2013 epa heavy-duty on board diagnostics overview for

2013 EPA Heavy-Duty OnBoard Diagnostics Overview for Technicians

Study Guide

TMT121330Class Course Code: SD8354

February 2013

12013 EPA Heavy-Duty On-Board Diagnostics Study Guide • © 2013 Navistar, Inc. All rights reserved. All marks are trademarks of their respective owners.

2013 EPA Heavy-Duty On-Board Diagnostics | STUDY GUIDE

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©2013 Navistar, Inc.2701 Navistar Drive, Lisle, IL 60532.

All rights reserved.

No part of this publication may be duplicatedor stored in an information retrieval systemwithout the express written permission of

Navistar, Inc.

2 2013 EPA Heavy-Duty On-Board Diagnostics Study Guide • © 2013 Navistar, Inc. All rights reserved. All marks are trademarks of their respective owners.

STUDY GUIDE | 2013 EPA Heavy-Duty On-Board Diagnostics • Training for Technicians

TABLE OF CONTENTS

Introduction

MODULE 1: PURPOSE AND DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6

MODULE 2: SERVICEMAXX INTERFACE AND DIAGNOSTICS . . . . . . . . . . . . . . . . . 9

MODULE 3: COMPONENT AND CALIBRATION CHANGES TO NAVISTAR ENGINES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15

CONCLUSION

32013 EPA Heavy-Duty On-Board Diagnostics Study Guide • © 2013 Navistar, Inc. All rights reserved. All marks are trademarks of their respective owners.2013 EPA Heavy-Duty On-Board Diagnostics Study Guide • © 2013 Navistar, Inc. All rights reserved. All marks are trademarks of their respective owners.

2013 EPA Heavy-Duty On-Board Diagnostics | INTRODUCTION

DEALEr EDuCATION INFOrmATION

INTrODuCTION

If you have questions or concerns regarding the playback of this program, please contact Navistar Service Education by submitting a case file (Dealer Personnel); or by calling 1-800-365-0088.

Welcome to the Navistar training course on 2013 EPA Heavy-Duty On-Board Diagnostics, or HD OBD.

Course NavigationTo skip the navigation instructions and continue with the course, click on the “SKIP” button near the upper right-hand corner of the screen.

Navigation of this course may be performed in several ways. At the bottom of the screen are the “NEXT,” “PREVIOUS,” and “REPLAY” buttons. Clicking either the “NEXT” or “PREVIOUS” buttons will take you to the next or previously viewed course topic. After all information on a topic has been covered, the arrow on the “NEXT” button will pulse red to indicate you are ready to continue.

Clicking the “REPLAY” button will replay the topic you are currently viewing.

Near the bottom right-hand corner of the screen are the “PAUSE/PLAY” and “NOTES” buttons. Clicking the “PAUSE/PLAY” button allows you to pause the course and resume when you’re ready to continue.

Clicking the “NOTES” button will bring up a small window containing the narrated text for the cur-rently viewed topic. Click the “NOTES” button again to hide this window.

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STUDY GUIDE | 2013 EPA Heavy-Duty On-Board Diagnostics • Overview for Technicians


INTrODuCTION: CONTINuED

Course OverviewThis course is intended to introduce technicians to Heavy-Duty On-Board Diagnostics, and the HD OBD related changes to Navistar’s vehicles and engines.

In particular, this course will cover the purpose of HD OBD, terminology associated with HD OBD, HD OBD Diagnostics and Warning Lamps, the HD OBD related changes to Service-Maxx, and the required component and calibration changes made to each of Navistar’s engine families to meet HD OBD Standards.

ObjectivesUpon completion of this course, you will be able to define Heavy-Duty On-Board Diagnostics and how it applies to Navistar engines and vehicles, identify warning lamp operation, navigate the HD-OBD Monitors Session using ServiceMaxx, utilize freeze-frame and monitor data to conduct engine and vehicle diagnostics, and identify HD OBD related components.

modulesThis course consists of this introduction and the following three modules: Purpose and Description, ServiceMaxx Interface and Diagnostics, and Component and Calibration Changes to Navistar® Engines.

We’ll cover the following HD OBD

Related Information:• Purpose

• Terminology• Diagnostics and Warning Lamps • ServiceMaxx

• Component and Calibration Changes to

Navistar® Engines

This course consists of the following three

modules:Module 1: Purpose

and DescriptionModule 2: ServiceMaxx

Interface and Diagnostics

Module 3: Component and Calibration

Changes to Navistar® Engines

Upon Completion of this Course, you will

be able to:• Define HD OBD• Identify Warning Lamp Operation

• Navigate HD-OBD Monitors Session in

ServiceMaxx• Utilize Freeze Frame and Monitor Data for

Diagnostics• Identify HD OBD

Related Components


2013 EPA Heavy-Duty On-Board Diagnostics | MODULE 1

5

NOTES


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mODuLE 1: PurPOSE AND DESCrIPTION

What is HD OBD?What is HD OBD? On-Board Diagnostics, or OBD, is a generic term referring to an engine and vehicle’s ability to self-diagnose, record, and report mechanical and electrical issues to the operator or technician.

Heavy-Duty On-Board Diagnostics, or HD OBD, is the term used for On-Board Diagnostics on class 4 vehicles and above, weighing 14,000 pounds or more, and are required on 2010 and later heavy-duty engines in on-highway vehicles.

HD OBD systems continuously monitor for proper engine operation and ensure that emis-sion control components remain compliant with Environmental Protection Agency, or EPA, emissions standards for the life of the engine and vehicle.

Also, HD OBD is intended to identify, as specifically as possible, failed components and systems. HD OBD may assist technicians in diagnosis and repair, and ensure failed emis-sion control components are correctly repaired.

How Does HD OBD Inform the Operator?New in 2013, OBD standards have required all manufacturers to use a universal set of Mal-function Indicator Lamps, or MIL. The MIL notifies the operator of detected malfunctions and OBD requirements regulate when and why the MIL should illuminate or shut off.

If an emission-related malfunction is detected by an engine’s control systems, Diagnostic Trouble Code, or DTC, information is stored in the ECM and the operator is alerted via the Malfunction Indicator Lamp.

What Information is Stored in the ECm?The DTC information stored in the ECM includes a Suspect Parameter Number (SPN), a Failure Mode Indicator (FMI), a failure description, fault status, freeze-frame data, and a fault count. The diagnostic information can be accessed via the Diagnostic Link Connector (DLC) with an Electronic Service Tool (EST) for diagnosis and repair of the malfunction.

We’ll go into more detail on the DTC information later in this course.

How Does the ECm Collect OBD related Information?You might be asking yourself, ‘how does the ECM collect the HD OBD related information that it stores and uses to notify the operator?’ The ECM uses a series of monitors to collect Engine System and Component information as Live Data, and then stores that information in internal memory.

Now you might have another question, ‘what is a monitor?’ A monitor is a strategy that the ECM uses to evaluate the performance of an engine system or component by comparing sensor values to programmed parameters.

HD OBD =Heavy-Duty On-Board

DiagnosticsEngine and

Vehicle’s Ability to Self-diagnose, Record,

and Report Issues.Applies to Class 4

vehicles and above, weighing 14,000 lbs

or more.Required on

2010 and Later Heavy-Duty Engines in On-Highway Vehicles

Wait-to-Start Light Engine Warning Light New OBD MIL Light Engine Stop Light

Stored DTC Information Includes:

• DTC Number• Suspect Parameter

Number (SPN)• Failure Mode Indicator (FMI)

• Failure Description• Fault Status

• Freeze Frame DataFault Count

Question: How does the ECM collect engine and

system information?Answer: The ECM

uses a series of moni-tors to collect Engine

System and Component information.

Question: What is a Monitor?

Answer: A strategy that the ECM uses to

evaluate the perfor-mance of an engine

system or component by comparing sensor

values to programmed parameters.

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How Do monitors Work?

Monitors utilize Engine System and Component sensors to identify three sets of informa-tion: Enable Conditions, Malfunction Criteria, and System Effects.

Enable ConditionsWhat are Enable Conditions? Enable Conditions are engine or vehicle conditions that determine when a monitor executes. These conditions are also sometimes referred to as a “Drive Cycle.” There are may different drive cycles for all of the various monitors and may range from the starting of the engine to a heavy pull.

For example, Enable Conditions for a DPF Performance Monitor might include minimum exhaust flow and substrate temperature conditions. The ECM will hold off on beginning these monitors until the exhaust flow and substrate temperature have each reached their specified values.

malfunction CriteriaWhat about Malfunction Criteria? Malfunction Criteria are performance thresholds that the ECM uses to compare measured data to programmed parameters to make a PASS or FAIL determination of the monitored component or system operation.

For example: if, while an engine is running, the DPF Differential Pressure stays below the monitor’s Test Limit Maximum, or expected performance level, the ECM recognizes the monitor status as “PASS” because all Malfunction Criteria were within the preprogrammed limits.

However, if, while the engine is running, the DPF Differential Pressure falls below the mini-mum threshold the ECM will detect a fault in the System Operation. The monitor status will be displayed as “FAIL.”

System EffectWhat is “System Effect?” After the ECM has made a PASS or FAIL determination of monitor status, that data is used to cause a variety of different system responses.

Referring to our last example where DPF Differential Pressure failed the “Excessively Low” monitor, you’ll notice there is a description in parenthesis stating “Missing or Cracked Filter.” In this example, System Effect might be that base engine performance is effected and smoke is emitted from the exhaust. The system response would be the ECM notifying the driver by illuminating the MIL and possibly additional warnings.

How Do monitors Help me Do my Job?By understanding how monitors work, and knowing that the ECM is already providing you with information that may direct you to failed components or improper system operation, you can more quickly and effectively diagnose customer complaints.

Now that you know this information is available to you, how about we show you how to find it using ServiceMaxx.

mODuLE 1: PurPOSE AND DESCrIPTION

Monitors Consist of:Enable Conditions

Malfunction Criteria System Effects

QUESTION: What are Enable Conditions?ANSWER: Enable

Conditions are engine or vehicle conditions that

dictate when a monitor executes.

QUESTION: What are Malfunction Criteria?

ANSWER: Malfunction criteria are performance

thresholds that the ECM uses to determine

monitor status as “PASS” or “FAIL.”

QUESTION: What is System Effect?

ANSWER: After the ECM has made a PASS or

FAIL determination of monitor status, that

data is used to cause a variety of different system responses.



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NOTES



module 2 OverviewIn Module 1 we defined the purpose of HD OBD and how it will impact you as a techni-cian. In Module 2 we’re going to expand on how to utilize the diagnostic information that can be found in the new “HD-OBD Monitors” Session in ServiceMaxx.

Exploring ServicemaxxFirst, let’s log-on to ServiceMaxx and connect to a vehicle. Click on the “ServiceMaxx Icon” to continue.

We already have a username typed in, so go ahead and click “OK” to finish logging on to ServiceMaxx.

For the purpose of this course we’ll use the Engine Simulator for a 2013 MaxxForce 13. The simulator will provide us with all of the information we need to explore the HD OBD functions in ServiceMaxx. Some of the following information may be a review for those of you who are experienced working with the 11, 13 and 15 liter engines; however many of the OBD related features of ServiceMaxx are new, or have been revised, for the rest of Navistar’s engine families.

Click on the “Tools” dropdown menu, near the upper left-hand corner of the screen, to continue. Then click “Simulate Engine” and click on “Start Simulator.”

From the “Select Engine” menu, click on “MaxxForce 13 (2013 -)”and then click OK.

ServiceMaxx is now simulating a connection to a 2013 13 Liter engine.

The values shown are only for training purposes, and do not reflect actual engine or vehicle data.

mODuLE 2: SErVICEmAXX INTErFACE AND DIAGNOSTICS

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Diagnostic Trouble Code InformationEarlier in the course it was mentioned that the ECM stores information including a Suspect Parameter Number (SPN), a Failure Mode Indicator (FMI), a failure description, fault status, freeze-frame data, and a fault count for each DTC. All of this basic information may be viewed from the Default Session, at the bottom of the screen, under the “Diagnostic Trouble Codes” tab.

The SPN and FMI numbers may be used to further identify each DTC while using the engine’s Diagnostic Manual.

The “Message” column provides a short description of the failure associated with each DTC.

As required by OBD standards, a snapshot of sensor data from the exact time a fault was detected can be viewed from the “Freeze Frame” column. The cause of a fault may be identified by examining Freeze Frame data for clues. Engine Run Time, Engine Coolant Temperature, DOC Inlet Temperature, and Fuel Rail Pressure are all examples of Freeze Frame data that may be helpful when performing diagnostics. Freeze Frame Data is cleared when DTCs are cleared.

The “Module” column lists the electronic control module responsible for the system affected by each DTC.

The “Count” identifies how many drive cycles each DTC has been Active without clearing or being recti-fied.

Finally, the “Type” column presents the current status of each listed DTC. The status can be either “Pend-ing,” “Active,” or “Previously Active.” Each of these satuses are defined by specific OBD standards.

HD-OBD monitors SessionFor more information about DTC status, as well as additional HD OBD related updates to ServiceMaxx, let’s open the HD-OBD Monitors session.

Click on the “Sessions” drop-down menu near the upper left-hand corner of the screen. Then click on “HD-OBD Monitors.”

Upon beginning the HD-OBD Monitors session, ServiceMaxx will load the “Descriptions” tab. In this tab you will find an explanation of the information found under the “Monitor Results” tab, as well as a descrip-tion of the possible DTC types.

The other three tabs, “Diagnostic Readiness,” “Monitor Performance Ratio,” and “Vehicle, Calibration, NTE Operation Status,” contain information specific to OBD regulations and are not particularly useful to technicians.

DTC TypesLet’s pick up where we left off on the ServiceMaxx Default screen and take a look at the definitions for each of the DTC Types.

The other three tabs, “Diagnostic Readiness,” “Monitor Performance Ratio,” and “Vehicle, Calibration, NTE Operation Status,” contain information specific to OBD regulations and are not particularly useful to technicians.



Pending DTCsA DTC is “Pending” when a fault is detected on the first drive cycle, but has not yet been detected on a consecutive drive cycle. If the same fault is not detected on the second or third consecutive drive cycles, the fault is cleared from memory.

The MIL remains OFF for “Pending” DTCs.

Active DTCsIf the same fault is detected twice within three consectutive drive cycles, the DTC is then “Active.”

The MIL is turned ON when a DTC becomes “Active.”

Healing DTCsAn “Active” fault that has not been detected for two consecutive drive cycles is classified as “Healing.”

While a DTC is Healing, if the same fault is not detected on three consecutive drive cycles, the fault becomes “Previously Active” and the MIL is turned OFF.

However, if the same fault is detected within three consecutive “Healing” drive cycles, the fault returns to “Active” and the MIL stays “ON.”


Pending DTC (MIL is OFF):

Monitor has run and failed 1 drive cycle.MIL not illuminated.

Freeze Frame Data Stored.

If the same monitor failure does not occur

in the next 2 drive cycles, the “Pending”

code clears.If the same fault is

detected during the 2nd or 3rd drive cycle, the

fault becomes “Active” and turns on the MIL.

Active DTC (MIL is ON):Pending DTC monitor

failed a 2nd time within the next 2 drive cycles.

MIL is illuminated.Freeze Frame data

is updated.DTC remains “Active” as long as the fault

is present.

Healing DTC (MIL is ON):The conditions that

caused the Active DTC are no longer present.The DTC will remain

‘Healing’ for 3 success-ful drive cycles.

On the 4th consecutive successful drive cycle,

the fault becomes “Previously Active” and

MIL is turned OFF.

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Previously Active DTCsA DTC will remain “Previously Active” and the MIL will stay OFF as long as the same fault is no longer detected. But, if the same fault is detected within three consecutive drive cycles while it is still Healing, the fault returns to “Active” and the MIL turns “ON.”

Permanent DTCsPermanent Diagnostic Trouble Codes are faults that were detected by HD OBD monitors and can not be cleared using the “Clear DTCs” function in ServiceMaxx. Rather, these faults are cleared when the monitor that set the code PASSES on three consecutive drive cycles.

Permanent DTCs should not be treated as a current problem with the control system.

DTC reviewLet’s take a moment to let all of that information set in. Remember, you can always use the “PREVIOUS” or “REPLAY” buttons if you think you might have missed something, or would like to review an earlier part of this course.

If you feel like you have a good understanding of the different types of DTCs, let’s move on and take a look at the rest of what the “HD-OBD Monitors” session has to offer.

Click on the “Monitor Results” tab when you’re ready to continue.

monitor resultsThe “Monitor Results” tab shows data for each major Monitor including: SPN and FMI numbers, a description of each monitor, the Current (or actual) Value as seen by the monitor, the Minimum and Maximum Thresholds for the monitor, the Unit of Measure for each monitor’s displayed value, and the Test Status.

All of this information may be useful while performing diagnostics, verifying a repair, and even for emis-sions testing. To show how this can help you work smarter, and not harder, let’s work through an example of using OBD information to complete a repair.

Diagnostic ExerciseHere you’ll see a portion of the Work Order from a truck that just came into your shop for service. In the “CUSTOMER COMPLAINT” section, you notice that the customer says the engine feels sluggish and has poor acceleration. The customer also thinks the engine has De-Rated because the DPF Warning Lamp and the MIL are both illuminated.

Previously Active DTC (MIL is OFF):The code was

previously active.The monitor has run and

passed 3 consecutive drive cycles.

MIL not illuminated.The code will clear

completely after 40/80 successful ‘warm-up’

cycles.

Permanent DTC:When an active HD-OBD fault is set, a permanent

fault is also set.Permanent DTCs are

cleared when the moni-tor that set the code

passes on 3 consecutive drive cycles.

These are historic faults and should not

be treated as a current problem with the control system.




After connecting ServiceMaxx to the vehicle, you see that “SPN 3251 FMI 0: DPF Differ-ential Pressure Excessively High” is an “Active” DTC. This explains the DPF Warning Light and MIL being illuminated on the dashboard.

To find out some information behind the cause of this fault, let’s take a look at the monitor for DPF Differential Pressure. Click on the “Sessions” dropdown and then select “HD-OBD Monitors.” Now, go ahead and click on the “Monitor Results” tab.

Scrolling through the list of Monitors will eventually lead you to the monitor for “SPN 3251 FMI 0: DPF Differential Pressure Excessively High.” If you look to the far right side of the monitor description, you’ll see that it states “Test Failed.”

Think back to our earlier discussion about Monitor Malfunction Criteria; do you remember how a monitor determines the PASS or FAIL status? This monitor shows “Test Failed” because the actual DPF Differential Pressure reading of 394 kPa, shown in the “Value” column, is greater than the Maximum Performance Threshold of 350 kPa. Now that we have verified a fault with the DPF, we’ll need to refer to the Engine Diagnostic Manual on Service Portal to complete the repair.

Upon following the steps in the Engine Diagnostic Manual, you verify that the vehicle has a restricted DPF. You then remove the DPF from the truck, perform the DPF Cleaning Procedure, and re-install the cleaned DPF. Finally, the Diagnostic Manual instructs you to Clear all DTCs and re-test to verify completion of the repair. To Clear the DTCs and verify the repair is complete, click on “Clear DTCs” at the bottom of the ServiceMaxx screen.

All DTCs and their associated Freeze Frame data have now been erased and the Monitor information has been reset. Until the appropriate drive cycles have been completed, the Monitor Statuses will show “Test Not Run.” Click the “Refresh” button to see the Monitor status after completing the required Drive Cycle.

The Monitor status for “SPN 3251 FMI 0: DPF Differential Pressure Excessively High” now shows “Test Passed” and the DTC has not returned. It looks like you have successfully com-pleted the repair! Congratulations, you just used the HD-OBD Session in ServiceMaxx to help diagnose a vehicle fault and verify completion of the repair! This concludes Module 2.



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NOTES



module 3 OverviewIn this module, we will briefly outline both the hardware and calibration changes made to Navistar’s engines to meet the 2013 EPA emissions and OBD standards.

6.4 Liter V-8The first engine we’ll cover is Navistar’s 6.4 liter V8. For 2013, this V-8 engine will now have a Turbocharger Compressor Outlet Temperature Sensor standard on all horsepower ratings. The location of this two-wire sensor is in the middle of the elbow on the outlet of the Turbocharger Compressor Housing.

In addition to the Turbocharger Outlet Temperature Sensor, a Charge Air Cooler Outlet Temperature sensor has also been added to the V-8.

To support the additional sensors, the V-8 will use an updated Over-Molded Engine Harness.

Navistar is also upgrading a variety of internal and external components of the V-8 engine. While these upgrades will increase reliability and durability, they should not impact service or diagnostic procedures.

7.6 and 9.3 Liter I-6For 2013, a number of changes have been made to the 7.6 liter and 9.3 liter I-6 engines. Initial changes consist of enhancements to the current ECU, including additional memory and an Engine-Off Timer. The Engine-Off timer is an OBD requirement and is used as a Key-OFF timer to monitor cold-soak conditions.

The ECU will continue to use the same connector, however the Engine-Off timer will require an additional power circuit in the Chassis Harness that will be wired to a previously unused pin.

On most applications, this power circuit will have the power spliced from the ECM Power Relay circuit and will be provided constant battery voltage with a 5 amp inline fuse located on the side of the Mega Fuse Bulkhead.

On RE bus applications, the ECU-Off Timer power circuit will be added to the exist-ing Arens Power Distribution Center and will be fused inside of the Fuse Box. No visible change will be made to the harness routing, but the Wait-To-Start lamp will now be hard-wired.

Changes to the I-6 also include the addition of a Charge-Air-Cooler Outlet Temperature Sensor, which will be installed in a newly designed Intake Throttle Cuff.

A High Pressure Compressor Inlet Temperature Sensor will be installed at the Compressor Inlet on I-6 engines rated at 245 horsepower and higher.

mODuLE 3: COmPONENT AND CALIBrATION CHANGES TO NAVISTAr® ENGINES

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mODuLE 3: COmPONENT AND CALIBrATION CHANGES TO NAVISTAr® ENGINES

Big Bore 11 and 13 LiterWhile some calibration changes were made to the 11 and 13 Liter engines to comply with current EPA and OBD standards, no hardware changes were made to these engines.

That wraps up our overview of the HD OBD related Component and Calibration changes to Navistar’s engines, and completes the final module of this training program.

ConclusionThis concludes the Navistar training course on 2013 EPA Heavy-Duty On-Board Diagnostics.

Thank you for your participation.

2013 EPA Heavy-Duty On-Board Diagnostics Study Guide • © 2013 Navistar, Inc. All rights reserved. All marks are trademarks of their respective owners. 2013 EPA Heavy-Duty On-Board Diagnostics Study Guide • © 2013 Navistar, Inc. All rights reserved. All marks are trademarks of their respective owners. 17

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2013 EPA Heavy-Duty On-Board Diagnostics Overview for Technicians STUDY GUIDE

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