keep the fuel sample away from open flames and sparks.

warning!

Cold weather can cause fuel waxing in some grades of diesel fuel. Waxing will restrict or stop fuel flow through the fuel filter.

noteCold weather can cause fuel waxing in some grades of diesel fuel. Waxing will restrict or stop fuel flow through the fuel filter.

note

Some sediment or water could be found in the fuel sample, if the fuel filter was not serviced or drained for a long time. Take another sample to determine fuel quality.

noteSome sediment or water could be found in the fuel sample, if the fuel filter was not serviced or drained for a long time. Take another sample to determine fuel quality.

note


Fuel Inlet Restriction

The fuel inlet restriction test measures the fuel inlet line for excessive restriction.

You will need the following special tools to perform this test:

• A gauge bar set ZTSE4409

• And a fuel inlet restriction adapter ZTSE4583

Some possible causes for fuel inlet restriction are:

• dirt or jelled fuel in the fuel filter

• kinked or bent fuel supply line or a blocked pickup tube

• loose fuel line on the suction side of the fuel system

• failed fuel regulator valve

• internal fuel pump damage to the drive gear

“The fuel inlet restriction test

measures the fuel inlet line for excessive

restriction.”

“The fuel inlet restriction test

measures the fuel inlet line for excessive

restriction.”


Remove the fuel filter strainer.

Install the fuel inlet restriction adapter.

Connect a line from the adapter to the vacuum gauge on the gauge bar.

Start and run the engine at high idle with no load. Measure the restriction.

Record the results on the Diagnostic Form.

If the restriction is above specification, check the suction line between the fuel tank and pump for blockage.

If the restriction is in specification, but fuel pressure is low, inspect and clean the regulator valve. Repeat the fuel inlet restriction test.

If the restriction is in specification and pressure is still low after cleaning the regulator valve, replace the fuel pump.

This test is only valid if the engine will start and achieve high idle.

noteThis test is only valid if the engine will start and achieve high idle.

note

To prevent damage to threads, hand start the adapter. Do NOT over tighten. Both components are aluminum.

Caution!

To prevent damage to threads, hand start the adapter. Do NOT over tighten. Both components are aluminum.

Caution!


warning!


warning!

If the engine does NOT start, inspect the fuel system (fuel tank to fuel pump) prior to testing.

noteIf the engine does NOT start, inspect the fuel system (fuel tank to fuel pump) prior to testing.

note

NOTES



5. Diagnostic Trouble Codes

The purpose of the Diagnostic Trouble Code test is the following:

• verify the ECM programming matches the vehicle

• verify the ICP is within minimum KOEO specifications

• check sensors for abnormal readings

• determine if the ECM has detected DTCs indicating conditions that could cause engine problems


• The EZ-Tech®

• Interface cable

• And MasterDiagnostics® software

Checking KOEO Sensor Values

First, check KOEO sensor values.

Record any values that are out of specification or abnormal.


If the engine has not been run for 8 to 12 hours, the Engine Coolant Temperature, or ECT, Engine Oil Temperature, or EOT, and Manifold Air Temperature, or MAT, should be within 5°F (2°C), of each other. The Intake Air Temperature, or IAT, could be a few degrees higher or lower due to faster ambient temperature change.

The ICP values may fluctuate as much as 50 psi. Electromagnetic Interference, or EMI, or ground shift can cause an insignificant voltage shift. This does not indicate a problem.

EOP, Manifold Air Pressure, or MAP, and Exhaust Back Pressure, or EBP, values may fluctuate as much as 1 psi. Again, EMI or ground shift can cause an insignificant voltage shift, which does not indicate a problem.

Barometric Absolute Pressure, or BAP, values should equal the barometric reading for your region.

Next, check to see if the sensor values are normal.

If they are out of specification, go to ISIS®/Electronic Control Systems Diagnostics/Circuit Diagnostics.

If the sensors appear to be normal, continue checking for DTCs.

“Barometric Absolute Pressure,

or BAP, values should equal the

barometric reading for your region.”

“Barometric Absolute Pressure,

or BAP, values should equal the

barometric reading for your region.”


Before checking the DTC window and recording any DTCs, be aware of the three different DTC statuses: active, inactive, and active/inactive.

Active: With the ignition switch ON, active indicates a DTC for a condition currently in the system. When the ignition switch is turned OFF, an active DTC becomes inactive. If a problem remains, the DTC will be active on the next ignition switch cycle and the EST will display active/inactive.

Inactive: With the ignition switch ON, inactive indicates a DTC for a condition during a previous key cycle. When the ignition switch is turned to OFF, inactive DTCs from a previous ignition switch cycle, remain in the ECM memory until cleared.

Active/Inactive: With the ignition switch ON, active/inactive indicates a DTC for a condition currently in the system and was present in previous key cycles, if the codes were not cleared.

Record all active or inactive DTCs on the Diagnostic Form.

Then, correct any active DTCs. Go to ISIS®/Electronic Control System Diagnostics/Circuit Diagnostics.

“With the ignition switch ON, active indicates a DTC for a condition currently in the system.”

“With the ignition switch ON, active indicates a DTC for a condition currently in the system.”

“With the ignition switch ON, inactive indicates a DTC for a condition during a previous key cycle.”

“With the ignition switch ON, inactive indicates a DTC for a condition during a previous key cycle.”


If no DTCs are active, continue to the next test.

Diagnostic Trouble Code Access Using Switches

If the Electronic Service Tool is not available to access DTCs, use the following procedure.

Turn the ignition switch ON but DON’T start the engine. Be sure the parking brake is set so that the ESC sends the correct signal to the ECM.

Press and release the CRUISE ON and RESUME/ACCEL switches at the same time, twice within three seconds of key ON.

The ECM will begin the OCC self-test. If DTCs are detected, the ECM will flash the amber ENGINE lamp in approximately ten seconds.

When the OCC is done, and DTCs are detected, the ECM will flash the red ENGINE lamp and amber ENGINE lamp to signal the DTCs.

The red ENGINE lamp will flash once to indicate the beginning of an active DTC.

The amber ENGINE lamp will flash repeatedly, signaling active DTCs.

“If DTCs are detected, the ECM

will flash the amber ENGINE lamp in

approximately ten seconds.”

“If DTCs are detected, the ECM

will flash the amber ENGINE lamp in

approximately ten seconds.”


All DTCs are three digits.

Count the flashes of the amber ENGINE lamp in sequence. After each digit of the code, there is a brief pause.

For example, three amber flashes and a pause indicates the number 3. Two amber flashes, a pause, three amber flashes, a pause, and two amber flashes and a pause indicates code 232.

Code 111 indicates that no errors were detected.

See Appendix B of the Diagnostics Manual on ISIS® for a list of DTC codes.

When more than one DTC exists, the red ENGINE lamp flashes once indicating the beginning of another active DTC.

After all active DTCs have flashed, the red ENGINE lamp flashes twice to indicate the start of inactive DTCs. Count the flashes from the amber ENGINE lamp. If there is more than one inactive code, the red ENGINE lamp will flash once in between each DTC.

After all DTCs have been sent, the red ENGINE lamp will flash three times indicating the end of DTC transmission.

“See Appendix B of the Diagnostics Manual on ISIS® for a list of DTC codes.”

“See Appendix B of the Diagnostics Manual on ISIS® for a list of DTC codes.”


To repeat DTC transmission, cycle the key and press and release the CRUISE ON and RESUME/ACCEL switches at the same time, twice within three seconds of key ON. The ECM will resend stored active and inactive DTCs.

To clear inactive DTCs, be sure the parking brake is set so the ESC sends the correct signal to the ECM.

Turn the ignition ON but DON’T attempt to start the engine. Press and hold the CRUISE ON and RESUME/ACCEL switches at the same time. Press and release the accelerator pedal three times within six seconds of key ON.

Release the cruise control buttons to clear the inactive DTCs.

6. KOEO Standard Test

The KOEO test uncovers electrical malfunctions detected by the ECM self-test and Output Circuit Check, or OCC.


• The EZ-Tech®

• Interface cable

“To clear inactive DTCs, be sure the

parking brake is set so the ESC

sends the correct signal to the ECM.”

“To clear inactive DTCs, be sure the

parking brake is set so the ESC

sends the correct signal to the ECM.”


• And MasterDiagnostics® software.

Some possible Causes of DTCs set during the KOEO Standard Test are:

• Failed electrical components or circuitry

• Or OCC fault for the IPR valve or for the glow plug relay

Set the parking brake to ensure the correct signal from the Electronic System Controller or ESC.

Turn the ignition switch to ON, but DON’T start the engine.

Select Diagnostics from the menu bar.

Select Key-On Engine-Off tests from the drop down menu.

From the KOEO Diagnostics menu, select Standard, then select Run to start the test.

The ECM will complete an internal self-test and an OCC. When the OCC is over, the DTC window will show any DTCs if there is a problem.

Record all DTCs on the Diagnostic Form. Go to ISIS®/Appendix B/Diagnostic Trouble Code Index.

When using the EST to do KOEO or key-on engine-running (KOER) diagnostic tests, Standard Test is always selected and run first. If the ignition switch is not cycled, the Standard Test does NOT have to be run again.

noteWhen using the EST to do KOEO or key-on engine-running (KOER) diagnostic tests, Standard Test is always selected and run first. If the ignition switch is not cycled, the Standard Test does NOT have to be run again.

note

This test takes less than five seconds. While the test is running, the MasterDiagnostics® screen displays message Diagnostic Running.

noteThis test takes less than five seconds. While the test is running, the MasterDiagnostics® screen displays message Diagnostic Running.

note


Correct any problem causing active DTCs.

Clear all DTCs.

7. KOEO Injector Test

The KOEO Injector Test is designed to determine if the fuel injectors are working electronically by energizing the injectors in a programmed sequence.

The ECM monitors the IDM results from this test and transmits DTCs, if the injectors or injector circuits are not working correctly.

Some possible causes of DTCs set during the KOEO injector test are:

• An injector wiring harness that is open or shorted

• A faulty wiring harness connection on the injector coil

• A failed injector coil

• A failed IDM

• A failed ECM (not sending test request to the IDM)

• Faulty wiring CAN2 datalink

“Possible causes of DTCs set

during the KOEO injector test…”

“Possible causes of DTCs set

during the KOEO injector test…”


• Or faulty IDM power, ground, and main power relay wiring


Select Key-On Engine-Off Tests from the drop down menu.

From the KOEO Diagnostics menu, select Injector, then select Run to start the test.

As in the previous tests, the DTC window will show any DTCs for electrical problems.

Record all DTCs on the Diagnostics Form.

Go to ISIS®/Appendix B/diagnostic trouble code index.

Correct any problem causing active DTCs.

Clear all DTCs.

When finished with this test, close the VIN+ session.

Select Session from the menu bar, then Close.

The KOEO Injector Test can only be done with the EST using MasterDiagnostics® software.

noteThe KOEO Injector Test can only be done with the EST using MasterDiagnostics® software.

note

When using the EST to do KOEO or KOER diagnostic tests, Standard Test is always selected and run first. If the ignition switch is not cycled, the Standard Test does NOT have to be run again.

noteWhen using the EST to do KOEO or KOER diagnostic tests, Standard Test is always selected and run first. If the ignition switch is not cycled, the Standard Test does NOT have to be run again.

note

During this test, injector solenoids should click in a numerical sequence, not the firing order, when actuated. If a series of clicks are not heard for each injector, one or more injectors are not activating. Listen carefully, as the injectors can be difficult to hear.

noteDuring this test, injector solenoids should click in a numerical sequence, not the firing order, when actuated. If a series of clicks are not heard for each injector, one or more injectors are not activating. Listen carefully, as the injectors can be difficult to hear.

note


8. EST Data List

The EST Data List test determines if engine systems meet operating specifications to start the engine.

Some possible causes of low battery voltage are:

• Failed batteries

• High-resistance at the battery cable connections or in the wiring to the ECM

• A failed ECM main power relay

• A blown inline fuse in the battery box that supplies voltage to the ECM

• Or a blown fuse in the power distribution box

Some possible causes of low cranking rpm are:

• Electrical system malfunctions, low batteries, starter failure, incorrect oil, or long oil change intervals in cold ambient temperatures

• No rpm indication on the EST while cranking the engine: Failed CKP sensor, CMP sensor, or circuit to the ECM. Check the DTCs

“Possible causes of low cranking

rpm…”

“Possible causes of low cranking

rpm…”


after cranking the engine for 20 seconds.

Some possible causes of low oil pressure are:

• Low oil level

• Oil viscosity

• Fuel in oil

• A failed oil pressure regulator valve

• A failed gerotor oil pump or front cover

• A failed pickup tube or gasket

• Or an internal lube oil pressure leak

Some possible causes of low injection control pressure are:

• Low or no main lube oil pressure

• A leak in the high-pressure oil system

• A failed ICP sensor

• Low oil level in the high-pressure oil reservoir

• A failed IPR or electronic controls for the regulator

“Possible causes of low oil pressure…”“Possible causes of low oil pressure…”

“Possible causes of low injection control pressure…”

“Possible causes of low injection control pressure…”


• Or a failed high-pressure oil pump or pump drive

Possible problems with the EGR valve include:

• A stuck or inoperative valve

• Or if 2004 or newer, check wiring for EGR drive module issues

Batteries must be fully charged before doing the following steps.

From MasterDiagnostics® select session.

Select “D_HardStart_NoStart.ssn”.

Click on Open to monitor engine operation.

Turn the ignition switch to ON.

Crank the engine for 20 seconds and read the VBAT, rpm, EOP, ICP and exhaust gas recirculation percentage or EGRP.

Record the readings on the Diagnostics Form.

Battery voltage must be 7V or more. If voltage to the ECM drops below 7V, the ECM will not remain powered up.

If an EST is not available, see alternate test procedures following this test.

noteIf an EST is not available, see alternate test procedures following this test.

note


If the EST shows 0 rpm during engine cranking, go to ISIS®/Electronic Control System Diagnostics/Circuit Diagnostics/CKP sensor and CMP sensor.

If the oil pressure is below specification, the ICP system may not be receiving enough oil. Diagnose the lube oil pressure system.

Go to ISIS®/Engine Symptoms Diagnostics/Test Procedures/Low Oil Pressure.

If the EST indicates low or no injection control pressure, go to the special test procedure on the Low ICP During Cranking Diagnostics Form.

If the exhaust gas recirculation, or EGR, valve is open at start-up, it can disrupt the air fuel mixture enough to inhibit engine operation.

If the VBAT PID is less than the actual battery voltage, or the EST is not communicating with the ECM, go to Special Test Procedure ECM Power.

noteIf the VBAT PID is less than the actual battery voltage, or the EST is not communicating with the ECM, go to Special Test Procedure ECM Power.

note

“If the EGR valve is open at start-up, it can disrupt the air fuel mixture…”

“If the EGR valve is open at start-up, it can disrupt the air fuel mixture…”

NOTES



Alternate Test Procedures

Monitoring EOP at Lube Oil Pressure Test Port

Use this alternate method to measure EOP if an EST is not available.


• A Fuel/Oil Pressure Test Coupler

• ZTSE4526 and Gauge Bar set

• ZTSE4409

Connect the fuel/oil pressure test coupler to the gauge bar.

Connect the coupling to the test port.

Monitor the EOP while cranking the engine for 20 seconds.

Record the pressure on the Diagnostics Form.

If oil pressure is below specification, diagnose the lube oil pressure system.


warning!


warning!


Monitoring ICP Using a Breakout Harness

Use this alternate procedure to measure ICP if an EST is not available.

You will need the following special tools to perform this test.

• A Pressure Sensor Breakout Harness ZTSE4347

• And a digital multimeter, or DMM

For engine serial numbers, or ESN 000082 to 112359 the ICP sensor is located in the rear at the high-pressure pump cover.

For ESN 112360 and above the ICP sensor is located in the right front valve cover.

Disconnect the engine harness connector from the ICP sensor.

Connect the Pressure Sensor Breakout Harness between the ICP sensor and engine harness.

Use the DMM to measure ICP signal voltage.

Connect positive to the green signal circuit and negative to the black ground.

When routing DMM leads, do NOT crimp the leads, run the leads too close to moving parts, or let the leads touch hot engine surfaces.

warning!

When routing DMM leads, do NOT crimp the leads, run the leads too close to moving parts, or let the leads touch hot engine surfaces.

warning!


Take the measurement while cranking the engine for 20 seconds.

Record the reading on the Diagnostics Form.

If ICP voltage is out of specification at engine crank, go to the special test procedure on the Low ICP During Cranking Diagnostics Form.

If ICP voltage is in specification at KOEO and builds to cranking voltage during engine crank, ICP is not a problem.

Monitoring Engine Systems Using a Breakout Box

Use this alternate procedure, if an EST is not available.


• A breakout box ZTSE4582

• And a DMM

Turn the ignition switch to OFF and ensure all accessories are turned off.

Connect the breakout box between the ECM, vehicle, and engine harnesses.

“If ICP voltage is in specification at KOEO and builds to cranking voltage during engine crank, ICP is not a problem.”

“If ICP voltage is in specification at KOEO and builds to cranking voltage during engine crank, ICP is not a problem.”


Connect the DMM leads to the breakout box.

Connect the leads of the DMM to the test points on the breakout box. Crank the engine for 20 seconds and measure the voltage at the following points.

For VBATT, set the DMM to DC V.

• POS X3-3 to NEG X3-7 (VIGN PWR)

• POS X4-1 to NEG X3-6 (ECM PWR)


For rpm at CKP, set the DMM to DC mV Hz.

• POS X1-1 to NEG X3-7 (CKP)

For rpm at CMP, set the DMM to DC mV rpm2.

• POS X1-9 to NEG X3-7 (CMP)

For ICP, set the DMM to DC V.

• POS X1-20 to NEG X1-6

For EOP, set the DMM to DC V.

• POS X2-7 to NEG X1-6

When routing the breakout box leads, do NOT crimp the leads, run the leads too close to moving parts, or let the leads touch hot engine surfaces.

warning!

When routing the breakout box leads, do NOT crimp the leads, run the leads too close to moving parts, or let the leads touch hot engine surfaces.

warning!


If ECM voltage is below specification, go to ISIS®/Electronic Control System Diagnostics/Circuit Diagnostics/Electronic Control Module Power.

If CKP and CMP are not in specification during cranking, go to ISIS®/Electronic control system diagnostics/Circuit diagnostics/CKP sensor and CMP sensor.

If EOP is not in specification during cranking, go to ISIS®/Engine symptoms diagnostics/Test procedures/Low oil pressure.

If all measurements are in specification, continue with the next diagnostic test.


“If all measurements are in specification, continue with the next diagnostic test.”

“If all measurements are in specification, continue with the next diagnostic test.”

NOTES



Special Test Procedures

Module Loss of Power

ECM Power

The purpose of the ECM power test is to verify that at least 7 volts of power are supplied to the ECM for correct operation.


• A DMM

• And, depending on your vehicle type, a Relay Breakout Harness ZTSE4596, or ZTSE4674.



• High-resistance at the battery cable connections

• Or wiring to the ECM

Some possible causes of low or no battery voltage to the ECM are:

• High-resistance or an open power feed circuit to the ECM or ECM main power relay

“…verify that at least 7 volts of power are supplied to the ECM…”

“…verify that at least 7 volts of power are supplied to the ECM…”


• The ECM power circuit fuse in the battery box may be open

• An ECM main power relay may have failed

• VIGN circuit problem

• Or a failed ECM

Turn the ignition switch to OFF.

Connect the Relay Breakout Harness between the ECM main power relay and the power distribution center.

Connect the DMM positive to lead 87 and negative to a ground terminal on the cowl.

Crank the engine for 20 seconds and measure the voltage.

Record the lowest voltage on the Diagnostics Form.

If the voltage is low, connect the DMM negative to the battery negative post and retest.

If the voltage is above 7V, check the voltage drop from the battery negative post to the cowl ground.

If the voltage is still below 7V, the ECM main power relay may be resetting due


noteBatteries must be fully charged before doing the following steps.

note

Depending on application, the relay could be one of two locations. Check the power distribution center or cab cowl.

noteDepending on application, the relay could be one of two locations. Check the power distribution center or cab cowl.

note


to low voltage and current from the batteries, or problems in the ignition circuit and power feed circuits.

Go to ISIS®/Electronic control system diagnostics/Circuit diagnostics/Electronic Control Module Power.

If the voltage is above 7V, continue with Hard Start/No Start Diagnostic tests.

Voltage Measurement at ECM with Breakout Box

Use the following procedures when any of the following situations exist:

• A Relay Breakout Harness is not available

• Expected voltages were not in specification when using the Relay Breakout Harness

• Voltages were in specification using the Relay Breakout Harness and Hard Start/No Start Diagnostics to complete – but a concern remains


• A breakout box ZTSE4582

• And a DMM.

Results can be above 7V, but there may be a problem between the main power relay and the ECM. If a Hard Start/No Start problem remains after all Diagnostic Form tests are complete, do Voltage Measurement at ECM with a Breakout Box.

noteResults can be above 7V, but there may be a problem between the main power relay and the ECM. If a Hard Start/No Start problem remains after all Diagnostic Form tests are complete, do Voltage Measurement at ECM with a Breakout Box.

note

If the breakout box was used to do Test 8 – EST Data List, the following procedures do NOT have to be done.

noteIf the breakout box was used to do Test 8 – EST Data List, the following procedures do NOT have to be done.

note



Remove the two white connectors X3 and X4 from the ECM.

Connect a breakout box between the ECM and the X3 and X4 vehicle harness connectors.

Connect the leads of the DMM to the test points on the breakout box. Crank the engine for 20 seconds and measure the voltage at the following points:

• POS X3-3 to NEG X3-7 (VIGN PWR)




If the voltage is below 7V, the ECM power relay may be resetting due to low voltage and current from the batteries, or problems in the ignition circuit and power feed circuits. The ground circuit may be open or have high resistance. Check the voltage drop from the battery negative post to X3-7 on the breakout box.


noteBatteries must be fully charged before doing the following steps.

note

“If the voltage is below 7V, the

ECM power relay may be resetting

due to low voltage and current from the batteries, or problems in the

ignition circuit and power feed

circuits.”

“If the voltage is below 7V, the

ECM power relay may be resetting

due to low voltage and current from the batteries, or problems in the

ignition circuit and power feed

circuits.”


For additional information, go to ISIS®/Electronic control system diagnostics/Circuit diagnostics/Electronic Control Module Power.

If the voltage is above 7V, continue with Hard Start No/Start Diagnostic tests.

IDM Power

Use this IDM Power test to determine at least 7 volts of power are supplied to the IDM for proper operation.


• A 12-Pin Breakout Harness ZTSE4665

• And a DMM



• High-resistance at the battery cable connections

• Or, faulty wiring to the IDM

Some possible causes of low or no battery voltage to the IDM main power relay are:

“Use this IDM Power test to determine at least 7 volts of power are supplied to the IDM for proper operation.”

“Use this IDM Power test to determine at least 7 volts of power are supplied to the IDM for proper operation.”


• High-resistance or an open power feed circuit to the IDM or IDM main power relay

• High-resistance or an open ground feed circuit to the IDM

• The IDM power circuit fuse in the battery box may be open

• The IDM main power relay may have failed

• A VIGN circuit problem

• Or a Failed IDM


Connect the 12-pin Breakout Harness between both the engine and chassis connectors.

Connect the leads of the DMM to the test points on the breakout harness and crank the engine for 20 seconds and measure the voltage at the following points:

• POS 12 to NEG 1 (IDM PWR to IDM GND)

• POS 9 to NEG 1 (VIGN to IDM GND)

• POS 9 to NEG 8 (VIGN to MPR)


note

When disconnecting the 12-pin connector, the lock can come loose. Put the lock back in the correct place before reconnecting the connector.

Caution!


• POS 6 to NEG 1 (IDM Logic PWR to IDM GND)


If the voltage is low, connect the DMM negative to the battery negative post and retest.

If the voltage is above 7V, check the voltage drop from the battery negative to negative 1 and 8 on the 12-pin Breakout Harness.

If the voltage is still below 7V, the IDM main power relay may be resetting due to low voltage and current from the batteries or problems in the ignition circuit or power feed circuits. The ground circuit may be open or have high resistance. Check the voltage drop from the battery negative post 1 to negative post 8.

Go to ISIS®/Electronic control system diagnostics/Circuit diagnostics/Injector drive module power.

If the voltage is above 7V, continue with Hard Start/No Start diagnostic tests.

This is an alternate procedure when a 12-pin Breakout Harness is not available or when expected voltages do

Results can be above 7V, but there may be a problem between the 12-pin connector and the IDM. If a Hard Start/No Start problem remains after all Diagnostic Form tests are complete, check voltage at IDM connector.

note


not meet specification when using the 12-pin Breakout Harness.


• A DMM

• And, depending on your vehicle type, a Relay Breakout Harness ZTSE4596, or ZTSE4674


Connect the Relay Breakout Harness between the IDM main power relay and the power distribution center or chassis harness depending on the application.

Connect the DMM positive lead to 87 and the negative to the ground terminal on the cowl.

Crank the engine for 20 seconds and measure the voltage.


If the voltage is below 7 Volts, the IDM main power relay may be resetting due to low voltage and current from the batteries or problems in the ignition circuit or power feed circuits. The ground circuit may be open or have high resistance. Check the voltage drop


note

Depending on the application, the relay could be one of two locations. Check the power distribution center or cab cowl.

note


from the battery negative post to the ground terminal on the cowl.

Go to ISIS®/Electronic control system diagnostics/Circuit diagnostics/Injector drive module power.

If the voltage is above 7V, continue with Hard Start/No Start tests.

Cold Starting Problems

1. Glow Plug System

The Glow Plug System test is designed to determine if the glow plug system is operating correctly to start the engine.


• The EZ-Tech®

• Interface cable

• MasterDiagnostics® software

• A DMM

• Glow Plug Test Lead ZTSE4568

• And a current clamp

Results can be above 7V, but there may be a problem between the main power relay and IDM. If a Hard Start/No Start problem remains after all Diagnostic Form tests are complete, check voltage at 12-pin connector and IDM connector.

note


Glow Plug System Checks

Turn the ignition switch ON.

From MasterDiagnostics® select session.

Open the Output State Test session.

Click on Open to monitor engine operation.

Run the KOEO, Key-On Engine-Off, Standard Test.

If DTC 251 is present, repair the fault on the relay control circuit.

Go to ISIS®/Electronic control system diagnostics/Circuit diagnostics/Glow Plug Control Circuit.

If no DTC is present, go to the next step.

Connect the current clamp to the right side glow plug loom.

Select Output State Glow Plug Inlet Air Heater Test.

Select Run.

Wait for 40 seconds and record the results. Move the current clamp to the left side loom and record the results.

Batteries need to be fully charged for this test.

note

The test will only run for 120 seconds. Both sides can be recorded in one test.

note


Record both results on the Diagnostic Form.

If the amperage was 0 for both sides, do the Relay Checks.

If the amperage is above or below specifications, do the Glow Plug Checks.

If the amperage is within specifications, the glow plugs are operating without fault.

2. Relay Checks


Connect the DMM between the ground and the battery positive or B+ feed on the glow plug relay.

Record results on the Diagnostics Form.

If B+ is present, go to the next step.

If B+ is not present, repair the open power feed to the relay.

Turn the ignition switch to ON without starting the engine.

Connect the DMM between the ground and the switching side of the relay,

The glow plug relay can be wired differently from battery positive source. Check both large posts on the relay for B+.

note


which is the other large post on the relay.

Run the Output State Glow Plug/Inlet Air Heater Test.

Record the results on the Diagnostics Form.

If B+ is present, do the Glow Plug Checks.

If B+ is not present and DTC 251 is not set, replace the glow plug relay.

3. Glow Plug Checks


Disconnect the harness from the glow plugs on the side with the concern.

Use a DMM to measure the resistance between the glow plug and ground.

If any glow plugs are below specification, replace the glow plug or plugs.

If all glow plugs are within specification, replace the glow plug harness.

“If all glow plugs are within

specification, replace the glow

plug harness.”


Low ICP System Pressure (ESN 112360 and above)

These tests determine the cause of low injector control pressure that prevents the engine from starting. The following test should only be completed if instructed to do so from test 8.

Engines with ESN 112360 and above can be identified by the ICP sensor located in the right front valve cover.


• The EZ-Tech®

• Interface cable


• A DMM

• An Actuator Breakout Harness ZTSE4484


• A Crankcase Pressure Test Adapter ZTSE4510

• An Injector Connector Release Tool ZTSE4650

“Engines with ESN 112360 and above can be identified by the ICP sensor located in the right front valve cover.”


• An ICP System Test Adapter ZTSE4594

• An ICP Adapter/Plug Kit Long ZTSE4690

• An ICP Adapter/Plug Kit Short ZTSE4668

• And, a Case-to-Head Tube Removal Tool ZTSE4694

Use this the following procedure only if ICP is below specification and the following Hard Start No/Start diagnostic tests were completed:

• Test 3 – Visual Inspection (engine oil)

• Test 5 – Diagnostic Trouble Codes

• Test 6 – KOEO Standard Test

• Test 8 – EST Data List (showing EOP is within spec, but ICP is below spec at cranking)

There are two different types of crankcase-to-head plugs—long and short. Use the long kit for the long plugs and the short kit for the short plugs.

note

NOTES



1. ICP System Check

Be sure to do the following in the order as shown.

First, disconnect the IPR valve connector. Inspect for corrosion as well as bent or pushed back pins.

If there is any corrosion on either the IPR valve or the connector, replace both the IPR valve and the wiring harness connector for the IPR valve. Then retest the ICP pressure.

If there is no corrosion continue with the following steps.

Install the Actuator Breakout Harness to the IPR valve only. Do NOT connect the other end of the breakout harness to the engine harness.

Apply battery power to the positive and negative test leads of the breakout harness.

The IPR coil can be rotated 90 degrees to make disconnection and inspection easier.

note

If the IPR coil was rotated, return the IPR valve to the weather protected position as shown, after the repairs are made.

Caution!

The engine harness must not be connected to the actuator breakout harness. The VIGN fuse will blow or cause damage to the wiring harness.

Caution!

Do NOT leave the IPR valve energized longer than 120 seconds. This can damage the IPR valve.

Caution!


Crank the engine while monitoring ICP pressure using either the EST or the Pressure Sensor Breakout Harness with a DMM.


If ICP increases well above 500 psi or 0.82 volts, the mechanical system is operating correctly for the engine to start. Check the electrical system for a fault.

If 500 psi or 0.82 volts cannot be reached, continue with Test 2 IPR Function Leak Check of the low ICP during cranking special test.

2. IPR Function/Leak Check

Remove the oil fill cap from the oil fill extension.

Install the crankcase pressure test adapter or a piece of rubber hose in the oil fill extension.

Unplug the connector for fuel injector number seven.

Use an Injector Connector Release Tool or a shallow 12-point 19 mm socket to release the pass through connector; push the pass through connector down, not too far until the O-ring is almost

If the engine starts, turn the igntion OFF and disconnect battery positive or ground to the actuator breakout harness.

warning!


completely out of the bore. This makes it easier to hear leaks inside the right side hand valve cover.

Disconnect the engine harness from the ICP sensor.

Remove the ICP sensor from the oil rail.

Next, assemble the ICP Test Adapter to a shut-off valve and an air chuck.

Install the ICP test adapter assembly into the ICP sensor port.

Close the shut-off valve and connect a compressed air supply of 100 psi or more to the ICP test assembly.

Open the shut-off valve. Listen for an air leak.

A faint air leak should be heard. Air should be passing through the IPR valve and returning to the crankcase when the IPR valve is not energized.

If no leak is heard. Try again. Allow air pressure to displace the engine oil until a leak is heard.

Do NOT continue with the following tests until an air leak is heard.


Depending on chassis application, a hose may be used to provide easier access for a compressed air supply.

note

Make sure the shut-off valve is closed before connecting or disconnecting compressed air.

warning!

When air pressure is first applied, it may take several minutes (dependent on oil temperature and viscosity) before an air leak can be heard. This allows air pressure to displace the engine oil in the ICP system. Once engine oil is displaced, an air leak can be heard almost immediately.

note


Apply battery power to the positive and negative test leads of the breakout harness for no longer than 120 seconds.

Again, listen for an air leak.


When the IPR valve is energized, the air leak should stop.

If a faint air leak is still heard, replace the IPR valve following the procedure found in the Engine Service Manual on ISIS®.

Again, apply battery power to the positive and negative test leads of the breakout harness for no longer than 120 seconds.

Again, listen for an air leak to verify that the IPR valve is working.

If a loud leak is heard from the left or right side of the valve cover, do Test 4 Under Valve Cover Check of the low ICP during cranking special test.

If the leak is heard, but the location is undetermined, do Test 3 Internal Leak Check of the low ICP during cranking special test.


Caution!


3. Internal Leak Check

Remove the turbocharger following the procedure found in the Engine Service Manual on ISIS®.

Again, apply air to the ICP test assembly.

Next, apply battery power to the positive and negative test leads of the breakout harness for no longer than 120 seconds.

Listen for an air leak coming from the turbo oil drain tube.


If a leak is heard but not from the turbo oil drain tube go to the next test, Under Valve Cover Check for the suspected side.

If a loud leak is heard from the turbo oil drain tube, continue to the next step.

Remove the high-pressure pump cover, following the procedures found in the Engine Service Manual on ISIS®.

Reinstall the IPR valve.


To avoid engine damage or oil leaks, follow the procedures found in the Engine Service Manual on ISIS® to remove the high-pressure pump cover.

Caution!



Locate the leak and repair it as required.

4. Under Valve Cover Leak Test

Close the shut-off valve and, disconnect the air supply. Using a shop towel over the end of the air chuck slowly bleed the air off the system. Remove the ICP Test assembly.

Remove the valve cover from the suspected side to make hearing the leak easier. Follow the procedures found in the Engine Service Manual on ISIS®.

Reinstall the ICP Test assembly into the ICP sensor port.



Listen for leaks.

The STC fitting on the pump is serviced separately. Do NOT replace the pump for a leaking fitting.

note



Repair any leaks found. If a leak can be heard, but the source can’t be found, continue to test 5 Cylinder Head Isolation of the low ICP during cranking special test.

If leaks are not detected in the areas under the valve cover, but air leaks are coming from the crankcase, go to the next step.

Close the shut-off valve and, disconnect the air supply. Using a shop towel over the end of the air chuck, slowly bleed the air off the system. Remove the ICP Test assembly.

Remove the other valve cover.

Remove the right and left crankcase-to-head tube plugs in the rear of the oil rails.

If the D-rings are damaged, replace the crankcase-to-head tube assembly.

If the D-rings are not damaged, lubricate the D-rings and install the tubes with the ICP sensor adapter on the right side and the blank ICP sensor adaptor attached on the left.

Inspect the O-ring for the ICP Sensor Adapter and D-rings for the ICP Leak Test Plug. Replace if worn, cracked or cut.

note


Next, install the ICP test assembly to the ICP sensor adapter on the right side.



Listen for an air leak.

If no air leak is heard, one or more injector o-rings are the cause of the leak. Do test 5 Cylinder Head Isolation of the low ICP during cranking special test to identify the leak.

If an air leak is heard coming from the crankcase, continue with this procedure.

Close the shut-off valve and, disconnect the air supply. Using a shop towel over the end of the air chuck slowly bleed the air off the system.

Remove the questionable crankcase-to-head tube or tubes from the engine. Follow the procedures found in the Engine Service Manual on ISIS®.

This setup will block air flow to the right and left oil rails and injectors in order to test only the crankcase-to-head tubes, seals and branch tube assembly.

note

If the crankcase-to-head tube is not attached to the leak test plug or sensor adapter, use the Crankcase-to-Head Tube Removal Tool (ZTSE4694) to remove the tube from the crankcase.

note


If the D-rings are damaged, replace the crankcase-to-head tube assembly and test again.

If the D-rings are not damaged, lubricate the D-rings and install the tubes. Go to Test 3 Internal Leak Check of the low ICP during cranking special test to determine if the leak is a cracked rear branch tube or a leaking STC fitting and adapter.

5. Cylinder Head Isolation

Remove the crankcase-to-head tube plug from the rear of the oil rail. Install the ICP Leak Test Plug in this port.

Install the ICP test assembly into the ICP sensor port. This will contain air flow to the oil rail and injectors.


If an air leak is not heard, then there is no leak between the oil rail and the injectors. Perform Test 3 Internal Leak Check of the low ICP during cranking special test.

If an air leak is detected, repair as needed and verify the integrity of the repairs.

Use mild cleaner to remove oil from D-rings. Dry the D-rings and inspect.

note

Depending on which rail is being tested, the complete test setup must be done on the same side.

note


Low ICP System Pressure (ESN 000082 to ESN 112359)

These tests determine the cause of low injector control pressure that prevents the engine from starting. The following test should only be completed if instructed to do so from test 8.

Engines with ESN 000082 to ESN 112359 can be identified by the ICP sensor located on the high-pressure pump cover.


• The EZ-Tech®

• Interface cable


• A DMM

• An Actuator Breakout Harness ZTSE4484


• A Crankcase Pressure Test Adapter ZTSE4510

• An Injector Connector Release Tool ZTSE4650


• An ICP System Test Adapter ZTSE4594

• An IPR Isolation Adapter ZTSE4605

• A Quick Release Tool #8 and 10 ZTSE4581

• A Quick Release Tool # 6 ZTSE4449

• An ICP Leak Test Plug # 6 ZTSE4451

• An ICP Leak Test Plug # 10 ZTSE4576

• A High-Pressure Rail Test Adapter ZTSE4584-A

Use this procedure only if ICP is below specification and the following Hard Start/No Start diagnostic tests were completed:

• Test 3 – Visual Inspection (engine oil)

• Test 5 – Diagnostic Trouble Codes

• Test 6 – KOEO Standard Test

• Test 8 – EST Data List (showing ICP below spec at cranking)


1. ICP System Check

Be sure to do the following in the order as shown.

First, disconnect the IPR valve connector. Inspect for corrosion as well as bent or pushed back pins.

If there is any corrosion on either the IPR valve or the connector, replace both the IPR valve and the wiring harness connector for the IPR valve. Then retest the ICP pressure.

If there is no corrosion, continue with the following steps.

Install the Actuator Breakout Harness to the IPR valve only. Do NOT connect the other end of the breakout harness to the engine harness.

Apply battery power to the positive and negative test leads of the breakout harness.

The IPR coil can be rotated 90 degrees to make disconnection and inspection easier.

note

If the IPR coil was rotated, return the IPR valve to the weather protected position, after the repairs are made.

Caution!

The engine harness must not be connected to the actuator breakout harness. The VIGN fuse will blow or cause damage to the wiring harness.

Caution!


Crank the engine while monitoring ICP pressure using either the EST or the Pressure Sensor Breakout Harness with a DMM.


If ICP increases well above 500 psi or 0.82 volts, the mechanical system is operating correctly for the engine to start. Check the electrical system for a fault.

If 500 psi or 0.82 volts cannot be reached, continue with Test 2 IPR Function Leak Check, of the low ICP during cranking special test.

If the engine starts, turn the ignition OFF and disconnect battery positive or ground to the actuator breakout harness.

warning!


Caution!

NOTES



2. IPR Function Check

Remove the oil fill cap from the oil fill extension.

Install the crankcase pressure test adapter or a piece of rubber hose in the oil fill extension.

Unplug the connector for fuel injector number seven.

Use an Injector Connector Release Tool or a shallow 12-point 19 mm socket to release the pass through connector; push the pass through connector down, not too far, until the O-ring is almost completely out of the bore. This makes it easier to hear leaks inside the right hand side valve cover.

Remove the plug from rear of the high-pressure pump cover.

Install the ICP test adapter assembly into the high-pressure test port.

Close the shut-off valve and connect a compressed air supply of 100 psi or more to the ICP test assembly.


The heat shield is installed to prevent failure of the ICP sensor and the IPR. Ensure the heat shield is installed after completing diagnostic tests.

Caution!

Make sure the shut-off valve is closed before connecting or disconnecting compressed air.

warning!

When air pressure is first applied, it may take several minutes (dependent on oil temperature and viscosity) before an air leak can be heard. This allows air pressure to displace the engine oil in the ICP system. Once engine oil is displaced, an air leak can be heard almost immediately.

note


After an air leak is heard, apply battery power to the positive and negative test leads of the breakout harness for no longer than 120 seconds.



If an air leak is still heard, do Test 3 IPR Isolation Check of the low ICP during cranking special test.

If an air leak is not heard the when the IPR valve is energized, but low ICP exists, replace the high-pressure pump.

3. IPR Isolation Check

Close the shut-off valve and disconnect the air supply. Using a shop towel over the end of the air chuck slowly bleed the air off the system.

Remove the ICP test adapter assembly from the high-pressure test port.

Next, assemble the IPR isolation adapter to the shut-off valve and an air chuck.

Install the IPR isolation adapter into the high-pressure test port.


Caution!

When IPR is not energized, air should pass through the IPR valve. When the IPR is energized, air should stop flowing through the IPR valve.

note


Close the shut-off valve and connect a compressed air supply of 100 psi or more to the IPR isolation adapter test assembly.



If a leak is heard from the left or right side valve cover, do Test 5 Under Valve Cover Check of the low ICP during cranking special test

If a leak is heard, but the location is undetermined, do Test 4 Internal Leak Check of the low ICP during cranking special test

If a leak is not heard, replace the IPR, valve and test again.

4. Internal Leak Check

Remove the turbocharger following the procedure found in the Engine Service Manual on ISIS®.

Again, apply air to the IPR test assembly.

Listen for an air leak coming from the turbo oil drain tube.

“If a leak is not heard, replace the IPR, valve

and test again.”



If a leak is heard from the turbo oil drain tube, continue to the next step.

If a leak is heard, but not from the turbo oil drain tube, continue to Test 5 Under Valve Cover Check of the low ICP during cranking special test

Remove the high-pressure pump cover following the procedure found in the Engine Service Manual on ISIS®.

Inspect the high-pressure pump cover for defects in the discharge tube bore.

Check the D-ring on the high-pressure discharge tube for damage.

Use a rubber tipped blow gun to apply shop air into the discharge tube and listen for air leaks.

While under pressure, inspect and check the discharge tube, quick disconnect coupling on the rear branch tube, and pump seals.

If the origin of the leak is undetectable, the rear branch tube is leaking into the crankcase. Replace the rear branch and case-to-head tubes. Test again.

To avoid engine damage or high-pressure oil leaks, follow the procedures outlined in the Engine Service Manual on ISIS® for removing the high-pressure pump cover.

Caution!

To avoid engine damage or high-pressure oil leaks, follow the procedures outlined in the Engine Service Manual on ISIS® for removing the rear branch tube.

Caution!


5. Under Valve Cover Check

Remove the valve cover for the suspected side, following the procedures found in the Engine Service Manual on ISIS®.



If a leak is located, repair as necessary.

If a leak is not located, but heard, continue to the next step.

Using the Quick Release Tool, disconnect the high-pressure oil line from the high-pressure rail.

Install the No. 10 leak test plug in the high-pressure oil line.


If a leak is heard, remove the case-to-head tube. Inspect the seal and tube.

If it is damaged, replace the tube and test again.

If it is not damaged, reinstall it for test purposes only. Do Test 4 Internal Leak


Check of the low ICP during cranking special test

If no leak is heard, continue to the next step.

Using the No. 6 Release Tool, disconnect the oil line from the case-to-head tube.

Remove the No. 10 leak test plug from the hose and install the hose on to the rail.

Install the No. 6 leak test plug into the oil line.

Next, assemble the high-pressure rail test adapter to the shut-off valve and an air chuck.

Remove the air bleed plug from the high-pressure oil rail and install the high-pressure rail test adapter assembly.

Again, apply air to the high-pressure rail test adapter assembly.

Check for leaks in the high-pressure oil line, fitting, high-pressure oil rail, and fuel injectors. Repair as necessary.


This concludes the International® VT 365 Engine Program II: Hard Start/No Start training program. Completion of this educational process is a key component towards International® Technician Certification. You are now required to take a post-test via ISIS®/Education/Service/Online Testing.

NOTES


International® VT 365 EngineProgram III:

Performance Diagnostics

®


International® VT 365 Engine, Program III: Performance Diagnostics 97

International® VT 365 Engine, Program III: Performance Diagnostics

Welcome to the International® VT 365 Engine Program Three: Performance Diagnostics. To receive credit for completing this program, you are required to take a post-test on ISIS®/Education/Service/Online Testing.

When performing engine diagnostics, repair or maintenance, keep in mind that proper service techniques, environmental concerns and safety are the most important parts of the process.

Be sure to follow each warning, caution, and note as they are presented throughout this training program.

Warnings indicate procedures and safety measures that must be followed precisely to avoid the risk of death or personal injury to yourself or other shop personnel, and to avoid damage to the vehicle, equipment or components.

Cautions indicate a procedure that you must follow exactly to avoid equipment or component damage.

Module 1

Objectives:


• Properly access, follow, and complete the Performance Diagnostics Form.

• Diagnose the cause of performance complaints.

• Follow basic shop service, regulatory, and safety procedures.

98 International® VT 365 Engine, Program III: Performance Diagnostics

Notes indicate operations, procedures, or instructions that are important for proper service.

When performing service work of any kind, always protect the interior of the vehicle by using a paper floor mat, a steering wheel cover, and a seat cover.

When working on the engine, keep the work area and tools as clean as possible. Also, clean all connections or fittings before disconnecting or removing components.

As components are removed, cover all openings to protect the engine.

Be sure that you know the location of properly rated and charged fire extinguishers.


warning!


warning!


warning!


Be sure you know the location of an emergency eyewash station.

Performance diagnostics has 20 steps or sections. These tests should be done in the order that they are presented on the form. Three of these tests are identical to three tests already covered in Hard Start/No Start Diagnostics Module Two and will only be mentioned briefly in this module.

When performing these tests, record the results on the Diagnostics Form. Again, this module shows the technician how to perform each of these steps

Specifications for the following tests are located in the Performance Specification section of the Diagnostics Manual.

When performing actual diagnostics, it is important to record all of the test results on the form and compare them to the test specifications.

Before starting the diagnostic tests, obtain a Performance Diagnostics Form and fill out the heading.

Form EGED-250 is available from the International® Printing, Procurement and Distribution Order Desk in 50


warning!


sheet pads or on ISIS®, under dealer administration, select forms.

The procedure to fill out the heading is identical to that shown earlier for the Hard Start/No Start Form.

Once the heading of the form is completed, fill in all specifications. Specifications for the tests are not pre-printed on the form. Instead they must be transferred from the performance specification section of the Diagnostics Manual on ISIS®, to the Diagnostics Form before conducting tests.

It is vital to record any test specification on the form before starting the test, so the results of the test can be checked immediately.

Also, keep in mind that when the complaint is the engine will not perform under specific conditions, run the performance diagnostic tests under those conditions.

ENGINE FACT: Fill in the turbocharger number and injector number only when incompatible components are suspected.


1. Engine Oil

Some possible causes of engine performance problems are:

• Low oil level through leaks, consumption, or incorrect service

• Or high oil level caused by incorrect service, fuel in oil, or coolant in oil

With the vehicle parked on level ground, check the oil level. Add oil as needed—the diagnostic test results are not valid if the crankcase doesn’t have the proper oil level.

As we explained in program one of this DVD series, engine oil can affect engine start ability and performance because the lube oil is used to actuate the fuel injectors.

Also, inspect the lube oil for contaminants, such as fuel or coolant.

If coolant is leaking into the engine, the engine oil may become milky white or the oil viscosity will increase. If fuel is entering the crankcase, the oil will be diluted and take on the smell of diesel fuel and the crankcase oil level may become over full.

Never check the oil level with the engine running or immediately after engine shutdown. Allow 15 minutes after shutdown to check the oil.

note


Check the service records for the grade and the viscosity of the oil last used. Does the viscosity meet the requirements for the ambient temperature in which the vehicle operates?

For example, DON’T use 15W40 oil below 20°F (–7°C).

Check the operator’s manual for the proper grade of oil to use in various conditions.

If the wrong grade of oil is used, or the oil isn’t changed frequently enough, the viscosity will increase and injector operation will be affected.

2. Fuel

Some possible causes of fuel related performance problems are:

• No fuel, contaminated fuel, or debris in the tank

• The fuel could be waxed or gelled

• Ice in the fuel lines

• Cloudy fuel indicates that the fuel grade is unsuitable for cold temperatures

“If the wrong grade of oil is used, or the

oil isn’t changed frequently enough,

the viscosity will increase and

injector operation will be affected.”


• The in-line fuel valve (if equipped) could be shut off

• The fuel supply line could be broken or crimped, leaking or blocked

• The tank pickup tube could be clogged or cracked

• Or filters or water separators may be plugged or leaking allowing air to enter the fuel system

First, take a fuel sample from the fuel tank. There must be an adequate supply of undiluted clean fuel, with the proper grade.

Next, route a hose from the fuel drain tube to a clear container and open the fuel drain valve.

Examine the fuel sample for gasoline or kerosene contamination.

Also, check for sediment or water contamination.

If the unit was run out of fuel, make sure the fuel system was primed. For proper techniques including manually filling the fuel filter housing with diesel fuel up to the filter cap threads, go to ISIS®/ Engine Symptoms Diagnostics/Priming the Fuel System.

Keep open flames and sparks away from the fuel system and work area. Never smoke around the fuel system or work area.

warning!


Keep in mind that if the fuel system will not prime, there is white to black exhaust smoke, and pulsating fuel pressure, go to ISIS®/Engine Symptoms Diagnostics/Combustion Leaks to Fuel.

Record your findings on the Performance Diagnostics Form.

3. Fuel Pressure

Some possible causes of low fuel pressure related performance problems are:

• Compression in the fuel

• An empty fuel tank or debris in the tank

• Dirt or jelled fuel in the fuel filter

• A kinked or bent fuel supply line or a blocked pickup tube

• A loose fuel line on the suction side causing air to enter the system

• A defective fuel regulator valve

• Or, internal fuel pump damage or damage to the drive gear



• Fuel pressure test fitting ZTSE4542

• Fuel/oil pressure test coupler ZTSE4526

• A gauge bar set ZTSE4409

• And, ZTSE4601

As always, see appendix A in the diagnostics manual for specifications and record them on the Performance Diagnostics Form before beginning this diagnostic procedure.

Remove the plug from the fuel filter housing.

Install the fuel pressure test fitting ZTSE4542.

Refer to Hard Start/No Start Test 4: Fuel Pressure and Aerated Fuel.

Connect a line from the fuel/oil pressure test coupler to the 0–160 psi gauge on the gauge bar ZTSE4409 and then to the test fitting.

Start the vehicle

Measure minimum fuel pressure at low idle and high idle.


warning!

During this procedure, make sure the parking brake is set, the transmission is in neutral and the wheels are blocked when running the vehicle.

warning!



If the fuel pressure is low, replace the fuel filter, clean the strainer, and retest.

If the fuel pressure is still low, perform the Fuel Inlet Restriction Test described next.

4. Fuel Inlet Restriction


• FA fuel inlet restriction adapter ZTSE4583

• And a gauge bar set ZTSE4409

To measure fuel inlet line restriction, do the following:

Remove the fuel filter strainer.

Install the fuel inlet restriction adapter ZTSE5483.

Connect a line from the adapter to the vacuum gauge on the gauge bar ZTSE4409.

Measure restriction at high idle and record the results on the Diagnostics Form.

“If the fuel pressure is low,

replace the fuel filter, clean

the strainer, and retest.”

To prevent damage to the aluminum threads, hand start the adapter and do NOT over tighten.

Caution!


If restriction exceeds the spec, find the restriction on the suction side of the fuel system and correct the problem.

If the fuel inlet restriction is within spec, continue with the following steps.

Remove the fuel return line from the fuel regulator valve cap.

Remove the fuel regulator valve cap.

Remove the fuel regulator spring and valve.

Inspect the regulator cavity in the filter housing for dirt or debris.

Check the regulator seating surface, including the sleeve and O-ring, for damage.

If the fuel regulator valve is not damaged, clean and reinstall the regulator valve and retest the fuel pressure.

If the pressure is still low, replace the regulator, and test fuel pressure again.

If the fuel pressure is still low, replace the fuel pump following the procedure in the VT 365 Engine Service Manual on ISIS®.

Use tape or a wire to tie the fuel line to prevent the nut from falling.

note

“If the fuel regulator valve is not damaged, clean and reinstall the regulator valve and retest the fuel pressure.”


Remove the fuel test fitting inlet restriction adapter.

Clean and install the fuel filter strainer.

5. Diagnostic Trouble Codes

This procedure is identical to that shown in Hard Start/No Start test number 5 in Module 2. Therefore we will only present an overview of this procedure.

This test determines if the ECM has detected DTCs indicating conditions that could cause poor performance.

Some possible causes of DTCs are:

• Electronics failure

• Failure of the ICP sensor or ICP system

• Or failure of the Air Management System

6. KOEO Standard Test


“This test determines if the

ECM has detected DTCs indicating conditions that

could cause poor performance.”


This test determines electrical malfunctions detected by the ECM self-test and output circuit check.

Some possible causes of key-on engine- off standard test DTCs are:

• Defective electrical components or circuits

• Or, An Output Circuit Check, or OCC, failure for the IPR, glow plug relay, EGR valve, or variable geometry turbo control valve

7. KOEO Injector Test


This test determines if the fuel injectors are working electronically. The ECM energizes the injectors in a programmed sequence. The ECM monitors this test and sets DTCs, if the injectors are not working correctly.

Some possible causes of key-on engine off-injector test DTCs are:

• An injector wiring harness is open or shorted

“This test determines if the fuel injectors are working electronically.”


• There is a bad wiring harness connection on the injector coil

• There is an open or shorted engine wiring harness to the injectors

• There is a defective injector coil

• Or, The ECM or IDM is defective

8. Diagnostic Trouble Code Access Using Switches

This procedure is identical to Diagnostic Trouble Code Access Using Switches, as shown in the Hard Start/No Start test in Module 2.

This is a summary of the procedure.

If DTCs are detected, the ECM will flash the red and amber Engine lights. One red flash indicates the beginning of an active DTC. The amber light will then flash repeatedly, indicating the DTC number. The CRUISE ON and RESUME/ACCEL switches are used to resend the signal, or to clear inactive DTCs.

“If DTCs are detected, the

ECM will flash the red and amber Engine lights.”

NOTES



9. Intake Restriction

Some possible causes of intake air restriction related performance problems are:

• Snow, ice, plastic, or other foreign material blocking the air cleaner inlet

• Shop towels or cap plugs left on recently repaired engines

• Or, a collapsed air filter

Check for restrictions in the intake system.

A partial restriction can cause a loss in power.

Inspect the air inlet for restriction, damage, or incorrect installation.

Check the ducting, hoses, and clamps.

Check the air filter housing, filter element, and gaskets.

Also check the chassis mounted charge air cooler and piping.

Check the Filter Minder. Intake restriction should be below 25 inches or 63.5 centimeters of water. When the filter element reaches maximum

“A partial restriction can

cause a loss in power.”


allowable restriction, the yellow indicator will reach the top of the window and will automatically lock in this position.

If there are no apparent restrictions at this point, use the following special tools to complete the next tests:

• Gauge bar set ZTSE4409

• And a test line

Remove the air intake restriction indicator or remove the line to the instrument panel restriction gauge from the air filter housing.

Attach a test line to tap the air filter housing.

Connect the line to the magnehelic gauge or manometer.

Run the engine at high idle, no load.

Record the readings on the Performance Diagnostics Form.

If the restriction is more than 12.5 inches or 31.75 centimeters of water, replace the air filter element.

If the restriction is more than 12.5 inches or 31.75 centimeters of water,

During this procedure, make sure the parking brake is set, the transmission is in neutral, and the wheels are blocked.

warning!


and a new filter is in place, re-check for obstructions in the air inlet.

If restriction is less than 12.5 inches or 31.75 centimeters of water, continue with diagnostics.

10. EGR Position

Some possible causes of EGR related performance problems are:

• Problems with the EGR control circuit

• Or, a defective EGR valve or ECM

For engines with ESN 112360 and above see, TSI-04-12-10-R for detailed EGR pinpoint diagnostic procedures.

For engines with ESN 000082 to ESN1122359, you will need the following special tools to diagnose EGR related issues:

• The EZ-Tech®

• Interface cable


• EGR breakout harness ZTSE4595

• And a DMM

ENGINE FACT: An equivalent test, using the instrument mounted restriction indicator, can only be done while operating the engine at full load and rated horsepower. The true maximum air cleaner restriction for this test is 25 inches or 63.5 centimeters of water.


Use the Electronic Service Tool to diagnose EGR related issues.

Remove the engine harness connector from the EGR valve.

Connect the EGR breakout harness ZTSE4595 to the engine harness and the EGR valve.

Use the DMM to measure the EGR position voltage.

Connect positive to green, signal circuit, and negative to black, signal ground.

Open a Key-On Engine-Running, or KOER, Air Management session to monitor EGR position.

Turn the ignition ON but DON’T start the engine.

Record the value for the EGRP in terms of the percent closed and the voltage value from the DMM on the Diagnostics Form.


Select Key-On Engine-Off Tests from the drop down menu.

From the Key-On Engine-Off Diagnostics menu, select Output State

“Record the value for the EGRP in terms of the percent closed and the voltage value from the DMM on the Diagnostics Form.”


Low Test, then Run to energize the coil and open the EGR valve.

Monitor EGRP percent open and the voltage value from the DMM and record the values on the Diagnostics Form.

Click Cancel Test.

Subtract the EGRP percent open from the EGRP percent closed to get the travel percentage and record it on the Diagnostics Form.

Subtract the open voltage from the closed voltage and record the result on the Diagnostics Form.

If both travel percent and voltage differential are below specification, replace the EGR valve and retest.

11. Exhaust Restriction

Some possible causes of exhaust restriction related performance problems are:

• A restricted or collapsed exhaust pipe

• A damaged muffler

• Turbocharger malfunction

• Or, a clogged catalytic converter

“If both travel percent and

voltage differential are below

specification, replace the EGR

valve and retest.”


Like intake restriction, excessive exhaust restriction can severely limit the engine’s power. Be sure to inspect the entire exhaust system for damage and restriction.

If no apparent exhaust restrictions are found, use the EZ-Tech®, interface cable, and MasterDiagnostics® software.

Next, use MasterDiagnostics® software to monitor the Exhaust Back Pressure or EBP sensor signal value.

Open a Key-On Engine-Running error Management session to monitor EBP at high idle, no load.

Disconnect the EGR valve harness connector.

Run the engine up to high idle, no load and record the result on the Diagnostics Form.

Compare the measurement with the specification.

If the restriction is to spec, reconnect the EGR valve, clear DTCs, and continue with Performance Diagnostics.

If the measurement is above the specification, remove the exhaust pipe from the turbocharger outlet and retest.

“Like intake restriction, excessive exhaust restriction can severely limit the engine’s power.”

When the EGR valve is disconnected, the ECM will set a DTC for the EGR valve position out of range low. Ignore the DTC and clear the DTC after the test is complete. If the EGR is plugged in during the test, the results will be incorrect.

note


warning!


If the restriction is to spec with the exhaust pipe removed, reconnect the EGR valve, clear all DTCs and correct the problem between the turbocharger outlet and the tail pipe.

If the exhaust back pressure is still high with the pipe removed from the turbocharger outlet, reconnect the EGR valve, clear all DTCs and do test 20 Air Management.

Monitoring EBP Using the Pressure Sensor Breakout Harness

An alternative method of checking EBP can be performed using a breakout harness ZTSE4347 and a DMM.

To measure the signal volts while performing the same test procedure, disconnect the vehicle wiring harness from the EBP Sensor.

Next, install the breakout harness between the EBP and vehicle wiring harness. Connect the DMM positive lead to green (signal circuit) and the negative lead to black (signal ground). Compare the values to the performance specs.

“To measure the signal volts

while performing the same test

procedure, disconnect the vehicle wiring

harness from the EBP Sensor.”


12. KOER Standard Test

Some possible causes of DTCs set during the KOER Standard Test are:

• An oil leak in the high-pressure injection control system

• An open or shorted wiring harness to the ICP or IPR

• A loose or corroded engine wiring harness to the ICP or IPR

• A defective ICP sensor or IPR valve

• Or, A defective high-pressure pump

The Key-On Engine-Running tests verify that the engine sensor and IPR are operating correctly. If a sensor or IPR problem exists, DTCs will be sent to the Electronic Service Tool.

Use an EZ-Tech®, interface cable, and MasterDiagnostics® software for the following tests.

Open a KOER Standard session to monitor engine operation.

Then, start the engine and let it run until the engine coolant temperature reaches at least 158ºF (70°C).



warning!


Select Key-On Engine-Running Tests from the drop down menu.

From the Key-On Engine-Running Diagnostics Menu, select Standard Test and click Run to start the test.

The ECM will start the Key-On Engine-Running Standard Test and command the engine to accelerate to a predetermined engine rpm.

During the test, the ECM commands the IPR through a Step Test to determine if the ICP system is performing as expected. The ECM monitors signal values from the ICP sensor and compares them to the expected values. When the test is done, the ECM returns the engine to the normal operating mode and transmits any DTCs set during the test.

Record all DTCs, correct any problems, and clear the DTCs once the problems are corrected.


13. Torque Converter Stall (Automatic Only)

Some possible performance problems that can be detected during the torque converter stall test are:

• Restricted intake or exhaust

• Low fuel pressure or low ICP

• Control system faults

• Or a defective EGR valve, injectors, or turbo

On vehicles equipped with WABCO® Full Power Brakes, the parking brake will need to be in the released position, and the service brakes applied to perform the torque converter stall test. Once the stall test is complete, apply the parking brake for the remainder of performance testing.

On all other brake systems, perform a torque converter stall test with the parking brake and the service brake applied. Be sure to perform this procedure in an open lot.

Put the transmission in drive and press the accelerator fully to the floor.

Make sure the brakes are in good condition. This procedure should be done in an open lot with the wheels blocked.

warning!

Avoid damage to the drive train. Do NOT perform this test for more than ten seconds at a time or more than twice back-to-back. If doing twice, wait 2 minutes between tests.

Caution!


Monitor the tachometer and begin timing until the tachometer stops moving

Release the accelerator.

Record the stall rpm and time-to-stall on the Performance Diagnostics Form.

If the minimum rpm is reached in the specified time, don’t continue with Performance Diagnostics—the engine is delivering power within specifications.

If rpm is low or not reached in the specified time, continue with Performance Diagnostics tests.

14. Boost Pressure (Full Load)

Some possible performance problems that can be detected during the boost pressure test are:

• A leak in the intake or exhaust system

• Restricted intake or exhaust

• Low fuel pressure or low ICP

• Control system faults

• Or a defective EGR valve, injectors, or turbocharger


To perform the following test to check if the engine develops enough boost pressure at the specified rpm, you will need the EZ-Tech®, interface cable, and MasterDiagnostics® software.

Open a Road Performance session to monitor engine operation.

Monitor boost pressure or manifold absolute pressure.

Drive the vehicle and make sure the engine operating temperature reaches 158°F (70°C.)

Find a long, open stretch of road.

Select a suitable gear, press the accelerator pedal fully to the floor, and accelerate to the rated speed at 100% load.

Record boost pressure from the Electronic Service Tool onto the Diagnostics Form.

If boost pressure is within spec, don’t continue Performance Diagnostics.

If boost pressure is not to spec, continue with diagnostics.

Do this test at full load along with Test 15, Fuel Pressure, and 16 Injection Control Pressure.

note

NOTES



Monitoring Boost Using the Pressure Sensor Breakout Harness

An alternative method of checking Boost can be performed using a breakout harness ZTSE4347 and a DMM.

To measure the signal volts while performing the same test procedure, disconnect the vehicle wiring harness from the Boost Sensor.

Next, install the breakout harness between the Boost Sensor and vehicle wiring harness. Extend the jumper leads into the vehicle cab. Drive the vehicle as previously described. Compare the values to the performance specs.

15. Fuel Pressure (Full Load)

Some possible performance problems related to low fuel pressure under full load are:

• Dirt or jelled fuel in the fuel filter

• A kinked or bent fuel supply line or a blocked pickup tube

• A loose fuel line on the suction side which can allow air to leak into the fuel system


• A defective fuel regulator valve

• Or internal fuel pump damage or damage to the drive gear

To perform the following test to check if the fuel system supplies the engine with the correct fuel quantity and pressure at full load, you’ll need the following tools:

• Fuel pressure test fitting ZTSE4542



• And, ZTSE4601

Remove the pipe plug from the fuel filter housing.

Install the fuel pressure test fitting ZTSE4542.

Route a test line from the engine compartment to the cab.

Connect a line from the fuel/oil pressure test coupler to the 0 – 160 psi gauge on the gauge bar ZTSE4409, then connect it to the test fitting.

Drive the vehicle and ensure the engine temperature reaches 158°F (70°C).

When running the test line, do NOT crimp the line, run the line too close to moving parts, or let the line touch hot engine surfaces.

warning!

Secure the gauge bar and test line in the cab so they don’t obstruct the driver.

warning!



Select a suitable gear, press the accelerator pedal fully to the floor, and accelerate to rated speed at 100% load.

Record the gauge reading on the Diagnostics Form.

If the fuel pressure is low, replace the fuel filter, clean the strainer, and retest.

If the fuel pressure is still low, do Test 4 Fuel Inlet Restriction at full load, rated speed.

16. Injection Control Pressure

Some possible causes of low injection control pressure are:

• A defective ICP sensor

• Low oil pressure

• A defective IPR valve

• A defective high-pressure pump

• ICP system leakage

• Or, an ECM command to the IPR to reduce ICP caused by low boost pressure, an incorrect feedback signal from the accelerator position


sensor, or an incorrect feedback signal from the ICP sensor

The Injection Control Pressure test verifies that the ICP system provides enough hydraulic pressure to operate the injectors.

You’ll need the EZ-Tech®, interface cable, and MasterDiagnostics® software.

Once again, the ICP specification can be found in the performance specifications section of the diagnostics manual.

In the service bay, ICP can be verified at two points: low idle and high idle no load.

Open a Road Performance session.

Monitor ICP.

Record ICP for low idle on the Diagnostics Form.

Run the engine at high idle, and record the results on the Diagnostics Form.

If ICP is high or unstable for low or high idle conditions, complete the oil aeration detection steps.

“The Injection Control Pressure test verifies that

the ICP system provides enough

hydraulic pressure to operate the

injectors.”


If ICP is in spec for high or low idle conditions, continue but skip the oil aeration detection steps.

Oil Aeration Detection

To draw an oil sample for this test, you’ll need the following special tools:


• A clear container

• A test line

• And a shut-off valve

Connect the coupler to the line and shut-off valve. Then connect the coupler to the test fitting.

Run the engine at high idle for 2 minutes. Return to low idle, take an oil sample and check for foam.

If oil is aerated, foam build-up will be seen on the top of the oil. Correct any problems.

If oil is not aerated, disconnect the ICP sensor and check for engine stability. If the problem is corrected, go to ISIS®/Electronic Control Systems Diagnostics/Circuit Diagnostics/Injection Control Pressure Sensor.

ENGINE FACT: When air becomes mixed with the engine oil, the oil/air mixture becomes compressible. The compressibility of the mixture causes a delay in injection. When this happens, the ECM raises the ICP to compensate. If the aeration is severe, the ECM cannot compensate enough and the result is often white smoke.

When running the test line, do NOT crimp the line, run the line too close to moving parts, or let the line touch hot engine surfaces.

warning!


If ICP is still high or unstable, replace the IPR and retest.

Drive the vehicle and make sure the engine operating temperature reaches 158°F (70°C).


Select a suitable gear, press the accelerator pedal fully to the floor, and accelerate to the rated speed at 100% load.

Record the Electronic Service Tool reading on the Diagnostics Form.

If the ICP is to spec, don’t continue diagnostics.

If the engine has a surge, and after you disconnect the ICP sensor the surge goes away, replace the IPR and retest.

Monitoring ICP Using the Pressure Sensor Breakout Harness

An alternative method of checking ICP can be performed using a breakout harness ZTSE4347 and a DMM.

To measure the signal volts while performing the same test procedure, disconnect the vehicle wiring harness from the ICP Sensor.


Next, install the breakout harness between the ICP and vehicle wiring harness. Extend jumper leads into the vehicle cab. Drive the vehicle as previously described. Compare the values to the performance specs.

17. Crankcase Pressure

Some possible causes of performance problems related to high crankcase pressures are:

• Dirt in the air induction system

• Badly worn or broken rings

• Badly worn or scored cylinder bores

• Leaking valve seals or worn valve guides

• A restricted orifice in the Crankcase Breather Tool

• A leaking intake manifold gasket

• An air compressor is affecting crankcase pressure

• The turbocharger seals are defective


• Or a restricted, blocked, or collapsed breather system hose between the turbo and valve cover

Conduct the crankcase pressure test to verify the condition of the power cylinders.

You’ll need the following special tools:

• A crankcase pressure test adapter ZTSE4510


• And heater hose pliers

Make sure the engine oil level is not above the full mark and the oil level gauge is secured.

Make sure the breather tube is secure in the valve cover and air inlet duct.

Clamp off the recirculation tube with heater hose pliers.

Remove the oil fill cap.

Install the crankcase pressure test adapter ZTSE5410 to the extended oil fill tube.

Connect a line from the crankcase pressure test adapter to the magnehelic


gauge on the gauge bar ZTSE4409 or a manometer.

Run the engine to reach normal operating temperature, 158°F (70°C), before measuring crankcase pressure.

Run the engine at high idle no load. Allow the gauge reading to stabilize before taking the pressure reading.

Record the crankcase pressure on the Diagnostics Form.

If the pressure is below specification, continue with Test 18 Injector Disable Test of Performance Diagnostics.

If the pressure is above spec, continue with this procedure.

If the engine has an air compressor, remove the air compressor drive belt and retest.

If the pressure is below spec, repair or replace the air compressor.

If the pressure is above spec, continue with these procedures.

Disconnect the variable geometry turbocharger control valve and retest.

If pressure is below spec, reconnect the EVRT control valve and conduct


Test 20 Air Management of Performance Diagnostics, to see if the crankcase pressure increases as the turbocharger demand increases.

If pressure fluctuates above and below spec, as the variable geometry turbo is cycling, replace the turbocharger.

If disconnecting or cycling the turbo does not bring pressure below spec, continue with the next step.

Complete Test 19 Relative Compression Test to pinpoint suspect cylinders.

If necessary, complete Test 18 Injector Disable to further pinpoint suspect cylinders.

Inspect the air induction system for the entry of dirt.

Measure compression with a compression test adapter and gauge. Compare compression from cylinder to cylinder.

18. Injector Disable

This test, along with the relative compression test is used to distinguish between an injector problem or a mechanical problem when detecting


the cause of a rough idle or performance problem.

Use the EZ-Tech®, interface cable, and MasterDiagnostics® software for this test.

Open a Key-On Engine-Running IDT V8 session to monitor engine operation.

Start the engine.

Select diagnostics from the menu bar.

Select V8 Injector Disable Test.

Select Collect Data.

Record baseline values, Engine Oil Temperature, average fuel rate, and average engine load on the Performance Diagnostics Form.

Select Cylinder One and click Run. Injector one is disabled.

Click Collect Data.

Record engine oil temperature, average fuel rate, and average engine load on the Diagnostics Form.

Repeat these steps for each cylinder.


warning!

While running the engine, listen for sound variations from cylinder to cylinder.

note


Subtract the baseline for average fuel rate from the average fuel rate for each injector and record the difference.

Add the difference for all injectors and divide by eight. Then round to the nearest tenth—this is the cut-off value.

Record the cut-off value on the Diagnostics Form.

Subtract the baseline for average engine load from the average engine load for each injector and record the difference.

Add the differences for all injectors and divide by eight. Then, round to the nearest tenth—this is the cut-off value.

Record the cut-off value on the Diagnostics Form.

If deviation values for both average fuel rate and average engine load are significantly below the cut-off values for both fuel rate and engine load, the injector is suspect for weak cylinder contribution.

If only one difference value is less than a cut-off value, don’t suspect that cylinder—further testing is required.

If a suspect cylinder is identified, do Test 19 Relative Compression to


distinguish between an injector or a mechanical problem.

If test 19 shows that the cylinders are mechanically sound but the Injector Disable Test shows that one or more cylinders are bad, continue with the next steps.

Remove the valve cover for the suspect cylinder or cylinders.

Start the engine and run at idle.

Check the oil coming out of the spill spout of the suspected injectors. Less oil coming out of a suspect injector, compared with more oil coming out of other injectors means that less fuel is being delivered to the cylinder.

If less oil is coming out of suspected injectors, it is further confirmation of a bad injector.

Replace the injectors following the procedures in the Engine Service Manual on ISIS® and retest.

Test drive the vehicle for 20 miles and check for rough idle.

If rough idle continues, do the Injector Disable Test once again.


19. Relative Compression

Some possible cause of performance problems due to poor compression are:

• Compression problems

• The pushrods are bent

• The valves are leaking

• An injector is loose

• A piston and cylinder are scored

• The valves are misadjusted

• Or, there are missing or broken piston rings

The relative compression test evaluates the base engine condition. To do the test, the batteries must be fully charged.

You’ll need the EZ-Tech®, interface cable, and MasterDiagnostics® Software.

Select Diagnostics from the menu bar using the Electronic Service Tool.

Select Relative Compression Test from the drop down menu.


Follow the messages at the bottom of the window.

Turn the ignition key ON.

Click Run.

Crank the engine for 15 seconds. Disregard the “Stop Cranking” message that may appear during the 15 second interval.

If a Relative Compression Test and Injector Disable Test identifies a suspect cylinder, check for a mechanical problem.

If a Relative Compression Test does not identify a suspect cylinder, but the Injector Disable Test does, replace the suspect injectors.

20. Air Management

The purpose of the Air Management Test is to determine if the intake, exhaust, EVRT, and EGR systems are operating properly.

Some possible causes of performance problems related to air management are:

• There is an exhaust leak before the turbocharger

When performing the Relative Compression Test, after clicking run, turn the ignition key within five seconds to crank the engine. If this is not done within five seconds, the EST will cancel the test, and the engine will start.

warning!


• There is a leak in the intake system

• The EBP tube is plugged

• The MAP or EBP sensor is defective

• The turbocharger is defective

• The EGR valve is defective

• Or, the EVRT Control Valve is defective

Use the EZ-Tech®, interface cable, and MasterDiagnostics® Software.

Open a Key-On Engine-Running Air Management session to monitor engine operation.


Select Key-On Engine-Running Tests from the drop down menu.

Select Air Management Test and click Run to start the test.

The ECM will start the Air Management Test and command the engine to accelerate to a predetermined engine rpm. The ECM will monitor the effects of the Turbocharger and EGR valve movement using the EBP sensor.


warning!

Test 12, KOER Standard Test, must have been done before doing this test.

note

“The ECM will monitor the effects

of the Turbocharger and EGR valve

movement using the EBP sensor.”


If a problem is detected, the ECM will cancel the test, set a DTC, and restore normal engine operation.

Record all DTCs on the Performance Diagnostics Form.

See Appendix B in the diagnostics manual on ISIS® for a list of DTCs.

Correct problems causing active DTCs.

Finally, clear the DTCs.

If the Injector Disable, Relative Compression, and Torque Converter Stall tests do not show a problem with the engine’s performance, indications are that the engine is operating to spec as designed.

This concludes the International® VT 365 Engine Program III: Performance Diagnostics training program. Completion of this educational process is a key component towards International® Technician Certification. You are now required to take a post-test via ISIS®/Education/Service/Online Testing.

NOTES


International VT 365 Engine Programs II & III

Documents

Transcript of International VT 365 Engine Programs II & III