Detroit Diesel 60 EGR Series Troubleshooting guide

Detroit Diesel 60 EGR Series is a powerful and versatile tool that can help you diagnose and troubleshoot your Series 60 EGR engine. With its user-friendly interface and comprehensive diagnostic capabilities, the Detroit Diesel 60 EGR Series is the perfect tool for any technician who wants to keep their engine running at peak performance.

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ATTENTION

The information in this document is accurate as of April 2004 and is subject to change without notice. This manual is to be used in conjunction with the DDEC III/IV Single ECM

Troubleshooting Guide and the DDEC V Single ECM Troubleshooting Guide.

Series 60 ® , Detroit Diesel ® , DDC ® , DDEC ® and the spinning arrows design are registered trademarks of Detroit Diesel Corporation. Diagnostic Link ® is a registered trademarks of the

Detroit Diesel Corporation.

SERIES 60 EGR TECHNICIAN'S GUIDE

A LETTER TO TECHNICIANS

The Series 60 engine is entering its 14th year!

Since its introduction in 1987, over 729,000 Series 60 engines have been introduced in the market.

The technological changes that have occurred during those 14 years have resulted in a different type of engine, requiring a different class of technicians. Today’s technician is required to have computer skills, excellent comprehension of the written word and possess an extensive diagnostic understanding of the various technological systems and components. Today’s technician must perform at a higher level of efficiency and competency than their predecessors and at the same time furnish professional quality support.

As the leader in engine computer systems and technology, Detroit Diesel Corporation remains focused on providing excellence in products, service support and training. As products become more and more advanced, today’s technicians must become specialized in multiple areas. This manual is designed with that thought in mind. This Series 60 EGR Technician’s Guide will provide you with concentrated information that will allow you to excel in EGR technology.

The Series 60 EGR Technician’s Guide covers the October 2002 through current production

Series 60 EGR engines.

After completing this guide you will:

Understand the function of the Series 60 EGR engine components and their interdependence

Understand Series 60 EGR operating modes

Recognize the logic, component, and protection codes logged within the ECM

Learn the acceptable pressure output values from a Variable Pressure Output Device

(VPOD)

Be able to record, playback, save, and e-mail a DDDL snapshot

Apply your understanding of the EGR system logic to review DDDL diagnostic snapshots

All information subject to change without notice. (Rev. April 2004)

SERIES 60 EGR TECHNICIAN'S GUIDE

INTRODUCTION .................................................................................................................

COMPONENTS ...................................................................................................................

MODES ...............................................................................................................................

CODES ................................................................................................................................

DDEC IV TESTING .............................................................................................................

DDDL/SNAPSHOTS ...........................................................................................................

SNAPSHOT EXAMPLES ....................................................................................................

DDEC V COMPONENTS ....................................................................................................

DDEC V CODES .................................................................................................................

DDEC V TESTING ..............................................................................................................

APPENDIX A: LIST OF ACRONYMS ...........................................................................................

APPENDIX B: DDEC IV WIRING SCHEMATICS .........................................................................

APPENDIX C: ENGINE DIAGNOSTIC QUESTIONNAIRE ..........................................................

APPENDIX D: SERVICE INFORMATION LETTERS ...................................................................

9-1

10-1

A-1

B-1

C-1

D-1

5-1

6-1

7-1

8-1

1-1

2-1

3-1

4-1

All information subject to change without notice. (Rev. April 2004)

TABLE OF CONTENTS iv

All information subject to change without notice. (Rev. April 2004)

SERIES 60 EGR TECHNICIAN'S GUIDE

INTRODUCTION

The Series 60 EGR Technician's Guide is intended to be used by a qualified service technician familiar with Detroit Diesel electronically controlled (DDEC) diesel engines and to provide a better understanding of the EGR system to improve the diagnosing of a Series 60 ® EGR system.

NOTE:

The Series 60 EGR system will be supported in the near future.

Prerequisites for effective diagnosis include the following topics:

Knowledge of both the engine and vehicle principles of operation.

Ability to perform and to understand service manual and troubleshooting manual procedures.

Availability and training to use gages and diagnostic test equipment.

Familiarization of the computer software associated with DDC products.

An essential tool to properly diagnose and troubleshoot a DDEC IV or DDEC V Series 60

EGR engine is the Detroit Diesel Diagnostic Link ® (DDDL).

This tool will provide you all the help you will need as it contains proper troubleshooting information for all products.

NOTE:

It is absolutely critical that you understand the EGR system to be qualified to offer any type of proper diagnostics. Do not waste time trying to troubleshoot a DDC product, you are not qualified to troubleshoot. Your company may incur wasted labor hours. If you are qualified to perform a troubleshooting task and have spent more than one hour on that task, STOP, and contact DDC Technical Assistance. Once you have discussed your options with a technical support person, you can perform the required tests and evaluations. Please keep in contact with your technical support person. This allows you to stay on track.

1-1

All information subject to change without notice. (Rev. April 2004)

INTRODUCTION

BASICS

The following listed items should be checked prior to starting any troubleshooting:

Ensure engine serial number on the ECM matches the serial number on the cylinder block.

Walk around the vehicle. Look for obvious problems such as leaks (air or liquid).

Inspect the ECM for worn isolators, debris or bolts lodged between ECM and cylinder block.

Ensure the fuel supply shut-off valve is set to full on.

Check that the fuel filter is secure and tight.

Check for a restricted air filter.

Inspect truck frontal area for air flow restriction through the CAC and radiator.

Ensure that the fuel tank level is correct and that the fuel tank is full.

Look for any vehicle damage.

Investigate any prior repairs, if applicable.

Check for broken wiring connectors.

Check for poor mating of the connector halves or terminals not fully seated in the connector body (backed out terminals).

Look for improperly formed or damaged terminals. All connector terminals in the problem circuit should be carefully inspected to determine proper contact tension. Use a mating terminal to test the contact tension.

Check for electrical system interference caused by a defective relay, ECM driven solenoid, or a switch causing an electrical surge. Look for problems with the charging system

(alternator, etc.). In certain cases, the problem can be made to occur when the faulty component is operated as in the case of a relay.

Verify that alternator grounds are clean and making good contact. Disconnect the alternator belt to test.

Wiggle wires and harnesses to try to make the problem active, or re-occur.

1-2

All information subject to change without notice. (Rev. April 2004)

SERIES 60 EGR TECHNICIAN'S GUIDE

OPERATOR INFORMATION

This section should serve as a guideline for the technician:

Intermittent Problems - Talk to the operator/driver. Be specific!

Develop your own Driver Questionnaire (see Figure 1-1).

NOTE:

A full page copy of the questionnaire can be found in Appendix C.

All information subject to change without notice. (Rev. April 2004)

1-3

INTRODUCTION

Figure 1-1 Drivers Questionnaire

1-4

All information subject to change without notice. (Rev. April 2004)

SERIES 60 EGR TECHNICIAN'S GUIDE

Driver Questionnaire

Ask the driver to answer the following questions before attempting to repair an intermittent problem, or a problem with symptoms but no diagnostic codes. Use this and the response as a guideline. Refer to Questionnaire Response Guideline found on page 1–6.

1. How often does the problem occur? Can you and the driver take the vehicle and demonstrate the problem in less than 30 minutes?

2. Has the vehicle been to other shops for the same problem? If so, what was done there?

3. Did the radio, dash gages, or lights momentarily turn OFF when the problem occurred?

4. Does the problem occur only at specific operating conditions? If so, at what load? Is it light, medium, or heavy?

5. Does the problem occur at a specific engine operating temperature? If so, at what engine temperature?

6. Does the problem occur at a specific engine operating altitude? If so, at what altitude?

7. Does the problem occur only when above or below specific outside temperatures? In what temperature range?

8. Does the problem occur during other conditions e.g. during or after rain, spray washing, snow?

9. Did the problem occur at a specific vehicle speed? If so, at what vehicle speed?

10. Does the problem occur at specific engine RPM? If so, at what engine RPM?

All information subject to change without notice. (Rev. April 2004)

1-5

INTRODUCTION

Questionnaire Response Guideline

The following are typical responses to the Driver Questionnaire:

PERSONAL INJURY

To avoid injury from loss of vehicle/vessel control, the operator of a DDEC equipped engine must not use or read any diagnostic tool while the vehicle/vessel is moving.

1. If the problem is repeatable, take the vehicle for a drive with the DDDL connected and note the conditions when the problem occurs. Be prepared to take snapshot data using the

DDDL. Ensure you operate the vehicle after correcting the problem and duplicate the operating conditions before releasing the unit, to verify the problem is corrected.

2. If the vehicle has been to other shops for the same problem, call the other shops and find out what has been done. Avoid replacing the same components again unless absolutely sure they are the problem! It is unlikely a component will fail again following a recent replacement.

3. If other vehicle devices are affected, this indicates there may be something wrong with the ignition wiring.

4. Operate the engine under similar load conditions. Check the fuel system for restrictions, primary filter, and fuel tanks for foreign objects blocking the fuel supply. Also, check the air system. Utilize the DDDL snapshot feature.

5. Operate the engine at this temperature while attempting to duplicate the problem. Use the snapshot feature on the DDDL.

6. If possible, troubleshoot the problem in this temperature range.

7. If the problem seems to occur during or after the engine is subjected to rain/spray washing, thoroughly inspect the connectors for moisture entry.

8. If the problem occurs at a specific vehicle speed, check the parameters affecting vehicle speed to verify they are programmed close to the vehicle speed where the problem occurs. Check Vehicle Speed and watch the DDDL (snapshot) for changes to see if the pulse wheel (VSS signal) is loose.

9. If the problem occurs at a specific engine rpm, unplug the oil, coolant, and air temperature sensors, and note any changes to the problem. Gather this data and contact Detroit Diesel

Technical Service.

1-6

All information subject to change without notice. (Rev. April 2004)

SERIES 60 EGR TECHNICIAN'S GUIDE

COMPONENTS

The purpose of the EGR system is to reduce engine exhaust gas emissions in accordance with

EPA regulations.

Figure 2-1 EGR System

All information subject to change without notice. (Rev. April 2004)

2-1

COMPONENTS

EGR (exhaust gas recirculation) allows a percentage of the exhaust gases to remix with the air coming into the intake manifold. The exhaust gas dilutes the incoming air, displacing some of the oxygen in the air. Less oxygen results in a slower burn and a reduced peak cylinder temperature which reduces NOx (nitrogen oxides).

Figure 2-1 illustrates how components of the EGR system function.

See Figure 2-2 and Figure 2-3 to familiarize yourself with the EGR components.

1. VNT Turbocharger

2. Turbo Vane Actuator

3. EGR Valve Actuator

4. Delta Pressure Sensor

5. EGR Gas Delivery Pipe

Figure 2-2 Right Side View

2-2

6. S Pipe

7. EGR Valve

8. EGR Cooler

9. High Flow Water Pump

All information subject to change without notice. (Rev. April 2004)

SERIES 60 EGR TECHNICIAN'S GUIDE

1. EGR Gas Delivery Pipe

2. EGR Mixer

3. Intake Manifold

Figure 2-3 Left Side View

4. Intake Manifold Air Temperature Sensor

5. Barometric Pressure Sensor

6. Intake Manifold Boost Pressure Sensor

All information subject to change without notice. (Rev. April 2004)

2-3

COMPONENTS

FUNCTIONALITY OF THE EGR COMPONENTS

Variable Pressure Output Device (VPOD)

12 V/24V power supply system

DDEC IV ECM: PWM2 (Y1) EGR and PWM4 (X2) VNT

Figure 2-4 EGR Valve and VNT Control System

There are two Variable Pressure Output Devices (VPOD) that control the Variable Geometry

Turbo (VNT) and the EGR system. The location of the VPODs is application dependent. During engine EGR operation, the VPOD provides modulated air pressure to the pneumatic actuators which change the VNT vanes and EGR valve positions. The VPOD interface with other systems may be viewed in see Figure 2-4.

2-4

All information subject to change without notice. (Rev. April 2004)

SERIES 60 EGR TECHNICIAN'S GUIDE

All information subject to change without notice. (Rev. April 2004)

2-5

COMPONENTS

Variable Nozzle Turbocharger (VNT)

Figure 2-5 VNT Turbocharger

Figure 2-6 Cut Away View of the Vanes

The results of being able to adjust like this are as follow. See Figure 2-5 and see Figure 2-6.

Enhanced air/fuel ratio during engine acceleration

2-6

All information subject to change without notice. (Rev. April 2004)

SERIES 60 EGR TECHNICIAN'S GUIDE

Provides EGR transport mechanism in EGR mode

More vane closure increases the EGR flow rate (PWM % is high).

Less vane closure decreases the EGR flow rate (PWM % is low).

Provides enhanced engine brake capability.

The VNT vanes adjust to control the exhaust gas velocity. See Figure 2-7.

Figure 2-7 VNT Vane Position

Vane Position During Engine Operation

PWM 7%

No air pressure to VNT actuator from the VPOD

Minimum exhaust restriction/Minimum EGR flow while operating in EGR Mode

PWM 50%

Regulated air pressure to the VNT actuator from the VPOD

Moderate exhaust restriction

Increased EGR flow while operating in EGR Mode

PWM 90%:

Maximum regulated air pressure to the VNT actuator from the VPOD

Maximum regulated exhaust restriction/Maximum EGR flow while operating in EGR Mode

All information subject to change without notice. (Rev. April 2004)

2-7

COMPONENTS

EGR Valve

The valve position is controlled by DDEC. The ECM continuously monitors all engine operation modes and performs self diagnostic checks of RPM, load, altitude, air temperature, etc. and uses this information to determine the valve position.

When the EGR valve is closed, exhaust flow from the exhaust manifold, past the turbine wheel in the turbocharger and out the exhaust system, in the traditional way.

When the valve is open, some of the exhaust gas is directed into the EGR cooler, through the delivery pipe and into the intake manifold.

EGR Valve Actuator

Figure 2-8 EGR Valve Actuator

The EGR valve regulates the EGR flow rate via air pressure input from the VPOD. The

EGR valve has the following components (see Figure 2-9):

2-8

All information subject to change without notice. (Rev. April 2004)

SERIES 60 EGR TECHNICIAN'S GUIDE

1. Butterfly Valve

2. Splined Crank Arm

3. Pneumatic Actuator

Figure 2-9

EGR Cooler

4. Actuator Bracket

5. Adjustable Linkage

Figure 2-10 EGR Cooler (Bar and Fin Design)

All information subject to change without notice. (Rev. April 2004)

2-9

COMPONENTS

The primary purpose of the EGR cooler (see Figure 2-10), is to cool the exhaust gases by:

Providing a coolant flow to remove heat from the gas side core.

Delta Pressure Sensor/EGR Temperature Sensor

Figure 2-11 Venturi

Monitoring the pressure differential across the venturi (adjacent to outlet of EGR cooler see Figure 2-11 and see Figure 2-12) and the temperature of the exhaust gases

(see Figure 2-13) determine precise Mass Flow Rate Measurement.

The ECM uses the delta pressure and exhaust temperature to determine the rate of EGR flow.

2-10

All information subject to change without notice. (Rev. April 2004)

SERIES 60 EGR TECHNICIAN'S GUIDE

Figure 2-12 Delta Pressure Sensor

The Delta Pressure Sensor measures the pressure difference across the venturi in the transfer pipe.

Figure 2-13 EGR Temperature Sensor

All information subject to change without notice. (Rev. April 2004)

2-11

COMPONENTS

EGR Gas Delivery Pipe/Mixer

The delivery pipe provides the path for the EGR gases to flow from the EGR cooler to the intake manifold.

Mixer

Figure 2-14 EGR Mixer

The mixer completes the EGR circuit. See Figure 2-14.

The mixer mixes exhaust gas into the fresh air supply flowing from the charge-air-cooler. Once the air has past the mixer, the intake manifold defuses EGR gas evenly to each cylinder. Sensors are mounted in the intake manifold to monitor the air temperature and the boost pressure.

2-12

All information subject to change without notice. (Rev. April 2004)

SERIES 60 EGR TECHNICIAN'S GUIDE

High Flow Water Pump

The EGR engine uses a high flow water pump to improve the coolant flow for added heat dissipation.

NOTE:

The high flow water pump is not interchangeable with a non-EGR engine.

All information subject to change without notice. (Rev. April 2004)

2-13

COMPONENTS

2-14

All information subject to change without notice. (Rev. April 2004)

SERIES 60 EGR TECHNICIAN'S GUIDE

MODES

OPERATIONAL MODES

New terminology has been introduced as a result of the Series 60 EGR engine.

Boost Mode

Boost Mode is when the engine is generating power with NO EGR flowing. The EGR valve position is closed and the vanes in the turbocharger adjust to achieve a desired boost level. Boost levels are similiar to 'pre-EGR' engines.

Transition from Boost to EGR Mode

Transition from Boost to EGR Mode is when the engine is generating power using boost pressure and DDEC requests EGR to begin flow.

EGR Mode

EGR Mode occurs when DDEC is flowing EGR at a desired rate to maintain proper engine operation. The EGR valve position is open and vanes in the turbocharger adjust to achieve the desired EGR rate. Typically boost levels are higher under this operating mode when compared to 'pre-EGR' engines.

EGR Control Mode

EGR Control Mode occurs when the DDEC engine sensors are performing normally and all engine parameters are within calibration limits as determined by the sensor readings. These readings enable DDEC to accurately control exhaust gas flow.

Transition from EGR to Boost

Transition from EGR to Boost Mode occurs when the engine is generating power while flowing

EGR and DDEC requests to close the EGR valve and generate power based upon boost pressure.

Braking Mode

Braking Mode occurs when the engine is absorbing energy (power) through an internal engine-braking device. The power for the engine brake is accomplished by activating the desired number of cylinders and adjusting the vanes in the turbocharger to achieve the desired boost level.

The EGR valve position is closed during brake mode.

3-1

All information subject to change without notice. (Rev. April 2004)

MODES

Altitude

The engine will transition between EGR and boost mode at an altitude of 6500 ft. Altitude is determined by the Barometric Pressure Sensor located on the engine. See Figure 2-3.

Condensation Protection

In very cold ambient (i.e. < 30F) conditions the engine will operate in a "condensation protection" mode. EGR is disabled during this mode requiring a slower turbo speed. The engine will sound

"different". During this mode of operation the operator will notice a lower "boost" reading compared to when EGR is active, however there is NO reduction of power.

3-2

All information subject to change without notice. (Rev. April 2004)

SERIES 60 EGR TECHNICIAN'S GUIDE

EGR SYSTEM

In this section, various colors are used to illustrate a particular engine mode for the Series 60 engine. The meaning of each color is defined in the list below.

Red = Exhaust Gas

Blue = No EGR Flow

Green = Coolant Flow

Yellow = Vehicle Air (VPODs)

Orange = Cooled Exhaust Gas

All information subject to change without notice. (Rev. April 2004)

3-3

MODES

Boost Mode

During Boost Mode the following occurs:

EGR valve closed

No EGR flowing through the EGR cooler or delivery pipe

VNT vane position controlled by intake manifold boost pressure and limited by the turbocharger speed

3-4

All information subject to change without notice. (Rev. April 2004)

SERIES 60 EGR TECHNICIAN'S GUIDE

Boost Mode Operation

A typical Boost Mode operation consists of:

Accelerating a vehicle from stationary position and shifting up through the transmission gears.

Performing engine brake operation.

The vehicle is at or above 6500 ft of altitude.

High ambient humidity to prevent condensation of EGR gases in the intake manifold.

EGR Valve Activated by DDEC IV

Transition from Boost to EGR Mode

Initiation of EGR requires minimum engine speed and boost pressure (air flow) in order to transition into EGR mode without an abrupt drop in air/fuel ratio.

Once minimum RPM and boost levels are attained the ECM sends a signal via PWM#2 to initiate the valve opening event by providing air pressure to the EGR actuator.

All information subject to change without notice. (Rev. April 2004)

3-5

MODES

EGR Valve and Pneumatic Actuation

Air pressure supplied by the EGR VPOD to the EGR actuator opens the butterfly valve.

Once the EGR butterfly valve opens, the EGR flows through the EGR cooler and into the delivery pipe.

3-6

All information subject to change without notice. (Rev. April 2004)

EGR Cooling

EGR Cooling

SERIES 60 EGR TECHNICIAN'S GUIDE

Exhaust gas enters the EGR cooler at high temperatures and is cooled by the engine coolant system to increase the density of the gas. This graphic illustrates coolant flow.

All information subject to change without notice. (Rev. April 2004)

3-7

MODES

EGR Measurement

EGR Mode

Once EGR begins flow through the EGR cooler and past the venturi, pressure levels are measured from the two venturi taps or ports. The delta pressure measurement, in conjunction with the EGR temperature, determines the EGR flow rate.

3-8

All information subject to change without notice. (Rev. April 2004)

VNT Controls

EGR Mode (Flow)

SERIES 60 EGR TECHNICIAN'S GUIDE

The VNT turbocharger is the mechanism used to change the EGR rate.

The VNT is controlled via the DDEC PWM#4 to regulate air pressure to change the nozzle vane position within the turbocharger.

Changes to the vane position, either closing or opening, result in an increase or decrease to the

EGR flow rate.

All information subject to change without notice. (Rev. April 2004)

3-9

MODES

3-10

All information subject to change without notice. (Rev. April 2004)

SERIES 60 EGR TECHNICIAN'S GUIDE

CODES

DIAGNOSTIC TROUBLESHOOTING

This section supports the DDEC IV fault codes recorded during EGR engine operation.

Diagnostic Trouble Codes (DTC)

Component, Logic, or Engine Protection Codes

Diagnostic trouble codes are generated in the ECM when a condition exists that prevents the engine from operating at peak efficiency. Three primary codes exist Component, Logic, and

Engine Protection.

Sensor Codes = Yellow

A component DTC is activated when a specific component failure exists. This is most commonly seen as a high volt or low volt code for a specific device. The failure can generally be found within the component or wiring for that component.

Engine Protection Codes = Red

An engine protection DTC is activated when a engine operating condition exists that can cause immediate damage to the engine and the engine should be shut down until the condition is corrected to prevent additional damage.

Logic Codes = Blue

A logic DTC is activated when specific conditions occur within a given amount of time that the calibration determines is not “normal”. For example: If the ECM commands the EGR valve to open or close. The ECM monitors the EGR flow devices for confirmation that flow has begun or ended.

4-1

All information subject to change without notice. (Rev. April 2004)

CODES

Logic codes identify a condition NOT a component.

Example: Code 39 DDEC uses the Differential Pressure sensor and EGR temperature sensor to monitor EGR flow.

If flow is detected when there should be no flow, code 39 will activate.

If NO FLOW is detected when there should be flow, code 39 will activate.

Conditions that can cause Code 39 include but are not limited to:

Plugged EGR cooler

EGR valve defective (stuck open or closed)

VPOD defective

Differential pressure sensor plugged

The DTC will help guide the technician to the condition. The technician will require a knowledge of the system and proper tools to diagnose the components.

4-2

All information subject to change without notice. (Rev. April 2004)

SERIES 60 EGR TECHNICIAN'S GUIDE

DDEC IV EGR DESCRIPTIONS

To read codes, use the Detroit Diesel Diagnostic Link (DDDL). The DDDL will display active and inactive fault codes which are listed in Table 4-1.

Yellow= Sensor

Red = Protection

Blue = Logic

171

105

171

351

404

PID

174

111

354

187

111

110

175

110

175

105

238

SID

DDC Code #

(Flashed)

FMI

Description

Variable Speed Governor Sensor Voltage Low

Variable Speed Governor Sensor Voltage High

Coolant Level Sensor Input Voltage Low

Coolant Temperature Sensor Input Voltage High

Oil Temperature Sensor Input Voltage High

Coolant Temperature Sensor Input Voltage Low

Oil Temperature Sensor Input Voltage Low

Coolant Level Sensor Input Voltage High

Relative Humidity Sensor Circuit Failed High

Relative Humidity Sensor Circuit Failed Low

Throttle Position Sensor Input Voltage High

Throttle Position Sensor Input Voltage Low

Fuel Temperature Sensor Input Voltage High

Fuel Temperature Sensor Input Voltage Low

Reserved for ‘‘No Codes"

Aux. Shutdown #1 Active

Aux. Shutdown #2 Active

Intake Manifold Temperature Sensor Input

Voltage High

Ambient Air Temperature Sensor Input Voltage

High

Intake Manifold Temperature Sensor Input

Voltage Low

Ambient Air Temperature Sensor Input Voltage

Low

TCI Temperature Circuit Failed Low

TCO Out Sensor Input Voltage Low

Aux. Output #3 Open Circuit (High Side) - S3

Aux. Output #3 Short To Ground (High Side) - S3

Aux. Output #3 Mechanical System Fail - S3

Aux. Output #4 Open Circuit (High Side) - T3

Aux. Output #4 Short to Ground (High Side) - T3

Aux. Output #4 Mechanical System Failure - T3

SEL Short to Battery (+)

SEL Open Circuit

All information subject to change without notice. (Rev. April 2004)

4-3

CODES

PID

404

102

106

411

100

168

111

105

110

172

175

105

110

412

404

102

100

DDC Code #

(Flashed)

SID

254

253

214

232

147

146

147

239

FMI

Description

CEL Short to Battery (+)

CEL Open Circuit

Turbo Boost Pressure Sensor Input Voltage High

Turbo Boost Pressure Sensor Input Voltage Low

Oil Pressure Sensor Input Voltage Low

Fuel Pressure Sensor Input Voltage High

Fuel Pressure Sensor Input Voltage Low

EGR Leak - Boost Power

EGR Leak - Boost Jake

EGR Valve Not Responding

VNT Vanes Not Responding - Boost Power

VNT Vanes at Max - Jake

VNT Vanes Not Responding - Boost Jake

EGR Flow too Low

VNT Vanes Not Responding - EGR

Too Many SRS (missing TRS)

Too few SRS (missing SRS)

Coolant Level Low

Intake Manifold Temperature High

Coolant Temperature High

Air Inlet Temperature High

Oil Temperature High

Inlet Manifold Temperature Derate

Coolant Temperature Derate

Oil Pressure Low

ECM Battery Voltage Low

RTC Backup Battery Voltage Low

Sensor Supply Voltage Low

Turbo Boost Pressure High

Air Inlet Pressure High

Air Inlet Pressure Low

EGR OPD Low

EGR Temperature Low

Turbo Compressor Out Temperature High

TCO Temperature Derate

Turbo Compressor Out Temperature Sensor

Input Voltage High

A/D Conversion Fail

Nonvolatile Checksum Incorrect

EEPROM Write Error

Out of Calibration

4-4

All information subject to change without notice. (Rev. April 2004)

SERIES 60 EGR TECHNICIAN'S GUIDE

PID

DDC Code #

(Flashed)

SID

216

231

250

249

xxx

FMI

Description

Vehicle Speed Sensor Fault

Other ECM Fault

J1939 Data Link Fault

J1587 Data Link Fault

J1922 Data Link Fault

Torque Overload

Injector xxx Response Time Long

Aux. Output #1 Short to Battery (+) - F3

Aux. Output #1 Open Circuit - F3

Aux. Output #1 Mechanical System Not

Responding Properly - F3

Aux. Output #2 Short to Battery (+) - A2

Aux. Output #2 Open Circuit - A2

Aux. Output #2 Mechanical System Not

Responding Properly - A2

Aux. Output #5 Short to Battery (+) - W3

Aux. Output #5 Open Circuit - W3

Aux. Output #5 Mechanical System Not

Responding Properly - W3

Aux. Output #6 Short to Battery (+) - X3

Aux. Output #6 Open Circuit - X3

Aux. Output #6 Mechanical System Not

Responding Properly - X3

Aux. Output #7 Short to Battery (+) - Y3

Aux. Output #7 Open Circuit - Y3

Aux. Output #7 Mechanical System Not

Responding Properly - Y3

Aux. Output #8 Short to Battery (+) - A1

Aux. Output #8 Open Circuit - A1

Aux. Output #8 Mechanical System Not

Responding Properly - A1

PWM #1 Above Normal Range

PWM #1 Below Normal Range

PWM #1 Short to Battery (+)

PWM #1 Open Circuit

PWM #2 Above Normal Range

PWM #2 Below Normal Range

PWM #2 Short to Battery (+)

PWM #2 Open Circuit

PWM #3 Above Normal Range

PWM #3 Below Normal Range

PWM #3 Short to Battery (+)

PWM #3 Open Circuit

PWM #4 Above Normal Range

All information subject to change without notice. (Rev. April 2004)

4-5

CODES

DDC Code #

(Flashed)

121

100

102

108

174

354

168

412

411

412

354

411

412

PID

106

103

227

—

214

232

—

412

—

SID

230

xxx

151

226

FMI

Description

PWM #4 Below Normal Range

PWM #4 Short to Battery (+)

PWM #4 Open Circuit

Turbo Overspeed

Turbo Speed Sensor Input Failure - Abnormal

Period

Air Inlet Pressure Sensor Input Voltage High

Air Inlet Pressure Sensor Input Voltage Low

TPS Idle Validation Circuit Fault (open circuit)

TPS Idle Validation Circuit Fault (short to ground)

Injector xxx Response Time Short

Vehicle Overspeed

Vehicle Overspeed (Absolute)

ESS Transmission Stuck in Gear

Transmission Neutral Switch Failure

(ESS Transmission)

Aux Analog Input Data Erratic, Intermittent, or

Incorrect (ESS Transmission)

Aux Analog Input #1 Voltage High (ESS

Transmission)

Aux Analog Input #1 Voltage Low (ESS

Transmission)

Optimized Idle Safety Loop Short to Ground

Oil Filter Restriction High

ECM Battery Voltage High

RTC Backup Battery Voltage High

Sensor Supply Voltage High

Engine Overspeed With Engine Brake

Engine Oil Pressure High

Turbo Boost Pressure Low

Barometric Pressure High

Barometric Pressure Low

Fuel Temperature High

Relative Humidity Above Range

Relative Humidity Below Range

Cruise Control/Adaptive Cruise Control Fault

EGR Delta pressure circuit failed high

EGR temperature circuit failed high

EGR temperature smart sensor not responding

EGR Temperature Smart Sensor not Responding

EGR Temperature Smart Sensor Failed

EGR Delta pressure circuit failed low

EGR Temperture circuit failed low

4-6

All information subject to change without notice. (Rev. April 2004)

SERIES 60 EGR TECHNICIAN'S GUIDE

DDC Code #

(Flashed)

PID

411

412

190

108

SID

FMI

Description

Pump Pressure High

EGR Delta Pressure High

EGR Temperature High

Engine Overspeed

Engine Overspeed Signal

Pump Pressure Sensor Input Voltage High

Barometric Pressure Sensor Input Voltage High

Pump Pressure Sensor Input Voltage Low

Barometric Pressure Sensor Input Voltage Low

Table 4-1 Flash Codes, SAE Codes, Descriptions

LOGIC CODES (MECHANICAL FAILURES)

Logic codes indicate the detection of mechanical failures by the DDEC system. The response will be a Flash Code.

Diagnosing Flash Code 39

Failure Mode: SID 146, FMI 7 — EGR Valve Not Responding

Indicates: EGR flow requested by DDEC and no EGR flow detected.

SID 146, FMI 7 will be set by the ECM if, the signal from the Delta P sensor and EGR temperature sensor indicate EGR flow is below a minimum allowable flow when the ECM is in

“EGR Mode” for a period greater than 50 seconds.

Response: The CEL will be illuminated and the system will be forced into “Boost Mode” (EGR is

Disabled) for the remainder of the ignition cycle.

Possible Causes:

EGR valve mechanical failure (closed)

Plugged EGR cooler

Defective Delta P sensor

Plugged Delta P ports

VNT vanes stuck in an open position

Exhaust leaking at the S Pipe

Exhaust leaking at the EGR valve

Leaking air lines from the VPOD to the actuators (insufficient air supply)

Leaking or low vehicle air supply to the VPODs

VPOD mechanical failure

All information subject to change without notice. (Rev. April 2004)

4-7

CODES

Failure Mode: SID 146, FMI 2 — EGR Leak (Boost Mode)

Indicates: No EGR flow requested by DDEC and EGR flow detected.

SID 146, FMI 2 will be set by the ECM if, the signal from the Delta P sensor and EGR temperature sensor indicate EGR flow is above a maximum allowable flow when the ECM is in

“Boost Mode” for a period greater than 50 seconds.

Response: The CEL will illuminate and a fault message will be generated.

Possible Causes:

EGR valve mechanical failure (open)

Defective Delta P sensor

Plugged Delta P lines

Failure Mode: SID 146, FMI 12 — EGR Leak (Boost Jake)

Indicates: No EGR flow requested by DDEC andEGR flow is detected while braking.

SID 146, FMI 12 will be set by the ECM if, the signal from the Delta P sensor and EGR temperature sensor indicate EGR flow is above a maximum allowable flow when the ECM is in

“Jake Mode” for a period greater than 50 seconds.

Response: The CEL will illuminate and a fault message will be generated.

Possible Causes:

EGR valve mechanical failure (open)

Defective Delta P sensor

Plugged Delta P lines

4-8

All information subject to change without notice. (Rev. April 2004)

SERIES 60 EGR TECHNICIAN'S GUIDE

Failure Mode: SID 147, FMI 7 — VNT Vanes Not Responding (EGR Mode)

Indicates: EGR flow requested by DDEC and excessive EGR flow detected.

SID 147, FMI 7 will be set by the ECM if, the signal from the Delta P sensor and EGR temperature sensor indicate EGR flow is above a desired flow for a period greater than 50 seconds.

Response: The CEL will be illuminated and the system will be forced into “Boost Mode” (EGR is

Disabled) for the remainder of the ignition cycle.

Possible Causes:

VNT vanes/actuator — mechanical failure

High exhaust restriction

Defective Delta P sensor

EGR valve — mechanical failure

Failure Mode: SID 147, FMI 14 — EGR Flow Too Low

Indicates: EGR flow requested by DDEC and insufficient EGR flow detected.

SID 147, FMI 14 will be set by the ECM if, the signal from the Delta P sensor and EGR temperature sensor indicate EGR flow is below a desired flow for a period greater than 50 seconds.

Response: The CEL will illuminate and a fault message will be generated.

Possible Causes:

VNT vanes/actuator — mechanical failure

EGR cooler restriction

Defective Delta P sensor

Plugged Delta P ports

EGR valve mechanical failure

EGR valve leaks

VPOD mechanical failure

Exhaust leaking at the S pipe

Leaking air lines from the VPOD to the actuators (insufficient air supply)

Leaking or low vehicle air supply to the VPODs

All information subject to change without notice. (Rev. April 2004)

4-9

CODES

Failure Mode: SID147, FMI 2 — VNT Vanes Not Responding (Boost Power)

Indicates: Low boost or high boost.

SID147, FMI 2 will be set by the ECM if, the signal from the manifold pressure sensor indicates

“Actual Boost” is above “Desired Boost” OR “Actual Boost” is below “Minimum Boost” when the ECM is in “Boost Mode” for a period greater than 50 seconds.

Response: The CEL will illuminate and a fault message will be generated.

Possible Causes:

VNT vanes/actuator mechanical failure

Turbocharger failure (e.g. damaged or defective compressor/turbine wheel)

Low vehicle air pressure supply

Restricted air inlet (including filter)

Low fuel pressure (e.g. restricted fuel supply)

Exhaust manifold leakage

Leaking delivery pipe

Defective or leaking VPOD

Leaking air system

Charge air cooler

Hoses

Loose hose clamps

4-10

All information subject to change without notice. (Rev. April 2004)

SERIES 60 EGR TECHNICIAN'S GUIDE

Failure Mode: SID147, FMI 12 — VNT Vanes Not Responding (Boost Jake)

Indicates: Low boost or high boost while braking.

SID147, FMI 12 will be set by the ECM if, the signal from the manifold pressure sensor indicates

“Actual Boost” is above “Desired Boost” OR “Actual Boost” is below “Minimum Boost” when the ECM is in “Jake Mode” for a period greater than 50 seconds.

Response: The CEL will illuminate and a fault message will be generated.

Possible Causes:

VNT vanes/actuator mechanical failure

Turbocharger failure (e.g. damaged or defective compressor/turbine wheel)

Restricted air inlet (including filter)

Exhaust manifold leakage

EGR valve leakage

Delivery pipe leakage

Low vehicle air pressure supply

Defective or leaking VPOD

Leaking air system

Charge air cooler

Hoses

Loose hose clamps

All information subject to change without notice. (Rev. April 2004)

4-11

CODES

Sensor Codes

Specific sensor failures and the system response are listed below:

Barometric Pressure Sensor

Failure Modes: PID 108, FMI 3 - Voltage High and FMI 4 - Voltage Low

Response: The CEL will be illuminated and the engine will be forced into boost mode. The turbocharger vane position will be forced open at idle to reduce turbocharger response.

Turbo Boost Pressure Sensor

Failure Modes: PID 102, FMI 3 - Voltage High and FMI 4 - Voltage Low

Response: The CEL will be illuminated and the system will be forced into boost mode. The turbocharger vane position will be set to a calibrated value to protect the engine and will be torque limited during this fault.

Intake Manifold Temperature Sensor

Failure Modes: PID 105, FMI 3 - Voltage High and FMI 4 - Voltage Low

Response: The CEL will be illuminated and the temperature will be set to a fixed value.

Turbo Compressor Outlet Temperature Sensor

Failure Modes: PID 404, FMI 3 - Voltage High and FMI 4 - Voltage Low

Response: The CEL will be illuminated and the engine will be torque limited to protect the turbocharger and charge air cooler.

EGR Delta-Pressure Sensor

Failure Modes: PID 411, FMI 3 - Voltage High and FMI 4 - Voltage Low

Response: The CEL will be illuminated and the system will be forced into boost mode. The engine will be torque limited during this fault.

EGR Temperature Sensor

Failure Modes: PID 412, FMI 3 - Voltage High and FMI 4 - Voltage Low

Response: The CEL will be illuminated and the temperature will be set to a fixed value.

Turbo Compressor Inlet Temperature Sensor

Failure Modes: PID 351, FMI 3 - Voltage High and FMI 4 - Voltage Low

Response: The CEL will be illuminated and the temperature will be set to a fixed value.

Relative Humidity Sensor

Failure Modes: PID 354, FMI 3 - Voltage High and FMI 4 - Voltage Low

Response: The CEL will be illuminated and the sensor will be set to a fixed value.

Coolant Temperature Sensor

Failure Modes: PID 110, FMI 3 - Voltage High and FMI 4 - Voltage Low

Response: The CEL will be illuminated and the temperature will be set to a fixed value.

4-12

All information subject to change without notice. (Rev. April 2004)

SERIES 60 EGR TECHNICIAN'S GUIDE

Turbo Speed Sensor

Failure Modes: PID 103, FMI 8 - Abnormal Period

Response: The CEL will be illuminated and the system will be forced into boost mode. The VNT vane position will be restricted so the vane will not close beyond a calibrated position. The engine will be torque limited during this fault.

Ambient Air Temperature Sensor

Failure Modes: PID 171, FMI 3 - Voltage High and FMI 4 - Voltage Low

Response: The CEL will be illuminated and the temperature will be set to a calibrated value.

Protection Codes

Engine Protection Codes

When these codes are logged and turn on both the check engine and stop engine lights. This alerts the operator that continued engine operation under those conditions will result in engine damage.

Coolant Temperature High

PID 110 FMI 0 indicates the coolant temperature has risen above the programmed value in the

ECM. The temperature limits are listed in Table 4-2.

Oil Pressure Low

PID 100 FMI 1 indicates that the oil pressure has dropped below a programmed value of 30 seconds. Both CEL and SEL will illuminate.

The Series 60 pressure limit parameters and listed below. See Figure 4-1.

Figure 4-1 Oil Pressure Shutdown

All information subject to change without notice. (Rev. April 2004)

4-13

CODES

Coolant Level Low

PID 111 FMI 1

When the coolant level has fallen below the Coolant Level Sensor for 30 seconds, the CEL and

SEL will illuminate.

Oil Temperature High

PID 175 FMI 0 indicates that the oil temperature has risen above the programmed value in the

ECM. The CEL will illuminate at 239 F (115 C) and the SEL will illuminate at 250 F (121 C).

Listed in Table 4-2 are the vehicle performance temperature limits.

Year

Coolant Temperature

2002

2004

Start Derate

214 F (101 C)

219 F (103 C)

EGR Off

221 F (105 C)

228 F (108 C)

CEL

223 F (106 C)

227 F 108( C)

SEL

225 F (107 C)

229 F (109 C)

Compressor Discharge Temperatureat Sea Level

2002 453 F (223 C) —

2004 445 F (229 C) —

554 F 290 C)

515 F (268 C)

—

Intake Manifold Temperature

2002 201 F (93 C)

2004 203 F (95 C)

213 F (100 C)

216 F (102 C)

Oil Temperature

2002

2004

Table 4-2

239 F (115 C)

243 F (117 C)

Temperature Limits

—

218 F (103 C)

212 F (100 C)

239 F (115 C)

244 F (117 C)

—

250 F (121 C)

253 F (122 C)

4-14

All information subject to change without notice. (Rev. April 2004)

SERIES 60 EGR TECHNICIAN'S GUIDE

DDEC IV TESTING

The following pages identify a logical troubleshooting flow for specific operational concerns.

The complaints and diagnostics are based on conditions identified by DDC Technical Service.

Information in this publication is accurate as of March 2004.

Troubleshooting Task

Intermittent Black Smoke . Page 5–2.

Power Loss Under Heavy Pull . Page 5–3.

Low Boost Under Cold Ambient Conditions . Page 5–4.

Derate Codes 110 and 404 FMI 14 . Page 5–4.

Code 39 . Page 5–4.

Exhaust Smell/Fumes . Page 5–5.

Slobbering . Page 5–5.

Engine Vibration . Page 5–5.

Engine Coolant Loss . Page 5–6.

Engine Backfire, Engine Misfire, Intermittent Exhaust Smoke . Page 5–6.

Testing Procedures

Test A . Page 5–7.

Test B . Page 5–8.

Exhaust Gas Recirculation System Basic Checks . Page 5–9.

5-1

All information subject to change without notice. (Rev. April 2004)

DDEC IV TESTING

Intermittent Black Smoke

Perform the following steps for Intermittent Black Smoke.

1. Check for diagnostic trouble codes.

[a] If Fault Codes are logged, diagnose the logged codes first.

2. Visually inspect the air filter restrictions.

[a] If the air filter is clogged or dirty, replace the air filter.

3. Visually inspect the air inlet hoses for soft or collapsed areas.

[a] If the air inlet hoses are damaged, replace as necessary.

4. Visually inspect the air inlet for restrictions.

[a] If the air inlet has restrictions, clean as necessary.

5. Perform

Test A . Page 5–7.

6. Perform

Exhaust Gas Recirculation System Basic Checks. . Page 5–9.

7. Test drive the vehicle with DDDL and perform a snapshot. Analyze the snapshot.

8. Perform

Test B . Page 5–8.

5-2

All information subject to change without notice. (Rev. April 2004)

SERIES 60 EGR TECHNICIAN'S GUIDE

Power Loss Under Heavy Pull

In extreme cold ambient conditions, the engine will operate in Condensation Protection.

During this mode of operation, the engine boost will be reduced and there is no reduction of power. Operating in this mode is a normal operating condition and will not affect engine life or performance. Note: Trucks operating with winter fronts will experience this condition less often.

DDC’s recommendations have not changed regarding winterfront usage. A service bulletin issued years ago will be re issued to restate DDC’s position.

Perform the following steps for Power Loss Under Heavy Pull.

1. Check for diagnostic trouble codes.

[a] If Fault Codes are logged, diagnose the logged codes first.

2. Visually inspect the air filter restrictions.

[a] If the air filter is clogged or dirty, replace the air filter.

3. Visually inspect the air inlet hoses for soft or collapsed areas.

[a] If the air inlet hoses are damaged, replace as necessary.

4. Visually inspect the air inlet for restrictions.

[a] If the air inlet has restrictions, clean as necessary.

5. Visually inspect the entire length of the breather tube for kinks.

[a] If the breather tube has kinks, repair as necessary.

6. Measure the fuel pressure under heavy loads.

[a] If the fuel pressure was spiking or decreasing, perform step 7.

[b] If the fuel pressure was not spiking or decreasing, testing is complete.

7. Remove the fuel pump.

[a] If the fuel pump is damaged, replace the fuel pump.

[b] If the fuel pump is not damaged, perform step 8.

8. Remove the fuel injectors and inspect for combustion passing the seat.

[a] If seats are damaged, replace as necessary.

NOTE:

The injector may need to be replaced also.

[b] If the seats are not damaged, testing is complete.

All information subject to change without notice. (Rev. April 2004)

5-3

DDEC IV TESTING

Low Boost Under Cold Ambient Conditions

In extreme cold ambient conditions, the engine will operate in Condensation Protection.

DDC’s recommendations have not changed regarding winterfront usage. A service bulletin issued years ago will be re issued to restate DDC’s position.

Perform the following step for Low Boost Under Cold Ambient Conditions.

1. Clear Fault Codes and return the engine to service.

Derate Codes 110 and 404 FMI 14

Perform the following steps for Derate Codes 110 and 404 FMI 14.

1. Determine if derate is typical operation (refer to Appendix D, Service Information Letter

03 TS-23).

NOTE:

During Typical engine operating conditions, the engine will derate to prevent damage.

Higher ambient temperatures and loads will increase the frequency of DDEC applying this derate logic. If the derate is occurring only occasionally, this is Typical. If the derate occurs more than Typical for given operating conditions, continue investigation for possible defects.

[a] If considered Typical, clear Fault Codes and return the engine to service.

[b] If determined to be abnormal frequency, perform step 2.

2. Remove the water pump and inspect the pump impeller.

[a] If the impeller is damaged, replace the water pump.

[b] If the impeller is not damaged, reuse the water pump and replace the EGR cooler.

Code 39

Perform the following steps for Code 39.

1. Perform

Exhaust Gas Recirculation System Basic Checks . Page 5–9.

2. Perform

Test A . Page 5–7.

3. Test drive the vehicle with DDDL and perform a snapshot. Analyze the snapshot.

4. Inspect the VPOD air supply for leaks.

[a] If the VPOD air supply has leaks, repair the leak.

5. Perform

Test B . Page 5–8.

5-4

All information subject to change without notice. (Rev. April 2004)

SERIES 60 EGR TECHNICIAN'S GUIDE

Exhaust Smell/Fumes

Perform the following steps for Exhaust Smell/Fumes.

1. Visually inspect the exhaust system for leaks (e.g. exhaust manifold, S-pipe, and turbocharger).

[a] If exhaust leaks were detected, repair as necessary.

[b] If no exhaust leaks were detected, perform step 2.

2. Tighten all S-pipe clamps to the proper torque specification.

3. Reprogram the ECM.

Slobbering

Perform the following steps for Slobbering.

1. Visually inspect the entire length of the breather tube for kinks.

[a] If the breather tube is damaged, repair as necessary.

[b] If the breather tube is not damaged, perform step 2.

2. Perform a DDC Extraction of DDEC Reports.

NOTE:

Review extraction for excessive idle time. Times of 35% and higher are considered excessive.

3. Drain the engine lubrication oil pan.

4. Refill the lubrication oil pan with 32 quarts of approved motor oil and visually inspect the oil dipstick marking.

[a] If the oil dipstick marking is incorrect, replace the dipstick with a proper dipstick.

[b] If the oil dipstick marking was correct, testing is complete.

Engine Vibration

Perform the following steps for Engine Vibration.

1. Using a 0.060 in. feeler gage, measure the clearance between the bottom of the steel engine mount and the rubber biscuit at the rear engine chassis mounts.

[a] If the engine mount clearance is less than 0.060 in., replace the mount.

[b] If the engine mount clearance is greater than 0.060 in., testing is complete.

All information subject to change without notice. (Rev. April 2004)

5-5

DDEC IV TESTING

Engine Coolant Loss

Perform the following steps for Engine Coolant Loss.

1. Verify the quantity of engine coolant loss per mile.

NOTE:

_______________Miles driven_______________Coolant added

PRESSURIZED AIR AND FLYING PARTICLES

To avoid injury to eye or face, wear a face shield or goggles when conducting a pressure test.

2. Pressure test the cooling system.

3. Visually inspect the engine for external coolant leaks (e.g. water pump, coolant hoses, etc.).

[a] If coolant leaks were detected, replace the leaking component as required.

[b] If no coolant leaks were detected, perform step 4.

4. Visually inspect the engine oil for coolant.

[a] Coolant is found in the engine oil, this indicates an oil cooler or internal engine fault.

[b] If no coolant is found, perform step 4[c].

[c] If the engine is losing coolant at a rate of more than 1 gallon in in 5000 miles, and no engine coolant leaks were detected, replace the EGR cooler.

[d] If the engine is losing coolant at a rate of less than 1 gallon in 5000 miles, contact the

Detroit Diesel Technical Service Group.

Engine Backfire, Engine Misfire, Intermittent Exhaust Smoke

Perform the following steps for Engine Backfire, Engine Misfire, and Intermittent Exhaust

Smoke.

1. Reprogram the ECM.

5-6

All information subject to change without notice. (Rev. April 2004)

SERIES 60 EGR TECHNICIAN'S GUIDE

TESTING PROCEDURES

NOTE:

If further repair, removal, and DDDL procedures are required when performing the testing procedures, please refer to the Series 60 Service Manual, (6SE483) or contact the EDS

Support Line for DDDL specific questions.

Test A

Perform Test A as follows:

1. Remove the turbocharger to charge-air-cooler (CAC) pipe.

PRESSURIZED CHARGE COOLER SYSTEM

To avoid eye or face injury from flying debris, wear a face shield or goggles.

2. Pressurize the CAC inlet to 30 psi using special tool TLZ00100 or equivalent tool.

3. Monitor the boost psi using DDDL.

[a] If the pressure is below 27 psi, visually inspect the CAC, hoses, and the delivery tube for leaks.

[b] If the pressure is at 27 psi or higher, continue to step 4.

4. Activate EGR VPOD (PWM 2) using the DDDL.

5. Monitor the boost psi pressure for pressure drops when the EGR valve opens.

NOTE:

The pressure should have dropped significantly to approximately 9 psi.

[a] If the air pressure dropped to 9 psi, no further testing is required and Test A has been completed.

[b] If the pressure only dropped slightly, perform step 1 through step 3.

1. Physically inspect the EGR valve for a mechanical failure. If the EGR valve is not functioning correctly, replace the EGR valve.

2. Visually inspect the EGR cooler for restrictions. If the EGR cooler is restricted, replace the EGR cooler.

3. Visually check the delivery pipe for restrictions. Clean as necessary to remove restrictions.

All information subject to change without notice. (Rev. April 2004)

5-7

DDEC IV TESTING

Test B

Perform Test B as follows:

PERSONAL INJURY

Diesel engine exhaust and some of its constituents are known to the State of California to cause cancer, birth defects, and other reproductive harm.

Always start and operate an engine in a well ventilated area.

If operating an engine in an enclosed area, vent the exhaust to the outside.

Do not modify or tamper with the exhaust system or emission control system.

1. Run the engine on a dynamometer to get the engine hot. If a dynamometer is not available, run the engine until hot (> 170 F (76 C) coolant temperature).

2. Activate the VPOD outputs to 90% and back to 7% using the DDDL. Visually inspect the

VNT and EGR valve for proper rod travel (full travel to stops).

[a] If the VNT is not functioning properly, verify VNT vanes are moving freely (read

Service Information Letter 03 TS 44 located in Appendix D).

[b] If the EGR valve is not functioning properly, replace the EGR valve.

[c] If both the VNT and EGR valve have proper movement, the test is complete.

NOTE:

Repeat this step three times.

5-8

All information subject to change without notice. (Rev. April 2004)

SERIES 60 EGR TECHNICIAN'S GUIDE

Exhaust Gas Recirculation System Basic Checks

Perform the following basic steps to check the exhaust gas recirculating system.

For all EGR related concerns (may include exhaust smoke complaints), perform the following steps. If any corrections are made as a result of these checks, test the unit again before proceeding further:

Basic checks for all Series 60 EGR engines require the following tools:

1,000 Ohm resistor (low watt)

DDR suite 8 or DDDL version 4.2 or higher

Volt Ohm Meter

Pressure gage 0–200 psi

Pressure gage 0–100 psi

Check Delta P Sensor

Follow these steps to check the Delta-P sensor:

1. Turn ignition ON.

2. Plug in DDR/DDDL.

3. Read Delta-P counts (EGR DPS)

[a] If Delta-P counts read 86–135, verify that the EGR pipes and hoses are correctly assembled from the EGR tube to the Delta-P sensor. Reversed hoses or pipes will create black smoke and surging. Go to step 3[b].

[b] Also inspect carefully for split or leaking pipes or hoses in the EGR mixer tube from the EGR cooler to the intake manifold. If hoses/pipes are correct, Check VPOD

Output Pressure.

[c] If counts do not fall within the 86–135 range, replace Delta-P sensor; then go to Test.

All information subject to change without notice. (Rev. April 2004)

5-9

DDEC IV TESTING

Check VPOD Output Pressure

Follow these steps to check both VPOD (EGR valve and VNT) output pressure:

NOTE:

Listen for air leaks at the VPOD during the test.

5-10

PERSONAL INJURY

To avoid injury from the sudden release of a high-pressure hose connection, wear a face shield or goggles.

1. Disconnect the air hoses from the EGR and VNT (Variable Nozzle Turbine) actuators.

2. Install pressure gauges (accurate to within 1.4 kPa [0.2 psi]) at the outlet of the EGR and

VNT hoses. (Use two gauges, or test separately.)

3. Using the DDR/DDDL, activate PWM #2 (EGR) and PWM #4 (VNT) duty cycles and monitor the output pressure from the VPOD.

4. Test: activating 11 % duty cycle: Pressure = 106 – 134 kPa (15.4 – 19.4 psi). Go to steps 5[a] and 5[b].

5. Test: activating 90 % duty cycle: Pressure = 485 — 515 kPa (70 – 75 psi).

[a] If the VPOD readings are as listed, Check for Active Codes.

All information subject to change without notice. (Rev. April 2004)

SERIES 60 EGR TECHNICIAN'S GUIDE

[b] If the results in this step cannot be attained, Check VPOD Input Pressure.

NOTE:

Both activations must operate their component with full travel of the linkage to hit the stops.

Check VPOD Input Pressure

Follow these steps to check VPOD input pressure:

1. Measure VPOD input pressure to port 1; ensure it is between 703 – 1296 kPa (90 –

120 psi).

[a] If the supply pressure is not between 703 – 1296 kPa (90 – 120 psi), troubleshoot the vehicle air system until that result is obtained.

[b] If the supply pressure is between 703 – 1296 kPa (90 — 120 psi), Check Variable

Output Pressure Device (VPOD) P/N and Supply Voltage.

Check Variable Output Pressure Device (VPOD) P/N and Supply Voltage

The following checks should be performed for the VPOD P/N and supply voltage:

1. Check VPOD label to determine if it is + 12V or + 24V compatible.

2. Unplug VPODs mating connector. A 1,000 Ohm resistor is needed for the next step. Insert the resistor between cavity 1 and 3 for ease of checking with the VOM.

[a] Turn ignition switch ON.

[b] Measure voltage from pin 3 to pin 1.

[c] Plug in DDR and check ECM voltage.

3. Is the VPOD P/N and voltage, and ECM voltage correct?

[a] If the VPOD P/N and voltage are correct, Check VPOD Wiring..

All information subject to change without notice. (Rev. April 2004)

5-11

DDEC IV TESTING

Check VPOD Wiring

The following checks should be performed for the VPOD wiring.

NOTE:

VPOD power should have been verified under the P/N check. If not, refer to Check

Variable Output Pressure Device (VPOD) P/N and Supply Voltage..

1. Turn ignition switch ON.

2. Unplug the VPOD mating connector.

3. Insert a 1,000 ohm resistor between cavities #2 and #1 for the 12V version, or cavities

#2 and #3 for the 24V version.

4. Connect a VOM to the VPOD connector between pin #2 and pin #3 for the 12V VPOD or pin #2 and pin #1 for the 24V VPOD.

5. Using a DDR/DDDL, activate the PWM #2 (EGR Valve) and PWM #4 (VNT), and ensure:

[a] Activating 11 % duty cycle: VDC = 90% of the VPOD supply voltage ± 1 volt

(e.g. voltage to VPOD = 13.8V * 0.9 = 12.42V; therefore 11.42V to 13.42V at

PWM is okay.)

[b] Activating 90 % duty cycle: VDC = 10% of the VPOD supply voltage ± 1 volt. (e.g.

voltage to VPOD = 13.8V * 0.1 = 1.38V, therefore 0.38V to 2.38V at PWM is okay.

6. Note any air leakage when PWMs are activated to 90% and correct the leaks as needed.

[a] If both of the PWM voltage measurements are correct, replace the VPOD that had the wrong pressure reading.

[b] If the PWM voltage measurements are incorrect, and the wiring checks are okay, try a test ECM programmed for EGR, or contact DDC Technical Service.

5-12

All information subject to change without notice. (Rev. April 2004)

SERIES 60 EGR TECHNICIAN'S GUIDE

Check for Active Codes

Check for active codes as follows:

1. Turn ignition ON.

2. Plug in DDR/DDDL.

3. Read active codes.

4. Record or print codes. Ensure that PID, SID, and FMI are recorded. Refer to the proper code section of the DDEC III/IV Single ECM Troubleshooting Guide, (6SE497) to troubleshoot that code.

NOTE:

FMIs listed as 14 are diagnostic information codes and no troubleshooting is required.

For example, an engine derates due to high TCO temperature; a 404/14 code will be stored. This would indicate that conditions warranted having the ECM derate the fueling to the engine. If the customer complaint was a power loss, it could be explained that loss of power was done by the ECM to protect other engine components.

5. If the issue is not related to the EGR system components, or assistance is needed, contact

Detroit Diesel Technical Service.

Test

Follow these steps to test:

1. Reassemble connectors or components.

2. Start and run the engine.

3. Perform a road test if this is necessary to duplicate original complaint.

[a] If symptoms/codes are gone, repairs are complete.

[b] If any codes display, review this section again; contact Detroit Diesel Technical

Service.

All information subject to change without notice. (Rev. April 2004)

5-13

DDEC IV TESTING

5-14

All information subject to change without notice. (Rev. April 2004)

DDDL/SNAPSHOTS

WORKING WITH DDDL SNAPSHOTS

Creating A Snapshot

SERIES 60 EGR TECHNICIAN'S GUIDE

1. Use the proper steps to open DDDL and connect to the engine.

2. Go to the Snapshot drop-down menu and select the New option by clicking once with the left mouse button.

3. Upon choosing the New option a Record Snapshot box will appear in the upper left section of your screen.

4. The Record Time will be counting from the second you clicked on the New option.

All information subject to change without notice. (Rev. April 2004)

6-1

DDDL/SNAPSHOTS

5. Some important facts to remember about this feature:

All parameters broadcast by DDEC IV are recorded.

Any codes that occur during the snapshot are automatically marked.

There is no practical time limit for the snapshot, you just need enough room on your hard drive to save the file.

To mark an event other than a code, click once with the left mouse button on the Mark User Event SPACE box.

To insert additional comments about the snapshot click once with the left mouse button on the Annotate selection (version 4.1 or later).

6. When you have completed recording the data you wish to save, click once with the left mouse button on the Stop Recording ESC box.

6-2

7. Immediately upon selecting the Stop Recording ESC option a dialog box will appear asking if you wish to save your changes. If you want to save the recorded data to your hard drive, click once with the left mouse button on the Yes option. To discard the data recorded by the snapshot click on the NO option.

All information subject to change without notice. (Rev. April 2004)

SERIES 60 EGR TECHNICIAN'S GUIDE

8. If you choose the Yes option the Save As dialog box will appear on your screen. A suggested file name will appear outlined in blue in the File Name box.

All information subject to change without notice. (Rev. April 2004)

6-3

DDDL/SNAPSHOTS

9. If you want to accept the suggested name for the file click once with the left mouse button on the Save option box. You may replace the suggested name by hitting the space bar once to clear the line. Type in the new file name before saving the file. You may also change the location of where the file is saved on your PC by changing the location designated in the Save In box. You may save the file to your A drive for example. Once the file has been saved the process is complete.

USING SNAPSHOT REPLAY CONTROLS

1. To replay a snapshot, go to the Snapshot drop-down menu and select Open. You should not be connected to a vehicle when replaying a snapshot.

2. A dialog box will appear listing all the available snapshot files.

6-4

All information subject to change without notice. (Rev. April 2004)

SERIES 60 EGR TECHNICIAN'S GUIDE

NOTE:

The default folder that snapshot files are saved in is C:\Detroit Diesel\Diagnostic and have a file extension of .ddl.

3. Highlight the file you wish to open with one click of the left mouse button. The selected file name will now appear in the File Name box.

4. Click once with the left mouse button on the Open box in the lower right of the dialog box.

5. When you have opened a snapshot, replay controls will appear at the bottom of the DDDL window you opened.

All information subject to change without notice. (Rev. April 2004)

6-5

DDDL/SNAPSHOTS

6. Start the replay of a snapshot by clicking on Play. The play button changes to Pause when a snapshot is replaying. While the snapshot is replaying, the replay slider next to the

Play/Pause button moves showing the progress of the replay, and the time box next to it shows the time since the beginning of the recording. When you click on Play the snapshot begins to play from its current position and the instruments show the appropriate readings.

The event window also changes during the replay to show the most recent event.

7. Stop the replay at a particular point of interest by clicking on Pause. The instruments will show the values at the time the replay was stopped.

8. Move to a specific time in the replay by dragging the replay slider button. As you drag the slider, the time shown in the time box changes to reflect the position of the slider.

6-6

All information subject to change without notice. (Rev. April 2004)

SERIES 60 EGR TECHNICIAN'S GUIDE

NOTE:

Not all DDDL windows can be activated when replaying the snapshot feature. You cannot access the injector response time window or the cylinder cutout window in snapshot mode. Samples of windows that may be activated include:

Normal Instrumentation Window

Diagnostic Instrumentation Window

All information subject to change without notice. (Rev. April 2004)

6-7

DDDL/SNAPSHOTS

Graph Window

User Window

6-8

All information subject to change without notice. (Rev. April 2004)

Fault Codes Window

SERIES 60 EGR TECHNICIAN'S GUIDE

All information subject to change without notice. (Rev. April 2004)

6-9

DDDL/SNAPSHOTS

6-10

All information subject to change without notice. (Rev. April 2004)

SERIES 60 EGR TECHNICIAN'S GUIDE

SNAPSHOT EXAMPLES

The following snapshots are intended to show you how to “interpret” the information recorded.

Use the examples to try to determine what area contains the fault.

Due to the variety of operating conditions that affect actual EGR flow and Turbo boost or speed readings, the following examples SHOULD NOT be used as a good vs. bad criteria.

Each snapshot that follows was controlled during running on a chassis dynamometer.

Some failures were induced to display the logic used to determine what is wrong with a particular area of the engine.

Idle operation with EGR. See Figure 7-1.

Cold Idle operation without EGR flow. See Figure 7-2.

Throttling without load, EGR is on and off. See Figure 7-3.

1500 rpm throttling no EGR. See Figure 7-4.

EGR Valve stuck open. See Figure 7-5.

147 14, EGR Flow too Low. See Figure 7-6.

146 2 EGR leak – boost. See Figure 7-7.

Leaking Charge Air Cooler. See Figure 7-8.

Delta P port plugged (graph). See Figure 7-9.

Normal Acceleration – Automatic Transmission. See Figure 7-10.

Typical EGR flow loaded. See Figure 7-11.

Normal Operation EGR off, Colder ambient. See Figure 7-12.

Plugged Delta P port (EGR tab). See Figure 7-13.

Normal Engine Operation as Viewed With DDDL Snapshots

It is important to understand what Normal looks like During normal engine operation, all parameters should have smooth transitions.

Review the snapshots in this section for examples of normal engine operation.

7-1

All information subject to change without notice. (Rev. April 2004)

SNAPSHOT EXAMPLES

EGR Flow at Idle

Detroit Diesel EGR Engines will flow EGR @ idle, as certain conditions are met. MY-2002 EGR engines will flow EGR for a short duration if DDEC determines a quick rise (snap-acceleration) in engine rpm’s over time. Engine parameters programmed determine the duration of EGR flow.

There is a time duration difference between MY-2002/03 - 2004.

Delta P Sensor and Piping

The Delta P sensor monitors the pressure differential across the venturi by readings from the two openings in the delivery pipe.

High Delta P with NO Flow Demand (PWM2 % = 7)

If the EGR valve is closed (7%) and the EGR temperature is between inlet manifold and engine temperature there should be little to no actual EGR flow. If the Delta P sensor is registering a high differential pressure in this condition:

Check for the pressure signal pipe of hose to one side of the sensor is plugged or leaking

(includes sensor mounting o rings).

The sensor being defective is the least likely.

Incorrectly wired (replacement sensor).

Low Delta P with Flow Demand (PWM2 % greater than 7 and less than 90)

If the EGR valve is open and the EGR temperature is elevated there should EGR flow.

If the Delta P sensor is registering a low differential pressure in this condition: it is likely that the pressure signal to both sides of the sensor are plugged or leaking Lastly, a defective sensor.

Stuck or Sticking VNT or EGR Valve Actuator

When the actuator is sticking, DDEC can’t control turbocharger speed or EGR flow smoothly.

Turbocharger speed and PWM 4- VNT % will fluctuate greatly. If the EGR actuator is sticking you are able to see EGR flow with the PWM2 % staying at 7% (which is closed). The engine's temperature can be a factor in this operation.

DDEC is attempting to control turbocharger speed and is overcompensating with PWM4 in an attempt to control turbocharger speed.

7-2

All information subject to change without notice. (Rev. April 2004)

SERIES 60 EGR TECHNICIAN'S GUIDE

Turbocharger Speed Sensor Faults

Turbocharger speeds rarely exceed 100,000 rpm for any length of time. Speeds exceeding

100krpm and dropping rapidly is a warning sign. 30krpm changes in speed at 1 second intervals is almost imposable. Consider a false signal being sent to the ECM rather than this event actually occurring. The ECM is responding to the signals it is receiving from sensors.

Monitor the turbocharger speed and the engine boost, watch for normal, expected changes. Note in one of the next snap shot samples that the turbocharger speed reaches 108,000 rpm and boost is only 7.1psi. Turbo Speed Sensors (pn 23530252) that have a date code stamped on the sensor connector between 0703 to 3703 should be changed first if suspect then contact DDC Technical

Service for further assistance.

NOTE:

Remember that if a sensor fails and sends a signal to the ECM that is within a normal threshold for that sensor. No code will be generated however DDEC could try to respond to the false signal.

VPOD

The Variable Pressure Orfice (or Output) Device is used to control the pressure to the actuators used for the EGR valve and turbocharger vane position. The most common failure is external leakage of air. You can hear the leak when you activate the PWM for each VPOD.

Relative Humidity/Turbo Compressor Inlet Temperature Sensor

This sensor is a DDC part installed and wired by the OEM. Most faults here have been due to incorrectly wired 10 pin connector. The ECM will usually log a fault code for one or the other side this combination sensor.

Turbo Compressor Outlet Temperature

During heavy loaded operation the outlet of the turbo to the charge air cooler becomes very hot.

Logic built into DDEC allows for derating of torque to reduce these temperatures to prevent charge air cooler failures. The derate code (flash code 49) of 404 14 logs without turning on the check engine light. This inactive code is stored to allow technicians the ability to assure the driver there is not any fault of failure and this operation is normal to the EGR system.

All information subject to change without notice. (Rev. April 2004)

7-3

SNAPSHOT EXAMPLES

EGR Flow Troubleshooting Tips

7-4

All information subject to change without notice. (Rev. April 2004)

Examples

SERIES 60 EGR TECHNICIAN'S GUIDE

Figure 7-1 Engine at Idle with EGR Flowing

All information subject to change without notice. (Rev. April 2004)

7-5

SNAPSHOT EXAMPLES

Figure 7-2 Idle — Cold Engine — No EGR Demand — No EGR Flow

7-6

All information subject to change without notice. (Rev. April 2004)

SERIES 60 EGR TECHNICIAN'S GUIDE

Figure 7-3 Throttling Without Load — EGR is On and Of

All information subject to change without notice. (Rev. April 2004)

7-7

SNAPSHOT EXAMPLES

Figure 7-4 1500 — No Load — EGR Off

7-8

All information subject to change without notice. (Rev. April 2004)

SERIES 60 EGR TECHNICIAN'S GUIDE

Figure 7-5 Start Up — EGR Valve Stuck Open

All information subject to change without notice. (Rev. April 2004)

7-9

SNAPSHOT EXAMPLES

Figure 7-6 Code 147 14 — EGR Flow Too Low

7-10

All information subject to change without notice. (Rev. April 2004)

SERIES 60 EGR TECHNICIAN'S GUIDE

Figure 7-7 146 2 EGR Leak — Boost Power

All information subject to change without notice. (Rev. April 2004)

7-11

SNAPSHOT EXAMPLES

Figure 7-8 Leaking Charge Air Cooler

7-12

All information subject to change without notice. (Rev. April 2004)

SERIES 60 EGR TECHNICIAN'S GUIDE

Figure 7-9 One of the Delta P Ports Plugged in the Delivery Pipe

All information subject to change without notice. (Rev. April 2004)

7-13

SNAPSHOT EXAMPLES

Figure 7-10 Normal Operation — Eaton Autoshift Transmission

7-14

All information subject to change without notice. (Rev. April 2004)

SERIES 60 EGR TECHNICIAN'S GUIDE

Figure 7-11 Normal EGR Flow with Request

All information subject to change without notice. (Rev. April 2004)

7-15

SNAPSHOT EXAMPLES

Figure 7-12 Normal — EGR Off

7-16

All information subject to change without notice. (Rev. April 2004)

SERIES 60 EGR TECHNICIAN'S GUIDE

Figure 7-13 Plugged Delta P Port

All information subject to change without notice. (Rev. April 2004)

7-17

SNAPSHOT EXAMPLES

7-18

All information subject to change without notice. (Rev. April 2004)

SERIES 60 EGR TECHNICIAN'S GUIDE

DDEC V COMPONENTS

The next generation of the Series 60 EGR engine includes several new features including a more robust EGR system design.

Enhanced DDEC ECU

Hydraulic actuated EGR Valve

Tube and Shell EGR Cooler

NOTE:

DDDL software Level 6.0 and higher will be the primary diagnostic tool. A diagnostic tool which is not PC supported will not have the ability to diagnose a DDEC V ECU.

All information subject to change without notice. (Rev. April 2004)

8-1

DDEC V COMPONENTS

DDEC V COMPONENTS

DDEC V Electronic Control Unit

Figure 8-1 DDEC V ECU

DDEC V offers these advantages over previous DDEC releases (see Figure 8-1):

Utilizes New Connectors for Improved Reliability and Harness Design

More Input and Output Pins (up to 136 vs 81)

More flexible inputs - 57 Analog channels vs 19 Analog + 12 Digital in DDEC IV. Up to

27 of these input channels can be configured as Digital inputs

Frequency inputs: 6 vs 4

Digital outputs: 19 (8 Hi, 11 Lo) vs 10 (2 Hi, 8 Lo)

PWM outputs: 6 vs 4 (Lo side)

Has full support for J1587 and J1939 Data Links

8-2

All information subject to change without notice. (Rev. April 2004)

SERIES 60 EGR TECHNICIAN'S GUIDE

DDEC V offers end users significant operating advantages such as:

State-of-the-art fuel management and economy, including compensation for changing environmental conditions and user preferences

EPA and CARB smoke and emissions compliance

Application specific features to meet customer needs

Multi-level password protected security and reprogramming flexibility

Proven reliability and durability that customers demand

Easily accessible components, reducing maintenance time and simplifying troubleshooting

Integrated engine protection features with lights for visual awareness

Easily retrievable historical fault codes for diagnostic capability

Operating statistics are tracked, fuel consumed, miles traveled (hours used), ... for accurate unit and fleet management

All information subject to change without notice. (Rev. April 2004)

8-3

DDEC V COMPONENTS

Hydraulic Actuated EGR Valve

Figure 8-2 Hydraulic Actuated EGR Valve

The EGR Valve equipped on a DDEC V engine is a hydraulically actuated valve that operates on engine oil instead of air. This design feature eliminates the need for an EGR VPOD. The butterfly valve design is still used to control the exhaust gas flow. See Figure 8-2.

8-4

All information subject to change without notice. (Rev. April 2004)

Tube and Shell EGR Cooler

SERIES 60 EGR TECHNICIAN'S GUIDE

Figure 8-3 Tube and Shell EGR Cooler

The new EGR Cooler features a durable tube & shell core and a cast housing that have less weld joints than the previous design. See Figure 8-3.

All information subject to change without notice. (Rev. April 2004)

8-5

DDEC V COMPONENTS

8-6

All information subject to change without notice. (Rev. April 2004)

SERIES 60 EGR TECHNICIAN'S GUIDE

DDEC V CODES

DDEC V EGR DESCRIPTIONS

To read codes, use the Detroit Diesel Diagnostic Link (DDDL). The DDDL will display active and inactive fault codes which are listed in Table 9-1.

NOTE:

Some vehicle dashboard displays will show SAE faults.

Yellow = Sensor

Red = Protection

Blue = Logic

Green = MAS (Maintenance Alert System)

DDC Code #

(Flashed)

PID

187

174

175

111

187

111

110

175

110

FMI

SID

146

Description

Variable Speed Governor Sensor Voltage Low

Variable Speed Governor Switch System Not

Responding

Variable Speed Governor Sensor Voltage High

Coolant Level Sensor Input Voltage Low

Add Coolant Level Sensor Input Voltage Low

EGR Valve Current Too High

Coolant Temperature Sensor Input Voltage High

Oil Temperature Sensor Input Voltage High

Coolant Temperature Sensor Input Voltage Low

Oil Temperature Sensor Input Voltage Low

Coolant Level Sensor Input Voltage High

Add Coolant Level Sensor Input Voltage High

EGR Valve Current Too Low

Throttle Position Sensor Input Voltage High

Throttle Position Sensor Input Voltage Low

Fuel Temperature Sensor Input Voltage High

Fuel Temperature Sensor Input Voltage Low

Reserved for ‘‘No Codes"

Aux. Shutdown #1 Active

Aux. Shutdown #2 Active

9-1

All information subject to change without notice. (Rev. April 2004)

DDEC V CODES

PID

102

100

171

172

351

404

105

171

172

105

DDC Code #

(Flashed)

9-2

SID

261

262

264

265

263

264

238

239

260

FMI

Description

Intake Manifold Temperature Sensor Input Voltage

High

Ambient Air Temperature Sensor Input Voltage High

Air Temperature Sensor Input Voltage High

Intake Manifold Temperature Sensor Input Voltage

Low

Ambient Air Temperature Sensor Input Voltage Low

Air Temperature Sensor Input Voltage Low

TCI Temperature Circuit Failed Low

Turbo Compressor Temperature Out Sensor Input

Voltage Low

Aux. Output #3 Open Circuit (High Side) - E49

Aux. Output #3 Short To Ground (High Side) - E49

Aux. Output #3 Mechanical System Fail - E49

Aux. Output #4 Open Circuit (High Side) - E48

Aux. Output #4 Short to Ground (High Side) - E48

Aux. Output #4 Mechanical System Failure - E48

Aux. Output #12 (E46) Open Circuit (High Side)

Aux. Output #12 (E46) Short To Ground (High Side)

Aux. Output #12 (E46) Mechanical System Failure

(High Side)

Aux. Output #13 (E47) Open Circuit (High Side)

Aux. Output #13 (E47) Short To Ground (High Side)

Aux. Output #13 (E47) Mechanical System Failure

Aux. Output #14 (E50) Open Circuit (High Side)

Aux. Output #14 (E50) Short To Ground (High Side)

Aux. Output #14 (E50) Mechanical System Failure

(High Side)

Aux. Output #15 (E51) Open Circuit (High Side)

Aux. Output #15 (E51) Short To Ground (High Side)

Aux. Output #15 (E51) Mechanical System Failure

Aux. Output #16 (E52) Open Circuit (High Side)

Aux. Output #16 (E52) Short To Ground (High Side)

Aux. Output #16 (E52) Mechanical System Failure

Aux. Output #17 (E53) Open Circuit (High Side)

Aux. Output #17 (E53) Short To Ground (High Side)

Aux. Output #17 (E53) Mechanical System Failure

RSL Short to Battery (+)

RSL Open Circuit

AWL Short to Battery (+)

AWL Open Circuit

Turbo Boost Pressure Sensor Input Voltage High

Turbo Boost Pressure Sensor Input Voltage Low

Oil Pressure Sensor Input Voltage Low

All information subject to change without notice. (Rev. April 2004)

SERIES 60 EGR TECHNICIAN'S GUIDE

PID

111

105

100

105

168

110

172

175

100

106

351

404

411

412

102

106

DDC Code #

(Flashed)

SID

147

146

147

146

221

232

211

212

214

—

155

FMI

Description

Oil Pressure Sensor Input Voltage Low

Fuel Pressure Sensor Input Voltage High

Fuel Restriction Sensor Input Voltage High

Fuel Pressure Sensor Input Voltage Low

Fuel Restriction Sensor Input Voltage Low

EGR Leak - Boost Power

EGR Valve Not Responding

EGR Leak - Boost Jake

VNT Vanes Not Responding - Boost Power

VNT Vanes Not Responding-EGR

VNT Vanes at Max - Jake

VNT Vanes Not Responding - Boost Jake

EGR Flow too Low

Too Many SRS (missing TRS)

Too few SRS (missing SRS)

Coolant Level Low

Intake Manifold Temperature High

Engine Power Derate Due To Intake Manifold

Temperature

Coolant Temperature High

Engine Power Derate Due To Coolant Temperature

Air Inlet Temperature High

Oil Temperature High

Oil Temperature Derate

Oil Pressure Low

Injector Vreg Voltage Failed Low

ECU Battery Voltage Low

Vehicle Sensor Supply Voltage Low

Injector Vslope Voltage Failed Low

RTC Backup Battery Voltage Low

Injector ILpullin Voltage Failed Low

Sensor Supply Voltage Low

Fuel Pressure High

Engine Power Derate Due To Boost Pressure

Turbo Boost Pressure High

Air Inlet Pressure High

Fuel Pressure Low

Air Inlet Pressure Low

TCI Temperature Below Range

Turbo Compressor Temperature Out Low

EGR Delta Pressure Low

EGR Temperature Low

All information subject to change without notice. (Rev. April 2004)

9-3

DDEC V CODES

PID

351

404

351

404

DDC Code #

(Flashed)

216

231

216

242

243

244

245

246

246 xxx

SID

254

253

FMI

Description

TCI Temperature Above Range

Turbo Compressor Out Temperature High

Engine Power Derate Due To TCO Temperature

TCI Temperature Circuit Failed High

Turbo Compressor Out Temperature Sensor Input

Voltage High

A/D Conversion Fail

Memory Check Failed On Startup

Memory Write Error - Single Location

Calibration Memory Error

Memory Write Error - All Locations

Vehicle Speed Sensor Fault

Other ECU Fault (This fault is logged in conjunction with another fault to indicate missing information from another ECU.)

J1939 Data Link Fault

Engine Retarder Switch Not Responding

Engine Retarder Switch Failed

Park Brake/Safety Loop Switch Not Responding

Park Brake/Safety Loop Switch Failed

Torque Overload

ECU Information Not Responding (Mux'd

Dashboard Devices)

Cruise Control Resume/Accel Switch Not

Responding

Cruise Control Resume/Accel Switch Failed

Cruise Control Set/Coast Switch Not Responding

Cruise Control Set/Coast Switch Failed

Cruise Control Enable Switch Not Responding

Cruise Control Enable Switch Failed

Clutch Pedal Switch Not Responding

Clutch Pedal Switch Failed

Service Brake Pedal Switch Not Responding

Service Brake Pedal Switch Failed

Injector xxx Response Time Long

Injector #1 Circuit Short To Ground

Injector #2 Circuit Short To Ground

Injector #3 Circuit Short To Ground

Injector #4 Circuit Short To Ground

Injector #5 Circuit Short To Ground

Injector #6 Circuit Short To Ground

Aux. Output #1 Short to Battery (+) - V4

Aux. Output #1 Open Circuit - V4

9-4

All information subject to change without notice. (Rev. April 2004)

SERIES 60 EGR TECHNICIAN'S GUIDE

PID

DDC Code #

(Flashed)

SID

250

257

258

259

FMI

Description

Aux. Output #1 Mechanical System Not Responding

Properly -V4

Aux. Output #2 Short to Battery (+) - V5

Aux. Output #2 Open Circuit - V5

Aux. Output #2 Mechanical System Not Responding

Properly - V5

Aux. Output #5 Short to Battery (+) -V6

Aux. Output #5 Open Circuit - V6

Aux. Output #5 Mechanical System Not Responding

Properly - V6

Aux. Output #6 Short to Battery (+) - V7

Aux. Output #6 Open Circuit - V7

Aux. Output #6 Mechanical System Not Responding

Properly - V7

Aux. Output #7 Short to Battery (+) - V40

Aux. Output #7 Open Circuit - V40

Aux. Output #7 Mechanical System Not Responding

Properly - V40

Aux. Output #8 Short to Battery (+) - V53

Aux. Output #8 Open Circuit - V53

Aux. Output #8 Mechanical System Not Responding

Properly - V53

J1587 Data Link Fault

Aux.Output #9 (V54) Short To Battery

Aux.Output #9 (V54) Open Circuit

Aux.Output #9 (V54) Mechanical System Failure-Pin

Top 2

Aux.Output #10 (V55) Short To Battery

Aux.Output #10 (V55) Open Circuit)

Aux.Output #10 (V55) Mechanical System Failure

Top 2

Aux.Output #11 (E13) Short To Battery

Aux.Output #11 (E13) Open Circuit

Aux.Output #11 (E13) Mechanical System Failure

PWM #1 (V52) Above Normal Range

PWM #1 (V52) Below Normal Range

PWM #1 (V52) Short to Battery (+)

PWM #1 (V52) Open Circuit

PWM #1 (V52) Mechanical System Failre

PWM #2 (V46) Above Normal Range

PWM #2 (V46) Below Normal Range

PWM #2 (V46) Short to Battery (+)

PWM #2 (46) Open Circuit

PWM #1 (V46) Mechanical System Failre

PWM #3 (E01) Above Normal Range

All information subject to change without notice. (Rev. April 2004)

9-5

DDEC V CODES

PID

103

168

106

109

107

DDC Code #

(Flashed)

SID

267

268

267

230

230 xxx

155

211

212

214

FMI

Description

PWM #3 (E01) Below Normal Range

PWM #3 (E01) Short to Battery (+)

PWM #3 (E01) Open Circuit

PWM #3 (E01) Mechanical System Failure

PWM #4 (E04) Above Normal Range

PWM #4 (E04) Below Normal Range

PWM #4 (E04) Short to Battery (+)

PWM #4 (E04) Open Circuit

PWM #4 (E04) Mechanical System Failure

PWM #5 (E08) Above Normal Range

PWM #5 (E08) Below Normal Range

PWM #5 (E08) Short To Battery

PWM #5 (E08) Open Circuit

PWM #5 (E08) Mechanical System Failure

PWM #6 (E11) Above Normal Range

PWM #6 (E11) Below Normal Range

PWM #6 (E11) Short To Battery

PWM #6 (E11) Open Circuit

PWM #6 (E11) Mechanical System Failure

Turbo Overspeed

Turbo Speed Sensor Input Failure - Abnormal

Period

Air Filter Restriction Sensor Voltage High

Air Filter Restriction Sensor Voltage Low

Oil Filter Restriction Sensor Voltage High

Oil Filter Restriction Sensor Voltage Low

Air Inlet Pressure Sensor Input Voltage High

Air Inlet Pressure Sensor Input Voltage Low

Coolant Pressure Circuit Failed High

Coolant Pressure Circuit Failed Low

TPS Idle Validation Circuit Fault (open circuit)

TPS Idle Validation Circuit Fault (short to ground)

Injector xxx Response Time Short

Vehicle Overspeed

Vehicle Overspeed (Absolute)

Optimized Idle Safety Loop Short to Ground

Oil Filter Restriction High

Injector Vreg Voltage Failed High

ECU Battery Voltage High

Vehicle Sensor Supply Voltage High

Injector Vslope Voltage Failed High

RTC Backup Battery Voltage High

9-6

All information subject to change without notice. (Rev. April 2004)

SERIES 60 EGR TECHNICIAN'S GUIDE

PID

177

172

174

175

111

171

108

109

110

173

355

411

412

100

102

105

107

121

DDC Code #

(Flashed)

SID

151

221

232

FMI

Description

Injector Ipullin Voltage Failed High

Sensor Supply Voltage High

Engine Overspeed With Engine Brake

ECU Temperature Above Range

ECU Temperature Below Range

ECU Temperature Failed High

ECU Temperature Failed Low

Fire Pump Pressure Low

Exhaust Back Pressure High

Exhaust Back Pressure Low

Exhaust Back Pressure Sensor Voltage High

Exhaust Back Pressure Sensor Voltage Low

Exhaust Back Pressure at Rampdown Threshold

Fuel Filter Differential Pressure Low

Oil Filter Differential Pressure Low

Engine Oil Pressure High

Turbo Boost Pressure Low

Inlet Manifold Temperature Low

Air filter Restriction Pressure Low

Barometric Pressure High

Barometric Pressure Low

Coolant Pressure High

Coolant Temperature Low

Coolant Level High

Service Now Lamp Fault Expiration

Ambient Air Temperature High

Ambient Air Temperature Low

Air Inlet Temperature Low

Fuel Temperature High

Fuel Temperature Low

Engine Oil Temperature Low

Transmission Oil Temperature High

Transmission Oil Temperature Low

Transmission Oil Temperature Failed High

Transmission Oil Temperature Failed Low

Service Now Lamp Fault Expiration

Cruise Control/Adaptive Cruise Control Fault

Oil Level Sensor Input Voltage High

Exhaust Temperature Sensor Input Voltage High

Engine Oil Life Sensor Circuit Failed High

EGR Delta Pressure Circuit Failed High

EGR Temperature Circuit Failed High

All information subject to change without notice. (Rev. April 2004)

9-7

DDEC V CODES

DDC Code #

(Flashed)

Table 9-1

PID

108

111

190

108

153

173

355

411

412

101

412

355

101

153

173

355

411

Flash Codes, SAE Codes, Descriptions

SID

253

254

240

253

FMI

Description

Engine Oil Life Sensor Circuit Failed High

Oil Level Sensor Input Voltage Low

Crankcase Pressure Sensor Input Voltage Low

Extended Crankcase Pressure Input Voltage Low

Exhaust Temperature Sensor Input Voltage Low

Engine Oil Life Sensor Circuit Failed Low

EGR Delta Pressure Circuit Failed low

EGR Temperature Circuit Failed Low

Aux. Pump Pressure High

Oil Level High

Crankcase Pressure High

Extended Crankcase Pressure High

Exhaust Temperature High

Coolant In Oil Detected

Change Oil Now

EGR Delta Pressure High

EGR Temperature High

Oil Level Low

Change Oil Soon

Engine Overspeed

Engine Overspeed Signal

Aux. Pump Pressure Sensor Input Voltage High

Barometric Pressure Sensor Input Voltage High

Pump Pressure Sensor Input Voltage Low

Barometric Pressure Sensor Input Voltage Low

Fuel Filter Restriction High

Maintenance Alert Coolant Level Fault

ECU Checksum Incorrect

Calibration Checksum Incorrect

Calibartion Checks Invalid

Calibration Versions Invalid

External RAM Failed

Internal RAM Failed

Module Forced To Boot Mode

Boot Code Checksum INcorrect

9-8

All information subject to change without notice. (Rev. April 2004)

SERIES 60 EGR TECHNICIAN'S GUIDE

LOGIC CODES (MECHANICAL FAILURES)

Logic codes indicate the detection of mechanical failures by the DDEC V system. The response will be a Flash Code.

Diagnosing Flash Code 13

Failure Mode: SID 146, FMI 6

Indicates: EGR Valve Current is too high.

Response: Perform the following steps if the EGR Valve current is too high.

1. Check for a short circuit.

2. Disconnect the harness connector from the actuator control valve coil.

3. Measure the coil resistance between pins A and B.Table 9-2 and see Figure 9-1.

[a] If the coil resistance is to low replace the actuator assembly.

[b] If the coil resistance is okay, go to step 4.

4. Disconnect engine harness at ECU and at coil and measure resistance across the two pin connector pins.

[a] If resistance is less than 100 , the two wires are shorted to each other.

[b] If the resistance is greater than 100 , try a test ECU or contact Detroit Diesel

Technical Service.

Figure 9-1 EGR Valve Coil Wiring

All information subject to change without notice. (Rev. April 2004)

9-9

DDEC V CODES

Coil Temperature C

100

Table 9-2

Coil Temperature F

122

212

Ranges Allowed (Ohms)

Allowed Ranges (ohms)

3.4 - 4.2

3.7 - 4.6

4.4 - 5.4

Possible Causes:

Wires shorted together.

Positive wire shorted to ground.

Low resistance in the solenoid.

NOTE:

This symptom may be improved with reprogramming.

Reprogram the ECU if the ECU has not been reprogrammed since the dates listed below.

12 L — 02–23–04

14 L — 03–08–04

NOTE:

There is an update program for the DDEC V troubleshooting in 6.0 DDDL.

[a] 12L engine.

[b] If the software level is below XX on a 14L engine.

9-10

All information subject to change without notice. (Rev. April 2004)

SERIES 60 EGR TECHNICIAN'S GUIDE

EGR Valve Current

Failure Mode: SID 146, FMI 5 & 6

EGR Valve Current is too low (FMI 5) or EGR Valve Current is too high (FMI 6)

The CEL (AWL) will be illuminated and the engine will operate in boost mode.

All information subject to change without notice. (Rev. April 2004)

9-11

DDEC V CODES

9-12

All information subject to change without notice. (Rev. April 2004)

SERIES 60 EGR TECHNICIAN'S GUIDE

DDEC V TESTING

As of April 1, 2004 all current known 2004 DDEC V issues can be resolved by reprogramming the ECU.

Flash Code 13 and 16 — EGR Valve Current

Cold engine/Idle Smoke

Misfire — Shutter at Road Speed

All information subject to change without notice. (Rev. April 2004)

10-1

DDEC V TESTING

10-2

All information subject to change without notice. (Rev. April 2004)

SERIES 60 EGR TECHNICIAN'S GUIDE

APPENDIX A: LIST OF ACRONYMS

SEL

SID

S Pipe

VGT

VNT

VOM

VPOD

KRPM kPa

PID

PSI

PWM

RHS

RPM

SAE

DPS

DTC

ECM

ECU

EGR

ESC

FMI

AKA

CEL

CAC

Delta P

DDEC

Also Known As

Check Engine Light

Charge Air Cooler

Differential Pressure

Detroit Diesel Electronic Controls

Delta P Sensor

Diagnostic Trouble Code

Electronic Control Module (aka ECU)

Electronic Control Unit (aka ECM)

Exhaust Gas Recirculation

Abbreviation on a Computer Keyboard for 'Escape'

Failure Mode Indentifier

RPM X 1000

Kilopascals

Parameter Identification

Pounds per Square Inch

Pulse Width Modulation

Relative Humidity Sensor

Revolutions per Minute

Society of Automotive Engineers

Stop Engine Light

System Identification

Pipe Shaped Like an 'S'

Variable Geometry Turbocharger (aka VNT)

Variable Nozzle Turbocharger (aka VGT)

Volt Ohm Meter

Variable Pressure Output (Orifice) Device

Less Than

Greater Than

A-1

All information subject to change without notice. (Rev. April 2004)

APPENDIX A: LIST OF ACRONYMS

A-2

All information subject to change without notice. (Rev. April 2004)

SERIES 60 EGR TECHNICIAN'S GUIDE

APPENDIX B: DDEC IV WIRING SCHEMATICS

DDEC IV Vehicle Harness — see Figure B-1.

DDEC IV Engine Wiring Diagram — See Figure B-2.

DDEC V Engine Harness — see Figure B-3.

DDEC V Vehicle Interface Harness — see Figure B-4.

All information subject to change without notice. (Rev. April 2004)

B-1

APPENDIX B: DDEC IV WIRING SCHEMATICS

B-2

All information subject to change without notice. (Rev. April 2004)

SERIES 60 EGR TECHNICIAN'S GUIDE

APPENDIX C: ENGINE DIAGNOSTIC QUESTIONNAIRE

Engine Diagnostic Questionnaire

All information subject to change without notice. (Rev. April 2004)

C-1

APPENDIX C: ENGINE DIAGNOSTIC QUESTIONNAIRE

C-2

All information subject to change without notice. (Rev. April 2004)

SERIES 60 EGR TECHNICIAN'S GUIDE

APPENDIX D: SERVICE INFORMATION LETTERS

Service Information Letter 03 TS-23 (View One of Two) — see Figure D-2.

Service Information Letter 03 TS-23 (View Two of Two) — see Figure D-3.

Service Information Letter (View One of Four) — see Figure D-4.

Service Information Letter (View Two of Four) — see Figure D-5.

Service Information Letter (View Three of Four) — see Figure D-6.

Service Information Letter (View Four of Four) — see Figure D-7.

Service Information Letter (View One of One) — see Figure D-8.

All information subject to change without notice. (Rev. April 2004)

D-1

APPENDIX D: SERVICE INFORMATION LETTERS

D-2

All information subject to change without notice. (Rev. April 2004)

D 8 S i I f ti L tt 04 TS 17 (Vi O f O )

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Key features

Provides you all the help you will need as it contains proper troubleshooting information for all products.
Essential tool to properly diagnose and troubleshoot a DDEC IV or DDEC V Series 60 EGR engine.
An essential tool to properly diagnose and troubleshoot a DDEC IV or DDEC V Series 60 EGR engine.

Frequently asked questions

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The Detroit Diesel 60 EGR Series offers a number of features, including: Support for all DDEC IV and DDEC V Series 60 EGR engines Ability to read and clear diagnostic codes Ability to view and record engine data Ability to update engine software

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