Fuel System Diagnostic Tests September Low Pressure Fuel System - Leak Test Potential Fuel Leak Points

Transcription

1 SUBJECT DATE Fuel System Diagnostic Tests September 2011 Additions, Revisions, or Updates Publication Number / Title Platform Section Title Change DDC-SVC-MAN Low Pressure Fuel System - Leak Test EPA10 DD Platform Potential Fuel Leak Points Alternative Contrast Spray Method for Determining a Leak Path Alternative Fuel Dye Method for Determining a Leak Path 7.2 Low Pressure Fuel System - Pressure Measurement 7.3 Low Pressure Fuel System - Measuring Fuel Pressure Using Automatic Fuel System Integrity Check Low Pressure Fuel System - Measuring Fuel Pressures Using Gauges Normal Fuel System Pressures Abnormal Fuel System Pressures 7.4 High Pressure Fuel System - Leak Test 7.5 Aerated Fuel Test 7.7 High Amplifier Return Flow Test Updated diagnostic procedures/new information to diagnose fuel system concerns. All information subject to change without notice. 3

2 Publication Number / Title Platform Section Title Change Amplifier Return Setup Needle Return Setup Amplifier Return Flow Test 7.8 Fuel System Leak Detection Test 7.9 Description and Operation of the Fuel System Integrity Check (FSIC) Fuel System Integrity Check Routine Operation Overview How to Run an FSIC Routine Low Pressure Fuel System Leak Test - Manual FSIC Rail Pressure Bleedoff Test Using DDDL (EPA07 and EPA10) 7.11 Pressure Limiting Valve Flow Test 7.12 Idle Speed Balance Test Checking Idle Speed Balance 7.13 Fuel Filter Pressure Test 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

3 1.1 Low Pressure Fuel System - Leak Test Service Tools Used in the Procedure Tool Number Description J Air Pressure Test, HDE Fuel System W 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 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, W Fuel System Tool Update Kit will be required to install J Remove the return line and install J 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. All information subject to change without notice. 5

4 Ensure the shutoff valve (2) is in the OFF position. WARNING: PRESSURIZED AIR AND FLYING PARTICLES To avoid injury to eye or face, wear a face shield or goggles when conducting a pressure test. 7. Turn regulator (1) counterclockwise until it stops. The regulator is now set to zero pressure. 8. Connect tool J 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. 6 All information subject to change without notice. Copyright 2011 DETROIT DIESEL CORPORATION

5 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 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 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. b. No, Go to step 11. All information subject to change without notice. 7

6 WARNING: PRESSURIZED AIR AND FLYING PARTICLES To avoid injury to eye or face, wear a face shield or goggles when conducting a pressure test. 16. Attach shop air and open ball valve and pressurize fuel system to 75 psi. Go to step 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 ( ) Potential Fuel Leak Points 1. Fuel line Fitting leak points 2. PLV return line 3. Banjo fitting with sealing washers 4. Amp return line 5. Sealing washers, between fitting and cylinder head 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". 8 All information subject to change without notice. Copyright 2011 DETROIT DIESEL CORPORATION

7 1. Coalescer water drain 2. WIF sensor with O-ring 3. Priming port with O-ring 4. Suction side fuel inlet 5. Bypass valve with O-ring 6. Return to tank 7. Priming pump check valves with O-rings 8. Low Pressure Pump outlet pressure sensor 9. Prescreen stand pipe access plate, O-ring 10. Threaded plugs with O-rings 11. Coalescer water drain bowl O-ring 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) All information subject to change without notice. 9

8 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 2. Sealing gasket for high pressure flange 3. HC Doser fuel supply pressure control valve with O-ring 4. Banjo bolt with sealing washers Figure 5. High Pressure Fuel Pump Inlet and Outlet Lines 10 All information subject to change without notice. Copyright 2011 DETROIT DIESEL CORPORATION

9 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 2. Amp return banjo bolt with sealing washers 3. Threaded plugs with O-rings 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. All information subject to change without notice. 11

10 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 2. Low Pressure Pump O-ring 3. Quantity Control Valve O-ring 4. Pumping element O-rings 5. Pumping element fitting Figure 9. High Pressure Fuel Pump 12 All information subject to change without notice. Copyright 2011 DETROIT DIESEL CORPORATION

11 1. High pressure fuel pump weep hole Figure 10. High Pressure Fuel Pump (bottom view) 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 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 W 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? All information subject to change without notice. 13

12 a. Yes, replace any leaking fuel injector(s) or replace any leaking fuel line(s). b. No; Go to step 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 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 W Compu check pressure 14 All information subject to change without notice. Copyright 2011 DETROIT DIESEL CORPORATION

13 Figure 11. Fuel Pressure Measured A Without Low Pressure Pump Out Fuel Pressure Sensor B TOOLS With Low Pressure Pump Out Fuel Pressure Sensor 1 HP Inlet DDDL v7.06sp2 & W Plug, Doser regulator 2 LP Outlet J four gauge manifold tool DDDL v7.06sp2 (LPPO sensor) 3 LP Inlet W filter cap w/ test port 4 Compu check J Test Gauge, Primer Port 1.3 Low Pressure Fuel System Measuring Fuel Pressure Using Automatic Fuel System Integrity Check Service Tools Used in the Procedure Tool Number Description W Fuel Pressure test Plug (doser regulator) W Filter Cap (with test port) J Gauge manifold DDDL 7.06 sp2 or later 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 W Fuel Pressure Test Plug (doser regulator) into the high pressure flange. Refer to Tool Letter 11 TL-9 for installation instructions. All information subject to change without notice. 15

14 Install tool number W Filter Cap (with test port) in place of the pre-filter cap and connect J 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 on the engine. 16 All information subject to change without notice. Copyright 2011 DETROIT DIESEL CORPORATION

15 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). All information subject to change without notice. 17

16 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 W Filter Cap (with test port). Connect low pressure pump inlet gauge J All information subject to change without notice. Copyright 2011 DETROIT DIESEL CORPORATION

17 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 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). WARNING: ENGINE EXHAUST To avoid injury from inhaling engine exhaust, always operate the engine in a well-ventilated area. Engine exhaust is toxic. 9. Start the engine; Refer to section "Normal Fuel System Pressures" and compare the pressures to the table found there. All information subject to change without notice. 19

18 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 to 126 HPP Inlet (PSI) 69 to to 112 HPP Outlet (PSI) 1 to to 7 Priming Port (PSI) 72 to to 120 Fuel Compensation pressure w/ doser regulator 75 to to 95 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 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) LPP Outlet (PSI) HPP Inlet (PSI) HPP Outlet (PSI) 3 4 Priming Port (PSI) All information subject to change without notice. Copyright 2011 DETROIT DIESEL CORPORATION

19 Final Filter (at or Past its Useful Life) Ports Warm Engine 600 RPM Warm Engine 1800 RPM LPP Inlet (in Hg) LPP Outlet (PSI) HPP Inlet (PSI) HPP Outlet (PSI) 1 to 2 2 Priming Port (PSI) Restricted Fuel Feed Line to Module Ports Warm Engine 600 RPM Warm Engine 1000 RPM LPP Inlet (in Hg) LPP Outlet (PSI) HPP Inlet (PSI) HPP Outlet (PSI) 1 to 2 1 to 2 Priming Port (PSI) Restricted Fuel Return Line from Module Ports Warm Engine 600 RPM Warm Engine 1000 RPM LPP Inlet (in Hg) LPP Outlet (PSI) HPP Inlet (PSI) HPP Outlet (PSI) Priming Port (PSI) 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) 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. All information subject to change without notice. 21

20 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 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". b. No; Go to step 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". b. No; Go to step All information subject to change without notice. Copyright 2011 DETROIT DIESEL CORPORATION

21 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". b. No; Go to step 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". b. No; Go to step 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". b. No; Go to step 9. All information subject to change without notice. 23

22 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 (W ) 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). b. No; Go to step Using the black light, inspect the entire high pressure system for leaks. Repair as necessary. If no leaks are found, Go to step All information subject to change without notice. Copyright 2011 DETROIT DIESEL CORPORATION

23 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 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 ( ). b. No; contact the Customer Support Center ( ). 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. Service Tools Used in the Procedure Tool Number Description J Fuel Flow Tool J Sight Glass Tools W Fuel System Tool Update Kit w/o MCM cooler ESOC 350 Fuel Priming Unit DDDL 7.06 sp2 or later NOTE: Different style modules will need to use adapter fittings Tool Number W 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". 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 J sight glass tools on to the fuel filter module. All information subject to change without notice. 25

24 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 Is the fuel aerated in the suction line? a. Yes, repair suction leak on the chassis fuel lines. b. No, Go to step 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 and run the hoses to the other container. Refer to section "High Amplifier Return Flow Test" for installation. Go to step 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 All information subject to change without notice. Copyright 2011 DETROIT DIESEL CORPORATION

25 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 Amplifier Return Setup Service Tools Used in the Procedure Tool Number Description J 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 Fuel Flow Tool, cap the fitting at the Fuel Filter Module. 4. Connect amplifier return line to the clear return line J supplied in kit. 5. Attach the opposite end of the clear return line to the J container. All information subject to change without notice. 27

26 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 Fuel Flow Tool, cap the fitting at the high pressure manifold. 3. Connect needle return line to the clear return line J supplied in kit. 4. Attach opposite end of the clear return line J to the opposite J container 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. WARNING: ENGINE EXHAUST To avoid injury from inhaling engine exhaust, always operate the engine in a well-ventilated area. Engine exhaust is toxic. 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 ) to the container (J ). 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 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. b. No; Go to step All information subject to change without notice. Copyright 2011 DETROIT DIESEL CORPORATION

27 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 rail plug on to the fuel rail and torque to 40 N m (30 lb ft). WARNING: ENGINE EXHAUST To avoid injury from inhaling engine exhaust, always operate the engine in a well-ventilated area. Engine exhaust is toxic. 9. Start engine and allow it to run at base idle. 10. Measure the amplifier flow from the clear return line (J ) to the container (J ) during a one minute time frame and note the flow rate in the following chart. Total Leakage Rate (from step 4) Capped Cylinder Leakage Rate Cylinder #1 Cylinder #2 Cylinder #3 Cylinder #4 Cylinder #5 Cylinder #6 Amplifier Leakage Rate Worksheet ML per minute 11. Have all the cylinder flow measurements been recorded? Was a drop of more than 50ML (1.7 ounces) compared to the Total Leakage Rate noted? ML per minute YES NO ML per minute YES NO ML per minute YES NO ML per minute YES NO ML per minute YES NO ML per minute YES NO All information subject to change without notice. 29

28 a. If yes, Go to step 12. b. If no, Go to step 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 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 HP Leak Counter HP Leak Learned Value HP Leak Learned Counter Rail Pressure Governor Compensation HP Leak Actual Value 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 when: HP Leak Actual Value > (HP Leak Leaned Value ) When the counter reaches 5, an error code will set. This value is stored when an engine goes through a learn cycle for the 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 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 l/h (operating around bar rail pressure and at idle). A fuel system with a 9 l/h leakage, RPG Compensation is around l/h (operating around bar rail pressure and at idle). A fuel system with a 45 l/h leakage, RPG Compensation is around 66 l/h (operating around 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. 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 Fuel Temperature Coolant temperature Fuel Temperature The buttons within the screen are listed in the following table. 30 All information subject to change without notice. Copyright 2011 DETROIT DIESEL CORPORATION

29 Start/Stop Timer Read Accumulators Reset Error Counter Reset Learned Data Close Button Description This button will start and stop a free running timer. This timer is used as a reference only. This button will refresh the values in the panel. This button will set the "HP Leak Counter" to 4. This will allow the technician a chance to rerun the Leak Down Test. If the test fails again, a leakage code will set. This button will reset any previously learned leakage/threshold values. Closes the panel 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. All information subject to change without notice. 31

30 Click on the tab labeled "Fuel System" and then "Leak Detection." 5. The dialog box that appears shows the parameters related to fuel system. 32 All information subject to change without notice. Copyright 2011 DETROIT DIESEL CORPORATION

31 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: ENGINE EXHAUST To avoid injury from inhaling engine exhaust, always operate the engine in a well-ventilated area. Engine exhaust is toxic. 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. All information subject to change without notice. 33

32 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" , 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" , the system leakage is unacceptable and should be checked. The "HP Leak Counter" will increase by one (1) 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 W 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 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: 34 All information subject to change without notice. Copyright 2011 DETROIT DIESEL CORPORATION

33 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 ( ). 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 W 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. All information subject to change without notice. 35

34 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 W 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. 36 All information subject to change without notice. Copyright 2011 DETROIT DIESEL CORPORATION

35 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. All information subject to change without notice. 37

36 Once routine completes you can view rail pressure bleed down time in text Box 1 and fuel temp rise in text box 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. 38 All information subject to change without notice. Copyright 2011 DETROIT DIESEL CORPORATION

37 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 W 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. All information subject to change without notice. 39

38 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 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 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 bleeddown 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. 40 All information subject to change without notice. Copyright 2011 DETROIT DIESEL CORPORATION

39 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. All information subject to change without notice. 41

40 Pressure Limiting Valve Flow Test Service Tools Used in the Procedure Tool Number Description J Fuel Flow Tool, Amp/Needle Valve, HDE W Fuel System Tool Update Kit w/o an MCM cooler DDDL 7.06 sp2 or later 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 and J kit to the PLV return line. 3. Cap PLV return line fitting on the fuel filter module using J 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 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. 42 All information subject to change without notice. Copyright 2011 DETROIT DIESEL CORPORATION

41 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 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. All information subject to change without notice. 43

42 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. 44 All information subject to change without notice. Copyright 2011 DETROIT DIESEL CORPORATION

43 Cylinder # Cylinder # 1 Cylinder # 2 Cylinder # 3 Cylinder # 4 Cylinder # 5 Cylinder # 6 ISB Worksheet ISB Value 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 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 ( ) 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 Priming Port Gauge 600 RPM PSI >115 PSI >115 PSI 1800 RPM PSI >150 PSI >150 PSI Replace Filters Using J Gauge Set (LPP Outlet Value) Checking Fuel Filter Restriction Test as follows: 1. If vehicle is not equipped with electronic low pressure pump out fuel sensor, install J or J 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. All information subject to change without notice. 45

44 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. 46 All information subject to change without notice. Copyright 2011 DETROIT DIESEL CORPORATION

45 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 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 or J test gauge(s) Draining Fuel System Prior to Repairs Service Tools Used in the Procedure J Air Pressure Test, HDE Fuel System W Fuel System Tool Update Kit w/o an MCM cooler 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 (W ) will be required to install J Install J fuel pressure test kit onto the fuel feed line at the module. 3. DO NOT remove the return line from the 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. 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. All information subject to change without notice. 47

46 Fuel Cooler Leak Test Procedure Test as follows: J W Tool Number Service Tools Used in the Procedure Description Air Pressure Regulator 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 W 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 air pressure regulator to W and turn the regulator counter clockwise until the regulator stops. 48 All information subject to change without notice. Copyright 2011 DETROIT DIESEL CORPORATION