907 11

9 07-11
1 9 07-11
SUBJECT DATE
Fuel System Diagnostic Tests September 2011
Additions, Revisions, or Updates
Publication Number / Title Platform Section Title Change
DDC-SVC-MAN-0084 7.1 Low Pressure Fuel

System - Leak Test
7.1.1 Potential Fuel Leak

Points
7.1.2 Alternative Contrast

Spray Method for
Determining a Leak Path
7.1.3 Alternative Fuel Dye

Method for Determining a
Leak Path
7.2 Low Pressure Fuel

System - Pressure
Measurement
7.3 Low Pressure Fuel

EPA10 DD System - Measuring Fuel Updated diagnostic procedures/new information to diagnose fuel
Platform Pressure Using system concerns.
Automatic Fuel System
Integrity Check
7.3.1 Low Pressure Fuel

System - Measuring Fuel
Pressures Using Gauges
7.3.2 Normal Fuel System

Pressures
7.3.3 Abnormal Fuel

System Pressures
7.4 High Pressure Fuel

System - Leak Test
7.5 Aerated Fuel Test
7.7 High Amplifier Return

Flow Test
All information subject to change without notice. 3

9 07-11 Copyright © 2011 DETROIT DIESEL CORPORATION
1 9 07-11
Publication Number / Title Platform Section Title Change
7.7.1 Amplifier Return

Setup
7.7.2 Needle Return

Setup
7.7.3 Amplifier Return

Flow Test
7.8 Fuel System Leak

Detection Test
7.9 Description and

Operation of the Fuel
System Integrity Check
(FSIC)
7.9.1 Fuel System

Integrity Check Routine
Operation Overview
7.9.2 How to Run an FSIC

Routine
7.9.3 Low Pressure Fuel

System Leak Test -
Manual FSIC
7.10.1 Rail Pressure

Bleedoff Test Using
DDDL (EPA07 and
EPA10)
7.11 Pressure Limiting

Valve Flow Test
7.12 Idle Speed Balance

Test
7.12.1 Checking Idle

Speed Balance
7.13 Fuel Filter Pressure

Test
7.13.1 Checking Fuel

Filter Restriction
7.14 Draining Fuel

System Prior to Repairs
7.15 Fuel Cooler Leak

Test Procedure
4 All information subject to change without notice.

Copyright © 2011 DETROIT DIESEL CORPORATION 9 07-11
9 07-11
1.1 Low Pressure Fuel System - Leak Test
Service Tools Used in the Procedure

Tool Number Description
J-48710 Air Pressure Test, HDE Fuel System
W470589039100 Fuel System Tool Update Kit w/o an MCM cooler
DDDL 7.06 sp2 or later
Test as follows:
1. Shut off the engine, apply the parking brake, chock the wheels, and perform any other applicable safety steps.
2. Remove the fuel feed line at the fuel filter module.
WARNING: PRESSURIZED AIR AND FLYING PARTICLES

To avoid injury to eye or face, wear a face shield or goggles when conducting a pressure test.
3. Install J-48710 Low Pressure Leak test kit and air hose. Use regulator and adjust the system pressure to 50 psi (345 kPa).
After two minutes the system should be drained of fuel. Return the regulator to 0 PSI pressure, close the ball valve. Go
to step 4.
NOTE: On engines without an MCM cooler, W470589039100 Fuel System Tool Update Kit will be required to install
J-48710.
4. Remove the return line and install J-48710 cap onto the return fitting of the module.
5. Turn ignition ON (key ON, engine OFF) and connect to the MCM with DDDL and open the “Fuel System Integrity Check”
panel under “Service Routines.”

1 9 07-11
6. Ensure the shutoff valve (2) is in the OFF position.

7. Turn regulator (1) counterclockwise until it stops. The regulator is now set to zero pressure.
8. Connect tool J-48710 to a shop air hose (80 psi gauge minimum).
9. Turn the shutoff valve to the ON position.
WARNING: PERSONAL INJURY

To avoid injury from the sudden release of a high-pressure hose connection, wear a face shield or
goggles.
10. Turn the regulator clockwise to increase pressure in the fuel system to 75 psi on the gauge.
11. Once the system pressure has reached 75 psi, let the system pressure stabilize for one minute. Turn the shutoff valve to
the OFF position and disconnect shop air from the regulator.
12. Click on the “Manual FSIC” button on the bottom of the Fuel System Integrity Check panel.

9 07-11
NOTE: The fuel compensation pressure sensor reads in absolute pressure, therefore the pressure should read
about 14.5 psi (100 kPa) (depending on elevation) higher than the gauge on the J-48710 Air Pressure Test tool. This
reading should be around 90 psi (620 kPa) on the FSIC panel.
13. Monitor the fuel compensation pressure on the FSIC panel. The system pressure should not drop more than 0.5 psi (3.4
kPa) in 10 minutes.
14. Does the fuel compensation pressure drop more that than 0.5 psi (3.4 kPa) in 10 minutes?
a. Yes, Go to step 16.
b. No, Go to step 15.
15. Was the air hose removed from tool J–48710, and the ball valve closed?
a. Yes, return to initial diagnostics that directed you to the fuel system leak test.

1 9 07-11

16. Attach shop air and open ball valve and pressurize fuel system to 75 psi. Go to step 17.
17. Use a soapy solution and spray around all connectors, fittings, and braided hoses as shown in the following pictures. Was
a leak found?
a. Yes, repair as necessary and verify repairs by performing the leak test.
b. No, contact the Customer Support Center (800-445-1980).
1.1.1 Potential Fuel Leak Points
1. Fuel line Fitting leak points 4. Amp return line

2. PLV return line 5. Sealing washers, between fitting and cylinder head
3. Banjo fitting with sealing washers 6. Needle return line
Figure 1. Amp, Needle, PLV Return Lines

Check for torque at the above fittings; Refer to section "Installation of the Needle, Amplifier, and Pressure Limiting Valve
Return Lines" .

9 07-11
1. Coalescer water drain 7. Priming pump check valves with O-rings

2. WIF sensor with O-ring 8. Low Pressure Pump outlet pressure sensor
3. Priming port with O-ring 9. Prescreen stand pipe access plate, O-ring
4. Suction side fuel inlet 10. Threaded plugs with O-rings
5. Bypass valve with O-ring 11. Coalescer water drain bowl O-ring
6. Return to tank 12. ESOC bowl
Figure 2. Fuel Filter Module without MCM Cooler (front view)
1. Threaded Plug with O-ring 2. Fuel Temperature Sensor
Figure 3. Fuel Filter Module (side view)

1 9 07-11
1. Fuel line fitting leak points 2. Sealing gasket for low pressure flange
Figure 4. Low Pressure Fuel Pump Inlet and Outlet Lines
1. Fuel line fitting leak points 3. HC Doser fuel supply pressure control valve with O-ring
2. Sealing gasket for high pressure flange 4. Banjo bolt with sealing washers
Figure 5. High Pressure Fuel Pump Inlet and Outlet Lines

9 07-11
1. Fuel filter cap O-rings 2. Priming pump sealing washer
Figure 6. Fuel Filter Module (top view)
NOTE: Do not remove fuel filter module from engine to check for leaks on the engine side of the fuel filter module.
The use of a mirror can be helpful in locating leaks.
1. Fuel cooler O-rings 3. Threaded plugs with O-rings

2. Amp return banjo bolt with sealing washers
Figure 7. Fuel Filter Module; Engine Side View
NOTE: The fuel cooler and feed line for the amplifier circuit is located behind the fuel filter module. Ensure this area
is not overlooked.

1 9 07-11
1. Fuel line fitting leak points 2. Banjo bolt with sealing washer
Figure 8. MCM Cooler
1. Two stage valve and Low pressure relief valve O-rings 4. Pumping element O-rings
2. Low Pressure Pump O-ring 5. Pumping element fitting
3. Quantity Control Valve O-ring
Figure 9. High Pressure Fuel Pump

9 07-11
1. High pressure fuel pump weep hole
Figure 10. High Pressure Fuel Pump (bottom view)
1.1.1.1 Alternative Contrast Spray Method for Determining a Leak Path

Contrast spray method:
1. Completely wash, clean and dry the entire fuel system side of the engine.
2. Spray all external fuel lines, fittings, hoses, plugs, adaptors, fuel module, fuel pump, and fittings on the cylinder head with
the contrast spray.
3. Start the engine and inspect for external seepage of fuel. The contrast spray will change color when the fuel leak contacts
the spray.
a. If there is no external leak, perform the fuel dye test with the valve cover removed.
b. If there is a leak, repair as necessary.
1.1.1.2 Alternative Fuel Dye Method for Determining a Leak Path

Fuel dye method:
1. Install fuel test bottle kit (J-48708). Fill one container with ultra-low sulfur diesel fuel and add fuel dye to the fuel in the
bottle per fuel dye manufacturer’s recommendation. Connect the hoses to the fitting on the top of the cap. This will isolate
the engine from the chassis fuel system.
2. Prime the fuel system. Refer to section "Priming of the Fuel System Using ESOC 350 Fuel Priming Pump" .
NOTE: It will take a few minutes for the dye in the test bottle to make its way into the high pressure system and up
to the fuel injectors.
3. Remove the rocker cover. Refer to section "Removal of the Rocker Cover" and install tool W470589009800 Cam Gear
Cover onto the rear of the cam frame.
4. Start engine and allow it to reach operating temperature 60°C (140°F). To perform the test, run the engine at 900 RPM.
Using the black light, inspect the fuel injectors (1) and fuel lines (2) for signs of leakage. Are there any leaks coming from
any of the fuel injectors or lines?

1 9 07-11
a. Yes, replace any leaking fuel injector(s) or replace any leaking fuel line(s).
b. No; Go to step 5.
5. Using the black light, inspect the entire high pressure system for leaks. Repair as necessary.
a. If no leaks are found, re-pressurize the system with tool J-48710 and inspect the filter module, low pressure fuel
lines and low pressure fuel pump for leaks. Repair as necessary.
1.2 Low Pressure Fuel System - Pressure Measurement

Fuel system pressures can be measured in four locations using either DDDL or a manual pressure gauge. The following section
explains the correct way to identify how pressures are going to be checked on each variation of fuel filter module.
Measure pressure as follows:
• High Pressure Pump Inlet _ measure using DDDL (all)
• Low Pressure Pump Outlet_ gauge or sensor
• Low Pressure Pump Inlet_ pre-filter cap W470589089100
• Compu check pressure

9 07-11
Figure 11.
A B
Fuel Pressure Measured Without Low Pressure Pump Out Fuel With Low Pressure Pump Out Fuel
Pressure Sensor Pressure Sensor
TOOLS
1 HP Inlet DDDL v7.06sp2 & W470589099100 – Plug, Doser regulator
2 LP Outlet J-48706 - four gauge manifold tool DDDL v7.06sp2 (LPPO sensor)
3 LP Inlet W470589089100 - filter cap w/ test port
4 Compu check J-48876 - Test Gauge, Primer Port
1.3 Low Pressure Fuel System – Measuring Fuel Pressure Using Automatic Fuel
System Integrity Check

W470589099100 Fuel Pressure test Plug (doser regulator)
W470589089100 Filter Cap (with test port)
J-48706 Gauge manifold
This procedure is used to measure and record fuel pressures in the low pressure side of the fuel system at given locations and
RPM. Once completed, it will provide electronic results that can be viewed in a DDDL log file.
WARNING: ENGINE EXHAUST

To avoid injury from inhaling engine exhaust, always operate the engine in a well-ventilated area.
Engine exhaust is toxic.
1. Install tool number W470589099100 Fuel Pressure Test Plug (doser regulator) into the high pressure flange. Refer to Tool
Letter 11 TL-9 for installation instructions.

1 9 07-11
2. Install tool number W470589089100 Filter Cap (with test port) in place of the pre-filter cap and connect J-48706 low
pressure pump inlet (LPPI) gauge. Inspect prefilter at this time. If the filter is plugged, clean or replace only this filter as
needed.
3. If the module is equipped with a Low Pressure Pump Outlet (LPPO) fuel pressure sensor, Go to step 4. If the engine is
not equipped with a LPPO fuel pressure sensor, install the LPPO gauge J-48706 on the engine.

9 07-11
4. Turn on the ignition and connect to the MCM, CPC, and ACM (if applicable). Open the “Service Routines” tab in DDDL
and open the service routine labeled Fuel System Integrity Check (FSIC).
5. Start the Automatic Fuel System Integrity Check (FSIC) routine and follow the instructions in DDDL.
6. Monitor the LPPO, fuel compensation pressure and LPPI while the FSIC is running. Refer to normal fuel system pressure
chart.
7. LPPI and LPPO (if engine is not equipped with LPPO sensor) values should be added as a user event into the log file.
Press CTRL, SHIFT, space bar at the same time and add the pressure reading from the gauge(s).

1 9 07-11
8. After pressure readings are obtained and recorded, return to original troubleshooting.
1.4 Low Pressure Fuel System - Measuring Fuel Pressures Using Gauges
This procedure would only be used in the event DDDL is not available and the engine is equipped with fuel system test ports.
This procedure will allow the low pressure fuel system to be monitored using pressure gauges.
1. Place a towel or container under the fittings in the low pressure lines to catch any draining fuel.
2. Install W470589089100 Filter Cap (with test port). Connect low pressure pump inlet gauge J-48706.

9 07-11
3. Remove three 8mm plugs in each of the three lines: (2) low pressure pump outlet; (3) high pressure pump inlet; and (4)
high pressure pump outlet. Fittings will be reinstalled when testing is complete.
4. Insert all quick disconnect fittings (J-48706-3 - part of J-48706) into each of the fuel line test ports.
NOTICE: If chassis application prevents access, a 90° or 45° pipe fitting (1/8" NPT Female to Male) can be used if
needed for access. The elbow must be installed on the brass Schrader valve and into the adaptor with a thread
sealant. Do not thread the pipe thread into the fuel line on the engine.
5. Torque each fitting to 8 N·m (6 lb·ft).

6. Connect the low pressure diagnostic gauge set (J-48706).
7. Prime the fuel system.
8. Install priming port gauge (J-48876).

9. Start the engine; Refer to section "Normal Fuel System Pressures" and compare the pressures to the table found there.

1 9 07-11
Record Fuel System Pressures

Port Engine 600 RPM Engine 1800 RPM
LPP Inlet (in Hg)
LPP Outlet (PSI)
HPP Inlet (PSI)
HPP Outlet (PSI)
Priming Port (PSI)
10. Remove test equipment and remove any caps or fittings installed for test.
1.5 Normal Fuel System Pressures

Normal and abnormal fuel system pressures are listed in the following tables. The pressures can vary slightly due to different
chassis fuel line configurations, fuel temperatures, fuel filter condition, and fuel viscosity.
Normal Fuel System Pressures

Port Engine 600 RPM Engine 1800 RPM
LPP Inlet (in Hg) -4 to 8 -11 to 14
LPP Outlet (PSI) 72 to 80 100 to 126
HPP Inlet (PSI) 69 to 77 92 to 112
HPP Outlet (PSI) 1 to 2.5 4 to 7
Priming Port (PSI) 72 to 80 100 to 120
Fuel Compensation pressure w/ doser 75 to 85 80 to 95
regulator
If the LPPI is greater than the specified range, check for inlet restrictions.
If the high pressure pump Inlet pressure is lower than the acceptable pressure, check the pressure difference across the low
pressure pump outlet pressure sensor and fuel compensation pressure sensor. If engine does not have a low pressure pump outlet
pressure sensor, install J-48706 to view LPPO pressure.
1.6 Abnormal Fuel System Pressures
Coalescer (at or Past its Useful Life)

Ports Warm Engine 600 RPM Warm Engine 1800 RPM
LPP Inlet (in Hg) - 8.5 -13.5
LPP Outlet (PSI) 82 122
HPP Inlet (PSI) 72 90
HPP Outlet (PSI) 3 4
Priming Port (PSI) 75 105

9 07-11
Final Filter (at or Past its Useful Life)

LPP Inlet (in Hg) -5.5 -6
LPP Outlet (PSI) 160+ 160+
HPP Outlet (PSI) 1 to 2 2
Priming Port (PSI) 160+ 160+
Restricted Fuel Feed Line to Module

LPP Inlet (in Hg) -12 -14.5
HPP Outlet (PSI) 1 to 2 1 to 2
Restricted Fuel Return Line from Module

LPP Inlet (in Hg) -4.5 -6.5
HPP Outlet (PSI) 4.5 5.5
Abnormal Fuel System Pressures Air in System (Connector at Line to MCM - if Installed)
Ports Warm Engine 600 RPM
LPP Inlet (in Hg) -1 to -5 (oscillating)
LPP Outlet (PSI) 14
HPP Inlet (PSI) 14
HPP Outlet (PSI) 1 to 2
Priming Port (PSI) 14
1.7 High Pressure Fuel System - Leak Test

High pressure fuel system leaks can cause a variety of problems including fault codes, difficulty starting, fuel in oil, rough
running, low power, and several other issues. If there is a suspected leak in the high pressure fuel system, follow these steps to
find the leak.

1 9 07-11
WARNING: FIRE
To avoid injury from fire caused by heated diesel-fuel vapors:
• Keep those people who are not directly involved in servicing away from the engine.
• Stop the engine immediately if a fuel leak is detected.
• Do not smoke or allow open flames when working on an operating engine.
• Wear adequate protective clothing (face shield, insulated gloves and apron, etc.).
• To prevent a buildup of potentially volatile vapors, keep the engine area well ventilated during
operation.
1. Steam clean the entire fuel system prior to inspecting for leaks. If there are obvious external leaks, repair the leak(s). Go
to step 2.
2. Start engine and allow it to reach operating temperature 60°C (140°F ).
3. Perform a Rail Pressure Bleed-Off (RPBO) Test. Refer to section "Fuel Injection System (FIS) Leak Detection - Rail
Pressure Bleed off" . Was the bleed-off time less than 35 seconds?
a. Yes; Go to step 4.
b. No; return to original troubleshooting.
4. Inspect the high pressure pump to rail feed fittings at the rail and the pump (2) for leakage. Are any leaks found? Are the
line fittings loose?
a. Yes; torque the line fittings (2), start the engine and recheck. If leaks are still found, replace the lines (1). Refer to
section "Removal of the High Pressure Fuel Injector Lines" .
5. Inspect fuel injector fuel line rail connections (1) for external leaks. Are leaks found or are there any loose lines?
a. Yes; torque the fuel line rail connections, start the engine and recheck. If leaks are still found, replace the lines.
Refer to section "Removal of the High Pressure Fuel Injector Lines" .

9 07-11
6. Inspect the fuel rail pressure sensor (3) for leakage. Is the sensor leaking or is it loose?
a. Yes; torque the fuel rail pressure sensor, start the engine and recheck. If leaks are still found, replace the fuel rail
pressure sensor. Refer to section "Removal of the Fuel Rail Pressure Sensor" .
7. Inspect Pressure Limiting Valve (PLV) (2) for leakage. Is the PLV leaking externally or is it loose?
a. Yes; torque the PLV, start the engine and recheck. If leaks are still found, replace the Pressure Limiting Valve (PLV).
Refer to section "Removal of the Pressure Limiting Valve" .
8. Inspect the high pressure fuel pump for external leaks. Are there any leaks coming from the high pressure pump?
a. Yes; replace the high pressure fuel pump. Refer to section "Removal of the High Pressure Fuel Pump" .

1 9 07-11
NOTE: It will take a few minutes for the dye in the test bottle to make its way into the high pressure system and up
to the fuel injectors.
9. Install fuel test bottle kit (J-48708). Fill one container with ultra-low sulfur diesel fuel and add fuel dye to the fuel in the
bottle per the fuel dye manufacturer’s recommendation. Connect the hoses to the fitting on the top of the cap. This will
isolate the engine from the chassis fuel system.
10. Prime the fuel system. Refer to section "Priming of the Fuel System Using ESOC 350 Fuel Priming Pump" .
11. Remove the rocker cover. Refer to section "Removal of the Rocker Cover" . Install tool (W470589009800) Cam Gear
Cover onto the rear of the cam frame.
12. Start engine and allow it to reach operating temperature 60°C (140°F). To perform the test, run the engine at 900 rpm.
Using the black light, inspect the fuel injectors and fuel lines for signs of leakage. Are there any leaks coming from any
of the fuel injectors or lines?
a. Yes; replace any leaking fuel injector(s) or replace any leaking fuel line(s).
13. Using the black light, inspect the entire high pressure system for leaks. Repair as necessary. If no leaks are found, Go to
step 14.

9 07-11
14. Perform amplifier/needle return flow test and measurements. Refer to section "High Amplifier Return Flow Test" .
a. If the amplifier/needle return flow test passes, Go to step 15.
b. If the amplifier/needle return flow test fails, repair as necessary.
15. Cap the rail at all six injector feed connections using J-48704 injector rail caps and attempt to start the engine. Does the
ASL001 Rail Pressure reach AS098 Desired Rail Pressure?
a. Yes; Go to step 16.
b. No; replace high pressure fuel pump. Refer to section "Installation of the High Pressure Fuel Pump" .
16. Does the rail pressure bleed down under a 100 bar in less than five minutes?
a. Yes; replace the High Pressure Fuel Pump and contact the Customer Support Center (800-445-1980).
b. No; contact the Customer Support Center (800-445-1980). Be prepared to provide the FSIC log files and completed
troubleshooting.
1.8 Aerated Fuel Test

This condition will exist if there is an external leak of the low pressure fuel system, combustion pressure entering the fuel system,
or a vehicle fuel system concern.

J-48708 Fuel Flow Tool
J-48709 Sight Glass Tools
W470589039100 Fuel System Tool Update Kit w/o MCM cooler
ESOC 350 Fuel Priming Unit
NOTE: Different style modules will need to use adapter fittings Tool Number W470589039100.
NOTE: Prime the fuel system using the hand priming pump or the ESOC 350 fuel priming pump. Refer to section
"Priming of the Fuel System Using ESOC 350 Fuel Priming Pump" .

1. Install J-48709 sight glass tools on to the fuel filter module.

1 9 07-11
NOTE: Use a flashlight behind the sight glass lens to make any air bubbles more visible.
2. Perform automatic FSIC and watch the fuel inlet and outlet at the fuel filter module for air leaks, then Go to step 3.
3. Is the fuel aerated in the suction line?

a. Yes, repair suction leak on the chassis fuel lines.
4. Is there air in the return line?
a. Yes, Go to step 5.
b. No, if the fuel is not aerated at all, return to initial diagnostics that directed you to “Aerated Fuel Test”.
5. If the fuel is aerated coming out of the module and no air is coming from the inlet fuel line, remove the amp and needle
return lines and install test hoses J-48708 and run the hoses to the other container. Refer to section "High Amplifier Return
Flow Test" for installation. Go to step 6.
6. Run the automatic FSIC and watch the fuel coming out of the return hose from the module and the hoses coming from
the amp and needle line.
a. If there is air coming out of the needle or amp return lines, and there is no more air coming from the return from
the module, Go to step 7.

9 07-11
b. If the air is still coming out of the return from the module with the amp and needle lines removed, Refer to section
"Low Pressure Fuel System - Leak Test" .
7. Perform a cranking compression test using DDDL. Is any cylinder(s) below 90% compression?
a. Yes, inspect for loose injector hold-down bolt. Remove injector and inspect for loose injectors or leaking seal washers
or damaged injector cups.
b. No, perform low pressure leak test. Refer to section "Low Pressure Fuel System - Leak Test" .
1.9 High Amplifier Return Flow Test

This test is used to determine if the injector amplifier circuit is leaking. This could be caused by leakage at the flat seat for the
Amplifier Solenoid Valve. At idle, the fuel injector amplifiers are not turned on, thus little to no leakage should be noted out of
the return line.
NOTE: When measuring amplifier return flow, the needle return line MUST be removed from the fuel module and
put into a separate container to equalize pressure in the fuel gallery in the cylinder head. Only the amplifier return
fuel is measured. If these instructions are not followed, incorrect return flow measurements will occur.
1.9.1 Amplifier Return Setup

J-48708 Fuel Flow Tool, Amp/Needle Valve, HDE
Set up as follows:
1. Drain fuel system.
2. Disconnect amplifier return line (1) from the Fuel Filter Module.
3. Using one cap supplied in J-48708 Fuel Flow Tool, cap the fitting at the Fuel Filter Module.
4. Connect amplifier return line to the clear return line J-48708-4 supplied in kit.
5. Attach the opposite end of the clear return line to the J-48708 container.

1 9 07-11
1.9.2 Needle Return Setup

Set up as follows:
1. Remove the needle return line (1) from the high pressure manifold located on the high pressure pump.
2. Using one cap supplied in the J-48708 Fuel Flow Tool, cap the fitting at the high pressure manifold.
3. Connect needle return line to the clear return line J-48708-4 supplied in kit.
4. Attach opposite end of the clear return line J-48708-4 to the opposite J-48708-1 container.
1.9.3 Amplifier Return Flow Test

Test as follows:
1. Prime fuel system using ESOC 350. Refer to section "Priming of the Fuel System Using ESOC 350 Fuel Priming Pump"
for fuel system priming.

NOTE: When measuring amplifier return flow, the needle return line MUST be removed from the fuel module and
put into a separate container to equalize pressure in the fuel gallery in the cylinder head. Only the amplifier return
fuel is measured.
2. Start engine and allow it to run at base idle.

3. Measure the amplifier return flow from the clear return line (J-48708-4) to the container (J-48708-1).
4. The maximum allowable amplifier leakage rate at idle is 15 liters per hour (250 mL per one minute).
a. If the volume is within specifications, the system passed. Return system to original condition. Refer to section
"Verify Repairs" .
b. If the volume is out of specification, Go to step 5.
5. Using DDDL 7.06SP2 (or higher), read parameters “Idle Speed Balance Values” under “Instrumentation” section for all
six cylinders. Refer to section "Checking Idle Speed Balance" . Did the Idle Speed Balance (ISB) test identify a bad
injector?
a. Yes; replace bad injector. Refer to section "Removal of the Fuel Injector" . After replacing the fuel injector, recheck
the system; Go to step 4.

9 07-11
NOTE: The system may contain residual high pressure when engine is turned off. Allow the residual pressure to
bleed off for ten minutes.
6. Turn engine OFF and wait ten minutes.

7. Disconnect #1 (or next one in sequence) fuel injector high pressure line.
8. Install J-48704 rail plug on to the fuel rail and torque to 40 N·m (30 lb·ft).

9. Start engine and allow it to run at base idle.

10. Measure the amplifier flow from the clear return line (J-48708-4) to the container (J-48708-1) during a one minute time
frame and note the flow rate in the following chart.
Amplifier Leakage Rate Worksheet
Total Leakage Rate (from ____________________ ML per minute
step 4) _____
____________________
_____
Capped Cylinder Leakage Rate Was a drop of more than 50ML (1.7 ounces)
compared to the Total Leakage Rate noted?
Cylinder #1 ____________________ ML per minute YES NO
_____
_____
_____
_____
_____
_____
11. Have all the cylinder flow measurements been recorded?

1 9 07-11
a. If yes, Go to step 12.

b. If no, Go to step 7.
12. Replace any fuel injector causing a drop of more than 50 ML (1.7 ounces) compared to the “Total Leakage Rate” value.
Refer to section "Removal of the Fuel Injector" . After replacing the fuel injector, recheck the system; Go to step 4.
1.10 Fuel System Leak Detection Test

This screen will allow a technician to monitor the fuel system leakage, current threshold value and will allow the relearning of
the threshold when certain repairs are completed.
When the high pressure fuel system, from the pump to fuel injectors, develops an internal or external leak, the MCM-MCM2
software compensates for the additional loss. When the leakage rate is greater than a threshold plus an auxiliary value, a code
will set. This screen will help determine if a leak has occurred and if the repair has fixed the leakage problem. The parameters
within the screen are listed in the following table.
Parameter Description
This counter will decrease by one when the leakage was less than the
learned threshold plus the aux value. This counter will increase by one
HP Leak Counter when:
• HP Leak Actual Value > (HP Leak Leaned Value + 0.688)
• When the counter reaches 5, an error code will set.
This value is stored when an engine goes through a learn cycle for the
HP Leak Learned Value leakage threshold. The HP Leak Learned Value will only be stored
when a test has successfully passed.
This counter will only increase each time a successful learn cycle is
HP Leak Learned Counter completed. When the counter reaches 10, the Threshold Learning is
considered complete.
Rail Pressure Governor (RPG) Compensation is displayed in liters per
hour. This value is directly proportional to how the system is
compensating for leakages either internal or external.
• A new fuel system with little leakage, RPG Compensation value
is around 15–20 l/h (operating around 280–650 bar rail pressure
and at idle).
Rail Pressure Governor Compensation
• A fuel system with a 9 l/h leakage, RPG Compensation is around
25–28 l/h (operating around 280–650 bar rail pressure and at
idle).
• A fuel system with a 45 l/h leakage, RPG Compensation is
around 66 l/h (operating around 280–650 bar rail pressure and
at idle).
This value is updated when a leak down test is

performed. This is the actual leakage value that is
calculated by the MCM-MCM2.
HP Leak Actual Value
NOTE: Due to the accuracy of the test, you may not see this value
change between leakage tests. The number may only change past the
4th decimal place.
Coolant Temperature Coolant temperature

Fuel Temperature Fuel Temperature
The buttons within the screen are listed in the following table.

9 07-11
Button Description
This button will start and stop a free running timer. This timer is used
Start/Stop Timer
as a reference only.
Read Accumulators This button will refresh the values in the panel.
This button will set the "HP Leak Counter" to 4. This will allow the
Reset Error Counter technician a chance to rerun the Leak Down Test. If the test fails again,
a leakage code will set.
Reset Learned Data This button will reset any previously learned leakage/threshold values.
Close Closes the panel.
1.10.1 Performing the Fuel System Leak Detection Test

Check for leaks as follows:
1. Install and connect DDDL 7.X.
2. Navigate to the "Service Routines" panel.
3. Click on the "Actions" tab located at the top of the screen.

1 9 07-11
4. Click on the tab labeled "Fuel System" and then "Leak Detection."
5. The dialog box that appears shows the parameters related to fuel system.

9 07-11
NOTE: The next step will change the "HP Leak Counter" to four (4). If the leak down test fails, a code will set on
next key cycle.
6. While in the "Leak Detection" screen, click the "Reset Error Counter" button.

WARNING: PERSONAL INJURY

To avoid injury before starting and running the engine, ensure the vehicle is parked on a level surface,
parking brake is set, and the wheels are blocked.
7. Start engine and monitor "Coolant Temperature" and "Fuel Temperature." Both dialog boxes will turn green when
temperature conditions are met.
a. Coolant temperature must be between 70°C (158°F) and 100°C (212°F).
b. Fuel temperature must be between 35°C (95°F) and 89°C (192°F).
8. When temperature entry conditions are met, increase engine speed above idle using the throttle pedal for a minimum of
five minutes. Ensure the "Engine State" parameter in the screen indicates "Torque Demand." You can use the free running
timer located at the bottom right of the screen to monitor the time above idle.

1 9 07-11
NOTE: Do not allow the engine to stay at idle for more than five minutes or the test will need to be repeated.
9. When the five minute time is reached, decrease engine speed to idle.
10. Turn ignition OFF (key OFF, engine OFF).
11. Allow fuel system pressure to bleed down for approximately 10 seconds.
12. Turn ignition ON (key ON, engine OFF).
13. Reconnect to MCM-MCM2 and CPC.
14. Read the value for "HP Leak Actual Value."
a. If the value is less than "HP Leak Learned Value" + 0.688, the system leakage is acceptable. The "HP Leak Counter"
will decrease by one (1).
b. If the value is greater than "HP Leak Learned Value" + 0.688, the system leakage is unacceptable and should be
checked. The "HP Leak Counter" will increase by one (1).
1.11 Description and Operation of the Fuel System Integrity Check (FSIC)
Most fuel system troubleshooting procedures will include performing an FSIC routine.
The FSIC test will run the fuel system through several operational states and record important information which a technician
can use to determine the failed system or component without removing any components from the engine. The following will
give a good explanation of what the technician can expect and should be looking for during the FSIC routine or log file review.
When the FSIC routine is first activated, the Fuel Cutoff Valve in the doser block will open and allow the Fuel Compensation
Pressure sensor to read the regulated pressure that is going into the doser block. The pressure at the Compensation Pressure
Sensor will start at atmospheric pressure of 0 RPM and will increase as the engine starts to rotate. Once the compensation
pressure reads about 35 PSI, there should be enough supplied pressure to build rail pressure. If Tool W470589099100 Fuel
Pressure Test Plug (doser regulator) is installed in place of the Doser Pressure Regulator, the actual pressure available at the
high pressure pump inlet can be measured on the Fuel Compensation Pressure Sensor without installing any gauges.
1.11.1 Fuel System Integrity Check Routine Operation Overview

Using DDDL version 7.06 sp2 or higher, the Automatic FSIC routine runs the engine through a routine that starts at 600 rpm,
then goes to 850, 950, 1100, 1500 and 1800 rpm. After 1800 rpm the engine will:

9 07-11
• return to 600 rpm

• ramp the rail pressure to 800 bar for 20 seconds
• shut the engine off automatically
• perform a fuel temperature increase measurement and a rail pressure bleed-off test
On occasion, the MCM may not allow the rail pressure to jump to 800 bar and the routine will substitute the rail pressure ramp
with an idle speed adjustment to 1400 rpm.
NOTE: If the fuel mass is over 50 mg/st at 600 RPM (engine at operating temperature), abort the FSIC routine and
contact the CSC for further assistance.
1. Once the engine is rotating and there is sufficient low pressure supply to the high pressure pump, the high pressure pump
will start to pressurize the rail. Once the rail pressure sensor reads sufficient rail pressure (around 150 bar), it will allow
the MCM to release injection into the cylinder. At this point, the fuel mass should go above 0 mg/st indicating that the
MCM is commanding the injectors to inject fuel into the cylinder.
2. Once the engine starts, monitor the low pressure pump outlet pressure (if equipped) and the fuel compensation pressure
at 600 RPM. The pressure should be stable and should increase with engine speed.
3. As the engine increases RPM to the different set points, monitor the QCV current and the rail pressure. They should both
be stable at all RPM points.
4. The second set point in the test is 850 RPM; after the 850 point, the RPM increases to 950. This RPM change is enough
to activate the amplification system in the injectors and has little affect on the low pressure supply.
5. At the end of the log, the MCM will command the rail pressure to go to 800 bar and then it will perform an automatic rail
pressure bleed-off. It will record the rail pressure bleed-off time and it will display it in the labels, drop down menu under
(log / seek / event or time), and in the narrative block at the bottom of the chart. If the MCM is unable to ramp the rail
pressure to 800 bar because of the fuel map, it will resort to ramping the engine RPM up to 1400 and then it will perform
the same bleed-off. Compare the acceptable bleed-off time in the Rail pressure bleed-off section to your test results.
6. During the log, the FSIC panel will record the lowest fuel temperature at the 850 set point and it will take the highest fuel
temperature at 1800 and it will display it in the labels, drop down menu under (log / seek / event or time), and in the
narrative block at the bottom of the chart. This fuel temperature increase will help identify a possible restriction in the
return fuel line or an inlet restriction to the low pressure pump.
NOTE: During the test, if at any time there are any unusual sounds or anything that may indicate engine damage
or unsafe conditions, abort the test immediately by turning the ignition OFF (key OFF, engine OFF) and contact the
CSC for further assistance at (800-445-1980).
7. Throughout the log, fuel filter loading can be identified by calculating the difference between the Low Pressure Pump
Outlet Pressure Sensor (if equipped) and the Fuel Compensation Pressure Sensor. To get an accurate pressure differential,
you must install tool W470589099100 Fuel Pressure Test Plug (doser regulator). If the engine is not equipped with a
sensor, a pressure gauge can be connected to the Low Pressure Pump Outlet Hose and manual pressures can be taken and
noted in the log. Using the user event feature in DDDL, note the pressures at each RPM set point so they are easy to review
and they are electronically saved in the log file. These values can be reviewed at any time by reviewing the log file. To
add an editable user event into the log file, press Ctrl, shift, space bar at the same time and add the pressure reading from
the gauge.

1 9 07-11
1.11.2 How to Run an FSIC Routine

1. Connect to the vehicle with DDDL 7.06 sp2 or higher version.
2. Specific diagnostic procedures will require special tool W470589099100 Fuel Pressure Test Plug (doser regulator) used
in place of the Doser Pressure Regulator in the high pressure flange when High Pressure Pump inlet pressure needs to be
measured exactly. If the test is run without the tool installed, fuel compensation pressure will be regulated and may impact
diagnostics accuracy. Refer to each procedure for direction on when to use the Doser Regulator Plug.
3. Navigate in DDDL to “Service Routines.”
4. Select “Fuel System Integrity Check” tab.

9 07-11
5. Click “Automatic FSIC.”
NOTE: During the test, if there are any unusual sounds or anything that may indicate engine damage or unsafe
conditions, abort the test immediately by turning off the key.
6. Follow the instructions on screen and then start the engine. Allow the routine to complete.

1 9 07-11
7. Once routine completes you can view rail pressure bleed down time in text Box 1 and fuel temp rise in text box 2.
1.11.3 Low Pressure Fuel System Leak Test - Manual FSIC

To perform a low pressure leak test using the manual FSIC, Refer to section "Low Pressure Fuel System - Leak Test" of the
Troubleshooting Guide.

9 07-11
Manual FSIC
If the fuel system problem is not diagnosed using the automatic FSIC routine, there may be a need to drive or dyno the vehicle.
In this case, a Manual FSIC can be used. The Manual FSIC opens the Fuel Cutoff Valve and reads the fuel pressure to the High
Pressure Fuel Pump on the Fuel Compensation Pressure Sensor. To measure exact High Pressure Pump inlet pressure, follow
these steps:
1. Install W470589099100 Fuel Pressure Test Plug (doser regulator) in place of the Doser Pressure Regulator in the high
pressure flange.
2. Navigate in DDDL to “Service Routines.”
3. Click on “Manual FSIC.”

1 9 07-11
4. Drive or dyno the vehicle and attempt to duplicate the complaint.

5. Once the complaint is duplicated, review the log file and refer to the appropriate troubleshooting guide for the specific
condition.
1.12 Fuel Injection System (FIS) Leak Detection - Rail Pressure Bleed off
The Rail Pressure Bleed Off (RPBO) test will allow a technician to identify a leak in the high pressure fuel system. A Leakage
rate of 280 bar to 10 bar in 35 seconds or more is considered acceptable. A fuel leak in one of the following locations will show
a fast bleed down rate over time.
• High pressure pump (pumping elements)
• Fuel lines from the high pressure pump to fuel rail
• Fuel lines to each fuel injector
• Leak at the fuel rail pressure sensor
• Leaking pressure limiting valve
• Internal amplifier or needle leakage to the return
• Internal amplifier or needle leakage to the cylinder
1.12.1 Rail Pressure Bleed Off Test Using DDDL (EPA07 and EPA10)
The Rail Pressure Bleed Off (RPBO) test will allow a technician to identify a leak in the high pressure fuel system. A leakage
rate of 280 bar to 10 bar in 35 seconds or more is acceptable. A leak in one of the following locations will show a fast bleed-
down rate over time.
• High pressure fuel pump (pumping elements)
• Fuel feed lines from the high pressure pump to fuel rail
• Fuel transfer lines to each fuel injector
• Leak at the fuel rail pressure sensor
• Leaking pressure limiting valve
• Internal injector amplifier or needle leakage to the return
• Internal injector amplifier or needle leakage into the cylinder
Test as follows:
1. Using DDDL 7.X, go to the "Service Routines" window and click on the "Fuel System Integrity Check" tab.

9 07-11
2. Click “Automatic FSIC.”
3. Start engine and allow FSIC routine to run. The engine will shut down when the routine is complete. Keep the key in the
ON position until "Test complete" is shown.
4. Once the FSIC routine has completed, review rail pressure bleed down time in the log file. The rail pressure bleed down
results can be viewed in the text box at the bottom right corner of the log file screen.
5. Rail pressure bleed-down time should be no less than 35 seconds from 280 bar to 10 bar .
6. A system that has a leak in the high pressure fuel circuit will show the following characteristic.
7. Was the bleed-down rate less than 35 seconds from 280 to 10 bar?
a. Yes; Refer to section "High Pressure Fuel System - Leak Test" .
b. No; return to original troubleshooting.

1 9 07-11
1.13 Pressure Limiting Valve Flow Test

J-48708 Fuel Flow Tool, Amp/Needle Valve, HDE
Test as follows:
1. Remove the Pressure Limiting Valve (PLV) line (1) from the fitting at the top of the fuel filter module.
2. Install clear hose and fitting from J-48708-4 and J-48708 kit to the PLV return line.
3. Cap PLV return line fitting on the fuel filter module using J-48708-3.
4. Place the opposite end of the clear hose into a graduated container.
5. Start the engine and perform the Automatic FSIC routing in the Service Routines panel and note the return flow to the
graduated container.
a. If any return fuel is noted in the graduated container during the Automatic FSIC test, replace the Pressure Limiting
Valve (PLV) and reset the PLV counter to 0. Refer to section "Removal of the Pressure Limiting Valve" .
b. If no return flow is noted, the PLV is not leaking.
1.14 Idle Speed Balance Test

Incorporated into the MCM-MCM2 is the Idle Speed Balance (ISB) software which monitors the crankshaft speed variation per
cylinder power stroke and compensates each fuel injector to allow for a smoother running engine at idle. The compensation
values can be learned and stored in the EEPROM. ISB values are the percentage of adjustment that the MCM-MCM2 can make
to a fuel injector to adjust for idle stability. It does not represent the total amount of available fuel per cylinder.

9 07-11
For diagnostic purposes, these values can be used to pinpoint a cylinder which is getting close to or at its maximum/minimum
limit. The limit values are set to positive (+100) and negative (-100). A value above or below the acceptable limit indicates that
the MCM-MCM2 software is compensating for a crankshaft speed variation. On a common rail system this can be caused by
internal engine damage, fuel injector fueling issue or failure of a high pressure supply to a particular fuel injector.
If the ISB values are 0, this indicates no fueling compensation is needed. Values of +40 and -40 are not uncommon for a new
fuel system. If values reach +70 or -70, injection quantities are reaching their limits and should be noted. If values are at +100
or -100, the respective cylinders should be checked for a failed component.
For example, for a low injection rate (low fueling from fuel injector), the software will try to compensate for this fuel injector
by increasing its pulse width to smooth out the engine. The value will go positive until the engine is performing properly. If the
value reaches (+100), no more compensation can occur. The fuel injector should only be replaced after a visual inspection of
the fuel supply to the fuel injector is checked. If the value reaches (-100), this would indicate that the fuel injector is over-fueling
to the point that the software cannot take out any more fuel.
NOTE: Mechanical failure can also cause a +100 or a -100 reading of ISB. Follow all of the troubleshooting
procedures for the particular system to determine the root cause of the failure.
1.14.1 Checking Idle Speed Balance

Check as follows:
NOTE: Fuel temp must be at least 10°C (50°F) and coolant temp must be at least 70°C (158°F).
1. Using DDDL 7.X, go to the "Service Routines" window and click on the "Idle Speed Balance" tab.
2. If there are any cylinders with a +100 or -100 Idle Speed Balance (ISB) value, run a compression test with DDDL 7.X.
Refer to section "Relative Cylinder Compression Test" .
a. If all cylinders pass the compression test, Go to step 3.
b. If any cylinder(s) fail, inspect for mechanical failure.

1 9 07-11
3. Run the engine at idle and monitor ISB parameters, making note of each cylinder that is showing a positive or negative
100% value.
NOTE: During the learning process, some cylinders may reach the positive or negative 100% limit, but will only stay
there for a short period of time. Looking at the parameters using the chart function can help determine between an
injector that is stuck at the 100% limit compared to an injector that has reached the limit for a short time.
4. Click on “RUN TEST” to reset the values for all cylinders to zero. If all cylinders have not updated within three minutes,
run the engine to 1200 RPM for one minute and return to idle. This will cause the MCM-MCM2 software to relearn the
ISB values.

9 07-11
ISB Worksheet
Cylinder # ISB Value
Cylinder # 1
Cylinder # 2
Cylinder # 3
Cylinder # 4
Cylinder # 5
Cylinder # 6
5. Continue to monitor any cylinder(s) that have reached a positive or negative 100%. If the suspect cylinder is stuck at the
limit of positive or negative 100%, check the following components:
• Fuel line from fuel rail to fuel injector (kinked or plugged). Repair as necessary. Refer to section "Verify Repairs" .
Go to step 6.
• Fuel line connection at fuel injector or fuel rail (leaking). Repair as necessary. Refer to section "Verify Repairs" .
Go to step 6.
• Compression test; Refer to section "Relative Cylinder Compression Test" . Repair as necessary. Refer to section
"Verify Repairs" . Go to step 6.
6. If a cylinder is constantly higher than +70% or lower than -70% and there are no other mechanical concerns with the
engine, replace the fuel injector. Refer to section "Verify Repairs" .
7. If Idle Speed Balance values (ISB) are out of range after performing repairs, contact CSC (800-445-1980).
1.15 Fuel Filter Pressure Test

The fuel filtration system consists of three filters. The prefilter has the task of filtering material down to 100 micron. The coalescer
(water separator) has the function of separating out emulsified water, and can be considered to be a 10 micron filter. The final
filter is rated at 3-5 micron. Generally, the final filter is the filter that reaches the pressure limit first. With the current configuration
all filters are changed at the same time. The pressure limits when all fuel filters are to be replaced are listed in the following
chart.
Filter Pressure Limits

RPM Normal Pressures Replace Filters Using J-48876 Replace Filters Using J-48706
Priming Port Gauge Gauge Set (LPP Outlet Value)
600 RPM 70-115 PSI >115 PSI >115 PSI
1800 RPM 100-150 PSI >150 PSI >150 PSI
1.15.1 Checking Fuel Filter Restriction

Test as follows:
1. If vehicle is not equipped with electronic low pressure pump out fuel sensor, install J-48876 or J-48706 test gauge. Refer
to section "Low Pressure Fuel System - Pressure Measurement" to determine if you have an electronic low pressure fuel
pressure sensor.
2. Using DDDL 7.X, go to the "Service Routines" window and click on the "Fuel System Integrity Check" tab.

1 9 07-11
NOTE: Manual pressure readings can be entered into the log file while FSIC is running by putting a note in the log
file. While FSIC is running, you can add a user event by holding down CRTL+SHIFT+SPACE.
3. If Low Pressure Pump Out (LPPO) pressures are being taken with a manual gauge, the pressure reading at each rpm step
(600, 850, 950, 1100, 1500, 1800 rpm) of FSIC must be taken.
a. User Event:
b. Add Manual Gauge Pressure Reading:
c. Shows in log file as a Label:
4. Click “Automatic FSIC”.

9 07-11
5. Start engine and allow FSIC routine to run. Engine will shut down when the routine is complete.
6. Monitor pressures at 600 RPM.
a. If the pressure is greater than 115 psi at the priming port or the LPP Outlet, replace fuel filters. To replace the fuel
prefilter, Refer to section "Removal of the Fuel Prefilter" . To replace the water separator/coalescer, Refer to section
"Removal of the Water Separator/Coalescer" . To replace the final filter, Refer to section "Removal of the Final
Filter" .
b. If the pressure is less than 115 psi at the priming port or the LPP Outlet, Go to step 7.
7. Monitor pressures at 1800 RPM.
a. If the pressure is greater than 150 psi at the priming port or the LPP Outlet, replace fuel filters. To replace the fuel
prefilter, Refer to section "Removal of the Fuel Prefilter" . To replace the water separator/coalescer, Refer to section
"Removal of the Water Separator/Coalescer" . To replace the final filter, Refer to section "Removal of the Final
Filter" .
b. If the pressure is less than 150 psi at the priming port or the LPP Outlet, filters are OK.
8. Turn ignition OFF (key OFF, engine OFF).
9. If installed, remove J-48876 or J-48706 test gauge(s).
1.16 Draining Fuel System Prior to Repairs

J-48710 Air Pressure Test, HDE Fuel System
Drain the fuel system as follows:

1. Remove the fuel feed line from the fuel filter module.
NOTE: On engines without an MCM cooler, Fuel System Tool Update Kit (W470589039100) will be required to
install J-48710.
2. Install J-48710 fuel pressure test kit onto the fuel feed line at the module.
3. DO NOT remove the return line from the module.

4. Using an air pressure regulator, adjust the system pressure to 50 psi.

5. After one to two minutes the system should be drained of fuel.
6. Remove the test equipment.

1 9 07-11
1.17 Fuel Cooler Leak Test Procedure

Test as follows:

J-45982-7 Air Pressure Regulator
W470589139100 Fuel Cooler Leak Test Plate
1. Remove the fuel cooler from the fuel filter module. Refer to section "Removal of the Fuel Cooler" .
2. Install W470589139100 Fuel Cooler Leak Test Plate onto the fuel cooler using supplied hardware. Tighten bolts until
rubber on the plate starts to compress.
3. Connect J-45982-7 air pressure regulator to W470589139100 and turn the regulator counter clockwise until the regulator
stops.

9 07-11

4. Attach shop air supply to the regulator and turn the regulator clockwise until the gauge on the tool reads 75 psi.
5. Close the ball valve on the tool and remove the shop air supply.
6. Submerse the cooler in hot water (not boiling) and verify no leakage between the tool and cooler.
7. Allow the cooler to sit for 30 minutes. Monitor the pressure on the gauge.
a. If the pressure does not drop at all in 30 minutes, there is no leak. Reinstall the cooler. Refer to section "Installation
of the Fuel Cooler" .
b. If the pressure drops, replace the fuel cooler. Refer to section "Installation of the Fuel Cooler" .


907 11

Uploaded by

Document Information

Original Title

Copyright

Available Formats

Share this document

Share or Embed Document

Sharing Options

Did you find this document useful?

Is this content inappropriate?

Copyright:

Available Formats

907 11

Uploaded by

Copyright:

Available Formats

9 07-11

Additions, Revisions, or Updates

Publication Number / Title Platform Section Title Change

DDC-SVC-MAN-0084 7.1 Low Pressure Fuel

7.1.1 Potential Fuel Leak

7.1.2 Alternative Contrast

7.1.3 Alternative Fuel Dye

7.2 Low Pressure Fuel

7.3 Low Pressure Fuel

7.3.1 Low Pressure Fuel

7.3.2 Normal Fuel System

7.3.3 Abnormal Fuel

7.4 High Pressure Fuel

7.5 Aerated Fuel Test

7.7 High Amplifier Return

All information subject to change without notice. 3

Publication Number / Title Platform Section Title Change

7.7.1 Amplifier Return

7.7.2 Needle Return

7.7.3 Amplifier Return

7.8 Fuel System Leak

7.9 Description and

7.9.1 Fuel System

7.9.2 How to Run an FSIC

7.9.3 Low Pressure Fuel

7.10.1 Rail Pressure

7.11 Pressure Limiting

7.12 Idle Speed Balance

7.12.1 Checking Idle

7.13 Fuel Filter Pressure

7.13.1 Checking Fuel

7.14 Draining Fuel

7.15 Fuel Cooler Leak

4 All information subject to change without notice.

1.1 Low Pressure Fuel System - Leak Test

Service Tools Used in the Procedure

WARNING: PRESSURIZED AIR AND FLYING PARTICLES

All information subject to change without notice. 5

6. Ensure the shutoff valve (2) is in the OFF position.

WARNING: PRESSURIZED AIR AND FLYING PARTICLES

WARNING: PERSONAL INJURY

6 All information subject to change without notice.

All information subject to change without notice. 7

WARNING: PRESSURIZED AIR AND FLYING PARTICLES

1.1.1 Potential Fuel Leak Points

1. Fuel line Fitting leak points 4. Amp return line

Figure 1. Amp, Needle, PLV Return Lines

8 All information subject to change without notice.

1. Coalescer water drain 7. Priming pump check valves with O-rings

Figure 2. Fuel Filter Module without MCM Cooler (front view)

1. Threaded Plug with O-ring 2. Fuel Temperature Sensor

Figure 3. Fuel Filter Module (side view)

All information subject to change without notice. 9

Figure 4. Low Pressure Fuel Pump Inlet and Outlet Lines

Figure 5. High Pressure Fuel Pump Inlet and Outlet Lines

10 All information subject to change without notice.

1. Fuel filter cap O-rings 2. Priming pump sealing washer

Figure 6. Fuel Filter Module (top view)

1. Fuel cooler O-rings 3. Threaded plugs with O-rings

Figure 7. Fuel Filter Module; Engine Side View

All information subject to change without notice. 11

Figure 8. MCM Cooler

Figure 9. High Pressure Fuel Pump