Table 3.

1 Flash Code Circuit Index

CODE OF P.I.D. SID IMF INDEX OF FAULT DESCRIPTION

FLASH CIRCUIT

111 NDE No errors detected - just flash code

112 168 0 3 ECM_PWR

Electrical system voltage B+ out of range HIGH

113 168 0 4 ECM_PWR

Electrical system voltage B+ out of range LOW

114* 110 0 4 ECT

Engine coolant temperature signal out of range
LOW
115* 110 0 3 ECT
Engine coolant temperature signal out of range
HIGH

121* 102 0 3 map Intake manifold absolute pressure signal out of

range HIGH

122* 102 0 4 map Intake manifold absolute pressure signal out of

range LOW

123* 102 0 2 map

Intake manifold absolute pressure failure in range

124 * 164 0 4 PCI Injection control pressure signal out of range

LOW

125* 164 0 3 PCI Injection control pressure signal out of range

HIGH

131* 91 0 4 APS/IVS Accelerator pedal position signal out of LOW

range

132* 91 0 3 APS/IVS Accelerator pedal position signal out of HIGH

range

133* 91 0 2 APS/IVS Accelerator pedal position signal failure in *M*

range

134* 91 0 7 APS/IVS
Accelerator pedal position mismatch and idle
validation switch

135* 0 230 11 APS/IVS

Idle validation switch circuit failure

141 84 0 4 VSS
Vehicle speed signal out of range LOW

142 84 0 3 VSS
Vehicle speed signal out of range HIGH

143 0 21 2 CMP
Incorrect number of CMP signal transitions per
cam revolution
Table 3.1 Flash Code Circuit Index

CODE OF P.I.D. SID IMF INDEX OF FAULT DESCRIPTION

FLASH CIRCUIT

144 0 21 8 CMP CMP signal noise detected

145* 0 21 12 CMP
CMP signal inactive while ICP has increased

151 108 0 3 BARO

Barometric pressure signal out of range HIGH

152 108 0 4 BARO

Barometric pressure signal out of range LOW

154 171 0 4 IAT

Air intake temperature signal out of LOW range

155 171 0 3 IAT

Air intake temperature signal out of HIGH range

211* 100 0 4 EOP

Engine oil pressure signal out of range LOW

212* 100 0 3 EOP

Engine oil pressure signal out of range HIGH

213 0 29 4 RPS
Remote throttle signal out of range LOW

214 0 29 3 RPS
Remote throttle signal out of range HIGH

215 84 0 8 VSS Vehicle speed signal frequency out of range

HIGH

216 73 0 4 HPG
Hydraulic pressure signal out of LOW range

221 0 244 2 SCCS

Cruise control-PTO switch circuit failure
RPTO

222 0 247 2 BRAKE Brake switch circuit failure

225 100 0 0 EOP

Engine oil pressure sensor signal failure in range

226 73 0 3 HPG Hydraulic pressure sensor signal out of range

HIGH

231 0 250 2 ATA

ATA data communication link error

236 111 0 2 ECL NO AVAILABLE

STILL?????????????????????( he
English manual says -- ECL switch circuit
failure ---
Table 3.1 Flash Code Circuit Index

CODE OF P.I.D. SID IMF INDEX OF FAULT DESCRIPTION

FLASH CIRCUIT

241 0 42 11 IPR Injection Control Pressure Regulator OCC Self

Test Failure
244 0 248 11 EDL
Engine to Transmission Data Line OCC Self Test
Failure

246 0 56 11 EFAN
Motor Fan OCC Self Test Failure

256 0 55 11 CSR
Radiator shutter activation OCC fault

262 0 54 11 CABBAGE
OCC light failure Change Oil

263 0 238 11 OWL Oil Water Light OCC Failure

265 62 0 11 VRE
Vehicle retarder relay OCC fault

266 0 239 11 WARN

Engine Warning Light OCC Failure

311* 175 0 4 EOT

Engine oil temperature signal out of low range

312* 175 0 3 EOT

Engine oil temperature signal out of high range

313 100 0 1 EOP**

Engine oil pressure low warning level

314 100 0 7 EOP**

Engine oil pressure below critical level

315* 190 0 0 CMP

Engine speed above warning level

316 110 0 1 ECT

Engine coolant temperature cannot reach
commanded calibration point

321 110 0 0 ECT**

Engine coolant temperature above warning level

322 110 0 7 ECT**

Engine coolant temperature above critical level

323 111 0 1 ECL Engine coolant level low warning and critical
level

324 71 0 14 IST
Idling stop timer has activated engine stop

325 110 0 14 ECT P tid id id say it

Table 3.1 Flash Code Circuit Index

CODE OF P.I.D. SID IMF INDEX OF FAULT DESCRIPTION

FLASH CIRCUIT

of the cooling system

331* 164 0 0 IPR Injection control pressure over system working

range

332* 164 0 13 PCI Injection control pressure above specification

with engine off

333* 164 0 10 IPR_SYS Injection control pressure above or below desired

level

334 164 0 7 IPR_SYS ICP cannot achieve time synchronization point

(poor performance)
335 164 0 1 IPR_SYS
ICP cannot create pressure during startup

336 73 0 10 HPG
Hydraulic pressure cannot achieve set calibration
point

421 0 1 5 INJ Cylinder 1: high side to low side open

422 0 2 5 INJ Cylinder 2: high side to low side open

423 0 3 5 INJ Cylinder 3: high side to low side open

424 0 4 5 INJ Cylinder 4: high side to low side open

425 0 5 5 INJ Cylinder 5: high side to low side open

426 0 6 5 INJ Cylinder 6: high side to low side open

431 0 1 4 INJ
Cylinder 1: High side shorted to low side

432 0 2 4 INJ
Cylinder 2: High side shorted to low side

433 0 3 4 INJ
Cylinder 3: High side shorted to low side

434 0 4 4 INJ
Cylinder 4: High side shorted to low side

435 0 5 4 INJ
Cylinder 5: High side shorted to low side

436 0 6 4 INJ
Cylinder 6: High side shorted to low side

451 0 1 6 INJ Cylinder 1: High side with short to ground or

VBAT

452 0 2 6 INJ Cylinder 2: High side with short to ground or

VBAT
Table 3.1 Flash Code Circuit Index

CODE OF P.I.D. SID IMF INDEX OF FAULT DESCRIPTION

FLASH CIRCUIT

Cylinder 3: High side with short to ground or

453 0 3 6 INJ
VBAT

454 0 4 6 INJ Cylinder 4: High side with short to ground or

VBAT

455 0 5 6 INJ Cylinder 5: High side with short to ground or

VBAT

456 0 6 6 INJ Cylinder 6: High side with short to ground or

VBAT

461 0 1 7 Perform
Cylinder 1: Cylinder Contribution Test Failure
diagnosis

462 0 2 7 Perform
Cylinder 2: Cylinder Contribution Test Failure
diagnosis

463 0 3 7 Perform
Cylinder 3: Cylinder Contribution Test Failure
diagnosis
464 0 4 7
Perform
Cylinder 4: Cylinder Contribution Test Failure
diagnosis

465 0 5 7 Perform
Cylinder 5: Cylinder Contribution Test Failure
diagnosis

466 0 6 7 Perform
Cylinder 6: Cylinder Contribution Test Failure
diagnosis

513* 0 151 5 INJ Low side to bank 1 open

514* 0 152 5 INJ Low side to bank 2 open

515* 0 151 6 INJ

Low side of bank 1 shorted to ground or B+

521* 0 152 6 INJ

Low side of bank 2 shorted to ground or B+

525* 254 0 6 NDE Injector drive circuit failure

612* 0 21 7 CMP
Wrong ECM installed for CMP timing wheel

614* 0 252 13 NDE

EFRC/EECM ING configuration does not match

621* 0 253 1 NDE

Motor using factory rated program

622* 0 253 0 NDE

Motor using nominal field program

623* 0 253 13 NDE Code dl ifi i dlti alid

Table 3.1 Flash Code Circuit Index
CODE OF P.I.D. SID IMF INDEX OF FAULT DESCRIPTION

FLASH CIRCUIT
check ECM programming

624 0 240 14 NDE Active field nominal value

626 0 254 8 ECM_PWR Unexpected reset failure

631* 0 240 2 NDE

ROM self-test failure (read-only memory)

632 0 254 12 NDE RAM-CPU memory self-test failure

655 0 240 13 NDE

Incompatible programmable parameter list level

661 0 240 11 NDE

Altered the list of programmable RAM
parameters

664 0 253 14 NDE Incompatible calibration level

665 0 252 14 NDE Altered the contents of the memory

programmable parameters
* - Indicates WARN ENGINE light on when the fault is defined.

** - Faults only available if motor protection is activated.

LOCATION OF SENSORS AND ACTUATORS (ENGINE)

See Figure 3.3 for the location of the sensors and actuators on the left side of the engine.
Figure 3.3 Location of sensors and actuators on the left side of the engine.

See Figure 3.4 for the location of the sensors and actuators on the front of the motor.
Figure 3.4 Location of sensors and actuators on the front of the engine.

FAULT DETECTION AND MANAGEMENT

Any detected malfunction of the APS or IVS sensor circuit turns on the WARN ENGINE light.

An APS signal that is detected by the ECM out of range, high or low, causes the engine to ignore the
APS signal and only allow the engine to idle.

If the ECM detects a disagreement in the status of the IVS and APS and determines that it is a failure of
the IVS, it only allows APS control to a maximum of 50%.

If the ECM detects a disagreement in the status of the IVS and APS and cannot discern whether it is an
APS or IVS failure, or whether it is an APS failure, the engine will be allowed to idle only.

Refer to Figure="f1751602">3.10 for the APS and IVS circuit diagram and Table="t1751601">3.4 for
wire harness connector revisions.
 Table 3.4 APS and IVS Wire Harness Connector Revisions

Connector voltage checks (check with the sensor connector disconnected and the
ignition key ON)

Test points Specification Comments

to the ground
If it is greater than 0.25 volts, the signal wire to
0 - 0.25 volts
ground is shorted to V Ref, or to the battery

B to ground 0 volts No voltage is expected on the ground signal.

C to ground Check VRef with ignition ON, if VRef is not

5 ± 0.5 volts present, check for open or short circuit to ground,
consult VRef circuit.

D to ground
If it is greater than 0.25 volts, the signal wire to
0 - 0.25 volts
ground is shorted to V Ref, or to the battery

F to ground
< 10.5 volts, check for poor connection, 0 volts,
12 ± 1.5 volts check for open or short circuit in the ground circuit,
or blown fuse.

Chassis Ground Connector Checks

(Check with sensor connector disconnected, positive battery cable disconnected and ignition key OFF)
 Test points Specification Comments

to ground Resistance less than 1000 ohms indicates a short

> 1000 ohms
circuit to ground.

B to ground Chassis ground resistance, check with the key

< 5 ohms turned OFF, if it is > 5 ohms, the wire harness is
open.

C to ground Resistance less than 500 ohms indicates a short

> 500 ohms
circuit to ground.

D to ground Resistance less than 1000 ohms indicates a short

> 1000 ohms
circuit to ground.

F to ground
Resistance less than 1000 ohms indicates a short
> 1000 ohms
circuit to ground, with fuse F17 removed.

Harness resistance checks (check with junction box installed only in the chassis harness)

Test points Specification Comments

No. 8 to A Resistance from 60-pin connector to harness

< 5 ohms
connector, APS signal

No. 11 to B Resistance from 60-pin connector to harness

< 5 ohms
connector, signal to ground

No. 3 to C Resistance from 60-pin connector to harness

< 5 ohms
connector, V Ref

No. 27 to D Resistance from 60-pin connector to harness

< 5 ohms
connector, IVS signal

F17 to F
< 5 ohms Resistance from V IGN power to harness connector

Points of voltage checks

proof of Points of
the functioning. .
APS IVS test
(Check with box of
derivation and the
(+) No. 8 a (-) (+) No. 27 a (-) and
tool ITS T
No. 11 No. 11
installed and the key in
ON)
Position Voltage % of
Voltage % of Comments APS
APS

Slow motion 0.25 to 0% .8V

0 volts 0% IVS voltage must be switched out of idle
position.

High idle speed 3 to 98-

4.4V 102% 12 ± 1.5 98- If APS measures only 50% and volts
102%, the voltage signal is within specification, an
IVS failure is detected.

Fault code descriptions

131 = APS signal was less than 0.146 volts for more than 0.5 seconds * 132 = APS signal was greater than 4.55
volts for more than 0.5 seconds *

133 = APS signal failure in range *

134 = APS and IVS disagreement *

135 = Idle Validation Switch Circuit Failure, 50% APS Only.

* IF A FAULT CODE IS DEFINED, ENGINE OPERATION DEFAULTS AT IDLE SPEED ONLY.

EXTENDED DESCRIPTION OF APS AND IVS SYSTEMS

Navistar electronic engines use an electronic accelerator pedal assembly that includes an Accelerator
Position Sensor (APS) and an Idle Validation Switch (IVS). These two functions are integrated into a
component installed in the pedal. The accelerator pedal assembly can be overhauled to the point where the
APS and IVS switch can be replaced without having to replace the entire assembly.

The Electronic Control Module (ECM) determines the position of the accelerator pedal by processing input
signals from the Accelerator Position Sensor (APS) and Idle Validation Switch (IVS).

The ECM sends a regulated 5 volt signal through terminal 3 (black) of the ECM chassis connector to terminal
C of the APS connector. The APS then returns a variable voltage signal (depending on pedal position) from
terminal A of the APS connector to the ECM at terminal 8. The APS is connected to ground from connector
terminal B to ECM signal ground terminal 11.

APS SELF-CALIBRATION

The ECM learns the lower and upper pedal positions by reading and storing the minimum and maximum
voltage levels from the APS. In this way, the ECM "self-calibrates" the system to allow maximum pedal
sensitivity. The ECM autocalibrates when the key is ON, but when the key is turned OFF, these values are
lost. When the key is turned back to ON, this process begins again. When the pedal is disconnected (or a new
one is installed), the pedal does not need to be calibrated, as calibration happens when the key is turned ON.

IDLE VALIDATION SWITCH (IVS)

The ECM expects to receive one of two signals through terminal 27 (black) of the ECM chassis connector
from terminal D of the APS and IVS connector:

1. 0 volts when the pedal is in the idle position.

2. 12 volts when the pedal is pressed.
The idle enable switch receives an ignition voltage of 12 volts from the switched ignition fuse in the fuse box.
When the pedal is NOT in the idle position i.e. with throttle applied, the IVS supplies a 12 volt signal to the
ECM.
The ECM compares the inputs it receives at terminals 8 and 27 from the APS and IVS to verify when the
pedal is in the idle position. If the APS signal at terminal 8 indicates that throttle is being applied, the ECM
expects to detect 12 volts at IVS terminal 27. If the APS signal at terminal 8 indicates that no throttle is being
applied, the ECM expects to detect 0 volts at IVS terminal 27. The synchronization process is critical between
APS and IVS sensors. For this reason, it is very difficult to determine if the APS and IVS assembly is
operating correctly using a volt-ohmmeter.

ECM DIAGNOSES

When the key is ON, the ECM continuously monitors the APS and IVS circuits for expected voltages. It also
compares APS and IVS signals to detect conflicts. If the signals are not what the ECM expects, fault codes
are defined.

Flash Code 131 ATA PID Code 91 FMI 4 - ECM: APS Out of Low Range

Code 131 ENT (Out of Range Low) is defined if the ECM detects a voltage less than 0.146 volts at
terminal 8. Possible causes include: a short to ground or an open in circuit 99B. This code is displayed
on the EST, or by watching the ENGINE WARN light for code flashes.

When code 131 is active, the ECM restricts the engine speed to idle and illuminates the ENGINE
WARNING light. If the condition causing code 131 is intermittent and the condition is no longer present,
the code is inactive and normal engine operation is restored.

ENGINE COOLANT LEVEL SYSTEM

Refer to Figure 3.37 for the engine coolant level system signal function diagram.

Figure 3.37 Function diagram of engine coolant level system signal

SIGNAL FUNCTION

The purpose of the engine coolant level monitoring system is to alert the driver in the event of a low coolant
situation. Depending on the control module's programming, it may also shut down the engine to prevent
damage due to low coolant level.

COOLANT LEVEL SENSOR

There are two types of coolant level sensors:

1. Magnetic switch
2. Conductive tester
The magnetic switch type sensor is used and located in plastic compensation tanks. The magnetic switch is
open when the coolant level in the tank is full.
The conductive tester type sensor is used and located in steel surge tanks. The conductive tester is grounded
when the coolant level in the tank is full.

FAULT DETECTION MANAGEMENT

There are no ECM diagnostics for the engine coolant level system. Flash code 323 is active when a low
coolant situation is present and the Prolink indicates an engine coolant level below the warning or critical
level. Once the coolant is restored to the correct levels, flash code 323 remains as an inactive code and the
ECM records the engine time the abnormality occurred.

Refer to Figure 3.38 for the engine coolant level system circuit diagram and TABLE 3.11 for wiring harness
connector revisions.
 Ec.. c. - WITH PLASTIC
Fault Codes:
ECM Chassis 2 236 Engine CoolantLevelswitch cincuitFault
TANK Engine coolantbelow Waming/CviticalLevel
connector
(Black)

NDE 100

5 VOLTS
WHEN 31G--------
FULL SHOWN wm

ECM Chassis?
connector -OOLANT
(Black) PROBE

EChi in Ci
Figure 3.38 Engine
coolant level sensor
2-5 VOLTS
circuit diagram 34G—
WHEN
SHOWN WITH
COOLANTFULL

TABLE 3.11
Engine Coolant
Level System Wire Harness Connector Revisions

PERFORM ALL TESTS WITH THE COOLANT FULL TO THE LEVEL!

Connector voltage check (plastic and steel tanks)

Coolant level sensor connector (400) removed, ignition switch ON

Test points Specification Comments

to ground 12 ± 1.5 volts Circuit 34B open or defective ECM

B to ground 0 volts Circuit 34G shorted to another circuit

(A) to (B) 12 ± 1.5 volts 34G, 11GJ or 11GS open ground circuit

Connector resistance check

(Coolant level sensor connector (400) removed, measure at sensor)

PLASTIC TANK

Test points Specification Comments

(A) to (B) > 1000 ohms Low coolant, faulty sensor, or shorted sensor harness

STEEL TANK
(A) to (B) < 5 ohms Low coolant, faulty sensor, or open sensor harness

ECM chassis connector (black) voltage checks

(Check with junction box installed, ignition switch ON and sensor connected)

PLASTIC TANK

Test points Specification Comments

 +10 to -42 5 ± 0.5 volts
Voltage less than 4.5 volts indicates low coolant level,
circuit 34B shorted to ground, or faulty ECM

STEEL TANK
+10 to -42 2-5 volts
A voltage less than 2 volts indicates low coolant level or an
open or short circuit in circuit 34B

Fault code description

236 = The ECM has detected an open circuit or a short circuit in the ECL circuit.

323 = The 12 volt circuit at pin 10 of the ECM has connected to ground, indicating low coolant. Check the coolant
system.

EXTENDED DESCRIPTION

The engine coolant level sensor is used with the optional engine warning and protection feature. The
purpose of the coolant level system is to monitor the coolant level in the surge tank to protect the engine
from damage due to engine operation when the coolant level is low. Since this is an optional feature, the
system works by programming a three-way warning or a three-way engine stop into the control module.

In either mode, when the feature has been activated and the engine is running, the ECM causes the
OIL/WATER warning light to illuminate and the warning buzzer to sound if the coolant level is below the
transmitter level in the surge tank. If the system is programmed so that engine shutdown occurs, the ECM
causes the engine to stop running if the coolant drops below the level determined by the coolant sensor after
the warning time previously programmed for this object has expired. If it stops running in this condition, the
engine can be started and run again during the warning period, as long as the engine is capable of being
restarted.

COOLANT LEVEL SENSOR

There are two different types of sensors used in the coolant level monitoring system. One type is used in
plastic surge tanks and the other in steel tanks. Refer to the circuit diagram Figure 3.39 .

PLASTIC COMPENSATION TANKS

Plastic surge tanks use a floating ball with a magnet and a magnetic switch. With the coolant level full, the
float rises and the magnet opens the level switch. This allows 12 volts to be present at pin 10 of the ECM. If
the level drops, the switch closes and pin 10 of the ECM drops to 0 volts. To function correctly, the ECM
must be programmed for a plastic tank with this type of coolant level switch.

STEEL COMPENSATION TANKS

Steel surge tanks use a conductive tester which allows the tester to be grounded when the coolant level is
full. This makes the voltage at pin 10 0 volts. If the coolant level is low, the tester circuit opens and a 12 volt
signal is present at pin 10 of the ECM, indicating low coolant. If a steel surge tank is used, it is necessary
that the ECM be programmed for a steel tank

Flash code 323, ATA PID CODE 111 FMI 33, ECM: ENGINE COOLANT LOW WARNING OR
CRITICAL LEVEL

Flash code 323 is active when a low coolant situation is present and the EST indicates COOLANT
 LOW. Once the coolant is restored to the correct levels, the 323 flash code remains an inactive code
and the ECM records the engine hours and odometer reading at the time of the condition.

TROUBLESHOOTING AND SOLVING

Use the EST to monitor the coolant level in the data list or to retrieve fault codes from the fault code list.
Additionally, previous engine situations can be recalled using the EST in the calibration data screen under
the situation log. This shows the total number of times the situation has occurred, the engine hours, and the
odometer reading in which the last two events occurred.

BEFORE TROUBLESHOOTING AND SOLVING

1. Before troubleshooting, make sure the batteries are fully charged! Check battery connections and
grounds to ensure they are clean, tight, and undamaged. Voltage tests provide erroneous readings if the
batteries are not fully charged.

2. Before troubleshooting a particular circuit, inspect the connectors for misplaced, loose or damaged
terminals (bent or skewed), wires with cut strands, etc. Cables and connections must be free of damage and
corrosion. When some connectors become corroded, there will be some white residue present that must be
removed.

3. Before troubleshooting, inspect the suspected circuit grounds to ensure they are clean, tight, and
undamaged.
 5'ARTER GROUND

Figure 3.39 Surge tank circuit diagram (plastic or metal)

ELECTRONIC CONTROL MODULE (ECM) POWER SUPPLY

Refer to Figure 3.41 for the function diagram of the power supply circuits of the electronic control module.
CIRCUIT FUNCTIONS

The electronic control module requires a 12 volt power source to perform its functions. It receives this
operating power directly from the vehicle batteries through the ECM relay contacts each time the ignition
switch key is turned to the ON position. Turning the key to the ON position causes the ECM to provide an
internal ground to the ECM relay coil side. This causes the relay to close its contacts and provide the ECM
with the necessary power to perform its various functions.

FAULT DETECTION MANAGEMENT

The ECM internally monitors the battery voltage. If the ECM continuously receives less than 6.5 volts or
more than 18 volts, a fault code is defined. The fault code does not cause the warning light to come on. If the
condition is intermittent, the code is logged as an inactive code. The ECM does not operate at voltages
continuously below 6.5 or above 18 volts.

Refer to Figure 3.42 for the ECM power supply circuit diagram and TABLE 3.13 for wiring harness
connector revisions.
TABLE 3.13 ECM Power Supply Wire Harness Connector Revisions

Ignition key in ECM ON and engine off - voltage checks at the connector of the
power relay position

(Check with ECM relay removed, ignition key ON and engine off)

+Test points Specification Comments

85 to ground 12 ± 1.5
volts Voltage present at all times. If there is no voltage, check
the ground and power circuits from the chassis connections

30 to ground 12 ± 1.5
volts Voltage present at all times. If there is no voltage, check
the ground and power circuits to the battery circuits.

86 to ground 0.6 to 2 volts

The ECM grounds the relay through an internal transistor.
Expect 1.2 volts with ignition ON and relay removed.
87 to ground 0 volts No voltage present when relay is removed

Ignition ON and Engine off - ECM voltage checks

(Check with junction box installed, ECM power relay installed and ignition key ON.)

+Test points Specification Comments

24 to ground 12 ± 1.5 Power from ignition switch to ECM

volts
 21 to ground 12 ± 1.5 Power from relay to ECM
volts

12 ± 1.5
22 to ground Power from relay to ECM
volts

12 ± 1.5
41 to ground Power from relay to ECM
volts

25 to ground 0.6 to 2 volts The ECM grounds the relay through an internal
transistor. Expect 1.2 volts with ignition ON.

1 to ground 0 volts Ground - voltage reading indicates poor ground

connection to battery

2 to ground 0 volts Ground - voltage reading indicates poor ground

connection to battery

23 to ground 0 volts Ground - voltage reading indicates poor ground

connection to battery

42 to ground 0 volts Ground - voltage reading indicates poor ground

connection to battery

Circuit resistance checks

(Check with bypass box installed, ECM power relay installed and ignition key OFF.)

+Test points Specification Comments

1,2,23,42 < 5 ohms

Resistance from ECM grounds to battery grounds
to Earth

F11 to 25 60-120 ohms Measure the resistance in the relay coil; remove fuse F11
to test

30 to B+ < 5 ohms
Power from relay to ECM (remove relay to test and test
at location 30 of relay connector).

Fault code descriptions

112 = ECM internal voltage detected above 18 volts.

113 = ECM internal voltage detected below 6.5 volts.

626 = ECM detected intermittent power loss through ECM relay

EXTENDED DESCRIPTION

Refer to the electronic control module power supply circuit diagram ( Figure 3.43 ) for the following analysis.

The Electronic Control Module (ECM) receives its power directly from the vehicle batteries when the ECM
power relay is energized. This allows for maximum power transfer from the batteries to the ECM with a
minimum amount of power loss. The wiring harness that supplies power to the ECM is fused in the battery to
protect it from short circuits.
When the ignition switch is turned ON, ignition power from fuse F5 (5 A) is supplied to cavity V of the ECM
through the 22-pin connector attached to the cockpit dashboard. This tells the ECM that the ignition switch is
ON and it is time to activate the ECM power relay.

Power to the ECM power relay control coil (terminal 85) is provided by circuit 97CT from the battery power pin
through the 22-pin connector on the cockpit dash. The ECM activates the ECM power relay by completing the
ground circuit (internally) to the relay at pin 25 of the ECM.

When the ECM power relay is activated, power at terminal 30 from the vehicle batteries is switched directly to
the ECM from relay terminal 87 to pins 21, 22, and 41 of the ECM. Power from the vehicle battery for this
relay to switch is supplied directly from the battery through connector 426 and to terminal 30 of the relay.

ECM DIAGNOSES

If it detects more than 18 volts on pins 21, 22, and 41, the ECM sets flash code 112. A voltage less than 6.5
volts detected by the ECM defines flash code 113. The ECM may detect an intermittent interruption of the
power and ground circuits. Flash code 626 is set to indicate that an unexpected reset has occurred.

Flash Code 112 ATA PID CODE 168 FMI 35 ECM: INTERNAL VOLTAGE POWER OUT OF HIGH
RANGE

Code 112 can be caused by:

1. Defective alternator causing the alternator output voltage to exceed 18 volts.

2. Additional voltage provided when attempting to start with jump leads from another engine or
inadequate external battery connections which may cause additional voltage to rise.
If the condition causing code 112 is intermittent, the code changes from active to inactive. Code 112
does not cause the ENGINE WARNING light to come on.
Flash Code 113 ATA PID CODE 168 FMI 36 ECM: INTERNAL VOLTAGE POWER OUT OF LOW
RANGE
Code 113 can be caused by less than 6.5 volts continuously applied to pins 21, 22, and 41 of the ECM.
This can be caused by a faulty alternator or ECM power relay, discharged batteries, and/or increased
resistance in the battery power circuits. Code 113 does not turn on the ENGINE WARNING light. If the
condition that causes code 113 to be set is an intermittent condition, if it is not present, the status of the
code changes from active to inactive.
Flash Code 626 ATA PID CODE 254 FMI 56 ECM: UNEXPECTED RESET FAULT
Any time power to the ECM is interrupted due to intermittent power supply circuits caused by loose or
dirty connections in the batteries or ground cables, the ECM may shut down. When the power or ground
circuit is complete again, the ECM resets itself. This can cause erratic engine operation. Flash code 626
is set whenever power flow is interrupted to the ECM. Turning the ignition key OFF and then ON again
causes the code to change from active to inactive status. Code 626 does not cause the ENGINE
WARNING light to come on.

BEFORE TESTING

Inspect the ECM power relay circuit connectors for misplaced, damaged, corroded, or dirty terminals and also
to ensure that the terminals and wires are properly seated. Make sure the connectors are properly attached to
each other. Also check for damage to the cables and that the battery and ground connections are clean and
tight.

TROUBLESHOOTING AND SOLVING

If flash codes 112 or 113 are active, refer to the CTS-5000 Master Service Manual for information on
troubleshooting the electrical and charging systems.
If flash code 626 is active, the voltage at pins 21, 22, and 41 of the ECM should be monitored for an
intermittent connection in the power supply wires. The electronic service tool can be used to indicate fault
codes and display the voltage measured by the ECM.

CIRCUIT DIAGRAM OF THE POWER AND GROUND SYSTEM

OF THE ELECTRONIC CONTROL MODULE

Refer to Figure 3.43 for the ECM power and ground system circuit diagram.
Figure 3.43 ECM Power and Ground System Circuit Diagram

VEHICLE SPEED SENSOR SIGNAL

Refer to Figure 3.109 for the vehicle speed sensor signal function diagram.
 Electronic Control Module Instrument Cluster

ATA Data Link

NDE

Vehicle Speed Sensor

Manual Automatic TA/MT

n NDE
I MD Transmission only

Yo Features
LOCATION OF SENSORS AND ACTUATORS (ENGINE)...................................6
FAULT DETECTION AND MANAGEMENT..........................................................8
APS SELF-CALIBRATION......................................................................................11
IDLE VALIDATION SWITCH (IVS)......................................................................11
ECM DIAGNOSES...................................................................................................11
ENGINE COOLANT LEVEL SYSTEM..................................................................12
SIGNAL FUNCTION................................................................................................12
COOLANT LEVEL SENSOR...................................................................................12
FAULT DETECTION MANAGEMENT.................................................................13
EXTENDED DESCRIPTION...................................................................................15
COOLANT LEVEL SENSOR...................................................................................15
PLASTIC COMPENSATION TANKS.....................................................................15
STEEL COMPENSATION TANKS.........................................................................15
TROUBLESHOOTING AND SOLVING.................................................................16
BEFORE TROUBLESHOOTING AND SOLVING................................................16
ELECTRONIC CONTROL MODULE (ECM) POWER SUPPLY..........................17
CIRCUIT FUNCTIONS............................................................................................18
FAULT DETECTION MANAGEMENT.................................................................18
EXTENDED DESCRIPTION...................................................................................20
ECM DIAGNOSES...................................................................................................21
 BEFORE TESTING...................................................................................................21
TROUBLESHOOTING AND SOLVING.................................................................21
CIRCUIT DIAGRAM OF THE POWER AND GROUND SYSTEM.....................22
OF THE ELECTRONIC CONTROL MODULE......................................................22
VEHICLE SPEED SENSOR SIGNAL.....................................................................23
Electronic Control Module............................................................................................24
NDE...............................................................................................................................24
Vehicle Speed Sensor....................................................................................................24
n NDE........................................................................................................................24
I MD Transmission only............................................................................................24
SIGNAL FUNCTION................................................................................................25
W TEC MD transmissions use an internal VSS sensor that sends a signal to the W
TEC ECM. The ECM W TEC regulates the signal and sends a square wave signal to
the engine ECM.........................................................................................................25
EXTENDED DESCRIPTION...................................................................................28
ECM DIAGNOSES...................................................................................................28

.---------------------------------- J. EG1257

Figure 3.109 Function diagram of vehicle speed sensor signal

SIGNAL FUNCTION

The speed of the transmission tailshaft is detected by a magnetic pickup installed in the
transmission, which detects the rotation of a 16-tooth gear installed at the rear of the transmission.
The ECM receives the resulting AC (alternating current) sine wave signal and uses it along with the
tire size and axle ratio to calculate the vehicle speed. The vehicle's calculated speed is transmitted
to the instrument cluster on the ATA (American Trucking Association) data link to operate the
speedometer in the instrument cluster. The vehicle's calculated speed is also used to control
strategies that control features such as cruise control, PTO operation, and road speed limitations.

W TEC MD transmissions use an internal VSS sensor that sends a signal to the
W TEC ECM. The ECM W TEC regulates the signal and sends a square wave
signal to the engine ECM.

FAULT DETECTION MANAGEMENT

When the ECM determines that the vehicle is operating at 0 MPH, the ECM performs the diagnostic
check on the VSS circuits. The ECM transmits a voltage signal to the
 VSS circuitry and detects if the return voltage is out of high or low range. A code out of low range
normally indicates an open or short to ground condition. A high out-of-range code typically indicates
a short circuit to the voltage condition. When a VSS fault condition is detected, the ECM disables
cruise control and PTO operation and, if road speed limiting is activated, limits engine rpm in all
gears.

On vehicles equipped with MD (WTEC) transmissions, no fault code is sent in the event of a VSS
sensor circuit failure. Any VSS fault defined with vehicles equipped with MD transmissions only
diagnoses the communication circuit between the Engine ECM and the Transmission ECM. Refer to
the Allison WTEC Diagnostic and Maintenance Manual to diagnose any VSS MD sensor
problems.

Refer to Figure 3.110 for the vehicle speed signal circuit diagram and TABLE 3.38 for the wire
harness connector revision list.

Fault Codes:
141 VSS Signal Out of Range Low
142 Signal Out of Range High 215
VSS Signal Frequency
Out of Range High
EEM cnatis2
connector[BlaCk) VSS Sensory
Connector 303

Pin 39 4

Figure 3.110 Vehicle speed signal circuit diagram

TABLE 3.38 Vehicle Speed Signal Wire Harness Connector Check

Ignition ON and engine off - voltage checks at VSS connector

(Check with VSS sensor connector disconnected, ignition key ON and

engine off)
B to ground 2 to 3v
The ECM activates the voltage when the
sensor is disconnected; If no voltage is
present, check for openings or shorts.

to ground 2 to 3v
VSS Sensor Continuity Checks
(Check with VSS sensor disconnected, measure resistance across sensor)
+Test points- Specification Comments

B to ground > 100 ohms If it is less than 100 ohms, check for short
circuit to ground

to ground > 100 ohms If it is less than 100 ohms, check for short
circuit to ground

B to A Manual transmission
600-800 ohms

1200-1450
B to A Automatic transmission (mechanical) AT/MT
ohms

B to A Consult the WTEC Automatic transmission (electronic) MD

manual

Harness resistance check

(Check with VSS sensor disconnected, battery disconnected and junction box installed)

+Test points- Specification Comments

40 to B < 5 ohms If it is greater than 5 ohms, check for an open

circuit

39 to A < 5 ohms If it is greater than 5 ohms, check for an open

circuit

40 to ground > 100 ohms If it is less than 100 ohms, check for short circuit
to ground

39 to ground > 100 ohms If it is less than 100 ohms, check for
short circuit to ground

Functional check

(Check with VSS sensor connected and junction box installed)

PLACE THE REAR AXLES ON JACKS WITH THE FRONT WHEELS LOCKED.

MEASURE WITH THE TRANSMISSION IN HIGH GEAR AND THE ENGINE AT IDLE

+Test points- Specification Comments

40 to 39 > 2v AC If it is less than 2 v AC, check the setting of the

sensor or replace the faulty sensor

Fault code descriptions

141 = ECM detected low "test" voltage in VSS circuit for more than 0.5 seconds. - Possible opening or
short circuit with ground

142 = ECM detected high "test" voltage in VSS circuit for more than 0.5 seconds. - Possible internal
short circuit of the sensor

or short circuit to power

215 = The ECM detected a VSS frequency signal > 4365 Hz.

NOTE: To adjust the sensor clearance, turn the sensor clockwise until it contacts the tailshaft
gear and then back one full turn and tighten the locknut. (Make sure the sensor tip is free of metal
chips before installation)

EXTENDED DESCRIPTION

The Vehicle Speed Sensor (VSS) is located in the transmission and sends an AC signal to the ECM.
The VSS sensor contains a permanent magnet that creates a magnetic field. The AC signal is
created when the 16-tooth gear in the transmission speedometer rotates, breaking the magnetic field
created by the sensor. The ECM processes the AC signal, transmits the vehicle speed data to the
ATA data link and uses it for various engine and vehicle control strategies.

On a manual transmission, the VSS sensor is installed at the rear of the transmission. On an Allison
AT/MT transmission, the VSS sensor is installed on the lower right side of the transmission.

ECM DIAGNOSES
FLASH CODE 141, ATA PID CODE 84 FMI 4, VPM: VSS OUT OF LOW RANGE

This code is set when the ECM detects an out-of-range low condition in the VSS circuit. This is
a continuous monitoring code and can be set at any time during vehicle operation. It can be
displayed as an active or inactive fault. When this code is set, the WARN light does not come
on.

Possible causes: Open sensor wires, open sensor, short circuit of the wires to ground, or in the
sensor.

FLASH 142, ATA PID CODE 84 FMI 3, VPM: VSS OUT OF HIGH RANGE I

This code is set when the ECM detects an out-of-range high condition in the VSS circuit. This is
a continuous monitoring code and can be set at any time during vehicle operation. It can be
displayed as an active or inactive fault. When this code is set, the WARN light does not come
on.

Possible causes: Short circuit in power cables (vref or battery), internal short circuit in VSS
sensor.