(L2) Medium/Heavy Composite Vehicle Type 4 Reference Booklet

ised 2020 Rev

ELECTRONIC DIESEL ENGINE DIAGNOSIS SPECIALIST TEST (L2)

MEDIUM/HEAVY COMPOSITE VEHICLE TYPE 4 REFERENCE BOOKLET

This booklet is intended only for reference when preparing for and taking the ASE Electronic Diesel Engine Diagnosis Specialist (L2) Test. The medium/heavy composite vehicle control system is based on designs common to many engine and vehicle manufacturers, but is not identical to any actual production engine or vehicle. Table of Contents

INTRODUCTION...... 3 POWERTRAIN...... 4 CONTROL MODULES...... 4-5 • .Engine Control Module (ECM)...... 4 • .Transmission Control Module (TCM)...... 4 • .Body Control Module (BCM)...... 4 • Instrument Cluster Module (ICM) ...... 5

SYSTEMS...... 5-12 • Fuel System ...... 5 • Engine Protection System ...... 6 • Idle Shutdown Timer (IST) ...... 7 • Data Communications Systems...... 8-9 • Exhaust Aftertreatment (AFT)...... 10-12 • Transmission ...... 12

INPUTS - SENSORS ...... 13-19 • Temperature/Pressure Sensors...... 17-18

INPUTS - SWITCHES ...... 20-21 OUTPUTS - ACTUATORS/INDICATORS ...... 22-25

DIAGNOSTIC TROUBLE CODES (DTC)...... 25 DIAGNOSTIC EQUIPMENT ...... 25 DISPLAYED DATA TABLE...... 27-29 PROGRAMMABLE PARAMETERS TABLE...... 30-31 ELECTRONIC ENGINE CONTROLS DIAGRAMS ...... 33-38 ELECTRONIC TRANSMISSION CONTROLS DIAGRAM...... 39 ELECTRONIC BODY CONTROLS DIAGRAM...... 40 ELECTRONIC INSTRUMENT CONTROLS DIAGRAM...... 41 Introduction

This ASE Composite Vehicle Type 4 was conceived and built by technical committees of industry experts to accommodate high level diagnostic questions on the L2 test. While some aspects of this Composite Vehicle may appear similar to vehicles from a number of manufacturers, it is important to understand this vehicle is a unique design and is NOT intended to represent any specific make or model. This reference document should be used when answering questions identified as Composite Vehicle questions.

Note: All testing is performed at sea level unless otherwise indicated. The reference materials and questions for this test use terms and acronyms that are consistent with SAE standards J1930 and J2012.

POWERTRAIN • Generic, in-line six cylinder diesel engine. • Equipped with variable geometry turbocharger (VGT), charge air cooler (CAC), electronic fuel injectors, closed crankcase ventilation (CCV), exhaust gas recirculation (EGR), and exhaust aftertreatment (AFT) system. • Engine produces 425 hp at 1800 rpm and peak torque of 1650 lb. ft. at 1100 rpm. • 10-speed automated manual transmission (AMT) with transmission control module (TCM). • Equipped with electronic transmission shift select module.

MODULES

ENGINE CONTROL MODULE (ECM) • Receives inputs from and provides outputs to other control modules, sensors, switches, and actuators. • Calculates fuel metering, injection timing and duration, diagnostics, emissions controls, and engine protection. • Stores calibration values that define rated horsepower, torque curves, rpm specifications. • The control system software is stored in the ECM and can be updated using factory-supplied calibration files and computer-based interface software, along with a scan tool or reprogramming device that connects to the vehicle’s or engine’s data link connector. • Communicates with other vehicle system control modules through the J1939 data link controller area network (CAN). • 9.0 to 16.0 VDC supply voltage. • Provides a regulated 5-volt supply. • The ECM is mounted on the engine.

TRANSMISSION CONTROL MODULE (TCM) • Receives inputs from and provides outputs to other control modules, sensors, switches, and actuators. • Provides the correct transmission outputs for desired driveability, fuel economy, and emissions control. • Provides a regulated 5-volt supply. • Control system software in the TCM can be updated in the same way as the ECM. • Failures that result in a DTC will cause the TCM to default to fail-safe mode. • Communicates with other vehicle system control modules through the J1939 data link controller area network (CAN). • The TCM will also default to fail-safe mode if it is unable to communicate with the ECM. • The TCM is mounted on the transmission. • Communicates over the J1939 data link with an electronic clutch actuator module and an electronic transmission shift select module.

BODY CONTROL MODULE (BCM) • Receives inputs from and provides outputs to other control modules, sensors, switches, and actuators. • Provides a regulated 5-volt supply. • Communicates with other vehicle system control modules through the J1939 data link controller area network (CAN). • If the BCM fails to communicate with the ECM and/or TCM, the MIL is continuously illuminated.

Page 4 ASE Medium/Heavy Composite Vehicle Type 4 Reference Booklet INSTRUMENT CLUSTER MODULE (ICM) • Receives inputs from and provides outputs to other control modules, sensors, switches, and actuators. • Includes the following lamps: Check Engine (amber), Malfunction Indicator (amber), Stop Engine (red), Wait-to-Start, Water-in-Fuel, Maintenance Required, DEF Low, DPF Malfunction, High Exhaust Temperature, and Aftertreatment Regeneration. • Communicates with other vehicle system control modules through the J1939 data link controller area network (CAN). • If the ICM fails to communicate with the ECM and/or TCM, the malfunction indicator lamp (MIL) is continuously illuminated.

SYSTEMS FUEL SYSTEM • Common rail fuel injection system consists of an ECM, primary fuel filter/water separator, water-in-fuel (WIF) sensor, electric fuel primer pump, low-pressure fuel supply pump, secondary fuel filter, fuel delivery pressure sensor, fuel temperature sensor, high-pressure fuel pump, fuel volume control solenoid, fuel rail pressure sensor, fuel pressure control solenoid, high pressure fuel rail, fuel injectors, and fuel tank. • ECM-controlled electric fuel primer pump runs for 60 seconds at ignition ON or engine cranking. • A low pressure fuel supply pump (mechanical) driven by the high pressure fuel pump delivers fuel to the high pressure fuel pump and to the exhaust aftertreatment system. • High-pressure fuel is provided by a positive displacement, mechanically driven pump. • A preset spring-operated regulated valve mounted in the high-pressure fuel pump is used to maintain internal fuel supply pressure. • Key ON/engine OFF fuel primer pump (electric) fuel pressure = 15 psi (103 kPa) at test port A. • Key ON/engine CRANKING low pressure supply fuel pump (mechanical) pressure = 40 psi (276 kPa) at test port B. • Fuel supply pressure at rated engine rpm of 1800 = 125 to 160 psi (862 to 1103 kPa) at test port B. • Minimum fuel rail pressure to start: 5000 psi (34,474 kPa). • Fuel rail pressure relief: 35,000 psi (241,317 kPa). • Fuel injection is provided by electronically controlled solenoid fuel injectors controlled by the ECM. • Fuel injector quantity adjustment (IQA) is accomplished through injector calibration coding in the ECM.

TO EXHAUST AFTERTREATMENT FUEL RAIL SYSTEM PAGE 11 PRESSURE SENSOR FUEL PRESSURE CONTROL SOLENOID

HIGH PESSURE FUEL RAIL

FUEL TEST PORT B VOLUME FUEL TEMPERATURE CONTROL SENSOR SOLENOID FUEL DELIVERY PRESSURE SENSOR SECONDARY FUEL FILTER CYL. 1 CYL.2 CYL.3 CYL.4 CYL.5 CYL.6 LOW FUEL INJECTORS PRESSURE SUPPLY FUEL PUMP (MECHANICAL) HIGH PRESSURE FUEL PUMP MECHANICAL PRIMARY FUEL PRESSURE REGULATOR FUEL PRIMER FILTER/WATER PUMP (ELECTRIC) SEPARATOR TEST PORT A

FUEL ELECTRIC FUEL PRIMER TANK PUMP BYPASS WIF SENSOR

Page 4 ASE Medium/Heavy Composite Vehicle Type 4 Reference Booklet ASE Medium/Heavy Composite Vehicle Type 4 Reference Booklet Page 5 ENGINE PROTECTION SYSTEM • Monitors coolant temperature, coolant level, oil temperature, intake manifold temperature, oil pressure, fuel temperature, EGR exhaust gas temperature, and diesel particulate filter (DPF) restriction. • Three levels of protection: warning, derate, and shutdown. • Warning mode illuminates amber check engine lamp (CEL) and/or amber malfunction indicator lamp (MIL) to alert operator to potential problems. • Derate (limp) mode illuminates the amber check engine lamp (CEL) and/or amber malfunction indicator lamp (MIL) and the ECM will gradually reduce engine power begining 30 seconds after initial warning. • Shutdown mode is indicated by flashing red stop engine lamp (SEL) and a warning buzzer which activates for engine coolant temperature, coolant level, engine oil pressure, engine oil temperature or aftertreatment system faults. • Shutdown occurs when condition reaches a preset value, after warning and derate modes have activated. • Engine protection override switch can be used to temporarily delay shutdown mode.

High Engine Coolant Temperature Low Engine Coolant Level The ECM will turn the engine cooling fan ON at After the initial warning, shutdown will occur if the 210º F (99º C). coolant level remains Low/Severe for 2 minutes. Normal = No Action Engine Coolant Power Derate/ Low = Warning Temperature Shutdown Low/Moderate = Derate 225º F (107º C) 20% Derate Low/Severe = Shutdown 230º F (110º C) 40% Derate 235º F (113º C) 60% Derate Low Engine Oil Pressure 240º F (116º C) Shutdown If the oil pressure falls below these specifications, power derate will begin, and shutdown will occur if High Fuel Temperature oil pressure remains low. A 20% power derate begins when the fuel tempera- • Less than 10 psi = Red stop engine lamp (SEL) ture reaches 180º F (82º C). The derate increases illuminated to 40% if the temperature remains high. • Less than 10 psi for 30 seconds = Derate • Less than 10 psi for 60 seconds = Shutdown High Intake Manifold Temperature ECM will turn the engine cooling fan ON at 190º F High Engine Oil Temperature (88º C). A 20% derate begins when the manifold The ECM will turn the engine cooling fan on at temperature reaches 210º F (99º C). The derate 245º F (118º C). A 40% derate begins when the oil increases to 40% if the temperature remains high. temperature reaches 260º F (127º C). Shutdown occurs after 2 minutes if the temperature remains High EGR Exhaust Gas Temperature high. A 20% power derate begins when the EGR exhaust gas temperature reaches 425º F (218º C). The MIL High Diesel Particulate Filter Restriction is illuminated and the power derate increases to With moderate DPF soot load (Level 2), the DPF 40% when the temperature reaches 475º F lamp flashes and a 25% derate begins. When DPF (260º C). restriction reaches full soot load (Level 3), the DPF lamp flashes, the MIL is illuminated and a 40% derate begins. When the restriction reaches overfull soot load (Level 4), the SEL is illuminated and power derate increases to 80%. A severely restrict- ed DPF may limit vehicle speed to 5 mph.

Page 6 ASE Medium/Heavy Composite Vehicle Type 4 Reference Booklet IDLE SHUTDOWN TIMER (IST) • Reduces amount of fuel consumed, lowers engine emissions, and increases engine life. • Shuts down engine after period of engine idling with no driver activities. • 30 seconds before shutdown occurs, the red stop engine lamp (SEL) flashes and a warning buzzer activates to alert the driver to impending shutdown. • Driver can reset shutdown timer by applying service brake, accelerator pedal, or by releasing the parking brake. • Any change to one or more of the enable conditions will reset or disable the IST. • Enable conditions for IST: º Engine speed below 750 rpm. º Vehicle speed is 0 mph. º No active vehicle speed diagnostic faults. º Ambient air temperature is between 40º F and 85º F (4° C and 29° C). º No active inlet air temperature sensor diagnostic faults. º Engine coolant temperature is above 140º F (60° C). º No active engine coolant temperature sensor diagnostic faults. º Stationary diesel particulate filter (DPF) regeneration is inactive. º Accelerator pedal position is released (at idle). º Service brake pedal is released (pedal up). º Parking brake applied.

Page 6 ASE Medium/Heavy Composite Vehicle Type 4 Reference Booklet ASE Medium/Heavy Composite Vehicle Type 4 Reference Booklet Page 7 DATA COMMUNICATIONS SYSTEMS

Public Network • SAE J1939 data link bus controller area network (CAN). • Allows communication between electronic control modules: engine, transmission, automatic traction control, antilock brake, instrument cluster and body systems. • J1939 data link is an unshielded twisted pair. • All modules on the public data link broadcast messages when key switch is in ON position. • Data bus can remain active up to 120 seconds after ignition OFF. • Two 120-ohm terminating resistors, one located at each end of the backbone harness. • Any of these conditions will cause data communications bus faults and result in the storage of network DTCs: º either data line shorted to ground. º an open in either data line. º a missing or open terminating resistor. • Any of these conditions will result in no communication on the data bus: º either data line shorted to power. º one data line shorted to the other data line. º a failure of both terminating resistors. • Diagnostic tool communicates with network modules through 9-pin connector allowing diagnostic infor- mation retrieval, software updates, coding, and programming. • 9-pin data link connector is located in cab.

Private Network • SAE J1939 data link bus controller area network (CAN). • Allows engine ECM to communicate with other vehicle control systems such as exhaust aftertreatment, EGR, and VGT. • J1939 data link is an unshielded twisted pair. • All modules on the private data link broadcast messages when key switch is in ON position. • Data bus can remain active up to 120 seconds after ignition OFF. • Two 120-ohm terminating resistors. One located in the end of the backbone harness and the other located in the variable geometry turbocharger (VGT) actuator. • Any of these conditions will cause data communications bus faults and result in the storage of network DTCs: º either data line shorted to ground. º an open in either data line. º a missing or open terminating resistor. • Any of these conditions will result in no communication on the data bus: º either data line shorted to power. º one data line shorted to the other data line. º a failure of both terminating resistors. • Diagnostic tool communicates with network modules through 3-pin connector allowing diagnostic infor- mation retrieval, software updates, coding, and programming. • 3-pin data link connector is located in engine compartment.

Page 8 ASE Medium/Heavy Composite Vehicle Type 4 Reference Booklet BUS NETWORK - PUBLIC BUS

ELECTRONIC ELECTRONIC TRANSMISSION CLUTCH TRANSMISSION CONTROL ACTUATOR SHIFT SELECT MODULE MODULE MODULE

120Ω 120Ω TERMINATING TERMINATING RESISTOR RESISTOR DATA HIGH

DATA LOW

D E C F A B J1939 DATA INSTRUMENT G J BODY H LINK CLUSTER CONTROL CONNECTOR MODULE MODULE (IN-CAB)

BUS NETWORK - PUBLIC BUS

ECM

BUS NETWORK - PRIVATE BUS

DEF AFT PM TEMPERATURE QUALITY/LEVEL/ TEMPERATURE SENSOR C J1939 SENSOR MODULE DATA MODULE MODULE LINK B A CONNECTOR (ENGINE COMPARTMENT)

120Ω 120Ω TERMINATING TERMINATING RESISTOR RESISTOR DATA HIGH

DATA LOW

VGT ACTUATOR

NOx NOx IN OUT EGR SENSOR SENSOR VALVE MODULE MODULE

BUS NETWORK - PRIVATE BUS

Page 8 ASE Medium/Heavy Composite Vehicle Type 4 Reference Booklet ASE Medium/Heavy Composite Vehicle Type 4 Reference Booklet Page 9 EXHAUST AFTERTREATMENT

• Consists of diesel oxidation catalyst (DOC), diesel particulate filter (DPF), decomposition reactor tube, selective catalytic reduction (SCR) unit, NOx IN sensor module, NOx OUT sensor module, aftertreatment (AFT) fuel injector, aftertreatment (AFT) fuel shutoff, aftertreatment (AFT) air purge, aftertreatment (AFT) fuel pressure sensor, DOC/DPF temperature sensor module, diesel particulate filter differential pressure/diesel particulate filter outlet pressure (DPFDP/DPFOP) sensor, diesel exhaust fluid (DEF) doser valve, PM sensor module, diesel exhaust fluid (DEF) supply pump, diesel exhaust fluid (DEF) quality/level/temperature sensor module, diesel exhaust fluid (DEF) tank heater, diesel exhaust fluid (DEF) line heaters, and diesel exhaust fluid (DEF) tank. • Fuel may be injected into the exhaust stream to react with oxygen in the DOC to raise exhaust temperatures. • Fuel for aftertreatment is monitored by the AFT fuel pressure sensor. • Fuel is removed from the line to the AFT fuel injector by the AFT air purge and fuel flow is blocked by the AFT fuel shutoff. • Aftertreatment diesel particulate filter accumulates soot during engine operation. • Soot is oxidized during regeneration creating ash. • Ash accumulates in the DPF over service life of unit. • When the ash load reaches FULL value, the DPF needs to be disassembled and ash is removed by a special cleaning process. • Regeneration is based on engine operating conditions, DPF restriction level, and the driver’s response requirement. • Exhaust temperature during regeneration should not exceed 1100° F (593° C). • High exhaust system temperature (HEST) lamp illuminates any time exhaust outlet exceeds 850° F (454° C) or when an active regeneration is occurring. The lamp will flash when a parked regeneration is occuring. • DPF soot load is monitored by the DPFDP/DPFOP sensor and the ECM will assign a level to the amount of restriction and provide driver indicators. º Level 0 - Minimal soot load. No lamps or alarms. Normal operation. º Level 1 - Low soot load. The DPF status lamp is illuminated. Regeneration is needed. º Level 2 - Moderate soot load. DPF status lamp is flashing. 25% engine derate. Regeneration is needed. º Level 3 - Full Soot Load. DPF status lamp is flashing and MIL is illuminated. Warning buzzer alerts. 40% engine derate. Parked regeneration is needed. º Level 4 - Overfull soot load. DPF status lamp is flashing and stop engine lamp (SEL) is illuminated. Warning buzzer alerts. 80% engine derate. Vehicle speed is limited to 5 mph. A scan tool is required to perform regeneration. • The ECM has four modes of regeneration to reduce soot to ash in the DPF: º Passive regeneration occurs when exhaust temperatures become high enough during normal engine operation to oxidize soot. This typically happens at highway speeds or under heavy loads. º Active regeneration occurs when exhaust temperatures do not get high enough to oxidize soot collected in DPF under normal driving conditions. This occurs more frequently in vehicles with low speed and/or low duty cycles. The ECM will enable and disable active regeneration as needed. The vehicle speed must remain greater than 25 mph for active regeneration to occur. During active regeneration, the ECM injects diesel fuel into exhaust gas stream ahead of the DOC via the AFT fuel injector to react with the catalyst and raise exhaust temperature. The DOC must be at least 550° F (288° C) to react with the fuel and heat the DPF. Activating the regeneration inhibit switch will temporarily halt any attempts by the ECM to perform an active regeneration.

Page 10 ASE Medium/Heavy Composite Vehicle Type 4 Reference Booklet SEE FUEL DEF SUPPLY PUMP DEF SUPPLY SYSTEM PAGE 5 AND FILTERS LINE HEATER SUPPLY DEF AFT FUEL SHUTOFF PRESSURE QUALITY/ LEVEL/TEMP AFT AIR PURGE DEF PRESSURE SENSOR AFT DEF SUPPLY SENSOR MODULE FUEL PUMP HEATER PRESSURE AFT SENSOR TEMPERATURE SENSOR MODULE DEF PRESSURE DEF DEF LINE HEATER TANK TANK NOx IN HEATER SENSOR MODULE

DPFDP/DPFOP NOx OUT PM SENSOR SENSOR SENSOR MODULE MODULE

AFT DEF DOSER FUEL INJECTOR VALVE

DIESEL DIESEL DECOMPOSITION SELECTIVE OXIDATION PARICULATE CATALYST REACTOR CATALITIC REDUCTION FILTER TUBE CATALYST (SCR) (DOC) (DPF)

º Parked regeneration is required when vehicle operation cycles do not meet passive or active regeneration requirements and soot load is at level 1, 2, or 3. This type of regeneration is activated by a driver-operated switch. The vehicle must be parked with the transmission in NEUTRAL and parking brake applied. The accelerator pedal and service brake must be released. Vehicle speed must be at 0 mph and engine coolant temperature must be at least 170° F (78° C). During parked regeneration, the ECM commands the VGT closed to increase exhaust backpressure and the DOC temperature to a minimum of 550° F (228° C). The ECM then injects diesel fuel into the exhaust gas stream ahead of the DOC via the AFT fuel injector to react with the catalyst and raise exhaust temperatures. The ECM may raise or lower the engine speed to achieve target temperatures. The parked regeneration process may last up to 1 1/2 hours depending on the level of DPF restriction. Any change in accelerator pedal, parking brake, service brake, or vehicle speed inputs will abort the regeneration. º Forced regeneration is enabled by a scan tool. This is the only type of regeneration available at Level 4. Forced regeneration operates under the same conditions as parked regeneration but may last longer and can be more aggressive. Forced regeneration will stop when soot load reaches Level 0, exhaust temperatures reach catalyst thresholds, or a scan tool or sensor input aborts the regeneration. • Engine performance or transmission DTCs may inhibit regeneration from starting, or may abort regeneration if they are set while the regeneration is in progress. • If the particulate matter (PM) sensor detects soot bypassing the DPF, a DTC for the DPF will be set, and the engine will derate. • Selective catalytic reduction (SCR) reduces NOx levels in the exhaust. NOx is measured by the NOx IN sensor and NOx OUT sensor module. Exhaust NOx levels are dependent on the operational load of the engine. • The DEF doser valve injects DEF into the decomposition reactor tube. The reactor tube blends the fluid with the hot exhaust gases.

Page 10 ASE Medium/Heavy Composite Vehicle Type 4 Reference Booklet ASE Medium/Heavy Composite Vehicle Type 4 Reference Booklet Page 11 • The mixture then travels through the SCR catalyst unit where it reacts with the NOx. The NOx is converted into nitrogen (N2) and water (H2O). • The ECM monitors SCR efficiency using the NOx IN and OUT sensor modules. The ECM adjusts the DEF doser valve injection rate based on the NOx output of the engine and SCR efficiency. • The DEF is stored in the DEF tank, which contains a tank heater. • DEF is kept in a liquid state by 12 V heaters in the lines, the tank, and the pump. • DEF quality/concentration, tank level, and the temperature of the fluid is monitored by the DEF quality/ level/temp sensor module. • DEF is delivered from the tank to the doser valve by the DEF supply pump. • The DEF is kept clean by an inlet screen and an outlet filter located in the DEF supply pump. • DEF LOW lamp is illuminated when the tank level reaches 10%. • DEF LOW lamp will flash, and the warning buzzer will alert at a tank level of 5%. The engine will derate to 80%. • At 0% DEF level, the DEF lamp will flash, the warning buzzer will alert, and the vehicle speed will be limited to 5 mph. • If the DEF quality sensor detects a deviation of ±3% from the 32.5% urea concentration in the tank, the DEF LOW lamp will flash, the MIL will illuminate, and the engine will derate to 80%.

TRANSMISSION

• Computer controlled, J1939 networked, two-pedal automated manual transmission. • Ten forward speeds, two reverse speeds. • Push button electronic transmission shift select module with LCD display. • Performs self-diagnostic check with key ON. • Returns to NEUTRAL with clutch applied at key OFF. • TCM engages gears in the front main gear housing with the transmission electric gear and transmission electric rail select motors. • Range section is operated with an electric-over-pneumatic solenoid assembly supplied with clean filtered air from transmission mounted regulator. • Transmission air supplied from secondary air tank. • Power interruption to TCM will leave transmission in its current gear. • Loss of communication of the TCM with the J1939 network will result in the transmission defaulting to the current gear until the next key cycle. • Electronic clutch actuator module located on the transmission bell housing and communicates over the J1939 network.

Page 12 ASE Medium/Heavy Composite Vehicle Type 4 Reference Booklet INPUTS - SENSORS

Accelerator Pedal Position (APP 1 and APP 2) Sensors • A pair of redundant non-adjustable potentiometers that sense accelerator pedal position. • Located on the accelerator pedal assembly. • APP 1 sensor output varies from 1.5 volts (pedal released) to 4.5 volts (pedal fully applied); increasing voltage with increasing pedal position, offset from the APP 2 sensor signal by 1.0 volt. • APP 2 sensor output varies from 0.5 volts (pedal released) to 3.5 volts (pedal fully applied); increasing voltage with increasing pedal position. • A circuit failure of one APP sensor will set a DTC. • A circuit failure of both APP sensors, or a correlation error, will set a DTC and only allow the engine to idle.

Accelerator APP 1 APP 2 Accelerator Pedal Position Sensors Pedal Position Sensor Sensor (% applied) Voltage Voltage 100 0 1.50 0.50 5 1.65 0.65 80 10 1.80 0.80 APP 2 15 1.95 0.95 60 20 2.10 1.10 APP 1 25 2.25 1.25 40 40 2.70 1.70

(% of pedal application) 20

50 3.00 2.00 Accelerator Pedal Position 60 3.30 2.30 0 75 3.75 2.75 0.0 0.5 1.0 1.5 2.0 2.5 3.0 3.5 4.0 4.5 5.0 80 3.90 2.90 APP Sensor Voltage 100 4.50 3.50

Aftertreatment Fuel Pressure Sensor - Monitors the pressure in the AFT fuel system. The ECM uses this signal in determining operation of the aftertreatment fuel injector during regeneration. If an active AFT fuel pressure fault is detected, active and parked regeneration will be disabled. See table below.

Pressure Voltage Note: This table pertains to the following sensors: kPa psi VDC • AFT Fuel Pressure Sensor 0 0 0.50 • DEF Pressure Sensor 345 50 1.50 • Engine Oil Pressure Sensor 689 100 2.50 • Exhaust Back Pressure Sensor • Fuel Delivery Pressure Sensor 1034 150 3.50 1379 200 4.50

Page 12 ASE Medium/Heavy Composite Vehicle Type 4 Reference Booklet ASE Medium/Heavy Composite Vehicle Type 4 Reference Booklet Page 13 Barometric Pressure Sensor (BARO) - The BARO sensor monitors ambient air pressure. Mounted in the engine compartment. The ECM uses this signal to adjust injection timing and fuel metering based on altitude.

Pressure Altitude Voltage in. Hg feet VDC 29.9 0 (sea level) 4.25 26.8 3000 3.90 24.0 6000 3.50 21.4 9000 3.30 19.1 12000 2.90

Camshaft Position Sensor (CMP) - A magnetic-type sensor that detects rotation and position of the engine camshaft. The CMP is located in the engine rocker box cover facing the trigger/tone wheel that is mounted on the camshaft gear. Generates a signal that increases with the speed of the engine camshaft. The ECM uses this signal to determine camshaft position for fuel control and injection timing. The ECM will use this signal for calculated engine speed if CKP signal is lost. A DTC will be set and ECM will default to CKP signal if CMP signal is lost.

Crankshaft Position Sensor (CKP) - A magnetic-type sensor that detects rotation and position of the engine crankshaft. The CKP is located in the engine rear flywheel housing facing the trigger/tone wheel mounted on the crankshaft. Generates a signal that increases with the speed of the engine crankshaft. The ECM uses this signal to determine crankshaft position for fuel control and injection timing. A DTC will be set and ECM will default to CMP signal if CKP signal is lost.

Crankcase Pressure Sensor - A sensor that monitors pressure in the engine crankcase. The ECM uses this signal to verify the condition of the closed crankcase ventilation system and filter.

DEF Pressure Sensor - A sensor that monitors DEF pressure and is installed in the DEF pressure line. The ECM uses this signal to monitor pressure supplied to the DEF doser valve. See table p.13.

DEF Quality/DEF Tank Level/DEF Tank Temperature Sensor Module - This is a three- part sensor. ECM uses sensor to monitor urea concentration of diesel exhaust fluid (DEF), fluid level in tank, and fluid temperature in tank. Low DEF quality, low tank fluid level, or faults with fluid temperature in the tank may cause the ECM to initiate a progressive derate strategy. This sensor communicates on the J1939 data bus.

Diesel Particulate Filter Differential Pressure / Diesel Particulate Filter Outlet Pressure Sensor (DPFDP/DPFOP) - A sensor that has two ports that monitor the exhaust gas pressure across the diesel particulate filter. A port is located on each side of the DPF. The ECM uses pressure differential to calculate the amount of DPF restriction.

EGR Differential Pressure Sensor - A sensor that has 2 ports that monitor the exhaust gas pressure across the EGR differential pressure venturi. One port is located on each side of the EGR venturi. The ECM uses this pressure differential signal and the EGR temperature signal to calculate the amount of EGR flow into the intake manifold. The ECM commands the EGR valve and the VGT actuator positions to control the amount of cooled exhaust gases entering the engine.

Page 14 ASE Medium/Heavy Composite Vehicle Type 4 Reference Booklet Engine Coolant Level Sensor (CL) - A sensor that monitors the level of the coolant in the radiator surge tank. The ECM uses this signal for engine protection when coolant is low or not detected.

4.5 V = Normal - No Action 3.5 V = Low - Warning 2.5 V = Low/Moderate - Derate 1.5 V = Low/Severe - Shutdown

Engine Oil Pressure Sensor (EOP) - A sensor that monitors engine oil pressure and is installed in the main engine oil gallery. The ECM uses this signal for engine protection and the instrument cluster pressure gauge. Normal Idle: 15 psi. min. Rated rpm: 35-70 psi. See table p.13.

Exhaust Back Pressure Sensor (EBP) - A sensor that monitors exhaust gas pressure from a tube connected to the exhaust manifold. The ECM uses this signal for EGR valve and variable geometry turbocharger (VGT) operation. See table p.13.

Fuel Delivery Pressure Sensor - A sensor that monitors fuel supply pressure after the secondary fuel filter before it enters the high pressure fuel pump. The ECM uses this signal to control fuel metering and injection timing. See table p.13.

Fuel Rail Pressure Sensor - A strain gauge sensor that monitors high pressure fuel in the fuel rail. ECM uses the signal to maintain fuel rail pressure control.

Pressure Voltage kPa psi VDC 34,473 5000 0.50 103,421 15000 1.50 173,369 25000 2.50 241,316 35000 3.50 310,264 45000 4.50

Intake Manifold Pressure Sensor (IMP) - A 4-wire sensor used to monitor intake manifold pressure. Located in the intake manifold. (Also see: temperature sensors, manifold temperature sensor). ECM uses this signal to control fuel metering, injection timing, and turbocharger control. Full load at rated rpm: 40 to 45 psi (276 to 310 kPa).

Pressure Voltage psig in. Hg VDC 0.0 (atmospheric) 0.0 (atmospheric) 0.50 12.5 25.45 1.50 25.0 50.90 2.50 37.5 76.35 3.50 50.0 101.80 4.50

Page 14 ASE Medium/Heavy Composite Vehicle Type 4 Reference Booklet ASE Medium/Heavy Composite Vehicle Type 4 Reference Booklet Page 15 Oxides of Nitrogen (NOx) IN Sensor Module - The inlet sensor module consists of a sensor permanently attached to a control unit that communicates on the J1939 private CAN to the ECM. Located before the DOC, it monitors oxides of nitrogen in the exhaust stream within a range of 0-3000 ppm. The ECM uses this input to measure engine efficiency and as an input for DEF doser actuation.

Oxides of Nitrogen (NOx) OUT Sensor Module - The outlet sensor module consists of a sensor permanently attached to a control unit that communicates on the J1939 private CAN to the ECM. Located after the SCR catalyst, it monitors oxides of nitrogen in the exhaust stream within a range of 0-3000 ppm. The ECM uses this input to measure SCR efficiency and as an input for DEF doser actuation.

Particulate Matter (PM) Sensor Module - A sensor module that consists of a sensor permanently attached to a control unit that communicates over the J1939 private CAN to the ECM. This sensor is used to measure the soot emissions at the outlet of the exhaust aftertreatment system.

Transmission Gear Position Sensor - A non-adjustable potentiometer located on the transmission top plate to monitor the position of the transmission gear select motor. Delivers a signal of 0.5V to 4.5V to the TCM.

Transmission Rail Position Sensor - A non-adjustable potentiometer located on the transmission top plate to monitor the position of the transmission rail select motor. Delivers a signal of 0.5V to 4.5 V to TCM.

Page 16 ASE Medium/Heavy Composite Vehicle Type 4 Reference Booklet Temperature Sensors Ambient Air Temperature Sensor (AAT) - A sensor that monitors the outside (ambient) air temperature and is mounted on the cab. The signal is sent from the body control module (BCM) to the ECM on the J1939 data link (CAN).

Charge Air Cooler Outlet Temperature Sensor - A sensor that monitors the charge air temperature. The ECM uses signal for emissions management and to monitor charge air cooler efficiency.

Compressor Side Turbocharger Outlet Temperature Sensor - A sensor that monitors the turbocharger outlet air temperature. The ECM uses signal for emissions management and to monitor charge air cooler efficiency. Located on the inlet side of the charge air cooler.

Engine Coolant Temperature Sensor (ECT) - A sensor that monitors engine coolant temperature and is mounted in the cylinder head near the coolant thermostats. The ECM uses this signal to control fuel management, engine protection, cooling fan operation, the instrument cluster temperature gauge, and DPF regeneration.

Engine Oil Temperature Sensor (EOT) - A sensor that monitors engine oil temperature and is installed in the main engine oil gallery. The ECM uses this signal for engine protection, cooling fan operation, and controlling fuel mangement.

Fuel Temperature Sensor (FT) - A sensor that monitors fuel temperature and is mounted on the seconary fuel filter housing. The ECM uses this signal to control fuel management to compensate for changes in fuel temperature and for engine protection.

Inlet Air Temperature Sensor (IAT) - A sensor that monitors air temperature in the inlet pipe before the turbocharger. ECM uses this signal for fuel management.

Intake Manifold Temperature Sensor (IMT) - A 4-wire, combined, solid-state sensor used to measure intake manifold air temperature. (Also see: intake manifold pressure sensor). Located on the intake manifold after EGR mixing chamber.

Temperature Temperature Sensor ° F ° C Voltage Temperature Sensors

280 138 0.50 180 82 0.75

130 54 1.50 280 138 Temperature ° C 90 32 2.50 180 82

32 0 3.60 130 54 -40 -40 4.50 90 32 Temperature ° F Temperature

32 0 Note: This table and chart refer to the -40 -40 sensors listed above.

0.0 0.5 1.0 1.5 2.0 2.5 3.0 3.5 4.0 4.5 5.0 Sensor Voltage

Page 16 ASE Medium/Heavy Composite Vehicle Type 4 Reference Booklet ASE Medium/Heavy Composite Vehicle Type 4 Reference Booklet Page 17 EGR Temperature Sensor (EGRT) - A sensor that monitors the temperature of the exhaust gases, located in the outlet of the EGR cooler. The ECM uses this signal for emissions management and EGR cooler efficiency.

Temperature Temperature Sensor EGR Temperature Sensor ° F ° C Voltage 500 260 0.50 608 320 392 200 0.75

284 140 1.50 500 260 Temperature ° C 176 80 2.50 392 200

68 27 3.60 284 140 -40 -40 4.50 176 80 Temperature ° F Temperature

68 27

-40 -40

0.0 0.5 1.0 1.5 2.0 2.5 3.0 3.5 4.0 4.5 5.0 Sensor Voltage

Aftertreatment Temperature Sensor Module - Consists of four individual temperature sensor probes located in the exhaust stream: DOC Inlet Temperature Sensor (before the diesel oxidation catalyst), DPF Inlet Temperature Sensor (after the diesel oxidation catalyst), DPF Outlet Temperature Sensor (after the diesel particulate filter) and SCR Outlet Temperature Sensor (after the selective catalytic reduction unit). The aftertreatment temperature sensor module monitors all four temperature sensor probes and communicates on the J1939 private CAN to the ECM. The ECM uses this data to monitor exhaust aftertreatment performance and efficiency.

Page 18 ASE Medium/Heavy Composite Vehicle Type 4 Reference Booklet Transmission Input Shaft Speed (ISS) Sensor - A magnetic-type sensor that senses rotation of the transmission input shaft and generates a signal that increases with the speed of the input shaft. Located in the front of the transmission shift bar housing. TCM uses this signal to determine input shaft speed for gear ratio and clutch slippage. This is calculated in conjunction with the Crankshaft Position sensor and the Transmission Main Shaft Speed sensor. Sensor resistance is 1000 ± 50 Ω.

Transmission Main Shaft Speed (MSS) Sensor - A magnetic-type sensor that senses rotation of the transmission main shaft and generates a signal that increases in frequency with the speed of the main shaft. Located in the rear of the transmission shift bar housing. TCM uses this signal to determine main shaft speed for gear ratio and range selection. This is calculated in conjunction with the Transmis- sion Input Shaft Speed sensor and the Transmission Output Shaft Speed sensor. Sensor resistance is 1000 ± 50 Ω.

Transmission Output Shaft Speed (OSS) Sensor - A magnetic-type sensor that senses rotation of the transmission output shaft and generates a signal that increases with the speed of the output shaft. Located between the rear cover and the yoke. TCM uses this signal to determine output shaft speed for vehicle speed and range selection. This is calculated in conjunction with the Transmission Input Shaft Speed. Sensor resistance is 1000 ± 50 Ω.

Water-in-Fuel (WIF) Sensor - A 2-wire sensor, mounted in the bottom of the primary fuel filter/water separator, that allows the ECM to measure resistance across a pair of terminals on the end of the sensor. When the ECM detects 130 kΩ across the contacts, it sends a command to the instrument cluster to illuminate the Water-in-Fuel Lamp.

Page 18 ASE Medium/Heavy Composite Vehicle Type 4 Reference Booklet ASE Medium/Heavy Composite Vehicle Type 4 Reference Booklet Page 19 INPUTS - SWITCHES

A/C High Pressure Switch - A 2-wire, normally closed pressure switch, wired to the BCM, that opens when the air conditioner high-side pressure reaches a preset value. This signals the ECM to operate the engine cooling fan.

Cruise Control On/Off Switch - A 2-wire, normally open switch, wired to the BCM, that enables cruise control operation when it is closed by the operator.

Cruise Set/Resume Switch - A 3-wire switch, wired to the BCM, that has two momentary positions: SET/COAST and RESUME/ACCELERATE. The two set/resume switch positions are also used for engine speed settings during PTO operation.

Diesel Particulate Filter Regeneration Switch - A 2-wire, normally open momentary switch, wired to the BCM, that when pressed (closed) and released, requests the ECM to enable a parked DPF regeneration.

Diesel Particulate Filter Regeneration Inhibit Switch - A 2-wire, normally open momentary switch, wired to the BCM, that when pressed (closed) and released, requests the ECM to inhibit DPF regeneration. The switch resets on each key cycle.

Electronic Transmission Shift Select Module - A keypad that communicates operator selected gear position to the TCM and the J1939 network. Also receives inputs from the TCM and other modules to display gear position on the LCD display or flash gear position if a condition is present which will not allow a gear shift. Loss of communication with the TCM will illuminate an error message on the electronic transmission shift select module display, default to current gear, and return to NEUTRAL after key OFF. Power interruption to the electronic transmission shift select module will default transmission to last operator selected position until the next key cycle.

Engine Brake On/Off Switch - A 2-wire, normally open switch, wired to the BCM, that signals the ECM that the operator is requesting engine brake system activation when closed. The ECM will energize the engine brake solenoids based on inputs from the accelerator pedal and the cruise control on/off and service brake switches.

Engine Brake Selector Switch - A 3-wire, two-position switch, wired in series with the BCM and engine brake ON/OFF switch, that sets the level of engine braking (LOW or HIGH). The engine brake solenoid for engine cylinders 1, 2 & 3 is energized for the LOW level. The engine brake solenoids for all cylinders, 1–6, are energized for the HIGH level.

Engine Cooling Fan Control Switch - A 2-wire, normally open switch that is wired to the BCM. When closed by the operator, the switch requests that the ECM de-energize the engine cooling fan solenoid. This will cause the engine cooling fan to operate continuously. If the switch is turned off, the fan may continue to operate for up to 180 seconds.

Engine Protection Override Switch - A 2-wire, normally open momentary switch, wired to the ECM, that, when pressed (closed) and released during the shutdown warning period, requests the ECM to override (delay) an engine protection shutdown for 30 seconds.

Page 20 ASE Medium/Heavy Composite Vehicle Type 4 Reference Booklet Ignition Switch - The ignition switch is a 3-position switch: OFF, ON, CRANK. The switch supplies 12 V to the ECM through the ECM power relay in the ON position to command the ECM and other modules to begin communication. When in the START position the switch provides 12 V to the ECM to request starter operation.

Parking Brake Switch - A 2-wire, normally closed air pressure switch, wired to the BCM, that opens when the parking brake is released.

PTO On/Off Switch - A 2-wire, normally open switch that is wired to the BCM to enable PTO mode operation when closed.

Service Brake Pedal Switch - A 2-wire, normally open air pressure switch that closes when the service brake pedal is applied. This signals the ECM to enable engine braking, cancel cruise control and power take-off mode, and to override the idle shutdown timer.

Page 20 ASE Medium/Heavy Composite Vehicle Type 4 Reference Booklet ASE Medium/Heavy Composite Vehicle Type 4 Reference Booklet Page 21 OUTPUTS - ACTUATORS/INDICATORS

Aftertreatment Air Purge Valve - A 2-wire valve that is commanded by the ECM to purge fuel from the aftertreatment fuel injector and line. Air is supplied to the valve from the secondary air tank.

Aftertreatment Fuel Injector - A 2-wire pulse width modulated (PWM) injector controlled and monitored by the ECM. Commanded by the ECM to inject diesel fuel into the exhaust system upstream of the DOC to raise exhaust temperature. The injector is activated once DOC inlet temperature is over 550° F (287° C). The injector is supplied fuel from a cut-off valve located on the secondary fuel filter outlet.

Aftertreatment Fuel Shutoff Valve - A 2-wire valve that is commanded by the ECM to control fuel flow (ON/OFF) to the AFT fuel injector. If a fault is detected during a self-test, the ECM disables active and stationary regeneration until the next key cycle.

Alternator/Generator - A 200-amp, internally regulated alternator equipped with remote sense. Target voltage is 14.1 VDC (± 0.5 VDC).

Check Engine Lamp (CEL) - An amber lamp illuminated in the instrument cluster module (ICM) when commanded by the ECM as part of the engine protection system strategy.

DEF Doser Valve - A 2-wire injector commanded and monitored by the ECM to inject DEF into the exhaust aftertreatment system to reduce NOx.

DEF Heater Relay - When energized by the ECM, the relay provides battery voltage (B+) to the DEF system heaters. ECM requests heater activation when ambient temperature is less than 50°F (10°C). Coil resistance is 90 ± 4 Ω.

DEF Low Lamp - The ICM illuminates the DEF low lamp when it receives a signal indicating less than 10% of DEF is remaining in the tank.

DEF Supply Pump - The DEF supply pump is supplied with battery voltage (B+) by the DEF supply pump relay. The pump is used to supply DEF to the DEF doser valve at a pressure of 130 psi. The pump contains an inlet screen and an outlet filter. Upon key OFF, the ECM commands the DEF supply pump to reverse rotation to clear the lines of DEF by grounding its directional control circuit.

DEF Supply Pump Relay - When energized by the ECM, the relay provides battery voltage (B+) to the DEF supply pump. Coil resistance is 90 ± 4 Ω.

DEF System Heaters - The DEF heaters are supplied with battery voltage (B+) by the DEF heater relay. The heaters are located in the lines, pump, and tank, and are designed to keep the DEF in a liquid state.

DPF Malfunction Lamp - The ICM illuminates the DPF malfunction lamp when it receives a signal from the ECM indicating a fault with the DPF.

Page 22 ASE Medium/Heavy Composite Vehicle Type 4 Reference Booklet DPF Status Lamp - The ICM illuminates the DPF status lamp when it receives a signal from the ECM indicating a need for regeneration. Depending on the status of the exhaust aftertreatment system, the SEL may also illuminate.

ECM Power Relay - When energized by the ignition switch, the relay provides battery voltage (B+) to the ECM. Coil resistance is 90 ± 4 Ω.

EGR Valve - A 12 V stepper motor, monitored by a position sensor, that actuates a butterfly valve located between the EGR cooler and the intake manifold venturi. The ECM varies the valve position to regulate the flow of cooled exhaust gases into the intake manifold. Supplied with power and ground, it is commanded over the J1939 private CAN. If the EGR valve loses communication with the ECM, the valve will default to the closed position. If power is interrupted to the valve, it will default to its current position.

Electric Fuel Primer Pump - A 2-wire pump located in line with the fuel suction line that is energized by the electric fuel primer pump relay. At key ON or engine cranking, the pump operates for 60 seconds or until a valid engine rpm signal is detected. The mechanical lift pump then takes over, drawing fuel through the bypass check valve. Charge pressure is 15 psi (103kPa).

Electric Fuel Primer Pump Relay - When energized by the ECM, the relay provides battery voltage (B+) to the electric fuel primer pump. Coil resistance is 90 ± 4 Ω.

Electronic Clutch Actuator Module - A 12 V stepper motor that is commanded by the TCM over the J1939 network to actuate the clutch. The actuator module is monitored by a position sensor and is supplied with a battery voltage (B+) and a switched power input.

Engine Brake Solenoids - Two solenoids commanded by the ECM to provide engine braking on 3 (low) or all 6 (high) cylinders. Coil resistance is 10 Ω ± 1 Ω.

Engine Cooling Fan Solenoid - A 12 V electric-over-air solenoid commanded by the ECM. When energized, the solenoid supplies air to the engine cooling fan clutch to disengage it, turning the fan OFF. The ECM will operate the fan for engine protection when coolant temperature reaches 210° F (94° C), the engine oil temperature reaches 245° F (118° C), the intake manifold temperature reaches 190° F (88° C), or when the A/C high-pressure switch opens.

Fuel Injectors - Six solenoid-actuated high-pressure common rail (HPCR) fuel injectors installed in the cylinder head. The ECM supplies voltage to the injectors and controls the ground side to actuate the solenoid. Fuel injector quantity adjustment (IQA) is accomplished through injector calibration coding in the ECM. Coil resistance is 2 Ω ± 0.5 Ω.

Fuel Pressure Control Solenoid - An ECM controlled solenoid mounted to the fuel rail that returns fuel from the fuel rail to the tank. The solenoid works in conjunction with the fuel volume control solenoid to regulate fuel pressure. The solenoid defaults to the closed position and upon key OFF, will hold 5,000 psi (34,474 kPa) for 30 seconds. Includes a spring-loaded mechanical system relief fail-safe set at 35,000 psi (241,317 kPa).

Fuel Volume Control Solenoid - An ECM controlled solenoid mounted to the pump that works to control the volume of fuel into the high-pressure pumping chambers. At key OFF, the solenoid defaults to the open position.

Page 22 ASE Medium/Heavy Composite Vehicle Type 4 Reference Booklet ASE Medium/Heavy Composite Vehicle Type 4 Reference Booklet Page 23 High Exhaust System Temperature Lamp (HEST) - The ICM illuminates the HEST lamp when it receives a signal from the ECM indicating that the exhaust outlet temperature is 850° F (454° C) or greater with a vehicle speed of under 5 mph.

High-Pressure Fuel Pump - A gear-driven, 3-piston radial pump that is supplied with fuel at 125-160 psi (862-1034 kPa) from a mechanical supply pump driven by the high-pressure pump. The pump is lubricated internally with fuel, and excess fuel is returned to the fuel tank through the mechanical pressure regulator.

Intake Grid Heater - The intake grid heater is supplied with battery voltage (B+) by the intake heater relay. It is designed to warm the manifold air to assist engine starting. Current draw is 170A ± 10A.

Intake Grid Heater Relay - When energized by the ECM, the relay provides battery voltage (B+) to the intake grid heater. The ECM requests the heater to be active when ambient temperature is less than 50° F (10° C). Coil resistance is 90 ± 4 Ω.

Malfunction Indicator Lamp (MIL) - The ICM illuminates the amber MIL when it receives a signal from the ECM indicating DTCs are set, during stages of engine protection or engine/emission system faults.

Starter - A 12 V gear reduction starter mounted to the flywheel housing. The minimum engine cranking speed needed to start is 200 rpm.

Starter Relay - When energized by the ECM, the relay provides battery voltage (B+) to the starter “S” terminal. Coil resistance is 90 ± 4 Ω.

Stop Engine Lamp (SEL) - The red Stop Engine Lamp (SEL) illuminates when the engine protection system is in warning mode or when electronic control system failures are occurring and an active fault is present. The CEL and the SEL are used in combination with the DPF Malfunction lamp for DPF restriction status and regeneration requirements.

Transmission Electric Gear/Rail Select Motors - A pair of 12 V stepper motors mounted on the transmission top plate and monitored by the rail and gear select sensors. The motors are commanded by the TCM to actuate a screw to move a foot in the transmission top plate to select gears. The motors are commanded to return to NEUTRAL at key OFF.

Transmission Range Valve - One assembly, consisting of two TCM-controlled ON/OFF air solenoids. Used to apply air to either side of a servo to shift the range gear in the transmission.

Variable Geometry Turbocharger (VGT) Actuator - Mounted on the turbocharger and commanded by the ECM over the J1939 Private CAN, the VGT actuator operates an internal sliding nozzle that allows for control of the turbine shaft speed. The actuator has self-diagnostic capabilities and contains a 120 Ω terminating resistor. Communication failure results in the VGT defaulting to the fully open position.

Wait-to-Start Lamp - The ICM illuminates the Wait-to-Start lamp when it receives a signal from the ECM indicating that ambient and engine temperatures warrant use of the intake heater.

Page 24 ASE Medium/Heavy Composite Vehicle Type 4 Reference Booklet Warning Buzzer - A 2-wire, 12 V buzzer commanded ON by the ICM when it receives requests from other modules to activate the buzzer as part of operational warning strategies.

Water-in-Fuel Lamp (WIF) - The ICM commands ON the WIF lamp when it receives a signal indicating the presence of water in the fuel/water separator.

DIAGNOSTIC TROUBLE CODES (DTC)

• Active codes indicates a fault currently exists. • Inactive codes indicate faults are stored. • An emissions-related DTC will illuminate the MIL. • An engine protection-related DTC will illuminate the amber check engine lamp (CEL) and/or red stop engine lamp (SEL). • When using diagnostic tool, DTCs are formatted using SAE J1939 standards and descriptions.

DIAGNOSTIC EQUIPMENT

• A PC-based diagnostic tool and an interface cable can be connected to the 9-pin or 3-pin ATA-type data link connector to access vehicle data, diagnostic codes, and to set programmable parameters. • A PC-based diagnostic tool can be used to install initial operating software and/or update software calibrations in the electronic control modules. • A breakout tool (box/cable) can be connected into a circuit to perform circuit measurements.

The Displayed Data chart on page 27 shows how diagnostic tool data will be presented in some Composite Vehicle test questions. The chart shows how the status of components (switches and lamps) or operational modes will be indicated. The minimum/maximum measurement range and values for engine data (voltages, temperatures, pressures, and speeds) is also shown.

Page 24 ASE Medium/Heavy Composite Vehicle Type 4 Reference Booklet ASE Medium/Heavy Composite Vehicle Type 4 Reference Booklet Page 25 Page 26 ASE Medium/Heavy Composite Vehicle Type 4 Reference Booklet Displayed Data Displayed Data Value Range A/C High Pressure Switch Closed / Open Accelerator Pedal Position Sensor 1 (APP 1) 0 – 100% / 0.0-5.0 VDC Accelerator Pedal Position Sensor 2 (APP 2) 0 – 100% / 0.0-5.0 VDC Aftertreatment Air Purge Valve ON / OFF Aftertreatment Fuel Injector 0 – 100% Aftertreatment Fuel Pressure Sensor 0 – 200 psi / (0 – 1400 kPa) / 0.0 – 5.0 VDC Aftertreatment Fuel Shutoff Valve ON / OFF Aftertreatment Regeneration Status Lamp ON / OFF / Flashing Ambient Air Temperature Sensor (AAT) -40 – 248° F (-40 – 120° C) / 0 – 5 VDC Ash Load 0 – 100% Barometric Pressure Sensor (BARO) 0 – 30 in. Hg (0 – 5 VDC) Body Control Module (BCM) Supply Voltage 0 – 16 VDC Cam / Crank Sync Yes / No Camshaft Position Sensor Signal (CMP) Yes / No Charge Air Cooler Outlet Temperature Sensor -40 – 248° F (-40 – 120° C) / 0 – 5 VDC Clutch Actuator Module Applied / Released Compressor Side Turbocharger Outlet Temperature Sensor -40 – 248° F (-40 – 120° C) / 0 – 5 VDC Cooling Fan Solenoid ON / OFF Crankcase Pressure Sensor 0 – 40 in. H20 / 0.0 – 5.0 VDC Crankshaft Position Sensor Signal (CKP) Yes / No Cruise ON / OFF Switch ON / OFF Cruise Resume / Accelerate Input Resume / Accelerate Cruise Set / Coast Input Set / Coast DEF Doser Valve Injection Rate 0 – 100% DEF Heater Relay ON / OFF DEF Lamp ON / OFF / Flashing DEF Level 0 – 100% DEF Pressure Sensor 0 – 200 psi DEF Pump Relay ON / OFF DEF Quality 0 – 100% DEF Temperature Sensor -40 – 248° F (-40 – 120° C) DOC Inlet Temperature 0-2300° F (0-1260° C) DPF Differential Pressure (DPFDP) 0 – 5 psi / 0 – 35 kPa DPF Inlet Temperature 0 – 2300° F (0 – 1260° C) DPF Malfunction Lamp ON / OFF DPF Outlet Pressure 0 – 5 psi / 0 – 35 kPa DPF Outlet Temperature 0 – 2300° F (0 – 1260° C) DPF Regen Inhibit Switch ON / OFF DPF Regen Switch ON / OFF ECM Power Relay ON / OFF ECM Supply Voltage 0 – 16.0 VDC EGR Differential Pressure 0 – 5 psi / 0 – 35 kPa EGR Temperature Sensor (EGRT) -40 – 500° F (-40 – 260° C) / 0-5 VDC EGR Valve (Actual) 0 – 100% EGR Valve (Desired) 0 – 100% Electric Cooling Fan Solenoid ON / OFF Electric Fuel Primer Pump Relay ON / OFF

Page 26 ASE Medium/Heavy Composite Vehicle Type 4 Reference Booklet ASE Medium/Heavy Composite Vehicle Type 4 Reference Booklet Page 27 Displayed Data Value Range Engine Brake On/Off Switch ON / OFF Engine Brake Selector Switch LOW / HIGH Engine Brake Solenoid A ON / OFF Engine Brake Solenoid B ON / OFF Engine Coolant Level 0 – 5 VDC Engine Coolant Temperature Sensor (ECT) -40 – 248° F (-40 – 120° C) / 0-5 VDC Engine Cooling Fan Solenoid ON / OFF Engine Cooling Fan Control Switch ON / OFF Engine Load 0 – 100% Engine Oil Pressure (EOP) 0 – 200 psi (0 – 1400 kPA) 0.0 – 5.0 VDC Engine Oil Temperature Sensor (EOT) -40 – 280° F (-40 – 138° C) / 0.0 – 5.0 VDC Engine Protection Override Switch ON / OFF Engine Protection Shutdown Active / Inactive Engine Speed 0 – 4000 rpm Exhaust Back Pressure (EBP) 0 – 200 psi (0 – 1400 kPA) 0.0 – 5.0 VDC Fuel Delivery Pressure Sensor 0 – 200 psi (0 – 1400 kPA) 0.0 – 5.0 VDC Fuel Injector 1 0 – 100% Fuel Injector 2 0 – 100% Fuel Injector 3 0 – 100% Fuel Injector 4 0 – 100% Fuel Injector 5 0 – 100% Fuel Injector 6 0 – 100% Fuel Pressure Control Solenoid 0 – 100% Fuel Pump Relay ON / OFF Fuel Rail Pressure Sensor 0 – 40,000 psi (0 – 275,800 kPa) Fuel Temperature Sensor (FT) -40 – 248° F (-40 – 120° C) / 0 – 5 VDC Fuel Volume Control Solenoid 0 – 100% High Exhaust System Temperature Lamp (HEST) ON / OFF/ Flashing Ignition Switch OFF / ON / CRANK Inlet Air Temperature Sensor (IAT) -40 – 248° F (-40 – 120° C) / 0 – 5 VDC Intake Manifold Pressure Sensor (IMP) 0 – 120 in. Hg Gauge / 0 – 60 psi / 0 – 414 kPa / 0.0 – 5.0 VDC Intake Manifold Temperature Sensor (IMT) -40 – 248° F (-40 – 120° C) / 0 – 5 VDC Maintenance Required Lamp ON / OFF Malfunction Indicator Lamp (MIL) ON / OFF / Flashing NOx Sensor IN Module 0 – 3000 ppm NOx Sensor OUT Module 0 – 3000 ppm Parking Brake Switch Applied / Released Particulate Matter Sensor (PM) 0 – 100% (calculated value) PTO On/Off Switch ON / OFF PTO Remote Switch ON / OFF PTO Status Active / Inactive SCR Outlet Temperature 0 – 2300° F ( 0 – 1260° C) Sensor Supply Voltage 0 – 5.5 VDC Service Brake Pedal Switch Applied / Released Soot Load 0 / 1 / 2 / 3 / 4

Page 28 ASE Medium/Heavy Composite Vehicle Type 4 Reference Booklet Engine Brake Selector Switc Displayed Data h Engine Brake Selec Value Range Starter Relay ON / OFF Stop Engine Lamp (SEL) ON / OFF / Flashing TCM Supply Voltage 0 – 16 VDC Transmission Gear Actual R1 /R2 /N /1 /2 /3 /4 /5 /6 /7 /8 /9 /10 Transmission Gear Desired R1 /R2 /N /1 /2 /3 /4 /5 /6 /7 /8 /9 /10 Transmission Gear Position Sensor 0.0 – 5.0 V Transmission Gear Select Motor 0 – 255 Steps Transmission Gear Selected R /N /D / + or – Transmission Input Shaft Speed 0 – 6000 rpm Transmission Mainshaft Speed 0 – 6000 rpm Transmission Output Shaft Speed 0 – 6000 rpm Transmission Rail Position Sensor 0.0 – 5.0 V Transmission Rail Select Motor 0 – 255 Steps Transmission Range Valve A ON / OFF Transmission Range Valve B ON / OFF Vehicle Speed 0 – 130 mph (0 – 210 kph) VGT Actuator (Actual) 0 – 100% VGT Actuator (Desired) 0 – 100% Wait-to-Start Lamp ON / OFF Warning Buzzer ON / OFF Water-in-Fuel Lamp ON / OFF Water-in-Fuel Sensor (WIF) ON / OFF

Page 28 ASE Medium/Heavy Composite Vehicle Type 4 Reference Booklet ASE Medium/Heavy Composite Vehicle Type 4 Reference Booklet Page 29 PROGRAMMABLE PARAMETERS Programmable parameters are the specifications that can be set within the ECM to control operating functions. The parameters are stored in non-volatile memory. A customer password is available for programming protection. A list of parameter ranges and their settings are shown below.

Feature Range Setting Road Speed Governor

Accelerator Max. Road Speed 30 – 120 mph / 48 – 193 kph 65 mph / 105 kph

Global Max. Road Speed 0 – 120 mph / 0 – 193 kph 120 mph / 193 kph

Idle Speed Control

Idle Engine Speed 600 – 850 rpm 700 rpm

Idle Shutdown

Idle Shutdown Timer 1 – 100 min. 3.0 min.

Idle Shutdown Lower Ambient Air Temperature 0 – 100º F / -18 – 38º C 40º F / 4º C

Idle Shutdown Upper Ambient Air Temperature Override 0 – 100º F / -18 – 38º C 85º F / 29º C

Idle Shutdown Enabled / Disabled Enabled

Idle Shutdown Manual Override Enabled / Disabled Disabled

Fan Control

Minimum Fan On Time 0 – 1000 sec. 180 sec.

Fan Control A/C Press Switch Enabled / Disabled Enabled

Fan Control Solenoid Logic 12 V = OFF / 0 V = ON 0 Volts

Fan Control Switch Enabled / Disabled Enabled

Fan On During Engine Braking Enabled / Disabled Enabled

Fan Cut-In Temperature 180 – 215° F / 82 – 102° C 210° F / 99° C

Fan Cut-Out Temperature 160 – 195° F / 71 – 90° C 195° F/ 90° C

Cruise Control

Cruise Control Feature Enabled / Disabled Enabled

Cruise Control Upper Droop 0 – 3 mph / 0 – 5 kph 0 mph / 0 kph

Cruise Control Lower Droop 0 – 3 mph / 0 – 5 kph 2 mph / 3 kph

Cruise Control Speed Delta for Max. Engine Brake 0 – 6 mph / 0 – 10 kph 5 mph / 8 kph

Cruise Control Speed Delta for Min. Engine Brake 0 – 6 mph / 0 – 10 kph 3 mph / 5 kph

Max. Cruise Control Speed 30 – 120 mph / 48 – 193 kph 65 mph / 105 kph

Engine Brakes

Engine Brake Cruise Control Activation Enabled / Disabled Enabled

Engine Brake Min. Vehicle Speed 0 – 35 mph / 0 – 56 kph 25 mph / 40 kph

Engine Brake Delay 0 – 10 sec 0 sec

Engine Brake Service Brake Activation Enabled / Disabled Enabled

Engline Brake Control Enabled / Disabled Enabled

Page 30 ASE Medium/Heavy Composite Vehicle Type 4 Reference Booklet Feature Range Setting PTO (Auxilary Engine Speed Control)

Max PTO Speed 600 – 2500 rpm 1200 rpm

Min PTO Speed 600 – 2500 rpm 700 rpm

Set PTO Speed 600 – 2500 rpm 900 rpm

Resume PTO Speed 600 – 2500 rpm 1000 rpm

Remote PTO Speed 600 – 2500 rpm 1000 rpm

Max. Engine Load 0 – 1850 ft.lb. 800 ft.lb.

Max. Vehicle Speed 0 – 30 mph / 0 – 48 kph 0 mph / 0 kph

Ramp Rate 100 – 250 rpm / sec 250 rpm / sec

Aftertreatment

Stationary Regeneration in PTO Enabled / Disabled Enabled

Automatic Stationary Regeneration Enabled / Disabled Enabled

Diesel Particulate Filter Regeneration Disable Switch Enabled / Disabled Enabled

Vehicle Setup Parameters

Rear Axle Ratio 2.28 – 15.98:1 2.73:1

Tire Size 301 – 700 rev / min 501

Vehicle Speed Sensor Type J1939

Max. Engine Speed without VSS 1200 – 1800 rpm 1400 rpm

Max. Engine Speed with VSS 1200 – 2500 rpm 2100 rpm

Transmission Type Automated

Multiplexing Ambient Air Temperature Sensor J1939

Engine Protection

Engine Protection Shutdown Feature Warning / Derate / Shutdown Shutdown

Engine Protect Restart Inhibit Enabled / Disabled Enabled

Manual Override Enabled / Disabled Enabled

Page 30 ASE Medium/Heavy Composite Vehicle Type 4 Reference Booklet ASE Medium/Heavy Composite Vehicle Type 4 Reference Booklet Page 31 Page 32 ASE Medium/Heavy Composite Vehicle Type 4 Reference Booklet ENGINE CONTROL MODULE 1 W11 20 A FUSE 101 11 20 A FUSE 102 12

20 A FUSE 13 A B

ELECTRIC FUEL PRIMER PUMP RELAY B+ BODY C D STUD 111

AA ELECTRIC FUEL 1 PRIMER PUMP 2

10 A FUSE G11 14 5 A FUSE 15 IGNITION 5 A A SWITCH FUSE A B 16 50 A OFF ECM POWER FUSE ECM CRANK ON RELAY 17 A B B C C D 121 STARTER RELAY 122

C D 131 132

ENGINE BLOCK B+ GROUND 5 A 191 S G REMOTE SENSE FUSE 18 G13 G12 GENERATOR S (ALTERNATOR) B

G M

+ + + + - + - - - - 192 G14 G15 12V BATTERIES G16 STARTER

Page 32 ASE Medium/Heavy Composite Vehicle Type 4 Reference Booklet ASE Medium/Heavy Composite Vehicle Type 4 Reference Booklet Page 33 ENGINE CONTROL MODULE 2 W12

V11a V11b BA + FUEL 1 1 1 211 INJECTOR 1 CONTROL 2 2 2 212 BB 1 + 3 3 213 FUEL CONTROL INJECTOR 2 2 4 4 214 BC 1 + 5 5 215 FUEL CONTROL INJECTOR 3 2 6 6 216 BD 1 + 7 7 217 FUEL CONTROL INJECTOR 4 2 8 8 218 BE 1 + 9 9 219 FUEL CONTROL INJECTOR 5 2 10 10 220 BF 1 + 11 11 221 FUEL CONTROL INJECTOR 6 2 12 12 222

BG 12 V 1 FUEL PRESSURE 231 CONTROL SOLENOID CONTROL 2 232 BH 12 V FUEL VOLUME 1 233 CONTROL SOLENOID CONTROL 2 234 ECM CA SIGNAL 1 251 GROUND APP1 2 252 5 V REFERENCE ACCELERATOR PEDAL 3 253 POSITION SENSOR SIGNAL 4 254 APP2 5 GROUND 255 6 5 V REFERENCE 256

CB HIGH CRANKSHAFT 1 261 LOW 262 POSITION SENSOR 2 3 SHIELD 263 CC HIGH CAMSHAFT 1 264 2 LOW 265 POSITION SENSOR 3 SHIELD 266 CD SIGNAL 1 271 FUEL DELIVERY GROUND 2 272 PRESSURE SENSOR 5 V REFERENCE 3 273

CE SIGNAL 1 274 FUEL RAIL GROUND 2 275 PRESSURE SENSOR 5 V REFERENCE 3 276 SIGNAL 277 ENGINE PROTECTION OVERRIDE SWITCH A B SIGNAL RETURN 278

Page 34 ASE Medium/Heavy Composite Vehicle Type 4 Reference Booklet ENGINE CONTROL MODULE 3 W13

DA SIGNAL 1 351 BAROMETRIC GROUND S301 2 352 5 V REFERENCE PRESSURE SENSOR 3 S302 353 DB SIGNAL 1 354 CRANKCASE GROUND S303 2 PRESSURE SENSOR 3 5 V REFERENCE S304 DC SIGNAL 1 355 GROUND EGR DIFFERENTIAL 2 S305 PRESSURE SENSOR 3 5 V REFERENCE S306 DD SIGNAL 1 356 ENGINE COOLANT GROUND 2 S307 LEVEL SENSOR 3 5 V REFERENCE S308 DE SIGNAL 1 357 ENGINE OIL GROUND 2 S309 PRESSURE SENSOR 3 5 V REFERENCE S310 DF SIGNAL 1 358 EXHAUST BACK GROUND 2 PRESSURE SENSOR 3 5 V REFERENCE

DG SIGNAL COMPRESSOR SIDE TURBOCHARGER 1 359 OUTLET TEMPERATURE SENSOR GROUND 2 360 DH SIGNAL CHARGE AIR COOLER 1 361 GROUND OUTLET TEMPERATURE SENSOR 2 362 DJ ECM SIGNAL 1 363 EGR GROUND TEMPERATURE SENSOR 2 364 DK SIGNAL ENGINE COOLANT 1 365 GROUND TEMPERATURE SENSOR 2 366 DL SIGNAL ENGINE OIL 1 367 GROUND TEMPERATURE SENSOR 2 368 DM SIGNAL FUEL 1 369 TEMPERATURE SENSOR GROUND 2 370 DN SIGNAL INLET AIR 1 371 TEMERATURE SENSOR GROUND 2 372 DP PRESSURE SIGNAL 1 373 TEMPERATURE SIGNAL INTAKE MANIFOLD 2 374 GROUND PRESSURE/TEMPERATURE 3 375 SENSOR 4 5 V REFERENCE 376 DR SIGNAL WATER-IN-FUEL 1 377 SENSOR 2 GROUND 378

Page 34 ASE Medium/Heavy Composite Vehicle Type 4 Reference Booklet ASE Medium/Heavy Composite Vehicle Type 4 Reference Booklet Page 35 ENGINE CONTROL MODULE 4 W14 B+ in CRANK and ON 20 A FUSE EA 41 DATA HIGH 1 DATA LOW 2 VGT ACTUATOR 12 V 3 411 120Ω GROUND 4 412

EB DATA HIGH S401 1 DATA LOW S402 2 12 V 3 421 EGR VALVE GROUND 4 422

FA DATA HIGH S403 DEF QUALITY/ 1 2 DATA LOW S404 LEVEL/ TEMPERATURE 3 12 V S405 SENSOR MODULE 4 GROUND DOC INLET TEMPERATURE SENSOR PROBE DPF INLET TEMPERATURE SENSOR PROBE DPF OUTLET TEMPERATURE SENSOR PROBE SCR OUTLET TEMPERATURE SENSOR PROBE FC AFTERTREATMENT DATA HIGH 1 S406 TEMPERATURE S407 2 DATA LOW ECM SENSOR MODULE S408 3 12 V 4 GROUND S409 FD DATA HIGH S410 1 NOx IN S411 2 DATA LOW SENSOR 3 12 V S412 MODULE 4 GROUND S413 FE DATA HIGH 1 S414 NOx OUT 2 DATA LOW S415 SENSOR 3 12 V S416 MODULE 4 GROUND S417 FF DATA HIGH S418 1 S419 PM SENSOR 2 DATA LOW MODULE 3 12 V 4 GROUND S420

G42

DATA HIGH S426 J1939 DATA LINK A 481 CONNECTOR C DATA LOW (ENGINE COMPARTMENT) B S428 482 1 2

120Ω TERMINATING RESISTOR

Page 36 ASE Medium/Heavy Composite Vehicle Type 4 Reference Booklet ENGINE CONTROL MODULE 5 W15

GA 12 V 1 511 AFTERTREATMENT FUEL CONTROL INJECTOR 2 512

GB 12 V 513 AFTERTREATMENT 1 CONTROL AIR PURGE VALVE 2 514

GC 12 V AFTERTREATMENT 1 515 FUEL SHUT-OFF CONTROL VALVE 2 516 GD 12 V DEF DOSER 1 517 VALVE 2 CONTROL 518

GE 12 V 1 531 ENGINE BRAKE 2 CONTROL SOLENOID 1 532

GF 12 V 533 ENGINE BRAKE 1 SOLENOID 2 2 CONTROL 534

GG 12 V ENGINE COOLING 1 541 FAN SOLENOID 2 CONTROL 542 ECM HA SIGNAL 1 551 AFTERTREATMENT FUEL GROUND 2 552 PRESSURE SENSOR 5 V REFERENCE 3 553 HB 1 DIFFERENTIAL PRESSURE SIGNAL 561 DPF DIFFERENTIAL OUTLET PRESSURE SIGNAL PRESSURE/DPF OUTLET 2 562 3 5 V 563 PRESSSURE SENSOR 4 GROUND 564 HC SIGNAL 1 571 DEF GROUND 2 572 PRESSURE SENSOR 5 V REFERENCE 3 573

S501 S502 S503 DATA HIGH 581

DATA LOW 582 S504 S505 S506 B+ D 20 A E FUSE C 51 F A B 1 2 1 2 G J SEE COMMUNICATION J1939 DATA LINK H DATA BUS SYSTEM CONNECTOR TOPOGRAPHY DIAGRAM 120Ω 120Ω (IN CAB) PAGE 9 TERMINATING TERMINATING G51 RESISTOR 1 RESISTOR 2

Page 36 ASE Medium/Heavy Composite Vehicle Type 4 Reference Booklet ASE Medium/Heavy Composite Vehicle Type 4 Reference Booklet Page 37 ENGINE CONTROL MODULE 6 W16

B+ in CRANK and ON B+ 20 A FUSE 602 70 A 61 FUSE 62 A B

DEF HEATER RELAY

C D 611

JA 1 DEF PRESSURE LINE HEATER 2

JB DEF SUPPLY 1 LINE HEATER S601 2

JC 1 DEF TANK S602 HEATER 2

G601 JD 1 B+ in CRANK and ON DEF PUMP ECM HEATER 2 20 A FUSE G602 63 A B

DEF SUPPLY PUMP RELAY

C D 621

20 A FUSE JE 64 1 DEF SUPPLY PUMP DIRECTION CONTROL 2 622 200 A PUMP FUSE 3 65 G603 A B

INTAKE GRID HEATER RELAY

C D JF 631 1 INTAKE GRID HEATER 2 691 G604 G605

Page 38 ASE Medium/Heavy Composite Vehicle Type 4 Reference Booklet TRANSMISSION CONTROL MODULE X10 B+ B+ in CRANK and ON 20 A FUSE 701 20 A 71 FUSE 702 72 KA 12 V S701 1 703 RAIL CONTROL TRANSMISSION ELECTRONIC 2 731 GEAR/RAIL SELECT MOTORS KB 12 V 1 GEAR CONTROL 2 732 KC SIGNAL 1 741 TRANSMISSION RANGE GROUND 2 742 VALVE 12 V 3 743 LA SIGNAL + 751 TRANSMISSION INPUT 1 SHAFT SPEED SENSOR 2 SIGNAL - 752 LB SIGNAL + 753 TRANSMISSION MAIN 1 SHAFT SPEED SENSOR 2 SIGNAL - 754 LC SIGNAL + 755 TRANSMISSION OUTPUT 1 SHAFT SPEED SENSOR 2 SIGNAL - 756 LD SIGNAL 1 761 TRANSMISSION GEAR GROUND S702 2 S703 762 POSITION SENSOR 3 5 V REFERENCE 763 TCM LF SIGNAL TRANSMISSION RAIL 1 764 2 GROUND POSITION SENSOR 3 5 V REFERENCE B+ B+ in CRANK and ON 50 A FUSE 73 20 A MA FUSE 1 DATA HIGH 74 ELECTRONIC 2 DATA LOW CLUTCH ACTUATOR 3 MODULE 4 5 B+ G71 20 A FUSE 75 MB S710 1 DATA HIGH S711 LCD 2 DATA LOW DISPLAY 3 ELECTRONIC 4 TRANSMISSION SHIFT R S712 DATA HIGH SELECT MODULE + 781 SHIFT S713 N DATA LOW 782 D

SEE COMMUNICATION 791 DATA BUS SYSTEM G72 TOPOGRAPHY DIAGRAM G73 PAGE 9

Page 38 ASE Medium/Heavy Composite Vehicle Type 4 Reference Booklet ASE Medium/Heavy Composite Vehicle Type 4 Reference Booklet Page 39 BODY CONTROL MODULE Y10 B+

B+ in CRANK and ON 20 A FUSE 801 20 A 81 FUSE 802 82 NA SIGNAL AMBIENT AIR 1 851 GROUND TEMPERATURE SENSOR 2 852 5 V 853 A/C HIGH PRESSURE SWITCH A B SIGNAL 854 5 V 855 CRUISE CONTROL A B SIGNAL ON/OFF SWITCH 856 5 V 857 CRUISE CONTROL B SIGNAL SET/RESUME SWITCH SET 858 A SIGNAL RESUME C 859

5 V 860 DIESEL PARTICULATE FILTER REGENERATION SWITCH SIGNAL A B 861

5 V 862 DIESEL PARTICULATE FILTER REGENERATION INHIBIT A B SIGNAL 863 SWITCH 5 V 864 ENGINE BRAKE LOW SIGNAL BCM B 865 ON/OFF SWITCH A B A C SIGNAL HIGH 866 ENGINE BRAKE SELECTOR SWITCH 5 V 867 ENGINE COOLING FAN SIGNAL CONTROL SWITCH A B 868

5 V 869 PTO ON/OFF SWITCH A B SIGNAL 870

5 V 871 PARKING BRAKE SWITCH A B SIGNAL 872 5 V 873 SERVICE BRAKE PEDAL SWITCH A B SIGNAL 874

DATA HIGH SEE COMMUNICATION 881 DATA BUS SYSTEM DATA LOW TOPOGRAPHY DIAGRAM 882 PAGE 9 891 G81

Page 40 ASE Medium/Heavy Composite Vehicle Type 4 Reference Booklet INSTRUMENT CLUSTER MODULE Z10 B+ 20 A B+ in CRANK and ON FUSE 901 20 A 91 S901 FUSE 902 92

PA S902 CHECK ENGINE 1 LAMP (AMBER) CONTROL 2 911 PB S903 DEF LOW 1 CONTROL LAMP 2 912 PC S904 DPF MALFUNCTION 1 LAMP 2 CONTROL 913 PD S905 1 DPF STATUS LAMP 2 CONTROL 914 PE S906 1 HIGH EXHAUST SYSTEM CONTROL TEMPERATURE LAMP 2 915 PF S907 MALFUNCTION INDICATOR 1 CONTROL LAMP (AMBER) 2 916 PG S908 STOP ENGINE 1 LAMP (RED) 2 CONTROL 917 ICM PH S909 WAIT-TO-START 1 LAMP 2 CONTROL 918 PJ WATER-IN-FUEL 1 LAMP 2 CONTROL 919

PL SIGNAL 1 931 WARNING BUZZER 12 V B+in CRANK and ON 2 5 A FUSE 93

DATA HIGH 981 SEE COMMUNICATION DATA BUS SYSTEM TOPOGRAPHY DIAGRAM DATA LOW 982 PAGE 9 991 G91

Page 40 ASE Medium/Heavy Composite Vehicle Type 4 Reference Booklet ASE Medium/Heavy Composite Vehicle Type 4 Reference Booklet Page 41 Page 42 ASE Medium/Heavy Composite Vehicle Type 4 Reference Booklet Page 42 ASE Medium/Heavy Composite Vehicle Type 4 Reference Booklet ASE Medium/Heavy Composite Vehicle Type 4 Reference Booklet Page 43 ©2020 by the National Institute for AUTOMOTIVE SERVICE EXCELLENCE (ASE) All rights reserved

1503 Edwards Ferry Rd, N.E., Suite 401, Leesburg, VA 20176 (703) 669-6600 • www.ase.com

Prometric Inventory Code: