Navistar, Inc.

Navistar, Inc.
MaxxForce® DT, 9 and 10 (EPA 10)
MaxxForce® 11, 13 and 15 (EPA 10)
© 2014 Navistar, Inc. All rights reserved. All marks are trademarks of their respective owners.
0000003081
2701 Navistar Drive, Lisle, IL 60532 USA
Revision 5
October 2014
Navistar, Inc.
DIAGNOSTIC MANUAL
Aftertreatment Symptom-Based Diagnostic and Inspection Manual
Aftertreatment Symptom-Based Diagnostic and Inspection Manual - MaxxForce® DT, 9 and 10 (EPA 10) , MaxxForce® 11, 13 and 15 (EPA 10)
EPA 10 - US, Canada
DIAGNOSTIC MANUAL
TABLE OF CONTENTS
TABLE OF CONTENTS
1. FOREWORD. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
1
2. SAFETY INFORMATION. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
2
3. MAXXFORCE® DT, 9 AND 10 AFTERTREATMENT SYSTEM DIAGNOSTICS. . . . . . . . . . . . . . . . . . . . . . . . . . . .
3.1. START DIAGNOSTICS HERE: ENGINE AND AFTERTREATMENT SYSTEM
OPERATIONAL CHECKS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
3.2. SYMPTOM 1 (MEDIUM DUTY): FREQUENT PARKED REGENS WITH NO ACTIVE
FAULT CODES (MORE THAN ONE PARKED REGEN PER DAY). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
3.3. SYMPTOM 2 (MEDIUM DUTY): ENGINE NO START / STARTS AND STALLS. . . . . . . . . . . . . . . . . . .
3.4. SYMPTOM 3 (MEDIUM DUTY): SPN 3719 OR SPN 3936 ACTIVE ONLY OR
FREQUENT REGENS (MORE THAN ONE PARKED REGEN PER DAY). . . . . . . . . . . . . . . . . . . . . . . . .
3.5. SYMPTOM 4 (MEDIUM DUTY): SPN 3719 OR SPN 3936 AND OTHER ACTIVE FAULT
CODES. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
3.6. SYMPTOM 5 (MEDIUM DUTY) : BLACK SMOKE. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
5
5
8
17
24
34
44
4. MAXXFORCE® DT, 9 AND 10 SERVICEMAXX™ SNAPSHOTS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
4.1. GRAPH 1: AIR MANAGEMENT SYSTEM TEST (GOOD). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
4.2. GRAPH 2: AIR MANAGEMENT SYSTEM TEST (BAD). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
4.3. GRAPH 3: 0 TO 60 MPH TEST (ICP DESIRED AND ICP). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
4.4. GRAPH 4: 0 TO 60 MPH TEST (ENGINE SPEED, ENGINE LOAD, IMP, EBP, AND APP1). . . .
4.5. GRAPH 5: NORMAL EXHAUST GAS TEMPERATURES (EFFICIENT DOC AND
UNRESTRICTED AFI) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
4.6. GRAPH 6: ERRATIC EXHAUST GAS TEMPERATURES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
4.7. GRAPH 7: LOW EXHAUST GAS TEMPERATURES (RESTRICTED AFI). . . . . . . . . . . . . . . . . . . . . . . . .
4.8. SOOT LOAD LEVEL VS. EXHAUST GAS TARGET TEMPERATURE CHART. . . . . . . . . . . . . . . . . . .
51
51
53
54
55
5. AFTERTREATMENT SYSTEM OPERATION. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
5.1. MAXXFORCE® DT, 9 AND 10 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
63
63
6. COMPONENT DESCRIPTIONS (THEORY OF OPERATION). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
6.1. MAXXFORCE® DT, 9 AND 10 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
66
66
7. AFTERTREATMENT SYSTEM FAULT CODES. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
7.1. MAXXFORCE® DT, 9 AND 10 (EPA 10). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
75
75
8. AFTERTREATMENT SYSTEM EVENT CHART. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
8.1. MAXXFORCE® DT, 9 AND 10. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
78
78
57
59
60
62
9. MAXXFORCE® 11,13 AND 15 AFTERTREATMENT SYSTEM DIAGNOSTICS. . . . . . . . . . . . . . . . . . . . . . . . . . 79
9.1. START DIAGNOSTICS HERE: ENGINE AND AFTERTREATMENT SYSTEM
OPERATIONAL CHECKS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 79
9.2. SYMPTOM 1 (HEAVY DUTY): FREQUENT PARKED REGENS WITH NO ACTIVE
FAULT CODES (MORE THAN ONE PARKED REGEN PER DAY). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 83
9.3. SYMPTOM 2 (HEAVY DUTY): ENGINE NO START / STARTS AND STALLS. . . . . . . . . . . . . . . . . . . . . 91
9.4. SYMPTOM 3 (HEAVY DUTY): SPN 3719 ACTIVE ONLY OR FREQUENT REGENS
(MORE THAN ONE PARKED REGEN PER DAY). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 96
9.5. SYMPTOM 4 (HEAVY DUTY): SPN 3719 AND OTHER ACTIVE FAULT CODES . . . . . . . . . . . . . . 104
9.6. SYMPTOM 5 (HEAVY DUTY): BLACK SMOKE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 113
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TABLE OF CONTENTS
TABLE OF CONTENTS (CONT.)
10. MAXXFORCE® 11, 13 AND 15 SERVICEMAXX™ SNAPSHOTS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
10.1. GRAPH 1: AIR MANAGEMENT SYSTEM TEST (GOOD). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
10.2. GRAPH 2: AIR MANAGEMENT SYSTEM TEST (BAD). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
10.3. GRAPH 3: LUG DOWN TEST (ENGINE SPEED, FRP, AND FRPD). . . . . . . . . . . . . . . . . . . . . . . . . . . . .
10.4. GRAPH 4: LUG DOWN TEST (ENGINE SPEED AND TC1TOP). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
10.5. GRAPH 5: LUG DOWN TEST (ENGINE SPEED, APP1, VEHICLE SPEED, AND IMP). . . . . . . .
10.6. GRAPH 6: NORMAL EXHAUST GAS TEMPERATURES (EFFICIENT DOC AND
UNRESTRICTED AFI). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
10.7. GRAPH 7: INVERTED EXHAUST GAS TEMPERATURES (INEFFICIENT DOC). . . . . . . . . . . . . . .
10.8. GRAPH 8: LOW EXHAUST GAS TEMPERATURES (RESTRICTED AFI). . . . . . . . . . . . . . . . . . . . . . .
120
120
122
124
126
127
11. AFTERTREATMENT SYSTEM OPERATION. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
11.1. MAXXFORCE® 11, 13 AND 15 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
135
135
12. COMPONENT DESCRIPTIONS (THEORY OF OPERATION). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
12.1. MAXXFORCE® 11 AND 13 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
138
138
13. AFTERTREATMENT SYSTEM FAULT CODES. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
13.1. MAXXFORCE® 11, 13 AND 15. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
147
147
14. AFTERTREATMENT SYSTEM EVENT CHART. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
14.1. MAXXFORCE® 11, 13 AND 15. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
151
151
15. REGEN INHIBITORS AND ENTRY CONDITIONS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
15.1. REGEN INHIBITORS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
15.2. ENTRY CONDITIONS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
152
152
156
16. DPF AND DOC REUSE GUIDELINES. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
16.1. MAXXFORCE® DT, 9, AND 10; MAXXFORCE® 11, 13 AND 15. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
16.1.1. Diesel Particulate Filter (DPF) Inlet - Clean. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
16.1.2. Diesel Particulate Filter (DPF) Inlet - Dirty, but Reusable. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
16.1.3. Diesel Particulate Filter (DPF) Inlet - Face Plugged. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
16.1.4. Diesel Particulate Filter (DPF) - Melted. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
16.1.5. Diesel Particulate Filter (DPF) - Cracked but Reusable. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
16.1.6. Diesel Particulate Filter (DPF) Inlet- Ash on Face. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
16.1.7. Diesel Particulate Filter (DPF) - Excessive Brick Shift. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
16.1.8. Diesel Particulate Filter (DPF) - Moderate Brick Shift. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
16.1.9. Diesel Oxidation Catalyst (DOC) Outlet - Dirty but Reusable. . . . . . . . . . . . . . . . . . . . . . . . . . . .
16.1.10. Diesel Oxidation Catalyst (DOC) - Separation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
16.1.11. Diesel Oxidation Catalyst (DOC) - Melted. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
16.1.12. Diesel Oxidation Catalyst (DOC) or Diesel Particulate Filter (DPF) - Damaged
Sensor Port Threads. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
159
159
160
161
162
163
164
165
166
167
168
169
170
17. ABBREVIATIONS AND ACRONYMS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
172
18. TERMINOLOGY. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
181
ii
129
131
133
171
DIAGNOSTIC MANUAL
FOREWORD
Navistar, Inc. is committed to continuous research and development to improve products and introduce
technological advances. Procedures, specifications, and parts defined in published technical service literature
may be altered.
Technical service literature is revised periodically. If a technical publication is ordered, the latest revision
will be supplied.
NOTE – To order technical service literature, contact your International dealer.
1
DIAGNOSTIC MANUAL
SAFETY INFORMATION
This manual provides general and specific maintenance procedures essential for reliable engine operation
and your safety. Since many variations in procedures, tools, and service parts are involved, advice for all
possible safety conditions and hazards cannot be stated.
Read safety instructions before doing any service and test procedures for the engine or vehicle. See related
application manuals for more information.
Disregard for Safety Instructions, Warnings, Cautions, and Notes in this manual can lead to injury, death or
damage to the engine or vehicle.
Safety Terminology
Three terms are used to stress your safety and safe operation of the engine: Warning, Caution, and Note.
Warning: A warning describes actions necessary to prevent or eliminate conditions, hazards, and unsafe
practices that can cause personal injury or death.
Caution: A caution describes actions necessary to prevent or eliminate conditions that can cause damage to
the engine or vehicle.
Note: A note describes actions necessary for correct, efficient engine or vehicle operation.
Safety Instructions
Work Area
•
Keep work area clean, dry, and organized.
•
Keep tools and parts off the floor.
•
Make sure the work area is ventilated and well lit.
•
Make sure a first aid kit is available.
Safety Equipment
•
Use correct lifting devices.
•
Use safety blocks and stands.
Protective Measures
•
Wear protective safety glasses and shoes.
•
Wear correct hearing protection.
•
Wear cotton work clothing.
•
Wear sleeved heat protective gloves.
•
Do not wear rings, watches or other jewelry.
•
Restrain long hair.
2
DIAGNOSTIC MANUAL
Vehicle
•
Make sure the vehicle is in neutral, the parking brake is set, and the wheels are blocked before servicing
engine or vehicle.
•
Clear the area before starting the engine.
Engine
•
The engine and vehicle should be operated or serviced only by qualified individuals.
•
Provide necessary ventilation when operating engine in a closed area.
•
Keep combustible material away from engine exhaust system and exhaust manifolds.
•
Install all shields, guards, and access covers before operating engine or vehicle.
•
Do not run engine with unprotected air inlets or exhaust openings. If unavoidable for service reasons, put
protective screens over all openings before servicing engine.
•
Shut engine off and relieve all pressure in the system before removing panels, housing covers, and caps.
•
If an engine, or vehicle, is not safe to operate, tag the ignition key.
Fire Prevention
•
Make sure charged fire extinguishers are in the work area.
NOTE – Check the classification of each fire extinguisher to ensure that the following fire types can be
extinguished.
1. Type A - Wood, paper, textiles, and rubbish
2. Type B - Flammable liquids
3. Type C - Electrical equipment
Batteries
•
Always disconnect the main negative battery cable first.
•
Always connect the main negative battery cable last.
•
Avoid leaning over batteries.
•
Protect your eyes.
•
Do not expose batteries to open flames or sparks.
•
Do not smoke in workplace.
Compressed Air
•
Use an OSHA approved blow gun rated at 30 psi (207 kPa).
•
Limit shop air pressure to 30 psi (207 kPa).
•
Wear safety glasses or goggles.
•
Wear hearing protection.
•
Use shielding to protect others in the work area.
•
Do not direct compressed air at face or body.
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DIAGNOSTIC MANUAL
Tools
•
Make sure all tools are in good condition.
•
Make sure all standard electrical tools are grounded.
•
Check for frayed power cords before using power tools.
Fluids Under Pressure
•
Use extreme caution when working on systems under pressure.
•
Follow approved procedures only.
Fuel
•
Do not over fill the fuel tank. Overfill creates a fire hazard.
•
Do not smoke in the work area.
•
Do not refuel the tank when the engine is running.
Removal of Tools, Parts, and Equipment
•
Reinstall all safety guards, shields, and covers after servicing the engine or vehicle.
•
Make sure all tools, parts, and service equipment are removed from the engine and vehicle after all
work is done.
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DIAGNOSTIC MANUAL
MAXXFORCE® DT, 9 AND 10 AFTERTREATMENT SYSTEM DIAGNOSTICS
3.1. START DIAGNOSTICS HERE: ENGINE AND AFTERTREATMENT SYSTEM
OPERATIONAL CHECKS
Overview
A properly operating aftertreatment system requires little manual intervention from the operator. Illuminated
warning lamps may indicate a driving or extended idle operation that may not allow successful regeneration
of the aftertreatment system. These illuminated warning lamps may also indicate an engine mechanical or
performance concern.
Tools Required
•
Electronic Service Tool (EST) with ServiceMaxx™ software
•
Interface cable (RP1210B compliant supporting J1939 and J1708)
NOTE – A frequent regen concern may not be repaired by only performing an Onboard Filter Cleanliness
Test (OBFCT). Perform all steps in the following diagnostic procedure in order to identify root cause
failure.
NOTE – Repair all active fault code(s) other than SPN 3719 (DPF Soot Load) before beginning Engine
and Aftertreatment System Operational Checks.
Operational Checks – Start Aftertreatment Diagnostics Here
Action
Step
1
Verify the following engine systems are in satisfactory condition:
•
Engine Oil: Park vehicle on level ground and check oil level.
•
Engine Coolant Level: Check coolant level that is indicated on
deaeration tank.
•
Intake Air: Inspect air filter gauge, located on air filter housing or
dashboard.
•
Electrical System: Inspect batteries and electrical system (engine and
vehicle) for poor or loose connections, corroded terminals, or broken
and damaged wires.
•
Exhaust System: Check Aftertreatment and exhaust system for
damage, excessive corrosion, or leaks.
•
Fuel level: Check instrument panel fuel gauge, look into fuel tanks to
verify fuel level, and make sure fuel levels are equal in both tanks.
•
Fuel quality Obtain a fuel sample, and check for water, waxing, icing,
sediment, gasoline, Diesel Exhaust Fluid (DEF), or kerosene.
•
Fuel line routing and condition: With engine OFF, visually inspect
the condition and routing of fuel lines.
Decision
Yes: Go to step 2
Are all of the above engine systems operating as designed?
No: Repair
appropriate
engine system
and go to step 2.
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DIAGNOSTIC MANUAL
Action
Step
2
Decision
Determine if engine or Aftertreatment system warning lamps are illuminated. Yes: Go to step 4
Key-On Engine-Off (KOEO), check Instrument Panel (IP) for the following
warning lamps:
•
Amber Warning Lamp (AWL)
•
Red Stop Lamp (RSL)
•
Malfunction Indicator Lamp (MIL)
•
Diesel Particulate Filter (DPF) Lamp
Are any of the above warning lamps illuminated?
No: Go to step 3
Step
Action
Decision
3
Diesel Particulate Filter ( DPF) Snap Acceleration Test (Quick Test). This
procedure checks the DPF for cracks or internal damage without removing
the DPF from the vehicle and is used to test basic functionality of the diesel
particulate filter. This is to be done prior to removing the DPF.
Yes: Go to
symptom 5
(Medium Duty):
Black smoke page
44.
1. The transmission must be in neutral and the parking brake
applied.
2. Start and idle the engine.
3. Rapidly snap the accelerator pedal from idle to full throttle. This
can be performed multiple times.
4. During the engine accelerations, visually check for a heavy
black smoke exiting the exhaust pipe.
Is black smoke visible?
No: Go to
Symptom 1
(Medium Duty):
Frequent Parked
Regens with No
Active Codes
(More than one
parked regen per
day)page 8.
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DIAGNOSTIC MANUAL
Step
Action
Decision
4
Check for an engine no start. Turn ignition switch to ON position and crank
engine for a maximum of 20 seconds. If engine does not start, wait 2 to 3
minutes and crank engine again for a maximum of 20 seconds.
Yes: Go to step 5
Does the engine start and run?
No: Go to
symptom 2
(Medium Duty):
Engine No Start /
Starts and Stalls
page 17.
Step
5
Action
Decision
Yes: Go to
Symptom 3
(Medium Duty):
SPN 3719 or
Is SPN 3719 or SPN 3936 with FMI 0, 15, or 16 the only fault code(s) active? SPN 3936 Active
Only or Frequent
Regens page 24.
Using Electronic Service Tool (EST) with ServiceMaxx™ software, check
Diagnostic Trouble Code (DTC) list for SPN 3719 FMI 0, 15, and 16 (DPF
Soot Load).
No: Go to
Symptom 4
(Medium Duty):
SPN 3719 or
SPN 3936 and
Other Active Fault
Codes page 34.
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DIAGNOSTIC MANUAL
3.2. SYMPTOM 1 (MEDIUM DUTY): FREQUENT PARKED REGENS WITH NO ACTIVE
FAULT CODES (MORE THAN ONE PARKED REGEN PER DAY)
NOTE – Before beginning the following step-based diagnostics, perform all vehicle operational checks
page 5.
NOTE – SPN 3719 FMI 15 may be inactive when a frequent regen concern is present.
NOTE – SPN 3936 FMI 8 can be active for this symptom.
Action
Step
1
Check for a failed Air Management System (AMS) actuator.
1. Using Electronic Service Tool (EST) with ServiceMaxx™
software, go to Tests > Load Test Specific Session and verify
Load Test Specific Session is unchecked.
2. Go to Sessions > Performance and select the record snapshot
icon from the toolbar.
3. Go to Tests > KOER Tests > Air Management Test.
When Air Management Test is complete, stop recording. Use the playback
feature in ServiceMaxx™, and graph the following signal values:
Signal Values:
•
Mass Air Flow (MAF) Mean Value (MMV)
•
Intake Manifold Pressure (IMP)
•
Exhaust Gas Recirculation (EGR) valve position
Does snapshot match Graph 1 or Graph 2 page 51?
8
Decision
Graph 1: Go to
step 2A
Graph 2:
Diagnose and
repair failed
actuator (See
Performance
Diagnostics
section in Engine
Diagnostic
Manual). After
repairs are
complete, retest
for original
problem.
DIAGNOSTIC MANUAL
WARNING
To prevent personal injury or death, do not exceed local speed limit laws or drive too fast
for conditions when performing 0 to 60 MPH Test.
NOTE – Intake Manifold Pressure (IMP) can vary based on ECM calibration and vehicle weight. Using
Electronic Service Tool (EST) with ServiceMaxx™ software, monitor turbocharger wastegate operation
to verify low boost.
Step
2A
Action
Decision
Check for engine performance issues. Perform 0 to 60 MPH Test procedure Go to step 2B
below:
1. Using EST, go to Sessions > Performance.
2. Find an open stretch of road, where minimum speed limit is
50 mph or higher.
3. Pull over to the side of the road.
4. When driving conditions are safe and vehicle has reached
normal operating temperature, select the record snapshot icon
from the toolbar.
5. Press accelerator pedal fully to the floor, and accelerate from 0
mph to max allowed highway speed.
After 0 to 60 MPH Test is complete, stop recording and save snapshot.
9
DIAGNOSTIC MANUAL
Step
Action
2B
Check for Injection Control Pressure (ICP) system issue. Using EST with
ServiceMaxx™ software, use the playback feature and graph the following
signal values from 0 to 60 MPH Test:
Decision
Yes: Go to step
2C
Signal Values:
•
ICP desired
•
ICP
•
Injection Pressure Regulator (IPR) valve control %
Compare snapshot to Graph 3 and associated Graph Analysis page 54.
Is ICP system operating as per Graph 3 Graph Analysis?
No: Diagnose
and repair ICP
system issue (See
Hard Start and No
Start Diagnostics
section in Engine
Diagnostic
Manual). After
repairs are
complete, retest
for original
problem.
10
DIAGNOSTIC MANUAL
Step
Action
Decision
2C
Check for Air Management System (AMS) issue. Using EST with
ServiceMaxx™ software, use the playback feature and graph the following
signal values from 0 to 60 MPH Test:
Yes: Go to step 3
Signal Values:
•
Engine Speed
•
Engine Load
•
Intake Manifold Pressure (IMP)
•
Exhaust Back Pressure (EBP)
•
Accelerator Pedal Position 1 (APP1)
Compare snapshot to Graph 4 and associated Graph Analysis page 55.
Is AMS operating as per Graph 4 Graph Analysis?
No: Diagnose and
repair AMS issue
(See Performance
Diagnostics
section in Engine
Diagnostic
Manual). After
repairs are
complete, retest
for original
problem.
11
DIAGNOSTIC MANUAL
Action
Step
3
Verify exhaust gas temperatures are within specification.
1.
Using Electronic Service Tool (EST) with ServiceMaxx™
software, go to Sessions > Performance and select the record
snapshot icon from the toolbar.
2. Go to Tests > KOER Aftertreatment Tests > Onboard Filter
Cleanliness Test.
When OBFCT is complete, stop recording. Use the playback feature and
graph the following signal values from OBFCT:
Decision
Graph 5:
Diagnostics
complete
Graph 6: Go to
step 4
Graph 7: Go to
step 7
Signal Values:
•
Diesel Oxidation Catalyst Inlet Temperature (DOCIT)
•
Diesel Particulate Filter Inlet Temperature (DPFIT)
•
Diesel Particulate Filter Outlet Temperature (DPFOT)
•
DPF Soot Load
Compare snapshot to Graph 5, 6, and 7 page 57.
Which graph does snapshot most closely match?
Step
Action
Decision
4
Determine if DPF or DOC is contaminated. Remove the DPF and DOC
(see Exhaust System Service Manual), and check for signs of lube oil and
coolant contamination.
Yes: Remove
PDOC, and go to
step 5.
NOTE – A black staining in the exhaust tailpipe can occur on
applications that experience high idle times. This is normal and the
DPF should NOT be replaced.
Are the DPF or DOC contaminated?
No: Install DPF
and DOC, and go
to step 7.
12
DIAGNOSTIC MANUAL
Step
5
Action
Determine if DPF, DOC, and PDOC are reusable see the DPF and DOC
reuse guidelines page 159.
Based on DPF and DOC Re-Use Guidelines, are the DPF, DOC, and
PDOC reusable?
Decision
Yes: Install
removed
aftertreatment
system
components, and
go to step 6.
No: Replace
failed
component(s).
After repairs are
complete, go to
step 6.
Step
6
Action
Determine root cause of exhaust system contamination. (See Engine
Symptoms Diagnostics section in Engine Diagnostic Manual.)
Decision
After repairs are
complete, go to
step 7.
13
DIAGNOSTIC MANUAL
1. New Aftertreatment Fuel Injector
(AFI) gasket
2. Early production AFI gasket
Figure 1
AFI Gasket
Action
Step
7
Decision
Yes: Install AFI,
and go to step 8.
CAUTION
Do not remove the nozzle injector from the doser
housing. Spray pattern test is no longer a visual check
for Aftertreatment Fuel Injector (AFI) replacement.
Perform Aftertreatment Fuel Injector (AFI) visual inspection. Remove AFI
(See Engine Service Manual) and check for the following:
Visual Checks:
•
Correct AFI gasket is installed (Figure 1)
•
AFI and bore unrestricted and free of carbon buildup
•
AFI tip free of cracks and other damage
Did AFI pass all visual checks?
No: Correct failed
visual check(s).
After repairs are
complete, install
AFI and go to step
8.
14
DIAGNOSTIC MANUAL
Step
Action
8
Run DSI System De-Aeration Procedure twice, to purge the Down Stream
Injection (DSI) system of air. Using EST, go to Procedures > KOER
Aftertreatment Procedures > DSI System De-Aeration.
Step
Action
Decision
9
Using EST, check Diagnostic Trouble Code (DTC) list for any fault code(s)
that may have become active during OBFCT.
Yes: Repair active
fault code(s)
(See Electronic
Control Systems
Diagnostics in
Engine Diagnostic
Manual). After
repairs are
complete, go to
step 10.
Does DTC list contain any active fault code(s)?
Decision
Go to step 9
No: Go to step 10
Action
Step
10
Verify exhaust gas temperatures are within specification.
1. Using Electronic Service Tool (EST) with ServiceMaxx™
software, go to Tests > KOER Aftertreatment Tests > Onboard
Filter Cleanliness Test (OBFCT).
2. Go to Sessions > Performance and select the record snapshot
icon from the toolbar.
When OBFCT is complete, stop recording. Use the playback feature and
graph the following signal values from OBFCT:
Decision
Graph 5: Go to
step 11
Graph 6: Go
to Performance
Diagnostics
section in Engine
Diagnostic
Manual.
Signal Values:
•
Diesel Oxidation Catalyst Inlet Temperature (DOCIT)
•
Diesel Particulate Filter Inlet Temperature (DPFIT)
•
Diesel Particulate Filter Outlet Temperature (DPFOT)
•
DPF Soot Load
Compare snapshot to Graph 5 and 6 page 57.
Which graph does snapshot most closely match?
15
DIAGNOSTIC MANUAL
Step
Action
11
Perform Standard Test to verify all engine systems are operating as
designed. Verify engine coolant temperature is greater than 158°F (70°C).
Using EST with ServiceMaxx™ software, go to Tests > KOER Tests >
Standard Test.
Decision
Yes: Go to step
12
Does Standard Test run and pass?
No: Diagnose
and repair active
fault code(s)
(see Electronic
Control System
Diagnostics
section in Engine
Diagnostic
Manual).
Step
Action
Decision
12
Perform the following MAF Sensor Calibration procedure to accommodate
for system repairs:
Yes: Diagnostics
complete
1. Verify engine coolant temperature is greater than 180°F (82°C),
and lube oil temperature is greater than 176°F (80°C).
2. Using EST with ServiceMaxx software, go to Tests > and
deselect Load Test Specific Session.
3. Go to Sessions > Performance and select the record snapshot
icon from the toolbar.
4. Go to procedures > KOER Procedures > MAF Sensor
Calibration.
5. After MAF Sensor Calibration is complete, stop recording.
6. Turn the ignition switch to the OFF position for a minimum of
30 seconds.
7. Repeat steps 3 through 5 to complete second MAF Sensor
Calibration.
Does MAF Sensor Calibration procedure run and pass?
No: Go to
Performance
Diagnostics
section in Engine
Diagnostic
Manual.
16
DIAGNOSTIC MANUAL
3.3. SYMPTOM 2 (MEDIUM DUTY): ENGINE NO START / STARTS AND STALLS
NOTE – Before beginning the following step-based diagnostics, perform all vehicle operational checks
page 5.
Step
Action
Decision
1
Check for an exhaust system restriction by performing the following
Exhaust System Restriction Test:
Both DPFDP and TC1TOP
signals High: Go to step 2
CAUTION
TC1TOP signal High Only:
Go to step 3
To prevent damage to the starter, if engine fails to
start within 20 seconds, release ignition switch,
and wait 2 to 3 minutes to allow starter motor to
cool.
1. Turn ignition switch to ON position.
2. Using EST with ServiceMaxx™ software, go to
Sessions > Performance and record Turbocharger 1
Turbine Outlet Pressure (TC1TOP) Key-On Engine-Off
(KOEO) signal value.
Neither DPFDP or
TC1TOP signal High:
Go to Hard Start and No
Start Diagnostics section
in Engine Diagnostic
Manual. After repairs are
complete, go to step 8.
3. Select the record snapshot icon from the toolbar.
4. Crank the engine for a maximum of 20 seconds. If
engine does not start, wait 2 to 3 minutes and crank
engine again for a maximum of 20 seconds.
5. Stop recording.
6. Use the playback feature in ServiceMaxx™ and graph
TC1TOP, and Diesel Particulate Filter Differential
Pressure (DPFDP) signal values.
NOTE — To calculate TC1TOP (actual), subtract
TC1TOP KOEO signal value recorded in step 2 from
maximum TC1TOP signal value reached in step 7.
7. Record maximum TC1TOP signal value reached from
snapshot, and calculate TC1TOP actual (See Table 21,
page 18).
8. Verify DPFDP and TC1TOP (actual) are within
specification. DPFDP signal value should be less than
1 psi (7 kPa), and TC1TOP (actual) should be less than
5 psi (34 kPa).
Are DPFDP and TC1TOP signal values within specification?
17
DIAGNOSTIC MANUAL
Table 21
Maximum TC1TOP Signal
Value During Cranking
Example TC1TOP (Actual) Calculations
TC1TOP KOEO Signal Value
Maximum TC1TOP Signal Value During
Cranking — TC1TOP KOEO Signal
Value = TC1TOP (Actual)
15.7 psi (108 kPa)
14.7 psi (101 kPa)
15.7 psi (108 kPa) – 14.7 psi (101 kPa) =
1 psi (7 kPa)
1 psi (7 kPa)
0 psi (0 kPa)
1 psi (7 kPa) – 0 psi (0 kPa) = 1 psi (7 kPa)
-13 psi (-89 kPa)
-14 psi (–96 kPa)
–13 psi (80 kPa) – (–14) psi (-96 kPa) = 1
psi (7 kPa)
Action
Step
2
Decision
Yes: Remove Pre-Diesel
Determine if the Diesel Particulate Filter (DPF) is contaminated.
Remove the DPF (see Exhaust System Service Manual), and check Oxidation Catalyst
(PDOC) & Diesel
for signs of lube oil and coolant contamination.
Oxidation Catalyst (DOC),
NOTE – A black staining in the exhaust tailpipe can occur on and then and then go to
applications that experience high idle times. This is normal and step 4.
the DPF should NOT be replaced.
Is the DPF contaminated?
No: Go to step 5
Step
3
Action
Determine if PDOC or DOC is contaminated. Remove the PDOC
and DOC (see Exhaust System Service Manual), and check for
signs of lube oil and coolant contamination.
Decision
Yes: Remove DPF, and
then go to step 4.
NOTE – A black staining in the exhaust tailpipe can occur on
applications that experience high idle times. This is normal and
the DPF should NOT be replaced.
Are the PDOC and DOC contaminated?
No: Go to step 5
Step
Action
4
Determine if DPF, DOC, and PDOC are reusable see the DPF and
DOC reuse guidelines page 159.
Decision
Yes: Go to step 6
Based on DPF and DOC Re-Use Guidelines, are the DPF, DOC,
and PDOC reusable?
No: Replace failed
component(s). After
repairs are complete, go
to step 6.
18
DIAGNOSTIC MANUAL
Step
Action
Decision
5
Determine if removed aftertreatment system components need to
be cleaned see the DPF and DOC reuse guidelines page 159.
Yes: Clean components
using appropriate cleaning
equipment. After cleaning
procedure is complete,
Install components and go
to step 7.
Based on DPF and DOC Re-Use Guidelines, do any of the
removed aftertreatment system components need to be cleaned?
No: Install removed
aftertreatment system
components, and then go
to step 7.
Step
6
Step
7
Action
Determine root cause of exhaust system contamination. (See
Engine Symptoms Diagnostics section in Engine Diagnostic
Manual.)
Action
Decision
After repairs are complete,
go to step 7.
Decision
Yes: Go to step 8
Check for an engine no start. Turn ignition switch to ON position
and crank engine for a maximum of 20 seconds. If engine does not
start, wait 2 to 3 minutes and crank engine again for a maximum
of 20 seconds.
Does the engine start and run?
No: Go to Hard Start and
No Start Diagnostics
section in Engine
Diagnostic Manual.
19
DIAGNOSTIC MANUAL
Step
Action
8
Do Onboard Filter Cleanliness Test (OBFCT) to clear active
aftertreatment fault code(s). Using Electronic Service Tool (EST)
with ServiceMaxx™ software, go to Tests > KOER Aftertreatment
Tests > Onboard Filter Cleanliness Test. While OBFCT is running,
check the following components for exhaust leaks, and verify all
fasteners, brackets, and clamps are secure and undamaged:
•
Low Pressure (LP) turbocharger outlet pipe
•
Exhaust Back Pressure Valve (EBPV)
•
Flexible mesh pipe to DOC inlet
•
Inlet to DOC
Decision
Yes: Go to step 9
Were all components free of exhaust leaks, and all fasteners,
brackets, and clamps secure and undamaged?
No: Repair exhaust leak
or repair failed fastener,
bracket, or clamp. After
repairs are complete, go
to step 9.
Action
Step
9
Check for a failed Air Management System (AMS) actuator.
1. Using EST with ServiceMaxx™ software, go to Tests
> Load Test Specific Session and verify Load Test
Specific Session is unchecked.
2. Go to Sessions > Performance and select the record
snapshot icon from the toolbar.
3. Go to Tests > KOER Tests > Air Management Test.
When Air Management Test is complete, stop recording. Use
the playback feature in ServiceMaxx™, and graph the following
signal values:
Signal Values:
•
Mass Air Flow (MAF) mean value
•
Intake Manifold Pressure (IMP)
•
Exhaust Gas Recirculation (EGR) valve position
Does snapshot match Graph 1 or Graph 2 page 51?
20
Decision
Graph 1: Go to step 10A
Graph 2: Diagnose and
repair failed actuator
(See Performance
Diagnostics section
in Engine Diagnostic
Manual). After repairs
are complete, retest for
original problem.
DIAGNOSTIC MANUAL
WARNING
To prevent personal injury or death, do not exceed local speed limit laws or drive too fast
for conditions when performing 0 to 60 MPH Test.
NOTE – Intake Manifold Pressure (IMP) can vary based on ECM calibration and vehicle weight. Using
Electronic Service Tool (EST) with ServiceMaxx™ software, monitor turbocharger wastegate operation
to verify low boost.
Step
Action
10A
Check for engine performance issues. Perform 0 to 60 MPH Test
procedure below:
Decision
Go to step 10B
1. Using EST, go to Sessions > Performance.
2. Find an open stretch of road, where minimum speed
limit is 50 mph or higher.
3. Pull over to the side of the road.
4. When driving conditions are safe and vehicle has
reached normal operating temperature, select the
record snapshot icon from the toolbar.
5. Press accelerator pedal fully to the floor, and
accelerate from 0 mph to max allowed highway
speed.
After 0 to 60 MPH Test is complete, stop recording and save
snapshot.
21
DIAGNOSTIC MANUAL
Step
Action
10B
Check for Injection Control Pressure (ICP) system issue. Using
EST with ServiceMaxx™ software, use the playback feature and
graph the following signal values from 0 to 60 MPH Test:
Decision
Yes: Go to step 10C
Signal Values:
•
ICP desired
•
ICP
•
Injection Pressure Regulator (IPR) valve control %
Compare snapshot to Graph 3 and associated Graph Analysis
page 54.
Is ICP system operating as per Graph 3 Graph Analysis?
No: Diagnose and repair
ICP system issue (See
Hard Start and No Start
Diagnostics section in
Engine Diagnostic Manual).
After repairs are complete,
retest for original problem.
Step
Action
10C
Check for Air Management System (AMS) issue. Using EST with
ServiceMaxx™ software, use the playback feature and graph the
following signal values from 0 to 60 MPH Test:
Decision
Yes: Go to step 11
Signal Values:
•
Engine Speed
•
Engine Load
•
Intake Manifold Pressure (IMP)
•
Exhaust Back Pressure (EBP)
•
Accelerator Pedal Position 1 (APP1)
Compare snapshot to Graph 4 and associated Graph Analysis
page 55.
Is AMS operating as per Graph 4 Graph Analysis?
No: Diagnose and
repair AMS issue (See
Performance Diagnostics
section in Engine
Diagnostic Manual). After
repairs are complete, retest
for original problem.
22
DIAGNOSTIC MANUAL
Step
Action
11
Perform Standard Test to verify all engine systems are operating
as designed. Verify engine coolant temperature is greater than
158°F (70°C). Using EST with ServiceMaxx™ software, go to
Tests > KOER Tests > Standard Test.
Decision
Yes: Go to step 12
Does Standard Test run and pass?
No: Diagnose and repair
active fault code(s). Go to
Electronic Control System
Diagnostics section in
Engine Diagnostic Manual.
Step
12
Action
Perform the following MAF Sensor Calibration procedure to
accommodate for system repairs:
Decision
Yes: Diagnostics complete
1. Verify engine coolant temperature is greater than
180°F (82°C), and lube oil temperature is greater
than 176°F (80°C).
2. Using EST with ServiceMaxx software, go to Tests >
and deselect Load Test Specific Session.
3. Go to Sessions > Performance and select the record
snapshot icon from the toolbar.
4. Go to procedures > KOER Procedures > MAF Sensor
Calibration.
5. After MAF Sensor Calibration is complete, stop
recording.
6. Turn the ignition switch to the OFF position for a
minimum of 30 seconds.
7. Repeat steps 3 through 5 to complete second MAF
Sensor Calibration.
Does MAF Sensor Calibration procedure run and pass?
No: Go to Performance
Diagnostics section in
Engine Diagnostic Manual.
23
DIAGNOSTIC MANUAL
3.4. SYMPTOM 3 (MEDIUM DUTY): SPN 3719 OR SPN 3936 ACTIVE ONLY OR
FREQUENT REGENS (MORE THAN ONE PARKED REGEN PER DAY)
NOTE – Before beginning the following step-based diagnostics, perform all vehicle operational checks
page 5.
NOTE – The number of regens performed in one day may vary depending on application. The following
criteria should be used to determine if a regen is considered frequent:
•
Line-haul: More than 1 parked regen per day is frequent regeneration.
•
Severe service: More than 2 parked regens per day is frequent regeneration.
Step
1
Step
2
Action
Decision
Using Electronic Service Tool (EST) with ServiceMaxx™ software, SPN 3719 or SPN 3936 FMI
0: Go to step 2
check Diagnostic Trouble Code (DTC) list to determine which of
the following fault codes is active: SPN 3719/3936 FMI 0, 15, or
SPN 3719 or SPN 3936 FMI
16.
16: Go to step 4
Which fault code is active?
SPN 3719 or SPN 3936 FMI
15: Go to step 5
Action
Decision
Yes: Go to step 3
Do three Onboard Filter Cleanliness Tests (OBFCT) to decrease
soot load of Diesel Particulate Filter (DPF). Using EST, go to Tests
> KOER Aftertreatment Tests > Onboard Filter Cleanliness Test.
After OBFCTs are complete, check DTC list to determine if SPN
3719 FMI 0 dropped one FMI level to SPN 3719 FMI 16.
Did SPN 3719 FMI 0 drop one FMI level to SPN 3719 FMI 16?
No: Go to step 4
24
DIAGNOSTIC MANUAL
Step
Action
3
Using Electronic Service Tool (EST) with ServiceMaxx™ software,
Reset DPF soot load. Select Sessions > Programming > CDPF
Reset Request set value to yes, then select Program Engine.
When programming completes, run engine at wide open throttle
(WOT) for 10 minutes. If a high soot load exists, you will see it
after 10 minutes; If the high soot load is false, the DPF soot load
will be recalculated to show the true soot load.
Decision
SPN 3719 FMI 16, go to
Step 4
SPN 3719 FMI 15, go to
Step 5
SPN 3719 or 3936 FMI 0,
go to Step 7
Which fault code for soot load is active?
No codes, go to Step 11
Step
4
Action
Decision
Yes: Go to step 5
Do three Onboard Filter Cleanliness Tests (OBFCT) to decrease
soot load of Diesel Particulate Filter (DPF). Using EST, go to Tests
> KOER Aftertreatment Tests > Onboard Filter Cleanliness Test.
After OBFCTs are complete, check DTC list to determine if SPN
3719 FMI 16 dropped one FMI level to SPN 3719 FMI 15.
Did SPN 3719 FMI 16 drop one FMI level to SPN 3719 FMI 15?
No: Go to step 6
Step
Action
5
Do three Onboard Filter Cleanliness Tests (OBFCT) to clear SPN
3719 FMI 15. Using EST, go to Tests > KOER Aftertreatment
Tests > Onboard Filter Cleanliness Test. After OBFCTs are
complete, check DTC list to determine if SPN 3719 FMI 15 is
still active.
Decision
Yes: Go to step 7
Is SPN 3719 FMI 15 still active?
No: Go to step 6
25
DIAGNOSTIC MANUAL
Step
Action
Decision
6
Diesel Particulate Filter ( DPF) Snap Acceleration Test (Quick
Test). This procedure checks the DPF for cracks or internal
damage without removing the DPF from the vehicle and is used
to test basic functionality of the diesel particulate filter. This is to
be done prior to removing the DPF.
Yes: Go to Symptom 5
(Medium Duty): Black smoke
page 44.
1. The transmission must be in neutral and the parking
brake applied.
2. Start and idle the engine.
3. Rapidly snap the accelerator pedal from idle to full
throttle. This can be performed multiple times.
4. During the engine accelerations, visually check for a
heavy black smoke exiting the exhaust pipe.
Is black smoke visible?
No: Go to step 11
Step
Action
7
Determine if Diesel Particulate Filter (DPF), Pre-Diesel Oxidation
Catalyst (PDOC), and Diesel Oxidation Catalyst (DOC) are
contaminated. Remove the DPF, PDOC, and DOC (see Exhaust
System Service Manual), and check for signs of lube oil and
coolant contamination.
Decision
Yes: Go to step 8
NOTE – A black staining in the exhaust tailpipe can occur on
applications that experience high idle times. This is normal
and the DPF should NOT be replaced.
Are the DPF, PDOC, or DOC contaminated?
No: Go to step 9
Step
8
Action
Determine if DPF, DOC, and PDOC are reusable see DPF and
DOC reuse guidelines page 159.
Decision
Yes: Go to step 10
Based on DPF and DOC Re-Use Guidelines, are the DPF, DOC,
and PDOC reusable?
No: Replace failed
component(s). After repairs
are complete, go to step 10.
26
DIAGNOSTIC MANUAL
Step
Action
9
Determine if removed aftertreatment system components need to
be cleaned see the DPF and DOC reuse guidelines page 159.
Decision
Yes: Clean components
using appropriate cleaning
equipment. After cleaning
procedure is complete, Install
Based on DPF and DOC Re-Use Guidelines, do any of the
removed aftertreatment system components need to be cleaned? components and go to step
11.
No: Install removed
aftertreatment system
components, and then go
to step 11.
Action
Step
10
Determine root cause of exhaust system contamination. (See
Engine Symptoms Diagnostics section in Engine Diagnostic
Manual.)
Action
Step
11
Check for a failed Air Management System (AMS) actuator.
1. Using EST with ServiceMaxx™ software, go to Tests
> Load Test Specific Session and verify Load Test
Specific Session is unchecked.
2. Go to Sessions > Performance and select the record
snapshot icon from the toolbar.
3. Go to Tests > KOER Tests > Air Management Test.
Decision
After repairs are complete, go
to step 11.
Decision
Graph 1: Go to step 11A
Graph 2: Diagnose and
repair failed actuator (See
Performance Diagnostics
section in Engine Diagnostic
Manual). After repairs are
complete, retest for original
problem.
When Air Management Test is complete, stop recording. Use
the playback feature in ServiceMaxx™, and graph the following
signal values:
Signal Values:
•
Mass Air Flow (MAF) mean value
•
Intake Manifold Pressure (IMP)
•
Exhaust Gas Recirculation (EGR) valve position
Does snapshot match Graph 1 or Graph 2 page 51?
27
DIAGNOSTIC MANUAL
WARNING
To prevent personal injury or death, do not exceed local speed limit laws or drive too fast
for conditions when performing 0 to 60 MPH Test.
NOTE – Intake Manifold Pressure (IMP) can vary based on ECM calibration and vehicle weight. Using
Electronic Service Tool (EST) with ServiceMaxx™ software, monitor turbocharger wastegate operation
to verify low boost.
Step
Action
11A
Check for engine performance issues. Perform 0 to 60 MPH Test
procedure below:
1. Using EST, go to Sessions > Performance.
2. Find an open stretch of road which will safely allow
full acceleration.
3. Pull over to the side of the road.
4. When driving conditions are safe and vehicle has
reached normal operating temperature, select the
record snapshot icon from the toolbar.
5. Press accelerator pedal fully to the floor, and
accelerate from 0 mph to max allowed highway
speed.
After 0 to 60 MPH Test is complete, stop recording and save
snapshot.
28
Decision
Go to step 11B
DIAGNOSTIC MANUAL
Step
Action
11B
Check for Injection Control Pressure (ICP) system issue. Using
EST with ServiceMaxx™ software, use the playback feature and
graph the following signal values from 0 to 60 mph test:
Decision
Yes: Go to step 11C
Signal Values:
•
ICP desired
•
ICP
•
Injection Pressure Regulator (IPR) valve control %
Compare snapshot to Graph 3 and associated Graph Analysis
page 54.
Is ICP system operating as per Graph 3 Graph Analysis?
No: Diagnose and repair ICP
system issue (See Hard Start
and No Start Diagnostics
section in Engine Diagnostic
Manual). After repairs are
complete, retest for original
problem.
Step
Action
11C
Check for Air Management System (AMS) issue. Using EST with
ServiceMaxx™ software, use the playback feature and graph the
following signal values from 0 to 60 mph test:
Decision
Yes: Go to step 12
Signal Values:
•
Engine Speed
•
Engine Load
•
Intake Manifold Pressure (IMP)
•
Exhaust Back Pressure (EBP)
•
Accelerator Pedal Position 1 (APP1)
Compare snapshot to Graph 4 and associated Graph Analysis
page 55.
Is AMS operating as per Graph 4 Graph Analysis?
No: Diagnose and repair
AMS issue (See Performance
Diagnostics section in Engine
Diagnostic Manual). After
repairs are complete, retest
for original problem.
29
DIAGNOSTIC MANUAL
Action
Step
12
Verify exhaust gas temperatures are within specification.
1. Using Electronic Service Tool (EST) with
ServiceMaxx™ software, go to Tests > KOER
Aftertreatment Tests > Onboard Filter Cleanliness
Test (OBFCT).
2. Go to Sessions > Performance and select the record
snapshot icon from the toolbar.
When OBFCT is complete, stop recording. Use the playback
feature and graph the following signal values from OBFCT:
Signal Values:
•
Diesel Oxidation Catalyst Inlet Temperature (DOCIT)
•
Diesel Particulate Filter Inlet Temperature (DPFIT)
•
Diesel Particulate Filter Outlet Temperature (DPFOT)
•
DPF Soot Load
Compare snapshot to Graph 5, 6, and 7 page 57.
Which graph does snapshot most closely match?
30
Decision
Graph 5: Diagnostics
complete
Graph 6: Go to step 13
Graph 7: Go to step 15
DIAGNOSTIC MANUAL
1. New Aftertreatment Fuel Injector
(AFI) gasket
2. Early production AFI gasket
Figure 2
AFI Gasket
Action
Step
Decision
Yes: Install AFI, and go to
step 14.
13
CAUTION
Do not remove the nozzle injector from the
doser housing. Spray pattern test is no longer a
visual check for Aftertreatment Fuel Injector (AFI)
replacement.
Perform Aftertreatment Fuel Injector (AFI) visual inspection. Remove
AFI (see Engine Service Manual) and check for the following:
Visual Checks:
•
Correct AFI gasket is installed (Figure 2)
•
AFI and bore unrestricted and free of carbon buildup
•
AFI tip free of cracks and other damage
Did AFI pass all visual checks?
No: Correct failed visual
check(s). After repairs are
complete, install AFI and go
to step 14.
31
DIAGNOSTIC MANUAL
Step
Action
14
Run DSI System De-Aeration Procedure twice, to purge the Down
Stream Injection (DSI) system of air. Using EST, go to Procedures >
KOER Aftertreatment Procedures > DSI System De-Aeration.
Step
Action
15
Decision
Go to step 15
Decision
Using EST, check Diagnostic Trouble Code (DTC) list for fault code(s) Yes: Repair active fault
that may have become active during OBFCT.
code(s) (See Electronic
Control Systems Diagnostics
Does DTC list contain active fault code(s)?
in Engine Diagnostic Manual).
After repairs are complete, go
to step 16.
No: Go to step 16
Action
Step
16
Verify exhaust gas temperatures are within specification.
1. Using Electronic Service Tool (EST) with ServiceMaxx™
software, go to Tests > KOER Aftertreatment Tests >
Onboard Filter Cleanliness Test (OBFCT).
Decision
Graph 5: Go to step 17
Graph 6: Replace DOC. After
repairs are complete, retest
for original problem.
2. Go to Sessions > Performance and select the record
snapshot icon from the toolbar.
When OBFCT is complete, stop recording. Use the playback feature
and graph the following signal values from OBFCT:
Signal Values:
•
Diesel Oxidation Catalyst Inlet Temperature (DOCIT)
•
Diesel Particulate Filter Inlet Temperature (DPFIT)
•
Diesel Particulate Filter Outlet Temperature (DPFOT)
•
DPF Soot Load
Compare snapshot to Graph 5 and 6 page 57.
Which graph does snapshot most closely match?
Step
17
Action
Verify root cause of frequent regens symptom.
Decision
Yes: Go to step 18
Has root cause for frequent regens been diagnosed and repaired?
No: Go back to step 1 of
Engine and Aftertreatment
System Operational Checks
page 5 to verify engine
systems are in satisfactory
condition.
32
DIAGNOSTIC MANUAL
Step
18
Action
Perform Standard Test to verify all engine systems are operating as
designed. Verify engine coolant temperature is greater than 158°F
(70°C). Using Electronic Service Tool (EST) with ServiceMaxx™
software, go to Tests > KOER Tests > Standard Test.
Decision
Yes: Go to step 19
Does Standard Test run and pass?
No: Diagnose and repair
active fault code(s). Go to
Electronic Control System
Diagnostics section in
Engine Diagnostic Manual.
Step
19
Action
Perform the following MAF Sensor Calibration procedure to
accommodate for system repairs:
Decision
Yes: Diagnostics complete
1. Verify engine coolant temperature is greater than 180°F
(82°C), and lube oil temperature is greater than 176°F
(80°C).
2. Using EST with ServiceMaxx software, go to Tests > and
deselect Load Test Specific Session.
3. Go to Sessions > Performance and select the record
snapshot icon from the toolbar.
4. Go to procedures > KOER Procedures > MAF Sensor
Calibration.
5. After MAF Sensor Calibration is complete, stop recording.
6. Turn the ignition switch to the OFF position for a minimum
of 30 seconds.
7. Repeat steps 3 through 5 to complete second MAF
Sensor Calibration.
Does MAF Sensor Calibration procedure run and pass?
No: Go to Performance
Diagnostics section in
Engine Diagnostic Manual.
33
DIAGNOSTIC MANUAL
3.5. SYMPTOM 4 (MEDIUM DUTY): SPN 3719 OR SPN 3936 AND OTHER ACTIVE
FAULT CODES
NOTE – Before beginning the following step-based diagnostics, perform all vehicle operational checks
page 5.
Action
Step
1
Decision
Yes: Repair other active
Using Electronic Service Tool (EST) with ServiceMaxx™ software,
check Diagnostic Trouble Code (DTC) list for active fault code(s) other fault code(s) (See Electronic
Control Systems Diagnostics
than SPN 3719 (DPF soot load).
in Engine Diagnostic
Manual). After repairs
Are fault code(s) other than SPN 3719 or SPN 3936 active?
are complete, go to step 2.
No: Go to step 2
Action
Step
2
Using Electronic Service Tool (EST) with ServiceMaxx™ software,
check Diagnostic Trouble Code (DTC) list to determine which of the
following fault codes is active: SPN 3719 FMI 0, 15, or 16.
Decision
SPN 3719 or SPN 3936 FMI
0: Go to step 3
SPN 3719 or SPN 3936 FMI
16: Go to step 5
Which fault code is active?
SPN 3719 or SPN 3936 FMI
15: Go to step 6
Step
Action
3
Do three Onboard Filter Cleanliness Tests (OBFCT) to decrease
soot load of Diesel Particulate Filter (DPF). Using EST, go to Tests >
KOER Aftertreatment Tests > Onboard Filter Cleanliness Test. After
OBFCTs are complete, check DTC list to determine if SPN 3719 FMI
0 dropped one FMI level to SPN 3719 FMI 16.
Decision
Yes: Go to step 5
Did SPN 3719 FMI 0 drop one FMI level to SPN 3719 FMI 16?
No: Go to step 4
34
DIAGNOSTIC MANUAL
Step
Action
Decision
4
Using Electronic Service Tool (EST) with ServiceMaxx™ software,
Reset DPF soot load. Select Sessions > Programming > CDPF
Reset Request set value to yes, then select Program Engine. When
programming completes, run engine at wide open throttle (WOT) for
10 minutes. If a high soot load exists, you will see it after 10 minutes;
If the high soot load is false, the DPF soot load will be recalculated
to show the true soot load.
SPN 3719 FMI 16, go to Step
5
SPN 3719 FMI 15, go to Step
6
SPN 3719 or 3936 FMI 0, go
to Step 8
Which fault code for soot load is active?
No code, go to Step 11
Step
Action
5
Do three Onboard Filter Cleanliness Tests (OBFCT) to decrease
soot load of Diesel Particulate Filter (DPF). Using EST, go to Tests >
KOER Aftertreatment Tests > Onboard Filter Cleanliness Test. After
OBFCTs are complete, check DTC list to determine if SPN 3719 FMI
16 dropped one FMI level to SPN 3719 FMI 15.
Decision
Yes: Go to step 6
Did SPN 3719 FMI 16 drop one FMI level to SPN 3719 FMI 15?
No: Go to step 7
Step
6
Action
Decision
Yes: Go to step 8
Do three Onboard Filter Cleanliness Tests (OBFCT) to clear SPN
3719 FMI 15. Using EST, go to Tests > KOER Aftertreatment Tests >
Onboard Filter Cleanliness Test. After OBFCTs are complete, check
DTC list to determine if SPN 3719 FMI 15 is still active.
Is SPN 3719 FMI 15 still active?
No: Go to step 7
35
DIAGNOSTIC MANUAL
Step
Action
7
Diesel Particulate Filter ( DPF) Snap Acceleration Test (Quick Test).
This procedure checks the DPF for cracks or internal damage
without removing the DPF from the vehicle and is used to test basic
functionality of the diesel particulate filter. This is to be done prior to
removing the DPF.
Decision
Yes: Go to Symptom 5
(Medium Duty): Black smoke
page 44.
1. The transmission must be in neutral and the parking
brake applied.
2. Start and idle the engine.
3. Rapidly snap the accelerator pedal from idle to full
throttle. This can be performed multiple times.
4. During the engine accelerations, visually check for a
heavy black smoke exiting the exhaust pipe.
Is black smoke visible?
No: Go to step 12
Step
Action
8
Determine if Diesel Particulate Filter (DPF), Pre-Diesel Oxidation
Catalyst (PDOC), and Diesel Oxidation Catalyst (DOC) are
contaminated. Remove the DPF, PDOC, and DOC (see Exhaust
System Service Manual), and check for signs of lube oil and coolant
contamination.
Decision
Yes: Go to step 9
NOTE – A black staining in the exhaust tailpipe can occur on
applications that experience high idle times. This is normal and
the DPF should NOT be replaced.
Are the DPF, PDOC, or DOC contaminated?
No: Go to step 10
Step
Action
9
Determine if DPF, DOC, and PDOC are reusable see DPF and DOC
reuse guidelines page 159.
Decision
Yes: Go to step 11
Based on DPF and DOC Re-Use Guidelines, are the DPF, DOC,
and PDOC reusable?
No: Replace failed
component(s). After repairs
are complete, go to step 11.
36
DIAGNOSTIC MANUAL
Action
Step
10
Decision
Determine if removed aftertreatment system components need to be Yes: Clean components
using appropriate cleaning
cleaned see DPF and DOC reuse guidelines page 159.
equipment. After cleaning
Based on DPF and DOC Re-Use Guidelines, do any of the removed procedure is complete, Install
components and go to step 11.
aftertreatment system components need to be cleaned?
No: Install removed
aftertreatment system
components, and then go
to step 11.
Action
Step
11
Determine root cause of exhaust system contamination. (See
Engine Symptoms Diagnostics section in Engine Diagnostic
Manual.)
Action
Step
12
Check for a failed Air Management System (AMS) actuator.
1. Using EST with ServiceMaxx™ software, go to Tests
> Load Test Specific Session and verify Load Test
Specific Session is unchecked.
2. Go to Sessions > Performance and select the record
snapshot icon from the toolbar.
3. Go to Tests > KOER Tests > Air Management Test.
Decision
After repairs are complete, go
to step 12.
Decision
Graph 1: Go to step 12A
Graph 2: Diagnose and
repair failed actuator (See
Performance Diagnostics
section in Engine Diagnostic
Manual). After repairs are
complete, retest for original
problem.
When Air Management Test is complete, stop recording. Use the
playback feature in ServiceMaxx™, and graph the following signal
values:
Signal Values:
•
Mass Air Flow (MAF) mean value
•
Intake Manifold Pressure (IMP)
•
Exhaust Gas Recirculation (EGR) valve position
Does snapshot match Graph 1 or Graph 2 page 51?
37
DIAGNOSTIC MANUAL
WARNING
To prevent personal injury or death, do not exceed local speed limit laws or drive too fast
for conditions when performing 0 to 60 MPH Test.
NOTE – Intake Manifold Pressure (IMP) can vary based on ECM calibration and vehicle weight. Using
Electronic Service Tool (EST) with ServiceMaxx™ software, monitor turbocharger wastegate operation
to verify low boost.
Step
12A
Action
Check for engine performance issues. Perform 0 to 60 MPH Test
procedure below:
1. Using EST, go to Sessions > Performance.
2. Find an open stretch of road, where minimum speed
limit is 50 mph or higher.
3. Pull over to the side of the road.
4. When driving conditions are safe and vehicle has
reached normal operating temperature, select the
record snapshot icon from the toolbar.
5. Press accelerator pedal fully to the floor, and accelerate
from 0 mph to max allowed highway speed.
After 0 to 60 MPH Test is complete, stop recording and save
snapshot.
38
Decision
Go to step 12B
DIAGNOSTIC MANUAL
Action
Step
12B
Check for Injection Control Pressure (ICP) system issue. Using
EST with ServiceMaxx™ software, use the playback feature and
graph the following signal values from 0 to 60 MPH Test:
Decision
Yes: Go to step 12C
Signal Values:
•
ICP desired
•
ICP
•
Injection Pressure Regulator (IPR) valve control %
Compare snapshot to Graph 3 and associated Graph Analysis
page 54.
Is ICP system operating as per Graph 3 Graph Analysis?
No: Diagnose and repair ICP
system issue (See Hard Start
and No Start Diagnostics
section in Engine Diagnostic
Manual). After repairs are
complete, retest for original
problem.
Action
Step
12C
Check for Air Management System (AMS) issue. Using EST with
ServiceMaxx™ software, use the playback feature and graph the
following signal values from 0 to 60 mph test:
Decision
Yes: Go to step 10
Signal Values:
•
Engine Speed
•
Engine Load
•
Intake Manifold Pressure (IMP)
•
Exhaust Back Pressure (EBP)
•
Accelerator Pedal Position 1 (APP1)
Compare snapshot to Graph 4 and associated Graph Analysis
page 55.
Is AMS operating as per Graph 4 Graph Analysis?
No: Diagnose and repair
AMS issue (See Performance
Diagnostics section in Engine
Diagnostic Manual). After
repairs are complete, retest for
original problem.
39
DIAGNOSTIC MANUAL
Action
Step
13
Verify exhaust gas temperatures are within specification.
1.
Graph 5: Diagnostics complete
Graph 6: Go to step 14
Using Electronic Service Tool (EST) with
ServiceMaxx™ software, go to Sessions > Performance
Graph 7: Go to step 16
and select the record snapshot icon from the toolbar.
2. Go to Tests > KOER Aftertreatment Tests > Onboard
Filter Cleanliness Test.
When OBFCT is complete, stop recording. Use the playback
feature and graph the following signal values from OBFCT:
Signal Values:
•
Diesel Oxidation Catalyst Inlet Temperature (DOCIT)
•
Diesel Particulate Filter Inlet Temperature (DPFIT)
•
Diesel Particulate Filter Outlet Temperature (DPFOT)
•
DPF Soot Load
Compare snapshot to Graph 5, 6, and 7 page 57.
Which graph does snapshot most closely match?
40
Decision
DIAGNOSTIC MANUAL
1. New Aftertreatment Fuel Injector
(AFI) gasket
Figure 3
2. Early production AFI gasket
AFI Gasket
Action
Step
Decision
Yes: Install AFI, and go to step
15
14
CAUTION
Do not remove the nozzle injector from the
doser housing. Spray pattern test is no longer
a visual check for Aftertreatment Fuel Injector
(AFI) replacement.
Perform Aftertreatment Fuel Injector (AFI) visual inspection.
Remove AFI (see Engine Service Manual) and check for the
following:
Visual Checks:
•
Correct AFI gasket is installed (Figure 4)
•
AFI and bore unrestricted and free of carbon buildup
•
AFI tip free of cracks and other damage
Did AFI pass all visual checks?
No: Correct failed visual
check(s). After repairs are
complete, install AFI and go to
step 15.
41
DIAGNOSTIC MANUAL
Step
Action
15
Run DSI System De-Aeration Procedure twice, to purge the Down
Stream Injection (DSI) system of air. Using EST, go to Procedures
> KOER Aftertreatment Procedures > DSI System De-Aeration.
Action
Step
16
Using EST, check Diagnostic Trouble Code (DTC) list for fault
code(s) that may have become active during OBFCT.
Does DTC list contain active fault code(s)?
Decision
Go to step 16
Decision
Yes: Repair active fault
code(s) (See Electronic Control
Systems Diagnostics in Engine
Diagnostic Manual). After
repairs are complete, go to step
17.
No: Go to step 17
Action
Step
17
Verify exhaust gas temperatures are within specification.
1. Using Electronic Service Tool (EST) with
ServiceMaxx™ software, go to Tests > KOER
Aftertreatment Tests > Onboard Filter Cleanliness Test
(OBFCT).
Decision
Graph 5: Go to step 18
Graph 6: Replace DOC. After
repairs are complete, retest for
original problem.
2. Go to Sessions > Performance and select the record
snapshot icon from the toolbar.
When OBFCT is complete, stop recording. Use the playback
feature and graph the following signal values from OBFCT:
Signal Values:
•
Diesel Oxidation Catalyst Inlet Temperature (DOCIT)
•
Diesel Particulate Filter Inlet Temperature (DPFIT)
•
Diesel Particulate Filter Outlet Temperature (DPFOT)
•
DPF Soot Load
Compare snapshot to Graph 5 and 6 page 57.
Which graph does snapshot most closely match?
Step
18
Action
Verify root cause of frequent regens symptom.
Decision
Yes: Go to step 19
Has root cause for frequent regens been diagnosed and repaired?
No: Go back to step 1 of Engine
and Aftertreatment System
Operational Checks on page 5
to verify engine systems are in
satisfactory condition.
42
DIAGNOSTIC MANUAL
Step
Action
19
Perform Standard Test to verify all engine systems are operating
as designed. Verify engine coolant temperature is greater than
158°F (70°C). Using EST with ServiceMaxx software, go to Tests >
KOER Tests > Standard Test.
Decision
Yes: Go to step 20
Does Standard Test run and pass?
No: Diagnose and repair active
fault code(s) (See Electronic
Control System Diagnostics
section in Engine Diagnostic
Manual).
Step
20
Action
Perform the following MAF Sensor Calibration procedure to
accommodate for system repairs:
Decision
Yes: Diagnostics complete
1. Verify engine coolant temperature is greater than
180°F (82°C), and lube oil temperature is greater than
176°F (80°C).
2. Using EST with ServiceMaxx software, go to Tests >
and deselect Load Test Specific Session.
3. Go to Sessions > Performance and select the record
snapshot icon from the toolbar.
4. Go to procedures > KOER Procedures > MAF Sensor
Calibration.
5. After MAF Sensor Calibration is complete, stop
recording.
6. Turn the ignition switch to the OFF position for a
minimum of 30 seconds.
7. Repeat steps 3 through 5 to complete second MAF
Sensor Calibration.
Does MAF Sensor Calibration procedure run and pass?
No: Go to Performance
Diagnostics section in Engine
Diagnostic Manual.
43
DIAGNOSTIC MANUAL
3.6. SYMPTOM 5 (MEDIUM DUTY) : BLACK SMOKE
OVERVIEW: Hydrocarbon slip occurs when diesel fuel does not fully combust in the aftertreatment
treatment system and slips through the Diesel Particulate Filter (DPF) into the clean side of the
exhaust. Hydrocarbon slip is associated with high idle time. The DPF should NOT be replaced due to
black staining in the exhaust.
NOTE – The DPF is not 100 percent efficient. Some evidence of exhaust soot is normal, and does not
indicate a malfunctioning DPF.
WARNING
To prevent unexpected movement of the vehicle and possible serious personal injury or
death, park the vehicle on a flat, level surface, apply the parking brake, turn the engine
off and chock the wheels to prevent the vehicle from moving in either direction.
NOTE – Before beginning the following step-based diagnostics, perform all vehicle operational checks
page 5.
Action
Step
1
Diesel Particulate Filter ( DPF) Snap Acceleration Test (Quick
Test). This procedure checks the DPF for cracks or internal
damage without removing the DPF from the vehicle and is used
to test basic functionality of the DPF. This is to be done prior to
removing the DPF.
Decision
Yes: Go to step 2
1. The transmission must be in neutral and the parking
brake applied.
2. Start and idle the engine.
3. Rapidly snap the accelerator pedal from idle to full
throttle. This can be performed multiple times.
4. During the engine accelerations, visually check for a
heavy black smoke exiting the exhaust pipe.
Is black smoke visible?
No: End of diagnostics
Action
Step
2
Remove and Inspect the Diesel Particulate Filter (DPF) (see
Exhaust System manual). At this time do NOT remove the
Diesel Oxidation Catalyst (DOC).
Decision
Yes: Install the DPF and go to
step 3
Compare the DPF to the DPF and DOC Reuse Guidelines page
159.
Can the DPF be reused?
No: Replace the DPF and go to
step 4
44
DIAGNOSTIC MANUAL
Step
Action
3
Perform Onboard Filter Cleanliness Test (OBFCT) to clear active
aftertreatment fault code(s). Using Electronic Service Tool (EST)
with ServiceMaxx™ software, go to Tests > KOER Aftertreatment
Tests > Onboard Filter Cleanliness Test. While test is running,
check the following components for exhaust leaks and verify all
fasteners, brackets and clamps are secure and undamaged.
Decision
Yes: Repair complete
1. Low Pressure (LP) turbocharger outlet pipe
2. Exhaust Back Pressure Valve (EBPV)
3. Flexible Mesh pipe to Diesel Oxidation Catalyst
(DOC) Inlet
4. Inlet to the DOC
Are all components free of exhaust leaks and all fasteners,
brackets and clamps secure and undamaged?
No: Repair any leaks, damage,
and loose parts. End of
diagnostics.
Action
Step
4
Check for a Failed Air Management System (AMS) actuator.
1. Using an Electronic Service Tool (EST) with
ServiceMaxx™ software, go to Tests > Load Test
Specific Session and verify Load Test Specific
Session is unchecked.
2. Go to Sessions > Performance and select the record
snapshot icon from the toolbar.
Decision
Graph 1: Go to step 5A
Graph 2: Diagnose and repair
failed actuator (See Performance
Diagnostics section in Engine
Diagnostic Manual). After repairs
are complete, retest for original
problem.
3. Go to Tests > KOER Tests > Air Management Test.
When air management Test is complete,
stop recording. Use the playback feature in
ServiceMaxx™ and graph the following signal values.
Signal Values:
•
Mass Air Flow (MAF) mean value
•
Intake Manifold Pressure (IMP)
•
Exhaust Gas Recirculation (EGR) Valve position
Does snapshot match Graph 1 or Graph 2 page 51?
45
DIAGNOSTIC MANUAL
WARNING
To prevent personal injury or death, do not exceed local speed limit laws or drive too fast
for conditions when performing 0 to 60 MPH Test.
NOTE – Intake Manifold Pressure (IMP) can vary based on ECM calibration and vehicle weight. Using
Electronic Service Tool (EST) with ServiceMaxx™ software, monitor turbocharger wastegate operation
to verify low boost.
Step
Action
5A
Check for engine performance issues. Perform 0 to 60 MPH Test
procedure below.
1. Using Electronic Service Tool (EST) with
ServiceMaxx™ software, go to Sessions >
Performance
2. Find an open stretch of road where minimum speed
limit is 50 MPH or higher.
3. Pull over to the side of the road.
4. When driving conditions are safe and vehicle has
reached normal operating temperature, select the
record snapshot icon from the toolbar.
5. Press accelerator pedal fully to the floor and
accelerate from 0 MPH to max allowed highway
speed.
After 0 to 60 MPH Test is complete, stop recording and save
snapshot.
46
Decision
Go to step 5B
DIAGNOSTIC MANUAL
Step
Action
5B
Check for Injection Control Pressure (ICP) system issue. On the
Electronic Service Tool (EST) with ServiceMaxx™ software, use
the playback feature and graph the following signal values from
the 0 to 60 MPH Test:
•
ICP Desired
•
ICP Actual
•
Injection Pressure Regulator (IPR) valve control %
Decision
Yes: Go to step 5C
Compare snapshot to Graph 3 and associated Graph Analysis
page 54.
Is ICP system operating as per Graph 3 Graph Analysis?
No: Diagnose and repair ICP
system issue (See Hard Start/No
Start Diagnostics section in
Engine Diagnostic Manual). After
repairs are complete, go to Step
10A.
Step
Action
5C
Check for Air Management System (AMS) issue. On the
Electronic Service Tool (EST) with ServiceMaxx™ software, use
the playback feature and graph the following signal values from
the 0 to 60 MPH Test:
•
Engine Speed
•
Engine Load
•
Intake Manifold Temperature (IMP)
•
Exhaust back Pressure (EBP)
•
Accelerator Pedal Position 1 (APP1)
Decision
Yes: GO to step 6
Compare snapshot to Graph 4 and associated Graph Analysis
page 55.
Is AMS operating as per Graph 4 Graph Analysis?
No: Diagnose and repair
AMS issue (See Performance
Diagnostics section in the Engine
Diagnostic Manual). After repairs
are complete, go to step 10A.
47
DIAGNOSTIC MANUAL
Action
Step
6
Verify exhaust gas temperatures are within specification.
1.
Using Electronic Service Tool (EST) with
ServiceMaxx™ software, go to Sessions >
Performance and select the record snapshot icon
from the toolbar.
2. Go to Tests > KOER Aftertreatment Tests > Onboard
Filter Cleanliness Test.
When OBFCT is complete, stop recording. Use the playback
feature and graph the following signal values from OBFCT:
•
Diesel Oxidation Catalyst Inlet Temperature (DOCIT)
•
Diesel Particulate Filter Inlet Temperature (DPFIT)
•
Diesel Particulate Filter Outlet Temperature (DPFOT)
•
DPF Soot Load
Compare snapshots to Graph 5 and Graph 7 page 57.
Which graph does snapshot most closely match?
48
Decision
Graph 5: Diagnostics complete
Graph 7: Go to step 7
DIAGNOSTIC MANUAL
1. New Aftertreatment Fuel Injector
(AFI) gasket
Figure 4
2. Early production AFI gasket
AFI Gasket
Action
Step
7
Decision
Yes: Install AFI and go to step 8
CAUTION
Do not remove the nozzle injector from the
doser housing. Spray pattern test is no
longer a visual check for Aftertreatment Fuel
Injector (AFI) replacement.
Perform Aftertreatment Fuel Injector (AFI) visual inspection.
Remove the AFI doser housing from the turbo outlet pipe (see
Engine Service Manual) and perform the following visual checks:
•
Correct AFI gasket is installed (Figure 4).
•
AFI and bore are unrestricted and free of carbon buildup
•
AFI tip free of cracks and other damage
Does AFI pass all visual checks?
No: Correct all faults found during
visual check(s). After repairs are
complete, install AFI and go to step
8.
49
DIAGNOSTIC MANUAL
Step
Action
8
Run Down Stream Injection (DSI) System De-Aeration
Procedure two times, to purge the DSI system of air. Using the
Electronic Service Tool (EST) with ServiceMaxx™ software,
go to Procedures > KOER Aftertreatment Procedures > DSI
System De-Aeration.
Step
Action
9
Decision
Go to step 9
Decision
Yes: Diagnose and repair active
Using Electronic Service Tool (EST) with ServiceMaxx™
software, check Diagnostic Trouble Code (DTC) list for any fault fault code(s) (See Electronic Control
System Diagnostics in Engine
code(s) that may have become active during OBFCT.
Diagnostic Manual). After repairs
are complete, go to step 10.
Does DTC list contain any active fault code(s)?
No: Go to step 10
Action
Step
10
Verify exhaust gas temperatures are within specification.
1. Using Electronic Service Tool (EST) with
ServiceMaxx™ software, go to Tests > KOER
Aftertreatment Tests > Onboard Filter Cleanliness
Test (OBFCT).
2. Go to Sessions > Performance and select the
record snapshot icon from the toolbar.
When OBFCT is complete, stop recording. Use the playback
feature and graph the following signal values from OBFCT:
•
Diesel Oxidation Catalyst Inlet Temperature (DOCIT)
•
Diesel Particulate Filter Inlet Temperature (DPFIT)
•
Diesel Particulate Filter Outlet Temperature (DPFOT)
•
DPF Soot Load
Compare snapshot to Graph 5 and 6 page 57.
Which graph does snapshot most closely match?
50
Decision
Graph 5: End of diagnostics
Graph 6: Go to Performance
Diagnostics section in the Engine
Diagnostics Manual.
DIAGNOSTIC MANUAL
MAXXFORCE® DT, 9 AND 10 SERVICEMAXX™ SNAPSHOTS
4.1. GRAPH 1: AIR MANAGEMENT SYSTEM TEST (GOOD)
NOTE – Colors in the graphs are used for clarity only and will not necessarily match the colors you will
see in your ServiceMaxx™ snapshots
1. Mass Air Flow (MAF) Mean Value
(MMV)(mg) [Green]
2. Intake Manifold Pressure (IMP)
(psi) [Red]
Figure 5
3. Exhaust Gas Recirculation (EGR)
valve position (percent) [Purple]
Graph 1: Air Management System Test (Good)
Graph Analysis:
This graph shows normal operation of the Air Management System (AMS) during the Air Management Test
(AMT). The AMT gives pass or fail results based on the difference of flow in MAF Mean Value (MMV). It allows
the user to validate the AMS by monitoring the effects each actuator has on Intake Manifold Pressure (IMP).
IMP is normally between 2 psi (14 kPa) to 6 psi (41 kPa)
51
DIAGNOSTIC MANUAL
Actions:
1. When EGR valve is commanded ON, verify Intake Manifold Pressure (IMP) signal value drops.
2. When EGR valve is commanded ON, verify Mass Air Flow (MAF) Mean Value (MMV) drops.
Calculate the difference between MMV at a stabilized high point and a stabilized low point, then
compare to the table below.
Engine
MAF Mean Value (MMV)
Difference
Tolerance
690 – 1000
Less than 690 Fails AMS Test
740 – 1000
Less than 740 Fails AMS Test
850 – 1130
Less than 850 Fails AMS Test
MaxxForce® DT
215 - 230 HP
MaxxForce® DT
245 - 300 HP
MaxxForce® 9 and 10
300 - 350 HP
NOTE – EGR valve position will never read less than 35% and is considered closed.
52
DIAGNOSTIC MANUAL
4.2. GRAPH 2: AIR MANAGEMENT SYSTEM TEST (BAD)
1. Intake Manifold Pressure (IMP)
(psi) [Red]
2. Mass Air Flow (MAF) Mean Value
(MMV)(mg) [Green]
Figure 6
3. Exhaust Gas Recirculation (EGR)
valve position (percent) [Blue]
Graph 2: Air Management System Test (Bad)
Graph Analysis:
This graph shows an Air Management System (AMS) not operating as designed during the Air Management
Test (AMT). The AMT gives pass or fail results. It allows the user to validate the AMS by monitoring the effects
each actuator has on Intake Manifold Pressure (IMP). IMP is normally between 2 psi (14 kPa) to 6 psi (41 kPa)
on engine ramp up during AMT. If the Exhaust Gas Recirculation (EGR) valve is not operating as designed,
IMP will not respond to changes in EGR valve position. Excess soot will then be generated by the engine
causing frequent regeneration of the aftertreatment system.
Actions:
1. When EGR valve is commanded ON, verify Intake Manifold Pressure (IMP) signal value drops. In
this graph, IMP does not drop when EGR valve is commanded ON.
NOTE – EGR valve position will never read less than 35% and is considered closed.
53
DIAGNOSTIC MANUAL
4.3. GRAPH 3: 0 TO 60 MPH TEST (ICP DESIRED AND ICP)
1. Injection Pressure Regulator (IPR)
valve control (percent) [Blue]
2. Injection Control Pressure Desired
(ICPD) [Green]
Figure 7
3. Engine speed (rpm) [Orange]
4. Injection Control Pressure (ICP)
[Purple]
Graph 3: 0 to 60 MPH Test (ICP Desired and ICP)
Graph Analysis
This graph shows an Injection Control Pressure (ICP) system operating as designed. This test does not give
pass or fail results. It only allows the user to validate ICP and Injection Control Pressure Desired (ICPD) signal
values under load. As engine rpm increases, ICP should steadily increase. Low ICP will cause low Intake
Manifold Pressure (IMP). Diagnose low ICP concerns before diagnosing low IMP concerns.
Actions
1. Verify ICP is within 150 psi (1,034 kPa) of ICPD signal value during acceleration.
2. Verify Injection Pressure Regulator (IPR) valve control is less than 75%.
NOTE – Analyze 0 to 60 MPH Test signal values only during acceleration, and not deceleration or shifting.
54
DIAGNOSTIC MANUAL
4.4. GRAPH 4: 0 TO 60 MPH TEST (ENGINE SPEED, ENGINE LOAD, IMP, EBP, AND
APP1)
1. Accelerator Pedal Position 1
(APP1) (percent) [Orange]
2. Exhaust Back Pressure (EBP)
(psi) [Red]
Figure 8
3. Engine load (percent) [Blue]
4. Engine speed (rpm) [Green}
5. Intake Manifold Pressure (IMP)
(psi) [Purple]
Graph 4: 0 to 60 MPH Test (Engine Speed, Engine Load, IMP, EBP, and APP1)
Graph Analysis
This graph shows the Intake Manifold Pressure (IMP) signal value operating as designed. This test does not
give pass or fail results. It only allows the user to validate the IMP signal value under load. Accelerator Pedal
Position 1 (APP1) signal value must be 99.6% to successfully reach peak boost during this test. Low IMP
can be the result of low Injection Control Pressure (ICP). Diagnose low ICP concerns before diagnosing
low IMP concerns.
55
DIAGNOSTIC MANUAL
Actions
1. Verify IMP signal value is between 36 psi (248 kPa) to 42 psi* (289 kPa), with APP1 signal value
at 99.6%, and engine speed between 1800 rpm to 2200 rpm.
2. Verify Exhaust Back Pressure (EBP) is less than 70 psi (414 kPa), with APP1 signal value at
99.6%, and engine speed between 1800 rpm to 2200 rpm.
NOTE – * IMP signal value may be as low as 29 psi (221 kPa) on lower horsepower configurations.
NOTE – Analyze 0 to 60 mph test signal values only during acceleration, and not deceleration or shifting.
56
DIAGNOSTIC MANUAL
4.5. GRAPH 5: NORMAL EXHAUST GAS TEMPERATURES (EFFICIENT DOC AND
UNRESTRICTED AFI)
NOTE – Snapshot recorded below with Diesel Particulate Filter (DPF) soot load level 5.
1. Diesel Oxidation Catalyst Inlet
Temperature (DOCIT) (degrees
Fahrenheit) [Red]
2. Diesel Particulate Filter Inlet
Temperature (DPFIT) (degrees
Fahrenheit) [Blue]
Figure 9
3. Diesel Particulate Filter Outlet
Temperature (DPFOT) (degrees
Fahrenheit) [Green]
Graph 5: Normal Exhaust Gas Temperatures (Efficient DOC AND Unrestricted AFI)
Graph Analysis:
This graph shows an aftertreatment system operating as designed. This test does not give pass or fail results. It
only allows the user to validate operation of the aftertreatment system by monitoring exhaust gas temperatures.
57
DIAGNOSTIC MANUAL
Actions:
1. After Diesel Oxidation Catalyst (DOC) reaches operating temperature and stabilizes, verify Diesel
Particulate Filter Inlet Temperature (DPFIT) signal value is at approximate target temperature for
current soot load level (See Soot Load Level vs. Exhaust Gas Target Temperature Chart, page 62).
2. Verify Diesel Oxidation Catalyst Inlet Temperature (DOCIT) signal value is between 550°F (287°C)
to 800°F (427°C).
NOTE – It is normal to see DOCIT, DPFIT, and DPFOT signal values to fluctuate at the beginning and end
of the OBFCT.
58
DIAGNOSTIC MANUAL
4.6. GRAPH 6: ERRATIC EXHAUST GAS TEMPERATURES
1. Diesel Oxidation Catalyst Inlet
Temperature (DOCIT) (degrees
Fahrenheit) [Green]
2. Diesel Particulate Filter Inlet
Temperature (DPFIT) (degrees
Fahrenheit) [Orange]
Figure 10
3. Diesel Particulate Filter Outlet
Temperature (DPFOT) (degrees
Fahrenheit) [Blue]
Graph 6: Erratic Exhaust Gas Temperatures
Graph Analysis:
This graph shows erratic exhaust gas temperatures. Erratic temperatures in the exhaust stream occur when
the Diesel Oxidation Catalyst becomes contaminated, or an issue with the Aftertreatment Fuel Injector (AFI)
is present. This test does not give pass or fail results. It only allows the user to validate operation of the
aftertreatment system by monitoring exhaust gas temperatures.
Actions:
1. After Diesel Oxidation Catalyst (DOC) reaches operating temperature, verify Diesel Particulate
Filter Inlet Temperature (DPFIT) and Diesel Particulate Filter Outlet Temperature (DPFOT) signal
values do not fluctuate more than 50°F (28°C) within 2 minutes. In this graph, DPFIT and DPFOT
fluctuate more than 50°F (28°C) within 2 minutes.
59
DIAGNOSTIC MANUAL
4.7. GRAPH 7: LOW EXHAUST GAS TEMPERATURES (RESTRICTED AFI)
NOTE – Snapshot recorded below with Diesel Particulate Filter (DPF) soot load level 1.
1. Diesel Oxidation Catalyst Inlet
Temperature (DOCIT) (degrees
Fahrenheit) [Blue]
2. Diesel Particulate Filter Inlet
Temperature (DPFIT) (degrees
Fahrenheit) [Orange]
Figure 11
3. Diesel Particulate Filter Outlet
Temperature (DPFOT) (degrees
Fahrenheit) [Green]
Graph 7: Low Exhaust Gas Temperatures (Restricted AFI)
Graph Analysis:
This graph shows low exhaust gas temperatures indicating a restricted Aftertreatment Fuel Injector (AFI). Low
temperatures in the exhaust stream occur when fuel flow from the AFI is restricted, resulting in less fuel burning
in the exhaust stream. This test does not give pass or fail results. It only allows the user to validate operation
of the aftertreatment system by monitoring exhaust gas temperatures.
60
DIAGNOSTIC MANUAL
Actions:
1. After Diesel Oxidation Catalyst (DOC) reaches operating temperature and stabilizes, verify Diesel
Particulate Filter Inlet Temperature (DPFIT) signal value is at approximate target temperature for
current soot load level (See Soot Load Level vs. Exhaust Gas Target Temperature Chart, page 62).
2. Verify Diesel Oxidation Catalyst Inlet Temperature (DOCIT) signal value is between 550°F (287°C)
to 800°F (427°C).
NOTE – It is normal to see DOCIT, DPFIT, and DPFOT signal values fluctuate at the beginning and end
of the OBFCT.
61
DIAGNOSTIC MANUAL
4.8. SOOT LOAD LEVEL VS. EXHAUST GAS TARGET TEMPERATURE CHART
Soot Load (%)
DPF Soot Load Level
Exhaust Gas Target Temperature
(DPFIT)
0 -16
0
1125°F (607°C)
17 -33
1
1110°F (599°C)
34 - 49
2
1090°F (588°C)
50 - 66
3
1075°F (579°C)
67 - 83
4
1050°F (566°C)
84 - 99
5
1025°F (552°C)
100 - 116
6
1000°F (538°C)
117 - 132
7
975°F (524°C)
133 - 149
8
900°F (482°C)
150 - 169
9
860°F (460°C)
170 - 184
10
850°F (454°C)
185 - 199
11
840°F (449°C)
200 - 216
12
835°F (446°C)
217 - 234
13
830°F (443°C)
235 - 249
14
825°F (441°C)
250 - 269
15
820°F (438°C)
270 and above
16 and above
810°F (432°C) or below
62
DIAGNOSTIC MANUAL
AFTERTREATMENT SYSTEM OPERATION
5.1. MAXXFORCE® DT, 9 AND 10
The Aftertreatment (AFT) system, part of the larger exhaust system, processes engine exhaust to meet
emission requirements. The AFT system traps particulate matter (soot) and prevents it from leaving the tailpipe.
The AFT system performs the following functions:
•
Monitors exhaust gas temperatures Diesel Oxidation Catalyst Inlet Temperature (DOCIT), Diesel Oxidation
Catalyst Outlet Temperature (DOCOT), and Diesel Particulate Filter Outlet Temperature (DPFOT).
•
Monitors Diesel Particulate Filter Differential Pressure (DPFDP).
•
Controls engine operating parameters for emission control and failure recognition.
•
Cancels regeneration of the AFT system in the event of catalyst or sensor failure.
•
Calculates the level of ash accumulation in the Diesel Particulate Filter (DPF).
•
Initiates regeneration of the AFT system when DPF soot load is too high by increasing exhaust gas
temperatures.
•
Maintains vehicle and engine performance during regeneration.
63
DIAGNOSTIC MANUAL
•
Engine Control Module (ECM) with Barometric Absolute Pressure (BARO) internal sensor
•
Multiplex System Module (MSM) body module (PayStar applications only)
•
Accelerator Pedal Position (APP) sensor
•
Park brake
•
Vehicle Speed Sensor (VSS)
•
Driveline Disconnect Switch (DDS)
•
Power Take Off Switch (PTO)
•
Diesel Oxidation Catalyst (DOC)
•
Diesel Particulate Filter (DPF)
•
Diesel Oxidation Catalyst Outlet Temperature (DOCOT) sensor
•
Diesel Oxidation Catalyst Inlet Temperature (DOCIT) sensor
•
Diesel Particulate Filter Outlet Temperature (DPFOT) sensor
•
Diesel Particulate Filter Differential Pressure (DPFDP) sensor
64
DIAGNOSTIC MANUAL
•
Fuel Injectors (INJs)
•
Exhaust Gas Recirculation (EGR) valve
•
Engine Throttle Valve (ETV)
•
Warning Indicators
•
Inlet Air Heater (IAH)
•
Aftertreatment Control Module (ACM)
•
Aftertreatment Fuel Inlet Sensor (AFTFIS)
•
Aftertreatment Fuel Pressure 2 (AFTFP2) sensor
•
Aftertreatment Fuel Shutoff Valve (AFTFSV)
•
Aftertreatment Fuel Doser (AFTFD)
•
Downstream Injection (DSI) unit
65
DIAGNOSTIC MANUAL
COMPONENT DESCRIPTIONS (THEORY OF OPERATION)
6.1. MAXXFORCE® DT, 9 AND 10
1. Diesel Oxidation Catalyst (DOC)
Figure 13
2. Diesel Particulate Filter (DPF)
DOC and DPF Assembly (MaxxForce® DT, 9 and 10 Engines)
Diesel Oxidation Catalyst (DOC)
The DOC does the following:
•
Oxidizes hydrocarbons and carbon monoxide (CO) in exhaust stream
•
Provides heat for exhaust system warm-up
Diesel Particulate Filter (DPF)
The DPF does the following:
•
Captures and temporarily stores carbon-based particulates in a filter
•
Allows for oxidation (regeneration) of stored particulates once loading gets to a particular level (restriction)
•
Provides the required exhaust back pressure drop for engine performance
•
Stores non-combustible ash
66
DIAGNOSTIC MANUAL
1. Downstream Injection (DSI) unit
Figure 14
DSI Unit (MaxxForce® DT, 9 and 10 Engines)
Downstream Injection (DSI) Unit
The DSI unit is connected to the clean side of the low-pressure fuel system, and will provide a metered
amount of fuel to the Aftertreatment Fuel Injector (AFI). The DSI unit provides pressurized fuel injection pulses
to the AFI. The AFI is a mechanical poppet type injector, and will only inject fuel when fuel line pressure
is increased above a specific pressure.
67
DIAGNOSTIC MANUAL
1. Engine Control Module (ECM)
Figure 15
ECM (MaxxForce® DT, 9 and 10 Engines)
Engine Control Module (ECM)
The Engine Control Module (ECM) monitors and controls engine operation to ensure maximum performance
and adherence to emissions standards. The ECM performs the following functions:
•
Provide reference voltage (VREF)
•
Condition input signals
•
Process and store control strategies
•
Control actuators
68
DIAGNOSTIC MANUAL
1. Engine Throttle Valve (ETV)
Figure 16
ETV (MaxxForce® DT, 9 and 10 Engines)
Engine Throttle Valve (ETV)
The Engine Throttle Valve (ETV) controls the flow of fresh air (boosted and cooled) into the engine's air intake
path through the CAC to help heat the exhaust aftertreatment during regeneration, and to assist when heavy
EGR is requested. The electronic portion of the ETV contains a microprocessor that monitors valve position,
electronic chamber temperature, controls the electric motor, and reports diagnostic faults to the ECM. The
ETV changes position in response to ECM signals.
69
DIAGNOSTIC MANUAL
1. Exhaust Back Pressure Valve
(EBPV)
Figure 17
EBPV (Typical)
Exhaust Back Pressure Valve (EBPV)
The Exhaust Back Pressure Valve (EBPV) controls the position of the exhaust valve increasing or decreasing
exhaust gas back pressure and temperature to allow the Diesel Oxidation Catalyst (DOC) and Diesel
Particulate Filter (DPF) to function efficiently.
70
DIAGNOSTIC MANUAL
1. Exhaust Gas Recirculation (EGR)
valve
Figure 18
EGR System (MaxxForce® DT, 9 and 10 Engines)
Exhaust Gas Recirculation (EGR) Valve
The EGR valve receives the desired valve position from the ECM for exhaust gas recirculation. The EGR
valve regulates the flow of exhaust gases through the EGR system.
71
DIAGNOSTIC MANUAL
Pre-Diesel Oxidation Catalyst (PDOC)
The PDOC does the following:
•
Aids in creating an exothermic reaction to improve exhaust emissions
•
Allows for more efficient operation of the aftertreatment system
1. PDOC back bracket (attaches to
engine)
2. PDOC bracket
3. Exhaust Flange Gasket
Figure 19
72
4.
5.
6.
7.
11 x 20 x 24 mm spacer (3)
M10 x 50 bolt (3)
PDOC
M10 x 25 bolt (2)
Pre-Diesel Oxidation Catalyst (PDOC) (Typical)
DIAGNOSTIC MANUAL
High and Low Pressure Turbocharger Components
1.
2.
3.
4.
5.
6.
7.
8.
9.
High-pressure turbine housing
High-pressure turbocharger outlet
Turbo wastegate actuator
Turbocharger 2 Wastegate Control
(TC2WC) valve
Turbo air inlet duct
Low-pressure compressor housing
Breather outlet tube
High-pressure turbo oil drain tube
Low-pressure turbo oil drain tube
Figure 20
10. Turbo oil supply tube assembly
11. Low-pressure turbine outlet
12. High-pressure compressor
housing
13. High-pressure turbine inlet
14. Low-pressure turbine housing
15. Low-pressure bearing housing
16. Low-pressure compressor
housing
17. Air crossover duct
High and Low Pressure Turbocharger Components — MaxxForce® DT, 9 and 10 Engines
(Below 245 HP Shown)
MaxxForce® DT, 9, and 10 (EPA 10) engines are equipped with an electronically controlled two stage
turbocharging system. The high and low-pressure turbochargers are installed as an assembly on the exhaust
manifold, on right side of engine.
73
DIAGNOSTIC MANUAL
Intake air flow: Filtered air enters the LP compressor, where it is compressed and directed to the LPCAC
(if equipped). Cooled LP air enters the HP compressor where it is further compressed and directed into the
HPCAC. Compressed air then travels through the ETV and the intake throttle duct. This system provides high
charge air pressure to improve engine performance and to help reduce emissions.
Exhaust gas flow: The HP turbocharger is connected directly to the exhaust manifold through the HP turbine
inlet. Exhaust gases exit the HP turbine outlet and are directed to the LP turbine inlet. The HP turbocharger is
equipped with a single wastegate, which is controlled by pneumatic actuator. When boost demand is low, the
wastegate is opened, allowing part of the exhaust gas flow to bypass the turbine.
74
DIAGNOSTIC MANUAL
AFTERTREATMENT SYSTEM FAULT CODES
7.1. MAXXFORCE® DT, 9 AND 10 (EPA 10)
SPN
FMI
Condition
Possible Causes
3242
2
DPFIT signal does not agree with
other exhaust sensors
•
Biased DPFIT circuit or sensor
3242
3
DPFIT signal Out of Range HIGH
•
DPFIT signal OPEN or short to PWR
•
SIG GND circuit OPEN
•
Failed DPFIT sensor
•
DPFIT signal circuit short to GND
•
Failed DPFIT sensor
3242
4
DPFIT signal Out of Range LOW
3246
2
DPFOT signal does not agree with
other exhaust sensors
•
Biased DPFOT sensor or circuit
3246
3
DPFOT signal Out of Range HIGH
•
DPFOT signal circuit OPEN or short to
PWR
•
SIG GND circuit OPEN
•
Failed DPFOT sensor
•
DPFOT signal circuit short to GND
•
Failed DPFOT sensor
3246
4
DPFOT signal Out of Range LOW
3246
7
DPFOT not warming along with
engine
•
Biased DPFOT circuit or sensor
3246
20
DPF over temperature - possible
filter damage
•
Restricted DPF
•
DOC Failure
•
Engine over fueling
•
Downstream Injection over fueling
•
Biased DPFOT sensor or circuit
•
Biased DPFDP sensor or circuit
•
Restricted or plugged DPF
•
Reversed DPF sensor hoses
•
DPFDP signal circuit short to PWR
•
SIG GND circuit OPEN
•
Failed DPFDP sensor
•
Reversed DPFDP sensor hoses
•
DPFDP signal circuit OPEN or short to
GND
•
Failed DPFDP sensor
•
DPFDP sensor tubes restricted or open
•
Biased DPFDP circuit or sensor
3251
3251
3251
3251
2
3
4
10
DPFDP above or below desired level
DPFDP signal Out of Range HIGH
DPFDP signal Out of Range LOW
DPFDP signal abnormal rate of
change
75
DIAGNOSTIC MANUAL
3471
3471
1
7
Fuel Pressure 1 below desired (Low
system pressure)
•
Lower fuel delivery pressure
•
Restricted fuel filter
•
AFT Fuel Shutoff Valve failure
•
Biased AFT Fuel Pressure 1 sensor or
circuit
AFT Fuel Doser Valve not responding •
as expected
•
Lower fuel delivery pressure
Restricted fuel filter
•
AFT Fuel Shutoff Valve failure
•
Biased AFT Fuel Pressure 1 sensor or
circuit
3471
10
AFT Fuel Doser Valve abnormal rate
of change
•
AFT Fuel Doser failure
3479
3
AFT Fuel Doser Valve short to PWR
•
AFTFD circuit short to PWR
•
Failed AFTFD
•
AFTFD circuit OPEN or short to GND
•
Failed AFTFD
•
AFTFP1 signal circuit OPEN or short to
PWR
•
Failed AFTFIS
•
AFTFP1 signal circuit short to GND
•
Failed AFTFIS
•
AFTFSV circuit OPEN or short to PWR
•
Failed AFTFSV
•
AFTFSV circuit short to GND
•
Failed AFTFSV
•
ACM VREF circuit short to PWR
•
ACM VREF circuit short to GND
•
• Failed sensor causing short to GND on
VREF circuit
3479
3480
3480
3482
3482
3512
3556
3556
4
3
4
3
4
14
0
1
AFT Fuel Doser Valve short to GND
AFTFP1 signal Out of Range HIGH
AFTFP1 signal Out of Range LOW
AFT Fuel Shutoff Valve short to PWR
AFT Fuel Shutoff Valve short to GND
ACM VREF 1 and 2 voltage deviation
AFTFP2 excessively high (Restricted •
injection)
Hydrocarbon Injector assembly failure
(Plugged)
•
Biased AFT Fuel Pressure 2 sensor or
circuit
AFT Fuel Pressure 2 below desired
(Possible system leak)
•
Fuel leak from metering unit
•
Biased AFT Fuel Pressure 2 sensor or
circuit
3719
0
DPF Soot Load – Highest (level 3/3)
•
Level 3 DPF plugged
3719
15
DPF Soot Load – Lowest (level 1/3)
•
Level 1 DPF Regen required
76
DIAGNOSTIC MANUAL
3719
16
DPF Soot Load – Moderate (level
2/3)
•
Level 2 DPF Regen required
3936
0
DPF Soot Load – Severe De-Rate
•
Level 3 DPF plugged
3936
14
DPF– Regen duration above limit
•
Engine unable to build enough heat to
the DOC
•
DOC failure
•
DSI failure to inject fuel into the exhaust
•
DPF failure
•
AFTFP2 signal circuit OPEN or short to
PWR
•
Failed AFTFIS
4077
3
AFTFP2 signal Out of Range HIGH
4765
2
DOCIT signal does not agree with
other exhaust sensors
•
DOCIT biased sensor or circuit
4765
3
DOCIT signal Out of Range HIGH
•
DOCIT signal circuit OPEN or short to
PWR
•
SIG GND circuit OPEN
•
Failed DPFOT sensor
•
DOCIT signal circuit short to GND
•
Failed DPFOT sensor
4765
4
DOCIT signal Out of Range LOW
4765
7
DOCIT not increasing with engine
temperature
•
Biased DPFOT sensor or circuit
5456
3
AFTFT signal Out of Range HIGH
•
AFTFT signal circuit OPEN or short to
PWR
•
Failed AFTFIS
•
AFTFT signal circuit short to GND
•
Failed AFTFIS
5456
4
AFTFT signal Out of Range LOW
5541
1
TC1TOP pressure below minimum
•
Failed Exhaust Back Pressure valve
(Stuck open)
5541
3
TC1TOP signal Out of Range HIGH
•
TC1TOP signal circuit OPEN or short to
PWR
•
SIG GND circuit OPEN
•
Failed TC1TOP sensor
•
TC1TOP signal circuit short to GND
•
Failed TC1TOP sensor
5541
4
TC1TOP signal Out of Range LOW
77
DIAGNOSTIC MANUAL
AFTERTREATMENT SYSTEM EVENT CHART
8.1. MAXXFORCE® DT, 9 AND 10
78
DIAGNOSTIC MANUAL
MAXXFORCE® 11,13 AND 15 AFTERTREATMENT SYSTEM DIAGNOSTICS
9.1. START DIAGNOSTICS HERE: ENGINE AND AFTERTREATMENT SYSTEM
OPERATIONAL CHECKS
Overview
A properly operating aftertreatment system requires little manual intervention from the operator. Illuminated
warning lamps indicate a driving or extended idle operation that may not allow a successful regeneration of the
aftertreatment system. These illuminated warning lamps may indicate an engine mechanical or performance
concern.
Tools Required
•
Electronic Service Tool (EST) with ServiceMaxx™ software
•
Interface cable (RP1210B compliant supporting J1939 and J1708)
NOTE – A frequent regen concern may not be repaired by only performing an Onboard Filter Cleanliness
Test (OBFCT). Perform all steps in the following diagnostic procedure in order to identify root cause
failure.
NOTE – Repair all active fault code(s) other than SPN 3719 (DPF Soot Load) before beginning Engine
and Aftertreatment System Operational Checks.
79
DIAGNOSTIC MANUAL
Operational Checks – Start Aftertreatment Diagnostics Here
Action
Step
1
Decision
Verify the following engine systems are in satisfactory condition: Yes: Go to step 2
•
Engine Oil: Park vehicle on level ground and check oil
level.
•
Engine Coolant Level: Check coolant level that is
indicated on deaeration tank.
•
Intake Air: Inspect air filter gauge, located on air filter
housing or dashboard.
•
Electrical System: Inspect batteries and electrical
system (engine and vehicle) for poor or loose connections,
corroded terminals, or broken and damaged wires.
•
Exhaust System: Check Aftertreatment and exhaust
system for damage, excessive corrosion, or leaks.
•
Fuel level: Check instrument panel fuel gauge, look into
fuel tanks to verify fuel level, and make sure fuel levels are
equal in both tanks.
•
Fuel quality Obtain a fuel sample, and check for water,
waxing, icing, sediment, gasoline, Diesel Exhaust Fluid
(DEF), or kerosene.
•
Fuel line routing and condition: With engine OFF,
visually inspect the condition and routing of fuel lines.
Are all of the above engine systems operating as designed?
No: Repair appropriate engine
system and then go to step 2.
Step
Action
2
Determine if engine or Aftertreatment system warning lamps
are illuminated. Key-On Engine-Off (KOEO), check Instrument
Panel (IP) for the following warning lamps:
•
Amber Warning Lamp (AWL)
•
Red Stop Lamp (RSL)
•
Malfunction Indicator Lamp (MIL)
•
Diesel Particulate Filter (DPF) Lamp
Decision
Yes: Go to step 4
Are any of the above warning lamps illuminated?
No: Go to step 3
80
DIAGNOSTIC MANUAL
Action
Step
3
Decision
Yes: Go to Symptom 5 (Heavy
Diesel Particulate Filter ( DPF) Snap Acceleration Test (Quick
Duty): Black smoke page 113.
Test). This procedure checks the DPF for cracks or internal
damage without removing the DPF from the vehicle and is used
to test basic functionality of the DPF. This is to be done prior to
removing the DPF.
1. The transmission must be in neutral and the
parking brake applied.
2. Start and idle the engine.
3. Rapidly snap the accelerator pedal from idle to full
throttle. This can be performed multiple times.
4. During the engine accelerations, visually check for
a heavy black smoke exiting the exhaust pipe.
Is black smoke visible?
No: Go to Symptom 1 (Heavy Duty):
Frequent Parked Regens with No
Active Codes (More than one parked
regen per day) page 83.
Step
Action
Decision
4
Using Electronic Service Tool (EST) with ServiceMaxx™
software, check Diagnostic Trouble Code (DTC) list for engine
overspeed fault code(s).
Yes: Repair engine overspeed fault
code(s) (See Electronic Control
Systems Diagnostics in Engine
Diagnostic Manual). After repairs
are complete, go to step 5.
Are engine overspeed fault code(s) active?
No: Go to step 5
Step
5
Action
Decision
Check for an engine no start. Turn ignition switch to ON position Yes: Go to step 6
and crank engine for a maximum of 20 seconds. If engine
does not start, wait 2 to 3 minutes and crank engine again for a
maximum of 20 seconds.
Does the engine start and run?
No: Go to Symptom 2 (Heavy Duty):
Engine No Start / Starts and Stalls
page 91.
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DIAGNOSTIC MANUAL
Step
6
Action
Using Electronic Service Tool (EST) with ServiceMaxx™
software, check Diagnostic Trouble Code (DTC) list for SPN
3719 FMI 0 or 16 (DPF Soot Load).
Decision
Yes: Go to Symptom 3 (Heavy Duty):
SPN 3719 Active Only or Frequent
Regens page 96.
Is SPN 3719 FMI 0 or SPN 3719 FMI 16 the only fault code(s)
active?
No: Go to Symptom 4 (Heavy Duty):
SPN 3719 and Other Active Fault
Codes page 104.
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DIAGNOSTIC MANUAL
9.2. SYMPTOM 1 (HEAVY DUTY): FREQUENT PARKED REGENS WITH NO ACTIVE
FAULT CODES (MORE THAN ONE PARKED REGEN PER DAY)
NOTE – Before beginning the following step-based diagnostics, perform all vehicle operational checks
page 80.
NOTE – The number of regens performed in one day may vary depending on application. The following
criteria should be used to determine if a regen is considered frequent:
•
Line-haul: More than 1 parked regen per day is frequent regeneration.
•
Severe service: More than 2 parked regens per day is frequent regeneration.
Action
Step
1
Check for a failed Air Management System (AMS) actuator.
1. Using Electronic Service Tool (EST) with
ServiceMaxx™ software, go to Tests > Load Test
Specific Session and verify Load Test Specific
Session is unchecked.
2. Go to Sessions > Performance and select the
record snapshot icon from the toolbar.
Decision
Graph 1: Go to step 2A
Graph 2: Diagnose and repair
failed actuator (See Performance
Diagnostics section in Engine
Diagnostic Manual). After repairs
are complete, retest for original
problem.
3. Go to Tests > KOER Tests > Air Management Test.
When Air Management Test is complete, stop recording. Use
the playback feature in ServiceMaxx™, and graph the following
signal values:
Signal Values:
•
Engine Speed
•
Intake Manifold Pressure (IMP)
•
Turbocharger 2 Wastegate Control (TC2WC)
Does snapshot match Graph 1 or Graph 2 page 120?
83
DIAGNOSTIC MANUAL
WARNING
To prevent personal injury or death, do not exceed local speed limit laws or drive too fast
for conditions when performing Lug Down Test.
Action
Step
2A
Using EST, go to Sessions > Performance. Find an open
stretch of road in order to perform Lug Down Test. When
driving conditions are safe, select the record snapshot icon
from the toolbar, and perform Lug Down procedure below:
Decision
Go to step 2B
1. Select a suitable high range gear (Example: In a
10 speed gearbox, select the 8th speed).
2. Allow engine speed to drop to 1000 rpm.
3. Press accelerator pedal fully to the floor, and
accelerate to rated engine speed.
After Lug Down Test is complete, stop recording and save
snapshot.
Action
Step
2B
Decision
Check for low fuel rail pressure. Using EST with ServiceMaxx™ Yes: Go to step 2C
software, use the playback feature and graph the following
signal values from Lug Down Test:
Signal Values:
•
Engine Speed
•
Fuel Rail Pressure (FRP)
•
Fuel Rail Pressure Desired (FRPD)
Compare snapshot to Graph 3 and associated Graph Analysis
page 124.
Is FRP signal operating as per Graph 3 Graph Analysis?
No: Diagnose and repair low fuel
rail pressure (See Performance
Diagnostics section in Engine
Diagnostic Manual). After repairs
are complete, retest for original
problem.
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DIAGNOSTIC MANUAL
Step
Action
2C
Verify aftertreatment system is free of restrictions. Using EST,
use the playback feature and graph the following signal values
from Lug Down Test:
Decision
Yes: Go to step 2D
Signal Values:
•
Engine Speed
•
Turbocharger 1 Turbine Outlet Pressure (TC1TOP)
Compare snapshot to Graph 4 and associated Graph Analysis
page 126.
Is TC1TOP signal operating as per Graph 4 Graph Analysis?
No: Repair TC1TOP issue (See
Electronic Control Systems
Diagnostics in Engine Diagnostic
Manual). After repairs are complete,
retest for original problem.
Action
Step
2D
Check for an Intake Manifold Pressure (IMP) issue. Use the
playback feature in ServiceMaxx™, and graph the following
signal values from Lug Down Test:
Decision
Yes: Go to step 3
Signal Values:
•
Engine Speed
•
Intake Manifold Pressure (IMP)
•
Accelerator Pedal Position 1 (APP1)
•
Vehicle Speed
Compare snapshot to Graph 5 and associated Graph Analysis
page 127.
Is IMP operating as per Graph 5 Graph Analysis?
No: Diagnose and repair IMP issue
(See Performance Diagnostics
section in Engine Diagnostic
Manual). After repairs are complete,
retest for original problem.
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DIAGNOSTIC MANUAL
Action
Step
3
Verify exhaust gas temperatures are within specification.
1.
Using Electronic Service Tool (EST) with
ServiceMaxx™ software, go to Sessions >
Performance and select the record snapshot icon
from the toolbar.
Decision
Graph 6: Diagnostics complete
Graph 7: Go to step 4
Graph 8: Go to step 7
2. Go to Tests > KOER Aftertreatment Tests >
Onboard Filter Cleanliness Test.
When OBFCT is complete, stop recording. Use the playback
feature and graph the following signal values from OBFCT:
Signal Values:
•
Diesel Oxidation Catalyst Inlet Temperature (DOCIT)
•
Diesel Oxidation Catalyst Outlet Temperature (DOCOT)
•
Diesel Particulate Filter Outlet Temperature (DPFOT)
•
DPF Soot Load
Compare snapshot to Graph 6, 7, and 8 page 129.
Which graph does snapshot most closely match?
Step
Action
Decision
4
Determine if DPF or DOC is contaminated. Remove the DPF
and DOC (see Exhaust System Service Manual), and check for
signs of lube oil and coolant contamination.
Yes: Remove PDOC, and then go to
step 5
NOTE – A black staining in the exhaust tailpipe can occur on
applications that experience high idle times. This is normal
and the DPF should NOT be replaced.
Are the DPF or DOC contaminated?
No: Install DPF and DOC, and go to
step 7
Step
Action
Decision
5
Determine if DPF, DOC, and PDOC are reusable see DPF and
DOC reuse guidelines page 159.
Yes: Install removed aftertreatment
system components, and go to step
6.
Based on DPF and DOC Re-Use Guidelines, are the DPF, DOC,
and PDOC reusable?
No: Replace failed component(s).
After repairs are complete, go to
step 6.
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DIAGNOSTIC MANUAL
Step
6
Step
7
Action
Determine root cause of exhaust system contamination. (See
Engine Symptoms Diagnostics section in Engine Diagnostic
Manual.)
Action
Decision
After repairs are complete, go to
step 7
Decision
Yes: Go to step 8
Check Oxygen Sensor (O2S) operation. Start the engine and
allow to reach normal operating temperature. Using EST with
ServiceMaxx™ software, go to Sessions > Performance. Let
the engine idle for 5 minutes while monitoring O2S Temperature
signal value.
Is O2S Temperature signal value greater than 1400°F (760°C)?
No: Repair O2S or circuit (See
Electronic Control Systems
Diagnostics in Engine Diagnostic
Manual). After repairs are complete,
retest for original problem.
Step
8
Action
Visually inspect Aftertreatment Fuel Injector (AFI) supply line
for leaks, kinks, bends, or other damage?
Decision
Yes: Replace AFI supply line. After
repairs are complete, go to step 10.
Is the AFI supply line leaking or damaged?
No: Go to step 9
87
DIAGNOSTIC MANUAL
1. New Aftertreatment Fuel Injector
(AFI) gasket
Figure 22
2. Early production AFI gasket
AFI Gasket
Action
Step
Decision
Yes: Install AFI, and go to step 10
9
CAUTION
Do not remove the nozzle injector from the
doser housing. Spray pattern test is no
longer a visual check for Aftertreatment
Fuel Injector (AFI) replacement.
Perform Aftertreatment Fuel Injector (AFI) visual inspection.
Remove AFI (see Engine Service Manual) and check for the
following:
Visual Checks:
•
Correct AFI gasket is installed (Figure 22)
•
AFI and bore unrestricted and free of carbon buildup
•
AFI tip free of cracks and other damage
Did AFI pass all visual checks?
No: Correct failed visual check(s).
After repairs are complete, install AFI
and go to step 10.
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DIAGNOSTIC MANUAL
Action
Step
10
Decision
Run DSI System De-Aeration Procedure twice, to purge the
After procedure is complete, go to
Down Stream Injection (DSI) system of air. Using EST, go to
step 11
Procedures > KOER Aftertreatment Procedures > DSI System
De-Aeration.
Step
Action
11
Using EST, check Diagnostic Trouble Code (DTC) list for fault
code(s) that may have become active during OBFCT.
Does DTC list contain active fault code(s)?
Decision
Yes: Repair active fault code(s)
(See Electronic Control Systems
Diagnostics in Engine Diagnostic
Manual). After repairs are complete,
go to step 12.
No: Go to step 12
Action
Step
12
Verify exhaust gas temperatures are within specification.
1.
Using Electronic Service Tool (EST) with
ServiceMaxx™ software, go to Sessions >
Performance and select the record snapshot icon
from the toolbar.
Decision
Graph 7: Go to step 13
Graph 8: After repairs are complete,
retest for original problem.
2. Go to Tests > KOER Aftertreatment Tests >
Onboard Filter Cleanliness Test.
When OBFCT is complete, stop recording. Use the playback
feature and graph the following signal values from OBFCT:
Signal Values:
•
Diesel Oxidation Catalyst Inlet Temperature (DOCIT)
•
Diesel Oxidation Catalyst Outlet Temperature (DOCOT)
•
Diesel Particulate Filter Outlet Temperature (DPFOT)
•
DPF Soot Load
Compare snapshot to Graphs 7 and 8 page 131.
Which graph does snapshot most closely match?
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DIAGNOSTIC MANUAL
Step
Action
13
Verify root cause of frequent regens has been diagnosed and
repaired.
Decision
Yes: Diagnostics complete
Has root cause for frequent regens been diagnosed and
repaired?
No: Go back to step 1 of Engine and
Aftertreatment System Operational
Checks page 80 to verify engine
systems are in satisfactory condition.
90
DIAGNOSTIC MANUAL
9.3. SYMPTOM 2 (HEAVY DUTY): ENGINE NO START / STARTS AND STALLS
NOTE – Before beginning the following step-based diagnostics, perform all vehicle operational checks
page 80.
Action
Step
1
Check for an exhaust system restriction by performing the
following Exhaust System Restriction Test:
CAUTION
To prevent damage to the starter, if engine
fails to start within 20 seconds, release
ignition switch and wait 2 to 3 minutes to
allow starter motor to cool.
1. Turn ignition switch to ON position.
Decision
Both DPFDP and TC1TOP signals
High: Go to step 2
TC1TOP signal High Only: Go to step
3
Neither DPFDP or TC1TOP signal
High: Go to Hard Start and No
Start Diagnostics section in Engine
Diagnostic Manual. After repairs are
complete, go to step 7.
2. Using Electronic Service Tool (EST) with
ServiceMaxx™ software, go to Sessions >
Performance and select the record snapshot icon
from the toolbar.
3. Crank the engine for a maximum of 20 seconds
and then stop recording.
4. Use the playback feature in ServiceMaxx™
and graph Turbocharger 1 Turbine Outlet
Pressure (TC1TOP), and Diesel Particulate Filter
Differential Pressure (DPFDP) signal values.
5. Verify DPFDP and TC1TOP are within
specification. DPFDP signal value should be less
than 1 psi (7 kPa), and TC1TOP signal value
should be less than 5 psi (34 kPa).
Are DPFDP and TC1TOP signal values within specification?
Step
Action
Decision
2
Determine if Diesel Particulate Filter (DPF) is contaminated.
Remove the DPF (see Exhaust System Service Manual), and
check for signs of lube oil and coolant contamination.
Yes: Remove Pre-Diesel Oxidation
Catalyst (PDOC) and Diesel Oxidation
Catalyst (DOC), and then go to step 4.
NOTE – A black staining in the exhaust tailpipe can occur
on applications that experience high idle times. This is
normal and the DPF should NOT be replaced.
Is the DPF contaminated?
No: Go to step 5
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DIAGNOSTIC MANUAL
Step
Action
3
Determine if PDOC or DOC is contaminated. Remove the
PDOC and DOC (see Exhaust System Service Manual), and
check for signs of lube oil and coolant contamination.
Decision
Yes: Remove DPF, and then go to
step 4.
NOTE – A black staining in the exhaust tailpipe can occur
on applications that experience high idle times. This is
normal and the DPF should NOT be replaced.
Are the PDOC and DOC contaminated?
No: go to step 5
Step
4
Action
Determine if DPF, DOC, and PDOC are reusable see DPF
and DOC reuse guidelines page 159.
Decision
Yes: Go to step 6
Based on DPF and DOC Re-Use Guidelines, are the DPF,
DOC, and PDOC reusable?
No: Replace failed component(s).
After repairs are complete, go to step
6.
Step
Action
Decision
5
Determine if removed aftertreatment system components
need to be cleaned see DPF and DOC reuse guidelines page
159.
Yes: Clean components using
appropriate cleaning equipment. After
cleaning procedure is complete, install
components and go to step 7.
Based on DPF and DOC Re-Use Guidelines, do any of the
removed aftertreatment system components need to be
cleaned?
No: Install removed aftertreatment
system components, and go to step 7.
92
Step
Action
Decision
6
Determine root cause of exhaust system contamination. (See
Engine Symptoms Diagnostics section in Engine Diagnostic
Manual.)
After repairs are complete, go to step
7.
DIAGNOSTIC MANUAL
Action
Step
7
Do Onboard Filter Cleanliness Test (OBFCT) to clear active
aftertreatment fault code(s). Using Electronic Service Tool
(EST) with ServiceMaxx™ software, go to Tests > KOER
Aftertreatment Tests > Onboard Filter Cleanliness Test.
Decision
Yes: Go to step 8
While OBFCT is running, check the following components for
exhaust leaks, and verify all fasteners, brackets, and clamps
are secure and undamaged:
•
Low Pressure (LP) turbocharger outlet pipe
•
Exhaust Back Pressure Valve (EBPV)
•
Flexible mesh pipe to DOC inlet
•
Inlet to DOC
Were all components free of exhaust leaks, and all fasteners,
brackets, and clamps secure and undamaged?
No: Repair exhaust leak or repair
failed fastener, bracket, or clamp.
After repairs are complete, go to step
8.
Action
Step
8
Check for a failed Air Management System (AMS) actuator.
1. Using Electronic Service Tool (EST) with
ServiceMaxx™ software, go to Tests > Load Test
Specific Session and verify Load Test Specific
Session is unchecked.
2. Go to Sessions > Performance and select the
record snapshot icon from the toolbar.
Decision
Graph 1: Go to step 9A
Graph 2: Diagnose and repair
failed actuator (See Performance
Diagnostics section in Engine
Diagnostic Manual). After repairs are
complete, retest for original problem.
3. Go to Tests > KOER Tests > Air Management
Test.
When Air Management Test is complete, stop recording.
Use the playback feature in ServiceMaxx™, and graph the
following signal values:
Signal Values:
•
Engine Speed
•
Intake Manifold Pressure (IMP)
•
Turbocharger 2 Wastegate Control (TC2WC)
Does snapshot match Graph 1 or Graph 2 page 120?
93
DIAGNOSTIC MANUAL
WARNING
To prevent personal injury or death, do not exceed local speed limit laws or drive too fast
for conditions when performing Lug Down Test.
Action
Step
9A
Using EST, go to Sessions > Performance. Find an open
stretch of road in order to perform Lug Down Test. When
driving conditions are safe, select the record snapshot icon
from the toolbar, and perform Lug Down procedure below:
Decision
Go to step 9B
1. Select a suitable high range gear (Example: In a
10 speed gearbox, select the 8th speed).
2. Allow engine speed to drop to 1000 rpm.
3. Press accelerator pedal fully to the floor, and
accelerate to rated engine speed.
After Lug Down Test is complete, stop recording and save
snapshot.
Step
Action
9B
Check for low fuel rail pressure. Using EST with
ServiceMaxx™ software, use the playback feature and graph
the following signal values from Lug Down Test:
Decision
Yes: Go to step 9C
Signal Values:
•
Engine Speed
•
Fuel Rail Pressure (FRP)
•
Fuel Rail Pressure Desired (FRPD)
Compare snapshot to Graph 3 and associated Graph
Analysis page 124.
Is FRP signal operating as per Graph 3 Graph Analysis?
No: Diagnose and repair low fuel
rail pressure (See Performance
Diagnostics section in Engine
Diagnostic Manual). After repairs are
complete, retest for original problem.
94
DIAGNOSTIC MANUAL
Step
Action
9C
Verify aftertreatment system is free of restrictions. Using
EST, use the playback feature and graph the following signal
values from Lug Down Test:
Decision
Yes: Go to step 9D
Signal Values:
•
Engine Speed
•
Turbocharger 1 Turbine Outlet Pressure (TC1TOP)
Compare snapshot to Graph 4 and associated Graph
Analysis page 126.
Is TC1TOP signal operating as per Graph 4 Graph Analysis?
No: Go back to step 1 to verify each
step was completed correctly and the
proper decision was made.
Step
Action
9D
Check for an Intake Manifold Pressure (IMP) issue. Use the
playback feature in ServiceMaxx™, and graph the following
signal values from Lug Down Test:
Decision
Yes: Diagnostics complete
Signal Values:
•
Engine Speed
•
Intake Manifold Pressure (IMP)
•
Accelerator Pedal Position 1 (APP1)
•
Vehicle Speed
Compare snapshot to Graph 5 and associated Graph
Analysis page 127.
Is IMP operating as per Graph 5 Graph Analysis?
No: Diagnose and repair IMP issue
(See Performance Diagnostics section
in Engine Diagnostic Manual). After
repairs are complete, retest for original
problem.
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DIAGNOSTIC MANUAL
9.4. SYMPTOM 3 (HEAVY DUTY): SPN 3719 ACTIVE ONLY OR FREQUENT REGENS
(MORE THAN ONE PARKED REGEN PER DAY)
NOTE – Before beginning the following step-based diagnostics, perform all vehicle operational checks
page 80.
NOTE – The number of regens performed in one day may vary depending on application. The following
criteria should be used to determine if a regen is considered frequent:
•
Line-haul: More than 1 regen per day is frequent regeneration.
•
Severe service: More than 2 regens per day is frequent regeneration.
Step
1
Action
Do Onboard Filter Cleanliness Test (OBFCT) to clear SPN
3719 active fault code(s). Using Electronic Service Tool
(EST) with ServiceMaxx™ software, go to Sessions >
Performance and select the record snapshot icon from the
toolbar. Then go to Tests > KOER Aftertreatment Tests >
Onboard Filter Cleanliness Test.
Decision
Yes: Go to step 2
Is SPN 3719 still active after OBFCT is complete?
No: Go to step 6
Step
2
Action
Determine if Diesel Particulate Filter (DPF), Pre-Diesel
Oxidation Catalyst (PDOC), and Diesel Oxidation Catalyst
(DOC) are contaminated. Remove the DPF, PDOC, and
DOC (see Exhaust System Service Manual), and check for
signs of lube oil and coolant contamination.
Decision
Yes: Go to step 3
NOTE – A black staining in the exhaust tailpipe can occur
on applications that experience high idle times. This is
normal and the DPF should NOT be replaced.
Are the DPF, PDOC, or DOC contaminated?
No: Go to step 4
Step
3
Action
Determine if DPF, DOC, and PDOC are reusable see DPF
and DOC reuse guidelines page 159. .
Decision
Yes: Go to step 5
Based on DPF and DOC Re-Use Guidelines, are the DPF,
DOC, and PDOC reusable?
No: Replace failed component(s).
After repairs are complete, go to step
5.
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DIAGNOSTIC MANUAL
Action
Step
4
Determine if removed aftertreatment system components
need to be cleaned see DPF and DOC reuse guidelines
page 159.
Decision
Yes: Clean components using
appropriate cleaning equipment. After
cleaning procedure is complete, install
components and go to step 6.
Based on DPF and DOC Re-Use Guidelines, do any of the
removed aftertreatment system components need to be
cleaned?
No: Install removed aftertreatment
system components, and then go to
step 6.
Action
Step
5
Determine root cause of exhaust system contamination.
(See Engine Symptoms Diagnostics section in Engine
Diagnostic Manual.)
Action
Step
6
Decision
After repairs are complete, go to step 7
Decision
Diesel Particulate Filter (DPF) Snap Acceleration Test (Quick Yes: Go to symptom 5 (Heavy Duty):
Test). This procedure checks the DPF for cracks or internal Black smoke page 113.
damage without removing the DPF from the vehicle and is
used to test basic functionality of the DPF. This is to be done
prior to removing the DPF.
1. The transmission must be in neutral and the
parking brake applied.
2. Start and idle the engine.
3. Rapidly snap the accelerator pedal from idle
to full throttle. This can be performed multiple
times.
4. During the engine accelerations, visually check
for a heavy black smoke exiting the exhaust
pipe.
Is black smoke visible?
No: Go to step 7
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DIAGNOSTIC MANUAL
Step
Action
7
Check for a failed Air Management System (AMS) actuator.
1. Using Electronic Service Tool (EST) with
ServiceMaxx™ software, go to Tests > Load
Test Specific Session and verify Load Test
Specific Session is unchecked.
2. Go to Sessions > Performance and select the
record snapshot icon from the toolbar.
3. Go to Tests > KOER Tests > Air Management
Test.
When Air Management Test is complete, stop recording.
Use the playback feature in ServiceMaxx™, and graph the
following signal values:
Signal Values:
•
Engine Speed
•
Intake Manifold Pressure (IMP)
•
Turbocharger 2 Wastegate Control (TC2WC)
Does snapshot match Graph 1 or Graph 2 page 120?
98
Decision
Graph 1: Go to step 8A
Graph 2: Diagnose and repair failed
actuator (See Performance Diagnostics
section in Engine Diagnostic Manual).
After repairs are complete, retest for
original problem.
DIAGNOSTIC MANUAL
WARNING
To prevent personal injury or death, do not exceed local speed limit laws or drive too fast
for conditions when performing Lug Down Test.
Step
Action
8A
Using EST, go to Sessions > Performance. Find an open
stretch of road in order to perform Lug Down Test. When
driving conditions are safe, select the record snapshot icon
from the toolbar, and perform Lug Down procedure below:
Decision
Go to step 8B
1. Select a suitable high range gear (Example: In
a 10 speed gearbox, select the 8th speed).
2. Allow engine speed to drop to 1000 rpm.
3. Press accelerator pedal fully to the floor, and
accelerate to rated engine speed.
After Lug Down Test is complete, stop recording and save
snapshot.
Action
Step
8B
Check for low fuel rail pressure. Using EST with
ServiceMaxx™ software, use the playback feature and
graph the following signal values from Lug Down Test:
Decision
Yes: Go to step 8C
Signal Values:
•
Engine Speed
•
Fuel Rail Pressure (FRP)
•
Fuel Rail Pressure Desired (FRPD)
Compare snapshot to Graph 3 and associated Graph
Analysis page 124.
Is FRP signal operating as per Graph 3 Graph Analysis?
No: Diagnose and repair low fuel rail
pressure (See Performance Diagnostics
section in Engine Diagnostic Manual).
After repairs are complete, retest for
original problem.
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DIAGNOSTIC MANUAL
Action
Step
8C
Verify aftertreatment system is free of restrictions. Using
EST, use the playback feature and graph the following
signal values from Lug Down Test:
Decision
Yes: Go to step 8D
Signal Values:
•
Engine Speed
•
Turbocharger 1 Turbine Outlet Pressure (TC1TOP)
Compare snapshot to Graph 4 and associated Graph
Analysis page 126.
Is TC1TOP signal operating as per Graph 4 Graph
Analysis?
No: Repair TC1TOP issue (See
Electronic Control Systems Diagnostics
in Engine Diagnostic Manual). After
repairs are complete, retest for original
problem.
Action
Step
8D
Decision
Check for an Intake Manifold Pressure (IMP) issue. Use the Yes: Go to step 9
playback feature in ServiceMaxx™, and graph the following
signal values from Lug Down Test:
Signal Values:
•
Engine Speed
•
Intake Manifold Pressure (IMP)
•
Accelerator Pedal Position 1 (APP1)
•
Vehicle Speed
Compare snapshot to Graph 5 and associated Graph
Analysis page 127.
Is IMP operating as per Graph 5 Graph Analysis?
No: Diagnose and repair IMP issue
(See Performance Diagnostics section
in Engine Diagnostic Manual). After
repairs are complete, retest for original
problem.
100
DIAGNOSTIC MANUAL
Step
Action
9
Verify exhaust gas temperatures are within specification.
Use the playback feature in ServiceMaxx™, and graph the
following signal values from step 1 OBFCT:
Decision
Graph 6: Diagnostics complete
Signal Values:
Graph 7: Replace DOC. After repairs
are complete, perform an OBFCT to
verify repairs.
•
Diesel Oxidation Catalyst Inlet Temperature (DOCIT)
Graph 8: Go to step 10
•
Diesel Oxidation Catalyst Outlet Temperature (DOCOT)
•
Diesel Particulate Filter Outlet Temperature (DPFOT)
•
DPF Soot Load
Compare snapshot to Graph 6, 7, and 8 page 129.
Which graph does snapshot most closely match?
Step
10
Action
Check Oxygen Sensor (O2S) operation. Start the engine
and allow to reach normal operating temperature. Using
EST with ServiceMaxx™ software, go to Sessions >
Performance. Let the engine idle for 5 minutes while
monitoring O2S Temperature signal value.
Decision
Yes: Go to step 11
Is O2S Temperature signal value greater than 1400°F
(760°C)?
No: Repair O2S or circuit (See
Electronic Control Systems Diagnostics
in Engine Diagnostic Manual). After
repairs are complete, retest for original
problem.
Step
11
Action
Visually inspect Aftertreatment Fuel Injector (AFI) supply
line for leaks, kinks, bends, or other damage?
Decision
Yes: Replace AFI supply line. After
repairs are complete, go to step 13.
Is the AFI supply line leaking or damaged?
No: Go to step 12
101
DIAGNOSTIC MANUAL
1. New Aftertreatment Fuel Injector
(AFI) gasket
Figure 23
2. Early production AFI gasket
AFI Gasket
Action
Step
Decision
Yes: Install AFI, and then go to step 13.
12
CAUTION
Do not remove the nozzle injector
from the doser housing. Spray pattern
test is no longer a visual check for
Aftertreatment Fuel Injector (AFI)
replacement.
Perform Aftertreatment Fuel Injector (AFI) visual inspection.
Remove AFI (see Engine Service Manual) and check for
the following:
Visual Checks:
•
Correct AFI gasket is installed (Figure 23)
•
AFI and bore unrestricted and free of carbon buildup
•
AFI tip free of cracks and other damage
Did AFI pass all visual checks?
No: Correct failed visual check(s). After
repairs are complete, install AFI and go
to step 13.
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DIAGNOSTIC MANUAL
Step
Action
13
Run DSI System De-Aeration Procedure twice, to purge
the Down Stream Injection (DSI) system of air. Using EST,
go to Procedures > KOER Aftertreatment Procedures >
DSI System De-Aeration.
Step
Action
Decision
14
Using EST, check Diagnostic Trouble Code (DTC) list for
fault code(s) that may have become active during OBFCT.
Yes: Repair active fault code(s) (See
Electronic Control Systems Diagnostics
in Engine Diagnostic Manual). After
repairs are complete, go to step 15.
Does DTC list contain active fault code(s)?
Decision
Go to step 14
No: Go to step 15
Action
Step
15
Verify exhaust gas temperatures are within specification.
1.
Using Electronic Service Tool (EST) with
ServiceMaxx™ software, go to Sessions >
Performance and select the record snapshot
icon from the toolbar.
Decision
Graph 7: Go to step 16
Graph 8: Replace DOC. After repairs
are complete, retest for original problem.
2. Go to Tests > KOER Aftertreatment Tests >
Onboard Filter Cleanliness Test.
When OBFCT is complete, stop recording. Use the
playback feature and graph the following signal values
from OBFCT:
Signal Values:
•
Diesel Oxidation Catalyst Inlet Temperature (DOCIT)
•
Diesel Oxidation Catalyst Outlet Temperature (DOCOT)
•
Diesel Particulate Filter Outlet Temperature (DPFOT)
•
DPF Soot Load
Compare snapshot to Graphs 7 and 8 page 131.
Which graph does snapshot most closely match?
Step
16
Action
Verify root cause of frequent regens symptom.
Decision
Yes: Diagnostics complete
Has root cause for frequent regens been diagnosed and
repaired?
No: Go back to step 1 of Engine and
Aftertreatment System Operational
Checks page 80 to verify engine
systems are in satisfactory condition.
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DIAGNOSTIC MANUAL
9.5. SYMPTOM 4 (HEAVY DUTY): SPN 3719 AND OTHER ACTIVE FAULT CODES
NOTE – Before beginning the following step-based diagnostics, perform all vehicle operational checks
page 80.
Step
Action
Decision
1
Using Electronic Service Tool (EST) with ServiceMaxx™
software, check Diagnostic Trouble Code (DTC) list for
active fault code(s) other than SPN 3719 (DPF soot load).
Yes: Repair other active fault code(s)
(See Electronic Control Systems
Diagnostics in Engine Diagnostic
Manual). After repairs are complete, go
to step 2.
Are fault code(s) other than SPN 3719 active?
No: Go to step 2
Step
Action
2
Do Onboard Filter Cleanliness Test (OBFCT) to clear SPN
3719 active fault code. Using Electronic Service Tool
(EST) with ServiceMaxx™ software, go to Sessions >
Performance and select the record snapshot icon from the
toolbar. Then go to Tests > KOER Aftertreatment Tests >
Onboard Filter Cleanliness Test.
Decision
Yes: Go to step 3
Is SPN 3719 still active after OBFCT is complete?
No: Go to step 7
Step
3
Action
Decision
Yes: Go to step 4
Determine if Diesel Particulate Filter (DPF), Pre-Diesel
Oxidation Catalyst (PDOC), and Diesel Oxidation Catalyst
(DOC) are contaminated. Remove the DPF, PDOC, and
DOC (see Exhaust System Service Manual), and check for
signs of lube oil and coolant contamination.
NOTE – A black staining in the exhaust tailpipe can
occur on applications that experience high idle times.
This is normal and the DPF should NOT be replaced.
Are the DPF, PDOC, or DOC contaminated?
No: Go to step 5
Step
Action
4
Determine if DPF, DOC, and PDOC are reusable see DPF
and DOC reuse guidelines page 159.
Decision
Yes: Go to step 6
Based on DPF and DOC Re-Use Guidelines, are the DPF,
DOC, and PDOC reusable?
No: Replace failed component(s). After
repairs are complete, go to step 6
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DIAGNOSTIC MANUAL
Step
Action
5
Determine if removed aftertreatment system components
need to be cleaned see DPF and DOC reuse guidelines
page 159.
Decision
Yes: Clean components using
appropriate cleaning equipment. After
cleaning procedure is complete, install
components and go to step 7.
Based on DPF and DOC Re-Use Guidelines, do any of
the removed aftertreatment system components need to
be cleaned?
No: Install removed aftertreatment
system components, and go to step 7.
Action
Step
6
Determine root cause of exhaust system contamination.
(See Engine Symptoms Diagnostics section in Engine
Diagnostic Manual.)
Action
Step
7
Diesel Particulate Filter ( DPF) Snap Acceleration Test
(Quick Test). This procedure checks the DPF for cracks
or internal damage without removing the DPF from the
vehicle and is used to test basic functionality of the DPF.
This is to be done prior to removing the DPF.
Decision
After repairs are complete, go to step 8.
Decision
Yes: Go to symptom 5 (Heavy Duty):
Black smoke page 113.
1. The transmission must be in neutral and the
parking brake applied.
2. Start and idle the engine.
3. Rapidly snap the accelerator pedal from idle
to full throttle. This can be performed multiple
times.
4. During the engine accelerations, visually
check for a heavy black smoke exiting the
exhaust pipe.
Is black smoke visible?
No: Go to step 8
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DIAGNOSTIC MANUAL
Action
Step
8
Check for a failed Air Management System (AMS) actuator. Graph 1: Go to step 9A
1. Using Electronic Service Tool (EST) with
ServiceMaxx™ software, go to Tests > Load
Test Specific Session and verify Load Test
Specific Session is unchecked.
2. Go to Sessions > Performance and select the
record snapshot icon from the toolbar.
3. Go to Tests > KOER Tests > Air Management
Test.
When Air Management Test is complete, stop recording.
Use the playback feature in ServiceMaxx™, and graph
the following signal values:
Signal Values:
•
Engine Speed
•
Intake Manifold Pressure (IMP)
•
Turbocharger 2 Wastegate Control (TC2WC)
Does snapshot match Graph 1 or Graph 2 page 120?
106
Decision
Graph 2: Diagnose and repair failed
actuator (See Performance Diagnostics
section in Engine Diagnostic Manual).
After repairs are complete, retest for
original problem.
DIAGNOSTIC MANUAL
WARNING
To prevent personal injury or death, do not exceed local speed limit laws or drive too fast
for conditions when performing Lug Down Test.
Action
Step
9A
Decision
Go to step 9B
Using EST, go to Sessions > Performance. Find an open
stretch of road in order to perform Lug Down Test. When
driving conditions are safe, select the record snapshot icon
from the toolbar, and perform Lug Down procedure below:
1. Select a suitable high range gear (Example:
In a 10 speed gearbox, select the 8th speed).
2. Allow engine speed to drop to 1000 rpm.
3. Press accelerator pedal fully to the floor, and
accelerate to rated engine speed.
After Lug Down Test is complete, stop recording and save
snapshot.
Action
Step
9B
Check for low Fuel Rail Pressure. Using EST with
ServiceMaxx™ software, use the playback feature and
graph the following signal values from Lug Down Test:
Decision
Yes: Go to step 9C
Signal Values:
•
Engine Speed
•
Fuel Rail Pressure (FRP)
•
Fuel Rail Pressure Desired (FRPD)
Compare snapshot to Graph 3 and associated Graph
Analysis page 124.
Is FRP signal operating as per Graph 3 Graph Analysis?
No: Diagnose and repair low fuel rail
pressure (See Performance Diagnostics
section in Engine Diagnostic Manual).
After repairs are complete, retest for
original problem.
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DIAGNOSTIC MANUAL
Step
Action
9C
Verify aftertreatment system is free of restrictions. Using
EST, use the playback feature and graph the following
signal values from Lug Down Test:
Decision
Yes: Go to step 9D
Signal Values:
•
Engine Speed
•
Turbocharger 1 Turbine Outlet Pressure (TC1TOP)
Compare snapshot to Graph 4 and associated Graph
Analysis page 126.
Is TC1TOP signal operating as per Graph 4 Graph
Analysis?
No: Repair TC1TOP issue (See
Electronic Control Systems Diagnostics
in Engine Diagnostic Manual). After
repairs are complete, retest for original
problem.
Step
Action
9D
Check for an Intake Manifold Pressure (IMP) issue. Use
the playback feature in ServiceMaxx™, and graph the
following signal values from Lug Down Test:
Decision
Yes: Go to step 10
Signal Values:
•
Engine Speed
•
Intake Manifold Pressure (IMP)
•
Accelerator Pedal Position 1 (APP1)
•
Vehicle Speed
Compare snapshot to Graph 5 and associated Graph
Analysis page 127.
Is IMP operating as per Graph 5 Graph Analysis?
No: Diagnose and repair IMP issue
(See Performance Diagnostics section in
Engine Diagnostic Manual). After repairs
are complete, retest for original problem.
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DIAGNOSTIC MANUAL
Step
Action
10
Verify exhaust gas temperatures are within specification.
Use the playback feature in ServiceMaxx™, and graph
the following signal values from step 2 OBFCT:
Decision
Graph 6: Diagnostics complete
Signal Values:
Graph 7: Replace DOC. After repairs are
complete, perform an OBFCT to verify
repairs.
•
Diesel Oxidation Catalyst Inlet Temperature (DOCIT)
Graph 8: Go to step 11
•
Diesel Oxidation Catalyst Outlet Temperature
(DOCOT)
•
Diesel Particulate Filter Outlet Temperature (DPFOT)
•
DPF Soot Load
Compare snapshot to Graph 6, 7, and 8 page 129.
Which graph does snapshot most closely match?
Step
Action
11
Check Oxygen Sensor (O2S) operation. Start the engine
and allow to reach normal operating temperature. Using
EST with ServiceMaxx™ software, go to Sessions >
Performance. Let the engine idle for 5 minutes while
monitoring O2S Temperature signal value.
Decision
Yes: Go to step 12
Is O2S Temperature signal value greater than 1400°F
(760°C)?
No: Repair O2S or circuit (See Electronic
Control Systems Diagnostics in Engine
Diagnostic Manual). After repairs are
complete, retest for original problem.
Step
Action
12
Visually inspect Aftertreatment Fuel Injector (AFI) supply
line for leaks, kinks, bends, or other damage?
Decision
Yes: Replace AFI supply line. After
repairs are complete, go to step 14.
Is the AFI supply line leaking or damaged?
No: Go to step 13
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DIAGNOSTIC MANUAL
1. New Aftertreatment Fuel Injector
(AFI) gasket
Figure 24
2. Early production AFI gasket
AFI Gasket
Action
Step
Decision
Yes: Install AFI, and go to step 14.
13
CAUTION
Do not remove the nozzle injector
from the doser housing. Spray pattern
test is no longer a visual check for
Aftertreatment Fuel Injector (AFI)
replacement.
Perform Aftertreatment Fuel Injector (AFI) visual
inspection. Remove AFI (see Engine Service Manual)
and check for the following:
Visual Checks:
•
Correct AFI gasket is installed (Figure 24)
•
AFI and bore unrestricted and free of carbon buildup
•
AFI tip free of cracks and other damage
Did AFI pass all visual checks?
No: Correct failed visual check(s). After
repairs are complete, install AFI and go
to step 14.
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DIAGNOSTIC MANUAL
Action
Step
14
Run DSI System De-Aeration Procedure twice, to
purge the Down Stream Injection (DSI) system of air.
Using EST, go to Procedures > KOER Aftertreatment
Procedures > DSI System De-Aeration.
Action
Step
15
Decision
After procedure is complete, go to step
15.
Decision
Using EST, check Diagnostic Trouble Code (DTC) list for Yes: Repair active fault code(s) (See
fault code(s) that may have become active during OBFCT. Electronic Control Systems Diagnostics
in Engine Diagnostic Manual). After
Does DTC list contain active fault code(s)?
repairs are complete, go to step 16.
No: Go to step 16
Step
Action
16
Verify exhaust gas temperatures are within specification.
1.
Using Electronic Service Tool (EST) with
ServiceMaxx™ software, go to Sessions >
Performance and select the record snapshot
icon from the toolbar.
Decision
Graph 7: Go to step 17
Graph 8: Replace DOC. After repairs are
complete, retest for original problem.
2. Go to Tests > KOER Aftertreatment Tests >
Onboard Filter Cleanliness Test.
When OBFCT is complete, stop recording. Use the
playback feature and graph the following signal values
from OBFCT:
Signal Values:
•
Diesel Oxidation Catalyst Inlet Temperature (DOCIT)
•
Diesel Oxidation Catalyst Outlet Temperature
(DOCOT)
•
Diesel Particulate Filter Outlet Temperature (DPFOT)
•
DPF Soot Load
Compare snapshot to Graphs 7 and 8 page 131.
Which graph does snapshot most closely match?
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DIAGNOSTIC MANUAL
Step
17
Action
Verify root cause of frequent regens symptom.
Decision
Yes: Diagnostics complete
Has root cause for frequent regens been diagnosed and
repaired?
No: Go back to step 1 of Engine and
Aftertreatment System Operational
Checks page 80 to verify engine systems
are in satisfactory condition.
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DIAGNOSTIC MANUAL
9.6. SYMPTOM 5 (HEAVY DUTY): BLACK SMOKE
OVERVIEW: Hydrocarbon slip occurs when diesel fuel does not fully combust in the aftertreatment
system and slips through the DPF into the clean side of the exhaust. Hydrocarbon slip is associated
with high idle time. The DPF should NOT be replaced due to black staining in the exhaust.
NOTE – The Diesel Particulate Filter (DPF) is not 100 percent efficient. Some evidence of exhaust soot
is normal, and does not indicate a malfunctioning DPF.
WARNING
To prevent unexpected movement of the vehicle and possible injury or death, park the
vehicle on a flat, level surface, apply the parking brake, turn the engine off and chock the
wheels to prevent vehicle from moving in either direction.
NOTE – Before beginning the following step-based diagnostics, perform all vehicle operational checks
page 80.
Step
Action
1
Diesel Particulate Filter ( DPF) Snap Acceleration Test
(Quick Test). This procedure checks the DPF for cracks
or internal damage without removing the DPF from the
vehicle and is used to test basic functionality of the DPF.
This is to be done prior to removing the DPF.
Decision
Yes: Go to step 2
1. The transmission must be in neutral and the
parking brake applied.
2. Start and idle the engine.
3. Rapidly snap the accelerator pedal from
idle to full throttle. This can be performed
multiple times.
4. During the engine accelerations, visually
check for a heavy black smoke exiting the
exhaust pipe.
Is black smoke visible?
End of diagnostics
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DIAGNOSTIC MANUAL
Step
Action
2
Remove and Inspect the Diesel Particulate Filter (DPF)
only (See Exhaust System Service Manual).
Decision
Yes: Install the DPF and go to step 3
DO NOT REMOVE THE Diesel Oxidation Catalyst
(DOC).
Refer to the DPF and DOC Reuse Guidelines in this
manual page 159.
Can the DPF be reused?
No: Replace the DPF and go to step 4
Action
Step
3
Decision
Yes: Repair complete
Perform Onboard Filter Cleanliness Test (OBFCT) to
clear active aftertreatment fault code(s). Using Electronic
Service Tool (EST) with ServiceMaxx™ software, go to
Tests > KOER Aftertreatment Tests > Onboard Filter
Cleanliness Test.
While OBFCT is running, check the following
components for exhaust leaks, and verify all fasteners,
brackets, and clamps are secure and undamaged:
•
Low Pressure (LP) turbocharger outlet pipe
•
Exhaust Back Pressure Valve (EBPV)
•
Flexible mesh pipe to Diesel Oxidation Catalyst
(DOC) inlet
•
Inlet to DOC
Were all components free of exhaust leaks and
all fasteners, brackets, and clamps secure and
undamaged?
No: Repair leaks or other faults found.
End of diagnostics
114
DIAGNOSTIC MANUAL
Action
Step
4
Decision
Check for failed Air Management System (AMS)
actuator.
1. Using Electronic Service Tool (EST) with
ServiceMaxx™ software, go to Tests > Load
Test Specific Session and verify Load Test
Specific Session is unchecked.
Graph 1: Go to step 5A
Graph 2: Diagnose and repair failed
actuator (See Performance Diagnostics
section in Engine Diagnostic Manual).
After repairs are complete, retest for
original problem.
2. Go to Sessions > Performance and select
the record snapshot icon from the toolbar.
3. Go to Tests > KOER Tests > Air
Management Test. When Air Management
Test is complete, stop recording. Use the
playback feature in ServiceMaxx™, and
graph the following signal values:
Signal Values:
•
Engine Speed
•
Intake Manifold Pressure (IMP)
•
Turbocharger 2 Wastegate control (TC2WC)
Does snapshot match Graph 1 or Graph 2 page 120?
WARNING
To prevent personal injury or death, do not exceed local speed limit laws or drive too fast
for conditions when performing Lug Down Test.
Step
5A
Action
Decision
Go to step 5B
Check for engine performance issues. Using EST, go
to Sessions > Performance. Find an open stretch of
road in order to perform Lug Down Test. When driving
conditions are safe, select the record snapshot icon from
the toolbar, and perform Lug Down procedure below:
1. Select a suitable high range gear (Example:
In a 10 speed gearbox, select the 8th
speed).
2. Allow engine speed to drop to 1000 RPM
3. Press accelerator pedal fully to the floor,
and accelerate to rated engine speed.
After Lug Down Test is complete, stop recording and
save snapshot.
115
DIAGNOSTIC MANUAL
Action
Step
5B
Check for low fuel rail pressure. Using Electronic
Service Tool (EST) with ServiceMaxx™ software, use
the playback feature and graph the following signal
values from Lug Down Test:
Decision
Yes: Go to step 5C
Signal Values:
•
Engine Speed
•
Fuel Rail Pressure (FRP)
•
Fuel Rail Pressure Desired (FRPD)
Compare snapshot to Graph 3 and associated Graph
Analysis page 124.
Is FRP reacting to FRPD as per Graph 3 Graph
Analysis?
No: Diagnose and repair low fuel rail
pressure (See Performance Diagnostics
section in Engine Diagnostic Manual).
After repairs are complete, retest for
original problem.
Action
Step
5C
Decision
Verify aftertreatment system is free of restrictions. Using Yes: Go to Step 5D
Electronic Service Tool (EST) with ServiceMaxx™
software, use the playback feature and graph the
following signal values from Lug Down Test:
Signal Values:
•
Engine Speed
•
Turbocharger 1 Turbine Outlet Pressure (TC1TOP)
Compare snapshot to Graph 4 and associated Graph
Analysis page 120.
Is TC1TOP signal operating as per Graph 4 Graph
Analysis?
No: Repair TC1TOP issue (See
Electronic Control Systems Diagnostics in
Engine Diagnostic Manual). After repairs
are complete, retest for original problem.
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DIAGNOSTIC MANUAL
Action
Step
5D
Check for Intake Manifold Pressure (IMP) issue. Use
the playback feature in ServiceMaxx™, and graph the
following signal values from Lug Down Test:
Decision
Yes: Go to step 6
Signal Values:
•
Engine Speed
•
Intake Manifold Pressure (IMP)
•
Accelerator Pedal Position 1 (APP1)
•
Vehicle Speed
Compare snapshot to Graph 5 and associated Graph
Analysis page 127.
Is IMP operating per Graph 5 Graph Analysis?
No: Diagnose and repair IMP issue
(See Performance Diagnostics section in
Engine Diagnostic Manual). After repairs
are complete, retest for original problem.
Action
Step
6
Decision
Verify exhaust gas temperatures are within specification. Graph 6: Diagnostics Complete
1.
Using Electronic Service Tool (EST) with
ServiceMaxx™ software, go to Sessions
> Performance and select the record
snapshot icon from the toolbar.
Graph 8: Go to step 7
2. Go to Tests > KOER Aftertreatment Tests >
Onboard Filter Cleanliness Test.
When OBFCT is complete, stop recording. Use the
playback feature and graph the following signal values
from OBFCT:
Signal Values:
•
Diesel Oxidation Catalyst Inlet Temperature
(DOCIT)
•
Diesel Particulate Filter Inlet Temperature (DPFIT)
•
Diesel Particulate Filter Outlet Temperature
(DPFOT)
•
DPF Soot Load
Compare snapshot to Graph 6 and 8 page 129.
Which graph does snapshot most closely match?
117
DIAGNOSTIC MANUAL
1. New Aftertreatment Fuel Injector
(AFI) gasket
Figure 25
2. Early production AFI gasket
AFI Gasket
Action
Step
7
Decision
Yes: Install AFI, then go to step 8.
CAUTION
Do not remove the nozzle injector
from the doser housing.
Spray
pattern test is no longer a visual
check for Aftertreatment Fuel
Injector (AFI) replacement.
Perform Aftertreatment Fuel Injector (AFI) visual
inspection. Remove AFI (See Engine Service Manual)
and check for the following:
Visual Checks:
•
Correct AFI gasket is installed (Figure 25)
•
AFI and bore unrestricted and free of carbon buildup
•
AFI tip free of cracks and other visible damage
Did AFI pass all visual checks?
No: Correct items that failed visual
check(s). After repairs are complete,
install AFI and go to step 8.
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DIAGNOSTIC MANUAL
Step
Action
Decision
8
Run Down Stream Injection (DSI) System De-Aeration
Procedure twice, to purge the DSI system of air. Using
Electronic Service Tool (EST) with ServiceMaxx™
software, go to Procedures > KOER Aftertreatment
Procedures > DSI System De-Aeration.
Step
Action
Decision
9
Using Electronic Service Tool (EST) with ServiceMaxx™
software, check Diagnostic Trouble Code (DTC) list for
any fault code(s) that may have become active during
OBFCT.
Yes: Repair active fault code(s) (See
Electronic Control Systems Diagnostics in
Engine Diagnostic Manual). After repairs
are complete, go to step 10
Go to step 9
Does DTC list contain any active fault code(s)?
No: Go to step 10
Action
Step
10
Decision
Verify exhaust gas temperatures are within specification. Graph 6: Repair complete
1. Using Electronic Service Tool (EST) with
ServiceMaxx™ software, go to Tests >
KOER Aftertreatment Tests > Onboard
Filter Cleanliness Test (OBFCT).
Graph 8: Go to Performance Diagnostics
in the Engine Service Manual. After
repairs are complete, retest for original
problem.
2. Go to Sessions > Performance and select
the record snapshot icon from the toolbar.
When OBFCT is complete, stop recording. Use the
playback feature and graph the following signal values
from OBFCT:
Signal Values
Signal Values:
•
Diesel Oxidation Catalyst Inlet Temperature
(DOCIT)
•
Diesel Particulate Filter Inlet Temperature (DPFIT)
•
Diesel Particulate Filter Outlet Temperature
(DPFOT)
•
DPF Soot Load
Compare snapshot to Graphs 6 and 8 page 129.
Which graph does snapshot most closely match?
119
DIAGNOSTIC MANUAL
MAXXFORCE® 11, 13 AND 15 SERVICEMAXX™ SNAPSHOTS
10.1. GRAPH 1: AIR MANAGEMENT SYSTEM TEST (GOOD)
NOTE – Colors in the graphs are used for clarity only and will not necessarily match the colors you will
see in your ServiceMaxx™ snapshots
1. Engine speed (rpm) [Green]
2. Intake Manifold Pressure (IMP)
(psi) [Orange]
Figure 26
3. Turbocharger 2 Wastegate Control
(TC2WC) (percent) [Blue]
Graph 1: Air Management System Test (Good)
Graph Analysis:
This graph shows normal operation of the Air Management System (AMS) during the Air Management Test
(AMT). The AMT does not give pass or fail results. It only allows the user to validate the AMS by monitoring
the effects each actuator has on Intake Manifold Pressure (IMP). IMP is normally between 8 psi (55 kPa) to 13
psi (90 kPa) on engine ramp up during AMT. If Turbocharger 2 Wastegate Control (TC2WC) is not operating as
designed, boost pressure will not respond to changes in engine load. Excess soot will then be generated by
the engine causing frequent regeneration of the aftertreatment system.
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DIAGNOSTIC MANUAL
Actions:
1. When TC2WC is commanded ON, verify Intake Manifold Pressure (IMP) signal value drops.
NOTE – MaxxForce® 11 ONLY: AFT regen status stays “Not Active.”
NOTE – Turbocharger 1 Wastegate Control (TC1WC) does not affect engine performance and is removed
from post-production engines. If engine is equipped with one, it is not used by the Engine Control
Module (ECM).
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DIAGNOSTIC MANUAL
10.2. GRAPH 2: AIR MANAGEMENT SYSTEM TEST (BAD)
1. Engine speed (rpm) [Green]
2. Turbocharger 2 Wastegate Control
(TC2WC) (percent) [Purple]
Figure 27
3. Intake Manifold Pressure (IMP)
(psi) [Orange]
Graph 2: Air Management System Test (Bad)
Graph Analysis:
This graph shows an Air Management System (AMS) not operating as designed during the Air management
Test (AMT). The AMT does not give pass or fail results. It only allows the user to validate the AMS by
monitoring the effects each actuator has on Intake Manifold Pressure (IMP) sensor. IMP is normally between 8
psi (55 kPa) to 13 psi (90 kPa) on engine ramp up during AMT. If Turbocharger 2 Wastegate Control (TC2WC)
is not operating as designed, boost pressure will not respond to changes in engine load. Excess soot will then
be generated by the engine causing frequent regeneration of the aftertreatment system.
122
DIAGNOSTIC MANUAL
Actions:
1. When Turbocharger 2 Wastegate Control (TC2WC) is commanded ON, verify Intake Manifold
Pressure (IMP) drops. In this graph, IMP does not drop when TC2WC is commanded ON.
NOTE – MaxxForce® 11 ONLY: AFT regen status stays “Not Active.”
NOTE – Turbocharger 1 Wastegate Control (TC1WC) does not affect engine performance and is removed
from post-production engines. If engine is equipped with one, it is not used by the Engine Control
Module (ECM).
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DIAGNOSTIC MANUAL
10.3. GRAPH 3: LUG DOWN TEST (ENGINE SPEED, FRP, AND FRPD)
1. Fuel Rail Pressure Desired (FRPD)
(psi) [Orange]
2. Engine load (percent) [Green]
3. Accelerator Pedal Position 1
(APP1) (percent) [Blue]
Figure 28
4. Fuel Rail Pressure (FRP) (psi)
[Red]
Graph 3: Lug Down Test (Engine Speed, FRP, and FRPD)
Graph Analysis:
This graph shows a fuel management system operating as designed. This test does not give pass or fail results.
It only allows the user to validate Fuel Rail Pressure (FRP) and Fuel Rail Pressure Desired (FRPD) signal
values under load. As engine rpm increases, Fuel Rail Pressure (FRP) should steadily increase. Low FRP will
cause low Intake Manifold Pressure (IMP). Diagnose low FRP concerns before diagnosing low IMP concerns.
124
DIAGNOSTIC MANUAL
Actions:
1. Verify FRP signal value reaches 31,900 psi (219,943 kPa) at full load.
2. Verify FRP signal value is within a 1000 psi (6,895 kPa) range of FRPD signal value during
acceleration.
NOTE – Analyze Lug Down Test signal values only during engine acceleration, and not deceleration or
shifting.
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DIAGNOSTIC MANUAL
10.4. GRAPH 4: LUG DOWN TEST (ENGINE SPEED AND TC1TOP)
1. Turbocharger 1 Turbine Outlet
Pressure (TC1TOP) (psi) [Blue]
2. Engine Load (Percent) [Red]
Figure 29
3. Accelerator Pedal Position 1
(APP1) (Percent) [Green]
Graph 4: Lug Down Test (Engine Speed and TC1TOP)
Graph Analysis:
This graph shows an exhaust aftertreatment system operating as designed (unrestricted). This test does not
give pass or fail results. It only allows the user to validate Turbocharger 1 Turbine Outlet Pressure (TC1TOP)
signal value under load. High TC1TOP will cause low Intake Manifold Pressure (IMP). Diagnose high TC1TOP
concerns before diagnosing low IMP concerns.
Actions:
1. Verify TC1TOP signal value is less than 5 psi (34 kPa) during Lug Down Test.
NOTE – Analyze Lug Down Test signal values only during engine acceleration, and not deceleration or
shifting.
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DIAGNOSTIC MANUAL
10.5. GRAPH 5: LUG DOWN TEST (ENGINE SPEED, APP1, VEHICLE SPEED, AND IMP)
1. Intake Manifold Pressure (IMP)
(psi) [Purple]
2. Engine speed (rpm) [Blue]
3. Vehicle speed (mph) [Red]
Figure 30
4. Engine load (percent) [Orange]
5. Accelerator Pedal Position 1
(APP1) (percent) [Green]
Graph 5: Lug Down Test (Engine Speed, APP1, Vehicle Speed, and IMP)
Graph Analysis:
This graph shows the Intake Manifold Pressure (IMP) signal value responding as designed. This test does not
give pass or fail results. It only allows the user to validate IMP signal value under load. Engine power band is
typically between 1300 to 1700 rpm with peak power occurring around 1600 rpm. Anything outside of this
power band drops boost and power significantly. Accelerator Pedal Position 1 (APP1) signal value must be
99.6% to successfully reach peak boost during this test. Low IMP can be the result of low Fuel Rail Pressure
(FRP), or high Turbocharger 1 Turbine Outlet Pressure (TC1TOP). Diagnose low FRP concerns first, high
TC1TOP concerns second, and low IMP concerns third.
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DIAGNOSTIC MANUAL
1. Verify IMP signal value is between 40 psi (276 kPa) to 43 psi (296 kPa), with Accelerator Pedal
Position 1 (APP1) signal value at 99.6%, and engine speed between 1300 rpm to 1700 rpm.
NOTE – Analyze Lug Down Test signal values only during engine acceleration, and not deceleration or
shifting.
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DIAGNOSTIC MANUAL
10.6. GRAPH 6: NORMAL EXHAUST GAS TEMPERATURES (EFFICIENT DOC AND
UNRESTRICTED AFI)
1. Diesel Particulate Filter (DPF) soot
load (percent) [Orange]
2. Diesel Oxidation Catalyst Outlet
Temperature (DOCOT) (degrees
Fahrenheit) [Blue]
3. Diesel Particulate Filter Outlet
Temperature (DPFOT) (degrees
Fahrenheit) [Green]
Figure 31
4. Diesel Oxidation Catalyst (DOC)
at operating temperature and
stabilized
5. Diesel Oxidation Catalyst Inlet
Temperature (DOCIT) (degrees
Fahrenheit) [Purple]
Graph 6: Normal Exhaust Gas Temperatures (Efficient DOC AND Unrestricted AFI)
Graph Analysis:
This graph shows an aftertreatment system operating as designed. This test does not give pass or fail results. It
only allows the user to validate operation of the aftertreatment system by monitoring exhaust gas temperatures.
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DIAGNOSTIC MANUAL
Actions:
1. After Diesel Oxidation Catalyst (DOC) reaches operating temperature and stabilizes (see callout 4,
graph 6), verify Diesel Oxidation Catalyst Outlet Temperature (DOCOT) and Diesel Particulate
Filter Outlet Temperature (DPFOT) signal values are greater than 900°F (482°C).
2. Verify Diesel Oxidation Catalyst Inlet Temperature (DOCIT) signal value is between 550°F (287°C)
to 800°F (427°C).
NOTE – It is normal to see Diesel Oxidation Catalyst Inlet Temperature (DOCIT), DOCOT, and DPFOT
signal values to fluctuate at the beginning and end of the OBFCT.
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DIAGNOSTIC MANUAL
10.7. GRAPH 7: INVERTED EXHAUST GAS TEMPERATURES (INEFFICIENT DOC)
1. Diesel Oxidation Catalyst Inlet
Temperature (DOCIT) (degrees
Fahrenheit) [Red]
2. Diesel Particulate Filter (DPF) soot
load (percent) [Blue]
3. Diesel Oxidation Catalyst (DOC)
at operating temperature and
stabilized.
Figure 32
4. Diesel Particulate Filter Outlet
Temperature (DPFOT) (degrees
Fahrenheit) [Green]
5. Diesel Oxidation Catalyst Outlet
Temperature (DOCOT) (degrees
Fahrenheit) [Purple]
Graph 7: Inverted exhaust Gas Temperatures (Inefficient DOC)
Graph Analysis:
This graph shows inverted exhaust gas temperatures indicating an inefficient Diesel Oxidation Catalyst (DOC).
Inverted temperatures in the exhaust stream occur when the Diesel Particulate Filter Outlet Temperature
(DPFOT) is higher than Diesel Oxidation Catalyst Outlet Temperature (DOCOT) after the DOC has reached
operating temperature and stabilized (see callout 3, graph 7). This is caused by unburned fuel reacting with
the DPF, instead of the DOC, causing an increase in DPFOT. This test does not give pass or fail results. It only
allows the user to validate operation of the aftertreatment system by monitoring exhaust gas temperatures.
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DIAGNOSTIC MANUAL
Actions:
1. After DOC reaches operating temperature and stabilizes (see callout 3, graph 7), verify DPFOT
signal value is not 122°F (50°C) higher than DOCOT signal value. In this graph, DPFOT signal
value is 122°F (50°C) higher than DOCOT indicating inverted exhaust gas temperatures.
2. Verify Diesel Oxidation Catalyst Inlet Temperature (DOCIT) signal value is between 550°F (287°C)
to 800°F (427°C).
NOTE – It is normal to see Diesel Oxidation Catalyst Inlet Temperature DOCIT, DOCOT, and DPFOT signal
values to fluctuate at the beginning and end of the OBFCT.
NOTE – SPN 4766 FMI 10 (DOC Efficiency) may be active when exhaust gas temperatures are inverted.
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DIAGNOSTIC MANUAL
10.8. GRAPH 8: LOW EXHAUST GAS TEMPERATURES (RESTRICTED AFI)
1. Diesel Oxidation Catalyst Outlet
Temperature (DOCOT) (degrees
Fahrenheit) [Red]
2. Diesel Oxidation Catalyst (DOC)
at operating temperature and
stabilized.
3. Diesel Particulate Filter Outlet
Temperature (DPFOT) (degrees
Fahrenheit) [Purple]
Figure 33
4. Diesel Oxidation Catalyst Inlet
Temperature (DOCIT) (degrees
Fahrenheit) [Green]
5. Diesel Particulate Filter (DPF) soot
load (percent) [Blue]
Graph 8: Low Exhaust Gas Temperatures (Restricted AFI)
Graph Analysis:
This graph shows low exhaust gas temperatures indicating a restricted Aftertreatment Fuel Injector (AFI). Low
temperatures in the exhaust stream occur when Diesel Oxidation Catalyst Outlet Temperature (DOCOT) and
Diesel Particulate Filter Outlet Temperature (DPFOT) are less than 900°F (482°C) after the DOC has reached
operating temperature and stabilized (see callout 2, graph 8). This is caused by restricted fuel flow from the
AFI, resulting in less fuel burning in the exhaust stream. This test does not give pass or fail results. It only
allows the user to validate operation of the aftertreatment system by monitoring exhaust gas temperatures.
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DIAGNOSTIC MANUAL
Actions:
1. After DOC reaches operating temperature and stabilizes (see callout 2, graph 8), verify DOCOT
and DPFOT signal values are greater than 900°F (482°C). In this graph, DOCOT and DPFOT
are less than 900°F (482°C).
2. Verify Diesel Oxidation Catalyst Inlet Temperature (DOCIT) signal value is between 550°F (287°C)
to 800°F (427°C).
NOTE – It is normal to see Diesel Oxidation Catalyst Inlet Temperature DOCIT, DOCOT, and DPFOT signal
values to fluctuate at the beginning and end of the OBFCT.
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DIAGNOSTIC MANUAL
AFTERTREATMENT SYSTEM OPERATION
11.1. MAXXFORCE® 11, 13 AND 15
The Aftertreatment (AFT) system, part of the larger exhaust system, processes engine exhaust to meet
emission requirements. The AFT system traps particulate matter (soot) and prevents it from leaving the tailpipe.
The AFT system performs the following functions:
•
Monitors exhaust gas temperatures Diesel Oxidation Catalyst Inlet Temperature (DOCIT), Diesel Oxidation
Catalyst Outlet Temperature (DOCOT), and Diesel Particulate Filter Outlet Temperature (DPFOT).
•
Monitors Diesel Particulate Filter Differential Pressure (DPFDP).
•
Controls engine operating parameters for emission control and failure recognition.
•
Cancels regeneration of the AFT system in the event of catalyst or sensor failure.
•
Calculates the level of ash accumulation in the Diesel Particulate Filter (DPF).
•
Initiates regeneration of the AFT system when DPF soot load is too high by increasing exhaust gas
temperatures.
•
Maintains vehicle and engine performance during regeneration.
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DIAGNOSTIC MANUAL
The functional diagram for the Aftertreatment (AFT) system includes the following:
•
Engine Control Module (ECM) with Barometric Absolute Pressure (BARO) internal sensor
•
Multiplex System Module (MSM) body module (PayStar applications only)
•
Accelerator Pedal Position (APP) sensor
•
Park brake
•
Vehicle Speed Sensor (VSS)
•
Driveline Disconnect Switch (DDS)
•
Power Take Off Switch (PTO)
•
Diesel Oxidation Catalyst (DOC)
•
Diesel Particulate Filter (DPF)
•
Diesel Oxidation Catalyst Outlet Temperature (DOCOT) sensor
•
Diesel Oxidation Catalyst Inlet Temperature (DOCIT) sensor
•
Diesel Particulate Filter Outlet Temperature (DPFOT) sensor
•
Diesel Particulate Filter Differential Pressure (DPFDP) sensor
•
Fuel Injectors (INJs)
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DIAGNOSTIC MANUAL
•
Exhaust Gas Recirculation (EGR) valve
•
Engine Throttle Valve (ETV)
•
Warning Indicators
•
Inlet Air Heater (IAH)
•
Aftertreatment Fuel Inlet Sensor (AFTFIS)
•
Aftertreatment Fuel Pressure 2 (AFTFP2) sensor
•
Aftertreatment Fuel Shutoff Valve (AFTFSV)
•
Aftertreatment Fuel Doser (AFTFD)
•
Downstream Injection (DSI) unit
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DIAGNOSTIC MANUAL
COMPONENT DESCRIPTIONS (THEORY OF OPERATION)
12.1. MAXXFORCE® 11 AND 13
1. Electrical connector
2. Turbocharger 1 Wastegate Control
(TC1WC) port
3. Vehicle air supply port
4. Exhaust Back Pressure Valve
(EBPV) port
Figure 35
5. Turbocharger 1 Turbine Outlet
Pressure (TC1TOP) sensor port
6. Turbocharger 2 Wastegate Control
(TC2WC) port
ACV Assembly (MaxxForce® 11 and 13 Engines)
Air Control Valve (ACV) Assembly
The Air Control Valve (ACV) assembly contains the Low Pressure (LP) turbocharger wastegate control port,
High Pressure (HP) turbocharger wastegate control port, the Exhaust Back Pressure Valve (EBPV) control
port, and the Turbocharger 1 Turbine Outlet Pressure (TC1TOP) port. Although these components are integral
to the ACV, each circuit is controlled by the ECM. The ACV controls compressed air for each control valve.
The air supply port is connected to the vehicle's air system.
Proper operation of the ACV is critical in preventing an aftertreatment concern. When an ACV concern is
present, it will cause low engine performance and directly effect aftertreatment system operation.
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DIAGNOSTIC MANUAL
1. Diesel Particulate Filter (DPF)
2. Diesel Oxidation Catalyst (DOC)
Figure 36
6. Diesel Particulate Filter Outlet
Temperature (DPFOT) sensor
DOC and DPF Assembly (MaxxForce® 11, 13 and 15 Engines)
Diesel Oxidation Catalyst (DOC)
The DOC does the following:
•
Oxidizes hydrocarbons and carbon monoxide (CO) in exhaust stream
•
Provides heat for exhaust system warm-up
Diesel Particulate Filter (DPF)
The DPF does the following:
•
Captures and temporarily stores carbon-based particulates in a filter
•
Allows for oxidation (regeneration) of stored particulates once loading gets to a particular level (restriction)
•
Provides the required exhaust back pressure drop for engine performance
•
Stores non-combustible ash
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DIAGNOSTIC MANUAL
1. Aftertreatment Fuel Shutoff Valve
(AFTFSV)
2. Aftertreatment Fuel Inlet Sensor
(AFTFIS)
Figure 37
3. Aftertreatment Fuel Doser
(AFTFD)
4. Aftertreatment Fuel Pressure 2
(AFTFP2) sensor
DSI Unit (MaxxForce® 11 and 13 Engines)
Downstream Injection (DSI) Unit
The DSI unit is connected to the clean side of the low pressure fuel system, and will provide a metered amount
of fuel to the AFI. The DSI unit provides pressurized fuel injection pulses to the AFI. The AFI is a mechanical
poppet type injector, and will only inject fuel when fuel line pressure is increased above a specific pressure.
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DIAGNOSTIC MANUAL
1. Engine Control Module (ECM)
2. Engine injector harness connector
(to ECM 16-pin E2 terminal)
3. ECM 58-pin C2 chassis terminal
Figure 38
4. ECM 58-pin C1 chassis terminal
5. Engine sensor harness connector
(to ECM 96-pin E1 terminal)
ECM (MaxxForce® 11 and 13 Engines)
Engine Control Module (ECM)
The Engine Control Module (ECM) monitors and controls engine operation to ensure maximum performance
and adherence to emissions standards. The ECM performs the following functions:
•
Provide reference voltage (VREF)
•
Condition input signals
•
Process and store control strategies
•
Control actuators
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DIAGNOSTIC MANUAL
1. Engine Throttle Valve (ETV)
Figure 39
ETV (MaxxForce® 11 and 13 Engines)
Engine Throttle Valve (ETV)
The Engine Throttle Valve (ETV) controls the flow of fresh air (boosted and cooled) into the engine's air intake
path through the CAC to help heat the exhaust aftertreatment during regeneration, and to assist when heavy
EGR is requested. The electronic portion of the ETV contains a microprocessor that monitors valve position,
electronic chamber temperature, controls the electric motor, and reports diagnostic faults to the ECM. The
ETV changes position in response to ECM signals.
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DIAGNOSTIC MANUAL
1. Exhaust Back Pressure Valve
(EBPV)
Figure 40
EBPV (Typical)
Exhaust Back Pressure Valve (EBPV)
The Exhaust Back Pressure Valve (EBPV) controls the position of the exhaust valve increasing or decreasing
exhaust gas back pressure and temperature to allow the DOC and DPF to function efficiently.
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DIAGNOSTIC MANUAL
1. Exhaust Gas Recirculation (EGR)
valve
Figure 41
EGR Valve Location MaxxForce® 11 and 13 Engines (Right Rear Engine)
Exhaust Gas Recirculation (EGR) Valve
The EGR valve receives the desired valve position from the ECM for exhaust gas recirculation. The EGR
valve regulates the flow of exhaust gases through the EGR system.
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DIAGNOSTIC MANUAL
Pre-Diesel Oxidation Catalyst (PDOC)
The PDOC does the following:
•
Aids in creating an exothermic reaction to improve exhaust emissions
•
Allows for more efficient operation of the aftertreatment system
1. PDOC back bracket (attaches to
engine)
2. PDOC bracket
3. Exhaust Flange Gasket
Figure 42
4.
5.
6.
7.
11 x 20 x 24 mm spacer (3)
M10 x 50 bolt (3)
PDOC
M10 x 25 bolt (2)
Pre-Diesel Oxidation Catalyst (PDOC) (Typical)
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DIAGNOSTIC MANUAL
1. HP turbocharger compressor inlet
2. HP turbocharger turbine inlet
3. LP turbocharger wastegate
actuator
4. HP turbocharger
5. HP turbocharger wastegate
actuator
6. LP turbocharger
Figure 43
7. LP turbocharger turbine outlet
8. Oil supply line
9. Oil return line
10. LP turbocharger compressor
outlet
11. LP turbocharger compressor inlet
12. HP turbocharger compressor
outlet
High and Low Pressure Turbocharger Components — Inner and Outer Views (MaxxForce®
11 and 13 Engines)
Turbochargers
MaxxForce® 11 and 13 engines are equipped with a pneumatically regulated two-stage turbo charging system.
The HP and LP turbochargers are installed on the right side of the engine.
Intake air flow: Filtered air enters the LP compressor, where it is compressed and directed to the LPCAC
(if equipped). Cooled LP air enters the HP compressor where it is further compressed and directed into the
HPCAC. Compressed air then travels through the ETV and the intake throttle duct. This system provides high
charge air pressure to improve engine performance and to help reduce emissions.
Exhaust gas flow: The HP turbocharger is connected directly to the exhaust manifold through the HP turbine
inlet. Exhaust gases exit the HP turbine outlet and are directed to the LP turbine inlet. The HP and LP
turbochargers are equipped with wastegates, which are controlled by pneumatic actuators. When boost
demand is low, the wastegate is opened, allowing part of the exhaust gas flow to bypass the turbine.
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DIAGNOSTIC MANUAL
AFTERTREATMENT SYSTEM FAULT CODES
13.1. MAXXFORCE® 11, 13 AND 15
SPN
FMI
Condition
Possible Causes
3251
0
DPFDP excessively HIGH (Plugged
filter)
•
Restricted Diesel Particulate Filter (DPF)
•
Low Fuel Delivery Pressure
•
Restricted Aftertreatment Fuel Injector
(AFI) unit
•
Parked Regen Inhibited
•
Exhaust leak(s)
•
Biased Diesel Particulate Filter
Differential Pressure (DPFDP) sensor
•
Biased IMP sensor
•
Low boost pressure
DPFDP sensor pressure hoses
reversed
•
DPFDP sensor pressure hoses reversed
•
DPFDP sensor hose (before filter)
restricted
DPFDP excessively LOW
(Sensor/circuit fault or missing
DPF)
•
Biased DPFDP sensor or circuit
•
Cracked DPF
•
DPFDP sensor pressure hoses reversed
•
DPFDP sensor hose (before filter) leaking
or disconnected
•
Aftertreatment Fuel Doser (AFTFD)
failure. Blocked, stuck open, or closed
•
Leak in AFTFD fuel supply line
•
Failed Aftertreatment Fuel Pressure 1
(AFTFP1) sensor
•
Aftertreatment Fuel Shutoff Valve
(AFTFSV) stuck closed, or blocked
•
AFTFD failure. Blocked, stuck open, or
closed.
•
Stuck AFI or AFTFSV
•
Biased AFT Fuel Pressure 2 signal
•
Fuel Delivery Pressure (FDP) above
maximum
•
Restricted fuel return line between filter
housing and fuel tank
3251
3251
3471
3471
3480
14
21
1
7
0
Fuel Pressure 1 below desired (Low
system pressure)
Fuel Doser Valve not responding as
expected
AFTFP1 too high while dosing
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DIAGNOSTIC MANUAL
3480
3481
1
7
AFTFP1 too low while dosing
Incorrect dosing pressure, multiple
events
•
FDP below minimum
•
Dirty fuel filter
•
Stuck closed AFT Shutoff valve
•
Fuel Leak in Down Stream Injection (DSI)
System
•
FDP above maximum
•
Restricted fuel return line between filter
housing and fuel tank
3556
0
AFT fuel pressure 2 excessively high •
(Restricted injection)
Aftertreatment Fuel Injector (AFI) is
plugged or sticking
3556
1
AFT fuel pressure 2 below desired
•
Leak in DSI system
•
AFT Fuel Doser sticking Open
•
AFI stuck Open
•
DSI failed system validation cycle
•
Biased AFTFIS or circuit
•
Biased Aftertreatment Fuel Pressure 2
(AFTFP2) sensor or circuit
•
Failed AFTFD or circuit
•
Failed AFTFSV or circuit
•
Aftertreatment Fuel Injector (AFI) failure
(plugged)
•
High DPF soot level
•
Low Fuel Delivery Pressure
•
Restricted AFI unit
•
Parked Regen Inhibited
•
Exhaust leak(s)
•
Biased DPFDP sensor
•
Biased IMP sensor
•
Low boost pressure
3556
3719
7
0
AFT Fuel Injector not responding as
expected
DPF Soot Load - Highest (level 3/3)
3719
15
DPF Soot Load - Lowest (level 1/3)
•
Level 1 DPF regen required
3719
16
DPF Soot Load - Moderate (level
2/3)
•
Level 2 DPF regen required
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DIAGNOSTIC MANUAL
3720
4077
4077
4766
4766
4766
5298
0
0
1
10
20
21
2
DPF Ash load at maximum limit
AFTFP2 too high while dosing
AFTFP2 too low while dosing
DPF Regeneration feedback fault
DOC Outlet Temperature above
maximum desired
DOC Outlet Temperature below
minimum desired
Reduced DOC Efficiency — De-Rate
•
High DPF ash level
•
Low Fuel Delivery Pressure
•
Restricted AFI unit
•
Parked Regen Inhibited
•
Exhaust leak(s)
•
Biased DPFDP sensor
•
Biased IMP sensor
•
Low boost pressure
•
AFTFD stuck closed
•
AFI plugged
•
Fuel leak between AFTFD and AFI
•
AFTFSV stuck closed
•
Diesel Oxidation Catalyst Outlet
Temperature (DOCOT) not heating up
during exhaust injection
•
Diesel Oxidation Catalyst (DOC) failure
(face plugged)
•
Aftertreatment Fuel Injector (AFI) plugged
or sticking
•
Engine over-fueling
•
DSI leaking into exhaust
•
AFTFD stuck open
•
Fuel leak(s) to exhaust
•
DOCOT sensor or circuit failure
•
DOC failure
•
DSI fault, not injecting when commanded
•
DSI system fuel leak
•
DOCOT sensor or circuit failure
•
Biased DOCOT sensor or circuit
•
Plugged AFI or AFI housing
•
DSI failure
•
DSI system leak
•
DOC failure
•
Restricted air filter
•
Exhaust leaks
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DIAGNOSTIC MANUAL
5319
150
31
DPF incomplete Regeneration
•
Coolant leak to exhaust
•
High DPFDP after DPF regen
•
High ash level in DPF
DIAGNOSTIC MANUAL
AFTERTREATMENT SYSTEM EVENT CHART
14.1. MAXXFORCE® 11, 13 AND 15
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DIAGNOSTIC MANUAL
REGEN INHIBITORS AND ENTRY CONDITIONS
15.1. REGEN INHIBITORS
Figure 45
Aftertreatment session screen shot
Overview
A Regen may not occur due to any of the following conditions:
•
Inhibitors do not match their expected value
•
Entry conditions have not been met
•
Active fault code(s)
To view the status of Regen inhibitors, use an Electronic Service Tool (EST) with ServiceMaxx™ software, go
to Tests > KOER Aftertreatment Tests > Onboard Filter Cleanliness Test. Select the Inhibitors tab.
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DIAGNOSTIC MANUAL
NOTE – Any active aftertreatment system fault code(s) may inhibit a Regen. Diagnose active fault
code(s), other than SPN 3719 (DPF Soot Load), before continuing (see Electronic Control Systems
Diagnostics” in Engine Diagnostic Manual).
Table 182
Check Active Regen Inhibitors
1. Turn ignition switch to ON position, engine OFF.
2. Using ServiceMaxx™ software, load the Aftertreatment session.
3. Start engine and run vehicle speed above 5 mph.
4. Verify all listed inhibitors are displaying Not Inhibited.
Check
Expected Results
Comment
AFT Regen Inhibit
Status
Not Inhibited
If inhibited, correct the cause. Check switches and any DTC
that may be causing the Regen inhibit.
Red Stop Alert Lamp
Off
If On, Regen can't be run. Go to appropriate aftertreatment
system diagnostics section in this manual.
Regen Inhibit Switch
Off
If On, turn switch Off. If switch does not turn Off, then
diagnose circuit fault.
PTO Enable Switch
Off
If On, turn switch Off. If switch does not turn Off, then
diagnose circuit fault.
PTO Switch
Off
If On, turn switch Off. If switch does not turn Off, then
diagnose circuit fault.
If no inhibitors are active and Regen is needed, go to Parked Regen Checks (page 155).
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DIAGNOSTIC MANUAL
Table 183
Check Parked Regen Inhibitors
1. Turn ignition switch ON, engine OFF.
2. Using EST with ServiceMaxx™ software, load the Aftertreatment session.
3. Verify all listed Inhibitors are displaying Not Inhibited.
Checks
Expected Results
Comment
AFT Regen Inhibit status
Not Inhibited
If inhibited, correct the cause. Check switches and any
DTC that may be causing the Regen inhibit.
Red Stop Alert lamp
Off
If On, Regen can't be run. Go to appropriate aftertreatment
system diagnostics section in this manual.
Regen inhibit switch
Off
If On, turn switch Off. If switch does not turn Off, then
diagnose circuit fault.
PTO enable switch
Off
If On, turn switch Off. If switch does not turn Off, then
diagnose circuit fault.
PTO switch
Off
If On, turn switch Off. If switch does not turn Off, then
diagnose circuit fault.
Parking brake switch
On
If Off, set parking brake, if switch does not turn On, then
diagnose circuit fault.
Brake Pedal switch
Off
If On and foot is off pedal, then diagnose circuit fault.
Accelerator Pedal
Position
0%
If above 0%, and foot is off pedal, then diagnose circuit
fault.
Clutch Pedal Switch
Off
If On and foot is off pedal, then diagnose circuit fault.
Transmission Position
Park or Neutral
If engaged, disengage, or diagnose circuit fault.
If no inhibitors and a Regen is needed, go to the following Parked Regen Checks.
Parked Regen Checks
During a Parked Regen the engine speed will ramp up to 1200-1800 rpm.
Typical readings:
•
ETV: 80% (closed).
•
EGR Position: 0% (closed)
•
DOCIT: 482 - 572°F (250-300°C)
•
DOCOT: 1112 - 1202°F (600–650°C) (after 5-10 minutes)
•
DPFOT: 1022 - 1112°F (550–600°C) (after 10-15 minutes)
•
DPFDP: Decreasing steadily once DPFIT and DPFOT are steady and above 1022°F (550°C).
Using EST with ServiceMaxx™ software, open the Aftertreatment session. Start a Parked Regen and
monitor signals.
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DIAGNOSTIC MANUAL
Table 184
Parked Regen Checks
Using EST with ServiceMaxx™ software, open the Aftertreatment session. Open the inhibitors tab and check
for Inhibitors.
Checks
Expected Results
Comment
Engine condition
Smooth, not stumbling
If engine does not run smoothly, diagnose engine
performance problem. See “PERFORMANCE
DIAGNOSTICS in appropriate Engine Diagnostic Manual.
DPF Status
Regen Needed
If signal reads “Not needed”, than a Regen cannot be
commanded to run.
Engine Coolant
Temperature
Above 150ºF (66ºC)
If below 150ºF (66ºC), warm engine above set point.
AFT Regen Status
Active
If signal reads “Not Active”, check for fault codes and
Parked Regen Inhibitors.
EGR Position
Closed
If not closed, diagnose sensor or circuit (See appropriate
Engine Diagnostic Manual).
ETV Position
80% ±5%
If not within specifications, see diagnose sensor or circuit
(See appropriate Engine Diagnostic Manual).
DOCIT
482ºF (250ºC) to
572ºF (300ºC)
If below 482ºF (250ºC), using Electronic Service Tool
(EST) with ServiceMaxx™ software, run the KOER Air
Management Test.
If above 572ºF (300ºC), check for proper ETV operation,
and if engine is over fueling.
DOCOT
After 5-10 minutes
above 986ºF (530ºC)
If below 986ºF (530ºC), diagnose and repair active
DOCOT fault code(s) (Ex. SPN 4766 FMI 10). If no active
fault code(s), go to appropriate aftertreatment system
diagnostics section in this manual.
DPFOT
Below 1292ºF (700ºC)
If above 1292ºF (700ºC), diagnose and repair active
DPFOT fault code(s). If no active fault code(s), go to
appropriate aftertreatment system diagnostics section in
this manual.
DPFDP
Below 0.5 psi (3.4
kPa)
If above 0.5 psi (3.4 kPa), after the system completes a
full Parked Regen, diagnose and repair active DPFDP
fault code(s). If no active fault code(s), go to appropriate
aftertreatment system diagnostics section in this manual.
If the DPF is face plugged, measure the distance between the filter and outlet. If not within specification,
the filter cannot be cleaned and must be replaced.
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DIAGNOSTIC MANUAL
15.2. ENTRY CONDITIONS
Overview
A Regen may not occur due to any of the following conditions:
•
Inhibitors do not match their expected value
•
Entry conditions have not been met
•
Active fault code(s)
To view the status of Regen inhibitors, use an Electronic Service Tool (EST) with ServiceMaxx™ software, go
to Tests > KOER Aftertreatment Tests > Onboard Filter Cleanliness Test. Select the Inhibitors tab.
NOTE – Any active aftertreatment system fault code(s) may inhibit a Regen. Diagnose active fault code(s)
before continuing (see Electronic Control Systems Diagnostics” in Engine Diagnostic Manual)
Table 185
Entry Conditions for an Active Regen
When the ECM determines the soot level threshold is reached, the system triggers DPF Regen.
NOTE – Short trips or stop and go driving could prevent a successful Regen.
The following conditions are required for an Active Regen:
•
DPF Status signal displaying: Regen Needed
•
Red stop engine lamp not on
•
Engine Coolant Temperature is above or at least 170ºF (75ºC)
•
Inhibiting DTCs must not be active
•
Regen Inhibit switch not active (switch must be off)
•
PTO not active (switch must be off)
•
Exhaust Temperature sensors below safe thresholds:
•
DOCIT below 932°F (500°C)
•
DOCOT below 120°F (650°C)
•
DPFOT below 1382°F (750°C)
If DPF Status displays Regen needed and vehicle is unable to perform an Active Regen, go to appropriate
aftertreatment system diagnostics section in this manual.
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DIAGNOSTIC MANUAL
DPF Status Test
This test checks the status of the DPF if the Soot level is within a Regen Needed limit. The test will automatically
start a Parked Regen.
NOTE – The KOER Standard Test must be run before performing this test.
This test will perform a complete Parked Regen.
Engine speed is ramped up to increase exhaust flow through the DPF while the DPFDP sensor monitors the
pressure difference across the DPF. The test runs for about 15 minutes. If a Regen is needed, the engine ramps
up for another 15 minutes, but this time to run DPF Regen cycle.
The following conditions are required for a Onboard Filter Cleanliness Test.
•
Engine Running
•
Engine Coolant Temperature is above or at least 170ºF (75ºC)
•
Vehicle stationary
•
Inhibit DTCs must not be active: Go to Regen Inhibitors page 152
•
PTO not active (switch must be off)
•
Regen inhibit switch not active (switch must be off)
•
Parking brake must be applied
•
Brake pedal not depressed
•
Accelerator pedal not depressed
•
Driveline disengaged
•
If the Soot level is within normal range, the test completes and displays “Test Completed Successful.” This
test does not give pass or fail results. The test only allows the operation of the aftertreatment system to be
validated by monitoring the effects of DOCIT, DOCOT, DPFOT, and DPFDP sensor.
•
If the test is aborted, go to Regen Inhibitors page 152. If no regen inhibitors are identified, go to appropriate
aftertreatment system diagnostics section in this manual.
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Table 187
Entry Conditions for a Parked Regen
A Parked Regen can only be performed when the DPF soot level threshold is reached. The DPF lamp will
flash or stay on solid, signaling the need for Regen.
The following conditions are required for a Parked Regen:
•
Engine Running
•
DPF lamp is on
•
Parked Regen switch on
•
DPF Status signal displaying: Regen Needed
•
Red stop engine lamp not on
•
Engine Coolant Temperature is above or at least 170ºF (75ºC)
•
Vehicle speed not rolling
•
Inhibiting DTCs must not be active. Go to Regen Inhibitors page 152
•
Regen Inhibit switch not active (switch must be off)
•
PTO not active (switch must be off)
•
Exhaust Temperature sensors below safe thresholds:
•
DOCIT below 932°F (500°C)
•
DOCOT below 1202°F (650°C)
•
DPFOT below 1382°F (750°C)
Onboard Filter Cleanliness Test. DPF Status displays “Regen needed” and vehicle is unable to perform an Active
Regen, go to appropriate aftertreatment system diagnostics section in this manual.
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DIAGNOSTIC MANUAL
DPF AND DOC REUSE GUIDELINES
16.1. MAXXFORCE® DT, 9, AND 10; MAXXFORCE® 11, 13 AND 15
NOTE – These guidelines apply to MaxxForce® DT, 9, 10, 11, and 13 (EPA 10) non-Selective Catalyst
Reduction (SCR) aftertreatment systems. When inspecting aftertreatment systems with SCR, reference
the appropriate Exhaust Aftertreatment Service Manual with DPF and SCR.
This section will provide reuse guidelines for the Diesel Oxidation Catalyst (DOC) and Diesel Particulate
Filter (DPF).
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DIAGNOSTIC MANUAL
16.1.1. Diesel Particulate Filter (DPF) Inlet - Clean
Figure 46
Diesel Particulate Filter (DPF) Inlet - Clean.
Appearance
Black soot or gray ash can be seen on the face of the DPF and within the channels.
Cause
The system is working properly.
Action
The DPF can be reused.
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16.1.2. Diesel Particulate Filter (DPF) Inlet - Dirty, but Reusable
Figure 47
Diesel Particulate Filter (DPF) Inlet - Dirty, but Reusable.
Appearance
Black soot or gray ash on the face of the DPF and within the channels.
Cause
The system is working properly.
Action
The DPF can be reused.
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16.1.3. Diesel Particulate Filter (DPF) Inlet - Face Plugged
Figure 48
Diesel Particulate Filter (DPF) Inlet - Face Plugged.
Appearance
The DPF is completely covered with black soot or gray ash.
Cause
Excessive soot generation.
Action
Determine and repair the root cause of excessive soot generation. Once the root cause
is repaired, properly service and reuse the DPF.
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16.1.4. Diesel Particulate Filter (DPF) - Melted
Figure 49
Diesel Particulate Filter (DPF) - Melted.
Appearance
Melted or deformed DPF cells.
Cause
Excessive exhaust gas temperatures.
Action
Determine the cause of excessive exhaust gas temperatures. Refer to the appropriate
Engine Diagnostic Manual for diagnostic procedures. Once the cause of the excessive
exhaust gas temperature has been repaired, replace the DPF.
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16.1.5. Diesel Particulate Filter (DPF) - Cracked but Reusable
Figure 50
Diesel Particulate Filter (DPF) - Cracked, but Reusable.
Appearance
Surface cracking on either face of the DPF.
Action
The DPF can be reused.
NOTE – Surface cracking on either face of the Diesel Particulate Filter (DPF) substrate is normal and
acceptable. If no black smoke is present during Snap Acceleration Test do NOT replace the DPF for
surface cracks.
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16.1.6. Diesel Particulate Filter (DPF) Inlet- Ash on Face
Figure 51
Diesel Particulate Filter (DPF) Inlet - Ash on Face.
Appearance
Buildup of ash on the inlet face of the DPF.
Cause
Normal system operation.
Action
Properly service and reuse DPF.
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DIAGNOSTIC MANUAL
16.1.7. Diesel Particulate Filter (DPF) - Excessive Brick Shift
1. Diesel Particulate Filter Outlet
Temperature (DPFOT) sensor
Figure 52
Diesel Particulate Filter (DPF) - Excessive Brick Shift.
Appearance
The DPF brick has shifted past the DPFOT sensor causing damage to the DPF
substrate.
Cause
Excessive soot accumulation caused by a base engine concern resulting in higher than
normal exhaust back pressure.
Action
Determine and repair the root cause of the excessive exhaust back pressure. Once the
root cause is repaired, replace the DPF.
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16.1.8. Diesel Particulate Filter (DPF) - Moderate Brick Shift
1. Diesel Particulate Filter Outlet
Temperature (DPFOT) sensor
Figure 53
Diesel Particulate Filter (DPF) - Moderate Brick Shift.
Appearance
The DPF brick has shifted and made contact with the DPFOT sensor port bung, but has
not damaged the DPF substrate.
Cause
Excessive soot accumulation caused by a base engine concern, resulting in higher than
normal exhaust back pressure.
Action
Determine and repair the root cause of the excessive exhaust back pressure. Once the
root cause is repaired, perform the DPF snap acceleration test. If no black smoke is
seen during the snap acceleration test, the DPF can be reused.
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16.1.9. Diesel Oxidation Catalyst (DOC) Outlet - Dirty but Reusable
Figure 54
Diesel Oxidation Catalyst (DOC) Outlet - Dirty, but Reusable.
Appearance
Black soot or gray ash on the face of the DOC.
Cause
The system is working properly.
Action
The DOC can be reused.
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DIAGNOSTIC MANUAL
16.1.10. Diesel Oxidation Catalyst (DOC) - Separation
A. DOC separation
Figure 55
Diesel Oxidation Catalyst (DOC) - Separation.
Appearance
DOC separation between the substrate and housing.
Cause
Occurs during the manufacturing process.
Action
The DOC can be reused.
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DIAGNOSTIC MANUAL
16.1.11. Diesel Oxidation Catalyst (DOC) - Melted
Figure 56
Diesel Oxidation Catalyst (DOC) - Melted.
Appearance
Melted or deformed DOC cells.
Cause
Excessive exhaust gas temperatures.
Action
Determine the cause of excessive exhaust gas temperatures. Refer to the appropriate
Engine Diagnostic Manual for diagnostic procedures. Once the cause of the excessive
exhaust gas temperature has been repaired, replace the DOC.
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DIAGNOSTIC MANUAL
16.1.12. Diesel Oxidation Catalyst (DOC) or Diesel Particulate Filter (DPF) - Damaged
Sensor Port Threads
1. Damaged port threads
Figure 57
Diesel Oxidation Catalyst (DOC) or Diesel Particulate Filter (DPF) Damaged Sensor Port
Threads.
Appearance
The DOC or DPF differential pressure or temperature sensor port threats are damaged.
Cause
Seized threads.
Action
Repair the damaged threads with DPF Repair Kit 12–235–02 (12 mm thread) and DPF
Repair Kit 12–235–03 (14 mm thread).
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DIAGNOSTIC MANUAL
ABBREVIATIONS AND ACRONYMS
A or amp
Ampere
AAT
Ambient Air Temperature
ABDC
After Bottom Dead Center
ABS
Antilock Brake System
AC
Alternating Current
ACCEL
Accelerator
ACM
Aftertreatment Control Module
ACV
Air Control Valve
A/F
Air to Fuel ratio
AFI
Aftertreatment Fuel Injector
AFP
Aftertreatment Fuel Pressure
AFS
Aftertreatment Fuel Supply
AFT
Aftertreatment
AFTFD
Aftertreatment Fuel Doser
AFTFIT
Aftertreatment Fuel Inlet Temperature
AFTFIS
Aftertreatment Fuel Inlet Sensor
AFTFP
Aftertreatment Fuel Pressure
AFTFP1
Aftertreatment Fuel Pressure 1
AFTFP2
Aftertreatment Fuel Pressure 2
AFTFSV
Aftertreatment Fuel Shutoff Valve
Amb
Ambient
amp or A
Ampere
AMS
Air Management System
APP
Accelerator Pedal Position
APP1
Accelerator Pedal Position 1
APP2
Accelerator Pedal Position 2
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DIAGNOSTIC MANUAL
APS
Accelerator Position Sensor
APS/IVS
Accelerator Position Sensor / Idle Validation Switch
ATA
American Trucking Association
ATDC
After Top Dead Center
AWL
Amber Warning Lamp
B+ or VBAT
Battery Voltage
BAP or BARO
Barometric Absolute Pressure
BBDC
Before Bottom Dead Center
BC
Body Controller
BCS
Boost Control Solenoid
BDC
Bottom Dead Center
bhp
Brake Horsepower
BOO
Brake On / Off
BTDC
Before Top Dead Center
C
Celsius
CAC
Charge Air Cooler
CACOT
Charge Air Cooler Outlet Temperature
CAN
Controller Area Network
CAP
Cold Ambient Protection
CARB
California Air Resources Board
cc
Cubic centimeter
CCA
Cold Cranking Ampere
CCV
Coolant Control Valve
CCOS
Crankcase Oil Separator (breather)
CCPS
Crankcase Pressure Sensor
CCS
Cruise Control Switches
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DIAGNOSTIC MANUAL
cfm
Cubic feet per minute
cfs
Cubic feet per second
CFV
Coolant Flow Valve
CKP
Crankshaft Position
cm
Centimeter
CMP
Camshaft Position
CMV
Coolant Mixer Valve
CO
Carbon Monoxide
Cyl
Cylinder
DC
Direct Current
DLC
Data Link Connector
DMM
Digital Multimeter
DOC
Diesel Oxidation Catalyst
DOCIT
Diesel Oxidation Catalyst Inlet Temperature
DOCOT
Diesel Oxidation Catalyst Outlet Temperature
DPF
Diesel Particulate Filter
DPFDP
Diesel Particulate Filter Differential Pressure
DPFIT
Diesel Particulate Filter Inlet Temperature
DPFOT
Diesel Particulate Filter Outlet Temperature
DSI
Down Stream Injection
DTC
Diagnostic Trouble Code
DTCs
Diagnostic Trouble Codes
EBP
Exhaust Back Pressure
EBPV
Exhaust Back Pressure Valve
ECB
Engine Compression Brake
ECL
Engine Coolant Level
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DIAGNOSTIC MANUAL
ECM
Engine Control Module
ECT
Engine Coolant Temperature
ECT1
Engine Coolant Temperature 1
ECT2
Engine Coolant Temperature 2
EGR
Exhaust Gas Recirculation
EGT
Exhaust Gas Temperature
EGT1
Exhaust Gas Temperature 1
EGT2
Exhaust Gas Temperature 2
EGT3
Exhaust Gas Temperature 3
EMI
Electromagnetic Interference
EOP
Engine Oil Pressure
EOT
Engine Oil Temperature
EPA
Environmental Protection Agency
ESN
Engine Serial Number
EST
Electronic Service Tool
ETC
Engine Throttle Control
ETP
Engine Throttle Position
ETV
Engine Throttle Valve
EVB
Exhaust Valve Brake
EWPS
Engine Warning Protection System
F
Fahrenheit
FCV
Fuel Coolant Valve
FDP
Fuel Delivery Pressure
fhp
Friction horsepower
FMI
Failure Mode Indicator
FPC
Fuel Pump Control
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DIAGNOSTIC MANUAL
FPCV
Fuel Pressure Control Valve
fpm
Feet per minute
fps
Feet per second
FRP
Fuel Rail Pressure
FRPD
Fuel Rail Pressure Desired
ft
Feet
GND
Ground (electrical)
gal
Gallon
gal/h
U.S. Gallons per hour
gal/min
U.S. Gallons per minute
GCW
Gross Combined Weight
GCWR
Gross Combined Weight Rating
GVW
Gross Vehicle Weight
H2O
Water
HC
Hydrocarbons
HCI
Hydrocarbon Injection
HEST
High Exhaust System Temperature
Hg
Mercury
hp
Horsepower
HPCAC
High-Pressure Charge Air Cooler
HPCR
High-Pressure Common Rail
HPFP
High-Pressure Fuel Pump
hr
Hour
HS
Humidity Sensor
Hyd
Hydraulic
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DIAGNOSTIC MANUAL
IAH
Inlet Air Heater
IAHR
Inlet Air Heater Relay
IAT
Inlet Air Temperature
IC
Integrated Circuit
ICP
Injection Control Pressure
ICPR
Injection Control Pressure Regulator
IGN
Ignition
IMP
Intake Manifold Pressure
IMT
Intake Manifold Temperature
in
Inch
inHg
Inch of mercury
INJs
Injectors
IPR
Injection Pressure Regulator
ISC
Interstage Cooler
ITV
Intake Throttle Valve
J1939H
J1939 Data Link High
J1939L
J1939 Data Link Low
kg
Kilogram
km
Kilometer
km/h
Kilometers per hour
KOEO
Key-On Engine-Off
KOER
Key-On Engine-Running
kPa
Kilopascal
L
Liter
lb
Pound
lbf
Pounds of force
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DIAGNOSTIC MANUAL
lb/s
Pounds per second
lbf ft
Pounds of force per foot
lb in
Pounds of force per inch
lbm
Pounds of mass
LPCAC
Low-pressure Charge Air Cooler
LSD
Low Sulfur Diesel
m
Meter
m/s
Meters per second
MAF
Mass Air Flow
MAP
Manifold Absolute Pressure
MAP/IAT
Manifold Absolute Pressure / Inlet Air Temperature
mi
Mile
MIL
Malfunction Indicator Lamp
mm
Millimeter
mpg
Miles per gallon
mph
Miles per hour
MSDS
Material Safety Data Sheet
MSM
Multiplex System Module
MY
Model Year
NC
Normally Closed (electrical)
Nm
Newton meter
NO
Normally Open (electrical)
NOX
Nitrogen Oxides
O2S
Oxygen Sensor
O2SH
Oxygen Sensor Heater
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DIAGNOSTIC MANUAL
OSHA
Occupational Safety and Health Administration
OWL
Oil/Water Lamp
PID
Parameter Identifier
P/N
Part Number
PDOC
Pre-Diesel Oxidation Catalyst
ppm
Parts per million
PROM
Programmable Read Only Memory
psi
Pounds per square inch
psia
Pounds per square inch absolute
psig
Pounds per square inch gauge
pt
Pint
PTO
Power Takeoff
PWM
Pulse Width Modulate
PWR
Power (voltage)
qt
Quart
RAM
Random Access Memory
rpm
Revolutions per minute
SIG GND
Signal Ground
S/N
Serial Number
SPEEDO
Speedometer
SPN
Suspect Parameter Number
SWBAT
Switch Battery
TC2CIS
Turbocharger 2 Compressor Inlet Sensor
TC1TOP
Turbocharger 1 Turbine Outlet Pressure
TC2TOP
Turbocharger 2 Turbine Outlet Pressure
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DIAGNOSTIC MANUAL
TC1WC
Turbocharger 1 Wastegate Control
TC2WC
Turbocharger 2 Wastegate Control
TCM
Transmission Control Module
TDC
Top Dead Center
V
Volt
VBAT or B+
Battery Voltage
VGT
Variable Geometry Turbo
VIN
Vehicle Identification Number
VREF
Reference Voltage
VSS
Vehicle Speed Sensor
WTSL
Wait to Start Lamp
WIF
Water In Fuel
WIFL
Water In Fuel Lamp
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TERMINOLOGY
Accelerator Pedal Position
(APP) sensor
A potentiometer sensor that indicates the position of the throttle pedal.
Actuator
A device that performs work in response to an input signal.
Actuator Control
The ECM controls the actuators by applying a low-level signal (low-side driver) or a high-level signal (high
side driver). When switched on, both drivers complete a ground or power circuit to an actuator.
Aeration
The entrainment of air or combustion gas in coolant, lubricant, or fuel.
Aftercooler (Charge Air Cooler)
A heat exchanger mounted in the charge air path between the turbocharger and engine intake manifold.
The aftercooler reduces the charge air temperature by transferring heat from the charge air to a cooling
medium (usually air).
Aftertreatment Fuel Doser
(AFTFD)
A part of the Down Stream Injection (DSI) unit that sends pressurized fuel to the Aftertreatment Fuel
Injector (AFI) to inject fuel into the exhaust pipe.
Aftertreatment Fuel Injector
(AFI)
Injects fuel into the exhaust system to increase temperature of the exhaust gases.
Aftertreatment (AFT) system
A part of the exhaust system that processes engine exhaust to meet emission requirements and traps
particulate matter (soot) to prevent it from leaving the tailpipe.
Air Control Valve (ACV)
Contains the LP turbocharger wastegate control port, HP turbocharger wastegate control port, the EBPV
control port, and the TC1TOP port. Although these components are integral to the ACV, each circuit is
controlled by the ECM. The ACV controls compressed air for each control valve.
Ambient temperature
The environmental air temperature in which a unit is operating. In general, the temperature is measured in
the shade (no solar radiation) and represents the air temperature for other engine cooling performance
measurement purposes. Air entering the radiator may or may not be the same ambient due to possible
heating from other sources or recirculation. (SAE J1004 SEP81)
Ampere (amp)
The standard unit for measuring the strength of an electrical current. The flow rate of a charge in a
conductor or conducting medium of one coulomb per second. (SAE J1213 NOV82)
Analog
A continuously variable voltage.
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DIAGNOSTIC MANUAL
American Trucking Association
(ATA) Datalink
A serial datalink specified by the American Trucking Association and the SAE.
Boost pressure
1. The pressure of the charge air leaving the turbocharger.
2. Inlet manifold pressure that is greater than atmospheric pressure. Obtained by turbocharging.
Bottom Dead Center (BDC)
The lowest position of the piston during the stroke.
Brake Horsepower (bhp)
The power output from an engine, not the indicated horsepower. The power output of an engine,
sometimes-called flywheel horsepower, is less than the indicated horsepower by the amount of friction
horsepower consumed in the engine.
Brake Horsepower (bhp) net
Net brake horsepower is measured with all engine components. The power of an engine when configured
as a fully equipped engine. (SAE J1349 JUN90)
Calibration
ECM programming strategy to solve engine performance equations and make decisions. Calibration
values are stored in ROM and put into the processor during programming to allow the engine to operate
within certain parameters.
Camshaft Position (CMP)
sensor
A magnetic pickup sensor that provides the ECM with a camshaft speed and position signal.
Carbon Monoxide (CO)
A colorless, odorless, highly poisonous gas that is formed by the incomplete combustion of carbon burning
diesel engine. It is present in the exhaust gases of diesel engines.
Catalyst
A substance that produces a chemical reaction without undergoing a chemical change itself.
Catalytic converter
An antipollution device in the exhaust system that contains a catalyst for chemically converting some
pollutants in the exhaust gases (carbon monoxide, unburned hydrocarbons, and oxides of nitrogen) into
harmless compounds.
Charge air
Dense, pressurized, heated air discharged from the turbocharger.
Charge Air Cooler (CAC)
See Aftercooler.
Charge Air Outlet Temperature
(CACOT) sensor
A thermistor sensor that monitors the temperature of charge air entering the intake air duct.
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Closed loop operation
A system that uses sensors to provide feedback to the ECM. The ECM uses the sensor input to continuously
monitor variables and adjust actuators to match engine requirements.
Controller Area Network (CAN)
A J1939 high-speed communication link.
Coolant
A fluid used to transport heat from one point to another.
Coolant level switch
A switch sensor used to monitor coolant level.
Coolant Flow Valve (CFV)
The CFV is ECM controlled and redirects coolant through the fuel cooler, based on EFT, when directed.
Coolant Mixer Valve (CMV)
Controls coolant flow through the low-temperature radiator.
Continuous Monitor Test
An ECM function that continuously monitors the inputs and outputs to ensure that readings are within set
limits.
Crankcase
The housing that encloses the crankshaft, connecting rods, and allied parts.
Crankcase breather
A vent for the crankcase to release excess interior air pressure.
Crankcase Oil Separator Speed
(CCOSS) sensor
The CCOSS sensor sends the ECM information about the speed of the crankcase oil separator internal
components.
Crankcase pressure
The force of air inside the crankcase against the crankcase housing.
Crankshaft Position (CKP)
sensor
A magnetic pickup sensor that determines crankshaft position and speed.
Current
The flow of electrons passing through a conductor. Measured in amperes.
Diagnostic Trouble Code (DTC)
2010 model year vehicles no longer utilize DTC identification by number. DTCs are now identified using the
Suspect Parameter Number (SPN) and Failure Mode Indicator (FMI) identifiers only.
Diesel Particulate Filter (DPF)
A diesel particulate filter, sometimes called a DPF, is a device designed to remove diesel particulate matter
or soot from the exhaust gas of a diesel engine.
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Diesel Oxidation Catalyst
(DOC)
A DOC is part of the diesel exhaust Aftertreatment system. DOCs are devices that use a chemical process
to break down pollutants in the exhaust stream into less harmful components. More specifically, DOCs
utilize rare metals such as palladium and platinum to reduce hydrocarbon based Soluble Organic Fraction
(SOF) and carbon monoxide content of diesel exhaust by simple oxidation. The DOC can be used during an
active regeneration to create higher exhaust temperatures, thereby reducing soot in the DPF.
Digital Multimeter (DMM)
An electronic meter that uses a digital display to indicate a measured value. Preferred for use on
microprocessor systems because it has a very high internal impedance and will not load down the circuit
being measured.
Displacement
The stroke of the piston multiplied by the area of the cylinder bore multiplied by the number of cylinders in
the engine.
Down Stream Injection (DSI)
The DSI system injects fuel into the exhaust system to increase temperature of the exhaust gases, and is
necessary for DPF regeneration.
Dual Stage Turbocharger
An assembly of two turbochargers (low-pressure and high-pressure) in series to provide a wide range of
charge air pressures efficiently.
Duty cycle
A control signal that has a controlled on/off time measurement from 0 to 100%. Normally used to control
solenoids.
EGR Cooler
A cooler that allows heat to dissipate from the exhaust gasses before they enter the intake manifold.
Engine Back Pressure Valve
(EBPV)
The ECM commands the EBPV to control the Exhaust Brake.
Engine Compression Brake
(ECB) valve
The ECB valve controls pressure entering the brake oil gallery from the high-pressure oil rail gallery. This
activates the brake actuator pistons and opens the exhaust valves.
Engine Compression Brake 1
(ECB1) solenoid
The ECB1 solenoid controls pressure entering the brake oil gallery from the high-pressure oil rail gallery.
Engine Compression Brake 2
(ECB2) solenoid
The ECB2 solenoid controls pressure entering the brake oil gallery from the high-pressure oil rail gallery.
Engine Compression Brake
Pressure (ECBP) sensor
A high-pressure sensor that provides a feedback signal to the ECM indicating brake control pressure.
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DIAGNOSTIC MANUAL
Engine Control Module (ECM)
An electronic processor that monitors and controls the engine.
Engine Coolant Level (ECL)
sensor
A switch sensor that monitors coolant level.
Engine Coolant Temperature 1
(ECT1) sensor
A thermistor sensor that detects engine coolant temperature.
Engine Coolant Temperature 2
(ECT2) sensor
A thermistor sensor that detects engine coolant temperature.
Engine Fuel Temperature (EFT)
sensor
A thermistor sensor that measures fuel temperature.
Engine lamp
An instrument panel lamp that comes on when DTCs are set. DTCs can be read as flash codes (red and
amber instrument panel lamps).
Engine OFF tests
Tests that are done with the ignition switch ON and the engine OFF.
Engine Oil Pressure (EOP)
sensor
A variable capacitance sensor that measures oil pressure.
Engine Oil Temperature (EOT)
sensor
A thermistor sensor that measures oil temperature.
Engine rating
Engine rating includes Rated hp and Rated rpm.
Engine RUNNING tests
Tests done with the engine running.
Engine Throttle Valve (ETV)
and Engine Throttle Position
Sensor
The ETV valve is used to control airflow during a regeneration process of the aftertreatment system. The
ETV valve is also used to ensure a smooth engine shut down by restricting airflow to the engine at shut down.
Engine Warning Protection
System (EWPS)
Safeguards the engine from undesirable operating conditions to prevent engine damage and to prolong
engine life.
Exhaust Back Pressure (EBP)
The pressure present in the exhaust system during the exhaust period.
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DIAGNOSTIC MANUAL
Exhaust Back Pressure Valve
(EBPV)
A valve that regulates the amount of air pressure applied to the EBPV pneumatic actuator.
Exhaust brake
A brake device using engine exhaust back pressure as a retarding medium.
Exhaust Gas Recirculation
(EGR)
A system used to recirculate a portion of the exhaust gases into the power cylinder in order to reduce
oxides of nitrogen.
Exhaust Gas Temperature
(EGT)
The temperature of exhaust gases.
Exhaust Gas Recirculation
Temperature (EGRT) sensor
A thermistor sensor that detects the exhaust gas temperature entering the EGR cooler.
Exhaust Gas Recirculation
(EGR) valve
The EGRV controls the flow of exhaust gases to the intake manifold. The EGRV is integrated with an
EGR Position (EGRP) sensor.
Exhaust manifold
Exhaust gases flow through the exhaust manifold to the turbocharger exhaust inlet and are directed to
the EGR cooler.
Exhaust Manifold Pressure
(EMP) sensor
A variable capacitance sensor used to indicate air pressure in the exhaust manifold.
Exhaust Manifold Temperature
(EMT) sensor
A thermistor sensor used to indicate air temperature in the exhaust manifold.
Failure Mode Indicator (FMI)
Identifies the fault or condition effecting the individual component.
Fuel Delivery Pressure (FDP)
sensor
A variable capacitance sensor that monitors fuel pressure coming from the fuel tank and sends a signal
to the ECM.
Fuel pressure
The force fuel exerts on the fuel system as it is pumped through the fuel system.
Fuel Pressure Control Valve
(FPCV)
The FPCV controls the fuel pressure to the fuel rails and is controlled by the ECM. FPCV control depends
on fuel pressure and fuel temperature.
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Fuel Rail Pressure (FRP)
The amount of pressure in the fuel rail.
Fuel Rail Pressure (FRP)
sensor
A variable capacitance sensor that monitors fuel pressure in the fuel rail and sends a signal to the ECM.
Fuel strainer
A pre-filter in the fuel system that keeps larger contaminants from entering the fuel system.
Fuel Volume Control Valve
(FVCV)
The FVCV regulates the volume of flow sent to the HPFP. The FVCV allows a sufficient quantity of fuel
to be delivered to the HPFP depending on engine load, speed, injector quantity, fuel temperature, and
number of injections per cycle.
Fully equipped engine
A fully equipped engine is an engine equipped with only those accessories necessary to perform its intended
service. A fully equipped engine does not include components that are used to power auxiliary systems. If
these components are integral with the engine or, for any reason are included on the test engine, the power
absorbed may be determined and added to the net brake power. (SAE J1995 JUN90)
Fusible link (fuse link)
A fusible link is a special section of low tension cable designed to open the circuit when subjected to an
extreme current overload. (SAE J1156 APR86)
Gross Combined Weight Rating
(GCWR)
Maximum combined weight of towing vehicle (including passengers and cargo) and the trailer. The GCWR
indicates the maximum loaded weight that the vehicle is allowed to tow.
Gross brake horsepower
The power of a complete basic engine, with air cleaner, without fan, and alternator, and air compressor
not charging.
Hall effect
The development of a transverse electric potential gradient in a current-carrying conductor or semiconductor
when a magnetic field is applied.
Hall effect sensor
Transducer that varies its output voltage in response to changes in a magnetic field. Commonly used to
time the speed of wheels and shafts.
High-pressure Fuel Pump
(HPFP) assembly
The HPFP is a volumetric pump that supplies fuel at high-pressure. The HPFP is mounted in the rear valley
on the top of the engine and is driven by the camshaft.
High-pressure Piezo Common
Rail (HPCR)
The HPFP pumps fuel through separate tubes to each fuel rail. Each fuel rail has four fuel tubes, one for
each injector, that maintain constant pressure from the high-pressure pump to each injector.
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Horsepower (hp)
Horsepower is the unit of work done in a given period of time, equal to 33,000 pounds multiplied by one
foot per minute. 1 hp = 33,000 lb x 1 ft. /1 min.
Humidity Sensor (HS)
A sensor that measures the moisture content of filtered air entering the intake system.
Hydrocarbons
Organic compounds consisting of hydrogen and carbon (fuel and oil).
Hydrocarbon slip
A normal condition that occurs in the exhaust stream in high idle time applications, where diesel fuel does
not fully combust in the aftertreatment system during regeneration. The diesel fuel “slips” through the Diesel
Particulate Filter (DPF), and into the clean side of the exhaust.
Injection Pressure Regulator
(IPR) valve
A valve that is used to maintain desired injection control pressure.
Injection Control Pressure (ICP)
sensor
Provides a feedback signal to the ECM indicating injection control pressure.
Inlet Air Heater (IAH)
The IAH is primarily used to assist in starting the engine during cold weather. In addition, it helps to reduce
white smoke emissions by heating the incoming air.
Inlet Air Heater Fuel Igniter
(IAHFI)
The IAHFI heats the intake air by vaporizing and igniting fuel in the air inlet duct.
Inlet Air Heater Fuel Solenoid
(IAHFS)
As the engine is cranked, the ECM energizes the IAHFS valve, introducing fuel into the IAHFI, which ignites
and warms the air being drawn into the engine.
Inlet Air Heater Relay (IAHR)
The IAHR provides voltage to the IAHFI, and is controlled by the ECM.
Inlet Air Temperature (IAT)
sensor
A thermistor sensor that monitors intake air temperature.
Intake manifold
Engine component that evenly supplies air to each intake port in the cylinder head(s).
Intake Manifold Pressure (IMP)
sensor
A variable capacitance sensor used to indicate air pressure in the intake manifold.
Intake Manifold Temperature
(IMT) sensor
A thermistor sensor used to indicate air temperature in the intake manifold.
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DIAGNOSTIC MANUAL
Interstage Cooler (ISC)
Uses cooled coolant to lower the charged air temperature that exits from the turbocharger low-pressure
compressor and enters the turbocharger high-pressure compressor.
Low temperature radiator
thermostat
Coolant flow to the low temperature radiator is regulated by the low temperature radiator thermostat.
Lug (engine)
When the engine is run at an overly low RPM for the load being applied.
Manifold Absolute Pressure
(MAP)
Boost pressure in the manifold that is a result of the turbocharger.
Manifold Absolute Pressure
(MAP) sensor
A variable capacitance sensor that measures boost pressure.
Manometer
A double-leg liquid-column gauge, or a single inclined gauge, used to measure the difference between two
fluid pressures. Typically, a manometer records in inches of water.
Mass Air Flow
The intake airflow in an engine.
Mass Air Flow (MAF) sensor
The MAF sensor is used for closed loop control of the EGR valve and ITV. The ECM monitors the MAF
signal so that the ECM can control the EGR and intake throttle systems.
Magnehelic Gauge
A gauge that measures pressure in inches of water.
Magnetic Pickup Sensor
A magnetic pickup sensor generates an alternating frequency that indicates speed. Magnetic pickups have
a two-wire connection for signal and ground. This sensor has a permanent magnetic core surrounded by a
wire coil. The signal frequency is generated by the rotation of the gear teeth that disturb the magnetic field.
Metering unit valve assembly
The Metering unit valve assembly provides a metered amount of fuel to the Aftertreatment Fuel Injector (AFI).
Microprocessor
An integrated circuit in a microcomputer that controls information flow.
Nitrogen Oxides (NOx)
Nitrogen oxides Form by a reaction between nitrogen and oxygen at high temperatures and pressures
in the combustion chamber.
Normally closed
Refers to a switch that remains closed when no control force is acting on it.
Normally open
Refers to a switch that remains open when no control force is acting on it.
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DIAGNOSTIC MANUAL
Ohm (Ω)
The unit of electrical resistance. One ohm is the value of resistance through which a potential of one volt will
maintain a current of one ampere. (SAE J1213 NOV82)
Oxides of Nitrogen (NOx)
Nitrogen oxides formed by a reaction between nitrogen and oxygen at high temperatures.
Oxygen Sensor (O2S)
A sensor that monitors oxygen levels in the exhaust.
Particulate matter
Particulate matter includes mostly burned particles of fuel and engine oil.
Piezometer
An instrument for measuring fluid pressure.
Power
Power is a measure of the rate at which work (force x distance) is done during a specific time. Compare
with Torque.
Power TakeOff (PTO)
Accessory output, usually from the transmission, used to power a hydraulic pump for a special auxiliary
feature (garbage packing, lift equipment, etc).
Pulse Width Modulation (PWM)
Succession of digital electrical pulses, rather than an analog signal. Efficient method of providing power
between fully on and fully off.
Random Access Memory
(RAM)
Computer memory that stores information. Information can be written to and read from RAM. Input
information (current engine speed or temperature) can be stored in RAM to be compared to values stored in
Read Only Memory (ROM). All memory in RAM is lost when the ignition switch is turned off.
Rated gross horsepower
Engine gross horsepower at rated speed as declared by the manufacturer. (SAE J1995 JUN90)
Rated horsepower
Maximum brake horsepower output of an engine as certified by the engine manufacturer. The power of
an engine when configured as a basic engine. (SAE J1995 JUN90)
Rated net horsepower
Engine net horsepower at rated speed as declared by the manufacturer. (SAE J1349 JUN90)
Rated speed
The speed, as determined by the manufacturer, at which the engine is rated. (SAE J1995 JUN90)
Rated torque
Maximum torque produced by an engine as certified by the manufacturer.
Reference voltage (VREF)
A 5 volt reference supplied by the ECM to operate the engine sensors.
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DIAGNOSTIC MANUAL
Regeneration
Oxidation of accumulated soot (carbon-based particulates) in the Diesel Particulate Filter (DPF). The soot is
reduced to ash and stored in the PDF.
ServiceMaxx™ software
Diagnostics software for engine components and systems.
Signal ground
The common ground wire to the ECM for the sensors.
Strategy
A plan or set of operating instructions that the microprocessor follows for a desired goal. Strategy is the
computer program itself, including all equations and decision making logic. Strategy is always stored in
ROM and cannot be changed during calibration.
Stroke
The movement of the piston from Top Dead Center (TDC) to Bottom Dead Center (BDC).
Suspect Parameter Number
(SPN)
A 19-bit number used to identify the item for which diagnostics are being reported. The SPN is used for
multiple purposes, some that are specific to diagnostics are as follows;
•
Identify the least repairable subsystem that has failed.
•
Identify subsystems or assemblies that may not have hard failures but may be exhibiting abnormal
operating performance.
•
Identify a particular event or condition that will be reported.
•
Report a component and non-standard failure mode.
Tachometer output signal
Engine speed signal for remote tachometers.
Thermistor
A semiconductor device. A sensing element that changes resistance as the temperature changes.
Thermistor Sensor
Changes electrical resistance with changes in temperature. Resistance in the thermistor decreases as
temperature increases, and increases as temperature decreases. Thermistors work with a resistor that
limits current to Form a voltage signal matched with a temperature value.
Thrust load
A thrust load pushes or reacts through a bearing in a direction parallel to the shaft.
Top Dead Center (TDC)
The uppermost position of the piston during the stroke.
Torque
A force having a twisting or turning effect. For a single force, the cross product of a vector from some
reference point to the point of application of the force within the force itself. Also known as moment of force
or rotation moment. Torque is a measure of the ability of an engine to do work.
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DIAGNOSTIC MANUAL
Turbocharger
A turbine driven compressor mounted on the exhaust manifold. The turbocharger increases the pressure,
temperature and density of intake air to charge air.
Turbocharger 1 Turbine Outlet
Pressure (TC1TOP) sensor
A variable capacitance sensor that monitors exhaust back-pressure.
Turbocharger 2 Compressor
Inlet (TC2CIS) sensor
The TC2CIS sensor includes a thermistor sensor that monitors the temperature of charge air entering the
HP turbocharger. This sensor also monitors boost pressure for the LP turbocharger.
Turbocharger Wastegate
Control (TCWC) solenoid
Controls the TCWC actuator by regulating the amount of charge air pressure supplied to the TCWC
actuator. The TCWC solenoid is controlled by signals from the ECM in response to engine speed, required
fuel quantity, boost, exhaust back-pressure, and altitude.
Turbocharger 1 Wastegate
Control (TC1WC) solenoid
Controls the TC1WC actuator by regulating the amount of charge air pressure supplied to the TC1WC
actuator. The TC1WC solenoid is controlled by signals from the ECM in response to engine speed, required
fuel quantity, boost, exhaust back-pressure, and altitude. The TC1WC actuator is part of the turbocharger
assembly.
NOTE – TC1WC does not affect engine performance and is removed from postproduction engines.
Turbocharger 2 Wastegate
Control (TC2WC) solenoid
Controls the TC2WC actuator by regulating the amount of charge air pressure supplied to the wastegate
actuator. The TC2WC solenoid is controlled by signals from the ECM in response to engine speed, required
fuel quantity, boost, exhaust back-pressure, and altitude. The TC2WC actuator is part of the turbocharger
assembly.
Variable capacitance sensor
A variable capacitance sensor measures pressure. The pressure forces a ceramic material closer to a thin
metal disc in the sensor, changing the capacitance of the sensor.
Vehicle Speed Sensor (VSS)
Normally a magnetic pickup sensor mounted in the tailshaft housing of the transmission, used to indicate
ground speed.
Viscosity
The internal resistance to the flow of fluid.
Volt (v)
A unit of electromotive force that will move a current of one ampere through a resistance of one Ohm.
Voltage
Electrical potential expressed in volts.
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DIAGNOSTIC MANUAL
Voltage drop
Reduction in applied voltage from the current flowing through a circuit or portion of the circuit current
multiplied by resistance.
Voltage ignition
Voltage supplied by the ignition switch when the key is ON.
Water In Fuel (WIF) sensor
A switch sensor that measures the amount of water in the fuel.
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