isb, isc, isl, isde, and qsb3.3 (fis4021570) · isb, isc, isl, isde, and qsb3.3 (fis4021570) fault...

ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)

1Fault Information System ..........................................................................................................................................................2FIS Usage Recommendations .................................................................................................................................................2FIS Usage Recommendations ..............................................................................................................................................3Diagnostic Methods ......................................................................................................................................................................3Troubleshooting Fault Codes ................................................................................................................................................3(08-fc111) Electronic Control Module Critical Internal Failure - Bad Intelligent Device or Component ..................................4(08-fc115) Engine Magnetic Speed/Position Lost Both of Two Signals - Data Erratic, Intermittent, or Incorrect ...................5(08-fc122) Intake Manifold 1 Pressure Sensor Circuit - Voltage Above Normal or Shorted to High Source ..........................7(08-fc123) Intake Manifold 1 Pressure Sensor Circuit - Voltage Below Normal or Shorted to Low Source ...........................9(08-fc124) Intake Manifold 1 Pressure - Data Valid but Above Normal Operational Range - Moderately Severe Level .........

10(08-fc131) Accelerator Pedal or Lever Position Sensor 1 Circuit - Voltage Above Normal or Shorted to High Source .......12(08-fc132) Accelerator Pedal or Lever Position Sensor 1 Circuit - Voltage Below Normal or Shorted to Low Source ........14(08-fc133) Remote Accelerator Pedal or Lever Position Sensor 1 ....................................................................................16(08-fc134) Remote Accelerator Pedal or Lever Position Sensor 1 ....................................................................................18(08-fc135) Engine Oil Rifle Pressure 1 Sensor Circuit - Voltage Above Normal or Shorted to High Source ......................19(08-fc141) Engine Oil Rifle Pressure 1 Sensor Circuit - Voltage Below Normal or Shorted to Low Source .......................20(08-fc143) Engine Oil Rifle Pressure - Data Valid but Below Normal Operational Range - Moderately Severe Level ........21(08-fc144) Engine Coolant Temperature 1 Sensor Circuit - Voltage Above Normal or Shorted to High Source .................23(08-fc145) Engine Coolant Temperature 1 Sensor Circuit - Voltage Below Normal or Shorted to Low Source ..................24(08-fc146) Engine Coolant Temperature - Data Valid but Above Normal Operational Range - Moderately Severe Level ...25(08-fc151) Engine Coolant Temperature - Data Valid but Above Normal Operational Range - Most Severe Level .............26(08-fc153) Intake Manifold 1 Temperature Sensor Circuit - Voltage Above Normal, or Shorted to High Source ................27(08-fc154) Intake Manifold 1 Temperature Sensor Circuit - Voltage Below Normal or Shorted to Low Source ..................28(08-fc155) Intake Manifold 1 Temperature - Data Valid but Above Normal Operational Range - Most Severe Level ..........30(08-fc195) Coolant Level Sensor 1 Circuit Choice .............................................................................................................31(08-fc195-2wire) Coolant Level Sensor 1 Circuit - Voltage Above Normal or Shorted to High Source ...............................32(08-fc195-3wire) Coolant Level Sensor 1 Circuit - Voltage Above Normal or Shorted to High Source ...............................33(08-fc196) Coolant Level Sensor 1 Circuit Choice .............................................................................................................34(08-fc196-2wire) Coolant Level Sensor 1 Circuit - Voltage Below Normal or Shorted to Low Source ................................35(08-fc196-3wire) Coolant Level Sensor 1 Circuit - Voltage Below Normal or Shorted to Low Source ................................36(08-fc197) Coolant Level - Data Valid but Below Normal Operational Range - Moderately Severe Level ...........................37(08-fc221) Barometric Pressure Sensor Circuit - Voltage Above Normal or Shorted to High Source ................................39(08-fc222) Barometric Pressure Sensor Circuit - Voltage Below Normal or Shorted to Low Source .................................41(08-fc234) Engine Crankshaft Speed/Position - Data Valid but Above Normal Operational Range - Most Severe Level ...43(08-fc238) Sensor Supply 3 Circuit - Voltage Below Normal or Shorted to Low Source ....................................................44(08-fc239) Sensor Supply 3 Circuit - Voltage Above Normal, or Shorted to High Source ..................................................45(08-fc241) Wheel-Based Vehicle Speed - Data Erratic, Intermittent or Incorrect ...............................................................46(08-fc242) Wheel-Based Vehicle Speed Sensor Circuit Tampering Has Been Detected - Abnormal Rate of Change ......48(08-fc245) Fan Control Circuit - Voltage Below Normal or Shorted to Low Source ............................................................50(08-fc249) Ambient Air Temperature Sensor 1 Circuit - Voltage Above Normal or Shorted to High Source .......................52(08-fc252) Engine Oil Level - Data Erratic, Intermittent, or Incorrect .................................................................................54(08-fc253) Engine Oil Level - Data Valid but Below Normal Operational Range - Most Severe Level ................................55(08-fc256) Ambient Air Temperature Sensor Circuit ..........................................................................................................57(08-fc271) Fuel Pump Pressurizing Assembly 1 Circuit - Voltage Below Normal or Shorted to Low Source .....................58(08-fc272) Fuel Pump Pressurizing Assembly 1 Circuit - Voltage Above Normal or Shorted to High Source ....................59(08-fc281) Fuel Pump Pressurizing Assembly 1 - Mechanical System Not Responding Properly or Out of Adjustment ...61(08-fc285) SAE J1939 Multiplexing PGN Timeout Error - Abnormal Update Rate ............................................................63(08-fc286) SAE J1939 Multiplexing Configuration Error - Out of Calibration .....................................................................

65(08-fc287) SAE J1939 Multiplexed Accelerator Pedal or Lever Sensor System - Received Network Data In Error ...........67(08-fc288) SAE J1939 Multiplexing Remote Accelerator Pedal or L ..................................................................................69(08-fc292) Auxiliary Temperature Sensor Input 1 - Special Instructions ............................................................................70(08-fc293) Auxiliary Temperature Sensor Input 1 Circuit - Voltage Above Normal, or Shorted to High Source ..................71(08-fc294) Auxiliary Temperature Sensor Input 1 Circuit - Voltage Below Normal or Shorted to Low Source ....................72(08-fc295) Barometric Pressure - Data Erratic, Intermittent, or Incorrect ..........................................................................74(08-fc296) Auxiliary Pressure Sensor Input 1 - Special Instructions ..................................................................................75(08-fc297) Auxiliary Pressure Sensor Input 1 Circuit - Voltage Above Normal or Shorted to High Source .........................76(08-fc298) Auxiliary Pressure Sensor Input 1 Circuit - Voltage Below Normal or Shorted to Low Source ..........................77(08-fc322) Injector Solenoid Driver Cylinder 1 Circuit - Current Below Normal or Open Circuit ........................................79(08-fc323) Injector Solenoid Driver Cylinder 5 Circuit - Current Below Normal or Open Circuit ........................................81(08-fc324) Injector Solenoid Driver Cylinder 3 Circuit - Current Below Normal or Open Circuit ........................................83(08-fc325) Injector Solenoid Driver Cylinder 6 Circuit - Current Below Normal or Open Circuit ........................................85(08-fc331) Injector Solenoid Driver Cylinder 2 Circuit - Current Below Normal or Open Circuit ........................................87(08-fc332) Injector Solenoid Driver Cylinder 4 Circuit - Current Below Normal or Open Circuit ........................................89(08-fc334) Engine Coolant Temperature - Data Erratic, Intermittent, or Incorrect ..............................................................90(08-fc343) Engine Control Module Warning Internal Hardware Failure - Bad Intelligent Device or Component ................91(08-fc351) Injector Power Supply - Bad Intelligent Device or Component .........................................................................92(08-fc352) Sensor Voltage Supply .....................................................................................................................................93(08-fc386) Sensor Supply 1 Circuit - Voltage Above Normal or Shorted to High Source ...................................................94(08-fc415) Engine Oil Rifle Pressure - Data Valid but Below Normal Operational Range - Most Severe Level ..................96(08-fc418) Water in Fuel Indicator - Data Valid but Above Normal Operational Range - Least Severe Level .....................97(08-fc427) SAE J1939 Datalink - Abnormal Update Rate ..................................................................................................98(08-fc428) Water-in-Fuel Indicator Sensor Circuit - Voltage Above Normal or Shorted to High Source .............................99(08-fc429) Water-in-Fuel Indicator Sensor Circuit - Voltage Below Normal or Shorted to Low Source ..............................

100(08-fc431) Accelerator Pedal or Lever Idle Validation Switch - Data Erratic, Intermittent, or Incorrect ............................101(08-fc432) Accelerator Pedal or Lever Idle Validation Circuit - Out of Calibration ...........................................................102(08-fc435) Engine Oil Rifle Pressure Choice .................................................................................................................103(08-fc435b) Engine Oil Rifle Pressure - Data Erratic, Intermittent, or Incorrect ..............................................................104(08-fc435cl) Engine Oil Rifle Pressure - Data Erratic, Intermittent, or Incorrect .............................................................105(08-fc441) Battery 1 Voltage - Data Valid but Below Normal Operational Range - Moderately Severe Level ..................106(08-fc442) Battery 1 Voltage - Data Valid but Above Normal Operational Range - Moderately Severe Level ..................107(08-fc449) Injector Metering Rail 1 Pressure Choice ......................................................................................................108(08-fc449b) Injector Metering Rail 1 Pressure - Data Valid but Above Normal Operational Range - Most Severe Level .110(08-fc449cl) Injector Metering Rail 1 Pressure - Data Valid bu .......................................................................................112(08-fc451) Injector Metering Rail 1 Pressure Sensor Circuit - Voltage Above Normal or Shorted to High Source ..........114(08-fc452) Injector Metering Rail 1 Pressure Sensor Circuit - Voltage Below Normal or Shorted to Low Source ...........116(08-fc471) Engine Oil Level - Data Valid but Below Normal Operational Range - Least Severe Level ............................117(08-fc488) Intake Manifold 1 Temperature - Data Valid but Abov ....................................................................................119(08-fc499) Engine Oil Level Sensor Circuit - Voltage Below Normal or Shorted to Low Source ......................................120(08-fc528) Auxiliary Alternate Torque Validation Switch - Data Erratic, Intermittent, or Incorrect ....................................121(08-fc529) Auxiliary Input/Output 3 Circuit - Voltage Above Normal or Shorted to High Source .....................................122(08-fc553) Injector Metering Rail 1 Pressure Choice ......................................................................................................123(08-fc553b) Injector Metering Rail 1 Pressure - Data Valid but .......................................................................................125(08-fc553cl) Injector Metering Rail 1 Pressure - Data Valid bu .......................................................................................127(08-fc554) Injector Metering Rail 1 Pressure - Data Erratic, Intermittent, or Incorrect ....................................................128(08-fc555) Crankcase Pressure Choice .........................................................................................................................129(08-fc555b) Crankcase Pressure - Data Valid but Above Normal Operational Range - Moderately Severe Level ...........131(08-fc555cl) Crankcase Pressure - Data Valid but Above Normal Operational Range - Moderately Severe Level ..........133(08-fc556) Crankcase Pressure Choice .........................................................................................................................134(08-fc556b) Crankcase Pressure - Data Valid but Above Normal Operational Range - Most Severe Level ....................

136(08-fc556cl) Crankcase Pressure - Data Valid but Above Normal Operational Range - Most Severe Level ...................138(08-fc559) Injector Metering Rail 1 Pressure Choice ......................................................................................................139(08-fc559b) Injector Metering Rail 1 Pressure - Data Valid but .......................................................................................141(08-fc559cl) Injector Metering Rail 1 Pressure - Data Valid bu .......................................................................................143(08-fc584) Starter Relay Driver Circuit - Voltage Above Normal or Shorted to High Source ...........................................144(08-fc585) Starter Relay Driver Circuit - Voltage Below Normal or Shorted to Low Source ............................................145(08-fc596) Electrical Charging System Voltage - Data Valid but .....................................................................................146(08-fc597) Electrical Charging System Voltage - Data Valid but .....................................................................................147(08-fc598) Electrical Charging System Voltage - Data Valid but .....................................................................................148(08-fc599) Auxiliary Commanded Dual Output Shutdown - Special Instructions ............................................................149(08-fc649) Engine Oil Change Interval - Condition Exists ..............................................................................................150(08-fc686) Turbocharger 1 Speed - Data Erratic, Intermittent, or Incorrect ....................................................................152(08-fc687) Turbocharger 1 Speed - Data Valid but Below Normal Operational Range - Moderately Severe Level ..........154(08-fc688) Engine Oil Level - Data Valid but Above Normal Operational Range - Most Severe Level .............................155(08-fc689) Engine Crankshaft Speed/Position - Data Erratic, Intermittent, or Incorrect .................................................156(08-fc691) Turbocharger 1 Compressor Inlet Temperature Sensor ...............................................................................158(08-fc692) Turbocharger 1 Compressor Inlet Temperature Sensor ...............................................................................160(08-fc698) ECM Internal Temperature Sensor Circuit - Voltage Below Normal or Shorted to Low Source .....................161(08-fc731) Engine Speed/Position Camshaft and Crankshaft Misal ...............................................................................162(08-fc778) Engine Camshaft Speed/Position Sensor - Data Erratic, Intermittent, or Incorrect .......................................163(08-fc779) Auxiliary Equipment Sensor Input 3 - Root Cause Not Known ......................................................................164(08-fc784) Adaptive Cruise Control Mode - Data Erratic, Intermittent, or Incorrect .........................................................165(08-fc1117) Power Supply Lost With Ignition On - Data Erratic, Intermittent, or Incorrect ..............................................167(08-fc1239) Accelerator Pedal or Lever Position Sensor 2 Circuit - Voltage Above Normal or Shorted to High Source ..169(08-fc1241) Accelerator Pedal or Lever Position Sensor 2 Circuit - Voltage Below Normal or Shorted to Low Source ...171(08-fc1242) Accelerator Pedal or Lever Position Sensor 1 and 2 - Data Erratic, Intermittent, or Incorrect .....................173(08-fc1663) Catalyst Inlet Temperature Sensor Swapped with Outlet - Condition Exists ................................................175(08-fc1664) Catalyst Missing - Condition Exists .............................................................................................................177(08-fc1665) Aftertreatment Exhaust Gas Temperature 1 Circuit - Voltage Below Normal or Shorted to Low Source ......179(08-fc1666) Aftertreatment Exhaust Gas Temperature 1 Circuit - Voltage Above Normal or Shorted to High Source .....181(08-fc1667) Aftertreatment Exhaust Gas Temperature 1 - Data Erratic, Intermittent, or Incorrect ..................................183(08-fc1674) Aftertreatment Exhaust Gas Temperature 2 Circuit - Voltage Below Normal or Shorted to Low Source ......185(08-fc1675) Aftertreatment Exhaust Gas Temperature 2 Circuit - Voltage Above Normal or Shorted to High Source .....187(08-fc1676) Aftertreatment Exhaust Gas Temperature 2 - Data Erratic, Intermittent, or Incorrect ..................................189(08-fc1682) Aftertreatment Diesel Exhaust Fluid Dosing Unit Input Lines - Choice .......................................................190(08-fc1682air) Aftertreatment Diesel Exhaust Fluid Dosing Unit Input Lines - Condition Exists .....................................192(08-fc1682airless) Aftertreatment Diesel Exhaust Fluid Dosing Unit Input Lines - Condition Exists ..............................194(08-fc1691) Catalyst Efficiency - Out of Calibration ........................................................................................................196(08-fc1695) Sensor Supply 5 - Voltage Above Normal or Shorted to High Source .........................................................197(08-fc1696) Sensor Supply 5 - Voltage Below Normal or Shorted to Low Source ..........................................................198(08-fc1843) Crankcase Pressure Circuit - Voltage Above Normal or Shorted to High Source ........................................199(08-fc1844) Crankcase Pressure Circuit - Voltage Below Normal or Shorted to Low Source .........................................200(08-fc1866) Exhaust Gas Recirculation Valve Delta Pressure - Data Erratic, Intermittent, or Incorrect ..........................202(08-fc1876) Exhaust Gas Temperature 3 Circuit - Voltage Above Normal or Shorted to High Source ............................204(08-fc1877) Exhaust Gas Temperature 3 Circuit - Voltage Below Normal or Shorted to Low Source .............................206(08-fc1878) Exhaust Gas Temperature 3 - Data Erratic, Intermittent, or Incorrect .........................................................207(08-fc1879) Aftertreatment Particulate Filter Differential Pre ..........................................................................................208(08-fc1881) Aftertreatment Particulate Filter Differential Pre ..........................................................................................209(08-fc1883) Aftertreatment Particulate Filter Differential Pressure Sensor - Data Erratic, Intermittent, or Incorrect .......211(08-fc1896) EGR Valve Controller - Out of Calibration ....................................................................................................213(08-fc1899) Exhaust Gas Recirculation Valve Delta Pressure - D ..................................................................................

215(08-fc1911) Injector Metering Rail 1 Pressure Choice ....................................................................................................216(08-fc1911b) Injector Metering Rail 1 Pressure - Data Valid bu ......................................................................................218(08-fc1911cl) Injector Metering Rail 1 Pressure - Data Valid b .......................................................................................220(08-fc1921) Aftertreatment Particulate Filter Differential Pre ..........................................................................................222(08-fc1922) Aftertreatment Particulate Filter Differential Pre ..........................................................................................224(08-fc1938) ECU Power Output Supply Voltage 1 - Data Valid but ................................................................................225(08-fc1942) Crankcase Pressure - Data Erratic, Intermittent, or Incorrect .....................................................................227(08-fc1943) Ambient Air Density - Data Valid but Below Normal Operational Range - Least Severe Level .....................229(08-fc1962) VGT Actuator Driver Over Temperature (Calculated) .................................................................................230(08-fc1966) Aftertreatment Exhaust Gas Temperature 1 - Data Va ................................................................................232(08-fc1968) Aftertreatment Exhaust Gas Temperature 2 - Data Va ................................................................................234(08-fc1969) Aftertreatment Exhaust Gas Temperature 2 - Data Va ................................................................................236(08-fc1972) Aftertreatment Exhaust Gas Temperature 3 - Data Va ................................................................................238(08-fc1973) Aftertreatment Exhaust Gas Temperature 3 - Data Va ................................................................................240(08-fc1974) Crankcase Pressure - Data Valid but Above Normal Operational Range - Least Severe Level ...................241(08-fc1981) Aftertreatment Particulate Filter Differential Pre ..........................................................................................243(08-fc1993) Aftertreatment Particulate Filter Missing - Condition Exists .........................................................................244(08-fc2182) Engine Brake Actuator Driver 1 Circuit - Voltage Above Normal or Shorted to High Source .......................245(08-fc2183) Engine Brake Actuator Driver 1 Circuit - Voltage Below Normal or Shorted to Low Source ........................246(08-fc2185) Sensor Supply 4 Circuit - Voltage Above Normal or Shorted to High Source ..............................................247(08-fc2186) Sensor Supply 4 Circuit - Voltage Below Normal or Shorted to Low Source ...............................................248(08-fc2195) Auxiliary Equipment Sensor Input 3 Engine Protection Critical - Special Instructions .................................249(08-fc2198) VGT Actuator Driver Circuit - Root Cause Not Known ................................................................................250(08-fc2265) Electric Lift Pump for Engine Fuel Supply Circuit - Voltage Above Normal or Shorted to High Source .......251(08-fc2266) Electric Lift Pump for Engine Fuel Supply Circuit - Voltage Below Normal or Shorted to Low Source ........253(08-fc2272) EGR Valve Position Circuit - Voltage Below Normal or Shorted to Low Source ..........................................254(08-fc2273) Exhaust Gas Recirculation Valve Delta Pressure Sen ................................................................................256(08-fc2274) Exhaust Gas Recirculation Valve Delta Pressure Sen ................................................................................258(08-fc2288) Turbocharger 1 Speed - Data Valid but Above Normal Operational Range - Least Severe Level ................259(08-fc2311) Electronic Fuel Injection Control Valve Circuit - Condition Exists ................................................................261(08-fc2321) Engine Crankshaft Speed/Position - Data Erratic, Intermittent, or Incorrect ...............................................263(08-fc2322) Engine Camshaft Speed/Position Sensor - Data Erratic, Intermittent, or Incorrect .....................................265(08-fc2345) Turbocharger 1 Speed - Abnormal Rate of Change ....................................................................................266(08-fc2346) Turbocharger Turbine Inlet Temperature (Calculated ..................................................................................267(08-fc2347) Turbocharger Compressor Outlet Temperature (Calcul ..............................................................................269(08-fc2349) EGR Valve Control Circuit - Current Below Normal, or Open Circuit ..........................................................270(08-fc2351) EGR Valve Control Circuit - Voltage Below Normal or Shorted to Low Source ............................................271(08-fc2357) EGR Valve Control Circuit - Mechanical System Not Responding Properly or Out of Adjustment ..............273(08-fc2359) Exhaust Gas Recirculation Valve Delta Pressure - D ..................................................................................275(08-fc2363) Engine Brake Actuator Driver Output 2 Circuit - Voltage Below Normal, or Shorted to Low Source ............276(08-fc2367) Engine Brake Actuator Driver Output 2 Circuit - Voltage Above Normal or Shorted to High Source ...........277(08-fc2373) Exhaust Gas Pressure Sensor Circuit - Voltage Above Normal or Shorted to High Source ........................278(08-fc2374) Exhaust Gas Pressure Sensor Circuit - Voltage Below Normal or Shorted to Low Source .........................279(08-fc2375) Exhaust Gas Recirculation Temperature Sensor Circu ...............................................................................281(08-fc2376) Exhaust Gas Recirculation Temperature Sensor Circu ...............................................................................283(08-fc2377) Fan Control Circuit - Voltage Above Normal or Shorted to High Source ......................................................285(08-fc2387) VGT Actuator Driver Circuit (Motor) - Mechanical S ...................................................................................287(08-fc2448) Coolant Level - Data Valid but Below Normal Operational Range - Least Severe Level ..............................288(08-fc2449) VGT Actuator Controller - Out of Calibration ...............................................................................................290(08-fc2451) Turbocharger Turbine Inlet Temperature (Calculated ..................................................................................292(08-fc2554) Exhaust Gas Pressure - Data Erratic, Intermittent, or Incorrect ..................................................................

294(08-fc2555) Intake Air Heater 1 Circuit - Voltage Above Normal or Shorted to High Source ...........................................296(08-fc2556) Intake Air Heater 1 Circuit - Voltage Below Normal or Shorted to Low Source ............................................297(08-fc2557) Auxiliary PWM Driver 1 Circuit - Voltage Above Normal or Shorted to High Source ....................................298(08-fc2558) Auxiliary PWM Driver 1 Circuit - Voltage Below Normal or Shorted to Low Source .....................................299(08-fc2634) VGT Actuator Controller - Bad Intelligent Device or Component .................................................................301(08-fc2635) VGT Actuator Driver Circuit - Condition Exists ...........................................................................................302(08-fc2636) VGT Actuator Driver Circuit - Abnormal Update Rate .................................................................................304(08-fc2637) Catalyst Face Plugged - Root Cause Not Known ........................................................................................306(08-fc2638) Catalyst Efficiency - Out of Calibration ........................................................................................................308(08-fc2639) Aftertreatment Particulate Filter Differential Pre ..........................................................................................310(08-fc2646) Engine Coolant Temperature - Condition Exists ..........................................................................................311(08-fc2659) Engine Coolant Temperature - Condition Exists ..........................................................................................312(08-fc2728) Aftertreatment Fuel Injector 1 - Data Valid but Ab .......................................................................................314(08-fc2742) Aftertreatment Exhaust Gas Temperature 2 - Data Va ................................................................................316(08-fc2743) Aftertreatment Exhaust Gas Temperature 2 - Data Va ................................................................................318(08-fc2754) Engine Particulate Filter Inlet Pressure - Data Va .......................................................................................320(08-fc2765) Engine Injector Bank 1 Barcodes - Out of Calibration .................................................................................321(08-fc2777) Particulate Trap Active Regeneration Inhibited Due to Permit Switch - Condition Exists ............................322(08-fc2778) Aftertreatment Fuel Rate - Data Valid but Above Normal Operational Range - Moderately Severe Level ....323(08-fc2813) EGR Valve Control - Special Instructions ....................................................................................................325(08-fc2961) Exhaust Gas Recirculation Temperature - Data Valid ..................................................................................327(08-fc2962) Exhaust Gas Recirculation Temperature - Data Valid ..................................................................................329(08-fc2963) Engine Coolant Temperature - Data Valid but Above Normal Operational Range - Least Severe Level .......330(08-fc2964) Intake Manifold 1 Temperature - Data Valid but Above Normal Operational Range - Least Severe Level ....332(08-fc2973) Intake Manifold 1 Pressure - Data Erratic, Intermittent, or Incorrect ...........................................................334(08-fc3548) Aftertreatment Diesel Exhaust Fluid Dosing Unit Loss of Prime - Condition Exists ....................................336(08-fc3569) Aftertreatment Diesel Exhaust Fluid Dosing Unit Input Lines - Choice .......................................................337(08-fc3569air) Aftertreatment Diesel Exhaust Fluid Dosing Unit ....................................................................................339(08-fc3569airless) Aftertreatment Diesel Exhaust Fluid Dosing ....................................................................................341(08-fc3575) Aftertreatment Diesel Exhaust Fluid Pressure Sensor - Choice ..................................................................342(08-fc3575air) Aftertreatment Diesel Exhaust Fluid Pressure Se ...................................................................................344(08-fc3575airless) Aftertreatment Diesel Exhaust Fluid Pressur ....................................................................................345(08-fc3616) VGT Actuator Position - Special Instructions ..............................................................................................346(08-fc3738) Air Supply Actuator - Data Valid but Below Normal Operating Range - Moderately Severe Level ................348Troubleshooting Symptoms .............................................................................................................................................348(t00-001) Troubleshooting Procedures and Techniques .................................................................................................349(t00-002) Troubleshooting Symptoms Charts .................................................................................................................350(t016) Communication Error - Electronic Service Tool or Control Device ........................................................................352(t046) Engine Fan Does Not Operate or Operates Erratically .........................................................................................353(t074-005) (Engine Will Not Crank - (Electric Starter) ....................................................................................................356(t074-010) (Engine Cranks Slowly - (Electric Starter) .....................................................................................................359(t081) Engine Will Not Shut Off ......................................................................................................................................360(t084) Fault Code Warning Lamps Do Not Illuminate .....................................................................................................361(t099) Low Idle Adjust Switch Does Not Work ................................................................................................................362(t112) PTO or Cruise Control Does Not Work ................................................................................................................364(t036) Engine Brake Does Not Operate ..........................................................................................................................366Troubleshooting Symptoms (New Format) ..................................................................................................................366(00-ttecm) ECM - No Communication Troubleshooting Tree ..........................................................................................384Information .................................................................................................................................................................................384Additional Information .......................................................................................................................................................384(019-359) Multimeter Usage ...........................................................................................................................................

389(019-360) Resistance Measurement Using a Multimeter ................................................................................................392(204-008) General Cleaning Instructions ........................................................................................................................397(204-007) General Repair Instructions ...........................................................................................................................399(204-006) General Safety Instructions ............................................................................................................................401Service Tools ..................................................................................................................................................................401(022-001_19) Electronic Engine Controls ....................................................................................................................405(022-001_05) Fuel System ........................................................................................................................................407(022-001_05) Fuel System ........................................................................................................................................411(022-001_05) Fuel System .........................................................................................................................................414(022-001_05) Fuel System ........................................................................................................................................416Locations and Descriptions .............................................................................................................................................416Locations and Descriptions ............................................................................................................................................448Specifications ......................................................................................................................................................................4484021572 .........................................................................................................................................................................4504021573 .........................................................................................................................................................................4524021596 .........................................................................................................................................................................4544021625 .........................................................................................................................................................................4564021626 .........................................................................................................................................................................4584022080 .........................................................................................................................................................................460Familiarization .....................................................................................................................................................................460(101-007) Electronic Controlled Fuel System .................................................................................................................466Circuit Diagrams .................................................................................................................................................................466Accelerator Pedal or Lever Idle Validation Circuit ............................................................................................................467Alternate Torque Circuit ..................................................................................................................................................468Auxiliary Pressure Sensor Input 1 Circuit .......................................................................................................................469Auxiliary Pulse Width Modulated (PWM) Driver 1 Circuit ...............................................................................................468Auxiliary Temperature Sensor Input 1 Circuit ..................................................................................................................469Camshaft Position Sensor and Engine Speed Sensor Circuit ........................................................................................470Coolant Temperature Sensor Circuit ...............................................................................................................................469Dual Outputs Circuit .......................................................................................................................................................470Engine Coolant Temperature Sensor Circuit ...................................................................................................................471ISB - Ambient Air Temperature Sensor 1 Circuit .............................................................................................................471ISB - Barometric Pressure Sensor Circuit ......................................................................................................................472ISB - Injector Circuit .......................................................................................................................................................473ISB and QSB3.3 CM2150 - Crankcase Pressure Sensor Circuit ...................................................................................471ISB with CM2150 - Barometric Pressure Sensor Circuit ................................................................................................474ISB with CM2150 - Engine Oil Pressure Switch Circuit .................................................................................................474ISB with CM2150 - Engine Oil Rifle Pressure Circuit .....................................................................................................475ISB with CM2150 - Fuel Rail Pressure Sensor Circuit ...................................................................................................472ISB with CM2150 - Injector Circuit .................................................................................................................................476ISB, ISC and ISL with CM2150 - Coolant Level Sensor 1 Circuit ...................................................................................477ISB, ISC and ISL with CM2150 - Engine Coolant Level Sensor 1 Circuit .......................................................................476ISB, ISC and ISL with CM2150 - Engine Coolant Level Sensor 1 Circuit .......................................................................478ISB, ISC and ISL with CM2150 - Engine Oil Level Sensor Circuit ..................................................................................479ISB, ISC and ISL with CM2150 - Fan Control Circuit .....................................................................................................480ISB, ISC and ISL with CM2150 - Fuel Pump Actuator Circuit ........................................................................................481ISB, ISC and ISL with CM2150 - SAE J1939 Multiplexing Circuit ..................................................................................482ISB, ISC and ISL with CM2150 - Vehicle Speed Sensor Circuit .....................................................................................470ISB, ISC, ISL - Engine Coolant Temperature Circuit .......................................................................................................483ISB, ISC, ISL with CM2150 - Engine Speed Sensor Supply 3 Circuit ............................................................................482ISB, ISC, ISL with CM2150 - Vehicle Speed Sensor Circuit ...........................................................................................

466ISB, ISC, and ISL - Accelerator Pedal Position Sensor 1 Circuit ....................................................................................466ISB, ISC, and ISL - Accelerator Pedal or Lever Position Sensor 1 Circuit ......................................................................484ISB, ISC, and ISL - Barometric Pressure Circuit ............................................................................................................485ISB, ISC, and ISL - Differential Pressure Sensor Circuit ................................................................................................486ISB, ISC, and ISL - EGR Valve Circuit ...........................................................................................................................487ISB, ISC, and ISL - Engine Camshaft Speed/Position Sensor Circuit ............................................................................470ISB, ISC, and ISL - Engine Coolant Temperature 1 Sensor Circuit ................................................................................470ISB, ISC, and ISL - Engine Coolant Temperature Circuit ................................................................................................470ISB, ISC, and ISL - Engine Coolant Temperature Sensor Circuit ...................................................................................488ISB, ISC, and ISL - Exhaust Gas Pressure Circuit .........................................................................................................489ISB, ISC, and ISL - Exhaust Gas Recirculation Temperature Sensor Circuit .................................................................479ISB, ISC, and ISL - Fan Control Circuit ..........................................................................................................................490ISB, ISC, and ISL - Intake Air Heater 1 Circuit ...............................................................................................................491ISB, ISC, and ISL - Intake Manifold 1 Pressure/Temperature Sensor Circuit .................................................................491ISB, ISC, and ISL - Intake Manifold 1 Temperature Sensor Circuit .................................................................................478ISB, ISC, and ISL - Oil Level Sensor Circuit ...................................................................................................................492ISB, ISC, and ISL - Remote Accelerator Pedal Position Sensor 1 Circuit .......................................................................492ISB, ISC, and ISL - Remote Accelerator Pedal or Lever Position Sensor 1 Circuit .........................................................487ISB, ISC, and ISL - Sensor Supply 3 Circuit ..................................................................................................................493ISB, ISC, and ISL - VGT Actuator Circuit .......................................................................................................................466ISB, ISC, and ISL with CM2150 - Accelerator Pedal Position Sensor Supply Voltage Circuit ........................................481ISB, ISC, and ISL with CM2150 - Adaptive Cruise Control Circuit .................................................................................485ISB, ISC, and ISL with CM2150 - Differential Pressure Sensor Circuit ..........................................................................494ISB, ISC, and ISL with CM2150 - ECM Power Supply Circuit ........................................................................................485ISB, ISC, and ISL with CM2150 - EGR Differential Pressure Sensor Circuit .................................................................486ISB, ISC, and ISL with CM2150 - EGR Valve Position Circuit ........................................................................................480ISB, ISC, and ISL with CM2150 - Electronic Fuel Injection Control Valve Circuit ...........................................................495ISB, ISC, and ISL with CM2150 - Engine Brake Actuator Circuit ...................................................................................483ISB, ISC, and ISL with CM2150 - Engine Crankshaft Speed/Position Circuit ................................................................483ISB, ISC, and ISL with CM2150 - Engine Crankshaft Speed/Position Sensor Circuit ....................................................496ISB, ISC, and ISL with CM2150 - Engine Magnetic Speed/Position Circuit ...................................................................496ISB, ISC, and ISL with CM2150 - Engine Magnetic Speed/Position Sensor Circuit .......................................................481ISB, ISC, and ISL with CM2150 - SAE J1939 Data Link Circuit ....................................................................................497ISB, ISC, and ISL with CM2150 - Sensor Supply 1 Circuit ............................................................................................498ISB, ISC, and ISL with CM2150 - Starter Relay Circuit ..................................................................................................499ISB, ISC, and ISL with CM2150 - Turbocharger 1 Speed Circuit ...................................................................................494ISB, ISC, and ISL with CM2150 - Unswitched Battery Supply Circuit ............................................................................493ISB, ISC, and ISL with CM2150 - VGT Actuator Circuit .................................................................................................493ISB, ISC, and ISL with CM2150 - VGT Actuator Driver Circuit .......................................................................................500ISB, ISC, and ISL with CM2150 - Water-in-Fuel Sensor Circuit .....................................................................................470ISB, ISC, and ISL- Engine Coolant Temperature 1 Sensor Circuit .................................................................................501ISB4.5, ISB6.7, ISD4.5, and ISD6.7 CM2150 SN/ISL8.9 CM2150 SN/ .........................................................................501ISB4.5, ISB6.7, ISD4.5, and ISD6.7 CM2150 SN/ISL8.9 CM2150 SN/ .........................................................................502ISB4.5, ISB6.7, ISD4.5, and ISD6.7 CM2150 SN/ISL8.9 CM2150 SN/ISZ13 CM2150 - Air Supply Actuator Circuit ...473ISC and ISL CM2150 - Crankcase Pressure Sensor Circuit ..........................................................................................503ISC and ISL with CM2150 - Electric Fuel Lift Pump Circuit ...........................................................................................504ISC and ISL with CM2150 - Turbocharger Compressor Inlet Air Temperature Sensor Circuit ........................................504ISC and ISL with CM2150 - Turbocharger Compressor Inlet Temperature Sensor Circuit .............................................505ISC, and ISL with CM2150 - Engine Oil Pressure Circuit ...............................................................................................506ISF2.8 CM2220 AN/ISF3.8 CM2220 AN - Aftertreatment Diesel Exhaust Fluid Dosing Circuit .....................................506ISF2.8 CM2220 AN/ISF3.8 CM2220 AN - Aftertreatment Diesel Exhaust Fluid Dosing Unit Circuit ..............................

506ISF2.8 CM2220 AN/ISF3.8 CM2220 AN - Aftertreatment Diesel Exhaust Fluid Pressure Sensor Circuit ......................495ISL with CM2150 - Engine Brake Actuator Circuit ..........................................................................................................495ISL with CM2150 - Engine Brake Circuit ........................................................................................................................491Intake Manifold 1 Pressure/Temperature Sensor Circuit ................................................................................................491Intake Manifold Pressure/Temperature Circuit ................................................................................................................468OEM Temperature/Pressure Sensor Circuit ...................................................................................................................507OEM Temperature/Pressure Sensor Circuit ...................................................................................................................493VGT Actuator Circuit ......................................................................................................................................................


Last Modified: 12 Apr 2011 (08-t05-559b)

Copyright© 1997-2011Cummins Inc.All rights reserved


Fault Information System 1 / 507

FIS Usage Recommendations

To avoid Internet Explorer opening its "splash screen" each time when viewing a FIS page with popup content, start Internet Explorerbefore opening the FIS.The "Hide" / "Show" button hides the left column; the right column can be maximized after hiding the left column.The "Back" button will move backward through pages viewed since opening the FIS ("Alt" - "Left Arrow" is the keyboard equivalent).The "Forward" button goes to the previous screen after having just used the "Back" button ("Alt" - "Right Arrow").In case the display is corrupted, the "Refresh" button redraws the current FIS display ("Ctrl" - "R").Right-clicking anywhere in the left-column display offers "open all" and "close all" options for expanding or compressing the left columnfolders.The left-column search tab offers a full-text search of the FIS; the check box at the bottom selects between complete text search orpage titles only.The "Favorites" tab in the left column permits each user to Add and Remove bookmarks to his own frequently-used pages in each CHMFIS.

Copyright© 1997-2003Cummins Inc.All rights reserved


FIS Usage Recommendations 2 / 507

:

FAULT CODE 111Electronic Control Module Critical Internal Failure - Bad Intelligent Device or

Component

Overview

Electronic Control Module Critical Internal Failure - Bad Intelligent Device or Component

CODE REASON EFFECT

Fault Code: 111PID: S254SPN: 629FMI: 12/12LAMP: RedSRT:

Electronic Control Module Critical Internal Failure - Bad Intelligent Device or Component.Error internal to the electronic control module (ECM) related to memory hardware failuresor internal ECM voltage supply circuits.

Enginemay notstart.

ISB, ISC, and ISL Electronic Control Module

Circuit Description

The ECM has internal diagnostics that continuously run and check the internal memory.

Component Location

The ECM is located on the fuel system side of the engine. Refer to Procedure 100-002 for a detailed component location view.

Conditions for Running the Diagnostics

This diagnostic runs continuously when the keyswitch is in the ON position.

Conditions for Setting the Fault Codes

This fault code is triggered when the internal ECM diagnostics detect a read or write error internal to the module.

Action Taken When the Fault Code is Active

The ECM illuminates the red STOP ENGINE light immediately when the diagnostic runs and fails.

Conditions for Clearing the Fault Code

The ECM will turn off the red STOP ENGINE light immediately after the diagnostic runs and passes.

Shop Talk

Verify the electronic control module (ECM) calibration is correct. Check the calibration revision history found on QuickServe®Online for applicable fixes to the calibration stored in the ECM. If necessary, recalibrate the ECM. Refer to Procedure 019-032(ECM Calibration Code) in Section 19 in the corresponding Troubleshooting and Repair Manual for the engine being serviced.

This fault code can only be caused by an internal ECM problem. Repairs are not possible for the ECM.

Refer to Troubleshooting Fault Code t05-111

Last Modified: 20-Jul-2010

Copyright © 2000-2009 Cummins Inc. All rights reserved.


(08-fc111) Electronic Control Module Critical Internal Failure - Bad Intelligent Device or Component 3 / 507

:

FAULT CODE 115Engine Magnetic Speed/Position Lost Both of Two Signals - Data Erratic,

Intermittent, or Incorrect

Overview

CODE REASON EFFECT

Fault Code: 115PID: P190SPN: 612FMI: 2/2LAMP: RedSRT:

Engine Magnetic Speed/Position Lost Both of Two Signals - Data Erratic, Intermittent,or Incorrect. The electronic control module (ECM) has detected that the primary andbackup speed sensor signals are connected backwards.

None onperformance.

ISB, ISC, ISL with CM2150 - Engine Magnetic Speed/Position

Circuit Description

The crankshaft position and camshaft position sensors are hall effect type sensors. The ECM provides a 5 volt supply to theposition sensor and a return circuit. As the teeth on the crankshaft speed ring or the dimples in the back of the camshaft gearmove past the position sensor, a signal is generated on the position sensor signal circuit. The ECM interprets this signal andconverts it to an engine speed. A missing tooth on the crankshaft gear is used to determine the position of the engine by the ECM.

Component Location

Both engine position sensors are located on the back side of the front gear housing above the fuel pump drive. Refer toProcedure 100-002 (Engine Diagrams) in Section F for a detailed component location view.


This diagnostic runs continuously when the engine is running.


The ECM detects that the crankshaft position and camshaft position signal inputs to the ECM are reversed.


The ECM illuminates the red STOP ENGINE light immediately when the diagnostic runs and fails.The ECM detects the reversed sensors and continues to operate.


The ECM will turn off the red CHECK ENGINE light immediately after the diagnostic runs and passes.

Shop Talk


This fault code indicates that the camshaft position sensor and crankshaft position sensor wiring harness connectors arereversed.





(08-fc115) Engine Magnetic Speed/Position Lost Both of Two Signals - Data Erratic, Intermittent, or Incorrect4 / 507

:

FAULT CODE 122Intake Manifold 1 Pressure Sensor Circuit - Voltage Above Normal or Shorted to

High Source

Overview

CODE REASON EFFECT

Fault Code: 122PID: P102SPN: 102FMI: 3/3LAMP: AmberSRT:

Intake Manifold 1 Pressure Sensor Circuit - Voltage Above Normal or Shorted toHigh Source. High signal voltage detected at the intake manifold pressure circuit.

Derate in poweroutput of theengine.

ISB, ISC, and ISL - Intake Manifold 1 Pressure Sensor

Circuit Description

The electronic control module (ECM) provides a 5 volt supply to the intake manifold pressure sensor on the sensor supply circuit.The ECM also provides a ground on the sensor return circuit. The intake manifold pressure sensor provides a signal to the ECMon the intake manifold pressure sensor signal circuit. This sensor signal voltage changes based on the pressure in the intakemanifold. The ECM will detect a low signal voltage at operating conditions such as during an idle or a deceleration. The ECM willdetect a high signal voltage during high engine load operating conditions.

Component Location

The intake manifold pressure sensor is located in the air intake horn. Refer to Procedure 100-002 (Engine Diagrams) in Section Efor a detailed component location view.




The ECM detects that the intake manifold pressure signal voltage is greater than 4.91 VDC for more than 1 second.


The ECM illuminates the amber CHECK ENGINE light immediately when the diagnostic runs and fails.A default value of the intake manifold pressure reading is used.


The ECM will turn off the amber CHECK ENGINE light immediately after the diagnostic runs and passes.

Shop Talk


The intake manifold pressure sensor shares supply and return wires in the engine harness with other sensors. Opens and shortsin the engine harness can cause multiple fault codes to be active. Before troubleshooting Fault Code 122, check for multiplefaults.

Possible causes of this fault code include:

Open return circuit in the engine harness, connectors, or sensorSignal wire shorted to sensor supply or battery voltage.





(08-fc122) Intake Manifold 1 Pressure Sensor Circuit - Voltage Above Normal or Shorted to High Source5 / 507


(08-fc122) Intake Manifold 1 Pressure Sensor Circuit - Voltage Above Normal or Shorted to High Source6 / 507

:

FAULT CODE 123Intake Manifold 1 Pressure Sensor Circuit - Voltage Below Normal or Shorted to

Low Source

Overview

CODE REASON EFFECT


Intake Manifold 1 Pressure Sensor Circuit - Voltage Below Normal or Shorted toLow Source. Low signal voltage or open circuit detected at the intake manifoldpressure circuit.

Derate in poweroutput of theengine.

ISB, ISC, and ISL - Intake Manifold 1 Pressure Sensor

Circuit Description

The electronic control module (ECM) provides a 5 volt supply to the intake manifold pressure sensor on the sensor supply circuit.The ECM also provides a ground on the sensor return circuit. The intake manifold pressure sensor provides a signal to the ECMon the intake manifold pressure sensor signal circuit. This sensor signal voltage changes based on the pressure in the intakemanifold. The ECM will detect a low signal voltage at operating conditions such as during an idle or a deceleration. The ECM willdetect a high signal voltage during high engine load operating conditions.

Component Location

The intake manifold pressure sensor is located in the air intake horn. Refer to Procedure 100-002 (Engine Diagrams) in Section Ffor a detailed component location view.




The ECM detects that the intake manifold pressure signal voltage is less than 0.26-VDC for more than 1 second.


The ECM illuminates the amber CHECK ENGINE light immediately when the diagnostic runs and fails.A default value of the intake manifold pressure reading is used.



Shop Talk


The intake manifold pressure sensor shares supply and return wires in the engine harness with other sensors. Opens and shortsin the engine harness can cause multiple fault codes to be active. Before troubleshooting Fault Code 123, check for multiplefaults.


Signal circuit open or shorted to ground in the engine harness or sensor.Supply line open or shorted to ground.





(08-fc123) Intake Manifold 1 Pressure Sensor Circuit - Voltage Below Normal or Shorted to Low Source7 / 507


(08-fc123) Intake Manifold 1 Pressure Sensor Circuit - Voltage Below Normal or Shorted to Low Source8 / 507

:

FAULT CODE 124 (QSB3.3)Intake Manifold 1 Pressure - Data Valid but Above Normal Operational Range -

Moderately Severe Level

Overview

CODE REASON EFFECT

Fault Code: 124PID: P102FMI: 0/16LAMP: AmberSRT:

Intake Manifold 1 Pressure Sensor Circuit - Data Valid but Above Normal OperationalRange - Moderately Severe Level. Intake manifold pressure has exceeded the maximumlimit for the given engine rating.

Enginepowerderate.

Intake Manifold Pressure/Temperature Circuit

Circuit Description

The intake manifold pressure sensor is used by the electronic control module (ECM) to monitor the engine intake manifoldpressure.

Component Location

Refer to Procedure 100-002 (Engine Diagrams) in Section F for a detailed component location view.

Shop Talk


This fault code becomes active when the intake manifold pressure exceeds the maximum pressure limit for a given engine rating.

Possible causes:

Malfunctioning turbocharger wastegateWastegate tamperingWrong turbocharger partPossible tampering of the fuel system or turbocharger system.





(08-fc124) Intake Manifold 1 Pressure - Data Valid but Above Normal Operational Range - Moderately Severe Level9 / 507

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FAULT CODE 131Accelerator Pedal or Lever Position Sensor 1 Circuit - Voltage Above Normal or

Shorted to High Source

Overview

CODE REASON EFFECT


Accelerator Pedal or Lever Position Sensor 1 Circuit - Voltage AboveNormal or Shorted to High Source. High voltage detected at acceleratorpedal position number 1 circuit.

Severe derate in poweroutput of the engine. Limphome power only.

ISB, ISC, and ISL - Accelerator Pedal or Lever Position Sensor 1 Circuit

Circuit Description

The accelerator position sensor is a hall-effect sensor attached to the accelerator pedal. The accelerator position sensor variesthe signal voltage to the electronic control module (ECM) as the accelerator pedal is depressed and released. Low signal voltageis received by the ECM when the accelerator pedal is at 0 percent. A high signal voltage is received by the ECM when theaccelerator pedal is at 100 percent. The accelerator pedal position circuit contains an accelerator pedal position 5 volt supply,accelerator pedal position return, and accelerator pedal position signal.

The accelerator pedal contains two position sensors. These position sensors are used to measure the throttle position. Bothposition sensors receive a 5 volt supply from the ECM. A corresponding signal voltage, based on the accelerator pedal position, isthen received from the ECM. The signal voltage for accelerator position 1 is twice as much as the signal voltage from theaccelerator position 2. When the ECM senses a signal voltage lower than the normal operating range of the sensor, this fault codeis set.

Component Location

The accelerator pedal or lever position sensor is located on the accelerator pedal or lever. Refer to the original equipmentmanufacturer (OEM) troubleshooting and repair manual.




The ECM detects that the throttle pedal signal voltage is greater than 4.55-VDC for more than 1 second.





Shop Talk


Newer engines use two throttle position sensors to determine the throttle position. Older throttle pedals used a single throttleposition sensor and an idle validation switch. If Fault Codes 132 and 1241 are active when the accelerator pedal is in the idleposition, and Fault Code 132 goes inactive, and Fault Code 1239 goes active when the throttle is depressed, the incorrect throttlepedal has been installed in the vehicle. A throttle pedal with two acceleration position sensors must be installed.

If troubleshooting an intermittent accelerator problem:

The accelerator pedal or lever position sensor signal voltage can be monitored with the INSITE™ electronic service tool, whileflexing the harness to locate the intermittent connection.


(08-fc131) Accelerator Pedal or Lever Position Sensor 1 Circuit - Voltage Above Normal or Shorted to High Source10 / 507

Possible causes of this fault include:

Accelerator pedal or lever position signal circuit shorted to battery or +5 volt supplyOpen accelerator pedal return circuit in the harness or connectionsAccelerator supply shorted to batteryFailed accelerator pedal or lever position sensor.

NOTE: The three wires in the accelerator position sensor circuit must be twisted together.






:

FAULT CODE 132Accelerator Pedal or Lever Position Sensor 1 Circuit - Voltage Below Normal or

Shorted to Low Source

Overview

CODE REASON EFFECT


Accelerator Pedal or Lever Position Sensor 1 Circuit - Voltage BelowNormal or Shorted to Low Source. Low voltage detected at acceleratorpedal position number 1 signal circuit.


ISB, ISC, and ISL - Accelerator Pedal Position Sensor 1 Circuit

Circuit Description


The accelerator pedal contains two position sensors. These position sensors are used to measure the throttle position. Bothposition sensors receive a 5 volt supply from the ECM. A corresponding signal voltage, based on the accelerator pedal position, isthen received from the ECM. The signal voltage for accelerator position 1 is twice as much as the signal voltage from theaccelerator position 2. When the ECM senses a signal voltage lower than the normal operating range of the sensor, this fault codeis set.

Component Location

The accelerator pedal or lever position sensor is mounted to the accelerator pedal assembly. Refer to the original equipmentmanufacturer (OEM) troubleshooting and repair manual.




The ECM detects that the throttle pedal signal voltage is less than 0.75-VDC for more than 1 second.





Shop Talk


Newer engines use two throttle position sensors to determine the throttle position. Older throttle pedals used a single throttleposition sensor and an idle validation switch. If Fault Codes 132 and 1241 are active when the accelerator pedal is in the idleposition and Fault Code 132 goes inactive and Fault Code 1239 goes active when the throttle is depressed, the incorrect throttlepedal has been installed in the vehicle. A throttle pedal with two acceleration position sensors must be installed.


The accelerator pedal or lever position sensor signal voltage can be monitored with the INSITE™ electronic service tool, whileflexing the harness to locate the intermittent connection. Intermittent connections will show up as abrupt changes in signal voltagedisplayed in INSITE™ electronic service tool.


(08-fc132) Accelerator Pedal or Lever Position Sensor 1 Circuit - Voltage Below Normal or Shorted to Low Source12 / 507


Accelerator pedal or lever position signal shorted to engine ground or return wires in the OEM harness or sensor.Failed accelerator pedal or lever position sensor.Open circuit in the accelerator signal, supply, or return wire in the harness or connectors.

NOTE: The three wires in the accelerator position sensor circuit must be twisted together.






:

FAULT CODE 133Remote Accelerator Pedal or Lever Position Sensor 1 Circuit - Voltage Above

Normal or Shorted to High Source

Overview

CODE REASON EFFECT


Remote Accelerator Pedal or Lever Position Sensor 1 Circuit -Voltage Above Normal or Shorted to High Source. High signalvoltage detected at remote accelerator position signal circuit.

Remote accelerator will notoperate. Remote acceleratorposition will be set to zeropercent.

ISB, ISC, and ISL - Remote Accelerator Pedal Position Sensor 1 Circuit

Circuit Description

The remote accelerator position sensor is a potentiometer attached to the remote accelerator lever. The remote acceleratorposition sensor varies the signal voltage to the electronic control module (ECM) as the remote accelerator lever is depressed andreleased. Low signal voltage is received by the ECM when the remote accelerator lever is at 0 percent. A high signal voltage isreceived by the ECM when the remote accelerator is at 100 percent. The remote accelerator pedal position circuit contains aremote accelerator pedal position 5 volt supply, remote accelerator pedal position return, and remote accelerator pedal positionsignal.

When the ECM senses a signal voltage lower than the normal operating range of the sensor, this fault code is set.

Component Location

The remote accelerator pedal or lever location varies with each original equipment manufacturer (OEM). Refer to the OEMtroubleshooting and repair manual.




The ECM detects that the remote accelerator pedal signal voltage is greater than 4.5-VDC for more than 1 second.





Shop Talk



The remote accelerator pedal or lever position sensor signal voltage can be monitored with the INSITE™ electronic service tool,while flexing the harness to locate the intermittent connection. Intermittent connections will show up as abrupt changes in signalvoltage displayed by the INSITE™ electronic service tool.


Remote accelerator pedal or lever position signal circuit shorted to battery or +5 volt supply.Open remote accelerator pedal or lever return circuit in the harness or connections.Remote accelerator supply shorted to battery.Failed remote accelerator pedal or lever position sensor.


(08-fc133) Remote Accelerator Pedal or Lever Position Sensor 1 Circuit - Voltage Above Normal or Shorted to High Source14 / 507

NOTE: The three wires in the remote accelerator position sensor circuit must be twisted together.





(08-fc133) Remote Accelerator Pedal or Lever Position Sensor 1 Circuit - Voltage Above Normal or Shorted to High Source15 / 507

:

FAULT CODE 134Remote Accelerator Pedal or Lever Position Sensor 1 Circuit - Voltage Below

Normal or Shorted to Low Source

Overview

CODE REASON EFFECT


Remote Accelerator Pedal or Lever Position Sensor 1 Circuit -Voltage Below Normal or Shorted to Low Source. Low voltagedetected at remote accelerator position signal circuit.

Remote accelerator will notoperate. Remote acceleratorposition will be set to zeropercent.

ISB, ISC, and ISL - Remote Accelerator Pedal or Lever Position Sensor 1 Circuit

Circuit Description

The remote accelerator position sensor is a potentiometer attached to the remote accelerator lever. The remote acceleratorposition sensor varies the signal voltage to the electronic control module (ECM) as the remote accelerator lever is depressed andreleased. Low signal voltage is received by the ECM when the remote accelerator lever is at 0 percent. A high signal voltage isreceived by the ECM when the remote accelerator is at 100 percent. The remote accelerator pedal position circuit contains aremote accelerator pedal position 5 volt supply, remote accelerator pedal position return, and remote accelerator pedal positionsignal.


Component Location

The remote accelerator pedal or lever location varies with each original equipment manufacturer (OEM). Refer to the OEM servicemanual.




The ECM detects that the remote accelerator pedal signal voltage is less than 0.1-VDC for more than 1 second.





Shop Talk



The remote accelerator pedal or lever position sensor signal voltage can be monitored with the INSITE™ electronic service tool,while flexing the harness to locate the intermittent connection. Intermittent connections will show up as abrupt changes in signalvoltage displayed by the INSITE™ electronic service tool.


Remote accelerator pedal or lever position signal shorted to engine ground or return wires in the OEM harness or sensor.Damaged remote accelerator pedal or lever position sensor.Open circuit in the remote accelerator signal, supply, or return wire in the harness or connectors.

Note: The three wires in the remote accelerator position sensor circuit must be twisted together.


(08-fc134) Remote Accelerator Pedal or Lever Position Sensor 1 Circuit - Voltage Below Normal or Shorted to Low Source16 / 507





(08-fc134) Remote Accelerator Pedal or Lever Position Sensor 1 Circuit - Voltage Below Normal or Shorted to Low Source17 / 507

:

FAULT CODE 135Engine Oil Rifle Pressure 1 Sensor Circuit - Voltage Above Normal or Shorted to

High Source

Overview

CODE REASON EFFECT


Engine Oil Rifle Pressure 1 Sensor Circuit - Voltage Above Normal orShorted to High Source. High signal voltage detected at the engine oilpressure circuit.

None on performance. Noengine protection for oilpressure.

ISC and ISL with CM2150 - Engine Oil Rifle Pressure 1

Circuit Description

The electronic control module (ECM) provides a 5 volt supply to the engine oil pressure sensor on the sensor supply circuit. TheECM also provides a ground on the sensor return circuit. The engine oil pressure sensor provides a signal to the ECM on theengine oil pressure sensor signal circuit. This sensor signal voltage changes, based on the pressure in the oil rifle. The ECM willdetect a low signal voltage at operating conditions when the oil pressure may be slightly lower. The ECM will detect a high signalvoltage during high engine speeds or operating conditions when the oil temperature is low.

Component Location

The engine oil pressure sensor is located on the left side of the engine block. Refer to Procedure 100-002 (Engine Diagrams) inSection F for a detailed component location view.




The ECM detects that the engine oil pressure signal voltage is greater than 4.75-VDC for more than 16 seconds.


The ECM illuminates the amber CHECK ENGINE light immediately when the diagnostic runs and fails.A default value of the engine oil pressure reading is used.



Shop Talk


The oil pressure sensor shares supply and return wires in the engine harness with other sensors. Opens and shorts in the engineharness can cause multiple fault codes to be active. Before troubleshooting Fault Code 135, check for multiple faults.


An open return circuit in the harness, connectors, or sensorA signal circuit shorted to sensor supply or battery voltage.





(08-fc135) Engine Oil Rifle Pressure 1 Sensor Circuit - Voltage Above Normal or Shorted to High Source18 / 507

:

FAULT CODE 141Engine Oil Rifle Pressure 1 Sensor Circuit - Voltage Below Normal or Shorted to

Low Source

Overview

CODE REASON EFFECT


Engine Oil Rifle Pressure 1 Sensor Circuit - Voltage Below Normal orShorted to Low Source. Low signal voltage detected at the engine oilpressure circuit.



Circuit Description

The electronic control module (ECM) provides a 5 volt supply to the engine oil pressure sensor on the sensor supply circuit. TheECM also provides a ground on the sensor return circuit. The engine oil pressure sensor provides a signal to the ECM on theengine oil pressure sensor signal circuit. This sensor signal voltage changes, based on the pressure in the oil rifle. The ECM willdetect a low signal voltage at operating conditions when the oil pressure may be slightly lower. The ECM will detect a high signalvoltage during high engine speeds or operating conditions when the oil temperature is low.

Component Location

The engine oil pressure sensor is located on the left side of the engine block. Refer to Procedure 100-002 in Section F.




The ECM detects that the engine oil pressure signal voltage is less than 0.25-VDC for more than 16 seconds.


The ECM illuminates the amber CHECK ENGINE light immediately when the diagnostic runs and fails.A default value for the engine oil pressure reading is used.



Shop Talk

Verify the electronic control module (ECM) calibration is correct. Check the calibration revision history found on QuickServe®Online for applicable fixes to the calibration stored in the ECM. If necessary, calibrate the ECM. Refer to Procedure 019-032 inSection 19.

The oil pressure sensor shares supply and return wires in the engine harness with other sensors. Opens and shorts in the engineharness can cause multiple fault codes to be active. Before troubleshooting Fault Code 141, check for multiple faults.


A signal circuit open or shorted to ground in the engine harness or sensorA supply wire open or shorted to ground.





(08-fc141) Engine Oil Rifle Pressure 1 Sensor Circuit - Voltage Below Normal or Shorted to Low Source19 / 507

:

FAULT CODE 143Engine Oil Rifle Pressure - Data Valid but Below Normal Operational Range -


Overview

CODE REASON EFFECT


Engine Oil Rifle Pressure - Data Valid but Below Normal Operational Range- Moderately Severe Level. Engine oil pressure signal indicates engine oilpressure is below the engine protection warning limit.

Progressive powerderate increasing inseverity from time ofalert.


Circuit Description

The electronic control module (ECM) provides a 5 volt supply to the engine oil pressure sensor on the sensor supply 1 circuit. TheECM also provides a ground on the sensor return circuit. The engine oil pressure sensor provides a signal to the ECM on theengine oil pressure sensor signal circuit. This sensor signal voltage changes, based on the pressure in the oil rifle. The ECM willdetect a low signal voltage at operating conditions when the oil pressure may be slightly lower. The ECM will detect a high signalvoltage during high engine speeds or operating conditions when the oil temperature is low.

If the ECM detects low signal voltage indicating a low engine oil pressure, this fault code sets.

Component Location





The ECM detects that the engine oil pressure is less than the engine protection limits.


The ECM illuminates the amber CHECK ENGINE light immediately when the diagnostic runs and fails.A torque derate issued by the ECM limits the power output of the engine.


The ECM will turn off the amber CHECK ENGINE light and the torque derate will be removed when the oil pressure reading isdetected to be within the normal operating range.

Shop Talk

Verify the electronic control module (ECM) calibration is correct. Check the calibration revision history found on QuickServe®Online for applicable fixes to the calibration stored in the ECM. If necessary, recalibrate the ECM. Refer to Procedure 019-032 inSection 19.

This fault code goes active when the engine oil pressure drops below the engine protection limit. Troubleshoot the engine for lowoil pressure.





(08-fc143) Engine Oil Rifle Pressure - Data Valid but Below Normal Operational Range - Moderately Severe Level20 / 507

:

FAULT CODE 144Engine Coolant Temperature 1 Sensor Circuit - Voltage Above Normal or Shorted

to High Source

Overview

CODE REASON EFFECT


Engine Coolant Temperature 1 Sensor Circuit - VoltageAbove Normal or Shorted to High Source. High signal voltageor open circuit detected at engine coolant temperaturecircuit.

Possible white smoke. Fan will stayON if controlled by ECM. No engineprotection for engine coolanttemperature.

ISB, ISC, and ISL- Engine Coolant Temperature 1 Sensor Circuit

Circuit Description

The coolant temperature sensor is a variable resistor sensor and is used to measure the temperature of the coolant of the engine.The electronic control module (ECM) supplies 5 volts to the coolant temperature signal circuit. The ECM monitors the change involtage caused by changes in the resistance of the sensor to determine the coolant temperature.

The engine coolant temperature value is used by the ECM for the engine protection system, and engine emissions control.

Component Location

The engine coolant temperature sensor is located on the thermostat housing. Refer to Procedure 100-002 (Engine Diagrams) inSection F for a detailed component location view.




The ECM detects that the coolant temperature signal voltage is greater than 5.13-VDC for more than 1 second.


The ECM illuminates the amber CHECK ENGINE light immediately when the diagnostic runs and fails.A default value for the coolant temperature reading is used.



Shop Talk


Before troubleshooting Fault Code 144, check for multiple faults.

The engine coolant temperature sensor shares return wires in the engine harness with other sensors. An open return can causemultiple fault codes to be active.


Open return circuit in the harness, connectors, or sensor.Open signal circuit or shorted to a voltage source.





(08-fc144) Engine Coolant Temperature 1 Sensor Circuit - Voltage Above Normal or Shorted to High Source21 / 507


(08-fc144) Engine Coolant Temperature 1 Sensor Circuit - Voltage Above Normal or Shorted to High Source22 / 507

:

FAULT CODE 145Engine Coolant Temperature 1 Sensor Circuit - Voltage Below Normal or Shorted

to Low Source

Overview

CODE REASON EFFECT


Engine Coolant Temperature 1 Sensor Circuit - VoltageBelow Normal or Shorted to Low Source. Low signalvoltage detected at engine coolant temperature circuit.

Possible white smoke. Fan will stay ON ifcontrolled by ECM. No engine protectionfor engine coolant temperature.

ISB, ISC, and ISL - Engine Coolant Temperature 1 Sensor Circuit

Circuit Description

The coolant temperature sensor is a variable resistor sensor and is used to measure the temperature of the coolant of the engine.The ECM supplies 5 volts to the coolant temperature signal circuit. The ECM monitors the change in voltage caused by changes inthe resistance of the sensor to determine the coolant temperature.

The engine coolant temperature value is used by the ECM for the engine protection system and engine emissions control.

Component Location





The ECM detects that the coolant temperature signal voltage is less than 0.12-VDC for more than 1 second.


The ECM illuminates the amber CHECK ENGINE light immediately when the diagnostic runs and fails.A default value is used for the coolant temperature reading.



Shop Talk


The engine coolant temperature sensor shares return wires in the engine harness with other sensors. A shorted return can causemultiple fault codes to be active. Before troubleshooting Fault Code 145, check for multiple fault codes.


Signal shorted to ground in the harnessSignal shorted to return or ground in the sensor.





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:

FAULT CODE 146Engine Coolant Temperature - Data Valid But Above Normal Operational Range -


Overview

CODE REASON EFFECT


Engine Coolant Temperature - Data Valid But Above NormalOperational Range - Moderately Severe Level. Engine coolanttemperature is above engine protection warning limit.

Power derate and possible engineshut down if Engine ProtectionShutdown feature is enabled.

Engine Coolant Temperature Sensor Circuit

Circuit Description

The coolant temperature sensor is a variable resistor sensor and is used to measure the temperature of the engine coolant. Theelectronic control module (ECM) supplies 5 volts to the coolant temperature signal circuit. The ECM monitors the change in voltagecaused by changes in the resistance of the sensor to determine the coolant temperature.

The engine coolant temperature value is used by the ECM for the engine protection system and engine emissions control. Thisfault code indicates that the engine coolant temperature has exceeded the engine protection limit.

Component Location

The engine coolant temperature sensor is located on the exhaust side of the engine near the thermostat housing.


This diagnostic runs continuously when the keyswitch is in the ON position or when the engine is running.


The ECM detects that the coolant temperature is greater than a calibratible limit set in the ECM.


The ECM logs the fault code immediately when the diagnostic runs and fails.The torque output of the engine will be reduced.Exhaust gas recirculation (EGR) valve operation will be disabled.


The ECM will turn off the fault code immediately after the coolant temperature decreases below the engine protection limit.

Shop Talk

Verify the ECM calibration is correct. Check the calibration revision history found on QuickServe® Online for applicable fixes to thecalibration stored in the ECM. If necessary, calibrate the ECM. Refer to Procedure 019-032 in Section 19.

This fault code indicates that coolant temperature has exceeded the engine protection limits for high coolant temperature.





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:


Most Severe Level

Overview

CODE REASON EFFECT


Engine Coolant Temperature - Data Valid But AboveNormal Operational Range - Most Severe Level.Engine coolant temperature signal indicates enginecoolant temperature above engine protection criticallimit.

Progressive power derate increasing inseverity from time of alert. If Engine ProtectionShutdown feature is enabled, engine will shutdown 30 seconds after red STOP lamp startsflashing.

Coolant Temperature Sensor Circuit

Circuit Description


The engine coolant temperature value is used by the ECM for the engine protection system and engine emissions control. Thisfault code indicates that the engine coolant temperature has exceeded the engine protection limit.

Component Location





The ECM detects that the coolant temperature is greater than the maximum operating limits set in the ECM calibration.


The ECM illuminates the red STOP ENGINE light immediately when the diagnostic runs and fails.The torque output of the engine will be reduced.Maximum engine operating speed will be decreased.The engine will be shut down if the Engine Protection Shutdown feature is enabled.


The ECM will turn off the red STOP ENGINE light immediately after the coolant temperature decreases below the engine protectionlimit.

Shop Talk

Verify the ECM calibration is correct. Check the calibration revision history found on QuickServe® Online for applicable fixes to thecalibration stored in the ECM. If necessary, calibrate the ECM. Refer to Procedure 019-032 in Section 19.





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:

FAULT CODE 153Intake Manifold 1 Temperature Sensor Circuit - Voltage Above Normal or Shorted

to High Source

Overview

CODE REASON EFFECT


Intake Manifold 1 Temperature Sensor Circuit - VoltageAbove Normal or Shorted to High Source. High signalvoltage detected at intake manifold air temperaturecircuit.

Possible white smoke. Fan will stay ON ifcontrolled by the ECM. No engineprotection for intake manifold airtemperature.

ISB, ISC, and ISL - Intake Manifold 1 Temperature Sensor Circuit

Circuit Description

The intake manifold temperature sensor is a variable resistor sensor and is used to measure the temperature of the air enteringthe intake manifold of the engine. The electronic control module (ECM) supplies 5 volts to the intake manifold temperature signalcircuit. The ECM monitors the change in voltage caused by changes in the resistance of the sensor to determine the intakemanifold temperature.

Component Location

The intake manifold air temperature sensor is located in the air intake manifold. Refer to Procedure 100-002 (Engine Diagrams) inSection F for a detailed component location view.




The ECM detects that the intake manifold temperature signal voltage is greater than 5.13-VDC for more than 1 second.


The ECM illuminates the amber CHECK ENGINE light immediately when the diagnostic runs and fails.A default value is used for the intake manifold temperature reading.



Shop Talk


The intake manifold air temperature sensor shares return wires in the engine harness with other sensors. Opens and shorts in theengine harness can cause multiple fault codes to be active. Check active fault codes with multiple counts first.


Open return circuit in the harness, connectors, or sensorOpen signal circuit or shorted to voltage source.





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:

FAULT CODE 154Intake Manifold 1 Temperature Sensor Circuit - Voltage Below Normal or Shorted

to Low Source

Overview

CODE REASON EFFECT


Intake Manifold 1 Temperature Sensor Circuit - VoltageBelow Normal or Shorted to Low Source. Low signalvoltage detected at intake manifold air temperature circuit.

Possible white smoke. Fan will stay ON ifcontrolled by ECM. No engine protectionfor intake manifold air temperature.

ISB, ISC, and ISL - Intake Manifold 1 Temperature Sensor Circuit

Circuit Description


Component Location

The intake manifold air temperature sensor is located in the air intake manifold. Refer to Procedure 100-002 (Engine Diagrams) inSection F for a detailed component location view.




The ECM detects that the intake manifold temperature signal voltage is less than 0.12-VDC for more than 1 second.


The ECM illuminates the amber CHECK ENGINE light immediately when the diagnostic runs and fails.A default value for the intake manifold temperature reading is used.



Shop Talk


The intake manifold temperature sensor shares return wires in the engine harness with other sensors. Opens and shorts in theengine harness can cause multiple fault codes to be active. Check fault codes with multiple counts first.


Signal circuit shorted to ground in the harnessSignal circuit shorted to return or ground in the sensor.





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FAULT CODE 155Intake Manifold 1 Temperature - Data Valid but Above Normal Operational Range

- Most Severe Level

Overview

CODE REASON EFFECT


Intake Manifold 1 Temperature - Data Valid butAbove Normal Operational Range - Most SevereLevel. Intake manifold air temperature signalindicates intake manifold air temperature aboveengine protection critical limit.

Progressive power and derate increasing inseverity from time of alert. If the EngineProtection Shutdown feature is enabled,engine will shut down 30 seconds after the redSTOP lamp starts flashing.

Intake Manifold 1 Pressure/Temperature Sensor Circuit

Circuit Description


This fault code indicates that the intake manifold temperature has exceeded the maximum engine protection limit.

Component Location





The ECM detects that the intake manifold temperature is above the maximum operating limits in the ECM calibration.


The ECM illuminates the red STOP ENGINE light immediately when the diagnostic runs and fails.The torque output of the engine will be reduced.Maximum engine operating speed will be decreased.The engine will be shut off if the Engine Protection Shutdown feature is enabled.



Shop Talk


The intake manifold air temperature sensor measures the temperature of the charge air as it passes through the intake manifold.Possible causes of this fault code include:

Restricted air flow through the charge air coolerUndersized charge air coolerHigh turbocharger compressor outlet temperatureFor marine engines verify the cooling water intake is not blocked or clogged with debris.




(08-fc155) Intake Manifold 1 Temperature - Data Valid but Above Normal Operational Range - Most Severe Level28 / 507



(08-fc155) Intake Manifold 1 Temperature - Data Valid but Above Normal Operational Range - Most Severe Level29 / 507

FAULT CODE 08-fc195Fault Code Path Selection

Is the coolant level sensor a 2-wiresensor?

Go to 08-fc195-2wire



Last Modified: 03-Jan-2008

Copyright© 2008Cummins, Inc.All rights reserved


(08-fc195) Coolant Level Sensor 1 Circuit Choice 30 / 507

:

FAULT CODE 195 - Two Wire SensorCoolant Level Sensor 1 Circuit - Voltage Above Normal or Shorted to High

Source

Overview

CODE REASON EFFECT


Coolant Level Sensor 1 Circuit - Voltage Above Normal or Shorted to High Source.High signal voltage detected at engine coolant level circuit.

None onperformance.

ISB, ISC and ISL with CM2150 - Engine Coolant Level Sensor 1 Circuit

Circuit Description

The coolant level sensor is a switch and is used to measure the level of the engine coolant in the radiator top tank. The coolantlevel sensor is immersed in the coolant and returns a different signal voltage when immersed in coolant versus being out ofcoolant. The electronic control module (ECM) supplies 5 volts to the coolant level signal circuit. The resistance of the enginecoolant level sensor changes based on the coolant level. The sensor resistance is between 5.4k ohms and 34k ohms when thesensor is submersed in coolant. The sensor resistance is between 333k ohms and 880k ohms when the sensor is not sumbersedin coolant. The ECM monitors the change in voltage caused by changes in the resistance of the sensor to determine the level ofthe engine coolant.

Component Location

The engine coolant level sensor is typically located in the radiator top tank or surge tank. Refer to the OEM troubleshooting andrepair manual for location.


This diagnostic runs continously when the keyswitch is in the ON position, or when the engine is running.


The ECM detects that the coolant level signal voltage is greater than 5.124-VDC for more than 20 seconds.


The ECM illuminates the amber CHECK ENGINE light immediately when the diagnostic runs and fails.No engine protection will be available for low coolant level.



Shop Talk



Open return or signal circuit in the harness, connectors, or sensorSignal wire shorted to sensor supply or battery voltage.





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:

FAULT CODE 195 - Three Wire SensorCoolant Level Sensor 1 Circuit - Voltage Above Normal or Shorted to High

Source

Overview

CODE REASON EFFECT


Coolant Level Sensor 1 Circuit - Voltage Above Normal or Shorted to High Source.High signal voltage detected at engine coolant level circuit.

None onperformance.


Circuit Description

The electronic control module (ECM) supplies a 5 volt supply to the engine coolant level sensor using a common sensor supplycircuit. The ECM also provides a ground on the sensor return circuit. The engine coolant level sensor provides a signal to theECM on the engine coolant level sensor signal circuit. This sensor signal voltage changes, based on the coolant level in theexpansion tank.

Component Location



This diagnostic runs continuously when the keyswitch is in the ON position, or when the engine is running.


The ECM detects that the coolant level signal voltage is greater than 4.5-VDC for more than 1 second.





Shop Talk



Open return circuit in the engine harness, connectors, or sensorSignal circuit shorted to sensor supply or battery voltageSensor supply circuit shorted to battery voltage.





(08-fc195-3wire) Coolant Level Sensor 1 Circuit - Voltage Above Normal or Shorted to High Source 32 / 507






Last Modified: 03-Dec-2008



(08-fc196) Coolant Level Sensor 1 Circuit Choice 33 / 507

:

FAULT CODE 196 - Two Wire SensorCoolant Level Sensor 1 Circuit - Voltage Below Normal or Shorted to Low Source

Overview

CODE REASON EFFECT


Coolant Level Sensor 1 Circuit - Voltage Below Normal or Shorted to Low Source. Lowsignal voltage detected at the engine coolant level circuit.

None onperformance.


Circuit Description

The engine coolant level sensor is a switch and is used to measure the level of the engine coolant in the radiator top tank. Thecoolant level sensor is immersed in the coolant and returns a different signal voltage when immersed in coolant versus being outof coolant. The electronic control module (ECM) supplies 5 volts to the coolant level signal circuit. The resistance of the enginecoolant level sensor changes based on the coolant level. The sensor resistance is between 5.4k ohms and 34k ohms when thesensor is submersed in coolant. The sensor resistance is between 333k ohms and 880k ohms when the sensor is not submersedin coolant. The ECM monitors the change in voltage caused by changes in the resistance of the sensor to determine the level ofthe engine coolant.

Component Location





The ECM detects that the coolant level signal voltage is less than 0.258-VDC for more than 20 seconds.





Shop Talk



Signal circuit shorted to ground or return in the harness, sensor, or connectors.





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FAULT CODE 196 - Three Wire SensorCoolant Level Sensor 1 Circuit - Voltage Below Normal or Shorted to Low Source

Overview

CODE REASON EFFECT


Coolant Level Sensor 1 Circuit - Voltage Below Normal or Shorted to Low Source. Lowsignal voltage detected at engine coolant level circuit.

None onperformance.

ISB, ISC and ISL with CM2150 - Coolant Level Sensor 1 Circuit

Circuit Description

The electronic control module (ECM) provides a 5 volt supply to the engine coolant level sensor using a common sensor SUPPLYcircuit. The ECM also provides a ground on the sensor RETURN circuit. The engine coolant level sensor provides a signal to theECM on the engine coolant level sensor SIGNAL circuit. This sensor signal voltage changes based on the coolant level in theexpansion tank.

Component Location





The ECM detects that the coolant level signal voltage is less than 0.5-VDC for more than 1 second.





Shop Talk

Verify the electronic control module (ECM) calibration is correct. Check the calibration revision history found on QuickServe™Online for applicable fixes to the calibration stored in the ECM. If necessary, calibrate the ECM. Refer to Procedure 019-032 inSection 19.


Open signal circuit in the engine harness, connectors, or sensorSignal circuit shorted to ground in the engine harness, connector, or sensorDamaged sensor.





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FAULT CODE 197Coolant Level - Data Valid but Below Normal Operational Range - Moderately

Severe Level

Overview

CODE REASON EFFECT


Coolant Level - Data Valid but Below NormalOperational Range - Moderately Severe Level. Lowengine coolant level detected.

Power derate and possible engine shutdown if the Engine Protection Shutdownfeature is enabled.

ISB, ISC, and ISL with CM2150 - Electronic Control Module

Circuit Description

The coolant level sensor is a switch and is used to measure the level of the engine coolant in the radiator top tank. The coolantlevel sensor is immersed in the coolant and returns a different signal voltage when immersed in coolant, versus being out ofcoolant. The electronic control module (ECM) supplies 5 volts to the coolant level signal circuit. The resistance of the enginecoolant level sensor changes, based on the coolant level. The ECM monitors the change in voltage caused by changes in theresistance of the sensor to determine the level of the engine coolant.

Component Location

The engine coolant level sensor is typically located in the radiator top tank or surge tank. Refer to the OEM troubleshooting andrepair manual for the location.




The ECM detects that the coolant level is below the normal operating limit.


The ECM illuminates the amber CHECK ENGINE light after 20 seconds when low engine coolant level has been detected.The torque output of the engine will be reduced.Exhaust gas recirculation (EGR) valve operation will be disabled.


The ECM will turn off the amber CHECK ENGINE light immediately after 20 seconds of detecting the correct engine coolant level.

Shop Talk


This fault code goes active when the coolant level inside the radiator top tank or surge tank drops below the sensor level. Fill thetop tank with coolant.





(08-fc197) Coolant Level - Data Valid but Below Normal Operational Range - Moderately Severe Level36 / 507

:

FAULT CODE 221Barometric Pressure Sensor Circuit - Voltage Above Normal or Shorted to High

Source

Overview

CODE REASON EFFECT


Barometric Pressure Sensor Circuit - Voltage Above Normal or Shorted to High Source.High signal voltage detected at barometric pressure circuit.

Enginepowerderate.

ISB - Barometric Pressure Sensor Circuit

ISC and ISL - Barometric Pressure Sensor Circuit

Circuit Description

The ambient air pressure sensor responds to pressure changes in the atmospheric pressure. The pressure changes occur basedon elevation that the engine is presently operating at. The ambient air pressure sensor has a 5 volt supply circuit, a sensor signalvoltage, and a return circuit.

The electronic control module (ECM) provides a 5 volt supply to the ambient air pressure sensor on the sensor supply 1 circuit.The ECM also provides a ground on the sensor return circuit. The ambient air pressure sensor provides a signal to the ECM onthe ambient air pressure sensor signal circuit. This sensor signal voltage changes, based on the pressure of the atmosphere. TheECM will detect a low signal voltage when the vehicle is operating at high altitudes. The ECM will detect a high signal voltage whenthe vehicle is operating at sea level.

Component Location

The barometric pressure sensor is mounted on the main branch of the engine harness near the ECM. Refer to Procedure 100-002(Engine Diagrams) in Section F for a detailed component location view.


This diagnostic runs continuously when the keyswitch is in th ON position.


The ECM detects that the ambient air pressure signal voltage is greater than 4.75-VDC for more than 16 seconds.


The ECM illuminates the amber CHECK ENGINE light immediately when the diagnostic runs and fails.A default value of the ambient pressure reading is used.



Shop Talk


The barometric pressure sensor shares supply and return wires in the engine harness with other sensors. Opens and shorts in theengine harness can cause multiple fault codes to be active. Before troubleshooting Fault Code 221, check for multiple faults.


Open return circuit in the harness, connectors, or sensorSignal circuit shorted to sensor supply or battery voltage.



(08-fc221) Barometric Pressure Sensor Circuit - Voltage Above Normal or Shorted to High Source 37 / 507




(08-fc221) Barometric Pressure Sensor Circuit - Voltage Above Normal or Shorted to High Source 38 / 507

:

FAULT CODE 222Barometric Pressure Sensor Circuit - Voltage Below Normal or Shorted to Low

Source

Overview

CODE REASON EFFECT


Barometric Pressure Sensor Circuit - Voltage Below Normal or Shorted to Low Source.Low signal voltage detected at barometric pressure circuit.

Enginepowerderate.

ISB with CM2150 - Barometric Pressure Sensor Circuit

ISC and ISL with CM2150 - Barometric Pressure Sensor Circuit

Circuit Description

The electronic control module (ECM) provides a 5 volt supply to the ambient air pressure sensor on the sensor supply 1 circuit.The ECM also provides a ground on the sensor return circuit. The ambient air pressure sensor provides a signal to the ECM onthe ambient air pressure sensor signal circuit. This sensor signal voltage changes, based on the pressure of the atmosphere. TheECM will detect a low signal voltage when the vehicle is operating at high altitudes. The ECM will detect a high signal voltage whenthe vehicle is operating at sea level.

Component Location

The barometric pressure sensor is mounted on the main branch of the engine harness near the ECM.Refer to Procedure 100-002(Engine Diagrams) in Section F for a detailed component location view.




The ECM detects that the ambient air pressure signal voltage is less than 0.25-VDC for more than 16 seconds.





Shop Talk


The barometric pressure sensor shares supply and return wires in the engine harness with other sensors. Opens and shorts in theengine harness can cause multiple fault codes to be active. Before troubleshooting Fault Code 222, check for multiple faults.


Signal circuit open or shorted to ground in the engine harness or sensorSupply line open or shorted to ground.




(08-fc222) Barometric Pressure Sensor Circuit - Voltage Below Normal or Shorted to Low Source 39 / 507



(08-fc222) Barometric Pressure Sensor Circuit - Voltage Below Normal or Shorted to Low Source 40 / 507

:

FAULT CODE 234Engine Crankshaft Speed/Position - Data Valid but Above Normal Operational

Range - Most Severe Level

Overview

CODE REASON EFFECT


Engine Crankshaft Speed/Position - Data Valid but Above NormalOperational Range - Most Severe Level. Engine speed signal indicatesengine speed above engine protection limit.

Fuel injection disabled untilengine speed falls belowthe overspeed limit.

Camshaft Position Sensor and Engine Speed Sensor Circuit

Circuit Description

The crankshaft position and camshaft position sensors are hall effect type sensors. The electronic control module (ECM) providesa 5 volt supply to the position sensor and a return circuit. As the teeth on the crankshaft speed ring or the dimples in the back ofthe camshaft gear move past the position sensor, a signal is generated on the position sensor signal circuit. The ECM interpretsthis signal and converts it to an engine speed. A missing tooth on the crankshaft gear is used to determine the position of theengine by the ECM.

Component Location

The crankshaft speed sensor is located on the intake side of the engine near the number 6 cylinder at the crankshaft centerline.The camshaft speed sensor is located below the fuel pump in the back of the gear housing. Refer to Procedure 100-002 (EngineDiagrams) in Section F for a detailed component location view.


This diagnostic runs when the engine is running.


The ECM detects that the engine speed has exceeded the calibration limit for excessive engine speed.


Fueling to the engine is stopped until the engine speed drops to normal operating speeds.


The ECM will turn off the red STOP ENGINE light immediately after the engine speed drops to normal operating speeds.

Shop Talk



External fuel sources drawn into the intake air passageReverse powering (motoring) of the engineTampering of the engine speed/position sensors

Inspect the intake manifold for sources of flammable vapors. Check the turbocharger seals to verify that there are no oil leaks.Inspect the engine speed/position sensors for damage or tampering.





(08-fc234) Engine Crankshaft Speed/Position - Data Valid but Above Normal Operational Range - Most Severe Level41 / 507


(08-fc234) Engine Crankshaft Speed/Position - Data Valid but Above Normal Operational Range - Most Severe Level42 / 507

:

FAULT CODE 238Sensor Supply 3 Circuit - Voltage Below Normal or Shorted to Low Source

Overview

CODE REASON EFFECT

Fault Code: 238PID: S232SPN: 3511FMI: 4/4LAMP: AmberSRT:

Sensor Supply 3 Circuit - Voltage Below Normal or Shorted to Low Source. Lowvoltage detected on the +5 volt sensor supply circuit to the engine speedsensor.

Possible hardstarting and roughrunning.

ISB, ISC, ISL with CM2150 - Engine Speed Sensor Supply 3 Circuit

Circuit Description

The sensor supply 3 circuit provides 5 volt supply to the primary engine speed/position sensor.

Component Location

The engine speed sensor is located in the lower portion of the front cover on the intake side of the engine. Refer to Procedure100-002 (Engine Diagrams) in Section F for a detailed component location view.




The electronic control module (ECM) detects that the sensor supply 3 signal voltage is less than 4.75-VDC for more than 1second.


The ECM illuminates the amber CHECK ENGINE light immediately when the diagnostic runs and fails.The backup engine speed sensor will be used by the ECM for the engine speed signal.



Shop Talk


The ECM monitors the voltage level on the engine speed sensor +5 volt supply circuit. If the voltage falls below a limit which can becalibrated, then this fault is recorded.

Possible causes of this fault code are a short circuit to ground in the engine harness, sensor, or ECM.





(08-fc238) Sensor Supply 3 Circuit - Voltage Below Normal or Shorted to Low Source 43 / 507

:

FAULT CODE 239Sensor Supply 3 Circuit - Voltage Above Normal or Shorted to High Source

Overview

CODE REASON EFFECT


Sensor Supply 3 Circuit - Voltage Above Normal or Shorted to High Source.High voltage detected at sensor supply number 3 circuit.

Possible hard startingand rough running.

ISB, ISC, and ISL - Sensor Supply 3 Circuit

Circuit Description

The sensor supply 3 circuit provides 5 volt supply to the primary engine speed/position sensor.

Component Location

The sensor supply 3 is located in the ECM. The supply voltage is spliced off in the engine harness to each sensor it supports.




The ECM detects that the sensor supply 3 signal voltage is more than 5.2-VDC for more than 1 second.


The ECM illuminates the amber CHECK ENGINE light immediately when the diagnostic runs and fails.The backup engine speed sensor will be used by the ECM for the engine speed signal.



Shop Talk


High voltage on the (+) 5 volt supply wire can be caused by a short to battery voltage in the engine harness or connectors, or adamaged ECM.





(08-fc239) Sensor Supply 3 Circuit - Voltage Above Normal, or Shorted to High Source 44 / 507

:

FAULT CODE 241Wheel-Based Vehicle Speed - Data Erratic, Intermittent, or Incorrect

Overview

CODE REASON EFFECT


Wheel-Based Vehicle Speed - DataErratic, Intermittent, or Incorrect. TheECM lost the vehicle speed signal.

Engine speed limited to Maximum Engine Speed withoutVSS parameter value. Cruise control, Gear-DownProtection, and Road Speed Governor will not work.

ISB, ISC, ISL with CM2150 - Vehicle Speed Sensor Circuit

Circuit Description

The vehicle speed sensor senses the speed of the tailshaft gear on the vehicle's transmission. This speed signal is thentransmitted to the engine electronic control module (ECM) and converted into a vehicle speed.

Component Location

The vehicle speed sensor is located in the rear of the vehicle transmission. Refer to the original equipment manufacturer (OEM)troubleshooting and repair manual.


This diagnostic runs continuously when the vehicle is in motion.


The ECM detects a loss of vehicle speed when other engine operating conditions indicate that the vehicle should be in motion.


The ECM illuminates the amber CHECK ENGINE light immediately when the diagnostic runs and fails.The engine speed operating range is limited to the adjustable parameter “Maximum Engine Speed without VSS”.


The ECM detects a valid engine speed signal from the vehicle speed sensor.The ECM will turn off the amber CHECK ENGINE light immediately after the diagnostic runs and passes.

Shop Talk


There are multiple types of vehicle speed sensors. Various types include magnetic pickup, data link, digital, and tachograph. Referto the OEM for the specific type installed on the vehicle.

This fault is set active when the ECM loses a vehicle speed signal when other engine conditions indicate the vehicle is moving.The fault can also become active if there is a series of clutch, service brake. or throttle movements with no vehicle movement. Thefault is set inactive when the ECM receives a vehicle speed signal greater than zero.

Since the vehicle speed sensor is an OEM installed component, this troubleshooting procedure will not catch all malfunctions ofthe circuit due to components not under Cummins Inc. control. Sensor resistance values, data link speed sensors, andtachographs are not fully covered under this procedure. For more information on those components, please refer to the OEMtroubleshooting and repair manual.





(08-fc241) Wheel-Based Vehicle Speed - Data Erratic, Intermittent or Incorrect 45 / 507

:

FAULT CODE 242Wheel-Based Vehicle Speed Sensor Circuit Tampering Has Been Detected -

Abnormal Rate of Change

Overview

CODE REASON EFFECT


Wheel-Based Vehicle Speed Sensor CircuitTampering Has Been Detected - Abnormal Rate ofChange. Signal indicates an intermittentconnection or VSS tampering.

Engine speed limited to maximum engine speedwithout VSS parameter value. Cruise Control,Gear-down Protection, and Road SpeedGovernor will not work.

ISB, ISC and ISL with CM2150 - Vehicle Speed Sensor Circuit

Circuit Description

The vehicle speed sensor senses the speed of the tailshaft gear on the vehicle's transmission. This speed signal is thentransmitted to the engine electronic control module (ECM) and converted into a vehicle speed.

Component Location

The vehicle speed sensor is located in the rear of the vehicle transmission.


The adjustable parameter “VSS Anti-Tampering” must be enabled.This diagnostic runs continuously when the vehicle is in motion if the feature is enabled.


The ECM detects a tampering event of the vehicle speed signal.


The ECM illuminates the amber CHECK ENGINE light immediately when the diagnostic runs and fails.The engine speed operating range is limited to the adjustable parameter “Maximum Engine Speed without VSS”.Cruise Control, Gear-down Protection, and Road Speed Governor features will be disabled.


The ECM detects a valid engine speed signal from the vehicle speed sensor.The keyswitch must be turned ON, and the vehicle speed and engine speed must be 0 for 30 seconds.

Shop Talk


Verify that the feature settings for the vehicle speed sensor anti-tampering (Fault Code 242), application type and automatictransmission are set correctly. If any of these are set incorrectly for the specific vehicle and application, Fault Code 242 couldoccur erroneously.

Driving techniques such as driving for extended periods of time in lower gears can log Fault Code 242. Fault Code 242 can belogged if the driver attempts to defeat the road speed governor by repeatedly cycling the keyswitch.

Once the speed signal has been restored the fault code will go inactive once the keyswitch is on for 30 seconds and the ECMsenses zero vehicle and engine speed.





(08-fc242) Wheel-Based Vehicle Speed Sensor Circuit Tampering Has Been Detected - Abnormal Rate of Change46 / 507


(08-fc242) Wheel-Based Vehicle Speed Sensor Circuit Tampering Has Been Detected - Abnormal Rate of Change47 / 507

:

FAULT CODE 245Fan Control Circuit - Voltage Below Normal or Shorted to Low Source

Overview

CODE REASON EFFECT


Fan Control Circuit - Voltage Below Normal or Shorted to Low Source.Low signal voltage detected at the fan control circuit when commandedON.

The fan can possibly stayon continuously or not runat all.

ISB, ISC and ISL with CM2150 - Fan Control Circuit

Circuit Description

The fan control circuit is a device used by the engine to control the fan operation. When the electronic control module (ECM)energizes the fan control circuit, the engine fan is engaged.

The fan control circuit utilizes a Pulse Width Modulated (PWM) signal. A PWM signal is pulsed voltage signal between 0-VDC andsystem voltage. The frequency of the pulsed voltage signal is dependent on the application requirement.

There are two types of fans supported by the fan control circuit; variable speed and ON/OFF. INSITE™ electronic service tool canbe used to determine which fan type is currently set up for use. The fan control circuit varies by the OEM. Certain OEMs may usea solenoid return that is wired to the ECM or can use a return that goes to engine block or chassis ground.

Component Location

The control solenoid location varies by OEM. Refer to the appropriate OEM troubleshooting and repair manual to determine thelocation.


This diagnostic runs when the keyswitch is in the ON position and when the pulse width modulated (PWM) device is gettingenergized or de-energized. In some cases the diagnostics can also run at some fixed intervals.


The fan control circuit PWM signal is not detected to be system voltage when the PWM signal is turned ON.


The ECM illuminates the amber CHECK ENGINE light immediately when the diagnostic runs and fails.The fan will not be enabled.


The ECM will turn off the amber CHECK ENGINE light and the fault code state will become inactive immediately after the diagnosticruns and passes. The fault code can also be cleared by using the INSITE™ electronic service tool.

Shop Talk


The fan control logic can be adjusted with INSITE™ electronic service tool. There are two choices: 12 or 24 volts ON, or 0 voltsON. For proper fan operation, the fan control logic setup with INSITE™ electronic service tool must match the hardwareconfiguration on the vehicle.

This fault code is logged when the ECM commands 12 or 24 VDC to the fan control solenoid, but the voltage on the fan controlsignal circuit is less than 12 or 24 VDC. The low voltage on the signal circuit usually indicates a short circuit to ground in theharness or solenoid.

If Fault Code 245 is still active after completing the following troubleshooting steps, consult the OEM troubleshooting and repairmanual for procedures to check the fan control circuit for a short circuit to ground.


(08-fc245) Fan Control Circuit - Voltage Below Normal or Shorted to Low Source 48 / 507





(08-fc245) Fan Control Circuit - Voltage Below Normal or Shorted to Low Source 49 / 507

:

FAULT CODE 249Ambient Air Temperature Sensor 1 Circuit - Voltage Above Normal or Shorted to

High Source

Overview

CODE REASON EFFECT


Ambient Air Temperature Sensor 1 Circuit - Voltage Above Normal or Shorted to HighSource. High signal voltage detected at ambient air temperature circuit.

None onperformance.

ISB - Ambient Air Temperature Sensor 1 Circuit

ISC and ISL - Ambient Air Temperature Sensor 1 Circuit

Circuit Description

The ambient air temperature sensor 1 is a variable resistor sensor and is used to measure the temperature of the air entering theturbocharger compressor inlet of the engine. The electronic control module (ECM) supplies 5 volts to the ambient air temperaturesignal circuit. The ECM monitors the change in voltage caused by changes in the resistance of the sensor to determine theambient air temperature.

Component Location

The ambient air temperature sensor is located in the air intake. Refer to Procedure 100-002 (Engine Diagrams) in Section F for adetailed component location view.




The ECM detects that the ambient air temperature signal voltage is greater than 5.13-VDC for more than 1 second.


The ECM illuminates the amber CHECK ENGINE light immediately when the diagnostic runs and fails.A default value for the ambient air temperature reading is used.



Shop Talk


The ambient air temperature sensor shares return wires in the engine harness with other sensors. Opens and shorts in the engineharness can cause multiple fault codes to be active. Check active fault codes with multiple counts first.


Open return circuit in the harness, connectors, or sensorOpen signal circuit or shorted to voltage source.





(08-fc249) Ambient Air Temperature Sensor 1 Circuit - Voltage Above Normal or Shorted to High Source50 / 507


(08-fc249) Ambient Air Temperature Sensor 1 Circuit - Voltage Above Normal or Shorted to High Source51 / 507

:

FAULT CODE 252Engine Oil Level - Data Erratic, Intermittent, or Incorrect

Overview

CODE REASON EFFECT

Fault Code: 252PID: P98SPN: 98FMI: 2LAMP: AmberSRT:

Engine Oil Level - Data Erratic, Intermittent, or Incorrect. An intermittentsignal is being received from the oil level sensor.

Oil level sensoroperation will bedisabled.

ISB, ISC, and ISL - Oil Level Sensor Circuit

Circuit Description

The oil level sensor will monitor the oil fluid level in the oil pan at key-on. The oil level sensor will not monitor the oil level after theengine is started or when the engine speed is greater than 0 rpm. During engine key-on, if the oil level sensor detects a critical lowoil level, then the amber CHECK ENGINE lamp will blink for 30 seconds and a fault code will be logged. If an operator observes ablinking amber CHECK ENGINE lamp at key-on, the operator must check the engine oil level with the manual dipstick.

The oil level sensor provides the ECM with a pulse width modulated (PWM) signal. Within this signal, the oil level sensor transmitsthe engine oil level reading, oil temperature, and fault code information from the oil level sensor.

Component Location

The oil level sensor is located on the left side of the engine on the front part of the dipstick port. Refer to Procedure 100-002(Engine Diagrams) in Section F for a detailed component location view.




A valid PWM message is not received from the oil level sensor within the required time limits at initial key-on.


The ECM illuminates the amber CHECK ENGINE light immediately when the diagnostic runs and fails.The oil level sensor operation will be disabled.


The ECM will turn off the amber CHECK ENGINE light and enable oil level sensor operation immediately after a valid PWM signal isreceived from the oil level sensor.

Shop Talk



The oil level sensor is not receiving power from the ECM. This could be caused by an open circuit in the power supply orlow voltage supplied by the primary engine ECMOpen return circuit on the oil level sensor circuit between the engine ECM and the oil level sensorOpen or short circuit on the oil level sensor signal circuit between the ECM and oil level sensorA damaged oil level sensor.





(08-fc252) Engine Oil Level - Data Erratic, Intermittent, or Incorrect 52 / 507


(08-fc252) Engine Oil Level - Data Erratic, Intermittent, or Incorrect 53 / 507

:

FAULT CODE 253Engine Oil Level - Data Valid But Below Normal Operational Range - Most Severe

Level

Overview

CODE REASON EFFECT

Fault Code: 253PID: P98SPN: 98FMI: 1LAMP: RedSRT:

Engine Oil Level - Data Valid But Below Normal OperationalRange - Most Severe Level. Very low oil level has beendetected by the oil level sensor.

The engine may derate. Possiblelow oil pressure, possible severeengine damage.

ISB, ISC and ISL with CM2150 - Engine Oil Level Sensor Circuit

Circuit Description

An algorithm in the electronic control module (ECM) calibration monitors engine oil level while the ECM is keyed on and no enginespeed is detected. If the engine oil level falls below a certain threshold, the ECM will activate Fault Code 253.

Component Location

The engine oil level sensor is located on the engine oil dipstick, on the air intake side of the engine. Refer to Procedure 100-002(Engine Diagrams) in Section F for a detailed component location view.


This diagnostic runs when the keyswitch is in the ON position and the engine speed is 0 rpm.


The engine oil level is detected to be very low at key-on.


The ECM illuminates the red STOP ENGINE lamp immediately when the diagnostic runs and fails.


The ECM will turn off the red STOP ENGINE lamp and the fault code state will become inactive immediately after the diagnosticruns and passes. The fault code can also be cleared using INSITE™ electronic service tool.

Shop Talk


If inactive counts of Fault 253 are logged in the ECM, it could be possible that the engine was running or keyed on while tilted atan angle severe enough to cause this fault to be triggered.

Other causes of fault code 253 may include:

The engine may not have been filled to proper capacity during the most recent oil changeExternal engine oil leaks (oil leaking onto the ground)Internal engine oil leaks (oil leaking into the fuel system or cooling system)High engine oil consumption/power cylinder failure (check for abnormally high blowby when the engine is loaded).





(08-fc253) Engine Oil Level - Data Valid but Below Normal Operational Range - Most Severe Level 54 / 507

:

FAULT CODE 256Ambient Air Temperature Sensor 1 Circuit - Voltage Below Normal or Shorted to

Low Source

Overview

CODE REASON EFFECT


Ambient Air Temperature Sensor 1 Circuit - Voltage Below Normal or Shorted to LowSource. Low signal voltage detected at the ambient air temperature circuit.

None onperformance.


ISC and ISL - Barometric Pressure Sensor Circuit

Circuit Description

The ambient air temperature sensor is a variable resistor sensor and is used to measure the temperature of the air entering theturbocharger compressor inlet of the engine. The electronic control module (ECM) supplies 5 volts to the ambient air temperaturesignal circuit. The ECM monitors the change in voltage caused by changes in the resistance of the sensor to determine theambient air temperature.

Component Location

The ambient air temperature sensor is located in the air intake. Refer to Procedure 100-002 (Engine Diagrams) in Section F for adetailed component location view.




The ECM detects that the ambient air temperature signal voltage is less than 0.12-VDC for more than 1 second.


The ECM illuminates the amber CHECK ENGINE light immediately when the diagnostic runs and fails.A default value for the ambient air temperature reading is used.



Shop Talk


The ambient air temperature sensor shares return wires in the engine harness with other sensors. Opens and shorts in the engineharness can cause multiple fault codes to be active. Check fault codes with multiple counts first.


Signal circuit shorted to ground in the harnessSignal circuit shorted to return or ground in the sensor.





(08-fc256) Ambient Air Temperature Sensor Circuit 55 / 507


(08-fc256) Ambient Air Temperature Sensor Circuit 56 / 507

:

FAULT CODE 271Fuel Pump Pressurizing Assembly 1 Circuit - Voltage Below Normal or Shorted to

Low Source

Overview

CODE REASON EFFECT

Fault Code: 271PID: S126SPN: 1347FMI: 4LAMP: AmberSRT:

Fuel Pump Pressurizing Assembly 1 Circuit - Voltage BelowNormal or Shorted to Low Source. Low signal voltagedetected at the fuel pump actuator circuit.

Engine will run poorly at idle. Enginewill have low power. Fuel pressure willbe higher than commanded.

ISB, ISC and ISL with CM2150 - Fuel Pump Actuator Circuit

Circuit Description

The circuit is a pulse width modulated (PWM) driver in the electronic control module (ECM) that controls the electronic fuel controlactuator. The actuator is grounded in the ECM. The actuator is normally open. The PWM duty cycle to the electronic fuel controlactuator depends on the difference between desired rail pressure and sensed rail pressure.

Component Location

The fuel pump actuator is located on the engine-mounted fuel pump. The engine wiring harness and the ECM are othercomponents in the circuit that can cause this fault code. Refer to Procedure 100-002 (Engine Diagrams) in Section F for a detailedcomponent location view.




The fuel pump actuator circuit PWM signal is not detected to be system voltage when the PWM signal is turned on.


The ECM illuminates the amber CHECK ENGINE light immediately when the diagnostic runs and fails.Fuel rail pressure will be higher than the commanded rail pressure.



Shop Talk


This fault becomes active when the ECM detects a short circuit in the electronic fuel control actuator circuit. Causes for this faultcode are short circuit to ground or low resistance (fuel control actuator coil is shorted internally) in the circuit for the fuel pumpactuator. When excessive current or a short circuit is detected, the ECM driver to the fuel control actuator is turned off to protectthe circuit. It is necessary to cycle the keyswitch OFF and then back ON before the ECM will test again for the cause of the faultcode. The ECM driver is enabled at key-on; if the cause is no longer present, the fault code will become inactive and can becleared. If the fault code is intermittent, look for causes of an intermittent short to ground in the wiring harness or connectors.

Fault Code 2311 can have high counts if the fault condition is or was intermittent.





(08-fc271) Fuel Pump Pressurizing Assembly 1 Circuit - Voltage Below Normal or Shorted to Low Source57 / 507

:

FAULT CODE 272Fuel Pump Pressurizing Assembly 1 Circuit - Voltage Above Normal or Shorted to

High Source

Overview

CODE REASON EFFECT

Fault Code: 272 PID: S126SPN: 1347FMI: 3LAMP: AmberSRT:

Fuel Pump Pressurizing Assembly 1 Circuit - Voltage Above Normal or Shortedto High Source. High signal voltage or open circuit detected at the fuel pumpactuator circuit.

Engine will not runor engine will runpoorly.

ISB, ISC and ISL with CM2150 - Fuel Pump Actuator Circuit

Circuit Description

The circuit is a pulse with modulation (PWM) driver in the electronic control module (ECM) that controls the fuel pump actuator.The actuator is grounded in the ECM. The actuator is normally open. The PWM duty cycle to the fuel pump actuator depends onthe difference between desired rail pressure and sensed rail pressure.

Component Location

The fuel pump actuator is located on engine-mounted fuel pump housing. The engine wiring harness and the ECM are othercomponents in the circuit that can cause this fault code. Refer to Procedure 100-002 (Engine Diagrams) in Section F for a detailedcomponent location view.




The fuel pump actuator circuit PWM signal is detected to be greater than 0-VDC when the PWM signal is turned off by the ECM.





Shop Talk


This fault becomes active when the ECM detects an open in the fuel pump actuator circuit. Causes of this fault code are a shortcircuit to a positive voltage or an open circuit in the fuel pump actuator circuit. If there is high harness resistance or an intermittentopen circuit, Fault Code 2311 can have high inactive counts. If the fault code is intermittent, look for causes of an intermittent opencircuit such as loose pins and bad connections. If the fault code is intermittent, look closely for loose wire connections at the ECMconnector. Also, if the fault code is intermittent, wiggle the harness and the electronic fuel control.





(08-fc272) Fuel Pump Pressurizing Assembly 1 Circuit - Voltage Above Normal or Shorted to High Source58 / 507

:

FAULT CODE 281Fuel Pump Pressurizing Assembly 1 - Mechanical System Not Responding

Properly or Out of Adjustment

Overview

CODE REASON EFFECT

Fault Code: 281PID: S126SPN: 1347FMI: 7LAMP: YellowSRT:

Fuel Pump Pressurizing Assembly 1 - Mechanical System NotResponding Properly or Out of Adjustment

Engine will not run orpossible low power.

High Pressure Pump

Circuit Description

The fuel pump contains two barrel and plunger assemblies; each barrel and plunger assembly utilizes an inlet and outlet checkvalve. Fuel at gear pump pressure is metered through the fuel pump actuator and unseats one of the two inlet check valves as thefuel at gear pump pressure enters the pumping chamber. As the pumping plunger begins its upward motion, the pressure in thepumping chamber increases rapidly and the inlet check valve is closed. As pressure reaches accumulator pressure, the outletcheck valve is opened. As the plunger travels upward, fuel exits past the outlet check valve and pressurizes the fuel rail.

Component Location

The fuel pump is located on the backside of the gear housing. The barrel and plunger and check valve assemblies are part of thefuel pump head sub-assembly.




This fault code is set active when a pumping imbalance is detected between the two high-pressure plungers inside the fuel pump.


The ECM illuminates the amber CHECK ENGINE light immediately when the diagnostic runs and fails.


When the ECM detects that the pumping imbalance has been corrected, the fault code is set inactive.

Shop Talk


Fault Code 281 will most likely come active while operating at a steady state loaded condition. At this condition, commanded fuelpressures are highest and the pump's pressure balance is affected the most.

If a high pressure seal has failed, pump head drain flow will be excessive. If seal damage has progressed far enough, the enginemay not start because of an inability to develop fuel rail pressure.

If the engine will not start, there are two indications that the pump head has malfunctioned:

The drain flow will be excessive. This can be measured while cranking the engine. Use the following procedure in the ISCand ISL CM2150 Service Manual, Bulletin 4021569. Refer to Procedure 005-227 in Section 5. Use the following procedurein the ISLe CM2150 Service Manual, Bulletin 4021630. Refer to Procedure 005-227 in Section 5.The pumping plungers are broken or mechanically stuck. This can be checked by visual inspection. Use the followingprocedure in the ISC and ISL CM2150 Service Manual, Bulletin 4021569. Refer to Procedure 005-227 in Section 5. Use thefollowing procedure in the ISLe CM2150 Service Manual, Bulletin 4021630. Refer to Procedure 005-227 in Section 5.

If the engine oil level is rising due to the oil and Fault Code 281 is active, the pump head has malfunctioned and must bereplaced.


(08-fc281) Fuel Pump Pressurizing Assembly 1 - Mechanical System Not Responding Properly or Out of Adjustment59 / 507

replaced.





(08-fc281) Fuel Pump Pressurizing Assembly 1 - Mechanical System Not Responding Properly or Out of Adjustment60 / 507

:

FAULT CODE 285SAE J1939 Multiplexing PGN Timeout Error - Abnormal Update Rate

Overview

CODE REASON EFFECT


SAE J1939 Multiplexing PGN Timeout Error - Abnormal UpdateRate. The ECM expected information from a multiplexed device butdid not receive it soon enough or did not receive it at all.

One or more multiplexeddevices will not operateproperly. One or moresymptoms will occur.

ISB, ISC and ISL with CM2150 - SAE J1939 Multiplexing Circuit

Circuit Description

Normally, switches, accelerators and other components are connected to the engine electronic control module (ECM) directlythrough individual wires. Multiplexing allows those same components to be hard wired to an original equipment manufacturer(OEM) vehicle electronic control unit (VECU) or transmission electronic control unit (ECU) in the cab. Then component values andstates from components such as sensors, accelerators and switches can be transmitted from the OEM VECU to the Cummins®engine ECM over the SAE J1939 Data link.

Messages sent from OEM VECUs or transmission ECUs are received by the Cummins® engine ECM and used for controlling theengine. The Cummins® engine ECM and OEM VECUs must be configured properly so that proper operation of the multiplexedcomponents will occur.

Component Location

The engine ECM is located on the intake side of the engine. Refer to Procedure 100-002 (Engine Diagrams) in Section F for adetailed component location view.

The J1939 Data link wiring and VECU location varies by OEM. Refer to the OEM troubleshooting and repair manual.




The ECM does not receive a valid J1939 message from a multiplexed device for more than 1 second.

The ECM detects an open or short circuit condition in the J1939 Data link harness.


The ECM illuminates the amber CHECK ENGINE light immediately when the diagnostic runs and fails.The ECM will use a default state as an input for the multiplexed device.



Shop Talk

Verify the electronic control module (ECM) calibration is correct. Check the calibration revision history found on QuickServe™Online for applicable fixes to the calibration stored in the ECM. If necessary, recalibrate the ECM. Refer to Procedure 019-032(ECM Calibration Code) in Section 19 in the corresponding Troubleshooting and Repair Manual for the engine being serviced.

When this fault code is active, some multiplexed devices may not function as desired.

This fault can occur for the following reasons:

When the ECM is set up properly (components enabled and OEM VECU source addressed correctly) to receive informationfrom an OEM VECU, but the OEM VECU is actually transmitting a message that says that component is not available formultiplexing. This can be caused when a multiplexed component is enabled in the Cummins® ECM, but the OEM VECUsource address of the VECU transmitting the component message is incorrect in the Cummins® ECM, or the OEM VECU isnot set up to transmit the multiplexed component message.


(08-fc285) SAE J1939 Multiplexing PGN Timeout Error - Abnormal Update Rate 61 / 507

This fault can also be caused by a malfunctioning J1939 Data link connection between the OEM VECU and Cummins® ECM,a malfunctioning connection between the component and the OEM VECU, malfunctioning OEM VECU or malfunctioningCummins® ECM. It may be necessary to contact the OEM for proper multiplexing configuration.

It is possible to use INSITE™ electronic service tool to monitor multiplexed components.





(08-fc285) SAE J1939 Multiplexing PGN Timeout Error - Abnormal Update Rate 62 / 507

:

FAULT CODE 286SAE J1939 Multiplexing Configuration Error - Out of Calibration

Overview

CODE REASON EFFECT


SAE J1939 Multiplexing Configuration Error - Out of Calibration. The ECMexpected information from a multiplexed device but only received a portionof the necessary information.

At least onemultiplexed device willnot operate properly.

ISB, ISC and ISL with CM2150 - SAE J1939 Multiplexing Configuration

Circuit Description

Normally, switches, accelerators and other components are connected to the engine electronic control module (ECM) directlythrough individual wires. Multiplexing allows those same components to be hard wired to an original equipment manufacturer(OEM) vehicle electronic control unit (VECU) or transmission electronic control unit (ECU) in the cab. Then component values andstates from components such as sensors, accelerators and switches can be transmitted from the OEM VECU to the Cummins®engine ECM over the SAE J1939 Data link.

Messages sent from OEM VECUs or Transmission ECUs are received by the Cummins® engine ECM and used for controlling theengine. The Cummins® engine ECM and OEM VECUs must be configured properly so that proper operation of the multiplexedcomponents will occur.

Component Location

The engine ECM is located on the intake side of the engine. Refer to Procedure 100-002 (Engine Diagrams) in Section F for adetailed component location view.

The J1939 Data link wiring and VECU location varies by OEM. Refer to the OEM troubleshooting and repair manual.




The ECM expects to receive a valid J1939 message from a multiplexed device for more than 1 second.


The ECM illuminates the amber CHECK ENGINE light immediately when the diagnostic runs and fails.The multiplexed device will not operate.



Shop Talk


This fault can occur when the ECM is set up properly (components enabled and OEM VECU source addressed correctly) toreceive information from an OEM VECU, but the OEM VECU is actually transmitting a message that says that component is notavailable for multiplexing.

It is possible to use INSITE™ electronic service tool to monitor multiplexed components.




(08-fc286) SAE J1939 Multiplexing Configuration Error - Out of Calibration 63 / 507



(08-fc286) SAE J1939 Multiplexing Configuration Error - Out of Calibration 64 / 507

:

FAULT CODE 287SAE J1939 Multiplexed Accelerator Pedal or Lever Sensor System - Received

Network Data In Error

Overview

CODE REASON EFFECT


SAE J1939 Multiplexed Accelerator Pedal or Lever Sensor System -Received Network Data In Error. The OEM vehicle electronic control unit(VECU) detected a fault with its accelerator pedal.

Engine can possible onlyidle or engine will notaccelerate to full speed.

ISB, ISC and ISL with CM2150 - SAE J1939 Multiplexed Accelerator Pedal or Lever SensorSystem

Circuit Description

Normally, switches, accelerators, and other components are connected to the engine electronic control module (ECM) directlythrough individual wires. Multiplexing allows those same components to be hard wired to an original equipment manufacturer(OEM) VECU or transmission electronic control unit in the cab. Then component values and states from components (such assensors, accelerators, and switches) can be transmitted from the OEM VECU to the Cummins® engine ECM over the SAE J1939datalink.

Messages sent from the OEM VECU or transmission electronic control unit are received by the Cummins® engine ECM and usedfor controlling the engine. The Cummins® engine ECM and OEM VECU must be configured properly so that proper operation ofthe multiplexed components will occur.

Component Location

The engine ECM is located on the intake side of the engine. Refer to Procedure 100-002 (Engine Diagrams) in Section F for adetailed component location view. The J1939 datalink wiring and VECU location varies by OEM.




The accelerator is depressed and the OEM VECU reads accelerator position as greater than 0 percent, but the secondary throttleposition sensor indicates it is in the idle position.

When the accelerator is released and the OEM VECU reads accelerator position as 0 percent, but the secondary throttle positionsensor indicates it is not in the idle position.

The OEM VECU determines that the accelerator signal wire is shorted high or shorted low.


The ECM illuminates the amber CHECK ENGINE light immediately when the diagnostic runs and fails.The multiplexed device will not operate.



Shop Talk


This fault can occur when the OEM VECU detects an error on the accelerator. The ECM has been set up properly (componentsenabled and OEM VECU source addressed correctly) to receive multiplexed information for the idle validation switch states andaccelerator position over the J1939 datalink from an OEM VECU, and the OEM VECU is transmitting the message for thatcomponent.


(08-fc287) SAE J1939 Multiplexed Accelerator Pedal or Lever Sensor System - Received Network Data In Error65 / 507

The three types of errors that can occur for this fault are:

When the accelerator is depressed and the OEM VECU reads accelerator position as greater than 0 percent but the idlevalidation switch indicates it is in the idle position, this fault status is transmitted to the Cummins® engine ECM on the J1939datalink, which causes this fault to occur in the Cummins® engine ECM.When the accelerator is released and the OEM VECU reads accelerator position as 0 percent, but the idle validation switchindicates it is not in the idle position. This fault status is transmitted to the Cummins® engine ECM on the J1939 datalink,which causes this fault to occur in the Cummins® engine ECM.The OEM VECU determines that the accelerator signal line is shorted high or shorted low.

Note: It is still possible to get a Fault Code 285 or 286 if there is an incorrect setup in the OEM VECU or Cummins® engine ECM,for other components, or if the accelerator and idle validation switch, or if the datalink is damaged. The OEM configurations mustmultiplex the accelerator and idle validation switch inputs together to allow the use of the J1939 multiplexing and limp home featurefor these components. INSITE™ electronic service tool can be used to monitor multiplexed components.





(08-fc287) SAE J1939 Multiplexed Accelerator Pedal or Lever Sensor System - Received Network Data In Error66 / 507

:

FAULT CODE 288SAE J1939 Multiplexing Remote Accelerator Pedal or Lever Position Sensor

System - Received Network Data In Error

Overview

CODE REASON EFFECT


SAE J1939 Multiplexing Remote Accelerator Pedal or LeverPosition Sensor System - Received Network Data In Error.The OEM vehicle electronic control unit (VECU) detected afault with the remote accelerator.

The engine will not respond to theremote throttle. Engine may only idle.The primary or cab accelerator maybe able to be used.

ISB, ISC and ISL with CM2150 - SAE J1939 Multiplexing Remote Accelerator Pedal or Lever

Circuit Description

Normally, switches, accelerators, and other components are connected to the engine electronic control module (ECM) directlythrough individual wires. Multiplexing allows those same components to be hard wired to an OEM VECU or transmission electroniccontrol unit (ECU) in the cab. Then component values and states from components (such as sensors, accelerators, and switches)can be transmitted from the OEM VECU to the Cummins® engine ECM over the SAE J1939 datalink.

Messages sent from the OEM VECU or transmission ECU are received by the Cummins® engine ECM and used for controlling theengine. The Cummins® engine ECM and OEM VECU must be configured properly so that proper operation of the multiplexedcomponents will occur.

Component Location

The engine ECM is located on the intake side of the engine. Refer to Procedure 100-002 (Engine Diagrams) in Section F for adetailed component location view. The J1939 datalink wiring and VECU location varies by OEM.




The OEM VECU determines that the remote throttle signal wire is shorted high or shorted low. This fault status is transmitted to theCummins® engine ECM on the J1939 datalink, which causes this fault to occur in the Cummins® engine ECM.

When the remote throttle enable switch has a shorted high or shorted low error detected by the OEM VECU. This fault status istransmitted to the ECM on the J1939 datalink, which causes this fault to occur in the ECM.


The ECM illuminates the red STOP ENGINE light immediately when the diagnostic runs and fails.The multiplexed device will not operate.



Shop Talk


This fault can occur when the OEM VECU detects an error on the remote throttle and or remote throttle enable switch. The ECMhas been set up properly (components enabled and OEM VECU source addressed correctly) to receive multiplexed information forthe remote throttle enable switch states and remote accelerator position over the J1939 datalink from an OEM VECU, and the OEMVECU is transmitting the message for that component. Most OEM VECUs will not have the circuitry to detect a remote throttleswitch error.

The two types of errors that can occur for this fault are:


(08-fc288) SAE J1939 Multiplexing Remote Accelerator Pedal or Lever Position Sensor System - Received Network Data In Error67 / 507

The OEM VECU determines that the remote throttle signal line is shorted high or shorted low. This fault status is transmittedto the Cummins® engine ECM on the J1939 datalink, which causes this fault to occur in the Cummins® engine ECM.When the remote throttle enable switch has a shorted high or shorted low error detected by the OEM VECU, this fault statusis transmitted to the ECM on the J1939 datalink, which causes this fault to occur in the ECM. Most OEM VECUs will notincorporate fault detection on a switch.

Note: It is still possible to get a Fault Code 285 or 286 if there is an incorrect setup in the OEM VECU or Cummins® engine ECMfor other components, or if the remote throttle and remote throttle switch, or the datalink is damaged. The OEM configurationsmust multiplex the remote throttle and remote throttle switch inputs together to allow the use of the J1939 multiplexing feature forthese components. INSITE™ electronic service tool can be used to monitor multiplexed components.





(08-fc288) SAE J1939 Multiplexing Remote Accelerator Pedal or Lever Position Sensor System - Received Network Data In Error68 / 507

:

FAULT CODE 292 (QSB3.3)Auxiliary Temperature Sensor Input 1 - Special Instructions.

Overview

CODE REASON EFFECT


Auxiliary Temperature Sensor Input 1 - Special Instructions. Possible engine power derate.

OEM Temperature/Pressure Sensor Circuit

Circuit Description

The original equipment manufacturer (OEM) has the option of wiring a temperature sensor input to the Cummins ECM. A specificcalibration is then created to recognize this temperature sensor input. This fault code is activated when the pressure ortemperature input from the OEM sensor exceeds the engine protection limit defined by the OEM. Depending on OEMrequirements, an Engine Protection derate may be associated with this fault code.

Component Location

The OEM temperature sensor input will vary depending on application. Refer to the OEM troubleshooting manual for sensorlocation.

Shop Talk


This fault code is activated when the temperature input from the OEM sensor exceeds the engine protection limit defined by theOEM. An engine power derate is possible depending on the OEM application.





(08-fc292) Auxiliary Temperature Sensor Input 1 - Special Instructions 69 / 507

:

FAULT CODE 293 (QSB3.3)Auxiliary Temperature Sensor Input 1 Circuit - Voltage Above Normal or Shorted

to High Source

Overview

CODE REASON EFFECT


Auxiliary Temperature Sensor Input 1 Circuit - Voltage Above Normal or Shorted toHigh Source. High signal voltage or open circuit detected at the OEM auxiliarytemperature circuit.

None onperformance.

Auxiliary Temperature Sensor Input 1 Circuit

Circuit Description

The original equipment manufacturer (OEM) has the option of wiring a temperature sensor input to the Cummins electronic controlmodule (ECM). A specific calibration is then created to recognize this temperature sensor input.

Component Location

The OEM temperature sensor input will vary depending on application. Refer to the OEM troubleshooting and repair manual forsensor location.

Shop Talk



Open return circuit in the harness, connectors, or sensorOpen signal circuit or shorted to a voltage source.





(08-fc293) Auxiliary Temperature Sensor Input 1 Circuit - Voltage Above Normal, or Shorted to High Source70 / 507

:

FAULT CODE 294 (QSB3.3)Auxiliary Temperature Sensor Input 1 Circuit - Voltage Below Normal or Shorted

to Low Source

Overview

CODE REASON EFFECT


Auxiliary Temperature Sensor Input 1 Circuit - Voltage Below Normal or Shorted to LowSource. Low signal voltage detected at OEM auxiliary temperature circuit.

None onperformance.

Auxiliary Temperature Sensor Input 1 Circuit

Circuit Description

The original equipment manufacturer (OEM) has the option of wiring a temperature sensor input to the Cummins electronic controlmodule (ECM). A specific calibration is then created to recognize this temperature sensor input.

Component Location

The OEM temperature sensor input will vary depending on application. Refer to the OEM troubleshooting and repair manual forsensor location.

Shop Talk








(08-fc294) Auxiliary Temperature Sensor Input 1 Circuit - Voltage Below Normal or Shorted to Low Source71 / 507

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FAULT CODE 295Barometric Pressure - Data Erratic, Intermittent, or Incorrect

Overview

CODE REASON EFFECT


Barometric Pressure - Data Erratic, Intermittent, or Incorrect. The ambient air pressuresensor is reading an erratic value at initial key-on.

Enginepowerderate.


QSB3.3 ISBe, ISDe, ISC, ISL, and ISLe - Barometric Pressure Circuit

Circuit Description

The ambient air pressure sensor responds to pressure changes in the atmospheric pressure. The pressure changes occur basedon elevation where the engine is currently operating. The ambient air pressure sensor has a 5 volt supply circuit, a sensor signalvoltage, and a return circuit.

The electronic control module (ECM) provides a 5-volt supply to the ambient air pressure sensor on the sensor supply 1 circuit.The ECM also provides a ground on the sensor return circuit. The ambient air pressure sensor provides a signal to the ECM onthe ambient air pressure sensor signal circuit. This sensor signal voltage changes, based on the pressure of the atmosphere. TheECM will detect a low signal voltage when the vehicle is operating at high altitudes. The ECM will detect a high signal voltage whenthe vehicle is operating at sea level altitudes.

Component Location



This diagnostic runs when the keyswitch is initially turned on before the engine is started.

The diagnostic only runs once per trip when the keyswitch is initially turned on.


The ECM detects that the ambient air pressure reading is higher or lower than the other absolute pressure sensors on the engine.





Shop Talk


At key-on, before the engine starts, the sensor readings for intake manifold pressure, exhaust gas pressure (if equipped), andengine oil pressure (if equipped) are compared with the barometric pressure. This fault code occurs if the barometric pressuresensor reading is different from the other three. This check is only done once after the keyswitch is turned on.


Stuck in-range barometric pressure sensor reading.High resistance in the barometric pressure sensor signal or return lines.

On ISB applications, this fault code will go active if the intake manifold pressure/temperature sensor is accidentally installed in the


(08-fc295) Barometric Pressure - Data Erratic, Intermittent, or Incorrect 72 / 507

ambient air temperature/pressure sensor location. These sensor appear the same on the outside and can be accidentallyinterchanged.





(08-fc295) Barometric Pressure - Data Erratic, Intermittent, or Incorrect 73 / 507

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FAULT CODE 296 (QSB3.3)Auxiliary Pressure Sensor Input 1 - Special Instructions

Overview

CODE REASON EFFECT


Auxiliary Pressure Sensor Input 1 - Special Instructions Possible engine power derate.


Circuit Description

The original equipment manufacturer (OEM) has the option of wiring a pressure sensor input to the Cummins electronic controlmodule (ECM). A specific calibration is then created to recognize this pressure sensor input. This fault code is activated when thepressure or temperature input from the OEM sensor exceeds the engine protection limit defined by the OEM. Depending on OEMrequirements, an Engine Protection derate may be associated with this fault code.

Component Location

The OEM pressure sensor input will vary depending on application. Refer to the OEM troubleshooting and repair manual forsensor location.

Shop Talk


This fault code is activated when the pressure input from the OEM sensor exceeds the engine protection limit defined by the OEM.An engine power derate is possible depending on the OEM application.





(08-fc296) Auxiliary Pressure Sensor Input 1 - Special Instructions 74 / 507

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FAULT CODE 297 (QSB3.3)Auxiliary Pressure Sensor Input 1 Circuit - Voltage Above Normal or Shorted to

High Source

Overview

CODE REASON EFFECT


Auxiliary Pressure Sensor Input 1 Circuit - Voltage Above Normal or Shorted to HighSource. High signal voltage detected at the OEM pressure circuit.

None onperformance.

Auxiliary Pressure Sensor Input 1 Circuit

Circuit Description

The original equipment manufacturer (OEM) has the option of wiring a pressure sensor input to the Cummins electronic controlmodule (ECM). A specific calibration is then created to recognize this pressure sensor input.

Component Location


Shop Talk








(08-fc297) Auxiliary Pressure Sensor Input 1 Circuit - Voltage Above Normal or Shorted to High Source75 / 507

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FAULT CODE 298 (QSC3.3)Auxiliary Pressure Sensor Input 1 Circuit - Voltage Below Normal or Shorted to

Low Source

Overview

CODE REASON EFFECT


Auxiliary Pressure Sensor Input 1 Circuit - Voltage Below Normal or Shorted to LowSource. Low signal voltage or open circuit detected at the OEM pressure circuit.

None onperformance.

Auxiliary Pressure Sensor Input 1 Circuit

Circuit Description

The original equipment manufacturer (OEM) has the option of wiring a pressure sensor input to the Cummins electronic controlmodule (ECM). A specific calibration is then created to recognize this pressure sensor input.

Component Location


Shop Talk



Signal circuit open or shorted to ground in the OEM harness or sensorSupply line open or shorted to ground.





(08-fc298) Auxiliary Pressure Sensor Input 1 Circuit - Voltage Below Normal or Shorted to Low Source76 / 507

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FAULT CODE 322Injector Solenoid Driver Cylinder 1 Circuit - Current Below Normal or Open Circuit

Overview

CODE REASON EFFECT


Injector Solenoid Driver Cylinder 1 Circuit - Current Below Normal or OpenCircuit. High resistance or no current detected at cylinder 1 injector driver orreturn pin.

Engine can misfireor possibly runrough.

ISB - Injector Circuit

ISC and ISL - Injector Circuit

Circuit Description

The injector solenoid valves control fueling quantity and injection timing. The electronic control module (ECM) energizes thesolenoid by closing a high-side and a low-side switch. There are two high-side switches and six low-side switches inside the ECM.The injectors for cylinders 1, 2, and 3 (front bank) share a single high-side switch that connects the injector circuit to the source ofhigh voltage inside the ECM. Likewise, the injectors for cylinders 4, 5, and 6 (rear bank) also share a single high-side switch. Eachinjector circuit has a dedicated low-side switch that completes the circuit path to ground inside the ECM.

Component Location

The engine harness connects the ECM to three injector circuit pass-through connectors that are located in the rocker housing.Internal injector harnesses are located under the valve cover and connect the injectors to the engine harness at the pass-throughconnectors. Each pass-through connector provides power and return to two injectors.




The ECM senses current as each injector is actuated. If the ECM detects a persistent circuit error on an injector circuit, this faultwill become active. If a circuit error is determined to cause excessive current, the ECM will disable the injection event for thecylinder(s) that is faulty.


The ECM illuminates the amber CHECK ENGINE light immediately when the diagnostic runs and fails.The injector will be disabled for the faulty cylinder.


The ECM will attempt to enable any disabled injector circuit whenever the engine is started and approximately once per minutewhile the engine is running. If an injector circuit fault is active and the faulty condition is repaired, the fault will become inactiveonce the engine is restarted or if the engine is permitted to idle for more than 1 minute.

Shop Talk

Verify the electronic control module (ECM) calibration is correct. Check the calibration revision history found on QuickServe™Online for applicable fixes to the calibration stored in the ECM. If necessary, calibrate the ECM. Refer to Procedure 019-032 inSection 19 .

Fault activation: The ECM senses current as each injector is actuated. If the ECM detects a persistent circuit error on aninjector circuit, this fault will become active. If a circuit error is determined to cause excessive current, the ECM will disablethe injection event for the cylinder(s) that is faulty.Fault deactivation: The ECM will attempt to enable any disabled injector circuit whenever the engine is started andapproximately once per minute while the engine is running. If an injector circuit fault is active and the faulty condition isrepaired, the fault will become inactive once the engine is restarted or if the engine is permitted to idle for more than 1minute.If a fault condition is intermittent and especially if more than one injector fault code is in the ECM memory, look for a wireharness that can short to components inside the rocker housing or for a short circuit to ground in the injector solenoid.


(08-fc322) Injector Solenoid Driver Cylinder 1 Circuit - Current Below Normal or Open Circuit 77 / 507

If more than one injector fault code is occurring and the faults occur for injector circuits in the same bank, a short circuitexists.

Causes of a single injector fault are:

An open circuit in the engine harness(es) or injector solenoidHigh resistance in a single injector or injector solenoidExtremely low resistance in an injector solenoid (injector shorted internally but not to ground)Damaged ECM.If a fault condition is intermittent and especially if more than one injector fault code is in the ECM memory, look for a wireharness that can short to components inside the rocker housing or a short circuit to ground in the injector solenoid.

Causes of multiple injector fault codes in the same bank of injectors are:

Short circuit in the engine harness(es) - either shorts to ground or to other wires in the engine harnessShort circuit in any of the three injectors in the bank - shorts to groundDamaged ECM.

Same Bank Fault Codes:

Bank 1 - Front Bank: Fault Codes 322, 324, 331Bank 2 - Rear Bank: Fault Codes 323, 325, 332.

Refer to Troubleshooting Fault Code 322.

Last Modified: 03-Aug-2010




:


Overview

CODE REASON EFFECT


Injector Solenoid Driver Cylinder 5 Circuit - Current Below Normal or OpenCircuit. High resistance or no current detected at cylinder 5 injector supply orreturn pin.




Circuit Description


Component Location

The engine harness connects the ECM to three injector circuit pass-through connectors that are located in the rocker housing.Internal injector harnesses are located under the valve cover and connect the injectors to the engine harness at the pass-throughconnectors. Each housing pass-through connector provides power and return for two injectors.




The ECM senses current as each injector is actuated. If the ECM detects a persistent circuit error on an injector circuit, this faultcode will become active. If a circuit error is determined to cause excessive current, the ECM will disable the injector event for thecylinder(s) that is faulty.




The ECM will attempt to enable any disabled injector circuit whenever the engine is started, and approximately once per minutewhile the engine is running. If an injector circuit fault is active and the faulty condition is repaired, the fault will become inactiveonce the engine is restarted, or if the engine is permitted to idle for more than 1 minute.

Shop Talk


Fault activation: The ECM senses current as each injector is actuated. If the ECM detects a persistent circuit error on aninjector circuit, this fault will become active. If a circuit error is determined to cause excessive current, the ECM will disablethe injection event for the cylinder(s) that are faulty.Fault deactivation: The ECM will attempt to enable any disabled injector circuit whenever the engine is started andapproximately once per minute while the engine is running. If an injector circuit fault is active and the faulty condition isrepaired, the fault will become inactive once the engine is restarted, or if the engine is permitted to idle for more than 1minute.If a fault condition is intermittent and especially if more than one injector fault code is in the ECM memory, look for a wireharness that can short to components inside the rocker housing or a short to ground in the injector solenoid.





An open circuit in the engine harness(es) or injector solenoidHigh resistance in a single injector or injector solenoidExtremely low resistance in an injector solenoid (injector shorted internally but not to ground)A damaged ECM.

If a fault condition is intermittent, and especially if more than one injector fault code is in the ECM memory, look for a wire harnessthat can short to components inside the rocker housing or a short circuit to ground in the injector solenoid.


A short circuit in the engine harness(es) - either shorts to ground or to other wires in the engine harnessA short circuit in any of the three injectors in the bank - shorts to groundA damaged ECM.








:


Overview

CODE REASON EFFECT


Injector Solenoid Driver Cylinder 3 Circuit - Current Below Normal or OpenCircuit. High resistance or no current detected at injector 3 supply or returnpin.




Circuit Description


Component Location





The ECM senses current as each injector is actuated. If the ECM detects a persistent circuit error on an injector circuit, this faultwill become active. If a circuit error is determined to cause excessive current, the ECM will disable the injection event for thecylinder(s) that are faulty.




The ECM will attempt to enable any disabled injector circuit whenever the engine is started and approximately once per minutewhile the engine is running. If an injector circuit fault is active, and the faulty condition is repaired, the fault will become inactiveonce the engine is restarted, or if the engine is permitted to idle for more than 1 minute.

Shop Talk

Verify the electronic control module (ECM) calibration is correct. Check the calibration revision history found on QuickServe™Online for applicable fixes to the calibration stored in the ECM. If necessary, recalibrate the ECM. Refer to Procedure 019-032 inSection 19 in the corresponding Troubleshooting and Repair Manual for the engine being serviced.

Fault activation: The ECM senses current as each injector is actuated. If the ECM detects a persistent circuit error on aninjector circuit, this fault will become active. If a circuit error is determined to cause excessive current, the ECM will disablethe injection event for the cylinder(s) that are faulty.Fault deactivation: The ECM will attempt to enable any disabled injector circuit whenever the engine is started andapproximately once per minute while the engine is running. If an injector circuit fault is active and the faulty condition isrepaired, the fault will become inactive once the engine is restarted or if the engine is permitted to idle for more than 1minute.If a fault condition is intermittent and especially if more than one injector fault code is in the ECM memory, look for a wireharness that can short to components inside the rocker housing or a short circuit to ground in the injector solenoid.



If more than one injector fault code is occurring and the faults occur for injector circuits in the same bank, a short circuitexists.If the fault(s) occur intermittently, the engine can exhibit a misfire even if the injector circuit fault code does not alwaysregister. INSITE™ electronic service tool can be used to determine if an intermittent electrical problem exists. Observe thesix misfire indicator monitor parameters while the engine runs. The monitor parameters will indicate if a cylinder's injectionpulse is momentarily disabled. The monitor parameter will display “MISFIRE” for several seconds following the ECM'sdetection of a circuit error. If a single cylinder exhibits misfires, look for an open circuit problem. If several cylinders on thesame bank exhibit misfires, look for a short circuit anywhere in the bank of cylinders.


Open circuit in the engine harness(es) or injector solenoidHigh resistance in a single injector or injector solenoidExtremely low resistance in an injector solenoid (injector shorted internally but not to ground)Damaged ECM.

If a fault condition is intermittent and especially if more than one injector fault code is in the ECM memory, look for a wire harnessthat can short to components inside the rocker housing, or a short circuit to ground in the injector solenoid.










:


Overview

CODE REASON EFFECT






Circuit Description


Component Location

The engine harness connects the ECM to three injector circuit pass-through connectors that are located in the rocker housing.Internal injector harnesses are located under the valve cover and connect the injectors to the engine harness at the pass-throughconnectors. Each housing pass-through connector provides power and return to two injectors.




The ECM senses current as each injector is actuated. If the ECM detects a persistent circuit error on an injector circuit, this faultwill become active. If a circuit error is determined to cause excessive current, the ECM will disable the injection event for thecylinder(s) that are faulty.




The ECM will attempt to enable any disabled injector circuit whenever the engine is started and approximately once per minutewhile the engine is running. If an injector circuit fault is active and the faulty condition is repaired, the fault will become inactiveonce the engine is restarted, or if the engine is permitted to idle for more than 1 minute.

Shop Talk


Fault activation: The ECM senses current as each injector is actuated. If the ECM detects a persistent circuit error on aninjector circuit, this fault will become active. If a circuit error is determined to cause excessive current, the ECM will disablethe injection event for the cylinder(s) that is faulty.Fault deactivation: The ECM will attempt to enable any disabled injector circuit whenever the engine is started andapproximately once per minute while the engine is running. If an injector circuit fault is active and the faulty condition isrepaired, the fault will become inactive once the engine is restarted or if the engine is permitted to idle for more than 1minute.If a fault condition is intermittent and especially if more than one injector fault code is in the ECM memory, look for a wireharness that can short to components inside the rocker housing or a short circuit to ground in the injector solenoid.




If a fault condition is intermittent, and especially if more than one injector fault code is in the ECM memory, look for a wire harnessthat can short to components inside the rocker housing, or a short circuit to ground in the injector solenoid.










:


Overview

CODE REASON EFFECT






Circuit Description


Component Location





The ECM senses current as each injector is actuated. If the ECM detects a persistent circuit error on an injector circuit, this faultcode will become active. If a circuit error is determined to cause excessive current, the ECM will disable the injection event for thecylinder(s) that are faulty.


The ECM illuminates the amber CHECK ENGINE light immediately when the diagnostic runs and malfunctions.The injector will be disabled for the faulty cylinder.


The ECM will attempt to enable any disabled injector circuit whenever the engine is started and approximately once per minutewhile the engine is running. If an injector circuit fault code is active, and the fault condition is repaired, the fault code will becomeinactive once the engine is restarted, or the engine is permitted to idle for more than 1 minute.

Shop Talk

Verify the electronic control module (ECM) calibration is correct. Check the calibration revision history found on QuickServe™Online for applicable fixes to the calibration stored in the ECM. If necessary, recalibrate the ECM. Refer to Procedure 019-032 inSection 19.

Fault activation: The ECM senses current as each injector is actuated. If the ECM detects a persistent circuit error on aninjector circuit, this fault will become active. If a circuit error is determined to cause excessive current, the ECM will disablethe injection event for the cylinder(s) that are faulty.Fault deactivation: The ECM will attempt to enable any disabled injector circuit whenever the engine is started andapproximately once per minute while the engine is running. If an injector circuit fault is active and the faulty condition isrepaired, the fault will become inactive once the engine is restarted or if the engine is permitted to idle for more than 1minute.If a fault condition is intermittent and especially if more than one injector fault code is in the ECM memory, look for a wireharness that can short to components inside the rocker housing or a short circuit to ground in the injector solenoid.





An open circuit in the engine harness(es) or injector solenoidHigh resistance in a single injector or injector solenoidExtremely low resistance in an injector solenoid (injector shorted internally but not to ground)A damaged ECM.

If a fault condition is intermittent and especially if more than one injector fault code is in the ECM memory, look for a wire harnessthat can short to components inside the rocker housing, or a short circuit to ground in the injector solenoid.


A short circuit in the engine harness(es) - either shorts to ground or to other wires in the engine harnessA short circuit in any of the three injectors in the bank - shorts to groundA damaged ECM.








:


Overview

CODE REASON EFFECT


Injector Solenoid Driver Cylinder 4 Circuit - Current Below Normal or OpenCircuit. High resistance or no current detected at cylinder 4 injector driver orreturn pin.


ISB with CM2150 - Injector Circuit

ISC and ISL with CM2150 - Injector Circuit

Circuit Description


Component Location





The ECM senses current as each injector is actuated. If the ECM detects a persistent circuit error on an injector circuit, this faultwill become active. If a circuit error is determined to cause excessive current, the ECM will disable the injection event for thecylinder(s) that is faulty.




The ECM will attempt to enable any disabled injector circuit whenever the engine is started and approximately once per minutewhile the engine is running. If an injector circuit fault is active and the faulty condition is repaired, the fault will become inactiveonce the engine is restarted, or if the engine is permitted to idle for more than 1 minute.

Shop Talk


Fault activation: The ECM senses current as each injector is actuated. If the ECM detects a persistent circuit error on aninjector circuit, this fault will become active. If a circuit error is determined to cause excessive current, the ECM will disablethe injection event for the cylinder(s) that is faulty.Fault deactivation: The ECM will attempt to enable any disabled injector circuits whenever the engine is started andapproximately once per minute while the engine is running. If an injector circuit fault is active and the faulty condition isrepaired, the fault will become inactive once the engine is restarted or if the engine is permitted to idle for more than 1minute.If a fault condition is intermittent and especially if more than one injector fault code is in the ECM memory, look for a wireharness that can short to components inside the rocker housing or a short circuit to ground in the injector solenoid.



If more than one injector fault code is occurring and the faults occur for injector circuits in the same bank, a short circuitexists.If the fault(s) occur intermittently, the engine can exhibit a misfire even if the injector circuit fault code does not alwaysregister. INSITE™ electronic service tool can be used to determine if an intermittent electrical problem exists. Observe thesix misfire indicator monitor parameters while the engine runs. The monitor parameters will indicate if a cylinder's injectionpulse is momentarily disabled. The monitor parameter will display “MISFIRE” for several seconds following the ECM'sdetection of a circuit error. If a single cylinder exhibits misfires, look for an open circuit problem. If several cylinders on thesame bank exhibit misfires, look for a short circuit anywhere in the bank of cylinders.


Open circuit in the engine harness(es) or injector solenoidHigh resistance in a single injector or injector solenoidExtremely low resistance in an injector solenoid (injector shorted internally but not to ground)Damaged ECM.

If a fault condition is intermittent and especially if more than one injector fault code is in the ECM memory, look for a wire harnessthat can short to components inside the rocker housing or a short circuit to ground in the injector solenoid.

An intermittent short can result if the wiring harness insulation rubs through near a rocker lever. An intermittent short can cause asingle injector fault code. For example, a short on the harness to cylinder number 1 causes a fault code for cylinder number two orcylinder number three.



When looking for short circuits in the injector harnesses, pay particular attention to the wire insulation, make sure there are noshorts to a rocker lever.

NOTE: Fault Code 951 (Cylinder Balance) can also be present due to this fault code.








:

FAULT CODE 334 (QSB3.3)Engine Coolant Temperature - Data Erratic, Intermittent, or Incorrect

Overview

CODE REASON EFFECT


Engine Coolant Temperature - Data Erratic, Intermittent, or Incorrect. Theengine coolant temperature reading is not changing with engine operatingconditions.

The ECM will estimateengine coolanttemperature.

Engine Coolant Temperature Sensor

Circuit Description

The engine coolant temperature sensor is used by the electronic control module (ECM) to monitor the engine coolant temperature.The ECM monitors the voltage on the signal pin and converts this to a temperature value. The engine coolant temperature value isuse by the ECM for the engine protection system and engine emission control.

Component Location


Shop Talk


Two different failure modes of the engine coolant temperature sensor can trigger this fault code. Either the sensor is not readingambient air temperature after an extended period with the engine not running or the engine coolant temperature is not changingwith engine operating conditions.


Stuck in-range engine coolant temperature sensorHigh resistance in the engine coolant temperature sensor signal or return lines.





(08-fc334) Engine Coolant Temperature - Data Erratic, Intermittent, or Incorrect 89 / 507

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FAULT CODE 343Electronic Control Module Warning Internal Hardware Failure - Bad Intelligent

Device or Component

Overview

CODE REASON EFFECT


Electronic Control Module Warning InternalHardware Failure - Bad Intelligent Device orComponent. ECM power supply errors havebeen detected.

Possible no noticeable performance effects orengine dying or hard starting. Fault information, tripinformation, and maintenance monitor data can beinaccurate.

ISB, ISC, and ISL with CM2150 - Unswitched Battery Supply

Circuit Description

The electronic control module (ECM) receives constant voltage from the batteries through the unswitched battery wires that areconnected directly to the positive (+) battery post. The ECM receives switched battery input through the vehicle keyswitch wirewhen the vehicle keyswitch is turned on.

Component Location

The ECM is connected to the battery by the OEM power harness through the ECM battery supply stub. This provides a constantpower supply for the ECM. The location of the battery will vary with the OEM. Refer to the OEM troubleshooting and repair manualfor location.




This fault code is triggered when the internal ECM diagnostics detect a read or write error internal to the module.





Shop Talk


Make sure the ECM unswitched battery supply is coming directly from the battery and not the starter. If unswitched power iscoming from the starter, it is possible for the battery voltage to drop low enough during cranking to set this fault active.

This fault can also be caused by resistance in the ECM battery supply (+) or (-) circuits. Resistance in these circuits can cause thevoltage level at the ECM input to drop low enough to set Fault Code 343 active.





(08-fc343) Engine Control Module Warning Internal Hardware Failure - Bad Intelligent Device or Component90 / 507

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FAULT CODE 351Injector Power Supply - Bad Intelligent Device or Component

Overview

CODE REASON EFFECT


Injector Power Supply - Bad Intelligent Device or Component.The ECM measured injector boost voltage is low.

Possible low power, engine misfire,and/or engine will not start.

ISC and ISL with CM2150 - Injector Power Supply

ISB with CM2150 - Injector Power Supply

Circuit Description

Between each injection event, the electronic control module (ECM) attempts to recharge the injector power supply. The injectorpower supply consists of a bank of capacitors; this power supply is maintained at high voltage. Recharging is accomplished byrecovering energy stored in the injector solenoids. For the injector power supply to remain fully charged, there must be good ECMbattery power and ground, a good engine speed sensor, and good injector circuits.

Component Location

The injector power supply is located inside the ECM.


This diagnostic runs continuously when the engine speed is greater than 500 rpm.


The ECM detects that the measured injector power supply voltage is lower than the commanded injector power supply voltage.




The ECM will turn off the amber CHECK ENGINE light immediately after the keyswitch is cycled.

Shop Talk


This fault code will become active when the engine is running, the primary engine speed sensor signal is present, the batterycharge is above a minimum threshold, and, at the same time, the measured injector power supply voltage is lower than thecommanded injector power supply voltage.

This fault code will become inactive whenever the keyswitch is turned on.

This fault code will become inactive whenever the engine is running and measured injector power supply voltage reaches thecommanded injector power supply voltage.





(08-fc351) Injector Power Supply - Bad Intelligent Device or Component 91 / 507

:


Overview

CODE REASON EFFECT


Sensor Supply 1 Circuit - Voltage Below Normal or Shorted to Low Source. Lowvoltage detected at sensor supply number 1 circuit.

Engine powerderate.

ISB, ISC, and ISL with CM2150 - Sensor Supply Number 1

Circuit Description

The sensor supply 1 of the electronic control module (ECM) provides a 5-VDC supply for the engine camshaft position sensor, fuelrail pressure sensor, exhaust gas pressure sensor, intake manifold pressure sensor, crankcase pressure sensor, exhaust gasrecirculation (EGR) differential pressure sensor, barometric pressure sensor, engine oil pressure sensor and EGR position sensor.

Component Location

Sensor supply number 1 is located in the ECM engine harness connector and provides a 5-VDC supply to various pressuresensors.




The ECM detects that the sensor supply 1 signal voltage is less than 4.75-VDC for more than 1 second.


The ECM illuminates the amber CHECK ENGINE light immediately when the diagnostic runs and fails.A default value for all the sensors tied to the 5-VDC supply is used.



Shop Talk


Low voltage on the +5 volt supply wire can be caused by a short circuit to ground in a supply wire, a short circuit between a supplywire and a return wire, a malfunctioning sensor, or a malfunctioning ECM power supply.





(08-fc352) Sensor Voltage Supply 92 / 507

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Overview

CODE REASON EFFECT


Sensor Supply 1 Circuit - Voltage Above Normal or Shorted to High Source. Highvoltage detected at sensor supply number 1 circuit.

Enginepowerderate.

ISB, ISC, and ISL with CM2150 - Sensor Supply 1 Circuit

Circuit Description

The sensor supply 1 of the electronic control module (ECM) provides a 5 VDC supply for the engine camshaft position sensor, fuelrail pressure sensor, exhaust gas pressure sensor, intake manifold pressure sensor, crankcase pressure sensor, exhaust gasrecirculation (EGR) differential pressure sensor, barometric pressure sensor, engine oil pressure sensor and EGR position sensor.

Component Location

Sensor supply number 1 is located in the ECM engine harness connector and provides a 5 VDC supply to various pressuresensors.




The ECM detects that the sensor supply 1 signal voltage is greater than 5.25-VDC for more than 1 second.


The ECM illuminates the amber CHECK ENGINE light immediately when the diagnostic runs and fails.A default value is used for all the sensors tied to the 5 VDC supply.



Shop Talk


Low voltage on the +5 volt supply wire can be caused by a short circuit to ground in a supply wire, a short circuit between a supplywire and a return wire, a failed sensor, or a failed ECM power supply.





(08-fc386) Sensor Supply 1 Circuit - Voltage Above Normal or Shorted to High Source 93 / 507

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FAULT CODE 415Engine Oil Rifle Pressure - Data Valid but Below Normal Operational Range - Most

Severe Level

Overview

CODE REASON EFFECT


Engine Oil Rifle Pressure - Data Valid butBelow Normal Operational Range - MostSevere Level. Oil pressure signal indicates oilpressure is below the engine protection criticallimit.

Progressive power derate increasing in severityfrom time after alert. If the Engine ProtectionShutdown feature is enabled, engine will shut down30 seconds after the red STOP lamp starts flashing.

ISB with CM2150 - Engine Oil Rifle Pressure Circuit

ISC, and ISL with CM2150 - Engine Oil Rifle Pressure Circuit

Circuit Description

The electronic control module (ECM) provides a 5 VDC supply to the engine oil pressure sensor on the sensor supply 1 circuit.The ECM also provides a ground on the sensor return circuit. The engine oil pressure sensor provides a signal to the ECM on theengine oil pressure sensor signal circuit. This sensor signal voltage changes based on the pressure in the oil rifle. The ECM willdetect a low signal voltage at operating conditions when the oil pressure can be slightly lower. The ECM will detect a high signalvoltage during high engine speeds or operating conditions when the oil temperature is low.

If the ECM detects low signal voltage indicating low engine oil pressure, this fault code sets.

Component Location

For ISB CM2150 engines, the engine oil pressure switch is located on the front of the engine on the left (intake) side on the top ofthe front gear housing.

For ISC and ISL CM2150 engines, the engine oil pressure sensor is located on the left (intake) side of the engine block below theelectronic control module (ECM).

Refer to Procedure 100-002 in Section F.




The ECM detects that the engine oil pressure is below the minimum operating limits.


The ECM illuminates the red STOP ENGINE light immediately when the diagnostic runs and fails.A torque derate issued by the ECM, limiting the power output of the engine.


The ECM will turn off the red STOP ENGINE light and the torque derate will be removed when the oil pressure reading is detectedto be within the normal operating range.

Shop Talk


This fault code indicated that low engine oil pressure has been detected by the ECM. Troubleshoot the cause of the low engine oilpressure.



(08-fc415) Engine Oil Rifle Pressure - Data Valid but Below Normal Operational Range - Most Severe Level94 / 507




(08-fc415) Engine Oil Rifle Pressure - Data Valid but Below Normal Operational Range - Most Severe Level95 / 507

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FAULT CODE 418Water-In-Fuel Indicator - Data Valid but Above Normal Operational Range - Least

Severe Level

Overview

CODE REASON EFFECT

Fault Code: 418PID: P097SPN: 97FMI: 0/15LAMP: MaintenanceSRT:

Water-In-Fuel Indicator - Data Valid but Above Normal OperationalRange - Least Severe Level. Water has been detected in the fuel filter.

Possible white smoke, lossof power, or hard starting.

ISB, ISC, and ISL with CM2150 - Water-In-Fuel Indicator

Circuit Description

The water-in-fuel sensor is attached to the fuel filter. The water-in-fuel sensor is used to indicate high water accumulation in thefuel filter.

Component Location

The water-in-fuel sensor is integrated into the bottom of the OEM supplied suction fuel filter. The OEM supplied fuel filter is locatedon the intake side of the engine.




The ECM detects that water in the fuel filter is above the sensor level.


The ECM illuminates the flashing amber MAINTENANCE light immediately when the diagnostic runs and fails.


The ECM will turn off the flashing amber MAINTENANCE light immediately after the water has been drained from the fuel filter.

Shop Talk


This fault code indicates that water has been detected in the water separation fuel filter. Drain the water from the fuel filter.





(08-fc418) Water in Fuel Indicator - Data Valid but Above Normal Operational Range - Least Severe Level96 / 507

:

FAULT CODE 427SAE J1939 Datalink - Abnormal Update Rate

Overview

CODE REASON EFFECT

Fault Code: 427PID: S231SPN: 639FMI: 9/9LAMP: NoneSRT:

J1939 Datalink - Abnormal Update Rate. Communication between theelectronic control module (ECM) and another device on the SAE J1939 datalink has been lost.

Engine speed willramp down andremain at idle.

ISB, ISC, and ISL with CM2150 - SAE J1939 Data Link Circuit

Circuit Description

Devices such as ABS controllers, autoshift transmissions, ASR systems, electronic displays, electronic information systems,electronic service tools, and vehicle electronic control unit(s) (VECUs) can communicate with the ECM over the SAE J1939 datalink. Messages sent from the devices are received by the ECM and used for controlling the engine. The ECM also transmitsinformation to these devices over the SAE J1939 data link.

Component Location

The ECM is located on the intake side of the engine, near the front. The SAE J1939 data link wiring and the SAE J1939 devicesvary by OEM options.




The ECM does not receive a valid J1939 message from a multiplexed device for more than 1 second. The ECM detects an openor short circuit condition in the J1939 datalink harness.


The ECM will log the fault code immediately when the diagnostic runs and fails.The ECM will use a default state as an input for the multiplexed device.


The ECM will set the fault code inactive immediately after the diagnostic runs and passes.

Shop Talk


This fault occurs whenever the ECM has been receiving SAE J1939 datalink commands from an external OEM device and is nolonger receiving the datalink commands. Possible causes of this fault include:

Electrical problems with the SAE J1939 data link wiring such as grounded, shorted, or open circuitsThe ECM (or another SAE J1939 device) tying up communications by sending too many consecutive messagesThe external OEM controlling device has failed or can no longer transmit on the datalink.





(08-fc427) SAE J1939 Datalink - Abnormal Update Rate 97 / 507

:

FAULT CODE 428Water-in-Fuel Indicator Sensor Circuit - Voltage Above Normal or Shorted to High

Source

Overview

CODE REASON EFFECT


Water-in-Fuel Indicator Sensor Circuit - Voltage Above Normal orShorted to High Source. High voltage detected at the water-in-fuelcircuit.

None on performance. Nowater-in-fuel warningavailable.

ISB, ISC, and ISL with CM2150 - Water-in-Fuel Sensor Circuit

Circuit Description

The water-in-fuel sensor is attached to the fuel filter. The electronic control module (ECM) provides a 5 volt reference signal to thewater-in-fuel sensor. When the water collected in the fuel filter covers the sensor probes, the water-in-fuel sensor pulls the 5 voltreference voltage to ground, indicating high water accumulation in the fuel filter.

Component Location

The water-in-fuel sensor is integrated into the bottom of the OEM supplied suction fuel filter. The OEM supplied fuel filter is locatedon the intake side of the engine. Use the following procedure for a detailed component location view. Refer to Procedure 100-002in Section F.




The ECM detects that the sensor signal voltage is above 4.95-VDC for 1 second.


The ECM illuminates the amber CHECK ENGINE lamp immediately when the diagnostic runs and fails.



Shop Talk


Possible causes for this fault code include:

Open return or signal circuit in the harness, connectors, or sensorSignal wire shorted to sensor supply or battery voltage.





(08-fc428) Water-in-Fuel Indicator Sensor Circuit - Voltage Above Normal or Shorted to High Source98 / 507

:

FAULT CODE 429Water-in-Fuel Indicator Sensor Circuit - Voltage Below Normal or Shorted to Low

Source

Overview

CODE REASON EFFECT


Water-in-Fuel Indicator Sensor Circuit - Voltage Below Normal orShorted to Low Source. Low voltage detected at the water-in-fuelcircuit.

None on performance. Nowater-in-fuel warningavailable.

ISB, ISC, and ISL with CM2150 - Water-in-Fuel Sensor Indicator

Circuit Description

The water-in-fuel sensor is attached to the fuel filter. The electronic control module (ECM) provides a 5 VDC reference signal tothe water-in-fuel sensor. When the water collected in the fuel filter covers the sensor probes, the water-in-fuel sensor then pullsthe 5 VDC reference voltage to ground, indicating high water accumulation in the fuel filter.

Component Location

The water-in-fuel sensor is integrated into the bottom of the OEM supplied suction fuel filter. The OEM supplied fuel filter is locatedon the intake side of the engine.




The ECM detects that the sensor signal voltage is below 0.05-VDC for 1 second.





Shop Talk



Signal circuit shorted to ground in the harness, sensor, or connector.





(08-fc429) Water-in-Fuel Indicator Sensor Circuit - Voltage Below Normal or Shorted to Low Source 99 / 507

:

FAULT CODE 431Accelerator Pedal or Lever Idle Validation Circuit - Data Erratic, Intermittent, or

Incorrect

Overview

CODE REASON EFFECT


Accelerator Pedal or Lever Idle Validation Circuit - Data Erratic, Intermittent, or Incorrect.Voltage detected simultaneously on both idle validation and off-idle validation switches.

Enginewill onlyidle.

Accelerator Pedal or Lever Idle Validation Circuit

Circuit Description

The idle validation switch is used by the electronic control module (ECM) to indicate when the accelerator pedal or lever isreleased (on-idle) or depressed (off-idle). The switch is adjusted at the factory to switch from on-idle to off-idle at the correctaccelerator pedal or lever position. The switch return is a shared return with other OEM cab switches.

Component Location

The integrated sensor switch (ISS) is located on the accelerator pedal or lever assembly.




The ECM detects a signal voltage detected simultaneously on both the idle validation and off-idle validation switches. Voltage willonly be detected on one of the circuits.


The ECM will illuminate the red STOP ENGINE light immediately when the diagnostic runs and fails.



Shop Talk


This fault code is usually caused by an open circuit on either the idle validation on-idle or the idle validation off-idle signalcircuit, a loose connection, uncalibrated accelerator pedal or lever assembly, or miswired idle validation switch.When installing a new accelerator pedal or lever assembly, it must be calibrated before operating the engine. To calibratethe new accelerator pedal or lever assembly, turn the keyswitch to the ON position and fully depress and release the pedalor lever three times.





(08-fc431) Accelerator Pedal or Lever Idle Validation Switch - Data Erratic, Intermittent, or Incorrect100 / 507

:

FAULT CODE 432Accelerator Pedal or Lever Idle Validation Circuit - Out of Calibration

Overview

CODE REASON EFFECT


Accelerator Pedal or Lever Idle Validation Circuit - Out of Calibration. Voltage at idlevalidation on-idle and off-idle circuit does not match accelerator pedal position.

Engine willonly idle.

Accelerator Pedal or Lever Idle Validation Circuit

Circuit Description

The accelerator pedal or lever position sensor is attached to the accelerator pedal or lever. The accelerator pedal or lever positionsensor sends a signal to the electronic control module (ECM) when the accelerator pedal or lever is depressed and released. Theaccelerator pedal or lever position circuit contains three wires: accelerator pedal or lever position supply, accelerator pedal orlever position return, and accelerator pedal or lever position signal. The switch return circuit for the on-idle and off-idle validationcircuit is a shared return with other original equipment manufacturer (OEM) switches.

Component Location

The accelerator pedal or lever position sensor is located on the accelerator pedal or lever.




The ECM detects that the position of the throttle pedal position and the idle validation switch do not match.





Shop Talk


This fault is logged when both the on-idle and off-idle validation switches disagree with the accelerator pedal or lever positionsignal. Turning the keyswitch ON while partially depressing the accelerator pedal or lever can cause this fault code to go active.This fault will stay active until the pedal or lever is cycled through its full travel.





(08-fc432) Accelerator Pedal or Lever Idle Validation Circuit - Out of Calibration 101 / 507


Is the engine an ISB? Go to 08-fc435b

Is the engine an ISC or ISL? Go to 08-fc435cl




(08-fc435) Engine Oil Rifle Pressure Choice 102 / 507

:

FAULT CODE 435Engine Oil Rifle Pressure - Data Erratic, Intermittent, or Incorrect

Overview

CODE REASON EFFECT

Fault Code: 435PID: P100SPN: 100FMI: 2/2LAMP: Amber SRT:

Engine Oil Rifle Pressure - Data Erratic, Intermittent, or Incorrect. Anerror in the engine oil pressure switch signal was detected by theECM.


ISB with CM2150 - Engine Oil Pressure Switch Circuit

Circuit Description

The engine oil pressure switch is used by the electronic control module (ECM) to monitor the lubricating oil pressure. If the oilpressure drops below the engine protection limit, the switch will open and cause Fault Code 435 to log.

The oil pressure switch is normally closed when the engine is not running and open when oil pressure is present.

Component Location

The engine oil pressure switch is located on the front of the engine on the left (intake) side on the top of the front gear housing.Refer to Procedure 100-002 in Section F.




This fault code is logged when an open circuit is detected for five consecutive key cycles when the ECM expected a closed circuitat key-on.





Shop Talk

Verify the electronic control module (ECM) calibration is correct. Check the calibration revision history found on QuickServe®Online for applicable fixes to the calibration stored in the ECM. If necessary, calibrate the ECM. Refer to Procedure 019-032 inSection.

The oil pressure switch is closed with the engine not running and open when oil pressure is present. This fault code is loggedwhen an open circuit is detected for five consecutive key cycles when the ECM expected a closed circuit at key-on. Possiblecauses of this fault code include:

Damaged engine oil pressure switchOpen circuit in the engine oil pressure switch signal wireDamaged ECMShort circuit in the engine oil pressure switch signal wire to a voltage source.





(08-fc435b) Engine Oil Rifle Pressure - Data Erratic, Intermittent, or Incorrect 103 / 507

:

FAULT CODE 435Engine Oil Rifle Pressure - Data Erratic, Intermittent, or Incorrect

Overview

CODE REASON EFFECT


Engine Oil Rifle Pressure - Data Erratic, Intermittent, or Incorrect.The engine oil pressure sensor is reading an erratic value at keyON.


ISC, and ISL with CM2150 - Engine Oil Pressure Circuit

Circuit Description

The electronic control module (ECM) provides a 5 VDC supply to the engine oil pressure sensor on the sensor supply circuit. TheECM also provides a ground on the sensor return circuit. The engine oil pressure sensor provides a signal to the ECM on theengine oil pressure sensor signal circuit. This sensor signal voltage changes based on the pressure in the oil rifle. The ECM willdetect a low signal voltage at operating conditions when the oil temperature is low.

Component Location



This diagnostic runs when the keyswitch is turned ON and before engine speed is detected.

The diagnostic only runs once per trip.


The ECM detects that the engine oil pressure reading is higher or lower than the other absolute pressure sensors on the enginewhen the keyswitch is ON and the engine is not operating.





Shop Talk


At key ON, before the engine starts, the sensor readings for intake manifold pressure, exhaust gas pressure, engine air pressure,and engine oil pressure are compared to each other. This fault code occurs if the engine oil pressure sensor reading is differentfrom the other sensor readings. This check is only done once after the keyswitch is turned ON.


Stuck in-range engine oil pressure sensor readingHigh resistance in the engine oil pressure sensor signal or return lines.





(08-fc435cl) Engine Oil Rifle Pressure - Data Erratic, Intermittent, or Incorrect 104 / 507

:

FAULT CODE 441Battery 1 Voltage - Data Valid but Below Normal Operational Range - Moderately

Severe Level

Overview

CODE REASON EFFECT


Battery 1 Voltage - Data Valid but Below Normal Operational Range -Moderately Severe Level. ECM supply voltage is below the minimum systemvoltage level.

Engine may stoprunning or be difficultto start.

ISB, ISC, and ISL with CM2150 - Unswitched Battery Supply

Circuit Description

The electronic control module (ECM) receives constant voltage from the batteries through the unswitched battery wires that areconnected directly to the positive (+) battery post. There is one 30-ampere fuse in the unswitched battery wires to protect theoriginal equipment manufacturer (OEM) harness. The ECM receives switched battery input through the vehicle keyswitch wirewhen the vehicle keyswitch is turned on. The battery return wires are connected directly to the negative (-) battery post.

Component Location

The ECM is located on the intake side of the engine. The ECM is connected to the battery by the OEM harness. This direct linkprovides a constant power supply for the ECM. Refer to Procedure 100-002 (Engine Diagrams) in Section F for a detailedcomponent location view. The location of the battery will vary with the OEM. Refer to the OEM troubleshooting and repair manualfor battery location.




The ECM detects that the main battery supply voltage is less than 6-VDC.


The ECM logs the fault code immediately when the diagnostic runs and fails.


The ECM will turn off the fault code immediately after the battery voltage is above +6-VDC.

Shop Talk


This fault code is logged when the ECM battery supply voltage drops below 6-VDC.

Verify that the ECM unswitched power supply is coming from the batteries and not the starter or other device. Check forpossible weak batteries.If the ECM unswitched battery supply is taken from the starter, check for low voltage during cranking. Low voltage duringcranking can cause the ECM power supply to drop below specifications and log Fault Code 441.





(08-fc441) Battery 1 Voltage - Data Valid but Below Normal Operational Range - Moderately Severe Level105 / 507

:

FAULT CODE 442Battery 1 Voltage - Data Valid but Above Normal Operational Range - Moderately

Severe Level

Overview

CODE REASON EFFECT


Battery 1 Voltage - Data Valid but Above Normal Operational Range -Moderately Severe Level. ECM supply voltage is above the maximumsystem voltage level.

Possible electricaldamage to all electricalcomponents.

ISB, ISC, and ISL with CM2150 - Unswitched Battery Supply Circuit

Circuit Description

The electronic control module (ECM) receives constant voltage from the batteries through the unswitched battery wires that areconnected directly to the positive (+) battery post. There is one 30-ampere fuse in the unswitched battery wire to protect the OEMharness. The ECM receives switched battery input through the vehicle keyswitch wire when the vehicle keyswitch is turned on. Thebattery return wires are connected directly to the negative (-) battery post.

Component Location

The ECM is located on the intake side of the engine. Refer to Procedure 100-002 (Engine Diagrams) in Section F for a detailedcomponent location view.The ECM is connected to the battery by the OEM harness. This direct link provides a constant powersupply for the ECM. The location of the battery will vary with the original equipment manufacturer (OEM). Refer to the OEMtroubleshooting and repair manual for battery location.




The ECM detects that the main battery supply voltage is greater than 36-VDC.




The ECM will turn off the fault code immediately after the battery voltage drops below 36-VDC.

Shop Talk


This fault code is logged when the ECM battery supply voltage exceed 36-VDC. Causes of this fault code include:

Faulty alternator or regulator that is overcharging the systemBatteries connected in series instead of parallelIncorrect jump-starting procedure.





(08-fc442) Battery 1 Voltage - Data Valid but Above Normal Operational Range - Moderately Severe Level106 / 507


Is the engine an ISB or QSB3.3 engine? Go to 08-fc449b

Is the engine an ISC or ISL engine? Go to 08-fc449cl




(08-fc449) Injector Metering Rail 1 Pressure Choice 107 / 507

:

FAULT CODE 449Injector Metering Rail Number 1 Pressure - Data Valid But Above Normal

Operating Range - Most Severe Level

Overview

CODE REASON EFFECT


Injector Metering Rail Number 1 Pressure - Data Valid ButAbove Normal Operating Range - Most Severe Level. TheECM has detected that fuel pressure in the fuel rail is higherthan the fuel pressure relief valve.

None or possible engine noiseassociated with higher injectionpressures (especially at idle or lightload) or possible power derate.

Fuel System

Fuel System

Circuit Description

The electronic control module (ECM) monitors engine-operating conditions, including the reading of rail fuel pressure, andchanges the flow command to either increase (OPEN the electric fuel control valve) or decrease (CLOSE the electric fuel controlvalve) the fuel supply to the high-pressure pump.

Component Location

The high pressure relief valve is located on the fuel rail. Refer to Procedure 100-002 (Engine Diagrams) for a detail componentview.




The ECM has detected that the measured fuel rail pressure is above the maximum pressure allowed by the fuel pressure reliefvalve.


The ECM illuminates the amber CHECK ENGINE light immediately when the diagnostic runs and fails. Power derate mayoccur on some engines.



Shop Talk


Fault Code 449 is activated when the sensed rail fuel pressure exceeds for several consecutive seconds the opening pressure ofthe fuel pressure relief valve.

Fault Code 449 is not used to indicate a fuel pressure relief valve opening. It is used to indicate a fuel pressure relief valve whichfails to open or does not regulate pressure. Troubleshooting must be focused on inspecting the drain line path of the fuelpressure relief valve for restrictions/obstructions and checking or replacing the fuel pressure relief valve. A restriction in the fuel-drain-to-tank return line can prevent unneeded fuel from exiting the fuel system. Check the fuel drain line restriction from the fuelrail to the tank for damage.

The fuel rail pressure sensor must also be checked. When checking the fuel rail pressure sensor accuracy, make sure the highpressure fuel rail is not pressurized. The fuel pump, high-pressure fuel lines, and fuel rail contain very high-pressure fuel. Do notloosen any fittings while the engine is running. Wait at least 10 minutes after shutting down the engine before loosening any fittingsin the high-pressure fuel system to allow pressure to decrease to a lower level. There could be a significant amount of time waitingon the rail to depressurize to 0. It could be necessary to manually relieve the pressure from the high pressure fuel rail.


(08-fc449b) Injector Metering Rail 1 Pressure - Data Valid but Above Normal Operational Range - Most Severe Level108 / 507

on the rail to depressurize to 0. It could be necessary to manually relieve the pressure from the high pressure fuel rail.






:

FAULT CODE 449Injector Metering Rail Number 1 Pressure - Data Valid But Above Normal


Overview

CODE REASON EFFECT


Injector Metering Rail Number 1 Pressure - Data Valid ButAbove Normal Operating Range - Most Severe Level. TheECM has detected that fuel pressure in the fuel rail is higherthan the fuel pressure relief valve.

None or possible engine noiseassociated with higher injectionpressures (especially at idle or lightload) or possible power derate.

Fuel System

Circuit Description

The electronic control module (ECM) monitors engine-operating conditions, including the reading of rail fuel pressure, andchanges the flow command to either increase (OPEN the electric fuel control valve) or decrease (CLOSE the electric fuel controlvalve) the fuel supply to the high-pressure pump.

Component Location

The high-pressure relief valve is located on the fuel rail. Refer to Procedure 100-002 in Section E.




The ECM has detected that the measured fuel rail pressure is above the maximum pressure allowed by the fuel pressure reliefvalve.


The ECM illuminates the amber CHECK ENGINE light immediately when the diagnostic runs and fails. Power derate can occur onsome engines.



Shop Talk


Fault Code 449 is activated when the sensed rail fuel pressure exceeds for several consecutive seconds the opening pressure ofthe fuel pressure relief valve.

Fault Code 449 is not used to indicate a fuel pressure relief valve opening. It is used to indicate a fuel pressure relief valve whichfails to open or does not regulate pressure. Troubleshooting must be focused on inspecting the drain line path of the fuelpressure relief valve for restrictions/obstructions and checking or replacing the fuel pressure relief valve. A restriction in the fuel-drain-tank return line can prevent unneeded fuel from exiting the fuel system. Check the fuel drain line restriction from the fuel railto the tank for damage.

The fuel rail pressure sensor must also be checked. When checking the fuel rail pressure sensor accuracy, make sure the high-pressure fuel rail is not pressurized. The fuel pump, high-pressure fuel lines, and fuel rail contain very high-pressure fuel. Do notloosen any fittings while the engine is operating. Once the engine is keyed off, there could be a significant amount of time waitingon the rail to depressurize to 0. It is necessary to manually relieve the pressure from the high-pressure fuel rail by loosening thepump to rail line at the rail.



(08-fc449cl) Injector Metering Rail 1 Pressure - Data Valid but Above Normal Operational Range - Most Severe Level110 / 507

:

FAULT CODE 451Injector Metering Rail Number 1 Pressure Sensor Circuit - Voltage Above Normal

or Shorted to High Source

Overview

CODE REASON EFFECT


Injector Metering Rail Number 1 Pressure Sensor Circuit - Voltage Above Normal orShorted to High Source. High signal voltage detected at rail fuel pressure sensorcircuit.

Power and orspeedderate.

ISB with CM2150 - Fuel Rail Pressure Sensor Circuit

ISC and ISL with CM2150 - Fuel Rail Pressure Sensor Circuit

Circuit Description

The fuel delivery pressure sensor responds to pressure changes in the fuel rail. The fuel delivery pressure sensor has a 5-voltsupply circuit, a sensor signal voltage, and a return circuit.

The electronic control module (ECM) provides a 5 volt supply to the fuel rail pressure sensor using a common sensor supplycircuit. The ECM also provides a ground on the sensor return circuit. The fuel rail pressure sensor provides a signal to the ECMon the fuel rail pressure sensor signal circuit. This sensor signal voltage changes, based on the pressure in the fuel rail. The ECMwill detect a low signal voltage at high rail pressures. The ECM will detect a high signal voltage during low rail pressure conditions.

Component Location

The fuel pressure sensor is installed in the fuel rail. Use the following procedure for a detailed component location view.Refer toProcedure 100-002 in Section E.




The ECM detects that the fuel delivery pressure signal voltage is less than 0.20-VDC for more than 1 second.


The ECM illuminates the amber CHECK ENGINE light immediately when the diagnostic runs and fails.A default value for the fuel rail pressure reading is used.



Shop Talk


This fault code will become active if there is an open circuit on any of the three pins (+5 volt supply, signal, or return) that connectthe sensor or ECM to the wiring harness. This fault will also be active if the signal wire is shorted to a source of voltage. This faultcode will become inactive any time the keyswitch is ON and the signal returns to a valid in-range voltage.

Causes for this fault code include:

Voltage (+5-VDC or higher shorted to the signal wire)Open circuit on the signal wireOpen circuit on the +5 volt supply wireOpen circuit on the return wireDamaged sensor


(08-fc451) Injector Metering Rail 1 Pressure Sensor Circuit - Voltage Above Normal or Shorted to High Source112 / 507

Damaged ECM.





(08-fc451) Injector Metering Rail 1 Pressure Sensor Circuit - Voltage Above Normal or Shorted to High Source113 / 507

:

FAULT CODE 452Injector Metering Rail Number 1 Pressure Sensor Circuit - Voltage Below Normal

or Shorted to Low Source

Overview

CODE REASON EFFECT


Injector Metering Rail Number 1 Pressure Sensor Circuit - Voltage Below Normal orShorted to Low Source. Low signal voltage detected at the rail fuel pressure sensorcircuit.

Power andor speedderate.

ISB with CM2150 - Fuel Rail Pressure Sensor Circuit

ISC and ISL with CM2150 - Fuel Rail Pressure Sensor Circuit

Circuit Description

The fuel delivery pressure sensor responds to pressure changes in the fuel rail. The fuel delivery pressure sensor has a 5 voltsupply circuit, a sensor signal voltage, and a return circuit.

The electronic control module (ECM) provides a 5 volt supply to the fuel rail pressure sensor using a common sensor supplycircuit. The ECM also provides a ground on the sensor return circuit. The fuel rail pressure sensor provides a signal to the ECMon the fuel rail pressure sensor signal circuit. This sensor signal voltage changes, based on the pressure in the fuel rail. The ECMwill detect a low signal voltage at high rail pressures. The ECM will detect a high signal voltage during low rail pressure conditions.

Component Location

The fuel pressure sensor is installed in the fuel rail. Use the following procedure for a detailed component location view. Refer toProcedure 100-002 in Section E.




The ECM detects that the fuel delivery pressure signal voltage is greater than 4.80-VDC for more than 1 second.





Shop Talk


This fault code will become inactive anytime the keyswitch is ON and the signal pin of the ECM is too low. This can be caused by ashort circuit to ground on the +5 volt supply or signal wire. This fault will also become active if a device that is powered by thecommon +5-VDC power supply is shorted to ground. This fault code will become inactive any time the keyswitch is ON and thesignal returns to a valid in-range voltage.

Causes for this fault code include:

Engine harness; the supply or signal wire is shorted to groundOther components; any component connected to the common power supply is shorted to groundDamaged sensorDamaged ECM.


(08-fc452) Injector Metering Rail 1 Pressure Sensor Circuit - Voltage Below Normal or Shorted to Low Source114 / 507





(08-fc452) Injector Metering Rail 1 Pressure Sensor Circuit - Voltage Below Normal or Shorted to Low Source115 / 507

:

FAULT CODE 471Engine Oil Level - Data Valid But Below Normal Operational Range - Least Severe

Level

Overview

CODE REASON EFFECT


Engine Oil Level - Data Valid But Below Normal OperationalRange - Least Severe Level. Low oil level has been detectedby the oil level sensor.

The engine may derate. Possiblelow oil pressure, possible severeengine damage.

ISB, ISC, and ISL with CM2150 - Engine Oil Level Sensor.

Circuit Description

An algorithm in the electronic control module (ECM) calibration monitors engine oil level while the ECM is keyed on and no enginespeed is detected. If the engine oil level falls below a certain threshold, the ECM will activate Fault Code 471, as well as themaintenance lamp. The maintenance lamp will flash only during a key-on event.

Component Location

The engine oil level sensor is located on the engine oil dipstick, on the left side of the engine. Refer to Procedure 100-002 (EngineDiagrams) in Section E for a detailed component location view.




The engine oil level is detected to be low at key-on.


The amber CHECK ENGINE light will flash for 30 seconds when the keyswitch is turned on.


The amber CHECK ENGINE light will stop flashing at key-on and the fault code state will become inactive immediately after thediagnostic runs and passes. The fault code can also be cleared with INSITE™ electronic service tool.

Shop Talk


If inactive counts of Fault Code 471 are logged in the ECM, it can be possible that the engine was running or keyed on while tiltedat an angle severe enough to cause this fault to be triggered.

Other causes of Fault Code 471 can include:

The engine was not filled to proper capacity during the most recent oil changeExternal engine oil leaks (oil leaking onto the ground)Internal engine oil leaks (oil leaking into the fuel system or cooling system)High engine oil consumption/power cylinder failure (check for abnormally high blowby when the engine is loaded).





(08-fc471) Engine Oil Level - Data Valid but Below Normal Operational Range - Least Severe Level116 / 507

:


- Moderately Severe Level

Overview

CODE REASON EFFECT


Intake Manifold 1 Temperature - Data Valid but Above Normal OperationalRange - Moderately Severe Level. Intake manifold air temperature signalindicates intake manifold air temperature is above engine protection warninglimit.


Intake Manifold 1 Pressure/ Temperature Sensor

Circuit Description

The intake manifold 1 temperature sensor is a variable resistor sensor and is used to measure the temperature of the air enteringthe intake manifold of the engine. The electronic control module (ECM) supplies 5 volts to the intake manifold temperature signalcircuit. The ECM monitors the change in voltage caused by changes in the resistance of the sensor to determine the intakemanifold temperature.

When the intake air is cold, the sensor or thermistor resistance is high. The ECM signal voltage only pulls down a small amountthrough the sensor to a ground. Therefore, the ECM senses a high signal voltage or low temperature. When the intake air is warm,the sensor resistance is low. The signal voltage pulls down a large amount. Therefore, the ECM senses a low signal voltage, or ahigh temperature. This fault code indicates that the intake manifold temperature has exceeded the maximum engine protectionlimit.

Component Location

Refer to Procedure 100-002 (Engine Diagrams) in Section E for a detailed component location view.




The ECM detects that the intake manifold temperature is greater than a calibratible limit set in the ECM.


The torque output of the engine will be reduced.


The maximum torque output of the engine will return and the fault code will go inactive after the intake manifold temperature dropsbelow a calibratible limit set in the ECM.

Shop Talk


The intake manifold 1 temperature sensor measures the temperature of the charge-air as it passes through the intake manifold.Possible causes of this fault code include:

Plugged charge air cooler finsRestricted airflow through the charge air coolerAn undersized charge air coolerHigh turbocharger compressor outlet temperature.




(08-fc488) Intake Manifold 1 Temperature - Data Valid but Above Normal Operational Range - Moderately Severe Level117 / 507



(08-fc488) Intake Manifold 1 Temperature - Data Valid but Above Normal Operational Range - Moderately Severe Level118 / 507

:

FAULT CODE 499Engine Oil Level Sensor Circuit - Voltage Below Normal or Shorted to Low Source

Overview

CODE REASON EFFECT


Engine Oil Level Sensor Circuit - Voltage Below Normal or Shorted to LowSource. The engine oil level sensor has detected an internal failure.

Oil level sensoroperation will bedisabled.

ISB, ISC, and ISL - Oil Level Sensor Circuit

Circuit Description

The oil level sensor will monitor the oil fluid level in the oil pan at key-on. The oil level sensor will not monitor the oil level after theengine is started or when the engine speed is greater than 0 rpm. During the engine key-on, if the oil level sensor detects a criticallow oil level, then the amber CHECK ENGINE light will blink for 30 seconds and a fault code will be logged. If an operator observesa blinking amber CHECK ENGINE light at key-on, the operator must check the engine oil level with the manual dipstick.

The oil level sensor provides the electronic control module (ECM) with a pulse width modulated (PWM) signal. Within this signal,the oil level sensor transmits the engine oil level reading, oil temperature, and fault code information from the oil level sensor.

Component Location

The oil level sensor is located on the left side of the engine on the front oil dipstick port. Refer to Procedure 100-002 (EngineDiagrams) in Section E for a detailed component location view.




The oil level sensor has detected an internal short or open circuit.


The ECM illuminates the amber CHECK ENGINE light immediately when the diagnostic runs and fails.The oil level sensor operation will be disabled.


The ECM will turn off the amber CHECK ENGINE light and enable oil level sensor operation immediately after a valid PWM signal isreceived from the oil level sensor.

Shop Talk



Open or short circuit internally to the oil level sensorA malfunctioning oil level sensor.





(08-fc499) Engine Oil Level Sensor Circuit - Voltage Below Normal or Shorted to Low Source 119 / 507

:

FAULT CODE 528Auxiliary Alternate Torque Validation Switch - Data Erratic, Intermittent, or

Incorrect

Overview

CODE REASON EFFECT


Auxiliary Alternate Torque Validation Switch - Data Erratic, Intermittent, orIncorrect. An error has been detected in the alternate torque switch circuit.

Torque curve settingdefaults to defaultcurve.

Alternate Torque Circuit

Circuit Description

The torque curve switch circuit allows the operator to select from up to three preprogrammed torque curves using a two- or three-position switch, depending on which one the original equipment manufacturer (OEM) has provided.

Component Location

The location of the torque curve switch circuit varies with each OEM and equipment model. Refer to the OEM troubleshooting andrepair manual.

Shop Talk


The switch can be monitored for proper operation with INSITE™ electronic service tool. If the switch is changing state correctly onthe service tool, then the problem does not lie in the switch circuit.

The 3-position switch has three states:

Position 1 - openPosition 2 - closedPosition 3 - 1500 ohm resistance.

The 2-position switch has two states:

Position 1 - openPosition 2 - closed.





(08-fc528) Auxiliary Alternate Torque Validation Switch - Data Erratic, Intermittent, or Incorrect 120 / 507

:

FAULT CODE 529 (QSB3.3)Auxiliary Input/Output 3 Circuit - Voltage Above Normal or Shorted to High

Source

Overview

CODE REASON EFFECT


Auxiliary Input/Output 3 Circuit - Voltage Above Normal or Shorted to High Source.High signal voltage has been detected at the auxiliary input/output 3 circuit.

None onperformance.

Dual Output Signal

Circuit Description

The electronic control module (ECM) provides a signal to the original equipment manufacturer (OEM) output control solenoid toturn the OEM supplied accessory on and off. The OEM output control circuit varies by OEM. Some OEMs will use a solenoid returnthat is wired to the ECM or will use a return that goes to engine block or chassis ground.

Component Location

The OEM output solenoid location varies by OEM. Refer to the appropriate OEM troubleshooting and repair manual to determinethe location.

Shop Talk


The ECM monitors the voltage level on this circuit. When the ECM commands the OEM output signal low, it expects the voltagelevel to be approximately 0-VDC. If it detects a high voltage, this fault is recorded. If Fault Code 529 is still active after completingthe following troubleshooting steps, refer to the OEM troubleshooting and repair manual for procedures to check the OEM outputdevice for an open circuit or short circuit to ground. Possible causes of this fault include:

Open circuit in the engine harness or OEM output control solenoidShort circuit to voltage source in the OEM harnessMalfunctioning ECM.





(08-fc529) Auxiliary Input/Output 3 Circuit - Voltage Above Normal or Shorted to High Source 121 / 507

:

FAULT CODE 553Injector Metering Rail Number 1 Pressure - Data Valid but Above Normal

Operating Range - Moderately Severe Level

Overview

CODE REASON EFFECT


Injector Metering Rail Number 1 Pressure - Data Valid butAbove Normal Operating Range - Moderately Severe Level.The ECM has detected that fuel pressure is higher than thecommanded pressure.

None or possible engine noiseassociated with higher injectionpressures (especially at idle or lightload). Engine power is reduced.

ISB with CM2150 - Fuel Rail Pressure Sensor

Circuit Description

The electronic control module (ECM) monitors engine operating conditions, including the reading of rail fuel pressure, andchanges the flow command to either increase (open the fuel pump actuator) or decrease (close the fuel pump actuator) the fuelsupply to the high-pressure pump.

Component Location

The fuel pump actuator is installed in the adapter on the back of the high-pressure fuel pump.

Refer to Procedure 100-002 (Engine Identification) in Section E for a detailed component location view.




The ECM has detected that the fuel rail pressure reading has exceeded the recommended operating limits.



A default value for the fuel rail pressure reading is used.

The fuel rail pressure will be regulated to the fuel rail pressure relief valve.


The ECM will turn off the amber CHECK ENGINE light immediately after the fuel rail pressure drops to zero and the fuel railpressure relief valve resets. This will normally occur at key-off.

Shop Talk


A fuel pump actuator with excessive leakage or a damaged inboard o-ring will result in high fuel rail pressures at idle or light load.

If the fuel pump actuator exhibits excessive leakage, it is possible that the fuel rail pressure will reach the opening pressure of thefuel rail pressure relief valve and Fault Code 1911 can possibly also become active.

The fuel rail pressure sensor should also be checked. When checking the fuel rail pressure sensor accuracy, make sure thehigh-pressure fuel rail is not pressurized. The fuel pump, high-pressure fuel lines, and fuel rail contain very high-pressurefuel. Do not loosen any fittings while the engine is running. Wait at least 10 minutes after shutting down the engine beforeloosening any fittings in the high-pressure fuel system to allow pressure to decrease to a lower level. There could be asignificant amount of time waiting on the rail to depressurize to zero on some engines. In such cases, it may be necessary tomanually relieve the pressure from the high-pressure fuel rail.


(08-fc553b) Injector Metering Rail 1 Pressure - Data Valid but Above Normal Operational Range - Moderately Severe Level123 / 507





(08-fc553b) Injector Metering Rail 1 Pressure - Data Valid but Above Normal Operational Range - Moderately Severe Level124 / 507

:



Overview

CODE REASON EFFECT


Injector Metering Rail Number 1 Pressure - Data Valid butAbove Normal Operating Range - Moderately Severe Level.The ECM has detected that fuel pressure is higher than thecommanded pressure.

None or possible engine noiseassociated with higher injectionpressures (especially at idle or lightload). Engine power is reduced.

ISC and ISL with CM2150 - Fuel Rail Pressure Sensor

Circuit Description

The electronic control module (ECM) monitors engine operating conditions, including the reading of rail fuel pressure, andchanges the flow command to either increase (open the fuel pump actuator) or decrease (close the fuel pump actuator) the fuelsupply to the high-pressure pump.

Component Location

The fuel pump actuator is installed in the adapter on the back of the high-pressure fuel pump.

Refer to Procedure 100-002 in Section E for a detailed component location view.




The ECM has detected that the fuel rail pressure reading has exceeded the recommended operating limits.



A default value for the fuel rail pressure reading is used.

The fuel rail pressure will be regulated to the fuel rail pressure relief valve.


The ECM will turn off the amber CHECK ENGINE light immediately after the fuel rail pressure drops to zero and the fuel railpressure relief valve resets. This will normally occur at key-off.

Shop Talk

Verify the electronic control module (ECM) calibration is correct. Check the calibration revision history found on QuickServe™Online for applicable fixes to the calibration stored in the ECM. If necessary, recalibrate the ECM. Refer to Procedure 019-032 inSection 19 in the corresponding Troubleshooting and Repair Manual for the engine being serviced.

A fuel pump actuator with excessive leakage or a damaged inboard o-ring will result in high fuel rail pressures at idle or light load.

If the fuel pump actuator exhibits excessive leakage, it is possible that the fuel rail pressure will reach the opening pressure of thefuel rail pressure relief valve and Fault Code 1911 can possibly also become active.

The fuel rail pressure sensor should also be checked. When checking the fuel rail pressure sensor accuracy, make sure thehigh-pressure fuel rail is not pressurized. The fuel pump, high-pressure fuel lines, and fuel rail contain very high-pressurefuel. Do not loosen any fittings while the engine is running. Once the engine is keyed off, there could be a significantamount of time waiting on the rail to depressurize to zero. It is necessary to manually relieve the pressure from the high-pressure fuel rail by loosening the pump to rail line at the rail.



(08-fc553cl) Injector Metering Rail 1 Pressure - Data Valid but Above Normal Operational Range - Moderately Severe Level125 / 507




(08-fc553cl) Injector Metering Rail 1 Pressure - Data Valid but Above Normal Operational Range - Moderately Severe Level126 / 507

:

FAULT CODE 554Injector Metering Rail 1 Pressure - Data Erratic, Intermittent, or Incorrect

Overview

CODE REASON EFFECT


Injector Metering Rail 1 Pressure - Data Erratic, Intermittent, orIncorrect. the ECM has detected that the fuel pressure signal is notchanging.

The ECM will estimate fuelpressure and power isreduced.

ISB with CM2150 - Fuel Rail Pressure Sensor

ISC and ISL with CM2150 - Fuel Rail Pressure Sensor

Circuit Description

The fuel pressure sensor contains supply, signal, and return pins. The electronic control module (ECM) provides +5 volts to thefuel pressure sensor. This +5 volt power supply is a shared supply. Other sensors on this circuit are the intake manifold pressuresensor and backup engine position sensor.

Component Location

The fuel pressure sensor is located in the rail fuel on the air intake side of the engine. Refer to Procedure 100-002 (EngineDiagrams) in Section E for a detailed component location view.




The ECM detects that the fuel rail pressure reading is not changing with engine operating conditions.





Shop Talk


This fault code can become active any time the engine is loaded and the electronic control module (ECM) detects the fuelpressure in the rail fuel is not changing. This fault code will become inactive whenever the ECM is powered down or if the ECMdetects that the engine is loaded and the fuel pressure is changing normally. If there are many inactive counts of this fault code orif the fault is not repeatable, look for signs of tampering to the fuel pressure sensor circuit. If the fault code occurs intermittently(can not be reproduced during a road test), then inspect each of the following for poor connections or damage:

Intake manifold pressure sensorBackup engine position sensorFuel pressure sensor.





(08-fc554) Injector Metering Rail 1 Pressure - Data Erratic, Intermittent, or Incorrect 127 / 507







(08-fc555) Crankcase Pressure Choice 128 / 507

:

FAULT CODE 555Crankcase Pressure - Data Valid but Above Normal Operational Range -


Overview

CODE REASON EFFECT


Crankcase Pressure - Data Valid but Above Normal Operational Range -Moderately Severe Level.

None onperformance.

ISB and QSB3.3 CM2150 - Crankcase Pressure Sensor Circuit

Circuit Description

The pressure inside the crankcase filter is measured by the crankcase pressure sensor. When the crankcase pressure sensordetermines that the crankcase pressure is higher than normal, this fault code is logged.

Component Location

The crankcase pressure sensor is located near the crankcase ventilation filter. Use the following procedure for a detailedcomponent location view.Refer to Procedure 100-002 in Section F.




The ECM detects that the crankcase pressure is greater than a calibrated value.


The ECM illuminates the amber CHECK ENGINE light when the crankcase pressure limit is exceeded.


The ECM will turn off the amber CHECK ENGINE light as soon as the crankcase pressure drops below a calibrated value.

Shop Talk

Verify the electronic control module (ECM) calibration is correct. Check the calibration revision history found on QuickServe®Online for applicable fixes to the calibration stored in the ECM. If necessary, recalibrate the ECM. Use the following procedure inthe corresponding Troubleshooting and Repair Manual for the engine being serviced.Refer to Procedure 019-032 in Section 19.


Crankcase ventilation filter needs to be replacedCrankcase pressure sensor damageMalfunctioning or misassembled closed crankcase ventilation valveFrozen, plugged, or restricted crankcase ventilation hosePlugged or restricted crankcase ventilation hosePlugged or restricted crankcase ventilation oil drain tube or check valvePlugged or restricted crankcase breather tube (Rear Engine Mounted Crankcase Ventilation Filter)High air intake restriction.

Depending on the breather system used, the crankcase ventilation filter will be located:

On top of the rocker lever cover, between the rocker lever cover and the crankcase ventilation filter cover.At the rear of the engine, encased in an external crankcase ventilation filter housing that mounts to the flywheel housing.

Both systems are closed crankcase breather systems, meaning the crankcase gases are vented into the intake system at the inletto the turbocharger compressor.


(08-fc555b) Crankcase Pressure - Data Valid but Above Normal Operational Range - Moderately Severe Level129 / 507

It is important to check for plugged or restricted hoses, tubes, check valves, and filters in extreme cold ambient temperatures.

If Fault Code 555 becomes active due to a plugged filter before the maintenance interval is reached or the filter plugs frequently,see the High Blowby (Crankcase Gases (Blowby) Excessive) troubleshooting symptom tree.





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:

FAULT CODE 555Crankcase Pressure - Data Valid but Above Normal Operational Range -


Overview

CODE REASON EFFECT


Crankcase Pressure - Data Valid but Above Normal Operational Range -Moderately Severe Level.

None onperformance.

ISC and ISL CM2150 - Crankcase Pressure Sensor Circuit

Circuit Description

The pressure inside the crankcase filter is measured by the crankcase pressure sensor. When the crankcase pressure sensordetermines that the crankcase pressure is higher than normal, this fault code is logged.

Component Location

The crankcase pressure sensor is located near the crankcase breather filter. Use the following procedure for a detailedcomponent location view.Refer to Procedure 100-002 in Section F.






The ECM illuminates the amber CHECK ENGINE light when the crankcase pressure limit is exceeded.


The ECM will turn off the amber CHECK ENGINE light as soon as the crankcase pressure drops below a calibrated value.

Shop Talk

Verify the electronic control module (ECM) calibration is correct. Check the calibration revision history found on QuickServe®Online for applicable fixes to the calibration stored in the ECM. If necessary, calibrate the ECM. Use the following procedure in thecorresponding Troubleshooting and Repair Manual for the engine being serviced.Refer to Procedure 019-032 in Section 19.


Crankcase breather filter needs to be replacedCrankcase pressure sensor damagePlugged or restricted crankcase breather oil separatorPlugged or restricted crankcase breather oil drain tube or check valvePlugged or restricted crankcase breather draft tubeFrozen, plugged, or restricted crankcase breather tube.

It is important to check for plugged or restricted hoses, tubes, check valves, oil separator, and filters in extreme cold ambienttemperatures.

If Fault Code 555 becomes active due to a plugged filter before the maintenance interval is reached or the filter plugs frequently,see the Crankcase Gases (Blowby) Excessive troubleshooting symptom tree.




(08-fc555cl) Crankcase Pressure - Data Valid but Above Normal Operational Range - Moderately Severe Level131 / 507



(08-fc555cl) Crankcase Pressure - Data Valid but Above Normal Operational Range - Moderately Severe Level132 / 507







(08-fc556) Crankcase Pressure Choice 133 / 507

:

FAULT CODE 556Crankcase Pressure - Data Valid but Above Normal Operational Range - Most

Severe Level

Overview

CODE REASON EFFECT


Crankcase Pressure - Data Valid but Above Normal Operational Range - MostSevere Level.

Engine powerderate.

ISB and QSB3.3 CM2150 - Crankcase Pressure Sensor Circuit

Circuit Description

The pressure inside the crankcase is measured by the crankcase pressure sensor. When the crankcase pressure sensordetermines that the crankcase pressure is higher than normal, this fault code is logged.

Component Location

The crankcase pressure sensor is located near the crankcase ventilation filter. Use the following procedure for a detailedcomponent location view.Refer to Procedure 100-002 in Section F.






The ECM illuminates the red STOP ENGINE light when the crankcase pressure limit is exceeded.The engine torque output will be reduced to protect the engine from excessive crankcase pressure.


The ECM will turn off the red STOP ENGINE light as soon as the crankcase pressure drops below a calibrated value.

Shop Talk

Verify the electronic control module (ECM) calibration is correct. Check the calibration revision history found on QuickServe™Online for applicable fixes to the calibration stored in the ECM. If necessary, calibrate the ECM. Use the following procedure in thecorresponding Troubleshooting and Repair Manual for the engine being serviced.Refer to Procedure 019-032 in Section 19.


Crankcase ventilation filter needs to be replacedCrankcase pressure sensor damageMalfunctioning or misassembled closed crankcase ventilation valveFrozen, plugged, or restricted crankcase ventilation hosePlugged or restricted crankcase ventilation hosePlugged or restricted crankcase ventilation oil drain tube or check valvePlugged or restricted crankcase breather tube (rear engine-mounted crankcase ventilation filter)High air intake restriction.

Depending on the breather system used, the crankcase ventilation filter will be located:

On top of the rocker lever cover, between the rocker lever cover and the crankcase ventilation filter cover, orAt the rear of the engine, encased in an external crankcase ventilation filter housing that mounts to the flywheel housing.

Both systems are closed crankcase breather systems, meaning the crankcase gases are vented into the intake system at the inletto the turbocharger compressor.


(08-fc556b) Crankcase Pressure - Data Valid but Above Normal Operational Range - Most Severe Level134 / 507

It is important to check for plugged or restricted hoses, tubes, check valves, and filters in extreme cold ambient temperatures.


After Fault Code 556 occurs, it is important to check for progressive damage to the engine due to the high crankcase pressure.Check for oil leaking from gaskets and seats.





(08-fc556b) Crankcase Pressure - Data Valid but Above Normal Operational Range - Most Severe Level135 / 507

:

FAULT CODE 556Crankcase Pressure - Data Valid but Above Normal Operational Range - Most

Severe Level

Overview

CODE REASON EFFECT


Crankcase Pressure - Data Valid but Above Normal Operational Range - MostSevere Level.

Engine powerderate.

ISC and ISL CM2150 - Crankcase Pressure Sensor Circuit

Circuit Description

The pressure inside the crankcase is measured by the crankcase pressure sensor. When the crankcase pressure sensordetermines that the crankcase pressure is higher than normal, this fault code is logged.

Component Location

The crankcase pressure sensor is located near the crankcase breather filter. Use the following procedure for a detailedcomponent location view.Refer to Procedure 100-002 in Section F.






The ECM illuminates the red STOP ENGINE light when the crankcase pressure limit is exceeded.The engine torque output will be reduced to protect the engine from excessive crankcase pressure.


The ECM will turn off the red STOP ENGINE light as soon as the crankcase pressure drops below a calibrated value.

Shop Talk

Verify the electronic control module (ECM) calibration is correct. Check the calibration revision history found on QuickServe™Online for applicable fixes to the calibration stored in the ECM. If necessary, calibrate the ECM. Use the following procedure in thecorresponding Troubleshooting and Repair Manual for the engine being serviced.Refer to Procedure 019-032 in Section 19.


Crankcase breather filter needs to be replacedCrankcase pressure sensor damagePlugged or restricted crankcase breather oil separatorPlugged or restricted crankcase breather oil drain tube or check valvePlugged or restricted crankcase breather draft tubeFrozen, plugged, or restricted crankcase breather tube.

It is important to check for plugged or restricted hoses, tubes, check valves, oil separator, and filters in extreme cold ambienttemperatures.


After Fault Code 556 occurs, it is important to check for progressive damage to the engine due to the high crankcase pressure.Check for oil leaking from gaskets and seals.


(08-fc556cl) Crankcase Pressure - Data Valid but Above Normal Operational Range - Most Severe Level136 / 507





(08-fc556cl) Crankcase Pressure - Data Valid but Above Normal Operational Range - Most Severe Level137 / 507

:

FAULT CODE 559Injector Metering Rail 1 Pressure - Data Valid but Below Normal Operational

Range - Moderately Severe Level

Overview

CODE REASON EFFECT


Injector Metering Rail 1 Pressure - Data Valid but Below NormalOperational Range - Moderately Severe Level. The ECM hasdetected that the fuel pressure is lower than commanded pressure.

Possibly hard to start, lowpower, or engine smoke.Engine could possibly notstart.

Fuel Rail Pressure Sensor

Circuit Description

The ECM monitors rail fuel pressure and engine operating conditions and changes the flow command to maintain the proper railfuel pressure. Changes to the flow command result in opening (or closing) of the electronic fuel control actuator to supply more (orless) fuel to the high-pressure pump.

Component Location

Refer to Procedure 100-002 in Section E.




The ECM has detected that the measured fuel rail pressure is below the commanded fuel rail pressure by a calibrated limit.





Shop Talk

Verify the electronic control module (ECM) calibration is correct. Check the calibration revision history found on QuickServe™Online for applicable fixes to the calibration stored in the ECM. If necessary, calibrate the ECM again. Refer to Procedure 019-032in Section 19.

Before performing troubleshooting work, verify the vehicle's system voltage by monitoring battery voltage in the INSITE™electronic service tool data monitor or connecting a digital volt ohm meter to the batteries. This will help identify a potential systemvoltage issue. Refer to the OEM service manual for specified voltage range and troubleshooting procedures.

If the engine will not start and Fault Code 559 comes active during cranking, but no speed sensor fault codes exist, monitor railpressure with INSITE™ electronic service tool. The procedures referred to in this troubleshooting tree will also have checks forengine no start conditions.

Before servicing any fuel system components, (such as fuel lines, fuel pump, injectors, etc.) which would expose the fuel system orinternal engine component to potential contaminants prior to disassembly, clean the fittings, mounting hardware, and the areaaround the component to be removed. Dirt or contaminants can be introduced into the fuel system and engine if the surroundingareas are not cleaned, resulting in damage to the fuel system and engine. Refer to Procedure 000-009 in Section 0.

If fuel pressure is low, check the following:

Fuel system prime (make sure that there is fuel in the tanks and that the system is primed)Fuel gear pump pressure.

If fuel gear pump pressure is correct, test for system leakage:


(08-fc559b) Injector Metering Rail 1 Pressure - Data Valid but Below Normal Operational Range - Moderately Severe Level139 / 507

High pressure pump leakageInjector leakageFuel rail pressure relief valve leakage.

If Fault Code 559 is inactive and there are no existing performance complaints, it is possible that the vehicle was run out of fuel orthat the fault came active if the engine was not primed following fuel filter replacement. Clear the inactive fault code.

Fault Code 559 sets when the engine is running and measured rail fuel pressure remains at least 100 Bar [1450 psi] less thancommanded pressure. Once detected, Fault Code 559 will remain active until the engine is turned off or until the measured railfuel pressure matches the commanded rail fuel pressure. When a condition exists that causes Fault Code 559 to become active, itis typical for the fault code to become active when the engine is heavily loaded and become inactive when the engine is lightlyloaded.

When Fault Code 559 occurs, the fuel system has lost its ability to maintain rail fuel pressure. Causes of this fault include:

Fuel inlet restrictionsFuel filter pluggingFuel gear pump output lowFuel gear pump pressure regulator sticking or leakingHigh pressure pump capacity decay (high leakage to drain from the high pressure pump)Fuel rail pressure relief valve leaks to drainFuel rail pressure relief valve opens at too low a pressureInjector fuel circuit leaks to drainPressure sensor reads more than 100 bar lower than actual pressureAir in the fuel.

A few bubbles exiting the line during the test is expected. A foamy appearance is an indication of a leak that allows air to enter, asevere inlet restriction that causes cavitation, or a system that is not yet primed. If fuel inlet restriction is not excessive, the sourceof air entry could be isolated to one of the following: suction fuel lines, OEM fuel lines, suction-side fuel filter assemblies, or stand-pipe(s) in the fuel tank(s).

The fuel rail pressure sensor can be checked. When checking the fuel rail pressure sensor accuracy, make sure the high-pressure fuel rail is not pressurized. The fuel pump, high-pressure fuel lines, and fuel rail contain very high-pressure fuel. Do notloosen any fittings while the engine is running. Wait at least 10 minutes after shutting down the engine before loosening any fittingsin the high-pressure fuel system, to allow the pressure to decrease to a lower level. There could be a significant amount of timewaiting on the rail to depressurize completely to 0. It could be necessary to manually relieve the pressure from the high pressurefuel rail.

Intermittent ECM power supply connections can cause Fault Code 559. If the engine is running with an active Fault Code 559 andFault Codes 449, 1911, or 2311 are not present, check the ECM power supply for intermittent connections or battery issues. FaultCode 1117 can also be active if this fault condition exits.

Inactive Fault Code/Exhausted Troubleshooting Tree:

Troubleshooting inactive Fault Code 559 can be very difficult. The fault code must be active for any of the outlined procedures inwhich the engine is operated during the test. For engines with high counts of inactive Fault Code 559 or if the troubleshooting treehas been exhausted, operate the engine on a chassis dynamometer or a diagnostic road test to duplicate the fault code. The mostcommon causes of intermittent Fault Code 559 that are difficult to create are leaking high-pressure connectors that only leakwhen the engine and the fuel are hot, intermittent fuel supply restrictions such as debris floating in the fuel tank, and a fuelpressure relief valve that opens prematurely. Check the High Pressure Connector (HPC) and connector torque and torque tospecification if necessary. Operate the engine on a chassis dynamometer or conduct a diagnostic road test to duplicate the faultcode. Use INSITE™ electronic service tool to log fuel system parameters during testing.





(08-fc559b) Injector Metering Rail 1 Pressure - Data Valid but Below Normal Operational Range - Moderately Severe Level140 / 507

:

FAULT CODE 559 (ISC and ISL)Injector Metering Rail 1 Pressure - Data Valid but Below Normal Operational


Overview

CODE REASON EFFECT

Fault Code: 559PID: P157SPN: 157FMI: 18LAMP: YellowSRT:

Injector Metering Rail 1 Pressure - Data Valid but Below NormalOperational Range - Moderately Severe Level. The ECM has detectedthat fuel pressure is lower than commanded pressure.

Possibly hard to start orlow power. Engine couldpossibly not start.

Fuel Flow

Circuit Description

The pressure control loop relies on fuel pressure supplied to the high-pressure pump by the fuel gear pump. The electroniccontrol module (ECM) monitors rail fuel pressure and engine operating conditions and changes the flow command to maintain theproper rail fuel pressure. Changes to the flow command result in opening (or closing) of the fuel pump actuator to supply more (orless) fuel to the high-pressure pump.

Component Location

Use the following procedure for a detailed component location view. Refer to Procedure 100-002 in Section E.




The ECM has detected the measured fuel rail pressure is below the commanded fuel rail pressure by at least 250 bar [3625 psi]for 7 seconds.





Shop Talk

The fuel system is designed to run on clean fuel. It has two fuel filters to maintain this cleanliness. Carelessness in handling andstorage of fuel system components during the repair can subject the precision components to damaging debris. Before servicingany fuel system components (such as fuel lines, fuel pump, injectors, etc.), clean the fittings, mounting hardware, and the areaaround the component to be removed. Store the components in a clean environment. Keep all fuel port openings and line endscovered so that no dirt can enter. Use the following procedure in the ISC and ISL CM2150 Service Manual, Bulletin 4021569, orthe ISLe CM2150 Service Manual, Bulletin 4021630. Refer to Procedure 000-009 in Section 0.

Fault Code 559 sets when the engine is running and measured rail fuel pressure remains at least 250 bar [3625 psi] less thancommanded pressure. Once detected, Fault Code 559 will remain active until the engine is turned OFF or until the measured railfuel pressure matches the commanded rail fuel pressure. When a condition exists that causes Fault Code 559 to become active, itis typical for the fault code to become active when the engine is heavily loaded and become inactive when the engine is lightlyloaded.

If Fault Code 559 is inactive and there are not any existing performance complaints, it is possible the vehicle was run out of fuel orthe fault became active if the engine was not primed following fuel filter replacement. However, if the customer reports that thefault code becomes active during engine operation, the steps in this fault code diagnostic tree can be used to identify the causeand make a repair.

If the engine will not start and Fault Code 559 becomes active during cranking, and no speed sensor fault codes exist, it is mostlikely that the engine is not developing rail pressure during cranking. Possibly, the engine is not primed, gear pump pressure istoo low, or the high-pressure fuel system components have excessive leakage to drain. The procedures referred to in thistroubleshooting tree also have checks for engine no start conditions.


(08-fc559cl) Injector Metering Rail 1 Pressure - Data Valid but Below Normal Operational Range - Moderately Severe Level141 / 507

troubleshooting tree also have checks for engine no start conditions.

The steps of this fault code tree assume that the fault condition is repeatable (this does not necessarily mean that the fault codeis active with the engine at idle). The troubleshooting has been designed to isolate the problem into four categories:

1. Other more precise fault codes exist (example: electrical circuits faults).

2. Isolate the high-pressure system; determine if the high-pressure system has high leakage.

3. Isolate the low pressure system; determine if the low pressure system works correctly. The system must first be primed. Then, itis important to note that checks of gear pump pressure and inlet restriction involves using a special service tool that causes theflow rate to increase to a rated flow. Fuel gear pump pressure and/or inlet restriction can not be accurately measured without amethod of increasing the flow (i.e. using the special service tool or operating the engine at full power).

4. Symptom based troubleshooting; If the initial checks of the high-pressure system (leakage) and low pressure system (prime andgear pump pressure) do not reveal a problem, this troubleshooting will recommend further checks that are most appropriate,based on the reported symptoms. The repair recommendation at this point requires that the condition under which the fault codeactivates be known (for example: under full power, during motoring/deceleration, or if the complaint is an engine surge at idle).

Verify the electronic control module (ECM) calibration is correct. Check the calibration revision history found on QuickServe™Online for applicable fixes to the c





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:

FAULT CODE 584Starter Relay Driver Circuit - Voltage Above Normal or Shorted to High Source

Overview

CODE REASON EFFECT


Starter Relay Driver Circuit - Voltage Above Normal or Shortedto High Source. Open circuit or high voltage detected atstarter lockout circuit.

Either the engine will not start or theengine will not have starter lockoutprotection.

ISB, ISC, and ISL with CM2150 - Starter Relay Circuit

Circuit Description

The starter lockout relay is controlled by the ECM through the starter lockout relay signal circuit. The relay prevents the starterfrom being engaged when the engine is running. The relay return circuit is dependent on OEM wiring. It may be wired back to theECM on some vehicles, or wired to the chassis or block ground on others. Consult the OEM wiring diagram for return circuitdetails. The starter lockout relay circuit utilizes a pulse width modulated (PWM) signal. A PWM signal is a pulsed voltage signalbetween 0-VDC and system voltage. The frequency of the pulsed voltage signal is dependent on the application requirement.

Component Location

The starter lockout relay is installed by the vehicle OEM. Refer to the OEM troubleshooting and repair manual for exact location.


This diagnostic runs when the keyswitch is in the ON position and when the PWM device is being energized or de-energized. Insome cases the diagnostic may also run at some fixed intervals.


The starter lockout relay circuit PWM signal is not detected to be system voltage when the PWM signal is turned on.


The ECM illuminates the amber CHECK ENGINE light immediately when the diagnostic runs and fails.The Starter Lockout feature will be disabled.


The ECM will turn off the amber CHECK ENGINE light and the fault code state will become inactive immediately after the diagnosticruns and passes. The fault code can also be cleared using INSITE™ electronic service tool.

Shop Talk

Verify the electronic control module (ECM) calibration is correct. Check the calibration revision history found on Quickserve®Online for applicable fixes to the calibration stored in the ECM. If necessary, recalibrate the ECM. Refer to Procedure 019-032(ECM Calibration Code) in Section 19 in the corresponding Troubleshooting and Repair Manual for the engine being serviced.

The ECM monitors the voltage level on this circuit. If it detects a voltage when the signal is commanded off, it records this faultcode.This fault can be caused by:

Open circuit in the starter lockout relay, OEM harness, or connectorsShort circuit to a voltage source in the OEM harness or relay.





(08-fc584) Starter Relay Driver Circuit - Voltage Above Normal or Shorted to High Source 143 / 507

:

FAULT CODE 585Starter Relay Driver Circuit - Voltage Below Normal or Shorted to Low Source

Overview

CODE REASON EFFECT


Starter Relay Driver Circuit - Voltage Below Normal or Shorted to LowSource. Low voltage detected at starter lockout circuit.

The engine will not havestarter lockout protection.

ISB, ISC, and ISL with CM2150 - Starter Relay Circuit

Circuit Description

The starter lockout relay is controlled by the electronic control module (ECM) through the starter lockout relay signal circuit. Therelay prevents the starter from being engaged when the engine is running. The relay return circuit is dependent on OEM wiring. Itmay be wired back to the ECM on some vehicles or wired to the chassis or block ground on others. Consult the OEM wiringdiagram for return circuit details. The starter lockout relay circuit utilizes a pulse width modulated (PWM) signal. A PWM signal is apulsed voltage signal between 0 VDC and system voltage. The frequency of the pulsed voltage signal is dependent on theapplication requirement.

Component Location

The starter lockout relay is installed by the vehicle OEM. Refer to OEM troubleshooting and repair manual for exact location.


This diagnostic runs when the keyswitch is in the ON position and when the PWM device is being energized or de-energized. Insome cases the diagnostics may also run at some fixed intervals.


The starter lockout relay circuit PWM signal is detected to be greater than 0 VDC when the PWM signal is turned off.


The ECM illuminates the amber CHECK ENGINE light immediately when the diagnostic runs and fails.The starter lockout feature will be disabled.


The ECM will turn off the amber CHECK ENGINE light and the fault code state will become inactive immediately after the diagnosticruns and passes. The fault code can also be cleared using INSITE™ electronic service tool.

Shop Talk


The ECM monitors the voltage level on this circuit. If it detects a low voltage when the signal is commanded on, it records this faultcode. This fault code can be caused by a short circuit to ground in the starter lockout relay, OEM harness, or connectors.





(08-fc585) Starter Relay Driver Circuit - Voltage Below Normal or Shorted to Low Source 144 / 507

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FAULT CODE 596Electrical Charging System Voltage - Data Valid but Above Normal Operational


Overview

CODE REASON EFFECT


Electrical Charging System Voltage - Data Valid but Above NormalOperational Range - Moderately Severe Level. High battery voltagedetected by the battery voltage monitor feature.

Amber warning lampilluminated until high batteryvoltage condition iscorrected.

ISB, ISC, and ISL with CM2150 - ECM Power Supply Circuit

Circuit Description


Component Location

The ECM is connected to the battery by the ECM power harness. This direct link provides a constant power supply for the ECM.The location of the battery will vary with the OEM. Refer to the OEM troubleshooting and repair manual for the battery location.




The ECM detects that the battery voltage is higher than 18-VDC.




The ECM will turn off the amber CHECK ENGINE light when the battery voltage falls below 18-VDC.

Shop Talk


This fault code is part of the Battery Voltage Monitor feature. The ECM can increase idle speed and deactivate the idle decrementswitch if idle speedup is enabled. View the Battery Voltage Monitor feature settings using the INSITE™ electronic service tool.Disabling the Battery Voltage Monitor feature will also disable this fault code.

Make sure the ECM battery supply (+) is coming directly from the battery and not the starter.

Possible causes of this fault code:

Overcharged batteries caused by a faulty alternator or regulator.





(08-fc596) Electrical Charging System Voltage - Data Valid but Above Normal Operational Range - Moderately Severe Level145 / 507

:

FAULT CODE 597Electrical Charging System Voltage - Data Valid but Below Normal Operational


Overview

CODE REASON EFFECT


Electrical Charging System Voltage - Data Valid but Below NormalOperational Range - Moderately Severe Level. Low battery voltagedetected by the battery voltage monitor feature.

Amber lamp will light untillow battery voltagecondition is corrected.


Circuit Description


Component Location

The ECM is connected to the battery by the ECM power harness. This direct link provides a constant power supply for the ECM.The location of the battery will vary with the OEM. Refer to the OEM troubleshooting and repair manual for the battery location.




The ECM detects that the battery voltage is less than 10-VDC.




The ECM will turn off the amber CHECK ENGINE light when the diagnostic runs and passes.

Shop Talk


This fault code is part of the Battery Voltage Monitor feature. The ECM can increase idle speed and deactivate the idle decrementswitch if Idle Speedup is enabled. View the Battery Voltage Monitor feature settings using the INSITE™ electronic service tool.Disabling the Battery Voltage Monitor feature will also disable this fault code.

Make sure the ECM unswitched battery supply is coming directly from the battery and not the starter.

Possible causes of this fault:

Undercharged batteries caused by a faulty alternator or regulatorHigh-current devices on the vehicle such as citizens band radio amplifiers, numerous exterior lights, or other accessories.





(08-fc597) Electrical Charging System Voltage - Data Valid but Below Normal Operational Range - Moderately Severe Level146 / 507

:

FAULT CODE 598Electrical Charging System Voltage - Data Valid but Below Normal Operational

Range - Most Severe Level

Overview

CODE REASON EFFECT


Electrical Charging System Voltage - Data Valid but Below NormalOperational Range - Most Severe Level. Very low battery voltagedetected by the battery voltage monitor feature.

Red lamp illuminated untilvery low battery voltagecondition is corrected.


Circuit Description


Component Location

The ECM is connected to the battery by the OEM harness. This direct link provides a constant power supply for the ECM. Thelocation of the battery will vary with the OEM. Refer to the OEM troubleshooting and repair manual for the battery location.




The ECM detects that the battery voltage is less than 8 VDC.




The ECM will turn off the red STOP ENGINE light when the diagnostic runs and passes.

Shop Talk


This fault code is part of the Battery Voltage Monitor feature. The ECM can increase idle speed and deactivate the idle decrementswitch if Idle Speedup is enabled. View the Battery Voltage Monitor feature settings using the INSITE™ electronic service tool.Disabling the Battery Voltage Monitor feature will also disable this fault code.

Make sure the ECM battery supply (+) is coming directly from the battery and not the starter.


Undercharged batteries caused by a faulty alternator or regulator.





(08-fc598) Electrical Charging System Voltage - Data Valid but Below Normal Operational Range - Most Severe Level147 / 507

:

FAULT CODE 599 (QSB3.3)Auxiliary Commanded Dual Output Shutdown - Special Instructions

Overview

CODE REASON EFFECT

Fault Code: 599PID: S025SPN: 640FMI: 14LAMP: RedSRT:

Auxiliary Commanded Dual Output Shutdown - Special Instructions. The engineprotection limit has been exceeded for the dual outputs calibrated limits.

Engine willshut down.

Dual Outputs Circuit

Circuit Description

Dual outputs based on sensed parameters provide up to two independent switched outputs for original equipment manufacturer(OEM) use. The state of each switched output can be determined by different inputs to the electronic control module (ECM),depending on the engine platform. The ECM can provide different outputs to OEM devices if any of the inputs are above or belowcalibrated thresholds. Each switched output is independent of the other with respect to control parameter input and thresholdsettings.

Component Location

The dual outputs features are OEM dependent. Refer to the OEM troubleshooting and repair manual for component location.

Shop Talk


This fault code is activated when one of the OEM defined inputs has exceeded a calibratible limit. The triggers for shutdown areOEM dependent.





(08-fc599) Auxiliary Commanded Dual Output Shutdown - Special Instructions 148 / 507

:

FAULT CODE 649Engine Oil Change Interval - Condition Exists

Overview

CODE REASON EFFECT

Fault Code: 649PID: S115SPN: 1378FMI: 11/31LAMP: MaintenanceSRT:

Engine Oil Change Interval - Condition Exists. Change engine oil andfilter.

Maintenance reminderonly.

Maintenance Reminder

Circuit Description

The electronic control module (ECM) informs the driver of a maintenance event by using the Maintenance Monitor feature'slubrication oil drain limits.

Component Location

The oil filter is located on the exhaust side of the engine, and the oil fill port varies by application. Refer to Procedure 100-002(Engine Diagrams) in Section E for a detailed component location for the oil filter and refer to the original equipment manufacturer(OEM) troubleshooting and repair manual for the location of the oil fill port.




The ECM detects that based on the programmable setting in the Maintenance Monitor feature, the engine oil and filter needs to bechanged.


The ECM illuminates the amber CHECK ENGINE light immediately when the maintenance condition is exceeded.


The ECM will turn off the amber CHECK ENGINE light immediately after the Maintenance Monitor feature has been reset usingINSITE™ electronic service tool.

Shop Talk


This fault code will only become active if the Maintenance Monitor is enabled in INSITE™ electronic service tool. Make sure thatthe oil and filter are changed before clearing the fault.





(08-fc649) Engine Oil Change Interval - Condition Exists 149 / 507

:

FAULT CODE 686Turbocharger 1 Speed - Data Erratic, Intermittent, or Incorrect

Overview

CODE REASON EFFECT


Turbocharger 1 Speed - Data Erratic, Intermittent, or Incorrect.An invalid turbocharger speed signal has been detected by theECM.

None on performance. The ECMuses an estimated turbochargerspeed.

ISB, ISC, and ISL with CM2150 - Turbocharger 1 Speed Circuit

Circuit Description

The turbocharger speed sensor is a variable reluctance speed sensor. It consists of a coil of wire and an iron core. The target onthe turbocharger shaft is a ground flat in the center of the shaft. As the flat on the turbocharger shaft spins past the speed sensor,a signal is generated. The electronic control module (ECM) interprets this signal and converts it to a turbocharger speed reading.

Component Location

The turbocharger speed sensor is mounted in the center housing of the turbocharger. Refer to Procedure 100-002 (EngineDiagrams) in Section E for a detailed component location view.




The ECM detects that the turbocharger speed is above the maximum limit set in the calibration.


The ECM illuminates the amber CHECK ENGINE light immediately when the diagnostic runs and fails.The ECM will estimate the turbocharger speed.



Shop Talk


This fault code is logged when the ECM detects a turbocharger speed that is greater than the speed that is physically achievableby the turbocharger. Usually this indicates a faulty sensor or incorrect speed signals from the turbocharger speed sensor. Thisfault can be caused by failures in the following components:

Turbocharger speed sensorEngine harnessECM power supply or groundsElectronic vehicle accessories which emit excessive electromagnetic interference.

This fault becomes inactive any time the ECM detects a valid turbocharger speed. If the fault occurs intermittently:

Look for causes of intermittent open circuit or short circuits in the turbocharger speed sensor circuit (including the speedsensor pigtail connector)Look for sources of electronic noise such as poorly installed vehicle electronic componentsBe sure that the vehicle chassis grounds are in good conditionBe sure that the ECM power supply and ground circuits are in good condition and that this power supply is not shared withother vehicle electronics.



(08-fc686) Turbocharger 1 Speed - Data Erratic, Intermittent, or Incorrect 150 / 507





(08-fc686) Turbocharger 1 Speed - Data Erratic, Intermittent, or Incorrect 151 / 507

:

FAULT CODE 687Turbocharger 1 Speed - Data Valid But Below Normal Operating Range -


Overview

CODE REASON EFFECT


Turbocharger 1 Speed - Data Valid ButBelow Normal Operating Range -Moderately Severe Level. Lowturbocharger speed detected by theECM.

Engine power derate. The ECM uses an estimatedturbocharger speed. To clear the fault code after a repair,take the vehicle on a short test drive with a few hardaccelerations from stop to approximately 35 mph.


Circuit Description

The turbocharger speed sensor is a variable reluctance speed sensor. It consists of a coil of wire and an iron core. The target onthe turbocharger shaft is a ground flat in the center of the shaft. As the flat on the turbocharger shaft spins past the speed sensor,a signal is generated. The electronic control module (ECM) interprets this signal and converts it to a turbocharger speed reading.

Component Location

The turbocharger speed sensor is mounted in the center housing of the turbocharger. Refer to Procedure 100-002 in Section E.




The ECM detects that the turbocharger speed is detected to be less than 600 rpm for more than 1 second when the engine speedis greater than 1200 rpm.


The ECM illuminates the amber CHECK ENGINE light immediately when the diagnostic runs and fails.The ECM will estimate turbocharger speed.


The ECM will turn off the amber CHECK ENGINE light immediately after the diagnostic runs and passes. To clear the fault codeafter a repair, take the vehicle on a short test drive with a few hard accelerations from stop to approximately 35 mph.

Shop Talk

Verify the ECM calibration is correct. Check the calibration revision history found on QuickServe™ Online for applicable fixes to thecalibration stored in the ECM. If necessary, calibrate the ECM. Refer to Procedure 019-032 in Section 19.

This fault can possibly come active if the ECM senses engine speed while at the same time a turbocharger speed signal is lessthan 600 rpm.


Damaged turbocharger speed sensorDamaged engine harnessDamaged alternator (EMI or internal short)Damaged ECM.

This fault becomes inactive any time the speed signal from the turbocharger speed sensor returns.

If the fault occurs intermittently, look for causes of intermittent open or short circuits in the turbocharger speed sensor circuit(including the speed sensor pigtail connector).

For the code to clear, the ratio of boost pressure to ambient pressure must be above 1.19:1 for at least 30 consecutive seconds. This condition can only be achieved during a test drive when the engine is under load. Operating the engine at idle or high idlewhile stationary will not create enough load to maintain boost pressure at 1.19 times ambient pressure for 30 consecutive


(08-fc687) Turbocharger 1 Speed - Data Valid but Below Normal Operational Range - Moderately Severe Level152 / 507

while stationary will not create enough load to maintain boost pressure at 1.19 times ambient pressure for 30 consecutiveseconds.

Although it is possible for a damaged ECM to be the root cause of this fault code, it is highly unlikely and ECM replacement shouldonly be considered as a last resort if no other repairs are successful in clearing the fault code.

In very rare cases, it has been shown that the turbocharger can cause this fault code to come active and turbochargerreplacement may be the only way to clear the fault code.


Last Modified: 21-Mar-2011



(08-fc687) Turbocharger 1 Speed - Data Valid but Below Normal Operational Range - Moderately Severe Level153 / 507

:

FAULT CODE 688Engine Oil Level - Data Valid but Above Normal Operational Range - Most Severe

Level

Overview

CODE REASON EFFECT


Engine Oil Level - Data Valid but Above NormalOperational Range - Most Severe Level. High oil levelhas been detected by the oil level sensor.

Possible low power, excessive smoke, oildilution, contamination, or severe enginedamage. The engine may derate.

ISB, ISC, and ISL with CM2150 - Engine Oil Level Sensor.

Circuit Description

An algorithm in the electronic control module (ECM) calibration monitors engine oil level while the ECM is keyed on and no enginespeed is detected. If the engine oil level exceeds a certain threshold, the ECM will activate Fault 688.

Component Location

The engine oil level sensor is located on the engine oil dipstick, on the air intake side of the engine. Refer to Procedure 100-002(Engine Diagrams) in section E for further details on dipstick location.




The engine oil level is detected to be above the normal operating level at key-on.




The ECM will turn off the red STOP ENGINE light and the fault code state will become inactive immediately after the diagnostic runsand passes. The fault code can also be cleared using INSITE™ electronic service tool.

Shop Talk


Fault code 688 indicates that the oil level in the engine is much higher than the recommended oil level.

Other causes of fault code 688 may include:

The engine may have been overfilled with oil during the most recent oil change.The fuel system may be leaking into the lube oil system. Check for fuel system faults or use fluorescent fuel system dye toidentify leaks.The cooling system may be leaking into the lube oil system. Check for coolant in the oil.





(08-fc688) Engine Oil Level - Data Valid but Above Normal Operational Range - Most Severe Level154 / 507

:

FAULT CODE 689Engine Crankshaft Speed/Position - Data Erratic, Intermittent, or Incorrect

Overview

CODE REASON EFFECT


Engine Crankshaft Speed/Position - Data Erratic, Intermittent, or Incorrect. The ECMhas detected an error in crankshaft position sensor signal.

Enginepowerderate.

ISB, ISC, and ISL with CM2150 - Engine Crankshaft Speed/Position Circuit

Circuit Description

The electronic control module (ECM) provides a 5 volt supply to the engine crankshaft speed/position sensor on the sensor supplycircuit. The ECM also provides a ground on the sensor return circuit. The crankshaft speed/position sensor provides a signal tothe ECM on the crankshaft speed/position sensor signal circuit. This sensor generates a signal to the ECM as the crankshaftspeed indicator ring passes the sensor. The ECM interprets this signal into an engine speed reading and determines engineposition.

Component Location

The crankshaft position sensor is located on the side of the front gear housing on the intake side of the engine. Refer toProcedure 100-002 (Engine Diagrams) in Section E for a detailed component location view.




The ECM detects a loss of the crankshaft speed/position sensor for more than 1 second.


The ECM illuminates the amber CHECK ENGINE light immediately when the diagnostic runs and fails.The crankshaft speed sensor is used to provide engine speed and position information to the ECM.


The ECM will turn off the amber CHECK ENGINE light after the ECM detects a valid signal from the crankshaft speed/positionsensor.

Shop Talk


This fault is logged when the ECM does not receive a valid crankshaft position signal.

Causes of this fault include:

Open or short circuit of the 5 volt SUPPLY, SIGNAL, or RETURN wire in the engine harnessDamaged crankshaft position sensor.

NOTE: On INSITE™ electronic service tool, the 'Crankshaft Position Sensor” is referred to as 'Engine Speed Main Sensor'.





(08-fc689) Engine Crankshaft Speed/Position - Data Erratic, Intermittent, or Incorrect 155 / 507

:

FAULT CODE 691Turbocharger 1 Compressor Inlet Temperature Sensor Circuit - Voltage Above


Overview

CODE REASON EFFECT


Turbocharger 1 Compressor Inlet Temperature Sensor Circuit - Voltage Above Normal orShorted to High Source. High signal voltage detected at the turbocharger compressor inletair temperature circuit.

Enginepowerderate.

ISC and ISL with CM2150 - Turbocharger Compressor Inlet Temperature Sensor Circuit

ISB with CM2150 - Ambient Air Temperature Sensor Circuit

Circuit Description

The compressor inlet air temperature sensor is a variable resistor sensor and is used to measure the temperature of the airentering the compressor inlet of the turbocharger. The electronic control module (ECM) supplies 5-VDC to the compressor inlettemperature signal circuit. The ECM monitors the change in voltage caused by changes in the resistance of the sensor todetermine the coolant temperature.

Component Location


Note: The ISB with CM2150 uses a combination ambient air temperature/pressure sensor located in the OEM intake air plumbingrather than a turbocharger compressor inlet temperature sensor.




The ECM detects that the compressor inlet temperature signal voltage is greater than 4.8-VDC for more than 1 second.


The ECM illuminates the amber CHECK ENGINE light immediately when the diagnostic runs and fails.A default value for the compressor inlet temperature reading is used.



Shop Talk

Verify the electronic control module (ECM) calibration is correct. Check the calibration revision history found on QuickServe™Online for applicable fixes to the calibration stored in the ECM. If necessary, calibrate the ECM. Refer to Procedure 019-032 (ECMCalibration Code) in Section 19 in the corresponding Troubleshooting and Repair Manual for the engine being serviced.

The turbocharger inlet air temperature sensor shares return wires in the engine harness with other sensors. An open return cancause multiple fault codes to be active. Before troubleshooting Fault Code 691, check for multiple fault codes. An extensionharness between the main engine harness and the turbocharger compressor inlet temperature sensor can be used depending onthe turbocharger arrangement.

On ISB with CM2150 engines, an extension harness between the main harness and the ambient air temperature/pressure sensoris always used.


Open return circuit in the harness, connectors, or sensorOpen signal circuit or short circuit to a voltage source


(08-fc691) Turbocharger 1 Compressor Inlet Temperature Sensor Circuit - Voltage Above Normal or Shorted to High Source156 / 507

Damaged sensor.





(08-fc691) Turbocharger 1 Compressor Inlet Temperature Sensor Circuit - Voltage Above Normal or Shorted to High Source157 / 507

:

FAULT CODE 692Turbocharger 1 Compressor Inlet Temperature Sensor Circuit - Voltage Below


Overview

CODE REASON EFFECT


Turbocharger 1 Compressor Inlet Temperature Sensor Circuit - Voltage Below Normal orShorted to Low Source. Low signal voltage detected at the turbocharger compressor inletair temperature sensor circuit.

Enginepowerderate.

ISC and ISL with CM2150 - Turbocharger Compressor Inlet Air Temperature Sensor Circuit

ISB with CM2150 - Ambient Air Temperature Sensor Circuit

Circuit Description

The turbocharger compressor inlet temperature sensor is a variable resistor sensor and is used to measure the temperature ofthe air entering the compressor inlet of the turbocharger. The electronic control module (ECM) supplies 5-VDC to the compressorinlet temperature signal circuit. The ECM monitors the change in voltage caused by changes in the resistance of the sensor todetermine the coolant temperature.

Component Location


Note: The ISB with CM2150 uses a combination ambient air temperature/pressure sensor located in the OEM intake air plumbingrather than a turbocharger compressor inlet temperature sensor.




The ECM detects that the compressor inlet temperature signal voltage is less than 0.2-VDC for more than 1 second.


The ECM illuminates the amber CHECK ENGINE light immediately when the diagnostic runs and fails.A default value for the compressor inlet temperature reading is used.



Shop Talk


An extension harness between the main engine harness and the turbocharger compressor inlet temperature sensor can be used,depending on the turbocharger arrangement.

On ISB with CM2150 engines, an extension harness between the main harness and the ambient air temperature/pressure sensoris always used.


Signal circuit shorted to ground in the harnessSignal circuit shorted to return or ground in the sensorDamaged sensor.


(08-fc692) Turbocharger 1 Compressor Inlet Temperature Sensor Circuit - Voltage Below Normal or Shorted to Low Source158 / 507





(08-fc692) Turbocharger 1 Compressor Inlet Temperature Sensor Circuit - Voltage Below Normal or Shorted to Low Source159 / 507

:

FAULT CODE 698ECM Internal Temperature Sensor Circuit - Voltage Below Normal or Shorted to

Low Source

Overview

CODE REASON EFFECT


ECM Internal Temperature Sensor Circuit - Voltage Below Normal or Shorted to LowSource. Low signal voltage or an open circuit detected at the internal ECMtemperature sensor.

None onperformance.

ISB, ISC, and ISL Electronic Control Module

Circuit Description

The electronic control module (ECM) has an internal temperature sensor that is used to measure the temperature inside the ECM.

Component Location

The ECM is located on the fuel system side of the engine. Refer to Procedure 100-002 (Engine Diagrams) in Section E for adetailed component location view.




The ECM detects that the internal temperature sensor circuit is shorted to ground.


The ECM illuminates the amber CHECK ENGINE light immediately after the diagnostic runs and passes.



Shop Talk


This sensor is located internally to the ECM. No troubleshooting is possible for this fault code. If the fault code is active, the ECMmust be replaced.





(08-fc698) ECM Internal Temperature Sensor Circuit - Voltage Below Normal or Shorted to Low Source160 / 507

:

FAULT CODE 731Engine Speed/Position Camshaft and Crankshaft Misalignment - Mechanical

System Not Responding Properly or Out of Adjustment

Overview

CODE REASON EFFECT


Engine Speed/Position Camshaft and Crankshaft Misalignment - MechanicalSystem Not Responding Properly or Out of Adjustment. Engine position signalfrom the engine speed sensor and camshaft position sensor do not match.

Engine will runderated. Hard startand rough idlepossible.

ISB, ISC, and ISL with CM2150 - Engine Magnetic Speed/Position Sensor Circuit

Circuit Description

The crankshaft position and camshaft position sensors are hall effect type sensors. The electronic control module (ECM) providesa 5-VDC supply to the position sensor and a return circuit. As the teeth on the crankshaft speed ring or the lobes on the camshaftgear pass the position sensor, a signal is generated on the position sensor signal circuit. The ECM interprets this signal andconverts it to an engine speed. A missing tooth on the crankshaft gear is used to determine the position of the engine by the ECM.

Component Location





The ECM detects that the crankshaft position does not match the camshaft position signal input to the ECM.





Shop Talk


The ECM monitors the position of the missing tooth on the crankshaft speed sensor target and the camshaft speed sensor target.If the two positions do not match, the ECM then determines that there is a mechanical misalignment between the two sensors.

This fault code is logged when there is a mechanical misalignment between the crankshaft engine position sensor and thecamshaft engine position sensor.

Possible causes for this fault code include:

Engine speed sensor rings that are loose or not aligned correctlyMechanical misalignment.





(08-fc731) Engine Speed/Position Camshaft and Crankshaft Misalignment - Mechanical System Not Responding Properly or Out of Adjustment161 / 507

:

FAULT CODE 778Engine Camshaft Speed/Position - Data Erratic, Intermittent, or Incorrect

Overview

CODE REASON EFFECT


Engine Camshaft Speed/Position - Data Erratic,Intermittent, or Incorrect. The ECM has detected an errorin the camshaft position sensor signal.

Engine can run rough. Possibly poorstarting capability. Engine runs usingprimary engine position sensor.

ISB, ISC, and ISL with CM2150 - Engine Magnetic Speed/Position Circuit

Circuit Description

The electronic control module (ECM) provides a 5 volt supply to the engine camshaft speed/position sensor on the sensor supplycircuit. The ECM also provides a ground on the sensor return circuit. The camshaft speed/position sensor provides a signal to theECM on the camshaft speed/position sensor signal circuit. This sensor generates a signal to the ECM as the camshaft speedindicator lobe passes the sensor. The ECM interprets this signal into an engine speed reading and determines engine position.This sensor is used as a backup sensor if the primary engine crankshaft speed/position signal is lost.

Component Location

Both engine position sensors are located on the back side of the front gear housing above the fuel pump drive. Refer toProcedure 100-002 (Engine Diagrams) in Section E for a detailed component location view.




The ECM detects a loss of the camshaft speed/position sensor for more than 1 second.




The ECM will turn off the amber CHECK ENGINE light immediately after the ECM detects a valid signal from the camshaftspeed/position sensor.

Shop Talk


This fault is logged when the ECM does not receive a valid camshaft position signal.

Causes of this fault include:

Open or short circuit of the 5 volt SUPPLY, SIGNAL, or RETURN wire in the engine harnessDamaged or malfunctioning camshaft position sensor.

NOTE: On INSITE™ electronic service tool, the 'Camshaft Position Sensor' is referred to as 'Engine Speed Backup Sensor'.





(08-fc778) Engine Camshaft Speed/Position Sensor - Data Erratic, Intermittent, or Incorrect 162 / 507

:

FAULT CODE 779Auxiliary Equipment Sensor Input 3 - Root Cause Not Known

Overview

CODE REASON EFFECT


Auxiliary Equipment Sensor Input 3 - Root Cause Not Known Possible engine derate.


Circuit Description

The original equipment manufacturer (OEM) has the option of wiring a pressure or temperature sensor input to the Cummins®electronic control module (ECM). A specific calibration is then created to recognize this pressure or temperature sensor input. Thisfault code is activated when the pressure or temperature input from the OEM sensor exceeds the engine protection limit defined bythe OEM. Depending on OEM requirements, an Engine Protection derate can be associated with this fault code.

Component Location

The OEM pressure or temperature sensor input will vary, depending on application. Refer to the OEM troubleshooting and repairmanual for sensor location.




The ECM detects that the engine protection limit for the OEM input device has been exceeded.


The ECM illuminates the amber CHECK ENGINE light immediately when the diagnostic runs and fails.Engine power can be limited, depending on the specific OEM calibration.



Shop Talk


This fault code is activated when the pressure or temperature input from the OEM sensor exceeds the engine protection limitdefined by the OEM. An engine power derate is possible, depending on the OEM application.





(08-fc779) Auxiliary Equipment Sensor Input 3 - Root Cause Not Known 163 / 507

:

FAULT CODE 784Adaptive Cruise Control Mode - Data Erratic, Intermittent, or Incorrect

Overview

CODE REASON EFFECT


Adaptive Cruise Control Mode - Data Erratic, Intermittent,or Incorrect. Loss of communication with adaptive cruisecontrol.

Adaptive cruise control will not operate.Standard cruise control may notoperate.

ISB, ISC, and ISL with CM2150 - Adaptive Cruise Control Circuit

Circuit Description

The adaptive cruise control unit communicates with the electronic control module (ECM) sending and receiving vehicle speedcontrol messages through the SAE J1939 data link.

Component Location

The location of the adaptive cruise control unit will vary by original equipment manufacturer (OEM). Refer to the OEMtroubleshooting and repair manual for specific location.




The ECM does not receive a valid J1939 message from the adaptive cruise control module for more than 1 second.


The ECM illuminates the amber CHECK ENGINE light immediately when the diagnostic runs and fails.The adaptive cruise control will not operate.



Shop Talk


This fault is set active if the ECM does not receive the Heartbeat message from the adaptive cruise control unit on the SAE J1939data link.

If Adaptive Cruise Recovery is enabled, the driver can toggle the cruise enable switch from the OFF position to the ON position twotimes to get regular cruise control to operate and Fault Code 784 will go inactive. At the next key cycle, if the Heartbeat message isstill not present, Fault Code 784 will go active.





(08-fc784) Adaptive Cruise Control Mode - Data Erratic, Intermittent, or Incorrect 164 / 507

:

FAULT CODE 1117Power Supply Lost With Ignition On - Data Erratic, Intermittent, or Incorrect

Overview

CODE REASON EFFECT


Power Supply Lost With Ignition On - Data Erratic,Intermittent, or Incorrect. Supply voltage to the ECM fellbelow +6.2-VDC momentarily, or the ECM was not allowedto power down correctly (retain battery voltage for 30seconds after key OFF).

Possible no noticeable performanceeffects or engine dying or hardstarting. Fault information, tripinformation, and maintenance monitordata can be inaccurate.


Circuit Description

The electronic control module (ECM) receives constant voltage from the batteries through the unswitched battery wires that areconnected directly to the positive (+) battery post. The ECM receives switched battery input through the vehicle keyswitch wirewhen the vehicle keyswitch is turned ON.

Component Location

The ECM is connected to the battery by the original equipment manufacturer (OEM) power harness through the ECM batterysupply stub. This provides a constant power supply for the ECM. The location of the battery will vary with the OEM. Refer to theOEM service manual.


This diagnostic runs continuously when the keyswitch is in the ON position, and during the power down process (lasting 30seconds after key OFF).


The ECM detects that primary ECM power supply dropped below 6.2-VDC while the keyswitch was in the ON position. The faultcode will be active when the keyswitch is turned ON following the incomplete power down event.


The ECM records the fault code immediately when the diagnostic runs and fails.Power down data like trip information, maintenance monitor, and fault information will not get saved to permanent memorywhen the keyswitch is turned OFF.


The ECM must see primary ECM battery voltage above +6.2-VDC when the keyswitch is turned off before the fault code will goinactive.

Shop Talk


This fault is set active if the ECM battery supply voltage drops below +6.2-VDC while the keyswitch is in the ON position.

Make sure the ECM unswitched battery supply is coming directly from the battery and not the starter. If unswitched power iscoming from the starter, it is possible for the battery voltage to drop low enough during cranking to set this fault active.

Where the fault code is inactive, familiarize yourself with the vehicle shutdown practices used by the operator. For example, if thereare controls inside the cab that can interrupt the (ECM) power supply (before the end of the 30 second power down process afterkey OFF), these should be considered as a potential cause when the fault code is being addressed. This should be explained tothe operator.

This fault can also be caused by resistance in the ECM battery supply (+) or (-) circuits. Resistance in these circuits can cause thevoltage level at the ECM input to drop low enough to set Fault Code 1117 active.

An active Fault Code 1117 can prevent critical aftertreatment soot load information from being saved to permanent memory in the


(08-fc1117) Power Supply Lost With Ignition On - Data Erratic, Intermittent, or Incorrect 165 / 507

An active Fault Code 1117 can prevent critical aftertreatment soot load information from being saved to permanent memory in theECM. The use of battery disconnect switches to turn the engine off or any device that disconnects battery voltage to the ECMwithin 10 seconds of turning the keyswitch OFF can cause damage to the aftertreatment system. Donot operate the vehicle withan active Fault Code 1117.





(08-fc1117) Power Supply Lost With Ignition On - Data Erratic, Intermittent, or Incorrect 166 / 507

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FAULT CODE 1239Accelerator Pedal or Lever Position Sensor 2 Circuit - Voltage Above Normal or


Overview

CODE REASON EFFECT

Fault Code: 1239PID: SPN: 2623FMI: 3/3LAMP: AmberSRT:

Accelerator Pedal or Lever Position Sensor 2 Circuit - Voltage AboveNormal or Shorted to High Source. High voltage detected at acceleratorpedal position number 2 signal circuit.


ISB, ISC, and ISL with CM2150 - Accelerator Pedal Sensor

Circuit Description


The accelerator pedal contains two position sensors. These position sensors are used to measure the throttle position. Bothposition sensors receive a 5 volt supply from the ECM. A corresponding signal voltage based on the position of the acceleratorpedal is then received from the ECM. The signal voltage for accelerator position 1 is twice as much as the signal voltage from theaccelerator position 2.


Component Location

The accelerator pedal position sensor is located on the accelerator pedal. Refer to the original equipment manufacturer (OEM)troubleshooting and repair manual.




The ECM detects that the throttle pedal signal voltage is greater than 2.5-VDC for more than 1 second.





Shop Talk


Newer engines use two throttle position sensors to determine the throttle position. Older throttle pedals used a single throttleposition sensor and an idle validation switch. If Fault Codes 132 and 1241 are active when the accelerator pedal is in the idleposition and Fault Code 132 goes inactive and Fault Code 1239 goes active when the throttle is depressed, the incorrect throttlepedal has been installed in the vehicle. A throttle pedal with two acceleration position sensors should be installed.

If troubleshooting an intermittent accelerator problem, the accelerator pedal position sensor 2 signal voltage can be monitored withthe INSITE™ electronic service tool, while flexing the harness to locate the intermittent connection.




Accelerator pedal position 2 signal circuit shorted to battery or 5 volt supply.Open accelerator pedal return circuit in the harness or connections.Accelerator supply shorted to battery.Failed accelerator pedal position sensor.

Note: The three wires in the accelerator position sensor circuit must be twisted together.






:

FAULT CODE 1241Accelerator Pedal or Lever Position Sensor 2 Circuit - Voltage Below Normal or


Overview

CODE REASON EFFECT

Fault Code: 1241PID: NoneSPN: 2623FMI: 4/4LAMP: AmberSRT:

Accelerator Pedal or Lever Position Sensor 2 Circuit - Voltage BelowNormal or Shorted to Low Source. Low voltage detected at acceleratorpedal position number 2 signal circuit.


ISB, ISC, and ISL - Accelerator or Pedal Sensor

Circuit Description

The accelerator position sensor is a hall-effect sensor attached to the accelerator pedal. The accelerator position sensor variesthe signal voltage to the electronic control module (ECM) as the accelerator pedal is depressed and released. Low signal voltageis received by the ECM when the accelerator pedal at 0 percent. A high signal voltage is received by the ECM when theaccelerator pedal is at 100 percent. The accelerator pedal position circuit contains an accelerator pedal position 5 volt supply,accelerator pedal position return, and accelerator pedal position signal.

The accelerator pedal contains two position sensors. These position sensors are used to measure the throttle position. Bothposition sensors receive a 5 volt supply from the ECM. A corresponding signal voltage based on the position of the acceleratorpedal is then received from the ECM. The signal voltage for accelerator position 1 is twice as much as the signal voltage fromaccelerator position 2. When the ECM senses a signal voltage lower than the normal operating range of the sensor, this fault codeis set.

Component Location

The accelerator pedal position sensor is located on the accelerator pedal. Refer to the OEM troubleshooting and repair manual.




The ECM detects that the throttle pedal signal voltage is less than 0.35-VDC for more than 1 second.




The ECM will turn off the amber CHECK ENGINE light immediately when the diagnostic runs and fails.

Shop Talk



If troubleshooting an intermittent accelerator problem, the accelerator pedal position sensor 2 signal voltage can be monitored withthe INSITE™ electronic service tool, while flexing the harness to locate the intermittent connection.


Accelerator pedal position signal shorted to engine ground or return wires in the OEM harness or sensor



Malfunctioning accelerator pedal position sensorOpen circuit in the accelerator signal, supply, or return wire in the harness or connectors.

Note: The three wires in the accelerator position sensor circuit must be twisted together.






:

FAULT CODE 1242Accelerator Pedal or Lever Position Sensor 1 and 2 - Data Erratic, Intermittent, or

Incorrect

Overview

CODE REASON EFFECT


Accelerator Pedal or Lever Position Sensor 1 and 2 - Data Erratic, Intermittent, orIncorrect. Accelerator position sensor number 1 and number 2 are reading differentvalues.

The enginewill onlyidle.

ISB, ISC, and ISL with CM2150 - Accelerator Pedal Sensor

Circuit Description


The accelerator pedal contains two position sensors. These position sensors are used to measure the throttle position. Bothposition sensors receive a 5 volt supply from the ECM. A corresponding signal voltage based on the position of the acceleratorpedal is then received from the ECM. The signal voltage for accelerator position 1 is twice as much as the signal voltage fromaccelerator position 2.

Component Location

The accelerator pedal position sensor is located on the accelerator pedal. Refer to the original equipment manufacturer (OEM)troubleshooting and repair manual.




The ECM detects that the readings between accelerator position sensor 1 and accelerator position sensor 2 differ by more than 2percent.





Shop Talk



This fault code becomes active when the accelerator position sensor number 1 and accelerator position sensor number 2 are notreading the same value.

Possible causes of the fault include:


(08-fc1242) Accelerator Pedal or Lever Position Sensor 1 and 2 - Data Erratic, Intermittent, or Incorrect171 / 507

Damaged accelerator pedal position sensor number 1 or damaged accelerator pedal position sensor number 2.Damaged accelerator pedal position sensor number 1 and damaged accelerator pedal position sensor number 2 signalwires are shorted together.





(08-fc1242) Accelerator Pedal or Lever Position Sensor 1 and 2 - Data Erratic, Intermittent, or Incorrect172 / 507

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FAULT CODE 1663Catalyst Inlet Temperature Sensor Swapped with Outlet - Condition Exists

Overview

CODE REASON EFFECT


Catalyst Inlet Temperature Sensor Swapped with Outlet - ConditionExists. The inlet and outlet catalyst temperature sensorconnections are swapped.

Active aftertreatment dieselparticulate filter regeneration willbe disabled.

ISB, ISC, and ISL - Aftertreatment Temperature Sensors

Circuit Description

The aftertreatment system is monitored by three temperature sensors that are located in the exhaust system. The aftertreatmentdiesel oxidation catalyst inlet temperature sensor is located after the turbocharger outlet. The aftertreatment diesel particulate filterinlet temperature sensor is located between the aftertreatment catalyst and aftertreatment particulate filter. The aftertreatmentdiesel particulate filter outlet temperature sensor is located after the aftertreatment particulate filter. These sensors monitor thetemperatures in the aftertreatment system and determine if the aftertreatment catalyst is missing.

Component Location

The aftertreatment temperature sensors are located in the aftertreatment system. Refer to the original equipment manufacturer(OEM) troubleshooting and repair manual for specific exhaust gas temperature sensor locations.


This diagnostic runs when the aftertreatment system is actively regenerating the aftertreatment diesel particulate filter. Thediagnostic also runs during engine warm-up.


The electronic control module (ECM) detects the aftertreatment diesel oxidation catalyst inlet temperature reading is higher thanthe aftertreatment diesel particulate filter inlet temperature during an active regeneration event of the diesel particulate filter.


The ECM illuminates the amber CHECK ENGINE light immediately when the diagnostic runs and fails.Active regeneration of the aftertreatment diesel particulate filter will be disabled.The exhaust gas recirculation (EGR) valve operation will be disabled.


The fault code will be set inactive following a key cycle if the fault was triggered during a regeneration event. If the fault code isactive at key-on, allow the aftertreatment temperatures to cool below 32°C [90°F] and then start and run the engine at high idle for10 minutes to clear the fault code.

Shop Talk


This fault code is activated when the ECM determines that the temperature reading from the aftertreatment diesel oxidationcatalyst inlet temperature sensor and the aftertreatment diesel particulate filter inlet temperature sensor are reading backwards.The most likely cause of this fault code is that the aftertreatment diesel oxidation catalyst inlet temperature sensor and theaftertreatment diesel particulate filter inlet temperature sensor connectors are swapped at the OEM harness.

The diesel oxidation catalyst inlet temperature sensor and the diesel particulate filter outlet temperature sensor are the same partnumber and have the same electrical connections. The diesel particulate filter inlet temperature sensor has a different connectorkey to prevent it from being swapped with the other temperature sensors. Verify that the aftertreatment temperature sensor arecorrectly installed.

An in-range failure of the aftertreatment diesel oxidation catalyst or the aftertreatment diesel particulate filter inlet temperature cancause this fault code. Make sure there are not any fault codes related to the aftertreatment temperature sensors before following


(08-fc1663) Catalyst Inlet Temperature Sensor Swapped with Outlet - Condition Exists 173 / 507

cause this fault code. Make sure there are not any fault codes related to the aftertreatment temperature sensors before followingthis troubleshooting tree.





(08-fc1663) Catalyst Inlet Temperature Sensor Swapped with Outlet - Condition Exists 174 / 507

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FAULT CODE 1664Catalyst Missing - Condition Exists

Overview

CODE REASON EFFECT


Catalyst Missing - Condition Exists. The aftertreatmentcatalyst in the exhaust system is not present.

Active aftertreatment diesel particulatefilter regeneration will be disabled.


Circuit Description

The aftertreatment system is monitored by three temperature sensors that are located in the exhaust system. The aftertreatmentdiesel oxidation catalyst inlet temperature sensor is located after the turbocharger outlet. The aftertreatment diesel particulate filterinlet temperature sensor is located between the aftertreatment catalyst and the aftertreatment particulate filter. The aftertreatmentdiesel particulate filter outlet temperature sensor is located after the aftertreatment particulate filter. These sensors monitor thetemperatures in the aftertreatment system and determine if the aftertreatment catalyst is missing.

Component Location

The aftertreatment catalyst is located in the exhaust system. The location of the catalyst can vary depending on the originalequipment manufacturer (OEM). Refer to the OEM troubleshooting and repair manual.


This diagnostic runs when the aftertreatment system is being actively regenerated to reduce soot in the aftertreatment dieselparticulate filter. The diagnostic checks for a temperature increase across the catalyst during an active regeneration of theaftertreatment system to detect the presence of the catalyst.


The electronic control module (ECM) detects that the aftertreatment diesel oxidation catalyst inlet temperature sensor and theaftertreatment diesel particulate filter inlet temperature sensor are reading the same temperature during an active regeneration ofthe aftertreatment system.


The ECM illuminates the amber CHECK ENGINE light immediately when the diagnostic runs and fails.Active regeneration of the aftertreatment system will be disabled.The exhaust gas recirculation (EGR) valve operation will be disabled.


The ECM will turn off the amber CHECK ENGINE light immediately after the diagnostic runs and passes, or at the next key-on.

Shop Talk


This fault code becomes active when the aftertreatment diesel oxidation catalyst inlet and aftertreatment diesel particulate filterinlet temperature sensors do not detect the presence of a catalyst in the aftertreatment system.


Tampering with the catalyst systemRemoving the catalyst system from the vehicleA damaged catalyst.



(08-fc1664) Catalyst Missing - Condition Exists 175 / 507




(08-fc1664) Catalyst Missing - Condition Exists 176 / 507

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FAULT CODE 1665Aftertreatment Exhaust Gas Temperature 1 Circuit - Voltage Below Normal or


Overview

CODE REASON EFFECT


Aftertreatment Exhaust Gas Temperature 1 Circuit - Voltage BelowNormal or Shorted to Low Source. Low signal voltage detected at thecatalyst inlet sensor circuit.

Active aftertreatment dieselparticulate filter regenerationwill be disabled.


Circuit Description

The aftertreatment temperature sensors are used by the electronic control module (ECM) to monitor the engine exhausttemperatures in the aftertreatment system. The aftertreatment temperature sensors are thermistors and change resistance basedon the temperature being measured. The ECM provides a 5 volt reference voltage to the sensor. The ECM monitors the change insignal voltage and converts this to a temperature value.

When the exhaust temperature is low, the sensor or thermistor resistance is high. The ECM signal voltage only pulls down a smallamount through the sensor to ground. Therefore, the ECM senses a high signal voltage or low temperature. When the exhaustgas temperature is high, the sensor resistance is low. The signal voltage pulls down a large amount. Therefore, the ECM senses alow signal voltage, or a high temperature.

Component Location

The aftertreatment diesel oxidation catalyst inlet temperature sensor is located in the aftertreatment system. It is located at theinlet of the aftertreatment catalyst. Refer to the original equipment manufacturer (OEM) troubleshooting and repair manual.


This diagnostic runs continuously following a calibratible warm-up period. The diagnostic will not run for a calibratible period oftime (up to 5 minutes) following a key cycle.


The ECM detects that the aftertreatment diesel oxidation catalyst inlet temperature sensor signal voltage is less than 0.1-VDC formore than 2 seconds.


The ECM illuminates the amber CHECK ENGINE light immediately when the diagnostic runs and fails.A default value for the aftertreatment diesel oxidation catalyst inlet temperature sensor reading is used.Active regeneration of the aftertreatment diesel particulate filter is disabled.



The ECM detects that the aftertreatment diesel oxidation catalyst inlet temperature sensor signal voltage has returned to normaloperating conditions for more than 4 seconds.

Shop Talk


The aftertreatment diesel oxidation catalyst inlet temperature sensor shares return wires in the OEM harness with other sensors. Ashorted return wire can cause multiple fault codes to be active.



(08-fc1665) Aftertreatment Exhaust Gas Temperature 1 Circuit - Voltage Below Normal or Shorted to Low Source177 / 507

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FAULT CODE 1666Aftertreatment Exhaust Gas Temperature 1 Circuit - Voltage Above Normal or


Overview

CODE REASON EFFECT


Aftertreatment Exhaust Gas Temperature 1 Circuit - Voltage AboveNormal or Shorted to High Source. High signal voltage detected at thecatalyst inlet temperature sensor circuit.

Active aftertreatment dieselparticulate filterregeneration will bedisabled.

ISB, ISC, and ISL with CM2150 - Aftertreatment Temperature Sensors

Circuit Description


When the exhaust temperature is low, the sensor or thermistor resistance is high. The ECM signal voltage only pulls down a smallamount through the sensor to ground. Therefore, the ECM senses a high signal voltage or low temperature. When the exhaustgas temperature is high, the sensor resistance is low. The signal voltage pulls down a large amount. Therefore, the ECM senses alow signal voltage, or a high temperature.

Component Location

The aftertreatment diesel oxidation catalyst inlet temperature sensor is located in the aftertreatment system. It is located at theinlet of the aftertreatment catalyst. Refer to the original equipment manufacturer (OEM) troubleshooting and repair manual.




The ECM detects that the aftertreatment diesel oxidation catalyst inlet temperature signal voltage is greater than 4.97-VDC formore than 2 seconds.


The ECM illuminates the amber CHECK ENGINE light immediately when the diagnostic runs and fails.A default value for the aftertreatment diesel oxidation catalyst inlet temperature reading is used.Active regeneration of the aftertreatment diesel particulate filter is disabled.




Shop Talk


The aftertreatment diesel oxidation catalyst inlet temperature sensor shares return wires in the OEM harness with other sensors. Ashorted return wire can cause multiple fault codes to be active.



(08-fc1666) Aftertreatment Exhaust Gas Temperature 1 Circuit - Voltage Above Normal or Shorted to High Source179 / 507

:

FAULT CODE 1667Aftertreatment Exhaust Gas Temperature 1 - Data Erratic, Intermittent, or

Incorrect

Overview

CODE REASON EFFECT


Aftertreatment Exhaust Gas Temperature 1 - Data Erratic, Intermittent, orIncorrect. The aftertreatment diesel oxidation catalyst inlet temperaturesensor is not changing with engine operating conditions.

Active aftertreatmentdiesel particulate filterregeneration will bedisabled.

Aftertreatment Temperature Sensors

Circuit Description

The aftertreatment temperature sensors are used by the electronic control module (ECM) to monitor the engine exhausttemperatures in the aftertreatment system. The aftertreatment temperature sensors are thermistors and change resistance basedon the temperature being measured. The ECM provides a 5 volt reference voltage to the sensor. The ECM monitors the change insignal voltage and converts it to a temperature value. When the exhaust temperature is low, the thermistor resistance is high. TheECM signal voltage only pulls down a small amount through the sensor to ground. Therefore, the ECM senses a high signalvoltage (low temperature). When the exhaust gas temperature is high, the thermistor resistance is low. The signal voltage pullsdown a large amount. Therefore, the ECM senses a low signal voltage (high temperature).

Component Location

The aftertreatment diesel oxidation catalyst inlet temperature sensor is located in the aftertreatment system. It is located at theinlet of the diesel oxidation catalyst. Refer to the OEM service manual.


This diagnostic runs continuously when the engine is running and fuel injection into the aftertreatment system is not occurring.


The ECM detects that the aftertreatment diesel oxidation catalyst inlet temperature sensor reading is not changing with engineoperating conditions.


The ECM illuminates the amber CHECK ENGINE light immediately when the diagnostic runs and fails.A default value for the aftertreatment diesel oxidation catalyst inlet temperature reading is used.Active regeneration of the aftertreatment diesel particulate filter is disabled.



The engine must be running at any speed for 15 minutes and the aftertreatment diesel oxidation catalyst inlet temperature mustbe above 150°C [302°F] before the fault code will clear.

Shop Talk

Verify the electronic control module (ECM) calibration is correct. Check the calibration revision history found on QuickServe™Online for applicable fixes to the calibration stored in the ECM. If necessary, calibrate the ECM. Reference the following procedurein the corresponding Troubleshooting and Repair Manual for the engine being serviced. Refer to Procedure 019-032 in Section19.

The aftertreatment sensors share a common ground wire with the coolant level sensor. Fault codes or problems related to thecoolant level sensor and its ground circuit could potentially cause this fault.


Coolant level sensor and/or coolant level sensor ground circuit fault codes or related problemsStuck in-range aftertreatment diesel oxidation catalyst inlet temperature sensorHigh resistance in the aftertreatment diesel oxidation catalyst inlet temperature sensor signal or return lines


(08-fc1667) Aftertreatment Exhaust Gas Temperature 1 - Data Erratic, Intermittent, or Incorrect 181 / 507

A miswired OEM harnessA face plugged or damaged aftertreatment diesel oxidation catalyst.






:



Overview

CODE REASON EFFECT


Aftertreatment Exhaust Gas Temperature 2 Circuit - Voltage Below Normalor Shorted to Low Source. Low signal voltage detected at theaftertreatment diesel particulate filter inlet temperature sensor circuit.



Circuit Description


When the exhaust gas temperature is low, the sensor or thermistor resistance is high. The ECM signal voltage only pulls down asmall amount through the sensor to ground. Therefore, the ECM senses a high signal voltage or low temperature. When theexhaust gas temperature is high, the sensor or thermistor resistance is low. The signal voltage pulls down a large amount.Therefore, the ECM senses a low signal voltage, or a high temperature.

Component Location

The aftertreatment diesel particulate filter inlet temperature sensor is located in the aftertreatment system. It is located at the outletof the catalyst and before the aftertreatment particulate filter. Refer to the original equipment manufacturer (OEM) troubleshootingand repair manual.




The ECM detects that the aftertreatment diesel particulate filter inlet temperature signal voltage is less than 0.1-VDC for more than2 seconds.


The ECM illuminates the amber CHECK ENGINE light immediately when the diagnostic runs and fails.A default value for the aftertreatment diesel particulate filter inlet temperature reading is used.Active regeneration of the aftertreatment diesel particulate filter is disabled.




Shop Talk


The aftertreatment diesel particulate filter inlet temperature sensor shares return wires in the OEM harness with other sensors. Ashorted return can cause multiple fault codes to be active.




:



Overview

CODE REASON EFFECT


Aftertreatment Exhaust Gas Temperature 2 Circuit - Voltage AboveNormal or Shorted to High Source. High signal voltage detected at theaftertreatment diesel particulate filter inlet temperature sensor circuit.



Circuit Description


When the exhaust gas temperature is low, the sensor or thermistor resistance is high. The ECM signal voltage only pulls down asmall amount through the sensor to ground. Therefore, the ECM senses a high signal voltage or low temperature. When theexhaust gas temperature is high, the sensor resistance is low. The signal voltage pulls down a large amount. Therefore, the ECMsenses a low signal voltage, or a high temperature.

Component Location

The aftertreatment diesel particulate filter inlet temperature sensor is located in the aftertreatment system. It is located at the outletof the catalyst and before the aftertreatment particulate filter. Refer to the OEM troubleshooting and repair manual.




The ECM detects that the aftertreatment diesel particulate filter inlet temperature signal voltage is greater than 4.97-VDC for morethan 2 seconds.


The ECM illuminates the amber CHECK ENGINE light immediately when the diagnostic runs and fails.A default value is used for the aftertreatment diesel particulate filter inlet temperature reading.Active regeneration of the aftertreatment diesel particulate filter is disabled.




Shop Talk


The catalyst inlet temperature sensor shares return wires in the OEM harness with other sensors. A shorted return can causemultiple fault codes to be active.




:


Incorrect

Overview

CODE REASON EFFECT


Aftertreatment Exhaust Gas Temperature 2 - Data Erratic, Intermittent, orIncorrect. The aftertreatment diesel particulate filter inlet temperaturesensor is not changing with engine operating conditions.



Circuit Description


When the exhaust gas temperature is low, the sensor or thermistor resistance is high. The ECM signal voltage only pulls down asmall amount through the sensor to ground. Therefore, the ECM senses a high signal voltage or low temperature. When theexhaust gas temperature is high, the sensor resistance is low. The signal voltage pulls down a large amount. Therefore, the ECMsenses a low signal voltage, or a high temperature.

Component Location

The aftertreatment diesel particulate filter inlet temperature sensor is located in the aftertreatment system. It is located at the outletof the catalyst and before the aftertreatment particulate filter. Refer to the original equipment manufacturer (OEM) service manual.




The ECM detects that the aftertreatment diesel particulate filter inlet temperature sensor reading is not changing with engineoperating conditions.


The ECM illuminates the amber CHECK ENGINE light immediately when the diagnostic runs and fails.A default value for the aftertreatment diesel particulate filter inlet temperature reading is used.Active aftertreatment diesel particulate filter regeneration will be disabled.




Shop Talk

Verify the electronic control module (ECM) calibration is correct. Check the calibration revision history found on QuickServe™Online for applicable fixes to the calibration stored in the ECM. If necessary, calibrate the ECM. Refer to Procedure 019-032 (ECMCalibration Code) in Section 19.


Stuck in-range aftertreatment diesel particulate filter inlet temperature sensorHigh resistance in the aftertreatment diesel particulate filter inlet temperature sensor signal or return wires.




:


Is the selective catalytic reduction (SCR)dosing system air-assisted?

Go to 08-fc1682air

Is the selective catalytic reduction (SCR)dosing system airless?

Go to 08-fc1682airless

Last Modified: 03-Feb-2011



(08-fc1682) Aftertreatment Diesel Exhaust Fluid Dosing Unit Input Lines - Choice 189 / 507

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FAULT CODE 1682 (Air-assisted)Aftertreatment Diesel Exhaust Fluid Dosing Unit Input Lines - Condition Exists

Overview

CODE REASON EFFECT

Fault Code: 1682PID: SPN: 3362FMI: 31LAMP: AmberSRT:

Aftertreatment DEF Dosing Unit Input Lines - Condition Exists. Anerror has been detected by the aftertreatment DEF dosing unit.

DEF injection into the SCRaftertreatment system isdisabled.

ISB4.5, ISB6.7, ISD4.5, and ISD6.7 CM2150 SN/ISL8.9 CM2150 SN/ISZ13 CM2150 -Aftertreatment DEF Dosing System

ISM11 CM876 SN - Aftertreatment DEF Dosing System

Circuit Description

For an air assisted SCR aftertreatment system, the aftertreatment diesel exhaust fluid (DEF) dosing unit requires air pressure fromthe OEM air tanks. The DEF dosing unit precisely measures the amount of DEF (DEF or Urea) to be injected into theaftertreatment system. The DEF dosing unit has three primary cycles. A priming cycle at initial engine start makes sure that DEF isavailable at the DEF dosing unit. During the dosing cycle, the DEF is being delivered to the aftertreatment nozzle. A purge cycleoccurs when the engine is turned off. The purge cycle makes sure that all the DEF is removed from the DEF line andaftertreatment nozzle.

Component Location

The aftertreatment DEF dosing unit location is OEM dependent. Refer to the OEM service manual for more information.


This diagnostic consists of multiple parts, which run when the engine is first started, and make take up to 12 minutes to complete.


The aftertreatment DEF dosing unit is not able to provide the correct dosing rate to the aftertreatment nozzle.


The ECM illuminates the amber CHECK ENGINE light or the malfunction indictor lamp (MIL) immediately after the diagnosticruns and fails.DEF injection into the SCR aftertreatment system is disabled.Engine torque will be reduced.


The “Active” fault code can not be cleared with INSITE™ electronic service tool.To validate the repair, it is necessary to use INSITE™ electronic service tool to perform the Diesel Ehaust Fluid Doser PumpOverride Test. Reference Procedure 019-440 in Section 19 in the appropriate service manual.Make sure that the DEF dosing unit is able to successfully cycle through all phases (priming, dosing, and purging) and thatDEF flows evenly from the aftertreatment nozzle.The ECM will turn off the amber CHECK ENGINE light and/or MIL immediately after the diagnostic runs and passes.Use INSITE™ electronic service tool to verify that the fault code is inactive.The inactive fault code will be cleared from the memory after 9600 hours of engine operation without a re-occurrence.

Shop Talk

The DEF dosing unit system consists of three phases which occur in the following sequence: priming, dosing, and purging.

Priming:

The dosing unit will attempt to prime every 30 seconds for 20 attempts. The attempts can be counted by listening for the airsolenoid to click every 30 seconds.The DEF dosing unit can take up to 12 minutes to complete the priming cycle before a fault code will become activeDuring priming, the dosing unit will pump DEF through the supply and return lines, and back to the tank.


(08-fc1682air) Aftertreatment Diesel Exhaust Fluid Dosing Unit Input Lines - Condition Exists 190 / 507

Under most conditions, the system will prime within three or four attemptsIf priming is not successful, the DEF dosing unit will be disabled and fault code 1682 will be activated.

Dosing:

Immediately after successful priming the system will enter dosing mode. At this point the air solenoid will stop clicking and aconstant flow of air will flow through the aftertreatment nozzle, which helps transport the DEF and keeps the aftertreatmentnozzle clear.The air flow will remain constant until the system reaches all dosing conditions before DEF is delivered to the aftertreatmentsystem (catalyst temperature greater than 200°C [392°F], engine speed and load conditions met, etc.)

Purging

After the engine is stopped and the keyswitch is turned OFF, the dosing unit enters the purging cycle, which clears any DEFleft in the line and aftertreatment nozzle after operation.Purging consists of flowing compressed air through the aftertreatment nozzle and DEF line for 30 seconds.If the full purge time is not completed, it is possible to leave DEF in the line, leading to a build up of hard urea crystals,resulting in a blocked DEF line or aftertreatment nozzle.If the vehicle is equipped with a battery isolation switch, it should have a built-in delay device to prevent power down of thedosing unit until the purge sequence is complete.Incomplete purge events are recorded in the ECM and will be incremented at the next key ON event. Incomplete purge counts can be viewed using the Data Monitor/Logger menu in the aftertreatment section of INSITE™electronic service tool.

Fault Code 1682 is triggered by the following external failure modes:

Low aftertreatment DEF level in the DEF tank.Low air pressure is detected at the dosing control unit.Air pressure is cycling below the minimum limit required by the dosing control unit. Blocked or restricted aftertreatment nozzle.Blocked, restricted, or frozen DEF lines.Plugged or restricted inline air filter.Operation of the SCR aftertreatment system in environments where the ambient temperature falls below -11° C, withoutsuitable line and tank heating protection. This can lead to the freezing of the dosing control unit (DCU), and can causepermanent internal damage to the DCU.

Fault Code 1682 is triggered by the following internal DEF dosing unit failure modes:

DEF dosing unit fails to initialize on keyswitch ON (fault code will be active immediately after keyswitch ON)Build up of DEF crystals in the dosing unit restricts air flow to the aftertreatment nozzle, and possibly leads to build-ups andrestrictions in the aftertreatment nozzle itself.Internal pressure sensor failure causing the DEF dosing unit to fail to prime. This will cause DEF to flow from theaftertreatment nozzle when the air solenoid operates during priming. (fault code will be active after 12 minutes ofconsecutive prime attempts)Internal poppet valve failure causing failure to prime. This will cause DEF to flow continuously during priming. (fault code willbe active after 12 minutes of failed prime attempts)Contamination in the dosing unit inlet check valve from an external source, such as the DEF line or tankDEF dosing unit drawing in air through loose or damaged lines or connectors.Plugged or restricted dosing unit inlet connector strainer.

Refer to Troubleshooting Fault Code t05-1682 (Air-assisted).




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FAULT CODE 1682 (Airless)Aftertreatment Diesel Exhaust Fluid Dosing Unit Input Lines - Condition Exists

Overview

CODE REASON EFFECT


Aftertreatment Diesel Exhaust Fluid Dosing Unit InputLines - Condition Exists. The aftertreatment dieselexhaust fluid dosing unit is unable to prime.

The diesel exhaust fluid dosing unit will beunable to inject diesel exhaust fluid into theSCR aftertreatment system.

ISF2.8 CM2220 AN/ISF3.8 CM2220 AN - Aftertreatment Diesel Exhaust Fluid Dosing Unit Circuit

Circuit Description

The diesel exhaust fluid dosing unit input lines are responsible for transporting diesel exhaust fluid between the dosing unit, dosingvalve, and diesel exhaust fluid tank.

Component Location

There are three diesel exhaust fluid lines. One line is between the dosing unit and dosing valve, and the other two lines arebetween the dosing unit and diesel exhaust fluid tank. These lines can be partially hidden from view by the SCR system and othervehicle components. Line routing will vary, based on aftertreatment architecture and OEM.


This diagnostic runs when the SCR system is trying to prime.


The aftertreatment diesel exhaust fluid dosing unit has been unable to successfully prime itself for a calibratible number ofattempts.


The ECM illuminates the amber CHECK ENGINE lamp and/or the MIL immediately after the diagnostic runs and fails.Diesel exhaust fluid injection into the SCR aftertreatment system is disabled.Engine torque will be reduced.


This fault code can not be cleared with INSITE™ electronic service tool.To validate the repair, use INSITE™ electronic service tool to perform the "Diesel Exhaust Fluid Doser Override Test" underthe "ECM Diagnostics Test" menuThe ECM will turn off the amber CHECK ENGINE lamp and/or Malfunction Indicator Lamp (MIL) immediately after thediagnostic runs and passes.Use INSITE™ electronic service tool to verify the fault code is inactive.The inactive fault code will be cleared from the memory after 9600 hours of engine operation without a re-occurrence.

Shop Talk

This fault indicates that the diesel exhaust fluid dosing unit was unable to successfully build pressure or prime after multipleattempts. If fault code 3612 is also stored in the ECM, the dosing unit might have failed to purge on multiple occasions, anddosing unit damage could possibly have occurred. Troubleshoot Fault Code 3612 after this fault code has been resolved.

Fault Code 1682 is triggered by the following failure modes:

Low aftertreatment diesel exhaust fluid level in the diesel exhaust fluid tankThe line heaters are not successfully thawing the frozen diesel exhaust fluidThe diesel exhaust fluid pressure line between the dosing unit and dosing valve is kinked, broken, or disconnectedThe diesel exhaust fluid suction line between the diesel exhaust fluid tank and the dosing unit is kinked, broken, ordisconnectedMalfunctioning diesel exhaust fluid dosing unit.

Refer to Troubleshooting Fault Code 1682 (Airless).


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FAULT CODE 1691Catalyst Efficiency - Out of Calibration

Overview

CODE REASON EFFECT


Catalyst Efficiency - Out of Calibration. The temperatureincrease across the aftertreatment diesel oxidation catalystis lower than expected.

None on performance. Activeaftertreatment diesel particulate filterregeneration will be disabled.

ISB, ISC, and ISL - Aftertreatment System

Circuit Description

The aftertreatment system is monitored by three temperature sensors that are located in the exhaust system. The aftertreatmentdiesel oxidation catalyst inlet temperature sensor is located after the turbocharger outlet at the inlet of the aftertreatment system.The aftertreatment diesel particulate filter inlet temperature sensor is located between the aftertreatment diesel oxidation catalystand the aftertreatment diesel particulate filter. The aftertreatment diesel particulate filter outlet temperature sensor is located afterthe aftertreatment diesel particulate filter. The temperature sensors around the aftertreatment diesel oxidation catalyst are used tomonitor the temperature differential across the catalyst during active regeneration of the aftertreatment system.

Component Location

The aftertreatment diesel oxidation catalyst is located in the exhaust system. The location of the catalyst can vary depending onthe original equipment manufacturer (OEM). Refer to the OEM service manual.


Active regeneration of the aftertreatment diesel particulate filter must be occurring before the diagnostic will run.


The electronic control module (ECM) detects that the temperature differential across the aftertreatment diesel oxidation catalystduring active regeneration is not matching the expected temperature increase.




Perform INSITE™ electronic service tool Aftertreatment Reset procedure.Perform INSITE™ electronic service tool Aftertreatment Diesel Particulate Filter Regeneration Test.This fault code also clears following a key cycle.

Shop Talk


This fault code is logged when the temperature increase across the catalyst during an aftertreatment injection event is lower thanexpected.


Soot plugging the front face of the aftertreatment diesel oxidation catalystEngine oil or fuel contamination of the aftertreatment diesel oxidation catalystA cracked or contaminated aftertreatment diesel oxidation catalystA leaking exhaust system between the turbocharger and the diesel oxidation catalyst.Excessive Automatic/Stationary Regenerations causing soot plugging on the front face of the aftertreatment diesel oxidation.

An in-range malfunction of the aftertreatment diesel oxidation catalyst temperature sensor or the aftertreatment diesel particulatefilter inlet temperature sensor can cause this fault code. Make sure there are not any fault codes related to the aftertreatmenttemperature sensors before following this troubleshooting tree.


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temperature sensors before following this troubleshooting tree.






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FAULT CODE 1695Sensor Supply 5 - Voltage Above Normal or Shorted to High Source

Overview

CODE REASON EFFECT


Sensor Supply 5 - Voltage Above Normal or Shorted to HighSource. High voltage detected at sensor supply number 5 circuit inthe OEM harness.

Severe derate in power outputof the engine. Limp homepower only.

ISB, ISC, and ISL with CM2150 - Sensor Supply 5

Circuit Description

The sensor supply 5 of the electronic control module (ECM) provides a 5 volt supply for the aftertreatment diesel particulate filterdifferential pressure sensor, remote accelerator, tachograph speed sensor, engine coolant level sensor, and the acceleratorposition sensor 2. The remote accelerator and tachograph speed sensor are optional original equipment manufacturer (OEM)components.

Component Location

Sensor supply number 5 is located in the ECM OEM harness connector and provides a 5 volt supply to various components in theOEM harness.




The ECM detects that the sensor supply 5 signal voltage is greater than 5.25-VDC for more than 1 second.


The ECM illuminates the amber CHECK ENGINE light immediately when the diagnostic runs and fails.A default value for aftertreatment diesel particulate filter differential pressure is used.Active regeneration of the aftertreatment diesel particulate filter will be disabled.The engine will have limp home throttle control only.



Shop Talk


High voltage on the 5 volt supply wire can be caused by a short circuit to a power supply, a damaged sensor, or a damaged ECMpower supply.





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FAULT CODE 1696Sensor Supply 5 - Voltage Below Normal or Shorted to Low Source

Overview

CODE REASON EFFECT


Sensor Supply 5 - Voltage Below Normal or Shorted to Low Source.Low voltage detected at sensor supply number 5 circuit in the OEMharness.

Severe derate in power outputof the engine. Limp homepower only.

ISB, ISC, and ISL with CM2150 - Sensor Supply 5

Circuit Description

The sensor supply 5 of the electronic control module (ECM) provides a 5 volt supply for the aftertreatment diesel particulate filterdifferential pressure sensor, remote accelerator, tachograph speed sensor, engine coolant level sensor, and the acceleratorposition sensor 2. The remote accelerator and tachograph speed sensor are optional original equipment manufacturer (OEM)components.

Component Location

Sensor supply number 5 is located in the ECM OEM harness connector and provides a 5 volt supply to various components in theOEM harness.






The ECM illuminates the amber CHECK ENGINE light immediately when the diagnostic runs and fails.A default value for the aftertreatment diesel particulate filter differential pressure is used.Active regeneration of the aftertreatment diesel particulate filter will be disabled.The engine has limp home throttle control only.



Shop Talk

Verify the electronic control module (ECM) calibration is correct. Check the calibration revision history found on Quickserve™Online for applicable fixes to the calibration stored in the ECM. If necessary, recalibrate the ECM. Refer to Procedure 019-032(ECM Calibration Code) in Section 19 in the corresponding Troubleshooting and Repair Manual for the engine being serviced.

Low voltage on the 5-volt supply wire can be caused by a short circuit to ground in a supply wire, a short circuit between a supplywire and a return wire, a failed sensor, or a failed ECM power supply.





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FAULT CODE 1843Crankcase Pressure Circuit - Voltage Above Normal or Shorted to High Source

Overview

CODE REASON EFFECT


Crankcase Pressure Circuit - Voltage Above Normal or Shorted to HighSource. High signal voltage detected at the crankcase pressure circuit.

No engine protection forhigh crankcase pressure.

ISB, ISC, and ISL with CM2150 - Crankcase Pressure Sensor

Circuit Description

The crankcase pressure sensor monitors the pressure inside the crankcase gas filter assembly. If the pressure inside thecrankcase filter assembly reaches a maximum level, a fault code will be logged, indicating that maintenance is required on thecrankcase filter.

Component Location

The crankcase pressure sensor is located in the crankcase filter assembly. Refer to Procedure 100-002 (Engine Diagrams) inSection E for a detailed component location view.




The electronic control module (ECM) detects that the crankcase pressure signal voltage is greater than 4.8-VDC for more than 1second.


The ECM illuminates the amber CHECK ENGINE light immediately when the diagnostic runs and fails.A default value for the crankcase pressure reading is used.



Shop Talk


The crankcase pressure sensor shares supply and return wires in the engine harness with other sensors. Opens and shorts in theengine harness can cause multiple fault codes to be active. Before troubleshooting, check for multiple fault codes.


Open return circuit in the engine harness, connectors, or sensorSignal wire shorted to sensor supply or battery voltage.





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FAULT CODE 1844Crankcase Pressure Circuit - Voltage Below Normal or Shorted to Low Source

Overview

CODE REASON EFFECT


Crankcase Pressure Circuit - Voltage Below Normal or Shorted to LowSource. Low signal voltage detected at the crankcase pressure circuit.

No engine protection forhigh crankcase pressure.


Circuit Description

The electronic control module (ECM) provides a 5 volt supply to the crankcase pressure sensor on the sensor supply circuit. TheECM also provides a ground on the sensor return circuit. The crankcase pressure sensor provides a signal to the ECM on thecrankcase pressure sensor signal circuit. This sensor signal voltage changes based on the pressure in the crankcase filter.

Component Location

The crankcase pressure sensor is located in the crankcase filter assembly. Refer to Procedure 100-002 (Engine Diagrams) inSection E for a detailed component location view.




The ECM detects that the crankcase pressure signal voltage is less than 0.2-VDC for more than 1 second.


The ECM illuminates the amber CHECK ENGINE light immediately when the diagnostic runs and fails.A default value for the crankcase pressure reading is used.



Shop Talk


The crankcase pressure sensor shares supply and return wires in the engine harness with other sensors. Opens and shorts in theengine harness can cause multiple fault codes to be active. Before troubleshooting, check for multiple fault codes.


Signal circuit open or shorted to ground in the engine harness or sensorSupply wire open or shorted to ground.





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FAULT CODE 1866Exhaust Gas Recirculation Valve Delta Pressure - Data Erratic, Intermittent, or

Incorrect

Overview

CODE REASON EFFECT


Exhaust Gas Recirculation Valve Delta Pressure - Data Erratic, Intermittent, orIncorrect. An error in the EGR delta pressure signal was detected at initial key-on orthe sensor failed the autozero test.

EGR valveactuation willbe disabled.

ISB, ISC, and ISL with CM2150 - Differential Pressure Sensor Circuit

Circuit Description

The exhaust gas recirculation (EGR) differential pressure sensor has two ports that sense exhaust pressure. The sensor outputs avoltage which represents the pressure difference between the two ports located across an orifice in the EGR tube. The electroniccontrol module (ECM) uses this pressure to determine how much exhaust gas is flowing in the EGR connection tube to the intakemanifold. This information is used to control the EGR valve for correct emission levels.

The ECM provides a 5 volt supply to the EGR differential pressure sensor on the sensor supply circuit. The ECM also provides aground on the sensor return circuit. The EGR differential pressure sensor provides a signal to the ECM on the EGR differentialpressure sensor signal circuit. This sensor signal voltage changes based on the differential pressure in the EGR crossover tube.

The EGR differential pressure sensor measures the exhaust gas pressure drop across the EGR differential pressure orifice. Thispressure drop is used to calculate the amount of EGR flow into the intake manifold.

Component Location

The sensor is located near the air intake. Refer to Procedure 100-002 (Engine Diagrams) in Section E for a detailed componentlocation view.


This diagnostic runs at key-off when the following conditions are met:

Engine coolant temperature is 67°C [154°F] or higher.Intake manifold air temperature is -17°C [0°F] or higher.Keyswitch transitions from ON to OFF.


The fault code is set active when the EGR differential pressure sensor is reading higher or lower than a calibratible value when thekeyswitch is turned off.


The ECM illuminates the amber CHECK ENGINE light at key on when the diagnostic runs and fails.The EGR valve actuation is disabled.


The engine coolant temperature is 67°C [154°F] or higher.The intake manifold air temperature is -17°C [0°F] or higher.The keyswitch transitions from ON to OFF.The reading of the EGR differential pressure must be within the calibratible limits.

Shop Talk


This check is only performed at keyswitch OFF, during the ECM powerdown. During this diagnostic check, the ECM monitors thevalue of the EGR differential pressure sensor. If this value is outside of a specified range, Fault Code 1866 is set active.


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value of the EGR differential pressure sensor. If this value is outside of a specified range, Fault Code 1866 is set active.


A damaged EGR differential pressure sensorHigh resistance in the wiring harness on the signal or return wirePlugged or restricted EGR differential pressure sensor flow ports.





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:



Overview

CODE REASON EFFECT


Aftertreatment Exhaust Gas Temperature 3 Circuit - Voltage Above Normalor Shorted to High Source. High signal voltage or open circuit detected atthe aftertreatment diesel particulate filter outlet temperature sensor circuit.



Circuit Description

The aftertreatment temperature sensors are used by the electronic control module (ECM) to monitor the engine exhaust gastemperatures in the aftertreatment system. The aftertreatment temperature sensors are thermistors and change resistance basedon the temperature being measured. The ECM provides a 5 VDC reference voltage to the sensor. The ECM monitors the changein signal voltage and converts this to a temperature value.

When the exhaust gas temperature is cold, the sensor or thermistor resistance is high. The ECM signal voltage only pulls down asmall amount through the sensor to ground. Therefore, the ECM senses a high signal voltage or low temperature. When theexhaust gas temperature is hot, the sensor or thermistor resistance is low. The signal pulls down a large amount. Therefore, theECM senses a low signal voltage, or a high temperature.

Component Location

The aftertreatment diesel particulate filter outlet temperature sensor is located in the aftertreatment system. It is located at theoutlet of the diesel particulate filter. Refer to the original equipment manufacturer (OEM) troubleshooting and repair manual.




The ECM detects that the aftertreatment diesel particulate filter outlet temperature signal voltage is greater than 4.97-VDC formore than 2 seconds.


The ECM illuminates the amber CHECK ENGINE light immediately when the diagnostic runs and fails.A default value for the aftertreatment diesel particulate filter outlet temperature reading is used.Active aftertreatment diesel particulate filter regeneration will be disabled.




Shop Talk


The aftertreatment diesel particulate filter outlet temperature sensor shares return wires in the OEM harness with other sensors. Ashorted return can cause multiple fault codes to be active.



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Open return circuit in the harness, connectors or sensorOpen signal circuit or shorted to a voltage source.





(08-fc1876) Exhaust Gas Temperature 3 Circuit - Voltage Above Normal or Shorted to High Source203 / 507

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Overview

CODE REASON EFFECT


Aftertreatment Exhaust Gas Temperature 3 Circuit - Voltage Below Normalor Shorted to Low Source. Low signal voltage detected at theaftertreatment diesel particulate filter outlet temperature sensor circuit.



Circuit Description


When the exhaust gas temperature is cold, the sensor or thermistor resistance is high. The ECM signal voltage only pulls down asmall amount through the sensor to ground. Therefore, the ECM senses a high signal voltage or low temperature. When theexhaust gas temperature is hot, the sensor resistance is low. The signal voltage pulls down a large amount. Therefore, the ECMsenses a low signal voltage, or a high temperature.

Component Location

The aftertreatment diesel particulate filter outlet temperature sensor is located in the aftertreatment system. It is located at theoutlet of the aftertreatment diesel particulate filter. Refer to the original equipment manufacturer (OEM) troubleshooting and repairmanual.




The ECM detects that the aftertreatment diesel particulate filter outlet temperature signal voltage is less than 0.1-VDC for morethan 2 seconds.


The ECM illuminates the amber CHECK ENGINE light immediately when the diagnostic runs and fails.A default value for the exhaust gas temperature 2 reading is used.




Shop Talk


The aftertreatment diesel particulate filter outlet temperature sensor shares return wires in the OEM harness with other sensors. Ashorted return can cause multiple fault codes to be active.



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(08-fc1877) Exhaust Gas Temperature 3 Circuit - Voltage Below Normal or Shorted to Low Source 205 / 507

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Incorrect

Overview

CODE REASON EFFECT


Aftertreatment Exhaust Gas Temperature 3 - Data Erratic, Intermittent, orIncorrect. The aftertreatment diesel particulate filter outlet temperaturesensor is not changing with engine operating conditions.



Circuit Description

The aftertreatment temperature sensors are used by the electronic control module (ECM) to monitor the engine exhausttemperatures in the aftertreatment system. The aftertreatment temperature sensors are thermistors and change resistance basedon the temperature being measured. The ECM provides a 5 volt reference voltage to the sensor. The ECM monitors the voltageon the signal pin and converts this to a temperature value.

Component Location

The aftertreatment diesel particulate filter outlet temperature sensor is located in the aftertreatment system. It is located at theoutlet of the diesel particulate filter. Refer to the original equipment manufacturer (OEM) service manual.




The ECM detects that the aftertreatment diesel particulate filter outlet temperature sensor reading is not changing withengine operating conditions.


The ECM illuminates the amber CHECK ENGINE light immediately when the diagnostic runs and fails.A default value for the aftertreatment diesel particulate filter outlet temperature reading is used.




Shop Talk



Stuck in-range aftertreatment diesel particulate filter outlet temperature sensorHigh resistance in the aftertreatment diesel particulate filter outlet temperature sensor signal or return wires.





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FAULT CODE 1879Aftertreatment Particulate Filter Differential Pressure Sensor Circuit - Voltage

Above Normal or Shorted to High Source

Overview

CODE REASON EFFECT


Aftertreatment Particulate Filter Differential Pressure Sensor Circuit -Voltage Above Normal or Shorted to High Source. High signal voltagedetected at the aftertreatment differential pressure sensor circuit.


ISB, ISC and ISL with CM2150 - Aftertreatment Diesel Particulate Filter Differential PressureSensor

Circuit Description

The electronic control module (ECM) provides a 5 volt supply to the aftertreatment diesel particulate filter differential pressuresensor on the sensor supply circuit. The ECM also provides a ground on the sensor return circuit. The aftertreatment dieselparticulate filter differential pressure sensor provides a signal to the ECM on the aftertreatment diesel particulate filter differentialpressure sensor signal circuit. This sensor signal voltage changes based on the differential pressure across the aftertreatmentdiesel particulate filter.

Component Location

The aftertreatment diesel particulate filter differential pressure sensor is located in the aftertreatment system. Refer to the originalequipment manufacturer (OEM) troubleshooting and repair manual for exact location of the aftertreatment system.




The ECM detects that the aftertreatment diesel particulate filter differential pressure signal voltage is greater than 4.75-VDC formore than 1 second.


The ECM illuminates the amber CHECK ENGINE light immediately when the diagnostic runs and fails.A default value for the aftertreatment diesel particulate filter differential pressure is used.Active aftertreatment diesel particulate filter regeneration will be disabled.



Shop Talk








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FAULT CODE 1881Aftertreatment Particulate Filter Differential Pressure Sensor Circuit - Voltage

Below Normal or Shorted to Low Source

Overview

CODE REASON EFFECT


Aftertreatment Particulate Filter Differential Pressure Sensor Circuit -Voltage Below Normal or Shorted to Low Source. Low signal voltage oropen circuit detected at the aftertreatment differential pressure sensorcircuit.


ISB, ISC, and ISL with CM2150 - Aftertreatment Differential Pressure

Circuit Description

The electronic control module (ECM) provides a 5 volt supply to the aftertreatment diesel particulate filter differential pressuresensor on the sensor supply circuit. The ECM also provides a ground on the sensor return circuit. The aftertreatment dieselparticulate filter differential pressure sensor provides a signal to the ECM on the aftertreatment diesel particulate filter differentialpressure sensor signal circuit. This sensor signal voltage changes based on the differential pressure across the aftertreatmentdiesel particulate filter.

Component Location

The aftertreatment diesel particulate filter differential pressure sensor is located in the aftertreatment system. Refer to the originalequipment manufacturer (OEM) troubleshooting and repair manual for exact location of the aftertreatment system.




The ECM detects that the aftertreatment diesel particulate filter differential pressure signal voltage is less than 0.25-VDC for morethan 1 second.


The ECM illuminates the amber CHECK ENGINE light immediately when the diagnostic runs and fails.A default value of the aftertreatment diesel particulate filter differential pressure is used.Active aftertreatment diesel particulate filter regeneration will be disabled.



Shop Talk



Signal circuit open or shorted to ground in the engine harness or sensorSupply line open or shorted to ground.





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FAULT CODE 1883Aftertreatment Diesel Particulate Filter Differential Pressure Sensor - Data

Erratic, Intermittent, or Incorrect

Overview

CODE REASON EFFECT


Aftertreatment Diesel Particulate Filter Differential Pressure Sensor - DataErratic, Intermittent, or Incorrect. The aftertreatment diesel particulate filterdifferential pressure sensor is reading an erratic value at initial key-ON orduring engine operation.


ISB, ISC, and ISL with CM2150 - Aftertreatment Diesel Particulate Filter Differential PressureSensor

Circuit Description

The ECM provides a 5 volt supply to the aftertreatment diesel particulate filter differential pressure sensor on the sensor supplycircuit. The ECM also provides a ground on the sensor return circuit. The aftertreatment diesel particulate filter differentialpressure sensor provides a signal to the ECM on the aftertreatment diesel particulate filter differential pressure sensor signalcircuit. This sensor signal voltage changes, based on the differential pressure across the aftertreatment diesel particulate filter.

Component Location

The aftertreatment diesel particulate filter differential pressure sensor is located in the aftertreatment system. Refer to the OEMservice manual for the exact location of the aftertreatment system.


This diagnostic runs when the keyswitch is initially turned ON.The diagnostic only runs once per trip.


The diagnostic runs immediately after a startup delay has elapsed. The fault code is logged at key ON if the absolute value of thedifferential pressure is higher than a threshold.


The ECM illuminates the amber CHECK ENGINE light immediately when the diagnostic runs and fails.A default value is used for the aftertreatment diesel particulate filter differential pressure reading.Aftertreatment regeneration will be disabled.


To validate the repair, perform a key cycle and leave the key in the ON position for 1 minute. Start the engine and operate to highidle for 1 minute. It is necessary to elevate the exhaust flow for at least 30 seconds to clear this fault code. For certain applications,it may be necessary to drive the vehicle in order to achieve adequate exhaust flow for clearing the fault code.

Shop Talk



Stuck in-range aftertreatment diesel particulate filter differential pressure sensor readingHigh resistance in the aftertreatment diesel particulate filter differential pressure sensor signal or return wiresPlugged aftertreatment differential pressure sensor ports could cause this fault code if pressure is held in the port after theengine is turned off.



(08-fc1883) Aftertreatment Particulate Filter Differential Pressure Sensor - Data Erratic, Intermittent, or Incorrect209 / 507




(08-fc1883) Aftertreatment Particulate Filter Differential Pressure Sensor - Data Erratic, Intermittent, or Incorrect210 / 507

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FAULT CODE 1896EGR Valve Controller - Out of Calibration

Overview

CODE REASON EFFECT


EGR Valve Controller - Out of Calibration. The EGR valve has failed theautomatic calibration procedure at initial key-on.

EGR valve actuationwill be disabled.

ISB, ISC, and ISL - EGR Valve Circuit

Circuit Description

The exhaust gas recirculation (EGR) valve is opened by a motor located on top of the EGR valve. A pin is extended from the motorand contacts the dual-poppet valve to open the EGR valve. The EGR valve motor is not used to close the EGR valve. The pinretracts and a spring is used to close the EGR valve.

Component Location

The EGR valve location can vary, depending on the engine application. Refer to Procedure 100-002 (Engine Diagrams) in SectionE for a detailed component location view.




The EGR valve motor measures the position of the EGR valve at initial key-on. If the valve is detected to be greater than 20percent open, the fault code is set active.


The ECM illuminates the amber CHECK ENGINE light immediately when the diagnostic runs and fails.The EGR valve will stop responding to commands and the spring will close the EGR valve.


The ECM will turn off the amber CHECK ENGINE light and clear the fault code after the keyswitch is cycled and the diagnostic runsand passes.

Shop Talk


When the keyswitch is initially turned on and at various times during engine operation, the closed position of the EGR valve ischecked. This diagnostic checks to make sure the EGR valve is not stuck open.

This fault code is logged when the following error conditions exist:

The EGR valve motor measures the position of the EGR valve at initial key-on. If the valve is detected to be out of thenormal position, this fault code will be logged.The EGR valve will close when the fault code is active.The fault code will remain active until the next key cycle.

The fault code will only go inactive if the initial key-on EGR position check passes.

The aftertreatment system must be inspected after making the appropriate repair outlined in this fault code troubleshooting tree.Progressive damage to the aftertreatment system may have occurred. Perform the Snap-Acceleration Test to check for amalfunctioning diesel particulate filter.

Refer to Procedure For ISB engines, 014-013 (Aftertreatment Testing) in Section 14 in the ISB Series 6.7L Engines(CM2100 and CM2150 Common Rail Fuel Systems) Service Manual, Bulletin 4021578, for aftertreatment reuse guidelines.


(08-fc1896) EGR Valve Controller - Out of Calibration 211 / 507

(CM2100 and CM2150 Common Rail Fuel Systems) Service Manual, Bulletin 4021578, for aftertreatment reuse guidelines.Refer to Procedure For the ISC and ISL engines, 014-013 ( Aftertreatment Testing) in Section 14 in the ISC and ISL CM2150Service Manual, Bulletin 4021569, for aftertreatment reuse guidelines.





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FAULT CODE 1899Exhaust Gas Recirculation Valve Delta Pressure - Data Valid But Above Normal


Overview

CODE REASON EFFECT


Exhaust Gas Recirculation Valve Delta Pressure - Data Valid But Above NormalOperating Range - Moderately Severe Level. The EGR differential pressure sensor hasdetected low EGR gas flow or the EGR differential pressure reading is not valid forengine operating conditions.

EGR valveactuationwill bedisabled.

ISB, ISC, and ISL - Differential Pressure Sensor

Circuit Description

The exhaust gas recirculation (EGR) differential pressure sensor has two ports that sense exhaust pressure. The sensor outputs avoltage which represents the pressure difference between the two ports. The electronic control module (ECM) uses this pressureto determine how much exhaust gas is flowing in the EGR connection tube to the intake manifold. This information is used tocontrol the EGR valve for correct emission levels.



Component Location

The sensor is located near the air intake. Use the following procedure for a detailed component location view. Refer to Procedure100-002 in Section E.


This diagnostic runs continuously when the following conditions are met:

EGR valve position is greater than 5 percent openEngine speed is greater than a calibratible valueEngine torque output is greater than a calibratible value.


EGR differential pressure is less than a calibratible value.


The ECM illuminates the amber CHECK ENGINE light immediately when the diagnostic runs and fails.The EGR valve operation will be disabled.



Shop Talk


This diagnostic checks the EGR differential pressure sensor reading when the EGR valve is open. Since the EGR valve is open,the reading of the EGR differential pressure must be greater than zero. If the ECM detects a reading lower than expected with theEGR valve open, this fault code is logged.



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A malfunctioning EGR differential pressure sensorA stuck closed EGR valveEGR differential pressure sensor flow port cross-drillings are plugged with sootA fouled EGR cooler.






:



Overview

CODE REASON EFFECT


Injector Metering Rail Number 1 Pressure - Data Validbut Above Normal Operating Range - Most SevereLevel. The ECM has detected that fuel pressure in therail fuel is higher than the commanded pressure.

None or possible engine noise associatedwith higher injection pressures (especially atidle or light load) or possible powerinterruption associated with dump valvereset.

ISB Fuel Flow

B3.3 Fuel Flow

Circuit Description

The electronic control module (ECM) monitors engine operating conditions, including the reading of rail fuel pressure, andchanges the flow command to either increase (OPEN the electric fuel control valve) or decrease (CLOSE the electric fuel controlvalve) the fuel supply to the high-pressure pump.

Component Location

The fuel pump actuator is installed on the high-pressure fuel pump. The high-pressure relief valve is located on the fuel rail.





The ECM has detected that the measured fuel rail pressure is above the commanded fuel rail pressure by a calibrated limit.





Shop Talk


Fault Code 1911 is activated when the sensed rail fuel pressure reaches the opening pressure of the rail fuel pressure relief valve.Sensed pressure has exceeded system target range.

In normal engine operation, the ECM calibration varies the flow commanded to the fuel pump actuator to achieve the correct fuelrail pressure. System failures that cause loss of pressure control can cause the fuel rail pressure relief valve to open. The fuel railpressure relief valve acts to protect the high-pressure components from over-pressurization. If the ECM detects that the fuel railpressure relief valve is open without detection of a fuel pump actuator circuit error, Fault Code 1911 will become active. On certainapplications, the ECM will attempt to reset automatically causing a momentary loss of power for less than 1 second.

Conditions that can cause Fault Code 1911:

Purging air through the fuel system can cause a pressure overshoot, therefore causing Fault Code 1911 to log. A fewbubbles exiting the line during the air in fuel test is expected. A foamy appearance is an indication of a leak that allows air toenter, a severe inlet restriction that causes cavitation, or a system that is not yet primed. If fuel inlet restriction is notexcessive (Refer to Procedure 006-020 (Fuel Inlet Restriction) in Section 6 in the ISB CM2150 Service Manual, Bulletin4021578, or Refer to Procedure 006-020 (Fuel Inlet Restriction) in Section 6 in the B3.3 and QSB3.3 Series Engines



4021578, or Refer to Procedure 006-020 (Fuel Inlet Restriction) in Section 6 in the B3.3 and QSB3.3 Series EnginesService Manual, Bulletin 4021540, or Refer to Procedure 006-020 (Fuel Inlet Restriction) in Section 6 in the ISBe and ISDeCM2150 Service Manual, Bulletin 4021597), the source of air entry should be isolated to one of the following: Suction fuellines, OEM fuel lines, suction-side fuel filter assemblies, or stand-pipe(s) in the fuel tank(s).Sustained periods of very low pressure under load followed by pressure recovery overshoot. This can be caused by highrestriction due to plugged filters (Fault Code 559).A tampered fuel pressure sensor that reads low, a biased pressure sensor, or a poor electrical connection.If an intermittent electrical circuit problem with the fuel pump actuator circuit exists, it is possible for Fault Code 1911 tobecome active, then inactive during normal engine operation. ECM Fault Code 2311 is designed to detect electrical circuitissues with the actuator. Therefore, it is only necessary to inspect for bad connectors or harness issues for Fault Code1911 if no other fault codes exist. An electric fuel control actuator with excessive leakage will result in high rail fuel pressuresat idle or light load.Other conditions include ECM wiring harness issues such as poor grounds, battery voltage spikes, electrical noise, lowalternator output, and large disturbances of battery voltage, as when jump-starting the vehicle.The fuel rail pressure sensor should also be checked. When checking the fuel rail pressure sensor accuracy, make sure thehigh-pressure fuel rail is not pressurized. The fuel pump, high-pressure fuel lines, and fuel rail contain very high-pressurefuel. Do not loosen any fittings while the engine is running. Wait at least 10 minutes after shutting down the engine beforeloosening any fittings in the high-pressure fuel system to allow pressure to decrease to a lower level. There could be asignificant amount of time waiting on the rail to depressurize to zero on some engines. In such cases, it may be necessary tomanually relieve the pressure from the high-pressure fuel rail.






:



Overview

CODE REASON EFFECT


Injector Metering Rail Number 1 Pressure - Data Validbut Above Normal Operating Range - Most SevereLevel. The ECM has detected that fuel pressure in therail fuel is higher than the commanded pressure.

None or possible engine noise associatedwith higher injection pressures (especially atidle or light load) or possible powerinterruption associated with dump valvereset.

ISC and ISL Fuel Flow

Circuit Description

The electronic control module (ECM) monitors engine operating conditions, including the reading of rail fuel pressure, andchanges the flow command to either increase (OPEN the electric fuel control valve) or decrease (CLOSE the electric fuel controlvalve) the fuel supply to the high-pressure pump.

Component Location

The fuel pump actuator is installed on the high-pressure fuel pump. The high-pressure relief valve is located on the fuel rail.

Refer to Procedure 100-002 (Engine Identification) in Section E for a detailed component location view.




The ECM has detected that the measured fuel rail pressure is above the commanded fuel rail pressure by a calibrated limit.





Shop Talk

Verify the electronic control module (ECM) calibration is correct. Check the calibration revision history found on QuickServe™Online for applicable fixes to the calibration stored in the ECM. If necessary, calibrate the ECM. Use the following procedure in thecorresponding Troubleshooting and Repair Manual for the engine being serviced. Refer to Procedure 019-032 in Section 19.

Fault Code 1911 is activated when the sensed rail fuel pressure reaches the opening pressure of the rail fuel pressure relief valve.Sensed pressure has exceeded system target range.

In normal engine operation, the ECM calibration varies the flow commanded to the fuel pump actuator to achieve the correct fuelrail pressure. System failures that cause loss of pressure control can cause the fuel rail pressure relief valve to open. The fuel railpressure relief valve acts to protect the high-pressure components from over-pressurization. If the ECM detects that the fuel railpressure relief valve is open without detection of a fuel pump actuator circuit error, Fault Code 1911 will become active. On certainapplications, the ECM will attempt to reset automatically causing a momentary loss of power for less than 1 second.

Conditions that can cause Fault Code 1911:

Purging air through the fuel system can cause a pressure overshoot, therefore causing Fault Code 1911 to log. A fewbubbles exiting the line during the air in fuel test is expected. A foamy appearance is an indication of a leak that allows air toenter, a severe inlet restriction that causes cavitation, or a system that is not yet primed. If fuel inlet restriction is notexcessive, use the following procedure in the ISC and ISL CM2150 Service Manual, Bulletin 4021569. Refer to Procedure006-020 in Section 6.Use the following procedure in the ISLe CM2150 Service Manual, Bulletin 4021630. The source of air entry should beisolated to one of the following: Suction fuel lines, OEM fuel lines, suction-side fuel filter assemblies, or stand-pipe(s) in the



isolated to one of the following: Suction fuel lines, OEM fuel lines, suction-side fuel filter assemblies, or stand-pipe(s) in thefuel tank(s).Refer to Procedure 006-020 in Section 6.Sustained periods of very low pressure under load followed by pressure recovery overshoot. This can be caused by highrestriction due to plugged filters (Fault Code 559).A tampered fuel pressure sensor that reads low, a biased pressure sensor, or a poor electrical connection.If an intermittent electrical circuit problem with the fuel pump actuator circuit exists, it is possible for Fault Code 1911 tobecome active, then inactive during normal engine operation. ECM Fault Code 2311 is designed to detect electrical circuitissues with the actuator. Therefore, it is only necessary to inspect for bad connectors or harness issues for Fault Code1911 if no other fault codes exist. An electric fuel control actuator with excessive leakage will result in high rail fuel pressuresat idle or light load.Other conditions include ECM wiring harness issues such as poor grounds, battery voltage spikes, electrical noise, lowalternator output, and large disturbances of battery voltage, as when jump-starting the vehicle.The fuel rail pressure sensor should also be checked. When checking the fuel rail pressure sensor accuracy, make sure thehigh-pressure fuel rail is not pressurized. The fuel pump, high-pressure fuel lines, and fuel rail contain very high-pressurefuel. Do not loosen any fittings while the engine is running. Once the engine is keyed off, there could be a significantamount of time waiting on the rail to depressurize to zero. It is necessary to manually relieve the pressure from the high-pressure fuel rail by loosening the pump to rail line at the rail.






:

FAULT CODE 1921Aftertreatment Diesel Particulate Filter Differential Pressure - Data Valid But

Above Normal Operational Range - Moderately Severe Level

Overview

CODE REASON EFFECT


Aftertreatment Diesel Particulate Filter Differential Pressure - DataValid But Above Normal Operational Range - Moderately SevereLevel. The soot load of the aftertreatment diesel particulate filterhas exceeded the recommended limits.

The check engine light willilluminate. The aftertreatmentdiesel particulate filter lamp willflash. Engine protection derate.


Circuit Description

The engine aftertreatment system monitors the soot load in the aftertreatment diesel particulate filter. Under normal operatingconditions, the aftertreatment diesel particulate filter is self-cleaning, where soot is converted to carbon dioxide, nitrogen, andwater. Under light load operating conditions, it can be necessary to perform a stationary regeneration of the aftertreatment dieselparticulate filter. The soot load in the aftertreatment diesel particulate filter is estimated, using the aftertreatment differentialpressure sensor and the calculated soot output of the engine.

This fault code can be triggered if the application is not operating at a duty cycle high enough to actively regenerate theaftertreatment diesel particulate filter. This fault code indicates that the exhaust temperatures exiting the turbocharger are not highenough to actively regenerate the soot that is trapped in the aftertreatment diesel particulate filter. It can be necessary to increasethe duty cycle of the application in order to prevent plugging of the aftertreatment diesel particulate filter.

Component Location

The aftertreatment diesel particulate filter is located in the exhaust system and is installed by the original equipment manufacturer(OEM). Refer to the OEM service manual.




The electronic control module (ECM) detects that the soot load of the aftertreatment diesel particulate filter is above normal -moderately severe. The aftertreatment system needs to be regenerated to remove the soot.


The ECM will illuminate the amber CHECK ENGINE light immediately after the diagnostic fails.The ECM will flash the aftertreatment diesel particulate filter lamp immediately after the diagnostic fails.Mobile active regeneration of the diesel particulate filter will be disabled (stationary regeneration will still be available).A moderate torque derate will be applied to the output of the engine (Note: There is no derate in emergency vehiclecalibrations.)Engine speed will be limited to 1800 rpm (ISB CM2150 engines) or 1500 rpm (ISC and ISL CM2150 engines) (Note: There isno derate in emergency vehicle calibrations.)


The ECM will turn off the amber CHECK ENGINE light immediately after the soot load in the aftertreatment diesel particulate filterhas dropped below the moderately severe level.

Shop Talk


Note: This fault code indicates that the aftertreatment diesel particulate filter requires maintenance by performing a stationaryregeneration procedure. This is a maintenance procedure only and is not covered by Cummins Inc. warranty.


(08-fc1921) Aftertreatment Particulate Filter Differential Pressure - Data Valid but Above Normal Operational Range - Moderately Severe Level220 / 507


The engine has been operating in a light load condition that prevents exhaust temperatures from being high enough toactively regenerate the aftertreatment diesel particulate filter.Possible engine failure that causes excessive black soot to be generated.If Fault Code 2777 is active along with Fault Code 1921, this indicates that a regeneration inhibit message has beenreceived by the engine ECM and that active regeneration of the aftertreatment diesel particulate filter was not permitted.Confirm that the OEM settings for the aftertreatment permit switch are configured correctly.The aftertreatment diesel particulate filter can accumulate an excessive amount of ash in a short time period, due toexcessive oil consumption or due to non-combustible elements such as, but not limited to, iron, potassium, or calciumcontained in the fuel supply or additives.

The aftertreatment diesel particulate filter soot loading can be classified into four different stages. As the soot load increases, theaftertreatment diesel particulate filter lamp and the Cummins® CHECK ENGINE (Amber) or STOP ENGINE (Red) lamp will operateaccording to the table below. Inadequate temperature of the exhaust gases entering the aftertreatment system can be a cause ofhigh soot loads in the aftertreatment diesel particulate filter. The duty cycle of the application will need to be increased in order toprevent excessive soot from accumulating in the filter.

SootLevelStage

Cummins®FaultCode

Aftertreatment DieselParticulate Filter LampStatus

Cummins®LampStatus

Service Procedure Engine ProtectionStrategy

1 2639 ContinuousON OFF Perform stationary regeneration

procedure.No engine protectionderate.

2 2639 Flashing OFF Perform stationary regenerationprocedure.

Mild engine torquederate.

3 1921 Flashing Amber Perform stationary regenerationprocedure.

Moderate engine torqueand engine speedderate.

4 1922 OFF RedInspect, clean, or replace theaftertreatment diesel particulatefilter.

Severe engine torqueand engine speedderate.





(08-fc1921) Aftertreatment Particulate Filter Differential Pressure - Data Valid but Above Normal Operational Range - Moderately Severe Level221 / 507

:

FAULT CODE 1922Aftertreatment Diesel Particulate Filter Differential Pressure - Data Valid But

Above Normal Operational Range - Most Severe Level

Overview

CODE REASON EFFECT


Aftertreatment Diesel Particulate Filter Differential Pressure - Data Valid ButAbove Normal Operational Range - Most Severe Level. The soot load of theaftertreatment diesel particulate filter has exceeded the recommended limits.

The stop enginelight will illuminate.Engine protectionderate.


Circuit Description


This fault code can be triggered if the application is not operating at a duty cycle that is high enough to actively regenerate theaftertreatment diesel particulate filter. This fault code indicates that the exhaust temperatures exiting the turbocharger are not highenough to actively regenerate the soot that is trapped in the aftertreatment diesel particulate filter. It can be necessary to increasethe duty cycle of the application in order to prevent plugging of the aftertreatment diesel particulate filter.

Component Location

The aftertreatment diesel particulate filter is located in the exhaust system, and is installed by the original equipment manufacturer(OEM). Refer to the OEM service manual.




The electronic control module (ECM) detects that the soot load of the aftertreatment diesel particulate filter has exceeded themaximum operating limits.


The ECM will illuminate the red STOP ENGINE light immediately after the diagnostic runs and fails.Active and stationary regeneration of the diesel particulate filter will be disabled.A severe torque derate will be applied to the output of the engine (Note: There is no derate in emergency vehiclecalibrations).Engine speed will be limited to 1800 rpm (ISB CM2150 engines) or 1500 rpm (ISC and ISL CM2150 engines). (Note: There isno derate in emergency vehicle calibrations).


The ECM will turn off the red STOP ENGINE light immediately after the soot load in the aftertreatment diesel particulate filter hasdropped below the most severe level.

Use INSITE™ electronic service tool to perform the Aftertreatment Diesel Particulate Filter Maintenance Reset Test, to changeFault Code 1922 to an inactive state after inspecting, cleaning, or replacing the aftertreatment diesel particulate filter.

Shop Talk


This fault code indicates that the soot load inside the aftertreatment diesel particulate filter has reached the maximum level, sootlevel stage 4. Regeneration of the aftertreatment diesel particulate filter at this stage is not possible. The aftertreatment diesel


(08-fc1922) Aftertreatment Particulate Filter Differential Pressure - Data Valid but Above Normal Operational Range - Most Severe Level222 / 507

level stage 4. Regeneration of the aftertreatment diesel particulate filter at this stage is not possible. The aftertreatment dieselparticulate filter must be inspected. If it meets the inspection criteria, it can be cleaned using an SPX air pulse (or equivalent)cleaning machine. If it does not meet the inspection criteria, it must be replaced.

If Fault Code 1922 is active at the same time as Fault Code 1981, it is necessary to clear Fault Code 1981 by following thetroubleshooting tree for that fault, then referencing the steps for troubleshooting and clearing Fault Code 1922, below.


The aftertreatment wiring harness connectors may be connected to the wrong aftertreatment temperature sensors.The aftertreatment wiring harness or aftertreatment temperature sensor connector pin installation may be incorrect.The engine has been operating in a light load condition that prevents exhaust temperatures from being high enough toactively regenerate the aftertreatment diesel particulate filter.A possible base engine malfunction that causes excessive black soot to be generated.If both Fault Code 1921 and 2777 are inactive with an active Fault Code 1922, this indicates that a regeneration inhibitmessage had been received by the engine ECM and that active regeneration of the aftertreatment diesel particulate filterwas not allowed. Use the OEM service information to confirm that the OEM settings for the aftertreatment permit switch areconfigured correctly.

The aftertreatment diesel particulate filter soot loading can be classified into four different stages. As the soot load increases, theaftertreatment diesel particulate filter lamp and the Cummins® CHECK ENGINE (Amber) or STOP ENGINE (Red) lamp will operateaccording to the table below. Inadequate temperature for the exhaust gases entering the aftertreatment system can be a cause ofhigh soot loads in the aftertreatment diesel particulate filter. The duty cycle of the application may need to be increased in order toprevent excessive soot from accumulating in the filter.

SootLevelStage

Cummins®FaultCode


Cummins®LampStatus

Service Procedure Engine ProtectionStrategy

1 2639 ContinuousON OFF Perform stationary regeneration

procedure.No engine protectionderate.

2 2639 Flashing OFF Perform stationary regenerationprocedure.

Mild engine torquederate.

3 1921 Flashing Amber Perform stationary regenerationprocedure.

Moderate engine torqueand engine speedderate.

4 1922 OFF RedInspect, clean, or replace theaftertreatment diesel particulatefilter.

Severe engine torqueand engine speedderate.





(08-fc1922) Aftertreatment Particulate Filter Differential Pressure - Data Valid but Above Normal Operational Range - Most Severe Level223 / 507

:

FAULT CODE 1938ECU Power Output Supply Voltage 1 - Data Valid but Below Normal Operational


Overview

CODE REASON EFFECT


ECU Power Output Supply Voltage 1 - Data Valid but Below Normal OperationalRange - Moderately Severe Level. Low battery voltage detected by the VGT actuator.

None onperformance.

ISB, ISC, and ISL with CM2150 - VGT Actuator Circuit

Circuit Description

The variable geometry turbocharger (VGT) is electronically activated by the VGT actuator. The VGT actuator is a smart deviceand receives information via the J1939 datalink from the primary engine ECM. The VGT actuator performs its own diagnostics andreports failures back to the primary engine electronic control module (ECM) using the J1939 datalink.

Component Location

The VGT actuator is located on the turbocharger bearing housing. Refer to Procedure 100-002 (Engine Diagrams) in Section Efor a detailed component location view.




The fault code is set when the voltage supplied to the VGT actuator drops below +10-VDC for 10 seconds and the engine speedmust be zero rpm or above 500 rpm.


The ECM illuminates the amber CHECK ENGINE light immediately when the diagnostic runs and fails.The VGT actuation will continue until battery voltage drops low enough that VGT actuation can not continue.


The ECM will turn off the amber CHECK ENGINE light immediately after the voltage to the VGT actuator is greater than +10-VDCand the engine speed is zero or greater than 500 rpm.

Shop Talk


This fault code is logged when the voltage to the VGT actuator drops below +10-VDC. The VGT will still continue to respond tocommands from the primary engine ECM.





(08-fc1938) ECU Power Output Supply Voltage 1 - Data Valid but Below Normal Operational Range - Moderately Severe Level224 / 507

:

FAULT CODE 1942Crankcase Pressure - Data Erratic, Intermittent, or Incorrect

Overview

CODE REASON EFFECT


Crankcase Pressure - Data Erratic, Intermittent, or Incorrect. The ECM has detectedthat the crankcase pressure signal is not changing with engine operating conditions.

None onperformance.

ISB, ISC, ISL CM2150 - Crankcase Pressure Sensor

Circuit Description

The crankcase pressure sensor is used to monitor the pressure inside the crankcase. The electronic control module (ECM)supplies the crankcase pressure sensor a 5 volt reference voltage. When the crankcase pressure is low, the sensor signal voltageis low. When the crankcase pressure is high, the sensor signal voltage is near the 5 volt reference voltage. The ECM monitors thecrankcase pressure signal circuit voltage to calculate the pressure of the air within the crankcase.

Component Location

Use the following procedure for a detailed component location view of the crankcase pressure sensor and crankcase filter. Referto Procedure 100-002 in Section E.


The first part of this diagnostic runs at initial key ON and the second part runs when the engine is running.


The ECM detects that the crankcase pressure sensor is reading an erratic value at key ON or the crankcase pressure reading isnot changing with engine operating conditions.





Shop Talk


This fault code can be caused by a crankcase breather hose disconnected between the engine outlet and the crankcase filterassembly on engines with an externally mounted crankcase filter option.

This check is only performed at keyswitch OFF, during the ECM powerdown. During this diagnostic check, the ECM monitors thevalue of the crankcase pressure sensor. If this value is outside of a specified range, Fault Code 1942 is set active at the next keyON.


Resistance in the wiring harnessA malfunctioning in-range pressure sensor.

This fault code can be triggered if the crankcase pressure sensor is not installed correctly in the housing.




(08-fc1942) Crankcase Pressure - Data Erratic, Intermittent, or Incorrect 225 / 507



(08-fc1942) Crankcase Pressure - Data Erratic, Intermittent, or Incorrect 226 / 507

:

FAULT CODE 1943Ambient Air Density - Data Valid but Below Normal Operational Range - Least

Severe Level

Overview

CODE REASON EFFECT

Fault Code: 1943PID: SPN: 3555FMI: 1/17LAMP: NoneSRT:

Ambient Air Density - Data Valid but Below Normal Operational Range - Least SevereLevel. Engine torque has been reduced because the vehicle was operating at a highaltitude condition.

Possibleenginederate.

ISB, ISC, and ISL - Barometric Pressure Circuit

Circuit Description

The ambient air pressure sensor responds to pressure changes in the atmospheric pressure. The pressure changes occur basedon the elevation where the engine is currently operating. The ambient air pressure sensor has a 5 volt supply circuit, a sensorsignal voltage, and a return circuit.

The electronic control module (ECM) provides a 5 volt supply to the ambient air pressure sensor on the sensor supply 1 circuit.The ECM also provides a ground on the sensor return circuit. The ambient air pressure sensor provides a signal to the ECM onthe ambient air pressure sensor signal circuit. This sensor signal voltage changes based on the pressure of the atmosphere. TheECM will detect a low signal voltage when the vehicle is operating at high altitudes. The ECM will detect a high signal voltage whenthe vehicle is operating at sea level altitudes.

Component Location

The barometric pressure sensor is mounted on the main branch of the engine harness near the ECM. Refer to Procedure 100-002(Engine Diagrams) in Section E for a detailed component location view.




The ECM detects that the ambient air pressure reading is lower than a calibratible value.


The ECM logs the fault code immediately when the diagnostic runs and fails.Engine torque output will be limited due to the engine operating at high altitude conditions.


The ECM will return full torque to the engine and the fault code will go inactive when the vehicle is being operated within thenormal altitude conditions.

Shop Talk


When the engine has been operated in a high altitude location, this fault code is logged. This fault code is for information only andno repairs are necessary. The engine can possibly be derated when operating in the high altitude location to protect theturbocharger and engine from excessively high exhaust temperatures. The derate limits the torque output of the engine to keepthe temperatures below the maximum temperature limits.

Note: This fault code will most likely not be active with no load in the shop. The engine must be under the same operatingcondition (altitude and temperature) at the time that it had originally logged.



(08-fc1943) Ambient Air Density - Data Valid but Below Normal Operational Range - Least Severe Level227 / 507




(08-fc1943) Ambient Air Density - Data Valid but Below Normal Operational Range - Least Severe Level228 / 507

:

FAULT CODE 1962VGT Actuator Driver Over Temperature (Calculated) - Data Valid but Above

Normal Operational Range - Least Severe Level

Overview

CODE REASON EFFECT


VGT Actuator Driver Over Temperature (Calculated) - Data Valid but Above NormalOperational Range - Least Severe Level. High Internal VGT actuator temperature hasbeen detected.

None onperformance.

VGT Actuator Circuit

Circuit Description

The variable geometry turbocharger (VGT) is electronically activated by the VGT actuator. The VGT actuator is a smart deviceand receives information via the J1939 datalink from the primary engine electronic control module (ECM). The VGT actuatorperforms its own diagnostics and reports failures back to the primary engine ECM using the J1939 datalink.

Component Location



The diagnostic runs continuously when the keyswitch is turned on.


The fault code will log when the internal temperature of the VGT actuator exceeds 125°C [257°F] continuously for 30 minutes.




The ECM will turn off the amber CHECK ENGINE light immediately after the internal actuator temperature drops below 125°C[257°F].

Shop Talk


This fault code will log when the internal temperature of the VGT actuator exceeds 125°C [257°F].

This fault code will be inactive when the vehicle is in the shop because the VGT actuator temperature has cooled down.

Troubleshoot multiple inactive counts of this fault code as an active fault code.

Also check for exhaust leaks blowing on the VGT actuator. Repair any external leaks.





(08-fc1962) VGT Actuator Driver Over Temperature (Calculated) - Data Valid but Above Normal Operational Range - Least Severe Level229 / 507

:

FAULT CODE 1966Aftertreatment Exhaust Gas Temperature 1 - Data Valid But Above Normal


Overview

CODE REASON EFFECT

Fault Code: 1966PID: 326SPN: 3241FMI: 0LAMP: RedSRT:

Aftertreatment Exhaust Gas Temperature 1 - Data Valid But Above Normal OperatingRange - Most Severe Level. Engine exhaust gas temperatures entering theaftertreatment system are above the engine protection limits.

Theenginewill shutdown.

ISB, ISC, and ISL - Aftertreatment Exhaust Gas Temperature Sensors

Circuit Description

The aftertreatment exhaust gas temperature sensors are used by the electronic control module (ECM) to monitor the exhausttemperatures in the aftertreatment system. The aftertreatment exhaust gas temperature sensors are thermistors and changeresistance based on the temperature being measured. The ECM provides a 5 volt reference voltage to the sensor. The ECMmonitors the change in signal voltage and converts this to a temperature value.

When the exhaust temperature is cold, the sensor or thermistor resistance is high. The ECM signal voltage only pulls down a smallamount through the sensor to ground. Therefore, the ECM senses a high signal voltage or low temperature. When the exhaustgas temperature is hot, the sensor resistance is low. The signal voltage pulls down a large amount. Therefore, the ECM senses alow signal voltage, or a high temperature.

Component Location

The aftertreatment diesel oxidation catalyst inlet temperature sensor is located in the inlet section of the aftertreatment system.

The aftertreatment diesel particulate filter inlet temperature sensor is located in the aftertreatment system. It is located at the outletof the aftertreatment diesel oxidation catalyst and before the aftertreatment diesel particulate filter.

The aftertreatment diesel particulate filter temperature outlet sensor is located in the outlet section of the aftertreatment system.

Refer to the OEM service manual for the location of the vehicle aftertreatment system.


This diagnostic runs continuously when the engine is running and active regeneration of the aftertreatment diesel particulate filteris not occurring.


The ECM detects one of the following:

The aftertreatment diesel oxidation catalyst inlet temperature is greater than 617°C [1143°F] for 65 seconds.The aftertreatment diesel particulate filter inlet temperature is greater than 612°C [1134°F] for 100 seconds.The aftertreatment diesel particulate filter outlet temperature is greater than 617°C [1143°F] for 145 seconds.The temperature differential across the aftertreatment diesel oxidation catalyst is greater than 220°C [396°F] for 55seconds.The temperature differential across the aftertreatment diesel particulate filter is greater than 265°C [477°F] for 140seconds.


The ECM illuminates the red STOP ENGINE lamp immediately after the diagnostic runs and fails.Active and stationary (parked) regeneration will be disabled.Exhaust gas recirculation (EGR) valve operation will be disabled.Engine shutdown will occur 30 seconds after the fault becomes active. In all calibrations except for emergency vehiclecalibrations, engine shutdown will occur after 30 seconds if engine protection shutdown is enabled or disabled. Engineshutdown will not occur in emergency vehicle calibrations.



(08-fc1966) Aftertreatment Exhaust Gas Temperature 1 - Data Valid but Above Normal Operational Range - Most Severe Level230 / 507

The ECM will turn off the red STOP ENGINE lamp and the fault code will be set to inactive when the temperatures in theaftertreatment system drop below the temperature values listed:

The aftertreatment diesel oxidation catalyst inlet temperature is less than 592°C [1098°F].The aftertreatment diesel particulate filter inlet temperature is less than 587°C [1089°F].The aftertreatment diesel particulate filter outlet temperature is less than 592°C [1098°F].The temperature differential across the aftertreatment diesel oxidation catalyst is less than 195°C [351°F].The temperature differential across the aftertreatment diesel particulate filter is less than 240°C [432°F].

The fault code will also be set inactive following a key cycle.

Shop Talk

This fault code is logged when the ECM has detected a high temperature condition in the aftertreatment system and activeregeneration of the aftertreatment diesel particulate filter is not occurring. The fault code indicates that a secondary fuel source isentering the aftertreatment system and is creating a temperature increase across the aftertreatment diesel oxidation catalystand/or aftertreatment diesel particulate filter.


Excessive engine oil or diesel fuel being introduced into the exhaust system from the engineA damaged engine fuel injector causing unburned diesel fuel to enter the exhaust systemThe aftertreatment diesel oxidation catalyst inlet temperature sensor failed in-rangeThe aftertreatment diesel particulate filter inlet temperature sensor failed in-rangeThe aftertreatment diesel particulate filter outlet temperature sensor failed in-rangeAn in-range engine sensor malfunction has occurred, causing excessive fuel to enter the exhaust system.

The aftertreatment system must be inspected after making the appropriate repair outlined in this fault code troubleshooting tree.Progressive damage to the aftertreatment system may have occurred. Remove the exhaust aftertreatment system from the vehicleto inspect it for potential damage and reuse. For ISB CM2150 engines, use the following procedure in the ISB CM2150 ServiceManual, Bulletin 4021578. Refer to Procedure 014-013 in Section 14. For ISC and ISL CM2150 engines, use the followingprocedure in the ISC and ISL CM2150 Service Manual, Bulletin 4021569. Refer to Procedure 014-013 in Section 14.






:

FAULT CODE 1968Aftertreatment Exhaust Gas Temperature 2 - Data Valid but Above Normal

Operational Range - Moderately Severe Level

Overview

CODE REASON EFFECT


Aftertreatment Exhaust Gas Temperature 2 - Data Valid but Above NormalOperational Range - Moderately Severe Level. The aftertreatment dieselparticulate filter inlet temperature sensor reading has exceeded themaximum temperature limit.



Circuit Description

The aftertreatment exhaust gas temperature sensors are used by the electronic control module (ECM) to monitor the exhausttemperatures in the aftertreatment system. The aftertreatment exhaust gas temperature sensors are thermistors and changeresistance based on the temperature being measured. The ECM provides a 5 volt reference voltage to the sensor. The ECMmonitors the change in signal voltage and converts this to a temperature value.


Component Location




This diagnostic runs continuously when the engine is running and active regeneration of the aftertreatment diesel particulate filteris occurring.


The aftertreatment diesel particulate filter inlet temperature sensor reading exceeds 649°C [1200°F] for 5 seconds and thenreturns below 550°C [1022°F]. This must occur 5 times before the fault code is logged.


The ECM illuminates the amber CHECK ENGINE lamp immediately after the diagnostic runs and fails.Active and stationary (parked) regeneration will be disabled.The exhaust gas recirculation (EGR) valve operation will be disabled.


The ECM will turn off the amber CHECK ENGINE lamp and the fault code will be set to inactive when the keyswitch is cycled.

Shop Talk

This fault code is logged when the ECM has detected a high temperature condition in the aftertreatment system and activeregeneration of the aftertreatment diesel particulate filter is occurring. The fault code indicates that a secondary fuel source isentering the aftertreatment system and is creating a temperature increase across the aftertreatment diesel oxidation catalystand/or aftertreatment diesel particulate filter.


Excessive engine oil or diesel fuel being introduced into the exhaust system from the engineA damaged engine fuel injector causing unburned diesel fuel to enter the exhaust systemThe aftertreatment diesel particulate filter inlet temperature sensor failed in-range


(08-fc1968) Aftertreatment Exhaust Gas Temperature 2 - Data Valid but Above Normal Operational Range - Moderately Severe Level232 / 507

An in-range engine sensor malfunction has occurred, causing excessive fuel to enter the exhaust system.







:

FAULT CODE 1969Aftertreatment Exhaust Gas Temperature 2 - Data Valid but Above Normal

Operational Range - Most Severe Level

Overview

CODE REASON EFFECT

Fault Code: 1969PID: SPN: 3249FMI: 0/0LAMP: RedSRT:

Aftertreatment Exhaust Gas Temperature 2 - Data Valid but Above Normal OperationalRange - Most Severe Level. The aftertreatment diesel particulate filter inlet temperaturesensor reading has exceeded the maximum engine protection temperature limit.



Circuit Description

The aftertreatment exhaust gas temperature sensors are used by the electronic control module (ECM) to monitor the engineexhaust temperatures in the aftertreatment system. The aftertreatment exhaust gas temperature sensors are thermistors andchange resistance based on the temperature being measured. The ECM provides a 5 volt reference voltage to the sensor. TheECM monitors the change in signal voltage and converts this to a temperature value.


Component Location


The aftertreatment diesel particulate filter outlet temperature sensor is located in the outlet section of the aftertreatment system.





The ECM detects one of the following:

The aftertreatment diesel particulate filter inlet temperature is greater than 800°C [1472°F] for 15 seconds.The temperature differential across the aftertreatment diesel oxidation catalyst is greater than 500°C [900°F] for 120seconds.


The ECM illuminates the red STOP ENGINE lamp immediately after the diagnostic runs and fails.Active and stationary (parked) regeneration will be disabledExhaust gas recirculation (EGR) valve operation will be disabledEngine shutdown will occur 30 seconds after the fault becomes active. In all calibrations except for emergency vehiclecalibrations, engine shutdown will occur after 30 seconds if engine protection shutdown is enabled or disabled. Engineshutdown will not occur in emergency vehicle calibrations.


The ECM will turn off the red STOP ENGINE lamp and the fault code will be set to inactive when the temperatures in theaftertreatment system drop below the temperature values listed:

The aftertreatment diesel particulate filter inlet temperature is less than 775°C [1427°F].The temperature differential across the aftertreatment diesel oxidation catalyst is less than 475°C [855°F].




Shop Talk

This fault code is logged when the ECM has detected a high temperature condition in the aftertreatment system and activeregeneration of the aftertreatment diesel particulate filter is occurring. The fault code indicates that a secondary fuel source isentering the aftertreatment system and is creating a temperature increase across the aftertreatment diesel oxidation catalystand/or aftertreatment diesel particulate filter.


Excessive engine oil or diesel fuel being introduced into the exhaust system from the engineA damaged engine fuel injector causing unburned diesel fuel to enter the exhaust systemThe aftertreatment diesel particulate filter inlet temperature sensor failed in-rangeThe aftertreatment diesel particulate filter outlet temperature sensor failed in-rangeAn in-range engine sensor malfunction has occurred, causing excessive fuel to enter the exhaust system.







:

FAULT CODE 1972Exhaust Gas Temperature 3 - Data Valid but Above Normal Operational Range -


Overview

CODE REASON EFFECT


Exhaust Gas Temperature 3 - Data Valid but Above Normal OperationalRange - Moderately Severe Level. The aftertreatment diesel particulatefilter outlet temperature sensor reading has exceeded the maximumtemperature limit.



Circuit Description

The aftertreatment exhaust gas temperature sensors are used by the electronic control module (ECM) to monitor the engineexhaust temperatures in the aftertreatment system. The aftertreatment exhaust gas temperature sensors are thermistors andchange resistance based on the temperature being measured. The ECM provides a 5 volt reference voltage to the sensor. TheECM monitors the change in signal voltage and converts this to a temperature value.

When the exhaust gas temperature is low, the thermistor resistance is high. The ECM signal voltage only pulls down a smallamount through the sensor to ground. Therefore, the ECM senses a high signal voltage (low temperature). When the exhaust gastemperature is high, the thermistor resistance is low. The signal voltage pulls down a large amount. Therefore, the ECM senses alow signal voltage (high temperature).

Component Location

The aftertreatment diesel particulate filter outlet temperature sensor is located in the outlet section of the aftertreatment system.





The aftertreatment diesel particulate filter outlet temperature sensor reading exceeds 649°C [1200°F] for 5 seconds and thenreturns below 575°C [1067°F]. This needs to occur 5 times before the fault code is logged.


The ECM illuminates the amber CHECK ENGINE lamp immediately after the diagnostic runs and fails.Active and stationary (parked) regeneration will be disabled.Exhaust gas recirculation (EGR) valve operation will be disabled.


The ECM will turn off the amber CHECK ENGINE lamp and the fault code will be set to inactive when the keyswitch is cycled.

Shop Talk

This fault code is logged when the ECM has detected a high temperature condition in the aftertreatment system and activeregeneration of the aftertreatment diesel particulate filter is occurring. The fault code indicates that a secondary fuel source isentering the aftertreatment system and is creating a temperature increase across the aftertreatment diesel particulate filter.


Excessive engine oil or diesel fuel being introduced into the exhaust system from the engineA damaged engine fuel injector causing unburned diesel fuel to enter the exhaust systemThe aftertreatment diesel particulate filter outlet temperature sensor malfunctioned in-rangeA face plugged aftertreatment diesel oxidation catalystAn in-range engine sensor malfunction has occurred, causing excessive fuel to enter the exhaust system.



The aftertreatment system must be inspected after making the appropriate repair outlined in this fault code troubleshooting tree.Progressive damage to the aftertreatment system may have occurred. Remove the exhaust aftertreatment system from the vehicleto inspect it for potential damaged and reuse. For ISB CM2150 engines, use the following procedure in the ISB CM2150 ServiceManual, Bulletin 4021578. Refer to Procedure 014-013 in Section 14. For ISC and ISL CM2150 engines, use the followingprocedure in the ISC and ISL CM2150 Service Manual, Bulletin 4021569. Refer to Procedure 014-013 in Section 14.






:

FAULT CODE 1973Exhaust Gas Temperature 3 - Data Valid but Above Normal Operational Range -

Most Severe Level

Overview

CODE REASON EFFECT

Fault Code: 1973PID: SPN: 3245FMI: 0/0LAMP: RedSRT:

Exhaust Gas Temperature 3 - Data Valid but Above Normal Operational Range - MostSevere Level. The aftertreatment diesel particulate filter outlet temperature sensorreading has exceeded the maximum engine protection temperature limit.


ISB, ISC, and ISL - Aftertreatment Gas Temperature Sensors

Circuit Description

The aftertreatment exhaust gas temperature sensors are used by the electronic control module (ECM) to monitor the engineexhaust temperatures in the aftertreatment system. The exhaust gas aftertreatment temperature sensors are thermistors andchange resistance based on the temperature being measured. The ECM provides a 5 volt reference voltage to the sensor. TheECM monitors the change in signal voltage and converts this to a temperature value.

When the exhaust gas temperature is low, the thermistor resistance is high. The ECM signal voltage only pulls down a smallamount through the sensor to ground. Therefore, the ECM senses a high signal voltage (low temperature). When the exhaust gastemperature is high, the thermistor resistance is low. The signal voltage pulls down a large amount. Therefore, the ECM senses alow signal voltage (high temperature).

Component Location

The aftertreatment diesel particulate filter outlet temperature sensor is located in outlet section of the aftertreatment system.





The ECM detects that the aftertreatment diesel particulate sensor outlet temperature is greater than 800°C [1472°F] for 20seconds.


The ECM illuminates the red STOP ENGINE lamp immediately after the diagnostic runs and fails.Active and stationary (parked) regeneration will be disabled.The exhaust gas recirculation (EGR) valve operation will be disabled.Engine shutdown will occur 30 seconds after the fault becomes active. In all calibrations except for emergency vehiclecalibrations, engine shutdown will occur after 30 seconds if engine protection shutdown is enabled or disabled. Engineshutdown will not occur in emergency vehicle calibrations.


The ECM will turn off the red STOP ENGINE lamp and the fault code will be set to inactive when the aftertreatment dieselparticulate filter outlet temperature drops below 775°C [1427°F].


Shop Talk

This fault code is logged when the ECM has detected a high temperature condition in the aftertreatment system and activeregeneration of the aftertreatment diesel particulate filter is occurring. The fault code indicates that a secondary fuel source isentering the aftertreatment system and is creating a temperature increase across the aftertreatment diesel particulate filter.




Excessive engine oil or diesel fuel being introduced into the exhaust system from the engineA damaged engine fuel injector causing unburned diesel fuel to enter the exhaust systemThe aftertreatment diesel particulate filter outlet temperature sensor failed in-rangeAn in-range engine sensor malfunction has occurred, causing excessive fuel to enter the exhaust system.

The aftertreatment system must be inspected after making the appropriate repair outlined in this fault code troubleshooting tree.Progressive damage to the aftertreatment system may have occurred. Remove the exhaust aftertreatment system from the vehiclefor potential damage and inspect for reuse.

For ISB CM2150 engines, use the following procedure in the ISB CM2150 Service Manual, Bulletin 4021578. Refer toProcedure 014-013 in Section 14.For ISC and ISL CM2150 engines, use the following procedure in the ISC and ISL CM2150 Service Manual, Bulletin4021569. Refer to Procedure 014-013 in Section 14.






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FAULT CODE 1974Crankcase Pressure - Data Valid but Above Normal Operational Range - Least

Severe Level

Overview

CODE REASON EFFECT


Crankcase Pressure - Data Valid but Above Normal Operational Range - LeastSevere Level. The crankcase breather filter requires maintenance.

None onperformance.


Circuit Description

The crankcase pressure sensor is used to monitor the pressure inside the crankcase. The electronic control module (ECM)supplies the crankcase pressure sensor a 5 volt reference voltage. When the crankcase pressure is low, the sensor signal voltageis low. When the crankcase pressure is high, the sensor signal voltage is near the 5 volt reference voltage. The ECM monitors thecrankcase pressure signal circuit voltage to calculate the pressure of the air within the crankcase.

Component Location

The crankcase pressure sensor is located in the crankcase filter assembly. The crankcase filter is located on the left side of theengine. Refer to Procedure 100-002 (Engine Diagrams) in Section E for a detailed component location view.




The ECM detects that the crankcase pressure is greater than a calibratible limit.


The ECM flashes the amber CHECK ENGINE light for 30 seconds at initial key-on when the crankcase pressure has beendetected to be above 20 cm H2O [8 in H2O].


The ECM will turn off the flashing amber CHECK ENGINE light as soon as the crankcase pressure drops below 20 cm H2O [8 inH2O].

Shop Talk



Crankcase breather filter needs to be replaced.





(08-fc1974) Crankcase Pressure - Data Valid but Above Normal Operational Range - Least Severe Level240 / 507

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FAULT CODE 1981Aftertreatment Particulate Filter Differential Pressure - Data Valid but Above


Overview

CODE REASON EFFECT


Aftertreatment Particulate Filter Differential Pressure - Data Valid but Above NormalOperational Range - Least Severe Level. The aftertreatment differential pressure hasexceeded the maximum operating limits or the diesel particulate filter is plugged.

EGR valveoperationwill bedisabled.

Activeregenerationwill bedisabled.

ISB, ISC, and ISL - Aftertreatment Differential Pressure

Circuit Description

The engine aftertreatment system monitors the soot load in the aftertreatment diesel particulate filter. Under normal operatingconditions the aftertreatment diesel particulate filter is self-cleaning, where soot is converted to carbon dioxide, nitrogen, andwater. Under light load operating conditions, it can be necessary to perform a stationary regeneration of the aftertreatment dieselparticulate filter. The soot load in the aftertreatment diesel particulate filter is estimated, using the aftertreatment differentialpressure sensor and the calculated soot output of the engine.

Component Location

The aftertreatment diesel particulate filter is located in the exhaust system and is installed by the original equipment manufacturer(OEM). Refer to the OEM service manual for component location information.


This diagnostic runs continuously when the engine speed is greater than 500 rpm and when the calculated exhaust flow is above acalibratible value.


The electronic control module (ECM) detects that the aftertreatment diesel particulate filter is plugged or that the differentialpressure across the aftertreatment diesel particulate filter is above the maximum limits.


The ECM will illuminate the amber CHECK ENGINE light after the diagnostic runs and fails.The exhaust gas recirculation (EGR) valve operation will be disabled.Active and stationary (parked) regeneration will be disabled.


The ECM will turn off the amber CHECK ENGINE light after the differential pressure across the aftertreatment diesel particulatefilter has dropped below the maximum severity level, when the calculated exhaust flow is above a calibratible value.

Shop Talk

Verify the electronic control module (ECM) calibration is correct. Check the calibration revision history found on QuickServe™Online for applicable changes to the calibration stored in the ECM. If necessary, calibrate the ECM. Refer to Procedure 019-032 inSection 19.

An engine torque derate for extended EGR valve closed operation exists for this fault code. The engine torque derate forextended EGR valve closed operation operates on a time based system. The time based system will count up anytime a fault codethat closes the EGR valve is active. Once the timer reaches 20 hours, an engine torque derate of approximately 15 percent will beapplied.

The engine torque derate will be removed as soon as the fault code goes inactive, and the timer will begin to count down. If thefault code reoccurs within the next 20 hours of engine operation, the engine torque derate will immediately be applied, and thetimer will then reset to 20 hours. The engine must operate for 20 hours with no active faults that close the EGR valve, for the timerto clear. After the timer has cleared, the engine must then operate for another 20 hours, with an active fault code that closes the


(08-fc1981) Aftertreatment Particulate Filter Differential Pressure - Data Valid but Above Normal Operational Range - Least Severe Level241 / 507

to clear. After the timer has cleared, the engine must then operate for another 20 hours, with an active fault code that closes theEGR valve to apply the derate.

This fault code indicates that the soot load inside the aftertreatment diesel particulate filter has reached the maximum level, sootlevel stage 4. Regeneration of the aftertreatment diesel particulate filter at this stage is not possible. The aftertreatment dieselparticulate filter must be inspected. If it meets the inspection criteria, it can be cleaned using an SPX air pulse cleaning machine(or equivalent). If it does not meet the inspection criteria, it must be replaced.


The aftertreatment diesel particulate filter can be plugged with soot.The engine has been operating in light load conditions that prevent exhaust temperatures from being high enough toactively regenerate the aftertreatment particulate filter.The aftertreatment wiring harness connectors could be connected to the wrong aftertreatment exhaust gas temperaturesensors.The aftertreatment wiring harness or aftertreatment exhaust gas temperature sensor connector pin installation could beincorrect.The aftertreatment diesel particulate filter differential pressure sensor has malfunctioned.The aftertreatment diesel particulate filter may have reached the ash cleaning interval.The aftertreatment diesel particulate filter can accumulate an excessive amount of ash in a short time period, due toexcessive oil consumption or due to non-combustible elements such as, but not limited to, iron, potassium, or calciumcontained in the fuel supply or additives.An engine malfunction that is elevating the engine smoke output.






:

FAULT CODE 1993Aftertreatment Particulate Trap Missing - Condition Exists

Overview

CODE REASON EFFECT


Aftertreatment Particulate Trap Missing - Condition Exists. Theaftertreatment diesel particulate filter in the exhaust system isnot present.

Active aftertreatment dieselparticulate filter regeneration willbe disabled.

ISB, ISC, and ISL - Aftertreatment Differential Pressure Sensor

Circuit Description

The engine aftertreatment system monitors for the presence of the aftertreatment particulate trap. This diagnostic checks to makesure that the aftertreatment particulate trap is present and functioning correctly.

Component Location

The aftertreatment particulate trap is located in the exhaust system and is installed by the original equipment manufacturer (OEM).Refer to the OEM troubleshooting and repair manual.


This diagnostic runs when the engine is running and exhaust flow is above a minimum level.


This diagnostic monitors the aftertreatment diesel particulate trap differential pressure sensor. When the differential pressure isbelow a minimum value and exhaust flow rate is above a minimum flow rate, the fault code is set.


The ECM will illuminate the amber CHECK ENGINE light immediately after the diagnostic runs and passes.Active regeneration of the aftertreatment diesel particulate filter will be disabled.The exhaust gas recirculation (EGR) valve operation will be disabled.



It will be necessary to run the engine at high idle to elevate the exhaust flow for this fault code to go inactive.

Shop Talk



The aftertreatment differential sensor can be stuck in rangeThe aftertreatment diesel particulate filter has been removed from the vehicleThe aftertreatment diesel particulate filter is cracked or brokenThe aftertreatment diesel particulate filter differential tubes are installed incorrectly, broken, loose, or have been tamperedwithThe aftertreatment diesel particulate filter differential tubes are installed backwards.





(08-fc1993) Aftertreatment Particulate Filter Missing - Condition Exists 243 / 507

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FAULT CODE 2182Engine Brake Actuator Driver 1 Circuit - Voltage Above Normal or Shorted to High

Source

Overview

CODE REASON EFFECT


Engine Brake Actuator Driver 1 Circuit - Voltage Above Normal or Shortedto High Source. High voltage or open circuit detected at the engine brakesolenoid number 1 signal circuit.

Engine brake oncylinders 1, 2, and 3can not be activated.

ISL with CM2150 - Engine Brake Solenoid

Circuit Description

This circuit can be used to control either an exhaust brake or an engine brake depending on the application. The electroniccontrol module (ECM) controls engine brakes on cylinders 1, 2, and 3 by sending a signal on the engine brake solenoid number 1signal circuit. If an exhaust brake is installed, there will be a jumper harness from this connector to the engine brake pass-throughconnectors on the rocker lever housing.

Component Location

The engine brake solenoids are located under the valve cover. The engine brake solenoids are controlled through the engineharness from the ECM.


This diagnostic runs when the keyswitch is in the ON position and when the pulse width modulated device is getting energized orde-energized. In some cases the diagnostics can also run at some fixed intervals.


The engine brake 1 circuit pulse width modulated signal is detected to be greater than 0 volts when the pulse width modulatedsignal is turned off by the ECM.


The ECM illuminates the amber CHECK ENGINE light immediately when the diagnostic runs and fails.The engine brake 1 circuit will be disabled.


The ECM will turn off the amber CHECK ENGINE light and the fault code state will become inactive immediately after the diagnosticruns and passes. The fault code can also be cleared with INSITE™ electronic service tool.

Shop Talk



Open circuit in the engine harness, brake harness, or engine brake solenoidsShort to voltage source in the engine harnessMalfunctioning ECM.





(08-fc2182) Engine Brake Actuator Driver 1 Circuit - Voltage Above Normal or Shorted to High Source244 / 507

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FAULT CODE 2183Engine Brake Actuator Circuit 1 - Voltage Below Normal or Shorted to Low

Source

Overview

CODE REASON EFFECT


Engine Brake Actuator Circuit #1 - Voltage Below Normal or Shorted toLow Source. Low voltage detected at the engine brake solenoid number1 signal circuit.

Engine brake on cylinders1,2, and 3 can not beactivated.

ISL with CM2150 - Engine Brake Circuit

Circuit Description

This circuit can be used to control either an exhaust brake or an engine brake depending on the application. The electroniccontrol module (ECM) controls engine brakes on cylinders 1, 2, and 3 by sending a signal on the engine brake solenoid number 1signal circuit. If an engine brake is installed, there will be a jumper harness from this connector to the engine brake pass-throughconnectors on the rocker lever housing.

Component Location



This diagnostic runs when the keyswitch is in the ON position and when the pulse width modulated device is getting energized orde-energized. In some cases the diagnostics can also run at some fixed intervals.


The engine brake 1 circuit pulse width modulated signal is not detected to be system voltage when the pulse width modulatedsignal is turned on.





Shop Talk


Possible causes of this fault code include a short circuit to ground in the engine harness, connector, or engine brake solenoids.





(08-fc2183) Engine Brake Actuator Driver 1 Circuit - Voltage Below Normal or Shorted to Low Source245 / 507

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Overview

CODE REASON EFFECT


Sensor Supply 4 Circuit - Voltage Above Normal or Shorted to High Source. High voltagedetected at +5 volt sensor supply circuit to the accelerator pedal position sensor.

Enginewill onlyidle.

ISB, ISC, and ISL with CM2150 - Accelerator Pedal or Lever Position Sensor Supply

Circuit Description

Sensor supply 4 of the electronic control module (ECM) provides a 5 volt supply to the accelerator pedal position sensor. Theaccelerator position sensor is a hall effect sensor attached to the accelerator pedal. The accelerator position sensor varies thesignal voltage to the ECM as the accelerator pedal is depressed and released. Low signal voltage is received by the ECM whenthe accelerator pedal is at 0 percent. A high signal voltage is received by the ECM when the accelerator pedal is at 100 percent.The accelerator pedal position circuit contains an accelerator pedal position 5 volt supply, accelerator pedal position return, andaccelerator pedal position signal.

Component Location

The accelerator pedal assembly is located in the cab. Refer to the original equipment manufacturer (OEM) troubleshooting andrepair manual.




The ECM detects that the sensor supply 4 signal voltage is more than 5.25-VDC for more than 1 second.


The ECM illuminates the amber CHECK ENGINE light immediately when the diagnostic runs and fails.The engine will only idle.



Shop Talk


This fault code can be caused by a short circuit to a voltage source in the OEM harness or a short circuit to an actuator signalcircuit that is greater than 5-VDC.





(08-fc2185) Sensor Supply 4 Circuit - Voltage Above Normal or Shorted to High Source 246 / 507

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Overview

CODE REASON EFFECT


Sensor Supply 4 Circuit - Voltage Below Normal or Shorted to Low Source. Low voltagedetected at the +5 volt sensor supply circuit to the accelerator pedal position sensor.

Enginewill onlydie.

ISB, ISC, and ISL with CM2150 - Accelerator Pedal Position Sensor Supply Voltage Circuit

Circuit Description

Sensor supply 4 of the electronic control module (ECM) provides a 5 volt supply to the accelerator pedal position sensor. Theaccelerator position sensor is a hall effect sensor attached to the accelerator pedal. The accelerator position sensor varies thesignal voltage to the ECM as the accelerator pedal is depressed and released. Low signal voltage is received by the ECM whenthe accelerator pedal is at 0 percent. A high signal voltage is received by the ECM when the accelerator pedal is at 100 percent.The accelerator pedal position circuit contains an accelerator pedal position 5 volt supply, accelerator pedal position return, andaccelerator pedal position signal.

Component Location

The accelerator pedal is located in the cab. Refer to the original equipment manufacturer (OEM) troubleshooting and repairmanual.






The ECM illuminates the amber CHECK ENGINE light immediately when the diagnostic runs and fails.The engine will only die.



Shop Talk


Low voltage on the 5 volt supply wire can be caused by a short circuit to ground in the supply wire, a short circuit between thesupply wire and return circuit, a failed accelerator, or a failed ECM power supply.





(08-fc2186) Sensor Supply 4 Circuit - Voltage Below Normal or Shorted to Low Source 247 / 507

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FAULT CODE 2195Auxiliary Equipment Sensor Input 3 Engine Protection Critical - Special

Instructions

Overview

CODE REASON EFFECT

Fault Code: 2195PID: S51SPN: 703FMI: 14LAMP: RedSRT:

Auxiliary Equipment Sensor Input 3 Engine Protection Critical - Special Instructions.The emergency door of the vehicle has been detected open.

Engine mayshut down.

Auxiliary Engine Protection

Circuit Description

Some vehicle applications may have an interlock switch indicating the position of an emergency exit door.

Component Location

The emergency door location may vary depending on the vehicle application.


The diagnostic runs continuously when the keyswitch is in the ON position.


This fault code is triggered when the vehicle emergency door is opened.


The ECM illuminates the red STOP ENGINE light immediately when the diagnostic runs and fails. The engine will be shutdown.



Shop Talk


This diagnostic will operate differently for every vehicle application. This fault code usually indicates that the vehicle emergencyexit door has been opened.





(08-fc2195) Auxiliary Equipment Sensor Input 3 Engine Protection Critical - Special Instructions 248 / 507

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FAULT CODE 2198VGT Actuator Driver Circuit - Root Cause Not Known

Overview

CODE REASON EFFECT


VGT Actuator Driver Circuit - Root Cause Not Known. Intermittent communicationbetween the smart VGT controller and the ECM has been detected. The VGT controlleris not interpreting the J1939 message from the ECM correctly.

VGTactuationwill bedisabled.

ISB, ISC, and ISL with CM2150 - VGT Actuator Driver Circuit

Circuit Description

The variable geometry turbocharger (VGT) is electronically activated by the VGT actuator. The VGT actuator is a smart deviceand receives information via the J1939 datalink from the primary engine electronic control module (ECM). The VGT actuatorperforms its own diagnostics and reports failures back to the primary engine ECM using the J1939 datalink. The ECM thendecodes the error message and converts it to a fault code.

Component Location





The VGT actuator does not receive a valid J1939 message from the ECM for 1 second.


The ECM illuminates the amber CHECK ENGINE light immediately when the diagnostic runs and fails.The VGT will move to the default open position.The EGR valve will be closed.Active regeneration of the aftertreatment system is disabled.


The ECM will turn off the amber CHECK ENGINE light immediately after the VGT actuator receives a valid J1939 message from theECM.

Shop Talk


This fault code is logged when the VGT smart actuator did not receive a valid J1939 message from the primary engine ECM for 1second. Intermittent J1939 datalink connections or interference on the J1939 network are possible causes of this fault code. Alsocheck for intermittent power supply and ground connections to the VGT actuator.





(08-fc2198) VGT Actuator Driver Circuit - Root Cause Not Known 249 / 507

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FAULT CODE 2265Electric Lift Pump for Engine Fuel Supply Circuit - Voltage Above Normal or


Overview

CODE REASON EFFECT


Electric Lift Pump for Engine Fuel Supply Circuit - Voltage Above Normal or Shortedto High Source. High voltage or open detected at the fuel lift pump signal circuit.

Engine can bedifficult tostart.

ISC and ISL with CM2150 - Electric Fuel Lift Pump Circuit

Circuit Description

The circuit is a pulse width modulated driver in the electronic control module (ECM) that controls the electric fuel lift pump. The liftpump is grounded in the ECM.

Component Location

The electric fuel lift pump is located behind the ECM cooling plate on the intake side of the engine. Refer to Procedure 100-002(Engine Diagrams) in Section E for a detailed component location view.


This diagnostic runs when the keyswitch is in the ON position.


The engine fuel lift pump circuit pulse width modulated signal is detected to be greater than 0-VDC when the pulse widthmodulated signal is turned off by the ECM.


The ECM illuminates the amber CHECK ENGINE light immediately when the diagnostic runs and fails.The engine fuel lift pump will be disabled.



Shop Talk


This fault becomes active if the ECM detects an open circuit at key-on. Causes of this fault code include an open circuit in theelectric fuel lift pump circuit.

If the fault code is intermittent, look for causes of an intermittent open circuit, such as loose pins and bad connections. At key-on,the lift pump duty cycle ramps to 100 percent. This fault code can detect open circuit conditions only at key-on. The lift pump onlyruns at key-on and during cranking to aid in priming of the gear pump.





(08-fc2265) Electric Lift Pump for Engine Fuel Supply Circuit - Voltage Above Normal or Shorted to High Source250 / 507

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FAULT CODE 2266Electric Lift Pump for Engine Fuel Supply Circuit - Voltage Below Normal or


Overview

CODE REASON EFFECT


Electric Lift Pump for Engine Fuel Supply Circuit - Voltage Below Normal or Shortedto Low Source. Low signal voltage detected at the fuel lift pump circuit.

Engine can bedifficult to start.

ISC and ISL with CM2150 - Electric Fuel Lift Pump Circuit

Circuit Description

The circuit is a pulse width modulated driver in the electronic control module (ECM) that controls the electric fuel lift pump. The liftpump is grounded in the ECM and runs at 100-percent duty cycle for approximately 30 seconds at key-on.

Component Location

The electric fuel lift pump is located behind the ECM cooling plate on the intake side of the engine, near the front. Refer toProcedure 100-002 (Engine Diagrams) in Section E for a detailed component location view.


This diagnostic runs when the keyswitch is in the ON position.


The engine fuel lift pump circuit pulse width modulated signal is detected to be 0-VDC when the pulse width modulated signal isturned on by the ECM and should be at system voltage.


The ECM illuminates the amber CHECK ENGINE light immediately when the diagnostic runs and fails.The engine fuel lift pump will be disabled.



Shop Talk


This fault code becomes active whenever the ECM detects a short circuit to ground or high current in the electric lift pump circuit.Causes for this fault code are a short circuit to ground or low resistance (lift pump partially shorted). During cold weather, gelledfuel can plug the lift pump and cause this fault code. Listen to the lift pump to be sure it is running during cold ambienttemperatures (less than -29°C [-20°F]). This fault code can possibly also become active if the lift pump rotor stalls or seizes. Whenthe fault condition is detected, the ECM driver to the lift pump is turned off to protect the circuit. It is necessary to cycle thekeyswitch OFF and then back ON before the ECM will retest for the cause of the fault code. The ECM driver is re-enabled at key-on. If the cause if no longer present, the fault code will become inactive and can be cleared.

Note: This fault code will also become active if the priming pump motor stalls. Stall current for the priming pump motor isapproximately 9 amperes. A good priming pump typically runs with less than 3 amperes. If the fault code is intermittent, observe thesnapshot data priming pump measured current. If current was near 9 amperes when the fault condition occurred, conclude that therotor has stalled and replace the electric priming pump.



(08-fc2266) Electric Lift Pump for Engine Fuel Supply Circuit - Voltage Below Normal or Shorted to Low Source251 / 507




(08-fc2266) Electric Lift Pump for Engine Fuel Supply Circuit - Voltage Below Normal or Shorted to Low Source252 / 507

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FAULT CODE 2272EGR Valve Position Circuit - Voltage Below Normal or Shorted to Low Source

Overview

CODE REASON EFFECT


EGR Valve Position Circuit - Voltage Below Normal or Shorted to Low Source.Low signal voltage has been detected at the EGR valve position sensor circuit.

EGR valveactuation will bedisabled.

ISB, ISC, and ISL with CM2150 - EGR Valve Position Circuit

Circuit Description

The exhaust gas recirculation (EGR) valve is opened by a motor located on top of the EGR valve. A motor shaft extends from themotor and contacts the dual-poppet valve to open the EGR valve. The EGR valve motor does not actually retract the EGR valve.The motor current is reduced and the spring pushes the EGR valve closed.

The EGR valve motor contains three position sensors that detect the location of the EGR valve. These sensors report the positionof the valve back to the ECM over the EGR valve position A, B, and C wires.

Component Location

The EGR valve is located on the air intake connection. Refer to Procedure 100-002 (Engine Diagrams) in Section E for a detailedcomponent location view.




The ECM detects that all position sensors are reading high or all position sensors are reading low.





Shop Talk



EGR valve position sensor wiring shorted to ground, open circuit, or shorted to power supplyLoss of the EGR valve position sensor supply voltage or the ground circuit.





(08-fc2272) EGR Valve Position Circuit - Voltage Below Normal or Shorted to Low Source 253 / 507

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FAULT CODE 2273Exhaust Gas Recirculation Valve Delta Pressure Sensor Circuit - Voltage Above


Overview

CODE REASON EFFECT


Exhaust Gas Recirculation Valve Delta Pressure Sensor Circuit - Voltage AboveNormal or Shorted to High Source. High signal voltage detected at the EGRdifferential pressure sensor circuit.


ISB, ISC, and ISL with CM2150 - EGR Differential Pressure Sensor Circuit

Circuit Description

The exhaust gas recirculation (EGR) differential pressure sensor has two ports that sense exhaust gas pressure. The sensoroutputs a voltage which represents the pressure difference between the two ports. The electronic control module (ECM) uses thispressure to determine how much exhaust gas is flowing through the EGR connection tube to the intake manifold. This informationis used to control the EGR valve for correct emission levels.


Component Location

The EGR differential pressure sensor is located on the intake side of the engine. Refer to Procedure 100-002 (Engine Diagrams)in Section E for a detailed component location view.




The ECM detects that the EGR differential pressure signal voltage is greater than 4.8-VDC for more than 4 seconds.


The ECM illuminates the amber CHECK ENGINE light immediately when the diagnostic runs and fails.A default value for the EGR differential pressure sensor is used.The EGR valve will be closed.



Shop Talk



An open return circuit in the engine harness, connectors, or sensorA signal wire shorted to sensor supply or battery voltageA damaged EGR differential pressure sensor.




(08-fc2273) Exhaust Gas Recirculation Valve Delta Pressure Sensor Circuit - Voltage Above Normal or Shorted to High Source254 / 507



(08-fc2273) Exhaust Gas Recirculation Valve Delta Pressure Sensor Circuit - Voltage Above Normal or Shorted to High Source255 / 507

:

FAULT CODE 2274Exhaust Gas Recirculation Valve Delta Pressure Sensor Circuit - Voltage Below


Overview

CODE REASON EFFECT


Exhaust Gas Recirculation Valve Delta Pressure Sensor Circuit - Voltage BelowNormal or Shorted to Low Source. Low signal voltage detected at the EGRdifferential pressure sensor circuit.


ISB, ISC, and ISL with CM2150 - EGR Differential Pressure Sensor Circuit

Circuit Description

The exhaust gas recirculation (EGR) differential pressure sensor has two ports that sense exhaust gas pressure. The sensoroutputs a voltage which represents the pressure difference between the two ports. The electronic control module (ECM) uses thispressure to determine how much exhaust gas is flowing through the EGR connection tube to the intake manifold. This informationis used to control the EGR valve for correct emission levels.

The ECM provides a 5 volt supply to the EGR differential pressure sensor on the sensor supply circuit. The ECM also provides aground on the sensor return circuit. The EGR differential pressure sensor provides a signal to the ECM on the EGR differentialpressure sensor signal circuit. This sensor signal voltage changes, based on the differential pressure in the EGR crossover tube.

Component Location

The EGR differential pressure sensor is located on the intake side of the engine. Refer to Procedure 100-002 (Engine Diagrams)in Section E for a detailed component location view.




The ECM detects that the EGR differential pressure signal voltage is less than 0.26-VDC for more than 2 seconds.


The ECM illuminates the amber CHECK ENGINE light immediately when the diagnostic runs and fails.A default value for the EGR differential pressure sensor is used.The EGR valve will be closed.



Shop Talk



A signal circuit open or shorted to ground in the engine harness or sensorA supply wire open or shorted to groundA malfunctioning EGR differential pressure sensor.




(08-fc2274) Exhaust Gas Recirculation Valve Delta Pressure Sensor Circuit - Voltage Below Normal or Shorted to Low Source256 / 507



(08-fc2274) Exhaust Gas Recirculation Valve Delta Pressure Sensor Circuit - Voltage Below Normal or Shorted to Low Source257 / 507

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FAULT CODE 2288Turbocharger 1 Speed - Data Valid but Above Normal Operational Range - Least

Severe Level

Overview

CODE REASON EFFECT

Fault Code: 2288PID: P103SPN: 103FMI: 0/15LAMP: NoneSRT:

Turbocharger 1 Speed - Data Valid but Above Normal Operational Range- Least Severe Level. High turbocharger speed has been detected by theECM.

Engine power derate tolower the turbochargerspeed.


Circuit Description

The turbocharger speed sensor is a variable reluctance speed sensor. It consists of a coil wire and an iron core. The target on theturbocharger shaft is a ground flat in the center of the shaft. As the flat on the turbocharger shaft spins past the speed sensor, asignal is generated. The electronic control module (ECM) interprets this signal and converts it to a turbocharger speed reading.

Component Location

The turbocharger speed sensor is mounted in the center housing of the turbocharger. Refer to Procedure 100-002 (EngineDiagrams) in Section E for a detailed component location view.




The ECM detects that the turbocharger speed is above the maximum calibratible limits.


The ECM logs the fault code immediately when the diagnostic runs and fails.The ECM will reduce torque output of the engine to reduce turbocharger speeds.



Shop Talk


When the engine has taken the necessary action to reduce the turbocharger speed, this fault code is logged. This fault code is forinformation only and no repairs are necessary. The engine can possibly be derated when operating near the maximumturbocharger speed limits.





(08-fc2288) Turbocharger 1 Speed - Data Valid but Above Normal Operational Range - Least Severe Level258 / 507

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FAULT CODE 2311Electronic Fuel Injection Control Valve Circuit - Condition Exists

Overview

CODE REASON EFFECT


Electronic Fuel Injection Control Valve Circuit - Condition Exists. Fuel pump actuatorcircuit resistance too high or too low.

Possible lowpower.

ISB, ISC, and ISL with CM2150 - Electronic Fuel Injection Control Valve Circuit

Circuit Description

The circuit is a pulse width modulated driver in the electronic control module (ECM) that controls the electronic fuel controlactuator. The actuator is grounded in the ECM. The ECM varies the current to this valve to provide the correct fuel flow to thehigh-pressure pump based on engine operating conditions. The electronic fuel control actuator valve is a normally open valve.High circuit resistance can cause fuel pressure to be higher than commanded at light loads.

Component Location

The fuel pump actuator valve is located on the engine-mounted fuel pump housing. Refer to Procedure 100-002 (EngineDiagrams) in Section E for a detailed component location view.




This fault is set when the fuel pump actuator circuit has intermittent circuit problems.





Shop Talk


If this fault code occurs during road test, verify that all connectors are clean and free of corrosion before replacing components.This fault code can become active for any of the following reasons:

Fuel pump actuator high resistanceEngine harness high resistanceLoose, worn, or corroded connectors or pinsFuel pump actuator with low internal resistanceFuel pump actuator or engine harness that has shorted to groundIntermittent circuit failures that cause the fuel pressure to exceed the fuel rail pressure relief valve opening pressure.

If an intermittent electrical circuit problem of the fuel pump actuator circuit exists, it is possible for the fault code to become activethen inactive during normal engine operation. For example, if a poor connection causes an intermittent open or short circuit, thenormally open valve will open in a fraction of a second while the circuit is faulty, causing the fuel rail pressure relief valve to open.Following the event that caused the fuel rail pressure relief valve to open, the ECM will attempt to reset the fuel rail pressure reliefvalve, provided the fuel pump actuator circuit is not still faulty.



(08-fc2311) Electronic Fuel Injection Control Valve Circuit - Condition Exists 259 / 507




(08-fc2311) Electronic Fuel Injection Control Valve Circuit - Condition Exists 260 / 507

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FAULT CODE 2321Engine Crankshaft Speed/Position - Data Erratic, Intermittent, or Incorrect

Overview

CODE REASON EFFECT


Engine Crankshaft Speed/Position - DataErratic, Intermittent, or Incorrect.Crankshaft engine speed sensorintermittent synchronization.

Engine can exhibit misfire as control switches from theprimary to the backup speed sensor. Engine power isreduced while the engine operates on the backupspeed sensor.

ISB, ISC, and ISL with CM2150 - Engine Crankshaft Speed/Position Sensor Circuit

Circuit Description

The electronic control module (ECM) provides a 5 volt supply to the engine crankshaft speed/position sensor on the sensor supplycircuit. The ECM also provides a ground on the sensor return circuit. The crankshaft speed/position sensor provides a signal tothe ECM on the crankshaft speed/position sensor signal circuit. This sensor generates a signal to the ECM as the crankshaftspeed indicator ring passes the sensor. The ECM interprets this signal into an engine speed reading and determines engineposition based on the missing tooth on the speed indicator ring.

Component Location

The engine crankshaft speed/position sensor is located on the side of the front gear housing on the intake side of the engine.Refer to Procedure 100-002 in Section E.




The ECM detects an intermittent or degraded signal from the crankshaft speed/position sensor over an extended period of engineoperation.




The ECM will set the fault code inactive after the degraded signal from the crankshaft speed/position sensor is no longer present.

Shop Talk


During engine operation, the ECM monitors the primary speed sensor (crankshaft speed sensor) signal. Fault Code 689 willbecome active and light the yellow lamp if the signal from the primary speed sensor is not present or degraded for more than 3continuous seconds. Meanwhile, if the primary engine speed sensor signal is not present or is degraded for a moment (less than3 seconds), the ECM will interrupt injection events based on the primary engine speed sensor and resume injection events usingthe backup engine speed sensor. Engine power will be reduced while the injection events are based on the backup speed sensor.If the primary speed sensor signal returns, the ECM will automatically interrupt injection events based on the backup speed sensorand resume injection events based on the primary speed sensor. If over a period of time, the ECM detects several incidents of aloss of the primary speed sensor signal, this fault code will become active.

A vehicle operator can notice an intermittent “misfire” if the injection events are interrupted while the ECM switches from controlbased on the primary and secondary speed sensors. Also, a vehicle operator can notice intermittent “low power” if a “glitch” in theprimary speed sensor signal causes the engine to intermittently use the backup speed sensor for injection control.

This fault code becomes active whenever the ECM detects a persistent loss of the primary engine speed sensor signal over ashort period of time.



This fault becomes inactive at each key ON or if the ECM does not detect a loss of the primary engine speed sensor signal for atleast 20 minutes.


Intermittent loss of primary speed sensor signal; the most likely cause is an intermittent open or short circuit that can beexperienced with speed sensor connector problemsSensor air gap that is marginally too small or too large.

Actions to take if this fault is intermittent:

Look for intermittent engine harness connections in the primary engine speed sensor circuitLook for loose connections at the ECM connector where the pins can not be locked into the socketLook for places where the engine harness has worn into a nearby component, causing an intermittent short circuitLook for pin wear at the speed sensorInspect the target wheel for damage.






:

FAULT CODE 2322Engine Camshaft Speed/Position Sensor - Data Erratic, Intermittent, or Incorrect

Overview

CODE REASON EFFECT


Engine Camshaft Speed/Position Sensor - Data Erratic, Intermittent, or Incorrect.Camshaft engine speed sensor intermittent synchronization.

None onperformance.

ISB, ISC, and ISL - Engine Camshaft Speed/Position Sensor Circuit

Circuit Description

The electronic control module (ECM) provides a 5 volt supply to the engine camshaft speed/position sensor on the sensor supplycircuit. The ECM also provides a ground on the sensor return circuit. The camshaft speed/position sensor provides a signal to theECM on the camshaft speed/position sensor signal circuit. This sensor generates a signal to the ECM as the camshaft speedindicator lobe passes the sensor. The ECM interprets this signal into an engine speed reading and determines engine position.This sensor is used as a backup sensor if the primary engine crankshaft speed/position signal is lost.

Component Location

The camshaft position sensor is located below the intake side of the engine in the cylinder head to the right of the ECM. Refer toProcedure 100-002 in Section E.




The ECM detects an intermittent loss of the camshaft speed/position sensor signal.


The ECM logs the fault code when the diagnostic runs and fails.


The ECM will set the fault code inactive after the ECM detects a valid signal from the camshaft speed/position sensor.

Shop Talk


During engine operation, the ECM monitors the secondary speed sensor (crankshaft speed sensor) signal. Fault Code 778 willbecome active and light the yellow lamp if the signal from the secondary speed sensor is not present or degraded for more than 3continuous seconds. If over a period of time the ECM detects several incidents of a loss of the secondary speed sensor signal, butthe signal loss is short in duration, this fault code will become active. Since the secondary engine speed signal is not used fornormal engine operation, a vehicle operator should not notice any symptoms related to this problem.

This fault code becomes active whenever the ECM detects a persistent loss of the secondary engine speed sensor signal over ashort period of time.

This fault becomes inactive at each key-ON or if the ECM does not detect a loss of the secondary engine speed sensor signal forat least 20 minutes.

Problems that can cause this fault:

Intermittent loss of primary speed sensor signal; the most likely cause is an intermittent open or short circuit that can beexperienced with speed sensor connector problemsSensor air gap that is marginally too small or too large, or target wheel exhibits excessive runout.



Actions to take if this fault is intermittent:

Look for intermittent engine harness connections in the secondary engine speed sensor circuitLook for loose connections at the ECM connector where the pins can not be locked into the socketLook for places where the engine harness has worn into a nearby component, causing an intermittent short circuitLook for pin wear at the speed sensorInspect the target wheel for damage.






:

FAULT CODE 2345Turbocharger 1 Speed - Abnormal Rate of Change

Overview

CODE REASON EFFECT


Turbocharger 1 Speed - Abnormal Rate of Change. Theturbocharger speed sensor has detected an erroneous speedvalue.

None on performance. The ECMuses an estimated turbochargerspeed.


Circuit Description

The turbocharger speed sensor is a variable reluctance speed sensor. It consists of a coil of wire and an iron core. The target onthe turbocharger shaft is a ground flat in the center of the shaft. As the flat on the turbocharger shaft passes the speed sensor, asignal is generated. The electronic control module (ECM) interprets this signal and converts it to a turbocharger speed reading.

Component Location

The turbocharger speed sensor is located in the center housing of the turbocharger. Refer to Procedure 100-002 in Section E.




The ECM detects that the turbocharger speed has increased faster than physically achievable by the turbocharger.


The ECM illuminates the amber CHECK ENGINE light immediately when the diagnostic runs and fails.The ECM will estimate turbocharger speed.



Shop Talk


This fault becomes active if the engine is running and the turbocharger speed signal rapidly changes faster than the capabilities ofthe turbocharger. This fault code can be caused by an intermittent turbocharger speed sensor connection, incorrect turbochargerspeed sensor air gap, or a faulty turbocharger speed sensor.





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FAULT CODE 2346Turbocharger Turbine Inlet Temperature (Calculated) - Data Valid but Above


Overview

CODE REASON EFFECT


Turbocharger Turbine Inlet Temperature (Calculated) - Data Validbut Above Normal Operational Range - Least Severe Level.Turbocharger turbine inlet temperature has exceeded the engineprotection limit.

Fuel is limited in an attempt todecrease the temperature of theexhaust gas entering theturbocharger.


Circuit Description

The exhaust gas temperature is calculated by the electronic control module (ECM). The exhaust gas temperature is derived by theECM, based on engine operating conditions such as intake manifold air temperature, engine speed, injection timing, intakemanifold pressure, and fuel flow.

Component Location

There is not a physical exhaust gas temperature sensor in the system. The exhaust gas temperature is a calculation of exhaustgas temperature before the turbocharger and is also know as turbine inlet temperature.

Note: Some original equipment manufacturers (OEM) have pyrometer gauges mounted in their chassis. Pyrometers measureturbine outlet temperature or the exhaust gas leaving the turbocharger and will not equal the value monitored with the exhaust gastemperature parameter with INSITE™ electronic service tool.




The ECM detects that the calculated turbine inlet temperature is greater than a calibratible value.


The ECM logs the fault code immediately when the temperature threshold is exceeded.Fuel is limited in an attempt to decrease the temperature of the exhaust gas entering the turbocharger.



Shop Talk


This fault code is an information fault code indicating that the engine has been derated for high turbine inlet temperature (exhausttemperature). No troubleshooting is necessary for this fault code. It is only an indicator that the engine power was derated to limitthe exhaust temperature.

If the condition continues to exist, Fault Code 2451 will become active.





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:

FAULT CODE 2347Turbocharger Compressor Outlet Temperature (Calculated) - Data Valid but

Above Normal Operational Range - Least Severe Level

Overview

CODE REASON EFFECT


Turbocharger Compressor Outlet Temperature (Calculated) - DataValid but Above Normal Operational Range - Least Severe Level. Highturbocharger compressor outlet air temperature has been calculatedby the electronic control module (ECM).

Fuel is limited in an attemptto decrease the calculatedturbocharger compressoroutlet air temperature.


Circuit Description

The turbocharger compressor outlet air temperature is calculated by the ECM. Turbocharger compressor outlet air temperature isderived by the ECM, based on engine operating conditions such as turbocharger compressor inlet air temperature, barometricpressure, turbocharger speed, engine speed, intake manifold air temperature, and intake manifold pressure.

Component Location

There is not a physical turbocharger compressor outlet temperature sensor in the system. The turbocharger compressor outlet airtemperature is a calculation of temperature of the air after it is compressed by the turbocharger compressor, but before exhaustgas recirculation (EGR) is mixed into the system and before it enters the charge air cooler.




The ECM detects that the calculated turbocharger compressor outlet temperature is greater than 238°C [460°F].


The ECM logs the fault code immediately when the temperature threshold is exceeded.Fuel is limited in an attempt to decrease the calculated compressor outlet temperature.



Shop Talk


Possible caused of this fault code include:

Air intake leaks allowing hot under-hood air to enter the intake systemFaulty intake manifold pressure readingsHigh turbocharger speed readingsFaulty barometric pressure readingsStuck variable geometry turbocharger.

Note: Unless the failure is a failed barometric pressure sensor or intake manifold pressure sensor, this fault code will most likelynot be active with no load in the shop. The engine will most likely need to be loaded to trip this fault code, and to determine if thefailure has been found and fixed.




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(08-fc2347) Turbocharger Compressor Outlet Temperature (Calculated) - Data Valid but Above Normal Operational Range - Least Severe Level268 / 507

:

FAULT CODE 2349EGR Valve Control Circuit - Current Below Normal or Open Circuit

Overview

CODE REASON EFFECT


EGR Valve Control Circuit - Current Below Normal or Open Circuit. Motorterminal or motor coil open circuit has been detected by the ECM.

EGR valve actuationwill be disabled.


Circuit Description


Component Location

The EGR valve is located on the air intake connection. Refer to Procedure 100-002 in Section E for a detailed component locationview.




The electronic control module (ECM) detects an open circuit in the engine wiring harness or EGR valve motor coil.





Shop Talk

Verify the electronic control module (ECM) calibration is correct. Check the calibration revision history found on QuickServe™Online for applicable fixes to the calibration stored in the ECM. If necessary, recalibrate the ECM. Refer to Procedure 019-032 inSection 19.


EGR motor circuit open circuitOpen circuit in the wiring harness.





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:

FAULT CODE 2351EGR Valve Control Circuit - Voltage Below Normal or Shorted to Low Source

Overview

CODE REASON EFFECT


EGR Valve Control Circuit - Voltage Below Normal or Shorted to Low Source. Motorterminal or motor coil short circuit to ground or power supply has been detected bythe ECM.



Circuit Description


Component Location

The EGR valve is located on the air intake connection. Refer to Procedure 100-002 (Engine Diagrams) in Section E for a detailedcomponent location view.




The electronic control module (ECM) detects a short circuit in the EGR motor supply circuits.





Shop Talk



EGR motor circuit shorted to groundEGR motor circuit shorted to battery supply.





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FAULT CODE 2357EGR Valve Control Circuit - Mechanical System Not Responding Properly or Out

of Adjustment

Overview

CODE REASON EFFECT


EGR Valve Control Circuit - Mechanical System Not Responding Properly or Out ofAdjustment. The EGR motor has exceeded the duty cycle limit, indicating a stuckopen EGR valve.


ISB, ISC, and ISL - EGR Valve Circuit

Circuit Description


Component Location

The EGR valve location can vary, depending on the engine application. Refer to Procedure 100-002 (Engine Diagrams) in SectionE for a detailed component location view.




This fault code is set when the duty cycle required to open the EGR valve is greater than 95 percent for 3 seconds. The EGRvalve controller will try to open the EGR valve again after 10 seconds. The fault code is triggered after three failed attempts.


The ECM illuminates the amber CHECK ENGINE light immediately when the diagnostic runs and fails.The EGR valve will stop responding to commands and the spring will close the EGR valve.


The ECM will turn off the amber CHECK ENGINE light and clear the fault code after the keyswitch is cycled and the diagnostic runsand passes. The fault code will be inactive at key-on. It will only go active if the EGR valve is commanded open and the EGR valveis unable to move to the commanded position.

Shop Talk


This fault code is triggered when the EGR valve motor is unable to move the EGR valve in the open position. This is normallycaused by a restriction in the EGR valve not allowing the EGR valve to move to the commanded position.

The fault code will be inactive at key-on. It will only go active if the EGR valve is commanded open and the EGR valve is unable tomove to the commanded position.

The aftertreatment system must be inspected after making the appropriate repair outlined in this fault code troubleshooting tree.Progressive damage to the aftertreatment system may have occurred. Perform the aftertreatment initial check procedure to test fora damaged diesel particulate filter.

Refer to Procedure For ISB CM2150 engines, 014-013 (Aftertreatment Testing) in Section 14 in the ISB CM2150 ServiceManual, Bulletin 4021578, for reuse guidelines.Refer to Procedure For ISC and ISL CM2150 engines, 014-013 (Aftertreatment Testing) in Section 14 in the ISC and ISLCM2150 Service Manual, Bulletin 4021569, for reuse guidelines.


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FAULT CODE 2359Exhaust Gas Recirculation Valve Delta Pressure - Data Valid But Above Normal


Overview

CODE REASON EFFECT


Exhaust Gas Recirculation Valve Delta Pressure - Data Valid But Above NormalOperational Range - Moderately Severe Level. The EGR differential pressure sensorhas detected high EGR gas flow or the EGR differential pressure reading is not valid forengine operating conditions.

EGRvalveactuationwill bedisabled.

ISB, ISC, and ISL - Differential Pressure Sensor Circuit

Circuit Description

The exhaust gas recirculation (EGR) differential pressure sensor has two ports that sense exhaust pressure. The sensor outputs avoltage which represents the pressure difference between the two ports. The electronic control module (ECM) uses this pressuredifferential to determine how much exhaust gas is flowing through the EGR connection tube to the intake manifold. This informationis used to control the EGR valve for correct emission levels.

The ECM provides a 5 volt supply to the EGR differential pressure sensor on the sensor supply circuit. The ECM also provides aground on the sensor return circuit. The EGR differential pressure sensor provides a signal to the ECM on the EGR differentialpressure sensor signal circuit. This sensor signal voltage changes, based on the differential pressure in the EGR crossover tube.


Component Location

The EGR differential pressure sensor is located on the air intake connection. Refer to Procedure 100-002 in Section E for adetailed component location view.


This diagnostic runs continuously when the following conditions are met:

The EGR valve position is less than 5 percent openThe engine speed is less than a calibratible valueEngine torque output is less than a calibratible value.


EGR differential pressure is greater than a calibratible value when the EGR valve position is less than 5 percent open and enginetorque is less than a calibratible value.


The ECM illuminates the amber CHECK ENGINE light immediately when the diagnostic runs and fails.EGR valve operation will be disabled.



Shop Talk

Verify that the electronic control module (ECM) calibration is correct. Check the calibration revision history found on QuickServe™Online for applicable fixes to the calibration stored in the ECM. If necessary, recalibrate the ECM. Refer to Procedure 019-032 inSection 19.

This diagnostic checks the reading of the differential pressure sensor when the EGR valve is closed. Since the EGR valve isclosed, the reading of the EGR differential pressure should be 0. If the ECM detects a reading higher than expected with the EGRvalve closed, this fault code is logged.




A damaged EGR differential pressure sensorA stuck open EGR valveEGR differential pressure sensor flow port cross-drillings are plugged with soot.






:

FAULT CODE 2363Engine Brake Actuator Driver Output 2 Circuit - Voltage Below Normal or Shorted

to Low Source

Overview

CODE REASON EFFECT


Engine Brake Actuator Driver Output 2 Circuit - Voltage Below Normal orShorted to Low Source. Low voltage detected at the engine brakesolenoid number 2 signal circuit.

Engine brake oncylinders 4, 5, and 6 cannot be activated.

ISL with CM2150 - Engine Brake Actuator Circuit

Circuit Description

The electronic control module (ECM) controls engine brakes on cylinders 4, 5, and 6 by sending a signal on the engine brakesolenoid number 2 signal circuit. A 2-pin Weather Pack connector is located near the number 3 injector pass-through connector atthe back of the engine. There is a jumper harness from this connector to the engine brake pass-through connectors on the rockerlever housing.

Component Location

The engine brake solenoids are located under the valve cover. The engine brake solenoids are controlled through the engineharness by the ECM.




The engine brake 2 circuit PWM signal is not detected to be system voltage when the PWM signal is turned on.





Shop Talk


Possible causes of this fault code include short circuit to ground in the engine harness, connectors, or engine brake solenoids.





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:

FAULT CODE 2367Engine Brake Actuator Driver Output 2 Circuit - Voltage Above Normal or Shorted

to High Source

Overview

CODE REASON EFFECT


Engine Brake Actuator Driver Output 2 Circuit - Voltage Above Normal orShorted to High Source. Open circuit or high voltage detected at the enginebrake solenoid number 2 signal circuit.

Engine brake oncylinders 4, 5, and 6can not be activated.

ISB, ISC, and ISL with CM2150 - Engine Brake Actuator Circuit

Circuit Description

The electronic control module (ECM) controls engine brakes on cylinders 4, 5, and 6 by sending a signal on the engine brakesolenoid number 2 signal circuit. A 2-pin Weather Pack connector is located near the number 3 injector pass-through connector atthe back of the engine. There is a jumper harness from this connector to the engine brake pass-through connectors on the rockerlever housing.

Component Location





The engine brake 2 circuit PWM signal is detected to be system voltage when the PWM signal is turned off.





Shop Talk



Open circuit in the engine harness, brake harness, or engine brake solenoidsShort to voltage source in the engine harnessDamaged ECM.





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:

FAULT CODE 2373Exhaust Gas Pressure Sensor Circuit - Voltage Above Normal or Shorted to High

Source

Overview

CODE REASON EFFECT


Exhaust Gas Pressure Sensor Circuit - Voltage Above Normal or Shorted to HighSource. High signal voltage detected at the exhaust gas pressure circuit.

None onperformance.

ISB, ISC, and ISL - Exhaust Gas Pressure Circuit

Circuit Description

The exhaust gas pressure sensor is used to measure exhaust gas pressure in the exhaust manifold. This information is used bythe electronic control module (ECM) to control emissions and exhaust gas recirculation (EGR) valve operation. The ECM providesa 5 volt supply to the exhaust gas pressure sensor on the sensor supply circuit. The ECM also provides a ground on the sensorreturn circuit. The exhaust gas pressure sensor provides a signal to the ECM on the exhaust gas pressure sensor signal circuit.This sensor signal voltage changes based on the pressure in the exhaust manifold.

Component Location

The exhaust gas pressure sensor is located above the front section of the exhaust manifold and is plumbed into the exhaustmanifold. Refer to Procedure 100-002 (Engine Diagrams) in Section E for a detailed component location view.




The ECM detects that the exhaust gas pressure signal voltage is greater than 4.75-VDC for more than 4 seconds.


The ECM illuminates the amber CHECK ENGINE light immediately when the diagnostic runs and fails.A default value is used of the exhaust gas pressure reading.



Shop Talk


The exhaust gas pressure sensor shares supply and return wires in the engine harness with other sensors. Opens and shorts inthe engine harness can cause multiple fault codes to be active.


An open return circuit in the engine harness, connectors, or sensorA signal wire shorted to sensor supply or battery voltage.





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:

FAULT CODE 2374Exhaust Gas Pressure Sensor Circuit - Voltage Below Normal or Shorted to Low

Source

Overview

CODE REASON EFFECT


Exhaust Gas Pressure Sensor Circuit - Voltage Below Normal or Shorted to LowSource. Low signal voltage detected at the exhaust gas pressure circuit.

None onperformance.


Circuit Description

The exhaust gas pressure sensor is used to measure exhaust gas pressure in the exhaust manifold. This information is used bythe electronic control module (ECM) to control emissions and exhaust gas recirculation (EGR) valve operation. The ECM providesa 5 volt supply to the exhaust gas pressure sensor on the sensor supply circuit. The ECM also provides a ground on the sensorreturn circuit. The exhaust gas pressure sensor provides a signal to the ECM on the exhaust gas pressure sensor signal circuit.This sensor signal voltage changes based on the pressure in the exhaust manifold.

Component Location

The exhaust gas pressure sensor is located above the front section of the exhaust manifold and is plumbed into the exhaustmanifold. Refer to Procedure 100-002 (Engine Diagrams) in Section E for a detailed component location view.




The ECM detects that the exhaust gas pressure signal voltage is less than .25-VDC for more than 4 seconds.


The ECM illuminates the amber CHECK ENGINE light immediately when the diagnostic runs and fails.A default value of the exhaust gas pressure reading is used.



Shop Talk


The exhaust gas pressure sensor shares supply and return wires in the engine harness with other sensors. Opens and shorts inthe engine harness can cause multiple fault codes to be active.


A signal circuit open or shorted to ground in the engine harness or sensorA supply wire open or shorted to ground.





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:

FAULT CODE 2375Exhaust Gas Recirculation Temperature Sensor Circuit - Voltage Above Normal

or Shorted to High Source

Overview

CODE REASON EFFECT


Exhaust Gas Recirculation Temperature Sensor Circuit - Voltage Above Normal orShorted to High Source. High signal voltage detected at EGR temperature circuit.


ISB, ISC, and ISL - Exhaust Gas Recirculation Temperature Sensor Circuit

Circuit Description

The exhaust gas recirculation (EGR) temperature sensor is a variable resistor sensor and is used to measure the temperature ofthe EGR gas flow after it exits the EGR cooler. The ECM supplies 5 volts to the EGR temperature signal circuit. The ECM monitorsthe change in voltage caused by changes in the resistance of the sensor to determine the EGR flow temperature.

The EGR temperature value is used by the ECM for the engine protection system and engine emissions control.

Component Location

The EGR temperature sensor is located on the EGR connection tube between the EGR cooler and the air intake connection.Referto Procedure 100-002 (Engine Diagrams) in Section E for a detailed component location view.




The ECM detects that the EGR temperature signal voltage is greater than 5.1-VDC for more than 1 second.


The ECM illuminates the amber CHECK ENGINE light immediately when the diagnostic runs and fails.A default value for the exhaust gas recirculation temperature reading is used.



Shop Talk

Verify the ECM calibration is correct. Check the calibration revision history found on QuickServe® Online for applicable fixes to thecalibration stored in the ECM. If necessary, recalibrate the ECM. Refer to Procedure 019-032 (ECM Calibration Code) in Section19 in the corresponding Troubleshooting and Repair Manual for the engine being serviced.

The EGR temperature sensor shares return wires in the engine harness with other sensors. An open return can cause multiplefault codes to be active.


An open return circuit in the harness, connectors or sensorAn open signal circuit or shorted to a voltage source.

Temperature °C Temperature [°F] Resistance (ohms)

0 32 256k to 423k

20 68 99k to 154k

40 104 42k to 63k


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100 212 5.5k to 7.1k

140 284 1.9k to 2.3k

200 392 520 to 580Refer to Troubleshooting Fault Code t05-2375




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:

FAULT CODE 2376Exhaust Gas Recirculation Temperature Sensor Circuit - Voltage Below Normal or


Overview

CODE REASON EFFECT


Exhaust Gas Recirculation Temperature Sensor Circuit - Voltage Below Normal orShorted to Low Source. Low signal voltage detected at EGR temperature circuit.



Circuit Description

The exhaust gas recirculation (EGR) temperature sensor is a variable resistor sensor and is used to measure the temperature ofthe EGR gas flow after it exits the EGR cooler. The electronic control module (ECM) supplies 5 volts to the EGR temperature signalcircuit. The ECM monitors the change in voltage caused by changes in the resistance of the sensor to determine the EGR flowtemperature.


Component Location

The EGR temperature sensor is located on the EGR connection tube between the EGR cooler and the air intake connection.Refer to Procedure 100-002 (Engine Diagrams) in Section E for a detailed component location view.




The ECM detects that the EGR temperature signal voltage is less than 0.09-VDC for more than 1 second.


The ECM illuminates the amber CHECK ENGINE light immediately when the diagnostic runs and fails.A default value for the EGR temperature reading is used.EGR valve actuation will be disabled.



Shop Talk


The EGR temperature sensor shares return wires in the engine harness with other sensors. An open return can cause multiplefault codes to be active.


A signal shorted to ground in the harnessA signal shorted to return or ground in the sensor.





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(08-fc2376) Exhaust Gas Recirculation Temperature Sensor Circuit - Voltage Below Normal or Shorted to Low Source282 / 507

:

FAULT CODE 2377Fan Control Circuit - Voltage Above Normal or Shorted to High Source

Overview

CODE REASON EFFECT


Fan Control Circuit - Voltage Above Normal or Shorted to High Source.Open circuit or high voltage detected at the fan control circuit.

The fan may stay oncontinuously or not run atall.

ISB, ISC, and ISL - Fan Control Circuit

Circuit Description

The fan control circuit is a device used by the engine to control the fan operation. When the electronic control module (ECM)energizes the fan control circuit, the engine fan is engaged.

The fan control circuit utilizes a pulse width modulated (PWM) signal. A PWM signal is a pulsed voltage signal between 0-VDC andsystem voltage. The frequency of the pulsed voltage signal is dependent on the application requirement.

There are two types of fans supported by the fan control circuit; variable speed and ON/OFF. The INSITE™ electronic service toolcan be used to determine which fan type is currently set up for use. The fan control circuit varies by original equipmentmanufacturer (OEM). Certain OEMs can use a solenoid return that is wired to the ECM or can use a return that goes to the engineblock or chassis ground.

Component Location

The fan clutch solenoid location varies by OEM. Refer to the appropriate OEM service literature to determine the location.


For ON/OFF and variable speed fan types, the diagnostic runs when the fan is turned off and will latch active when the fan PWMsignal is 100 percent. For all other fan types, the diagnostic runs when the fan PWM signal is less than 100 percent and will latchactive when the fan PWM signal is 100 percent.


The fan control circuit PWM signal is detected to be greater than 0-VDC when the PWM signal is turned off by the ECM.


The ECM illuminates the amber CHECK ENGINE light immediately when the diagnostic runs and fails.Fan operation will be disabled.


For ON/OFF and variable speed fan, the diagnostic will clear when the fan is turned off and the diagnostic runs and passes. Forall other fan types, the diagnostic will clear when the fan PWM signal is less than 100 percent.

Shop Talk


The ECM monitors the voltage level on this circuit. When the ECM commands the fan signal low, it expects the voltage level to beapproximately 0-VDC. If it detects a high voltage, this fault is recorded.

If Fault Code 2377 is still active after completing the following troubleshooting steps, consult the OEM troubleshooting and repairmanual for procedures to check the fan clutch device for an open circuit or short circuit to ground.


An open circuit in the engine harness or fan control solenoidA short circuit to voltage source in the OEM harness


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A malfunctioning ECM.





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:

FAULT CODE 2387VGT Actuator Driver Circuit (Motor) - Mechanical System Not Responding

Properly or Out of Adjustment

Overview

CODE REASON EFFECT


VGT Actuator Driver Circuit (Motor) - Mechanical System Not Responding Properly or Outof Adjustment. The smart VGT controller has detected incorrect stop limits, or the VGT isunable to move to the closed position.

VGTtravel canbelimited.

ISB, ISC, and ISL - VGT Actuator Circuit

Circuit Description

The variable geometry turbocharger (VGT) is electronically activated by the VGT actuator. The VGT actuator is a smart devicethat receives information via the J1939 data link from the primary engine ECM. The VGT actuator performs its own diagnostics andreports errors back to the primary engine ECM using the J1939 data link.

Component Location

The VGT actuator is located on the turbocharger bearing housing.Refer to Procedure 100-002 in Section E.




This fault code is set when the actual VGT actuator position does not meet the commanded position for more than 10 seconds.


The ECM illuminates the amber CHECK ENGINE light immediately when the diagnostic runs and fails.The VGT actuator will continue to attempt to meet commanded position even when the CHECK ENGINE lamp is on.Active and stationary regeneration of the aftertreatment system are disabled.


The ECM will turn off the amber CHECK ENGINE light immediately after the diagnostic runs and passes at initial key ON.

Shop Talk

Verify the ECM calibration is correct. Check the calibration revision history found on QuickServe™ Online for applicable fixes to thecalibration stored in the ECM. If necessary, calibrate the ECM.Refer to Procedure 019-032 in Section 19.

This fault code is set when the actual VGT actuator position does not meet the commanded position for more than 10seconds.Large boost pressure leaks can also cause this fault code.

The aftertreatment system must be inspected after making the appropriate repair outlined in this fault code troubleshooting tree.Progressive damage to the aftertreatment system can possibly have occurred. Perform the aftertreatment initial check procedureto test for a damaged diesel particulate filter.

For ISB engines, reference the ISB CM2150 Service Manual, Bulletin 4021578.Refer to Procedure 014-013 in Section 14.For ISC and ISL engines reference the ISC and ISL CM2150 Service Manual, Bulletin 4021569. Refer to Procedure 014-013in Section 14.

Inspect the aftertreatment system for potential damage.




(08-fc2387) VGT Actuator Driver Circuit (Motor) - Mechanical System Not Responding Properly, or Out of Adjustment285 / 507



(08-fc2387) VGT Actuator Driver Circuit (Motor) - Mechanical System Not Responding Properly, or Out of Adjustment286 / 507

:

FAULT CODE 2448Coolant Level - Data Valid but Below Normal Operational Range - Least Severe

Level

Overview

CODE REASON EFFECT

Fault Code: 2448PID: SPN: 111FMI: 1/17LAMP: MaintenanceSRT:

Coolant Level - Data Valid but Below Normal Operational Range - Least SevereLevel. Low engine coolant level detected.

None onperformance.

ISB, ISC, and ISL - Electronic Control Module

Circuit Description

The coolant level sensor is a switch and is used to measure the level of the engine coolant in the radiator top tank. The coolantlevel sensor is immersed in the coolant and returns a different signal voltage when immersed in coolant versus being out ofcoolant. The electronic control module (ECM) monitors the change in the signal voltage to determine the level of the enginecoolant.

Component Location

The engine coolant level sensor is typically located in the radiator top tank or surge tank. Refer to the OEM troubleshooting andrepair manual for the location.




The ECM detects that the coolant level is below the normal operating limits.


The ECM flashes the amber CHECK ENGINE light at initial key-on for 30 seconds when low engine coolant level has beendetected.


The ECM will stop flashing the amber CHECK ENGINE light at key-on when coolant has been added to the engine.

Shop Talk


This fault code goes active when the coolant level inside the radiator top tank or surge tank drops below the sensor level. Fill thetop tank with coolant.





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FAULT CODE 2449VGT Actuator Controller - Out of Calibration

Overview

CODE REASON EFFECT


VGT Actuator Controller - Out of Calibration. The VGT has failed the automaticcalibration procedure at initial key-ON.

Low intake manifoldpressure.


Circuit Description

The variable geometry turbocharger (VGT) is electronic activated by the VGT actuator. The VGT actuator is a smart device thatreceives information via the J1939 data link from the primary engine ECM. The VGT actuator performs its own diagnostics andreports errors back to the primary engine ECM using the J1939 data link.

Component Location

The VGT actuator is located on the turbocharger bearing housing.


This diagnostic runs when the keyswitch is initially turned to the ON position.

The keyswitch must be completely turned OFF for more than 30 seconds before this diagnostic will run at initial key on.


The internal position reference is not detected during the initial power-on due to mechanical system binding or internal condition.The actual VGT actuator position is not known.


The ECM illuminates the red STOP ENGINE light immediately when the diagnostic runs and fails.VGT actuation will be disabled.Active and stationary regeneration of the aftertreatment system is disabled.


The keyswitch must be completely turned OFF for more than 30 seconds before this diagnostic will run at initial key on.

The fault code will clear at key-ON if the error condition no longer exists. The ECM will turn off the red STOP ENGINE light andenable VGT operation immediately after the diagnostic runs and passes.

Shop Talk


This fault code is logged when one of the following error conditions exists.

If the turbocharger actuator has just been replaced and this fault code is active, this usually indicates that the turbochargeractuator has not been installed correctly. The gear alignment between the actuator and the turbocharger housing ismisaligned.Foreign material in the VGT turbocharger can prevent the sliding nozzle from moving to the desired position at key-on.


For ISB engines, see the following procedure in the ISB CM2150 Service Manual, Bulletin 4021578. Refer to Procedure 014-013 in Section 14.For ISC and ISL engines, see the following procedure in the ISC and ISL CM2150 Service Manual, Bulletin 4021569. Referto Procedure 014-013 in Section 14.


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to Procedure 014-013 in Section 14.





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:

FAULT CODE 2451Turbocharger Turbine Inlet Temperature (Calculated) - Data Valid but Above

Normal Operational Range - Moderately Severe Level

Overview

CODE REASON EFFECT


Turbocharger Turbine Inlet Temperature (Calculated) - Data Validbut Above Normal Operational Range - Moderately Severe Level.Turbocharger turbine inlet temperature has exceeded the engineprotection limit.

Fuel is limited in an attempt todecrease the calculated exhaustgas temperature entering theturbocharger.

ISB, ISC, and ISL - Electronic Control Module

Circuit Description

The exhaust gas temperature is calculated by the electronic control module (ECM). Exhaust gas temperature is derived by theECM, based on engine operating conditions such as intake manifold air temperature, engine speed, injection timing, intakemanifold pressure, and fuel flow.

Component Location

There is not a physical exhaust gas temperature sensor in the system. The exhaust gas temperature is a calculation of exhaustgas temperature before the turbocharger and is also known as turbine inlet temperature.

Note: Some original equipment manufacturers (OEMs) have pyrometer gauges mounted in their chassis. Pyrometers measureturbine outlet temperature or the exhaust gas leaving the turbocharger and will not equal the value monitored with the exhaust gastemperature parameter in INSITE™ electronic service tool.




The ECM detects that the calculated turbine inlet temperature is greater than a calibratible value.


The ECM logs the fault code immediately when the temperature threshold is exceeded.Fuel is limited in an attempt to decrease the exhaust gas temperature entering the turbocharger.



Shop Talk


The most common cause of this fault code is low boost pressure. Low boost pressure can be caused by several factors; leakingcharge air cooler, damaged charge air cooler piping or hose, loose charge air cooler clamps, damaged intake manifold pressuresensor, damaged variable geometry turbocharger, damaged turbocharger control valve, or damaged turbocharger control shutoffvalve.

This fault code can also be caused by a turbocharger fuel control derate which can be viewed in INSITE™ electronic service toolunder the Engine Operating State. Turbocharger fuel control derates can be caused by several factors: high exhausttemperatures, high turbocharger compressor inlet temperatures, and high turbocharger compressor outlet temperatures.

Exhaust gas recirculation (EGR) system leaks can also cause this fault code. Inspect the EGR bellows and EGR connections forsigns of leaks.

Note: This fault code will most likely not be active with no load in the shop. The engine must be loaded to trip this fault code andto determine if the malfunction has been found and fixed. Running units on the dynamometer can sometimes cause this fault code


(08-fc2451) Turbocharger Turbine Inlet Temperature (Calculated) - Data Valid but Above Normal Operational Range - Moderately Severe Level290 / 507

to determine if the malfunction has been found and fixed. Running units on the dynamometer can sometimes cause this fault codeto log due to the stationary nature and high temperatures.





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:

FAULT CODE 2554Exhaust Gas Pressure - Data Erratic, Intermittent, or Incorrect

Overview

CODE REASON EFFECT


Exhaust Gas Pressure - Data Erratic, Intermittent, or Incorrect. Theexhaust gas pressure sensor is reading an erratic value at initial Key On.

The ECM will estimatethe exhaust gaspressure.


Circuit Description

The exhaust gas pressure sensor is used to measure exhaust gas pressure in the exhaust manifold. This information is used bythe electronic control module (ECM) to control exhaust gas recirculation (EGR) valve operation. The ECM provides a 5 volt supplyto the exhaust gas pressure sensor on the sensor supply circuit. The ECM also provides a ground on the sensor return circuit.The exhaust gas pressure sensor provides a signal to the ECM on the exhaust gas pressure sensor signal circuit. This sensorsignal voltage changes based on the pressure in the exhaust manifold.

Component Location

The exhaust gas pressure sensor is located above the front section of the exhaust manifold and is plumbed into the exhaustmanifold. Refer to Procedure 100-002 in Section F.


This diagnostic runs when the keyswitch is initially turned ON.The diagnostic will also run when the engine is running and lower than expected exhaust pressure is detected.


The ECM detects that the exhaust pressure reading is higher or lower than the other absolute pressure sensors on theengine when the keyswitch is ON and the engine is not running.The ECM detects that the exhaust pressure is lower than a calibratible value during normal engine operation.


The ECM illuminates the amber CHECK ENGINE light immediately when the diagnostic runs and fails.A default value is used for the exhaust gas pressure reading.



Shop Talk

Verify the electronic control module (ECM) calibration is correct. Check the calibration revision history found on QuickServe™Online for applicable fixes to the calibration stored in the ECM. If necessary, calibrate the ECM. Use the following procedure in thecorresponding Troubleshooting and Repair Manual for the engine being serviced. Refer to Procedure 019-032 in Section 19.

At KEY ON, before the engine starts, the sensor readings for intake manifold pressure, barometric air pressure, and exhaust gaspressure are compared to each other. This fault code occurs if the exhaust gas pressure sensor reading is different from the othersensor readings. This check is only done once after the keyswitch is turned ON.


A stuck in-range exhaust gas pressure sensor readingA high resistance in the exhaust gas pressure sensor signal or return linesPlugging or restriction in the exhaust gas pressure sensor tube.




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:

FAULT CODE 2555Intake Air Heater 1 Circuit - Voltage Above Normal or Shorted to High Source

Overview

Intake Air Heater 1 Circuit - Voltage Above Normal or Shorted to High Source

CODE REASON EFFECT


Intake Air Heater 1 Circuit - Voltage Above Normal or Shorted to HighSource. High voltage detected at the intake air heater signal circuit.

The intake air heaters maybe ON or OFF all the time.

ISB, ISC, and ISL - Intake Air Heater 1 Circuit

Circuit Description

The intake air heater improves starting and white smoke control in cold ambient conditions. The electronic control module (ECM)controls relays that switch power to the intake air heater. 12-volt systems will have two relays while 24-volt systems only requireone relay.

Component Location

The intake air heater is located at the air inlet connection into the intake manifold. The location of the intake air heater relays willvary by original equipment manufacturer (OEM). Use the following procedure for a detailed component location. Refer toProcedure 100-002 in Section E.


This diagnostic runs when the keyswitch is in the ON position and when the pulse width modulated (PWM) device is activated. Insome cases the diagnostic can also run at some fixed intervals.


The intake air heater circuit PWM signal is detected to be greater than 0 volts when the PWM signal is turned off by the ECM.


The ECM illuminates the amber CHECK ENGINE light immediately when the diagnostic runs and fails.Intake air heater operation will be disabled.



Shop Talk

Verify the electronic control module (ECM) calibration is correct. Check the calibration revision history found on QuickServe™Online for applicable fixes to the calibration stored in the ECM. Use the following procedure to calibrate the ECM, if necessary.Refer to Procedure 019-032 in Section 19.


Intake air heater relay signal wire not connected to the relayIntake air heater relay return wire not connected to the relayOpen circuit in the intake air heater relay signal wireOpen circuit in the intake air heater relay return wireIntake air heater signal wire shorted to a voltage source.





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:

FAULT CODE 2556Intake Air Heater 1 Circuit - Voltage Below Normal or Shorted to Low Source

Overview

CODE REASON EFFECT


Intake Air Heater 1 Circuit - Voltage Below Normal or Shorted to LowSource. Low voltage detected at the intake air heater signal circuit.

The intake air heater maybe ON or OFF all the time.

ISB, ISC, and ISL - Intake Air Heater 1 Circuit

Circuit Description

The intake air heater improves starting and white smoke control in cold ambient conditions. The electronic control module (ECM)controls relays that switch power to the intake air heater. 12-volt systems will have two relays while 24-volt systems only requireone relay.

Component Location

The intake air heater is located at the air inlet connection into the intake manifold. The location of the intake air heater relays willvary by original equipment manufacturer (OEM). Refer to Procedure 100-002 (Engine Diagrams) in Section F for a detailedcomponent location view.




The intake air heater circuit PWM signal is not detected to be system voltage when the PWM signal is turned on.


The ECM illuminates the amber CHECK ENGINE light immediately when the diagnostic runs and fails.The intake air heater circuit will be disabled.



Shop Talk



A shorted intake air heater relayIntake air heater relay supply wire shorted to ground.





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FAULT CODE 2557 (QSB3.3)Auxiliary PWM Driver 1 - Voltage Above Normal or Shorted to High Source

Overview

CODE REASON EFFECT


Auxiliary PWM Driver 1 - Voltage Above Normal or Shorted to High Source. Highsignal voltage detected at the analog torque circuit.

Can not controltransmission.

Auxiliary Pulse Width Modulated (PWM) Driver 1 Circuit

Circuit Description

The transmission shift modulator uses this signal from the electronic control module (ECM) to determine when to shift thetransmission. The return circuit is dependent on original equipment manufacturer (OEM) wiring. It may be wired back to the ECMon some vehicles or wired to chassis or block ground on others. Consult the OEM wiring diagram for return circuit details.

Component Location

Refer to the OEM wiring diagram for the location of the transmission shift modulator.

Shop Talk


This fault can be caused by the following:

A faulty transmission shift modulatorAn open circuit in the output device driver return wireA pin-to-pin short circuit in the output device driver wire.





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:

FAULT CODE 2558 (QSB3.3)Auxiliary PWM Driver 1 - Voltage Below Normal or Shorted to Low Source

Overview

CODE REASON EFFECT


Auxiliary PWM Driver 1 - Voltage Below Normal or Shorted to Low Source. Lowsignal voltage detected at the analog torque circuit.

Can not controltransmission.

Auxiliary Pulse Width Modulated (PWM) Driver 1 Circuit

Circuit Description

The transmission shift modulator uses this signal from the electronic control module (ECM) to determine when to shift thetransmission. The return circuit is dependent on original equipment manufacturer (OEM) wiring. It may be wired back to the ECMon some vehicles or wired to chassis or block ground on others. Consult the OEM wiring diagram for return circuit details.

Component Location

Refer to the OEM diagram for the location of the transmission shift modulator.

Shop Talk


This fault can be caused by the following:

A faulty transmission shift modulatorAn short circuit to ground on the output device driver lineA short pin-to-pin in the output device driver line.





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FAULT CODE 2634VGT Actuator Controller - Bad Intelligent Device or Component

Overview

CODE REASON EFFECT


VGT Actuator Controller - Bad Intelligent Device or Component. An internal errorhas been detected by the smart VGT controller.

VGT actuation willbe disabled.


Circuit Description

The variable geometry turbocharger (VGT) is electronically activated by the VGT actuator. The VGT actuator is a smart devicethat receives information via the J1939 data link from the primary engine electronic control module (ECM). The VGT actuatorperforms its own diagnostics and reports errors back to the primary engine ECM using the J1939 data link.

Component Location

The VGT actuator is located on the turbocharger bearing housing. Refer to Procedure 100-002 in Section F.




The VGT actuator has detected an internal error in the VGT smart device.


The ECM illuminates the red STOP ENGINE light immediately when the diagnostic runs and fails.VGT actuation will be disabled.


The diagnostic will clear at initial key-on if the error condition no longer exists. The ECM will turn off the amber CHECK ENGINElight and enable VGT operation immediately after the diagnostic runs and passes.

Shop Talk


This fault code is logged when the VGT smart actuator detected an internal error within the VGT actuator. The VGT actuator willstop controlling the turbocharger when this fault code is active.

Fault Code 2634 will become active if the VGT actuator is removed from the turbocharger and then the keyswitch is turned to theon position or it may be possible for it to become active if the actuator fails the install/calibrate procedure. If this occurs, disconnectthe VGT actuator from the engine harness with the keyswitch on, and connect the VGT actuator to the engine harness. FaultCode 2634 should go inactive. Follow the VGT actuator installation procedure to install the VGT actuator.


For ISB engines, see the following procedure in the ISB CM2150 Service Manual, Bulletin 4021578. Refer to Procedure 014-013 inSection 14. For ISC and ISL engines, see the following procedure in the ISC and ISL CM2150 Service Manual, Bulletin 4021569.Refer to Procedure 014-013 in Section 14.



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:

FAULT CODE 2635VGT Actuator Driver Circuit - Condition Exists

Overview

CODE REASON EFFECT


VGT Actuator Driver Circuit - Condition Exists. A calibration mismatch betweenthe VGT actuator and the ECM has been detected.

VGT actuation willbe disabled.


Circuit Description

The variable geometry turbocharger (VGT) is electronically activated by the VGT actuator. The VGT actuator is a smart devicethat receives information via the J1939 datalink from the primary engine electronic control module (ECM). The VGT actuatorperforms its own diagnostics and reports errors back to the primary engine ECM using the J1939 datalink.

Component Location

The VGT actuator is located on the turbocharger bearing housing. Refer to Procedure 100-002 (Engine Diagrams) in Section Ffor a detailed component location view.




The ECM has detected a calibration incompatibility between the VGT actuator and the ECM calibration.The VGT actuator has detected that the system voltage is incorrect for the installed VGT actuator part number.The ECM has detected an incorrect VGT actuator installed on the turbocharger.


The ECM illuminates the red STOP ENGINE light immediately when the diagnostic runs and fails.VGT actuation will be disabled.


The diagnostic will clear at initial key-on if the error condition no longer exists. The ECM will turn off the red STOP ENGINE lightand enable VGT operation immediately after the diagnostic runs and passes.

Shop Talk

Verify the electronic control module (ECM) calibration is correct. Check the calibration revision history found on QuickServe®Online for applicable fixes to the calibration stored in the ECM. If necessary, recalibrate the ECM.Refer to Procedure 019-032(ECM Calibration Code) in Section 19.

This fault code is logged when the ECM has detected that an incorrect VGT actuator has been installed on the turbocharger.





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FAULT CODE 2636VGT Actuator Driver Circuit - Abnormal Update Rate

Overview

CODE REASON EFFECT


VGT Actuator Driver Circuit - Abnormal Update Rate. No communications onthe J1939 data link between the engine ECM and the smart VGT controller.

The VGT will move tothe default openposition.


Circuit Description

The variable geometry turbocharger (VGT) is electronically activated by the VGT actuator. The VGT actuator is a smart devicethat receives information via the J1939 data link from the primary engine electronic control module (ECM). The VGT actuatorperforms its own diagnostics and reports malfunctions back to the primary engine ECM, using the J1939 data link.

Component Location

The VGT actuator is located on the turbocharger bearing housing. Refer to Procedure 100-002 in Section F.




The primary engine ECM does not receive a valid J1939 message from the VGT actuator for more than 1 second.


The ECM illuminates the red STOP ENGINE light immediately when the diagnostic runs and fails.The VGT will move to the default open position.


The ECM will turn off the red STOP ENGINE light and enable VGT operation immediately after a valid J1939 message is receivedfrom the VGT actuator.

Shop Talk

Verify the electronic control module (ECM) calibration is correct. Check the calibration revision history found on QuickServe™Online for applicable fixes to the calibration stored in the ECM. If necessary, calibrate the ECM again. Refer to Procedure 019-032in Section 19.

This fault code is logged when the primary engine ECM does not receive valid J1939 information from the VGT actuator.

Troubleshoot high inactive counts of Fault Code 2636 as an active fault code.


The VGT actuator is not receiving power from the ECM. This could be caused by an open circuit in the power supply wire orlow voltage supplied by the primary engine ECMAn open return circuit on the VGT actuator circuitAn open or short circuit on the J1939 data link circuit between the ECM and VGT actuatorIntermittent communications between the VGT actuator and the primary engine ECM on the J1939 data linkRapid cycling of the keyswitchConnector pins are not installed in the appropriate locations specified by the wiring diagram.A damaged termination resistor in the engine data link harnessA damaged engine ECM.

The aftertreatment system must be inspected after making the appropriate repair outlined in this fault code troubleshooting tree.Progressive damage to the aftertreatment system may have occurred. Use the following procedures to perform the aftertreatmentinitial check procedure to test for a damaged diesel particulate filter. Refer to Procedure 014-013 in Section 14, in the ISB CM2150


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initial check procedure to test for a damaged diesel particulate filter. Refer to Procedure 014-013 in Section 14, in the ISB CM2150Service Manual, Bulletin 4021578. Refer to Procedure 014-013 in Section 14, in the ISC and ISL CM2150 Service Manual, Bulletin4021569.





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FAULT CODE 2637Catalyst Face Plugged - Root Cause Not Known

Overview

CODE REASON EFFECT


Catalyst Face Plugged - Root Cause Not Known. The front face ofthe aftertreatment diesel oxidation catalyst has been detected to beplugged with soot.

Active aftertreatment dieselparticulate filter regenerationwill be disabled.


Circuit Description

This fault code is set when the inlet face of the diesel oxidation catalyst is detected to be plugged with soot.

The aftertreatment system is monitored by three temperature sensors that are located in the exhaust system. The temperaturesensors around the aftertreatment diesel oxidation catalyst are used to monitor the temperature differential across the catalystduring active regeneration of the aftertreatment system.

Component Location

The aftertreatment diesel oxidation catalyst is located in the exhaust system. The location of the catalyst may vary, depending onthe original equipment manufacturer (OEM). Refer to the OEM service manual.


This diagnostic runs continuously when the engine is running and an active regeneration of the aftertreatment is occurring.


The electronic control module (ECM) detects that the conditions for face plugging of the diesel oxidation catalyst are present andthat plugging may have occurred.


The fault code is logged immediately when the diagnostic runs and failsActive aftertreatment diesel particulate filter regeneration will be disabledThe exhaust gas recirculation (EGR) valve operation will be disabled.


The fault code will be set to inactive after performing INSITE™ electronic service tool Diesel Oxidation Catalyst Maintenance Resetprocedure found under the Aftertreatment Maintenance section of Advanced ECM Data, or when the conditions for diesel oxidationcatalyst face plugging are no longer occurring.

Shop Talk


This fault code is set when the inlet face of the diesel oxidation catalyst is detected to be plugged with soot.


Engine oil or fuel plugging the front face of the aftertreatment diesel oxidation catalyst.Excessive automatic/stationary regenerations causing soot plugging on the front face of the aftertreatment diesel oxidationcatalyst.





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(08-fc2637) Catalyst Face Plugged - Root Cause Not Known 305 / 507

:

FAULT CODE 2638Catalyst Efficiency - Out of Calibration

Overview

CODE REASON EFFECT


Catalyst Efficiency - Out of Calibration. The temperature increase across theaftertreatment diesel oxidation catalyst is lower than expected.

None onperformance.


Circuit Description

The aftertreatment system is monitored by three temperature sensors that are located in the exhaust system. The aftertreatmentdiesel oxidation catalyst inlet temperature sensor is located after the turbocharger outlet, at the inlet of the aftertreatment system.The aftertreatment diesel particulate filter inlet temperature sensor is located between the aftertreatment diesel oxidation catalystand the aftertreatment diesel particulate filter. The aftertreatment diesel particulate filter outlet temperature sensor is located afterthe aftertreatment diesel particulate filter. The temperature sensors around the aftertreatment diesel oxidation catalyst are used tomonitor the temperature differential across the catalyst during active regeneration of the aftertreatment system.

Component Location

The aftertreatment diesel oxidation catalyst is located in the exhaust system. The location of the catalyst may vary, depending onthe original equipment manufacturer (OEM). Refer to the OEM service manual.


Active regeneration of the aftertreatment diesel particulate filter must be occurring before the diagnostic will run.


The ECM detects that the temperature differential across the aftertreatment diesel oxidation catalyst during active regeneration isnot matching the expected temperature increase.




The fault code will be set to inactive after performing INSITE™ electronic service tool Aftertreatment Diesel Particulate Filterregeneration test and the Diesel Oxidation Catalyst efficiency is determined to be above a calibratible threshold.

Shop Talk


This fault code is logged when the temperature increase across the catalyst during an active regeneration of the aftertreatmentsystem is lower than expected.


Soot plugging the front face of the aftertreatment diesel oxidation catalystEngine oil or fuel contamination of the aftertreatment diesel oxidation catalystCracked or contaminated aftertreatment diesel oxidation catalystDamage in the aftertreatment fuel injection systemLeaking exhaust system between the turbocharger and the diesel oxidation catalystAn in-range malfunction of the aftertreatment diesel oxidation catalyst or the aftertreatment diesel particulate filter inlettemperature sensor can cause this fault code. Make sure there are not any fault codes related to the aftertreatmenttemperature sensors before following this troubleshooting tree.




Last Modified: 15-Sep-2010




:

FAULT CODE 2639Aftertreatment Diesel Particulate Filter Differential Pressure - Data Valid but

Above Normal Operational Range - Least Severe Level

Overview

CODE REASON EFFECT


Aftertreatment Diesel Particulate Filter DifferentialPressure - Data Valid but Above Normal OperationalRange - Least Severe Level. The soot load of theaftertreatment diesel particulate filter has exceeded therecommended limits.

The aftertreatment diesel particulate filterlamp will be illuminated and will begin toflash as the severity of the soot loadincreases. Engine protection derate basedon severity.


Circuit Description


This fault code can be triggered if the application is not operating at a duty cycle high enough to regenerate the aftertreatmentdiesel particulate filter. This fault code indicates that the exhaust temperatures exiting the turbocharger are not high enough toactively regenerate the soot that is trapped in the aftertreatment diesel particulate filter. It may be necessary to increase the dutycycle of the application in order to prevent plugging of the aftertreatment diesel particulate filter.

Component Location

The aftertreatment diesel particulate filter is located in the exhaust system and is installed by the original equipment manufacturer(OEM). Refer to the OEM troubleshooting and repair manual.


This diagnostic runs continuously when engine speed is greater than 500 rpm.


The electronic control module (ECM) detects that the soot load of the aftertreatment diesel particulate filter is above normal - leastsevere. The aftertreatment system needs to be regenerated to remove the soot.


The ECM will illuminate the aftertreatment diesel particulate filter lamp immediately after the diagnostic is set.The ECM will flash the aftertreatment diesel particulate filter lamp as the severity of the soot load increases.A mild torque derate will be applied to the output of the engine after the aftertreatment diesel particulate filterlamp begins toflash. (Note: There is no derate in emergency vehicle calibrations.)


The ECM will turn off the aftertreatment diesel particulate filter lamp immediately after the soot load in the aftertreatment dieselparticulate filter has dropped below the least severe level.

Shop Talk


Note: This fault code indicates that the aftertreatment diesel particulate filter requires maintenance by performing a stationaryregeneration procedure. This is a maintenance procedure only and is not covered by Cummins Inc. warranty.


The engine has been operating in light load operating conditions that prevent exhaust temperatures from being highenough to regenerate the aftertreatment diesel particulate filter



enough to regenerate the aftertreatment diesel particulate filterPossible engine damage that causes excessive black smoke to be generated.

The aftertreatment diesel particulate filter soot loading can be classified into four different stages. As the soot load increases, theaftertreatment diesel particulate filter lamp and the Cummins CHECK ENGINE (Amber) or STOP ENGINE (Red) lamp will operateaccording to the table below. Inadequate temperature for the exhaust gases entering the aftertreatment system can be a cause ofhigh soot loads in the aftertreatment diesel particulate filter. The duty cycle of the application will need to be increased in order toprevent excessive soot from accumulating in the filter.

SootLevelStage

Cummins®Fault Code


Cummins®Lamp Status Service Procedure Engine Protection

Strategy

1 2639 Solid Off Perform stationaryregeneration procedure

No Engine ProtectionDerate

2 2639 Flashing Off Perform stationaryregeneration procedure Mild engine torque derate.

3 1921 Flashing Amber Perform stationaryregeneration procedure

Moderate engine torqueand engine speed derate.

4 1922 Off Red Replace AftertreatmentDiesel Particulate Filter

Severe engine torque andengine speed derate.






:

FAULT CODE 2646Engine Coolant Temperature - Condition Exists

Overview

CODE REASON EFFECT


Engine Coolant Temperature - Condition Exists. The EGR valve was closedto reduce engine coolant temperature.

EGR valve actuation willbe disabled.

ISB, ISC, ISL - Engine Coolant Temperature Circuit

Circuit Description

When the engine coolant temperature nears the engine protection limits, the exhaust gas recirculation (EGR) valve will be closedto reduce the coolant temperature. This fault code is used as an information fault code, only indicating that the EGR valve hasclosed.

Component Location

The engine coolant temperature sensor is located on the thermostat housing. Refer to Procedure 100-002 (Engine Diagrams) inSection E for a detailed component location view.




The fault code is set active when the EGR valve is closed to reduce engine coolant temperature.




The fault code is set inactive when the EGR valve actuation is re-activated.

Shop Talk


When the engine coolant temperature nears the engine protection limits, the EGR valve will be closed to reduce the coolanttemperature. This fault code is used as an information fault code, only indicating that the EGR valve has closed. No failure hasoccurred to cause this fault code. Other engine protection fault codes will be active if the engine coolant temperature hasexceeded the engine protection limits.





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:

FAULT CODE 2659Engine Coolant Temperature - Condition Exists

Overview

CODE REASON EFFECT

Fault Code: 2659PID: P110SPN: 110FMI: 31LAMP: NoneSRT:

Engine Coolant Temperature - Condition Exists. The EGR valve was closedto reduce engine coolant temperature.

EGR valve actuation willbe disabled.

ISB, ISC, and ISL - Engine Coolant Temperature Circuit

Circuit Description

When the engine coolant temperature nears the engine protection limits, the exhaust gas recirculation (EGR) valve will be closedto reduce the coolant temperature. This fault code is used as an information fault code, only indicating that the EGR valve hasclosed.

Component Location

The engine coolant temperature sensor is located on the thermostat housing. Refer to Procedure 100-002 (Engine Diagrams) inSection E for a detailed component location view.




The fault code is set active when the EGR valve is closed to reduce engine coolant temperature.




The fault code is set inactive when the EGR valve actuation is re-activated.

Shop Talk


When the engine coolant temperature nears the engine protection limits, the EGR valve will be closed to reduce the coolanttemperature. This fault code is used as an information fault code, only indicating that the EGR valve has closed. No failure hasoccurred to cause this fault code. Other engine protection fault codes will be active if the engine coolant temperature hasexceeded the engine protection limits.





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:

FAULT CODE 2728Aftertreatment Fuel Injector 1 - Data Valid but Above Normal Operational Range -


Overview

CODE REASON EFFECT

Fault Code: 2728PID: SPN: 3556FMI: 16LAMP: NoneSRT:

Aftertreatment Fuel Injector 1 - Data Valid but Above Normal Operational Range -Moderately Severe Level. Active regeneration of the aftertreatment diesel particulatefilter has been detected to be ineffective.

None onperformance.


Circuit Description


Component Location

The aftertreatment diesel oxidation catalyst is located in the exhaust system. The location of the catalyst can vary depending onthe original equipment manufacturer (OEM).


The diagnostics runs continuously when the engine is running and an active regeneration of the aftertreatment is occurring.


The aftertreatment system has detected that an active regeneration event has occurred longer than a calibratible time and thatthe aftertreatment temperature have not reached a minimum temperature for a complete regeneration of the diesel particulatefilter to occur.


The fault code is set active immediately when the diagnostic runs and fails


The electronic control module (ECM) will disable the fault code immediately after the diagnostic runs and passes.

Shop Talk


The aftertreatment system will try to meet target temperatures at the outlet of the diesel oxidation catalyst during a regenerationevent. This fault code is activated when the control system detects that excessive fuel is entering the exhaust system, in anattempt to meet the target temperatures at the diesel oxidation catalyst outlet temperature sensor.


Soot plugging the front face of the aftertreatment diesel oxidation catalystEngine oil or fuel contamination of the aftertreatment diesel oxidation catalystA cracked or contaminated aftertreatment diesel oxidation catalystA leaking exhaust system between the turbocharger and the aftertreatment diesel oxidation catalystThe duty cycle of the vehicle is not high enough to provide adequate exhaust temperatures for a complete regenerationevent.


(08-fc2728) Aftertreatment Fuel Injector 1 - Data Valid but Above Normal Operational Range - Moderately Severe Level312 / 507





(08-fc2728) Aftertreatment Fuel Injector 1 - Data Valid but Above Normal Operational Range - Moderately Severe Level313 / 507

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FAULT CODE 2742Aftertreatment Exhaust Gas Temperature 2 - Data Valid but Below Normal

Operating Range - Least Severe Level

Overview

CODE REASON EFFECT

Fault Code: 2742PID: SPN: 3249FMI: 17LAMP: NoneSRT:

Aftertreatment Exhaust Gas Temperature 2 - Data Valid but Below Normal OperatingRange - Least Severe Level. The temperatures in the aftertreatment system can notreach the required temperatures for stationary regeneration.

None onperformance.


Circuit Description


Component Location



The diagnostic runs during a stationary regeneration of the aftertreatment diesel particulate filter.The diagnostic also runs during extended idle periods when the exhaust temperature can not be increased in theaftertreatment system to remove water accumulation.


The ECM detects that the temperature measured at the Diesel Oxidation Catalyst inlet is not meeting the target temperaturerequired for stationary regeneration.The ECM detects that the temperature entering the aftertreatment system is not high enough to remove water from thesystem during extended idle periods.


This fault code is set active immediately when the diagnostic runs and fails.


Use INSITE™ electronic service tool to perform the Aftertreatment Diesel Particulate Filter Regeneration Test found underECM Diagnostics Test.The ECM will disable the fault code immediately after the diagnostic runs and passes.

Shop Talk


The aftertreatment system will try to meet target temperatures at the inlet of the diesel oxidation catalyst prior to beginning astationary regeneration event. This fault code is activated if the engine is not able to meet the commanded minimum exhausttemperature required at the inlet of the aftertreatment system. This is prior to any aftertreatment fuel injection into the exhaustsystem.


A leaking exhaust system between the turbocharger and the aftertreatment diesel oxidation catalyst


(08-fc2742) Aftertreatment Exhaust Gas Temperature 2 - Data Valid but Below Normal Operational Range - Least Severe Level314 / 507

Excessive exhaust temperature loss between the turbocharger outlet and the inlet of the aftertreatment system.





(08-fc2742) Aftertreatment Exhaust Gas Temperature 2 - Data Valid but Below Normal Operational Range - Least Severe Level315 / 507

:

FAULT CODE 2743Aftertreatment Exhaust Gas Temperature 2 - Data Valid but Below Normal


Overview

CODE REASON EFFECT


Aftertreatment Exhaust Gas Temperature 2 - Data Valid but Below Normal OperatingRange - Moderately Severe Level. The temperatures in the aftertreatment system cannot reach the required temperatures for stationary regeneration.

None onperformance.


Circuit Description

The aftertreatment system is monitored by three temperature sensors that are located in the exhaust system. The aftertreatmentdiesel oxidation catalyst inlet temperature sensor is located after the turbocharger outlet at the inlet of the aftertreatment system.The aftertreatment diesel particulate filter inlet temperature sensor is located between the aftertreatment diesel oxidation catalystand the aftertreatment diesel particulate filter. The aftertreatment diesel particulate filter outlet temperature sensor is located afterthe aftertreatment diesel particulate filter. The temperature sensors around the aftertreatment diesel oxidation catalyst are used tomonitor the temperature differential across the catalyst during active regeneration of the aftertreatment system.

Component Location



The diagnostic runs during a stationary regeneration of the aftertreatment diesel particulate filter.The diagnostic also runs during extended idle periods when the exhaust temperature can not be increased in theaftertreatment system to remove water accumulation.


The ECM detects that the temperature measured at the diesel oxidation catalyst inlet is not meeting the target temperaturesrequired for stationary regeneration.The ECM detects that the temperature entering the aftertreatment system is not high enough to remove water from thesystem during extended idle periods.


The set the fault code active immediately when the diagnostic runs and fails.


Use INSITE™ electronic service tool to perform the aftertreatment diesel particulate filter regeneration test found under ECMDiagnostics Test.The ECM will disable the fault code immediately after the diagnostic runs and passes or after a keyswitch cycle.

Shop Talk


The aftertreatment system will try to meet target temperatures at the inlet of the diesel oxidation catalyst prior to beginning astationary regeneration event. This fault code is activated if the engine is not able to meet the commanded minimum exhausttemperature required at the inlet of the aftertreatment system. This is prior to any aftertreatment fuel injection into the exhaustsystem.


A leaking exhaust system between the turbocharger and the aftertreatment diesel oxidation catalyst


(08-fc2743) Aftertreatment Exhaust Gas Temperature 2 - Data Valid but Below Normal Operational Range - Moderately Severe Level316 / 507

Excessive exhaust temperature loss between the turbocharger outlet and the inlet of the aftertreatment system.





(08-fc2743) Aftertreatment Exhaust Gas Temperature 2 - Data Valid but Below Normal Operational Range - Moderately Severe Level317 / 507

:

FAULT CODE 2754Engine Particulate Filter Inlet Pressure - Data Valid but Above Normal Operational


Overview

CODE REASON EFFECT


Engine Particulate Filter Inlet Pressure - Data Valid but Above Normal OperationalRange - Moderately Severe Level. Excessive black smoke has been detected exitingthe engine and entering the aftertreatment diesel particulate filter.

None onperformance

ISB, ISC, and ISL - Aftertreatment

Circuit Description

The engine aftertreatment system monitors the soot load in the aftertreatment diesel particulate filter. Under normal operatingconditions, the aftertreatment diesel particulate filter is self-cleaning, where soot is converted to carbon dioxide, nitrogen, andwater. Under light load operating conditions, it can be necessary to perform a stationary regeneration of the aftertreatment dieselparticulate filter. The soot load in the aftertreatment diesel particulate filter is estimated using the aftertreatment differentialpressure sensor and the calculated soot output of the engine.

This fault code is logged when the sensors in the aftertreatment system indicates soot accumulation inside the diesel particulatefilter is happening at a higher rate than under normal conditions. This indicates that the smoke (soot) being produced by theengine is higher than normal.

Component Location

The aftertreatment diesel particulate filter is located in the exhaust system and is installed by the original equipment manufacturer(OEM).




This fault code is logged when the soot accumulation inside the diesel particulate filter is happening at a higher rate than undernormal conditions.


The fault code is active immediately when the diagnostic runs and fails.


The electronic control module (ECM) will disable the fault code immediately after the diagnostic runs and passes or after akeyswitch cycle.

Shop Talk

Verify the electronic control module (ECM) calibration is correct. Check the calibration revision history found on QuickServe®Online for applicable fixes to the calibration stored in the ECM. If necessary, calibrate the ECM. Refer to Procedure 019-032 (ECMCalibration Code) in Section 19.


Boost leaks in the charge air cooler plumbingA malfunction of the variable geometry turbocharger (VGT)A malfunction of the exhaust gas recirculation (EGR) valveA faulty in-range EGR differential pressure sensorA faulty in-range boost pressure sensorA faulty in-range barometric pressure sensorA cylinder misfire or overfueling.


(08-fc2754) Engine Particulate Filter Inlet Pressure - Data Valid but Above Normal Operational Range - Moderately Severe Level318 / 507





(08-fc2754) Engine Particulate Filter Inlet Pressure - Data Valid but Above Normal Operational Range - Moderately Severe Level319 / 507

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FAULT CODE 2765Engine Injector Bank 1 Barcodes - Out of Calibration

Overview

CODE REASON EFFECT

Fault Code: 2765PID: N/ASPN: 2797FMI: 13LAMP: NoneSRT:

Engine Injector Bank 1 Barcodes - Out of Calibration. Invalid injector barcodeinformation has been entered.

None onperformance.

ISC and ISL - Electronic Control Module

Circuit Description

The injector solenoid valves are actuated by the electronic control module (ECM) to control fuel metering and timing. Each injectorsolenoid is connected to the ECM by a supply and a return wire. An electrical pulse is sent to the injector from the ECM on thesupply wire and returns to the ECM on the return wire, after actuating the solenoid. Each solenoid valve is normally open and isonly closed by an electrical pulse from the ECM during fuel injection and metering.

Component Location

The engine harness connects the ECM to three injector circuit pass-through connectors that are located in the rocker housing.Internal injector harnesses are located under the valve cover and connect the injectors to the engine harness at the pass-throughconnectors. Each pass-through connector provides power and return to two injectors.




The ECM detects that the injector barcode values have not been entered correctly into the ECM.


The fault code will be set active when the injector barcode parameters are not adjusted correctly.


The fault code will clear immediately after the correct injector barcode values have been entered with INSITE™ electronic servicetool.

Shop Talk


Each fuel injector has a specific barcode. The barcode data contains specific injector information. This barcode information needsto be entered into the ECM with INSITE™ electronic service tool. If an engine is found to have incorrect injector barcode values,the correct injector barcode values must be entered. The engine symptom of incorrect barcode values can include rough idle.The factory installed injector barcode values can be found in QuickServe™ Online by entering the correct engine serial number(ESN), selecting Service, and then Engine Dataplate. The correct injector barcode values for that ESN are contained in the enginedataplate section. If the engine has had a previous repair involving the replacement of injectors, the valve cover must be removedto determine the injector barcodes values on the replacement injectors. Use INSITE™ electronic service tool to enter the barcodevalues into the ECM for this fault code to go inactive.





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FAULT CODE 2777Particulate Trap Active Regeneration Inhibited Due to Permit Switch - Condition

Exists

Overview

CODE REASON EFFECT

Fault Code: 2777PID: 390SPN: 3703FMI: 11/31LAMP: NoneSRT:

Particulate Trap Active Regeneration Inhibited Due to Permit Switch - Condition Exists.Regeneration of the diesel particulate filter has been prevented due to the permitswitch being disabled.

None onperformance.

Aftertreatment System

Circuit Description

The OEM truck manufacturer may install a permit switch in the dash or send an inhibit message via the J1939 datalink to theengine ECM. The function of the inhibit message is to prevent the aftertreatment system from performing mobile regenerations.The purpose of this fault code is to inform the technician that the permit switch was disabled when Fault Code 1921, 1922, or 2639was set active. This fault code may indicate the reason that high aftertreatment soot load fault codes are logged.

Component Location

The aftertreatment diesel particulate filter is located in the exhaust system and is installed by the original equipment manufacturer(OEM). The permit switch may be an actual switch in the vehicle dash or it may be a J1939 message sent via the J1939 datalink.Refer to the OEM troubleshooting and repair manual.


This diagnostic runs continuously when the keyswitch is in the on position.


This fault code is triggered if the permit switch is disabled when Fault Code 1921, 1922, or 2639 is activated for high soot loadlevels in the diesel particulate filter.


The ECM will set the fault code active immediately after the diagnostic is set.


The fault code will be set inactive when Fault Code 1921, 1922, or 2639 are set inactive.

Shop Talk


If this fault code is active and there has been damage to the aftertreatment system, the permit switch may have prevented theaftertreatment system from performing a mobile (active) regeneration. Consult with the OEM if the aftertreatment system has faileddue to the permit switch.





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FAULT CODE 2778Aftertreatment Fuel Rate - Data Valid but Above Normal Operational Range -


Overview

CODE REASON EFFECT

Fault Code: 2778PID: 289SPN: 3481FMI: 0/16LAMP: AmberSRT:

Aftertreatment Fuel Rate - Data Valid but Above Normal Operational Range -Moderately Severe Level. The lubricating engine oil needs to be changed due topossible fuel dilution.

None onperformance.


Circuit Description

The aftertreatment system requires fuel from the engine to regenerate the aftertreatment diesel particulate filter. This fuel isinjected into the cylinder during a late post injection of the fuel injector. During this post injection event, it is possible that some fuelwill enter the crankcase. During extended regeneration events the engine oil can become diluted with diesel fuel. This fault code istriggered when the electronic control system detects that fuel dilution of the lubricating oil is possible.

Component Location

The aftertreatment diesel particulate filter is located in the exhaust system and is installed by the original equipment manufacturer(OEM). The inhibit switch may be an actual switch in the vehicle dash or it may be a J1939 message sent via the J1939 datalink.Refer to the OEM troubleshooting and repair manual.




This fault code is triggered when fuel dilution of the lubricating oil is detected by the ECM.


The ECM will set the fault code active immediately after the diagnostic is set.


The fault code is cleared by resetting the Maintenance Monitor feature. The INSITE™ electronic service tool must be used toreset the Maintenance Monitor feature.

Shop Talk


If this fault code can be triggered when fuel dilution of the lubricating oil is possible. Change the engine lubricating oil and clear thefault code using INSITE™ electronic service tool to reset the Maintenance Monitor feature.





(08-fc2778) Aftertreatment Fuel Rate - Data Valid but Above Normal Operational Range - Moderately Severe Level322 / 507

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FAULT CODE 2813EGR Valve Control - Special Instructions

Overview

CODE REASON EFFECT

Fault Code: 2813PID: 146SPN: 2791FMI: 14LAMP: AmberSRT:

EGR Valve Control - Special Instructions. The EGR valve has been closedduring regeneration of the aftertreatment diesel particulate filter.

EGR valveoperation will bedisabled.


Circuit Description

The engine aftertreatment system monitors the soot load in the aftertreatment diesel particulate filter. Under normal operatingconditions, the aftertreatment diesel particulate filter is self-cleaning, where soot is converted to carbon dioxide, nitrogen, andwater. Under light load operating conditions, it can be necessary to perform a stationary regeneration of the aftertreatment dieselparticulate filter. The soot load in the aftertreatment diesel particulate filter is estimated using the aftertreatment differentialpressure sensor and the calculated soot output of the engine.

This fault code is triggered when the EGR valve is closed during an active regeneration of the aftertreatment diesel particulatefilter. No failure of the aftertreatment system has occurred. Closing the EGR valve increases the exhaust temperature andincreasing the rate of regeneration of the aftertreatment diesel particulate filter. No troubleshooting of the aftertreatment system isnecessary. This fault code is for information only.

Component Location

The aftertreatment diesel particulate filter is located in the exhaust system. The location of the aftertreatment diesel particulatefilter varies depending on the original equipment manufacturer (OEM).


Active regeneration of the diesel particulate filter must be occurring.


The aftertreatment control system has detected that the exhaust temperature is not high enough during an activeregeneration of the aftertreatment diesel particulate filter.


EGR valve operation is disabled.The ECM illuminates the amber CHECK engine light immediately when the diagnostic runs and fails.


The ECM will disable the fault code immediately after a complete regeneration of the aftertreatment diesel particulate filter.

Use INSITE™ electronic service tool to perform the Aftertreatment Diesel Particulate Filter Regeneration test found under ECMDiagnostics Test.

Shop Talk


This fault code is triggered when the EGR valve is closed during an active regeneration of the aftertreatment diesel particulatefilter. No failure of the aftertreatment system has occurred. Closing the EGR valve increases the exhaust temperature and speedsup the rate of regeneration of the aftertreatment diesel particulate filter. No troubleshooting of the aftertreatment system isnecessary. This fault code is for information only.



(08-fc2813) EGR Valve Control - Special Instructions 323 / 507




(08-fc2813) EGR Valve Control - Special Instructions 324 / 507

:

FAULT CODE 2961Exhaust Gas Recirculation Temperature - Data Valid But Above Normal

Operational Range - Least Severe Level

Overview

CODE REASON EFFECT


Exhaust Gas Recirculation Temperature - Data Valid But Above NormalOperational Range - Least Severe Level. EGR temperature hasexceeded the engine protection limit.

Slight fueling derate to bringEGR temperature under themaximum limit.


Circuit Description

The exhaust gas recirculation (EGR) temperature sensor is a variable resistor sensor and is used to measure the temperature ofthe EGR gas flow after it exits the EGR cooler. The electronic control module (ECM) supplies 5 volts to the EGR temperature signalcircuit. The ECM monitors the change in voltage caused by changes in the resistance of the sensor to determine the coolanttemperature.


Component Location

The EGR temperature sensor is located on the EGR connection tube between the EGR valve and the air intake connection. Referto Procedure 100-002 in Section E.




The ECM detects that the EGR temperature is greater than 210°C [410°F] (for ISB) or 237°C [460°F] (for ISC & ISL) for more than5 seconds.


The engine torque will be derated up to 40 percent to limit the EGR temperature.


The fault will go inactive immediately after the EGR temperature drops below 210°C [410°F] or 237°C [460°F] (for ISC & ISL).

Shop Talk



Plugged or leaking EGR differential flow portsA malfunctioning EGR valveA stuck open turbocharger control valveA low reading from the EGR differential pressure sensorA low reading for the EGR valve position sensorHigh exhaust temperaturesLow coolant levelHigh coolant temperatureAn incorrect coolant/water mixtureA stuck closed variable geometry turbochargerA fouled EGR cooler.


(08-fc2961) Exhaust Gas Recirculation Temperature - Data Valid but Above Normal Operational Range - Least Severe Level325 / 507

Note: This fault code will most likely not be active with no load in the shop. The engine must be loaded to trigger this fault code.





(08-fc2961) Exhaust Gas Recirculation Temperature - Data Valid but Above Normal Operational Range - Least Severe Level326 / 507

:

FAULT CODE 2962Exhaust Gas Recirculation Temperature - Data Valid But Above Normal


Overview

CODE REASON EFFECT


Exhaust Gas Recirculation Temperature - Data Valid But Above NormalOperational Range - Moderately Severe Level. EGR temperature hasexceeded the engine protection limit.

Severe fueling derate tobring EGR temperatureunder the maximum limit.


Circuit Description

The exhaust gas recirculation (EGR) temperature sensor is a variable resistor sensor that is used to measure the temperature ofthe EGR gas flow after it exits the EGR cooler. The electronic control module (ECM) supplies 5 volts to the EGR temperature signalcircuit. The ECM monitors the change in voltage caused by changes in the resistance of the sensor to determine the coolanttemperature.


Component Location

The EGR temperature sensor is located on the EGR connection tube between the EGR valve and the air intake connection. Referto Procedure 100-002 in Section E for a detailed component location view.




The ECM detects that the EGR temperature is greater than 246°C [475°F] for more than 5 seconds.


The ECM illuminates the amber CHECK ENGINE light immediately when the diagnostic runs and fails.The engine torque will be derated up to 40 percent to limit the EGR temperature.


The ECM will turn off the amber CHECK ENGINE light immediately after the EGR temperature drops below 246°C [475°F].

Shop Talk



A fouled EGR coolerPlugged or leaking EGR differential flow portsA damaged EGR valveA stuck open turbocharger control valveA low reading from the EGR differential pressure sensorA low reading for the EGR valve position sensorHigh exhaust temperaturesLow coolant levelHigh coolant temperatureAn incorrect coolant/water mixtureA stuck closed variable geometry turbocharger.


(08-fc2962) Exhaust Gas Recirculation Temperature - Data Valid but Above Normal Operational Range - Moderately Severe Level327 / 507

Note: This fault code will most likely not be active with no load in the shop. The engine must be loaded to trigger this fault code.





(08-fc2962) Exhaust Gas Recirculation Temperature - Data Valid but Above Normal Operational Range - Moderately Severe Level328 / 507

:


Least Severe Level

Overview

CODE REASON EFFECT


Engine Coolant Temperature - Data Valid But Above NormalOperational Range - Least Severe Level. Engine coolanttemperature is above the engine coolant temperature engineprotection warning limit.

Power derate and possibleengine shut down if engineprotection shut down feature isenabled.

ISB, ISC, and ISL - Engine Coolant Temperature Sensor Circuit

Circuit Description


The engine coolant temperature value is used by the ECM for the engine protection system and for engine emissions control. Thisfault code indicates that the engine coolant temperature has exceeded the engine protection limit.

Component Location





The ECM detects that the coolant temperature is greater than a calibratible limit set in the ECM.


The ECM logs the fault code immediately when the diagnostic runs and fails.The torque output of the engine will be reduced.


The ECM will turn off the fault code immediately after the coolant temperature decreases below the engine protection limit.

Shop Talk

Verify the ECM calibration is correct. Check the calibration revision history found on QuickServe® Online for applicable fixes to thecalibration stored in the ECM. If necessary, calibrate the ECM. Refer to Procedure 019-032 in Section 19





(08-fc2963) Engine Coolant Temperature - Data Valid but Above Normal Operational Range - Least Severe Level329 / 507

:


- Least Severe Level

Overview

CODE REASON EFFECT


Intake Manifold 1 Temperature - Data Valid but Above Normal OperationalRange - Least Severe Level. Intake manifold air temperature signal indicatesintake manifold air temperature is above engine protection warning limit.


ISB, ISC, and ISL - Intake Manifold 1 Pressure/Temperature Sensor

Circuit Description

The intake manifold 1 temperature sensor is a variable resistor sensor and is used to measure the temperature of the air enteringthe intake manifold of the engine. The electronic control module (ECM) supplies 5 volts to the intake manifold temperature signalcircuit. The ECM monitors the change in voltage caused by changes in the resistance of the sensor to determine the intakemanifold temperature.

When the intake air is cold, the sensor or thermistor resistance is high. The ECM signal voltage only pulls down a small amountthrough the sensor to a ground. Therefore, the ECM senses a high signal voltage or low temperature. When the intake air is warm,the sensor resistance is low. The signal voltage pulls down a large amount. Therefore, the ECM senses a low signal voltage, or ahigh temperature.

This fault code indicates that the intake manifold temperature has exceeded the maximum engine protection limit.

Component Location

The intake manifold 1 temperature sensor is located in the air intake manifold. Refer to Procedure 100-002 (Engine Diagrams) inSection E for a detailed component location view.




The ECM detects that the intake manifold temperature is greater than a calibratible limit set in the ECM.


The torque output of the engine will be reduced.


The maximum torque output of the engine will return and the fault code will go inactive after the intake manifold air temperaturedrops below a calibratible limit set in the ECM.

Shop Talk


The intake manifold 1 temperature sensor measures the temperature of the charge-air as it passes through the intake manifold.Possible causes of this fault code include:

Plugged charge air cooler finsRestricted airflow through the charge air coolerAn undersized charge air coolerHigh turbocharger compressor outlet temperature.



(08-fc2964) Intake Manifold 1 Temperature - Data Valid but Above Normal Operational Range - Least Severe Level330 / 507




(08-fc2964) Intake Manifold 1 Temperature - Data Valid but Above Normal Operational Range - Least Severe Level331 / 507

:

FAULT CODE 2973Intake Manifold 1 Pressure - Data Erratic, Intermittent, or Incorrect

Overview

CODE REASON EFFECT


Intake Manifold 1 Pressure - Data Erratic, Intermittent, or Incorrect. The ECM hasdetected an intake manifold pressure signal that is too high or low for present engineoperating conditions.

Enginepowerderate.

ISB, ISC, and ISL - Intake Manifold 1 Pressure/Temperature Sensor Circuit

Circuit Description

The electronic control module (ECM) provides a 5 volt supply to the intake manifold pressure sensor on the sensor supply circuit.The ECM also provides a ground on the sensor return circuit. The intake manifold pressure sensor provides a signal to the ECMon the intake manifold pressure sensor signal circuit. This sensor signal voltage changes, based on the pressure in the intakemanifold.

This diagnostic checks the value of the intake manifold pressure sensor at key-on and while the engine is running. If the value ofthe intake manifold pressure is not reading ambient pressure at key-on or is not changing with engine operating conditions, thisfault code is logged.

Component Location

The intake manifold 1 pressure/temperature sensor is located in the air intake horn. Refer to Procedure 100-002 in Section E.


This diagnostic runs continuously when the keyswitch is in the ON position and when the engine is running.


The ECM detects that the intake manifold pressure signal reading is not changing with engine operating conditions or is readingan erratic value at key ON.


The ECM illuminates the amber CHECK ENGINE light immediately when the diagnostic runs and fails.A default value for the intake manifold pressure reading is used.



Shop Talk

Verify the electronic control module (ECM) calibration is correct. Check the calibration revision history found on QuickServe™Online for applicable fixes to the calibration stored in the ECM. If necessary, calibrate the ECM. Use the correspondingTroubleshooting and Repair Manual for the engine being serviced.Refer to Procedure 019-032 in Section 19.

The intake manifold 1 pressure sensor monitors pressure in the intake manifold. This fault is set active when the intake manifoldpressure is too high or low for the present engine operating conditions. The ECM compares the intake manifold pressure readingto turbocharger speed to determine if the pressure reading is valid.

Possible causes of this fault are:

A damaged intake manifold pressure sensorA malfunctioning barometric pressure sensorLeaks in the air intake system between the turbocharger and intake manifoldRestriction in the charge-air coolerA malfunctioning turbocharger speed sensorPlugged or restricted exhaust systemA plugged intake manifold pressure sensor


(08-fc2973) Intake Manifold 1 Pressure - Data Erratic, Intermittent, or Incorrect 332 / 507

Air filter restriction.





(08-fc2973) Intake Manifold 1 Pressure - Data Erratic, Intermittent, or Incorrect 333 / 507

:

FAULT CODE 3548Aftertreatment Diesel Exhaust Fluid Dosing Unit Loss of Prime - Condition Exists

Overview

CODE REASON EFFECT


Aftertreatment Diesel Exhaust Fluid Dosing Unit Loss of Prime- Condition Exists. The dosing unit is unable to prime.

Diesel exhaust fluid injection into theaftertreatment system is disabled.

ISB4.5, ISB6.7, ISD4.5 and ISD6.7 CM2150 SN/ISL8.9 CM2150 SN/ISZ13 CM2150 -Aftertreatment Diesel Exhaust Fluid Dosing Unit

ISM11 CM876 SM - Aftertreatment Diesel Exhaust Fluid Dosing Unit

Circuit Description

For an air-assisted SCR aftertreatment system, the aftertreatment diesel exhaust fluid dosing unit requires air pressure from theOEM air tanks in order to prime and help carry the diesel exhuast fluid from the dosing unit to the aftertreatment nozzle. The dieselexhaust fluid dosing unit precisely measures the amount of diesel exhaust fluid to be injected into the aftertreatment system. Thediesel exhaust fluid dosing unit has three primary cycles: priming, dosing, and purging. The priming cycle occurs at initial enginestart makes sure that diesel exhaust fluid is available at the diesel exhaust fluid dosing unit. During the dosing cycle, the dieselexhaust fluid is being delivered to the aftertreatment nozzle. A purge cycle occurs when the engine is turned off. The purge cycleconfirms that all the diesel exhaust fluid is removed from the diesel exhaust fluid lines and aftertreatment nozzle.

Component Location

The aftertreatment diesel exhaust fluid dosing unit location is OEM dependent. Refer to the OEM service manual for moreinformation.


This diagnostic runs when the engine is started and runs while the dosing unit is in the priming state, which could last up to 12minutes after initial key-on.


The dosing unit will attempt to prime every 30 seconds for 20 attempts.If the dosing unit has been unable to prime after completing all attempts, this fault code will become active.The dosing unit can take up to 12 minutes to complete the priming cycle before a fault code will become active.


The ECM illuminates the amber CHECK ENGINE lamp and/or the MIL immediately after the diagnostic runs and fails.Engine torque will be reduced.


This fault code can not be cleared with INSITE™ electronic service tool.To validate the repair, it is necessary to use INSITE™ electronic service tool to perform the Diesel Exhaust Fluid Doser PumpOverride Test. Reference Procedure 019-440 in the appropriate service manual.Make sure the diesel exhaust fluid dosing unit cycles through all phases successfully (priming, dosing, and purging) anddiesel exhaust fluid flows evenly from the aftertreatment nozzle.The ECM will turn off the amber CHECK ENGINE lamp and/or MIL immediately after the diagnostic runs and passes.Use INSITE™ electronic service tool to verify the fault code is inactive.The inactive fault code will be cleared from the memory after 9600 hours of engine operation without a re-occurrence.

Shop Talk

The diesel exhaust fluid dosing unit system consists of three phases. These phases occur in the following sequence: Priming,dosing, and purging. This fault code is set when the dosing unit is unable to prime.

Fault Code 3548 is triggered by the following external failure modes:


(08-fc3548) Aftertreatment Diesel Exhaust Fluid Dosing Unit Loss of Prime - Condition Exists 334 / 507

Low aftertreatment diesel exhaust fluid level in the diesel exhaust fluid tankLow air pressure is detected at the dosing control unitPlugged or restricted inline air filterBlocked, restricted, frozen, or leaking dosing unit supply lineDiesel exhaust fluid dosing unit drawing in air through loose or damaged lines or connectors.

Fault Code 3548 is triggered by the following internal diesel exhaust fluid dosing unit failure modes:

Build up of DEF crystals in the dosing unit restricts air flow to the aftertreatment nozzleInternal pressure sensor or poppet valve failure causing the diesel exhaust fluid dosing unit to fail to prime. This will causediesel exhaust fluid to flow from the aftertreatment nozzle during priming.

If blocked diesel exhaust fluid lines due to build-ups are detected, make sure the dosing unit is purging correctly at key-off.Incomplete purge counts can be viewed using the Data Monitor/Logger menu in the aftertreatment section of INSITE™ electronicservice tool. If the vehicle is equipped with a battery isolation switch, it should have a built-in delay device to prevent power downof the dosing unit until the purge sequence is complete.





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:



Go to 08-fc3569air






(08-fc3569) Aftertreatment Diesel Exhaust Fluid Dosing Unit Input Lines - Choice 336 / 507

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FAULT CODE 3569 (Air-assisted)Aftertreatment Diesel Exhaust Fluid Dosing Unit Input Lines - Mechanical System

Not Responding or Out of Adjustment

Overview

CODE REASON EFFECT


Input Aftertreatment Diesel Exhaust Fluid Dosing UnitLines -Mechanical System Not Responding or Out of Adjustment. An issuewith diesel exhaust fluid delivery has been detected.

System will be unable to spraydiesel exhaust fluid into theaftertreatment system.

ISB4.5, ISB6.7, ISD4.5, and ISD6.7 CM2150 SN/ISL8.9 CM2150 SN/ISZ13 CM2150 -Aftertreatment Diesel Exhaust Fluid Dosing Unit Circuit

ISM11 CM876 SN - Aftertreatment Diesel Exhaust Fluid Dosing Unit Circuit

Circuit Description

The diesel exhaust fluid dosing unit supplies diesel exhaust fluid to the aftertreatment nozzle through the nozzle supply line.

Component Location

There are three diesel exhaust fluid lines. One line is between the dosing unit and aftertreatment nozzle, and the other two linesare between the dosing unit and diesel exhaust fluid tank. These lines can be partially hidden from view by the Selective CatalyticReduction (SCR) system and other vehicle components. Line routing will vary, based on aftertreatment architecture and the OEM.


This diagnostic runs continuously while the SCR system is dosing diesel exhaust fluid into the aftertreatment system.


The diesel exhaust fluid dosing unit has detected a blockage in the nozzle supply line (between the dosing unit and theaftertreatment nozzle).




The “active” fault code can not be cleared with INSITE™ electronic service tool.To validate the repair, it is necessary to use the INSITE™ electronic service tool to perform the Diesel Exhaust Fluid DoserPump Override Test. Go to procedure 019-440 in Section 19.Make sure that the diesel exhaust fluid dosing unit is able to successfully cycle through all phases (priming, dosing, andpurging) and that diesel exhaust fluid flows evenly from the aftertreatment nozzle.The ECM will turn off the amber CHECK ENGINE lamp and/or Malfunction Indicator Lamp (MIL) immediately after thediagnostic runs and passes.Use INSITE™ electronic service tool to verify that the fault code is inactive.The inactive fault code will be cleared from the memory after 9600 hours of engine operation without a reoccurrence.

Shop Talk

This fault indicates that the diesel exhaust fluid dosing unit was able to build pressure, but not able to spray diesel exhaust fluidinto the exhaust stream.

Possible causes of this fault code are:

Blocked or restricted aftertreatment nozzleBlocked or restricted aftertreatment nozzle supply lineMalfunctioning diesel exhuast fluid dosing unit.

If blocked diesel exhaust fluid lines due to buildups are detected, make sure that the dosing unit is purging correctly at key OFF.


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If blocked diesel exhaust fluid lines due to buildups are detected, make sure that the dosing unit is purging correctly at key OFF. Incomplete purge counts can be viewed using the Data Monitor/Logger menu in the aftertreatment section of INSITE™ electronicservice tool. If the vehicle is equipped with a battery isolation switch, it should have a built-in delay device to prevent poweringdown of the dosing unit until the purge sequence is complete.

Refer to Troubleshooting Fault Code 3569 (Air-assisted).




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FAULT CODE 3569 (Airless)Aftertreatment Diesel Exhaust Fluid Dosing Unit Input Lines - Mechanical System

Not Responding or Out of Adjustment

Overview

CODE REASON EFFECT

FaultCode: 3569airlessPID: SPN: 3362FMI: 7LAMP: AmberSRT:

Aftertreatment Diesel Exhaust Fluid Dosing Unit Input Lines -Mechanical System Not Responding or Out of Adjustment. An issue withdiesel exhaust fluid delivery has been detected.

Diesel exhaust fluidinjection into theaftertreatment system isdisabled.

ISF2.8 CM2220 AN/ISF3.8 CM2220 AN - Aftertreatment Diesel Exhaust Fluid Dosing Circuit

Circuit Description

The diesel exhaust fluid dosing unit lines are responsible for transporting diesel exhaust fluid between the dosing unit, dosingvalve, and diesel exhaust fluid tank.

Component Location

There are three diesel exhaust fluid lines. One line is between the dosing unit and dosing valve, and the other two lines arebetween the dosing unit and diesel exhaust fluid tank. These lines can be partially hidden from view by the Selective CatalyticReduction (SCR) system and other vehicle components. Line routing will vary, based on the aftertreatment architecture and OEM.


This diagnostic runs continuously when the keyswitch is in the ON position and dosing is being commanded.


The diesel exhaust fluid controller has detected a mechanical failure of the dosing input lines, and diesel exhaust fluid is not beingdelivered to the dosing valve.


The ECM illuminates the amber CHECK ENGINE lamp and/or the Malfunction Indicator Lamp (MIL) immediately when thediagnostic runs and fails.


This fault code cannot be cleared with INSITE™ electronic service tool.To validate the repair, use INSITE™ electronic service tool to perform the "Diesel Exhaust Fluid Doser Override Test" underthe "ECM Diagnostics Test" menu.The ECM will turn off the amber CHECK ENGINE lamp and/or MIL immediately after the diagnostic runs and passes.Use INSITE™ electronic service tool to verify the fault code is inactive.The inactive fault code will be cleared from the memory after 9600 hours of engine operation without a reoccurrence.

Shop Talk

This fault indicates that the diesel exhaust fluid dosing unit was able to build pressure, but could not complete the priming cycle. Troubleshoot all other active SCR related faults before this fault.

Possible causes of this fault code are:

Blocked or restricted aftertreatment dosing valve.Blocked or restricted aftertreatment dosing valve supply line





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(08-fc3569airless) Aftertreatment Diesel Exhaust Fluid Dosing Unit Input Lines - Mechanical System Not Responding or Out of Adjustment340 / 507

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Go to 08-fc3575air






(08-fc3575) Aftertreatment Diesel Exhaust Fluid Pressure Sensor - Choice 341 / 507

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FAULT CODE 3575 (Air-assisted)Aftertreatment Diesel Exhaust Fluid Pressure Sensor - Data Valid But Above

Normal Operating Range - Moderately Severe Level

Overview

CODE REASON EFFECT


Aftertreatment Diesel Exhaust Fluid Pressure Sensor - Data Valid ButAbove Normal Operating Range - Moderately Severe Level. Pressure hasbeen detected in the diesel exhaust fluid dosing system when no pressurewas expected.

System will be unable tospray diesel exhaustfluid into theaftertreatment system.

ISB4.5, ISB6.7, ISD4.5, and ISD6.7 CM2150 SN/ISL8.9 CM2150 SN/ISZ13 CM2150 -Aftertreatment Diesel Exhaust Fluid Pressure Sensor Circuit

ISM11 CM876 SN - Aftertreatment Diesel Exhaust Fluid Pressure Sensor Circuit

Circuit Description

The diesel exhaust fluid dosing unit returns diesel exhaust fluid to the tank through the return line.

Component Location

There are three diesel exhaust fluid lines. One line is between the dosing unit and aftertreatment nozzle, and the other two linesare between the dosing unit and diesel exhaust fluid tank. These lines can be partially hidden from view by the Selective CatalyticReduction (SCR) system and other vehicle components. Line routing will vary, based on aftertreatment architecture and the OEM.


This diagnostic runs continuously when the engine is initially started and the SCR system is priming.


The diesel exhaust fluid dosing unit has detected a blockage in the return line (between the dosing unit and the tank).


The ECM illuminates the amber CHECK ENGINE light or the malfunction illuminating light (MIL) immediately after thediagnostic runs and fails.Engine torque will be reduced.


This fault code can not be cleared with INSITE™ electronic service tool.To validate the repair, it is necessary to start and idle the engine for up to 5 minutes to allow the diagnostic to run.Make sure that the diesel exhaust fluid dosing unit is able to successfully prime.The ECM will turn off the amber CHECK ENGINE light or MIL immediately after the diagnostic runs and passes.Use INSITE™ electronic service tool to verify that the fault code is inactive.The inactive fault code will be cleared from the memory after 9600 hours of engine operation without a reoccurrence.

Shop Talk

This fault indicates that the diesel exhaust fluid dosing unit was unable to return diesel exhaust fluid to the tank.


Blocked or restricted diesel exhaust fluid return lineMalfunctioning diesel exhaust fluid dosing unit.By the operation of the SCR aftertreatment system in environments where the ambient temperature falls below -11 degreesC, without suitable line and tank heating protection. This can lead to the freezing f the dosing control unit (DCU), and cancause permanent internal damage to the DCU.

If diesel exhaust fluid lines blocked by buildup are detected, make sure that the dosing unit is purging correctly at key OFF.Incomplete purging of the dosing unit can also result in dosing unit damage caused by the freezing of the leftover diesel exhaustfluid in the system. Incomplete purge counts can be viewed using the Data Monitor/Logger menu in the aftertreatment section of


(08-fc3575air) Aftertreatment Diesel Exhaust Fluid Pressure Sensor - Data Valid but Above Normal Operating Range - Moderately Severe Level342 / 507

fluid in the system. Incomplete purge counts can be viewed using the Data Monitor/Logger menu in the aftertreatment section ofINSITE™ electronic service tool. If the vehicle is equipped with a battery isolation switch, it must have a built-in delay device toprevent powering down of the dosing unit until the purge sequence is complete. If an OEM issue is identified as the cause of themalfunction, it must be documented and reported to the OEM as appropriate.

Refer to Troubleshooting Fault Code 3575 (Air-assisted).




(08-fc3575air) Aftertreatment Diesel Exhaust Fluid Pressure Sensor - Data Valid but Above Normal Operating Range - Moderately Severe Level343 / 507

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FAULT CODE 3575 (Airless)Aftertreatment Diesel Exhaust Fluid Pressure Sensor - Data Valid But Above

Normal Operating Range - Moderately Severe Level

Overview

CODE REASON EFFECT


Aftertreatment Diesel Exhaust Fluid Pressure Sensor - Data Valid ButAbove Normal Operating Range - Moderately Severe Level. The dieselexhaust fluid dosing unit has detected a blockage in the diesel exhaustfluid return flow.

Diesel exhaust fluidinjection into theaftertreatment systemcan be disabled.

ISF2.8 CM2220 AN/ISF3.8 CM2220 AN - Aftertreatment Diesel Exhaust Fluid Pressure SensorCircuit

Circuit Description

The diesel exhaust fluid controller provides a 5 volt supply and a ground to the diesel exhaust fluid pressure sensor. The pressuresensor provides a signal to the diesel exhaust fluid controller on the sensor signal circuit. This sensor signal voltage changesbased on the diesel exhaust fluid pressure supplied by the dosing unit. The diesel exhaust fluid controller will detect a low signalvoltage at low diesel exhaust fluid pressures, and high signal voltage at high diesel exhaust fluid pressures. The aftertreatmentdiesel exhaust fluid pressure sensor reading is communicated to the ECM via the engine data link.

Component Location

The aftertreatment diesel exhaust fluid pressure sensor is internal to the aftertreatment diesel exhaust fluid dosing unit and cannotbe serviced separately.




The pressure sensor in the diesel exhaust fluid dosing unit has detected pressure, when no diesel exhaust fluid pressure isexpected.


The ECM illuminates the amber CHECK ENGINE lamp and/or the Malfunction Indicator Lamp (MIL) immediately when thediagnostic runs and fails.


This fault code can not be cleared with INSITE™ electronic service tool.To validate the repair, start the engine and let it idle for 1 minute.The ECM will turn off the amber CHECK ENGINE lamp and/or MIL immediately after the diagnostic runs and passes.Use INSITE™ electronic service tool to verify the fault code is inactive. The inactive fault code will be cleared from the memory after 9600 hours of engine operation without a reoccurrence.

Shop Talk

Troubleshoot other active SCR related faults before this fault.





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FAULT CODE 3616VGT Actuator Position - Special Instructions

Overview

CODE REASON EFFECT

Fault Code: 3616PID: SPN: 2633FMI: LAMP: NoneSRT:

VGT Actuator Position - Special Instructions. Engine power may be derated.


Circuit Description

The variable geometry turbocharger (VGT) is electronically activated by the VGT actuator. The VGT actuator is a smart devicethat receives information via the J1939 data link from the primary engine electronic control module (ECM). The VGT actuatorperforms its own diagnostics and reports errors back to the primary engine ECM using the J1939 data link.

Component Location

The VGT actuator is located on the turbocharger bearing housing.


This diagnostic runs continuously when the keyswitch is initially turned to the ON position.

The keyswitch must be completely turned OFF for more than 30 seconds before this diagnostic will run at initial key ON.


The ECM has detected an abnormal VGT position at key ON.


The ECM logs the fault code 10 seconds after the diagnostic runs and fails.


The keyswitch must be completely turned OFF for more than 30 seconds before this diagnostic will run at initial key ON.

The fault code will become inactive if the error condition no longer exists.

Shop Talk

Verify the ECM calibration is correct. Check the calibration revision history found on QuickServe™ Online for applicablecorrections to the calibration stored in the ECM. If necessary, calibrate the ECM. Refer to Procedure 019-032 in Section 19.

This is an informational fault code indicating that the VGT actuator was unable to go to the desired position at key ON. Whileactive, the ECM will continuously attempt to restore normal VGT operation until the engine coolant temperature reaches 74°C[165°F].

If the condition continues to exist after the coolant reaches 74°C [165°F], Fault Code 2387 will become active and Fault Code3616 will become inactive. Fault Code 2346 may set due to a resulting fueling derate.





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FAULT CODE 3738FAULT CODE 3738 - Air Supply Actuator - Data Valid But Below Normal Operating


Overview

CODE REASON EFFECT


Air Supply Actuator - Data Valid But Below Normal OperatingRange - Moderately Severe Level. The air or diesel exhaustfluid supply to the dosing unit has been lost.

Diesel exhaust fluid injection into theSelective Catalytic Reductionaftertreatment system is disabled.

ISB4.5, ISB6.7, ISD4.5, and ISD6.7 CM2150 SN/ISL8.9 CM2150 SN/ISZ13 CM2150 - Air SupplyActuator Circuit

ISM11 CM876 SN - Air Supply Actuator Circuit

Circuit Description

The aftertreatment diesel exhaust fluid dosing unit air solenoid is used to enable and disable the truck air supply to the dieselexhaust fluid dosing unit. The air is used to transport the diesel exhaust fluid to the aftertreatment nozzle.

Component Location

The aftertreatment diesel exhaust fluid dosing unit air solenoid is mounted to the back of the diesel exhaust fluid dosing unit. Themounting location of the diesel exhaust fluid dosing unit is OEM specific.


This diagnostic runs continuously while the Selective Catalytic Reduction (SCR) system is dosing diesel exhaust fluid into theaftertreatment system.


The dosing unit detects that the air supply has been lost while dosing diesel exhaust fluid into the aftertreatment system.




This fault code can not be cleared with INSITE™ electronic service tool.To validate the repair, it is necessary to use INSITE™ electronic service tool to perform the Diesel Exhaust Fluid Doser PumpOverride Test.Make sure that the diesel exhaust fluid dosing unit is able to successfully cycle through all phases (priming, dosing, andpurging) and that diesel exhaust fluid flows evenly from the aftertreatment nozzle.The ECM will turn off the amber CHECK ENGINE lamp and/or MIL immediately after the diagnostic runs and passes.Use INSITE™ electronic service tool to verify that the fault code is inactive.The inactive fault code will be cleared from the memory after 9600 hours of engine operation without a reoccurrence.

Shop Talk


OEM air supply tubing damaged or leakingMalfunctioning air solenoidMalfunctioning aftertreatment diesel exhaust fluid dosing unit.




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(08-fc3738) Air Supply Actuator - Data Valid but Below Normal Operating Range - Moderately Severe Level347 / 507

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Troubleshooting Procedures and Techniques(t00-001)

General Information

A thorough analysis of the customer's complaint is the key to successful troubleshooting. The more information knownabout a complaint, the faster and easier the problem can be solved.

The Troubleshooting Symptom Charts are organized so that a problem can be located and corrected by doing the easiestand most logical things first. Complete all steps in the sequence shown from top to bottom.

It is not possible to include all the solutions to problems that can occur; however, these charts are designed to stimulate athought process that will lead to the cause and correction of the problem.

Follow these basic troubleshooting steps:

Get all the facts concerning the complaintAnalyze the problem thoroughlyRelate the symptoms to the basic engine systems and componentsConsider any recent maintenance or repair action that can relate to the complaintDouble-check before beginning any disassemblySolve the problem by using the symptom charts and doing the easiest things firstDetermine the cause of the problem and make a thorough repairAfter repairs have been made, operate the engine to make sure the cause of the complaint has been corrected

Last Modified: 17-Nov-2010



(t00-001) Troubleshooting Procedures and Techniques 348 / 507

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Troubleshooting Symptoms Charts(t00-002)

General Information

Use the charts on the following pages of this section to aid in diagnosing specific engine symptoms. Read each row ofblocks from top to bottom. Follow through the chart to identify the corrective action.

WARNING Troubleshooting presents the risk of equipment damage, personal injury or death.Troubleshooting must be performed by trained, experienced technicians.

Last Modified: 03-Apr-2002



(t00-002) Troubleshooting Symptoms Charts 349 / 507

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Communication Error - Electronic Service Tool or Control Device

This is symptom tree t016

Cause Correction

Error 5023: No connection to the ECM was established ordetected Refer to Procedure 019-472 in Section 19.

Error 5080: ECM is ROM Booted and must be recalibrated Calibrate ECM with the appropriate ECM code. Refer toProcedure 019-032 in Section 19.

Error 5081: ECM is ROM Booted and must be recalibrated Calibrate ECM with the appropriate ECM code. Refer toProcedure 019-032 in Section 19.

Error 5089: ECM is in an invalid state must be recalibrated Power OFF for 30 seconds and reconnect. Refer toProcedure 019-472 in Section 19.

Error 5091: ECM is seeded and must be recalibrated Calibrate ECM with the appropriate ECM code. Refer toProcedure 019-032 in Section 19.

Error 5092: INSITE™ electronic service tool has detectedsome ECM(s) can not operate and must be recalibrated.INSITE™ electronic service tool has detected the followingECM(s) are currently calibrated: ECM NAME, Service ECMMarketing Name, INSITE™ electronic service tool hasdetected some ECM(s) can not operate and must becalibrated. INSITE™ electronic service tool has detected thefollowing ECM(s) have incompatible calibrations: ECM Name,Source Address

Recalibrate the ECM(s) that are not currently calibrated.Refer to Procedure 019-032 in Section 19.

Error 5200: Communication between the PC and the datalink has been lost Refer to Procedure 019-472 in Section 19.


(t016) Communication Error - Electronic Service Tool or Control Device 350 / 507

Error 5201: Communication between the data link and theECM has been lost Refer to Procedure 019-472 in Section 19.

Error 5202: Communication between the data link and theECM has been lost Refer to Procedure 019-472 in Section 19.

Error 5204: Communication between the data link adapterand the ECM could not be established Refer to Procedure 019-472 in Section 19.

Last Modified: 23-Jun-2010



(t016) Communication Error - Electronic Service Tool or Control Device 351 / 507

Engine Fan Does Not Operate or Operates Erratically


Cause Correction

Programmable parameters or selected features are notcorrect

Check the programmable parameters and the selectedfeatures with an electronic service tool. Set the parametersand features again if necessary. Refer to Procedure 019-078.

Manual fan ON/OFF switch and circuit is malfunctioningCheck the manual fan ON/OFF switch and circuit. Refer toManual Fan ON/OFF Switch, Resistance Check, and ShortCircuit to Ground Check in Procedure 019-045.

Air conditioner sensor or circuit is malfunctioningCheck the air conditioner sensor and circuit. Refer to AirConditioner Pressure Switch, Resistance Check, and ShortCircuit to Ground Check in Procedure 019-262.

Fan clutch actuator or circuit is malfunctioning Check the fan clutch actuator circuit. Refer to Procedure019-045.

Engine electrical ground is malfunctioning

Check engine ground to chassis and chassis ground tobattery negative (-) post. Refer to the OEM troubleshootingand repair manual and Procedure 013-009 in the ISBSeries 6.7L Engines (CM2100 and CM2150 Common RailFuel Systems) Service Manual, Bulletin 4021578, or theISC and ISL CM2150 Service Manual, Bulletin 4021569.




(t046) Engine Fan Does Not Operate or Operates Erratically 352 / 507

Engine Will Not Crank — (Electric Starter)

This is symptom tree t074-005

Cause Correction

Electronic fault codes active or high counts of inactive faultcodes

Read the fault codes with an electronic service tool. Referto Section TF.

Battery voltage is low

Check the battery connections. Refer to Procedure 013-007 in Section 13. Use the approrpriate Service Manual orTroubleshooting and Repair Manual for the correctprocedure.

Broken, loose, or corroded starting circuit connections

Inspect, clean, and tighten both the positive and negativeconnections between the starting motor and battery,including the magnetic switch. Refer to Procedure 013-009in Section 13. Use the approrpriate Service Manual orTroubleshooting and Repair Manual for the correctprocedure.

Battery capacity is below specification

Refer to Procedure 013-007 in Section 13. Use theapprorpriate Service Manual or Troubleshooting andRepair Manual for the correct procedure. Replace thebatteries if necessary.

OEM starter interlock devices engaged Check the starter interlock devices. Refer to the OEMservice manual.

Starting circuit component is malfunctioning Check the starting circuit components. Refer to the OEMservice manual.


(t074-005) (Engine Will Not Crank - (Electric Starter) 353 / 507

Starter solenoid does not make an audible sound

Check the magnetic switch and starter solenoid. Refer toProcedures 013-017 and 013-019 in Section 13. Use theapprorpriate Service Manual or Troubleshooting andRepair Manual for the correct procedure.

Battery cables are not the correct gauge or length Replace the battery cables with larger gauge or shorterlength cables. Refer to the OEM service manual.

Engine-driven units are engaged Disengage engine-driven units.

Starter motor malfunction

Check the voltage drop at the starting motor. Refer toProcedure 013-020 in Section 13. Use the approrpriateService Manual or Troubleshooting and Repair Manual forthe correct procedure.

Starting motor pinion or ring gear is damaged

Remove the starting motor, and inspect the gear. Refer toProcedure 013-020 in Section 13. Use the approrpriateService Manual or Troubleshooting and Repair Manual forthe correct procedure.

Crankshaft rotation is impaired

Check the crankshaft for ease of rotation. Refer toProcedure 001-016 in Section 1. Use the approrpriateService Manual or Troubleshooting and Repair Manual forthe correct procedure.

Hydraulic lock in a cylinder

Remove the injectors and rotate the crankshaft. Look forthe source of fluid in the cylinder. Refer to Procedure 006-026 in Section 6. Use the approrpriate Service Manual orTroubleshooting and Repair Manual for the correctprocedure.



Internal engine damage

Analyze the oil and inspect the filters to locate an area ofprobable damage. Refer to Procedure 007-083 in Section7. Use the approrpriate Service Manual or Troubleshootingand Repair Manual for the correct procedure.





Engine Cranks Slowly — (Electric Starter)

This is symptom tree t074-010

Cause Correction

Batteries are cold Check the battery heater. Refer to the OEM servicemanual.

Electronic fault codes active or high counts of inactive faultcodes

Read the fault codes with an electronic service tool. Referto Section TF.

Battery voltage is low

Check the batteries and the unswitched battery supplycircuit. Refer to Procedure 013-007 in Section 13. Use theapprorpriate Service Manual or Troubleshooting andRepair Manual for the correct procedure.

Broken, loose, or corroded starting circuit connections

Inspect, clean, and tighten both the positive and negativeconnections between the starting motor and battery,including the magnetic switch. Refer to Procedure 013-009in Section 13. Use the approrpriate Service Manual orTroubleshooting and Repair Manual for the correctprocedure.

Battery capacity is below specification

Refer to Procedure 013-007 in Section 13. Use theapprorpriate Service Manual or Troubleshooting andRepair Manual for the correct procedure. Replace thebatteries if necessary.

OEM starter interlock devices engaged Check the starter interlock devices. Refer to the OEMservice manual.


(t074-010) (Engine Cranks Slowly - (Electric Starter) 356 / 507

Lubricating oil pressure switch, gauge, or sensor ismalfunctioning or is not in the correct location

Check the oil pressure switch, gauge, or sensor for correctoperation and location. Refer to the OEM service manual.

Battery cables are not the correct gauge or length Replace the battery cables with larger gauge or shorterlength cables. Refer to the OEM service manual.

Engine-driven units are engaged Disengage engine-driven units.

Starting circuit component is malfunctioning Check the starting circuit components. Refer to the OEMservice manual.

Starter motor malfunction

Check the voltage drop at the starting motor. Refer toProcedure 013-020 in Section 13. Use the approrpriateService Manual or Troubleshooting and Repair Manual forthe correct procedure.

Starting motor pinion or ring gear is damaged

Remove the starting motor, and inspect the gear. Refer toProcedure 013-020 in Section 13. Use the approrpriateService Manual or Troubleshooting and Repair Manual forthe correct procedure.

Lubricating oil level is above specification

Check the oil level. Verify the dipstick calibration and oilpan capacity. Fill the system to the specified level. Refer toProcedure 007-009 in Section 7. Use the approrpriateService Manual or Troubleshooting and Repair Manual forthe correct procedure.



Lubricating oil does not meet specifications for operatingconditions

Change the oil and filters. Refer to Procedure 018-003 inSection V. This procedure can be found in the appropriateOperation and Maintenance Manual or the Owners Manual,to verify the correct lubricating oil is being used.

Crankshaft rotation is impaired

Check the crankshaft for ease of rotation. Refer toProcedure 001-016 in Section 1. Use the approrpriateService Manual or Troubleshooting and Repair Manual forthe correct procedure.

Internal engine damage

Analyze the oil and inspect the filters to locate an area ofprobable damage. Refer to Procedure 007-083 in Section7. Use the approrpriate Service Manual or Troubleshootingand Repair Manual for the correct procedure.





Engine Will Not Shut Off


Cause Correction

Keyswitch circuit is malfunctioning Check the vehicle keyswitch circuit. Refer to Procedure019-064.

Engine is running on fumes drawn into the air intakeCheck the air intake ducts. Locate and isolate the source ofthe fumes. Repair as necessary. Refer to the OEMtroubleshooting and repair manual.

Turbocharger oil seal is leaking

Check the turbocharger compressor and turbine seals.Refer to Procedure 010-033 in the ISB Series 6.7L Engines(CM2100 and CM2150 Common Rail Fuel Systems)Service Manual, Bulletin 4021578, or the ISC and ISLSeries Engines, (CM2150 Common Rail Fuel System)Service Manual, Bulletin 4021469.




(t081) Engine Will Not Shut Off 359 / 507

Fault Code Warning Lamps Do Not Illuminate


Cause Correction

Keyswitch is in the OFF position Turn the keyswitch to the ON position.

Fault code warning lamps are burned out Check the warning lamps for voltage. Replace the bulbs ifnecessary. Refer to Procedure 019-046.

Fault code warning lamp circuit is malfunctioning Check the fault code warning lamp circuit. Refer toProcedure 019-047.

Keyswitch circuit is malfunctioning Check the vehicle, equipment, or vessel keyswitch circuit.Refer to Procedure 019-064.




(t084) Fault Code Warning Lamps Do Not Illuminate 360 / 507

Low Idle Adjust Switch Does Not Work


Cause Correction

Engine idle speed is set at either the minimum or themaximum allowable value

The idle adjust switch will not adjust the idle speed outsidethe allowable range. Refer to Procedure 019-052.

Low-idle adjust switch feature is not enabled Check the low-idle adjust switch feature with an electronicservice tool. Refer to Procedure 019-078.

Low-idle adjust switch and circuit is malfunctioning Check the idle adjust switch and circuit. Refer toProcedures 019-052 and 019-053.




(t099) Low Idle Adjust Switch Does Not Work 361 / 507

PTO or Cruise Control Does Not Operate


Cause Correction


Check the programmable parameters and the selectedfeatures with an electronic service tool. Set the parametersand features again if necessary. Refer to Procedure 019-078.

Electronic control module (ECM) calibration ismalfunctioning

Verify the electronic control module (ECM) calibration iscorrect. Check the calibration revision history for applicablefixes to the calibration stored in the ECM. Refer to thecalibration history spreadsheet Click here to seeecm_calibration_rev_history.xls

on QuickServe® Online Internet Website or the INCAL™calibration CD. Compare the calibration stored in the ECMwith the engine rating and the Control Parts List (CPL),Bulletin 4021326 or 4021327. If necessary, recalibrate theECM. Refer to the appropriate electronic service toolmanual and Procedure 019-032.

Vehicle speed sensor (VSS) or circuit is malfunctioning

Use an electronic service tool to monitor the vehicle speedwhile the vehicle is not moving. Refer to the appropriateelectronic service tool manual. If the monitor shows speed,check the sensor and circuit. Refer to Procedure 019-090,019-091, and 019-093.

Clutch switch or circuit is malfunctioning Check the clutch switch adjustment, switch, and circuit.Refer to Procedure 019-009 or 019-010.

Engine brake on/off switch or circuit is malfunctioning Check the engine brake on/off switch and circuit. Refer toProcedure 019-034 and 019-035.

Vehicle brake switch or circuit is malfunctioning Check the vehicle brake switch and circuit. Refer toProcedure 019-088 and 019-089.


(t112) PTO or Cruise Control Does Not Work 362 / 507

Vehicle brake switch or circuit is malfunctioning Procedure 019-088 and 019-089.

Cruise control/PTO on/off switch or circuit is malfunctioning Check the cruise control/PTO on/off switch and the circuit.Refer to Procedure 019-021 and 019-022.

Cruise control/PTO selector switch or circuit ismalfunctioning

Check the cruise control/PTO selector switch and circuit.Refer to Procedure 019-023 and 019-024.




(t112) PTO or Cruise Control Does Not Work 363 / 507

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Engine Brake Does Not Operate


Cause Correction

Engine brake on/off switch is off Turn on the switch.


Check the programmable parameters and the selectedfeatures with an electronic service tool. Set the parametersand features again, if necessary. Refer to ProcedureProcedure 019-079 in Section 19.

Electronic fault codes active or high counts of inactive faultcodes Refer to Section TF for fault code troubleshooting.

Engine brake on/off switch or circuit is malfunctioningCheck the engine brake on/off switch and circuit. Refer toProcedures Procedure 019-034 and Procedure 019-035 inSection 19.

Clutch switch or circuit is malfunctioningCheck the clutch switch adjustment, switch, and circuit.Refer to Procedures Procedure 019-009, Procedure 019-010 in Section 19.

Accelerator pedal or lever position sensor or circuit ismalfunctioning

Check for foot pedal restriction. Check the accelerator pedalor lever position sensor and circuit. Refer to ProcedureProcedure 019-009 in Section 19. Procedure Refer toProcedure 019-010 in Section 19..

Service brake pressure switch or circuit is malfunctioning Check the service brake pressure switch and circuit. Referto the OEM troubleshooting and repair manual.

Check engine ground to chassis and chassis ground tobattery negative (-) post. Refer to the ISB Series 6.7L


(t036) Engine Brake Does Not Operate 364 / 507

Engine electrical ground is malfunctioning

battery negative (-) post. Refer to the ISB Series 6.7LEngines (CM2100 and CM2150 Common Rail Fuel Systems)Service Manual, Bulletin 4021578, or the ISC and ISL SeriesEngines, (CM2150 Common Rail Fuel System) ServiceManual, Bulletin 4021569.

Lubricating oil leak (internal)

Check the engine brake control valve and the engine brakepiston. Refer to Procedures 020-017 and 020-019 inSection 20 in the ISB Series 6.7L Engines (CM2100 andCM2150 Common Rail Fuel Systems) Service Manual,Bulletin 4021578, or the ISC and ISL Series Engines,(CM2150 Common Rail Fuel System) Service Manual,Bulletin 4021569.

Engine brake lubricating oil passage is restricted

Check the engine brake assembly for restriction. Refer toProcedure 020-004 in the ISB Series 6.7L Engines (CM2100and CM2150 Common Rail Fuel Systems) Service Manual,Bulletin 4021578, or the ISC and ISL Series Engines,(CM2150 Common Rail Fuel System) Service Manual,Bulletin 4021569.

Engine brake adjustment is not correct

Adjust the engine brakes. Refer to Procedure 020-004 inthe ISB Series 6.7L Engines (CM2100 and CM2150Common Rail Fuel Systems) Service Manual, Bulletin4021578, or the ISC and ISL Series Engines, (CM2150Common Rail Fuel System) Service Manual, Bulletin4021569.




(t036) Engine Brake Does Not Operate 365 / 507

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View Related Topic

ECM - No Communication Troubleshooting Tree

Symptoms

No communication and engine will not startNo communication and engine will startNo communication related INSITE™ electronic service tool errorsCommunication with some ECMs but not all ECMs on a multi-module engine.

How To Use This Tree

This troubleshooting procedure can be used to troubleshoot J1939 and J1587 data link communication issues between theelectronic service tool and the ECM. There are four procedures that can be used to support this troubleshooting tree:

Procedure 022-999 (Service Tools and Hardware - Overview) in Section F, in the appropriate electronic control systemtroubleshooting and repair manual.Procedure 019-165 (Data Link Circuit, SAE J1939) in Section 19 in the appropriate electronic control systemtroubleshooting and repair manual.Procedure 019-166 (Data Link Circuit, SAE J1587) in Section 19 in the appropriate electronic control systemtroubleshooting and repair manual.

The troubleshooting steps in this procedure build upon information obtained in previous steps. The troubleshooting steps must beperformed in the sequence specified in the troubleshooting procedure.

This troubleshooting procedure supports several engine families, therefore some instructions are stated in a general manner.Apply the requested procedures and actions to the specific engine family with the support of engine specific documentation thatcan be found in the Troubleshooting and Repair manuals for the specific engine family.

Shop Talk

Three basic principles were used to define and sequence the troubleshooting steps that are listed in this tree.

Verify high level system operation prior to troubleshooting individual components of the system. The purpose for this is tolearn from the behavior of the system in order to direct the next steps for troubleshooting.Use the Bench Top Harness to separate the ECM from the vehicle so the ECM can be isolated from vehicle issues that couldbe causing no communication.Use a second vehicle or a second ECM to isolate high level system issues before troubleshooting individual components ofthe system.

Troubleshooting Steps

STEPS SPECIFICATIONS

STEP 1. INSITE™ electronic service tool error code check

STEP 1A. Check for INSITE™ electronic servicetool error code 5023.

Is INSITE™ electronic service tool error code 5023present?

STEP 1B. INSITE™ electronic service tool errorcode 5080 or 5081 check.

Is INSITE™ electronic service tool error code 5080 or5081 present?

STEP 1C. INSITE™ electronic service tool othererror code checks.

Are any INSITE™ electronic service tool error codespresent other than 5023, 5080, or 5081?

STEP 1D. ECM password check Does INSITE™ electronic service tool indicate the ECM ispassword protected?

STEP 2. Initial data link adapter and INSITE™ electronicservice tool check

STEP 2A. Initial data link adapter check Are the communication lights on the data link adapterflashing?

STEP 2B. data link adapter reset check Does the ECM communicate?

STEP 2C. Initial INSITE™ electronic service toolcheck

Does the ECM communicate?

STEP 2D. data link adapter verification check Is an Inline or Inline I being use to communicate with theECM?

STEP 2E. data link adapter firmware check Is firmware version compatible with ECM?


(00-ttecm) ECM - No Communication Troubleshooting Tree 366 / 507

STEP 3. Bench communication setup checks

STEP 3A. Bench setup availability check Is a bench setup available?

STEP 3A-1. Engine start check

STEP 3B. Initial bench setup communication check Does the ECM communicated using bench setup?

STEP 3B-1. Engine start check

STEP 3C. Second vehicle or second ECMavailability check for bench setup

Is second vehicle or second ECM available to connect tothe bench setup?

STEP 3D. Initial bench setup functionality check Does the second ECM communicate using bench setup?

STEP 3E. Troubleshoot bench setup Does bench setup check OK?

STEP 3F. data link adapter replacement check Does bench setup communicate with the second ECMusing a replacement data link adapter?

STEP 4. ECM power up circuit check

STEP 4A. Engine configuration check Is the engine equipped with a fuel shutoff valve?

STEP 4A-1. Check fuel shutoff valve voltage

STEP 4A-2. Coolant temperature sensor signalvoltage check

STEP 4B. ECM keyswitch voltage check Is the keyswitch voltage within 1-VDC or vehicle systemvoltage?

STEP 4C. Check the ECM power and ground Is the ECM battery supply voltage equal to the batteryvoltage?

STEP 5. Initial electronic tool check

STEP 5A. Bench setup previously used fortroubleshooting check

In Step 3 checks, was bench setup used to successfullycommunicate with the ECM?

STEP 5B. Second vehicle availability check forelectronic tool

Is a second vehicle available to connect to the electronictool?

STEP 5C. Initial electronic tool functionality check Does the second ECM communicate using electronictool?

STEP 6. data link adapter power check

STEP 6A. data link adapter determination check Is an Inline I data link adapter being used tocommunicate with INSITE™ electronic service tool?

STEP 6B. Check data link adapter power Is the data link adapter power light on?

STEP 6C. Determination if communication is beingattempted at OEM dash connector

Is the communication being attempted at the OEM datalink dash connector?

STEP 6D. OEM data link dash connector voltagecheck

Is the voltage equal to or greater than 9-VDC?

STEP 6E. Check voltage at data link adapterauxiliary power supply

Is the voltage equal to or greater than 9-VDC?

STEP 6F. Check voltage at vehicle battery Is the voltage equal or greater than 11-VDC?

STEP 6G. Computer serial port voltage check Is a minimum of 5 VDC available?

STEP 7. data link circuit check

STEP 7A. Check J1939 or J1587 circuits Does the circuit check OK?

STEP 8. Initial electronic tool check

STEP 8A. Second vehicle availability check forelectronic tool

Is a second vehicle available to connect to the electronictool?

STEP 8B. Initial electronic tool functionality check Does the second ECM communicate using the electronictool?

STEP 9. Detailed electronic tool check

STEP 9A. Troubleshoot electronic tool hardware Does the electronic tool hardware check OK?

STEP 10. Serial cable and computer check

STEP 10A. Troubleshoot serial cable andcomputer

Do the serial cable and computer check OK?

STEP 11. ROM boot ECM



STEP 11A. ROM boot tool availability check Is the ROM boot tool available?

STEP 11B. ROM boot ECM Does the ECM communicate?

Guided Step 1 - INSITE™ electronic service tool error code check

Guided Step 1A - INSITE™ electronic service tool error code 5023 check

Conditions

Connect INSITE™ electronic service tool.Turn keyswitch ON.

Action

Check for INSITE™ electronic service tool error code 5023.

Use INSITE™ electronic service tool to read the errorcodes.

Is INSITE™ electronic service tool error code 5023 present? Is INSITE™ electronic service tool error code 5023 present?

YES NO

No Repair No Repair

Go to 2A Go to 1B

Guided Step 1B - INSITE™ electronic service tool error code 5080 or 5081 check

Conditions


Action

Check for INSITE™ error code 5080 or 5081.


Is INSITE™ electronic service tool error code 5080 or 5081present?

Is INSITE™ electronic service tool error code 5080 or 5081present?

YES NO

Perform the ECM calibration download No Repair

Repair complete Go to 1C

Guided Step 1C - INSITE™ electronic service tool other error code checks.

Conditions

Connect Is INSITE™ electronic service tool.Turn keyswitch ON.



Turn keyswitch ON.

Action

Are any INSITE™ electronic service tool error codes presentother than 5023, 5080, or 5081?




YES NO

See the INSITE™ Electronic Service Tool manual fortroubleshooting guidelines. No Repair

Repair Complete Go to 1D

Guided Step 1D - ECM password check

Conditions


Action

Does INSITE™ electronic service tool indicate the ECM ispassword protected?

Use INSITE™ electronic service tool.



YES NO

Enter correct password

If password is unavailable, contact customer to requestpassword information. If customer can not supply passwordinformation, see the INSITE™ electronic service tool manual forpassword removal information. Normal warranty guidelines willapply if ECM password removal is required.

No Repair

Repair complete Go to 2A

Guided Step 2 - Initial data link adapter and INSITE™ electronic service tool check

Guided Step 2A - Initial data link adapter check

Conditions

data link adapter connected to OEM data link connectorin vehicle.INSITE™ electronic service tool computer must not beconnected.Note: If connected to the 3 pin engine data linkconnector the communication lights will not blink,continue to Step 2B.



Action

Turn keyswitch on.

Are the communication lights on the data link adapter flashing?

J1708 light for InlineJ1708 or J1939 for Inline II, Inline 4, and Inline 5.

Are the communication lights on the data link adapter flashing?

J1708 light for InlineJ1708 or J1939 for Inline II, Inline 4, and Inline 5.

YES NO

No Repair No Repair

Go to 2C Go to 2B

Guided Step 2B - data link adapter reset check

Conditions

INSITE™ electronic service tool connected to vehicle.Action

Data link adapter reset check

Disconnect power from the data link adapter.Leave disconnected for 30 secondsConnect power again to the Inline adapterTurn keyswitch ON.

Does the ECM communicate? Does the ECM communicate?

YES NO

No Repair No Repair

Repair complete Go to 3A

Guided Step 2C - Initial INSITE™ electronic service tool check

Conditions

INSITE™ electronic service tool connected to vehicleTurn keyswitch ON.

Action

Reboot INSITE™ electronic service tool PC.

Launch INSITE™ electronic service toolCheck for communication.


YES NO

No Repair No Repair

Repair complete Go to 2D

Guided Step 2D - data link adapter verification check



Conditions

NoneAction

Verify if an Inline or Inline I data link adapter is being used tocommunicate with ECM.

Reference Procedure 022-999 (Service Tools and Hardware -Overview) in Section F, for General Information - data linkAdapters, in the appropriate electronic control systemtroubleshooting and repair manual for data link adapteridentification information.

Is an Inline or Inline I being used to communicate with the ECM? Is an Inline or Inline I being used to communicate with the ECM?

YES NO

No Repair No Repair

Go to 8A Go to 2E

Guided Step 2E - data link adapter firmware check

Conditions

NoneAction

Verify data link adapter firmware version is compatible withECM.

Reference Procedure 022-999 (Service Tools and Hardware -Overview) in Section F, for General Information - data linkAdapters, in the appropriate Electronic Control SystemTroubleshooting and Repair manual for data link adapteridentification information.

Is firmware version compatible with the ECM? Is firmware version compatible with the ECM?

YES NO

No Repair Load correct firmware version

Go to 8A Go to 2C

Guided Step 3 - Bench communication setup checks

Guided Step 3A - Bench setup availability check

Conditions

Bench setup available.

Action

Verify bench setup is available.

Is a bench setup available? Is a bench setup available?

YES NO

No Repair No Repair



Go to 3B Go to 3A-1

Guided Step 3A-1 - Engine start check

Conditions

None

Action

Verify if engine will start.

Will engine start? Will engine start?

YES NO

No Repair No Repair

Go to 5A Go to 4A

Guided Step 3B - Initial bench setup communication check.

Conditions

Use the same INSITE™ electronic service tool PC aswas used for the previous checksBench setup connected to ECMBench top calibration harness keyswitch ON.

Action

Attempt to comunicate with the ECM using bench setup.

Does the ECM communicate with bench setup? Does the ECM communicate with bench setup?

YES NO

No Repair No Repair

Go to 3B-1 Go to 3C

Guided Step 3B-1 - Engine start check

Conditions

None

Action

Disconnect the bench top calibration cable from the ECM.Reconnect the ECM to the original engine or OEM wiringharness connector. Verify if the engine will start.

Will the engine start? Will the engine start?

YES NO

No Repair No Repair

Go to 5A Go to 4A



Guided Step 3C - Second vehicle or second ECM availability check for bench setup

Conditions

Second vehicle or second ECM available for testing.

Action

Verify if a second vehicle or second ECM is available toconnect to the bench setup.

Is a second vehicle or second ECM available to connect to thebench setup?

Is a second vehicle or second ECM available to connect to thebench setup?

YES NO

No Repair No Repair

Go to 3D Go to 3E

Guided Step 3D - Initial bench setup functionality check

Conditions

Use the same INSITE™ electronic service tool PC andbench setup tools that were originally used on theproblem vehicle.Bench setup connected to second vehicle or secondECMBench top calibration harness keyswitch ON.

Action

Attempt to communicate with the ECM on the second vehicleor a spare ECM using bench setup.

Does the second ECM communicate using bench setup? Does the second ECM communicate using bench setup?

YES NO

No Repair No Repair

Go to 11A Go to 3E

Guided Step 3E - Troubleshoot bench setup hardware

Conditions

None

Action

Troubleshoot bench calibration cable, bench calibrationharness, and serial cable.

Perform troubleshooting procedures for evaluating thebench calibration cable, bench calibration harness, andserial cable. Reference Procedure 022-999 (ServiceTools and Hardware - Overview) in Section F, forResistance Check - Serial Cable, Benchtop CalibrationHarness, Benchtop Calibration Cable, in the appropriateElectronic Control System Troubleshooting and Repairmanual.



Does bench setup check OK? Does bench setup check OK?

YES NO

No Repair Repair or replace bench calibration cable, bench calibrationharness, or serial cable.

Go to 3F Go to 3B

Guided Step 3F - data link adapter replacement check

Conditions

None

Action

Try to communicate with the bench setup using a replacementdatalink.

Does bench setup communicate with the second ECM using areplacement data link adapter?

Does bench setup communicate with the second ECM using areplacement data link adapter?

YES NO

Use replacement data link adapter. Issue with bench setup should have been found. Troubleshootthe bench setup again.

Go to 3B Go to 3E

Guided Step 4 - ECM power up circuit check

Guided Step 4A - Engine configuration check

Conditions

None

Action

Determine if the engine is equipped with a fuel shutoff valve

Is the engine equipped with a fuel shutoff valve? Is the engine equipped with a fuel shutoff valve?

YES NO

No Repair No Repair

Go to 4A-1 Go to 4A-2

Guided Step 4A-1 - Check fuel shutoff valve voltage

Conditions

Turn keyswitch ON.

Action

Measure the voltage from the fuel shutoff valve post to engineblock ground.



block ground.

There are 12 and 24 volt systems, the fuel shutoff valvevoltage needs to be within 1-VDC of the vehicle systemvoltage.

Is the fuel shutoff valve voltage within 1-VDC of vehicle systemvoltage?

Is the fuel shutoff valve voltage within 1 VDC of vehicle systemvoltage?

YES NO

No Repair No Repair

Go to 5A Go to 4B

Guided Step 4A-2 - Coolant temperature sensor signal voltage check

Conditions

Turn keyswitch ON.Disconnect the coolant temperature sensor connector.

Action

Measure the voltage across the two pins of the coolanttemperature sensor on the wiring harness connector.

Reference the wiring diagram or circuit diagram for connectorpin identification.

Is the coolant temperature signal voltage greater than 4.5-VDC?

Is the coolant temperature signal voltage greater than 4.5-VDC?

YES NO

No Repair No Repair

Go to 5A Go to 4B

Guided Step 4B - ECM keyswitch voltage check

Conditions

Turn keyswitch OFF.Disconnect the wiring harness connector that containsthe keyswitch signal from the ECM.Turn the keyswitch ON.

Action

Measure the voltage from the keyswitch input SIGNAL wire ofthe wiring harness to engine block ground.


Is the keyswitch voltage within 1-VDC of vehicle systemvoltage?

Is the keyswitch voltage within 1-VDC of vehicle systemvoltage?

YES NO

No Repair

Repair or replace the wiring harness that contains thekeyswitch signal, or repair or replace the keyswitch, or checkthe battery connection. Reference Procedure 019-064 (KeySwitch Battery Supply Circuit) in Section 19 in the appropriatetroubleshooting and repair manual.

See the Engine Performance Troubleshooting Tree in theappropriate troubleshooting and repair manual, if the no startcondition is still present.



condition is still present.

Go to 4C Repair complete

Guided Step 4C - Check the ECM power and ground

Conditions

Turn keyswitch OFFDisconnect from the ECM the wiring harness connectorthat contains the ECM battery SUPPLY (-) and SUPPLY(+) wiring.

Action

Measure the voltage from each ECM battery SUPPLY (+) pinto all battery SUPPLY (-) pins in the wiring harness connector.


Is the ECM battery supply voltage equal to the battery voltage? Is the ECM battery supply voltage equal to the battery voltage?

YES NO

Call for authorization.

Replace the ECM. Reference Procedure 019-031 (ElectronicControl Module (ECM)) in Section 19 in the appropriatetroubleshooting and repair manual.

Repair or replace the wiring harness that contains the ECMbattery SUPPLY (+) and battery SUPPLY (-) wiring.

See the Engine Performance Troubleshooting Tree if no startcondition is still present.

Repair complete Repair complete

Guided Step 5 - Initial electronic tool check

Guided Step 5A - Bench setup previously used for troubleshooting check

Conditions

None

Action




YES NO

ECM is OK, repair complete if communication is not requiredthrough OEM data link connector or harness.

If communication is required through the OEM data linkconnector or harness continue to Step 6A.

No Repair

Go to 6A Go to 5B



Guided Step 5B - Second vehicle availability check for electronic tool

Conditions

Second vehicle available for testing

Action

Verify a second vehicle is available to connect to theelectronic tool.

Is a second vehicle available to connect to the electronic tool? Is a second vehicle available to connect to the electronic tool?

YES NO

No Repair No Repair

Go to 5C Go to 6A

Guided Step 5C - Initial electronic tool functionality check

Conditions

Electronic tool connected to a second vehicle.Keyswitch ON.

Action

Attempt to communicate with the ECM on the second vehicleusing the same electronic tool hardware used on the problemvehicle.

Does the second ECM communicate using electronic tool? Does the second ECM communicate using electronic tool?

YES NO

No Repair No Repair

Go to 6A Go to 9A

Guided Step 6 - data link adapter power check

Guided Step 6A - data link adapter determination check

Conditions

None

Action

Determine if an Inline I datalink adapter is being used tocommunicate with INSITE™ electronic service tool.

Reference Procedure 022-999 (Service Tools and Hardware -Overview) in Section F, for General Information - data linkadapter, in the appropriate electronic control systemtroubleshooting and repair manual.

Is an Inline I data link adapter being used to communicate withINSITE™ electronic service tool?

Is an Inline I data link adapter being used to communicate withINSITE™ electronic service tool?

YES NO



No Repair No Repair

Go to 6G Go to 6B

Guided Step 6B - Check data link adapter power

Conditions

Do not use an Inline IElectronic tool hardware connected to the vehicle.INSITE™ electronic service tool launchedKeyswitch ON.

Action

Note: For all datalink adapters except Inline I.

Attempt to communicate with INSITE™ electronic service tooland check to see if the data link adapter power light is on.

Reference Procedure 022-999 (Service Tools and Hardware -Overview) in Section F, for General Information - data linkAdapter, in the appropriate electronic control systemtroubleshooting and repair manual.

Is the data link adapter power light on? Is the data link adapter power light on?

YES NO

No Repair No Repair

Go to 7A Go to 6C

Guided Step 6C - Determination if communication is being attempted at the OEM data link dash connector

Conditions

None

Action

Check to see if communication is being attempted at the OEMdatalink dash connector.

Is communication being attempted at the OEM data link dashconnector?

Is communication being attempted at the OEM data link dashconnector?

YES NO

No Repair No Repair

Go to 6D Go to 6E

Guided Step 6D - OEM data link dash connector voltage check

Conditions

Turn keyswitch ON.

Action

Measure voltage across the SUPPLY and ground pins of theOEM datalink connector.



OEM datalink connector.

Reference Procedure 022-999 (Service Tools and Hardware -Overview) in Section F, for In Cab data link Connector or 6-pinIn Cab data link connector, in the appropriate ElectronicControl System Troubleshooting and Repair manual for pinlocations.

Is the voltage equal to or greater than 9 VDC? Is the voltage equal to or greater than 9 VDC?

YES NO

Replace data link adapter No Repair

Repair complete Go to 6F

Guided Step 6E - Check voltage at data link adapter auxiliary power supply

Conditions

Turn keyswitch ON.

Action

Measure the data link adapter supply voltage at the datalinkadapter harness connector.

Reference Procedure 022-999 (Service Tools and Hardware -Overview) in Section F, for 3-pin data link Cable, in theappropriate Electronic Control System Troubleshooting andRepair manual for pin locations.

Is the voltage equal to or greater than 9-VDC? Is the voltage equal to or greater than 9-VDC?

YES NO

Replace data link adapter. No Repair

Repair complete Go to 6F

Guided Step 6F - Check voltage at vehicle battery

Conditions

None

Action

Measure vehicle battery voltage in all cases except if using anInline I.

If using an Inline I measure data link adapter voltage supplyfrom computer.

Is the voltage equal to or greater than 11-VDC? Is the voltage equal to or greater than 11-VDC?

YES NO

Repair or replace damaged wiring. Clean the battery connections or replace the batteries.


Guided Step 6G - Computer serial port voltage check

Conditions



None

Action

Note: For Inline I only.

Measure voltage across the SIGNAL ground pin and the dataterminal ready pin and the SIGNAL ground pin and therequest to send pin on the computer serial port.

Reference Procedure 022-999 (Service Tools and Hardware -Overview) in Section F, for Serial Cable, in the appropriateElectronic and Control System Troubleshooting and Repairmanual for pin locations.

Is a minimum of 5 VDC available? Is a minimum of 5 VDC available?

YES NO

Replace data link adapter Contact PC administration support.


Guided Step 7 - data link circuit check

Guided Step 7A - Check J1939 or J1587 circuits

Conditions

None

Action

Use the following procedures to perform J1939 or J1587 circuitchecks depending on the datalink circuit being used.

Reference Procedure 019-165 (Data Link Circuit, SAE J1939)in Section 19 in the appropriate troubleshooting and repairmanual.

This procedure gives information for a complete resistancecheck, check for short circuit to ground, and check for shortcircuit from pin-to-pin.

Reference Procedure 019-166 (Data Link Circuit, SAE J1587)in Section 19 in the appropriate troubleshooting and repairmanual.

This procedure gives information for a complete resistancecheck, check for short circuit to ground, check for short circuitfrom pin-to-pin, and voltage check.

Reference Procedure 019-428 (Engine data links) in Section19 in the appropriate troubleshooting and repair manual.Complete resistance check, check for short circuit to ground,and check for short circuit from pin-to-pin.

Does the circuit check OK? Does the circuit check OK?

YES NO

No Repair Repair or replace the harness with the data link problem, eitherthe engine or OEM harness.

Go to 11A Repair complete



Guided Step 8 - Initial electronic tool check

Guided Step 8A - Second vehicle availability check for electronic tool

Conditions

Second vehicle available for testing

Action

Verify if a second vehicle is available to connect to electronictool?

Is a second vehicle available to connect to the electronic tool? Is a second vehicle available to connect to the electronic tool?

YES NO

No Repair No Repair

Go to 8B Go to 10A

Guided Step 8B - Initial electronic tool functionality check

Conditions

Electronic tool connected to second vehicle

Action

Attempt to communicate with the ECM on the second vehicleusing the electronic tool.

Does the second ECM communicate using the electronic tool? Does the second ECM communicate using the electronic tool?

YES NO

No Repair No Repair

Go to 11A Go to 10A

Guided Step 9 - Detailed electronic tool check

Guided Step 9A - Troubleshoot electronic tool hardware

Conditions

None

Action

Perform troubleshooting procedures for evaluating electronictool hardware:

data link adapter cabledata link adapter power supply cabledata link adapter



Serial cableComputer.

Reference Procedure 022-999 (Service Tools and Hardware -Overview) in Section F, in the appropriate troubleshooting andrepair manual.

Complete the following checks:

Initial Check - INSITE™ electronic service toolInitial Check - data link AdaptersResistance Check - Serial CableResistance Check for data link adapter cable and datalink adapter power supply cable.

Does the electronic tool hardware check OK? Does the electronic tool hardware check OK?

YES NO

Communication issue found. Repair or replace damaged hardware.


Guided Step 10 - Serial cable and computer check

Guided Step 10A - Troubleshoot serial cable and computer

Conditions

None

Action

Perform troubleshooting procedures for evaluating the serialcable and computer.

Reference Procedure 022-999 (Service Tools and Hardware -Overview) in Section F, in the appropriate troubleshooting andrepair manual.

Complete the following checks:

Initial Check - INSITE™ electronic service toolResistance Check - Serial Cable.

Do the serial cable and computer check OK? Do the serial cable and computer check OK?

YES NO

Communication issue found Repair or replace damaged hardware.


Guided Step 11 - ROM boot ECM

Guided Step 11A - ROM boot tool availability check

Conditions



None

Action

Verify if ROM boot tool is available for specific ECM.

Is the ROM boot tool available? Is the ROM boot tool available?

YES NO

No Repair

Call for pre-authorization

Replace the ECM.

Reference Procedure 019-031 (Electronic Control Module(ECM)) in Section 19 in the appropriate troubleshooting andrepair manual.

Go to 11B Repair complete

Guided Step 11B - ROM boot the ECM

Conditions

None

Action

ROM boot the ECM.

Reference Procedure 019-427 (ECM ROM Boot) in Section 19in the appropriate troubleshooting and repair manual.


YES NO

Calibrate the ECM again.

Call for pre-authorization

Replace the ECM.

Reference Procedure 019-031 (Electronic Control Module(ECM)) in Section 19 in the appropriate troubleshooting andrepair manual.






:

Multimeter Usage(019-359)

General Information

On most meters, the negative (-), (black) meter probe must beplugged into the COM position and the positive (+), (red) meter probemust be plugged into one of the positions marked for amperage,resistance, or voltage. Refer to the manufacturer's procedures formore detail.

NOTE: When measuring to a block ground, use a clean,unpainted metal surface to make sure a good measurementexists.

CAUTION To reduce the possibility of pin and harness damage, use theappropriate test lead for the connector. Refer to the Service Toolslisting or the appropriate wiring repair kit for this control system.

Refer to the appropriate wiring repair kit for specific test leads used onthis application.

Make an open circuit at the place where the current is to be measured.

Select the AC current (A )̃ or DC current (A-) function on the meter.

Turn on the power in the circuit being measured.

Put the probes of the meter across the open circuit to measure theamperage.

Read the displayed measurement.

Select the AC voltage (V )̃ or DC voltage (V-) function on the meter.

Turn on the power in the circuit being measured.

Touch the positive (+) probe of the multimeter to the terminal or pinthat is being measured for voltage. Touch the other probe to a clean,unpainted metal surface that is connected to battery ground or to thenegative (-) post of the battery.


Select the resistance function on the meter.

Verify that there is no power to the components being tested.

Disconnect both ends of the circuit or component to be measured.Touch one probe to one end of the circuit or component terminal.Touch the other probe to the other end of the circuit or the othercomponent terminal.



(019-359) Multimeter Usage 384 / 507

It is important to know the internal resistance of the meter whenmeasuring small resistances. To measure small resistances accurately,the internal resistance of the meter must be subtracted from themeasured resistance.

Turn the meter ON.

Set the meter to the lowest ohm scale.

Measure the resistance of the meter by touching the test probestogether and reading the resistance value (including special testleads, if they are being used).

ZERO the meter or subtract this value when taking measurements.

Select the continuity function on the meter (usually marked with adiode symbol).

Make sure there is no power to the component being measured.

Disconnect both ends of the circuit or component to be measured.Touch one probe to one end of the circuit or component terminal.Touch the other probe to the other end of the circuit or the othercomponent terminal.


The meter will beep if the resistance is less than about 150 ohms. Ifthere is an open circuit, the meter does not beep.

Short circuit to ground is a condition where a connection from a circuitto ground exists when it is not intended.

The procedure for checking for a short circuit to ground is as follows:

Turn keyswitch OFF.Disconnect the connectors that are to be tested.

When testing a sensor, only the sensor connection is required to bedisconnected.

When testing a harness, the harness connector at the ECM and theconnector at the sensor or multiple sensors should be disconnected.

Identify the pins that need to be tested.

Inspect the connector pins. 019-361.

Adjust the multimeter to measure resistance.


Touch one of the multimeter probes to the correct pin to be tested.

Touch the other probe of the multimeter to a clean, unpainted surfaceon the engine block ground.

Read the value on the multimeter display.

The multimeter must read greater than 100k ohms, which is an opencircuit.



If the circuit is not open, the wire being checked has a short circuit toground or the engine block.

Repair or replace the component or wire.

Short circuit from pin to pin is a condition in which an electrical pathexists between two pins where it is not intended to exist.

The procedure for checking short circuit from pin to pin is as follows:

1. Turn keyswitch OFF.2. Disconnect the connector that are to be tested.3. Identify the pins that are to be tested.4. Adjust the multimeter to measure resistance.


1. Touch one of the multimeter probes to the correct pin to betested on the harness side of the connector.

2. Touch the other probe of the multimeter to all other pins on theharness side of the connector.

1. Read the value on the multimeter display.2. The multimeter must read greater than 100k ohms, which is an

open circuit.3. If the circuit is not open, the pins being checked are electrically

connected.

NOTE: Refer to the wiring diagram to verify that the wires inquestion are not supposed to be connected.

1. Inspect the harness connectors for moisture that can be thecause of an inappropriate electrical connection.

2. Repair or replace the harness.

Voltage check is a procedure to measure the difference in voltagepotential between two points.

The procedure for checking voltage is as follows:

1. Disconnect the connectors that are to be tested.2. Turn keyswitch ON.3. Identify the pins that are to be tested.4. Adjust the multimeter to AC voltage (V )̃ or DC voltage (V-).


1. Touch one of the multimeter test probes to the correct lead to betested.

2. Touch the other multimeter probe to a clean, unpainted surface



on the engine block or to the appropriate return pin.

1. Read the value on the multimeter display. Compare themeasured value to the range of voltage given in thespecifications.

2. If the measured value falls outside of the specified range, checkthe repair procedure for the electrical system that is beingchecked for the appropriate action.

A battery will be used as an example to check polarity of a circuit.

The terminals of a battery are marked for polarity. The multimeterdisplays the voltage difference of the positive (+) probe (red) to thenegative (-) probe (black).

The polarity is correct when the positive (red) probe of the multimeteris on the positive (+) terminal of the battery and the negative (black)probe of the multimeter is on the negative (-) terminal of the battery.

The multimeter will display positive voltage if the polarity is correct.

If the multimeter probes are reversed, the multimeter displays negativevoltage.


Continuity is an electrical connection between two pins that is less thana certain resistance value. For harness wires, the specification is lessthan 10 ohms.

The procedure for checking continuity is as follows:

1. Turn keyswitch OFF.2. Disconnect the harness connectors that are to be tested.3. Adjust the multimeter to measure resistance.


1. Insert test lead to the pin of the wire being tested and connectthe alligator clip to the multimeter probe.

2. Insert the other test lead to the pin at the other end of the wirebeing tested and connect the alligator clip to the othermultimeter probe.

3. Read the value on the multimeter display.

The multimeter must display less than 10 ohms for wire continuity.



If the multimeter displays greater than 10 ohms, the wire must berepaired or the harness replaced.

Turn keyswitch OFF.

Disconnect the harness from the coil.



Insert test lead to the coil connector pin, and connect the alligator clipto the multimeter probe.

Insert the other test lead to the other coil connector pin, and connectthe alligator clip to the other multimeter probe.

NOTE: For internally grounded coils, touch one multimeter leadto the coil terminal and the other multimeter lead to a clean,unpainted surface on the engine block.

Read the measured resistance on the multimeter display.

Check the measured resistance against the resistance specificationfor the coil.

NOTE: The internal resistance of the multimeter is significant insome coil resistance checks.





:

Resistance Measurement Using a Multimeter(019-360)

General Information

Use this procedure only if the harness or connector can be repaired.

After performing any of the checks below, and it is necessary to repairor replace a harness or connector, refer to the table of contents insection 19 for the appropriate repair or replacement procedure.

Fault code troubleshooting trees will refer to this procedure when it isnecessary to measure resistance on a harness, connector, orcomponent that the fault code applies to. Each fault codetroubleshooting tree will troubleshoot a particular component and theassociated circuitry such as a pressure sensor, wiring harness andconnectors that connect the sensor to the ECM.

When troubleshooting to determine if a short or open exists in aparticular circuit, all of the associated connectors, pins, circuit namesand connections that apply to this component can be viewed on theapplicable wiring diagram.

Use the following procedures to determine how to make the necessaryresistance checks on components, connectors and circuits that applyto the fault code that referred you to this procedure.

Resistance Check

Turn the key switch off.

Disconnect the appropriate connector from the component.


Use the wiring diagram to determine the pins that apply to thecomponent you are measuring.

CAUTION To reduce the possibility of pin and harness damage, use theappropriate test lead for the connector. Refer to the Service Toolslisting or the appropriate wiring repair kit.

Connect the appropriate connector test leads to the connector pinsand connect the alligator clips to the multimeter probe. Measure theresistance.

Compare this value to the applicable fault code specification orapplicable Electrical or Sensor Specification on the wiring diagram. Ifthe value is not correct, the component is malfunctioning. Refer to theapplicable fault code procedure for instructions.


(019-360) Resistance Measurement Using a Multimeter 389 / 507

Continuity Check

Continuity is an electrical connection between two pins that is less thana certain value. For harness wires, the specification is less than 10ohms.

Turn the key switch to the OFF position.

Disconnect the harness connectors that are to be tested.



Connect the appropriate connector test leads to the connector pinsand connect the alligator clips to the multimeter probe. Measure theresistance.

The multimeter must display less than 10 ohms for wire continuity. Ifthe multimeter displays greater than 10 ohms, the wire must berepaired or the harness replaced.

Refer to the applicable fault code procedure for instructions.

Check for Short Circuit from Pin to Pin

Short circuit from pin to pin check is a condition in which an electricalconnection exists between two pins where it is not intended to exist.





Connect the appropriate connector test leads to the connector pinsand connect the alligator clips to the multimeter probes. Measure theresistance.



The multimeter must read greater than 100k ohms, which is an opencircuit. If the circuit is not open, the pins being checked are electricallyconnected. Refer to the wiring diagram to verify that the wires areintended to be connected.

Inspect the harness connectors for moisture that can cause aninappropriate electrical connection. Refer to procedure 019-361.


Check for Short Circuit to Ground

Short circuit to ground is a condition where a connection from a circuitto ground exists when it is not intended.



When testing a sensor, only the sensor connection is required to bedisconnected.

When testing a harness, the harness connector at the ECM and theconnector at the sensor or multiple sensors must be disconnected.

Identify the pins that need to be tested.

Inspect the connector pins. Refer to procedure 019-361.


Connect the appropriate connector test lead to a connector pin andconnect the alligator clip to the multimeter probe.

Touch the other multimeter probe to a clean, unpainted surface on theengine block or ground. Measure the resistance.

The multimeter must read greater than 100k ohms, which is an opencircuit. If the circuit is not open, the wire being checked has a shortcircuit to ground or the engine block.






:

General Cleaning Instructions(204-008)

Definition of Clean

Parts must be free of debris that can contaminate any engine system. This does not necessarily mean they have to appearas new.

Sanding gasket surfaces until the factory machining marks are disturbed adds no value and is often harmful to forming aseal. It is important to maintain surface finish and flatness tolerances to form a quality sealing surface. Gaskets aredesigned to fill small voids in the specified surface finish.

Sanding gasket surfaces where edge-molded gaskets are used is most often unnecessary. Edge-molded gaskets are thosemetal carriers with sealing material bonded to the edges of the gasket to seal while the metal portion forms a metal to metaljoint for stability. Any of the small amounts of sealing material that can stick to the parts are better removed with a blunt-edged scraper on the spots rather than spending time polishing the whole surface with an air sander or disc.

For those gaskets that do not have the edge molding, nearly all have a material that contains release agents to preventsticking. Certainly this is not to say that some gaskets are not difficult to remove because the gasket has been in place along time, has been overheated or the purpose of the release agent has been defeated by the application of some sealant.The object however is just to remove the gasket without damaging the surfaces of the mating parts without contaminatingthe engine (don't let the little bits fall where they can not be removed).

Bead blasting piston crowns until the dark stain is removed is unnecessary. All that is required is to remove the carbonbuild-up above the top ring and in the ring grooves. There is more information on bead blasting and piston cleaning later inthis document.

Cummins Inc. does not recommend sanding or grinding the carbon ring at the top of cylinder liners until clean metal isvisible. The liner will be ruined and any signs of a problem at the top ring reversal point (like a dust-out) will be destroyed. Itis necessary to remove the carbon ring to provide for easier removal of the piston assembly. A medium bristle, high quality,steel wire wheel that is rated above the rpm of the power tool being used will be just as quick and there will be less damage.Yes, one must look carefully for broken wires after the piston is removed but the wires are more visible and can beattracted by a magnet.

Oil on parts that have been removed from the engine will attract dirt in the air. The dirt will adhere to the oil. If possible,leave the old oil on the part until it is ready to be cleaned, inspected and installed, and then clean it off along with anyattracted dirt. If the part is cleaned then left exposed it can have to be cleaned again before installation. Make sure partsare lubricated with clean oil before installation. They do not need to be oiled all over but do need oil between moving parts(or a good lube system priming process conducted before cranking the engine).

Bead blasting parts to remove exterior paint is also usually unnecessary. The part will most likely be painted again so all thatneeds happen is remove any loose paint.

Abrasive Pads and Abrasive Paper

The keyword here is "abrasive". There is no part of an engine designed to withstand abrasion. That is they are all supposedto lock together or slide across each other. Abrasives and dirt particles will degrade both functions.

WARNING Abrasive material must be kept out of or removed from oil passages and parts wear points.Abrasive material in oil passages can cause bearing and bushing failures that can progress tomajor component damage beyond reuse. This is particularly true of main and rod bearings.

Cummins Inc. does not recommend the use of emery cloth or sand paper on any part of an assembled engine orcomponent including but not limited to removing the carbon ridge from cylinder liners or to clean block decks orcounterbores.

Great care must be taken when using abrasive products to clean engine parts, particularly on partially assembled engines.Abrasive cleaning products come in many forms and sizes. All of them contain aluminum oxide particles, silicon carbide, orsand or some other similar hard material. These particles are harder than most of the parts in the engine. Since they areharder, if they are pressed against softer material they will either damage the material or become embedded in it. These


(204-008) General Cleaning Instructions 392 / 507

harder, if they are pressed against softer material they will either damage the material or become embedded in it. Thesematerials fall off the holding media as the product is used. If the products are used with power equipment the particles arethrown about the engine. If the particles fall between two moving parts, damage to the moving parts is likely.

If particles that are smaller than the clearance between the parts while they are at rest (engine stopped), but larger than therunning clearance then damage will occur when the parts move relative to each other (engine started). While the engine isrunning and there is oil pressure, particles that are smaller than the bearing clearance are likely to pass between the partswithout damage and be trapped in the oil filter. However, particles larger than the bearing clearance will remove materialfrom one part and can become embedded in one of the parts. Once embedded in one part it will abrade the other part untilcontact is no longer being made between the two parts. If the damage sufficiently degrades the oil film, the two parts willcome into contact resulting in early wear-out or failure from lack of effective lubrication.

Abrasive particles can fly about during cleaning it is very important to block these particles from entering the engine asmuch as possible. This is particularly true of lubricating oil ports and oil drilling holes, especially those located downstreamof the lubricating oil filters. Plug the holes instead of trying to blow the abrasive particles and debris with compressed airbecause the debris is often simply blown further into the oil drilling.

All old gasket material must be removed from the parts gasket surfaces. However, it is not necessary to clean and polishthe gasket surface until the machining marks are erased. Excessive sanding or buffing can damage the gasket surface.Many newer gaskets are of the edge molded type (a steel carrier with a sealing member bonded to the steel). What littlesealing material that can adhere is best removed with a blunt-edged scraper or putty knife. Cleaning gasket surfaces wherean edge-molded gasket is used with abrasive pads or paper is usually a waste of time.

WARNING Excessive sanding or grinding the carbon ring from the top of the cylinder liners can damagethe liner beyond reuse. The surface finish will be damaged and abrasive particles can beforced into the liner material which can cause early cylinder wear-out or piston ring failures.

Tape off or plug all openings to any component interior before using abrasive pads or wire brushes. If really necessarybecause of time to use a power tool with abrasive pads, tape the oil drillings closed or use plug and clean as much of thesurface as possible with the tool but clean around the oil hole/opening by hand so as to prevent contamination of thedrilling. Then remove the tape or plug and clean the remaining area carefully and without the tool. DO NOT usecompressed air to blow the debris out of oil drilling on an assembled engine! More likely than not, the debris can be blownfurther into the drilling. Using compressed air is fine if both ends of the drilling are open but that is rarely the case whendealing with an assembled engine.

Gasket Surfaces

The object of cleaning gasket surfaces is to remove any gasket material, not refinish the gasket surface of the part.

Cummins Inc. does not recommend any specific brand of liquid gasket remover. If a liquid gasket remover is used, checkthe directions to make sure the material being cleaned will not be harmed.

Air powered gasket scrapers can save time but care must be taken to not damage the surface. The angled part of thescraper must be against the gasket surface to prevent the blade from digging into the surface. Using air powered gasketscrapers on parts made of soft materials takes skill and care to prevent damage.

Do not scrape or brush across the gasket surface if at all possible.

Solvent and Acid Cleaning

Several solvent and acid-type cleaners can be used to clean the disassembled engine parts (other than pistons. SeeBelow). Experience has shown that the best results can be obtained using a cleaner that can be heated to 90° to 95°Celsius (180° to 200° Fahrenheit). Kerosene emulsion based cleaners have different temperature specifications, see below.A cleaning tank that provides a constant mixing and filtering of the cleaning solution will give the best results. Cummins Inc.does not recommend any specific cleaners. Always follow the cleaner manufacturer's instructions. Remove all the gasketmaterial, o-rings, and the deposits of sludge, carbon, etc., with a wire brush or scraper before putting the parts in a cleaningtank. Be careful not to damage any gasket surfaces. When possible, steam clean the parts before putting them in thecleaning tank.



WARNING When using solvents, acids, or alkaline materials for cleaning, follow the manufacturersrecommendations for use. Wear goggles and protective clothing to reduce the possibility ofpersonal injury.

Experience has shown that kerosene emulsion based cleaners perform the best to clean pistons. These cleaners shouldnot be heated to temperature in excess of 77°C (170°F). The solution begins to break down at temperatures in excess of82°C (180°F) and will be less effective.

Do not use solutions composed mainly of chlorinated hydrocarbons with cresols, phenols and/or cresylic components. Theyoften do not do a good job of removing deposits from the ring groove and are costly to dispose of properly.

Solutions with a pH above approximately 9.5 will cause aluminum to turn black; therefore do not use high alkaline solutions.

Chemicals with a pH above 7.0 are considered alkaline and those below 7.0 are acidic. As you move further away from theneutral 7.0, the chemicals become highly alkaline or highly acidic.

Remove all the gasket material, o-rings, and the deposits of sludge, carbon, etc., with a wire brush or scraper before puttingthe parts in a cleaning tank. Be careful to not damage any gasket surfaces. When possible use hot high pressure water orsteam clean the parts before putting them in the cleaning tank. Removing the heaviest dirt before placing in the tank willallow the cleaner to work more effectively and the cleaning agent will last longer.

Rinse all the parts in hot water after cleaning. Dry completely with compressed air. Blow the rinse water from all thecapscrew holes and the oil drillings.

If the parts are not to be used immediately after cleaning, dip them in a suitable rust proofing compound. The rust proofingcompound must be removed from the parts before assembly or installation on the engine.

Steam Cleaning

Steam cleaning can be used to remove all types of dirt that can contaminate the cleaning tank. It is a good method forcleaning the oil drillings and coolant passages

WARNING When using a steam cleaner, wear safety glasses or a face shield, as well as protectiveclothing. Hot steam can cause serious personal injury.

Do not steam clean the following components:

Electrical ComponentsWiring HarnessesInjectorsFuel PumpBelts and HosesBearings (ball or taper roller)Electronic Control Module (ECM)ECM ConnectorsDosing Control UnitNOx Sensor.

Plastic Bead Cleaning

Cummins Inc. does not recommend the use of glass bead blast or walnut shell media on any engine part. Cummins Inc.recommends using only plastic bead media, Part Number 3822735 or equivalent on any engine part. Never use sand as ablast media to clean engine parts. Glass and walnut shell media when not used to the media manufacturer'srecommendations can cause excess dust and can embed in engine parts that can result in premature failure of componentsthrough abrasive wear.

Plastic bead cleaning can be used on many engine components to remove carbon deposits. The cleaning process iscontrolled by the use of plastic beads, the operating pressure and cleaning time.



CAUTION Do not use bead blasting cleaning methods on aluminum pistons skirts or the pin bores in anypiston, piston skirt or piston crown. Small particles of the media will embed in the aluminum orother soft metal and result in premature wear of the cylinder liner, piston rings, pins and pinbores. Valves, turbocharger shafts, etc., can also be damaged. Follow the cleaning directionslisted in the procedures.

CAUTION Do not contaminate wash tanks and tank type solvent cleaners with the foreign material andplastic beads. Remove the foreign material and plastic beads with compressed air, hot highpressure water or steam before placing them in tanks or cleaners. The foreign material andplastic beads can contaminate the tank and any other engine parts cleaned in the tank.Contaminated parts may cause failures from abrasive wear.

Plastic bead blasting media, Part Number 3822735, can be used to clean all piston ring grooves. Do not sure any beadblasting media on piston pin bores or aluminum skirts.

Follow the equipment manufacturer's cleaning instructions. Make sure to adjust the air pressure in the blasting machine tothe bead manufacturer's recommendations. Turning up the pressure can move material on the part and cause the plasticbead media to wear out more quickly. The following guidelines can be used to adapt to manufacturer's instructions:

0. Bead size: U.S. size Number 16 — 20 for piston cleaning with plastic bead media, Part Number 38227351. Operating Pressure — 270 kPa (40 psi) for piston cleaning. Pressure should not cause beads to break.2. Steam clean or wash the parts with solvent to remove all of the foreign material and plastic beads after cleaning.

Rinse with hot water. Dry with compressed air.

CAUTION The bead blasting operation must not disturb the metal surface. If the metal surface is disturbedthe engine can be damaged due to increased parts clearance or inadequate surface finish onparts that move against other parts.

When cleaning pistons, it is not necessary to remove all the dark stain from the piston. All that is necessary is to remove thecarbon on the rim and in the ring grooves. This is best done by directing the blast across the part as opposed to straight atthe part. If the machining marks are disturbed by the blasting process, then the pressure is too high or the blast is beingheld on one spot too long. The blast operation must not disturb the metal surface.

Walnut shell bead blast material is sometimes used to clean ferrous metals (iron and steel). Walnut shell blasting producesa great amount of dust particularly when the pressure if the air pressure on the blasting machine is increased above mediamanufacturer's recommendation. Cummins Inc. recommends not using walnut shell media to clean engine parts due to therisk media embedment and subsequent contamination of the engine.

Cummins Inc. now recommends glass bead media NOT used to clean any engine parts. Glass media is too easilyembedded into the material particularly in soft materials and when air pressures greater than media manufacturer'srecommend are used. The glass is an abrasive so when it is in a moving part, that part is abrading all the parts in contactwith it. When higher pressures are used the media is broken and forms a dust of a very small size that floats easily in theair. This dust is very hard to control in the shop, particularly if only compressed air (and not hot water) is used to blow themedia after it is removed from the blasting cabinet (blowing the part off inside the cabinet may remove large accumulationsbut never removes all the media).

Bead blasting is best used on stubborn dirt/carbon build-up that has not been removed by first steam/higher pressurewashing then washing in a heated wash tank. This is particularly true of pistons. Steam and soak the pistons first then usethe plastic bead method to safely remove the carbon remaining in the grooves (instead of running the risk of damaging thesurface finish of the groove with a wire wheel or end of a broken piston ring. Make sure the parts are dry and oil free beforebead blasting to prevent clogging the return on the blasting machine.

Always direct the bead blaster nozzle "across" rather than directly at the part. This allows the bead to get under theunwanted material. Keep the nozzle moving rather than hold on one place. Keeping the nozzle directed at one-place toolong causes the metal to heat up and be moved around. Remember that the spray is not just hitting the dirt or carbon. If themachining marks on the piston groove or rim have been disturbed then there has not been enough movement of the nozzleand/or the air pressure is too high.

Never bead blast valve stems. Tape or use a sleeve to protect the stems during bead blasting. Direct the nozzle across theseat surface and radius rather than straight at them. The object is to remove any carbon build up and continuing to blast to



remove the stain is a waste of time.

Fuel System

When servicing any fuel system components, which can be exposed to potential contaminants, prior to disassembly, cleanthe fittings, mounting hardware, and the area around the component to be removed. If the surrounding areas are notcleaned, dirt or contaminants can be introduced into the fuel system.

The internal drillings of some injectors are extremely small and susceptible to plugging from contamination. Some fuelinjection systems can operate at very high pressures. High pressure fuel can convert simple particles of dirt and rust into ahighly abrasive contaminant that can damage the high pressure pumping components and fuel injectors.

Electrical contact cleaner can be used if steam cleaning tools are not available. Use electrical contact cleaner rather thancompressed air, to wash dirt and debris away from fuel system fittings. Diesel fuel on exposed fuel system parts attractsairborne contaminants.

Choose lint free towels for fuel system work.

Cap and plug fuel lines, fittings, and ports whenever the fuel system is opened. Rust, dirt, and paint can enter the fuelsystem whenever a fuel line or other component is loosened or removed from the engine. In many instances, a goodpractice is to loosen a line or fitting to break the rust and paint loose, and then clean off the loosened material.

When removing fuel lines or fittings from a new or newly-painted engine, make sure to remove loose paint flakes/chips thatcan be created when a wrench contacts painted line nuts or fittings, or when quick disconnect fittings are removed.

Fuel filters are rated in microns. The word micron is the abbreviation for a micrometer, or one millionth of a meter. Themicron rating is the size of the smallest particles that will be captured by the filter media. As a reference, a human hair is0.003 mm [3/1000 in] in diameter. One micron measures 0.00004 mm [4/100,000 in]. The contaminants being filtered outare smaller than can be seen with the human eye, a magnifying glass, or a low powered microscope.

The tools used for fuel system troubleshooting and repair are to be cleaned regularly to avoid contamination. Like fuelsystem parts, tools that are coated with oil or fuel attract airborne contaminants. Remember the following points regardingyour fuel system tools:

Fuel system tools are to be kept as clean as possible.Clean and dry the tools before returning them to the tool box.If possible, store fuel system tools in sealed containers.Make sure fuel system tools are clean before use.





:

General Repair Instructions(204-007)

General Information

This engine incorporates the latest technology at the time it was manufactured; yet, it is designed to be repaired usingnormal repair practices performed to quality standards.

CAUTION Cummins Inc. does not recommend or authorize any modifications or repairs to engines orcomponents except for those detailed in Cummins Service Information. In particular,unauthorized repair to safety-related components can cause personal injury or death. Below isa partial listing of components classified as safety-related:

1. Air Compressor2. Air Controls3. Air Shutoff Assemblies4. Balance Weights5. Cooling Fan6. Fan Hub Assembly7. Fan Mounting Bracket(s)8. Fan Mounting Capscrews9. Fan Hub Spindle

10. Flywheel11. Flywheel Crankshaft Adapter12. Flywheel Mounting Capscrews13. Fuel Shutoff Assemblies14. Fuel Supply Tubes15. Lifting Brackets16. Throttle Controls17. Turbocharger Compressor Casing18. Turbocharger Oil Drain Line(s)19. Turbocharger Oil Supply Line(s)20. Turbocharger Turbine Casing21. Vibration Damper Mounting Capscrews

Follow all safety instructions noted in the proceduresFollow the manufacturer's recommendations for cleaning solvents and other substances used during the repair of theengine. Some solvents and used engine oil have been identified by government agencies as toxic or carcinogenic.Avoid excessive breathing, ingestion and contact with such substances. Always use good safety practices with toolsand equipment.Provide a clean environment and follow the cleaning instructions specified in the proceduresThe engine and its components must be kept clean during any repair. Contamination of the engine or componentswill cause premature wear.Perform the inspections specified in the proceduresReplace all components or assemblies which are damaged or worn beyond the specificationsUse genuine Cummins new or ReCon® service parts and assembliesThe assembly instructions have been written to use again as many components and assemblies as possible. When itis necessary to replace a component or assembly, the procedure is based on the use of new Cummins or CumminsReCon® components. All of the repair services described in this manual are available from all Cummins Distributorsand most Dealer locations.Follow the specified disassembly and assembly procedures to reduce the possibility of damage to the components

Welding on a Vehicle with an Electronic Controlled Fuel System


(204-007) General Repair Instructions 397 / 507

CAUTION Disconnect both the positive (+) and negative (-) battery cables from the battery before weldingon the vehicle. Attach the welder ground cable no more than 0.61 meters [2 feet] from the partbeing welded. Do not connect the ground clamp of the welder to any of the sensors, wiringharness, the ECM or the engine. Direct welding of any electronic engine component or enginemounted component must not be attempted. Sensors, wiring harness, and ECM should beremoved if nearby welding will expose these components to temperatures beyond normaloperation. Additionally, all ECM connectors must be disconnected..




(204-007) General Repair Instructions 398 / 507

:

General Safety Instructions(204-006)

Important Safety Notice

WARNING Improper practices, carelessness, or ignoring the warnings can cause burns, cuts, mutilation,asphyxiation or other personal injury or death.

Read and understand all of the safety precautions and warnings before performing any repair. This list contains the generalsafety precautions that must be followed to provide personal safety. Special safety precautions are included in theprocedures when they apply.

Work in an area surrounding the product that is dry, well lit, ventilated, free from clutter, loose tools, parts, ignitionsources and hazardous substances. Be aware of hazardous conditions that can exist.Always wear protective glasses and protective shoes when working.Rotating parts can cause cuts, mutilation or strangulation.Do not wear loose-fitting or torn clothing. Remove all jewelry when working.Disconnect the battery (negative [-] cable first) and discharge any capacitors before beginning any repair work.Disconnect the air starting motor if equipped to prevent accidental engine starting. Put a "Do Not Operate" tag in theoperator's compartment or on the controls.Use ONLY the proper engine barring techniques for manually rotating the engine. Do not attempt to rotate thecrankshaft by pulling or prying on the fan. This practice can cause serious personal injury, property damage, ordamage to the fan blade(s) causing premature fan failure.If an engine has been operating and the coolant is hot, allow the engine to cool before slowly loosening the filler capto relieve the pressure from the cooling system.Always use blocks or proper stands to support the product before performing any service work. Do not work onanything that is supported ONLY by lifting jacks or a hoist.Relieve all pressure in the air, oil, fuel, and cooling systems before any lines, fittings, or related items are removed ordisconnected. Be alert for possible pressure when disconnecting any device from a system that utilizes pressure. Donot check for pressure leaks with your hand. High pressure oil or fuel can cause personal injury.To reduce the possibility of suffocation and frostbite, wear protective clothing and ONLY disconnect liquid refrigerant(Freon) lines in a well ventilated area. To protect the environment, liquid refrigerant systems must be properlyemptied and filled using equipment that prevents the release of refrigerant gas (fluorocarbons) into the atmosphere.Federal law requires capturing and recycling refrigerant.To reduce the possibility of personal injury, use a hoist or get assistance when lifting components that weigh 23 kg [50lb] or more. Make sure all lifting devices such as chains, hooks, or slings are in good condition and are of the correctcapacity. Make sure hooks are positioned correctly. Always use a spreader bar when necessary. The lifting hooksmust not be side-loaded.Corrosion inhibitor, a component of SCA and lubricating oil, contains alkali. Do not get the substance in eyes. Avoidprolonged or repeated contact with skin. Do not swallow internally. In case of contact, immediately wash skin withsoap and water. In case of contact, immediately flood eyes with large amounts of water for a minimum of 15 minutes.IMMEDIATELY CALL A PHYSICIAN. KEEP OUT OF REACH OF CHILDREN.Naptha and Methyl Ethyl Ketone (MEK) are flammable materials and must be used with caution. Follow themanufacturer's instructions to provide complete safety when using these materials. KEEP OUT OF REACH OFCHILDREN.To reduce the possibility of burns, be alert for hot parts on products that have just been turned off, exhaust gas flow,and hot fluids in lines, tubes, and compartments.Always use tools that are in good condition. Make sure you understand how to use the tools before performing anyservice work. Use ONLY genuine Cummins® or Cummins ReCon® replacement parts.Always use the same fastener part number (or equivalent) when replacing fasteners. Do not use a fastener of lesserquality if replacements are necessary.When necessary, the removal and replacement of any guards covering rotating components, drives, and/or beltsshould only be carried out be a trained technician. Before removing any guards the engine must be turned off andany starting mechanisms must be isolated. All fasteners must be replaced on re-fitting the guards.Do not perform any repair when fatigued or after consuming alcohol or drugs that can impair your functioning.Some state and federal agencies in the United States of America have determined that used engine oil can becarcinogenic and can cause reproductive toxicity. Avoid inhalation of vapors, ingestion, and prolonged contact withused engine oil.Do not connect the jumper starting or battery charging cables to any ignition or governor control wiring. This cancause electrical damage to the ignition or governor.Always torque fasteners and fuel connections to the required specifications. Overtightening or undertightening canallow leakage. This is critical to the natural gas and liquefied petroleum gas fuel and air systems.Always test for fuel leaks as instructed, as odorant can fade.


(204-006) General Safety Instructions 399 / 507

Close the manual fuel valves prior to performing maintenance and repairs, and when storing the vehicle inside.Coolant is toxic. If not reused, dispose of in accordance with local environmental regulations.The catalyst reagent contains urea. Do not get the substance in your eyes. In case of contact, immediately floodeyes with large amounts of water for a minimum of 15 minutes. Avoid prolonged contact with skin. In case of contact,immediately wash skin with soap and water. Do not swallow internally. In the event the catalyst reagent is ingested,contact a physician immediately.The catalyst substrate contains Vanadium Pentoxide. Vanadium Pentoxide has been determined by the State ofCalifornia to cause cancer. Always wear protective gloves and eye protection when handling the catalyst assembly.Do not get the catalyst material in your eyes. In Case of contact, immediately flood eyes with large amounts of waterfor a minimum of 15 minutes. Avoid prolonged contact with skin. In case of contact, immediately wash skin with soapand water.The Catalyst substrate contains Vanadium Pentoxide. Vanadium Pentoxide has been determined by the State ofCalifornia to cause cancer. In the event the catalyst is being replaced, dispose of in accordance with local regulations.California Proposition 65 Warning - Diesel engine exhaust and some of its constituents are known to the State ofCalifornia to cause cancer, birth defects, and other reproductive harm.




(204-006) General Safety Instructions 400 / 507

Service Tools(022-001)

Electronic Engine Controls

Tool Number

3163682

Data Link Adapter Kit

INLINE II adapter and associated cables are used toconnect a computer to an engine data link.

Tool Number

3163890

Engine Controller

Used in conjunction with the engine controller adapterharness to provide fault lamps, throttle control, andkeyswitch.

ToolNumber

3164110

Bosch® Male TestLead

Used to test electricalcircuits.

ToolNumber

3164111

Bosch® FemaleTest Lead


Tool Number

4918583

ECM Bench Top CalibrationHarness

Used to calibrate electronic controlmodules off the engine.

Tool Number

3164242

Engine Controller Adapter Harness

Used to separate engine wiring issues from chassisissues. Also used on the dynometer.

Tool Number

3164488

Multimeter

Used to measure voltage (volts), resistance (ohms),and current (amperes) in electrical circuits.


(022-001_19) Electronic Engine Controls 401 / 507

ToolNumber

3164596

Framatome MaleTest Lead


ToolNumber

3164597

Framatome FemaleTest Lead


Tool Number

3164653

Data Link Power Adapter Harness

Used to provide power straight from theECM for the INLINE II kit.

Tool Number

3165117

Wiring Repair Kit

Contains a variety of connectors, pins, seals, terminals, testleads, and other tools used to repair connectors. Use withbase Wiring Repair Kit, Part Number 3164573.

ToolNumber

3822608

Weather-Pack TerminalRemoval Tool

Used to repair Weather-Pack connectors.

ToolNumber

3822758

Deutsch/AMP/Metri-PackMale Test Lead

Used to test electrical circuits.

ToolNumber

3822759

AMP TerminalRemoval Tool

Used to repair AMPconnectors.

ToolNumber

3822760

Deutsch TerminalRemoval Tool (Blue)

Used to repair Deutschconnectors.



ToolNumber

3822860

Heat Gun

Used to repairconnector wires.

ToolNumber

3822917

Deutsch/AMP/Metri-PackFemale Test Lead

Used to test electrical circuits.

ToolNumber

3822930

Wire Crimping Pliers

Used when repairingconnector wires.

ToolNumber

3823843

Deep Well Socket (1.25 inch)

Used to remove and installsensors and actuators.

ToolNumber

3824510

Electrical Contact Cleaner

Used to clean electrical contactsand connectors.

ToolNumber

3824811

Deutsch Male TestLead


ToolNumber

3824812

Deutsch FemaleTest Lead


ToolNumber

3824815

Deutsch TerminalRemoval Tool (Red)

Used to repair Deutschconnectors.



View Related Topic


Table of Contents

Fuel System

Fuel System TOC

Tool Number

ST 647

Standard Puller

Used to remove pulleys, impellers,and/or counterweights.

Tool Number

3164488

Digital Multimeter

Used to measure electrical circuits. Voltage (volts),resistance (ohms), and current (amperage). Part Number3164488 is a standard meter.

Tool Number

3164489

Digital Multimeter

Used to measure electrical circuits. Voltage (volts),resistance (ohms), and current (amperage). Part Number3164489 is an automotive meter with built in temperatureadapter and tachometer.

Tool Number

3164491

Pressure/Vacuum Module

Used to measure fuel pressure and restriction. Use withmultimeter, Part Number 3164488 or 3164489.

ToolNumber

3375326

Bearing Separator Tool

Used to remove the fuelpump gear.

Tool Number

3377462

Digital Optical Tachometer

This digital tachometer is a non-contact tachometer used tomeasure any rotating member speed. The tachometer canbe used to measure engine speed and/or any shaft speed


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3377462 be used to measure engine speed and/or any shaft speedby placing a short piece of reflective tape on the rotatingmember. Point the tachometer at the reflective tape and therpm is displayed on the hand held tachometer.

ToolNumber

3823705

Graduated Beaker

Used to measure fuelreturn flows.

Tool Number

3824510

QD Contact Cleaner

This cleaner is an alcohol based cleaner that is 100 percentfree of CFC's. This cleaner is ideal for application wherelower flash-point solvents can be used. It evaporates rapidlyand completely and is harmless to most plastics. Use thiscleaner when cleaning electrical or electronic connections.

Tool Number

3824591

Engine Barring Gear

Used to engage the flywheel ring gearto rotate the crankshaft.

Tool Number

4918193

Injection Timing Gauge Kit

This kit can be used as another check of the fuel pumptiming before replacing the fuel injection pump.

Tool Number

4818677

Fuel Pump Drive Gear Retention Tool

Used to secure the fuel pump gear drive while removingor installing the drive gear retaining nut.

Tool Number

4918679

Fuel Return Flow Hose (Fuel Pump)

The tool uses a special fitting to connect to the fuel returncircuits to measure return flow from the fuel pump.




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:


Fuel System

ToolNumber

3164491


Used to measure fuelpressure and restriction.

Tool Number

3164488 or 3164489

Digital Multimeter

Used to measure electrical circuits: Voltage (volts),resistance (ohms), and current (amperes). 3164488 -Standard meter. 3164489 - Automotive meter with built intemperature adapter and tachometer.

ToolNumber

3824510

Quick Dry (QD)Cleaner

Used to clean parts andtools safely.

ToolNumber

3823705

Graduated Beaker


Tool Number

3164618

Fuel Return Flow Hose (injector and fuel pump, M12)

The tool uses a special fitting to connect to the fuel returncircuits to measure return flow from the injectors and fuelpump.

Tool Number

3164621

Lift Pump Performance Test Orifice

This tool connects to the diagnostic fitting on the inlet tothe fuel filter. It is used to measure flow from the lift pumpthrough an orifice without the engine running. The toolconsists of a 0.043-inch orifice, Part Number 3045018, anda Compuchek™ coupling, Part Number 3376859.

Compuchek™ Quick-Connect Coupling


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Tool Number

3376859This tool connects to the diagnostic fitting on the inlet tothe fuel filter. It is used when measuring inlet restrictionwhen running the lift pump and does not contain an orifice.

Tool Number

3164617

Fuel Return Flow Hose (fuel rail pressure reliefvalve, M14)

The tool uses a special banjo fitting to connect to the fuelreturn circuit to measure return flow from the rail pressurerelief valve.

Tool Number

3164025

Fuel Connector Remover

Used to remove the high-pressure fuelconnector from the cylinder head.

Tool Number

3823208

Torque Wrench (injector terminal nuts)

This 1.47 N•m [13 in-lb] torque wrench is used totighten the injector solenoid terminal nuts.

Tool Number

3164707


Use to secure fuel pump gear drive while removingor installing drive gear retaining nut.

ToolNumber

3375326

Bearing SeparatorTool

Use to remove the fuelpump gear.

Tool Number

4918354

Fuel Return Flow Tester Kit

Used to check injector and HPCR pump drain flow.Connects to 5/8 inch and 3/8 inch fittings.

Tool Number

4918433

Fuel Drain Hose

Used with 5/16 inch quick disconnect fittings maleconnector (hose included in kit, Part Number 4918354).

Tool Number Fuel Drain Hose


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4918434 Used with 5/16 inch quick disconnect fittings femaleconnector (hose included in kit, Part Number 4918354).

ToolNumber

4918464

Fuel Tube Plug

Used to plug lowpressure fuel lines.

Tool Number

3824842

Compucheck™ Fitting

Used to check fuel pressure/restriction.10 mm O-ring connection.

Tool Number

4918462

Fuel Pressure Gauge Adapter Kit

Used to check fuelpressure/restriction. For 5/16 inchfittings.

Tool Number

3163381

Fuel Pump Gear Puller

Used to pull the fuel pump gear. IncludesPart Number 3900633 capscrews.

Tool Number

4918317

Spacer

Used with the fuel pump gear pullers, PartNumber 3824469 or Part Number 3163381.

Tool Number

4918298

Fuel System Leak Tester

Used to cut off injector supply when diagnosing injectorleakage or malfunction. (Used on fuel rails with 18 mmthreads).

Tool Number

4918679

Fuel Return Flow Hose (M12)

The tool uses a special banjo fitting to connectthe fuel circuit to measure return flow.

Tool Number

4918697

Fuel Drain Hose

Used with 3/8 inch quick disconnect fittings male connector(hose included in kit, Part Number 4918354).


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Tool Number

4918698

Fuel Drain Hose

Used with 3/8 inch quick disconnect fittings femaleconnector (hose included in kit, Part Number 4918354).

Tool Number

4918696

Fuel Pressure Gauge Adapter Kit

Used to check fuelpressure/restriction. For 3/8 inchfittings.




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Fuel System

Tool Number

3164044

Fuel Pressure Gauge Adapter

Used to measure fuel pressure and detect air in the fuelsystem. Use with Pressure/Vacuum Module, Part Number3164491 (engines without EGR only)

ToolNumber

3164491


Used to measure fuel pressureand restriction.

Tool Number

3164488 or 3164489

Digital Multimeter

Used to measure electrical circuits: Voltage (volts),resistance (ohms), and current (amps). 3164488 —Standard meter. 3164489 — Automotive meter with built intemperature adapter and tachometer.

ToolNumber

3824510

Quick Dry (QD) Cleaner

Used to clean parts andtools safely.

Tool Number

3164325

Fuel System Leak Tester

Used to cut off the fuel supply to the injector to diagnose itfor leakage and malfunction. Used on fuel rails with 14 mmthreads.

ToolNumber

3823705

Graduated Beaker


Tool Number

3164618

Fuel Return Flow Hose (injector and fuel pump)

The tool uses a special fitting to connect to the fuel returncircuits to measure return flow from the injectors and fuelpump (EGR engines only).


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Tool Number

3164621

Lift Pump Performance Test Orifice

This tool connects to the diagnostic fitting on the inlet to thefuel filter. It is used to measure flow from the lift pumpthrough an orifice without the engine running. The toolconsists of a 0.043-inch orifice, Part Number 3045018, anda Compuchek® coupling, Part Number 3376859 (EGRengines only).

Tool Number

3376859

Compuchek® Quick-Connect Coupling

This tool connects to the diagnostic fitting on the inlet to thefuel filter. It is used when measuring inlet restriction whenrunning the lift pump and does not contain an orifice (EGRengines only).

Tool Number

3164583

Fuel Line Cap

This tool is used to cap a quick-connect fuel line that hasbeen disconnected from the engine. This prevents back-flowout of the line (engines without EGR only).

Tool Number

3164617

Fuel Return Flow Hose (fuel rail pressure relief valve)

The tool uses a special banjo fitting to connect to the fuelreturn circuit to measure return flow from the rail pressurerelief valve.

Tool Number

3164025

Fuel Connector Remover

Used to remove the high-pressure fuelconnector from the cylinder head.

Tool Number

3823208

Torque Wrench (injector terminal nuts)

This 13 in-lb torque wrench is used to tightenthe injector solenoid terminal nuts.

Tool Number

3164707


Use to secure fuel pump gear drive while removingor installing drive gear retaining nut.

ToolNumber

Bearing SeparatorTool


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Number

3375326 Use to remove the fuelpump gear.

ToolNumber

4918354

Fuel Return Flow Tester Kit

Used to check injector andHPCR pump drain flow.

Tool Number

4918433

Fuel Drain Hose

Used with 5/16 quick disconnect fittings male connector(hose included in kit Part Number 4918354).

Tool Number

4918434

Fuel Drain Hose

Used with 5/16 quick disconnect fittings female connector(hose included in kit Part Number 4918354).

ToolNumber

4918464

Fuel Tube Plug

Used to plug lowpressure fuel lines.

Tool Number

3824842

Compucheck® Fitting

Used to check fuel pressure/restriction.10 mm O-ring connection.




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Fuel System

Tool Number

3164488

Multimeter

Used to measure voltage, resistance, andcurrent in electrical circuits.

Tool Number

3164499

Pressure and Vacuum Module

Used with multimeter, Part Number 3164488 to measurepressures and restriction in the fuel system.

Tool Number

3164621

0.043-Inch Diagnostic Fuel Line

Used to create rated fuel flows through the low-pressure fuel system without loading the engine.

Tool Number

Not Applicable

1000 cc Graduated Cylinder

Used to measure high-pressurepump drain flow (leakage).

Tool Number

3824842

M10 Compucheck® Fitting

Used when measuring fuel systempressure at the fuel filter head.

Tool Number

3163381

Fuel Pump Gear Puller

Used to pull the fuel pump gear. IncludesPart Number 3900633 capscrews.

Tool Number

3824510

QD Contact Cleaner

Use this non-petroleum cleaner to clean electricalconnections and fuel pump internal parts.

Fuel Pump Mounting Plate


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Tool Number

3162897

Fuel Pump Mounting Plate

Used to hold the fuel pump in the balljoint vise during service.

Tool Number

ST 302

Ball Joint Vise

Used with the fuel pump mounting plate forholding the fuel pump during service.

Tool Number

3164618

12 mm Banjo Adapter Fitting (Leakage Flow Adapter)

Used to isolate drain flow from the fuel drain lines wherethey connect to the fuel drain manifold. Allows fuel leakagemeasurement from the fuel pump, injector, or fuel railpressure relief valve drain lines.




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Fuel System Location and Description Listing

Component (click toview EngineDiagrams)

Fault Code Component Descriptions Description

Accelerator Pedal orLever Idle ValidationCircuit - DataErratic, Intermittent,or Incorrect

The integrated sensor switch (ISS) islocated on the accelerator pedal orlever assembly.

The idle validation switch is used by the electronic control module(ECM) to indicate when the accelerator pedal or lever is released(on-idle) or depressed (off-idle). The switch is adjusted at the factoryto switch from on-idle to off-idle at the correct accelerator pedal orlever position. The switch return is a shared return with other OEMcab switches.

Accelerator Pedal orLever Idle ValidationCircuit - Out ofCalibration

The accelerator pedal or leverposition sensor is located on theaccelerator pedal or lever.

The accelerator pedal or lever position sensor is attached to theaccelerator pedal or lever. The accelerator pedal or lever positionsensor sends a signal to the electronic control module (ECM) whenthe accelerator pedal or lever is depressed and released. Theaccelerator pedal or lever position circuit contains three wires:accelerator pedal or lever position supply, accelerator pedal or leverposition return, and accelerator pedal or lever position signal. Theswitch return circuit for the on-idle and off-idle validation circuit is ashared return with other original equipment manufacturer (OEM)switches.

Accelerator Pedal orLever PositionSensor 1 Circuit -Voltage AboveNormal or Shortedto High Source

The accelerator pedal or leverposition sensor is located on theaccelerator pedal or lever.

The accelerator position sensor is a hall-effect sensor attached to theaccelerator pedal. The accelerator position sensor varies the signalvoltage to the electronic control module (ECM) as the acceleratorpedal is depressed and released. Low signal voltage is received bythe ECM when the accelerator pedal is at 0 percent. A high signalvoltage is received by the ECM when the accelerator pedal is at 100percent. The accelerator pedal position circuit contains anaccelerator pedal position 5 volt supply, accelerator pedal positionreturn, and accelerator pedal position signal. The accelerator pedalcontains two position sensors. These position sensors are used tomeasure the throttle position. Both position sensors receive a 5 voltsupply from the ECM. A corresponding signal voltage, based on theaccelerator pedal position, is then received from the ECM. The signalvoltage for accelerator position 1 is twice as much as the signalvoltage from the accelerator position 2. When the ECM senses asignal voltage lower than the normal operating range of the sensor,this fault code is set.

Accelerator Pedal orLever PositionSensor 1 Circuit -Voltage BelowNormal or Shortedto Low Source

The accelerator pedal or leverposition sensor is mounted to theaccelerator pedal assembly.

The accelerator position sensor is a hall-effect sensor attached to theaccelerator pedal. The accelerator position sensor varies the signalvoltage to the electronic control module (ECM) as the acceleratorpedal is depressed and released. Low signal voltage is received bythe ECM when the accelerator pedal is at 0 percent. A high signalvoltage is received by the ECM when the accelerator pedal is at 100percent. The accelerator pedal position circuit contains anaccelerator pedal position 5 volt supply, accelerator pedal positionreturn, and accelerator pedal position signal. The accelerator pedalcontains two position sensors. These position sensors are used tomeasure the throttle position. Both position sensors receive a 5 voltsupply from the ECM. A corresponding signal voltage, based on theaccelerator pedal position, is then received from the ECM. The signalvoltage for accelerator position 1 is twice as much as the signalvoltage from the accelerator position 2. When the ECM senses asignal voltage lower than the normal operating range of the sensor,this fault code is set.

Accelerator Pedal orLever PositionSensor 1 and 2 -Data Erratic,

The accelerator pedal position sensoris located on the accelerator pedal.

The accelerator position sensor is a hall-effect sensor attached to theaccelerator pedal. The accelerator position sensor varies the signalvoltage to the electronic control module (ECM) as the acceleratorpedal is depressed and released. Low signal voltage is received bythe ECM when the accelerator pedal is at 0 percent. A high signalvoltage is received by the ECM when the accelerator pedal is at 100percent. The accelerator pedal position circuit contains anaccelerator pedal position 5 volt supply, accelerator pedal position


Locations and Descriptions 416 / 507

Data Erratic,Intermittent, orIncorrect

is located on the accelerator pedal. accelerator pedal position 5 volt supply, accelerator pedal positionreturn, and accelerator pedal position signal. The accelerator pedalcontains two position sensors. These position sensors are used tomeasure the throttle position. Both position sensors receive a 5 voltsupply from the ECM. A corresponding signal voltage based on theposition of the accelerator pedal is then received from the ECM. Thesignal voltage for accelerator position 1 is twice as much as thesignal voltage from accelerator position 2.

Accelerator Pedal orLever PositionSensor 2 Circuit -Voltage AboveNormal or Shortedto High Source


The accelerator position sensor is a hall-effect sensor attached to theaccelerator pedal. The accelerator position sensor varies the signalvoltage to the electronic control module (ECM) as the acceleratorpedal is depressed and released. Low signal voltage is received bythe ECM when the accelerator pedal is at 0 percent. A high signalvoltage is received by the ECM when the accelerator pedal is at 100percent. The accelerator pedal position circuit contains anaccelerator pedal position 5 volt supply, accelerator pedal positionreturn, and accelerator pedal position signal. The accelerator pedalcontains two position sensors. These position sensors are used tomeasure the throttle position. Both position sensors receive a 5 voltsupply from the ECM. A corresponding signal voltage based on theposition of the accelerator pedal is then received from the ECM. Thesignal voltage for accelerator position 1 is twice as much as thesignal voltage from the accelerator position 2. When the ECM sensesa signal voltage lower than the normal operating range of the sensor,this fault code is set.

Accelerator Pedal orLever PositionSensor 2 Circuit -Voltage BelowNormal or Shortedto Low Source


The accelerator position sensor is a hall-effect sensor attached to theaccelerator pedal. The accelerator position sensor varies the signalvoltage to the electronic control module (ECM) as the acceleratorpedal is depressed and released. Low signal voltage is received bythe ECM when the accelerator pedal at 0 percent. A high signalvoltage is received by the ECM when the accelerator pedal is at 100percent. The accelerator pedal position circuit contains anaccelerator pedal position 5 volt supply, accelerator pedal positionreturn, and accelerator pedal position signal. The accelerator pedalcontains two position sensors. These position sensors are used tomeasure the throttle position. Both position sensors receive a 5 voltsupply from the ECM. A corresponding signal voltage based on theposition of the accelerator pedal is then received from the ECM. Thesignal voltage for accelerator position 1 is twice as much as thesignal voltage from accelerator position 2. When the ECM senses asignal voltage lower than the normal operating range of the sensor,this fault code is set.

Adaptive CruiseControl Mode - DataErratic, Intermittent,or Incorrect

The location of the adaptive cruisecontrol unit will vary by originalequipment manufacturer (OEM).

The adaptive cruise control unit communicates with the electroniccontrol module (ECM) sending and receiving vehicle speed controlmessages through the SAE J1939 data link.

AftertreatmentDiesel Exhaust FluidDosing Unit InputLines - ConditionExists

The aftertreatment DEF dosing unitlocation is OEM dependent.

For an air assisted SCR aftertreatment system, the aftertreatmentdiesel exhaust fluid (DEF) dosing unit requires air pressure from theOEM air tanks. The DEF dosing unit precisely measures the amountof DEF (DEF or Urea) to be injected into the aftertreatment system.The DEF dosing unit has three primary cycles. A priming cycle atinitial engine start makes sure that DEF is available at the DEF dosingunit. During the dosing cycle, the DEF is being delivered to theaftertreatment nozzle. A purge cycle occurs when the engine isturned off. The purge cycle makes sure that all the DEF is removedfrom the DEF line and aftertreatment nozzle.

AftertreatmentDiesel Exhaust FluidDosing Unit InputLines - ConditionExists

There are three diesel exhaust fluidlines. One line is between the dosingunit and dosing valve, and the othertwo lines are between the dosing unitand diesel exhaust fluid tank. Theselines can be partially hidden fromview by the SCR system and othervehicle components. Line routing willvary, based on aftertreatmentarchitecture and OEM.

The diesel exhaust fluid dosing unit input lines are responsible fortransporting diesel exhaust fluid between the dosing unit, dosingvalve, and diesel exhaust fluid tank.



AftertreatmentDiesel Exhaust FluidDosing Unit InputLines - MechanicalSystem NotResponding or Outof Adjustment

There are three diesel exhaust fluidlines. One line is between the dosingunit and aftertreatment nozzle, andthe other two lines are between thedosing unit and diesel exhaust fluidtank. These lines can be partiallyhidden from view by the SelectiveCatalytic Reduction (SCR) system andother vehicle components. Linerouting will vary, based onaftertreatment architecture and theOEM.

The diesel exhaust fluid dosing unit supplies diesel exhaust fluid tothe aftertreatment nozzle through the nozzle supply line.

AftertreatmentDiesel Exhaust FluidDosing Unit InputLines - MechanicalSystem NotResponding or Outof Adjustment

There are three diesel exhaust fluidlines. One line is between the dosingunit and dosing valve, and the othertwo lines are between the dosing unitand diesel exhaust fluid tank. Theselines can be partially hidden fromview by the Selective CatalyticReduction (SCR) system and othervehicle components. Line routing willvary, based on the aftertreatmentarchitecture and OEM.

The diesel exhaust fluid dosing unit lines are responsible fortransporting diesel exhaust fluid between the dosing unit, dosingvalve, and diesel exhaust fluid tank.

AftertreatmentDiesel Exhaust FluidDosing Unit Loss ofPrime - ConditionExists

The aftertreatment diesel exhaustfluid dosing unit location is OEMdependent.

For an air-assisted SCR aftertreatment system, the aftertreatmentdiesel exhaust fluid dosing unit requires air pressure from the OEMair tanks in order to prime and help carry the diesel exhuast fluidfrom the dosing unit to the aftertreatment nozzle. The diesel exhaustfluid dosing unit precisely measures the amount of diesel exhaustfluid to be injected into the aftertreatment system. The dieselexhaust fluid dosing unit has three primary cycles: priming, dosing,and purging. The priming cycle occurs at initial engine start makessure that diesel exhaust fluid is available at the diesel exhaust fluiddosing unit. During the dosing cycle, the diesel exhaust fluid is beingdelivered to the aftertreatment nozzle. A purge cycle occurs whenthe engine is turned off. The purge cycle confirms that all the dieselexhaust fluid is removed from the diesel exhaust fluid lines andaftertreatment nozzle.

AftertreatmentDiesel Exhaust FluidPressure Sensor -Data Valid But AboveNormal OperatingRange - ModeratelySevere Level

There are three diesel exhaust fluidlines. One line is between the dosingunit and aftertreatment nozzle, andthe other two lines are between thedosing unit and diesel exhaust fluidtank. These lines can be partiallyhidden from view by the SelectiveCatalytic Reduction (SCR) system andother vehicle components. Linerouting will vary, based onaftertreatment architecture and theOEM.

The diesel exhaust fluid dosing unit returns diesel exhaust fluid to thetank through the return line.

AftertreatmentDiesel Exhaust FluidPressure Sensor -Data Valid But AboveNormal OperatingRange - ModeratelySevere Level

The aftertreatment diesel exhaustfluid pressure sensor is internal to theaftertreatment diesel exhaust fluiddosing unit and cannot be servicedseparately.

The diesel exhaust fluid controller provides a 5 volt supply and aground to the diesel exhaust fluid pressure sensor. The pressuresensor provides a signal to the diesel exhaust fluid controller on thesensor signal circuit. This sensor signal voltage changes based onthe diesel exhaust fluid pressure supplied by the dosing unit. Thediesel exhaust fluid controller will detect a low signal voltage at lowdiesel exhaust fluid pressures, and high signal voltage at high dieselexhaust fluid pressures. The aftertreatment diesel exhaust fluidpressure sensor reading is communicated to the ECM via the enginedata link.

AftertreatmentDiesel Particulate

The engine aftertreatment system monitors the soot load in theaftertreatment diesel particulate filter. Under normal operatingconditions, the aftertreatment diesel particulate filter is self-cleaning,where soot is converted to carbon dioxide, nitrogen, and water.Under light load operating conditions, it can be necessary to performa stationary regeneration of the aftertreatment diesel particulate



Filter DifferentialPressure - DataValid But AboveNormal OperationalRange - ModeratelySevere Level

The aftertreatment diesel particulatefilter is located in the exhaust systemand is installed by the originalequipment manufacturer (OEM).

filter. The soot load in the aftertreatment diesel particulate filter isestimated, using the aftertreatment differential pressure sensor andthe calculated soot output of the engine. This fault code can betriggered if the application is not operating at a duty cycle highenough to actively regenerate the aftertreatment diesel particulatefilter. This fault code indicates that the exhaust temperatures exitingthe turbocharger are not high enough to actively regenerate the sootthat is trapped in the aftertreatment diesel particulate filter. It can benecessary to increase the duty cycle of the application in order toprevent plugging of the aftertreatment diesel particulate filter.

AftertreatmentDiesel ParticulateFilter DifferentialPressure - DataValid But AboveNormal OperationalRange - MostSevere Level

The aftertreatment diesel particulatefilter is located in the exhaust system,and is installed by the originalequipment manufacturer (OEM).

The engine aftertreatment system monitors the soot load in theaftertreatment diesel particulate filter. Under normal operatingconditions, the aftertreatment diesel particulate filter is self-cleaning,where soot is converted to carbon dioxide, nitrogen, and water.Under light load operating conditions, it can be necessary to performa stationary regeneration of the aftertreatment diesel particulatefilter. The soot load in the aftertreatment diesel particulate filter isestimated, using the aftertreatment differential pressure sensor andthe calculated soot output of the engine. This fault code can betriggered if the application is not operating at a duty cycle that is highenough to actively regenerate the aftertreatment diesel particulatefilter. This fault code indicates that the exhaust temperatures exitingthe turbocharger are not high enough to actively regenerate the sootthat is trapped in the aftertreatment diesel particulate filter. It can benecessary to increase the duty cycle of the application in order toprevent plugging of the aftertreatment diesel particulate filter.

AftertreatmentDiesel ParticulateFilter DifferentialPressure - DataValid but AboveNormal OperationalRange - LeastSevere Level


The engine aftertreatment system monitors the soot load in theaftertreatment diesel particulate filter. Under normal operatingconditions, the aftertreatment diesel particulate filter is self-cleaning,where soot is converted to carbon dioxide, nitrogen, and water.Under light load operating conditions, it can be necessary to performa stationary regeneration of the aftertreatment diesel particulatefilter. The soot load in the aftertreatment diesel particulate filter isestimated, using the aftertreatment differential pressure sensor andthe calculated soot output of the engine. This fault code can betriggered if the application is not operating at a duty cycle highenough to regenerate the aftertreatment diesel particulate filter. Thisfault code indicates that the exhaust temperatures exiting theturbocharger are not high enough to actively regenerate the soot thatis trapped in the aftertreatment diesel particulate filter. It may benecessary to increase the duty cycle of the application in order toprevent plugging of the aftertreatment diesel particulate filter.

AftertreatmentDiesel ParticulateFilter DifferentialPressure Sensor -Data Erratic,Intermittent, orIncorrect

The aftertreatment diesel particulatefilter differential pressure sensor islocated in the aftertreatment system.

The ECM provides a 5 volt supply to the aftertreatment dieselparticulate filter differential pressure sensor on the sensor supplycircuit. The ECM also provides a ground on the sensor return circuit.The aftertreatment diesel particulate filter differential pressuresensor provides a signal to the ECM on the aftertreatment dieselparticulate filter differential pressure sensor signal circuit. Thissensor signal voltage changes, based on the differential pressureacross the aftertreatment diesel particulate filter.

AftertreatmentExhaust GasTemperature 1 -Data Erratic,Intermittent, orIncorrect

The aftertreatment diesel oxidationcatalyst inlet temperature sensor islocated in the aftertreatment system.It is located at the inlet of the dieseloxidation catalyst.

The aftertreatment temperature sensors are used by the electroniccontrol module (ECM) to monitor the engine exhaust temperatures inthe aftertreatment system. The aftertreatment temperature sensorsare thermistors and change resistance based on the temperaturebeing measured. The ECM provides a 5 volt reference voltage to thesensor. The ECM monitors the change in signal voltage and convertsit to a temperature value. When the exhaust temperature is low, thethermistor resistance is high. The ECM signal voltage only pulls downa small amount through the sensor to ground. Therefore, the ECMsenses a high signal voltage (low temperature). When the exhaustgas temperature is high, the thermistor resistance is low. The signalvoltage pulls down a large amount. Therefore, the ECM senses a lowsignal voltage (high temperature).

The aftertreatment diesel oxidationcatalyst inlet temperature sensor islocated in the inlet section of the

The aftertreatment exhaust gas temperature sensors are used by theelectronic control module (ECM) to monitor the exhaust temperaturesin the aftertreatment system. The aftertreatment exhaust gas



AftertreatmentExhaust GasTemperature 1 -Data Valid But AboveNormal OperatingRange - MostSevere Level

located in the inlet section of theaftertreatment system. Theaftertreatment diesel particulate filterinlet temperature sensor is located inthe aftertreatment system. It islocated at the outlet of theaftertreatment diesel oxidationcatalyst and before theaftertreatment diesel particulate filter.The aftertreatment diesel particulatefilter temperature outlet sensor islocated in the outlet section of theaftertreatment system.

in the aftertreatment system. The aftertreatment exhaust gastemperature sensors are thermistors and change resistance basedon the temperature being measured. The ECM provides a 5 voltreference voltage to the sensor. The ECM monitors the change insignal voltage and converts this to a temperature value. When theexhaust temperature is cold, the sensor or thermistor resistance ishigh. The ECM signal voltage only pulls down a small amount throughthe sensor to ground. Therefore, the ECM senses a high signalvoltage or low temperature. When the exhaust gas temperature ishot, the sensor resistance is low. The signal voltage pulls down alarge amount. Therefore, the ECM senses a low signal voltage, or ahigh temperature.

AftertreatmentExhaust GasTemperature 1Circuit - VoltageAbove Normal orShorted to HighSource

The aftertreatment diesel oxidationcatalyst inlet temperature sensor islocated in the aftertreatment system.It is located at the inlet of theaftertreatment catalyst.

The aftertreatment temperature sensors are used by the electroniccontrol module (ECM) to monitor the engine exhaust temperatures inthe aftertreatment system. The aftertreatment temperature sensorsare thermistors and change resistance based on the temperaturebeing measured. The ECM provides a 5 volt reference voltage to thesensor. The ECM monitors the change in signal voltage and convertsthis to a temperature value. When the exhaust temperature is low,the sensor or thermistor resistance is high. The ECM signal voltageonly pulls down a small amount through the sensor to ground.Therefore, the ECM senses a high signal voltage or low temperature.When the exhaust gas temperature is high, the sensor resistance islow. The signal voltage pulls down a large amount. Therefore, theECM senses a low signal voltage, or a high temperature.

AftertreatmentExhaust GasTemperature 1Circuit - VoltageBelow Normal orShorted to LowSource

The aftertreatment diesel oxidationcatalyst inlet temperature sensor islocated in the aftertreatment system.It is located at the inlet of theaftertreatment catalyst.

The aftertreatment temperature sensors are used by the electroniccontrol module (ECM) to monitor the engine exhaust temperatures inthe aftertreatment system. The aftertreatment temperature sensorsare thermistors and change resistance based on the temperaturebeing measured. The ECM provides a 5 volt reference voltage to thesensor. The ECM monitors the change in signal voltage and convertsthis to a temperature value. When the exhaust temperature is low,the sensor or thermistor resistance is high. The ECM signal voltageonly pulls down a small amount through the sensor to ground.Therefore, the ECM senses a high signal voltage or low temperature.When the exhaust gas temperature is high, the sensor resistance islow. The signal voltage pulls down a large amount. Therefore, theECM senses a low signal voltage, or a high temperature.


The aftertreatment diesel particulatefilter inlet temperature sensor islocated in the aftertreatment system.It is located at the outlet of thecatalyst and before theaftertreatment particulate filter.

The aftertreatment temperature sensors are used by the electroniccontrol module (ECM) to monitor the engine exhaust temperatures inthe aftertreatment system. The aftertreatment temperature sensorsare thermistors and change resistance based on the temperaturebeing measured. The ECM provides a 5 volt reference voltage to thesensor. The ECM monitors the change in signal voltage and convertsthis to a temperature value. When the exhaust gas temperature islow, the sensor or thermistor resistance is high. The ECM signalvoltage only pulls down a small amount through the sensor toground. Therefore, the ECM senses a high signal voltage or lowtemperature. When the exhaust gas temperature is high, the sensorresistance is low. The signal voltage pulls down a large amount.Therefore, the ECM senses a low signal voltage, or a hightemperature.

AftertreatmentExhaust GasTemperature 2 -Data Valid but AboveNormal OperationalRange - ModeratelySevere Level

The aftertreatment diesel particulatefilter inlet temperature sensor islocated in the aftertreatment system.It is located at the outlet of theaftertreatment diesel oxidationcatalyst and before theaftertreatment diesel particulate filter.

The aftertreatment exhaust gas temperature sensors are used by theelectronic control module (ECM) to monitor the exhaust temperaturesin the aftertreatment system. The aftertreatment exhaust gastemperature sensors are thermistors and change resistance basedon the temperature being measured. The ECM provides a 5 voltreference voltage to the sensor. The ECM monitors the change insignal voltage and converts this to a temperature value. When theexhaust temperature is cold, the sensor or thermistor resistance ishigh. The ECM signal voltage only pulls down a small amount throughthe sensor to ground. Therefore, the ECM senses a high signalvoltage or low temperature. When the exhaust gas temperature ishot, the sensor resistance is low. The signal voltage pulls down alarge amount. Therefore, the ECM senses a low signal voltage, or ahigh temperature.



AftertreatmentExhaust GasTemperature 2 -Data Valid but AboveNormal OperationalRange - MostSevere Level

The aftertreatment diesel particulatefilter inlet temperature sensor islocated in the aftertreatment system.It is located at the outlet of theaftertreatment diesel oxidationcatalyst and before theaftertreatment diesel particulate filter.The aftertreatment diesel particulatefilter outlet temperature sensor islocated in the outlet section of theaftertreatment system.

The aftertreatment exhaust gas temperature sensors are used by theelectronic control module (ECM) to monitor the engine exhausttemperatures in the aftertreatment system. The aftertreatmentexhaust gas temperature sensors are thermistors and changeresistance based on the temperature being measured. The ECMprovides a 5 volt reference voltage to the sensor. The ECM monitorsthe change in signal voltage and converts this to a temperaturevalue. When the exhaust temperature is cold, the sensor orthermistor resistance is high. The ECM signal voltage only pulls downa small amount through the sensor to ground. Therefore, the ECMsenses a high signal voltage or low temperature. When the exhaustgas temperature is hot, the sensor resistance is low. The signalvoltage pulls down a large amount. Therefore, the ECM senses a lowsignal voltage, or a high temperature.

AftertreatmentExhaust GasTemperature 2 -Data Valid but BelowNormal OperatingRange - LeastSevere Level

The aftertreatment diesel oxidationcatalyst is located in the exhaustsystem. The location of the catalystcan vary depending on the originalequipment manufacturer (OEM).

The aftertreatment system is monitored by three temperaturesensors that are located in the exhaust system. The aftertreatmentdiesel oxidation catalyst inlet temperature sensor is located after theturbocharger outlet, at the inlet of the aftertreatment system. Theaftertreatment diesel particulate filter inlet temperature sensor islocated between the aftertreatment diesel oxidation catalyst and theaftertreatment diesel particulate filter. The aftertreatment dieselparticulate filter outlet temperature sensor is located after theaftertreatment diesel particulate filter. The temperature sensorsaround the aftertreatment diesel oxidation catalyst are used tomonitor the temperature differential across the catalyst during activeregeneration of the aftertreatment system.

AftertreatmentExhaust GasTemperature 2 -Data Valid but BelowNormal OperatingRange - ModeratelySevere Level


The aftertreatment system is monitored by three temperaturesensors that are located in the exhaust system. The aftertreatmentdiesel oxidation catalyst inlet temperature sensor is located after theturbocharger outlet at the inlet of the aftertreatment system. Theaftertreatment diesel particulate filter inlet temperature sensor islocated between the aftertreatment diesel oxidation catalyst and theaftertreatment diesel particulate filter. The aftertreatment dieselparticulate filter outlet temperature sensor is located after theaftertreatment diesel particulate filter. The temperature sensorsaround the aftertreatment diesel oxidation catalyst are used tomonitor the temperature differential across the catalyst during activeregeneration of the aftertreatment system.



The aftertreatment temperature sensors are used by the electroniccontrol module (ECM) to monitor the engine exhaust temperatures inthe aftertreatment system. The aftertreatment temperature sensorsare thermistors and change resistance based on the temperaturebeing measured. The ECM provides a 5 volt reference voltage to thesensor. The ECM monitors the change in signal voltage and convertsthis to a temperature value. When the exhaust gas temperature islow, the sensor or thermistor resistance is high. The ECM signalvoltage only pulls down a small amount through the sensor toground. Therefore, the ECM senses a high signal voltage or lowtemperature. When the exhaust gas temperature is high, the sensorresistance is low. The signal voltage pulls down a large amount.Therefore, the ECM senses a low signal voltage, or a hightemperature.



The aftertreatment temperature sensors are used by the electroniccontrol module (ECM) to monitor the engine exhaust temperatures inthe aftertreatment system. The aftertreatment temperature sensorsare thermistors and change resistance based on the temperaturebeing measured. The ECM provides a 5 volt reference voltage to thesensor. The ECM monitors the change in signal voltage and convertsthis to a temperature value. When the exhaust gas temperature islow, the sensor or thermistor resistance is high. The ECM signalvoltage only pulls down a small amount through the sensor toground. Therefore, the ECM senses a high signal voltage or lowtemperature. When the exhaust gas temperature is high, the sensoror thermistor resistance is low. The signal voltage pulls down a largeamount. Therefore, the ECM senses a low signal voltage, or a hightemperature.




The aftertreatment diesel particulatefilter outlet temperature sensor islocated in the aftertreatment system.It is located at the outlet of the dieselparticulate filter.

The aftertreatment temperature sensors are used by the electroniccontrol module (ECM) to monitor the engine exhaust temperatures inthe aftertreatment system. The aftertreatment temperature sensorsare thermistors and change resistance based on the temperaturebeing measured. The ECM provides a 5 volt reference voltage to thesensor. The ECM monitors the voltage on the signal pin and convertsthis to a temperature value.


The aftertreatment diesel particulatefilter outlet temperature sensor islocated in the aftertreatment system.It is located at the outlet of the dieselparticulate filter.

The aftertreatment temperature sensors are used by the electroniccontrol module (ECM) to monitor the engine exhaust gastemperatures in the aftertreatment system. The aftertreatmenttemperature sensors are thermistors and change resistance basedon the temperature being measured. The ECM provides a 5 VDCreference voltage to the sensor. The ECM monitors the change insignal voltage and converts this to a temperature value. When theexhaust gas temperature is cold, the sensor or thermistor resistanceis high. The ECM signal voltage only pulls down a small amountthrough the sensor to ground. Therefore, the ECM senses a highsignal voltage or low temperature. When the exhaust gastemperature is hot, the sensor or thermistor resistance is low. Thesignal pulls down a large amount. Therefore, the ECM senses a lowsignal voltage, or a high temperature.


The aftertreatment diesel particulatefilter outlet temperature sensor islocated in the aftertreatment system.It is located at the outlet of theaftertreatment diesel particulate filter.

The aftertreatment temperature sensors are used by the electroniccontrol module (ECM) to monitor the engine exhaust temperatures inthe aftertreatment system. The aftertreatment temperature sensorsare thermistors and change resistance based on the temperaturebeing measured. The ECM provides a 5 volt reference voltage to thesensor. The ECM monitors the change in signal voltage and convertsthis to a temperature value. When the exhaust gas temperature iscold, the sensor or thermistor resistance is high. The ECM signalvoltage only pulls down a small amount through the sensor toground. Therefore, the ECM senses a high signal voltage or lowtemperature. When the exhaust gas temperature is hot, the sensorresistance is low. The signal voltage pulls down a large amount.Therefore, the ECM senses a low signal voltage, or a hightemperature.

Aftertreatment FuelInjector 1 - DataValid but AboveNormal OperationalRange - ModeratelySevere Level



Aftertreatment FuelRate - Data Valid butAbove NormalOperational Range -Moderately SevereLevel

The aftertreatment diesel particulatefilter is located in the exhaust systemand is installed by the originalequipment manufacturer (OEM). Theinhibit switch may be an actual switchin the vehicle dash or it may be aJ1939 message sent via the J1939datalink.

The aftertreatment system requires fuel from the engine toregenerate the aftertreatment diesel particulate filter. This fuel isinjected into the cylinder during a late post injection of the fuelinjector. During this post injection event, it is possible that some fuelwill enter the crankcase. During extended regeneration events theengine oil can become diluted with diesel fuel. This fault code istriggered when the electronic control system detects that fuel dilutionof the lubricating oil is possible.

AftertreatmentParticulate FilterDifferential Pressure- Data Valid butAbove NormalOperational Range -Least Severe Level


The engine aftertreatment system monitors the soot load in theaftertreatment diesel particulate filter. Under normal operatingconditions the aftertreatment diesel particulate filter is self-cleaning,where soot is converted to carbon dioxide, nitrogen, and water.Under light load operating conditions, it can be necessary to performa stationary regeneration of the aftertreatment diesel particulatefilter. The soot load in the aftertreatment diesel particulate filter isestimated, using the aftertreatment differential pressure sensor andthe calculated soot output of the engine.



AftertreatmentParticulate FilterDifferential PressureSensor Circuit -Voltage AboveNormal or Shortedto High Source


The electronic control module (ECM) provides a 5 volt supply to theaftertreatment diesel particulate filter differential pressure sensor onthe sensor supply circuit. The ECM also provides a ground on thesensor return circuit. The aftertreatment diesel particulate filterdifferential pressure sensor provides a signal to the ECM on theaftertreatment diesel particulate filter differential pressure sensorsignal circuit. This sensor signal voltage changes based on thedifferential pressure across the aftertreatment diesel particulatefilter.

AftertreatmentParticulate FilterDifferential PressureSensor Circuit -Voltage BelowNormal or Shortedto Low Source


The electronic control module (ECM) provides a 5 volt supply to theaftertreatment diesel particulate filter differential pressure sensor onthe sensor supply circuit. The ECM also provides a ground on thesensor return circuit. The aftertreatment diesel particulate filterdifferential pressure sensor provides a signal to the ECM on theaftertreatment diesel particulate filter differential pressure sensorsignal circuit. This sensor signal voltage changes based on thedifferential pressure across the aftertreatment diesel particulatefilter.

AftertreatmentParticulate TrapMissing - ConditionExists

The aftertreatment particulate trap islocated in the exhaust system and isinstalled by the original equipmentmanufacturer (OEM).

The engine aftertreatment system monitors for the presence of theaftertreatment particulate trap. This diagnostic checks to make surethat the aftertreatment particulate trap is present and functioningcorrectly.

Ambient Air Density- Data Valid butBelow NormalOperational Range -Least Severe Level

The barometric pressure sensor ismounted on the main branch of theengine harness near the ECM.

The ambient air pressure sensor responds to pressure changes inthe atmospheric pressure. The pressure changes occur based on theelevation where the engine is currently operating. The ambient airpressure sensor has a 5 volt supply circuit, a sensor signal voltage,and a return circuit. The electronic control module (ECM) provides a5 volt supply to the ambient air pressure sensor on the sensor supply1 circuit. The ECM also provides a ground on the sensor returncircuit. The ambient air pressure sensor provides a signal to the ECMon the ambient air pressure sensor signal circuit. This sensor signalvoltage changes based on the pressure of the atmosphere. The ECMwill detect a low signal voltage when the vehicle is operating at highaltitudes. The ECM will detect a high signal voltage when the vehicleis operating at sea level altitudes.

Ambient AirTemperature Sensor1 Circuit - VoltageAbove Normal orShorted to HighSource

The ambient air temperature sensoris located in the air intake.

The ambient air temperature sensor 1 is a variable resistor sensorand is used to measure the temperature of the air entering theturbocharger compressor inlet of the engine. The electronic controlmodule (ECM) supplies 5 volts to the ambient air temperature signalcircuit. The ECM monitors the change in voltage caused by changesin the resistance of the sensor to determine the ambient airtemperature.

Ambient AirTemperature Sensor1 Circuit - VoltageBelow Normal orShorted to LowSource

The ambient air temperature sensoris located in the air intake.

The ambient air temperature sensor is a variable resistor sensor andis used to measure the temperature of the air entering theturbocharger compressor inlet of the engine. The electronic controlmodule (ECM) supplies 5 volts to the ambient air temperature signalcircuit. The ECM monitors the change in voltage caused by changesin the resistance of the sensor to determine the ambient airtemperature.

Auxiliary AlternateTorque ValidationSwitch - DataErratic, Intermittent,or Incorrect

The location of the torque curveswitch circuit varies with each OEMand equipment model.

The torque curve switch circuit allows the operator to select from upto three preprogrammed torque curves using a two- or three-position switch, depending on which one the original equipmentmanufacturer (OEM) has provided.

AuxiliaryCommanded DualOutput Shutdown -Special Instructions

The dual outputs features are OEMdependent.

Dual outputs based on sensed parameters provide up to twoindependent switched outputs for original equipment manufacturer(OEM) use. The state of each switched output can be determined bydifferent inputs to the electronic control module (ECM), depending onthe engine platform. The ECM can provide different outputs to OEMdevices if any of the inputs are above or below calibrated thresholds.Each switched output is independent of the other with respect tocontrol parameter input and threshold settings.



Auxiliary EquipmentSensor Input 3 -Root Cause NotKnown

The OEM pressure or temperaturesensor input will vary, depending onapplication.

The original equipment manufacturer (OEM) has the option of wiringa pressure or temperature sensor input to the Cummins® electroniccontrol module (ECM). A specific calibration is then created torecognize this pressure or temperature sensor input. This fault codeis activated when the pressure or temperature input from the OEMsensor exceeds the engine protection limit defined by the OEM.Depending on OEM requirements, an Engine Protection derate can beassociated with this fault code.

Auxiliary EquipmentSensor Input 3Engine ProtectionCritical - SpecialInstructions

The emergency door location mayvary depending on the vehicleapplication.

Some vehicle applications may have an interlock switch indicating theposition of an emergency exit door.

AuxiliaryInput/Output 3Circuit - VoltageAbove Normal orShorted to HighSource

The OEM output solenoid locationvaries by OEM.

The electronic control module (ECM) provides a signal to the originalequipment manufacturer (OEM) output control solenoid to turn theOEM supplied accessory on and off. The OEM output control circuitvaries by OEM. Some OEMs will use a solenoid return that is wired tothe ECM or will use a return that goes to engine block or chassisground.

Auxiliary PWM Driver1 - Voltage AboveNormal or Shortedto High Source

The transmission shift modulator uses this signal from the electroniccontrol module (ECM) to determine when to shift the transmission.The return circuit is dependent on original equipment manufacturer(OEM) wiring. It may be wired back to the ECM on some vehicles orwired to chassis or block ground on others. Consult the OEM wiringdiagram for return circuit details.

Auxiliary PWM Driver1 - Voltage BelowNormal or Shortedto Low Source

The transmission shift modulator uses this signal from the electroniccontrol module (ECM) to determine when to shift the transmission.The return circuit is dependent on original equipment manufacturer(OEM) wiring. It may be wired back to the ECM on some vehicles orwired to chassis or block ground on others. Consult the OEM wiringdiagram for return circuit details.

Auxiliary PressureSensor Input 1 -Special Instructions

The OEM pressure sensor input willvary depending on application.

The original equipment manufacturer (OEM) has the option of wiringa pressure sensor input to the Cummins electronic control module(ECM). A specific calibration is then created to recognize thispressure sensor input. This fault code is activated when the pressureor temperature input from the OEM sensor exceeds the engineprotection limit defined by the OEM. Depending on OEMrequirements, an Engine Protection derate may be associated withthis fault code.

Auxiliary PressureSensor Input 1Circuit - VoltageAbove Normal orShorted to HighSource


The original equipment manufacturer (OEM) has the option of wiringa pressure sensor input to the Cummins electronic control module(ECM). A specific calibration is then created to recognize thispressure sensor input.

Auxiliary PressureSensor Input 1Circuit - VoltageBelow Normal orShorted to LowSource


The original equipment manufacturer (OEM) has the option of wiringa pressure sensor input to the Cummins electronic control module(ECM). A specific calibration is then created to recognize thispressure sensor input.

AuxiliaryTemperature SensorInput 1 - SpecialInstructions.

The OEM temperature sensor inputwill vary depending on application.

The original equipment manufacturer (OEM) has the option of wiringa temperature sensor input to the Cummins ECM. A specificcalibration is then created to recognize this temperature sensorinput. This fault code is activated when the pressure or temperatureinput from the OEM sensor exceeds the engine protection limitdefined by the OEM. Depending on OEM requirements, an EngineProtection derate may be associated with this fault code.

Auxiliary



Temperature SensorInput 1 Circuit -Voltage AboveNormal or Shortedto High Source


The original equipment manufacturer (OEM) has the option of wiringa temperature sensor input to the Cummins electronic controlmodule (ECM). A specific calibration is then created to recognize thistemperature sensor input.

AuxiliaryTemperature SensorInput 1 Circuit -Voltage BelowNormal or Shortedto Low Source


The original equipment manufacturer (OEM) has the option of wiringa temperature sensor input to the Cummins electronic controlmodule (ECM). A specific calibration is then created to recognize thistemperature sensor input.

Barometric Pressure- Data Erratic,Intermittent, orIncorrect

The ambient air pressure sensor responds to pressure changes inthe atmospheric pressure. The pressure changes occur based onelevation where the engine is currently operating. The ambient airpressure sensor has a 5 volt supply circuit, a sensor signal voltage,and a return circuit. The electronic control module (ECM) provides a5-volt supply to the ambient air pressure sensor on the sensor supply1 circuit. The ECM also provides a ground on the sensor returncircuit. The ambient air pressure sensor provides a signal to the ECMon the ambient air pressure sensor signal circuit. This sensor signalvoltage changes, based on the pressure of the atmosphere. The ECMwill detect a low signal voltage when the vehicle is operating at highaltitudes. The ECM will detect a high signal voltage when the vehicleis operating at sea level altitudes.

Barometric PressureSensor Circuit -Voltage AboveNormal or Shortedto High Source

The barometric pressure sensor ismounted on the main branch of theengine harness near the ECM.

The ambient air pressure sensor responds to pressure changes inthe atmospheric pressure. The pressure changes occur based onelevation that the engine is presently operating at. The ambient airpressure sensor has a 5 volt supply circuit, a sensor signal voltage,and a return circuit. The electronic control module (ECM) provides a5 volt supply to the ambient air pressure sensor on the sensor supply1 circuit. The ECM also provides a ground on the sensor returncircuit. The ambient air pressure sensor provides a signal to the ECMon the ambient air pressure sensor signal circuit. This sensor signalvoltage changes, based on the pressure of the atmosphere. The ECMwill detect a low signal voltage when the vehicle is operating at highaltitudes. The ECM will detect a high signal voltage when the vehicleis operating at sea level.

Barometric PressureSensor Circuit -Voltage BelowNormal or Shortedto Low Source

The barometric pressure sensor ismounted on the main branch of theengine harness near the ECM

The electronic control module (ECM) provides a 5 volt supply to theambient air pressure sensor on the sensor supply 1 circuit. The ECMalso provides a ground on the sensor return circuit. The ambient airpressure sensor provides a signal to the ECM on the ambient airpressure sensor signal circuit. This sensor signal voltage changes,based on the pressure of the atmosphere. The ECM will detect a lowsignal voltage when the vehicle is operating at high altitudes. TheECM will detect a high signal voltage when the vehicle is operating atsea level.

Battery 1 Voltage -Data Valid but AboveNormal OperationalRange - ModeratelySevere Level

The ECM is located on the intake sideof the engine.

The electronic control module (ECM) receives constant voltage fromthe batteries through the unswitched battery wires that areconnected directly to the positive (+) battery post. There is one 30-ampere fuse in the unswitched battery wire to protect the OEMharness. The ECM receives switched battery input through thevehicle keyswitch wire when the vehicle keyswitch is turned on. Thebattery return wires are connected directly to the negative (-) batterypost.

Battery 1 Voltage -Data Valid but BelowNormal OperationalRange - ModeratelySevere Level

The ECM is located on the intake sideof the engine. The ECM is connectedto the battery by the OEM harness.This direct link provides a constantpower supply for the ECM.

The electronic control module (ECM) receives constant voltage fromthe batteries through the unswitched battery wires that areconnected directly to the positive (+) battery post. There is one 30-ampere fuse in the unswitched battery wires to protect the originalequipment manufacturer (OEM) harness. The ECM receives switchedbattery input through the vehicle keyswitch wire when the vehiclekeyswitch is turned on. The battery return wires are connecteddirectly to the negative (-) battery post.

The aftertreatment system is monitored by three temperature



Catalyst Efficiency -Out of Calibration


The aftertreatment system is monitored by three temperaturesensors that are located in the exhaust system. The aftertreatmentdiesel oxidation catalyst inlet temperature sensor is located after theturbocharger outlet at the inlet of the aftertreatment system. Theaftertreatment diesel particulate filter inlet temperature sensor islocated between the aftertreatment diesel oxidation catalyst and theaftertreatment diesel particulate filter. The aftertreatment dieselparticulate filter outlet temperature sensor is located after theaftertreatment diesel particulate filter. The temperature sensorsaround the aftertreatment diesel oxidation catalyst are used tomonitor the temperature differential across the catalyst during activeregeneration of the aftertreatment system.

Catalyst Efficiency -Out of Calibration

The aftertreatment diesel oxidationcatalyst is located in the exhaustsystem. The location of the catalystmay vary, depending on the originalequipment manufacturer (OEM).


Catalyst FacePlugged - RootCause Not Known

The aftertreatment diesel oxidationcatalyst is located in the exhaustsystem. The location of the catalystmay vary, depending on the originalequipment manufacturer (OEM).

This fault code is set when the inlet face of the diesel oxidationcatalyst is detected to be plugged with soot. The aftertreatmentsystem is monitored by three temperature sensors that are located inthe exhaust system. The temperature sensors around theaftertreatment diesel oxidation catalyst are used to monitor thetemperature differential across the catalyst during activeregeneration of the aftertreatment system.

Catalyst InletTemperature SensorSwapped with Outlet- Condition Exists

The aftertreatment temperaturesensors are located in theaftertreatment system.

The aftertreatment system is monitored by three temperaturesensors that are located in the exhaust system. The aftertreatmentdiesel oxidation catalyst inlet temperature sensor is located after theturbocharger outlet. The aftertreatment diesel particulate filter inlettemperature sensor is located between the aftertreatment catalystand aftertreatment particulate filter. The aftertreatment dieselparticulate filter outlet temperature sensor is located after theaftertreatment particulate filter. These sensors monitor thetemperatures in the aftertreatment system and determine if theaftertreatment catalyst is missing.

Catalyst Missing -Condition Exists

The aftertreatment catalyst is locatedin the exhaust system. The location ofthe catalyst can vary depending onthe original equipment manufacturer(OEM).

The aftertreatment system is monitored by three temperaturesensors that are located in the exhaust system. The aftertreatmentdiesel oxidation catalyst inlet temperature sensor is located after theturbocharger outlet. The aftertreatment diesel particulate filter inlettemperature sensor is located between the aftertreatment catalystand the aftertreatment particulate filter. The aftertreatment dieselparticulate filter outlet temperature sensor is located after theaftertreatment particulate filter. These sensors monitor thetemperatures in the aftertreatment system and determine if theaftertreatment catalyst is missing.

Coolant Level - DataValid but BelowNormal OperationalRange - LeastSevere Level

The engine coolant level sensor istypically located in the radiator toptank or surge tank.

The coolant level sensor is a switch and is used to measure the levelof the engine coolant in the radiator top tank. The coolant levelsensor is immersed in the coolant and returns a different signalvoltage when immersed in coolant versus being out of coolant. Theelectronic control module (ECM) monitors the change in the signalvoltage to determine the level of the engine coolant.

Coolant Level - DataValid but BelowNormal OperationalRange - ModeratelySevere Level


The coolant level sensor is a switch and is used to measure the levelof the engine coolant in the radiator top tank. The coolant levelsensor is immersed in the coolant and returns a different signalvoltage when immersed in coolant, versus being out of coolant. Theelectronic control module (ECM) supplies 5 volts to the coolant levelsignal circuit. The resistance of the engine coolant level sensorchanges, based on the coolant level. The ECM monitors the changein voltage caused by changes in the resistance of the sensor to



determine the level of the engine coolant.

Coolant LevelSensor 1 Circuit -Voltage AboveNormal or Shortedto High Source


The coolant level sensor is a switch and is used to measure the levelof the engine coolant in the radiator top tank. The coolant levelsensor is immersed in the coolant and returns a different signalvoltage when immersed in coolant versus being out of coolant. Theelectronic control module (ECM) supplies 5 volts to the coolant levelsignal circuit. The resistance of the engine coolant level sensorchanges based on the coolant level. The sensor resistance isbetween 5.4k ohms and 34k ohms when the sensor is submersed incoolant. The sensor resistance is between 333k ohms and 880kohms when the sensor is not sumbersed in coolant. The ECMmonitors the change in voltage caused by changes in the resistanceof the sensor to determine the level of the engine coolant.

Coolant LevelSensor 1 Circuit -Voltage AboveNormal or Shortedto High Source


The electronic control module (ECM) supplies a 5 volt supply to theengine coolant level sensor using a common sensor supply circuit.The ECM also provides a ground on the sensor return circuit. Theengine coolant level sensor provides a signal to the ECM on theengine coolant level sensor signal circuit. This sensor signal voltagechanges, based on the coolant level in the expansion tank.

Coolant LevelSensor 1 Circuit -Voltage BelowNormal or Shortedto Low Source


The engine coolant level sensor is a switch and is used to measurethe level of the engine coolant in the radiator top tank. The coolantlevel sensor is immersed in the coolant and returns a different signalvoltage when immersed in coolant versus being out of coolant. Theelectronic control module (ECM) supplies 5 volts to the coolant levelsignal circuit. The resistance of the engine coolant level sensorchanges based on the coolant level. The sensor resistance isbetween 5.4k ohms and 34k ohms when the sensor is submersed incoolant. The sensor resistance is between 333k ohms and 880kohms when the sensor is not submersed in coolant. The ECMmonitors the change in voltage caused by changes in the resistanceof the sensor to determine the level of the engine coolant.

Coolant LevelSensor 1 Circuit -Voltage BelowNormal or Shortedto Low Source


The electronic control module (ECM) provides a 5 volt supply to theengine coolant level sensor using a common sensor SUPPLY circuit.The ECM also provides a ground on the sensor RETURN circuit. Theengine coolant level sensor provides a signal to the ECM on theengine coolant level sensor SIGNAL circuit. This sensor signal voltagechanges based on the coolant level in the expansion tank.

Crankcase Pressure- Data Erratic,Intermittent, orIncorrect

Use the following procedure for adetailed component location view ofthe crankcase pressure sensor andcrankcase filter.

The crankcase pressure sensor is used to monitor the pressureinside the crankcase. The electronic control module (ECM) suppliesthe crankcase pressure sensor a 5 volt reference voltage. When thecrankcase pressure is low, the sensor signal voltage is low. When thecrankcase pressure is high, the sensor signal voltage is near the 5volt reference voltage. The ECM monitors the crankcase pressuresignal circuit voltage to calculate the pressure of the air within thecrankcase.

Crankcase Pressure- Data Valid butAbove NormalOperational Range -Least Severe Level

The crankcase pressure sensor islocated in the crankcase filterassembly. The crankcase filter islocated on the left side of the engine.

The crankcase pressure sensor is used to monitor the pressureinside the crankcase. The electronic control module (ECM) suppliesthe crankcase pressure sensor a 5 volt reference voltage. When thecrankcase pressure is low, the sensor signal voltage is low. When thecrankcase pressure is high, the sensor signal voltage is near the 5volt reference voltage. The ECM monitors the crankcase pressuresignal circuit voltage to calculate the pressure of the air within thecrankcase.

Crankcase Pressure- Data Valid butAbove NormalOperational Range -Moderately SevereLevel

The crankcase pressure sensor islocated near the crankcase ventilationfilter. Use the following procedure fora detailed component location view

The pressure inside the crankcase filter is measured by thecrankcase pressure sensor. When the crankcase pressure sensordetermines that the crankcase pressure is higher than normal, thisfault code is logged.

Crankcase Pressure- Data Valid butAbove Normal

The crankcase pressure sensor islocated near the crankcase breather

The pressure inside the crankcase filter is measured by thecrankcase pressure sensor. When the crankcase pressure sensor



Above NormalOperational Range -Moderately SevereLevel

located near the crankcase breatherfilter. Use the following procedure fora detailed component location view

crankcase pressure sensor. When the crankcase pressure sensordetermines that the crankcase pressure is higher than normal, thisfault code is logged.

Crankcase Pressure- Data Valid butAbove NormalOperational Range -Most Severe Level

The crankcase pressure sensor islocated near the crankcase ventilationfilter. Use the following procedure fora detailed component location view

The pressure inside the crankcase is measured by the crankcasepressure sensor. When the crankcase pressure sensor determinesthat the crankcase pressure is higher than normal, this fault code islogged.

Crankcase Pressure- Data Valid butAbove NormalOperational Range -Most Severe Level

The crankcase pressure sensor islocated near the crankcase breatherfilter. Use the following procedure fora detailed component location view

The pressure inside the crankcase is measured by the crankcasepressure sensor. When the crankcase pressure sensor determinesthat the crankcase pressure is higher than normal, this fault code islogged.

Crankcase PressureCircuit - VoltageAbove Normal orShorted to HighSource

The crankcase pressure sensor islocated in the crankcase filterassembly.

The crankcase pressure sensor monitors the pressure inside thecrankcase gas filter assembly. If the pressure inside the crankcasefilter assembly reaches a maximum level, a fault code will be logged,indicating that maintenance is required on the crankcase filter.

Crankcase PressureCircuit - VoltageBelow Normal orShorted to LowSource

The crankcase pressure sensor islocated in the crankcase filterassembly.

The electronic control module (ECM) provides a 5 volt supply to thecrankcase pressure sensor on the sensor supply circuit. The ECMalso provides a ground on the sensor return circuit. The crankcasepressure sensor provides a signal to the ECM on the crankcasepressure sensor signal circuit. This sensor signal voltage changesbased on the pressure in the crankcase filter.

ECM InternalTemperature SensorCircuit - VoltageBelow Normal orShorted to LowSource

The ECM is located on the fuelsystem side of the engine.

The electronic control module (ECM) has an internal temperaturesensor that is used to measure the temperature inside the ECM.

ECU Power OutputSupply Voltage 1 -Data Valid but BelowNormal OperationalRange - ModeratelySevere Level

The VGT actuator is located on theturbocharger bearing housing.

The variable geometry turbocharger (VGT) is electronically activatedby the VGT actuator. The VGT actuator is a smart device andreceives information via the J1939 datalink from the primary engineECM. The VGT actuator performs its own diagnostics and reportsfailures back to the primary engine electronic control module (ECM)using the J1939 datalink.

EGR Valve Control -Special Instructions

The aftertreatment diesel particulatefilter is located in the exhaust system.The location of the aftertreatmentdiesel particulate filter variesdepending on the original equipmentmanufacturer (OEM).

The engine aftertreatment system monitors the soot load in theaftertreatment diesel particulate filter. Under normal operatingconditions, the aftertreatment diesel particulate filter is self-cleaning,where soot is converted to carbon dioxide, nitrogen, and water.Under light load operating conditions, it can be necessary to performa stationary regeneration of the aftertreatment diesel particulatefilter. The soot load in the aftertreatment diesel particulate filter isestimated using the aftertreatment differential pressure sensor andthe calculated soot output of the engine. This fault code is triggeredwhen the EGR valve is closed during an active regeneration of theaftertreatment diesel particulate filter. No failure of theaftertreatment system has occurred. Closing the EGR valve increasesthe exhaust temperature and increasing the rate of regeneration ofthe aftertreatment diesel particulate filter. No troubleshooting of theaftertreatment system is necessary. This fault code is for informationonly.

EGR Valve ControlCircuit - CurrentBelow Normal orOpen Circuit

The EGR valve is located on the airintake connection.

The exhaust gas recirculation (EGR) valve is opened by a motorlocated on top of the EGR valve. A motor shaft extends from themotor and contacts the dual-poppet valve to open the EGR valve. TheEGR valve motor does not actually retract the EGR valve. The motorcurrent is reduced and the spring pushes the EGR valve closed.

EGR Valve ControlCircuit - Mechanical

The exhaust gas recirculation (EGR) valve is opened by a motorlocated on top of the EGR valve. A motor shaft extends from the



Circuit - MechanicalSystem NotResponding Properlyor Out ofAdjustment

The EGR valve location can vary,depending on the engine application.

located on top of the EGR valve. A motor shaft extends from themotor and contacts the dual-poppet valve to open the EGR valve. TheEGR valve motor does not actually retract the EGR valve. The motorcurrent is reduced and the spring pushes the EGR valve closed.

EGR Valve ControlCircuit - VoltageBelow Normal orShorted to LowSource


The exhaust gas recirculation (EGR) valve is opened by a motorlocated on top of the EGR valve. A motor shaft extends from themotor and contacts the dual-poppet valve to open the EGR valve. TheEGR valve motor does not actually retract the EGR valve. The motorcurrent is reduced and the spring pushes the EGR valve closed.

EGR Valve Controller- Out of Calibration

The EGR valve location can vary,depending on the engine application.

The exhaust gas recirculation (EGR) valve is opened by a motorlocated on top of the EGR valve. A pin is extended from the motorand contacts the dual-poppet valve to open the EGR valve. The EGRvalve motor is not used to close the EGR valve. The pin retracts anda spring is used to close the EGR valve.

EGR Valve PositionCircuit - VoltageBelow Normal orShorted to LowSource


The exhaust gas recirculation (EGR) valve is opened by a motorlocated on top of the EGR valve. A motor shaft extends from themotor and contacts the dual-poppet valve to open the EGR valve. TheEGR valve motor does not actually retract the EGR valve. The motorcurrent is reduced and the spring pushes the EGR valve closed. TheEGR valve motor contains three position sensors that detect thelocation of the EGR valve. These sensors report the position of thevalve back to the ECM over the EGR valve position A, B, and C wires.

Electric Lift Pump forEngine Fuel SupplyCircuit - VoltageAbove Normal orShorted to HighSource

The electric fuel lift pump is locatedbehind the ECM cooling plate on theintake side of the engine.

The circuit is a pulse width modulated driver in the electronic controlmodule (ECM) that controls the electric fuel lift pump. The lift pumpis grounded in the ECM.

Electric Lift Pump forEngine Fuel SupplyCircuit - VoltageBelow Normal orShorted to LowSource

The electric fuel lift pump is locatedbehind the ECM cooling plate on theintake side of the engine, near thefront.

The circuit is a pulse width modulated driver in the electronic controlmodule (ECM) that controls the electric fuel lift pump. The lift pumpis grounded in the ECM and runs at 100-percent duty cycle forapproximately 30 seconds at key-on.

Electrical ChargingSystem Voltage -Data Valid but AboveNormal OperationalRange - ModeratelySevere Level

The ECM is connected to the batteryby the ECM power harness. Thisdirect link provides a constant powersupply for the ECM. The location ofthe battery will vary with the OEM.

The electronic control module (ECM) receives constant voltage fromthe batteries through the unswitched battery wires that areconnected directly to the positive (+) battery post. The ECM receivesswitched battery input through the vehicle keyswitch wire when thevehicle keyswitch is turned on.

Electrical ChargingSystem Voltage -Data Valid but BelowNormal OperationalRange - ModeratelySevere Level

The ECM is connected to the batteryby the ECM power harness. Thisdirect link provides a constant powersupply for the ECM. The location ofthe battery will vary with the OEM.


Electrical ChargingSystem Voltage -Data Valid but BelowNormal OperationalRange - MostSevere Level

The ECM is connected to the batteryby the OEM harness. This direct linkprovides a constant power supply forthe ECM. The location of the batterywill vary with the OEM.


Electronic ControlModule CriticalInternal Failure -Bad IntelligentDevice orComponent

The ECM is located on the fuelsystem side of the engine.

The ECM has internal diagnostics that continuously run and check theinternal memory.



Electronic ControlModule WarningInternal HardwareFailure - BadIntelligent Device orComponent

The ECM is connected to the batteryby the OEM power harness throughthe ECM battery supply stub. Thisprovides a constant power supply forthe ECM. The location of the batterywill vary with the OEM.


Electronic FuelInjection ControlValve Circuit -Condition Exists

The fuel pump actuator valve islocated on the engine-mounted fuelpump housing.

The circuit is a pulse width modulated driver in the electronic controlmodule (ECM) that controls the electronic fuel control actuator. Theactuator is grounded in the ECM. The ECM varies the current to thisvalve to provide the correct fuel flow to the high-pressure pumpbased on engine operating conditions. The electronic fuel controlactuator valve is a normally open valve. High circuit resistance cancause fuel pressure to be higher than commanded at light loads.

Engine BrakeActuator Circuit 1 -Voltage BelowNormal or Shortedto Low Source

The engine brake solenoids arelocated under the valve cover. Theengine brake solenoids are controlledthrough the engine harness from theECM.

This circuit can be used to control either an exhaust brake or anengine brake depending on the application. The electronic controlmodule (ECM) controls engine brakes on cylinders 1, 2, and 3 bysending a signal on the engine brake solenoid number 1 signalcircuit. If an engine brake is installed, there will be a jumper harnessfrom this connector to the engine brake pass-through connectors onthe rocker lever housing.

Engine BrakeActuator Driver 1Circuit - VoltageAbove Normal orShorted to HighSource


This circuit can be used to control either an exhaust brake or anengine brake depending on the application. The electronic controlmodule (ECM) controls engine brakes on cylinders 1, 2, and 3 bysending a signal on the engine brake solenoid number 1 signalcircuit. If an exhaust brake is installed, there will be a jumperharness from this connector to the engine brake pass-throughconnectors on the rocker lever housing.

Engine BrakeActuator DriverOutput 2 Circuit -Voltage AboveNormal or Shortedto High Source


The electronic control module (ECM) controls engine brakes oncylinders 4, 5, and 6 by sending a signal on the engine brakesolenoid number 2 signal circuit. A 2-pin Weather Pack connector islocated near the number 3 injector pass-through connector at theback of the engine. There is a jumper harness from this connector tothe engine brake pass-through connectors on the rocker leverhousing.

Engine BrakeActuator DriverOutput 2 Circuit -Voltage BelowNormal or Shortedto Low Source

The engine brake solenoids arelocated under the valve cover. Theengine brake solenoids are controlledthrough the engine harness by theECM.

The electronic control module (ECM) controls engine brakes oncylinders 4, 5, and 6 by sending a signal on the engine brakesolenoid number 2 signal circuit. A 2-pin Weather Pack connector islocated near the number 3 injector pass-through connector at theback of the engine. There is a jumper harness from this connector tothe engine brake pass-through connectors on the rocker leverhousing.

Engine CamshaftSpeed/Position -Data Erratic,Intermittent, orIncorrect

Both engine position sensors arelocated on the back side of the frontgear housing above the fuel pumpdrive.

The electronic control module (ECM) provides a 5 volt supply to theengine camshaft speed/position sensor on the sensor supply circuit.The ECM also provides a ground on the sensor return circuit. Thecamshaft speed/position sensor provides a signal to the ECM on thecamshaft speed/position sensor signal circuit. This sensor generatesa signal to the ECM as the camshaft speed indicator lobe passes thesensor. The ECM interprets this signal into an engine speed readingand determines engine position. This sensor is used as a backupsensor if the primary engine crankshaft speed/position signal is lost.

Engine CamshaftSpeed/PositionSensor - DataErratic, Intermittent,or Incorrect

The camshaft position sensor islocated below the intake side of theengine in the cylinder head to theright of the ECM.

The electronic control module (ECM) provides a 5 volt supply to theengine camshaft speed/position sensor on the sensor supply circuit.The ECM also provides a ground on the sensor return circuit. Thecamshaft speed/position sensor provides a signal to the ECM on thecamshaft speed/position sensor signal circuit. This sensor generatesa signal to the ECM as the camshaft speed indicator lobe passes thesensor. The ECM interprets this signal into an engine speed readingand determines engine position. This sensor is used as a backupsensor if the primary engine crankshaft speed/position signal is lost.

Engine Coolant The engine coolant temperature When the engine coolant temperature nears the engine protection



Engine CoolantTemperature -Condition Exists

The engine coolant temperaturesensor is located on the thermostathousing.

limits, the exhaust gas recirculation (EGR) valve will be closed toreduce the coolant temperature. This fault code is used as aninformation fault code, only indicating that the EGR valve has closed.

Engine CoolantTemperature - DataErratic, Intermittent,or Incorrect


The engine coolant temperature sensor is used by the electroniccontrol module (ECM) to monitor the engine coolant temperature.The ECM monitors the voltage on the signal pin and converts this to atemperature value. The engine coolant temperature value is use bythe ECM for the engine protection system and engine emissioncontrol.

Engine CoolantTemperature - DataValid But AboveNormal OperationalRange - LeastSevere Level

The engine coolant temperaturesensor is located on the exhaust sideof the engine near the thermostathousing.

The coolant temperature sensor is a variable resistor sensor and isused to measure the temperature of the coolant of the engine. Theelectronic control module (ECM) supplies 5 volts to the coolanttemperature signal circuit. The ECM monitors the change in voltagecaused by changes in the resistance of the sensor to determine thecoolant temperature. The engine coolant temperature value is usedby the ECM for the engine protection system and for engineemissions control. This fault code indicates that the engine coolanttemperature has exceeded the engine protection limit.

Engine CoolantTemperature - DataValid But AboveNormal OperationalRange - ModeratelySevere Level


The coolant temperature sensor is a variable resistor sensor and isused to measure the temperature of the engine coolant. Theelectronic control module (ECM) supplies 5 volts to the coolanttemperature signal circuit. The ECM monitors the change in voltagecaused by changes in the resistance of the sensor to determine thecoolant temperature. The engine coolant temperature value is usedby the ECM for the engine protection system and engine emissionscontrol. This fault code indicates that the engine coolant temperaturehas exceeded the engine protection limit.

Engine CoolantTemperature - DataValid But AboveNormal OperationalRange - MostSevere Level


The coolant temperature sensor is a variable resistor sensor and isused to measure the temperature of the coolant of the engine. Theelectronic control module (ECM) supplies 5 volts to the coolanttemperature signal circuit. The ECM monitors the change in voltagecaused by changes in the resistance of the sensor to determine thecoolant temperature. The engine coolant temperature value is usedby the ECM for the engine protection system and engine emissionscontrol. This fault code indicates that the engine coolant temperaturehas exceeded the engine protection limit.

Engine CoolantTemperature 1Sensor Circuit -Voltage AboveNormal or Shortedto High Source


The coolant temperature sensor is a variable resistor sensor and isused to measure the temperature of the coolant of the engine. Theelectronic control module (ECM) supplies 5 volts to the coolanttemperature signal circuit. The ECM monitors the change in voltagecaused by changes in the resistance of the sensor to determine thecoolant temperature. The engine coolant temperature value is usedby the ECM for the engine protection system, and engine emissionscontrol.

Engine CoolantTemperature 1Sensor Circuit -Voltage BelowNormal or Shortedto Low Source


The coolant temperature sensor is a variable resistor sensor and isused to measure the temperature of the coolant of the engine. TheECM supplies 5 volts to the coolant temperature signal circuit. TheECM monitors the change in voltage caused by changes in theresistance of the sensor to determine the coolant temperature. Theengine coolant temperature value is used by the ECM for the engineprotection system and engine emissions control.

Engine CrankshaftSpeed/Position -Data Erratic,Intermittent, orIncorrect

The crankshaft position sensor islocated on the side of the front gearhousing on the intake side of theengine.

The electronic control module (ECM) provides a 5 volt supply to theengine crankshaft speed/position sensor on the sensor supply circuit.The ECM also provides a ground on the sensor return circuit. Thecrankshaft speed/position sensor provides a signal to the ECM on thecrankshaft speed/position sensor signal circuit. This sensorgenerates a signal to the ECM as the crankshaft speed indicator ringpasses the sensor. The ECM interprets this signal into an enginespeed reading and determines engine position.

The electronic control module (ECM) provides a 5 volt supply to theengine crankshaft speed/position sensor on the sensor supply circuit.The ECM also provides a ground on the sensor return circuit. The



Engine CrankshaftSpeed/Position -Data Erratic,Intermittent, orIncorrect

The engine crankshaft speed/positionsensor is located on the side of thefront gear housing on the intake sideof the engine.

The ECM also provides a ground on the sensor return circuit. Thecrankshaft speed/position sensor provides a signal to the ECM on thecrankshaft speed/position sensor signal circuit. This sensorgenerates a signal to the ECM as the crankshaft speed indicator ringpasses the sensor. The ECM interprets this signal into an enginespeed reading and determines engine position based on the missingtooth on the speed indicator ring.

Engine CrankshaftSpeed/Position -Data Valid but AboveNormal OperationalRange - MostSevere Level

The crankshaft speed sensor islocated on the intake side of theengine near the number 6 cylinder atthe crankshaft centerline. Thecamshaft speed sensor is locatedbelow the fuel pump in the back ofthe gear housing.

The crankshaft position and camshaft position sensors are hall effecttype sensors. The electronic control module (ECM) provides a 5 voltsupply to the position sensor and a return circuit. As the teeth on thecrankshaft speed ring or the dimples in the back of the camshaftgear move past the position sensor, a signal is generated on theposition sensor signal circuit. The ECM interprets this signal andconverts it to an engine speed. A missing tooth on the crankshaftgear is used to determine the position of the engine by the ECM.

Engine Injector Bank1 Barcodes - Out ofCalibration

The engine harness connects theECM to three injector circuit pass-through connectors that are locatedin the rocker housing. Internalinjector harnesses are located underthe valve cover and connect theinjectors to the engine harness at thepass-through connectors. Each pass-through connector provides powerand return to two injectors.

The injector solenoid valves are actuated by the electronic controlmodule (ECM) to control fuel metering and timing. Each injectorsolenoid is connected to the ECM by a supply and a return wire. Anelectrical pulse is sent to the injector from the ECM on the supplywire and returns to the ECM on the return wire, after actuating thesolenoid. Each solenoid valve is normally open and is only closed byan electrical pulse from the ECM during fuel injection and metering.

Engine MagneticSpeed/Position LostBoth of Two Signals- Data Erratic,Intermittent, orIncorrect

Both engine position sensors arelocated on the back side of the frontgear housing above the fuel pumpdrive.

The crankshaft position and camshaft position sensors are hall effecttype sensors. The ECM provides a 5 volt supply to the position sensorand a return circuit. As the teeth on the crankshaft speed ring or thedimples in the back of the camshaft gear move past the positionsensor, a signal is generated on the position sensor signal circuit.The ECM interprets this signal and converts it to an engine speed. Amissing tooth on the crankshaft gear is used to determine theposition of the engine by the ECM.

Engine Oil ChangeInterval - ConditionExists

The oil filter is located on the exhaustside of the engine, and the oil fill portvaries by application.

The electronic control module (ECM) informs the driver of amaintenance event by using the Maintenance Monitor feature'slubrication oil drain limits.

Engine Oil Level -Data Erratic,Intermittent, orIncorrect

The oil level sensor is located on theleft side of the engine on the frontpart of the dipstick port.

The oil level sensor will monitor the oil fluid level in the oil pan atkey-on. The oil level sensor will not monitor the oil level after theengine is started or when the engine speed is greater than 0 rpm.During engine key-on, if the oil level sensor detects a critical low oillevel, then the amber CHECK ENGINE lamp will blink for 30 secondsand a fault code will be logged. If an operator observes a blinkingamber CHECK ENGINE lamp at key-on, the operator must check theengine oil level with the manual dipstick. The oil level sensorprovides the ECM with a pulse width modulated (PWM) signal. Withinthis signal, the oil level sensor transmits the engine oil level reading,oil temperature, and fault code information from the oil level sensor.

Engine Oil Level -Data Valid But BelowNormal OperationalRange - LeastSevere Level

The engine oil level sensor is locatedon the engine oil dipstick, on the leftside of the engine.

An algorithm in the electronic control module (ECM) calibrationmonitors engine oil level while the ECM is keyed on and no enginespeed is detected. If the engine oil level falls below a certainthreshold, the ECM will activate Fault Code 471, as well as themaintenance lamp. The maintenance lamp will flash only during akey-on event.

Engine Oil Level -Data Valid But BelowNormal OperationalRange - MostSevere Level

The engine oil level sensor is locatedon the engine oil dipstick, on the airintake side of the engine.

An algorithm in the electronic control module (ECM) calibrationmonitors engine oil level while the ECM is keyed on and no enginespeed is detected. If the engine oil level falls below a certainthreshold, the ECM will activate Fault Code 253.

Engine Oil Level -Data Valid but AboveNormal Operational

The engine oil level sensor is locatedon the engine oil dipstick, on the air

An algorithm in the electronic control module (ECM) calibrationmonitors engine oil level while the ECM is keyed on and no enginespeed is detected. If the engine oil level exceeds a certain threshold,



Normal OperationalRange - MostSevere Level

on the engine oil dipstick, on the airintake side of the engine.

speed is detected. If the engine oil level exceeds a certain threshold,the ECM will activate Fault 688.

Engine Oil LevelSensor Circuit -Voltage BelowNormal or Shortedto Low Source

The oil level sensor is located on theleft side of the engine on the front oildipstick port.

The oil level sensor will monitor the oil fluid level in the oil pan atkey-on. The oil level sensor will not monitor the oil level after theengine is started or when the engine speed is greater than 0 rpm.During the engine key-on, if the oil level sensor detects a critical lowoil level, then the amber CHECK ENGINE light will blink for 30 secondsand a fault code will be logged. If an operator observes a blinkingamber CHECK ENGINE light at key-on, the operator must check theengine oil level with the manual dipstick. The oil level sensorprovides the electronic control module (ECM) with a pulse widthmodulated (PWM) signal. Within this signal, the oil level sensortransmits the engine oil level reading, oil temperature, and fault codeinformation from the oil level sensor.

Engine Oil RiflePressure - DataErratic, Intermittent,or Incorrect

The engine oil pressure switch islocated on the front of the engine onthe left (intake) side on the top of thefront gear housing.

The engine oil pressure switch is used by the electronic controlmodule (ECM) to monitor the lubricating oil pressure. If the oilpressure drops below the engine protection limit, the switch willopen and cause Fault Code 435 to log. The oil pressure switch isnormally closed when the engine is not running and open when oilpressure is present.

Engine Oil RiflePressure - DataErratic, Intermittent,or Incorrect

The engine oil pressure sensor islocated on the left side of the engineblock.

The electronic control module (ECM) provides a 5 VDC supply to theengine oil pressure sensor on the sensor supply circuit. The ECM alsoprovides a ground on the sensor return circuit. The engine oilpressure sensor provides a signal to the ECM on the engine oilpressure sensor signal circuit. This sensor signal voltage changesbased on the pressure in the oil rifle. The ECM will detect a lowsignal voltage at operating conditions when the oil temperature islow.

Engine Oil RiflePressure - DataValid but BelowNormal OperationalRange - ModeratelySevere Level


The electronic control module (ECM) provides a 5 volt supply to theengine oil pressure sensor on the sensor supply 1 circuit. The ECMalso provides a ground on the sensor return circuit. The engine oilpressure sensor provides a signal to the ECM on the engine oilpressure sensor signal circuit. This sensor signal voltage changes,based on the pressure in the oil rifle. The ECM will detect a lowsignal voltage at operating conditions when the oil pressure may beslightly lower. The ECM will detect a high signal voltage during highengine speeds or operating conditions when the oil temperature islow. If the ECM detects low signal voltage indicating a low engine oilpressure, this fault code sets.

Engine Oil RiflePressure - DataValid but BelowNormal OperationalRange - MostSevere Level

For ISB CM2150 engines, the engineoil pressure switch is located on thefront of the engine on the left (intake)side on the top of the front gearhousing. For ISC and ISL CM2150engines, the engine oil pressuresensor is located on the left (intake)side of the engine block below theelectronic control module (ECM).

The electronic control module (ECM) provides a 5 VDC supply to theengine oil pressure sensor on the sensor supply 1 circuit. The ECMalso provides a ground on the sensor return circuit. The engine oilpressure sensor provides a signal to the ECM on the engine oilpressure sensor signal circuit. This sensor signal voltage changesbased on the pressure in the oil rifle. The ECM will detect a lowsignal voltage at operating conditions when the oil pressure can beslightly lower. The ECM will detect a high signal voltage during highengine speeds or operating conditions when the oil temperature islow. If the ECM detects low signal voltage indicating low engine oilpressure, this fault code sets.

Engine Oil RiflePressure 1 SensorCircuit - VoltageAbove Normal orShorted to HighSource


The electronic control module (ECM) provides a 5 volt supply to theengine oil pressure sensor on the sensor supply circuit. The ECM alsoprovides a ground on the sensor return circuit. The engine oilpressure sensor provides a signal to the ECM on the engine oilpressure sensor signal circuit. This sensor signal voltage changes,based on the pressure in the oil rifle. The ECM will detect a lowsignal voltage at operating conditions when the oil pressure may beslightly lower. The ECM will detect a high signal voltage during highengine speeds or operating conditions when the oil temperature islow.

The electronic control module (ECM) provides a 5 volt supply to theengine oil pressure sensor on the sensor supply circuit. The ECM alsoprovides a ground on the sensor return circuit. The engine oil



Engine Oil RiflePressure 1 SensorCircuit - VoltageBelow Normal orShorted to LowSource


provides a ground on the sensor return circuit. The engine oilpressure sensor provides a signal to the ECM on the engine oilpressure sensor signal circuit. This sensor signal voltage changes,based on the pressure in the oil rifle. The ECM will detect a lowsignal voltage at operating conditions when the oil pressure may beslightly lower. The ECM will detect a high signal voltage during highengine speeds or operating conditions when the oil temperature islow.

Engine ParticulateFilter Inlet Pressure- Data Valid butAbove NormalOperational Range -Moderately SevereLevel


The engine aftertreatment system monitors the soot load in theaftertreatment diesel particulate filter. Under normal operatingconditions, the aftertreatment diesel particulate filter is self-cleaning,where soot is converted to carbon dioxide, nitrogen, and water.Under light load operating conditions, it can be necessary to performa stationary regeneration of the aftertreatment diesel particulatefilter. The soot load in the aftertreatment diesel particulate filter isestimated using the aftertreatment differential pressure sensor andthe calculated soot output of the engine. This fault code is loggedwhen the sensors in the aftertreatment system indicates sootaccumulation inside the diesel particulate filter is happening at ahigher rate than under normal conditions. This indicates that thesmoke (soot) being produced by the engine is higher than normal.

EngineSpeed/PositionCamshaft andCrankshaftMisalignment -Mechanical SystemNot RespondingProperly or Out ofAdjustment

The crankshaft position and camshaft position sensors are hall effecttype sensors. The electronic control module (ECM) provides a 5-VDCsupply to the position sensor and a return circuit. As the teeth on thecrankshaft speed ring or the lobes on the camshaft gear pass theposition sensor, a signal is generated on the position sensor signalcircuit. The ECM interprets this signal and converts it to an enginespeed. A missing tooth on the crankshaft gear is used to determinethe position of the engine by the ECM.

Exhaust GasPressure - DataErratic, Intermittent,or Incorrect

The exhaust gas pressure sensor islocated above the front section of theexhaust manifold and is plumbed intothe exhaust manifold.

The exhaust gas pressure sensor is used to measure exhaust gaspressure in the exhaust manifold. This information is used by theelectronic control module (ECM) to control exhaust gas recirculation(EGR) valve operation. The ECM provides a 5 volt supply to theexhaust gas pressure sensor on the sensor supply circuit. The ECMalso provides a ground on the sensor return circuit. The exhaust gaspressure sensor provides a signal to the ECM on the exhaust gaspressure sensor signal circuit. This sensor signal voltage changesbased on the pressure in the exhaust manifold.

Exhaust GasPressure SensorCircuit - VoltageAbove Normal orShorted to HighSource


The exhaust gas pressure sensor is used to measure exhaust gaspressure in the exhaust manifold. This information is used by theelectronic control module (ECM) to control emissions and exhaustgas recirculation (EGR) valve operation. The ECM provides a 5 voltsupply to the exhaust gas pressure sensor on the sensor supplycircuit. The ECM also provides a ground on the sensor return circuit.The exhaust gas pressure sensor provides a signal to the ECM on theexhaust gas pressure sensor signal circuit. This sensor signal voltagechanges based on the pressure in the exhaust manifold.

Exhaust GasPressure SensorCircuit - VoltageBelow Normal orShorted to LowSource


The exhaust gas pressure sensor is used to measure exhaust gaspressure in the exhaust manifold. This information is used by theelectronic control module (ECM) to control emissions and exhaustgas recirculation (EGR) valve operation. The ECM provides a 5 voltsupply to the exhaust gas pressure sensor on the sensor supplycircuit. The ECM also provides a ground on the sensor return circuit.The exhaust gas pressure sensor provides a signal to the ECM on theexhaust gas pressure sensor signal circuit. This sensor signal voltagechanges based on the pressure in the exhaust manifold.

Exhaust GasRecirculationTemperature - DataValid But AboveNormal OperationalRange - LeastSevere Level

The EGR temperature sensor islocated on the EGR connection tubebetween the EGR valve and the airintake connection.

The exhaust gas recirculation (EGR) temperature sensor is a variableresistor sensor and is used to measure the temperature of the EGRgas flow after it exits the EGR cooler. The electronic control module(ECM) supplies 5 volts to the EGR temperature signal circuit. TheECM monitors the change in voltage caused by changes in theresistance of the sensor to determine the coolant temperature. TheEGR temperature value is used by the ECM for the engine protectionsystem and engine emissions control.



Severe Levelsystem and engine emissions control.

Exhaust GasRecirculationTemperature - DataValid But AboveNormal OperationalRange - ModeratelySevere Level

The EGR temperature sensor islocated on the EGR connection tubebetween the EGR valve and the airintake connection.

The exhaust gas recirculation (EGR) temperature sensor is a variableresistor sensor that is used to measure the temperature of the EGRgas flow after it exits the EGR cooler. The electronic control module(ECM) supplies 5 volts to the EGR temperature signal circuit. TheECM monitors the change in voltage caused by changes in theresistance of the sensor to determine the coolant temperature. TheEGR temperature value is used by the ECM for the engine protectionsystem and engine emissions control.

Exhaust GasRecirculationTemperature SensorCircuit - VoltageAbove Normal orShorted to HighSource

The EGR temperature sensor islocated on the EGR connection tubebetween the EGR cooler and the airintake connection

The exhaust gas recirculation (EGR) temperature sensor is a variableresistor sensor and is used to measure the temperature of the EGRgas flow after it exits the EGR cooler. The ECM supplies 5 volts to theEGR temperature signal circuit. The ECM monitors the change involtage caused by changes in the resistance of the sensor todetermine the EGR flow temperature. The EGR temperature value isused by the ECM for the engine protection system and engineemissions control.

Exhaust GasRecirculationTemperature SensorCircuit - VoltageBelow Normal orShorted to LowSource

The EGR temperature sensor islocated on the EGR connection tubebetween the EGR cooler and the airintake connection.

The exhaust gas recirculation (EGR) temperature sensor is a variableresistor sensor and is used to measure the temperature of the EGRgas flow after it exits the EGR cooler. The electronic control module(ECM) supplies 5 volts to the EGR temperature signal circuit. TheECM monitors the change in voltage caused by changes in theresistance of the sensor to determine the EGR flow temperature. TheEGR temperature value is used by the ECM for the engine protectionsystem and engine emissions control.

Exhaust GasRecirculation ValveDelta Pressure -Data Erratic,Intermittent, orIncorrect

The sensor is located near the airintake.

The exhaust gas recirculation (EGR) differential pressure sensor hastwo ports that sense exhaust pressure. The sensor outputs a voltagewhich represents the pressure difference between the two portslocated across an orifice in the EGR tube. The electronic controlmodule (ECM) uses this pressure to determine how much exhaustgas is flowing in the EGR connection tube to the intake manifold. Thisinformation is used to control the EGR valve for correct emissionlevels. The ECM provides a 5 volt supply to the EGR differentialpressure sensor on the sensor supply circuit. The ECM also providesa ground on the sensor return circuit. The EGR differential pressuresensor provides a signal to the ECM on the EGR differential pressuresensor signal circuit. This sensor signal voltage changes based onthe differential pressure in the EGR crossover tube. The EGRdifferential pressure sensor measures the exhaust gas pressure dropacross the EGR differential pressure orifice. This pressure drop isused to calculate the amount of EGR flow into the intake manifold.

Exhaust GasRecirculation ValveDelta Pressure -Data Valid But AboveNormal OperatingRange - ModeratelySevere Level

The sensor is located near the airintake. Use the following procedurefor a detailed component locationview.

The exhaust gas recirculation (EGR) differential pressure sensor hastwo ports that sense exhaust pressure. The sensor outputs a voltagewhich represents the pressure difference between the two ports.The electronic control module (ECM) uses this pressure to determinehow much exhaust gas is flowing in the EGR connection tube to theintake manifold. This information is used to control the EGR valve forcorrect emission levels. The ECM provides a 5 volt supply to the EGRdifferential pressure sensor on the sensor supply circuit. The ECMalso provides a ground on the sensor return circuit. The EGRdifferential pressure sensor provides a signal to the ECM on the EGRdifferential pressure sensor signal circuit. This sensor signal voltagechanges based on the differential pressure in the EGR crossovertube. The EGR differential pressure sensor measures the exhaust gaspressure drop across the EGR differential pressure orifice. Thispressure drop is used to calculate the amount of EGR flow into theintake manifold.

Exhaust GasRecirculation ValveDelta Pressure - The EGR differential pressure sensor

The exhaust gas recirculation (EGR) differential pressure sensor hastwo ports that sense exhaust pressure. The sensor outputs a voltagewhich represents the pressure difference between the two ports.The electronic control module (ECM) uses this pressure differential todetermine how much exhaust gas is flowing through the EGRconnection tube to the intake manifold. This information is used tocontrol the EGR valve for correct emission levels. The ECM provides a5 volt supply to the EGR differential pressure sensor on the sensor



Delta Pressure -Data Valid But AboveNormal OperationalRange - ModeratelySevere Level

The EGR differential pressure sensoris located on the air intakeconnection.

5 volt supply to the EGR differential pressure sensor on the sensorsupply circuit. The ECM also provides a ground on the sensor returncircuit. The EGR differential pressure sensor provides a signal to theECM on the EGR differential pressure sensor signal circuit. Thissensor signal voltage changes, based on the differential pressure inthe EGR crossover tube. The EGR differential pressure sensormeasures the exhaust gas pressure drop across the EGR differentialpressure orifice. This pressure drop is used to calculate the amountof EGR flow into the intake manifold.

Exhaust GasRecirculation ValveDelta PressureSensor Circuit -Voltage AboveNormal or Shortedto High Source

The EGR differential pressure sensoris located on the intake side of theengine.

The exhaust gas recirculation (EGR) differential pressure sensor hastwo ports that sense exhaust gas pressure. The sensor outputs avoltage which represents the pressure difference between the twoports. The electronic control module (ECM) uses this pressure todetermine how much exhaust gas is flowing through the EGRconnection tube to the intake manifold. This information is used tocontrol the EGR valve for correct emission levels. The ECM provides a5 volt supply to the EGR differential pressure sensor on the sensorsupply circuit. The ECM also provides a ground on the sensor returncircuit. The EGR differential pressure sensor provides a signal to theECM on the EGR differential pressure sensor signal circuit. Thissensor signal voltage changes based on the differential pressure inthe EGR crossover tube.

Exhaust GasRecirculation ValveDelta PressureSensor Circuit -Voltage BelowNormal or Shortedto Low Source

The EGR differential pressure sensoris located on the intake side of theengine.

The exhaust gas recirculation (EGR) differential pressure sensor hastwo ports that sense exhaust gas pressure. The sensor outputs avoltage which represents the pressure difference between the twoports. The electronic control module (ECM) uses this pressure todetermine how much exhaust gas is flowing through the EGRconnection tube to the intake manifold. This information is used tocontrol the EGR valve for correct emission levels. The ECM provides a5 volt supply to the EGR differential pressure sensor on the sensorsupply circuit. The ECM also provides a ground on the sensor returncircuit. The EGR differential pressure sensor provides a signal to theECM on the EGR differential pressure sensor signal circuit. Thissensor signal voltage changes, based on the differential pressure inthe EGR crossover tube.

Exhaust GasTemperature 3 -Data Valid but AboveNormal OperationalRange - ModeratelySevere Level

The aftertreatment diesel particulatefilter outlet temperature sensor islocated in the outlet section of theaftertreatment system.

The aftertreatment exhaust gas temperature sensors are used by theelectronic control module (ECM) to monitor the engine exhausttemperatures in the aftertreatment system. The aftertreatmentexhaust gas temperature sensors are thermistors and changeresistance based on the temperature being measured. The ECMprovides a 5 volt reference voltage to the sensor. The ECM monitorsthe change in signal voltage and converts this to a temperaturevalue. When the exhaust gas temperature is low, the thermistorresistance is high. The ECM signal voltage only pulls down a smallamount through the sensor to ground. Therefore, the ECM senses ahigh signal voltage (low temperature). When the exhaust gastemperature is high, the thermistor resistance is low. The signalvoltage pulls down a large amount. Therefore, the ECM senses a lowsignal voltage (high temperature).

Exhaust GasTemperature 3 -Data Valid but AboveNormal OperationalRange - MostSevere Level

The aftertreatment diesel particulatefilter outlet temperature sensor islocated in outlet section of theaftertreatment system.

The aftertreatment exhaust gas temperature sensors are used by theelectronic control module (ECM) to monitor the engine exhausttemperatures in the aftertreatment system. The exhaust gasaftertreatment temperature sensors are thermistors and changeresistance based on the temperature being measured. The ECMprovides a 5 volt reference voltage to the sensor. The ECM monitorsthe change in signal voltage and converts this to a temperaturevalue. When the exhaust gas temperature is low, the thermistorresistance is high. The ECM signal voltage only pulls down a smallamount through the sensor to ground. Therefore, the ECM senses ahigh signal voltage (low temperature). When the exhaust gastemperature is high, the thermistor resistance is low. The signalvoltage pulls down a large amount. Therefore, the ECM senses a lowsignal voltage (high temperature).

FAULT CODE 3738 -Air Supply Actuator -Data Valid But Below

The aftertreatment diesel exhaustfluid dosing unit air solenoid ismounted to the back of the diesel

The aftertreatment diesel exhaust fluid dosing unit air solenoid isused to enable and disable the truck air supply to the diesel exhaust



Data Valid But BelowNormal OperatingRange - ModeratelySevere Level

mounted to the back of the dieselexhaust fluid dosing unit. Themounting location of the dieselexhaust fluid dosing unit is OEMspecific.

used to enable and disable the truck air supply to the diesel exhaustfluid dosing unit. The air is used to transport the diesel exhaust fluidto the aftertreatment nozzle.

Fan Control Circuit -Voltage AboveNormal or Shortedto High Source

The fan clutch solenoid locationvaries by OEM.

The fan control circuit is a device used by the engine to control thefan operation. When the electronic control module (ECM) energizesthe fan control circuit, the engine fan is engaged. The fan controlcircuit utilizes a pulse width modulated (PWM) signal. A PWM signalis a pulsed voltage signal between 0-VDC and system voltage. Thefrequency of the pulsed voltage signal is dependent on theapplication requirement. There are two types of fans supported bythe fan control circuit; variable speed and ON/OFF. The INSITE™electronic service tool can be used to determine which fan type iscurrently set up for use. The fan control circuit varies by originalequipment manufacturer (OEM). Certain OEMs can use a solenoidreturn that is wired to the ECM or can use a return that goes to theengine block or chassis ground.

Fan Control Circuit -Voltage BelowNormal or Shortedto Low Source

The control solenoid location variesby OEM.

The fan control circuit is a device used by the engine to control thefan operation. When the electronic control module (ECM) energizesthe fan control circuit, the engine fan is engaged. The fan controlcircuit utilizes a Pulse Width Modulated (PWM) signal. A PWM signalis pulsed voltage signal between 0-VDC and system voltage. Thefrequency of the pulsed voltage signal is dependent on theapplication requirement. There are two types of fans supported bythe fan control circuit; variable speed and ON/OFF. INSITE™electronic service tool can be used to determine which fan type iscurrently set up for use. The fan control circuit varies by the OEM.Certain OEMs may use a solenoid return that is wired to the ECM orcan use a return that goes to engine block or chassis ground.

Fuel PumpPressurizingAssembly 1 -Mechanical SystemNot RespondingProperly or Out ofAdjustment

The fuel pump is located on thebackside of the gear housing. Thebarrel and plunger and check valveassemblies are part of the fuel pumphead sub-assembly.

The fuel pump contains two barrel and plunger assemblies; eachbarrel and plunger assembly utilizes an inlet and outlet check valve.Fuel at gear pump pressure is metered through the fuel pumpactuator and unseats one of the two inlet check valves as the fuel atgear pump pressure enters the pumping chamber. As the pumpingplunger begins its upward motion, the pressure in the pumpingchamber increases rapidly and the inlet check valve is closed. Aspressure reaches accumulator pressure, the outlet check valve isopened. As the plunger travels upward, fuel exits past the outletcheck valve and pressurizes the fuel rail.

Fuel PumpPressurizingAssembly 1 Circuit -Voltage AboveNormal or Shortedto High Source

The fuel pump actuator is located onengine-mounted fuel pump housing.The engine wiring harness and theECM are other components in thecircuit that can cause this fault code.

The circuit is a pulse with modulation (PWM) driver in the electroniccontrol module (ECM) that controls the fuel pump actuator. Theactuator is grounded in the ECM. The actuator is normally open. ThePWM duty cycle to the fuel pump actuator depends on the differencebetween desired rail pressure and sensed rail pressure.

Fuel PumpPressurizingAssembly 1 Circuit -Voltage BelowNormal or Shortedto Low Source

The fuel pump actuator is located onthe engine-mounted fuel pump. Theengine wiring harness and the ECMare other components in the circuitthat can cause this fault code.

The circuit is a pulse width modulated (PWM) driver in the electroniccontrol module (ECM) that controls the electronic fuel controlactuator. The actuator is grounded in the ECM. The actuator isnormally open. The PWM duty cycle to the electronic fuel controlactuator depends on the difference between desired rail pressureand sensed rail pressure.

Injector MeteringRail 1 Pressure -Data Erratic,Intermittent, orIncorrect

The fuel pressure sensor is located inthe rail fuel on the air intake side ofthe engine.

The fuel pressure sensor contains supply, signal, and return pins.The electronic control module (ECM) provides +5 volts to the fuelpressure sensor. This +5 volt power supply is a shared supply. Othersensors on this circuit are the intake manifold pressure sensor andbackup engine position sensor.

Injector MeteringRail 1 Pressure -Data Valid but BelowNormal OperationalRange - ModeratelySevere Level

The ECM monitors rail fuel pressure and engine operating conditionsand changes the flow command to maintain the proper rail fuelpressure. Changes to the flow command result in opening (orclosing) of the electronic fuel control actuator to supply more (orless) fuel to the high-pressure pump.



Injector MeteringRail 1 Pressure -Data Valid but BelowNormal OperationalRange - ModeratelySevere Level

Use the following procedure for adetailed component location view.

The pressure control loop relies on fuel pressure supplied to thehigh-pressure pump by the fuel gear pump. The electronic controlmodule (ECM) monitors rail fuel pressure and engine operatingconditions and changes the flow command to maintain the proper railfuel pressure. Changes to the flow command result in opening (orclosing) of the fuel pump actuator to supply more (or less) fuel to thehigh-pressure pump.

Injector MeteringRail Number 1Pressure - DataValid But AboveNormal OperatingRange - MostSevere Level

The high pressure relief valve islocated on the fuel rail.

The electronic control module (ECM) monitors engine-operatingconditions, including the reading of rail fuel pressure, and changesthe flow command to either increase (OPEN the electric fuel controlvalve) or decrease (CLOSE the electric fuel control valve) the fuelsupply to the high-pressure pump.

Injector MeteringRail Number 1Pressure - DataValid But AboveNormal OperatingRange - MostSevere Level

The high-pressure relief valve islocated on the fuel rail.

The electronic control module (ECM) monitors engine-operatingconditions, including the reading of rail fuel pressure, and changesthe flow command to either increase (OPEN the electric fuel controlvalve) or decrease (CLOSE the electric fuel control valve) the fuelsupply to the high-pressure pump.

Injector MeteringRail Number 1Pressure - DataValid but AboveNormal OperatingRange - ModeratelySevere Level

The fuel pump actuator is installed inthe adapter on the back of the high-pressure fuel pump.

The electronic control module (ECM) monitors engine operatingconditions, including the reading of rail fuel pressure, and changesthe flow command to either increase (open the fuel pump actuator)or decrease (close the fuel pump actuator) the fuel supply to thehigh-pressure pump.

Injector MeteringRail Number 1Pressure - DataValid but AboveNormal OperatingRange - ModeratelySevere Level

The fuel pump actuator is installed inthe adapter on the back of the high-pressure fuel pump.

The electronic control module (ECM) monitors engine operatingconditions, including the reading of rail fuel pressure, and changesthe flow command to either increase (open the fuel pump actuator)or decrease (close the fuel pump actuator) the fuel supply to thehigh-pressure pump.

Injector MeteringRail Number 1Pressure - DataValid but AboveNormal OperatingRange - MostSevere Level

The fuel pump actuator is installed onthe high-pressure fuel pump. Thehigh-pressure relief valve is locatedon the fuel rail.

The electronic control module (ECM) monitors engine operatingconditions, including the reading of rail fuel pressure, and changesthe flow command to either increase (OPEN the electric fuel controlvalve) or decrease (CLOSE the electric fuel control valve) the fuelsupply to the high-pressure pump.

Injector MeteringRail Number 1Pressure SensorCircuit - VoltageAbove Normal orShorted to HighSource

The fuel pressure sensor is installedin the fuel rail. Use the followingprocedure for a detailed componentlocation view

The fuel delivery pressure sensor responds to pressure changes inthe fuel rail. The fuel delivery pressure sensor has a 5-volt supplycircuit, a sensor signal voltage, and a return circuit. The electroniccontrol module (ECM) provides a 5 volt supply to the fuel railpressure sensor using a common sensor supply circuit. The ECM alsoprovides a ground on the sensor return circuit. The fuel rail pressuresensor provides a signal to the ECM on the fuel rail pressure sensorsignal circuit. This sensor signal voltage changes, based on thepressure in the fuel rail. The ECM will detect a low signal voltage athigh rail pressures. The ECM will detect a high signal voltage duringlow rail pressure conditions.

Injector MeteringRail Number 1Pressure SensorCircuit - VoltageBelow Normal orShorted to Low

The fuel pressure sensor is installedin the fuel rail. Use the followingprocedure for a detailed componentlocation view.

The fuel delivery pressure sensor responds to pressure changes inthe fuel rail. The fuel delivery pressure sensor has a 5 volt supplycircuit, a sensor signal voltage, and a return circuit. The electroniccontrol module (ECM) provides a 5 volt supply to the fuel railpressure sensor using a common sensor supply circuit. The ECM alsoprovides a ground on the sensor return circuit. The fuel rail pressuresensor provides a signal to the ECM on the fuel rail pressure sensorsignal circuit. This sensor signal voltage changes, based on the



Source pressure in the fuel rail. The ECM will detect a low signal voltage athigh rail pressures. The ECM will detect a high signal voltage duringlow rail pressure conditions.

Injector PowerSupply - BadIntelligent Device orComponent

The injector power supply is locatedinside the ECM.

Between each injection event, the electronic control module (ECM)attempts to recharge the injector power supply. The injector powersupply consists of a bank of capacitors; this power supply ismaintained at high voltage. Recharging is accomplished byrecovering energy stored in the injector solenoids. For the injectorpower supply to remain fully charged, there must be good ECMbattery power and ground, a good engine speed sensor, and goodinjector circuits.

Injector SolenoidDriver Cylinder 1Circuit - CurrentBelow Normal orOpen Circuit

The engine harness connects theECM to three injector circuit pass-through connectors that are locatedin the rocker housing. Internalinjector harnesses are located underthe valve cover and connect theinjectors to the engine harness at thepass-through connectors. Each pass-through connector provides powerand return to two injectors.

The injector solenoid valves control fueling quantity and injectiontiming. The electronic control module (ECM) energizes the solenoidby closing a high-side and a low-side switch. There are two high-sideswitches and six low-side switches inside the ECM. The injectors forcylinders 1, 2, and 3 (front bank) share a single high-side switch thatconnects the injector circuit to the source of high voltage inside theECM. Likewise, the injectors for cylinders 4, 5, and 6 (rear bank) alsoshare a single high-side switch. Each injector circuit has a dedicatedlow-side switch that completes the circuit path to ground inside theECM.


The engine harness connects theECM to three injector circuit pass-through connectors that are locatedin the rocker housing. Internalinjector harnesses are located underthe valve cover and connect theinjectors to the engine harness at thepass-through connectors. Eachhousing pass-through connectorprovides power and return for twoinjectors.













injectors.ECM.


The engine harness connects theECM to three injector circuit pass-through connectors that are locatedin the rocker housing. Internalinjector harnesses are located underthe valve cover and connect theinjectors to the engine harness at thepass-through connectors. Eachhousing pass-through connectorprovides power and return to twoinjectors.


Intake Air Heater 1Circuit - VoltageAbove Normal orShorted to HighSource

The intake air heater is located at theair inlet connection into the intakemanifold. The location of the intakeair heater relays will vary by originalequipment manufacturer (OEM). Usethe following procedure for a detailedcomponent location.

The intake air heater improves starting and white smoke control incold ambient conditions. The electronic control module (ECM)controls relays that switch power to the intake air heater. 12-voltsystems will have two relays while 24-volt systems only require onerelay.

Intake Air Heater 1Circuit - VoltageBelow Normal orShorted to LowSource

The intake air heater is located at theair inlet connection into the intakemanifold. The location of the intakeair heater relays will vary by originalequipment manufacturer (OEM).

The intake air heater improves starting and white smoke control incold ambient conditions. The electronic control module (ECM)controls relays that switch power to the intake air heater. 12-voltsystems will have two relays while 24-volt systems only require onerelay.

Intake Manifold 1Pressure - DataErratic, Intermittent,or Incorrect

The intake manifold 1pressure/temperature sensor islocated in the air intake horn.

The electronic control module (ECM) provides a 5 volt supply to theintake manifold pressure sensor on the sensor supply circuit. TheECM also provides a ground on the sensor return circuit. The intakemanifold pressure sensor provides a signal to the ECM on the intakemanifold pressure sensor signal circuit. This sensor signal voltagechanges, based on the pressure in the intake manifold. Thisdiagnostic checks the value of the intake manifold pressure sensor atkey-on and while the engine is running. If the value of the intakemanifold pressure is not reading ambient pressure at key-on or is notchanging with engine operating conditions, this fault code is logged.

Intake Manifold 1Pressure - DataValid but AboveNormal OperationalRange - ModeratelySevere Level

The intake manifold pressure sensor is used by the electronic controlmodule (ECM) to monitor the engine intake manifold pressure.

Intake Manifold 1Pressure SensorCircuit - VoltageAbove Normal orShorted to HighSource

The intake manifold pressure sensoris located in the air intake horn.

The electronic control module (ECM) provides a 5 volt supply to theintake manifold pressure sensor on the sensor supply circuit. TheECM also provides a ground on the sensor return circuit. The intakemanifold pressure sensor provides a signal to the ECM on the intakemanifold pressure sensor signal circuit. This sensor signal voltagechanges based on the pressure in the intake manifold. The ECM willdetect a low signal voltage at operating conditions such as during anidle or a deceleration. The ECM will detect a high signal voltageduring high engine load operating conditions.

Intake Manifold 1Pressure SensorCircuit - VoltageBelow Normal orShorted to LowSource

The intake manifold pressure sensoris located in the air intake horn.

The electronic control module (ECM) provides a 5 volt supply to theintake manifold pressure sensor on the sensor supply circuit. TheECM also provides a ground on the sensor return circuit. The intakemanifold pressure sensor provides a signal to the ECM on the intakemanifold pressure sensor signal circuit. This sensor signal voltagechanges based on the pressure in the intake manifold. The ECM willdetect a low signal voltage at operating conditions such as during anidle or a deceleration. The ECM will detect a high signal voltageduring high engine load operating conditions.

The intake manifold 1 temperature sensor is a variable resistorsensor and is used to measure the temperature of the air enteringthe intake manifold of the engine. The electronic control module(ECM) supplies 5 volts to the intake manifold temperature signal



Intake Manifold 1Temperature - DataValid but AboveNormal OperationalRange - LeastSevere Level

The intake manifold 1 temperaturesensor is located in the air intakemanifold.

(ECM) supplies 5 volts to the intake manifold temperature signalcircuit. The ECM monitors the change in voltage caused by changesin the resistance of the sensor to determine the intake manifoldtemperature. When the intake air is cold, the sensor or thermistorresistance is high. The ECM signal voltage only pulls down a smallamount through the sensor to a ground. Therefore, the ECM sensesa high signal voltage or low temperature. When the intake air iswarm, the sensor resistance is low. The signal voltage pulls down alarge amount. Therefore, the ECM senses a low signal voltage, or ahigh temperature. This fault code indicates that the intake manifoldtemperature has exceeded the maximum engine protection limit.

Intake Manifold 1Temperature - DataValid but AboveNormal OperationalRange - ModeratelySevere Level

The intake manifold 1 temperature sensor is a variable resistorsensor and is used to measure the temperature of the air enteringthe intake manifold of the engine. The electronic control module(ECM) supplies 5 volts to the intake manifold temperature signalcircuit. The ECM monitors the change in voltage caused by changesin the resistance of the sensor to determine the intake manifoldtemperature. When the intake air is cold, the sensor or thermistorresistance is high. The ECM signal voltage only pulls down a smallamount through the sensor to a ground. Therefore, the ECM sensesa high signal voltage or low temperature. When the intake air iswarm, the sensor resistance is low. The signal voltage pulls down alarge amount. Therefore, the ECM senses a low signal voltage, or ahigh temperature. This fault code indicates that the intake manifoldtemperature has exceeded the maximum engine protection limit.

Intake Manifold 1Temperature - DataValid but AboveNormal OperationalRange - MostSevere Level

The intake manifold temperature sensor is a variable resistor sensorand is used to measure the temperature of the air entering theintake manifold of the engine. The electronic control module (ECM)supplies 5 volts to the intake manifold temperature signal circuit. TheECM monitors the change in voltage caused by changes in theresistance of the sensor to determine the intake manifoldtemperature. This fault code indicates that the intake manifoldtemperature has exceeded the maximum engine protection limit.

Intake Manifold 1Temperature SensorCircuit - VoltageAbove Normal orShorted to HighSource

The intake manifold air temperaturesensor is located in the air intakemanifold.

The intake manifold temperature sensor is a variable resistor sensorand is used to measure the temperature of the air entering theintake manifold of the engine. The electronic control module (ECM)supplies 5 volts to the intake manifold temperature signal circuit. TheECM monitors the change in voltage caused by changes in theresistance of the sensor to determine the intake manifoldtemperature.

Intake Manifold 1Temperature SensorCircuit - VoltageBelow Normal orShorted to LowSource

The intake manifold air temperaturesensor is located in the air intakemanifold.

The intake manifold temperature sensor is a variable resistor sensorand is used to measure the temperature of the air entering theintake manifold of the engine. The electronic control module (ECM)supplies 5 volts to the intake manifold temperature signal circuit. TheECM monitors the change in voltage caused by changes in theresistance of the sensor to determine the intake manifoldtemperature.

Particulate TrapActive RegenerationInhibited Due toPermit Switch -Condition Exists

The aftertreatment diesel particulatefilter is located in the exhaust systemand is installed by the originalequipment manufacturer (OEM). Thepermit switch may be an actualswitch in the vehicle dash or it maybe a J1939 message sent via theJ1939 datalink.

The OEM truck manufacturer may install a permit switch in the dashor send an inhibit message via the J1939 datalink to the engine ECM.The function of the inhibit message is to prevent the aftertreatmentsystem from performing mobile regenerations. The purpose of thisfault code is to inform the technician that the permit switch wasdisabled when Fault Code 1921, 1922, or 2639 was set active. Thisfault code may indicate the reason that high aftertreatment soot loadfault codes are logged.

Power Supply LostWith Ignition On -Data Erratic,Intermittent, orIncorrect

The ECM is connected to the batteryby the original equipmentmanufacturer (OEM) power harnessthrough the ECM battery supply stub.This provides a constant powersupply for the ECM. The location ofthe battery will vary with the OEM.

The electronic control module (ECM) receives constant voltage fromthe batteries through the unswitched battery wires that areconnected directly to the positive (+) battery post. The ECM receivesswitched battery input through the vehicle keyswitch wire when thevehicle keyswitch is turned ON.

The remote accelerator position sensor is a potentiometer attached



Remote AcceleratorPedal or LeverPosition Sensor 1Circuit - VoltageAbove Normal orShorted to HighSource

The remote accelerator pedal orlever location varies with eachoriginal equipment manufacturer(OEM).

to the remote accelerator lever. The remote accelerator positionsensor varies the signal voltage to the electronic control module(ECM) as the remote accelerator lever is depressed and released.Low signal voltage is received by the ECM when the remoteaccelerator lever is at 0 percent. A high signal voltage is received bythe ECM when the remote accelerator is at 100 percent. The remoteaccelerator pedal position circuit contains a remote accelerator pedalposition 5 volt supply, remote accelerator pedal position return, andremote accelerator pedal position signal. When the ECM senses asignal voltage lower than the normal operating range of the sensor,this fault code is set.

Remote AcceleratorPedal or LeverPosition Sensor 1Circuit - VoltageBelow Normal orShorted to LowSource

The remote accelerator pedal orlever location varies with eachoriginal equipment manufacturer(OEM).

The remote accelerator position sensor is a potentiometer attachedto the remote accelerator lever. The remote accelerator positionsensor varies the signal voltage to the electronic control module(ECM) as the remote accelerator lever is depressed and released.Low signal voltage is received by the ECM when the remoteaccelerator lever is at 0 percent. A high signal voltage is received bythe ECM when the remote accelerator is at 100 percent. The remoteaccelerator pedal position circuit contains a remote accelerator pedalposition 5 volt supply, remote accelerator pedal position return, andremote accelerator pedal position signal. When the ECM senses asignal voltage lower than the normal operating range of the sensor,this fault code is set.

SAE J1939 Datalink -Abnormal UpdateRate

The ECM is located on the intake sideof the engine, near the front. TheSAE J1939 data link wiring and theSAE J1939 devices vary by OEMoptions.

Devices such as ABS controllers, autoshift transmissions, ASRsystems, electronic displays, electronic information systems,electronic service tools, and vehicle electronic control unit(s) (VECUs)can communicate with the ECM over the SAE J1939 data link.Messages sent from the devices are received by the ECM and usedfor controlling the engine. The ECM also transmits information tothese devices over the SAE J1939 data link.

SAE J1939MultiplexedAccelerator Pedal orLever SensorSystem - ReceivedNetwork Data InError

The engine ECM is located on theintake side of the engine.

Normally, switches, accelerators, and other components areconnected to the engine electronic control module (ECM) directlythrough individual wires. Multiplexing allows those same componentsto be hard wired to an original equipment manufacturer (OEM) VECUor transmission electronic control unit in the cab. Then componentvalues and states from components (such as sensors, accelerators,and switches) can be transmitted from the OEM VECU to theCummins® engine ECM over the SAE J1939 datalink. Messages sentfrom the OEM VECU or transmission electronic control unit arereceived by the Cummins® engine ECM and used for controlling theengine. The Cummins® engine ECM and OEM VECU must beconfigured properly so that proper operation of the multiplexedcomponents will occur.

SAE J1939MultiplexingConfiguration Error -Out of Calibration


Normally, switches, accelerators and other components areconnected to the engine electronic control module (ECM) directlythrough individual wires. Multiplexing allows those same componentsto be hard wired to an original equipment manufacturer (OEM)vehicle electronic control unit (VECU) or transmission electroniccontrol unit (ECU) in the cab. Then component values and statesfrom components such as sensors, accelerators and switches can betransmitted from the OEM VECU to the Cummins® engine ECM overthe SAE J1939 Data link. Messages sent from OEM VECUs orTransmission ECUs are received by the Cummins® engine ECM andused for controlling the engine. The Cummins® engine ECM andOEM VECUs must be configured properly so that proper operation ofthe multiplexed components will occur.

SAE J1939Multiplexing PGNTimeout Error -Abnormal UpdateRate


Normally, switches, accelerators and other components areconnected to the engine electronic control module (ECM) directlythrough individual wires. Multiplexing allows those same componentsto be hard wired to an original equipment manufacturer (OEM)vehicle electronic control unit (VECU) or transmission electroniccontrol unit (ECU) in the cab. Then component values and statesfrom components such as sensors, accelerators and switches can betransmitted from the OEM VECU to the Cummins® engine ECM overthe SAE J1939 Data link. Messages sent from OEM VECUs ortransmission ECUs are received by the Cummins® engine ECM and



used for controlling the engine. The Cummins® engine ECM andOEM VECUs must be configured properly so that proper operation ofthe multiplexed components will occur.

SAE J1939Multiplexing RemoteAccelerator Pedal orLever PositionSensor System -Received NetworkData In Error


Normally, switches, accelerators, and other components areconnected to the engine electronic control module (ECM) directlythrough individual wires. Multiplexing allows those same componentsto be hard wired to an OEM VECU or transmission electronic controlunit (ECU) in the cab. Then component values and states fromcomponents (such as sensors, accelerators, and switches) can betransmitted from the OEM VECU to the Cummins® engine ECM overthe SAE J1939 datalink. Messages sent from the OEM VECU ortransmission ECU are received by the Cummins® engine ECM andused for controlling the engine. The Cummins® engine ECM andOEM VECU must be configured properly so that proper operation ofthe multiplexed components will occur.

Sensor Supply 1Circuit - VoltageAbove Normal orShorted to HighSource

Sensor supply number 1 is located inthe ECM engine harness connectorand provides a 5 VDC supply tovarious pressure sensors.

The sensor supply 1 of the electronic control module (ECM) providesa 5 VDC supply for the engine camshaft position sensor, fuel railpressure sensor, exhaust gas pressure sensor, intake manifoldpressure sensor, crankcase pressure sensor, exhaust gasrecirculation (EGR) differential pressure sensor, barometric pressuresensor, engine oil pressure sensor and EGR position sensor.

Sensor Supply 1Circuit - VoltageBelow Normal orShorted to LowSource

Sensor supply number 1 is located inthe ECM engine harness connectorand provides a 5-VDC supply tovarious pressure sensors.

The sensor supply 1 of the electronic control module (ECM) providesa 5-VDC supply for the engine camshaft position sensor, fuel railpressure sensor, exhaust gas pressure sensor, intake manifoldpressure sensor, crankcase pressure sensor, exhaust gasrecirculation (EGR) differential pressure sensor, barometric pressuresensor, engine oil pressure sensor and EGR position sensor.


The sensor supply 3 is located in theECM. The supply voltage is spliced offin the engine harness to each sensorit supports.

The sensor supply 3 circuit provides 5 volt supply to the primaryengine speed/position sensor.


The engine speed sensor is located inthe lower portion of the front coveron the intake side of the engine.

The sensor supply 3 circuit provides 5 volt supply to the primaryengine speed/position sensor.


The accelerator pedal assembly islocated in the cab.

Sensor supply 4 of the electronic control module (ECM) provides a 5volt supply to the accelerator pedal position sensor. The acceleratorposition sensor is a hall effect sensor attached to the acceleratorpedal. The accelerator position sensor varies the signal voltage tothe ECM as the accelerator pedal is depressed and released. Lowsignal voltage is received by the ECM when the accelerator pedal isat 0 percent. A high signal voltage is received by the ECM when theaccelerator pedal is at 100 percent. The accelerator pedal positioncircuit contains an accelerator pedal position 5 volt supply,accelerator pedal position return, and accelerator pedal positionsignal.


The accelerator pedal is located inthe cab.

Sensor supply 4 of the electronic control module (ECM) provides a 5volt supply to the accelerator pedal position sensor. The acceleratorposition sensor is a hall effect sensor attached to the acceleratorpedal. The accelerator position sensor varies the signal voltage tothe ECM as the accelerator pedal is depressed and released. Lowsignal voltage is received by the ECM when the accelerator pedal isat 0 percent. A high signal voltage is received by the ECM when theaccelerator pedal is at 100 percent. The accelerator pedal positioncircuit contains an accelerator pedal position 5 volt supply,accelerator pedal position return, and accelerator pedal positionsignal.

Sensor Supply 5 -Voltage Above

Sensor supply number 5 is located inthe ECM OEM harness connector and

The sensor supply 5 of the electronic control module (ECM) providesa 5 volt supply for the aftertreatment diesel particulate filterdifferential pressure sensor, remote accelerator, tachograph speed



Voltage AboveNormal or Shortedto High Source

the ECM OEM harness connector andprovides a 5 volt supply to variouscomponents in the OEM harness.

differential pressure sensor, remote accelerator, tachograph speedsensor, engine coolant level sensor, and the accelerator positionsensor 2. The remote accelerator and tachograph speed sensor areoptional original equipment manufacturer (OEM) components.

Sensor Supply 5 -Voltage BelowNormal or Shortedto Low Source

Sensor supply number 5 is located inthe ECM OEM harness connector andprovides a 5 volt supply to variouscomponents in the OEM harness.

The sensor supply 5 of the electronic control module (ECM) providesa 5 volt supply for the aftertreatment diesel particulate filterdifferential pressure sensor, remote accelerator, tachograph speedsensor, engine coolant level sensor, and the accelerator positionsensor 2. The remote accelerator and tachograph speed sensor areoptional original equipment manufacturer (OEM) components.

Starter Relay DriverCircuit - VoltageAbove Normal orShorted to HighSource

The starter lockout relay is installedby the vehicle OEM.

The starter lockout relay is controlled by the ECM through the starterlockout relay signal circuit. The relay prevents the starter from beingengaged when the engine is running. The relay return circuit isdependent on OEM wiring. It may be wired back to the ECM on somevehicles, or wired to the chassis or block ground on others. Consultthe OEM wiring diagram for return circuit details. The starter lockoutrelay circuit utilizes a pulse width modulated (PWM) signal. A PWMsignal is a pulsed voltage signal between 0-VDC and system voltage.The frequency of the pulsed voltage signal is dependent on theapplication requirement.

Starter Relay DriverCircuit - VoltageBelow Normal orShorted to LowSource

The starter lockout relay is installedby the vehicle OEM.

The starter lockout relay is controlled by the electronic controlmodule (ECM) through the starter lockout relay signal circuit. Therelay prevents the starter from being engaged when the engine isrunning. The relay return circuit is dependent on OEM wiring. It maybe wired back to the ECM on some vehicles or wired to the chassisor block ground on others. Consult the OEM wiring diagram forreturn circuit details. The starter lockout relay circuit utilizes a pulsewidth modulated (PWM) signal. A PWM signal is a pulsed voltagesignal between 0 VDC and system voltage. The frequency of thepulsed voltage signal is dependent on the application requirement.

Turbocharger 1Compressor InletTemperature SensorCircuit - VoltageAbove Normal orShorted to HighSource

The compressor inlet air temperature sensor is a variable resistorsensor and is used to measure the temperature of the air enteringthe compressor inlet of the turbocharger. The electronic controlmodule (ECM) supplies 5-VDC to the compressor inlet temperaturesignal circuit. The ECM monitors the change in voltage caused bychanges in the resistance of the sensor to determine the coolanttemperature.

Turbocharger 1Compressor InletTemperature SensorCircuit - VoltageBelow Normal orShorted to LowSource

The turbocharger compressor inlet temperature sensor is a variableresistor sensor and is used to measure the temperature of the airentering the compressor inlet of the turbocharger. The electroniccontrol module (ECM) supplies 5-VDC to the compressor inlettemperature signal circuit. The ECM monitors the change in voltagecaused by changes in the resistance of the sensor to determine thecoolant temperature.

Turbocharger 1Speed - AbnormalRate of Change

The turbocharger speed sensor islocated in the center housing of theturbocharger.

The turbocharger speed sensor is a variable reluctance speedsensor. It consists of a coil of wire and an iron core. The target onthe turbocharger shaft is a ground flat in the center of the shaft. Asthe flat on the turbocharger shaft passes the speed sensor, a signalis generated. The electronic control module (ECM) interprets thissignal and converts it to a turbocharger speed reading.

Turbocharger 1Speed - DataErratic, Intermittent,or Incorrect

The turbocharger speed sensor ismounted in the center housing of theturbocharger.

The turbocharger speed sensor is a variable reluctance speedsensor. It consists of a coil of wire and an iron core. The target onthe turbocharger shaft is a ground flat in the center of the shaft. Asthe flat on the turbocharger shaft spins past the speed sensor, asignal is generated. The electronic control module (ECM) interpretsthis signal and converts it to a turbocharger speed reading.

Turbocharger 1Speed - Data ValidBut Below NormalOperating Range -Moderately SevereLevel


The turbocharger speed sensor is a variable reluctance speedsensor. It consists of a coil of wire and an iron core. The target onthe turbocharger shaft is a ground flat in the center of the shaft. Asthe flat on the turbocharger shaft spins past the speed sensor, asignal is generated. The electronic control module (ECM) interpretsthis signal and converts it to a turbocharger speed reading.



Level this signal and converts it to a turbocharger speed reading.

Turbocharger 1Speed - Data Validbut Above NormalOperational Range -Least Severe Level


The turbocharger speed sensor is a variable reluctance speedsensor. It consists of a coil wire and an iron core. The target on theturbocharger shaft is a ground flat in the center of the shaft. As theflat on the turbocharger shaft spins past the speed sensor, a signal isgenerated. The electronic control module (ECM) interprets this signaland converts it to a turbocharger speed reading.

TurbochargerCompressor OutletTemperature(Calculated) - DataValid but AboveNormal OperationalRange - LeastSevere Level

There is not a physical turbochargercompressor outlet temperaturesensor in the system. Theturbocharger compressor outlet airtemperature is a calculation oftemperature of the air after it iscompressed by the turbochargercompressor, but before exhaust gasrecirculation (EGR) is mixed into thesystem and before it enters thecharge air cooler.

The turbocharger compressor outlet air temperature is calculated bythe ECM. Turbocharger compressor outlet air temperature is derivedby the ECM, based on engine operating conditions such asturbocharger compressor inlet air temperature, barometric pressure,turbocharger speed, engine speed, intake manifold air temperature,and intake manifold pressure.

TurbochargerTurbine InletTemperature(Calculated) - DataValid but AboveNormal OperationalRange - LeastSevere Level

There is not a physical exhaust gastemperature sensor in the system.The exhaust gas temperature is acalculation of exhaust gastemperature before the turbochargerand is also know as turbine inlettemperature. Note: Some originalequipment manufacturers (OEM)have pyrometer gauges mounted intheir chassis. Pyrometers measureturbine outlet temperature or theexhaust gas leaving the turbochargerand will not equal the valuemonitored with the exhaust gastemperature parameter with INSITE™electronic service tool.

The exhaust gas temperature is calculated by the electronic controlmodule (ECM). The exhaust gas temperature is derived by the ECM,based on engine operating conditions such as intake manifold airtemperature, engine speed, injection timing, intake manifoldpressure, and fuel flow.

TurbochargerTurbine InletTemperature(Calculated) - DataValid but AboveNormal OperationalRange - ModeratelySevere Level

There is not a physical exhaust gastemperature sensor in the system.The exhaust gas temperature is acalculation of exhaust gastemperature before the turbochargerand is also known as turbine inlettemperature. Note: Some originalequipment manufacturers (OEMs)have pyrometer gauges mounted intheir chassis. Pyrometers measureturbine outlet temperature or theexhaust gas leaving the turbochargerand will not equal the valuemonitored with the exhaust gastemperature parameter in INSITE™electronic service tool.

The exhaust gas temperature is calculated by the electronic controlmodule (ECM). Exhaust gas temperature is derived by the ECM,based on engine operating conditions such as intake manifold airtemperature, engine speed, injection timing, intake manifoldpressure, and fuel flow.

VGT ActuatorController - BadIntelligent Device orComponent


The variable geometry turbocharger (VGT) is electronically activatedby the VGT actuator. The VGT actuator is a smart device thatreceives information via the J1939 data link from the primary engineelectronic control module (ECM). The VGT actuator performs its owndiagnostics and reports errors back to the primary engine ECM usingthe J1939 data link.

VGT ActuatorController - Out ofCalibration


The variable geometry turbocharger (VGT) is electronic activated bythe VGT actuator. The VGT actuator is a smart device that receivesinformation via the J1939 data link from the primary engine ECM.The VGT actuator performs its own diagnostics and reports errorsback to the primary engine ECM using the J1939 data link.

VGT Actuator DriverCircuit (Motor) -

The variable geometry turbocharger (VGT) is electronically activatedby the VGT actuator. The VGT actuator is a smart device that



Circuit (Motor) -Mechanical SystemNot RespondingProperly or Out ofAdjustment

The VGT actuator is located on theturbocharger bearing housing

by the VGT actuator. The VGT actuator is a smart device thatreceives information via the J1939 data link from the primary engineECM. The VGT actuator performs its own diagnostics and reportserrors back to the primary engine ECM using the J1939 data link.

VGT Actuator DriverCircuit - AbnormalUpdate Rate


The variable geometry turbocharger (VGT) is electronically activatedby the VGT actuator. The VGT actuator is a smart device thatreceives information via the J1939 data link from the primary engineelectronic control module (ECM). The VGT actuator performs its owndiagnostics and reports malfunctions back to the primary engineECM, using the J1939 data link.

VGT Actuator DriverCircuit - ConditionExists


The variable geometry turbocharger (VGT) is electronically activatedby the VGT actuator. The VGT actuator is a smart device thatreceives information via the J1939 datalink from the primary engineelectronic control module (ECM). The VGT actuator performs its owndiagnostics and reports errors back to the primary engine ECM usingthe J1939 datalink.

VGT Actuator DriverCircuit - Root CauseNot Known


The variable geometry turbocharger (VGT) is electronically activatedby the VGT actuator. The VGT actuator is a smart device andreceives information via the J1939 datalink from the primary engineelectronic control module (ECM). The VGT actuator performs its owndiagnostics and reports failures back to the primary engine ECMusing the J1939 datalink. The ECM then decodes the error messageand converts it to a fault code.

VGT Actuator DriverOver Temperature(Calculated) - DataValid but AboveNormal OperationalRange - LeastSevere Level


The variable geometry turbocharger (VGT) is electronically activatedby the VGT actuator. The VGT actuator is a smart device andreceives information via the J1939 datalink from the primary engineelectronic control module (ECM). The VGT actuator performs its owndiagnostics and reports failures back to the primary engine ECMusing the J1939 datalink.

VGT ActuatorPosition - SpecialInstructions


The variable geometry turbocharger (VGT) is electronically activatedby the VGT actuator. The VGT actuator is a smart device thatreceives information via the J1939 data link from the primary engineelectronic control module (ECM). The VGT actuator performs its owndiagnostics and reports errors back to the primary engine ECM usingthe J1939 data link.

Water-In-FuelIndicator - DataValid but AboveNormal OperationalRange - LeastSevere Level

The water-in-fuel sensor is integratedinto the bottom of the OEM suppliedsuction fuel filter. The OEM suppliedfuel filter is located on the intake sideof the engine.

The water-in-fuel sensor is attached to the fuel filter. The water-in-fuel sensor is used to indicate high water accumulation in the fuelfilter.

Water-in-FuelIndicator SensorCircuit - VoltageAbove Normal orShorted to HighSource

The water-in-fuel sensor is integratedinto the bottom of the OEM suppliedsuction fuel filter. The OEM suppliedfuel filter is located on the intake sideof the engine. Use the followingprocedure for a detailed componentlocation view.

The water-in-fuel sensor is attached to the fuel filter. The electroniccontrol module (ECM) provides a 5 volt reference signal to the water-in-fuel sensor. When the water collected in the fuel filter covers thesensor probes, the water-in-fuel sensor pulls the 5 volt referencevoltage to ground, indicating high water accumulation in the fuelfilter.

Water-in-FuelIndicator SensorCircuit - VoltageBelow Normal orShorted to LowSource

The water-in-fuel sensor is integratedinto the bottom of the OEM suppliedsuction fuel filter. The OEM suppliedfuel filter is located on the intake sideof the engine.

The water-in-fuel sensor is attached to the fuel filter. The electroniccontrol module (ECM) provides a 5 VDC reference signal to thewater-in-fuel sensor. When the water collected in the fuel filtercovers the sensor probes, the water-in-fuel sensor then pulls the 5VDC reference voltage to ground, indicating high water accumulationin the fuel filter.

Wheel-Based VehicleSpeed - DataErratic, Intermittent,or Incorrect

The vehicle speed sensor is located inthe rear of the vehicle transmission.

The vehicle speed sensor senses the speed of the tailshaft gear onthe vehicle's transmission. This speed signal is then transmitted tothe engine electronic control module (ECM) and converted into avehicle speed.



Wheel-Based VehicleSpeed SensorCircuit TamperingHas Been Detected -Abnormal Rate ofChange

The vehicle speed sensor is located inthe rear of the vehicle transmission.

The vehicle speed sensor senses the speed of the tailshaft gear onthe vehicle's transmission. This speed signal is then transmitted tothe engine electronic control module (ECM) and converted into avehicle speed.



:

Specifications(018-001)

General Information

WARNING This diagram is provided as a diagnostic tool for trained, experienced technicians only.Improper troubleshooting or repair can result in severe personal injury or death or propertydamage. See important instructions in the Service Manual.

Electrical Specifications

SAE J1939 BACKBONE RESISTANCEPositive wire to return wire

50 to 70 ohmsTermination Resistance

110 to 130 ohmsALL CONTINUITY CHECKS

OK (no open circuit) if < 10 ohmsALL SHORTS TO GROUND

OK (no short circuit) if > 100k ohmsSHORT CIRCUIT TO EXTERNAL VOLTAGE SOURCE

OK if < 1.5 VDCSENSOR SUPPLY VOLTAGE

@ ECM - 4.75 to 5.25 VDCSOLENOIDS

Fuel Pump Actuator2.0 to 4.5 ohms

InjectorsLess than 2 ohms

ECM CONNECTORRetaining Cap Screw Torque = 3 N•m [25 in-lb]

Sensor Specifications

Turbocharger Compressor Inlet Air Temperature SensorTorque = 23 N•m [17 ft-lb]

Intake Manifold Air Temperature SensorTorque = 23 N•m [17 ft-lb]

Exhaust Gas Pressure SensorTorque = 23 N•m [17 ft-lb]

EGR Temperature SensorTorque = 57 N•m [42 ft-lb]

Engine Coolant Temperature SensorTorque = 23 N•m [17 ft-lb]

Engine Oil Pressure SwitchTorque = 23 N•m [17 ft-lb]


4021572 448 / 507

Turbocharger Speed SensorTorque

8.5 N•m [75 in-lb]Resistance

600 to 1600 ohmsEngine Position Sensor

Torque = 20 N•m [100 in-lb]Crankcase Pressure Sensor

Torque = 0.19 N•m [20 in-lb]




4021572 449 / 507

:


General Information

WARNING This diagram is provided as a diagnostic tool for trained, experienced technicians only.Improper troubleshooting or repair can result in severe personal injury or death or propertydamage. See important instructions in Troubleshooting and Repair Manual.


J1939 BACKBONE RESISTANCEPositive wire to return wire

50 to 70 ohmsJ1939 Termination Resistance

110 to 130 ohmsAll Continuity Checks

OK (no open circuit) if less than 10 ohmsAll Shorts To Ground

OK (no short circuit) if more than 100k ohmsShort Circuit To External Voltage

OK if less than 1.5 VDCSensor Supply Voltage

@ ECM = 4.75 to 5.25 VDCSolenoids

Fuel Pump Actuator = 2.0 to 4.5 ohmsInjectors

Less than 2 ohmsECM Connector

Retaining Cap Screw Torque = 2.8 N•m [25 in-lb]







Engine Oil Pressure SensorTorque = 23 N•m [17 ft-lb]

Turbocharger Speed Sensor


4021573 450 / 507

Torque8.5 N•m [75 in-lb]

Resistance600 to 1600 Ohms

Engine Position SensorTorque = 20 N•m [15 ft-lb]

Crankcase Pressure SensorTorque = 0.19 N•m [20 in-lb]




4021573 451 / 507

:


General Information




50 to 70 OhmsTermination Resistance

110 to 130 OhmsALL CONTINUITY CHECKS

OK (no open circuit) if < 10 OhmsALL SHORTS TO GROUND

OK (no short circuit) if > 100k OhmsSHORT CIRCUIT TO EXTERNAL VOLTAGE SOURCE



Injectors- 0.5 to 1.5 ohms after subtracting the multimeter resistance

ECM CONNECTORRetaining Capscrew Torque = 3 N•m [27 in-lb]


Intake Manifold Temperature/Pressure SensorTorque = 4 N•m [35 in-lb]


Engine Oil Pressure SwitchTorque = 18N•m [159 in-lb]

Barometric Air Pressure SensorTorque = 5 N•m [44 in-lb]

Fuel Rail Pressure SensorTorque = 95N•m [70 ft-lb]

Crankshaft Position SensorTorque = 9 N•m [80 in-lb]

Camshaft Position SensorTorque = 9 N•m [80 in-lb]


4021596 452 / 507

Fuel Pump ActuatorTorque = 7 N•m [62 in-lb]




4021596 453 / 507

:


General Information




50 to 70 OhmsJ1939 Termination Resistance

110 to 130 OhmsAll Continuity Checks

OK (no open circuit) if less than 10 OhmsAll Shorts To Ground

OK (no short circuit) if more than 100k OhmsShort Circuit To External Voltage



Fuel Pump Actuator = 2.0 to 4.5 OhmsInjectors

Less than 2 OhmsECM Connector






Engine Position SensorTorque = 20 N•m [180 in-lb]

Fuel Rail Pressure SensorTorque — 70 N•m [52 ft-lb]


4021625 454 / 507




4021625 455 / 507

:


General Information




50 to 70 OhmsJ1939 Termination Resistance

110 to 130 OhmsAll Continuity Checks

OK (no open circuit) if less than 10 OhmsAll Shorts To Ground

OK (no short circuit) if more than 100k OhmsShort Circuit To External Voltage



Fuel Pump Actuator = 2.0 to 4.5 OhmsInjectors

Less than 2 OhmsECM Connector






Engine Position SensorTorque = 20 N•m [180 in-lb]

Fuel Rail Pressure SensorTorque = 70 N•m [52 ft-lb]


4021626 456 / 507




4021626 457 / 507

:


General Information




50 to 70 ohmsTermination Resistance

110 to 130 ohmsALL CONTINUITY CHECKS

OK (no open circuit) if < 10 ohmsALL SHORTS TO GROUND

OK (no short circuit) if > 100k ohmsSHORT CIRCUIT TO EXTERNAL VOLTAGE SOURCE



Fuel Pump Actuator2.0 to 4.5 ohms

InjectorsLess than 2 ohms

ECM CONNECTORRetaining Cap Screw Torque = 3 N•m [25 in-lb]







Engine Oil Pressure SwitchTorque = 23 N•m [17 ft-lb]


4022080 458 / 507

Turbocharger Speed SensorTorque

8.5 N•m [75 in-lb]Resistance

600 to 1600 ohmsEngine Position Sensor

Torque = 20 N•m [100 in-lb]Crankcase Pressure Sensor

Torque = 0.19 N•m [20 in-lb]




4022080 459 / 507

:

Electronic Controlled Fuel System(101-007)

General Information

The ISB, ISC, and ISL with CM2150 electronic control modules (ECM) are electronically operated fuel control systems thatalso provide many operator and vehicle features.

The base functions of the control system include fueling and timing control, limiting the engine speed operating rangebetween the low and the high idle set points, and reducing exhaust emissions while optimizing engine performance. Thesystem also controls the engine brakes.

The control system uses inputs from the operator and its sensors to determine the fueling and timing required to operate atthe desired engine speed at the required emissions level.

ECM Inputs

The ECM is the control center of the system. It processes all of the inputs and sends commands to the fuel system, vehicle,and engine control devices.

The ECM performs diagnostic tests on most of its circuits and will activate a fault code if a problem is detected in one ofthese circuits. Along with the fault code identifying the problem, a snapshot of engine operating parameters at the time offault activation is also stored in memory.

Active fault codes will cause a diagnostic lamp to activate to signal the operator.

The ECM can communicate with service tools and some other vehicle controllers (such as transmissions, ABS, ASR,electronic dash displays and so on) through the SAE J1939 data link.

Some vehicles and equipment will have SAE J1939 networks on them that link many of the “smart” controllers together.Vehicle control devices can temporarily command engine speed or torque to perform one of its functions (that is,transmission shifting, anti-lock braking and so on).

The control system utilizes a number of sensors to provide information on engine operating parameters. These sensorsinclude:

Engine coolant temperature sensorIntake manifold air temperature sensorIntake manifold pressure sensorEngine oil pressure sensorEngine speed (crankshaft position) sensorCamshaft position sensorBarometric pressure sensorRail fuel pressure sensorWater-in-fuel sensorTurbocharger speed sensorTurbocharger compressor inlet air temperature sensorAccelerator pedal/lever position sensorEngine brake selector switchesEngine coolant level sensorVehicle speed sensorsFeature control switches (i.e. cruise control switches)Fan control switchAir conditioner pressure switchRemote acceleratorRemote PTO.

NOTE: These inputs are application dependent. Some applications will not use all of these inputs.

Diagnostic Fault Codes


(101-007) Electronic Controlled Fuel System 460 / 507

The electronic engine control system can display and record certaindetectable fault conditions. These failures are displayed as faultcodes, which make troubleshooting easier. The fault codes areretained in the ECM.

There are two types of diagnostic codes:

Engine electronic control system fault codes are to inform theoperator that there is a problem with the control system that willrequire troubleshooting.Information and engine protection fault codes are to inform theoperator that the control system has detected an enginecondition outside the normal operating range.

All fault codes recorded will either be active (fault code is currentlyactive on the engine) or inactive (fault code was active at some time,but is not currently active).

The “Stop” light is red and indicates the need to stop the engine assoon as it can be safely done. The engine must remain shutdown untilthe fault can be repaired.

The “Warning” light is amber and indicates the need to repair the faultat the first available opportunity.

Maintenance type fault codes will flash the amber Warning light for 30seconds after the keyswitch is turned to the ON position when one ofthe following occurs: maintenance is required (if Maintenance Monitoris turned on) or if water-in-fuel is detected.

NOTE: The names and colors of these lamps can vary withequipment manufacturer.

Fault codes can be accessed in at least two different ways; using theelectronic service tool or fault code flash out.

To check for active engine electronic fuel system and engineprotection system fault codes, turn the keyswitch OFF and move thediagnostic switch to the ON position.

Turn the vehicle keyswitch to the ON position.

If no active fault codes are recorded, both lights will come on and stayon.

If active fault codes are recorded, both lights will come on momentarilythen begin to flash the code of the recorded faults.

The fault code will flash in the following sequence:

First, a WARNING (amber) light will flash.Then there will be a short one or two second pause after whichthe number of the recorded fault code will flash in STOP (red).There will be a one or two second pause between each number.When the number has finished flashing in red, an amber lightwill appear again.

The lights flash each fault code out three times before advancing tothe next code. To skip to the next fault code, move theIncrement/Decrement switch (if equipped) momentarily to theincrement (+) position. You can go back to the previous fault code bymomentarily moving the Increment/Decrement switch (if equipped) tothe decrement (-) position. If only one active fault is recorded, thesame fault code will continuously be displayed when either (+) or (-)switch is depressed.



The explanation and correction of the fault codes is in Section TF ofthis manual.

When not using the diagnostic system, turn off the diagnostic switch.

Throttle Activated Diagnostic Switch

The Throttle-Activated Diagnostic Switch feature is intended toeliminate the need for a dash-mounted diagnostic switch, which isused to activate the fault code flashout on the lamps. The fault codeflashout will be activated through a simple sequence of throttlemovements. When this feature is enabled, the engine is in stop stateand the keyswitch is in the ON position. Every successive cycle of thethrottle will lead to the next fault code to be flashed on the lamps, inthe same manner as if the increment switch were depressed.

To activate this feature, the engine must be stopped and thekeyswitch turned to the ON position. Then depress the acceleratorpedal completely three times. The feature will then be enabled.Transitioning to the next fault code will happen automatically after thefirst fault code is flashed out twice or if the throttle pedal is cycled.

NOTE: There is an optional, error-sensitve mode for thisfeature. If any of the throttle-related errors occur, this featurewill turn on the diagnostic switch automatically when theengine is stopped and the keyswitch is in the ON position.During this mode, only the increment switch can be used toflash out the next fault code.

Engine Protection System

CAUTION When the red STOP lamp is illuminated, the driver/operator mustpull to the side of the road, when it is safe to do so, to reduce thepossibility of engine damage.

The ISB, ISC, and ISL with CM2150 engines are equipped with anengine protection system. The system monitors critical enginetemperatures and pressures, and will log diagnostic faults when anover or under normal condition occurs. If an out-of-range conditionexists and engine derate action is to be initiated, the operator will bealerted by an in-cab Warning lamp. The Stop lamp will blink or flashwhen out-of-range conditions continue to worsen. The driver must pullto the side of the road, when it is safe to do so, to reduce thepossibility of engine damage.

NOTE: Engine power and speed will gradually be reduced,depending on the level of severity of the observed condition.The engine protection system will not shut down the engineunless the engine protection shutdown feature has beenenabled.



Fault Code Snapshot Data

When a diagnostic fault code is recorded in the ECM, the ECM inputand output data is recorded from all sensors and switches. Snapshotdata allows the relationships between ECM inputs and outputs to beviewed and used during troubleshooting.

Fault code snapshot data can only be viewed using INSITE™electronic service tool.

INSITE™ Description

INSITE™ is an electronic service tool for the electronic engine controlsystem. Use INSITE™ electronic service tool to:

program customer specified information into the ECM(Parameters and Features)aid in troubleshooting the enginechange the engine power or rated speed calibrationtransfer new or update calibration files to the ECMcreate and view trip reports, etc.

INSITE™ Monitor Mode

The INSITE™ electronic service tool Monitor Mode is a usefultroubleshooting aid that displays the key ECM inputs and outputs. Thisfeature can be used to spot constantly or intermittently out-of-rangevalues.

Engine Monitoring System

Exhaust Gas Treatment Fault Code and Maintenance Lamps

Depending on the vehicle manufacturer, a Cummins engine equippedwith a Cummins® particulate filter can have up to two additional dashlamps and an additional switch for the ECM to provide feedback to theoperator on the status of the aftertreatment system, along with theCHECK ENGINE and STOP ENGINE lamps.

Diesel Particulate Filter Lamp

Indicates the need for assistance in achieving regeneration.

High Exhaust System Temperature Lamp

Indicates that high exhaust temperatures are due to the



regeneration of the particulate filter.

Engine Fault and Maintenance Lamps

The STOP or STOP ENGINE lamp is red and indicates the need tostop the engine as soon as it can be safely done. The engine mustremain shut down until the engine can be repaired.

The WARNING or CHECK ENGINE lamp is yellow. When it illuminates,the engine is in need of repair at the first available opportunity.

The yellow lamp will flash for 30 seconds at key-on when one of thefollowing occurs:

maintenance required (if Maintenance Monitor is enabled)water-in-fuel is detected.

If the warning light flashes for 30 seconds at key-on and water isdrained from the primary water-separating fuel filter then thesecondary fuel filter must be replaced.

Stationary Regeneration

WARNING Exhaust outlet temperatures will reach 600°C [1112°F] during a normal stationary regenerationevent. To avoid personal injury, do not touch the diesel aftertreatment parts.

0. Make sure the parking brake is set, the transmission is in neutral or park, and wheel chocks are in place.1. There must not be any combustible material such as paper products, wood products, dry grass, or fuels within 2 feet

of the exhaust outlet.2. If using an exhaust discharge pipe in a service bay, make sure it is capable of withstanding temperatures above

600°C [1112°F].3. There must not be any persons or animals within 1.5 m [5 ft] of the exhaust outlet during this process.

Stay with the vehicle to make sure these conditions are kept in place for the duration of the process. If these conditionschange, stop the process and take corrective action(s) before continuing the process.

A stationary regeneration can be required on vehicles that have very light duty cycles and/or do not maintain exhausttemperatures that are high enough to regenerate the particulate filter.

A stationary regeneration can be performed in two ways:

0. With vehicles equipped with a stationary regeneration switch that is enabled in the ECM, the vehicle can be parked ina safe location with the stationary regeneration switch turned on and the engine will operate in such a way to createenough heat to regenerate the diesel particulate filter. The engine will automatically return to normal operatingconditions when the diesel particulate filter is regenerated.

1. INSITE™ electronic service tool can be used to initiate the regeneration event and cause the engine to operate insuch a way to create enough heat to regenerate the particulate filter. The engine will automatically return to normaloperating conditions when the particulate filter is regenerated.

The regeneration can be discontinued by engaging the clutch, brake, or throttle pedals.

Aftertreatment Lamp Description

The engine ECM constantly monitors the condition of the Cummins® particulate filter. If the vehicle is operated in such away that the engine is not able to regenerate the filter, the aftertreatment lamps will illuminate, indicating the need for theoperator to take action. As the need to regenerate the diesel particulate filter increases, the ECM will progressively notifythe operator of the need and severity of the need. The table below indicates the different stages of lamps, the meaning,and the action required. How quickly the system steps through the levels of severity is dependant on the vehicle's dutycycle.

Illuminated High Exhaust Temperature Lamp

Meaning: High exhaust temperatures due to regeneration of the particulate filter.Action To Take: Be sure that the engine exhaust pipe outlet is not directed at any surface or material that willmelt under high temperatures or is combustible.

Illuminated Diesel Particulate Filter Lamp



Meaning: The diesel particulate filter needs to be regenerated at the next opportunity.Action To Take: Change to a more challenging duty cycle, such as highway driving, to raise exhausttemperatures out of the engine for at least 20 minutes, or perform a stationary regeneration.

Flashing Diesel Particulate Filter Lamp

Meaning: The diesel particulate filter needs to be regenerated soon. The engine can be derated.Action To Take: Change to a more challenging duty cycle, such as highway driving, to raise the exhausttemperatures out of the engine for at least 20 minutes, or perform a stationary regeneration.

Illuminated Check Engine Lamp and Flashing Diesel Particulate Filter Lamp

Meaning: The diesel particulate filter needs to be regenerated immediately. The engine will be derated.Action To Take: Perform a stationary regeneration.

Illuminated STOP ENGINE Lamp

Meaning: The diesel particulate filter can no longer be safely regenerated. The engine will be severely derated.Action To Take: Take the vehicle to a Cummins® Authorized Repair Facility.






ISB, ISC, and ISL with CM2150 - Accelerator Pedal Position Sensor Supply Voltage Circuit 466 / 507


Alternate Torque Circuit 467 / 507


OEM Temperature/Pressure Sensor Circuit 468 / 507


Dual Outputs Circuit 469 / 507


ISB, ISC, and ISL- Engine Coolant Temperature 1 Sensor Circuit 470 / 507


ISB with CM2150 - Barometric Pressure Sensor Circuit 471 / 507


ISB with CM2150 - Injector Circuit 472 / 507


ISC and ISL CM2150 - Crankcase Pressure Sensor Circuit 473 / 507


ISB with CM2150 - Engine Oil Rifle Pressure Circuit 474 / 507


ISB with CM2150 - Fuel Rail Pressure Sensor Circuit 475 / 507


ISB, ISC and ISL with CM2150 - Engine Coolant Level Sensor 1 Circuit 476 / 507


ISB, ISC and ISL with CM2150 - Engine Coolant Level Sensor 1 Circuit 477 / 507


ISB, ISC, and ISL - Oil Level Sensor Circuit 478 / 507


ISB, ISC, and ISL - Fan Control Circuit 479 / 507


ISB, ISC, and ISL with CM2150 - Electronic Fuel Injection Control Valve Circuit 480 / 507


ISB, ISC, and ISL with CM2150 - SAE J1939 Data Link Circuit 481 / 507


ISB, ISC, ISL with CM2150 - Vehicle Speed Sensor Circuit 482 / 507


ISB, ISC, and ISL with CM2150 - Engine Crankshaft Speed/Position Sensor Circuit 483 / 507


ISB, ISC, and ISL - Barometric Pressure Circuit 484 / 507


ISB, ISC, and ISL with CM2150 - EGR Differential Pressure Sensor Circuit 485 / 507


ISB, ISC, and ISL with CM2150 - EGR Valve Position Circuit 486 / 507


ISB, ISC, and ISL - Sensor Supply 3 Circuit 487 / 507


ISB, ISC, and ISL - Exhaust Gas Pressure Circuit 488 / 507


ISB, ISC, and ISL - Exhaust Gas Recirculation Temperature Sensor Circuit 489 / 507


ISB, ISC, and ISL - Intake Air Heater 1 Circuit 490 / 507


Intake Manifold Pressure/Temperature Circuit 491 / 507


ISB, ISC, and ISL - Remote Accelerator Pedal or Lever Position Sensor 1 Circuit 492 / 507


VGT Actuator Circuit 493 / 507


ISB, ISC, and ISL with CM2150 - Unswitched Battery Supply Circuit 494 / 507


ISL with CM2150 - Engine Brake Circuit 495 / 507


ISB, ISC, and ISL with CM2150 - Engine Magnetic Speed/Position Sensor Circuit 496 / 507


ISB, ISC, and ISL with CM2150 - Sensor Supply 1 Circuit 497 / 507


ISB, ISC, and ISL with CM2150 - Starter Relay Circuit 498 / 507


ISB, ISC, and ISL with CM2150 - Turbocharger 1 Speed Circuit 499 / 507


ISB, ISC, and ISL with CM2150 - Water-in-Fuel Sensor Circuit 500 / 507


ISB4.5, ISB6.7, ISD4.5, and ISD6.7 CM2150 SN/ISL8.9 CM2150 SN/ISZ13 CM2150 - Aftertreatment Diesel Exhaust Fluid Pressure Sensor Circuit501 / 507


ISB4.5, ISB6.7, ISD4.5, and ISD6.7 CM2150 SN/ISL8.9 CM2150 SN/ISZ13 CM2150 - Air Supply Actuator Circuit502 / 507


ISC and ISL with CM2150 - Electric Fuel Lift Pump Circuit 503 / 507


ISC and ISL with CM2150 - Turbocharger Compressor Inlet Temperature Sensor Circuit 504 / 507


ISC, and ISL with CM2150 - Engine Oil Pressure Circuit 505 / 507


ISF2.8 CM2220 AN/ISF3.8 CM2220 AN - Aftertreatment Diesel Exhaust Fluid Pressure Sensor Circuit506 / 507


OEM Temperature/Pressure Sensor Circuit 507 / 507

isb, isc, isl, isde, and qsb3.3 (fis4021570) · isb, isc, isl, isde, and qsb3.3 (fis4021570) fault...

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