Bruce Amacker

Your truck should have two coolant sensors, one for the gauge and one ECT. I'd be a lot less concerned about the ECT than everything else at this point. Your ECT should be on the right front side of the motor near the water pump. Clear the codes, test drive it, and see what pops back up. Pay particular attention to active codes, of course. From my book: Enter Diagnostic Mode- This is done by holding in the “Engine Diagnostics” button, (right side of steering column) turning on key, and releasing “Engine Diagnostics” button. Do not start the engine. The red “OWL” or Oil-Water Light will flash once, signaling the beginning of active codes. The yellow “Warn Engine” light will flash the proper active codes. 1-1-1 means no active codes are found. Active codes are “Broken Now” codes. Inactive codes are history codes, which means the ECM saw something happen a while ago. The red Oil/Water light will flash twice, signaling the end of active codes, and the beginning of inactive, or history codes. The yellow “Warn Engine” light will then flash the inactive, or history codes. The red “Oil/Water” light will flash three times to signal the end of codes. Since 111 is "no codes found", a happy truck is R-YYY-RR-YYY-RRR. The process can be repeated by turning the key off and starting over. To clear all codes, depress the accelerator pedal three times while in Diagnostic Mode. Recheck for DTC's because it doesn't always clear the codes like it should. Good Luck!

IH has their DTC's listed on their body builder website, yours would be here: https://evalue.internationaldelivers.com/service/bodybuilder/general/default.aspx?pageid=3 (Beware! The listing is screwy. If you're looking up a T444E or DT466E 3 box, you select "Diagnostics". If you're working on a '98-up DLC/Navpack single module system, you select W/CEC. 3 box systems were built roughly 94-97 but there are plenty of exceptions. You really need to know how to identify them by sight. Keith: You should probably link this site on your Tech Resources column.) The 622 will definitely cause a lack of power as it means the ECM is not using the HP rating assigned to it (in the VCM) but rather the default of 175HP. You've got several issues, it's tough to tell you where to start. Check the harness like Damon said and check the VCM plugs for green death in the left kick panel (not easy) as they tend to corrode a lot. Flash Codes : 113 ATA CODE: PID 168 FMI 36 Condition Description: Internal voltage power out of range LOW Code 113 can be caused by consistently less than 6.5 volts being applied to ECM pins 21, 22 and 41. This can be caused by a defective alternator or ECM power relay, discharged batteries, and/or increased resistance in the battery feed circuits. Code 113 does not turn the Engine Warning Light ON. If the condition causing Code 113 to set is an intermittent condition, when the condition is no longer present, the code status will change from active to inactive. Flash Codes : 541 ATA CODE: SID 155 FMI 11 Condition Description: IDM feedback toggle not detected by ECM Flash code 541 is set by the ECM. The ECM monitors the CI, FDCS and EF signals for voltage levels. If the ECM detects that the CI or FDCS is open or if the EF signal is not sending a 100 Hz. signal, this code will be set. This code will cause the Engine Warning light to be illuminated. Possible causes are a short or open on the EF circuit if this code is the only code present. If accompanied by other IDM circuit faults the IDM may not be powered or operational. If displayed during an Engine Off Standard Test will be accompanied by code 543. This code may be set due to other faults in the ECM due to a reset condition. If other codes are present repair them first in the order of importance for engine operation by itself. Flash Codes : 221 ATA CODE: SID 244 FMI 2 Condition Description: SCCS Switch or Circuit Fault Causes: Open, short (HIGH or LOW), or bias high or low in SCCS circuits or components. The ECM monitors the R-APS signal input at ECM terminal 30 from the remote pedal sensor for out-of-range signals, high or low. Biased High or Low - A wiring or component defect that changes the circuit resistance (corroded switch contacts, poor connections, dirty or corroded terminals etc.) will alter the signal, causing the code to be set. A short to a 12V or 5V circuit will change the expected signal. A short to ground changes the expected signal. Corrective Action: Perform Testing SCCS Circuits. RPS Diagnostics The ECM monitors the R-APS signal input at ECM terminal 30 from the remote pedal sensor for out-of-range signals, high or low. Flash Codes : 325 ATA CODE: PID 110 FMI 14 Condition Description: Power Reduced, Matched to Cooling System Performance Code 325 will be set if the cooling system temperature exceeds 214° F (101° C). At this temperature the ECM will reduce the fuel delivered to the engine. For each one Celsius degree of temperature the fuel will be reduced 6%. This reduces the heat produced by the engine thereby reducing the burden on the engine cooling system. It will also slow the vehicle speed encouraging the operator to downshift, thus increasing the efficiency of the cooling system. As the temperature is reduced the compensation level is reduced until the temperature drops below 214° F (101° C) at which normal operation is resumed. Flash Codes : 622 ATA CODE: SID 253 FMI 0 Condition Description: Engine using Field Default Rating Symptoms: Engine Warning Light ON, customer options disabled (cruise controls etc.) and the engine is limited to 175 HP. When the vehicle is not operating under normal operating conditions, the ECM uses either partial or full field default values stored in ECM memory, instead of programmed values that are stored in VPM memory. When the ECM is using Full Field Default values, code 622 is set. If the condition causing the ECM to operate using field defaults is intermittent, and the condition is no longer present, code 622 will become inactive and normal engine operation will resume. Code 622 is an indicator that field defaults are being used. Other codes cause code 622 to be set. The other codes identify the condition that caused the ECM to use field defaults. If, for any reason, the ECM is unable to down load parameter values from the VPM are not valid, then the ECM selects full or partial Field Default parameter values. The Field Default parameter values are stored in the ECM. If no data is available from the VPM, full field defaults are used. If only certain data is corrupt, then partial field defaults may be used. If code 622 is active: Review other logged codes. The specific values that the ECM is unable to download and/or reason for the communication failure must be determined and corrected. When corrected, the ECM will not use the field default mode of operation. Good Luck!

Damon and I (and 15 other industry people) sat in ASE workshops two weeks last year writing the test questions for the A9 test and believe me, it ain't gonna be a picnic to pass it. Lucky the A9 isn't needed for CMAT or CMTT. I have my CMAT, CMTT, L1 and L2. Damon has so many ASE's I can't even count, maybe 50? Maybe 4 or 5 Masters? Some people just don't know when to quit.....

The Motorcraft website won't let you do an upgrade unless it sees a valid VCM serial number stored in your PC that is linked to an current subscription.($$$) How are they getting around that? Lithuania, huh? It still doesn't pass the smell test. If it were my second or third VCM I might consider it, but beware!

Most tools are available separately from http://international.spx.com/portal/site/International-SPX 1: Never assume it's in stock. Long backorders are common. 2. Never assume it's cheap. 3. The HP oil puck tool for 6.0's is listed wrong. 4. The IPR socket might be ZTSE4666 IPR SOCKET $64.00 Good Luck!

AFC 07916 March 2008 revised May 2008 affects trucks built 1-1-05 to 12-1-07. It puts a FP switch in, overlay harness, new FP regulator, and reflash. It clearly states it will set a DTC 372 when FP goes low but FP will not read in MD or Saint. Maybe it's only an on/off switch and not a sensor. Late DT's have a true sensor that reads FP in scan data. I'll send it to you if you want the PDF. E-mail me at bamacker@aol.com

What's IPR command at a hot idle? Ground the IPR return wire while it's idling and makes sure it builds 4100psi or more. This is a common problem on DT engines- blows a 333 as soon as you go WOT, max pressure about 1800psi when deadheaded. Good Luck!

Sorry for the delay, been on a cruise ship the last week. What year is this beast, and what software are you using? I don't have access to all of my stuff while I'm on vacation, but memory tells me there was a reflash for installing the FP sensor and you should be able to read FP. I'm not sure, but you might need Saint or SM to access the pid. Good Luck! Keith: No smilies?

I agree totally on both counts. Make sure the piston is at EXACT TDC compression. Keep important appendages away from the belts as the engine will have a tendency to whip a half turn with a vengeance and no notice.

Loose tone wheels are unusual, but have been seen on 6.0s. Your problem sounds fuel or injector related. I'd fill the secondary FF with Stanadyne Performance Formula and retest in the shop. If your misfire changes or goes away, it's poor quality fuel or bad injectors. Just because they're new doesn't mean they're good..... Good Luck! /forums/images/%%GRAEMLIN_URL%%/grin.gif

Agreed. A rubbed harness or bad STC fitting will give this complaint. Good Luck! /forums/images/%%GRAEMLIN_URL%%/grin.gif

Basic PN 6F089 Good Luck! /forums/images/%%GRAEMLIN_URL%%/grin.gif

Try unplugging the ICP when it happens. Also check your ICPV KOEO, it is the same as a 6.0, which is .18-.24v. It should build about 1.5V cranking pretty quickly. Don't rely on ICP as it is a calculated value and may be substituted by the PCM. Only use ICPV when diagnosing a HP oil problem on any PSD. If your HP reservoir is full, it's probably not the LP pump. My gut feeling would be to try a new IPR. Good Luck! /forums/images/%%GRAEMLIN_URL%%/grin.gif

I agree. I'd like to hear from your IT guy how your laptop would infect a PCM..... /forums/images/%%GRAEMLIN_URL%%/shrug.gif

And if you don't handle the torch just right, you look like Larry's avatar..... /forums/images/%%GRAEMLIN_URL%%/flamethrower.gif /forums/images/%%GRAEMLIN_URL%%/grin.gif

You're screwed. I've seen (and done) bolt removal with a torch, but it's not for the weak of heart. If you glow the center and hit the O2 for JUST the right amount of time, the hole will be clean enough to screw a bolt into. No lie, I've seen it done, but my spine is only steel and not Kryptonite, so I've only done it once or twice on a customer vehicle. I'd suggest some trial runs on scrap parts before venturing in this direction. Good Luck! /forums/images/%%GRAEMLIN_URL%%/grin.gif

I'm getting this urgent feeling I'm about to lose my lunch. /forums/images/%%GRAEMLIN_URL%%/sick.gif

I think you'll find 9.6v way too low for a cranking voltage. You're getting a battery load test confused (that uses 9.6 minimum voltage at 1/2 CCA carbon pile amp load). Most 7.3s will crank at about 11v. I use 10.5v as a borderline bad figure in a reasonable climate. You live on the fringe of Hell, however. Good Luck! /forums/images/%%GRAEMLIN_URL%%/grin.gif PS Nice avatar! You shaved your mustache? /forums/images/%%GRAEMLIN_URL%%/laugh.gif

Remember that amp draw is directly related to how good the batteries are, if battery voltage is low, amperage goes UP, so it may not be the answer you're looking for. On a scope capture, I have a known good Gen 2 7.3 showing a 1364 amp initial spike and an average cranking amperage of about 473 amps. I'd suggest you do a voltage drop test on the battery cables, they should read .3v or less. If the batteries pass a carbon pile load test and voltage drop is good, cranking speed on a 7.3 should be about 175 warm and 150+ cold (outside). Use a scan tool to read the RPM cranking. Good Luck! /forums/images/%%GRAEMLIN_URL%%/grin.gif

There's a lot of different part numbers but as a general rule they will all interchange. Later (especially 99's) ones will set a false IDM comm code and there are special PN's for those. Yours will be silver, his will be black. Put it in and run it. Good Luck! /forums/images/%%GRAEMLIN_URL%%/grin.gif

Cool, Thanks! /forums/images/%%GRAEMLIN_URL%%/grin.gif

That's connector C1232A, not C1232B. /forums/images/%%GRAEMLIN_URL%%/grin.gif

Are there any Freightliner techs on this forum? I'm writing an M2 Multiplexing class and looking for support from M2 techs. This could mean broken parts, case studies, pattern problems, and general info outside of the service manuals. Let me know if there's anyone that is interested. Happy New Year! /forums/images/%%GRAEMLIN_URL%%/grin.gif

Pin 12 is not used, I wonder why they were having you check that terminal? It sounds like some kind of internal ground circuit by the voltage levels.... Happy New Year! /forums/images/%%GRAEMLIN_URL%%/cheers.gif