EPA07 Maxxforce 11, 13 Diagnostic Manual-1

DIAGNOSTIC/TROUBLESHOOTING MANUAL
DIAGNOSTIC/TROUBLESHOOTING MANUAL
EGES-420-2
December 2009
EGES-420-2
Read all safety instructions in the "Safety Information" section of this manual before doing any procedures.
Follow all warnings, cautions, and notes.
© December 2009 Navistar, Inc.
DIAGNOSTIC/TROUBLESHOOTING MANUAL I
Table of Contents
Foreword. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1
Service Diagnosis . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2
Safety Information. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3
Engine Systems. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5
Engine and Vehicle Features. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .53
Diagnostic Software Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .59
Engine Symptoms Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .89
Hard Start and No Start Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .121
Performance Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .149
Electronic Control Systems Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .187
Diagnostic Tools and Accessories. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .435
Abbreviations and Acronyms. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .463
Terminology. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .469
Appendix A: Performance Specifications. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .477
Appendix B: Diagnostic Trouble Code Index. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .491
Appendix C: Technical Service Information (TSI). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .501
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II DIAGNOSTIC/TROUBLESHOOTING MANUAL
EGES-420-2
DIAGNOSTIC/TROUBLESHOOTING MANUAL 1
Foreword Technical Service Literature

Navistar, Inc. is committed to continuous research 1171898R5 International® MaxxForce® 11
and development to improve products and introduce and 13 Engine Operation and
technological advances. Procedures, specifications, Maintenance Manual
and parts defined in published technical service
EGES-415-1 International® MaxxForce® 11
literature may be altered.
and 13 Engine Service Manual
NOTE: Photo illustrations identify specific parts or EGES-420-2 International® MaxxForce® 11
assemblies that support text and procedures; other and 13 Engine Diagnostic manual
areas in a photo illustration may not be exact.
EGED-425 International® MaxxForce® 11
This manual includes necessary information and and 13 Engine Performance Form
specifications for technicians to maintain Navistar®
EGED-430-2 International® MaxxForce® 11
diesel engines. See vehicle manuals and Technical
and 13 Engine Wiring Diagram
Service Information (TSI) bulletins for additional
information. EGED-435 International® MaxxForce® 11
and 13 Signal Values (available
on ISIS® only)
Technical Service Literature is revised periodically

and mailed automatically to “Revision Service”
subscribers. If a technical publication is ordered, the
latest revision will be supplied.
NOTE: To order technical service literature, contact
your International dealer.
EGES-420-2
2 DIAGNOSTIC/TROUBLESHOOTING MANUAL
Service Diagnosis • Knowledge of the principles of operation for

engine application and engine systems
Service diagnosis is an investigative procedure that
must be followed to find and correct an engine • Knowledge to understand and do procedures in
application problem or an engine problem. diagnostic and service publications
If the problem is engine application, see specific Technical Service Literature required for Effective
vehicle manuals for further diagnostic information. Diagnosis
If the problem is the engine, see specific Engine • Engine Service Manual
Diagnostic Manual for further diagnostic information.
• Engine Diagnostic Manual
Prerequisites for Effective Diagnosis
• Diagnostics Forms
• Availability of gauges and diagnostic test
• Electronic Control Systems Diagnostics Forms
equipment
• Service Bulletins
• Availability of current information for engine
application and engine systems
EGES-420-2
DIAGNOSTIC/TROUBLESHOOTING MANUAL 3
Safety Information • Restrain long hair.
This manual provides general and specific Vehicle

maintenance procedures essential for reliable engine • Make sure the vehicle is in neutral, the parking
operation and your safety. Since many variations in brake is set, and the wheels are blocked before
procedures, tools, and service parts are involved, servicing engine.
advice for all possible safety conditions and hazards
cannot be stated. • Clear the area before starting the engine.
Read safety instructions before doing any service and Engine

test procedures for the engine or vehicle. See related • The engine should be operated or serviced only
application manuals for more information. by qualified individuals.
Disregard for Safety Instructions, Warnings, Cautions, • Provide necessary ventilation when operating
and Notes in this manual can lead to injury, death or engine in a closed area.
damage to the engine or vehicle.
• Keep combustible material away from engine
Safety Terminology exhaust system and exhaust manifolds.
Three terms are used to stress your safety and safe • Install all shields, guards, and access covers
operation of the engine: Warning, Caution, and Note before operating engine.
Warning: A warning describes actions necessary to • Do not run engine with unprotected air inlets or
prevent or eliminate conditions, hazards, and unsafe exhaust openings. If unavoidable for service
practices that can cause personal injury or death. reasons, put protective screens over all openings
before servicing engine.
Caution: A caution describes actions necessary
to prevent or eliminate conditions that can cause • Shut engine off and relieve all pressure in the
damage to the engine or vehicle. system before removing panels, housing covers,
and caps.
Note: A note describes actions necessary for correct,
efficient engine operation. • If an engine is not safe to operate, tag the engine
and ignition key.
Safety Instructions Fire Prevention
Work Area • Make sure charged fire extinguishers are in the
• Keep work area clean, dry, and organized. work area.
• Keep tools and parts off the floor. NOTE: Check the classification of each fire
extinguisher to ensure that the following fire types
• Make sure the work area is ventilated and well lit. can be extinguished.
• Make sure a First Aid Kit is available. 1. Type A — Wood, paper, textiles, and rubbish
Safety Equipment 2. Type B — Flammable liquids
• Use correct lifting devices. 3. Type C — Electrical equipment
• Use safety blocks and stands. Batteries
Protective Measures • Always disconnect the main negative battery
• Wear protective safety glasses and shoes. cable first.
• Wear correct hearing protection. • Always connect the main negative battery cable
last.
• Wear cotton work clothing.
• Avoid leaning over batteries.
• Wear sleeved heat protective gloves.
• Protect your eyes.
• Do not wear rings, watches or other jewelry.
EGES-420-2
4 DIAGNOSTIC/TROUBLESHOOTING MANUAL
• Do not expose batteries to open flames or sparks. • Check for frayed power cords before using power
tools.
• Do not smoke in workplace.
Fluids Under Pressure
Compressed Air
• Use extreme caution when working on systems
• Use an OSHA approved blow gun rated at 207
under pressure.
kPa (30 psi).
• Follow approved procedures only.
• Limit shop air pressure to 207 kPa (30 psi).
Fuel
• Wear safety glasses or goggles.
• Do not over fill the fuel tank. Over fill creates a fire
• Wear hearing protection.
hazard.
• Use shielding to protect others in the work area.
• Do not smoke in the work area.
• Do not direct compressed air at body or clothing.
• Do not refuel the tank when the engine is running.
Tools
Removal of Tools, Parts, and Equipment
• Make sure all tools are in good condition.
• Reinstall all safety guards, shields, and covers
• Make sure all standard electrical tools are after servicing the engine.
grounded.
• Make sure all tools, parts, and service equipment
are removed from the engine and vehicle after all
work is done.
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1 ENGINE SYSTEMS 5
Table of Contents
Engine Identification. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7
Engine Serial Number. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7
Engine Emission Label. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7
Engine Accessory Labels and Identification Plates. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7
Engine Description. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8
Standard Features. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .10
Optional Features. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .10
Chassis Mounted Features. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .11
Engine Component Locations. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .12
Air Management System (AMS). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .16

Air Flow. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .17
Air Management Components. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .17
Turbochargers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .17
Low Pressure Charge Air Cooler (LPCAC). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .19
High Pressure Charge Air Cooler (HPCAC). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .19
Boost Control Solenoid (BCS) Valve. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .19
Exhaust Gas Recirculation (EGR) System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .20
Aftertreatment (AFT) System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .22

Aftertreatment Fuel Injection. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .22
Diesel Particulate Filter (DPF). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .24
Diesel Oxidation Catalyst (DOC). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .24
Aftertreatment System Conditions and Responses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .24
Fuel Management System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .25

Low Pressure Fuel System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .26
High Pressure Fuel System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .28
Engine Lubrication System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .30

Oil Flow and Components. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .31
Engine Cooling System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .35

Cooling System Components. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .35
Cooling System Flow. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .36
Thermostat Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .37
Coolant Control Valve (CCV) operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .37
Engine Retarder System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .39

Engine Retarder Control System Components. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .39
Engine Retarder System Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .41
Open Crankcase Breather System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .42

Open Crankcase Breather System Components. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .42
Open Crankcase Breather System Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .42
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6 1 ENGINE SYSTEMS
Cold Start Assist System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .43

Cold Start Assist System Components. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .43
Cold Start Assist System Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .44
Electronic Control System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .45

Electronic Control System Components. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .45
Operation and Function. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .45
Reference Voltage (VREF). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .45
Signal Conditioner. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .45
Microprocessor. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .45
Microprocessor Memory. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .45
Actuator Control. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .46
Actuators. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .46
Coolant Mixer Valve (CMV) and Coolant Flow Valve (CFV). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .46
Retarder Control. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .46
Exhaust Gas Recirculation (EGR) Control Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .46
Exhaust Gas Recirculation Position (EGRP) Sensor. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .46
Boost Control Solenoid (BCS) Valve. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .46
Cold Start Relay (CSR). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .47
Cold Start Solenoid (CSS) Valve. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .47
Intake Throttle Valve (ITV). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .47
Fuel Pressure Control Valve (FPCV). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .47
Engine and Vehicle Sensors. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .47
Thermistor Sensor. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .47
Variable Resistance Sensor. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .48
Magnetic Pickup Sensor. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .49
Potentiometer. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .50
Switches. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .50
Exhaust Lambda Sensor (ELS). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .51
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1 ENGINE SYSTEMS 7
Engine Identification Engine Emission Label

Engine Serial Number
Figure 1 Engine serial number
The engine serial number is located on the upper left

side of the crankcase below the cylinder head.
Engine Serial Number Examples Figure 2 U.S. Environmental Protection Agency

(EPA) exhaust emission label (example)
International® MaxxForce® 11: 105HM2DXXXXXXX
International® MaxxForce® 13: 124HM2DXXXXXXX
The U.S. Environmental Protection Agency (EPA)
International® MaxxForce® 11: 105HM2YXXXXXXX exhaust emission label is on top of the valve cover
International® MaxxForce® 13: 124HM2YXXXXXXX (front left side). The EPA label typically includes the
following:
Engine Serial Number Codes • Model year
105 – Engine displacement • Engine family, model, and displacement
124 – Engine displacement
H – Diesel, turbocharged, Charge Air Cooler (CAC) • Advertised brake horsepower and torque rating
and electronically controlled • Emission family and control systems
M2 – Motor truck
D – Germany • Valve lash specifications
Y – United States, Huntsville • Engine serial number
7 digit suffix – Engine serial number sequence
• EPA, EURO, and reserved fields for specific
applications
Engine Accessory Labels and Identification

Plates
The following engine accessories may have
manufacturer’s labels or identification plates:
• Air compressor
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8 1 ENGINE SYSTEMS
• Air conditioning compressor

• Alternator
• Aftertreatment Control Module (ACM)
• Cooling fan clutch
• Engine Control Module (ECM)
• Engine Interface Module (EIM)
• High pressure pump
• Power steering pump
• Starter motor
• Turbochargers
Engine Description
International® MaxxForce® 11 and 13 Diesel Engines

Engine Configuration 4 stroke, inline six cylinder diesel
Advertised brake horsepower @ rpm
• MaxxForce® 11 See EPA exhaust emission label
• MaxxForce ® 13 See EPA exhaust emission label
Peak torque @ rpm
Displacement
• MaxxForce® 11 10.5 L (641 in3)
• MaxxForce® 13 12.4 L (758 in3)
Compression ratio 17.0:1
Stroke
• MaxxForce® 11 155 mm (6.10 in)
Bore (sleeve diameter)
Total engine weight (dry weight without trim or accessories)
• MaxxForce® 11 1018 kg (2244 lbs)
• MaxxForce® 13 1018 kg (2244 lbs)
Firing order 1-5-3-6-2-4
Engine rotation direction (facing flywheel) Counterclockwise
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1 ENGINE SYSTEMS 9
Aspiration Dual turbocharged and charge air cooled

Combustion system Direct injection turbocharged
Fuel system High pressure common rail
Lube system capacity (including filter) 40 L (42 qts)
Lube system capacity (overhaul only, with filter) 44 L (46 qts)
Engine oil pressure at operating temperature with SAE 15W-40 oil
• Low idle 138 - 172 kPa (20 - 25 psi)
• High idle 448 - 586 kPa (65 - 85 psi)
Idle speed (no load) 600 rpm
Thermostat operating temperature 83 °C - 91 °C (181 °F - 196 °F)
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10 1 ENGINE SYSTEMS
Standard Features filter housing assembly includes the filter element, fuel
pressure sensor, and drain valve. Conditioned fuel
The International® MaxxForce® 11 and 13 diesel
is then pumped through the high pressure fuel pump
engines are designed for increased durability,
towards the fuel injectors.
reliability, and ease of maintenance.
The fuel injection system is direct common-rail. The
The cylinder head has four valves per cylinder with
system includes a high pressure pump, fuel rail, and
centrally located fuel injectors directing fuel over
fuel injectors. The injectors are installed in the cylinder
the pistons. This configuration provides improved
head under the valve cover.
performance and reduces emissions.
The International® MaxxForce® 11 and 13 engines
The overhead camshaft is supported by seven
use dual turbochargers with an air-to-liquid Charge Air
bearings in the cylinder head. The camshaft gear
Cooler (CAC) after each stage.
is driven from the rear of the engine. The overhead
valve train includes roller rocker arms and dual valves The cold start assist system warms the incoming
that open using a valve bridge. air supply before, during, and a short period after
cranking to aid cold engine starting and reduce white
The MaxxForce® 11 engines use aluminum pistons,
smoke during warm-up.
and the MaxxForce® 13 engines use one piece steel
pistons. All pistons use an offset piston axis and The Exhaust Gas Recirculation (EGR) system
centered combustion bowls. Crown markings show circulates cooled exhaust into the intake air stream in
correct piston orientation in the crankcase. the air inlet duct. This cools the combustion process
and reduces the formation of Nitrogen Oxides (NOX)
The one piece crankcase can withstand high
engine emissions.
pressure loads during operation. The crankcase
uses replaceable wet cylinder liners that are sealed An open crankcase breather system uses an engine
by dual crevice seals. mounted oil separator to return oil to the crankcase
and vent the crankcase gasses to the atmosphere.
The crankshaft has seven main bearings with fore
and aft thrust controlled at the sixth bearing. One
fractured cap connecting rod is attached at each
Optional Features
crankshaft journal. The piston pin moves freely inside
the connecting rod and piston. Piston pin c-clips The engine retarder is available as an option for
secure the piston pin in the piston. The rear oil seal all engine displacements. The engine retarder is a
carrier is part of the flywheel housing, and the front oil compression release system that provides additional
seal carrier is part of the front cover. vehicle braking performance. The operator can
control the engine retarder for different operating
A gerotor lube oil pump is mounted behind the front
conditions.
cover and is driven by the crankshaft. Pressurized oil
is supplied to engine components. All International® Optional cold climate features available are an oil pan
MaxxForce® 11 and 13 engines use an engine oil heater and a coolant heater. Both heaters use an
cooler and a cartridge-style engine oil filter element. electric element to warm engine fluids in cold weather
conditions.
The distributor case serves as the mounting bracket
for the refrigerant compressor. The pad mounting The oil pan heater warms engine oil to ensure
design of the alternator and refrigerant compressor optimum oil flow to engine components.
brackets provide easy removal and improved
The coolant heater warms the engine coolant
durability.
surrounding the cylinders. Warmed engine coolant
The low pressure fuel supply pump draws fuel from the increases fuel economy and aids start-up in cold
fuel tank through the fuel strainer element, and pumps weather conditions.
it through the fuel filter housing assembly. The fuel
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1 ENGINE SYSTEMS 11
Chassis Mounted Features • The Diesel Particulate Filter (DPF) temporarily

stores carbon-based particulates, oxidizes stored
The aftertreatment system, part of the larger exhaust
particulates, stores non-combustible ash, and
system, processes engine exhaust so that it meets
provides required exhaust back pressure drop for
tailpipe emission requirements.
engine performance.
• The Diesel Oxidation Catalyst (DOC) oxidizes
hydrocarbons and carbon monoxide, provides
heat for exhaust system warmup, aids in
temperature management for the DPF,
and oxidizes NO into NO2 for passive DPF
regeneration.
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12 1 ENGINE SYSTEMS
Engine Component Locations
Figure 3 Component location – top

1. Oil module 3. Service breather assembly 5. Intake Throttle Valve (ITV)
2. Exhaust Gas Recirculation 4. High-pressure Charge Air Cooler 6. Glow plug
(EGR) control valve (HPCAC)
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1 ENGINE SYSTEMS 13
Figure 4 Component location – front

1. Coolant Mixer Valve (CMV) 3. Manifold Absolute Pressure/ 6. Vibration damper
2. Exhaust Gas Recirculation Intake Air Temperature 2 7. Coolant heater (if equipped)
(EGR) module (MAP/IAT2) sensor 8. Pulley (water pump)
4. Air inlet duct 9. Coolant Flow Valve (CFV)
5. Pulley (drive housing)
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14 1 ENGINE SYSTEMS
Figure 5 Component location – right

1. Aftertreatment Fuel Injector 6. Engine Oil Temperature (EOT) 10. Retarder control
(AFI) sensor adapter line 11. Boost control actuator
2. Exhaust manifold with butterfly 7. Engine Oil Pressure (EOP) 12. Low-pressure turbocharger
3. Exhaust Gas Recirculation sensor adapter line 13. Exhaust Lambda Sensor (ELS)
(EGR) module 8. Low-pressure Charge Air Cooler 14. Engine Coolant Temperature
4. High-pressure turbocharger (LPCAC) (ECT) sensor
5. Engine Coolant Temperature 2 9. Boost Control Solenoid (BCS)
(ECT2) sensor valve
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1 ENGINE SYSTEMS 15
Figure 6 Component location – left

1. Cold Start Solenoid (CSS) valve 10. Aftertreatment Fuel Pressure 17. Oil preheater (optional)
2. Cold Start Relay (CSR) (AFP) sensor 18. High-pressure pump
3. Engine Control Module (ECM) 11. Air compressor 19. Engine Fuel Pressure (EFP)
4. Injector harness 12. Power steering pump sensor
5. Manifold Air Temperature (MAT) 13. Aftertreatment Fuel Supply 20. Fuel strainer cover
sensor (AFS) valve 21. Fuel primer pump assembly
6. Engine Interface Module (EIM) 14. Aftertreatment Fuel Drain (AFD)
7. Camshaft Position (CMP) sensor valve
8. Fuel filter housing assembly 15. Water drain valve (from fuel
9. Crankshaft Position (CKP) filter)
sensor 16. Oil drain plug
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16 1 ENGINE SYSTEMS
Air Management System (AMS)
Figure 7 Air Management System (AMS)
The AMS includes the following: • Air inlet duct

• Air filter assembly • Cold start assist
• Low pressure turbocharger • Exhaust and intake valves
• Low Pressure Charge Air Cooler (LPCAC) • Exhaust Gas Recirculation (EGR)
• High pressure turbocharger • Exhaust system
• High Pressure Charge Air Cooler (HPCAC) • Engine retarder exhaust manifold with butterfly
• Intake Throttle Valve (ITV) • Diesel Particulate Filter (DPF) – aftertreatment
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1 ENGINE SYSTEMS 17
Air Flow actuator. When the engine retarder control is applied,

the butterfly valve restricts flow and increases exhaust
Air flows through the air filter assembly and enters
backpressure. The increased backpressure actuates
the low pressure turbocharger. The low pressure
the engine retarder. When the butterfly valve is
turbocharger increases the pressure, temperature,
opened, the backpressure is released and the
and density of the intake air before it enters the
exhaust valves return to normal operation.
LPCAC. Cooled compressed air flows from the
LPCAC into the high pressure turbocharger. The The exhaust gases flow from the engine retarder
high pressure turbocharger increases the intake air exhaust manifold through the vehicle aftertreatment
pressure up to 345 kPa (50 psi). The hot compressed system, to the exhaust tail pipe.
air flows into the HPCAC where it is cooled, and then
through the Intake Throttle Valve (ITV) and air inlet
duct. Air Management Components
If the EGR control valve is open, exhaust gas passes Turbochargers
through the EGR system into air inlet duct where it is
mixed with the filtered intake air. This mixture flows
are equipped with an electronically controlled two
through the air inlet duct into the intake manifold and
stage turbocharger system. This system provides
cylinder head. The intake manifold is an integral part
high levels of charge air pressure to improve the
of the cylinder head casting.
engine performance and to help reduce emissions.
If the EGR control valve is closed, only filtered intake Because of its ability to generate very high charge
air flows through the ITV, air inlet duct, and into the air pressure levels, and to avoid Charge Air Cooler
intake manifold. (CAC) overloading conditions, the system is fitted with
a spring loaded boost control valve. The boost control
During cold weather, the cold start assist system
valve is actuated by compressed air regulated to 296
rapidly heats the intake air by injecting and igniting
kPa (43 psi). The compressed air flow to the boost
small quantities of fuel into the air inlet duct.
control actuator is controlled by an electronically
After combustion, gases exit through the cylinder controlled Boost Control Solenoid (BCS) valve based
head exhaust valves and ports. The exhaust gas on the Pulse Width Modulated (PWM) signal supplied
is forced through the exhaust manifold where, by the Engine Control Module (ECM). The high
depending on the EGR throttle valve position, is and low pressure turbochargers are installed as an
split between the EGR system and the exit path assembly on the exhaust manifold, on right side of
through the high pressure turbocharger, low pressure engine.
turbocharger and engine retarder exhaust manifold.
The engine retarder exhaust manifold contains
a butterfly valve that is actuated by an external
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18 1 ENGINE SYSTEMS
Figure 8 Low and high pressure turbocharger components

1. High pressure turbocharger oil 6. Low pressure compressor inlet 11. Low pressure turbocharger oil
pressure pipe 7. Boost control actuator control return pipe
2. High pressure turbocharger oil hose 12. Low pressure turbocharger oil
return pipe 8. Boost Control Solenoid (BCS) pressure pipe
3. High pressure compressor inlet valve 13. Low pressure turbine outlet
4. High pressure compressor outlet 9. Low pressure compressor outlet 14. High pressure turbine outlet to
5. High pressure turbine inlet 10. Boost control actuator low pressure turbine inlet tube
The low and high pressure turbochargers are installed turbine. When the boost demand is low, the boost
inline on the right side of the engine. The high control actuator opens, allowing part of the exhaust
pressure turbocharger is connected directly to the gas flow to bypass the high pressure turbine. Cooled
exhaust manifold through the high pressure turbine compressed air from the Low Pressure Charge Air
inlet. The high pressure turbocharger is equipped Cooler (LPCAC) enters the high pressure compressor,
with a boost control actuator that regulates the where it is further compressed and directed into the
turbocharger boost by controlling the amount of High Pressure Charge Air Cooler (HPCAC).
exhaust gases that pass through the high pressure
EGES-420-2
1 ENGINE SYSTEMS 19
The low pressure turbocharger is installed directly to

the output of the high pressure turbine. The exhaust
gases enter the low pressure turbocharger through
the low pressure turbine inlet and exit through the
low pressure turbine outlet. Fresh air from the air
filter enters the low pressure compressor where it is
compressed and directed into the LPCAC.
Low Pressure Charge Air Cooler (LPCAC)

The LPCAC is installed between the low pressure and
the high pressure turbochargers. The LPCAC air inlet
is connected to the low pressure compressor outlet
and uses engine coolant to regulate the charge air
temperature. The LPCAC air outlet is connected to
the turbine inlet on the high pressure turbocharger.
High Pressure Charge Air Cooler (HPCAC) Figure 9 BCS valve operation
The HPCAC is installed between the high pressure 1. Boost control actuator
turbocharger and the Intake Throttle Valve (ITV). The 2. BCS valve
HPCAC air inlet is connected to the high pressure 3. Compressed regulated air supply
compressor outlet and uses engine coolant to regulate 4. Vent to atmosphere
the charge air temperature. The HPCAC air outlet is
connected directly to the ITV body.
With no PWM signal, the BCS valve is open and air
is supplied to the boost control actuator maintaining
Boost Control Solenoid (BCS) Valve it in the open position. When an increase in the
The BCS valve controls the boost control actuator charge air pressure is required, the ECM supplies
position by regulating the compressed air based on PWM voltage to close the BCS valve. The limit
a Pulse Width Modulated (PWM) signal received from values of the PWM signal are between approximately
the Engine Control Module (ECM). 9%, corresponding to a fully opened BCS valve, and
100%, corresponding to a closed BCS valve. When
the BCS valve closes it interrupts the air supply to the
boost control actuator and at the same time relieves
the air pressure from the boost control actuator by
allowing it to vent to the atmosphere. The boost
control actuator then closes, resulting in increased
charge air pressure.
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20 1 ENGINE SYSTEMS
Exhaust Gas Recirculation (EGR) System
Figure 10 EGR system

1. EGR control valve 6. Air supply line assembly 11. Coolant elbow
2. Air inlet duct 7. EGR throttle valve actuator 12. EGR control valve - EGR cooler
3. Front inner EGR tube 8. Rear outer EGR tube module air line assembly
4. Front outer EGR tube 9. EGR throttle valve
5. EGR module 10. Rear inner EGR tube
EGR System Overview system. The EGR is switched off (EGR throttle valve
closed) if any of the following conditions are present:
The EGR system reduces Nitrogen Oxides (NOX)
engine emissions by introducing cooled exhaust gas • Charge air temperatures is below 10 °C (50 °F)
into the air inlet duct. NOX forms during a reaction
• Charge air temperature exceeds 70 °C (158 °F)
between nitrogen and oxygen at high temperatures
during combustion. An Exhaust Lambda Sensor • Engine coolant temperature exceeds 95 °C (203
(ELS) located in the exhaust pipe, monitors the °F)
oxygen content in the exhaust gas and provides input
• During engine retarder control operation
to the Engine Control Module (ECM) to control the
EGR throttle valve. • Acceleration/high engine load
The ECM monitors signals from the Manifold Air
EGR Flow
Temperature (MAT) sensor and Engine Coolant
Temperature (ECT) sensor to control the EGR Exhaust gas from the exhaust manifold flows through
the rear EGR tubes to EGR throttle valve. When
EGES-420-2
1 ENGINE SYSTEMS 21
the EGR is activated, the EGR throttle valve opens The ELS is installed in the exhaust pipe in front of
and allows exhaust gas to enter the EGR module for the aftertreatment fuel injector. The ELS has a heater
cooling. Cooled exhaust gas flows through the front element that heats the sensor to its normal operating
EGR tubes into the air inlet duct where it is mixed with temperature of 780 °C (1436 °F). During initial engine
filtered intake air. warm-up the ELS heater element is activated only
after the engine coolant reaches 40 °C (104 °F) and
EGR Control the exhaust gas temperature exceeds 100 °C (212 °F)
for more than 30 seconds.
The EGR system consists of an EGR module, EGR
control valve, and Exhaust Lambda Sensor (ELS).
EGR Open Loop System
The EGR module contains an EGR throttle valve
which consists of an air actuator cylinder, mounting During the engine warm-up period and before the ELS
bracket, and valve. Within the air actuator cylinder reaches its normal operating temperature, the EGR
is an Exhaust Gas Recirculation Position (EGRP) system operates in open loop. In open loop, the EGR
sensor. system is controlled by the ECM based on the charge
air temperature, engine coolant temperature, engine
The EGR throttle valve is installed at the rear of the
speed, and load conditions. The EGR actuator
EGR module on the right side of engine valve cover
provides feedback to the ECM on current valve
and limits the exhaust gas flow into the EGR cooler.
position through the EGRP sensor.
The EGR actuator cylinder uses compressed air
controlled by the EGR control valve to move and hold EGR Closed Loop System
position of an exhaust gas flapper valve internal to
After the ELS reaches its operating temperature, the
the EGR module. The EGRP sensor located inside
EGR system switches to closed loop operation. In
the actuator cylinder, monitors and provides an EGR
closed loop, the EGR system is controlled by the ECM
valve position signal to the ECM.
based on the ELS readings.
The EGR control valve is connected to the truck
compressed air system and regulates the air supply
to the EGR throttle valve based on the Pulse Width
Modulated (PWM) signal from the ECM.
EGES-420-2
22 1 ENGINE SYSTEMS
Aftertreatment (AFT) System
Figure 11 AFT system overview
The AFT system, part of the larger exhaust system, • Controls engine operating parameters to make
processes engine exhaust to meet emissions regeneration automatic
requirements. The AFT system traps particulate
• Maintains vehicle and engine performance during
matter (soot) and prevents it from leaving the tailpipe.
regeneration
The AFT system performs the following functions:
• Monitors exhaust gases and controls engine
Aftertreatment Fuel Injection
operating parameters for emission processing
and failure recognition The aftertreatment system injects fuel into the exhaust
gas to increase the temperature necessary for DPF
• Cancels regeneration in the event of catalyst or
regeneration. Control of the aftertreatment fuel
sensor failure
injection is done by the Aftertreatment Control
• Monitors the level of soot accumulation in the Module (ACM). The ACM receives data from the
Diesel Particulate Filter (DPF) and adapts engine aftertreatment sensors directly and determines when
operating characteristics to compensate for regeneration is required.
increased backpressure
EGES-420-2
1 ENGINE SYSTEMS 23
Figure 12 Aftertreatment fuel injection components

1. Fuel supply assembly 2. Aftertreatment Fuel Injector 3. Hydrocarbon (HC) cut-off valve
(AFI)
Hydrocarbon (HC) Cut-off Valve cut-off valve is connected to the clean side of the low
pressure fuel system as well as to the fuel return line,
The HC cut-off valve is installed on the left side of
and controls the fuel flow to the AFI.
the engine in front of the air compressor. The HC
EGES-420-2
24 1 ENGINE SYSTEMS
ACM sends a voltage to the AFI solenoid valve to open

and inject fuel into the turbo exhaust pipe.
To protect the AFI internal components, continuous
engine coolant flow through the AFI is maintained by
external coolant supply and return lines.
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
Figure 13 HC cut-off valve (pressure drop)
1. HC cut-off valve • Provides the required exhaust back pressure drop

2. Aftertreatment Fuel Pressure (AFP) sensor for engine performance
3. Aftertreatment Fuel Supply (AFS) valve • Stores non-combustible ash
4. Fuel supply from fuel filter housing assembly
5. Aftertreatment Fuel Drain (AFD) valve
6. Fuel return to tank Diesel Oxidation Catalyst (DOC)
7. Fuel supply to AFI
The DOC does the following:
• Oxidizes hydrocarbons and carbon monoxide
The AFS valve controls the fuel supply to the AFI when (CO) in exhaust stream
regeneration is required. The AFS valve is controlled
by the ACM. • Provides heat for exhaust system warm-up
The AFP sensor monitors the fuel pressure in the • Aids in system temperature management for the
aftertreatment fuel system and provides a signal to the DPF
ACM. • Oxidizes NO into NO2 for passive DPF
The AFD valve is used to relieve the pressure from regeneration
the aftertreatment fuel system. A fuel overpressure
can occur due to fuel thermal expansion inside the AFI
fuel supply line. When the fuel pressure increases, the Aftertreatment System Conditions and
ACM commands the AFD to open and relieve the fuel Responses
pressure into the fuel return to tank line. The operator is alerted of system status either audibly
or with instrument panel indicators. Automatic or
Aftertreatment Fuel Injector (AFI) manual regeneration is required when levels of soot
The AFI is located on the right side of the engine and exceed acceptable limits. For additional information
is installed on the turbo exhaust pipe after the Exhaust see the applicable vehicle Operator’s Manual and the
Lambda Sensor (ELS). vehicle visor placard.
Pressurized fuel is supplied to the AFI from the HC

cut-off valve through the fuel supply assembly. When
the conditions required for regeneration are met, the
EGES-420-2
1 ENGINE SYSTEMS 25
Fuel Management System
Figure 14 Fuel system

1. Injector (6) 4. Fuel filter housing assembly 7. High pressure pump
2. Engine Control Module (ECM) 5. Fuel primer pump assembly
3. Pressure pipe rail 6. Low pressure fuel pump
The International® MaxxForce® 11 and 13 engines supplies high pressure fuel to a pressure pipe rail,
are equipped with a high pressure common rail which feeds the injectors through individual tubes.
injection system. The common rail fuel injection The low pressure fuel pump and the high pressure
system provides fuel under constant high pressure to pump are assembled as one gear driven unit.
the fuel injectors for optimal fuel atomization in the
The fuel system is controlled by the ECM, various
combustion chamber.
sensors, and the Fuel Pressure Control Valve (FPCV)
Fuel is pumped from the tank and through a fuel located in the high pressure pump.
strainer element by a low pressure fuel pump
In addition to providing high pressure fuel to the
mounted on the left side of engine. Fuel flows
injectors, the fuel system also provides low pressure
from the low pressure fuel pump through a main
filtered fuel to the aftertreatment and cold start assist
fuel filter housing assembly before being supplied
systems.
to a high pressure pump. The high pressure pump
EGES-420-2
26 1 ENGINE SYSTEMS
Low Pressure Fuel System
Figure 15 Low pressure fuel system

1. Preliminary filter feed fuel line 8. Injector fuel return 14. Fuel supply to fuel filter
2. Quick disconnect valve 9. Fuel return line connection
3. Fuel primer pump assembly 10. Filter T-connector fuel line 15. Engine Fuel Pressure (EFP)
4. Fuel filter housing assembly 11. Return from fuel filter connection sensor
5. Fuel supply from tank connector 12. Water drain valve 16. Low pressure fuel pump (part of
6. Fuel return to tank connector 13. Fuel supply to high pressure high pressure pump)
7. Rail pressure relief valve return pump connection
The low pressure fuel system pumps fuel from the tank Fuel Primer Pump Assembly
through the fuel strainer element and separator filter
The fuel is drawn from the tank through the fuel primer
element, then to the high pressure fuel system, cold
pump assembly and into the low pressure fuel pump.
start assist system, and aftertreatment system. The
The fuel primer pump assembly has an integrated
low pressure fuel system consists of fuel lines, fuel
fuel strainer element that can be washed. The fuel
primer pump assembly, low pressure fuel pump, fuel
primer pump assembly is manually operated and is
filter housing assembly, and fuel pressure sensor.
used to prime the low pressure fuel system anytime
the system is emptied.
EGES-420-2
1 ENGINE SYSTEMS 27
Low Pressure Fuel Pump the front side of the fuel filter housing assembly and it
measures fuel pressure between the low pressure fuel
Fuel is drawn from the fuel primer pump assembly
pump and the filter element. The fuel filter housing
into the low pressure fuel pump. The low pressure
assembly also has a drain valve that allows water and
fuel pump is flanged to and is driven by the high
dirt to be drained periodically and during filter element
pressure pump. The low pressure fuel pump supplies
replacement. An additional function of the fuel filter
fuel to the fuel filter housing assembly at pressures
housing assembly is fuel system self-deaeration. The
varying between 496 kPa (72 psi) at idle, and 896 kPa
air separated from fuel is pushed back into the fuel
(130 psi) at rated speed. The low pressure fuel pump
tanks through the return line.
is equipped with an internal pressure regulator that
relieves the fuel pressure internally if the pressure The fuel filter housing assembly is equipped with
exceeds 896 kPa (130 psi). two additional ports to provide filtered fuel to the
aftertreatment system and to the cold start assist
Fuel Filter Housing Assembly system. An orifice regulator is integrated into the
fuel filter housing assembly and regulates the fuel
The fuel filter housing assembly is located on the left
pressure for the cold start assist system to 55 kPa (8
side of the engine and has a disposable filter element.
psi).
An Engine Fuel Pressure (EFP) sensor is installed on
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28 1 ENGINE SYSTEMS
High Pressure Fuel System
Figure 16 High pressure fuel system

1. Pressure pipe (6) 5. Fuel Pressure Control Valve 7. Fuel supply to high pressure
2. Injector (6) (FPCV) (part of high pressure pump threaded union
3. Rail pressure relief valve pump) 8. High pressure pump
4. Pressure pipe rail 6. Fuel return from high pressure 9. Pressure line
pump threaded union 10. Fuel Rail Pressure (FRP) sensor
11. Injection line (6)
Pressurization and injection are separate in the The first injection is used to reduce combustion noise
common rail injection system. The optimal injection and emissions by introducing a small amount of fuel
pressure is generated by the high pressure pump at into the cylinder, preventing a rapid rise in cylinder
any engine speed. High pressure fuel quantity from pressure when combustion begins. The first injection
high pressure pump is controlled by a proportional occurs only during idling and in partial load mode.
valve. The injection timing and quantity are calculated The second injection is the main injection. This
in the Engine Control Module (ECM) and implemented injection allows high temperatures to be maintained
by solenoid valve controlled injectors. The use during combustion, but not long enough to allow
of solenoid valve controlled injectors allows three generation of large soot amounts. The third injection
injections per cycle. is done during the power stroke to maximize cylinder
temperature and reduce engine soot generation.
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1 ENGINE SYSTEMS 29
The high pressure fuel system consists of high are injected into the cylinders. Connection between
pressure pump with integrated Fuel Pressure Control the pressure pipe rail and injectors are made through
Valve (FPCV), pressure pipe rail, fuel high pressure individual injection lines.
fuel lines, injectors, FRP sensor, and pressure relief
valve. Fuel Rail Pressure (FRP) Sensor
The FRP sensor is a variable resistance sensor that
High Pressure Pump
monitors the fuel pressure in the high pressure fuel
The high pressure pump supplies the necessary rail.
quantity of high pressure fuel for all operating engine
The FRP sensor is mounted in the front of the high
modes. The high pressure pump is gear driven and is
pressure pipe rail on the left side of the engine.
fuel lubricated. Fuel from the low pressure fuel pump
is forced through the fuel filter housing assembly
Pressure Relief Valve
and into the high pressure pump. The flow of fuel
to the suction chamber of the high pressure pump is The pressure relief valve maintains the fuel pressure
controlled by the FPCV in order to control the high inside the pressure pipe rail below 179,000 kPa
pressure fuel output. (26,000 psi). If the high pressure pump fuel output
exceeds 179,000 kPa (26,000 psi), the pressure
Fuel Pressure Control Valve (FPCV) relief valve opens and allows fuel to flow into the
fuel return line. With the pressure relief valve open,
The FPCV is a variable position actuator installed
the fuel pressure in the pressure pipe rail drops to
on the suction side of the high pressure pump and
approximately 80,000 kPa (11,600 psi).
controls the output fuel pressure. The ECM sends a
Pulse Width Modulated (PWM) signal to control the
Injector
FPCV. A 100% duty cycle PWM signal corresponds
to zero fuel pressure delivery, while a 0% duty cycle The International® MaxxForce® 11 and 13 engines
PWM corresponds to maximum fuel pressure delivery. are equipped with electronically controlled injectors.
During engine operation, injectors are supplied at all
Pressure Pipe Rail times with high pressure fuel, and the injector solenoid
valves open up to three times per cycle. The injectors
The pressure pipe rail is a high pressure fuel storage
are positioned vertically in the center of the cylinder
unit. The storage volume of the pressure pipe rail is
head and are held in place by brackets. The seal
designed to reduce pressure pulses caused by the
between the injectors and the combustion chamber
high pressure pump and injectors, and to maintain
consists of a copper washer on the tip of each injector.
constant fuel pressure even when large fuel quantities
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30 1 ENGINE SYSTEMS
Engine Lubrication System
Figure 17 Oil system overview (typical)

1. Oil module 3. Oil suction line
2. Oil pump 4. Oil return tube
Engine oil pressure is generated by a gerotor oil pump element and cylinder head through an external flange
located inside the front cover and is driven off of the elbow. Oil drains back into the oil module through a
crankshaft gear. The oil module is located on the right separate passage in the external flange elbow, and
side of the engine and houses the oil filter element, into the crankcase from an opening at the rear of the
the oil cooler assembly, and the oil pressure regulator. cylinder head.
Pressurized filtered oil passes between the oil filter
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1 ENGINE SYSTEMS 31
Oil Flow and Components
Figure 18 Oil flow

1. Oil filter element 7. Oil supply to air compressor 12. Oil supply to front cover
2. Oil return from cylinder head 8. Oil supply to crankshaft main 13. Oil pump output
3. Oil supply to exhaust valve bearings 14. Oil pressure relief valve
bridge 9. Oil supply to piston oil sprayer 15. Oil supply to oil module
4. Oil supply to rocker gear nozzles 16. Oil return shutoff valve
5. Oil supply to camshaft bearings 10. Oil supply to turbochargers 17. Oil cooler
6. Oil supply to intermediate gears 11. Oil supply to drive housing
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32 1 ENGINE SYSTEMS
Figure 19 Oil module flow

1. Oil filter bypass valve (part of oil 5. Oil cooler 10. Oil supply from oil pump
module) 6. Oil return shutoff valve 11. Crankcase breather oil return
2. Oil supply to cylinder head 7. Oil supply to crankcase connection
3. Oil filter element 8. Oil return to crankcase 12. Oil module to crankcase
4. Service oil drain valve 9. Oil pressure relief valve breather connection
Unfiltered oil is drawn from the oil pan through the oil pump and back into the oil pan when the engine
pickup tube and front cover passage by the crankshaft is stopped. If the oil pressure coming out of the oil
driven gerotor pump. The pressurized oil is moved pump is too high, a pressure relief valve allows the
through a vertical crankcase passage and into the oil excess oil to return through the crankcase and into
module. the oil pan before entering the oil cooler.
Inside the oil module, unfiltered oil flows through Oil that exits the oil cooler flows through a return
plates in the oil cooler heat exchanger. Engine coolant shutoff valve that prevents the oil from draining back
flows around the plates to cool the surrounding oil. into the oil pan. From the return shutoff valve, oil
An oil return shutoff valve installed at the exit from the enters the oil filter element and flows from the outside
oil cooler prevents the oil from draining through the to the inside of the filter element to remove debris.
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1 ENGINE SYSTEMS 33
When the filter is restricted, an oil filter bypass valve turbochargers. The crankshaft has cross-drillings that
opens and allows oil to bypass the filter so engine direct oil to the connecting rods.
lubrication is maintained. If the oil pressure inside
Oil sprayer nozzles continuously direct cooled oil to
the oil filter element is too high, an oil pressure relief
the bottom of the piston crowns.
valve, located at the bottom of the oil filter element
housing, allows the excess oil to return to the oil pan. The turbochargers are lubricated with filtered oil from
an external supply tube that connects the main oil
After passing through the oil filter element, the oil flow
gallery from the crankcase to the center housing of
is directed to the cylinder head and the crankcase.
each turbocharger. Oil drains back to the oil pan
Clean oil enters cylinder head through an external through the low and high pressure turbocharger oil
flange elbow connected directly to the oil module. return pipes connected to the crankcase.
Inside the cylinder head, oil flows through passages to
A service oil drain valve, located at the bottom of the
lubricate the camshaft bearings, rocker arms, exhaust
filter element cavity, opens automatically when the
valve bridges, and cylinder intermediate gear.
filter element is lifted for replacement, and allows the
Clean oil enters the crankcase directly from the oil oil from the oil filter element cavity to drain into the oil
module to lubricate the crankshaft, high pressure pan.
pump, air compressor, intermediate gears, and
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34 1 ENGINE SYSTEMS
Figure 20 Oil module

1. Oil filter cover 12. Oil cooler 23. Adapter lines (electrical
2. O-ring seal 13. Oil cooler gaskets connections)
3. Oil filter element 14. Oil pressure relief valve 24. M6 x 18 hex bolt (2)
4. M8 x 50 hex bolt (3) 15. Oil module 25. Oil return tube
5. Flange elbow 16. Plug seal (2) 26. Straight fitting
6. DMR20/DN14 extension tube 17. M33 x 2 plug (2) 27. Engine Oil Temperature (EOT)
7. DMR37/DN29 extension tube 18. M8 x 80 hex bolt (2) sensor
8. Oil filter bypass valve (part of oil 19. Plug seal 28. M8 x 55 hex bolt (2)
module) 20. M38 x 1.5 plug 29. O-ring seal
9. Gasket for flange elbow 21. BS-16.7 x 24.0 O-ring seal 30. O-ring seal
10. Seal 22. Engine Oil Pressure (EOP) 31. Breather cup
11. M10 x 1.0 plug sensor 32. M6 bolt with washer (2)
The oil module contains a canister style filter, the oil system through the breather cup at the top of the
cooler, the EOP and EOT sensors, a pressure relief oil module housing. The oil that separates from the
valve, an oil filter bypass valve, and an oil return crankcase emissions before it reaches the breather
shutoff valve. The oil module housing also collects, system is drained back into the oil pan through the oil
and then directs crankcase emissions to the breather return tube.
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1 ENGINE SYSTEMS 35
Engine Cooling System

Cooling System Components
Figure 21 Cooling system components

1. Coolant elbow (middle) 8. Coolant elbow (supply to 16. Coolant elbow (return from
2. Coolant elbow (upper) radiator) radiator)
3. High-pressure Charge Air Cooler 9. LPCAC return coolant pipe 17. Surge tank line connector
(HPCAC) return coolant pipe 10. Thermostat housing assembly 18. Charge Air Cooler (CAC) return
4. HPCAC supply coolant pipe 11. Coolant Mixer Valve (CMV) coolant pipe
5. Low Temperature Radiator (LTR) 12. Coolant Flow Valve (CFV) 19. AFI coolant return line
coolant supply pipe 13. Water pump 20. Aftertreatment Fuel Injector
6. Coolant return from LTR 14. LPCAC (AFI) coolant supply line
7. HPCAC 15. Distributor case 21. Low Pressure Charge Air Cooler
(LPCAC) supply coolant pipe
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36 1 ENGINE SYSTEMS
Cooling System Flow
Figure 22 Cooling system flow
The water pump is located on the distributor case and and combustion chambers to absorb heat from
draws coolant from the radiator through the coolant combustion.
inlet at the lower right side of the distributor case.
Coolant exiting the crankcase and cylinder head at
The International® MaxxForce® 11 and 13 engines the rear of the engine is directed through an external
have no coolant passages between the crankcase coolant elbow to the Exhaust Gas Recirculation (EGR)
and cylinder head through the cylinder head gasket. module. Coolant passes between the EGR cooler
This design eliminates the possibility of coolant plates, travels parallel to the exhaust flow, and exits
leaks at the cylinder head gasket. Coolant in into the distributor case. A deaeration port on the top
and out of the crankcase and cylinder head is of the EGR module directs coolant and trapped air
directed through external passages. Coolant flows towards the coolant surge tank.
through the crankcase and cylinder head from front
Coolant from the pump also flows through the
to rear. This coolant flows around the cylinder liners
HPCAC and the LPCAC to regulate the charge air
temperature. Flow through the charge air coolers
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1 ENGINE SYSTEMS 37
is controlled by the Coolant Mixer Valve (CMV) and The thermostat housing assembly has two outlets.
Coolant Flow Valve (CFV). Depending on the coolant One directs coolant to the radiator when the engine is
temperature, CMV sends coolant through the Charge at operating temperature. The second outlet directs
Air Coolers (CACs), or indirectly to the CACs, after coolant to the water pump until the engine reaches
going through the Low Temperature Radiator (LTR) operating temperature. The thermostats begin to
located in front of the main coolant radiator. When open at 83 °C (181 °F) and are fully open at 91 °C
the charge air temperature is too low, CMV bypasses (196 °F).
the LTR and directs all the coolant through the CACs.
When engine coolant is below the 83 °C (181 °F) the
When the charge air temperature increases, CMV
thermostats are closed, blocking coolant flow to the
directs a percentage of the coolant to the LTR before
radiator. Coolant is forced to flow through a bypass
it enters the CACs to cool the charge air. If the engine
port back to the water pump.
coolant temperature is too high, CMV sends all of the
coolant flow through the LTR and through the CACs When coolant temperature reaches the opening
to help cool the engine faster. temperature of 83 °C (181 °F) the thermostats
open allowing some coolant to flow to the radiator.
Both coolant valves are controlled by the Engine
When coolant temperature exceeds 91 °C (196 °F),
Control Module (ECM) based on signals from the
the lower seat blocks the bypass port directing full
Engine Coolant Temperature (ECT) sensor, ECT2
coolant flow to the radiator.
sensor, and the Manifold Air Pressure/Intake Air
Temperature 2 (MAP/IAT2) sensors.
Coolant flow to the radiator is controlled by two Coolant Control Valve (CCV) operation
thermostats. When the thermostats are closed,
The CCV is installed on the upper right side of the
coolant flowing out of the EGR cooler is directed
distributor housing and controls the coolant flow to the
through a bypass port inside the front cover into the
CACs.
water pump. When the thermostats are open the
bypass port is blocked, and coolant is directed from The CCV has two separate solenoid actuated valves;
the engine into the radiator. CMV, and CFV. The CMV and the CFV are part of
the CCV assembly and cannot be serviced separately.
Coolant passes through the radiator and is cooled
The CMV and CFV solenoids are controlled by two
by air flowing through the radiator from ram air and
separate Pulse Width Modulated (PWM) signals from
operation of the coolant fan. The coolant returns to
the ECM. The PWM signal duty cycles vary between
the engine through the inlet elbow.
0% and 100% depending on the coolant and charge
The air compressor is cooled with coolant supplied by air temperature.
a hose from the left side of the crankcase. Coolant
passes through the air compressor cylinder head and CFV
returns through a passage inside the crankcase to the
The CFV is installed on the lower side of CCV
distributor case.
and controls the amount of coolant flow through
The oil module receives coolant from a passage in the LPCAC and HPCAC. If the engine coolant
the crankcase. Coolant passes between the oil cooler temperature is too low, the CFV closes to reduce the
plates and returns back to the water pump suction coolant flow through the CACs.
passage located in the front cover.
CMV
The CMV is installed on the upper side of CCV
Thermostat Operation
and controls the coolant flow through the LTR.
The International® MaxxForce® 11 and 13 engines When the temperature of the charge air and coolant
are fitted with two thermostats in a common housing coming out of the CACs is low, the CMV directs the
to ensure sufficient coolant flow in all operating coolant through a LTR bypass directly into the CACs.
conditions. The thermostats are located at the top of This helps the engine reach its normal operating
the distributor case. temperature faster. If the temperature of the charge
air and coolant coming out of the CACs is high, the
CMV directs the coolant flow through the LTR. This
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38 1 ENGINE SYSTEMS
prevents an overheating of the charge air cooler

which can result in failure of the CACs.
EGES-420-2
1 ENGINE SYSTEMS 39
Engine Retarder System

The engine retarder system is optional equipment
for all engine displacements. The engine retarder
system uses exhaust back pressure and engine oil
pressure to improve the engine braking power by
holding the exhaust valves slightly open during the
cylinder compression and power strokes.
During engine retarder operation, both the
compression and expansion strokes of the power
cylinders are used to absorb road speed energy
through the powertrain.
The operator can enable or disable the engine
retarder by pressing a dash mounted ON/OFF switch.
Engine Retarder Control System Components
Figure 23 Engine retarder control system – external components

1. Exhaust manifold with butterfly 5. Ring union 9. Pressure air line
2. DMR 114 profiled clamp 6. Size 6 hollow screw 10. M8 x 16 x 20 stud bolt
3. M8 x 55 hex bolt (2) 7. 10 x 1.35 seal (2) 11. Pressure line
4. Retarder control 8. Air supply line assembly 12. Straight union
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40 1 ENGINE SYSTEMS
Figure 24 Engine retarder control system – internal components

1. Valve bridge orifice 5. Rocker arm 10. Engine retarder piston
2. Engine retarder adjusting screw 6. Valve cover 11. Spring
3. Exhaust valve lash adjusting 7. Camshaft 12. Plug
screw 8. Oil passage 13. Counterpiece
4. Exhaust valve bridge 9. Check valve
Retarder Control The retarder control is installed on the lower right side
of the engine.
The retarder control is a proportional valve that
controls the compressed air supply to the butterfly
Engine Retarder Exhaust Manifold
valve actuator located in the exhaust manifold.
Compressed air is supplied to the retarder control The engine retarder exhaust manifold is located in
from the truck air system. the exhaust system on the right side of the engine,
immediately after the low pressure turbocharger. A
The retarder control has an integrated exhaust back
butterfly valve inside the engine retarder exhaust
pressure sensor that is connected to the retarder
manifold is open and closed by an external air
exhaust manifold through a pressure line. The
controlled actuator. Compressed air to the actuator is
retarder control monitors the exhaust back pressure
provided through the retarder control.
and automatically adjusts the butterfly valve position
to achieve optimum exhaust back pressure for
maximum engine retarder efficiency.
EGES-420-2
1 ENGINE SYSTEMS 41
Engine Retarder Counterpiece and Exhaust Valve slightly during retarder operation. As the exhaust
Bridge valve opens slightly, a spring pushes the engine
retarder piston inside the exhaust valve bridge forcing
The engine retarder control system uses engine oil
it to follow the exhaust valve stem. As the engine
pressure to hold the exhaust valves slightly open
retarder piston is pushed down, the engine oil supplied
during engine retarding. Pressurized engine oil
through the rocker arm passage fills the space behind
is supplied through the rocker arms to the engine
the engine retarder piston. A check valve inside
retarder piston located inside the exhaust valve
the exhaust valve bridge and an orifice blocked by
bridge. A spring located inside the valve bridge
the engine retarder adjusting screw prevent the oil
ensures that the valve bridge and the exhaust rocker
from backing up, causing a hydraulic lock behind the
arm are in contact at all times during engine operation,
engine retarder piston. The locked engine retarder
to ensure continuous oil supply to the engine retarder
piston holds the exhaust valve slightly open until the
piston. The spring height is taken into consideration
next exhaust stroke. At the beginning of the exhaust
when the valve lash is adjusted, and requires the
stroke, the camshaft lobe pushes the rocker arm onto
technician to fully compress the spring before setting
the exhaust valve bridge opening the exhaust valves
the exhaust valves lash. The spring also pushes the
completely. As the valve bridge is pushed down by
engine retarder piston onto the exhaust valve stem.
the rocker arm, the orifice located in the valve bridge
The counterpiece has a retarder lash adjusting screw
above the engine retarder piston opens and bleeds
that blocks the orifice located on the valve bridge.
off the oil that caused the hydraulic lock inside the
When the rocker arm pushes the valve bridge to open
valve bridge. At the end of the exhaust stroke, the
the exhaust valves, the orifice allows the release of
exhaust valve closes completely and, if the engine
oil pressure inside the valve bridge.
retarder is still activated, the cycle repeats on all
power cylinders.
Engine Retarder System Operation When the engine retarder is deactivated, the butterfly
valve opens, releases the exhaust back pressure, and
When the engine retarder is operated, the engine
the exhaust valves return to normal operation at the
retarder butterfly valve in the exhaust system is
next exhaust stroke.
closed and exhaust back pressure builds up in the
cylinder head exhaust ports. The increased exhaust
back pressure forces the exhaust valves to open
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42 1 ENGINE SYSTEMS
Open Crankcase Breather System

Open Crankcase Breather System Components
Figure 25 Open crankcase breather system

1. Breather inlet tube assembly 4. Cyclone breather (with housing 7. Breather outlet heater assembly
2. Service breather assembly insulation)
3. Breather outlet tube and heater 5. Check valve assembly (2)
assembly 6. Oil return tube assembly
Open Crankcase Breather System Operation drain into the oil pan through check valves in oil return
tubes.
The open crankcase breather system uses an engine
mounted oil separator to return oil to the crankcase From the service breather assembly, blow-by gases
and vent blow-by gases to the atmosphere. The pass through a cyclone breather that passively spins
primary component of the system is the breather filter, the blow-by gases to remove finer oil mist. Oil
in the service breather assembly. The breather filter captured by the cyclone breather tube also returns to
separates oil mist from blow-by gases. the oil pan through the oil return tubes. The cleaned
blow-by gases exit to the atmosphere through the
The blow-by gases exit the crankcase on the upper
breather outlet tube and heater assembly. The
side of the oil module and enter the breather system
breather outlet heater assembly prevents the end of
through the breather inlet tube. From the breather
breather outlet tube from plugging with ice, during
inlet tube, blow-by gases enter the service breather
cold climate conditions.
assembly, where heavy oil particles are separated and
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1 ENGINE SYSTEMS 43
Cold Start Assist System

Cold Start Assist System Components
Figure 26 Cold start assist system

1. Glow plug 3. Cold start supply tube 5. MV-glow plug fuel line
2. Cold Start Relay (CSR) 4. Cold Start Solenoid (CSS) valve
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44 1 ENGINE SYSTEMS
Glow Plug Cold Start Solenoid (CSS) Valve

The glow plug is connected to the MV-glow plug fuel The CSS valve is located on the left side of the
line. The function of the glow plug is to heat the intake engine and is controlled by the EIM. The CSS valve
air by vaporizing and igniting fuel in the air inlet duct. is supplied with low fuel pressure regulated fuel from
the fuel filter housing assembly through the cold start
supply tube.
When the EIM provides battery voltage to the CSS
valve, the solenoid opens and allows fuel to flow to
the glow plug through the MV-glow plug fuel line.
Cold Start Assist System Operation

The cold start assist system operates only in
temperatures lower than 11°C (52°F).
When the truck operator turns the ignition switch to
ON, the wait-to-start lamp in the instrument cluster
illuminates. Based on the temperature readings from
the Engine Coolant Temperature (ECT), Engine Oil
Temperature (EOT), and the Intake Air Temperature
Figure 27 Glow plug (IAT) sensors, the EIM activates the Cold Start Relay
1. Electrical connection (CSR). The CSR then energizes the glow plug for
2. Insulation approximately 45 seconds.
3. MV-glow plug fuel line connection Once the glow plug is heated to approximately 1000°C
4. Metering device (1832°F), the wait-to-start lamp starts to flash and the
5. Vaporizer filter operator needs to crank the engine. When the engine
6. Vaporizer tube starts rotating, the CSS valve opens and allows fuel
7. Heater element to enter the glow plug through the MV-glow plug fuel
8. Protective sleeve line. Inside the glow plug, the fuel passes through the
vaporizer tube. The vaporized fuel then mixes with
the intake air and ignites in contact with the heater
The glow plug has an internal fuel metering device, element.
a vaporizer filter, a vaporizer tube, a heater element,
and a protective sleeve. The protective sleeve has Once the engine starts, the glow plug remains
holes that allow enough air to pass through the glow energized and fuel continues to be injected to the
plug to enable the fuel vaporization and combustion. glow plug, and the wait-to-start lamp continues to flash
for a maximum of 4 minutes. When the wait-to-start
The glow plug is installed on the left front side of the lamp stops flashing, the glow plug and the CSS valve
engine in the air inlet duct. are deactivated. If the operator accelerates while the
wait-to-start lamp flashes, the cold start assist system
Cold Start Relay (CSR) will shutdown.
The CSR is located on the left side of the engine
above the Engine Control Module (ECM). The CSR
provides voltage to the glow plug and is controlled by
the Engine Interface Module (EIM).
EGES-420-2
1 ENGINE SYSTEMS 45
Electronic Control System Continuous calculations in the control modules occur

in the foreground and background.
Electronic Control System Components
• Foreground calculations are faster than
background calculations and are normally more
are equipped with three control modules; Engine
critical for engine operation. Engine speed control
Control Module (ECM), Engine Interface Module
is an example.
(EIM) and Aftertreatment Control Module (ACM).
• Background calculations are normally variables
that change at slower rates. Engine temperature
Operation and Function is an example.
The control modules monitor and control engine Diagnostic Trouble Codes (DTCs) are set by the
performance to ensure maximum performance and microprocessor if inputs or conditions do not comply
adherence to emissions standards. The ECM, EIM, with expected values.
and ACM perform the following functions:
Diagnostic strategies are also programmed into the
• Provide reference voltage (VREF) control modules. Some strategies monitor inputs
continuously and command the necessary outputs for
• Condition input signals
correct performance of the engine.
• Process and store control strategies
• Control actuators
Microprocessor Memory
The ECM microprocessor includes Read Only
Reference Voltage (VREF) Memory (ROM) and Random Access Memory (RAM).
The control modules supply 5 volt VREF signals to
ROM
input sensors in the electronic control system. By
comparing the 5 volt VREF signal sent to the sensors ROM stores permanent information for calibration
with their respective returned signals, the control tables and operating strategies. Permanently stored
modules determine pressures, positions, and other information cannot be changed or lost when the
variables important to engine and vehicle functions. ignition switch is turned to OFF or when power to
the control modules is interrupted. ROM includes the
following:
Signal Conditioner
• Vehicle configuration, modes of operation, and
The signal conditioner in the internal microprocessor options
converts analog signals to digital signals, squares up
• Engine Family Rating Code (EFRC)
sine wave signals, or amplifies low intensity signals to
a level that the control modules microprocessors can • Engine warning and protection modes
process.
RAM
RAM stores temporary information for current engine
Microprocessor
conditions. Temporary information in RAM is lost
The control modules microprocessors store operating when the ignition switch is turned to OFF or power
instructions (control strategies) and value tables to control module is interrupted. RAM information
(calibration parameters). The control modules includes the following:
compare stored instructions and values with
• Engine temperature
conditioned input values to determine the correct
strategy for all engine operations. • Engine rpm
• Accelerator pedal position
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46 1 ENGINE SYSTEMS
Actuator Control Retarder Control

The ECM controls the actuators by applying a low The retarder control is a proportional valve with
level signal (low side driver) or a high level signal (high integrated exhaust back pressure sensor that controls
side driver). When switched on, both drivers complete the butterfly valve in the retarder exhaust manifold.
a ground or power circuit to an actuator.
The retarder control regulates the amount of air
Actuators are controlled in one of the following ways, pressure applied to the pneumatic cylinder. The
depending upon type of actuator: pneumatic cylinder actuates the engine retarder
butterfly valve in the exhaust system in response to
• Duty cycle (percent time on/off)
commands by the ECM.
• Controlled pulse width
The retarder control is mounted on a bracket on the
• Switched on or off lower right side of the engine, near the front.
• CAN messages
Exhaust Gas Recirculation (EGR) Control Valve
Actuators The EGR control valve controls the EGR throttle valve.
Control modules control engine operation with the The EGR control valve receives the desired EGR
following: position from the ECM to activate the EGR throttle
valve for exhaust gas recirculation. The EGR control
• Coolant Mixer Valve (CMV) valve then regulates the amount of air pressure
• Coolant Flow Valve (CFV) applied to the pneumatic actuator that controls the
flow of exhaust gases through the EGR system.
• Retarder control
The EGR control valve is mounted to the EGR module
• Exhaust Gas Recirculation (EGR) control valve on top of the engine.
• Exhaust Gas Recirculation Position (EGRP)
sensor
Exhaust Gas Recirculation Position (EGRP)
• Boost Control Solenoid (BCS) valve Sensor
• Cold Start Relay (CSR) The EGRP sensor monitors the position of the EGR
• Cold Start Solenoid (CSS) valve throttle valve.
• Intake Throttle Valve (ITV) The closed loop control system uses the EGR
position signal. The ECM monitors the EGRP signal
• Fuel Pressure Control Valve (FPCV) and determines the amount of air pressure the EGR
control valve should then provide to the EGR throttle
valve actuator.
Coolant Mixer Valve (CMV) and Coolant Flow
Valve (CFV) The EGRP sensor is contained within the EGR throttle
valve actuator on the right side of the EGR module at
The CMV and CFV are a combined solenoid assembly the top right side of the engine. The EGRP sensor is
that regulate coolant flow and temperature through the not serviced individually.
Charge Air Coolers (CACs).
CFV controls the rate of coolant flow through the
Boost Control Solenoid (BCS) Valve
CACs and CMV regulates the temperature of the
coolant, by directing the coolant either through the The BCS valve controls the boost control actuator on
low temperature radiator or through an internal the high pressure turbocharger.
bypass. Both valves are controlled by the ECM.
The BCS valve either applies air pressure to the
The CMV and CFV are mounted on the Coolant boost control actuator, or vents system pressure to
Control Valve (CCV), which is located on the right the atmosphere, in response to commands from the
side of the front cover. ECM.
EGES-420-2
1 ENGINE SYSTEMS 47
The BCS valve is mounted on a bracket on the lower The FPCV changes valve position through pulse width
right side of the engine, near the front. modulated signals from the ECM. It controls the flow
of fuel to the suction side of the high pressure pump.
Cold Start Relay (CSR) The FPCV is mounted on the upper side of the high
pressure pump. They are serviced as an assembly.
The cold start assist system aids cold engine starting
by warming the incoming air supply prior to, and
during, cranking. Engine and Vehicle Sensors
The EIM is programmed to energize the glow Thermistor Sensor
plug elements through the CSR while monitoring
certain programmed conditions for engine coolant
temperature, intake air temperature, engine oil
temperature, and atmospheric pressure.
The EIM activates the CSR. The relay delivers
battery voltage (VBAT) to the heater element for a set
time, depending on engine coolant temperature and
altitude. The ground circuit is supplied directly from
the battery ground at all times. The relay is controlled
by switching on a voltage source from the EIM.
Cold Start Solenoid (CSS) Valve

The CSS valve controls the fuel flow to the glow plug
during cold start assist operation.
Figure 28 Thermistor
When the cold start assist is required, the EIM
provides voltage to open the CSS valve during
cranking. A thermistor sensor changes electrical resistance with
changes in temperature. Resistance in the thermistor
The CSS valve is mounted on the air inlet duct on the
decreases as temperature increases, and increases
top left side of the engine.
as temperature decreases. Thermistors work with a
resistor that limits current in the control module to a
Intake Throttle Valve (ITV) voltage signal matched with a temperature value.
The ITV is a variable position actuator that restricts The top half of the voltage divider is the current limiting
intake air flow by way of an internal butterfly valve resistor inside the control module. A thermistor
to help heat the exhaust aftertreatment during sensor has two electrical connectors, signal return
regeneration, and to assist when heavy EGR is and ground. The output of a thermistor sensor is a
requested. non-linear analog signal.
The ITV changes butterfly valve position in response Thermistor type sensors include the following:
to ECM signals. The ITV contains an internal position • Aftertreatment temperature sensors
sensor that monitors butterfly valve position and
transmits a position signal to the ECM. • Engine Coolant Temperature (ECT) sensors
The ITV is mounted on the air inlet duct on the top • Engine Oil Temperature (EOT) sensor
front of the engine. • Intake Air Temperature (IAT) sensor
• Manifold Absolute Pressure/ Intake Air
Fuel Pressure Control Valve (FPCV) Temperature 2 (MAP/IAT2) Sensor
The FPCV is a variable position actuator that • Manifold Air Temperature (MAT) sensor
regulates fuel pressure in the pressure pipe rail.
EGES-420-2
48 1 ENGINE SYSTEMS
Aftertreatment Temperature Sensors The EOT signal is monitored by the ECM for cold
start assist, EGR valve control, and engine fueling
Three sensors used in the Aftertreatment System
calculations.
include the following:
The EOT sensor is installed in the side of the oil
• Exhaust Gas Temperature 1 (EGT1) sensor
module, on the right side of the engine.
• EGT2 sensor
Intake Air Temperature (IAT) Sensor
• EGT3 sensor
The Engine Interface Module (EIM) monitors the IAT
The EGT1 sensor provides a feedback signal to
signal to control injector timing and fuel rate during
the Aftertreatment Control Module (ACM) indicating
cold starts. The IAT signal is also used to control EGR
Diesel Oxidation Catalyst (DOC) inlet temperature.
position and intake throttle control. The IAT sensor is
The EGT1 sensor is the first temperature sensor
installed in the intake tube next to the air cleaner, on
installed past the turbocharger and just before the
top of the engine.
DOC.
The EGT2 sensor provides a feedback signal to Manifold Absolute Pressure/Intake Air
the ACM indicating Diesel Particulate Filter (DPF) Temperature 2 (MAP/IAT2) Sensor
inlet temperature. The EGT2 sensor is the second
The MAP/IAT2 sensor is used to measure the absolute
temperature sensor installed past the turbocharger
charge-air pressure and intake air temperature.
and just after the DOC.
The MAP/IAT2 sensor is installed in the ITV on top of
The EGT3 sensor provides a feedback signal to the
the engine.
ACM indicating DPF outlet temperature. The EGT3
sensor is the third temperature sensor installed past
Manifold Air Temperature (MAT) Sensor
the turbocharger and just after the DPF.
The MAT sensor is a thermistor sensor that monitors
During a catalyst regeneration, the ACM and the ECM
the temperature of recirculated exhaust gas.
monitor all three sensors along with the EGR system
and ITV. EGR operation is shut down under certain
temperature conditions, to prevent sulphurous acids
Engine Coolant Temperature (ECT) Sensor from condensing under cold charge-air temperatures
and to protect the engine from excessively hot intake
The ECT sensor is a thermistor sensor that detects
air in the event of an EGR fault.
engine coolant temperature.
The MAT sensor is installed in the intake channel of
This engine has two ECT sensors. The ECT sensor is
the cylinder head, on the left side of the engine.
installed in the underside of the EGR coolant elbow at
the back of the engine. The ECT2 sensor is installed
in the Charge Air Cooler (CAC) coolant return pipe on
Variable Resistance Sensor
the upper right side of the engine.
The ECT and ECT2 signals are monitored by the ECM
for operation of the instrument panel temperature
gauge, coolant temperature compensation, charge
air temperature control, optional Engine Warning
Protection System (EWPS), and the wait to start
lamp. The ECM uses ECT sensor input as a backup,
if EOT sensor values are out of range.
Engine Oil Temperature (EOT) Sensor

The EOT sensor is a thermistor sensor that detects
engine oil temperature.
Figure 29 Variable resistance sensor
EGES-420-2
1 ENGINE SYSTEMS 49
Variable resistance sensors measure pressure. The The EOP sensor is installed in the side of the oil
pressure measured is applied to a ceramic material. module, on the right side of the engine.
The pressure forces the ceramic material closer to a
thin metal disk. This action changes the resistance of Fuel Rail Pressure (FRP) Sensor
the sensor.
The FRP sensor is a variable resistance sensor that
The sensor is connected to the control module through monitors the fuel pressure in the pressure pipe rail.
the VREF, signal, and signal ground wires.
The FRP sensor measures the fuel pressure just prior
The sensor receives the VREF and returns an analog to injection.
signal voltage to the control module. The control
The FRP sensor is mounted in the front of the pressure
module compares the voltage with pre-programmed
pipe rail on the left side of the engine.
values to determine pressure.
Variable resistance sensors include the following:
Magnetic Pickup Sensor
• Exhaust Gas Differential Pressure (EGDP) sensor
A magnetic pickup sensor contains a permanent
• Engine Fuel Pressure (EFP) sensor magnet core that is surrounded by a coil of wire.
The sensor generates a voltage signal through the
• Engine Oil Pressure (EOP) sensor
collapse of a magnetic field that is created by a
• Fuel Rail Pressure (FRP) sensor moving metal trigger. The movement of the trigger
then creates an AC voltage in the sensor coil.
Exhaust Gas Differential Pressure (EGDP) Sensor
Magnetic pickup sensors used include the following:
The EGDP sensor provides a feedback signal to the
• Crankshaft Position (CKP) sensor
Aftertreatment Control Module (ACM) indicating the
pressure difference between the inlet and outlet of • Camshaft Position (CMP) sensor
the particulate filter. During a catalyst regeneration,
• Vehicle Speed Sensor (VSS)
the ACM and the ECM monitor this sensor along with
three aftertreatment system thermistor sensors, the
Crankshaft Position (CKP) Sensor
EGR system, and the ITV.
The CKP sensor is a magnetic pickup sensor that
The EGDP sensor is a differential pressure sensor
indicates crankshaft speed and position.
with two tap-offs installed past the turbocharger. A
tap-off is located before and after the DPF. The CKP sensor sends a pulsed signal to the Engine
Control Module (ECM) as the crankshaft turns. The
Engine Fuel Pressure (EFP) Sensor CKP sensor reacts to a 60 tooth timing disk machined
into the flywheel. For crankshaft position reference,
The EFP sensor is a variable resistance sensor that
teeth 59 and 60 are missing. By comparing the CKP
measures fuel supply pressure.
signal with the CMP signal, the ECM calculates engine
The EFP sensor provides feedback to the ECM for the rpm and timing requirements.
low pressure fuel system.
The CKP sensor is installed in the top left of the
The EFP sensor is installed in the front of the fuel filter flywheel housing.
housing assembly on the left side of the engine.
Camshaft Position (CMP) Sensor
Engine Oil Pressure (EOP) Sensor
The CMP sensor is a magnetic pickup sensor that
The EOP sensor is a variable resistance sensor that indicates camshaft speed and position.
detects engine oil pressure.
The CMP sensor sends a pulsed signal to the ECM
The EOP signal is monitored by the ECM for operation as a toothed wheel on the camshaft rotates past the
of the instrument panel pressure gauge and optional CMP sensor. The ECM calculates camshaft speed
EWPS. and position from CMP signal frequency.
EGES-420-2
50 1 ENGINE SYSTEMS
The CMP sensor is installed in the left rear of the Accelerator Position Sensor (APS)
cylinder head.
The APS provides the EIM with a feedback signal
(linear analog voltage) that indicates the operator’s
Vehicle Speed Sensor (VSS)
demand for power. The APS is installed in the cab
The VSS provides the EIM with transmission tail shaft on the accelerator pedal.
speed by sensing the rotation of a 16 tooth gear on
the rear of the transmission. The detected sine wave
signal (AC) received by the EIM, is used with tire size Switches
and axle ratio to calculate vehicle speed. The VSS is
located on the left side of the transmission housing for
automatic transmissions, or at rear of the transmission
housing for manual transmissions.
Potentiometer
Figure 31 Switch
Switch sensors indicate position, level, or status.

They operate open or closed, regulating the flow of
current. A switch sensor can be a voltage input switch
or a grounding switch. A voltage input switch supplies
the control module with a voltage when it is closed.
A grounding switch grounds the circuit when closed,
causing a zero voltage signal. Grounding switches
are usually installed in series with a current limiting
resistor.
Switches include the following:
• Driveline Disengagement Switch (DDS)
Figure 30 Potentiometer
• Engine Coolant Level (ECL)
• Idle Validation Switch (IVS)
A potentiometer is a variable voltage divider that
senses the position of a mechanical component. Driveline Disengagement Switch (DDS)
A reference voltage is applied to one end of the
potentiometer. Mechanical rotary or linear motion The DDS determines if a vehicle is in gear. For
moves the wiper along the resistance material, manual transmissions, the clutch switch serves as
changing voltage at each point along the resistive the DDS. For automatic transmissions, the neutral
material. Voltage is proportional to the amount of indicator switch or datalink communication functions
mechanical movement. as the DDS.
The engine has one potentiometer, the Accelerator

Position Sensor (APS).
EGES-420-2
1 ENGINE SYSTEMS 51
Engine Coolant Level (ECL) Switch Exhaust Lambda Sensor (ELS)

The ECL switch is part of the Engine Warning The ELS monitors oxygen levels in exhaust gases.
Protection System (EWPS). The ECL switch is
The ELS is used to tune the engine operation to a
located on the deaeration tank. When the magnetic
specified air-to-fuel ratio in the exhaust.
switch is open, the tank is considered full of coolant.
The ELS compares oxygen levels in the exhaust
If engine coolant is low, the switch closes and the red
stream with oxygen levels in the outside air. It
ENGINE lamp on the instrument panel is illuminated.
then generates a voltage that is transmitted to the
ECM. The level of voltage generated by the ELS
Idle Validation Switch (IVS)
corresponds to the oxygen levels in the exhaust
The IVS is a redundant switch that provides the stream.
Engine Interface Module (EIM) with a signal that
The ELS is installed in the turbo exhaust pipe, directly
verifies when the APS is in the idle position. The IVS
after the exhaust valve with butterfly.
is located on the APS.
EGES-420-2
52 1 ENGINE SYSTEMS
EGES-420-2
2 ENGINE AND VEHICLE FEATURES 53
Table of Contents
Standard Features. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .55

Electronic Governor Control. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .55
American Trucking Association (ATA) Datalink . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .55
Controller Area Network (CAN) Datalink . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .55
Service Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .55
Event Logging System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .55
Electronic Speedometer and Tachometer. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .55
Aftertreatment (AFT) System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .56
Cold Start Assist. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .56
Fast Idle Advance. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .56
Cold Ambient Protection (CAP). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .56
Coolant Temperature Compensation (CTC). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .56
Engine Crank Inhibit (ECI). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .56
Change Engine Oil Interval Message. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .57
Engine Warning Protection System (EWPS). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .57
Idle Shutdown Timer (IST). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .57
Electronic Fan (EFAN). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .57
Optional Features. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .58

Engine Retarder System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .58
Road Speed Limiting. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .58
Cruise Control. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .58
Traction Control. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .58
EGES-420-2
54 2 ENGINE AND VEHICLE FEATURES
EGES-420-2
Standard Features • Transmission and clearing of DTCs

Electronic Governor Control • Diagnostics and troubleshooting
International® engines are electronically controlled for • Intermodule communication between the:
all operating ranges.
• ECM
• EIM
American Trucking Association (ATA) Datalink
• Automatic transmission controller
Vehicles are equipped with the ATA datalink for
• Instrument cluster
communication between the Engine Interface Module
(EIM), the Transmission Control Module (TCM) • Electronic System Controller (ESC) module
(automatic transmission only) and the Electronic
• ACM
Service Tool (EST). The ATA datalink is accessed
through the vehicle diagnostic connector. • EST
The ATA datalink supports: • Programming engine and vehicle features
• Transmission of engine parameter data • Programming calibrations and strategies
• Transmission and clearing of Diagnostic Trouble For additional information, see CAN Communications
Codes (DTCs) (Controller Area Network) (Public) (page 256) in
“Electronic Control Systems Diagnostics” section in
• Diagnostics and troubleshooting
this manual.
• Programming performance parameter values
• Programming engine and vehicle features Service Diagnostics
• Programming calibrations and strategies in the The EST provides diagnostic information using the
EIM ATA datalink. The EST requires MasterDiagnostics®
software provided by International®.
For additional information, see ATA Datalink (page
248) in “Electronic Control Systems Diagnostics” Faults from sensors, actuators, electronic
section in this manual. components, and engine systems are detected by
the ECM and EIM. The faults are then accessed by
the EST through the EIM as DTCs. Effective engine
Controller Area Network (CAN) Datalink diagnostics require and rely on DTCs.
The vehicle is equipped with two CAN networks:
Event Logging System
• The public CAN is used for diagnostics and
calibration for the Engine Interface Module The event logging system records engine operation
(EIM), Engine Control Module (ECM) and the above maximum rpm (overspeed), coolant
Aftertreatment Control Module (ACM). temperature out of operational range, low coolant
level, or low oil pressure. The readings for the
• The private CAN is used for communications
odometer and hourmeter are stored in the ECM
between the EIM, ECM and the ACM. The
memory at the time of an event and can be retrieved
private CAN is not accessible through the vehicle
using the EST.
diagnostic connector.
The public CAN is accessed through the vehicle
Electronic Speedometer and Tachometer
diagnostic connector pins C and D. The public CAN
provides communication between the EIM and the The engine control system calibrates vehicle speed
Electronic Service Tool (EST). up to 157,157 pulses per mile. The calculated vehicle
speed is a function of transmission tail shaft speed,
The CAN datalink supports:
number of teeth on the tail shaft, rear axle ratio,
• Transmission of engine parameter data and tire revolutions per mile. Use the EST with
EGES-420-2
MasterDiagnostics® software to program new speed below 10°C (50°F) the ECM activates the fast idle
calibrations into the EIM. advance.
The tachometer signal is generated by the ECM by Fast idle advance increases engine idle speed up to
computing the signals from the Camshaft Position 700 rpm for a period of up to 100 seconds to assist
(CMP) sensor and the Crankshaft Position (CKP) in faster warm-up to operating temperature. This
sensor. The calculated engine speed is then sent to occurs by the ECM monitoring the engine coolant
the instrument cluster through the J1939 Public Data temperature and adjusting the fuel injector operation
Link. accordingly.
Low idle speed is resumed when the engine coolant
temperature reaches temperatures above 10 °C (50
Aftertreatment (AFT) System
°F) or the 100 second period times out.
The AFT system, part of the larger exhaust system,
processes engine exhaust so that it meets tailpipe
emission requirements. The AFT system traps Cold Ambient Protection (CAP)
particulate matter (soot) and prevents it from leaving
CAP protects the engine from damage caused by
the tailpipe. The trapped particulate matter is
prolonged idle at no load condition during cold
then rendered to ash by heating the exhaust and
weather.
injecting fuel through a process called regeneration.
Regeneration reduces the frequency of AFT system CAP maintains engine coolant temperature by
maintenance without adversely affecting emissions. increasing the engine rpm to a programmed value.
CAP also improves cab warm-up.
For additional information, see Aftertreatment (AFT)
System in “Engine Systems” section of this manual. CAP is standard on trucks without an Idle Shutdown
Timer (IST).
Cold Start Assist

Coolant Temperature Compensation (CTC)
The cold start assist feature improves engine start-up
in cold weather. The ECM controls the Cold Start NOTE: CTC is disabled in emergency vehicles and
Relay (CSR) and monitors the Engine Oil Temperature school buses that require 100 percent power on
(EOT), the Intake Air Temperature (IAT) and the demand.
Engine Coolant Temperature 2 (ECT2) sensors.
CTC reduces fuel delivery if the engine coolant
When the key is turned to the ON position, the ECM
temperature is above cooling system specifications.
monitors the ECT2 and IAT sensors and if either
sensor is below 11 °C (52 °F), the ECM enables Before standard engine warning or optional
the CSR. The CSR energizes the cold start assist warning/protection systems engage, the ECM begins
glow plug. When the cold start assist glow plug is at reducing fuel delivery when the engine coolant
operating temperature, the wait to start lamp flashes. temperature reaches approximately 107 °C (225 °F).
As the engine is cranked, the ECM energizes the Cold A rapid reduction of 15 percent is achieved when
Start Solenoid (CSS) valve introducing fuel into the engine coolant temperature reaches approximately
intake which ignites and warms the air being drawn 110 °C (230 °F).
into the engine. Do not accelerate the engine until the
wait to start lamp goes out.
Engine Crank Inhibit (ECI)
For additional information, see Cold Start Assist
System in “Engine Systems” section of this manual. The ECI will not allow the starting motor to engage
when the engine is running and the drivetrain is
engaged.
Fast Idle Advance
The ECI allows the starting motor to engage with the
The ECM monitors the Engine Coolant Temperature engine running if the key is turned to START while the
(ECT) sensor. If the engine coolant temperature is clutch pedal is pressed.
EGES-420-2
Change Engine Oil Interval Message Idle time is measured from the last clutch or brake
pedal transition. The engine must be out of gear for
The change engine oil interval message can be
the IST to work.
programmed with the EST for mileage, hours, or
amount of fuel used. The change engine oil message For additional information, see IST (Idle Shutdown
timer can be reset using the CRUISE ON and Timer) System (Federal - Optional) (page 406) in
RESUME/ACCEL switches or with the EST. “Electronic Control Systems Diagnostics” section of
this manual.
Engine Warning Protection System (EWPS) California Vehicles

NOTE: Emergency vehicles are not equipped with The IST feature allows the ECM to shut down the
EWPS. engine when an extended idle condition occurs.
The EWPS safeguards the engine from undesirable Engine idle duration is limited for California Air
operating conditions to prevent engine damage and Resources Board (CARB) engine shutdown systems
to prolong engine life. The ECM illuminates the red regulation compliant engines as follows:
ENGINE lamp and sounds the warning buzzer when • When the parking brake is set, the idle shutdown
the ECM detects: time is limited to the CARB requirement of five
• High coolant temperature minutes.
• Low oil pressure • When the parking brake is released, the idle
shutdown time is limited to the CARB requirement
• Low coolant level (3-way system only) of 15 minutes.
When the EWPS feature is enabled, and a critical Thirty seconds before engine shutdown, the red
engine condition occurs, the on-board electronics ENGINE lamp flashes and an audible alarm sounds.
shuts the engine down (3-way protection). An event The red ENGINE lamp and audible alarm continue
logging feature records the event in engine hours and until the engine shuts down or the low idle timer is
odometer readings. After the engine has shut down, reset.
and the critical condition remains, the engine can be
started for a 30 second run time. Idle time is measured from the last clutch or brake
pedal transition. The engine must be out of gear for
the IST to work.
Idle Shutdown Timer (IST)
For additional information, see IST (Idle Shutdown
Timer) System (California - Standard) (page 404) in
All Vehicles Except California
“Electronic Control Systems Diagnostics” section of
The IST feature allows the ECM to shut down the this manual.
engine when an extended idle condition occurs.
The IST can be programmed by the customer to
automatically shut the engine down for idle times that Electronic Fan (EFAN)
range from 2 to 120 minutes.
Engine electronics allow for the operation of an
Thirty seconds before engine shutdown, the red electronic fan or an air fan solenoid. For additional
ENGINE lamp flashes and an audible alarm sounds. information, see Single and Two-Speed EFAN Control
The red ENGINE lamp and audible alarm continue (page 428) or Variable EFAN Control (page 431) in
until the engine shuts down or the low idle timer is “Electronic Control Systems Diagnostics” section of
reset. this manual.
EGES-420-2
Optional Features electronic engines. Maximum and minimum allowable

cruise control speeds vary based on model. To
Engine Retarder System
operate cruise control, see appropriate truck model
International® offers an optional engine retarder to Operator’s Manual.
enhance braking capabilities. For a detailed feature
description, see Engine Retarder System in “Engine
Systems” section of this manual. Traction Control
Traction control is a system that identifies when a
wheel is spinning faster than the other wheels during
Road Speed Limiting
acceleration.
Vehicle road speed can be limited to a maximum
When a traction control condition occurs, a datalink
speed as programmed by the customer. An EST is
message is sent to the ECM to limit fuel for the
required for programming.
purpose of reducing engine torque.
Vehicles must have a transmission and an Antilock
Cruise Control Brake System (ABS) that supports traction control.
The ECM controls the cruise control feature. The
cruise control system functions similarly for all
EGES-420-2
3 DIAGNOSTIC SOFTWARE OPERATION 59
Table of Contents
MasterDiagnostics® Software. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .61

Open Application. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .61
Retrieve Engine Information. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .61
Open MasterDiagnostics®. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .61
Electronic Service Tool (EST) Communication Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .62

IC4 Interface Device Self Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .62
Communications (COM). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .63

Open Communications. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .63
Close Communications. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .63
Diagnostic Trouble Codes (DTCs). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .64

Reading DTCs. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .64
DTC Help Menu. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .64
Clearing DTCs. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .67
Session Files. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .68

Opening Session Files. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .68
Adding and Deleting Session Parameter Identifiers (PIDs). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .68
Closing Session Files. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .69
VIN+ Session. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .69
Engine Diagnostics Tests. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .71

AFT Cleanliness Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .71
AFI Flow Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .71
AFT System Leak Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .72
AFS Leak Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .73
Actuator Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .73
Relative Compression Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .74
Injector Disable Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .75
Engine Run Up Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .76
High Pressure Pump Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .78
Continuous Monitoring - Troubleshooting Intermittent Connections. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .79
Snapshots. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .81
Opening Specific Snapshots. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .81
Opening Basic Snapshots. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .81
Snapshot Setup. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .81
Snapshot Trigger using Active Diagnostic Trouble Codes (DTCs). . . . . . . . . . . . . . . . . . . . . . . . . .81
Snapshot Trigger using Parameter Identifier (PID). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .82
Sample Rates, Pre Trigger, and Post Trigger Times. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .83
Snapshot PID List. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .83
Rename REC Files. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .84
Manual Trigger Snapshots. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .84
Replay Snapshot Graphic. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .85
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60 3 DIAGNOSTIC SOFTWARE OPERATION
Service Interval Messages Reset. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .87

Reset Message. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .87
General Information. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .88

Installed MasterDiagnostics® Version. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .88
Approved Interface Cable. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .88
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MasterDiagnostics® Software Retrieve Engine Information

Open Application
1. Connect interface cable to the vehicle diagnostic
connector and the Electronic Service Tool (EST).
2. From the EZ-Tech® opening screen select
Engine Diags button, and then select the Service
Assistant button from the drop-down menu.
3. Turn the ignition switch to the ON position. Do not
start the engine.
Figure 32 Diagnostic window Figure 33 Engine information
NOTE: If the EST does not communicate with the 1. The Service Assistant displays the detected
vehicle, refer to the IC4 Interface Device Self Test engine information and model year.
(page 62).
2. Make sure the View CAN Data button on the right
4. Click the button indicated on the Service Assistant side of Service Assistant window is selected.
screen to establish communication with the
vehicle. 3. Verify the collected data matches the engine
being diagnosed.
4. To view the Service Assistant version number,
right click the title bar and select About Service
Assistant.
Open MasterDiagnostics®
1. Make sure the View CAN Data button on the right
side of Service Assistant window is selected.
2. The engine family and model year should match
the engine being diagnosed. If incorrect, use
the drop-down menu to select the correct engine
family and model year.
3. Select Launch EST.
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Electronic Service Tool (EST)

Communication Diagnostics
IC4 Interface Device Self Test
1. Connect the interface cable to the diagnostic
connector and the EST.
start the engine.
Figure 35 Self Test Run command
5. Select Run button.

Figure 34 Vehicle diagnostics folder
3. From the EST desktop, open the Vehicle

Diagnostics folder.
4. Double-click the IC4 Self Test icon.
Figure 36 Connector confirmation
6. Verify the correct interface connector is selected.
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1. Select COM from the menu bar.

2. Select Open from the drop-down menu.
Figure 39 COM open confirmation
3. A green light and flashing red light indicates

a successful communication link has been
established.
If a green light and flashing red light is not visible,
COM is not available.
Close Communications
Figure 37 Test result
NOTE: If the connection could not be established,

follow the instructions on the self-test window.
7. The test result is displayed in the lower half of the
self-test window.
Figure 40 Close COM
1. Select COM from the menu bar.

Communications (COM)
2. Select Close from the drop-down menu.
Open Communications
Figure 38 Open COM
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Diagnostic Trouble Codes (DTCs) 4. Select View from the drop-down menu.
Reading DTCs
start the engine.
2. Open MasterDiagnostics® and establish
communication with the vehicle.
Figure 42 Viewing DTCs
5. The DTC window displays active and inactive

DTCs stored in the control modules.
DTC Help Menu

Figure 41 Retrieving DTCs 1. Double-click the desired DTC to launch the Help
program.
3. Select Code from the menu bar.
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Figure 43 DTC help menu
2. The Help program displays information for the

circuit associated with the DTC.
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Figure 44 DTC help menu – circuit information
3. Select the DTC number from the list to display

specific information.
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Clearing DTCs 3. Select Code from the menu bar.

1. Turn the ignition switch to the ON position. Do not 4. Select Clear from the drop-down menu.
start engine.
5. DTCs are cleared from the control module’s
2. Open MasterDiagnostics® and establish memory. Active codes may return if the fault
communication with the vehicle. conditions remain.
Figure 45 Clearing DTCs
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Session Files Adding and Deleting Session Parameter

Identifiers (PIDs)
All session files are pre-configured with set
parameters and graphs. If parameters and graphs 1. Open desired session file.
are added or modified and the session file saved,
2. On the session file, click the window where PIDs
the default session file cannot be recovered. Always
are to be added or edited.
select No when prompted to save the session before
closing.
Opening Session Files

start the engine.
Figure 48 Add/Delete/Edit parameters
3. Select Edit from the menu bar, or right click the

desired window.
Figure 46 Open session file 4. Select Add/Delete/Edit Parameters from the

drop-down menu.
3. Select Session from the menu bar.

4. Select Open from the drop-down menu.
Figure 49 Add/Delete/Edit parameters window
5. Select additional PIDs in the left column. Press

and hold the CTRL key to select multiple PIDs.
Selections are highlighted in blue.
6. To add the selected PIDs, select the Add button
and the PIDs move to the right column.
Figure 47 Select session file
5. Select the desired session file.

6. Select Open.
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NOTE: Selecting Yes when prompted to save the

session risks altering the default session setup.
3. Select No when prompted to save the session
before closing.
VIN+ Session
The VIN+ provides VIN, the control module’s
calibration, engine serial number, transmission
information, stored DTCs, and some other preset
Figure 50 Additional PIDS added to session parameters. The information contained in the VIN+
session can be used to fill in part of the Hard Start No
Start Diagnostic Form.
7. To delete PIDs from the session, select the PIDs
to remove from Selected Parameters and then 1. Turn the ignition switch to the ON position. Do not
select Delete. start the engine.
NOTE: An alternative to steps 5 and 6 is to 2. Open MasterDiagnostics® and establish

double-click PIDs in the left column to automatically communication with the vehicle.
add them to the right column. Also, an alternative to
step 7 is to double-click PIDs in the right column to
automatically move them back to the left column.
8. Select OK to complete action.
Closing Session Files
Figure 52 Select VIN+ icon
3. Select the VIN+ icon.

Figure 51 Closing session file
1. Select Session from the menu bar.

2. Select Close from the drop-down menu.
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Figure 53 VIN+ session (example)
4. The VIN+ session is displayed on screen.
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Engine Diagnostics Tests
GOVERNMENT REGULATION: Engine

fluids (oil, fuel, and coolant) may be a hazard
to human health and the environment.
Handle all fluids and other contaminated
materials (e.g. filters, rags) in accordance
with applicable regulations. Recycle
or dispose of engine fluids, filters, and
other contaminated materials according to
applicable regulations.
Figure 54 Aftertreatment session file

GOVERNMENT REGULATION: State
and local regulations may limit engine
idle time. The vehicle owner or operator 3. Open D_Aftertreatment.ssn file from the open
is responsible for compliance with those session menu.
regulations.
4. Start and idle the engine until the engine reaches
operating temperature.
WARNING: To prevent personal injury or

death, shift transmission to park or neutral, set
parking brake, and block wheels before doing
diagnostics or service procedures.
AFT Cleanliness Test
This procedure is used to induce a DPF regeneration
cycle. The regeneration process may take up to one
hour depending on the condition of the DPF. Figure 55 AFT Cleanliness Test

start the engine. NOTE: Make sure engine has warmed to at least
2. Open MasterDiagnostics® and establish operating temperature (71 °C [160 °F]) before starting
communication with the vehicle. AFT Cleanliness Test.
5. Select Diagnostics from the menu bar and then
After-Treatment Tests from the drop-down menu.
6. Select AFT Cleanliness Test.
AFI Flow Test

death, do not smoke or park vehicle near open
flames or sparks when taking a fuel sample.
This test verifies the condition of the Aftertreatment
Fuel Injector (AFI). The test runs for 60 seconds and
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injects fuel in a pulsing mist pattern. During this test This test verifies the Aftertreatment Fuel Injector (AFI)
the AFI injects approximately 177 ml (6 oz.) of fuel. and the AFI fuel supply lines do not leak. This test runs
for 120 seconds. Once started, the Aftertreatment
Fuel Supply (AFS) valve is energized for 60 seconds.
start the engine.
The Aftertreatment Fuel Pressure (AFP) sensor may
2. Open MasterDiagnostics® and establish be monitored to verify fuel pressure is supplied to
communication with the vehicle. the AFI. During these 60 seconds, the AFI and the
AFI fuel supply lines can be monitored for any signs
of leakage. At the end of the first 60 seconds, the
AFS valve is de-energized and the Aftertreatment Fuel
Drain (AFD) valve is energized for 60 seconds. During
this time, the aftertreatment fuel pressure drops to less
than 6.9 kPa (1 psi).
start the engine.
3. Open D_Aftertreatment.ssn file from the open

session menu.
4. Start the engine.
3. Open D_Aftertreatment.ssn file from the open

Figure 57 AFI Flow Test command session menu.
6. Select AFI Flow Test.
AFT System Leak Test

death, do not smoke or park vehicle near open Figure 59 AFT System Leak Test command
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6. Select AFT System Leak Test.
AFS Leak Test

death, do not smoke or park vehicle near open Figure 61 AFS Leak Test
This test verifies the Aftertreatment Fuel Supply (AFS) 6. Select Diagnostics from the menu bar and then
valve does not leak after it is closed. This test runs After-Treatment Tests from the drop-down menu.
for 60 seconds, during which time AFS valve and the
Aftertreatment Fuel Injector (AFI) are closed, and the 7. Select AFS Leak Test.
Aftertreatment Fuel Drain (AFD) valve is opened.
1. Connect the Fuel Inlet Restriction and Aeration Actuator Test
Tool to the Hydrocarbon (HC) cut-off valve return
port and position the open end into a suitable The actuator test allows a technician to test the
container. actuators by measuring voltage changes and visually
monitoring actuator movement. During this test, each
2. Turn the ignition switch to the ON position. Do not actuator is activated for 3.5 seconds in the following
start the engine. sequence. For air-actuated components, the truck air
3. Open MasterDiagnostics® and establish system is required to be charged to a minimum of 621
communication with the vehicle. kPa (90 psi) for the actuator to function properly.
NOTE: The Cold Start Relay (CSR), Engine Crank
Inhibit (ECI), and Electronic Engine Fan (EFAN), are
activated and deactivated simultaneously.
• Intake Throttle Valve (ITV)
• Boost Control Solenoid (BCS) valve
• Exhaust Gas Recirculation (EGR) control valve
• Coolant Mixer Valve (CMV)
• Retarder Control
• Coolant Flow Valve (CFV)
• Aftertreatment Fuel Injector (AFI)
• Aftertreatment Fuel Supply (AFS) valve
• Aftertreatment Fuel Drain (AFD) valve
Figure 60 Aftertreatment session file • CSR, ECI, EFAN simultaneously
4. Open D_Aftertreatment.ssn file from the open start the engine.
session menu.
5. Start the engine. communication with the vehicle.
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Read and be familiar with all the steps and time limits
in this procedure before starting.
start the engine.
3. Open COM.
Figure 62 Actuator session file
3. Open D_Actuator.ssn file from the open session

menu.
Figure 64 IBB Relative Compression Tests
command
4. Select Diagnostics from the menu bar and

then IBB Relative Compression Tests from the
drop-down menu.
Figure 63 Actuator Test command

Diagnostics from the drop-down menu.
5. Select Actuator Test.
Relative Compression Test

This test determines cylinder integrity. The Engine
Control Module (ECM) measures the time it
takes for each piston to travel upward during the
compression stroke. Timing is based on information
from the Camshaft Position (CMP) sensor and
Figure 65 Run command
Crankshaft Position (CKP) sensor. A cylinder with low
compression allows the piston to travel faster during
the compression stroke.
5. Select Run on the Relative Compression
This test is accomplished by cranking the engine and Diagnostics window. Within five seconds of
following the on-screen instructions. The engine does selecting Run, crank the engine until prompted
not start when running this test. on screen to stop cranking.
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Figure 68 Test results – graph format

Figure 66 Stop cranking message
8. The results are displayed in graph format. If

NOTE: Do not turn ignition switch to OFF when desired, select Text View to view the results in
instructed to stop cranking. If the ignition switch is text format.
turned to OFF, the results are lost.
6. Stop cranking when indicated on screen but
Injector Disable Test
leave the ignition switch in the ON position.
Select Display Results. This test determines the contribution of each
injector by manually disabling each of the injectors,
and determining if there is a change in engine
performance.
start the engine.
Figure 67 Test results – text format
7. The results are displayed in text format. Select

Graph View to view the results in graph format.
Figure 69 Injector disable session file
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3. Open D_INJ_Disable.ssn file from the open The injector number that is selected to be disabled is
session menu. highlighted in blue.
4. Start the engine. 6. Select the injector number to be disabled and then
select Run.
Figure 70 IBB Injector Disable Tests command
Figure 72 Injector disabled

IBB Injector Disable Tests from the drop-down
menu. 7. The injector indicated with a red X is disabled.
A change in the engine noise tone should be
noticed.
8. Select Normal Operation to enable the injector
and then repeat steps 6 through 8 for the
remaining injectors.
Engine Run Up Test

death, make sure the parking brake is set, the
transmission is in neutral or park, and the wheels
are blocked when running the engine in the
service bay.
This test determines cylinder contribution by
accelerating the engine from low idle to 1400 rpm,
while disabling each of the injectors in sequence.
A baseline test is performed with all of the injectors
enabled at both the beginning, and end of the test.
start the engine.
Figure 71 Injector selection
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Figure 75 Run command

Figure 73 Engine run up session file
6. Select Run and the observe the message bar at

3. Open D_EngineRunUp.ssn file from the open the bottom of the Engine Run Up Test window for
session menu. further instructions.
Figure 74 IBB Engine Run Up Tests command
Figure 76 Key OFF command

IBB Engine Run Up Tests from the drop-down
menu. 7. Turn the ignition switch OFF and then ON when
instructed on screen.
8. Select Display Parameters.
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High Pressure Pump Test

service bay.
This test determines the integrity of the low or high
pressure fuel system. This test does not identify a
specific system component failure. When activated,
the test accelerates the engine in steps, from low idle
to 1100, 1300, 1450, and 1600 rpm. During each of
these runs, the fuel pressure in the pressure pipe rail
is increased from 7250 psi (500 bar) to approximately
Figure 77 Test results – text format 26,100 psi (1800 bars), followed by fuel pressure drop
to 7250 psi (500 bar). The ECM monitors the time for
fuel pressure to increase and drop.
9. The results are displayed in text format. Select 1. Turn the ignition switch to the ON position. Do not
Graph View to view the results in graph format. start the engine.
Figure 78 Test results – graph format
10. The results are displayed in graph format. If

desired, select Text View to view the results in Figure 79 Engine run up session file
text format.
3. Open D_EngineRunUp.ssn file from the open
session menu.
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7. Turn the ignition switch OFF and then ON when

instructed on screen.
8. Select Display Parameters.
Figure 80 IBB High Pressure Pump Tests

command
5. Select Diagnostics from the menu bar and

then IBB High Pressure Pump Tests from the
drop-down menu.
Figure 83 Test results
9. The results are displayed in text format.
Continuous Monitoring - Troubleshooting

Intermittent Connections
The Continuous Monitor test is very helpful in
troubleshooting intermittent connections between
the control modules and sensors. The key must be
on and the engine can be off or running.
The continuous monitor session monitors all sensor
Figure 81 Run command voltages. Sensors that read N/A are not turned on in
the control module software.
6. Select Run and the observe the message bar
at the bottom of the High Pressure Pump Test
window for further instructions. 2. Open the D_ContinuousMonitor.ssn session.
Figure 82 Key OFF command
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NOTE: All sensors active in the software are reading

an actual value. Refer to the Diagnostic Trouble Code
(DTC) pinpoint test to find the minimum or maximum
value that sets the fault code being diagnosed.
3. Monitor the graphs on the screen while wiggling
the connectors and wires at all suspected problem
locations.
NOTE: Refer to the electrical information to find all
circuits that might cause the intermittent problem.
4. Disconnect and inspect connectors for damage,
corrosion or loose pins. Repair if necessary.
Figure 84 Continuous monitoring
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Snapshots Opening Basic Snapshots

Opening Specific Snapshots Opening a basic snapshot requires all settings are
adjusted to obtain a useful snapshot.
Opening a session file prior to setting up a snapshot
results in default snapshot settings related to the
session file.
2. Open desired session file.
Figure 87 Opening basic snapshot
1. Select SnapShot from the menu bar.

2. Select Setup from the drop-down menu.
Snapshot Setup
Figure 85 Opening specific snapshot
Snapshot Trigger using Active Diagnostic Trouble
Codes (DTCs)
3. Select SnapShot from the menu bar. Snapshots can be triggered at the desired number of
active DTCs. This is useful for road test diagnostics.
Figure 86 Specific snapshot setup

Figure 88 Opening basic snapshot
4. Select Setup from the drop-down menu.

1. Enter None in Trigger PID drop-down menu.
5. To modify default settings, refer to other snapshot
2. Enter desired number of active DTCs in Trouble
setup steps in this section.
Code Count Trigger field.
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Figure 89 Arm trigger box
3. Check Arm Trigger box in the Snapshot Setup

window.
Snapshot Trigger using Parameter Identifier (PID)

Snapshots can be triggered by desired PID values.
This is useful for workshop or road test diagnostics.
Figure 91 PID trigger set-up
2. Select Trigger Setup button.

3. Adjust units, trigger value, and trigger edge.
• Units can be switched between English and
metric values.
• Trigger Value sets the PID value that begins
snapshot recording.
Example: Trigger using APS at 100 percent,
starts the recording when the APS reaches
100 percent.
• Trigger Edge can be switched between rising
and falling. Rising edge is used if the PID
value starts lower than the Trigger value.
Falling edge is used if the PID value starts
Figure 90 Selecting PID trigger higher than the Trigger value.
4. Select OK button on the Trigger Setup window.
1. Select the desired PID in the Trigger PID
drop-down menu.
Figure 92 Arm trigger box
5. Check Arm Trigger box in the Snapshot Setup

window.
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Sample Rates, Pre Trigger, and Post Trigger 3. Enter desired time (seconds) in Post Trigger Time
Times box.
Snapshot timing and intervals can be changed for the Post Trigger Time sets time to stop snapshot
desired recording situation. recording after the trigger event is completed.
Example: Entering 100 enables the snapshot
recording to continue for 100 seconds after the
trigger event is completed.
Snapshot PID List

Verify the snapshot PID list contains each PID of
concern. Adding or deleting PIDs from the PID
session list does not alter the snapshot PID list.
Figure 93 PID trigger set-up
1. Enter the desired time interval in the Sample Rate

box.
Sample Rate adjusts the interval for each
recording.
Example: Entering 0.2 records PID list data every
two-tenths of a second for a total of five frames.
Figure 94 Selecting PIDs to record
NOTE: Use smaller sample rates for most
snapshots to maximize snapshot precision.
Larger sample rates are useful when recording 1. Select PID List button from the Snapshot Setup
for lengthy periods of time. window.
2. Enter desired time (seconds) in Pre Trigger Time

box.
Pre Trigger Time sets time to begin snapshot
recording prior to trigger event.
Example: Entering 30 enables the snapshot
recording to begin 30 seconds before the trigger
event occurs.
NOTE: Pre Trigger Time is useful when recording
conditions before a diagnostic event or fault
occurs. Figure 95 Selecting additional parameters for
snapshot
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2. Select additional PIDs in the left column. Press

and hold the CTRL key to select multiple PIDs.
Selections are highlighted in blue.
3. To add the selected PIDs, select the Add button
and the PIDs move to the right column.
Figure 96 Additional PIDS added to snapshot

Figure 97 Naming REC file
4. To delete PIDs from the snapshot, select the PIDs 1. Select the Record File button from the Snapshot
to remove from Selected Parameters and then Setup window.
select Delete.
2. Type the desired file name in the dialog box.
NOTE: An alternative to steps 2 and 3 is to
double-click PIDs in the left column to automatically 3. Select the Save button and save the file in
add them to the right column. Also, an alternative to desired directory. After the save is completed,
step 4 is to double-click PIDs in the right column to the program returns to the Snapshot Setup
automatically move them back to the left column. window.
5. Select OK to complete action and to return to the
Snapshot Setup window.
Rename REC Files

The REC file name can be changed to assist in finding
the file for review or data exchange for technical help.
The default name can be changed to a VIN or ID label
for example. Figure 98 Verify REC file name
4. Verify the Record File Name dialog box matches

the changes.
Manual Trigger Snapshots

2. Open desired session file.
3. Open desired snapshot. Setup for desired
recording.
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4. Select snapshot REC button on the side toolbar. 3. Select Replay from the drop-down menu, then
select Graphical or Text.
NOTE: Selecting Graphical replays the recording
in the form of a graph. Selecting Text replays the
recording in the form of a chart.
Figure 99 Recording active
5. The recording status changes to active and the

REC button is displayed on the status bar at the
bottom of the screen.
NOTE: The snapshot recording can be stopped at
anytime if required.
6. Select snapshot STOP button on the side toolbar.
Figure 102 Replaying REC file
Figure 100 Recording not active

4. Select the desired snapshot file.
7. The recording status changes to inactive and the 5. Select Open.

REC button is no longer displayed on the status
bar at the bottom of the screen.
Replay Snapshot Graphic

1. Open MasterDiagnostics®.
Figure 103 Selecting PIDs to replay
Figure 101 Snapshot replay

6. Select desired PIDs. Press and hold the CTRL
key to select multiple PIDs. Select the Select Max
2. Select SnapShot from the menu. button to select all recorded PIDs in text format, or
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a maximum of 14 PIDS in graph format. Selected

PIDs are highlighted in blue.
7. Select the OK button.
Figure 105 REC file text view
8. The graph or text replay of the recording is

displayed.
Figure 104 REC file graph view
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Service Interval Messages Reset 9. Enter password in dialog box.

Reset Message 10. Select OK.
1. Set the parking brake. 11. Right click SI: Service Interval Reset parameter to
display pop-up menu.
start the engine. 12. Select Program from the pop-up menu. The Edit
Parameter window opens.
communication with the vehicle. 13. Click the arrow in the New Value dialog box.
4. Open session file window. 14. Select Yes in the pull-down menu.
5. Select PP_ServiceInterval.ssn file. 15. Select OK.
6. Select Open. 16. Verify the following changes have been made
to SI: Service Interval Reset parameter and
7. Right click in the session window.
accepted by the control module:
8. Select enter Password from pop-up menu.
• Module Value has changed from No to Yes.
NOTE: If password is not entered or entered
• Original number in Program Count has
incorrectly, an error message is displayed. The
increased by one.
service interval cannot be reset.
17. The service interval has been set. Close session
NOTE: The password is a default setting, unless the
window.
customer has changed the password. If the default
password does not work, contact the customer for the
correct password.
EGES-420-2
General Information 2. Select Help from the menu bar.

Installed MasterDiagnostics® Version 3. Select About from the drop-down menu.
1. Open MasterDiagnostics® on EST computer. 4. The software release version is displayed.
5. The Tech Central representative may ask for
this version number in addition to the diagnostic
issues.
Approved Interface Cable

1. Current approved interface cables are verified
for full functionality for the MasterDiagnostics®
software.
NOTE: Unapproved or outdated interface cables
may have limited or no functionality or low
accuracy.
2. The Tech Central representative may ask which
interface cable is being used in addition to the
diagnostic issues.
Figure 106 Software version display
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4 ENGINE SYMPTOMS DIAGNOSTICS 89
Table of Contents
Description. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .91
Low Power . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .91
Hard Start/No Start . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .91
Misfire/Rough Low Idle. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .91
Coolant System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .92

Coolant Loss. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .92
Coolant Overflow. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .93
Coolant Leak to Exhaust. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .95
Aftertreatment Fuel Injector (AFI) Coolant Leak Inspection. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .96
EGR Module Leak Inspection. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .96
Coolant Leak to Fuel. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .97
Coolant Leak to Intake. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .98
Coolant Leak to Lube Oil. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .99
Lube Oil Contamination Inspection. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .99
Cylinder Head Leak Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .101
Coolant Over-Temperature. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .101
Coolant Over-Temperature Conditions Inspection. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .101
Coolant Over-Temperature – Charge Air Cooling. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .103
Coolant Over-Temperature — Engine Cooling. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .103
Lubrication System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .105

Visual Oil Level Inspection. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .105
Incorrect Maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .105
Dilution from Coolant. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .105
Power Steering Fluid Leak to Lube Oil. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .105
Lube Oil to Coolant. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .105
Lube Oil to Intake. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .106
Lube Oil to Exhaust. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .106
Lube Oil to Fuel. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .107
Low Oil Pressure. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .108
Fuel System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .111

Excessive Fuel Consumption. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .111
Fuel in Coolant. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .112
Fuel in Lube Oil. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .112
Fuel to Intake. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .113
Fuel to Exhaust. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .113
Fuel Pressure and Aeration. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .114
Water in the Fuel. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .114
Priming the Fuel System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .115
Low Fuel Rail Pressure. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .116
Test FRP Sensor. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .116
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90 4 ENGINE SYMPTOMS DIAGNOSTICS
Check FPCV Coil Resistance. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .116

FPCV Duty Cycle Control. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .117
Engine Inspection. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .118

Low Power (Turbocharger Assembly and Actuator). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .118
High Crankcase Pressure. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .119
Electrical System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .120

Engine Control Module (ECM) Reset (Intermittent Engine Stumble). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .120
EGES-420-2
Description Low Power

Diagnostic test procedures help technicians find See “Performance Diagnostics” section of this
problems systematically and quickly to avoid manual.
unnecessary repairs. In this section, diagnostic
and test procedures help identify causes for known
problems and conditions.
Hard Start/No Start
See “Hard Start and No Start Diagnostics” section of
death, read all safety instructions in the foreword
this manual.
of this manual. Follow all warnings, cautions, and
notes.

death, shift transmission to park or neutral, set
Misfire/Rough Low Idle
parking brake, and block wheels before doing See “Performance Diagnostics” section of this
diagnostic or service procedures. manual.
EGES-420-2
Coolant System • EGR Cooler Pressure Test Plates (page 448)

• 1 inch pipe plug
• Electronic Service Tool (EST) with Master
GOVERNMENT REGULATION: Engine Diagnostics® Software (page 445)
fluids (oil, fuel, and coolant) may be a hazard • IC4 USB Interface Cable (page 445)
Handle all fluids and other contaminated Procedure
with applicable regulations. Recycle 1. Check the service records to determine the
or dispose of engine fluids, filters, and frequency and quantity of coolant added.
other contaminated materials according to • If the vehicle’s cooling system is being
applicable regulations. overfilled there will be a small coolant loss
everyday. Educate the driver on correct
coolant level.
Coolant Loss • If the cooling system maintenance is correct

proceed to the next step.
Symptom NOTE: Make sure the engine oil and coolant are
Coolant loss is identified by a consistent need to refill within normal operating ranges and there is no visible
the deaeration tank. evidence of coolant on the oil level gauge before
running the engine.
Possible Causes
2. Start and idle the engine at the high idle/no load
• Improper servicing specification and inspect for coolant overflow.
• Damaged or failed deaeration tank • If coolant overflow is detected, see Coolant
• Damaged or failed deaeration cap Overflow (page 93) in this section.
• Damaged or failed radiator • If no coolant overflow is detected, proceed to

the next step.
• Damaged or failed distributor housing
• Damaged or failed heater core WARNING: To prevent personal injury
• Loose or failed coolant hoses or death, do the following when removing the
radiator cap or deaeration cap:
• Failed High Pressure Charge Air Cooler (HPCAC)
• Allow engine to cool for 15 minutes.
• Failed Low Pressure Charge Air Cooler (LPCAC)
• Wrap a thick cloth around radiator cap or
• Failed Exhaust Gas Recirculation (EGR) module deaeration cap.
• Failed Aftertreatment Fuel Injector (AFI) • Loosen cap slowly a quarter to half turn to vent
• Failed air compressor pressure.
• Cracked cylinder head • Pause for a moment to avoid being scalded by

steam.
• Porous or cracked cylinder liner
• Continue to turn the cap counterclockwise to
Tools remove.
• Radiator Pressure Testing Kit (page 451) 3. Remove deaeration tank cap.
• Plastic Surge Tank Cap Adaptor (page 451)
• Cylinder head test plate (Contact Tech Central at
1-800-336-4500)
EGES-420-2
4. Visually inspect sealing surfaces of deaeration If no external leak is detected, proceed to the next
cap and deaeration tank for damage. step.
• If sealing surfaces are damaged, install new 12. Obtain a fuel sample from the fuel tank and test
components as necessary. Retest the cooling for coolant contamination.
system.
• If the fuel sample has coolant contamination,
• If sealing surfaces are not damaged, proceed see Coolant Leak to Fuel (page 97) in this
to next step. section.
5. Connect Radiator Pressure Testing Kit with Plastic • If the fuel sample has no coolant
Surge Tank Cap Adaptor to the deaeration cap. contamination, proceed to the next step.
6. Pressurize deaeration cap to its rated pressure. 13. Remove Intake Throttle Valve (ITV) following the
procedure in the International® MaxxForce® 11
• If deaeration cap does not hold the rated
and 13 Engine Service Manual.
pressure, install a new deaeration cap.
Retest the cooling system. 14. Inspect the intake manifold and the HPCAC outlet
for evidence of coolant.
• If deaeration cap holds the rated pressure,
proceed to next step. • If evidence of coolant in the intake manifold
or the HPCAC outlet is detected, see Coolant
7. If equipped, plug in the block heater and warm the
Leak to Intake (page 98) in this section.
coolant.
• If no evidence of coolant in the intake manifold
NOTE: If the vehicle is equipped with a secondary
or the HPCAC outlet is detected, proceed to
surge tank, clamp the secondary surge tank port on
next step.
the deaeration cap.
15. Obtain an oil sample from the engine and test for
8. Connect Radiator Pressure Testing Kit with Plastic
coolant contamination.
Surge Tank Cap Adaptor to the deaeration tank.
• If the oil sample has coolant contamination,
9. Pressurize cooling system to 117 kPa (17 psi) for
see Coolant Leak to Lube Oil (page 99) in this
15 minutes.
section.
10. Visually inspect for external coolant leaks.
• If the oil sample has no coolant
Inspect the following components for external contamination, see Coolant Leak to
leaks: Exhaust (page 95) in this section.
• Radiator
• Deaeration tank Coolant Overflow
• Deaeration cap
Symptom
• Coolant hoses
Coolant overflow is coolant flowing or bubbling from
• Heater core the deaeration tank.
• Charge Air Coolers (CACs) Possible Causes
• Water pump • Failed air compressor
• AFI • Failed HPCAC
• Any vehicle specific coolant supplied • Failed LPCAC
components
• Failed EGR module
11. If a external coolant leak is identified, repair as
• Cracked cylinder liner
necessary. Retest the cooling system.
EGES-420-2
• Cracked cylinder head 2. Assemble an air compressor coolant bypass hose

using the connectors from a new air compressor
Tools
coolant pipe, two hose clamps and 48 cm (18 in)
• Radiator Pressure Testing Kit (page 451) of 1/2 in I.D. hose.
• Plastic Surge Tank Cap Adaptor (page 451) 3. Using the air compressor coolant bypass hose,
bypass the coolant hoses for the air compressor
• Air Compressor Coolant Bypass Hose (obtain
at the cylinder block.
locally)
4. Refill the cooling system to operating level.
• 1/2 in I.D. hose (obtain locally)
CAUTION: To prevent engine damage, do not run the
• 1 in I.D. hose (obtain locally)
engine for more than 1 minute. This can overheat the
• 1 in O.D. pipe plug (obtain locally) air compressor.
• 1 in O.D. pipe plug with air fitting and shut-off valve 5. Run the engine, for a maximum of one minute, to
(obtain locally) test the coolant system for combustion leakage.
• If coolant continues overflowing from the
Procedure
deaeration tank, proceed to next step.
WARNING: To prevent personal injury • If coolant stops overflowing from deaeration

or death, do the following when removing the tank, install a new air compressor following
radiator cap or deaeration cap: the procedure in the International®
MaxxForce® 11 and 13 Engine Service
• Allow engine to cool for 15 minutes. Manual.
• Wrap a thick cloth around radiator cap or 6. Remove Intake Throttle Valve (ITV) following the
deaeration cap. procedure in the International® MaxxForce® 11
• Loosen cap slowly a quarter to half turn to vent and 13 Engine Service Manual.
pressure.
• Pause for a moment to avoid being scalded by WARNING: To prevent personal injury
steam. or death, do the following when removing the
remove. • Allow engine to cool for 15 minutes.
1. Partially drain the cooling system. • Wrap a thick cloth around radiator cap or
deaeration cap.
• Loosen cap slowly a quarter to half turn to vent
pressure.
• Pause for a moment to avoid being scalded by
steam.
remove.
7. Remove deaeration tank cap.
8. Connect Radiator Pressure Testing Kit with Plastic
Surge Tank Cap Adaptor to the deaeration tank.
15 minutes.
Figure 107 Air compressor coolant bypass hose
EGES-420-2
10. Inspect the intake manifold and the HPCAC outlet 19. Pressure test the EGR module in vehicle following
for evidence of coolant. the procedure in the International® MaxxForce®
11 and 13 Engine Service Manual.
• If evidence of coolant in the intake manifold
or the HPCAC outlet is detected, see Coolant • If a leak is detected, install a new EGR
Leak to Intake (page 98) in this section. module as described in the International®
• If no evidence of coolant in the intake manifold
Manual.
or the HPCAC outlet is detected, proceed to
next step. • If a leak is not detected, see Coolant Leak to
Lube Oil (page 99) in this section.
11. Drain the engine coolant.
12. Disconnect the coolant hoses from the LPCAC.
Coolant Leak to Exhaust
13. Using a suitable hose with a 1 inch I.D., and a
plug, block off the LPCAC coolant outlet port.
Symptoms
Coolant leaks to the exhaust may be detected
externally or internally. See the following list of
death, wear safety glasses with side shields.
symptoms for identification of coolant leaks to the
Limit compressed air pressure to 207 kPa (30 psi).
exhaust.
14. Attach a air pressure regulator to a pressurized air
• Coolant residue at exhaust manifold flanges
source and regulate the pressure to 207 kPa (30
psi). • Observation of coolant loss without engine
overheating
15. Using a suitable hose with a 1 inch I.D. and a
valve, connect the air pressure regulator with the • Coolant smell in exhaust
pressurized air source to the LPCAC coolant inlet
• Coolant leaking from exhaust
port.
• Severe case - engine hydraulic lock
16. Pressurize the LPCAC to 207 kPa (30 psi).
• Failed Aftertreatment Fuel Injector (AFI)
17. Remove the air pressure source.
• Plugged Diesel Particulate Filter (DPF) or Diesel
18. Monitor the air pressure in the LPCAC for a period
Oxidation Catalyst (DOC)
of five minutes.
Possible Causes
• If the air pressure in the LPCAC drops, install
a new LPCAC following the procedure in the • Failed EGR module
International® MaxxForce® 11 and 13 Engine
• Failed AFI
Service Manual.
• Cracked cylinder head
• If the air pressure in the LPCAC remains
constant, go to the next step. • Cracked cylinder liner
Tools
death, make sure the engine has cooled before • Radiator Pressure Testing Kit (page 451)
removing components. • Plastic Surge Tank Cap Adaptor (page 451)

death, do not let engine fluids stay on your skin.
Clean skin and nails using hand cleaner and wash
with soap and water. Wash or discard clothing
and rags contaminated with engine fluids.
EGES-420-2
Aftertreatment Fuel Injector (AFI) Coolant Leak

Inspection
WARNING: To prevent personal injury

or death, do the following when removing the
deaeration cap.
pressure.
steam.
Figure 108 AFI nozzle
• Continue to turn cap counterclockwise to remove.
5. Inspect inside of turbo exhaust pipe at AFI nozzle.
2. Install Radiator Pressure Testing Kit with Plastic
Surge Tank Cap Adaptor. • If coolant is evident at AFI nozzle inside turbo
exhaust pipe, install a new AFI following the
procedures in the International® MaxxForce®
death, make sure the engine has cooled before
removing components. • If no coolant is evident at AFI nozzle inside
the turbo exhaust pipe, proceed to next test.
EGR Module Leak Inspection
and rags contaminated with engine fluids. WARNING: To prevent personal injury or
death, make sure the engine has cooled before
3. Disconnect exhaust pipe from turbo exhaust pipe.
removing components.
15 minutes. WARNING: To prevent personal injury or
1. Visually inspect EGR module for cracks or leaks.
• If an external leak or crack is identified,
install a new EGR module as described in
the International® MaxxForce® 11 and 13
Engine Service Manual.
• If no external leaks or cracks are identified,
proceed to next step.
CAUTION: To prevent engine damage, do not reuse
front or rear EGR tubes.
EGES-420-2
2. Remove front and rear inner and outer tubes Procedure

from EGR module following the procedure in the
International® MaxxForce® 11 and 13 Engine WARNING: To prevent personal injury
Service Manual. or death, do the following when removing the
3. Pressure test the EGR module in vehicle following radiator cap or deaeration cap:
the procedure in the International® MaxxForce® • Allow engine to cool for 15 minutes.
• If the pressure test indicates a leak, install deaeration cap.
a new EGR module following the procedure
in the International® MaxxForce® 11 and 13 • Loosen cap slowly a quarter to half turn to vent
Engine Service Manual. pressure.
• If the pressure test does not indicate a leak, • Pause for a moment to avoid being scalded by
see Cylinder Head Leak Test (page 101) in steam.
this section. • Continue to turn cap counterclockwise to remove.
Coolant Leak to Fuel 2. Install Radiator Pressure Testing Kit with Plastic
Surge Tank Cap Adaptor.
Symptom
When fuel is contaminated with coolant, the fuel has 15 minutes.
a noticeable coolant separation in the fuel sample.
4. Disconnect fuel line from the AFI.
Possible Causes
5. Inspect AFI for coolant leaking from the fuel inlet.
• Coolant heater auxiliary fuel filter (if equipped)
• If coolant is leaking from AFI, install a new AFI
• Failed AFI following the procedure in the International®
• Cracked cylinder head MaxxForce® 11 and 13 Engine Service
Manual.
Tools
• If coolant is not leaking from AFI, proceed to
• Radiator Pressure Testing Kit (page 451) next step.
• Plastic Surge Tank Cap Adaptor (page 451) 6. Restore fuel system to running condition.
• Cylinder head test plate (Contact Tech Central at 7. Remove the hollow screw at the rear of the
1-800-336-4500) cylinder head.
• Fuel Inlet Restriction and Aeration Tool (page 449) 8. Pressurize cooling system to 117 kPa (17 psi) for
30 minutes.
9. Monitor the fuel return port in the cylinder head for
coolant.
• If coolant is present in the fuel return port,
install a new cylinder head following the
procedure in the International® MaxxForce®
• If coolant is not present in the fuel return port,
10. Pressurize cooling system to 117 kPa (17 psi).
EGES-420-2
NOTE: It may take 12-24 hours for a coolant leak to NOTE: Do not disconnect CAC supply and return
become visible. coolant pipes from HPCAC.
11. Monitor fuel return port for coolant. 3. Separate HPCAC from high pressure
turbocharger. Position HPCAC aside to
• If coolant is present in the fuel return port,
allow visual inspection of the inlet and outlet
install a new cylinder head following the
ports.
11 and 13 Engine Service Manual. 4. Install Radiator Pressure Testing Kit with Plastic
Surge Tank Cap Adaptor on the deaeration tank.
• If no coolant is present in the fuel return
port, the fuel in the fuel tank may have been 5. Pressurize cooling system to 117 kPa (17 psi) for
contaminated. 15 minutes.
6. Inspect the inside of the HPCAC for coolant leaks.
Coolant Leak to Intake • If HPCAC is leaking coolant, install a new
HPCAC as described in the International®
Symptom MaxxForce® 11 and 13 Engine Service
Manual.
Coolant leaks can be identified by coolant overflowing
from deaeration tank or air bubbles in the coolant. • If HPCAC is not leaking coolant, proceed to
next step.
Possible Causes
7. Inspect high pressure turbocharger outlet for
• Failed HPCAC
evidence of coolant.
• Failed LPCAC
• If there is evidence of coolant, proceed to next
• Failed EGR module step.
• Cracked cylinder head • If there is no evidence of coolant, skip to step
12.
Tools
8. Visually inspect LPCAC for cracks or leaks.
• Radiator Pressure Testing Kit (page 451)
• If an external leak or crack is identified,
install a new LPCAC as described in the
• Cylinder head test plate (Contact Tech Central at International® MaxxForce® 11 and 13 Engine
1-800-336-4500) Service Manual.
• EST with Master Diagnostics® software (page • If no external leaks or cracks are identified,
445) proceed to next step.
• IC4 USB interface cable (page 445) 9. Drain cooling system.
• Fuel Inlet Restriction and Aeration Tool (page 449) 10. Remove LPCAC as described in the
Procedure Service Manual.
1. Verify the location of the coolant evidence. 11. Test LPCAC following the procedure in the
• If the coolant evidence is in the HPCAC outlet,
Service Manual.
• If LPCAC is leaking, install a new LPCAC as
• If the coolant evidence is in the intake
described in the International® MaxxForce®
manifold, skip to step 12.
2. Remove five M10 x 160 hex bolts from the
• If LPCAC is not leaking, proceed to next step.
HPCAC.
EGES-420-2
12. Visually inspect EGR module for cracks or leaks. • Failed HPCAC
• If an external leak or crack is identified, • Failed LPCAC
install a new EGR module as described in
• Failed oil cooler
Engine Service Manual. • Failed air compressor
• If no external leaks or cracks are identified, • Cracked cylinder head
• Cracked or cavitated front cover
CAUTION: To prevent engine damage, do not reuse
• Cracked cylinder liner
front or rear EGR tubes.
• Cracked crankcase
13. Remove front inner and outer tubes from
EGR module following the procedure in the Tools
Service Manual.
14. Pressure test the EGR module in vehicle following
the procedure in the International® MaxxForce®
11 and 13 Engine Service Manual. Lube Oil Contamination Inspection
• If a leak is detected, install a new EGR 1. Check coolant level and oil level gauge to verify
module as described in the International® oil contamination complaint.
Manual. • The presence of coolant in the oil generally
causes oil to thicken and coagulate giving a
• If no leak is found, proceed to next step. dark gray or black chunky appearance.
15. Test cylinder head for coolant leaks in the intake • If coolant in oil cannot be verified, take an oil
area. See Cylinder Head Leak Test (page 101) in sample for analysis.
this section.
2. Remove the oil sump following the procedure in
• If a coolant leak is identified in the cylinder the International® MaxxForce® 11 and 13 Engine
head, install a new cylinder head following the Service Manual.
WARNING: To prevent personal injury
• If a coolant leak is not identified in the cylinder or death, do the following when removing the
head, restore the engine to operational radiator cap or deaeration cap:
condition and retest the cooling system.
16. Restore the cooling system to operational
condition.
deaeration cap.
17. Test cooling system again to validate the repair.
pressure.
Coolant Leak to Lube Oil • Pause for a moment to avoid being scalded by
steam.
Symptom
• Continue to turn cap counterclockwise to remove.
When the crankcase lube oil is contaminated with
coolant, the oil has a dark gray or black sludgy
appearance. The crankcase may also be overfilled. 4. If equipped, plug in the block heater to warm the
coolant.
Possible Causes
5. Install Radiator Pressure Testing Kit with Plastic
• Failed EGR module
Surge Tank Cap Adaptor on the deaeration tank.
EGES-420-2
6. Pressurize cooling system to 117 kPa (17 psi) for 9. Inspect gear train area for coolant leaks.
15 minutes.
• If there is coolant leaking into gear train area,
NOTE: It may take 12-24 hours for a coolant leak to remove distributor housing and inspect for
become visible. leak sources. Repair as necessary.
7. Inspect the inside of the crankcase for evidence • If no coolant is leaking into the gear train area,
of coolant. inspect the distributor housing and gasket for
leak sources. Repair as necessary.
• If coolant is evident at the air compressor
drain, install a new air compressor 10. Inspect lower edges of cylinder liners for coolant
following the procedure in the International® leaks. Note cylinder number(s) that yields coolant
MaxxForce® 11 and 13 Engine Service leak evidence.
Manual.
• If coolant is leaking on the outside of cylinder
• If coolant leak is from the oil cooler, install a liner, install new cylinder liner O-rings
new oil cooler following the procedure in the following the procedure in the International®
International® MaxxForce® 11 and 13 Engine MaxxForce® 11 and 13 Engine Service
Service Manual. Manual.
• If coolant is evident at the front cover area, • If coolant is leaking on inside of cylinder liner,
proceed to next step. proceed to next step.
• If coolant is evident at the rear gear train area, CAUTION: To prevent engine damage, do not reuse
inspect the freeze plug on the rear of the front or rear EGR tubes.
cylinder head and repair as necessary.
11. Remove front inner and outer tubes from
• If coolant is evident on the bottom edge of a EGR module following the procedure in the
cylinder liner(s), skip to step 10. International® MaxxForce® 11 and 13 Engine
Service Manual.
• If coolant leak is from cracks in the crankcase,
install a new crankcase following the 12. Remove rear inner and outer tubes from
procedure in the International® MaxxForce® EGR module following the procedure in the
11 and 13 Engine Service Manual. International® MaxxForce® 11 and 13 Engine
Service Manual.
8. Remove distributor housing following the
procedure in the International® MaxxForce® 13. Pressure test EGR module in vehicle following the
11 and 13 Engine Service Manual. procedure in the International® MaxxForce® 11
and 13 Engine Service Manual.
• If a leak is detected, install a new EGR
module as described in the International®
Manual.
• If no leak is found, proceed to next step.
14. Test cylinder head for coolant leaks. See Cylinder
Head Leak Test (page 101) in this section.
15. Test cooling system again after any repair to
validate the repair.
Figure 109 Distributor Housing
EGES-420-2
Cylinder Head Leak Test • Internal or external radiator blockage

Tools • Broken/worn accessory drive belt
• Cylinder head test plate (Contact Tech Central at • Accessory belt tensioner failure
1-800-336-4500)
• HPCAC failure
Procedure • LPCAC failure
1. Contact Tech Central at 1-800-336-4500 for a set • Coolant control valve(s) failure
of cylinder head test plates.
• EGR cooler failure
2. Remove cylinder head following the procedure in
• One or both coolant thermostats missing or stuck
the International® MaxxForce® 11 and 13 Engine
(closed)
Service Manual.
• Slipping cooling fan drive clutch
3. Install cylinder head test plates.
• Water pump failure
4. Pressurize cylinder head to 139 kPa (20 psi).
• Cooling fan blade assembly wrong or damaged
5. Inspect cylinder head.
• Instrument panel gauge error
• If a leak in cylinder head is noticed, install a
new cylinder head following the procedures • Engine Coolant Temperature (ECT) sensor
in the International® MaxxForce® 11 and 13 biased
• Incorrect radiator
• If no leaks are identified, proceed to next step.
• Internal coolant leak
6. If cylinder head is in good condition, inspect all
• Damaged fan shroud
of the cylinders following the procedures in the
International® MaxxForce® 11 and 13 Engine • Chassis effects, transmission, or aftermarket
Service Manual. equipment
• Inspect for damaged cylinders. Repair or Tools
replace as necessary.
• Inspect crankcase for cracks in coolant
passages. Repair or replace as necessary.
• EST with Master Diagnostics® Software (page
7. Test cooling system again to validate the repair.
445)
• IC4 USB interface cable (page 445)
Coolant Over-Temperature
• Digital Multimeter (DMM) (page 442)
Symptom
• Hose pinch off pliers
Coolant over-temperature is identified by the red
ENGINE lamp illuminating and flashing and the
audible alarm sounding, or the cooling system setting Coolant Over-Temperature Conditions Inspection
Diagnostic Trouble Codes (DTCs).
1. Install EST and check for active and inactive
Possible Causes DTCs related to engine coolant over-temp
conditions.
• Damaged fan belt
2. Correct any sensor fault DTCs before proceeding.
• Low engine coolant level
See “Electronic Control Systems Diagnostics” in
• External coolant leaks this manual.
EGES-420-2
3. Check coolant deaeration tank for correct fill level. • If coolant over-temperature is duplicated,
• If coolant level is low and a coolant leak is
suspected, fill cooling system and verify no
coolant leaks. See Coolant Loss (page 92) WARNING: To prevent personal injury
in this section. or death, do the following when removing the
• If coolant level is low and a boil over is
suspected, fill cooling system. Proceed to • Allow engine to cool for 15 minutes.
next step.
4. Inspect condition of the cooling fan blade, shroud, deaeration cap.
accessory drive belt(s), accessory drive belt
tensioner(s), cooling fan drive clutch, and radiator.
pressure.
• Inspect for damaged fan drive. If damaged,
install a new fan drive following the
steam.
11 and 13 Engine Service Manual. • Continue to turn cap counterclockwise to remove.
• If vehicle is new or recently repaired, verify 7. Remove deaeration tank cap.
correct part number for any component
8. Install Radiator Pressure Test Kit with Plastic
related to the cooling system.
Surge Tank Cap Adaptor on deaeration tank
• Verify cooling fan blade, cooling fan drive cap and pressurize cap to the normal value of
clutch, and radiator are clean of debris and deaeration tank cap.
dirt build-up. Clean areas as required.
• If deaeration tank cap holds pressure,
• Start and run engine up to operating proceed to next step.
temperature and verify cooling fan clutch
• If deaeration tank cap loses pressure, install
engages at desired temperature.
a new deaeration tank cap.
• If fan does not operate, verify air or
9. Install Radiator Pressure Test Kit with Plastic
electrical supply to fan drive. If air or
Surge Tank Cap Adaptor on deaeration tank and
electrical supply to fan drive is damaged,
run engine at elevated idle. Monitor pressure in
repair as necessary.
system using tester gauge to see if pressure rises
• If fan operates, proceed to next step. above normal value of deaeration tank cap.
5. If engine has not been operated for 8 to 12 hours, • If pressure is higher than the pressure rating
using the EST, compare ECT, Engine Coolant of the cooling system cap, continue with
Temperature 2 (ECT2), Engine Oil Temperature Coolant Overflow (page 93) in this section.
(EOT), Manifold Air Temperature (MAT), Intake
• If pressure gauge reading is below pressure
Air Temperature (IAT) and Intake Air Temperature
rating of system, proceed to next step.
2 (IAT2) sensors with Key On Engine Off (KOEO).
All of the sensors should read within 2 °C (5 °F) 10. Using EST, measure the coolant temperature for
of each other. ECT and ECT2 sensors.
CAUTION: To prevent engine damage, do not hold the • If the coolant temperature reading for ECT2
wand of high-pressure hose too close to radiator fins. sensor is below ECT sensor reading, continue
with Coolant Over-Temperature - Engine
6. Attempt to duplicate the operator’s concern of
Cooling (page 103) in this section.
coolant over-temperature.
• If the coolant temperature reading for
• If concern cannot be duplicated, clean
ECT2 sensor is above ECT sensor reading,
radiator fins (if not done previously). Flush
continue with Coolant Over-Temperature –
radiator fins with water on cooling fan side of
Charge Air Cooling (page 103) in this section.
the radiator. Do not continue with diagnostics.
EGES-420-2
Coolant Over-Temperature – Charge Air Cooling • If cooler difference is lower than secondary
radiator difference and ECT sensor reading is
Procedure higher than IAT2 reading by 11˚C (20˚F), the
CCV is functioning normally. Proceed to the
1. Connect EST.
next step.
2. Start engine and set RPM to 1400 RPM.
9. If over-temperature condition remains, remove
3. Allow engine to reach operating temperature. secondary radiator and have flow checked at
radiator repair facility.
4. Using an infrared thermometer, measure and
record coolant inlet and outlet temperatures on Retest engine for over-temperature condition with
secondary radiator tanks. repaired or replaced secondary radiator.
5. Using EST, monitor and record temperature
readings from ECT, ECT2 and IAT2 sensors.
Coolant Over-Temperature — Engine Cooling
Record the readings on the Performance
Diagnostics Form.
Procedure
6. Calculate secondary radiator cooling by
subtracting the coolant inlet temperature from WARNING: To prevent personal injury
the outlet temperature. Record this number as or death, do the following when removing the
secondary radiator difference. radiator cap or deaeration cap:
7. Calculate CAC cooling by subtracting the ECT2 • Allow engine to cool for 15 minutes.
sensor temperature from the IAT2 sensor
temperature. Record this number as cooler • Wrap a thick cloth around radiator cap or
difference. deaeration cap.
8. Use the recorded data to determine if the coolant • Loosen cap slowly a quarter to half turn to vent
flow and coolant mixing valves are operating pressure.
correctly. • Pause for a moment to avoid being scalded by
• If the cooler difference is higher than the steam.
secondary radiator difference, or is within 3˚C • Continue to turn cap counterclockwise to remove.
(5˚F) of the secondary radiator difference,
the Coolant Flow Valve (CFV) is stuck in the 1. Remove deaeration tank cap.
fully closed position. Install a new Coolant 2. Drain engine coolant.
Control Valve (CCV) assembly following the
procedure in the International® MaxxForce® 3. Remove water pump following the procedures in
11 and 13 Engine Service Manual. the International® MaxxForce® 11 and 13 Engine
Service Manual.
• If the ambient temp is lower than 4˚C (40˚F)
then add 2˚C (4˚F) to the ECT and IAT2. 4. Visually inspect water pump for damage, such as
broken vanes, damaged impeller or a damaged
If the ECT sensor reading is higher than IAT2 shaft.
sensor reading by less than 11˚C (20˚F), the
Coolant Mixer Valve (CMV) is stuck in the fully
closed position. Install a new CCV assembly
following the procedure in the International®
Manual.
EGES-420-2
5. Remove and inspect thermostats following the

11 and 13 Engine Service Manual. Check for
opening temperature on both thermostats.
• Replace as needed. Retest for condition after
repair.
• If both thermostats pass test, proceed to next
step.
6. If the vehicle is equipped with an automatic
transmission, use appropriate vehicle
service/diagnostics manual to review automatic
transmission diagnostics.
7. If over-temperature condition remains, remove
Figure 110 Thermostat elements radiator and have flow checked at radiator repair
facility.
1. Thermostat housing assembly
2. 60 x 4 O-ring (2) Retest engine for over-temperature condition with
3. Thermostat element (2) repaired or replaced radiator.
4. Ball valves (part of thermostat elements)
EGES-420-2
Lubrication System Power Steering Fluid Leak to Lube Oil
Symptom
Power steering fluid leaking into the oil is difficult
GOVERNMENT REGULATION: Engine to identify other than the oil level increases and the
fluids (oil, fuel, and coolant) may be a hazard power steering fluid level decreases at the same time.
Handle all fluids and other contaminated Possible Causes
materials (e.g. filters, rags) in accordance • Power steering pump leak
or dispose of engine fluids, filters, and Procedure
applicable regulations. 1. Adjust oil level to full max range.
2. Adjust power steering fluid to full range.
3. Start and run vehicle.
Visual Oil Level Inspection 4. Turn the key to the OFF position.
1. Use oil level gauge to verify oil level in engine 5. Monitor the lube oil and power steering fluid
while vehicle is parked on level ground. levels.
If the engine has been running, allow a 15 minute • If the power steering level is decreasing
oil drain down period before checking oil level. and the lube oil level is increasing, install
a new power steering pump following the
Incorrect Maintenance 11 and 13 Engine Service Manual.
1. Check service maintenance records and discuss • If the power steering level is not decreasing
with customer to determine if the lube oil has been and the lube oil level is not increasing, the
overfilled unintentionally. system is operating normally at this time.
• If maintenance is unknown, change the
oil and filter and retest to see if complaint
Lube Oil to Coolant
reoccurs.
Symptom
Dilution from Coolant The coolant is contaminated with an oily residue that
is apparent in deaeration tank.
1. Lube oil with coolant dilution can be described
different ways, depending on the quantity of Possible Causes
coolant that has been introduced into the oil.
• Oil cooler
• A “milky” substance left under the valve cover
• Oil module
and in the oil fill tube is the result of ethylene
glycol based coolant which has not had the
Procedure
moisture evaporated from the coolant/oil
mixture. 1. Verify coolant is contaminated by inspecting
deaeration tank for presence of oil.
• Once the moisture has evaporated from the
coolant contaminated oil, a dark gray, thick, 2. Place a coolant drain pan under oil module.
sludge consistency is present.
3. Remove oil module from engine following the
2. If the lube oil exhibits coolant dilution, do Coolant procedure in the International® MaxxForce® 11
Leak to Lube Oil (page 99) in this section. and 13 Engine Service Manual.
EGES-420-2
4. Remove oil cooler from oil module following the 2. Remove air cleaner duct from low pressure
procedure in the International® MaxxForce® 11 turbocharger inlet and inspect for oil saturation
and 13 Engine Service Manual. from crankcase breather system.
5. Pressure test oil cooler following the procedure in • If droplets of lube oil are present at crankcase
the International® MaxxForce® 11 and 13 Engine breather to low pressure turbo inlet duct,
Service Manual. inspect and repair crankcase breather system
as necessary.
• If oil cooler fails pressure test, install a
new oil cooler following the procedure in If crankcase breather system is okay,
the International® MaxxForce® 11 and 13 diagnose high crankcase pressure, see
Engine Service Manual. High Crankcase Pressure (page 181) in the
“Performance Diagnostics” section of this
• If oil cooler passes pressure test, install a
manual.
new oil module and oil cooler following the
procedure in the International® MaxxForce® • If a light film of lube oil is present at the
11 and 13 Engine Service Manual. crankcase breather to low pressure turbo
inlet duct, proceed to next step.
3. Remove Low Pressure Charge Air Cooler
Lube Oil to Intake
(LPCAC) assembly following the procedure in
Symptom
Service Manual.
There is a light film of lube oil normally present in the
4. Inspect for lube oil at LPCAC.
intake due to the configuration of the closed crankcase
breather system. These tests should only be done • If droplets of lube oil are present at the
when there is a customer complaint of high lube oil LPCAC assembly, check and repair low
consumption. pressure turbocharger assembly following the
Possible Causes
• Crankcase breather system
• If a light film of lube oil is present at the
• High pressure turbocharger LPCAC assembly, check and repair high
pressure turbocharger assembly following the
• Low pressure turbocharger
• High crankcase pressure 11 and 13 Engine Service Manual.
Procedure
Lube Oil to Exhaust
1. Remove Intake Throttle Valve (ITV) assembly to
verify volume of lube oil entering intake system.
Symptom
• If droplets of lube oil is present at ITV,
These tests should only be done when there is a
continue with next step.
customer complaint of high lube oil consumption
• If light film of lube oil is present at ITV, the or plugged Diesel Particulate Filter (DPF) or Diesel
system is operating as designed and no repair Oxidation Catalyst (DOC). If the complaint is “wet
is necessary. exhaust” or leakage of exhaust system joints, verify
Aftertreatment Fuel Injector (AFI) and/or system is
functioning properly.
Possible Causes
• High pressure turbocharger
• Low pressure turbocharger
• Internal engine damage
EGES-420-2
Procedure • If oil is present at inside of high pressure

turbine inlet of exhaust manifold, remove
1. Remove retarder control system exhaust manifold
three exhaust manifolds from cylinder head
with butterfly from low pressure turbocharger
MaxxForce® 11 and 13 Engine Service Manual.
Manual and proceed to next step to pinpoint
Identify if lube oil is present at turbine side of low
the power cylinder of concern.
pressure turbocharger.
4. Repair power cylinder following the procedure in
• If no oil is present at exhaust outlet of low
pressure turbocharger, the leak into the
Service Manual for repair of specific component.
exhaust is most likely fuel. Verify the AFI
and/or system is functioning properly see
Fuel to Exhaust (page 113) in this section.
Lube Oil to Fuel
• If oil is present at exhaust outlet of low
pressure turbocharger, remove low pressure Symptom
turbocharger following the procedure in the
Lube oil to fuel is a very uncommon occurrence.
The customer should be questioned to verify
Service Manual and proceed to the next step.
maintenance practices. These tests should only
2. Inspect turbine housing on high pressure be done when there is a customer complaint of high
turbocharger and identify if lube oil is present lube oil consumption.
at turbine side of the high pressure turbocharger.
Possible Causes
• If no oil is present at turbine of high pressure
• Customer adding used lube oil to fuel
turbocharger, the leak into exhaust is from
low pressure turbocharger. Install a new • Cracked cylinder head
low pressure turbocharger following the
Tools
11 and 13 Engine Service Manual. • High Pressure Return Line Tester (19 mm) (page
451)
• If oil is present at turbine of high pressure
turbocharger, remove high pressure • Fuel Inlet Restriction and Aeration Tool (page 449)
turbocharger following the procedure in the
International® MaxxForce® 11 and 13 Engine Procedure
Service Manual and proceed to next step.
1. Take a fuel sample from the fuel tank and inspect
3. Inspect the inside of the high pressure turbine inlet for lube oil contamination.
of exhaust manifold for presence of lube oil.
• If fuel sample is contaminated, replace
• If no oil is present inside of high pressure contaminated fuel with clean fuel. Advise
turbine inlet of exhaust manifold, the leak into the driver not to add lube oil to fuel tanks.
exhaust is from high pressure turbocharger. Retest the system.
Install a new high pressure turbocharger
• If the fuel sample is not contaminated,
Manual.
EGES-420-2
4. Connect Fuel Inlet Restriction and Aeration Tool to

high pressure pump inlet and a clean fuel source.
5. Start engine and run at low idle for 10 minutes.
6. If fuel is cloudy on return from cylinder head,
cylinder head is porous or cracked. Install a
new cylinder head following the procedure in the
Service Manual.
Low Oil Pressure

Causes
• Low oil level
Figure 111 High Pressure Return Line Tester • High oil level/oil contamination
(19 mm)
• Incorrect oil viscosity
• Inaccurate Engine Oil Pressure (EOP)
2. Remove hollow screw at the rear of cylinder head sensor/circuit
and install High Pressure Return Line Tester (19
mm) in cylinder head fuel return port. Run open • Restricted oil filter
end into a clean container. • Oil sump/oil suction line damage
3. Disconnect high pressure pump inlet line. • Camshaft bearing wear/damage
• Oil pressure regulator wear/damage
• Broken, missing or loose piston cooling tube(s)
• Internal engine bearing wear/damage
• Scored or damaged oil pump
• Missing oil gallery cup plugs (front or rear)
Tools
445)
• Gauge Bar Tool (page 450)
Figure 112 Fuel Inlet Restriction and Aeration

Tool
EGES-420-2
Procedure • If the dash oil pressure gauge shows normal

oil pressure, verify EOP with EST. Check for a
WARNING: To prevent personal injury or Low Oil Active DTC and investigate any active
death, make sure the parking brake is set, the DTCs associated with low oil pressure.
service bay,

death, when routing test leads, do not crimp
leads, run leads too close to moving parts or let
leads touch hot engine surfaces.

NOTE: Engine oil level varies depending on
temperature of engine. Figure 113 Oil pressure gauge connection
1. Park the vehicle on level ground and shut down

the engine for 5 minutes. 4. Connect fitting on test line with fuel/oil pressure
2. Verify oil level in engine using oil level gauge while test coupler to a 0 to 1723 kPa (0 to 250 psi)
vehicle is parked on level ground. Check to see if gauge.
oil is contaminated with fuel or coolant. 5. Connect fuel/oil pressure test coupler to
• If oil is not contaminated, proceed to next diagnostic coupling assembly on the side of
step. the oil module behind the LPCAC.
• If oil is contaminated, go to Fuel in Lube Oil 6. Start engine and measure oil pressure at both low
(page 112) or Coolant Leak to Lube Oil (page and high idle, under no load conditions. Engine
99) in this section. must be at normal operating temperature.
3. Verify low engine oil pressure complaint on dash • If oil pressure reads within specification listed
oil pressure gauge. in “Appendix A: Performance Specifications”,
and the oil pressure indicator indicates low
• If the dash oil pressure gauge shows low oil pressure, perform Engine Oil Pressure
pressure, verify Engine Oil Pressure (EOP) (EOP) Sensor diagnostics (page 363) in
with EST. Check for a Low Oil Active DTC and the “Electronic Control Systems Diagnostics”
investigate any active DTCs associated with section of this manual. Repair or replace oil
low oil pressure. pressure indicator as required.
— If EST indicates low EOP proceed to next • If oil pressure does not read within
step. specification, proceed to next step.
— If EST indicates normal EOP investigate 7. Remove the oil filter and inspect for debris.
failed or malfunctioning oil pressure
gauge on dash. See the appropriate • If oil filter has debris, install a new oil filter.
Vehicle Model Service Manual. Inspect oil by-pass valve located in oil module
housing. If debris is present in the oil
by-pass valve clean the oil by-pass valve
as necessary. Retest system.
EGES-420-2
• If oil filter does not have debris, install oil filter • If visual inspection does not identify any
and retest system. concerns, proceed to next step.
• If the vehicle fails a retest, proceed to next 13. Connect regulated shop air line to the oil filter
step. module diagnostic coupling assembly.
8. Remove oil sump, following the procedure in the 14. Slowly apply air pressure in 34.5 kPa (5 psi)
International® MaxxForce® 11 and 13 Engine increments up to 345 kPa (50 psi).
Service Manual.
NOTE: There will be loss of air at many lube points;
9. Inspect oil suction line for damage. however, the amount of loss should not be excessive.
• If oil suction line is damaged, install a new 15. Check for audible loss of air pressure. If air loss is
oil suction line following the procedure in the identified in the following areas, inspect and repair
International® MaxxForce® 11 and 13 Engine the associated components as necessary:
Service Manual. Retest the engine for correct
• Front of engine right side – oil pressure
oil pressure.
regulator, oil galley plugs
• If oil suction line is not damaged, install a
• If a continues flow if oil is coming out of the oil
new oil sump following the procedure in the
return port remove and replace oil pressure
relief valve.
Service Manual. Proceed to the next step.
• Rear of engine – oil galley plugs
10. Drain oil from engine using a clean drain pan.
Inspect oil drain plug magnet and drained oil for • Main and rod bearings
debris. An oil sample can be taken to determine
• Upper engine – camshaft bearings (removal
level of engine wear metals and contaminants in
of the valve cover is required)
oil.
• If no leak has been found, remove the front
11. Remove oil sump following the procedure in the
cover of the engine and inspect the oil pump
Service Manual.
12. Visually inspect for missing, loose or damaged Manual.
oil suction line, O-ring, piston cooling tubes, and
bearing inserts.
• If visual inspection identifies any concerns,
repair as necessary and retest system.
EGES-420-2
Fuel System • Aftertreatment restriction

Engine effects
• Incorrect or inoperative thermostat(s)
GOVERNMENT REGULATION: Engine • Failed turbocharger control system
to human health and the environment. • Fuel system performance loss
Handle all fluids and other contaminated • Fuel system leaks
with applicable regulations. Recycle • Base engine performance loss
or dispose of engine fluids, filters, and • Exhaust Gas recirculation (EGR) system failure
applicable regulations. • Intake Throttle Valve (ITV) system failure
Procedure
1. Review operator records and fueling procedures.
Excessive Fuel Consumption Measurement errors are common. Fuel
consumption taken only from one tank of use
Symptom is susceptible to significant error because of filling
More fuel is required to perform the same task. procedures and vehicle application differences
during operation. Accurate fuel consumption
Possible Causes must be measured over time with a record of what
the vehicle was doing during the measurement
Operator effects period.
• Inaccurate record keeping or tank filling 2. Loss of fuel economy is normal if winter blend fuel,
• Winter blend, kerosene or No. 1 diesel fuel kerosene or No. 1 diesel fuel is being used.
• Unrealistic expectations 3. Review vehicle specifications to determine if fuel

consumption is normal for type of application
Application effects and use of vehicle. Compare consumption with
• Heavy loading Gross Vehicle Weight (GVW) similar vehicles in the same application and
TCAPE report.
• Low rear axle ratio
4. Do all tests on Performance Diagnostic form or in
• Large frontal area “Performance Diagnostics” section of this manual.
• Accessory usage (such as Power Takeoff) These tests verify the operating condition of the
• Additional equipment drawing fuel from vehicle following engine and chassis systems:
fuel tanks • Intake system
• Extended idle applications • Exhaust system
• Tire size, tire condition, or air pressure • Fuel delivery and filtration
Chassis effects • High pressure fuel system
• Brake drag • Injector operation
• Cooling fan clutch locked ON • EGR system operation
• Transmission slippage/shifting • ITV system operation
• Fuel tank plumbing or venting • Boost pressure actuator operation
• Intake or exhaust restriction • Base engine condition
EGES-420-2
• Electronic control system condition 5. Disconnect the fuel supply line from the AFI.
If all tests are passed, the engine is operating 6. Connect a regulated air pressure source to fuel
normally. inlet of AFI and pressurize to 207 kPa (30 psi) for
up to 20 minutes.
• If air bubbles are observed at deaeration tank,
Fuel in Coolant
install a new AFI following the procedure in
Symptom
Coolant has a diesel fuel odor.
• If no air bubbles are present at deaeration
Causes tank, proceed to next step.
• Leaking coolant heated auxiliary fuel filter (if
equipped)
• Cracked or porous cylinder head casting in fuel
return area
Tools
• Gauge Bar Tool (page 450)
Procedure
1. Isolate and test any add-on coolant heated
auxiliary fuel filter per manufacturer’s instructions.
• If leak is found, install a new coolant
heated auxiliary fuel filter per manufacturer’s
instructions.
• If no leak is detected, proceed to next step. Figure 114 Cylinder head fuel leak test
WARNING: To prevent personal injury 7. Remove hollow screw at the rear of cylinder head
or death, do the following when removing the and adapt compressed air source to cylinder
radiator cap or deaeration cap: head.
• Allow engine to cool for 15 minutes. 8. Pressurize cylinder head to 550 to 690 kPa (80 to
100 psi) for up to 20 minutes.
deaeration cap. 9. Observe deaeration tank for air bubbles or loss of
pressure at gauge. If air bubbles are observed
at the deaeration tank, install a new the cylinder
pressure.
head following the procedure in the International®
• Pause for a moment to avoid being scalded by MaxxForce® 11 and 13 Engine Service Manual.
steam.
• Continue to turn cap counterclockwise to remove. Fuel in Lube Oil
Symptom
NOTE: Do not reinstall deaeration cap at this time.
Oil has a diesel fuel odor and oil level in engine
3. Fill deaeration tank with coolant to a level above consistently increases.
deaeration tank inlet.
Possible Causes
4. Disconnect electrical connector to Aftertreatment
Fuel Injector (AFI). • Fuel injector(s)
EGES-420-2
• High pressure fuel pump • Remove valve cover following the procedure
in the International® MaxxForce® 11 and
• Cylinder misfire (wash down)
13 Engine Service Manual for injector body
Tools inspection. If a leak is located, install a new
fuel injector and pressure pipe neck.
• Alternate supply of clean diesel fuel
9. If no leaks are located, contact Tech Central at
• UV Leak Detection Kit (page 452)
1-800-336-4500 for further assistance.
• UV Leak Detection Fluorescent Dye Cartridge
Procedure Fuel to Intake

1. If the engine has a misfire, see Special Tests
Symptom
(page 177) in the ”Performance Diagnostics”
section of this manual. Use procedures in the Fuel leaking into the intake results in black smoke and
International® MaxxForce® 11 and 13 Engine eventual Diesel Particulate Filter (DPF) codes.
Service Manual for repair of specific component.
Possible Causes
2. Verify oil contamination by performing a white
paper test or oil analysis. • Cold Start Solenoid (CSS) valve
• Place one drop of suspect diluted oil on a • CSS valve control
clean sheet of printer or copier paper.
Procedure
• If the oil wicks away rapidly into the paper,
there is fuel contamination. 1. If the engine has a misfire, see Special Tests
(page 177) in the “Performance Diagnostics”
• If the oil maintains a uniform and
section of this manual.
slow expanding stain, there is no fuel
contamination. 2. Disconnect electrical connector from the CSS
valve.
3. Inspect the fuel system for leaks.
3. Disconnect glow plug supply fuel line from glow
NOTE: The UV Leak Detection Kit requires warm-up
plug.
time. Turn on the UV Leak Detection Kit.
4. Hand pump primer and check for fuel leakage
4. Verify there is no dye in the oil before starting the
from CSS valve.
dye test.
5. Start engine and run at low idle. Check for fuel
5. Supply engine with an alternate supply of clean
leakage from CSS valve.
diesel fuel with dye mixed to manufacturers
specification. • If leakage is observed, install a new
CSS valve following the procedure in the
6. Turn ignition switch to ON position, run the engine
at high idle for a maximum of five minutes. Turn
Service Manual.
ignition switch to OFF position.
• If no leakage is observed, check the CSS
7. Remove oil fill tube.
valve control circuit. See CSS Valve Control
8. Using the UV Leak Detection Kit, inspect for leaks (page 291) in the “Electronic Control System
in the following areas: Diagnostics” section of this manual.
• Inspect front seal of high pressure pump
for leakage. If a leak is located, install
Fuel to Exhaust
a new pump following the procedure in the
Symptom
Service Manual.
Fuel leaking into the exhaust results in a wet exhaust
system and possibly damage the DPF.
EGES-420-2
Possible Causes • Difficulty priming fuel system

• AFI Possible Cause
• Internal engine damage • Leaks in fuel supply to fuel pump
• Loose fuel injector hold down
Procedure
• Missing/damaged fuel injector sealing washer
1. Disconnect fuel line from AFI.
Procedure
death, wear safety glasses with side shields. See Fuel System in the “Hard Start and No Start
Limit compressed air pressure to 207 kPa (30 psi). Diagnostics” section of this manual.
2. Connect a regulated air pressure source with a

shut-off valve to fuel inlet of AFI and pressurize to Water in the Fuel
207 kPa (30 psi).
Symptom
3. Close the shut-off valve and monitor air pressure
for two minutes. Water in fuel exhibits one or more of the following
characteristics:
• If the air pressure drops, install a new AFI
following the procedures in the International® • Engine stall during operation
MaxxForce® 11 and 13 Engine Service • Rough running engine
Manual.
• No start if water has frozen
• If pressure remains constant, proceed to next
step. Possible Causes
4. If engine has a misfire, see Special Tests (page • Water in fuel supply system
177) in the “Performance Diagnostics” section of • Ice in fuel lines
this manual.
Tools
5. Remove exhaust manifold from the cylinder head
following the procedure in the International® • Clean drain pan, flat with a wide opening
MaxxForce® 11 and 13 Engine Service Manual
and pinpoint the power cylinder of concern. Procedure

Fuel Pressure and Aeration death, do not let engine fluids stay on your skin.
Symptom with soap and water. Wash or discard clothing
Fuel aeration exhibits one or more of the following
characteristics:
• Engine stall during operation
death, do not mix gasoline, gasohol, or alcohol
• Rough running engine with diesel fuel. An open heat source, spark, cell
phone or electronic device can ignite these fuel
• Extended engine crank time (hard start)
mixtures. This creates a fire hazard and possible
• Fuel pressure slow to build while cranking explosion.
• Excessive fuel pressure while cranking 1. Put a clean flat drain pan under the filter housing.
• Pulsating fuel pressure during crank or engine 2. Drain the water separator following the
running at idle. procedures in the International® MaxxForce®
EGES-420-2
11 and 13 Engine Operation and Maintenance Procedure

Manual.
Perform this procedure when the following conditions
3. Check the fuel in the drain pan for engine coolant occur:
or other contamination. Dispose of the contents
• Fuel tank is drained or runs dry
in the drain pan properly in accordance with local
requirements. • The primary fuel filter is removed or replaced
• Excessive water or contaminants may • Any fuel connection between fuel tank and
indicate the tank and fuel system need to secondary fuel filter is broken
be flushed and cleaned.
• The secondary fuel filter is removed or replaced
• Some sediment and water may be present
• The high pressure fuel system is serviced
if fuel filter has not been replaced for a long
period of time, or if the sediment and water 1. Make sure all fuel system connections are secure
have not been drained recently. and the proper fuel filters are installed.
• The fuel should be clear, not cloudy. Cloudy 2. Make sure the battery is fully charged or install a
fuel indicates that it is not a suitable grade for battery charger.
cold temperatures.
3. Prime suction side of low pressure fuel system:
• The fuel should not be dyed red or blue, these
a. Tighten primary fuel filter components that
colors indicate off-highway fuel.
were removed (canister filter element, seals,
• The fuel should not indicate evidence of or bowl) to specified torque values.
waxing or gelling. Waxing or gelling in some
b. Unscrew the piston knob on manual fuel
fuels in cold weather could clog fuel filters
priming pump and start pumping until fuel
and the fuel pump and cause restrictions in
pressure builds up on delivery side of primer
the fuel or low fuel pressure.
pump. The pressure build up is indicated
4. If fuel sample indicates water in fuel, obtain a fuel by higher pumping force on manual priming
sample from fuel tanks. pump.
• If fuel sample indicates water in fuel, drain fuel c. Fully screw piston knob back in when priming
tanks and refuel tanks with clean fuel. is complete.
• If fuel sample does not indicate water in CAUTION: To prevent damage to the starter, if engine
fuel, the source of water is probably the fuel fails to start within 30 seconds, release ignition switch
strainer. and wait two to three minutes to allow starter motor to
cool.
4. Engage starter for 30 seconds and allow starter to
Priming the Fuel System
cool for two minutes.
CAUTION: To prevent engine damage, do not
5. If engine does not fire during the first two cranking
manually actuate the Fuel Pressure Control Valve
attempts, connect Electronic Service Tool (EST)
(FPCV) to build rail pressure, if the engine will
and monitor pressure gauge during third cranking
not start. This can damage internal parts in the
attempt.
high-pressure pump.
a. If pressure does not build up during third
CAUTION: To prevent damage to engine, plug
cranking attempt, unscrew primary filter cap
component connections immediately after each fuel
and separate filter element from filter cap.
line is removed using clean fuel system caps.
b. Make sure filter element is fully seated on the
NOTE: If the fuel system will not prime during
standpipe.
diagnosis, the engine exhibits pulsating fuel pressure.
See Low Pressure Fuel System (page 137) in the c. Reassemble the primary fuel filter assembly.
“Hard Start and No Start Diagnostics” section of this
manual.
EGES-420-2
6. Engage starter for 30 seconds and allow starter • Digital Multimeter (DMM) (page 442)
to cool for two minutes, monitor the Engine Fuel
• CMP, CKP and FPCV Breakout Harness (page
Pressure (EFP) sensor on the EST. If engine does
442)
not start and there is no increase in pressure, then
repeat steps 3 and 4.
7. If engine does not fire after five crank events, Test FRP Sensor
de-energize the FPCV in the high pressure pump.
NOTE: Verify adequate fuel supply pressure.
NOTE: De-energizing the FPCV closes the valve
1. Connect the EST to vehicle.
and controls the valve at the lower limit of 6.7%
Pulse Width Modulate (PWM) signal. This allows all 2. Open COM device.
fuel delivered by the internal transfer pump to go to
3. Verify correct engine family and model year is
high pressure pump and allows for a minimum high
selected.
pressure pump outlet pressure making refilling easy.
4. Launch EST.
8. Engage starter for 30 seconds to purge any
trapped air from high pressure pump. Allow 5. Select Sessions drop-down menu.
starter to cool for two minutes.
6. Select D_HardStartNoStart.ssn file.
9. Re-energize the FPCV. Engage starter for 30
7. Using EST, measure low pressure fuel pressure
seconds and allow starter to cool for two minutes.
while idling engine.
If engine does not start, contact Tech Central at
1-800-336-4500. • If low pressure fuel system pressure is at or
above specification, proceed to next step.
• If low pressure fuel system pressure is below
Low Fuel Rail Pressure
specification, see Low Pressure Fuel System
(page 137) in the “Hard Start and No Start
Symptom
Diagnostics” section of this manual.
Low fuel rail pressure results in an engine hard start
8. Turn ignition key to OFF position.
or no start condition.
NOTE: Disconnecting FPCV causes high pressure
Possible Causes
fuel pump to default to a 800-900 bar (11,603-13,053
• Fuel Rail Pressure (FRP) sensor or circuit psi) fuel pressure.
• FPCV or circuit 9. Disconnect FPCV electrical connector.
• Engine Control Module (ECM) 10. Start and idle engine.
• High pressure fuel line leaks (internal or external 11. Monitor and record fuel pressure reading from
fuel lines) FRP sensor.
• High pressure fuel pump • If FRP sensor reading is 800-900 bar
(11,603-13,053 psi), FRP sensor is operating
• Fuel injectors
correctly
• Insufficient low pressure fuel pressure
• If FRP sensor is not reading between 800-900
• Plugged fuel filter bar (11,603-13,053 psi), proceed to the next
test.
• Aerated fuel
Tools
Check FPCV Coil Resistance
445) 1. Disconnect FPCV.
• IC4 USB interface cable (page 445) 2. Connect CCMP, CKP and FPCV Breakout
Harness to the FPCV.
EGES-420-2
3. Measure resistance between pins 1 and 2 of the 7. Select D_HardStartNoStart.ssn file.

CMP, CKP and FPCV Breakout Harness.
8. Connect CMP, CKP and FPCV Breakout Harness
4. The resistance specification is 2-4 ohms. to FPCV and engine harness.
• If resistance is out of specification, see Fuel 9. Connect positive lead of the DMM to a battery
Pressure Control Valve (FPCV) (page 377) in positive connection. Connect negative lead to
the “Electronic Control Systems Diagnostics” CMP, CKP and FPCV Breakout Harness pin 2.
10. Set DMM to voltage, press the duty cycle button,
• If resistance is within specification, verify that and press trigger button to make sure DMM is set
ECM is controlling FPCV. See FPCV Duty to positive trigger.
Cycle Control (page 117) in this section.
11. Turn ignition switch to ON position and crank
engine. Measure the duty cycle using DMM. The
measurement should be approximately 50% duty
FPCV Duty Cycle Control
cycle positive trigger value, and the desired duty
Measuring the duty cycle of the FPCV verifies that cycle using the EST.
ECM is controlling high pressure fuel pump.
• If duty cycle is out of specification or does not
1. Connect EST to vehicle. match desired duty cycle, see Fuel Pressure
Control Valve (FPCV) (page 377) in the
2. Open COM device.
“Electronic Control Systems Diagnostics”
3. Verify correct engine family and model year is section of this manual.
selected.
• If duty cycle is within specification and
4. Verify CAN is selected. matches desired duty cycle, measure pump
output. See High Pressure Fuel System
5. Launch EST.
(page 140) in the “Hard Start and No Start
6. Select the Sessions drop-down menu. Diagnostics” section of this manual.
EGES-420-2
Engine Inspection • Low pressure fuel pressure below specification

• High pressure fuel pressure below specification
Symptom
• Inoperative ITV
Excessive low power on take-off or intermittent low
power from drive cycle to drive cycle • Aerated fuel
• Low power at steady speed complaints may • ECM or electronic control system faults
indicate a low pressure turbocharger issue.
• Fuel injectors not working properly
• Low power on acceleration complaints may
• EGR control valve stuck open
indicate a high pressure turbocharger or boost
control issue. • Power cylinder problems
• Valve train problems
Possible Causes
• Engine or flywheel balance problems
Low Power
• Exhaust system to cab/chassis contact
• Electrical power or ground issue
• AFT problems
• Inoperative turbocharger assembly
• Loose/worn engine mounts
• Failed Boost Control Solenoid (BCS) valve
• Failed CAC(s)
• Stuck Exhaust Gas Recirculation (EGR) control
valve • Failed extension tube(s)
• Aerated fuel • Plugged DPF
• Engine Control Module (ECM) or electronic • Plugged Diesel Oxidation Catalyst (DOC)
control system faults
Tools
• Poor fuel quality
• Low pressure fuel pressure below specification
• Boost Control Solenoid Breakout Harness (page
• High pressure fuel pressure below specification 440)
• Fuel injectors not working properly • EST with Master Diagnostics® Software (page
445)
• Inoperative Intake Throttle Valve (ITV)
• Power cylinder problems
• Valve train problems
Low Power (Turbocharger Assembly and
• Failed Charge Air Cooler(s) (CAC)
Actuator)
• Failed extension tube(s)
1. Carry out the actuator test. See Actuator Test
• Aftertreatment (AFT) system issues (page 162) in the “Performance Diagnostics”
• Plugged Diesel Particulate Filter (DPF)
• If actuator test fails, proceed to next step.
• Stuck closed Retarder Control
Rough Idle
• Poor fuel quality
EGES-420-2
• If actuator test passes, the turbocharger or • If duty cycle does not command BCS valve
boost control actuator may not be cause of to open, repair signal control problem.
low power. See Boost Control Solenoid (BCS) Valve
(page 251) in the “Electronic Control System
• Inspect the High Pressure Charge Air
Diagnostics” section of this manual.
Cooler (HPCAC) and Low Pressure
Charge Air Cooler (LPCAC) for boost • Retest system for correct operation.
leaks to atmosphere.
• Verify all tests in the “Performance
High Crankcase Pressure
Diagnostics” section of this manual do
not indicate another cause.
Possible Causes
• If low power complaint is intermittent, and
• Air compressor
all tests in “Performance Diagnostics”
section of this manual do not indicate • Turbocharger(s)
another cause, proceed to next step.
• Cylinder damage
2. Connect Boost Control Solenoid Breakout
Harness between engine harness and BCS
valve. Measure duty cycle between BCS valve
Procedure
power and ground terminals while testing system
with actuator test. 1. For high crankcase pressure diagnostics, see
High Crankcase Pressure Test (page 181) in
• If actuator test fails, and duty cycle
the “Performance Diagnostics” section of this
commands BCS valve to operate, replace
manual.
BCS valve.
• If low power complaint is intermittent, and
duty cycle commands the BCS valve to
operate, inspect BCS valve signal wires for
corroded or loose connections.
• If signal wires are properly connected, not
corroded, and tests in the “Performance
Diagnostics” section of this manual, do
not indicate another cause, replace BCS
valve following the procedures in the
International® MaxxForce® 11 and 13
EGES-420-2
Electrical System Procedure

Engine Control Module (ECM) Reset (Intermittent 1. Using the Electronic Service Tool (EST) with
Engine Stumble) MasterDiagnostics® software, check for DTCs
for the engine and chassis modules.
Symptom
• If DTC 5541 (unexpected reset fault EIM) is
An ECM reset occurs when the ECM momentarily present as an active or inactive code, skip to
reboots or is turned off and on while the engine is step 4.
operating. Symptoms of this include the following:
• If any other engine DTCs are active, perform
• WAIT TO START lamp cycles on while engine appropriate diagnostics and repairs before
running continuing with these procedures.
• Cold start assist glow plug recycles while engine • If any chassis DTCs are active when checking
running the Electronic System Controller (ESC),
perform appropriate diagnostics and repairs
• Engine stumbles and may die
before continuing.
• Loss of accelerator pedal authority
2. Inspect the fuel system. See Fuel System in the
• Miles driven are not logged if ECM reset occurs “Performance Diagnostics” section of this manual.
during current key cycle
See the “Electronic Control Systems Diagnostics”
If a reset occurs, the engine momentarily stumbles section of this manual or the application specific truck
and ECM goes through a normal key on cycle. This Circuit Diagram Manual and Service Manual when
includes the following: performing the following steps.
• Illuminating the WAIT TO START lamp 3. Check all ECM and Engine Interface Module
(EIM) related fuses.
• Validating the accelerator pedal position
4. Check the EIM power relay.
If the pedal is not at idle position when the reset
occurs, a Diagnostic Trouble Code (DTC) is set and 5. Check all battery, VIGN and ground connections for
engine speed goes to low idle. The ECM will not ECM.
allow accelerator pedal authority until the Accelerator
6. Monitor ECM power and ground with breakout box
Position Sensor (APS) is released.
under operator complaint conditions.
An ECM reset occurs when the ECM momentarily
7. If root cause has not been identified in previous
reboots or is turned off and on while engine is
steps, continue diagnosis by doing the remaining
operating.
tests in “Performance Diagnostics” section of this
manual.
EGES-420-2
5 HARD START AND NO START DIAGNOSTICS 121
Table of Contents
Diagnostic Form. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .123

Order Information. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .123
Header Information. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .124
Required Test Procedures. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .126

1. Visual Inspection. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .126
Engine Oil. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .126
Fuel Level and Quality. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .126
Engine Coolant Level. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .127
Intake Air System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .127
Exhaust System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .127
Electrical System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .128
2. Initial Ignition Switch ON (Do not start). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .129
3. Engine Cranking. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .130
4. Diagnostic Trouble Codes (DTCs). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .131
Check for DTCs. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .131
Reading DTCs. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .131
5. Actuator Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .132
Entering Vehicle Information Using The EST. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .132
6. Electronic Service Tool (EST) Data List. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .133
Monitoring Engine Systems Using An EST. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .133
Monitoring Engine Systems Without An EST. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .134
7. Relative Compression Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .136
Special Test Procedures. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .137

8. Fuel System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .137
8.1. Low Pressure Fuel System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .137
8.2. High Pressure Fuel System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .140
9. Aftertreatment (AFT) System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .144
10. Cold Start Assist System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .145
EGES-420-2
122 5 HARD START AND NO START DIAGNOSTICS
EGES-420-2
Diagnostic Form results. If a problem was found and corrected, it is

not necessary to complete the remaining tests.
The Engine Performance Diagnostic Form (Hard
Start and No Start side) directs technicians to See appendices for Diagnostic Trouble Codes (DTCs)
systematically troubleshoot a hard start or no start and engine performance specifications.
condition and avoid unnecessary repairs.
This section shows detailed instructions of the tests
Order Information
on the form. Use this manual with the form and
referenced for supplemental test information. Use the Diagnostic Form EGED-425 Engine Performance is
form as a worksheet to record all test results. available in 50 sheet pads. To order technical service
literature, contact your International® dealer.
Do all tests in sequence, unless otherwise stated.
Doing a test out of sequence can cause incorrect
EGES-420-2
Header Information
Entering Header Information NOTE: Performance specifications are

periodically published in a TSI format to support
1. Technician
new model year products. Check service bulletin
2. Date repository on ISIS for appropriate model year
application.
3. Unit No. (dealer’s quick reference number)
4. Customer complaint (interview driver)
• Turbocharger Part No.(s)
Vehicle Information
Verify EIM Calibration with Vehicle Specifications
The Vehicle Identification Number (VIN) is located on
the VIN plate. Obtain the VIN information from ISIS.
5. VIN – the last 8 digits (verify to VIN plate)
6. Build date (verify to VIN plate)
7. Engine horsepower (hp)
8. Engine Interface Module (EIM) calibration
9. Engine Control Module (ECM) calibration
10. Aftertreatment Control Module (ACM) calibration
11. Transmission type
12. Engine Serial Number (ESN)
Performance Specification Information

13. See “Appendix A: Performance Specifications” in Figure 116 Select VIN + session (example)
this manual or Technical Service Information (TSI)
to obtain the following header information:
14. Using the Electronic Service Tool (EST) with
MasterDiagnostics® software, open the VIN
session by selecting the VIN+ icon.
EGES-420-2
Figure 117 VIN session (example)
15. Verify the following match vehicle specifications: • Transmission

• VIN 16. Enter the following information:
• EIM calibration • Odometer (miles)
• ECM calibration • Engine hours
• ACM calibration • Intake Air Temperature (IAT)
• Rated hp • Intake Air Temperature 2 (IAT2)
• EFRC • Engine Coolant Temperature (ECT)
• ESN • Engine Coolant Temperature 2 (ECT2)
Note: The ESN is located on the engine • Engine Oil Temperature (EOT)
block, on the left side of the crankcase above
• Manifold Absolute Temperature (MAP)
the high pressure pump and on the exhaust
emission label on the valve cover. • Barometric Absolute Pressure (BAP)
EGES-420-2
Required Test Procedures • Fuel dilution

• Coolant contamination
• Power steering fluid contamination
to human health and the environment. Fuel Level and Quality
Handle all fluids and other contaminated NOTE: Engine should not be running. Make sure
materials (e.g. filters, rags) in accordance levels have stabilized.
or dispose of engine fluids, filters, and 1. Park vehicle on level ground.
other contaminated materials according to 2. Use dash gauge and inspect fuel tank fill ports to
applicable regulations. verify fuel level.

WARNING: To prevent personal injury or death, read all safety instructions in the “Safety
death, read all safety instructions in the “Safety Information” section of this manual.
Information” section of this manual.
1. Visual Inspection WARNING: To prevent personal injury or
Purpose flames or sparks when taking a fuel sample.
To check all fluid levels and inspect engine systems 3. Retrieve a fuel sample from the fuel tank.
for problems such as leaks, open connections and
harness chaffing. 4. Check for water, waxing, sediment, gasoline, or
kerosene.
Tools
• If the fuel quality is satisfactory, no action is
• Inspection lamp required.
• If the fuel quality is questionable, correct the
Engine Oil issue. Take another sample to verify fuel
quality.
the engine for five minutes. 5. Visually inspect the fuel strainer for debris.
2. Use oil level gauge to verify engine oil level. • If debris is observed, clean the fuel strainer
and retest.
3. Record results on Engine Performance
Diagnostic Form (Hard Start and No Start side). • If no debris is observed, proceed with the next
step.
Possible Causes 6. Obtain a fuel sample from the fuel filter housing
Engine oil is within normal operating range drain.
• No repair is required 7. Inspect the fuel sample for debris, icing and
contamination.
Engine oil is below normal operating range
• If any visual fuel issues exist, correct the issue
• Improper servicing and retest the system.
• Oil leaks • If no visual fuel issues exist, proceed with the
• Oil consumption next step.
Engine oil is above normal operating range

• Improper servicing
EGES-420-2
8. Record results on Engine Performance Intake Air System

Diagnostic Form (Hard Start and No Start side).
1. Inspect the air cleaner restriction indicator.
• If fuel level is sufficient, and no tank
2. Inspect the intake air system including the LPCAC
contamination is evident, no repair is
system, the HPCAC system, the air inlet duct,
required.
Intake Throttle Valve (ITV) and piping for damage
• If fuel level is low, fill the fuel tanks to a or restrictions.
level that is sufficient to operate the engine.
3. Inspect all intake air system connections and
Inspect for leaks, fuel dilution or inoperable
clamps.
tank transfer pump.
• If the intake air system is okay, no repair is
Possible Causes required.
• Fuel contamination • If an intake air system issue is found, repair
as required.
• Incorrect fuel grade for cold temperatures
• Fuel leaks Possible Causes
• Fuel line damage • Loose or damaged clamps
• Damaged connectors
Engine Coolant Level • Restricted air filter
NOTE: Engine should not be running. • Restricted air intake (debris)
1. Park vehicle on level ground. • Stuck closed ITV
2. Check coolant level as indicated on deaeration
tank level window.
Exhaust System
3. Record results on Engine Performance
1. Inspect exhaust system (engine and vehicle) for
leaks or damage that would restrict exhaust flow.
Some conditions that could restrict the exhaust
Possible Causes
are damaged exhaust, plugged Diesel Oxidation
Engine coolant is within normal operating range Catalyst (DOC), plugged Diesel Particulate Filter
(DPF), or exhaust manifold with butterfly stuck
• No repair is required
closed.
Engine coolant is below normal operating range
• If exhaust system is okay, no repair is
• Improper servicing required.
• External coolant leaks • If exhaust system issue is found, repair as
required.
• Coolant in combustion cylinder(s)
• Coolant leak in the Low Pressure Charge Air Possible Causes
Cooler (LPCAC)
• Loose or damaged clamps
• Coolant leak in the High Pressure Charge Air
• Damaged exhaust pipes
Cooler (HPCAC)
• Exhaust manifold with butterfly stuck closed
• Coolant leak in the Exhaust Gas Recirculation
(EGR) module • AFT system regeneration required
• Coolant leak in the Aftertreatment (AFT) system • Restricted AFT system
• Failed turbocharger or turbochargers
EGES-420-2
Electrical System 2. Inspect the engine wiring harness for correct

routing and protection from chafing.
NOTE: The engine will not start if any of the following
components are damaged, failed or disconnected:
Possible Causes
• Batteries
• Damaged, failed or incorrectly installed electrical
• Starter connectors
• Engine Interface Module (EIM) • Open or blown fuses
• Engine Control Module (ECM) • Damaged or failed EIM
• Camshaft Position (CMP) sensor (the engine • Damaged or failed ECM
starts but crank time is extended)
• Damaged or failed CMP sensor (the engine starts
• Crankshaft Position (CKP) sensor (the engine but crank time is extended)
starts but crank time is extended)
• Damaged or failed CKP sensor (the engine starts
• Driveline Disengagement Switch (DDS) but crank time is extended)
1. Check all battery cables and fuse connections for • Damaged or failed DDS
corrosion. Inspect for open or blown fuses. All
• Damaged or failed batteries
connections must be properly connected, in good
condition and free of corrosion or damage. Repair • Damaged or failed starter
as necessary.
EGES-420-2
2. Initial Ignition Switch ON (Do not start) 3. If the ECM and EIM calibrations are not displayed,
cycle the ignition switch and test again.
Purpose
• If the ECM and EIM calibrations are not
To determine if the Engine Interface Module (EIM) and displayed on the second attempt, the ECM
Engine Control Module (ECM) are powered up. or EIM may not be powered up. Check for
Diagnostic Trouble Codes (DTCs). If the EIM
Tools
is not communicating with the EST, see CAN
• Electronic Service Tool (EST) with Communications (Controller Area Network)
MasterDiagnostics® software (page 445) (Public) (page 256) in the “Electronic Control
System Diagnostics” section of this manual.
• Air pressure gauge Possible Causes
• No key power (VIGN)
Procedure
• No voltage from the main power relay to the EIM
WARNING: To prevent personal injury or • EIM grounds
death, read all safety instructions in the “Safety
Information” section of this manual. • No voltage from the main power relay to the ECM
1. Turn ignition switch to ON position. Do not start • ECM grounds

the engine. • WAIT TO START lamp malfunction at
2. Connect the EST to the vehicle. temperatures below 11°C (52°F) (will not
cause a starting issue)
• Press the VIN+ button.
• EIM failure
• If the EIM and ECM are powered up
and communicating, the ECM and EIM • ECM failure
calibrations are displayed. • Public CAN link to instrument panel is not working
(will not cause hard start or no start)
• Private CAN network failure
EGES-420-2
3. Engine Cranking NOTE: If the rpm is at or above minimum cranking

speed and the engine does not start correctly, on
Purpose cold starts below 11°C (52°F) only, the cause may
be the cold start assist system. Proceed to Cold
To determine if crankshaft rotates at correct rpm and if
Start Assist System (page 145) in this section.
instrument panel is receiving signals from the Engine
Interface Module (EIM).
Possible Causes
Tools
Engine will not rotate
• Electronic Service Tool (EST) with
• Loose or corroded battery connections
MasterDiagnostics® software (page 445)
• Low or no battery power
• No key power (vIGN)
Procedure
• Insufficient power to EIM
WARNING: To prevent personal injury or • Loose or damaged connections at the EIM or the
death, read all safety instructions in the “Safety Engine Control Module (ECM)
Information” section of this manual. • Starting system failure
1. See “Appendix A: Performance Specifications” in • Circuit fault for Engine Crank Inhibit (ECI)
this manual for specifications. Enter data in spec
column for rpm on Diagnostic Form. • Cylinder hydraulic lock
2. If an EST is available, connect it to the vehicle. • Cylinder mechanical lock (timing incorrect,
valve/piston contact)
If an EST is not available monitor the engine rpm
on the instrument cluster. • Driveline Disengagement Switch (DDS)
3. Turn ignition switch to ON position. Do not start Insufficient rpm

engine. • Loose or corroded battery connections
4. Open COM device. • Low battery power/cold batteries
5. Open the D_HardstartNostart.ssn file and monitor • Starter motor problem
the rpm and battery voltage Parameter Identifiers
(PIDs). • Incorrect oil viscosity for climate
6. Turn the ignition switch to START position. • Starting system failure
7. Check rpm on the instrument panel and the • Internal engine damage
EST. Record results on Engine Performance
Diagnostic Form (Hard Start and No Start side). If
engine speed is below minimum cranking speed,
the engine will not start.
EGES-420-2
4. Diagnostic Trouble Codes (DTCs) Reading DTCs

Codes associated with a Suspect Parameter Number
Purpose
(SPN), Parameter Identifier (PID) and a Failure Mode
• To determine if the Engine Interface Module (EIM) Indicator (FMI)
has detected any DTCs.
DTC: Diagnostic Trouble Code
• To check for abnormal sensor readings.
Status: Indicates active or inactive DTCs
NOTE: Before continuing with testing, fill out the
• Active: With the ignition switch on, active
Engine Performance Diagnostic Form (Hard Start
indicates a DTC for a condition currently in
and No Start side) header information.
the system. When the ignition switch is turned
Tools off, an active DTC becomes inactive. (If a
problem remains, the DTC will be active on the
next ignition switch cycle and the EST displays
active/inactive.)
• Inactive: With the ignition switch on, inactive
indicates a DTC for a condition during a previous
key cycle. When the ignition switch is turned
Check for DTCs
off, inactive DTCs from a previous ignition switch
1. Connect the EST to the vehicle and start the EST. cycle, remain in the Engine Control Module
(ECM) memory until cleared.
• Select Service Assistant icon.
• Active/Inactive: With the ignition switch on,
• Turn the ignition to the ON position.
active/inactive indicates a DTC for a condition
• Start the software and record values given currently in the system and was present in
onto the Engine Performance Diagnostic previous key cycles, if the codes were not cleared.
Form (Hard Start and No Start side).
Description: Defines each DTC
2. Launch the software using the LAUNCH button in
the lower right corner. Possible Causes
3. Click the VIN+ button. • Electronics failure
• Record all DTCs on the Engine Performance • Failure of the high pressure fuel system
Diagnostic Form (Hard Start and No Start
• Failure of the Air Management System (AMS)
side). See “Appendix B: Diagnostic Trouble
Code Index” in this manual. • Failure of the low pressure fuel system
• Correct the cause of the active DTCs before • Failure of the Aftertreatment (AFT) system
continuing.
• Failure of the Intake Throttle Valve (ITV)
• Clear the DTCs.
• Failure of the cold start assist system
EGES-420-2
5. Actuator Test the range operation of the throttle valve actuator,

the Intake Throttle Valve (ITV), and the engine
Purpose retarder actuator. Failure of any of these
actuators may cause a hard start/no start
The actuator test allows a technician to test the
condition.
actuators by measuring voltage changes and visually
monitoring actuator movement. 5. Listen for movement at the Cold Start Relay
(CSR). Failure of the CSR may cause a hard
Tools
start/no start condition on a cold start.
6. Record all Diagnostic Trouble Codes (DTCs)
on the Engine Performance Diagnostic Form
• IC4 USB interface cable (page 445) (Hard Start and No Start side). See “Appendix B:
Diagnostic Trouble Code Index” in this manual.
• Air pressure gauge
7. Correct any problems identified by DTC or
actuators functioning outside of specification.
Entering Vehicle Information Using The EST If the ITV is suspect, proceed to the next step.
1. Set the parking brake. 8. Remove the ITV. Refer to the procedures in the
2. Turn the ignition key to the ON position.
Service Manual. Do not disconnect the ITV
3. Select Diagnostics from the menu and select electrical connector.
Actuator Test.
9. Repeat the actuator test and visually observe the
NOTE: The air pressure in the truck air tank must ITV.
be at least 620 kPa (90 psi) to operate the actuators
• If the ITV does not cycle, diagnose the ITV.
correctly.
Refer to ITV (page 408) in the “Electronic
NOTE: This diagnostic test also operates the engine Control System Diagnostics” section of this
fan control (air and electrical operated fans), the Boost manual.
Control Solenoid (BCS) valve, the aftertreatment
• If the ITV does cycle, the system is operating
system valves and the coolant control valves. These
correctly at this time.
components do not have an effect on engine starting
and do not require verification at this time.
Possible Causes
4. The Engine Interface Module (EIM) commands
• Electrical components or circuit failure
the engine actuators to cycle once energizing
each actuator for 3.5 seconds. Visually verify • Failed actuator or insufficient air pressure
EGES-420-2
6. Electronic Service Tool (EST) Data List Record the results on the Engine Performance
Purpose
• If the engine has not been operated for 8 to
• To determine if the engine systems meet 12 hours, the Engine Coolant Temperature
operating specifications needed to start the (ECT), Engine Coolant Temperature 2
engine. (ECT2), Engine Oil Temperature (EOT),
Intake Air Temperature 2 (IAT2), Manifold
Tools
Air Temperature (MAT), Exhaust Gas
• Electronic Service Tool (EST) with Temperature 1 (EGT1), Exhaust Gas
MasterDiagnostics® software (page 445) Temperature 2 (EGT2) and Exhaust Gas
Temperature 3 (EGT3) sensors should be
within 1°C (2° F) of each other. The Intake Air
• Digital Multimeter (DMM) (page 442) Temperature (IAT) sensor may be a few ° F
higher or lower due to outside air temperature
• 4-Pin Round Gray Breakout Harness (page 437)
changes. The IAT2 sensor may be hotter than
• FRP Breakout Harness (page 445) other sensors if the cold start assist system
is activated.
NOTE: Make sure the vehicle batteries are fully
charged before carrying out the following procedures. • The Engine Fuel Pressure (EFP) sensor, Fuel
Rail Pressure (FRP) sensor, Aftertreatment
Monitoring Engine Systems Using An EST
Fuel Pressure (AFP), sensor, EOP sensor,
NOTE: Inspect exhaust system (engine and vehicle) and the Manifold Air Pressure (MAP) sensor
for leaks or damage that would restrict exhaust flow. values may fluctuate as much as 7 kPa (1 psi).
Some conditions that could restrict the exhaust are
• Barometric Absolute Pressure (BAP) should
damaged exhaust, plugged Diesel Oxidation Catalyst
be equal to local barometric readings. Are the
(DOC), plugged Diesel Particulate Filter (DPF), or
values normal?
exhaust manifold with butterfly stuck closed. Repair
any exhaust issues prior to using the EST to diagnose • If the BAP readings are out-of-range based
the vehicle. on local barometric pressure readings, record
the BAP reading on the Engine Performance
1. See “Appendix A: Performance Specifications” in
Diagnostic Form (Hard Start and No Start
this manual for engine cranking specifications.
side) and see operational voltage tables
2. Open the D_HardStart_NoStart.ssn to monitor on the Signal Values Form for applicable
engine operations. sensors.
3. Turn the ignition key to the ON position. 5. Crank the engine for 20 seconds and read the
EST to monitor the following Parameter Identifiers
4. Use EST to check Key On Engine Off (KOEO)
(PIDs).
values for the temperature and pressure sensors.
• Cranking system PIDs: IVPWR (expected
VBAT), RPM and VBAT
• Fuel system PIDs: FPCV duty cycle, desired
FRP, EFP and fuel rate
• Exhaust system PIDs: DELTA_P and exhaust
backpressure
• Actuator PIDs: Intake Throttle Valve (ITV)
position, Exhaust Gas Recirculation (EGR)
desired position and EGR position
EGES-420-2
NOTE: Make sure the batteries are fully charged. If • If the value is within the range of
the voltage to the Engine Control Module (ECM) drops allowed specification, proceed to Relative
below 9 volts, the ECM will not remain powered up. Compression Test (page 136) in this section.
NOTE: If the battery voltage IVPWR PID is less
than the actual battery voltage or the EST is not Monitoring Engine Systems Without An EST
communicating with the Engine Interface Module
(EIM), see EIM/ACM Power (Engine Interface NOTE: Inspect exhaust system (engine and vehicle)
Module/Aftertreatment Control Module) (page 350) in for leaks or damage that would restrict exhaust flow.
the “Electronic Control System Diagnostics” section Some conditions that could restrict the exhaust are
of this manual. damaged exhaust, plugged Diesel Oxidation Catalyst
(DOC), plugged Diesel Particulate Filter (DPF), or
NOTE: Engine cranking speed must generate the exhaust manifold with butterfly stuck closed. Repair
required pressure pipe rail pressure to fuel the fuel any exhaust issues prior to diagnosing the vehicle.
injectors. Make sure that the engine cranking speed
exceeds 100 rpm. 1. Disconnect the EFP sensor electrical connector.
6. Record the values on the Engine Performance

Diagnostic Form (Hard Start and No Start side)
for IVPWR, CKP, CMP, FRP, EFP, EOP, ITV and
EGRP. Compare the values with expected values
for each parameter.
• If any IVPWR, CKP, CMP, EOP, ITV and
EGRP values are out of the ranges of the
allowed specifications, refer to “Electronic
Control System Diagnostics” section of this
manual for diagnosis.
• If any FRP values are out of the ranges of the
allowed specifications, refer to High Pressure
Fuel System (page 140) in this section for
diagnosis.
• If any EFP values are out of the ranges of the Figure 118 4-pin round gray breakout harness
allowed specifications, refer to Low Pressure installed
Fuel System (page 137) in this section for
diagnosis.
2. Install 4-pin round gray breakout harness between
• If the values are within acceptable the EFP sensor electrical connector and the EFP
specifications, continue with the next sensor.
test.
3. Crank the engine and monitor the EFP sensor
7. Monitor the Exhaust Gas Differential Pressure voltage.
(EGDP) sensor. Record the values on the Engine
• If the EFP voltage is less than 1 volt, see
Performance Diagnostic Form (Hard Start and
Low Pressure Fuel System (page 137) in this
No Start side), and compare the actual readings
section.
with the expected values.
• If the EFP voltage is 1 volt or greater, proceed
• If the value is out of the range of allowed
to the next step.
specification, carry out diagnostics for
excessive exhaust backpressure. 4. Disconnect the FRP sensor electrical connector.
EGES-420-2
5. Install FRP breakout harness between FRP

sensor electrical connector and FRP sensor.
6. Crank engine and monitor FRP sensor voltage.
• If the FRP voltage is less than 1 volt, see
High Pressure Fuel System (page 140) in this
section.
• If the FRP voltage is 1 volt or greater, proceed
to the next test.
Figure 119 FRP breakout harness installed
EGES-420-2
7. Relative Compression Test
Purpose
compression stroke. Timing is based on information
from the Camshaft Position (CMP) sensor and
Crankshaft Position (CKP) sensor. A cylinder with low
This test is accomplished by cranking the engine and
following the on-screen instructions. The engine does
not start when running this test. Figure 120 EST Display
Tools
• Electronic Service Tool (EST) with 10. Select Display Data.
MasterDiagnostics® software (page 445) 11. The EST displays the compression stroke timing.
• IC4 USB interface cable (page 445) • If one cylinder is significantly faster than
the others, the cylinder is suspect for
Procedure compression loss.
• If all cylinders exhibit comparable
compression times, the engine has passed
the IBB Relative Compression Test.
1. Turn the ignition switch to ON position. Do not Relative Compression Test Interpretation
start engine.
The test results are displayed by either numerical
2. Connect the EST with MasterDiagnostics® text or graphical display. Assuming there are no
software to the vehicle. mechanical problems with the engine, the numbers or
graphs displayed should be approximately the same
3. Open the COM device.
value or height. A smaller number or lower level
4. Verify correct engine family and model year is graph would indicate a problem with that particular
selected. cylinder.
5. Launch EST.
Possible Causes
6. Select Diagnostics drop–down menu.
• Valve train damage
7. Select IBB Relative Compression Test from the
• Valves out of adjustment
menu.
• Worn or broken piston rings
8. When the EST requests, crank the engine.
• Excessive cylinder wall wear
9. When the EST requests, stop cranking the
engine. • Damaged piston
EGES-420-2
Special Test Procedures 1. See “Appendix A: Performance Specifications”

in this manual for correct specification. Obtain
The following test should only be completed if referred
the correct specifications for the engine and
to by a previous procedure.
application in question. Proceed to step 2.
2. Connect the EST to the vehicle.
3. Open the COM device.
fluids (oil, fuel, and coolant) may be a hazard 4. Verify correct engine family and model year is
to human health and the environment. selected.
5. Launch EST.
with applicable regulations. Recycle 6. Select the Sessions drop down–menu.
7. Select the D_HardStartNoStart.ssn file.
applicable regulations. 8. Read the Engine Fuel Pressure (EFP) sensor
pressure using the EST. Read while cranking the
engine.
WARNING: To prevent personal injury or • If the low pressure fuel system pressure is
death, read all safety instructions in the “Safety at or above specification, see High Pressure
Information” section of this manual. Fuel System (page 140) in this section.
8. Fuel System • If the low pressure fuel system pressure is
below specification, proceed to the next step.
8.1. Low Pressure Fuel System
Purpose
To check for correct fuel pressure and aerated fuel.
NOTE: Plugged supplemental filters or separators
mounted on vehicle will influence fuel pressure,
restriction, and aeration.
Tools
• Vacuum gauge
• Fuel Pressure Gauge (page 450)
• Fuel Inlet Restriction and Aeration Tool (page 449) Figure 121 Restriction Measurement
• Fuel Block Off Tool (page 448)
• Fuel Line Disconnect Tool (11.8 mm) (page 449) 9. Using a locally available adaptor, connect a
vacuum gauge to the test fitting on the fuel primer
• Fuel Line Disconnect Tool (16 mm) (page 449) pump. Measure the restriction while cranking the
engine.
Procedure
• If the restriction is below 7 in-Hg, skip to step
CAUTION: To prevent damage to engine, plug 13.
line is removed using clean fuel system caps. • If the restriction is above 7 in-Hg, proceed to
the next step.
EGES-420-2
10. Clean the fuel strainer element and install a new

fuel pre-filter. See the International® MaxxForce® WARNING: To prevent personal injury or
11 and 13 Engine Operation and Maintenance death, do not smoke or park vehicle near open
Manual. flames or sparks when taking a fuel sample.
11. Measure the restriction while cranking the engine. 17. Route the drain hose into a suitable container.
• If the restriction is below 7 in-Hg, skip to step 18. Open the valve and crank the engine for no more
13. than 30 seconds and check the fuel in the drain
hose for aeration and flow.
• If the restriction is above 7 in-Hg, proceed to
the next step. • If fuel aeration or no fuel flow is present,
12. Check the fuel supply for kinked fuel lines or
debris in the fuel tank. Repair as necessary and • If no fuel aeration is present, proceed to step
retest the system. 29.
13. Remove the locally available adaptor and the 19. Disconnect the pre-filter supply fuel line at the
vacuum gauge. engine connector.
14. Using the EST, test the low pressure fuel
pressure.
• If low pressure fuel pressure is within
specification, the system is operating
normally and the cause was debris in the
fuel strainer.
• If low pressure fuel pressure is below
specification, proceed to the next step.
15. Remove the EFP sensor.
Figure 123 Fuel supply hose
NOTE: Fabricate a clean fuel supply hose using a fuel

line connector and a locally obtained fuel hose.
20. Using a clean fuel supply hose, connect a clean
fuel supply to the pre-filter supply fuel line inlet.
21. Crank the engine and check the fuel in the drain
• If no fuel aeration or flow is present, repair
Figure 122 Fuel Pressure Gauge the fuel line between the fuel tank and the
engine. Restore the fuel system to operating
condition.
16. Using a locally available adaptor, connect a Fuel
Pressure Gauge to the fuel filter housing in the • If fuel aeration is present, proceed to the next
EFP sensor location. step.
22. Reconnect the fuel line to pre-filter supply fuel line
inlet.
EGES-420-2
23. Disconnect the pre-filter supply fuel line at the fuel

primer pump assembly.
Figure 125 Check for fuel aeration
Figure 124 Fuel Inlet Restriction and Aeration 29. Connect Fuel Inlet Restriction and Aeration Tool
Tool installed to the fuel primer pump assembly and the low
pressure pump inlet.
30. Crank the engine and check the fuel for aeration.
24. Connect Fuel Inlet Restriction and Aeration Tool
to the fuel pump primer assembly and a clean fuel • If no fuel aeration is present, see High
source. Pressure Fuel System (page 140) in this
section.
25. Crank the engine and check the fuel in Fuel
Pressure Gauge for aeration. • If fuel aeration is present, inspect the fuel
primer pump assembly for air leaks. Repair
• If no fuel aeration is present, proceed to the
as necessary and retest the system.
next step.
NOTE: Make sure the fuel connection to the high
• If fuel aeration is present, install a new
pressure fuel pump and surrounding area is clean. If
pre-filter supply fuel line.
the connection area needs to be cleaned, pressure
26. Restore the fuel system to operating condition. wash or steam clean the area.
27. Disconnect the preliminary filter feed fuel line from NOTE: To prevent water intrusion do not directly spray
the fuel primer pump assembly. electrical connectors with a pressure washer.
28. Disconnect the preliminary filter feed fuel line from 31. Disconnect the filter T-connector fuel line at the
the low pressure pump. high pressure pump.
EGES-420-2
• Air leak in suction side fuel line or filter assembly

• Combustion gases entering fuel supply system
8.2. High Pressure Fuel System
Purpose
To check for correct pressure pipe rail pressure.
Tools
Figure 126 Fuel Block Off Tool installed • Fuel Pressure Gauge (page 450)
• Fuel Inlet Restriction and Aeration Tool (page 449)
NOTE: Make sure that the Fuel Block Off Tool is clean. • Fuel Block Off Tool (page 448)
32. Install Fuel Block Off Tool in the end of the filter • Fuel Line Disconnect Tool (11.8 mm) (page 449)
T-connector fuel line. • Aftertreatment 2 Pin Breakout Harness (page
33. Crank the engine and monitor the EFP sensor. 439)
• If the fuel pressure is below minimum • CMP, CKP and FPCV Breakout Harness (page
specification, install a new high pressure 442)
pump. See high pressure pump in the • Fuel Fitting Adapter (page 448)
Service Manual. • High Pressure Return Line Tester (17 mm) (page
451)
• If the fuel pressure meets or exceeds
specification, proceed to High Pressure Fuel • High Pressure Return Line Tester (19 mm) (page
System (page 140) in this section. 451)
Possible Causes • High Pressure Rail Plugs (page 450)
• Blocked pre-filter or filter element in the housing • Fuel Line Coupler
• Blocked fuel strainer element Procedure

• Fuel grade incorrect for cold temperatures CAUTION: To prevent damage to engine, plug
• Fuel line damage or blockage component connections immediately after each fuel
• Failed high pressure pump
EGES-420-2
• If the aftertreatment fuel pressure is less than

41 kPa (6 psi) of the fuel pressure recorded
in step 33 of Low Pressure Fuel System,
6. Disconnect the Fuel Rail Pressure (FRP) sensor
electrical connector and attempt to start the
vehicle.
• If the vehicle starts, diagnose the FRP
circuits. See FRP Sensor (Fuel Rail
Pressure) (page 381) in the “Electronic
manual.
• If the vehicle does not start, proceed to the
next step.
Figure 127 Fuel Pressure Gauge installed
7. Disconnect the Fuel Pressure Control Valve
1. Fuel Line Coupler (FPCV) electrical connector.
2. Fuel Inlet Restriction and Aeration Tool
3. Fuel Pressure Gauge
4. Fuel Block Off Tool
NOTE: Make sure that the fuel connection to the

Hydrocarbon (HC) cut-off valve and surrounding area
is clean. If the connection area needs to be cleaned,
pressure wash or steam clean the area.
NOTE: To prevent water intrusion do not directly spray
electrical connectors with a pressure washer.
1. Disconnect the filter T-connector fuel line from the
HC cut-off valve.
2. Using the Fuel Line Coupler connect the Fuel
Inlet Restriction and Aeration Tool to the filter
T-connector fuel line. Figure 128 CMP, CKP and FPCV Breakout
Harness installed
3. Using a locally available adaptor, connect the Fuel
Pressure Gauge to the Fuel Inlet Restriction and
Aeration Tool.
8. Connect the CMP, CKP and FPCV Breakout
4. Install Fuel Block Off Tool in the end of the Fuel Harness to the FPCV.
Inlet Restriction and Aeration Tool.
9. Attempt to start the engine.
5. Crank the engine and monitor the aftertreatment
• If the vehicle starts, proceed to the next step.
fuel pressure.
• If the vehicle does not start, skip to step 12.
• If the aftertreatment fuel pressure is more
than 41 kPa (6 psi) lower than the fuel 10. Connect the engine wiring harness to the CMP,
pressure recorded in step 33 of Low Pressure CKP and FPCV Breakout Harness.
Fuel System, install a new fuel filter. See fuel
filter in the International® MaxxForce® 11
and 13 Engine Service Manual. Retest the
system for correct operation.
EGES-420-2
11. Using a Digital Multimeter (DMM), measure and 15. Restore the fuel system to operational condition.
record the FPCV duty cycle while cranking and
idling the engine.
• If the duty cycle is between 10 and 60%, death, engine must be stationary for at least 5
proceed to the next step. minutes before doing any work on high pressure
fuel system to allow for system depressurization.
• If the duty cycle is not between 10 and 60%,
see FPCV (page 377) in “Electronic Control 16. Allow the engine fuel system to depressurize
System Diagnostics” section of this manual. by turning the engine off and waiting 5 minutes
before opening any high pressure fuel line.
12. Restore the fuel system to operational condition.
13. Disconnect the fuel return line at the high pressure
pump.
Figure 130 High Pressure Return Line Tester (17

mm) installed
Figure 129 Measuring fuel return line pressure

17. Remove the size 8 hollow screw in the pressure
pipe rail return and install the High Pressure
14. Connect Fuel Fitting Adapter in series to Fuel Return Line Tester (17 mm). Crank or start and
Inlet Restriction and Aeration Tool, and the fuel idle the engine and watch for fuel coming from
return line from the high pressure pump. Using the pressure pipe rail.
a locally available adaptor, connect the Fuel
• If a continuous flow of fuel comes out from
Pressure Gauge to the fitting on the Fuel Inlet
the pressure pipe rail, install a new fuel rail
Restriction and Aeration Tool. Crank the engine
pressure relief valve. Retest the vehicle for
and record the pressure reading.
normal operation.
• If the reading is above 21 kPa (3 psi),
• If no continuous flow of fuel comes out from
repair/replace the fuel return lines to the
the pressure pipe rail, proceed to the next
fuel tank.
step.
• If the reading is below 21 kPa (3 psi), proceed
18. Restore the fuel system to operational condition.
to the next step.
EGES-420-2
Figure 131 High Pressure Return Line Tester (19 Figure 132 High Pressure Rail Plug installed
mm) installed
• If fuel flow is greater than 150 ml per minute flow

19. Remove the hollow screw and install High rate, install Injector Fuel Blocking tool and check
Pressure Return Line Tester (19 mm) in the each injector, if a decrease of more than 20 ml per
cylinder head fuel return port. Start and run the minute is found install a new injector and pressure
engine. tube.
• If flow rate is less an 150 ml per minute install a
new high pressure fuel pump. See high pressure
fuel pump in the International® MaxxForce® 11
and 13 Engine Service Manual. Retest system.
Possible Causes
• Failed fuel rail regulator valve
• Air leak in suction side fuel line or fuel filter
housing assembly
• Combustion gases entering fuel system
• Fuel injector and pressure pipe
EGES-420-2
9. Aftertreatment (AFT) System • If soot level is 2 or greater, run the

Aftertreatment (AFT) Cleanliness Test. See
NOTE: See “Diagnostic Software Operation” section
Aftertreatment (AFT) Cleanliness Test (page
in this manual for specific Electronic Service Tool
172) in the “Performance Diagnostics” section
(EST) software procedures.
of this manual.
Purpose 8. Start the engine.
To check AFT system performance. NOTE: Make sure that the engine is at or above
operating temperature (71 °C [160 °F]) before starting
Tools
AFT Cleanliness Test.
9. Select Diagnostic Tests, then the Aftertreatment
Tests from the drop-down menu.
The Aftertreatment Control Module (AFCM) starts
the AFT Cleanliness Test and commands the
Procedure
engine to accelerate to a default rpm to prepare
for regeneration.
death, make sure the parking brake is set, the The AFCM monitors the effects of the
transmission is in neutral or park, and the wheels regeneration system by using feedback signals
are blocked when running the engine in the from the temperature and pressure sensors.
service bay. • If no problems are detected, the test
1. See “Appendix A: Performance Specifications” in completes the regeneration cycle and
this manual for correct specification. resumes low idle rpm.
2. Turn the ignition switch to ON position. • If a problem is detected, the AFCM cancels
the test, sets a Diagnostic Trouble Code
3. Open COM device. (DTC), and resumes low idle rpm.
4. Open Aftertreatment session. 10. Record sensor value results on Diagnostic Form.
5. Record sensor value results on the Engine 11. Compare test result readings to pretest readings.
Performance Diagnostic Form (Hard Start and
No Start side). • If EGT2 temperature exceeded 482 °C (900
°F) and soot level is 0, test the performance
NOTE: This is only accurate if done after a cold soak complaint again.
of at least eight hours on the engine.
• If EGT2 temperature did not exceed 482 °C
6. Verify Exhaust Gas Temperature 1 (EGT1), (900 °F) and soot level is above 0, inspect
Exhaust Gas Temperature 2 (EGT2) and Exhaust AFT system components.
Gas Temperature 3 (EGT3) sensors are operating
at similar values. Possible Causes
7. Using EST, verify soot loading is less than 2. • High Diesel Particulate Filter (DPF) loading
• If soot level is less than 2, continue with the • EGDP sensor circuit faults or sensor failure
next test. • DPF damage (plugged, cracked or leaking
substrate)
EGES-420-2
10. Cold Start Assist System indicating that the pre-glow plug cycle has been
activated for 40 seconds. Monitor the IAT2 sensor
reading during the pre-glow cycle.
(EST) software procedures to do this test. • If the IAT2 sensor temperature reading does
not rise, go to step 6.
Purpose
• If the IAT2 sensor temperature reading rises,
The engine requires a starting aid for efficient starting proceed to the next step.
when temperatures are below 11° C (52° F). The
NOTE: Limit the number of unnecessary test cycles
purpose of the cold start assist test is to check for
on the glow-plug to minimize the possibility of
correct operation of the system.
premature failure of the glow-plug.
Tools
4. Monitor the EOT, MAT, IAT, IAT2, ECT and
• Electronic Service Tool (EST) with ECT2 sensor readings using the EST to verify
MasterDiagnostics® software (page 445) temperature.
• IC4 USB interface cable (page 445) 5. Crank the engine when the Wait-to-Start lamp
starts to flash and monitor the MAT sensor reading
while cranking the engine. The temperature
• Amp Clamp (page 440) reading for the MAT sensor should rise slowly.
• Cold Start Relay Breakout Harness (page 441) • If the MAT sensor temperature does not rise,
go to step 11.
• 4-Pin Round Black Breakout Harness (page 437)
• If the MAT sensor temperature rises, the
system is operating correctly. Return to
Cold Start Assist System test to continue
Procedure
diagnostics.
WARNING: To prevent personal injury or 6. Using a DMM and an Amp Clamp simultaneously,
death, do not smoke or park vehicle near open measure the amperage draw on both of the glow
flames or sparks when taking a fuel sample. plug connector wire, with the ignition switch ON.
• If the amperage draw is less than 20 amps,
WARNING: To prevent personal injury or proceed to the next step.
death, make sure the parking brake is set, the • If the amperage draw is greater than 20 amps,
transmission is in neutral or park, and the wheels the glow plug is working correctly, skip to step
are blocked when running the engine in the 11.
service bay.
NOTE: The cold start assist system only operates WARNING: To prevent personal injury or
when one or more of the Engine Oil Temperature death, do not touch the area around the glow
(EOT), Engine Coolant Temperature (ECT), plugs. This area becomes very hot when the glow
Engine Coolant Temperature 2 (ETC2), Intake Air plugs cycle on and heat up.
Temperature (IAT) or Intake Air Temperature 2 (IAT2)
7. Measure voltage at the glow plug.
signal values is at or below 11° C (52° F).
• If the voltage is B+, and greater than 9.5 volts
1. Verify vehicle is within temperature for the cold
during engine crank and run, install a new
start assist system to be active.
glow plug. See International® MaxxForce®
2. Connect the EST and select 11 and 13 Engine Service Manual.
D_HardstartNostart.ssn from the session
• If the voltage is B+, and less than 9.5 volts
list.
during engine crank and run, proceed to the
3. Turn the ignition switch to the Engine Run next step.
Position. The Wait-to-Start lamp will illuminate
EGES-420-2
Figure 133 Cold Start Relay Breakout Harness Figure 134 4-Pin Round Black Breakout Harness
installed installed
11. Install 4-Pin Round Black Breakout Harness

8. Install the Cold Start Relay Breakout Harness on
between the Cold Start Solenoid (CSS) valve and
the Cold Start Relay (CSR).
the engine harness.
9. Cycle the ignition switch to the OFF position for 20
12. Measure voltage between pins 1 and 2 while
seconds then back to the ON position to reactivate
cranking the engine for 20 seconds.
the cold start assist system.
• If voltage is less than B+, diagnose the CSS
10. Measure voltage at pin 3.
voltage circuit. See Cold Start Relay (page
• If voltage is less than B+, inspect wire from the 285) .
B+ cable to the CSR pin 3 for an open, short,
• If the voltage is B+, proceed to the next step.
or high resistance. Repair as necessary.
NOTE: Make sure that no dirt or debris enters the fuel
• If voltage is B+, check control side of cold start
line.
assist relay, see Cold Start Relay (page 285)
. If the control side of the relay is OK, install 13. Disconnect the MV-glow plug fuel line from the
a new CSR. See International® MaxxForce® glow plug and route the fuel into an approved
11 and 13 Engine Service Manual. container.
14. Install Fuel Pressure Gauge setup with valve.
15. Crank the engine.
16. Using Fuel Pressure Gauge, verify fuel flow with
the valve open. Close the valve and verify fuel
pressure of 68 kPa (10 psi) from the fuel line.
• If there is fuel flow and pressure, install a new
glow plug.
• If there is no fuel flow or pressure, reconnect
the fuel line and proceed to the next step.
line.
17. Disconnect the fuel line from the CSS valve inlet
and route the fuel into an approved container.
EGES-420-2
18. Install Fuel Pressure Gauge setup with valve. • If there is no fuel flow or pressure:
19. Crank the engine. • Check the remainder of the fuel system
for the lack of fuel (blocked or plugged
fuel filter, low pressure pump, no fuel in
the fuel tanks).
• Check to see if the orifices to the fuel
• If there is fuel flow and pressure, install a new
line are plugged. Clean the orifice in the
CSS valve.
fuel filter housing assembly and retest the
• If there is no fuel flow or pressure, reconnect system. If the system fails a second time,
the fuel line and proceed to the next step. install a new fuel filter housing assembly.
See International® MaxxForce® 11 and
13 Engine Service Manual.
line.
Possible Causes
21. Disconnect the cold start supply tube from the fuel
filter housing assembly and route the fuel into an • Failed CSR
approved container.
• CSR circuit faults
22. Install Fuel Pressure Gauge setup with valve.
• Failed CSS valve
23. Crank the engine.
• CSS valve circuit faults
• If there is fuel flow and pressure, the cold start
system is operating correctly.
EGES-420-2
EGES-420-2
6 PERFORMANCE DIAGNOSTICS 149
Table of Contents
Diagnostic Form. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .151

Order Information. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .151
Header Information. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .151
Test Procedures. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .154

1. Visual Inspection. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .154
Engine Oil. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .154
Fuel Level. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .154
Engine Coolant Level. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .154
Charge Air Cooler (CAC) System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .154
Intake Air System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .154
Exhaust System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .155
2. Fuel System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .156
2.1 Fuel Quality. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .156
2.2. Low Pressure Fuel System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .156
3. Sensor Compare / Diagnostic Trouble Codes (DTCs) and Engine Control Module (ECM). . .160
3.1 Checking ECM and Engine Interface Module (EIM) Calibration. . . . . . . . . . . . . . . . . . . . . . . .160
3.2 Checking for DTCs. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .160
3.3 Sensor Compare. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .160
4. Actuator Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .162
Entering Vehicle Information Using The EST. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .162
5. Air Supply System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .164
6. Road Test (Full load, rated speed). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .169
6.1 On Road Session. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .169
6.2 Road Test Results Interpretation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .169
7. Aftertreatment (AFT) System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .172
7.1. Aftertreatment (AFT) Cleanliness Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .172
7.2. Aftertreatment Fuel Injector (AFI) Flow Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .173
7.3. Aftertreatment (AFT) System Leak Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .174
7.4. Aftertreatment Fuel Supply (AFS) Valve Leak Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .176
Special Tests. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .177

8. Relative Compression Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .177
9. Engine Run-up Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .178
10. Injector Disable Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .178
11. High Pressure Pump Run-up Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .180
12. High Crankcase Pressure Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .181
13. Exhaust Restriction. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .185
14. Valve Lash and Retarder Lash. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .185
EGES-420-2
150 6 PERFORMANCE DIAGNOSTICS
EGES-420-2
Diagnostic Form
Engine Performance form assists technicians in
troubleshooting International® diesel engines. The
diagnostic tests help technicians find problems to
avoid unnecessary repairs.
This section shows detailed instructions of tests on the
form. The manual should be used with the form and
referenced for supplemental test information. Use the
form as a worksheet to record all test results.
Do all tests in sequence, unless otherwise stated.
Doing a test out of sequence can cause incorrect
results. If a problem was found and corrected, it is
not necessary to complete the remaining tests.
See appendices for Diagnostic Trouble Codes (DTCs)
and engine specifications.
Order Information
Engine Performance Form EGED-425 is available in
50 sheet pads. To order technical service literature,
contact your International®dealer.
Header Information
Entering Header Information 8. Engine Interface Module (EIM) calibration

1. Technician 9. Engine Control Module (ECM) calibration
2. Date 10. Aftertreatment Control Module (ACM) calibration
3. Unit No. (dealer’s quick reference number) 11. Transmission type
4. Customer complaint 12. Engine Serial Number (ESN)
Vehicle Information Performance Specification Information

The Vehicle Identification Number (VIN) is located on NOTE: Performance specifications are periodically
VIN plate. Obtain the VIN information from ISIS. published in a Technical Service Information (TSI)
format to support new model year products. Check
5. VIN – last 8 digits (verify to VIN plate)
service bulletin repository on ISIS for appropriate
6. Build date (verify to VIN plate) model year application.
7. Engine Horsepower (hp)
EGES-420-2
13. See “Appendix A: Performance Specifications” in Verify EIM Calibration with Vehicle Specifications
this manual, or TSI to obtain the following header
information:
• Turbocharger No.
Figure 136 Select VIN + session (example)
14. Using Electronic Service Tool (EST) with

MasterDiagnostics®, open VIN session by
selecting VIN+ icon.
EGES-420-2
Figure 137 VIN session (example)
15. Verify the following match vehicle specifications: • Transmission

• VIN 16. Enter the following information:
• EIM calibration • Odometer (miles)
• ECM calibration • Engine hours
• ACM calibration • Intake Air Temperature (IAT)
• Rated hp • Intake Air Temperature 2 (IAT2)
• EFRC • Engine Coolant Temperature (ECT)
• ESN • Engine Coolant Temperature 2 (ECT2)
Note: The ESN is located on the engine • Engine Oil Temperature (EOT)
block, on the left side of the crankcase above
• Manifold Absolute Temperature (MAT)
the high pressure pump, and on the exhaust
emission label on the valve cover. • Barometric Absolute Pressure (BAP)
EGES-420-2
Test Procedures 2. Use dash gauge to verify fuel level. Inspect fuel
tank fill ports.
3. Record results on Engine Performance Form.
GOVERNMENT REGULATION: Engine • If level is within operating range, and no
fluids (oil, fuel, and coolant) may be a hazard tank contamination is evident, no repair is
to human health and the environment. required.
materials (e.g. filters, rags) in accordance • If level is below operating range, inspect for
with applicable regulations. Recycle leaks, fuel dilution, inoperable tank transfer
or dispose of engine fluids, filters, and pump, or improper servicing.
Engine Coolant Level
NOTE: Engine should not be running.
1. Visual Inspection 1. Park the vehicle on level ground.

2. Check engine coolant level as indicated on
WARNING: To prevent personal injury or deaeration tank level window.
death, read all safety instructions in the “Safety 3. Record results on Engine Performance Form.
• If level is within operating range, and no
Purpose deaeration tank contamination is evident, no
repair is required.
To check all fluid levels and inspect engine systems
for problems such as leaks, open connections and • If level is below operating range, inspect for
harness chaffing. leaks, coolant in oil, coolant in combustion,
coolant in exhaust, or improper servicing.
Tools
• Inspection lamp
Charge Air Cooler (CAC) System
Engine Oil 1. Inspect CAC system, including the HPCAC,

LPCAC and piping for leaks.
the engine for five minutes. 2. Inspect all CAC connections and clamps.
2. Use oil level gauge to verify engine oil level. • If CAC system shows no signs of damage or
evidence of leakage, no repair is required.
• If any CAC system issues are found, repair as
• If level is within operating range, no repair is required.
required.
• If level is below operating range, inspect for
leaks, oil consumption, or improper servicing. Intake Air System
• If level is above operating range, inspect 1. See “Appendix A Performance Specifications” in

for fuel dilution, coolant contamination, or this manual for Intake Restriction specifications
improper servicing. and record on Engine Performance Form.
2. Locate and reset air restriction indicator. Run
engine at high idle, no load.
Fuel Level
NOTE: Engine should not be running.
1. Park the vehicle on level ground.
EGES-420-2
3. Record intake restriction on Engine Performance Some conditions that could restrict the exhaust
Form. are damaged exhaust, plugged Diesel Oxidation
Catalyst (DOC), plugged Diesel Particulate Filter
• If restriction is not apparent, no repair is
(DPF), or exhaust manifold with butterfly stuck
required.
closed.
• If restriction is detected, repair as required.
• If the exhaust system shows no signs of
Test again to validate repair.
damage or evidence of leakage, no repair is
required.
Exhaust System • If an exhaust system issue is found, repair as
required.
1. Inspect exhaust system (engine and vehicle) for
leaks or damage that would restrict exhaust flow.
EGES-420-2
2. Fuel System • Fuel Inlet Restriction and Aeration Tool (page 449)
2.1 Fuel Quality • Fuel Block Off Tool (page 448)
Purpose Procedure
To check fuel quality. CAUTION: To prevent damage to engine, plug
Tools
• Clear container (approximately 1 liter [1 quart] )
1. See “Appendix A: Performance Specifications”,
in this manual for correct specification. Obtain
Procedure
the correct specifications for the engine and
application in question. Proceed to step 2.
death, do not smoke or park vehicle near open 2. Connect the EST to the vehicle.
flames or sparks when taking a fuel sample. 3. Open the COM device.
1. Retrieve a fuel sample from the fuel tank. 4. Verify correct engine family and model year is
2. Check for water, waxing, sediment, gasoline, or selected.
kerosene. 5. Launch EST.
• If fuel quality is satisfactory, no action is 6. Select the Sessions drop down–menu.
required.
7. Select the D_HardStartNoStart.ssn file.
• If fuel quality is questionable, correct problem.
Take another sample to verify fuel quality. 8. Read the low pressure fuel sensor pressure using
the EST. Read while cranking the engine.
Possible Causes
• If the low pressure fuel system pressure is
• Debris, water, or ice in fuel system at or above specification, See High Pressure
• Oil, gasoline, or kerosene present in fuel tank Fuel System (page 140) in the “Hard Start and
No Start Diagnostics” section of this manual.
• If the low pressure fuel system pressure is
below specification, proceed to the next step.
2.2. Low Pressure Fuel System
Purpose
To check for correct fuel pressure and aerated fuel.
NOTE: Plugged supplemental filters or separators
mounted on vehicle influence fuel pressure,
restriction, and aeration. Make sure that
any supplemental filters or separators have
been maintained following the manufacturer’s
recommendations.
Tools
Figure 138 Restriction measurement
• Vacuum gauge
EGES-420-2
9. Using a locally available adaptor, connect a

vacuum gauge to the test fitting on the fuel primer
pump. Measure the restriction while idling the
engine at the low and high idle specification.
13.
• If the restriction is above 7 in-Hg, proceed to
the next step.
10. Clean the fuel strainer element and install a new
fuel pre-filter. See the International® MaxxForce®
11 and 13 Engine Operation and Maintenance
Manual. Inspect the fuel lines between the fuel
strainer and the fuel tank, repair as required.
11. Measure the restriction while idling the engine at Figure 139 Fuel Pressure Gauge
the low and high idle specification.
13. 16. Using a locally available adaptor, connect the Fuel
Pressure Gauge to the fuel filter housing in the
• If the restriction is above 7 in-Hg, proceed to EFP sensor location.
the next step.
12. Check the fuel supply for kinked fuel lines or WARNING: To prevent personal injury or
debris in the fuel tank. Repair as necessary and death, do not smoke or park vehicle near open
retest the system. flames or sparks when taking a fuel sample.
13. Remove the locally available adaptor and the 17. Route the drain hose into a suitable container.
vacuum gauge.
18. Open the valve and idle the engine at the low and
14. Using the EST, test the low pressure fuel high idle specification and check the fuel in the
pressure. drain hose for aeration and flow.
• If low pressure fuel pressure is within • If fuel aeration or no fuel flow is present,
specification, the system is operating proceed to the next step.
normally and the cause was debris in the
fuel strainer. • If no fuel aeration is present, proceed to step
29.
• If low pressure fuel pressure is below
specification, proceed to the next step. 19. Disconnect the pre-filter supply fuel line at the
engine connector.
15. Remove the EFP sensor.
EGES-420-2
Figure 140 Fuel supply hose Figure 141 Fuel Inlet Restriction and Aeration
Tool installed
NOTE: Fabricate a clean fuel supply hose using a fuel

line connector and a locally obtained fuel hose. 24. Connect Fuel Inlet Restriction and Aeration Tool
to the fuel pump primer assembly and a clean fuel
20. Using a clean fuel supply hose, connect a clean
source.
fuel supply to the pre-filter supply fuel line inlet.
25. Idle the engine at the low and high idle
specification and check the fuel in Fuel Pressure
specification and check the fuel in the drain
Gauge for aeration.
• If no fuel aeration is present, proceed to the
• If no fuel aeration or flow is present, repair
next step.
the fuel line between the fuel tank and the
engine. Restore the fuel system to operating • If fuel aeration is present, install a new
condition. pre-filter supply fuel line.
• If fuel aeration is present, proceed to the next 26. Restore the fuel system to operating condition.
step.
27. Disconnect the preliminary filter feed fuel line from
22. Reconnect the fuel line to pre-filter supply fuel line the fuel primer pump assembly.
inlet.
28. Disconnect the preliminary filter feed fuel line from
23. Disconnect the pre-filter supply fuel line at the fuel the low pressure pump.
primer pump assembly.
EGES-420-2
Figure 142 Check for fuel aeration Figure 143 Fuel Block Off Tool installed
29. Connect Fuel Inlet Restriction and Aeration Tool NOTE: Make sure the Fuel Block Off Tool is clean.
to the fuel primer pump assembly and the low
32. Install Fuel Block Off Tool in the end of the filter
pressure pump inlet.
T-connector fuel line.
33. Crank the engine and monitor EFP sensor.
specification and check the fuel for aeration.
• If fuel pressure is below minimum fuel
• If no fuel aeration is present, see High
system specification, install a high pressure
Pressure Fuel System (page 140) in the
pump. See High Pressure Pump in the
“Hard Start and No Start Diagnostics” section
of this manual.
Service Manual.
• If fuel aeration is present, inspect the fuel
• If fuel pressure meets or exceeds fuel system
primer pump assembly for air leaks. Repair
specification, proceed to High Pressure Fuel
as necessary and retest the system.
Pump Run Up Test (page 180) in this section.
NOTE: Make sure the fuel connection to the high
Possible Causes
pressure fuel pump and surrounding area is clean. If
the connection area needs to be cleaned, pressure • Fuel filter or strainer blocked
wash or steam clean the area.
NOTE: To prevent water intrusion do not directly spray
• Fuel supply line damage or blockage
electrical connectors with a pressure washer.
31. Disconnect the filter T-connector fuel line at the
high pressure pump. • Air leak in suction side fuel line or filter assembly
• Combustion gases entering fuel supply system
EGES-420-2
3. Sensor Compare / Diagnostic Trouble Codes • Inactive: With ignition switch on, inactive
(DTCs) and Engine Control Module (ECM) indicates a DTC for a condition during a previous
key cycle. When ignition switch is turned to OFF,
3.1 Checking ECM and Engine Interface Module
inactive DTCs from a previous ignition switch
(EIM) Calibration
cycle remain in ECM memory until cleared.
Purpose
• Active/Inactive: With ignition switch on,
• To verify ECM and EIM calibrations match the active/inactive indicates a DTC for a condition
vehicle. currently in system and was present in previous
key cycles, if codes were not cleared.
Tools
Description: Defines each DTC
MasterDiagnostics® software (page 445) 1. Record all active or inactive DTCs on the Engine
Performance Form.
• If no DTCs are set, continue to next test.
Procedure
• Correct any active DTCs related to
1. Turn ignition switch to ON. Do not start the engine. performance. See “Electronic Control
Systems Diagnostics” section of this manual.
2. Using EST with MasterDiagnostics® software,
open VIN session. Select VIN+ icon. • Investigate any inactive DTCs that affect
performance.
3. Verify the vehicle information on ECM, EIM, and
ACM match vehicle. See Vehicle Information
(page 151) in this section of manual.
3.3 Sensor Compare
4. Record the calibration level on the Engine
Performance Form.
in this manual for specific EST software procedures
to do this test.
3.2 Checking for DTCs
Purpose
Purpose
To validate sensor accuracy.
• To determine if the ECM has detected faults
Tools
indicating conditions that could cause engine
problems and logging DTCs. • Electronic Service Tool (EST) with
Tools
Procedure
NOTE: Batteries must be fully charged before doing
Controller Area Network (CAN) code: Codes this test. If multiple tests are required, use a battery
associated with a Suspect Parameter Number (SPN) charger during testing to prevent battery drain.
and Failure Mode Indicator (FMI)
1. Turn ignition switch to ON. Do not start engine.
Status: Indicates active or inactive DTCs
2. Connect EST with Master Diagnostics® software
• Active: With ignition switch on, active indicates to vehicle.
a DTC for a condition currently in system. When
3. Open COM device by clicking the connection
ignition switch is turned off, an active DTC
button.
becomes inactive. If the problem remains, the
DTC is active on next ignition switch cycle and 4. Verify correct engine family and model year is
EST displays active/inactive. selected.
EGES-420-2
5. Launch EST. 8. Verify if sensor values are normal.

6. Open D_SensorCompare.ssn session by: • If sensor values differ significantly from
current conditions, see “Electronic Control
• Click Session drop-down menu.
Systems Diagnostics” section of this manual
• Click open. for applicable sensor.
• Select D_SensorCompare.ssn file. • If sensor values do not differ significantly
from current conditions, no repair is required.
• Click OPEN.
Continue to next test.
Possible Causes
NOTE:
• Failed sensor circuits
• If engine has not been run for 8 to 12 hours,
• Biased or damaged sensor
Engine Coolant Temperature (ECT), Engine
Coolant Temperature 2 (ECT2), Engine • Faulty ground circuits
Oil Temperature (EOT), and Manifold Air
Temperature (MAT) sensors should be within
2 °C (5 °F) of each other. The Intake Air
Temperature (IAT), Intake Air Temperature 2
(IAT2), Exhaust Gas Temperature 1 (EGT1),
Exhaust Gas Temperature 2 (EGT2) and Exhaust
Gas Temperature 3 (EGT3) sensors could be a
few degrees higher or lower due to faster outside
engine temperature change.
• The Engine Fuel Pressure (EFP) and Fuel Rail
Pressure (FRP) values may fluctuate and affect
performance.
Engine Oil Pressure (EOP), Manifold Air Pressure
(MAP), and Exhaust Back Pressure (EBP)
sensors values may fluctuate as much as 7
kPa (1 psi).
• Barometric Absolute Pressure (BAP) sensor
value should equal barometric reading for your
region.
EGES-420-2
4. Actuator Test • Air pressure gauge
Purpose
Entering Vehicle Information Using The EST
This test determines if the actuators listed below are
functioning properly. 1. Set parking brake.
The actuator test activates each of the actuators in the NOTE: The air pressure in truck air tank must be at
sequence listed below for 3.5 seconds. least 621 kPa (90 psi) to operate the air operated
actuators correctly.
For the air actuated component, the truck air system
is required to be charged to a minimum of 621 kPa (90 2. Check for system air pressure using instrument
psi) for the actuator to function properly. panel gauge.
NOTE: The Engine Interface Module (EIM) controlled • If instrument panel gauge reads 621 kPa (90
actuators are energized, and de-energized at the psi) or greater, proceed to next step.
same time.
• If instrument panel gauge reads less than 621
Engine Control Module (ECM) controlled actuators kPa (90 psi), charge the truck air system to
are: 827 kPa (120 psi).
• Intake Throttle Valve (ITV) • If instrument panel gauge does not build to
621 kPa (90 psi), diagnose truck air system.
• Boost Control Solenoid (BCS) valve
Repair as necessary.
• Exhaust Gas Recirculation (EGR) control valve
3. Select Diagnostics from menu and select Actuator
• Coolant Mixer Valve (CMV) Test.
• Retarder Control 4. The EIM and ECM command engine actuators
to cycle once, energizing each actuator for 3.5
• Coolant Flow Valve (CFV)
seconds. Visually verify range operation of the
Aftertreatment Control Module (ACM) controlled EGR throttle valve actuator, the ITV, the boost
actuators are: control solenoid (BCS) valve and retarder control.
Failure of any of these actuators may cause a
• Aftertreatment Fuel Injector (AFI)
performance problem or a hard start/no start
• Aftertreatment Fuel Supply (AFS) valve condition.
• Aftertreatment Fuel Drain (AFD) valve 5. If the ambient temperature is below 11°C (52°F),
listen for activation at the CSR. Failure of the CSR
EIM controlled actuators are:
may cause a hard start/no start condition on a cold
• Cold Start Relay (CSR) start.
• Engine Crank Inhibit (ECI) 6. Record any active Diagnostic Trouble Codes
(DTCs) on the Engine Performance Form. See
• Electronic Engine Fan (EFAN)
“Appendix B: Diagnostic Trouble Code Index” in
Tools this manual for any DTCs.
• Electronic Service Tool (EST) with 7. Correct any problems identified by active DTC or
MasterDiagnostics® software (page 445) actuators functioning outside of specification. If
ITV is suspect, proceed to the step.
EGES-420-2
8. Disengage the four captured bolts and remove

one M10 x 30 hex bolt and the ITV. Do not
disconnect ITV electrical connector.
9. Position the ITV so that the ITV plate is visible.
10. Repeat Actuator Test and visually observe ITV
movement.
Possible Causes
• Electrical components or circuitry failure
• Failed actuator or insufficient air pressure
Figure 144 ITV

1. ITV bolt (4)
2. ITV
3. M10 x 30 hex bolt
EGES-420-2
5. Air Supply System
Purpose
To determine if the air system operating the actuators
is working correctly.
Tools
• Air pressure gauge
Figure 145 Air Supply System
Procedure • If instrument panel gauge reads less than 621

kPa (90 psi), charge the truck air system to
NOTE: The air supply system is only diagnosed due
827 kPa (120 psi).
to a failed actuator test.
• If instrument panel gauge does not build to
in this manual for specific EST software procedures
to do this test.
2. Carry out actuator test and identify inoperative air
1. Check for system air pressure using instrument
actuated component.
panel gauge.
• If Exhaust Gas Recirculation (EGR) throttle
• If instrument panel gauge reads 621 kPa (90
valve does not actuate, proceed to next step.
psi) or greater, proceed to next step.
EGES-420-2
• If the Retarder Control does not chatter or

actuate the exhaust manifold with butterfly,
skip to step 8.
• If high pressure turbocharger does not
actuate, skip to step 16.
Figure 147 EGR control valve connection
5. Connect EGR control valve - EGR module air line

assembly to EGR control valve and disconnect air
supply line assembly from EGR control valve.
Figure 146 EGR throttle valve connection 6. Connect an air pressure gauge to air supply line
assembly.
NOTE: The air pressure in truck air tank must be at
3. Disconnect EGR control valve – EGR module
least 621 kPa (90 psi) to operate actuators correctly.
air line assembly from EGR throttle valve and
connect an air pressure gauge to EGR control 7. Measure the air pressure at air supply line
valve – EGR module air line assembly. assembly.
NOTE: The air pressure in truck air tank must be at • If air pressure reading on gauge is at least 621
least 621 kPa (90 psi) to operate actuators correctly. kPa (90 psi), diagnose EGR control circuits,
see EGR (page 325) in the “Electronic
4. Carry out actuator test, see Actuator Test (page
162) in this section.
manual. If control circuits are OK, install a
• If air pressure reading on the gauge is at new EGR control valve following procedures
least 621 kPa (90 psi) when the EGR control in International® MaxxForce® 11 and 13
valve is activated, install a new EGR throttle Engine Service Manual.
valve following procedures in International®
• If air pressure reading on gauge is less than
Manual.
• If air pressure reading on the gauge is less
than 621 kPa (90 psi) when the EGR control
valve is activated, proceed to next step.
EGES-420-2
Figure 148 Exhaust manifold with butterfly Figure 149 Retarder control connection
connection
10. Connect pressure air line to exhaust manifold

8. Disconnect pressure air line from the Retarder with butterfly and disconnect pressure air line
Control on the exhaust manifold with butterfly, and from retarder control.
connect an air pressure gauge to pressure air line.
11. Connect an air pressure gauge to retarder control
NOTE: The air pressure in truck air tank must be at outlet port.
9. Carry out Actuator Test, see Actuator Test (page least 621 kPa (90 psi) to operate actuators correctly.
162) in this section.
12. Carry out Actuator Test, see Actuator Test (page
• If air pressure reading on gauge is at 162) in this section.
least 621 kPa (90 psi), when retarder
• If air pressure reading on gauge is at least
control is activated, install a new exhaust
621 kPa (90 psi), when retarder control
manifold with butterfly following procedures
is activated, install a new pressure air
in International® MaxxForce® 11 and 13
line following procedures in International®
• If air pressure reading on gauge is less than Manual.
621 kPa (90 psi), when retarder control valve
• If air pressure reading on gauge is less than
is activated, proceed to next step.
621 kPa (90 psi), when the retarder control is
activated, proceed to next step.
EGES-420-2
Figure 150 Air supply line assembly connection Figure 151 High pressure turbocharger air line
connection
13. Connect pressure air line to retarder control and

disconnect air supply line assembly from retarder 16. Disconnect air line from high pressure
control. turbocharger and install an air pressure gauge
on air line.
14. Connect an air pressure gauge to air supply line
assembly. NOTE: The air pressure in truck air tank must be at
least 621 kPa (90 psi) to operate actuators correctly. 17. Carry out the Actuator Test, see Actuator Test
(page 162) in this section.
15. Measure air pressure.
• If air pressure reading on the gauge is
• If air pressure is at least 621 kPa (90 psi),
296 kPa (43 psi) when Boost Control
diagnose the retarder control circuits see
Solenoid (BCS) valve is activated and
Retarder Control (page 423) in the “Electronic
high pressure turbocharger has not passed
actuator test, install a new high pressure
manual. If control circuits are OK, install
turbocharger assembly following procedures
a new retarder control valve following
procedures in International® MaxxForce®
• If air pressure reading on gauge is below 296
• If air pressure is less than 621 kPa (90
kPa (43 psi) when the BCS valve is activated,
psi), diagnose truck air system. Repair as
necessary.
EGES-420-2
23. Measure air pressure.

• If air pressure is at least 296 kPa (43 psi),
install a new BCS valve following procedures
• If air pressure is less than 296 kPa (43 psi),
24. Connect pressure air line to BCS valve and
disconnect pressure air line from boost control
regulator.
25. Install an air pressure gauge on boost control
regulator outlet port.
Figure 152 BCS valve lines 26. Measure air pressure.
1. BCS valve line (supply) • If air pressure is 296 kPa (43 psi), repair or
2. Crimp clamp install a new pressure air line as necessary.
3. BCS valve
4. BCS valve line (output) • If air pressure is below 296 kPa (43 psi),
install a new boost control regulator following
procedures in the appropriate vehicle service
18. Connect air line to high pressure turbocharger and manual.
disconnect air line from BCS valve. • If air pressure is above 296 kPa (43 psi),
19. Install an air pressure gauge on BCS valve outlet adjust the boost control regulator and retest
port. the system. If the air pressure remains
above 296 kPa (43 psi) after the second test,
NOTE: The air pressure in truck air tank must be at install a new boost control regulator following
least 621 kPa (90 psi) to operate actuators correctly. procedures in the appropriate vehicle service
20. Carry out actuator test, see Actuator Test (page manual.
162) in this section. Possible Causes
• If air pressure reading on the gauge is 296 • Air leaks or blockage in the system air lines
kPa (43 psi) when the BCS valve is activated,
install a new air line to the high pressure • Failed air compressor
turbocharger. • Failed air dryer
• If air pressure reading on the gauge is below • Failed boost control regulator
296 kPa (43 psi) when the BCS valve is
activated, proceed to next step. • Failed EGR throttle valve
21. Connect air line to BCS valve and disconnect • Failed EGR control valve
pressure air line (supply) from BCS valve. • Failed BCS valve
22. Install an air pressure gauge on pressure air line. • Failed high pressure turbocharger
NOTE: The air pressure in truck air tank must be at • Failed retarder control
• Failed engine retarder control on the exhaust
manifold with butterfly
EGES-420-2
6. Road Test (Full load, rated speed) • Accelerator Position Sensor (APS)
6.1 On Road Session • Intake Throttle Valve (ITV)
NOTE: See “Diagnostic Software Operation” section 6. Find an open stretch of road and start snapshot
in this manual for specific Electronic Service Tool recording. When driving conditions are safe,
(EST) software procedures to do this test. select a suitable gear, press accelerator pedal
fully to the floor, and accelerate to rated speed at
Purpose 100% load.
To verify engine performance at full load and rated 7. When road test is complete, stop snapshot
speeds. recording.
Tools 8. Save snapshot for review and future reference.
• Electronic Service Tool (EST) with 9. Replay snapshot in graphic or text view to review
MasterDiagnostics® software (page 445) results for RPM, MAP, EFP, FRP, EGR and EL %.
• IC4 USB interface cable (page 445) • Pay close attention to rated HP and peak TQ
rpm.
Procedure
• EL % should be near 100 percent.
1. See “Appendix A: Performance Specifications”
in this manual for specifications and record on
Engine Performance Form. • If results are in normal operating range for
driving conditions, no repair is required.
2. Turn ignition switch to ON and start engine.
• If results are out of normal operating range for
NOTE: Make sure engine is at or above minimum
driving conditions, proceed to next step.
operating temperature of 71 °C (160 °F) and the
engine is in closed loop by monitoring Exhaust 11. Address out of range concerns in the following
Lambda Sensor (ELS) and verifying that readings order:
are greater than 1. If ELS reading is exactly 1,
1. If EFP sensor is out of range (low or high),
the vehicle is in open loop. See Exhaust Lambda
repair as necessary.
Sensor (ELS) (page 356) in the “Electronic
Control System Diagnostics” section of this 2. If FRP sensor is out of range (low), repair
manual. as necessary.
3. Open COM device. 3. If Delta_P is out of range, repair as
necessary.
4. Open D_Performance.ssn session.
4. If EGR actuator and position sensor are
5. Set the Performance snapshot to record at 0.2
out of range, repair as necessary.
second interval for the following PIDs:
5. If Brake Control Pressure (BCP) sensor is
• Engine speed (rpm)
out of range, repair as necessary.
• Manifold Absolute Pressure (MAP)
6. If above repairs do not correct the
• Engine Fuel Pressure (EFP) concern, proceed to Road Test Results
Interpretation (page 169) in this section.
• Fuel Rail Pressure (FRP) actual
• FRP desired
6.2 Road Test Results Interpretation
• Exhaust Gas Recirculation (EGR) actual
NOTE: Performance road test readings can be
• EGR desired
interrelated and the following steps identify some
• Engine load (EL %) interrelated readings and the possible causes to be
investigated.
• Exhaust Gas Differential Pressure (EGDP)
EGES-420-2
1. Monitor the MAP sensor and EGDP sensor

readings taken during the snapshot recording.
• If the MAP reading is LOW and EGDP
reading is HIGH, the Diesel Particulate Filter
(DPF) is suspect. Proceed to Aftertreatment
Cleanliness Test (page 172) in this section.
• If the MAP reading is LOW and EGDP reading
is NORMAL, the intake air system leaks, EGR
system, exhaust system leaking before DOC
or a plugged Diesel Oxidation Catalyst (DOC)
are suspect.
Inspect for leaks, proceed to Visual Inspection
Diagnose the EGR activation, proceed to Air
Supply System (page 164) in this section.
Diagnose the DOC, proceed to Aftertreatment
Cleanliness Test (page 172) in this section.
• If the MAP reading is HIGH and EGDP
reading is NORMAL, the boost control system
is suspect. Proceed to Air Supply System
• If the MAP reading is NORMAL and EGDP
reading is NORMAL, exhaust system leaks
are suspect. Inspect for leaks, proceed to
Visual Inspection (page 154) in this section.
2. If the previous testing does not correct the
problem, review the concern and specific
conditions that may cause it, with the customer
then attempt to duplicate the concern.
Low Boost Possible Causes

• Boost leaks • Low fuel pressure
• Restricted intake or exhaust • Failed EGR control valve
• Control system faults • Failed turbocharger
• Biased BAP or MAP sensors • Failed fuel injectors
• Power cylinder condition • Failed ITV
• Failed Charge Air Coolers (CACs)
EGES-420-2
Low Fuel Pressure Possible Causes

• Fuel filter or strainer blockage • Fuel supply line leak, damage, or blockage
• Incorrect fuel grade for cold temperatures • Air leak in suction side fuel line or filter assembly
• Debris, water, or ice in fuel system • Failed high pressure pump
• Oil, gasoline, or kerosene present in fuel system
• Combustion gases entering fuel system
Exhaust or Intake System Possible Causes

• Intake air filter restriction • Exhaust restriction
• Collapsed intake hose • Charge air leak to atmosphere
• Charge air leak to coolant
EGES-420-2
7. Aftertreatment (AFT) System Gas Temperature 1 (EGT1), Exhaust Gas

Temperature 2 (EGT2), and Exhaust Gas
7.1. Aftertreatment (AFT) Cleanliness Test
Temperature 3 (EGT3) sensors. The sensors
NOTE: The vehicle does not complete a regeneration should be operating at similar values.
if the Exhaust Gas Recirculation (EGR) control valve
8. Verify and record the operating value on the
or the Intake Throttle Valve (ITV) are damaged.
Engine Performance Form for Exhaust Gas
NOTE: See “Diagnostic Software Operation” section Differential Pressure (EGDP) sensor. The EGDP
in this manual for specific Electronic Service Tool should be operating near zero.
(EST) software procedures to do this test.
9. Verify soot and ash loading.
Purpose • If soot and ash loading are below allowable
maximum, system is operating correctly at
This procedure is used to induce a Diesel Particulate
this time.
Filter (DPF) regeneration cycle. The regeneration
process may take up to one hour depending on the • If soot and ash loading are above the
condition of the DPF. allowable maximum, proceed to the next
step.
Tools
10. Make sure engine is at or above minimum
operating temperature of (71 °C [160 °F]) before
starting Activation Regen.
11. Select Diagnostics tests from the EST menu,
select After-Treatment Tests then the AFT
Procedure
Cleanliness Test from the drop-down menu.
WARNING: To prevent personal injury or The ECM waits 15 seconds then starts the
death, make sure the parking brake is set, the Activation Regen and commands the engine to
transmission is in neutral or park, and the wheels accelerate to a preset or default rpm to prepare
are blocked when running the engine in the for regeneration.
service bay. The ECM monitors the effects of the regeneration
1. Park the vehicle outside of the building during the system by using feedback signals from the
test. temperature and pressure sensors.
2. See “Appendix A: Performance Specifications” in • If no problems are detected, the test

this manual for correct specification. completes the regeneration cycle and
resumes low idle rpm.
3. Start and idle the engine for two minutes.
• If a problem is detected, the ECM cancels the
4. Open COM device. test, sets a DTC, and resumes low idle rpm.
5. Open D_Aftertreatment.ssn session. 12. Record sensor value results on the Engine
6. Record sensor value results on Engine Performance Form.
Performance Form. NOTE: An undamaged cleaned DPF will have no
7. Verify and record the operating values on visual evidence of plugging or discoloration on the
the Engine Performance Form for Exhaust output side of the filter, or collapsed media.
EGES-420-2
• DPF damage (cracked or leaking substrate)

• DPF contamination
7.2. Aftertreatment Fuel Injector (AFI) Flow Test

NOTE: Do not carry out this procedure unless referred
here by the Aftertreatment Cleanliness Test.
Purpose
This test verifies the condition of the Aftertreatment
Figure 153 Damaged DPF Fuel Injector (AFI). The test runs for 60 seconds and
injects fuel in a pulsing mist pattern. During this test
the AFI injects approximately 177 ml (6 oz.) of fuel.
Tools
death, make sure the engine has cooled before • Electronic Service Tool (EST) with
removing components. MasterDiagnostics® software (page 445)
NOTE: Do not carry out the Aftertreatment Fuel • IC4 USB interface cable (page 445)
Injector (AFI) Flow Test, Aftertreatment (AFT) System
Leak Test or Aftertreatment Fuel Supply (AFS) valve Procedure
Leak Test unless the vehicle fails the Aftertreatment
(AFT) Cleanliness Test. WARNING: To prevent personal injury or
13. Compare EGDP sensor test result readings to death, make sure the parking brake is set, the
pretest readings. transmission is in neutral or park, and the wheels
• If a significant drop in the EGDP reading service bay.
occurs, retest the performance complaint.
NOTE: The engine should be relatively cool before
• If a significant drop in EGDP reading does carrying out this test.
not occur, remove and inspect the DPF and
DOC for signs of damage, plugged media 1. See “Appendix A: Performance Specifications” in
or contamination. Clean the DPF following this manual for correct specification.
the procedures in the vehicle Operator’s 2. Remove the AFI from the exhaust manifold using
Manual. Verify the aftertreatment fuel system the procedures in International® MaxxForce® 11
is operating correctly. See Aftertreatment and 13 Engine Service Manual, except do not
Fuel Injector (AFI) Flow Test (page 173), disconnect the fuel line, the coolant lines or the
Aftertreatment Fuel Supply (AFS) Valve Leak electrical connector from the AFI.
Test (page 176) and Aftertreatment (AFT)
System Leak Test (page 174) in this section.
Repeat the Aftertreatment Cleanliness Test. WARNING: To prevent personal injury or
• If the Activation Regen fails a second time flames or sparks when taking a fuel sample.
install a new DPF.
Possible Causes WARNING: To prevent personal injury or
death, wear safety glasses with side shields when
• High DPF loading
doing the following procedure.
• AFT sensor circuit faults or sensor failure
EGES-420-2
• If the AFI is operating correctly, reinstall

the AFI injector using a new AFI injector
gasket using the procedures in International®
Manual. Proceed to next test.
Possible Causes
• Failed AFI
• AFI circuit faults
7.3. Aftertreatment (AFT) System Leak Test

NOTE: Do not carry out this procedure unless referred
here by the Aftertreatment Cleanliness Test.
Figure 154 AFI NOTE: See “Diagnostic Software Operation” section
3. Position the AFI in a suitable metal container that
can hold at least 296 mL (10 oz) of fuel. Purpose
4. Turn the ignition switch to ON. This test verifies the AFI does not leak when
5. Open COM device. de-energized, and there are no leaks in the fuel lines
leading to the AFI. This test runs for 120 seconds.
6. Open D_Aftertreatment.ssn session. Once started the Aftertreatment Fuel Supply (AFS)
7. Start and idle the engine for two minutes. valve is energized for 60 seconds, this may be verified
by monitoring the Aftertreatment Fuel Pressure (AFP),
8. Select the AFI Flow Test. and monitoring the AFI for any signs of fuel leakage.
9. The test starts after 15 seconds and runs for 60 At the end of the first 60 seconds, the AFS valve
seconds. The AFI should inject fuel at a rate of 3 is de-energized and the Aftertreatment Fuel Drain
mL (0.1 oz)/second for a total of 177 mL (6 oz). (AFD) valve is energized for 60 seconds, this drops
the AFP to less than 7 kPa (1 psi).
10. Monitor the fuel flow and spray from the AFI.
Tools
• If the AFI does not spray any fuel, diagnose
the AFI control circuits. See “Electronic • Electronic Service Tool (EST) with
Control Systems Diagnostics” in this MasterDiagnostics® software (page 445)
manual. Install the AFI injector following the • IC4 USB interface cable (page 445)
procedures in International® MaxxForce® 11
and 13 Engine Service Manual. Procedure
• If the AFI does not spray the specified amount
of fuel in a pulsed mist, install a new AFI WARNING: To prevent personal injury or
following the procedures in the International® death, make sure the parking brake is set, the
MaxxForce® 11 and 13 Engine Service transmission is in neutral or park, and the wheels
Manual. are blocked when running the engine in the
service bay.
this manual for correct specification.
3. Open COM device.
EGES-420-2
4. Open D_Aftertreatment.ssn session.

5. Select the AFT System Leak Test.
6. The test starts after 15 seconds and runs for two
minutes. The test energizes the Aftertreatment
Fuel Supply (AFS) valve for 60 seconds. After 60
seconds the test deenergizes the AFS valve and
energizes the AFD valve for 60 seconds. The AFI
should not leak any fuel.
7. Monitor the AFI fuel pressure and Engine Fuel
Pressure (EFP) Parameter Identifiers (PIDs)
during the test. The AFI fuel pressure should be
within 34 kPa (5 psi) of the EFP sensor reading
when the HC cut-off valve is energized and under
34 kPa (5 psi) when the AFD valve is energized.
Figure 155 AFI
8. If the test indicates a leak, inspect the
aftertreatment fuel system for an external leak.
• If an external leak is located, repair as 11. Position the AFI in a suitable metal container that
necessary. can hold at least 296 mL (10 oz) of fuel.
• If an external leak is not located, proceed to 12. Start and idle the engine for two minutes.
the next step. 13. Open COM device.
9. Remove the AFI from the exhaust manifold using 14. Open D_Aftertreatment.ssn session.
the procedures in International® MaxxForce® 11
and 13 Engine Service Manual, except do not 15. Select the AFT System Leak Test.
disconnect the fuel line or coolant lines from the 16. The test starts after 15 seconds and runs for two
AFI. minutes. The test energizes the AFS valve for 60
10. Using a clean shop rag, clean any fuel from the seconds. After 60 seconds the test deenergizes
AFI tip. the AFS valve and energizes the AFD valve for 60
seconds. The AFI should not leak any fuel.
WARNING: To prevent personal injury or 17. Monitor the AFI fuel pressure and EFP PIDs
death, do not smoke or park vehicle near open during the test. The AFI fuel pressure should be
flames or sparks when taking a fuel sample. within 34 kPa (5 psi) of the EFP sensor reading
when the AFS is energized and under 34 kPa (5
psi) when the AFD valve is energized.
death, wear safety glasses with side shields when 18. Monitor the fuel flow from the AFI.
doing the following procedure.
• If the AFI does not leak or spray fuel, the
HC cut-off valve is operating correctly. Install
the AFI injector following the procedures in
Service Manual
• If the AFI has fuel leakage (dripping), install
a new AFI following the procedures in the
Service Manual.
EGES-420-2
• If the fuel supply assembly is leaking fuel, 1. See “Appendix A: Performance Specifications” in
repair or replace the fuel supply assembly this manual for correct specification.
following the procedures in the International®
2. Remove fuel return line from HC cut off valve.
Manual. Install the AFI injector following the 3. Connect Fuel Inlet Restriction and Aeration Tool
procedures in International® MaxxForce® 11 to HC cut-off valve return port and route the open
and 13 Engine Service Manual. end into a suitable container that can hold at least
296 mL (10 oz) of fuel.
Possible Causes
• Failed AFI
• Failed AFS valve death, do not smoke or park vehicle near open
• Failed AFD valve
5. Open COM device.
7.4. Aftertreatment Fuel Supply (AFS) Valve Leak
Test 6. Open D_Aftertreatment.ssn session.
NOTE: Do not do this procedure unless referred here 7. Select the AFS Leak Test.
by the Aftertreatment Cleanliness Test.
8. The test starts after 15 seconds and will run for 60
NOTE: See “Diagnostic Software Operation” section seconds, the AFI should not inject any fuel.
9. Inspect the Fuel Inlet Restriction & Aeration Tool
for fuel.
Purpose • If the Fuel Inlet Restriction & Aeration Tool
has continuous fuel flow, install a new HC
This test verifies the Aftertreatment Fuel Supply (AFS)
cut off valve following the procedures in the
valve does not leak after it is closed. This test runs
for 60 seconds, during which time AFS valve and the
Service Manual. Retest the system.
Aftertreatment Fuel Injector (AFI) are closed, and the
Aftertreatment Fuel Drain (AFD) valve is opened. • If the Fuel Inlet Restriction and Aeration Tool
does not have fuel in the tube, the system is
Tools
operating correctly at this time.
Possible Causes
• Failed AFS valve
• AFS valve circuit faults
• Fuel Inlet Restriction and Aeration Tool (page 449)
Procedure

service bay.
EGES-420-2
Special Tests • IC4 USB interface cable (page 445)
Procedure
1. Turn ignition switch to ON. Do not start engine.
fluids (oil, fuel, and coolant) may be a hazard 2. Open COM device.
to human health and the environment. 3. Select IBB Relative Compression Test from
Handle all fluids and other contaminated Diagnostics drop-down menu.
with applicable regulations. Recycle 4. Follow on-screen instructions.

8. Relative Compression Test
Purpose Figure 156 Relative Compression Test Results

compression stroke. Timing is based on information • If Relative Compression Test or Injector
from the Camshaft Position (CMP) sensor and Disable Test do not identify a suspect cylinder,
Crankshaft Position (CKP) sensor. A cylinder with low no action is required.
• If Relative Compression Test and Injector
Disable test identify the same suspect
This test is accomplished by cranking the engine and cylinder, check for cylinder mechanical issue.
following the on-screen instructions. The engine does Proceed to the next test.
not start when running this test.
NOTE: If only the Injector Disable Test identifies
NOTE: Batteries must be fully charged before doing a suspect cylinder, check for injector issue first.
this test. If multiple tests are required, use a battery
charger during the test to prevent battery drain. Relative Compression Test Interpretation
NOTE: If running a second test, wait two minutes The test results are displayed by either a numerical
between tests to allow the starter motor to cool. text, or by graphical display. Assuming there are no
mechanical problems with the engine the numbers
Tools
displayed, or graph should be approximately the same
• Electronic Service Tool (EST) with value or height. A smaller number or lower level graph
MasterDiagnostics® software (page 445) would indicate a problem with that particular cylinder.
EGES-420-2
Possible Causes
• Incorrect valve lash adjustment
• Loose fuel injector
• Power cylinder damage
9. Engine Run-up Test

Purpose
This test determines cylinder contribution. The engine Figure 157 Engine Run-up Test Results
accelerates from low engine idle to 1400 rpm and
disables each of the injectors in sequence. A baseline
test is run with all of the injectors enabled at both the 5. Record results on Engine Performance Form.
beginning and end of the test. • If the engine run-up test does not identify a
Tools suspect cylinder, no action is required.
• Electronic Service Tool (EST) with • If the engine run-up identifies a suspect
MasterDiagnostics® software (page 445) cylinder, check for cylinder mechanical issue.
• IC4 USB interface cable (page 445) Engine Run-Up Test Interpretation
Procedure The test results may be displayed in either numerical
or graphical form. A problem cylinder has the same
1. Start and idle the engine. run-up period as the baseline test.
2. Open COM device. Possible Causes
3. Select IBB Engine Run-up Tests from the • Incorrect valve lash adjustment
Diagnostics drop-down menu.
4. Follow the on-screen instructions.
• Power cylinder damage
• Failed injector
10. Injector Disable Test

Purpose
This test is used to determine the contribution of each
injector by manually disabling each of the injectors.
EGES-420-2
NOTE: The Injector Disable Test is used in

conjunction with Relative Compression Test (page
177) and Engine Run Up Test (page 178) to
distinguish between an injector problem or a
mechanical problem.
Tools
Procedure

transmission is in neutral or park, and the wheels Figure 158 Injector Disable Test
service bay.
6. Select cylinder number 1 and select Run. (Injector
NOTE: Before doing this test, complete all preceding selected will be disabled and engine noise should
tests. change.)
1. Turn ignition switch to ON. 7. Record results on Engine Performance Form.
2. Open COM device. 8. Select Normal Operation. Injector will be enabled
3. Start and idle the engine. and engine noise should return to previous state
of operation.
4. Select Diagnostics from menu bar.
9. Repeat steps 6 and 7 for remaining 5 cylinders.
5. Select IBB Injector Disable Tests from drop down Listen for tone changes from cylinder to cylinder.
menu.
• If test does not identify a suspect cylinder, do
NOTE: Run Injector Disable Test only when Relative Compression Test (page 177) and
engine temperature reaches 71 °C (160 °F) or Engine Run Up Test (page 178).
higher.
• If test identifies a suspect cylinder, do Relative
The Engine Oil Temperature (EOT) indicator Compression Test (page 177) and Engine
changes from red to green when engine Run Up Test (page 178). Do not attempt to
temperature reaches 71 °C (160 °F) or higher. repair injectors without completing tests first.
Injector Disable Test Interpretation

Test interpretation is through a visual, or audible
change in engine performance.
Possible Causes
• Open or short injector wiring
• Scuffed or failed injector
• Failed Engine Control Module (ECM)
• Power cylinder issue
EGES-420-2
11. High Pressure Pump Run-up Test

Purpose
This test determines the integrity of the low and
high pressure fuel systems. This test does not
identify a specific system component failure. The test
accelerates the engine from idle speed to each of the
following steps, 1100, 1300, 1450, and 1600 rpm.
During each of these runs the high pressure fuel in
the fuel rail is increased from 500 bar (7250 psi ) to
1800 bar (26,100 psi), and then drops back to 500
bar (7250 psi). The Engine Control Module (ECM)
monitors the time for fuel pressure to increase and Figure 159 High pressure pump run-up test
drop back to the starting fuel pressure. results
• Engine RPM during test; 1100, 1300, 1450, 1600
rpm.
• Fuel rail pressure increases during this test in
increments of 1800 bar (26,100 psi). • If the results of the test show the high
pressure pump output is at specification
Results are displayed as cylinder status of normal, at the 4 measurement points, no action is
slow or fast during run-up. required.
Tools • If the results of the test show the high
• Electronic Service Tool (EST) with pressure pump output is below specification
MasterDiagnostics® software (page 445) at any of the measurement points, diagnose
the fuel system, do Low Pressure Fuel
• IC4 USB interface cable (page 445) System (page 156) in this section and the
High Pressure Fuel System (page 140) in the
Procedure “Hard Start and No Start Diagnostics” section
1. Start and idle the engine. of this manual.
2. Open COM device. High Pressure Run-Up Test Interpretation

3. Select IBB High Pressure Fuel Pump Tests from Test results are displayed in text only. Test results
the Diagnostics drop-down menu. may be displayed as normal, slow, or fast. A normal
4. Follow the on-screen instructions. indicates no problems with the fuel system. A fast
or slow return indicates a problem which requires
investigation of the low and high pressure fuel
systems.
Possible Causes
• Fuel system issues
EGES-420-2
12. High Crankcase Pressure Test
Purpose
This test identifies the cause of high crankcase
pressure. High crankcase pressure may cause oil
leaks around the engine and/or failed engine seals.
NOTE: During extreme cold weather, there is a
possibility the crankcase breather outlet can freeze if
the heater circuit fails. A failed engine fan clutch in
cold weather will accelerate freezing of the crankcase
heater tube. Verify proper operation of the crankcase
heater circuit. See Electronic Control Systems
Diagnostics section in this manual.
Possible Causes Figure 160 Breather Inlet tube assembly

• Plugged service breather filter
• Failed air compressor, cracked or porous cylinder 1. Install wheel chocks on the vehicle’s wheels.
head
2. Release clamp, disconnect breather inlet tube
• Failed turbocharger(s), failed seals assembly from service breather assembly.
• Cylinder damage NOTE: Do not plug Crankcase Pressure Adapter tool
• Internal engine damage when measuring crankcase breather flow. Adapter
should be allowed to vent to the atmosphere.
• Icing and clogging of the service breather outlet
heater 3. Install the Crankcase Pressure Adapter and
Gauge bar to the inlet breather tube assembly.
• Kinked or bent road draft tube
4. Start and run the engine at high idle/no load.
Tools
5. Using the gauge bar, measure and record
• Crankcase Pressure Test Adapter (ZTSE4039) crankcase flow.
(page 447)
• If crankcase flow is greater than 8 inches H2O,
• Gauge Bar Tool (ZTSE4408) (page 450) reassemble the crankcase breather inlet tube,
• Slack Tube Manometer (ZTSE2217A) (page 452) go to step 14.
• If crankcase flow is less than or equal to 8
Procedure inches H2O, go to the next step.
NOTE: Be sure the engine is up to normal operating 6. Before verifying crankcase pressure, inspect the
temperature, minimum 60 °C (140 °F) when running crankcase breather system for any restrictions,
this test. damage to components, leaks, or clogged drain
lines.
NOTE: When measuring crankcase pressure, be sure
to plug the open-end of the Crankcase Pressure Test
Adapter.
7. Measure crankcase pressure at the oil fill tube
using the Crankcase Pressure Test Adapter and
the Gauge Bar Tool.
EGES-420-2
8. Use the Gauge Bar tool to measure and record

the crankcase pressure.
• If the crankcase pressure is less than 14 H2O,
the system is operating correctly.
• If the crankcase pressure is greater than 14
H2O, install oil fill cap and go to next step.
9. Inspect and correct the following:
• Check breather outlet tube and heater
assembly for damage or blockage. Remove
from cyclone breather and retest, if system
test is good, replace breather outlet tube and
heater assembly.
• Check service breather element and oil drain
lines for blockage. If blocked, replace service Figure 162 Upper tube assembly at lower fitting
breather element and retest.
• Check cyclone breather for blockage. If 10. Disconnect upper oil drain tube assembly from
blocked, replace service breather element lower fitting on service breather assembly and
and retest CSP. plug the upper tube assembly.
NOTE: With a protective cover installed on the
crankcase breather system, signs of damage or
blockage may not be visible.
If excessive oil or coking is present, replace the
service breather element. See Engine Operation
and Maintenance Manual for the service procedure.
Retest once filter is changed.
Figure 163 Upper tube assembly at upper fitting

and middle tube assembly connections
1. Upper tube assembly
2. Middle tube assembly
11. Disconnect the upper tube assembly and the

Figure 161 Breather outlet tube and heater middle tube assembly from the service breather
assembly assembly.
1. Clamp
2. Breather outlet tube and heater assembly
EGES-420-2
18. Using the Gauge Bar Tool, measure and record

the crankcase pressure.
• If the reading is within specification, install
a new air compressor following procedures
in the Engine Service Manual. Retest the
system.
• If the reading is above specification, proceed
to next step.
19. Turn ignition switch to OFF.
20. Restore connection at unloader.
Figure 164 Lower tube assembly

1. Clamp
2. Lower tube assembly
12. Release clamp and disconnect the lower tube

assembly from the M26 x 1.5 threaded union.
13. Test the check valves by applying regulated shop
air 14-34 kPa (2-5 psi) to the lower tube assembly
connection and inspect the open upper and
middle tube assembly connections for air flow.
• If any air flow is present, install a new upper Figure 165 Low pressure turbocharger oil return
or middle tube assembly as necessary. pipe
• If no air flow is present, proceed to next step.
14. Test the check valves by applying regulated shop 21. Disconnect the low-pressure turbocharger oil
air 14-34 kPa (2-5 psi) to the open upper and return pipe nut from the crankcase and route the
middle tube assembly connections and inspect pipe into a clean 5 gallon bucket.
the lower tube assembly connection for air flow.
22. Plug the low pressure turbocharger oil return pipe
• If any air flow is present, proceed to next step. nut port in the crankcase.
• If no air flow is present, install a new upper or 23. Start and idle the engine at the high idle/no load
middle tube assembly as necessary. specification.
15. Install upper oil drain tube assembly. NOTE: Once the engine has been running at high
16. Disconnect the air compressor from the unloader idle, let the engine return to low idle before turning the
regulator located on the left front frame rail. ignition switch to OFF.
17. Start and idle the engine at the high idle/no load
specification.
EGES-420-2
24. Using the Gauge Bar Tool, measure and record 27. Inspect for leaks in the inlet piping between the air
the crankcase pressure then quickly return engine filter element and the low-pressure turbocharger.
to low idle and shut down engine to prevent
If leaks are located, the engine may be dusted (dirt
excessive oil loss.
ingestion into the engine) or the piston rings worn
• If the reading is within specification, install causing compression loss. Proceed to next step.
a new turbocharger assembly following
NOTE: Call Technical Central before removing the
procedures in the Engine Service Manual.
cylinder head. Contact 1 800 336-4500 for further
Retest the system.
information.
• If the reading is above specification, proceed
28. Remove the cylinder head following the
to next step.
procedures in the Engine Service Manual.
25. Reinstall the low-pressure turbocharger oil return
29. Inspect the cylinder liners for polishing.
system.
If the cylinder wall hatch marks are polished off the
26. Observe the Crankcase Pressure Test Adapter
cylinder liner, the engine needs to be rebuilt. See
gauge fitting with the engine running at low idle.
the procedures in the Engine Service Manual.
• If the engine has high crankcase pressure
and heavy pulsations from the Crankcase Possible Causes
Pressure Test Adapter gauge fitting, do the
• Air compressor
IBB relative compression test to isolate a
scored cylinder. See Relative Compression • Turbocharger(s)
Test (page 177).
• Cylinder damage
• If the engine has high crankcase pressure
but does not have heavy pulsations from
the Crankcase Pressure Test Adapter gauge • Restricted crankcase breather system
fitting, proceed to the next step.
EGES-420-2
13. Exhaust Restriction 7. Record Exhaust Back Pressure (EBP) on Engine

Performance Form.
Purpose
• If EBP is in specification, reconnect EGR
To check for exhaust system restrictions. control valve and clear DTCs. No repair is
required.
Tools
• If EBP is above specification, continue to next
step.
8. Remove exhaust pipe from turbo exhaust pipe
and test again.
Procedure • If EBP is in specification, reconnect EGR
control valve, clear DTCs, and repair issue
between turbocharger outlet and tailpipe.
this manual for Exhaust Restriction specifications
and record on Engine Performance Form. • If EBP is above specification, reconnect
exhaust pipe, reconnect EGR control
2. Turn the ignition switch to ON.
valve, clear DTCs, and repair issue with
3. Open COM device. turbocharger(s).
4. Open D_AirManagement.ssn session. Possible Causes
5. Disconnect the Exhaust Gas Recirculation (EGR) • Damaged or biased EBP sensor
control valve connector during the test. Ignore the
• Restricted or collapsed exhaust piping
Diagnostic Trouble Code (DTC) that sets.
• Restricted or damaged exhaust components
WARNING: To prevent personal injury or • Turbocharger issue
are blocked when running the engine in the 14. Valve Lash and Retarder Lash
service bay.
The valve lash and retarder lash cannot be verified
6. Run engine at high idle, no load. through simple measurement. Adjust the valve lash
and retarder lash following the complete procedure
in the International® MaxxForce® 11 and 13 Engine
Service Manual.
EGES-420-2
EGES-420-2

EPA07 Maxxforce 11, 13 Diagnostic Manual-1

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DIAGNOSTIC/TROUBLESHOOTING MANUAL

Engine and Vehicle Features. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .53

Diagnostic Software Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .59

Engine Symptoms Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .89

Hard Start and No Start Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .121

Performance Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .149

Electronic Control Systems Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .187

Diagnostic Tools and Accessories. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .435

Abbreviations and Acronyms. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .463

Appendix A: Performance Specifications. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .477

Appendix B: Diagnostic Trouble Code Index. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .491

Appendix C: Technical Service Information (TSI). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .501

Foreword Technical Service Literature

Technical Service Literature is revised periodically

Service Diagnosis • Knowledge of the principles of operation for

Safety Information • Restrain long hair.

This manual provides general and specific Vehicle

Read safety instructions before doing any service and Engine

Air Management System (AMS). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .16

Aftertreatment (AFT) System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .22

Fuel Management System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .25

Engine Lubrication System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .30

Engine Cooling System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .35

Engine Retarder System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .39

Open Crankcase Breather System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .42

Cold Start Assist System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .43

Electronic Control System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .45

Engine Identification Engine Emission Label

Figure 1 Engine serial number

The engine serial number is located on the upper left

Engine Serial Number Examples Figure 2 U.S. Environmental Protection Agency

Engine Accessory Labels and Identification

• Air conditioning compressor

International® MaxxForce® 11 and 13 Diesel Engines

Aspiration Dual turbocharged and charge air cooled

Thermostat operating temperature 83 °C - 91 °C (181 °F - 196 °F)

Chassis Mounted Features • The Diesel Particulate Filter (DPF) temporarily

Engine Component Locations

Figure 3 Component location – top

Figure 4 Component location – front

Figure 5 Component location – right

Figure 6 Component location – left

Air Management System (AMS)

Figure 7 Air Management System (AMS)

The AMS includes the following: • Air inlet duct

Air Flow actuator. When the engine retarder control is applied,

Figure 8 Low and high pressure turbocharger components

The low pressure turbocharger is installed directly to

Low Pressure Charge Air Cooler (LPCAC)

Exhaust Gas Recirculation (EGR) System

Figure 10 EGR system

Aftertreatment (AFT) System

Figure 11 AFT system overview

Figure 12 Aftertreatment fuel injection components

ACM sends a voltage to the AFI solenoid valve to open

Diesel Particulate Filter (DPF)

1. HC cut-off valve • Provides the required exhaust back pressure drop

Pressurized fuel is supplied to the AFI from the HC

Fuel Management System

Figure 14 Fuel system

Low Pressure Fuel System

Figure 15 Low pressure fuel system

High Pressure Fuel System

Figure 16 High pressure fuel system