International VT 275 V6 Service Manual

®

VT 275 V6 ENGINE

model year 2005

FORWARD

This publication is intended to provide technicians and service personnel with an overview of technical features of the International service literature. Consult the latest SERVICE and DIAGNOSTIC manuals before conducting any service or repairs.

®

VT 275 Diesel Engine. The information contained in this publication will supplement information contained in available

Safety Information

s

BBaatttteerriiees This manual provides general and specific service procedures and repair methods essential for reliable engine operation and your safety. Since many variations in procedures, tools, and service parts are involved, advice for all possible safety conditions and hazards cannot be stated.

Departure from instructions in this manual or disregard of warnings and cautions can lead to injury, death, or both, and damage to the engine or vehicle.

Read safety instructions below before doing service and test procedures in this manual for the engine or vehicle. See related application manuals for more information.

Safety Instructions

e

VVeehhiicclle

• Make sure the vehicle is in neutral, the parking brake is set,

and the wheels are bloc diagnostic procedures on the engine or vehicle.

ked before doing any work or

• Batteries produce highly flammable gas during and after c

harging.

• Always disconnect the main negative battery cable first.

• Always connect the main negative battery cable last.

• Avoid leaning over batteries.

• Protect your eyes.

• Do not expose batteries to open flames or sparks.

• Do not smoke in workplace.

CCoommpprreesssseedd AAiir

• Limit shop air pressure for blow gun to 207 kPa (30psi).

• Use approved equipment.

• Do not direct air at b

r

ody or clothing.

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• Keep area clean, dry and organized.

• K

• Make sure the work area is ventilated and well lit.

• Make sure a First Aid Kit is available.

SSaaffeettyy EEqquuiippmmeennt

• Use correct lifting devices.

• Use saf

PPrrootteeccttiivvee MMeeaassuurrees

• Wear protective glasses and saf bare feet, sandals, or sneakers).

• Wear appropriate hearing protection.

• Wear correct clothing.

• Do not wear rings, watches, or other jewelry.

• Restrain long hair.

FFiirree pprreevveennttiioon

• Make sure charged fire extinguishers are in the work area.

NNOOTTEE: ensure that the following fire types can be extinguished.

a

eep tools and parts off the floor.

t

ety blocks and stands.

s

ety shoes (do not work in

n

:

Check the classification of eac

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

2. Type B - Flammable liquids

3. Type C - Electrical equipment

h fire extinguisher to

• Wear safety glasses or goggles.

• Wear hearing protection.

• Use shielding to protect others in the work area.

s

TToooolls

• Make sure all tools are in good condition.

• Make sure all standard electrical tools are grounded.

• Check for frayed power cords before using power tools.

FFlluuiiddss UUnnddeerr PPrreessssuurre

• Use extreme caution when working on systems under pressure.

• F

ollow approved procedures only.

l

FFuueel

• Do not over fill fuel tank. Over fill creates a fire hazard.

• Do not smoke in the work area.

• Do not refuel the tank when the engine is running.

RReemmoovvaall ooff TToooollss,, PPaarrttss,, aanndd EEqquuiippmmeennt

• Reinstall all safety guards, shields and covers after servicing the engine.

• Make sure all tools, parts, and service equipment are removed from the engine and vehicle after all work is done.

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t

2

International®VT 275 V6 Engine

TABLE OF CONTENTS

OVERVIEW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6

COMPONENT LOCATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8

DESIGN FEATURES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .18

ELECTRONIC CONTROL SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .22

AIR MANAGEMENT SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .40

FUEL SUPPLY SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .48

FUEL MANAGEMENT SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .52

INJECTOR OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .56

LUBRICATION SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .60

COOLING SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .68

UNIQUE REPAIR PROCEDURES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .72

SPECIAL TOOLS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .86

DIAGNOSTIC PROCEDURES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .90

DIAGNOSTIC TROUBLE CODES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .100

ENGINE & CHASSIS SCHEMATIC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .102

POWER DISTRIBUTION CENTER FUSES . . . . . . . . . . . . . . . . . . . . . . . . . . .104

GLOSSARY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .106

INDEX . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .108

International®VT 275 V6 Engine

3

4

DIRECT INJECTION TURBOCHARGED DIESEL ENGINE

VT 275 FEATURES

• 90° V6

• Offset Crankpins

• Rear Gear Train

• Primary Balancer

• Regulated Two-Stage Turbocharging System

• Four Valves per Cylinder

• Cooled Exhaust Gas Recirculation

• Electro-Hydraulic Generation 2 Fuel Injection System

• Top Mounted Oil and Fuel Filters

International®VT 275 V6 Engine

5

VT 275 OVERVIEW

0

50

100

150

200

250

300

350

400

450

500

600

800

1000

1200

1400

1600

1800

2000

2200

2400

2600

2800

3000

3200

3400

3600

0

25

50

75

100

125

150

175

200

225

250

Torque (ft-lb)

Power (HP)

Engine Speed (RPM)

Load (ft-lb)

Power (HP)

Power & Torque Curve

VT 275 ENGINE SPECIFICATIONS

Engine Type . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-stroke, direct injection diesel

Configuration . . . . . . . . . . . . . . . . . . . . . . . . . . . . V6, pushrod operated four valves / cylinder

Displacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 275 cu. in. (4.5 liters)

Bore . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.74 in. (95 mm)

Stroke . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.134 in. (105 mm)

Compression Ratio . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18.0:1

Aspiration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Twin turbocharged and charge air cooled

Rated Power . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 200 hp @ 2700 rpm

Peak Torque . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 440 lb-ft @ 1800 rpm

Engine Rotation, Facing the Flywheel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Counterclockwise

Injection System . . . . . . . . . . . . . . . . . . . . . . . . . Electro-hydraulic generation 2 fuel injection

Cooling System Capacity (Engine Only) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11 quarts

Lube System Capacity (Engine Only) . . . . . . 13 quarts with oil filter (14 quarts at overhaul)

Slide Title Goes Here

Horsepower and Torque

• The VT 275 engine is offered with only one horsepower and torque rating for the 2005 model year. The engine creates 200 horsepower at 2700 rpm and 440 lb-ft of torque at 1800 rpm. The engine has a high idle speed of 2775 rpm with automatic transmission. The engine idle speed is set at 700 rpm and is not adjustable.

6

International®VT 275 V6 Engine

Engine Serial Number

2

4

6

5

3

1

Front

L

R

• The Engine Serial Number (ESN) for the VT 275 is located on a machined surface at the left rear corner of the crankcase just below the cylinder head.

• The ESN identifies the engine family, the build location, and the sequential build number.

• Engine Serial Number Example

4.5HM2Y0135617

4.5 = Engine displacement H = Diesel, T M2 = Motor Truck Y = Huntsville 0135617 = Build Sequence

urbocharged

Emissions Label

• The Environmental Protection Agency (EPA) emissions label is on top of the breather, toward the front, on the left valve cover. The label includes the following:

VT 275 OVERVIEW

-Advertised horsepower rating

-Engine model code

-Service application

-Emission family and control system

-Year the engine was certified to meet EPA emission standards.

Cylinder Numbering

• The cylinders on the VT 275 are numbered from the front of the right bank 1, 3, 5 and from the front of the left bank 2, 4 and 6.

• The engine firing order is 1-2-5-6-3-4

International®VT 275 V6 Engine

7

COMPONENT LOCATIONS - FRONT OF ENGINE

AAIIRR IINNLLEETT HHEEAATTEERR

HHEEAATTEERR SSUUPPPPLLYY TTUUBBEE

SSMMOOOOTTHH IIDDLLEERR PPUULLLLEEYY

AAIIRR IINNLLEETT HHEEAATTEERR

AAIIRR IINNLLEETT

IINNTTAAKKEE MMAANNIIFFOOLLDD

BBAANNJJOO BBOOLLTT WWIITTHH

CCHHEECCKK VVAALLVVEE

FFUUEELL TTUUBBEE TTOO RRIIGGHHTT BBAANNKK

MMAATT SSEENNSSOORR

PPOOWWEERR SSTTEEEERRIINNGG

PPUUMMPP BBRRAACCKKEETT

BBEELLTT TTEENNSSIIOONNEERR

OOIILL PPUUMMPP CCOOVVEERR

8

International®VT 275 V6 Engine

COMPONENT LOCATIONS - LEFT FRONT OF ENGINE

GGRROOOOVVEEDD IIDDLLEERR PPUULLLLEEYY

BBRREEAATTHHEERR

SSMMOOOOTTHH IIDDLLEERR PPUULLLLEEYY

RREETTUURRNN TTUUBBEE

CCOOOOLLAANNTT OOUUTTLLEETT

HHEEAATTEERR

International®VT 275 V6 Engine

9

COMPONENT LOCATIONS - LEFT SIDE OF ENGINE

AAIIRR IINNLLEETT DDUUCCTT

OOIILL LLEEVVEELL

LLEEFFTT BBAANNKK

GGLLOOWW PPLLUUGGSS

GGAAUUGGEE

10

CCMMPP SSEENNSSOORR

FFUUEELL RREETTUURRNN TTOO TTAANNKK

International®VT 275 V6 Engine

SSUUPPPPLLYY FFRROOMM FFUUEELL PPUUMMPP

AANNDD PPRRIIMMAARRYY FFIILLTTEERR

IIPPRR AANNDD

HHEEAATT SSHHIIEELLDD

COMPONENT LOCATIONS - LEFT REAR OF ENGINE

LLIIFFTTIINNGG EEYYEESS

LLEEFFTT BBAANNKK

EEXXHHAAUUSSTT MMAANNIIFFOOLLDD

RREEAARR CCOOVVEERR

International®VT 275 V6 Engine

11

COMPONENT LOCATIONS - REAR OF ENGINE

OOIILL FFIILLTTEERR HHOOUUSSIINNGG

FFUUEELL FFIILLTTEERR HHOOUUSSIINNGG

TTUURRBBIINNEE OOUUTTLLEETT

EEXXHHAAUUSSTT TTUUBBEE AASSSSEEMMBBLLYY

HHIIGGHH PPRREESSSSUURREE PPUUMMPP CCOOVVEERR

12

International®VT 275 V6 Engine

COMPONENT LOCATIONS - RIGHT REAR OF ENGINE

HHIIGGHH PPRREESSSSUURREE CCOOMMPPRREESSSSOORR HHOOUUSSIINNGG

CCOOOOLLAANNTT

HHEEAATTEERR

UUPPPPEERR OOIILL PPAANN

LLOOWWEERR OOIILL PPAANN

International®VT 275 V6 Engine

13

COMPONENT LOCATIONS - RIGHT SIDE OF ENGINE

OOUUTTLLEETT TTOO CCHHAARRGGEE AAIIRR CCOOOOLLEERR

TTUURRBBOOCCHHAARRGGEERR CCRROOSSSSOOVVEERR TTUUBBEE

IICCPP

SSEENNSSOORR

RRIIGGHHTT BBAANNKK

GGLLOOWW PPLLUUGGSS

CCRRAANNKKCCAASSEE

LLOOWWEERR

CCRRAANNKKCCAASSEE

CCKKPP SSEENNSSOORR

14

International®VT 275 V6 Engine

COMPONENT LOCATIONS - RIGHT FRONT OF ENGINE

PPNNEEUUMMAATTIICC AACCTTUUAATTOORR

BBOOOOSSTT CCOONNTTRROOLL SSOOLLEENNOOIIDD

MMAAPP

SSEENNSSOORR

EECCTT

SSEENNSSOORR

WWAATTEERR PPUUMMPP

PPUULLLLEEYY

AANNDD FFAANN DDRRIIVVEE

International®VT 275 V6 Engine

15

COMPONENT LOCATIONS - TOP OF ENGINE WITHOUT HARNESS

HHIIGGHH PPRREESSSSUURREE PPUUMMPP

IINNJJEECCTTOORR CCOONNNNEECCTTOORRSS

HHIIGGHH PPRREESSSSUURREE TTUURRBBIINNEE HHOOUUSSIINNGG

EEGGRR VVAALLVVEE

LLOOWW PPRREESSSSUURREE TTUURRBBOO CCOOMMPPRREESSSSOORR HHOOUUSSIINNGG

TTUURRBBOOCCHHAARRGGEERR

OOIILL SSUUPPPPLLYY LLIINNEE

EEOOPP SSWWIITTCCHH

EEOOTT SSEENNSSOORR

16

International®VT 275 V6 Engine

COMPONENT LOCATIONS - TOP OF ENGINE WITH HARNESS

MMAAFF SSEENNSSOORR CCOONNNNEECCTTOORR

((SSEENNSSOORR NNOOTT SSHHOOWWNN))

IINNJJEECCTTOORR HHAARRNNEESSSS CCOONNNNEECCTTOORR

HHAARRNNEESSSS TTOO

CCHHAASSSSIISS MMOOUUNNTTEEDD

EECCMM//IIDDMM

BBOOOOSSTT CCOONNTTRROOLL SSOOLLEENNOOIIDD

AALLTTEERRNNAATTOORR FFUUSSIIBBLLEE LLIINNKKSS

((AALLTTEERRNNAATTOORR NNOOTT SSHHOOWWNN))

International®VT 275 V6 Engine

17

VT 275 DESIGN FEATURES

RROOCCKKEERR AARRMM CCAARRRRIIEERR

RROOCCKKEERR AARRMM

RROOCCKKEERR AARRMM FFUULLCCRRUUMM

Cylinder Head Assembly

• The VT 275 has an aluminum rocker arm carrier for each cylinder head. The carrier holds the fulcrum plates and the attached rocker arms and can be removed as an assembly from the cylinder head without removing the rocker arms.

• Each rocker arm pivots on a steel ball located by detents in the fulcrum plate. Four head bolts on each cylinder head pass through the two single and two dual fulcrum plates serving to clamp the plates to the carrier.

• The cylinder head is sealed to the crankcase deck surface with a shim type gasket that must be replaced if any of the head bolts are removed. The 14mm head bolts are torque to yield and cannot be reused.

• The carrier is sealed to the cylinder head with a push-in-place gasket. The cylinder head and carrier are clamped to the crankcase with eight 14mm bolts. Six additional 8mm bolts around the perimeter clamp the carrier to the cylinder head and four additional 8mm bolts serve to clamp the top of the head to the crankcase. Two hollow dowels in the cylinder head are used to align the rocker arm carrier to the cylinder head.

IINNJJEECCTTOORR PPAASSSS-- TTHHRROOUUGGHH

DDUUAALL FFUULLCCRRUUMM PPLLAATTEE

HHEEAADD BBOOLLTTSS

SSIINNGGLLEE FFUULLCCRRUUMM PPLLAATTEE

18

88mmmm FFUULLCCRRUUMM BBOOLLTT

GGLLOOWW PPLLUUGG

CCOONNNNEECCTTOORR OOPPEENNIINNGG

International®VT 275 V6 Engine

Rocker Arm Carrier

• The rocker arm carrier serves as an attachment point for the fulcrum plates and the rocker arms. In addition to the head bolts, single fulcrum plates are attached to the rocker arm carrier with one 8mm bolt. The dual fulcrum plates are attached with two 8mm bolts. The fulcrum plates are marked with E and I as assembly aids to show the valves they support. The E and I must be visible after assembly to the head. In addition, the carrier provides a passage for each snap-in-place injector passthrough and the push-in-place glow plug connectors.

VT 275 DESIGN FEATURES

Crankcase Assembly

• The VT 275 has four main bearings but replaces the traditional individual main bearing caps with a one-piece lower crankcase assembly. The lower crankcase is made of cast iron and is stronger than the individual caps. The lower crankcase is attached to the crankcase with sixteen 14mm main bearing bolts of two lengths with the shorter bolts to the outside. Three additional 8mm bolts are used on each side at the perimeter. The lower crankcase is sealed to the crankcase with two pushin-place seals.

Crankcase and Oil Pan

• The upper oil pan bolts to the lower crankcase and is sealed with a full perimeter push-in-place gasket. The lower sheet metal oil pan is sealed to the upper cast aluminum oil pan with a full perimeter push-in-place gasket. The upper oil pan is wider than the crankcase and allows for greater oil pan capacity without increased depth.

1144mmmm MMAAIINN BBEEAARRIINNGG BBOOLLTTSS

LLOOWWEERR OOIILL PPAANN

OOIILL PPIICCKK--UUPP TTUUBBEE

LLOOWWEERR CCRRAANNKKCCAASSEE

88mmmm BBOOLLTTSS

UUPPPPEERR OOIILL PPAANN

• The oil pickup is sealed to the upper oil pan with an O-ring and attached with two 6mm bolts. Oil pulled through the oil pickup tube passes through a passage cast in the upper oil pan to the lower crankcase. The lower crankcase has a machined passage that takes oil to a front cover passage that leads to the oil pump. Openings in the upper oil pan allow oil to return to the pan during engine operation but also serve to keep oil in the pan away from the rotating crankshaft.

CCRRAANNKKSSHHAAFFTT

UUPPPPEERR

CCRRAANNKKCCAASSEE

LLOOWWEERR

CCRRAANNKKCCAASSEE

International®VT 275 V6 Engine

19

VT 275 DESIGN FEATURES

CCAAMMSSHHAAFFTT GGEEAARR

BBAALLAANNCCEERR SSHHAAFFTT GGEEAARR

CCRRAANNKKSSHHAAFFTT FFLLAANNGGEE AANNDD GGEEAARR

HHIIGGHH PPRREESSSSUURREE OOIILL

PPUUMMPP GGEEAARR

Rear Gear Train

• The VT 275 gear train is located at the rear of the engine. The crankshaft gear is a press fit on the crankshaft and drives the camshaft gear directly. The crankshaft flange with integral gear is pressed on the end of the crankshaft then clamped with six 12mm bolts. The camshaft gear must be timed to the crankshaft gear during assembly to maintain the correct relationship.

• The rear flange gear drives the primary balance shaft gear at a one-to-one ratio. The balance shaft runs through the hollow camshaft to the front of the crankcase and has the balance shaft counterweight bolted to the front of the shaft. The flange gear and balance shaft gear must be timed to maintain the correct relationship between the balance shaft counterweight and the crankshaft.

• The high-pressure oil pump is located in the Vee of the engine and is driven directly off the camshaft gear. The oil pump gear does not require timing.

CCRRAANNKKSSHHAAFFTT FFLLAANNGGEE && GGEEAARR

TTIIMMIINNGG PPIINN HHOOLLEE

CCAAMMSSHHAAFFTT

BBAALLAANNCCEERR

SSHHAAFFTT GGEEAARR

TTIIMMIINNGG GGEEAARR

DDOOTTSS

GGEEAARR

• Note: The crankshaft gear that drives the camshaft is located behind the flange gear

Gear Timing

• The camshaft and balance shaft must be timed to the crankshaft for proper engine operation. During reassembly a timing pin that aligns the camshaft gear and the balance shaft gear is placed through the gears and into a hole machined in the crankcase, then the crankshaft is installed while aligning the balance shaft and flange gear dots. If only the balance shaft is out of the engine, the shaft can be installed while aligning the balance shaft gear and flange gear dots.

.

20

International®VT 275 V6 Engine

Offset Crankpins

• The 4-stroke engine requires 720° of crankshaft rotation to complete all four strokes of the cycle. In a multi-cylinder engine dividing the 720 degrees by the number of cylinders will equal the ideal crankshaft rotation between combustion events in the firing order. The VT 275 achieves equal spacing of the combustion events by splitting the crankpins and staggering the individual journals 30º.

Balance Shaft Timing

• The crankshaft counterweight, flywheel, and damper are used to offset the rotating and reciprocating forces developed in the 90° V6 engine, but these components alone will not offset the couple imbalance. Couple imbalance is created when two or more forces act on the crankshaft at different points along its length. Couple imbalance, if not offset, results in pitch and yaw forces on the engine that are felt by the vehicle occupants as a vibration.

CCOOUUNNTTEERR WWEEIIGGHHTTEEDD

BBAALLAANNCCEERR SSHHAAFFTT GGEEAARR

VT 275 DESIGN FEATURES

##44 CCRRAANNKKPPIINN

##33 CCRRAANNKKPPIINN

BBAALLAANNCCEERR SSHHAAFFTT

CCOOUUNNTTEERR WWEEIIGGHHTT

• Couple imbalance forces in the engine are offset by the balance shaft forces as it rotates at crankshaft speed but in the opposite direction.

International®VT 275 V6 Engine

21

ECT

ECM

CKP

IDM

BAP

EOP

MAPICPIPR

EGR DRIVE

MODULE

BCS MAF / IAT

EOTMAT APS / IVS

CMP

®

ELECTRONIC CONTROL

SYSTEM

• ECM and IDM control system

• Dual magnetic pick-up timing sensors

• Electric motor driven EGR valve

• ECM boost control

System Features

• The VT 275 engine uses the Diamond Logic™ II Control System. The electronic control system features an Engine Control Module (ECM) and an Injector Drive Module (IDM).

• The Exhaust Gas Recirculation (EGR) valve is positioned by an ECM controlled electric stepper motor. The system uses an EGR drive module to communicate commands from the ECM to the EGR valve.

• VT 275 engines use two magnetic pickup sensors to determine crankshaft speed and position and camshaft position. Magnetic pick-up sensors feature high reliability and accuracy.

22

• The VT 275 engine uses a twin turbocharger with ECM boost control.

International®VT 275 V6 Engine

ELECTRONIC CONTROL SYSTEM

ECM

• The ECM uses sensor inputs to control the Injection Pressure Regulator (IPR), the EGR valve, the boost control solenoid, the glow plug relay and the inlet air heater relay. The ECM also shares sensor data with the IDM over communication links between the two modules.

• The IDM is mounted on brackets cast into the ECM. The ECM and IDM are then mounted with vibration isolator grommets to the control module assembly bracket. The bracket is bolted to the truck's frame directly behind the passenger side of the cab and serves as the mounting point for the inlet air heater relay, the glow plug relay, and the Power Distribution Center (PDC).

IINNLLEETT AAIIRR

HHEEAATTEERR RREELLAAYY

CCOONNTTRROOLL MMOODDUULLEE

AASSSSEEMMBBLLYY BBRRAACCKKEETT

EECCMM

GGLLOOWW PPLLUUGG RREELLAAYY

IDM

• The Injector Drive Module (IDM) receives sensor information from the ECM over three communication links: the CAN 2 link, the CMPO circuit, and the CKPO circuit. The IDM uses this information to calculate injection timing and duration. The IDM controls injector operation through 48-volt signals to the twin injector coils.

• The ECM has four connectors. The connectors are called X1 through X4 with ECM X1 being the top ECM connector as mounted on the truck. The IDM has three connectors with IDM X1 being the top connector as mounted on the truck. The ECM X1 and X2 connectors are for engine sensor inputs and X3 and X4 are for chassis inputs. The IDM X1 and X2 connectors are for injector operation and X3 is for chassis inputs and communication between the ECM and IDM.

IIDDMM XX11

IIDDMM XX22

IIDDMM XX33

IIDDMM

EECCMM XX11

EECCMM XX22

EECCMM XX33

EECCMM XX44

International®VT 275 V6 Engine

23

ELECTRONIC CONTROL SYSTEM

EGR Drive Module

• The EGR Drive Module is mounted below the de-aeration tank. The module receives the desired EGR valve position from the ECM over the engine CAN 2 link. The module then sends a series of voltage and ground signals to the Motor U, V, and W terminals of the EGR valve. The voltage signals are Pulse Width Modulated (PWM) to control current flow to the motor field coils.

• The module receives battery voltage and ground through the 12-way engine-tochassis connector. The module supplies a reference voltage to three position sensors within the EGR valve. The drive module uses the sensor signals to determine the percent of valve opening.

EEGGRR DDRRIIVVEE MMOODDUULLEE

IINNLLEETT AAIIRR HHEEAATTEERR

IINNTTAAKKEE MMAANNIIFFOOLLDD

Inlet Air Heater Element

• The Inlet Air Heater element is located in the lower side of the intake manifold and projects through the manifold and into the inlet air stream.

• The element warms the incoming air to aid cold start and reduce emissions during warm-up. The ECM turns the inlet air heater on for a predetermined amount of time, based on engine oil temperature, intake air temperature, and barometric air pressure. The inlet air heater can remain on while the engine is running to reduce white smoke during engine warm-up.

24

International®VT 275 V6 Engine

Inlet Air Heater Relay

• The Inlet Air Heater (IAH) element is used to improve cold start operation, reduce emissions and white smoke, and improve engine warm-up. The relay is mounted next to the Power Distribution Center and is the taller of the two relays. The IAH relay receives battery power from the starter power-feed terminal and the normally open terminal connects to the element through the harness. One end of the relay coil is grounded through the engine 12-way connector. The relay closes when the coil receives voltage from the ECM.

AAIIRR HHEEAATTEERR RREELLAAYY

ELECTRONIC CONTROL SYSTEM

Glow Plug Relay

• Glow plugs are used to improve cold engine starting. Glow plug operation is controlled by the ECM through the glow plug relay. The glow plug relay is mounted next to the Power Distribution Center and is the shorter of the two relays. The relay common terminal is connected by jumper to the common terminal of the Inlet Air Heater relay. The normally open terminal connects to the glow plug harness. One end of the relay coil is grounded through the engine 12-way connector. The relay is closed when the other end of the coil receives voltage from the ECM.

Injection Pressure Regulator (IPR) Valve

• The IPR mounts to the high-pressure pump and controls the amount of oil allowed to drain from the high-pressure system. When the ECM increases the IPR signal duty cycle, the valve blocks the oil’s path to drain and pressure rises. When the ECM reduces the duty cycle, a larger volume of oil is allowed to drain from the system and pressure is reduced. The valve contains a pressure relief valve for the system that opens if system pressure reaches 4500 psi. The IPR is protected by a heat shield that must be reinstalled after servicing.

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International®VT 275 V6 Engine

25

ELECTRONIC CONTROL SYSTEM

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Boost Control Solenoid

• The turbocharger boost control solenoid valve is controlled by the ECM. When the ECM signal to the Boost Control solenoid is high, the valve opens, allowing pressure in the pneumatic actuator to vent into the turbo inlet duct. When the ECM signal is low, the valve closes, and pressure to the actuator equals boost pressure in the intake manifold.

Exhaust Gas Recirculation (EGR) Valve

• The EGR valve is used to control the percent of exhaust gas in the intake charge. The EGR valve consists of circuit board mounted position sensors, field coils surrounding an armature, and the valve group. The valve group has two poppet valves mounted to a common stem. When the drive module provides voltage and ground to the field coils in the proper sequence, stepped armature rotation occurs. A threaded rod engaged in the center of the rotating armature pushes or pulls against the spring loaded valve stem to force the valve to open or close.

26

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International®VT 275 V6 Engine

Mass Air Flow (MAF) Sensor

• The Mass Air Flow (MAF) sensor is mounted with ductwork between the turbocharger inlet and the air filter element. The sensor applies voltage to a low resistance thermistor exposed to the fresh air portion of the intake charge. The MAF sensor circuitry measures the increase in voltage required to offset the cooling effect of the air flow over the thermistor. This voltage is then converted into a variable frequency that is sent to the ECM. The MAF value can be read with MasterDiagnostics

®

software in lb./min.

ELECTRONIC CONTROL SYSTEM

ECM

BATT ERY

200 A F4

F-46

TO IDM RELAY

TO ENGINE INLINE 12-WAY

F41

F-12

R

PDC

1

STAR TER MOTOR RELAY

KEY SWITCH

PDC#

F4

F12

F41

F46

R

Device

30A...IDM/ECM

20A...RUN/ACC

10A...ECM PWR

5A...ECM KEY PWR

ECM RELAY - POSITION 5 0

X1 X2

X3 X4

X1 X2

X3 X4

X3-3 V

IGN

X3-5 ECM M PR

X4-1 ECM PWR

X4-2 ECM PWR

1

5

2

3

1

ECM Relay Circuit Operation

• The ECM controls its own power up and power down process. When the key is OFF, the ECM stays powered up for a brief period. The ECM then powers down after internal housekeeping functions have been completed.

Key Power

• The Run/Accessory position of the key switc

h receives battery voltage from the Power Distribution Center (PDC) fuse F-12. When the key is ON, the switch supplies battery voltage through fuse F46 to ECM pin X3-3. Battery voltage is available at all times through fuses F4 and F41 to ECM relay pins 1 and 3. The two fuses are in series, with F4 feeding both the IDM and ECM relays, and F41 dedicated to protecting the ECM circuit alone. Pin 1 supplies voltage to the relay coil.

• Pin 2 connects the coil to pin X3-5 of the ECM.

• When the key is ON, voltage supplied to pin X3-3 signals the ECM that the operator is going to start the engine. The ECM then supplies a ground circuit to pin X3-5. When this occurs, current flows through the ECM relay coil and creates a magnetic field causing the relay to latch. When latched, the relay connects pin 3 to pin 5 and supplies current to the ECM through pin X4-1 and X4-2.

International®VT 275 V6 Engine

Shut Down

• When the key is OFF and volt removed from ECM pin X3-3, the ECM shuts down the engine but keeps the ECM powered up briefly until the internal house keeping is completed.

age is

27

ECM

BATT ER

Y

200 A F4

F-46

TO IDM RELAY

F-12

R

PDC

F40

2

IDM

STAR TER MOTOR RELAY

KEY SWITCH

PDC#

F4

F12

F40

F46

R

Device

30A...IDM/ECM

20A...RUN/ACC

10A...IDM LOGIC

5A...ECM KEY PWR

IDM RELAY - POSITION 55

X1

X2

X3

X1

X2

X3

X3-8 IDM LOGIC POWER X3-24 IDM M AIN POWER X3-25 IDM MAIN POWER X3-4 IDM M AIN POWER X3-23 IDM M AIN POWER X3-27 IDM M PR X3-7 V

IGN

12

6

8

9

ENGINE IN-LINE 12-WAY

30 87

85 86

2

X1 X2

X3 X4

X1 X2

X3 X4

ELECTRONIC CONTROL SYSTEM

IDM Relay Circuit Operation

• The IDM controls its own power up and power down process. When the key is OFF, the IDM stays powered up for a brief period. The IDM then powers down after internal housekeeping functions have been completed.

IDM Power Up

• The key switch receives battery

age from the Power Distribution

volt Center (PDC) F-12 fuse. When the key is ON, the switch supplies battery voltage through F-46 fuse and pin 9 of the engine 12-way connector to pin X3-7 of the IDM.

• Battery voltage is available through the PDC F-4 fuse to IDM relay pin 30 and 85 at all times. Pin 85 supplies voltage to the relay coil. Pin 86 takes that voltage through pin 8 of the engine 12-way connector to pin X3-27 of the IDM.

When the key is ON, voltage supplied to pin X3-7 signals the IDM to provide a ground circuit to pin X3-27. When this occurs, current flowing through the IDM relay coil builds a magnetic field that causes the relay to latch. When latched, the relay connects pin 30 to pin 87 and supplies current through pin 12 of the engine in-line 12-way connector to pin X3-4, X323, X3-24, and X3-25 of the IDM. Four pins receive voltage to spread the current draw over multiple pins.

IDM Logic

• The IDM also requires volt

age for the internal logic circuit. When the IDM relay latches, pin 87 of the relay supplies voltage to the IDM logic circuit through the F-40 fuse in the PDC. The F-40 fuse feeds through pin 6 of the engine in-line 12-way connector to the IDM pin X3-8.

28

International®VT 275 V6 Engine

ELECTRONIC CONTROL SYSTEM

ECM

VOLTAGE

RR

SENSOR

IDM

ECM

X1

X2

X3

X4

E DC BA

IAT

X1-7 IAT

X1-6 GRD

X1-8 ECT

X2-1 EOT

X2-14 MAT

MAF / IAT

EGR DRIVE MODULE

IAH RELAY

GLOW PLUG RELAY

BCS

IPR

EGR

VALVE

ECT

EOT

MAT

RIGHT BANK INJECTORS

LEFT BANK I NJECTORS

REFERENCE VOLTAGE

MICROPROCESSOR

R

1

2

X1

X2

X3

X1

X2

X3

Temperature Sensor Operation

• There are four, two-wire temperature sensors on the VT 275 engine. Each sensor contains a resistor whose value varies depending on temperature. The ECM supplies a separate reference voltage to each temperature sensor. Then, the sensor conditions its voltage to produce the sensor signal.

Sensor Circuit

• A temperature variable resistor is a thermistor connected to a current-limiting resistor of fixed value within the

. Each thermistor is

ECM. The thermistor and the resistor make a series circuit with a reference voltage applied at one end and a ground at the other. The voltage in the circuit between the two resistors changes as the thermistor's resistance changes. When the temperature is low, the sensor's resistance is high and the

signal voltage is high. When the temperature is high, the resistance is low and the signal voltage is low.

Engine Coolant Temperature (E

CT) Sensor

• The ECT sensor is mounted in the front cover. The body of the sensor is exposed to coolant as it returns from the cylinder heads. The ECT signal is input into the optional engine warning protection system, coolant compensation, glow plug operation and the instrument cluster temperature gauge.

Engine Oil Temperature

OT) Sensor

(E

• The EO oil filter adapter. The EOT signal allows the ECM to compensate for viscosity changes in the oil due to temperature. The EOT signal is input into calculations that determine the fuel quantity and timing.

T sensor is mounted in the

International®VT 275 V6 Engine

Manifold Air Temperature (MAT) Sensor

• The MAT sensor is mounted towards the front of the left bank leg of the intake manifold. T sensor measures the temperature of the air in the intake manifold. The ECM uses this information in calculations that control the EGR valve operation.

Intake Air Temperature

T) Sensor

(IA

• The IAT sensor is contained within the Mass Air Flow (MAF) sensor housing. The MAF sensor is mounted to the inlet duct leading to the turbocharger. The ECM uses the IAT information to control injection timing and fuel rate when starting cold.

he MAT

29

ECM

IDM

ECM

X1

X2

X3

X4

EGR DRIVE MODULE

BCS

IPR

EGR

VALVE

EOPS

ICP

MAP

RIGHT BANK INJECTORS

LEFT BANK I NJECTORS

REFERENCE VOLTAGE

MICROPROCESSOR

SWITCH

Functional Equivelant

X1-6 GRD

X1-13 EOPS

X1-14 V

REF

X1-20 ICP

X2-3 MAP

X1

X2

X3

X1

X2

X3

VREF

SENSOR

ELECTRONIC CONTROL SYSTEM

Pressure Sensor Operation

• The Manifold Absolute Pressure (MAP) sensor, the Injection Control Pressure (ICP) sensor and the Engine Oil Pressure Switch (EOPS) are used to send pressure information to the ECM.

• The MAP and ICP are three-wire pressure sensors. Three-wire pressure sensors receive a reference voltage and a ground from the ECM. The sensor returns a portion of the reference voltage, proportional to the pressure, back to the ECM as a signal.

Injection Control Pressure (ICP) Sensor

• The ICP sensor is a Micro Strain Gauge (M MSG type sensor has a small strain gauge that senses changes in pressure. Sensor mounted electronic circuitry converts the

30

SG) style sensor. The

• T

change into a signal voltage proportional to the pressure being measured. The ICP sensor is used to make corrections to the IPR signal and to continually check the performance of the Injection Control Pressure system.

Manifold Absolute Pressure (MAP) sensor

he MAP sensor is a variable capacitance style sensor. In a variable capacitance sensor, the pressure being measured deflects a ceramic disk towards a metal disk. The two materials make up a variable capacitor. Sensor mounted circuitry converts the capacitance into a signal voltage proportional to the measured pressure. The MAP sensor measures turbocharger boost in the intake manifold. The MAP signal is input into calculations that determine fueling quantities and the desired EGR valve position.

International®VT 275 V6 Engine

Engine Oil Pressure Switch (EOPS)

• The EOPS is used to detect oil pressure and is an input to the dash cluster and the engine warning protection system. T

he switch is normally open with the engine off but closes when oil pressure reaches 5 to 7 psi. The ECM sends 5 volts through a current limiting resistor to the EOPS and reads the voltage between the resistor and the switch. When oil pressure is low, the switch is open and the ECM reads 5 volts.

When the oil pressure is greater than 5 to 7 psi, the switch is closed, the circuit is shorted to ground, and the ECM reads a low voltage. When the ECM detects oil pressure, MasterDiagnostics

®

will display 40 psi. When the oil pressure is below 5 psi, MasterDiagnostics will display 0 psi.

®