2007 tm maxxforce 11 and maxxforce™ 13 engine …...14 ®2007 maxxforce 11 and maxxforce® 13...

®

Study Guide M

axxForceTM 11 and M

axxForce™ 13 Engine System

s TM

T-120802

2007 MaxxForceTM 11

and MaxxForce™ 13

Engine DiagnosticsStudy GuideTMT-120802

A NAV I STAR C O M PANY

©2008 International Truck and Engine Corporation4201 Winfield Road, Warrenville, IL 60555

All rights reserved.

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

International Truck and Engine Corporation.

Table of Contents

Introduction...................................................................... 1Module.1:.Performance.Diagnostics......................... 3

Component Locations - Right Side ........................................ 4

Component Locations - Left Side ........................................... 5

Fuel System Components ......................................................... 6

Special Tools ................................................................................ 7

Introduction ................................................................................... 8

#1 Visual Inspection ................................................................... 9

Check the engine oil level and quality ........................10

Check the fuel level .........................................................10

Check for fuel leaks ........................................................10

Check the coolant level

and charge air cooler system .......................................11

Check the air intake system ..........................................11

Check the exhaust system ............................................12

#2 Fuel System .........................................................................13

Check fuel quality ............................................................13

Measure fuel pressure ....................................................14

Check inlet restriction ....................................................14

Check for aeration ...........................................................15

#3 Sensor Compare/DTCs and ECM Calibration Test ...17

Are there active diagnostic trouble codes? ..............17

Are the sensors operating correctly? .........................18

#4 Actuator Test .......................................................................19

Are the engine actuators working correctly? ............19

Retarder Control ..............................................................19

Intake Throttle Valve ........................................................20

Boost Control ...................................................................20

EGR Control ....................................................................21

Coolant Control Valve ....................................................21

Performing the Actuator Test ........................................23

What happens during the actuator test? ...................23

Are the engine actuators working correctly? ............23

# 5 Air Supply System .............................................................24

Introduction .......................................................................24

Components .....................................................................24

General Rules for Diagnosing the Air System ..........28

Performing the Road Test ..............................................31

#7 Aftertreatment Tests ...........................................................33

Aftertreatment Cleanliness Test ...................................33

Aftertreatment Fuel Injector Flow Test ........................33

Aftertreatment System Leak Test .................................33

Aftertreatment Fuel Supply Leak Test .........................34

#7.1 AFT Cleanliness Test ......................................................35

Is the AFT system restricted? .......................................35

Is the Aftertreatment Fuel Injector

working properly? ............................................................36

# 7.3 AFT Leak Test ..................................................................37

Does the AFI leak when de-energized? .....................37

# 7.4 AFS Leak Test .................................................................39

Fuel supply valve leak test .............................................39

#8 Relative Compression Test ...............................................41

Does each cylinder have good compression? .........41

#9 Engine Run-Up Test ...........................................................42

Cylinder Contribution .....................................................42

#10 Injector Disable .................................................................43

Does the engine have a rough idle or miss fire? ......43

#11 High Pressure Fuel Pump Run-Up Test ......................44

Is the High pressure fuel pump

working properly? ............................................................44

#12 High Crankcase Pressure Test .....................................45

Oil drain tube check valve test .....................................45

Is the turbocharger assembly the cause of high

crankcase pressure? ......................................................47

#13 Exhaust Restriction ..........................................................48

Is the exhaust restricted? ..............................................48

#14 Valve Lash and Retarder Lash ......................................49

Verify valve and retarder lash ........................................49

Conclusion...................................................................... 52

Introduction

Welcome to the 2008 International® MaxxForceTM 11 and MaxxForce™ 13 Engine Diagnostics web-based Training Course. This is the second of two web-based training programs covering the MaxxForce 11 and MaxxForce 13. This program will cover Performance Diagnostics. You should complete the Hard Start No Start section of the course before beginning this section.

To receive credit for completing this training course, you must take a post-test on ISIS®/Education/Service/Online Testing.

Introduction 1

Objectives

Upon.completion.of.this.program,.you.will.be.able.to:

Identify.each.test.of.the.performance.diagnostics.process.

Identify.possible.causes.of.performance.issues.

Identify.the.special.tools.required.for.each.test.

Identify.the.steps.of.using.the.EST.for.various.performance.tests.

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NOTES

2 2007 MaxxForce 11 and MaxxForce 13 Engine Systems

Module 1: Performance Diagnostics 3

Performance Diagnostics

Performance Diagnostics has six required tests and eight special tests. When working on a vehicle, always perform the first six tests in sequence.

If you find a problem and correct it, verify that the engine performs properly but do not complete the remaining tests.

Perform one or more of the eight special tests only if you are directed there by the results of a required test.

Module 1

Objectives

Upon.completion.of.this.section.ot.the.program,.you.will.be.able.to:

Identify.each.test.of.the.performance.Diagnostics.Process.

Identify.possible.causes.of.performance.issues.

Identify.the.special.tools.required.for.each.test.

Identify.the.steps.of.using.the.EST.for.various.performance.tests.

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4 2007 MaxxForce® 11 and MaxxForce® 13 Engine Diagnostics

Component.Locations.-.Right.Side

EGR Actuator

Retarder Actuator

Boost Control Solenoid Valve

AFI

High Pressure Turbocharger

Crankcase Breather

Boost Control Actuator

Retarder Controller

EGR Controller

Low Pressure Charge Air Cooler

Low Pressure Turbocharger

Coolant Control Valve


Component.Locations.-..Left.Side

Air Compressor

Fuel Filter Module

Breather Drain Tubes

Engine Control Module

High Pressure Charge Air Cooler

High Pressure Fuel Pump

Engine Interface Module

Intake Throttle Valve


Fuel.System.Components

AFT Drain Valve

Supply Line to Fuel Strainer

Fuel Inlet to the High Pressure Fuel Pump

Low Pressure Fuel Pump

AFT Fuel Drain

AFT Cutoff Valve

Supply Line to the Low Pressure Fuel Pump

AFT Fuel Supply Valve

Fuel Supply Line to the Cutoff Valve

Fuel Line to the AFT Fuel Injector

AFT Fuel Pressure Sensor


Special.Tools

The following special tools are used in the Performance Diagnostic procedures.

ZTSE 4039 Crankcase Pressure Test Adapter

ZTSE 4409 Gauge Bar ToolZTSE 4681 Fuel Pressure

GaugeZTSE 4773 Fuel Line

Disconnect Tool 11.8 mm

ZTSE 4786 Engine Rotating Tool

ZTSE 4886 Fuel inlet Restriction and Aeration Tool

ZTSE 4891 Disposable Air and Fuel Caps

ZTSE 4905 Fuel Block Off Tool

ZTSE 4906 Fuel Line Coupler


Introduction

This section of the program will introduce the tests used for diagnosing a performance issue. Performing these tests will allow you to answer the questions listed below. Answering these questions will allow you to narrow your diagnostic efforts.

Is the engine oil level correct?Is the engine coolant level correct?Is the charge air cooler system damaged?Is the intake air system restricted or damaged? Is the exhaust system restricted or damaged? Is the fuel quality correct?Is the low pressure fuel system working correctly?Is the high pressure fuel system working correctly?Are there any active DTCs?Is the engine programmed with the proper calibrations?Are the actuators working properly?Is the air system working properly?Is the truck performing correctly during the road test?Is the aftertreatment system working properly?

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#1.Visual.Inspection

Are there any noticeable problems?

The Visual Inspections performed during Performance Diagnostics are basically the same as those used in the Hard Start No Start section. They are:

Check the engine oil level and quality.Check the fuel level.Check for fuel leaks.Check the coolant level and Charge Air Cooler System.Check the Intake System for restriction.Check the Exhaust System for restriction.

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“The Visual Inspections performed during Performance Diagnostics are basically the same as those used in the Hard Start No Start section.”


Check the engine oil level and quality

Check the oil with the vehicle on level ground. The level on the gauge should be between the FULL and ADD lines.

Although low or high oil level may not directly effect engine performance, it may indicate a mechanical problem that requires further investigation.

Possible causes include improper servicing, oil leaks, oil consumption, oil dilution - fuel, and oil dilution - coolant.

Check the fuel level

Use the dash gauge and/or fuel tank fill port to verify the fuel level in the fuel tank.

Possible causes include a leaking or damaged fuel tank, a leaking or damaged fuel line, improper fuel filling, and a faulty fuel gauge.

Check for fuel leaks

Do a visual inspection of the fuel tanks, and the left side of the engine for fuel leaks or damaged fuel lines.

Possible causes include a leaking or damaged fuel tank, leaking or damaged fuel line, leaking or damaged fuel filter module, and a leaking or damaged fuel pump.

“Although low or high oil level may not directly effect engine performance, it may indicate a mechanical problem that requires further investigation.”


Check the coolant level and charge air cooler system

Check the coolant level in the surge tank. Perform a visual inspection of the engine area for coolant leaks. Be sure to check both charge air coolers and the external coolant piping.

Possible causes include improper servicing, external coolant leaks, a coolant leak in the EGR cooler, coolant leaking into the cylinders, a coolant leak in the aftertreatment fuel injector, and a leaking charge air cooler.

Check the air intake system

Perform a visual inspection of the intake air system for signs of damage, restrictions, and air leaks.

Check the restriction gauge on the air filter housing, both charge air coolers, the air inlet duct, the intake throttle valve, and the intake piping to the turbo for signs of damage. Inspect all intake system connections and clamps. If an air induction issue is found, repair as required.

Possible causes include loose or damaged clamps, damaged connectors, restricted air filter, Intake Throttle Valve stuck closed, and restricted air intake

“Perform a visual inspection of the intake air system for signs of damage, restrictions, and air leaks.”


Check the exhaust system

Perform a visual inspection of the exhaust system for damage that could restrict the flow.

Verify that the retarder butterfly lever is against the stop when idling the engine. This is a quick check to verify the butterfly valve is not restricting the exhaust flow.

Possible causes include damaged exhaust pipes, aftertreatment system regeneration required, restricted aftertreatment system, and the retarder butterfly stuck closed.

“Perform a visual inspection of the exhaust system for damage that could restrict the flow.”


#2.Fuel.System

Is the fuel system working properly?

Step 2 in Performance Diagnostics is to check the low pressure fuel system. These procedures are similar to those in the Hard Start No Start program. Therefore, in this program these steps will only be summarized.

The procedures are:

Check fuel qualityMeasure fuel pressureCheck inlet restrictionCheck for aerationDead-head the low pressure fuel pump

Check fuel quality

Retrieve a fuel sample from the tank and check it for signs of water, waxing, and sediment.

If the fuel quality is questionable, a secondary fuel source may be connected to the engine to aid in diagnosing the issue.

Possible causes include improper fuel and poor maintenance.

•••••

“If the fuel quality is questionable, a secondary fuel source may be connected to the engine to aid in diagnosing the issue.”


Measure fuel pressure

Using the electronic service tool, check both engine fuel pressure and the fuel rail pressure at low and high idle.

If both readings are within specifications, proceed to the next test on the performance diagnostic form.

If either value is below specification, continue with the fuel system diagnostics.

Possible causes include a restriction on the suction side, a faulty supply pump, a faulty sensor or sensor circuit, an air leak on the suction side of the system, and a fuel leak on the pressure side of the system.

Check inlet restriction

Connect a 0-30 in-Hg vacuum gauge (ZTSE4409) to the test fitting on the fuel primer pump. Start the engine and measure the restriction at high idle.

If the restriction is greater than seven in-Hg, there is a blockage between the tank and the fitting. Repair as needed.

If the restriction is within specification, move to the next step.

Possible causes include the fuel strainer, restricted fuel line, and a blocked pick up tube in the fuel tank.

“If the restriction is greater than seven in-Hg, there is a blockage between the tank and the fitting. Repair as needed.”


Check for aeration

Remove the EFP sensor and adapt a 0-160 psi fuel pressure gauge (ZTSE4681) to the fuel filter housing. Place the sample hose into a clean container and open the valve. Run the engine and watch the flow of fuel from the hose.

If the fuel is aerated, there is an air leak on the suction side of the system.

If the fuel is not aerated, move to the dead-head test.

Possible causes include an air leak in between the fuel tank to the engine, an air leak in between the quick disconnect to the primer pump, and an air leak in between the strainer housing to the low pressure fuel pump.

“If the fuel is aerated, there is an air leak on the suction side of the system.”


Dead-head the low pressure fuel pump

If the fuel pressure is still low after completing the previous steps, remove the fuel line from the inlet fitting of the high-pressure pump and install the fuel block-off tool (ZTSE4905) into the end of the fuel line.

Start the engine and measure fuel pressure at low and high idle.

If the fuel pressure is below specifications but the fuel rail pressure is okay, the supply pump is at fault.

If the Engine Fuel Pressure (EFP) meets specifications, perform the low FRP diagnostics to determine if there is a large leak in the high pressure side causing low EFP.

“If the fuel pressure is below specifications but the fuel rail pressure is okay, the supply pump is at fault.”


#3.Sensor.Compare/DTCs.and.ECM.Calibration.Test

Do the ECM and EIM have the correct calibration?

Complete the following steps to verify if the correct calibrations are installed.

First, click on the CONNECT button in the upper left of the Service Assistant screen. Second, click on the Launch EST button in the lower right corner. Third, click on the VIN+ button to start the VIN+ session. Fourth, verify that the calibrations displayed are correct for the engine’s application.

Are there active diagnostic trouble codes?

When working on a vehicle, record all the DTCs onto the diagnostic form. If there are unknown codes, record the SPN, PID, and the FMI. Correct the cause of the active codes and then clear the codes before continuing to the next test.

Possible causes include high pressure fuel system failure, air management system failure, fuel system failure, aftertreatment system failure, intake throttle valve failure, CAN communication failure, EIM or ECM failure, and EGR failure.

“When working on a vehicle, record all the DTCs onto the diagnostic form. If there are unknown codes, record the SPN, PID, and the FMI. Correct the cause of the active codes and then clear the codes before continuing to the next test.”


Are the sensors operating correctly?

Complete the following steps to compare the sensor values.

First, click the Session Icon to open the menu. Second, double - click on D_SensorCompare.ssn.

Compare the sensor values to the current conditions. As an example, when the engine is off, we expect to see zero psi for EFP and FRP. If the engine has been off for 12 hours, the temperature sensors should be close to the ambient temperature.

“If the engine has been off for 12 hours, the temperature sensors should be close to the ambient temperature.”


#4.Actuator.Test

Are the engine actuators working correctly?

There are several actuators and control valves that must work properly for good engine performance. Some of these components are listed below.

Retarder ControlIntake Throttle ValveBoost Control EGR ControlCoolant Control Valve

Retarder Control

The retarder control system consists of the retarder controller and the retarder actuator. Both are mounted on the right side of the engine.

The actuator operates a butterfly valve in the exhaust stream. If the valve linkage is seized, causing the valve to be partially closed, performance will suffer.

The diagnostics for this actuator are covered in the Air Supply System Test #5.

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“The retarder control system consists of the retarder controller and the retarder actuator. Both are mounted on the right side of the engine.”


Intake Throttle Valve

The intake throttle valve positions a butterfly valve within the air inlet duct. If the internal components of the actuator are seized, performance will suffer.

To verify that this valve is working properly, first remove all necessary fasteners from the high pressure charge air cooler and the intake throttle valve elbow. Second, rotate the charge air cooler to the right until you can see the valve. Third, observe the valve operation during the actuator test. The valve should cycle to the open and closed position several times.

Boost Control

The Boost Control Solenoid valve regulates air pressure to the boost control actuator. If either the boost control valve, the boost control actuator, or the diverter valve within the turbo housing does not operate properly, the engine could have poor performance.


“The intake throttle valve positions a butterfly valve within the air inlet duct. If the internal components of the actuator are seized, performance will suffer.”


EGR Control

The EGR Control valve regulates air pressure to the EGR control actuator. If either the valve or the actuator work improperly, the engine could have poor performance.


Coolant Control Valve

The charge air cooler system on this engine consists of: low-pressure charge air cooler, high-pressure charge air cooler, low temperature radiator, and the coolant control valve.

This system must vary the flow through the coolers to match the charge air cooler performance to current operating conditions. If any of these components are not working correctly, the engine could have poor performance.

“The charge air cooler system on this engine consists of: low-pressure charge air cooler, high-pressure charge air cooler, low temperature radiator, and the coolant control valve.”


If the coolant control valve is suspect, perform the following steps to verify the valve’s operation.

LTR_Diff is the difference between the coolant going into the LTR, and the coolant going out.

Cooler_Diff is the difference between the ECT2 and the IAT2 temperatures.

Checking the CCV

If the following requirements are met, the CCV is functioning normally.

The Cooler_Diff must be at least 5º F lower than the LTR_Diff.

The ECT temperature must be at least 20º F higher than IAT2.

Note: If the ambient temp is LOWER than 40° Fahrenheit, add 4° to the ECT and IAT2.

“LTR_Diff is the difference between the coolant going into the LTR, and the coolant going out… Cooler_Diff is the difference between the ECT2 and the IAT2 temperatures.”


Performing the Actuator Test

Perform the actuator test by completing the following steps.

First, click the Session Icon to open the Session menu. Second, double - click on D_Actuator.ssn to open the actuator session. Third, click on the Actuator Test icon.

What happens during the actuator test?

During this test, the ECM will command each of the engine actuators one at a time. Each of these actuators will be cycled once for 3-4 seconds.

Are the engine actuators working correctly?

Visually verify the operation of the EGR valve, the inlet throttle valve, the retarder valve, and the boost control linkage during the test.

Possible causes include electrical components or circuit failure, failed actuator, failed boost control regulator, stuck retarder flap, stuck intake throttle valve, stuck boost control linkage, stuck EGR butterfly valve, and insufficient vehicle air pressure.

“During the Actuator Test, the ECM will command each of the engine actuators one at a time. Each of these actuators will be cycled once for 3-4 seconds.”


#.5.Air.Supply.System

Introduction

There are three actuators on this engine that are operated by air pressure, and controlled by the ECM. These actuators are: the EGR, the Retarder, and the Boost Control.

The air pressure is supplied from the vehicle’s air system. If there is low or no air pressure, these actuators will not operate, and performance may suffer.

Components

Retarder Actuator

The retarder actuator is located on the butterfly manifold of the turbocharger assembly. This actuator operates the butterfly flap inside the manifold to activate the retarder operation for assisted braking power.

Air Compressor

The compressor supplies the vehicle with pressurized air. The compressor contains reed valves to help control air flow in to the air compressor.

“The air pressure is supplied from the vehicle’s air system. If there is low or no air pressure, these actuators will not operate, and performance may suffer.”


Boost Control Regulator

The air brake system pressure is too high for the boost control actuator. Therefore, a boost control regulator is used to reduce the pressure to 40-50 psi before it reaches the boost control solenoid. This regulator is located on the left front frame rail of the truck. Without proper air supply, the turbos may over-spool causing pre-mature engine and turbo damage.

Air Tanks

The air tanks hold pressurized air for the truck’s air system. If the truck’s air system is empty, and the engine is started, the air tanks are filled first. When both air tanks have reached 90 psi, the engine’s air system will be supplied with pressurized air.

Boost Control Solenoid Valve

The boost control solenoid valve receives air from the boost control regulator. The ECM controls this valve to apply the desired amount of pressure to the boost control actuator.

“Without proper air supply, the turbos may over-spool causing pre-mature engine and turbo damage.”


Air Dryer

The air dryer removes moisture from the air supply. The air dryer also has a governor which regulates the air pressure in the system. When the maximum air pressure is met, the governor opens a relief valve to dump the excess air pressure. It also vents the pressure from the air compressor until more air is needed. In this system, the unloader valves purge air more frequently than a typical air supply system.

EGR Actuator

The EGR actuator operates the butterfly valves to control the flow of exhaust into the EGR cooler. This actuator uses 90-120 psi air directly from the air dryer. This actuator does not use regulated air from the boost control regulator.

Compressor Supply Line

The compressor supply line routes the pressurized air from the air compressor to the air dryer.

“The air dryer removes moisture from the air supply. The air dryer also has a governor which regulates the air pressure in the system.”


Boost Control Actuator

The boost control actuator is located on the High Pressure Turbocharger and is used to operate the diverter valve inside the turbo. The movement of the diverter valve then controls the exhaust flow through the turbocharger, thus controlling the boost.

EGR Controller

The EGR controller is located on top of the EGR cooler. This controller receives 90-120 psi directly from the air dryer. The ECM opens and closes a valve within the controller to regulate the air pressure that flows to the EGR actuator.

Retarder Controller

The retarder controller applies the desired amount of air pressure to the retarder actuator. This controller also contains the Exhaust Back Pressure sensor to signal the ECM for proper retarder operation. This controller receives air directly from the truck air dryer at 90-120 psi.

“The boost control actuator is located on the High Pressure Turbocharger and is used to operate the diverter valve inside the turbo.”


General Rules for Diagnosing the Air System

When diagnosing the air system for a faulty actuator or controller, the following steps must be performed in order:

1. The vehicle must have a minimum of 90 psi in the air tanks while performing the following tests.

Check the vehicle’s air pressure gauges in the instrument cluster.

If the air pressure is 90-120 psi, the vehicle has sufficient air pressure.

If the pressure is below 90 psi, start the engine.

If the pressure builds above 90 psi, the vehicle has sufficient air pressure.

If the pressure does not build above 90 psi, proceed to check the vehicle’s air system.

2. The actuator linkage and valve must move freely.

Use pliers to see if the actuator moves freely.

If the linkage and actuator move freely, then the butterfly valve is not binding.

“If the air pressure is 90-120 psi, the vehicle has sufficient air pressure.”


If the linkage and actuator do not move freely, disconnect the actuator from the linkage and determine which component is faulty.

3. During the actuator test, the actuator must receive air pressure.

First, disconnect the hose at the actuator. Second, attach a 0-160 psi gauge to the end of the hose. Third, start the Actuator Test and measure the air pressure while the control valve is commanded open.

The gauge should read at least 90 psi.

If the pressure is 90 psi, the actuator has failed.

If the pressure is low, proceed to the next step.

4. During the actuator test, the controller must connect vehicle air pressure to the actuator.

First, discharge the air pressure from the truck’s air system. Second, connect an air gauge to the controller’s air supply line. Third, start the engine to re-charge the truck’s air system.

The gauge should read at least 90 psi.

“If the linkage and actuator do not move freely, disconnect the actuator from the linkage and determine which component is faulty.”


If the pressure is 90 psi, check the duty cycle to the controller.

If the pressure is low, proceed to check the vehicle’s air system.

5. The ECM must command the controller through a PWM signal.

First, connect a breakout harness in between the engine harness and the controller. Second, use the EST to start the Actuator Test. Monitor the graph in the actuator test to see when the appropriate actuator is commanded open. Third, use a volt meter to measure the duty cycle while the control valve is commanded open.

If the duty cycle is correct, the controller has failed.

If the duty cycle is incorrect, diagnose the electronic control system.

Actuator Diagnostics Review

The preceding steps must be followed in order and represent the process for diagnosing an air powered actuator.

“If the duty cycle is correct, the controller has failed.”


#6.Road.Test

Performing the Road Test

The purpose of the road test is to capture performance data while the engine is under 100% load, at rated speed, and 100% throttle (APS). This is performed because some issues only occur under these conditions.

To start the road performance process, first click on the Session icon. Second, open the D_Performance.ssn.

The parameter values that you need to review after the road test are the Manifold Absolute Pressure (MAP) or Boost Pressure, Engine Fuel Pressure (EFP), Fuel Rail Pressure (FRP) actual, and Exhaust Gas Differential Pressure (EGDP).

An easy way to review these values after the road test is to take a snapshot of the data.

During the road test, while at 100% load, at rated speed, and at 100% throttle, click the Record icon.

After you have recorded the data, click on the Stop icon.

“The purpose of the road test is to capture performance data while the engine is under 100% load, at rated speed, and 100% throttle (APS). This is performed because some issues only occur under these conditions.”


After you stop the recording, return to the shop and park the vehicle. Click on the Replay icon to review the data.

Double - click on the recorded file name.

Select the desired parameters in the Graphical Replay Parameter Select window to review.

After all of the necessary parameters have been chosen, click on the OK button to review the data.


#7.Aftertreatment.Tests

The ECM has four diagnostic tests for the aftertreatment system.

Aftertreatment Cleanliness Test

The Aftertreatment Cleanliness Test is used to induce a Diesel Particulate Filter regeneration cycle. This test may require up to one hour to complete, depending on the condition of the DPF.

Aftertreatment Fuel Injector Flow Test

The purpose of the AFI Flow Test is to allow you to visually verify the flow pattern and quantity of fuel that passes through the aftertreatment fuel injector. During this test, fuel will be injected through the AFI in a pulsing mist-like pattern for approximately 60 seconds. This test is performed with the injector removed from the butterfly manifold.

Aftertreatment System Leak Test

The AFT System Leak Test involves: the aftertreatment supply valve, the aftertreatment fuel pressure sensor, the aftertreatment drain valve, and the aftertreatment fuel injector. The purpose of this test is to allow you to visually verify that the injector does not leak.

“The Aftertreatment Cleanliness Test is used to induce a Diesel Particulate Filter regeneration cycle. This test may require up to one hour to complete, depending on the condition of the DPF. ”


This test is performed with the injector removed from the butterfly manifold. During this test, the supply valve is energized for a period of time while the injector is closed. During that time period, the injector must not drip fuel and the sensor must read engine fuel pressure.

In the second part of the test, the supply valve is closed, and the drain valve is open. Now, the fuel pressure should drop to approximately 0 psi.

Aftertreatment Fuel Supply Leak Test

The AFS Leak Test involves: the aftertreatment supply valve, and the aftertreatment drain valve. The purpose of this test is to allow you to visually verify that the supply valve does not leak.

This test is performed with the fuel inlet restriction /aeration tool (ZTSE4886) connected to the aftertreatment cut-off valve assembly fuel return port. The open end of the tool is placed in a suitable clean container.

During this test, the drain valve is commanded open and the supply valve is commanded closed. If any fuel leaks from the fuel inlet restriction /aeration tool, the supply valve is leaking.

“The AFS Leak Test involves: the aftertreatment supply valve, and the aftertreatment drain valve. The purpose of this test is to allow you to visually verify that the supply valve does not leak.”


#7.1.AFT.Cleanliness.Test

Is the AFT system restricted?

If the Diesel Particulate Filter (DPF) is plugged, the increased back pressure will reduce performance.

Make sure that the engine is at operating temperature and then run the AFT Cleanliness Test which is found under the Diagnostic drop - down menu.

When the test is completed successfully, the engine will resume low idle RPM. The AFT system is working correctly.

If a problem is detected, the module cancels the test, sets a DTC, and resumes low idle RPM. Proceed to the next test.

Possible causes include high DPF loading, AFT sensor circuit faults or sensor failure, DPF damage (cracked or leaking substrate), and DPF contamination.

“If a problem is detected, the module cancels the test, sets a DTC, and resumes low idle RPM. Proceed to the next test.”


Is the Aftertreatment Fuel Injector working properly?

With the engine cool, remove the Aftertreatment Fuel Injector (AFI) from the exhaust manifold. Do not disconnect the fuel line or the coolant lines from the AFI. Next, position the AFI over a suitable container that can hold at least 296 mL (10 oz) of fuel. Then, start and idle the engine for two minutes. Next, click on AFI Flow Test to start this test. Finally, monitor the fuel flow and spray from the AFI:

If the AFI does not spray any fuel, verify that the supply valve and the injector are receiving the proper signals from the aftertreatment control module before replacing the AFI injector.

If the AFI does not spray the specified amount of fuel in a pulsed mist, verify that there is sufficient fuel pressure.

If the AFI is operating correctly, go to the next test.

“If the AFI does not spray any fuel, verify that the supply valve and the injector are receiving the proper signals from the aftertreatment control module before replacing the AFI injector.”


#.7.3.AFT.Leak.Test

Does the AFI leak when de-energized?

The aftertreatment fuel injector must not leak fuel. You can use the AFT System Leak Test to check for injector tip leakage.

This test will start 15 seconds after commanded on the EST, and runs for two minutes. In the first 60 seconds, the test energizes the aftertreatment fuel supply valve, but does not energize the injector. Therefore, no fuel should leak from the injector tip.

In the last 60 seconds, the test de-energizes the aftertreatment fuel supply valve and energizes the Aftertreatment Fuel Drain (AFD). Therefore, there should be no fuel pressure reading from the aftertreatment fuel pressure sensor.

First, with the injector placed over a suitable container, turn the key to start and idle the engine.

Second, with the D_Aftertreatment.ssn session open, click the AFT System Leak Test on the drop down menu to start this test.

“The aftertreatment fuel injector must not leak fuel. You can use the AFT System Leak Test to check for injector tip leakage.”


Third, during the first 60 seconds, check the tip of the injector for fuel leaking and monitor the Aftertreatment Fuel Pressure (AFP) and the Engine Fuel Pressure (EFP). The AFI fuel pressure should be within 5 psi of the EFP.

Fourth, during the last 60 seconds, monitor the AFP and the EFP sensor readings. The AFP should be less than 5 psi.

Finally, inspect the AFI and fuel lines for any leakage.

If the AFI tip does not leak, the AFI is working correctly.

If the AFI tip is leaking fuel, the injector needs to be replaced.

If the fuel hoses or the body of the injector are leaking fuel, repair or replace as necessary.

Possible causes include failed AFI, failed AFT fuel cut-off valve assembly, and failed AFT drain valve.

“If the fuel hoses or the body of the injector are leaking fuel, repair or replace as necessary.”


#.7.4.AFS.Leak.Test

Fuel supply valve leak test

The aftertreatment fuel supply valve must not leak fuel when it is not commanded open by the aftertreatment control module. You can use the AFS Leak Test to check for supply valve leakage.

This test runs for 60 seconds, during which time the supply valve is closed, the injector is not energized, and the aftertreatment fuel drain valve is commanded open. Therefore, if the return fuel line on the cut-off valve assembly were removed, there would be no fuel flow out of the return port.

To verify the supply valve is not leaking:

First, remove the fuel return line from the cut-off valve assembly.

Second, connect the Fuel Inlet Restriction and Aeration Tool (ZTSE4886) to the cut-off valve assembly return port. Then route the open end of the aeration tool into a suitable container.

Third, start and idle the engine.

“The AFs Leak Test runs for 60 seconds, during which time the supply valve is closed, the injector is not energized, and the aftertreatment fuel drain valve is commanded open.”


Fourth, with the D_Aftertreatment.ssn session open, click the AFS Leak Test on the drop - down menu to start this test.

Finally, inspect the Fuel Inlet Restriction and Aeration Tool for fuel flow.

If there is any fuel flow through the clear hose of the tool, install a new cut-off valve assembly.

If there is no fuel flow through the clear hose of the tool, the system is operating correctly at this time.

Possible causes include failed cut-off valve assembly, and AFS valve circuit faults.

“If there is no fuel flow through the clear hose of the tool, the system is operating correctly at this time.”


#8.Relative.Compression.Test

Does each cylinder have good compression?

The quick way to determine if there is a compression problem is to use the relative compression test.

When reading the results of the test, if one cylinder has a significantly different value than the others, that cylinder is suspect for compression loss.

Note: when the values displayed are all approximately equal, the compression is okay.

To view diagnostic data as a graph, click Graph View in the Master Diagnostics software.

Reading the Graph View Data

The graph displays each cylinder as a vertical bar.

If the bars are all about equal in height the cylinders are equal in compression.

Possible causes include valve train damage, valves out of adjustment, worn or broken piston rings, excessive cylinder wear, and damaged piston.

“When reading the results of the Relative Compression Test, if one cylinder has a significantly different value than the others, that cylinder is suspect for compression loss.”


#9.Engine.Run-Up.Test

Cylinder Contribution

The purpose of this test is to determine if all of the cylinders are contributing an equal amount of power.

During this test, the ECM will accelerate the engine to a specific RPM and record the time required to reach that RPM. This will be labeled the Baseline data.

Then, the ECM will time the acceleration as it de-activates each of the six fuel injectors.

This data is then displayed in Master Diagnostics. You can view the data as a graph by clicking Graph View.

In a graph, if BL1 and BL2 have lower values, the time to accelerate with all six cylinders is quicker than with only five cylinders.

Cyl1 through Cyl6 values should all be about the same.

Possible causes include incorrect valve lash adjustment, valve train damage, power cylinder damage, and failed injector.

“During the Engine Run-UP Test, the ECM will accelerate the engine to a specific RPM and record the time required to reach that RPM. This will be labeled the Baseline data.”


#10.Injector.Disable

Does the engine have a rough idle or miss fire?

The injector disable test is used with the results of the relative compression test to determine the cause of a rough idle.

The test is accessed through the Diagnostic menu.

This test allows you to manually disable the injector while the engine is running. Click on a cylinder number which you want to disable and then click the Run button. The injector selected will be disabled and the sound or tone of the engine should change. To turn the injector back on, click on the Normal Operation button.

Compare the difference in tone changes from cylinder to cylinder. Click on the Done button when you have completed the test.

A rough idle can be caused by either a mechanical problem or a fuel problem. Compare the results of the relative compression test and the injector disable test.

“The Injector Disable Test allows you to manually disable the injector while the engine is running.”


#11.High.Pressure.Fuel.Pump.Run-Up.Test

Is the High pressure fuel pump working properly?

This test is used to check the operation of the high pressure fuel pump. During the test the ECM will set the engine speed, and attempt to change the fuel rail pressure to four preset values.

The engine RPM during the test will start at 1100 RPM, and then run up to 1300 RPM, 1450 RPM, and 1600 RPM. The data displayed will show you the time in seconds required to reach the four preset pressures.

If the results of the test show that the system pressure meets specification, the system was working correctly during the test.

If the results of the test show that the system pressure is below specification, further diagnosis of the fuel system is required.

Possible causes include low pressure fuel system issues, and high pressure fuel system issues.

“The High Pressure Fuel Pump Run-Up Test is used to check the operation of the high pressure fuel pump.”


#12.High.Crankcase.Pressure.Test

Oil drain tube check valve test

There may be a small amount of lube oil present in the end of the road draft tube. This is due to the configuration of the crankcase breather system, and is considered normal.

If there is excessive oil coming out of the road draft tube, perform the following test to determine if there is a problem with the breather system, or if it is caused by internal engine damage.

First, disconnect all of the oil drain tubes from the service breather and plug the upper tube assembly. Second, disconnect the lower drain tube from the lower left side of the crankcase. Third, apply regulated shop air of 14-34 kPa (2-5 psi) to the lower tube connection to verify that the check valves are working properly. Inspect the upper tube connections for air flow.

If there is air flow, install a new tube.

If there is no air flow, the check valves are working.

“If there is excessive oil coming out of the road draft tube, perform the Oil drain tube check valve test to determine if there is a problem with the breather system, or if it is caused by internal engine damage.”


Is the crankcase pressure above specification?

Perform the following tests to determine if there is high crankcase pressure.

First, disconnect the breather inlet tube from the breather assembly. Second, install the Crankcase Pressure Test Adapter (ZTSE4039) on the breather inlet tube. Attach the Gauge Bar Tool (ZTSE4409) to the inlet test adapter. Third, start the engine and observe the high idle (no load) value on the gauge.

If the crankcase pressure is greater than the specifications, go to the next step.

If the crankcase pressure is within specifications, check the breather assembly, filter, and road draft tube for a restriction.

Fourth, with the engine off, disconnect the air compressor supply line from the vehicle’s air system. With the compressor supply line disconnected, retest the crankcase pressure.

If the reading is now within specification, this test shows that the air compressor was pressurizing the crankcase. Replace the air compressor.

If the reading is still above specification, proceed to the next step.

“If the reading is now within specification, this test shows that the air compressor was pressurizing the crankcase. Replace the air compressor.”


Is the turbocharger assembly the cause of high crankcase pressure?

With the engine off, disconnect the turbocharger oil return pipe from the crankcase and route the pipe into a clean five gallon bucket. Plug the oil drain port in the crankcase.

CAUTION: Take the crankcase pressure reading quickly and shut off the engine. Failure to quickly shut off the engine will lead to oil loss and engine damage.

With the turbocharger oil return line disconnected, retest the crankcase pressure.

If the reading is now within specifications, this test shows that the turbocharger assembly is pressurizing the crankcase through the oil return pipe. Replace the turbocharger assembly.

If the reading is above specification, the engine is suspected for internal damage.

Possible causes include failed air compressor, failed turbocharger assembly, internal engine damage, and restricted crankcase breather system.

“If the reading is now within specifications, this test shows that the turbocharger assembly is pressurizing the crankcase through the oil return pipe. Replace the turbocharger assembly.”


#13.Exhaust.Restriction

Is the exhaust restricted?

First, use the D_AirManagement.ssn session to check for a restriction in the exhaust. Second, disconnect the EGR control valve connector during this test. Ignore the diagnostic trouble could that will be set.

If the EBP is within specification, no repair is required.

If the EBP is not within specification, inspect the entire exhaust system for restriction.

Possible causes include plugged DOC and collapsed exhaust pipe.

“If the EBP is not within specification, inspect the entire exhaust system for restriction.”


#14.Valve.Lash.and.Retarder.Lash

Verify valve and retarder lash

The last step in the Performance Diagnostics is to verify the valve and retarder lash.

Because of the engine retarder, the valve adjustment procedure is unique to this engine. There are five basic steps of the valve adjustment procedure:

Finding TDC Compression #1 CylinderIntake Valve LashExhaust Valve LashEngine Retarder LashFinding The Next Crankshaft Position

Finding TDC Compression #1

Use the Engine Rotating Tool (ZTSE4786) to bar the engine over clockwise (when facing the front of the engine). Continue to bar the engine until the camshaft timing mark is aligned with the rear of the cylinder head on the left hand side (from the rear of the engine) surface. This puts piston #1 at TDC compression.

•

••••

“The last step in the performance diagnostics is to verify the valve and retarder lash.”


Set The Intake Valve Lash

The intake valve adjustment is not unique for this engine. Adjust the intake valve lash with the piston at TDC compression.

First, loosen the intake valve lash adjusting nut. Second, insert a 0.5 mm (0.019 in) feeler gauge between the valve bridge and the adjusting screw. Third, tighten the adjusting screw until a slight drag on the feeler gauge is felt. Finally, hold the adjusting screw in position and tighten the nut to the proper torque specification.

Exhaust Valve Lash

Adjusting the valve lash is unique for this engine

First, loosen both the counterpiece adjusting nut and the valve adjusting nut. Second, back off both adjusting screws until neither screw is in contact with the valve bridge. Third, use a screwdriver to depress the valve bridge several times to pump the oil out of the bridge. Fourth, back off the valve adjusting screw until a 0.8 mm (0.0314 in) feeler gauge can be inserted in between the valve bridge and the adjusting screw. Fifth, tighten the valve adjusting screw until the bridge piston is fully depressed and the components

“Adjusting the valve lash is unique for this engine”


grip the feeler gauge. Do not over -tighten the adjusting screw, or the valve will lift off its seat. Finally, tighten the valve adjusting nut to the torque specifications.

Engine Retarder Lash

First, insert a 0.6 mm (0.0236 in) feeler gauge in between the counterpiece adjusting screw and the valve bridge. Second, tighten the adjusting screw until the bridge piston is fully depressed and the components grip the feeler gauge. Finally, tighten the counterpiece adjusting nut to the torque specifications.

Finding The Next Crankshaft Position

You must position each piston at TDC compression before adjusting the valves for that cylinder.

First, with the engine still at TDC compression #1 cylinder, connect the timing tool to the camshaft with the #1 digit on the left front of the engine. Second, rotate the engine until the #5 is level with the cylinder head surface. The valves on #5 cylinder are now ready for adjustment. Finally, continue to turn the engine clockwise to complete the valve adjustment process.

“You must position each piston at TDC compression before adjusting the valves for that cylinder.”


Conclusion

This concludes the 2008 International® MaxxForceTM 11 and MaxxForce™ 13 Engine Diagnostics web - based Training Course. To receive credit for this program, you will need to take a post-test via ISIS®/Education/Service/Online Testing.

NOTES

MaxxForce® 11 and MaxxForce® 13 Engine Diagnostics 53

NOTES


NOTES

MaxxForce® 11 and MaxxForce® 13 Engine Diagnostics 55

2007 tm maxxforce 11 and maxxforce™ 13 engine …...14 ®2007 maxxforce 11 and maxxforce® 13...

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