equip guy, I have operations and diagnostic cd for 648GIII. But it does not cover this engine, it covers the next level down which I believe would be called a teir two engine. I also have ctm 331 which covers the common rail feul system with electronic injectors but does not cover the VG turbo. The F528 and F560 codes related the turbo fin position. I found the the vg part of the turbo stuck. I removed the linkage from the control/sensor and found it not to be locked up, however the other side was. Replaced turbo with a used unit I had and it went to work. The turbo had been replaced by the dealer a couple of days before I got in on it. I have not had a chance to disassemble the almost new turbo, but I think I am going to find pieces of the number four piston that the top came off of. By the way, this dealer had put three turbos on this machine in less than a week. as well as six injectors and a high pressure pump trying to make it run right. The final conclusion was that the customer needed a new engine. The customer only paid for one turbo. Normally a engine rebuild by me would require a new turbo or rebuilt turbo, we tried to let this slide because the turbo was so new and there was no visable damage to the turbine part and the turbo cost over 3 grand. I got the clean up job on this one but work is work and with mouths to feed I will take it without any of that" you should have brought it here first" stuff. On a side note, JD specs call for valve lash to .014 IN and .018 exhaust which is the same as the 12 valve engines. These engines are dropping valves left and right and when new or set to this spec I can hear noise on the top that makes my skin crawl, cause I know that valve drop is coming. All of these engines that leave my shop are being set to .010 IN and .014 EX . All that clack noise going on between the bridges,rockers, and valves is gone. The engines now sound like thay should.