Diagnostic Manual

Diagnostic Manual

MWM INTERNATIONAL Motores

Customer Assistance / Assistência ao Cliente / Asistencia al Cliente

Av. das Nações Unidas, 22.002
ZIP CODE – 04795-915 – São Paulo – SP – Brasil
web site: www.mwm-international.com.br
e-mail: [email protected]
Phone: +55(11) 3882-3200
Fax: +55(11) 3882-3574

9.612.0.006.316.2 – 01/2010

Printed in Brazil
Diagnostic Manual

INDEX

1
FOREWORD
11
12
2
TECHNICAL DATA

STANDARD FEATURES
13 3

ENGINE ELECTRICAL
14 4

VEHICLE ELECTRICAL 5 5

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Diagnostic Manual

FOREWORD

1-1
Index

2
Foreword................................................................................................................................................... 1-2

Service Diagnosis ..................................................................................................................................... 1-3

3
Safety Information ................................................................................................................................... 1-4

Engine Serial Number Identification and Location .................................................................................. 1-7 4

Cylinders Numbering ............................................................................................................................... 1-8

5
Engine Identification ................................................................................................................................. 1-9

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1-2
Foreword

Navistar, Inc. is committed to continuous research and development to improve products and introduce techno-
logical advances. Procedures, specifications, and parts defined in published technical service literature may be
altered.

Note: Photo illustrations identify specific parts or assemblies that support text and procedures; other areas in
a photo illustration may not be exact.

This manual includes necessary information and specifications for technicians to maintain MWM International
diesel engines. See vehicle manuals and Technical Service Information (TSI) bulletins for additional information.

v Publication with the latest revision will be furnished.

Note: A dash (-) and a numeral after the form number indicate revision level.
Technical Service Literature is revised periodically and mailed automatically to “Revision Service” subscribers. If
a technical publication is ordered, the latest revision will be supplied.

Note: To order technical service literature, contact your local dealer.

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Diagnostic Manual

FOREWORD

1-3
Service Diagnosis

Service diagnosis is an investigative procedure that must be followed to find and correct an engine application
problem or an engine problem. 2

If the problem is engine application, see specific vehicle manuals for further diagnostic information.
If the problem is the engine, see specific Engine Diagnostic Manual for further diagnostic information. 3

Prerequisites for Effective Diagnosis

v Availability of gauges and diagnostic test equipment 4

v Availability of current information for engine application and engine systems

v Knowledge of the principles of operation for engine application and engine systems 5
v Knowledge to understand and do procedures in diagnostic and service publications

Technical Service Literature required for Effective Diagnosis

v Engine Service Manual
v Engine Diagnostic Manual
v Wiring Diagrams
v Service Bulletins

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1-4
Safety Information

This manual provides general and specific maintenance procedures essential for reliable engine operation and
your safety. Since many variations in procedures, tools, and service parts are involved, advice for all possible
safety conditions and hazards cannot be stated.
Read safety instructions before doing any service and test procedures for the engine or vehicle. See related
application manuals for more information.
Disregard for Safety Instructions, Warnings, Cautions, and Notes in this manual can lead to injury, death or
damage to the engine or vehicle.

Safety Terminology
Three terms are used to stress your safety and safe operation of the engine: Warning, Caution, and Note.

! Warning: A warning describes actions necessary to prevent or eliminate conditions, hazards, and
unsafe practices that can cause personal injury or death.

! Caution: A caution describes actions necessary to prevent or eliminate conditions that can cause
damage to the engine or vehicle.

Note: A note describes actions necessary for correct, efficient engine operation.

Safety Instructions

Work Area
v Keep work area clean, dry and organized.
v Keep tools and parts off the floor.
v Make sure the work area is ventilated and well lit.
v Make sure a First Aid Kit is available.

Safety Equipment
v Use correct lifting devices.
v Use safety blocks and stands.

Protective Measures
v Wear protective safety glasses and shoes.
v Wear correct hearing protection.
v Wear cotton work clothing.
v Wear sleeved heat protective gloves.
v Do not wear rings, watches or other jewelry.
v Restrain long hair.

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FOREWORD

Vehicle 1-5

v Make sure the vehicle is in neutral, the parking brake is set, and the wheels are blocked before servicing en-
gine.
2
v Clear the area before starting the engine.

Engine
3
v The engine should be operated or serviced only by qualified individuals.
v Provide necessary ventilation when operating engine in a closed area.
v Keep combustible material away from engine exhaust system and exhaust manifolds. 4

v Install all shields, guards, and access covers before operating engine.
v Do not run engine with unprotected air inlets or exhaust openings. If unavoidable for service reasons, put pro-
5
tective screens over all openings before servicing engine.
v Shut engine off and relieve all pressure in the system before removing panels, housing covers, and caps.
v If an engine is not safe to operate, tag the engine and ignition key.

Fire Prevention
v Make sure charged fire extinguishers are in the work area.

Note: Check the classification of each fire extinguisher to ensure that the following fire types can be extingui-
shed.

1. Type A — Wood, paper, textiles, and rubbish

2. Type B — Flammable liquids
3. Type C — Electrical equipment

Batteries
v Always disconnect the main negative battery cable first.
v Always connect the main negative battery cable last.
v Avoid leaning over batteries.
v Protect your eyes.
v Do not expose batteries to open flames or sparks.
v Do not smoke in workplace.

Compressed Air
v Use an OSHA approved blow gun rated at 207 kPa (30 psi).
v Limit shop air pressure to 207 kPa (30 psi).
v Wear safety glasses or goggles.
v Wear hearing protection.
v Use shielding to protect others in the work area.
v Do not direct compressed air at body or clothing.

Tools
v Make sure all tools are in good condition.
v Make sure all standard electrical tools are grounded.
v Check for frayed power cords before using power tools.

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1-6 Fluids Under Pressure

v Use extreme caution when working on systems under pressure.
v Follow approved procedures only.

Fuel
v Do not over fill the fuel tank. Over fill creates a fire hazard.
v Do not smoke in the work area.
v Do not refuel the tank when the engine is running.

Removal of Tools, Parts and Equipment

v Reinstall all safety guards, shields, and covers after servicing the engine.
v Make sure all tools, parts, and service equipment are removed from the engine and vehicle after all work is
done.

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Diagnostic Manual

FOREWORD

1-7
Engine Serial Number Identification and Location

The engine identification and serial number can be found in the following places:
2
1. Identification plate on the water pipe.
2. Engraving on the right side of the engine block, close to the cylinder head of the cylinder #3.
3

6. 12 T C E 4

Electronic
5

Aftercooler

Turbocharged

Series

Cylinders numbers

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1-8
Cylinders Numbering

The cylinder order starts from the flywheel, according to the illustration below.

First cylinder

During the assembly, check the numbers on the block (A) and on the bearings (B), these numbers, must correspond
to the block.
The bearing number must start from flywheel to front side.

1 2 3 4 5 A

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FOREWORD

1-9
Engine Identification

ENGINE SERIAL NUMBER

2
The engine serial number is stamped in the right and rear side of the engine block. In the upper side, close to the
cylinder head gasket.
3
ENGINE ACCESSORIES
The following engine accessories have manufacturer’s labels or identification plates:
4
v Air compressor
v Alternator
5
v Turbocharger
v Power steering pump
v Starter motor
v High Pressure Fuel Pump
Labels or identification plates include information and specifications helpful to vehicle operators and technicians.

Air Compressor

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1-10 Alternator

High Pressure Pump

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Diagnostic Manual

FOREWORD

Turbocharger 1-11

ECM – Electronic Control Module

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1-12 NOTES

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TECHNICAL DATA

1
Index

2-1
Technical Specification ............................................................................................................................. 2-2

Fuel System ............................................................................................................................................. 2-2

3
Lubrication System .................................................................................................................................. 2-3

Cooling System ........................................................................................................................................ 2-3 4

Thermostat .............................................................................................................................................. 2-3

5
Engine Description ................................................................................................................................... 2-4

Engine Component Locations .................................................................................................................. 2-6

Engine Systems ..................................................................................................................................... 2-12

Air Management System ........................................................................................................................ 2-14

Turbocharger System ............................................................................................................................. 2-16

EGR Control Valve ................................................................................................................................. 2-20

Exhaust System ..................................................................................................................................... 2-24

Fuel Management System ..................................................................................................................... 2-25

Electronic Control System ...................................................................................................................... 2-28

Engine and Vehicle Sensors .................................................................................................................. 2-30

Resistor and Thermistor ......................................................................................................................... 2-31

Capacitor Sensor ................................................................................................................................... 2-33

Magnetic Sensors .................................................................................................................................. 2-34

Potentiometer ........................................................................................................................................ 2-35

Switches ................................................................................................................................................ 2-36

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Technical Specification

2-2 Engine Data 4.8 7.2

Engine type Vertical cylinders in line, 4 strokes
Injection type Direct with electronic management – Common Rail
Cylinder bore 105 mm
Cylinder stroke 137 mm
Unit displacement 1.2 l
Total displacement 4.745 litres 7.118 litres
Quantity of cylinders 4 6
Compression rate 16.8:1
Firing order 1-3-4-2 1-5-3-6-2-4
Rotation sense Counter clockwise (seen by flywheel side)
Dry engine weight 441 kg (EGR) 551Kg (EGR)
185 CV 225 CV
Power @ 2200 rpm
138 KW (EGR) 165 KW (EGR)
700 N.m 861 N.m
Torque @ 1200 ~ 1500 rpm
(71.4 (kgf.m) (87.7 (kgf.m)
Valve clearance (cold) 0.40 mm
Emissions EURO IV / PROCONVE P6
Waste Gate Intercooler Waste Gate Intercooler
Intake system
Cooled EGR Cooled EGR
Cylinder Head Individual cylinder head with 4 valves per cylinder and “cross flow”

Fuel System

Description 4 Cylinders 6 Cylinders

Maximum fuel inlet restriction
0.6 to 1.2 bar
(for gears pump)
Rail pressure 350 to 1800 bar
Fuel pressure range in the
fuel filter outlet (at crank 9.7 to 12.8 bar
speed)
Range of fuel pressure in fuel
filter fuel inlet (at operation 10.5 to 13 bar
speed)
Maximum pressure load
≤0.8 bar
reduction in the fuel filter

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TECHNICAL DATA

1
Lubrication System

Description 4.8 7.2 2-3

Oil pressure
v Nominal speed 5.3 bar (hot engine)
v Idling speed 3.5 bar (hot engine) 3

Oil temperature
v Nominal 90 - 110 °C
4
v Maximum 120 °C
Oil capacity
v Cooler module 1.75 l 1.75 l 5
v Minimum 11.9 l 14.8 l
v Maximum (without filter) 14.1 l 17.3 l
v Maximum (with filter) 15.4 l 18.6 l
v Maximum (with dry filter) 16.9 l 20.3 l
v Variation pressure of the
filter to open by-pass 2.2 to 3.7 bar

Cooling System

Description 4.8 7.2

Engine coolant capacity,
7l 9l
without radiator
Water temperature
v Nominal 80 - 90 °C
v Maximum 100 °C

Thermostat

17.210E OD Opening Total Maximum opening

Thermostat beginning opening course
9.229.0757.0046 75 ± 2°C 90°C 10.0 mm

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Engine Description

FEATURES
2-4
MAXXFORCE 4.8 and 7.2 series are in-line four and six cylinder engines. The engine displacements are 4.8 liters
and 7.2 liters.
The firing order of the cylinders is 1-3-4-2 for the four cylinders and 1–5–3–6–2–4 for the six cylinders.
The cylinder head has four valves per cylinder with cross flow for improved air flow. The head gasket is mated in
metal-rubber and is individual for each cylinder head. The fuel Injector is centrally located between the four valves
and directs fuel over the piston bowl for improved performance and reduced emissions. The overhead valve train
includes mechanical roller lifters, push rods, rocker arms, and dual valves that open using a valve bridge.
To improve component durability and engine performance the engine uses a hot and cold side concept for
component distribution.
Cold side (left engine side)
v fuel supply system
v intake air manifold

Hot side (right engine side)

v Turbocharger system
v EGR system
v Air compressor

v Exhaust manifold
A one piece oil pan withstands high-pressure loads during diesel operation.
Manufactured in stamped steel, the oil pan has a compact size and is lightweight.
Five and seven main bearings support the crankshaft for MAXXFORCE 4.8 and MAXXFORCE 7.2 engines
respectively. One insert bushing supports the camshaft for each engine, the other support is assembled in the
engine block. The rear oil seal carrier is part of the flywheel housing. The open oil pan breather assembly uses a
road draft tube to vent oil pan pressure and an oil separator that returns oil to the oil pan.
The crankshaft position sensor - CKP and camshaft position sensor - CMP are used by the ECM to calculate rpm,
fuel timing, fuel quantity and duration of fuel injection.
Manufactured with forged steel and new shape to improve its strength, the pistons are mated with fractured cap
joint connecting rods. Replaceable rolled radius wet cylinder liners are used with the pistons.
The new model of Flywheel viscous damper for the MAXXFORCE 7.2 engine offers fins to assist in the refrigeration.
The oil pump is mounted onto the front of the engine block, and is driven directly by the crankshaft. All engines
use an enlarged oil cooler and ecological filter.
A low-pressure fuel supply pump draws fuel from the fuel tank through a fuel filter assembly that includes a
strainer, filter element, primer pump, drain valves, and water in fuel (WIF) sensor. After filtering, fuel is pumped to
the high pressure fuel pump, then to the fuel rail and finally to the injectors.
The MWM INTERNATIONAL common rail high-pressure injection system includes a cast iron oil manifold, fuel
injectors and a high-pressure pump.
The ECM sends pulse PWM signal to actuate an EGR valve which pneumatically controls an EGR flap from EGR
cooler assembly to regulate the cooled exhaust gases that recirculate through the inlet air stream. Cool exhaust
gas increases engine tolerance for EGR, while reducing smoke formed by gas dilution in the mixture.
The new water pump was designed with seven vanes to increase the water flow.
The ECM is responsible to monitor and control the electronic engine systems.

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TECHNICAL DATA

The ECM is responsible for monitoring and controling the electronic engine systems. 1
The Water In Fuel (WIF) separation occurs when the filter element repels water molecules. The water collects at
the bottom of the element cavity in the fuel filter housing.
A Water In Fuel (WIF) sensor in the element cavity of the fuel filter housing detects water. When enough water 2-5
accumulates in the element cavity.The WIF sensor sends a signal to the instrument panel. A fuel drain valve
handle on the housing can be opened to drain water from the fuel filter housing.
3

ACCESSORIES FEATURES
The air compressor is commonly used for air brakes, door controls or air suspensions. A hydraulic power steering 4
pump is assembled with the air compressor. In the MAXXFORCE 4.8L and 7.2L engines both components are
located in the hot side next to the powertrain.
The alternator is driven by the pulley system and the belt accessories, used to charge the battery and to power a 5
vehicles electrical system when the engine is running. It’s located in the cold side, pulley side of the block (upper
position).
The starter motor is an electric motor that initiates rotational motion in an internal combustion engine to iniciate
combustion. On the MAXXFORCE engines it’s located on the cold side, next to the Flywheel.
The high pressure pump from 3rd generation supplies the injectors with high pressure fuel. The maximum pressure
rate is 1800 bar. It’s located on the cold side next to the powertrain
The Wastegate Turbocharger is an air compressor used for forced-induction of an internal combustion engine.
The purpose of a turbocharger is to increase the air mass entering the engine to create more power. On the
MAXXFORCE engines it’s located on the hot side, next to the waterpipe and cooled EGR in the upper position.

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Engine Component Locations

2-6
9

7
1

2
6

5 4

TOP VIEW
1. EGR cooler
2. EGR cooler water pipe
3. EGR air mixer duct
4. Coolant temperature sensor (ECT)
5. ECM cooler inlet pipe
6. Fuel injector electrical connector
7. Main wiring harness
8. Valve cover
9. Thermostat housing

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TECHNICAL DATA

1
2-7

2 3

8 4

3 5

6
5

FRONT VIEW
1. Water bypass tube assembly thermostat outlet
2. Alternator pulley
3. Pulley
4. Belt tensioner
5. Vibration damper
6. Front cover
7. Fan drive pulley
8. Engine oil pressure sensor (EOP)

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1 2
3
2-8

5
8

6 4

LEFT VIEW (COLD SIDE)

Mechanical Components
1. Turbo control valve
2. EGR control valve
3. Intake air manifold
4. Oil cooler assembly
5. Oil filter
6. Fuel rail
7. Fuel filter
8. Fuel pressure relief valve

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TECHNICAL DATA

2-9

5 4
4

5
7

3
8

LEFT VIEW (COLD SIDE)

Eletrical Components
1. Starter motor
2. Fuel pressure regulator valve
3. Camshaft Position Sensor (CMP) – mounted close to the high pressure fuel pump
4. Fuel pressure sensor (EFP) - Rail
5. Alternator
6. Intake air pressure and temperature sensor (TMAP)
7. Crankshaft Position Sensor (CKP)
8. Freeze plug

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1
12
2-10
2
11

10

9
4

7 6

RIGHT VIEW (HOT SIDE)

1. EGR actuator
2. EGR actuator connector
3. Coolant pipe (air compressor outlet)
4. Air compressor
5. Oil pump
6. Oil dipstick
7. Turbo oil inlet pipe
8. Turbo oil outlet pipe
9. Turbo wastegate
10. Exhaust manifold
11. Coolant pipe
12. Coolant pipe (air compressor inlet)

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TECHNICAL DATA

2 3

2-11

1
4

REAR VIEW
1. EGR and turbo air distributor
2. ECM Cylinder Connector “C” (16 pins)
3. ECM Vehicle Connector “A” (89 pins)
4. ECM Engine Connector “B” (36 pins)
5. Flywheel

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Engine Systems

FOUR VALVES CYLINDER HEAD Elastomer

2-12
Sealing Lips Carrier Layer
This engine offers an overhead, 4 valves per cylinder
and crossflow cylinder head.
A crossflow cylinder head is a cylinder head that
features the intake and exhaust ports on opposite
sides increasing its performance as the gases can
flow across the head into and out of the cylinder more
efficiently.
The 4 valves are responsible for controling the air/gas
inlet and outlet. For the 4 valve system, the intake valve
Combustion
is wider than exhaust valve to allow gas entrance to Chamber Full Bead Diaphragm
the cylinders. In such configuration there are 2 valves Base Layer
for the intake and 2 valves for the exhaust.
Elastomer Sealing Lips
CYLINDER HEAD GASKET Elastomer sealing lips provide the seal for coolant
and oil. Their material and geometry are specially
The cylinder head gasket is made of steel and is adapted to the engine.
assembled individually. One gasket for each cylinder
head. Carrier Layer
Together with the combustion chamber bead, this
layer determines the compressed thickness and the
gas seal.

Combustion-chamber Base Layer

The combustion-chamber base layer is a design
element that serves to increase the compressive
strength at the combustion chamber. The bolt forces
are thus transferred to the combustion chamber area
in a controlled manner.

Full Bead
This generates a balanced compressive strength
along the edge of the combustion chamber.

Diaphragm
The flow of coolant can be controlled by guiding the
Metal-elastomer cylinder-head gaskets have a flow cross-sections over vulcanized diaphragm.
strong and durable sealing system consisting of
metal carriers with vulcanized elastomer profiles. Complex Geometric
The basics for outstanding performace of the metal- The gasket presents complex geometry and radius
elastomer cylinder-head gasket is the distribution of along it’s circumference for this application.
compressive strength in the engine block/cylinder
head region specific compressive strength in the
combustion chamber area and a low compressive
strength in the liquid area.

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TECHNICAL DATA

ENGINE SYSTEM DIAGRAM 1

2-13

The primary engine systems are Air Management and Fuel Management which share some subsystems or have
a subsystem that contributes to their operation.

v The Electronic Control system controls the Air Management System and Fuel Management System.

v The Coolant System provides heat transfer for EGR gases and lubrication oil.

v The Fuel Supply System pressurizes fuel. Then flows trough the ECM cooler, passes to the transfer pump, fuel
filter, is pressurized by the high pressure fuel pump, sent to the fuel rail and then to the injectors.

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Air Management System

EGR SYSTEM VIEW

2-14
Air Management Components and Air Flow
Air Management System (AMS)

1. Intake air 8. Wastegate valve

2. Exhaust gas 9. EGR mixer valve
3. EGR cooler 10. TMAP – Air pressure and temperature sensor
4. Charge Air Cooler (CAC) 11. Cylinder head 4V per cylinder
5. Intake air duct 12. Exhaust manifold
6. Crossover 13. Turbocharger
7. Intake manifold 14. Air filter

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TECHNICAL DATA

The air management system includes the following: 1

v Air filter assembly

v Chassis mounted Charged Air Cooler (CAC) 2-15

v Intake manifold
3
v Cooled Exhaust Gas Recirculation (EGR) system

v Exhaust system
4
v Intake and EGR mixer duct

5
AIR FLOW
Air flows through the air filter assembly and enters in the Turbocharger. The compressor increases the pressure,
temperature and density of the intake air before it enters the Charged Air Cooler (CAC). Cooled compressed air
flows from the CAC into the EGR mixer duct.

v If the EGR control valve is open, exhaust gas will flow through the exhaust manifold to the EGR cooler and
turbocharger mixing with filtered intake air and flow into the intake manifold.

v If the EGR control valve is closed, only filtered air will flow into the intake manifold.

After combustion, exhaust gas is forced through the exhaust manifold to the EGR cooler (with opened EGR valve)
and turbocharger.

v Some exhaust gas is cooled in the EGR cooler and flows through the EGR control valve to the EGR mixer
duct. When exhaust gas mixes with filtered air, nitrogen oxide (NOx) emissions and noise are reduced.

v The exhaust gas remaining flows to the Turbocharger spins and expands through the turbine wheel, varying
boost pressure.

v The Turbocharger compressor wheel compresses the mixture of filtered air.

CHARGED AIR COOLER (CAC)

Air from turbocharger passes through a heat exchanger before entering the EGR mixer duct. Outside air flowing
over the tubes and fins cools the charged air. Charged air is cooler and denser. Cooler and denser air improves
the fuel-to-air ratio during combustion, resulting in improved emission control and power output.

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Turbocharger System

INTERNAL COMPONENTS
2-16

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TECHNICAL DATA

EXTERNAL COMPONENTS 1

2-17

1 2 3

4
Turbine Compressor
Inlet Outlet
5

6
4 3 5

Turbo View
1. Oil inlet
2. Identification label
3. Oil outlet
4. Wastegate air actuator
5. Wastegate valve
6. Turbo control air nipple

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TURBO WASTEGATE
MAXXFORCE engines are equipped with a Borg Warner K Series Turbocharger. The K series offers a housing
with single flow and the max flow rate of 0.16 kg/s. The K series is also equipped with an external wastegate valve.
2-18
The wastegate valve directs exhaust gases away from the turbine wheel, when the valve is activated the exhaust
gases are released to the exhaust manifold. This causes the turbine to loose speed, which in turn reduces the
rotating speed of the compressor. The primary function of wastegate is to stabilize boost pressure in turbocharger
systems, to protect the engine and the turbocharger.
A wastegate is a separate self-contained mechanism typically used with turbochargers. This valve requires a
specially constructed turbo manifold with a dedicated runner going to the wastegate. They are commonly used for
regulating boost levels in high power applications, where high boost levels can be achieved.

Wastegate Control – Pneumatic With Electronic Boost Controller

PWM Valve – Turbo Control

The wastegate control is a fully integral control system, combining a proportional valve and a pressure sensor in
a closed loop pressure control system in one piece.
This device communicates with the ECU (Engine Control Unit) as well as provides diagnostic features to support
OBD (On-Board Diagnostics). It is available with pressure and with PWM (Pulse Width Modulation) control interface.
Simple modification of exhaust or turbocharger control is possible, along with optimization of engine performance,
efficiency and gas recirculation rate.
The Valves is housed in a rated enclosure with a 12 pin connector as the standard interface. Current solutions
are in compliance with Euro IV and V as well as EPA 07 and 10 legislations. High accuracy and control dynamics
are possible through a high sample rate frequency. Variants and customization to application are possible with
software modification.
The wastegate has one port for attaching the boost control line from the charge air supply line coming from boost
control solenoid.
The valve works on both 12V and 24V systems.

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TECHNICAL DATA

Electronic Turbo Boost Control 1

Boost control is the principle of controlling the boost pressure produced in the intake manifold of a turbocharged
engine by adjusting the air pressure delivered to the pneumatic wastegate actuator.
Electronic boost control adds an air control solenoid controlled by the ECM (Electronic Control Module). The same 2-19
general principle of a manual controller is present, which is to control the air pressure presented to the wastegate
actuator. This electronic system has a refining control since it works with intelligent algorithms supplied by the
ECM. 3
At the component level, boost pressure can either be bled out of the control lines or blocked outright. Either can
achieve the goal of reducing pressure pushing against the wastegate. In a bleed-type system air is allowed to pass
out of the control lines, reducing the load on the wastegate actuator. On a blocking configuration, air traveling from 4
the charge air supply to the wastegate actuator is blocked while simultaneously bleeding any pressure that has
previously built up at the wastegate actuator.
The control for the solenoids in the EGR control valve is a closed loop system. Closed loop systems rely on 5
feedback from the intake manifold pressure sensor to meet a predetermined boost pressure.
Solenoids are driven by pulse-width modulation (PWM) as they are binary state devices. By modifying the pulse
width at a sufficiently high frequency, average air pressure over time can be controlled.
This electronic boost control offers 3-port solenoids and stepper motors in series or parallel controlled by a single
PWM controller.

Exhaust Gas Recirculation (EGR) System

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EGR Control Valve

The EGR system includes the following:

2-20
v EGR control valve

v EGR cooler

v Air intake manifold

v Inlet and EGR mixer duct

v Exhaust manifold

v Exhaust gas crossover

The Exhaust Gas Recirculation (EGR) system reduces Nitrogen Oxide (NOx) emissions. NOX forms during a
reaction between nitrogen and oxygen at high temperature during combustion.
EGR works by recirculating a portion of the engine exhaust gas back to the engine cylinders. Mixing the incoming
air with recirculated exhaust gas dilutes the mixture with inert gas, lowering the adiabatic flame temperature and
reducing the amount of excess oxygen. The exhaust gas also increases the specific heat capacity of the mixture,
lowering the peak combustion temperature. Because NOx forms much faster at high temperatures, EGR serves
to limit the generation of NOx.

EGR FLOW
Some exhaust from the exhaust manifold flows into the EGR cooler. Exhaust from the EGR cooler flows through
the exhaust gas crossover to the EGR valve.
When EGR is actuated, the EGR control valve opens allowing cooled exhaust gases to enter the EGR mixer duct
to be mixed with filtered intake air.

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TECHNICAL DATA

Proportional Valve for Exhaust Gas Recirculation 1

EGR control device provides precise pneumatic proportional control for the hot side EGR control valve. A uni-
directional cylinder which actuates an exhaust flap is controlled by a proportional valve in order to recirculate
exhaust gases for combustion. 2-21

FUNCTIONAL DESCRIPTION OF EGR VALVE CONTROL

3
The function can be divided into three main steps:

v open, filling
4
v regulating pressure
(pressure at P, the solenoid is on, A and R are alternating open and closed)
5
v off, closed
(pressure at P, no current through solenoid and the valve is closed)

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2-22

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TECHNICAL DATA

EGR CLOSED LOOP OPERATION WITH FAULT MANAGEMENT 1

The EGR is a closed loop system that uses exhaust gas recirculation position to provide feedback to the ECM.
2-23

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Exhaust System

The exhaust system includes the following:

2-24
v Exhaust valves

v Exhaust manifold

v Turbocharger

v Exhaust piping

v Muffler
The exhaust system removes exhaust gases from the engine. Exhaust gases exit from exhaust valves, through
exhaust ports, and flow into the exhaust manifold. Expanding exhaust gases are directed through the exhaust
manifold. The exhaust manifold directs some exhaust gases into the Exhaust Gas Recirculation (EGR) cooler.
Exhaust gases flowing into the turbocharger drive the turbine wheel. Exhaust gases exit the turbocharger and flow
into the exhaust piping, through the muffler, and out the exhaust pipe to the atmosphere.

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TECHNICAL DATA

1
Fuel Management System

FUEL MANAGEMENT COMPONENTS

2-25
The fuel management system includes the following:

v Fuel supply system

3
v Fuel injectors

v Electronic control system

4

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FUEL FLOW SCHEMATIC

2-26

Fuel Flow
The fuel filter housing includes the following components:

v fuel strainer

v Fuel filtering element

v Water separator

v Water In Fuel (WIF) sensor

v Water drain valve

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TECHNICAL DATA

2-27

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Electronic Control System

ELECTRONIC CONTROL SYSTEM COMPONENTS

2-28
Operation and Function
The Electronic Control Module (ECM) monitors and controls engine performance to ensure maximum performance
and adherence to emissions standards.
The ECM has four primary functions:
v Provides Reference Voltage (VREF)
v Conditions input signals
v Processes and stores control strategies
v Controls actuators (output signals)
1. Reference voltage (VREF)
The ECM supplies a 5 volt VREF signal to input sensors in the electronic control system. By comparing the 5 volt
VREF signal sent to the sensors with their respective returned signals, the ECM determines pressures, positions
and other variables important to engine and vehicle functions.
The ECM supplies two independent circuits for VREF:
v VREF A supplies 5 volts to engine sensors
v VREF B supplies 5 volts to vehicle sensors
2. Signal conditioner
The signal conditioner in the internal microprocessor converts analog signals to digital signals, squares up sine
wave signals, or amplifies low intensity signals to a level that the ECM microprocessor can process.
3. Microprocessor
The ECM microprocessor stores operating instructions (control strategies) and value tables (calibration
parameters). The ECM compares stored instructions and values with conditioned input values to determine the
correct operating strategy for all engine operations.
Continuous calculations in the ECM occur at two different levels or speeds: Foreground and Background.
v Foreground calculations are much faster than background calculations and are normally more critical for en-
gine operation. Engine speed control is an example.
v Background calculations are normally variables that change at lower rates. Engine temperature is an example.
Diagnostic Trouble Codes (DTC´s) are generated by the microprocessor, when inputs or conditions do not comply
with expected values.
Diagnostic strategies are also programmed into the ECM. Some strategies monitor inputs continuously and
command the necessary outputs to achieve the correct performance of the engine.

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TECHNICAL DATA

Microprocessor Memory 1
The ECM microprocessor includes Read Only Memory (ROM) and Random Access Memory (RAM).

ROM 2-29
ROM stores permanent information for calibration tables and operating strategies. Permanently stored information
cannot be changed or lost by turning the ignition key OFF or when ECM power is interrupted. ROM includes the
following: 3
v Vehicle configuration, modes of operation and options
v Engine Family Rating Code (EFRC)
4
v Engine warning and protection modes

RAM
5
RAM stores temporary information for current engine conditions. Temporary information from RAM is lost when
the ignition key is turned to OFF or when ECM power is interrupted. RAM information includes the following:

v Engine temperature

v Engine rpm

v Accelerator pedal position

4. Actuator control
The ECM controls the actuators by applying a low level signal (low side driver) or a high level signal (high side
driver). When switched on, both drivers complete a ground or power circuit to the actuator.
Actuators are controlled in three ways, determined by the kind of actuator.
v A duty cycle (percent time on/off)
v A controlled pulse width
v Switched on or off

ECM control of engine operation

The ECM controls engine operation through the following actuators:
v Turbocharger wastegate control module
v EGR control module and control valve
v Fuel Pressure valve
v Injectors

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Engine and Vehicle Sensors

2-30

1. Electronic Control Module (ECM) 9. Vehicle Speed Sensor (VSS)

2. Engine Oil Pressure (EOP) 10. Barometric Absolute Pressure (BAP)
3. Engine Coolant Temperature (ECT) 11. Accelerator Position Sensor (APS)
4. Manifold Air Pressure and Temperature (TMAP) 12. Exhaust Gas Recirculation valve Position
(EGRP)
5. Engine Fuel Pressure (EFP)
13. Engine Coolant Level (ECL)
6. Water In Fuel (WIF) sensor
14. Clutch Position Switch (CPS)
7. Crankshaft Position sensor (CKP)
15. Brake Pedal Sensor (BPS)
8. Camshaft Position sensor (CMP)

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TECHNICAL DATA

1
Resistor and Thermistor Sensors

v ECT
2-31
v T-MAP (RESISTOR AND THERMISTOR UNIT COMBINED)
v EFP
v BAP 3

A thermistor sensor changes its electrical resistance with changes in temperature. Resistance in the thermistor
decreases as temperature increases, and increases as temperature decreases. Thermistors work with a resistor
that limits current in the ECM to form a voltage signal matched with a temperature value. 4

The top half of the voltage divider is the current limiting resistor inside the ECM. A thermistor sensor has two
electrical connectors, signal return and ground. The output of a thermistor sensor is a nonlinear analog signal.
5

ENGINE COOLANT TEMPERATURE (ECT)

The ECM monitors the ECT signal and uses this information for the instrument panel temperature gauge, coolant
compensation, Engine Warning Protection System (EWPS), and intake heater operation. The ECT sensor is
installed in the water pipe, close to the EGR cooler assembly.

MANIFOLD AIR PRESSURE AND TEMPERATURE (TMAP)

The ECM monitors the TMAP signal for EGR operation and determines intake manifold pressure (boost). This
information is used to control fuel rate and injection timing.
The TMAP sensor is in the top side of the intake manifold.

BAROMETRIC ABSOLUTE PRESSURE (BAP)

The ECM monitors the BAP signal to determine altitude, adjust timing and the fuel quantity. The BAP sensor is
installed in the PCB plate from ECM.

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ENGINE FUEL PRESSURE (EFP)

The ECM monitors the EFP signal to determine correct fuel pressure for efficient engine operation.
The EFP sensor is installed in the fuel rail.
2-32

1. Pressure sensor 4. Microprocessor

2. Electronic Control Module (ECM) 5. Voltage reference (VREF)
3. Ground

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TECHNICAL DATA

1
Capacitor Sensor

v EOP
2-33
EOP consists of a ceramic capacitive sensing element (CSE), a circuit module and a package. The package
includes internal seals against the pressure medium, external environmental seals, an electrical connector and a
port fitting.
3
The circuit module consists of a flexible circuit with surface mounted components.
The flexible circuit consists of copper circuitry sandwiched between two pieces of Kapton film.
When folded into the package, the signal conditioning IC and various discreet components reside on two planes 4
within the circuit cavity. The circuit module is soldered to the CSE at one end and the base at the other prior to
closing up the package. A tail coming off the end of the flexible circuit makes a ground contact to the metal hexport.
5
ENGINE OIL PRESSURE SENSOR (EOP)
The ECM monitors the EOP pressure signal. If a failure is detected, the ECM is able to restrict the power and
torque to avoid or reduce engine damages. The EOP sensor is installed in the top right side of timing gear housing.

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Magnetic Sensors

v CKP
2-34
v CMP
v VSS
A magnetic sensor generates an alternating frequency that indicates speed. Magnetic sensors have a two wire
connection (signal and ground). This sensor has a permanent magnetic core surrounded by a wire coil. The signal
frequency is generated by the rotation of gear teeth that disrupt the magnetic field.

CRANKSHAFT POSITION (CKP) SENSOR

The CKP sensor provides the ECM with a signal that indicates crankshaft speed and position. As the flywheel
turns the CKP sensor detects several holes made in the outside of the flywheel. All holes are symmetric and
spaced of 58 and 60. By comparing the CKP signal with the CMP signal, the ECM calculates engine rpm and
timing requirements. The CKP is installed in the top left side of the flywheel housing.

CAMSHAFT POSITION (CMP)

The CMP sensor provides the ECM with a signal that indicates camshaft position. As the cam rotates, the sensor
identifies the position of the cam by locating a peg on the cam. The CMP is installed in the timing gear housing,
close to the high pressure fuel pump.

VEHICLE SPEED SENSOR (VSS)

The VSS is a Hall sensor installed onto the transmission tail shaft and provides a speed signal to ECM by sensing
rotation from a 8 teeth gear. The detected sine wave signals (AC), received by the ECM, is combined with tire size
and axle ratio to calculate the correct vehicle speed. See vehicle workshop manual for VSS location and further
information.

1. Crankshaft Position signal 6. Camshaft position (CMP) sensor

2. Crankshaft position sensor timing disk 7. Vehicle speed signal
3. Crankshaft Position (CKP) sensor 8. Electronic Control Module (ECM)
4. Camshaft position signal 9. Vehicle Speed Sensor (VSS)
5. Camshaft timing disk

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TECHNICAL DATA

1
Potentiometer

v APS
2-35
A potentiometer is a variable voltage divider that senses the position of a mechanical component.
A reference voltage is applied to one end of the potentiometer. Mechanical rotary or linear motion moves the wiper
along the resistance material, changing voltage at each point along the resistive material. Voltage is proportional 3
to the amount of mechanical movement.

ACCELERATOR POSITION SENSOR (APS) 4

The APS provides the ECM with a feedback signal (linear analog voltage) that indicates the operator’s demand for
power. The APS is mounted in the accelerator pedal.
5

1. Ground
2. Electronic Control Module (ECM)
3. Microprocessor
4. Voltage reference (VREF)
5. Accelerator Position Sensor (APS)

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Switches

v CPS (Clutch Pedal Switch)

2-36
v ECL (Engine Low Coolant Level Switch)
v LIS (Low Idle Switch)
v WIF
v BPS (Brake Pedal Switch)
v Parking Brake Switch
Switch sensors indicate position. They operate open or closed, allowing or preventing the flow of current. A switch
sensor can be a voltage input switch or a grounding switch. A voltage input switch supplies the ECM with a voltage
when it is closed. A grounding switch grounds the circuit when closed, causing a zero voltage signal. Grounding
switches are usually installed in series with a current limiting resistor.

CLUTCH SWITCH
The CPS determines if a vehicle is in gear. For manual transmissions, the clutch switch serves as
the CPS. For automatic transmissions, the neutral indicator switch functions as the CPS.

ENGINE COOLANT LEVEL (ECL)

ECL is part of the Engine Warning Protection System. The ECL switch is located in the deaeration tank. When a
magnetic switch is open, the tank is full. If engine coolant is low, the lamp on the instrument panel is turned on.

WATER IN FUEL (WIF)

A Water In Fuel (WIF) sensor detects water in the fuel. When enough water accumulates at the bottom of the
housing, the WIF sensor sends a signal to the Electronic Control Module (ECM); the ECM sets a Diagnostic
Trouble Code (DTC) and illuminates the amber WATER IN FUEL lamp on the instrument panel. The WIF sensor
is installed in the base of the fuel filter housing.

LOW IDLE SWITCH (LIS)

The LIS is a redundant switch that provides the ECM with a signal that verifies when the APS is in the idle position.

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TECHNICAL DATA

2-37

1. Accelerator pedal
2. Low Idle Switch (LIS)
3. Voltage source with current limiting resistor
4. Microprocessor
5. ECM
6. Ground

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NOTES

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STANDARD FEATURES

1
Index

2
Engine Operation...................................................................................................................................... 3-2

Diagnostic Trouble Code Detection ......................................................................................................... 3-5

3-1
Warning Ligthts and Fault Code ............................................................................................................... 3-7

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Engine Operation

Electronic Governor Control

MWM International engines are electronically controlled for all operating ranges.

Datalink and Communication protocol

3-2
Vehicles are equipped with the Deutsch 9 pin connector as datalink connector for communication between the
Electronic Control Module (ECM) and the Diagnostic Tool.
The datalink supports:
v Transmission of engine parameter reading data.
v Transmission and clearing of Diagnostic Trouble Codes (DTC´s).
v Diagnostics and troubleshooting.
v Programming engine and vehicle features.
v Programming performance parameter values.
v Programming calibrations and strategies in the ECM.

Service Diagnostics
The Diagnostic tool provides information using the datalink. The recommended equipment is the MIDS provided
by MWM International or EZ-Tech® with Master Diagnostics® software provided by Navistar. Check with your
vendor the current equipment.
Faults from sensors, actuators, electronic components, and engine systems are detected by the ECM and sent to
the Diagnostic tool as DTC’s. Effective engine diagnostics require and rely on DTC’s.

Event Logging System

The event logging system records engine operation above maximum rpm (overspeed), high coolant temperature,
low coolant level, or low oil pressure.
The readings for the odometer and hourmeter are stored in the ECM memory at the time of an event and can be
retrieved using the Diagnostic tool.

Electronic Speedometer and Tachometer

The engine control system calibrates vehicle speed up to 0,00016 revolutions per meter. The new speed calibration
information must be programmed with a diagnostic tool.
The tachometer signal is generated by the ECM by computing signals for the Camshaft Position (CMP) sensor
and Crankshaft Position (CKP) sensor. Calculations for each sensor are sent to the instrument panel through the
datalink (CAN) and to the diagnostic tool through the datalink.

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STANDARD FEATURES

Coolant Temperature Strategy (Engine Over Temperature Protection System) 1

3-3

Coolant temperature compensation reduces fuel delivery if the engine coolant temperature is above the cooling
system specifications.
Before standard engine warning or optional warning/protection systems engage, the reduction in fuel delivery
begins when the engine coolant temperature reaches approximately 107 °C (225 °F). A fast reduction of 15
percent is achieved when engine coolant temperature reaches approximately 110 °C (230 °F).
v When the coolant temperature is above 109 °C (228 °F), the warning ENGINE lamp will be illuminated, DTC
193 will be set and the torque will be degradated.

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Engine Stop Protection System (ESPS)

3-4

Figure 51 Engine Stop Protection System (ESPS)

The ESPS safeguards the engine from undesirable operating conditions to prevent engine damage and to prolong
engine life. The ECM will illuminate the red ENGINE lamp when the ECM detects:
v High coolant temperature;
v Low oil pressure;
v Low coolant level (3–way system only);
v High fuel rail pressure
v Relief fuel rail valve out of range
v ECM high pressure fuel pump out of range
v ECM internal failure
v Sensor supply monitoring which monitors the sensors power supply.

When the protection feature is enabled and a critical engine condition occurs, the on-board electronics will
degradate the engine power. An event logging feature will record the event in engine hours.

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STANDARD FEATURES

1
Diagnostic Trouble Code Detection

Engine Stop Protection System (ESPS)

2

3-5

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Continuous Monitor
Continuous Monitor is a series of continuous diagnostic tests done by the Electronic Control Module (ECM) to
detect failure modes (Out of Range, In Range, and System Faults). During Continuous Monitor the ignition switch
is on.
v Out of Range High (Voltage over normal operating range);
v Out of Range Low (Voltage under normal operating range);
3-6
v In Range (In normal operating range but not correct for conditions);
v System Malfunction (System is not operating according to conditions).
If an input signal is out of range (over or under normal operating range), the ECM logs a fault and sets a Diagnostic
Trouble Code (DTC). The ECM monitors the operation of systems for in range conditions to determine if systems
are working in a normal operational range; If the ECM detects that a system falls outside a predetermined range,
it will log a fault and set a DTC.
Each DTC has a three digit number to identify the source of a malfunction measured or monitored electronically.
A fault is a malfunction measured or monitored electronically.
The ECM continuously monitors the fuel rail high pressure system and the air management system . If the ECM
detects that a system falls outside a predetermined range, the ECM logs a fault and sets a DTC.
During normal engine operation, the ECM automatically performs several tests to detect faults.
When a fault is detected, the ECM often runs a fault management strategy to allow continued, though sometimes
degraded, vehicle operation.
While the engine is running, the events are permanently recorded in the ECM; engine events can be retrieved with
the Electronic Diagnostic Tool (EST).

Engine Events

Standard Engine Events

Standard engine events include excessive coolant temperature and engine rpm (over-speed).

Optional Engine Events

Optional engine events are monitored and recorded. This engine records the events below:
v vehicle speed;
v boost pressure;
v coolant;
v torque required instantaneous;
v fuel debit;
v engine rotation;
v rail pressure;
v air temperature;
v sinchronism;
v accelerator pedal.
Engine Event Hours
The ECM records engine events in one way, hours readings.
Examples
v Overheat Hour 1;
v Overheat Hour 2.

The ECM stores the most recent event. Two or more events could happen in the same hour.

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STANDARD FEATURES

1
Warning Ligthts and Fault Code

The MWM International engine informs possible faults

on its components or systems by means of warning 2
lights on panel.

The red light indicates that a severe fault 3-7

is occurring. If the red light turns on when
vehicle is running, it is necessary to stop
it as soon as possible according to traffic
condition. After enlightened, the protection 4
system may begin to reduce the engine
power, that is, the engine begins to lose
power until it reaches a working regimen 5
not prejudicial to its components lifespan.

The yellow light indicates occurrence of

a less severe failure. If it turns on when
vehicle is running, it is not necessary to stop
the vehicle immediately, but the occurrence
shall be checked as soon as possible.

Indication of Fault Codes by Blinking (ITEC

Application)
The red warning light informs the fault code by means
of its blinking.
To check the fault code, do the following procedures:
1. Vehicle must be stopped;
2. Turn ignition key to ON position (do not start the
engine);
3. Press the diagnostic button in the dash panel.

In case of any fault, the red warning light will blink the
fault code.

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HOW TO IDENTIFY A FAULT

! Warning: To avoid serious personal injury,

possible death, or damage to
the engine or vehicle, make
sure the transmission is in park
3-8 or neutral, parking brake is set,
and wheels are blocked before
doing service bay diagnostics
on engine or vehicle.

1. By blinking code (ITEC Application)

An intermittent blinking on the red light indicator
identifies a fault on the engine.
Example: fault code 23
The red light will blink twice to indicate number 2 and
then it will blink three times for number 3. Using the
blinking list from diagnostics manual, check the fault
occurring at engine.
If there is another fault code, the red lamp will blink
again indicating a new fault.
If there is not any other fault on ECM’s memory, the
previous fault (23) will be indicated again.

2. Using MIDS diagnostic equipment (Mexi-

can Mid Bus and Bus Application)
1. Plug the diagnostic equipment connector onto
the Deutsch 9 pin connector located below
instruments panel.

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STANDARD FEATURES

2. Turn the ignition switch to ON (do not start the engine); 1

3. Initialize the MIDS software.
4. Go to Menu > Diagnostics > Failure codes (see screen below)
2

3-9

DTC: Diagnostic Trouble Code

Status: Indicates active or inactive DTC’s
v Present: With the ignition switch on, present indicates a DTC for a condition currently in the system. When the
ignition switch is turned off, an active DTC becomes inactive. (If a problem remains, the DTC will be present
on the next ignition switch cycle and the EST will display past.)
v Past: With the ignition switch on, past indicates a DTC for a condition during a previous ignition switch cycle.
When the ignition switch is turned to OFF, past DTCs from previous ignition switch on cycles remain in the
ECM memory until cleared.

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DESCRIPTION OF SENSORS AND ACTUATORS

Pins identification on sensors connectors attends to OBD standards which determine reading pins from right to
left side. Numbering order is based on the locking-pin located on top of sensor connector.

3-10

Therefore, reading and pins identification onto a connector is done according to the following:

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STANDARD FEATURES

The reading of sensor’s electric diagram follows the order: 1

A) Two-pin sensor.

3-11

B) Three-pin sensor.

C) Four-pin sensor.

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General View

3-12

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STANDARD FEATURES

Engine Electric Harness Connectors 1

3-13

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Special Remarks for Diagnostics Verification:

1. Always use proper probes in order to reduce any chance of damaging the connector pins;
2. When checking short-circuit to ground, proceed as follows:
2a. Turn ignition switch off;
2b. Disconnect the connectors you want to check. For testing a sensor, disconnect the harness connector;
3-14 for testing a harness connector from ECM, disconnect also the connector(s) from sensor or sensors;
2c. Identify the pins to be checked;
2d. Visually inspect the pins;
2e. Adjust the multitester for resistance checking;
2f. Place the multitester probe on the pin to be verified and touch the engine block with the other probe.

3. Check for corrosion signs, bent pins, moisture presence on sensor or harness connector that could potentially
cause the engine to failure;
4. Inspect the fuel injector wire harness terminal nuts and check if there is a short circuit to ground between wires
and any metallic part near cylinder head cover that could generate failures on engine; after assembling the
wire harness, tighten the nuts properly;
5. Check battery condition (oxidized poles/cable terminals, cabling with damaged insulation, or low charge) that
could generate failures on engine;
6. Check the alternator’s voltage regulator that, in case of abnormal function, could generate an excessive or
insufficient charge for the battery, causing failures on engine; the battery voltage shall be within the parameters
specified by the vehicle manufacturer.

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Diagnostic Manual

STANDARD FEATURES

PCODES, BLINKING CODES AND DESCRIPTION FAILURES TABLE 1

PCODE BLINK CODE DESCRIPTION

2 74 A/D conversor error status (ECM) 2
3 26 Intake air temperature sensor (TMAP)
4 26 Error for plausibility check of airmass sensor (MAF)
3-15
5 26 Fault for plausibility check of airmass sensor (MAF)
6 26 Error path for signal range check of airmass sensor (MAF)
7 23 Fault of Accelerator Pedal 1 (TPS)
4
9 16 Error of atmospheric pressure sensor (BAP)
11 24 Error for plausibility between Accelerator Pedal and Brake sensors
12 35 Positive governor deviation from EGR control 5
13 35 Negative governor deviation from EGR control
18 84 Turbo pressure actuator - short circuit to battery
19 84 Turbo pressure actuator - short circuit to ground
20 84 Turbo pressure actuator - no load and excessive temperature
21 14 Fault of intake air boost pressure sensor
22 21 Battery voltage fault
23 28 Error for brake signal (BPS)
28 12 Error of engine coolant temperature sensor (ECT)
40 27 Fault diagnostic signals of main clutch signal (CPS)
49 85 Fault of EGR actuator - short circuit to battery
50 85 Fault of EGR actuator - short circuit to ground
51 85 Fault of EGR actuator - no load and excessive temperature
52 44 Engine running only with camshaft sensor (CMP) active
53 43 Fault of camshaft sensor (CMP)
54 42 Fault of crankshaft sensor (CKP)
55 43 Error of signal offset between camshaft (CMP) and crankshaft (CKP) sensors
56 38 Fault of engine protection
Fault/short to battery from ECM powerstage (voltage output pins) to Exhaust
57 75
Flap actuator
Fault/short to battery from ECM powerstage (voltage output pins) to Exhaust
58 75
Flap actuator
Fault/short to battery from ECM powerstage (voltage output pins) to Exhaust
59 75
Flap actuator
60 36 Fault/error of plausibility from map torque conversion for fuel debt
72 92 Fault for Water In Fuel Sensor (WIF)
97 37 Faults in CAN send messages
102 93 Communication error - ECM powerstage (voltage out pins)
103 45 Error state of EEPROM from ECM
104 93 Recovery error – routines/software calculations locked
105 94 Recovery error – routines/software calculations locked for unknown reason

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 Diagnostic Manual

PCODES, BLINKING CODES AND DESCRIPTION FAILURES TABLE

PCODE BLINK CODE DESCRIPTION

106 95 Recovery error – routines/software calculations locked for known reason
107 96 ECM microprocessors voltage supply upper limit
108 96 ECM microprocessors voltage supply lower limit
3-16
110 13 Error of air temperature sensor (TMAP)
111 52 Fault of injection limitation
112 49 Fault-error injectors bank 1 (4cil-injectors 1,4 ; 6cil-injectors 1,2,3) > stop engine
Fault-warning injectors bank 1 (4cil-injectors 1,4; 6cil-injectors 1,2,3) > stop
113 49
engine
114 51 Fault-error injectors bank 2 (4cil-injectors 2,3 ; 6cil-injectors 4,5,6) > stop engine
115 51 Fault-error injectors bank 2 (4cil-injectors 2,3 ; 6cil-injectors 4,5,6) > stop engine
Fault- injectors bank 1 microchip controller (4cil-injectors 1,4; 6cil-injectors 1,2,3)
116 55
> stop engine
Fault- injectors bank 2 microchip controller (4cil-injectors 2,3; 6cil-injectors 4,5,6)
117 55
> stop engine
118 58 Fault/ error cylinder1 > stop engine
119 58 Fault/ error cylinder1 - specific warnings
120 59 Fault/ error cylinder2 > stop engine
121 59 Fault/ error cylinder2 - specific warnings
122 61 Fault/ error cylinder3 > stop engine
123 61 Fault/ error cylinder3 - specific warnings
124 62 Fault/ error cylinder4 > stop engine
125 62 Fault/ error cylinder4 - specific warnings
126 63 Fault/ error cylinder5 > stop engine
127 63 Fault/ error cylinder5 - specific warnings
128 64 Fault/ error cylinder6 > stop engine
129 64 Fault/ error cylinder6 - specific warnings
130 56 Fault - minimal number of injectors was not reached > stop engine
133 39 Error for main relay 2
135 39 Error for main relay 1
136 39 Error for main relay 1
137 95 Error of microprocessor clock from power output pins ECM
138 37 Communication interrupted in CAN A
139 37 Communication interrupted in CAN B
140 37 Communication interrupted in CAN C
142 18 Error of oil pressure sensor (EOP)
143 18 Error of oil pressure sensor (EOP) – too low value
145 17 Error of oil pressure sensor (EOP) – above normal value
146 46 Fault for engine overrun monitoring
147 46 Fault for engine speed calculation in overrun monitoring
148 33 Boost pressure too low from ECM setpoint to control wastegate valve

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Diagnostic Manual

STANDARD FEATURES

PCODES, BLINKING CODES AND DESCRIPTION FAILURES TABLE 1

PCODE BLINK CODE DESCRIPTION

149 33 Boost pressure too high from ECM setpoint to control wastegate valve 2
152 97 Fault for test of shut off
153 48 Sensor supply voltage 1
3-17
154 48 Sensor supply voltage 2
155 48 Sensor supply voltage 3
157 71 Fault between ECM power output pins and system lamp
4
158 79 Error for ignition terminal 15 – ECM initialized with ignition signal not detected
160 48 Fault of processing time from ECM microprocessors
161 48 Fault in system/ monitoring module from ECM power output pins 5
162 69 Fault between ECM power output pins and Warning lamp
164 25 Fault 1 for vehicle speed sensor (VSS)
173 83 Fault from ECM to MPROP valve
174 83 Fault from ECM to MPROP valve
175 83 Fault from ECM to MPROP valve
177 47 Fault in rail pressure relief valve (PRV)
178 47 Fault in rail pressure relief valve (PRV), wear of PRV
179 22 Fault of rail pressure sensor (EFP)
181 32 Rail pressure value too low for ECM control CP3 (high pressure pump)
182 32 Fault of rail pressure – MPROP valve
183 32 Fault of rail pressure – MPROP valve
184 32 Fault of rail pressure – MPROP valve
185 32 Fault of rail pressure – MPROP valve
187 32 Fault of rail pressure – MPROP valve
190 48 12V sensor supply voltage
193 11 Error of over coolant temperature
206 34 Fault/ error of EGR position valve
207 34 Error of EGR valve jammed
208 34 Error of long time offset of EGR during afterrun
209 34 Error of EGR offset during afterrun
210 86 Control error of EGR valve
211 86 EGR jammed detection
223 26 Signal fault of air mass signal sensor (MAF)
224 26 Signal fault of air mass signal sensor (MAF)
225 26 Fault during reference signal range check from air mass sensor (MAF)
226 26 Error of PWM signal from air mass sensor (MAF) to ECM
233 57 Error of minimum rail pressure sensor (EFP)

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 Diagnostic Manual

PCODES, BLINKING CODES AND DESCRIPTION FAILURES TABLE

PCODE BLINK CODE DESCRIPTION

238 39 Error for main relay 3
241 91 Status error of digital coolant level
242 91 Error of digital coolant level sensor
3-18
243 72 Blinking system “STOP” lamp
244 92 Water in fuel (WIF) sensor
247 26 Fault for plausibility of air temperature from TMAP and MAF sensors

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Diagnostic Manual

ENGINE ELECTRICAL

1
Index

2
Sensor Identification ................................................................................................................................. 4-2

Engine Sensors ........................................................................................................................................ 4-3

3

4-1

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Sensor Identification

! Warning: To avoid serious personal in-

jury, possible death, or dama-
ge to the engine or vehicle,
read all safety instructions in
the “Safety Information” sec-
tion of this manual.
4-2

! Warning: To avoid serious personal in-

jury, possible death, or dama-
ge to the engine or vehicle,
make sure the transmission
is in neutral, parking brake is
set, and wheels are blocked
before doing diagnostic or
service procedures on engi-
ne or vehicle.

NOTE: For information regarding the removal or

installation of adjacent components, refer to
the following service procedures located in
other sections of this manual:
v Valve cover
This section should be used for sensors identification
and location. For a more detailed description of
electrical sensors, see the Engine and Vehicle
Sensors in the “Introduction” in this manual, or the
diagnostic manual.

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Diagnostic Manual

ENGINE ELECTRICAL

1
Engine Sensors

PHASE SENSOR OR CAMSHAFT POSITION (CMP) SENSOR

2

4-3

PIN FUNCTION
1 Connection A
2 Connection B
3 Shield

COMPONENT TEST
The phase sensor is a magnetic type sensor. It responds to a rotating actuator positioned on the
camshaft gear. The CMP sensor is installed in the gear housing, above and to the right of the water pump.
Resistance between Pin 1 and 2 = 700 to 1000 Ω.
Sensor position/distance from wheel pulse generator: 0,5 mm to 1,5 mm.

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ROTATIONAL SENSOR OR CRANKSHAFT POSITION SENSOR (CKP)

4-4

PIN FUNCTION
1 Connection A
2 Connection B
3 Shield

The CKP sensor is a magnetic pickup sensor. The CKP sensor is installed on the top left of the flywheel housing.

COMPONENT TEST
Resistance between Pin 1 and 2 = 700 to 1000 Ω.
Sensor position/ Distance from flywheel: 0,5mm to 1,5mm.

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ENGINE ELECTRICAL

ENGINE OIL PRESSURE (EOP) SENSOR 1

4-5

The EOP consists of a Ceramic Capacitive Sensing Element (CSE), custom ASIC signal conditioning and a
standard housing with integral connector. The sensor provides a ratiometric analog voltage output proportional to
the applied pressure and supply voltage.
This sensor measures the absolute pressure.
The EOP sensor is installed in the top right of the housing gear, close to the air compressor.
Installation: Place the EOP sensor with a new washer. Using a 12mm wrench apply the torque of 25 to 29N.m.
Test of component:
- Voltage signal from pin 2 to ground

Note: Tests below must be done with U supply of 5 Volts.

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 Diagnostic Manual

Oil pressure sensor test table

Pressure (bar) Volts

0 1,00
0,5 1,13
1 1,25
1,5 1,38
2 1,50
4-6 2,5 1,63
3 1,75
3,5 1,88
4 2,00
4,5 2,13
5 2,25
5,5 2,38
6 2,50
6,5 2,63
7 2,75
7,5 2,88
8 3,00
8,5 3,13
9 3,25
9,5 3,38
10 3,50

ENGINE COOLANT TEMPERATURE (ECT) SENSOR

The ECT sensor is a thermistor type sensor. The ECT sensor is installed in the EGR cooler inlet water pipe located
on the right rear side of the engine.

Temp (°C)   

-10 8,244 10,661
20 2,262 2,760
80 0,304 0,342

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ENGINE ELECTRICAL

MANIFOLD AIR PRESSURE AND TEMPERATURE (TMAP) SENSOR 1

4-7

The TMAP sensor consists of a piezo-resistive pressure sensor element and the temperature sensor element
is an NTC-resistor in a suitable circuitry for signal amplification and temperature compensation integrated on a
silicon chip.
This component is marked as “EGR” that means it is specially developed to operate under air stream after inlet of
exhaust gas recirculation.
This sensor measures the absolute pressure and temperature. The TMAP sensor is installed onto the air intake
manifold, located in the left engine side.

Installation: The O´Ring will seal the sensor from atmosphere and only a thin film of light engine oil (5W20)
may be applied as lubricant. Don’t use silicone based lubricants.

Test of component:
- Measure resistance between pin 1 and 3
- Measure voltage signal from pin 2 to ground
Note: Tests below must be done with U supply of 5 Volts.

Temp (°C)   

-10 8,951 9,901
20 2,402 2,619
80 0,319 0,340

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Air pressure sensor test table

kPa Volts
20 0.4
50 0.86
75 1.23
100 1.61
125 1.99
4-8 150 2.37
175 2.75
200 3.13
225 3.51
250 3.89
275 4.27
300 4.65

Fuel Pressure (EFP) Sensor - Rail

The EFP sensor is resistive with internal variation filter. The EFP sensor is installed in the fuel rail.

P(bar) U(out)
0 0,5
0,5 0,7
1 0,9
1,5 1,1
2,0 1,3
3,0 1,7
4,0 2,1
5,0 2,5

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ENGINE ELECTRICAL

PWM Valve – Turbo Control 1

4-9

Through a 12 pin connector, the turbo control valve receives PWM pulses from ECM and actuates the wastegate
valve via pneumatic system to control turbo pressure.

Maxxforce engine uses only pins 7, 9 and 12.

Pin - Nr. Signal

1 -
2 -
3 -
4 -
5 -
6 -
7 +Ub
8 -
9 PWMin / CAN
10 -
11 -
12 -Ub

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Test of components

4-10

The duty cycle varies from 12% (opened) to 95% (closed).

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ENGINE ELECTRICAL

EGR CONTROL VALVE 1

The EGR valve receives PWM pulses from ECM and actuates via pneumatic system a uni-directional cylinder
which actuates an exhaust flap to control the recirculation exhaust gases.
2

4-11

TEST OF COMPONENTS

Exhaust Gas Recirculation Valve Position Sensor (EGRP)

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4-12

The EGRP sensor is a resistive sensor. The EGRP sensor is located onto the EGR cooler assembly.

Rail Pressure Valve

The Rail Pressure limiter valve is installed in the Fuel Rail.

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ENGINE ELECTRICAL

Barometric Absolute Pressure (BAP) sensor 1

4-13

The BAP sensor is a piezoresistive pressure sensor element and a suitable circuitry for signal amplification and
temperature compensation which are integrated on a silicon chip. The BAP sensor is located in the PCB plate
from ECM.

Fuel Injector

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Electronic Control Module (ECM)

4-14

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ENGINE ELECTRICAL

4-15

PIN FUNCTION
02 Fuse 30 A – Positive V1
03 Fuse 30 A – Positive V1
04 Switched battery plus output
05 Terminal 31 Batt (-)
06 Terminal 31 Batt (-)
08 Fuse 30 A – Positive V1
09 Fuse 30 A – Positive V1
10 Terminal 31 Batt (-)
11 Terminal 31 Batt (-)
13 Exhaust brake relay pin 2
15 Exhaust brake relay pin 5
26 Exhaust brake switch
29 Ground digital V3
33 Engine speed for speedometer
34 J1939 connector pin C
35 J1939 connector pin A
39 Warning lamp
40 Key switch
41 Truck brake switch
46 Engine CAB connector
48 Accelerator pedal sensor pin D
49 Stop light switch
52 Datalink connector pin C

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PIN FUNCTION
53 Datalink connector pin D
56 Diagnostic/ Stop lamp
64 Coolant level sensor pin 1
66 Clutch switch (Torque converter)
67 VSS sensor pin A
68 Coolant level sensor pin 2
69 VSS sensor pin B
4-16 72 Diagnostic request switch
74 Two speed axle switch
78 TPS Throttle accelerator pedal pin B
79 TPS Throttle accelerator pedal pin A
82 TPS Throttle accelerator pedal pin C
86 Parking brake switch
89 ISO-K interface

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ENGINE ELECTRICAL

Engine Connector 1

4-17

PIN FUNCTION
02 MAF Air mass sensor pin 2
03 Switched batt. output V4 & EGR actuator pin 2 & Turbo actuator pin 7
06 Turbo actuator pin 9
07 EGR actuator pin 1
09 CMP Camshaft speed sensor pin 2
10 Terminal 30 Batt (+)
12 Rail pressure sensor pin 1
13 Rail pressure sensor pin 3
14 Rail pressure sensor pin 2
15 Coolant temperature sensor pin 1
16 EGR analog position pin 2
17 MAF Air mass sensor pin 3
18 EGR analog position pin 4
19 CKP Crankshaft position sensor pins 1 e 3
21 MAF Air mass sensor pin 1
22 EGR analog position pin 3
23 CKP Crankshaft position sensor pin 2
24 EOP Engine oil pressure pin 1
25 T-MAP Boost pressure and temperature sensor pin 1
26 Coolant temperature sensor pin 2
27 EOP Engine oil pressure pin 2
32 EOP Engine oil pressure pin 3
33 T-MAP Boost pressure and temperature sensor pin 3
34 T-MAP Boost pressure and temperature sensor pin 4
35 MAF Air mass sensor pin 4
36 T-MAP Boost pressure and temperature sensor pin 2

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 Diagnostic Manual

Cylinder Connector

4-18

PIN FUNCTION
01 Injector 2 pin 2
02 Injector 3 pin 2 (For engine 4cyl: Injector 4 pin 2)
03 Injector 1 pin 2 (Same for engine 4cyl)
04 Injector 4 pin 2
05 Injector 6 pin 1 (For engine 4cyl: Injector 2 pin 1)
06 Injector 5 pin 2 (For engine 4cyl: Injector 3 pin 2)
09 MPROP pin 1
10 MPROP pin 2
11 Injector 5 pin 1 (For engine 4cyl: Injector 3 pin 1)
12 Injector 6 pin 2 (For engine 4cyl: Injector 2 pin 2)
13 Injector 4 pin 1
14 Injector 1 pin 1 (Same for engine 4cyl)
15 Injector 3 pin 1 (For engine 4cyl: Injector 4 pin 1)
16 Injector 2 pin 1

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Diagnostic Manual

VEHICLE ELECTRICAL

1
Index

Vehicle Sensors ........................................................................................................................................ 5-2

2
TPS ...................................................................................................................................................... 5-2

Circuit ....................................................................................................................................................... 5-3 3

VSS ...................................................................................................................................................... 5-3

4
WIF....................................................................................................................................................... 5-4

Water in Fuel Circuit ................................................................................................................................. 5-5 5-1

ECL ...................................................................................................................................................... 5-5

CPS ...................................................................................................................................................... 5-6

PBS ...................................................................................................................................................... 5-7

Engine exhaust brake........................................................................................................................... 5-8

DLC ...................................................................................................................................................... 5-9

Removal ................................................................................................................................................. 5-10

Disassembly ........................................................................................................................................... 5-13

Cleaning and Inspection ......................................................................................................................... 5-14

Installation .............................................................................................................................................. 5-15

Note: The following information refers to the vehicle electrical and is available for reference.
See the manufacturer´s vehicle workshop manual or other manufacturer´s literature for further information.

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Vehicle Sensors

Throttle Position Sensor (TPS)

5-2

Component Test:
Voltage variation from Zero to Kick-down position = 0,7V to 4,1V (changed gradually)
Voltage supply = 5V

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VEHICLE ELECTRICAL

1
Circuit

5-3

Vehicle Speed Sensor (VSS) Component Test:

Resistance between pin A and B = 1500 a 300Ω
Voltage supply = 5V
Sensor position/ Distance from wheel pulse generator:
0,5mm to 1,5mm

The VSS sensor is a hall sensor type. The VSS

sensor is located in the vehicle. See vehicle workshop
manual for further information.

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VEHICLE SPEED SENSOR

5-4

Water In Fuel (WIF) sensor Test of component:

- Resistance between pin A and B = 0,5Ω to 4,5Ω.

The Water In Fuel sensor detects water in the fuel.

The WIF sensor is installed at the base of the fuel
filter housing.

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VEHICLE ELECTRICAL

1
Water in Fuel Circuit

5-5

Engine Coolant Level (ECL) sensor

The ECL sensor is a magnetic reed switch sensor. The ECL sensor is located in the vehicle. See vehicle workshop
manual for further information.

Component Test

Test Pin “D” Pin “A”

w/ coolant 4.00V (max.) 0.5V (min.)
w/o coolant 0.5V (min.) 4.00V (max.)

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ENGINE COOLANT

5-6

Clutch Pedal Sensor (CPS)

The CPS sensor is a switch normally open type. The CPS sensor is located in the clutch pedal assembly. See
vehicle workshop manual for further information.

Component Test

% U (mV)
0 400
8 648
40 1640
73 2663
100 3500

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VEHICLE ELECTRICAL

Brake Pedal Sensor (BPS) 1

4
The CPS sensor is a switch normally open type with 2 pins that receives 12V.

Parking Brake Switch

5-7

Circuit

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Engine Exhaust Brake Solenoid

5-8 Component Test:

- Resistance between pin 1 and 2 = 0,5Ω to 4,5Ω
- Voltage between pins 1 to 2 = 5V

Circuit

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VEHICLE ELECTRICAL

DATA LINK CONNECTOR 1

5-9

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 Diagnostic Manual

Removal

Sensor Wiring Harness 3. Disconnect the wiring harness connector from the
EGR control valve.

! WARNING: To avoid serious personal injury,

possible death, or damage to
the engine or vehicle, discon-
nect the main negative battery
terminal before removing or
installing any electrical compo-
nents.

5-10
! CAUTION: To avoid engine damage, make
sure the key is in the OFF po-
sition before unplugging the
connector or relay for the ECM
and EGR modules. Failure to
turn the key to the OFF position
Figure 418 Disconnecting the EGR control valve connector
will cause a voltage spike and
damage the electrical compo-
nents. 4. Disconnect the wiring harness connector from the
EOP sensor.
! CAUTION: To avoid engine damage, do 5. Disconnect the wiring harness connector from the
not tug on any wiring harnesses T-MAP sensor.
while trying to remove them. If 6. Disconnect the wiring harness connector from the
resistance is felt, find the sour- MAF sensor.
ce of resistance and free up any
7. Disconnect the wiring harness connector from the
connectors or clips that are cau-
fuel pressure sensor.
ght before proceeding.
8. Disconnect the wiring harness connector from the
1. Disconnect the wiring harness connector from the
WIF sensor.
CMP sensor.
9. Disconnect the wiring harness connector from the
CKP sensor.
10. Disconnect one, pin wire engine connector.

Figure 415 Disconnecting the CMP sensor

2. Disconnect the wiring harness connector from the

ECT sensor.

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VEHICLE ELECTRICAL

Injector Wiring Harness ECM and EGR Modules 1

! WARNING: To avoid serious personal injury, ! WARNING: To avoid serious personal injury,
possible death, or damage to possible death, or damage to 2
the engine or vehicle, discon- the engine or vehicle, discon-
nect the main negative battery nect the main negative battery
terminal before removing or terminal before removing or
3
installing any electrical compo- installing any electrical compo-
nents. CAUTION: To avoid engi- nents.
ne damage, make sure the key
is in the OFF position before ! CAUTION: To avoid engine damage, make
4
unplugging the connector or re-
sure the key is in the OFF po-
lay for the ECM and EGR drive
sition before unplugging the
module. Failure to turn the key
connector or relay for the ECM 5-11
to the OFF position will cause a
and EGR modules. Failure to
voltage spike and damage the
turn the key to the OFF position
electrical components.
will cause a voltage spike and
damage the electrical compo-
nents.
! CAUTION: To avoid engine damage, do
not tug on any wiring harnes-
ses while trying to remove them. ! CAUTION: To avoid engine damage, do
If resistance is felt, find the not tug on any wiring harnesses
source of resistance and free while trying to remove them. If
up any connectors or clips that resistance is felt, find the sour-
are caught before proceeding. ce of resistance and free up any
If necessary, remove the valve connectors or clips that are cau-
cover to gain clearance for injec- ght before proceeding.
tor harness.
2. EGR drive module
1. Disconnect six, four wire injector connectors from 3. ECM chassis connectors (2)
valve cover gasket. 4. Intake air heater relay connections (2)
v If only removing the injector harness, separate
it from the sensor harness and remove from va- 5. CKP sensor
rious tie down locations. 6. ECM engine connectors (2)
v If removing both the sensor and injector harnes-
ses together, it is assumed the sensor harness
removal procedure was followed by removing
both harnesses at the various tie down locations.

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 Diagnostic Manual

Disconnecting the sensor wiring harness at

the modules
1. Disconnect the EGR drive module.
2. Disconnect one ECM chassis connectors.
3. Disconnect the CKP sensor.
4. Disconnect two ECM engine connectors.

Injector wiring harness at ECM module

1. Injector connectors (6)
2. Injector shield ground stud connection
3. Disconnect four (or six) injector connectors from
5-12
the valve cover gasket.
4. Disconnect the injector shield ground stud con-
nection.
5. Disconnect two ECM engine connectors.
6. Disconnect one ECM chassis connectors.
7. Inlet and EGR mixer
8. Remove two intake air mounting nuts under boot
protectors.
9. Module assembly mounting stud bolts
10. Remove two module assembly to engine moun-
ting stud bolts on right side (M8 x 45/19).
11. Remove two module assembly mounting bolts on
left side (M8 x 45).

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VEHICLE ELECTRICAL

1
Disassembly

1. Remove four bolts securing the ECM / Cooler

then remove bracket. 2

2. Both cooler and ECM modules can now be sepa-

rated. Discard the sealing O-Ring. 3

5-13

MWM INTERNATIONAL Motores

Publication P/N: 9.612.0.006.316.2 - 01/2010
 Diagnostic Manual

Cleaning and Inspection

Checking Wiring Harness and Electrical Con-

nectors
1. Check the connector pins on all electrical compo-
nents. If any pins are bent, replace component.
2. Check each wiring harness for worn flexible con-
duit, and heat damage to wiring. Repair or repla-
ce each wiring harness as necessary.
3. Check each wiring harness connector for corro-
sion (green or gray and white deposits on the ter-
5-14 minals), female connector sleeves that are spread
open, and terminals that are pushed back relati-
ve to the other terminals in the same connector.
Replace damaged connectors and terminals as
necessary.

MWM INTERNATIONAL Motores

Publication P/N: 9.612.0.006.316.2 - 01/2010
Diagnostic Manual

VEHICLE ELECTRICAL

1
Installation

! WARNING: To avoid serious personal injury,

2
possible death, or damage to
the engine or vehicle, discon-
nect the main negative battery 3
terminal before removing or
installing any electrical compo-
nents.
4
! CAUTION: To avoid engine damage, make
sure the key is in the OFF posi-
tion before unplugging the con- 5-15
nector or relay for the ECM, and
EGR module. Failure to turn the
key to the OFF position will cau-
se a voltage spike and damage
the electrical components.

! CAUTION: To avoid engine damage, do

not tug on any wiring harnesses
while trying to remove them. If
resistance is felt, find the sour-
ce of resistance and free up any
connectors or clips that are cau-
ght before proceeding.

1. For installation, follow the same description from

removal procedure in this section

MWM INTERNATIONAL Motores

Publication P/N: 9.612.0.006.316.2 - 01/2010
 Diagnostic Manual

NOTES

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MWM INTERNATIONAL Motores

Publication P/N: 9.612.0.006.316.2 - 01/2010
 Produced by:
ASC Comunicação Técnica
www.asccomunicacao.com.br