Troubleshooting Ingles Scan

RENR5910 February 2002
Troubleshooting
G3612 and G3616 Engines
BLB1-Up (Engine) BKE1-Up (Engine)
i01658146
Important Safety Information

Most accidents that involve product operation, maintenance and repair are caused by failure to observe basic safety rules or precautions. An accident can often be avoided by recognizing potentially hazardous situations before an accident occurs. A person must be alert to potential hazards. This person should also have the necessary training, skills and tools to perform these functions properly. Improper operation, lubrication, maintenance or repair of this product can be dangerous and could result in injury or death. Do not operate or perform any lubrication, maintenance or repair on this product, until you have read and understood the operation, lubrication, maintenance and repair information. Safety precautions and warnings are provided in this manual and on the product. If these hazard warnings are not heeded, bodily injury or death could occur to you or to other persons. The hazards are identified by the Safety Alert Symbol and followed by a Signal Word such as DANGER, WARNING or CAUTION. The Safety Alert WARNING label is shown below.
The meaning of this safety alert symbol is as follows: Attention! Become Alert! Your Safety is Involved. The message that appears under the warning explains the hazard and can be either written or pictorially presented. Operations that may cause product damage are identified by NOTICE labels on the product and in this publication. Caterpillar cannot anticipate every possible circumstance that might involve a potential hazard. The warnings in this publication and on the product are, therefore, not all inclusive. If a tool, procedure, work method or operating technique that is not specifically recommended by Caterpillar is used, you must satisfy yourself that it is safe for you and for others. You should also ensure that the product will not be damaged or be made unsafe by the operation, lubrication, maintenance or repair procedures that you choose. The information, specifications, and illustrations in this publication are on the basis of information that was available at the time that the publication was written. The specifications, torques, pressures, measurements, adjustments, illustrations, and other items can change at any time. These changes can affect the service that is given to the product. Obtain the complete and most current information before you start any job. Caterpillar dealers have the most current information available.
When replacement parts are required for this product Caterpillar recommends using Caterpillar replacement parts or parts with equivalent specifications including, but not limited to, physical dimensions, type, strength and material. Failure to heed this warning can lead to premature failures, product damage, personal injury or death.
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Table of Contents
Troubleshooting Section
Electronic Troubleshooting System Overview .................................................. Electrical Connectors and Functions .................... Electronic Service Tools ........................................ Engine Monitoring System .................................... Programming Parameters Programming Parameters ..................................... Customer Passwords ............................................ Factory Passwords ................................................ Flash Programming .............................................. System Configuration Parameters ........................ Factory Passwords Worksheet ............................. Replacing the ECM ............................................... Replacing the ICSM .............................................. Troubleshooting Data Sheet ................................. 10 12 18 21 22 22 22 23 24 25 25 26 28
Noise Coming from Cylinder (Noisy Cylinder Head) .................................................................. 60 Poor Coolant Flow ................................................ 60 System Voltage ..................................................... 61 Short Spark Plug Life ............................................ 61 Starting Motor Runs, Pinion Engages But Does Not Turn the Flywheel ................................................ 62 Too Much Vibration ............................................... 62 Turbocharger Turbine Temperature (High) ............ 63 Troubleshooting with a Diagnostic Code Diagnostic Codes .................................................. 64 MID 036 - CID 0017 - FMI 05 Fuel Shutoff Valve open circuit ................................................................... 65 MID 036 - CID 0017 - FMI 06 Fuel Shutoff Valve short to ground ............................................................. 66 MID 036 - CID 0017 - FMI 12 Fuel Shutoff Valve malfunction .......................................................... 66 MID 036 - CID 0041 - FMI 03 8 Volt DC Supply short to +batt ................................................................ 66 MID 036 - CID 0041 - FMI 04 8 Volt DC Supply short to ground ............................................................. 67 MID 036 - CID 0094 - FMI 03 Fuel Pressure open/short to +batt .............................................. 67 MID 036 - CID 0094 - FMI 08 Fuel Pressure Noisy ................................................................... 67 MID 036 - CID 0100 - FMI 03 Engine Oil Pressure open/short to +batt .............................................. 68 MID 036 - CID 0100 - FMI 04 Engine Oil Pressure short to ground .................................................... 68 MID 036 - CID 0101 - FMI 03 Crankcase Pressure open/short to +batt .............................................. 68 MID 036 - CID 0101 - FMI 04 Crankcase Pressure short to ground .................................................... 69 MID 036 - CID 0106 - FMI 03 Air Inlet Pressure Sensor short to +batt .......................................... 69 MID 036 - CID 0106 - FMI 08 Air Inlet Pressure Sensor noisy signal ............................................. 70 MID 036 - CID 0109 - FMI 03 Coolant Outlet Pressure open/short to +batt .............................................. 70 MID 036 - CID 0109 - FMI 08 Engine Coolant Outlet Pressure Sensor noisy signal ............................. 70 MID 036 - CID 0110 - FMI 03 Engine Coolant Temperature open/short to +batt ......................... 71 MID 036 - CID 0110 - FMI 04 Engine Coolant Temperature short to ground ............................... 71 MID 036 - CID 0168 - FMI 02 System Voltage intermittent/erratic ............................................... 71 MID 036 - CID 0172 - FMI 03 Intake Manifold Air Temp open/short to +batt .................................... 72 MID 036 - CID 0172 - FMI 04 Intake Manifold Air Temp short to ground .......................................... 72 MID 036 - CID 0174 - FMI 03 Fuel Temperature open/short to +batt .............................................. 73 MID 036 - CID 0174 - FMI 04 Fuel Temperature short to ground ............................................................. 73 MID 036 - CID 0175 - FMI 03 Engine Oil Temperature open/short to +batt .............................................. 73 MID 036 - CID 0175 - FMI 04 Engine Oil Temperature short to ground .................................................... 74 MID 036 - CID 0190 - FMI 02 Loss of Engine Speed signal ................................................................... 74
Troubleshooting without a Diagnostic Code Symptoms ............................................................. 31 Air Starting Motor .................................................. 31 Crankcase Pressure (High) .................................. 32 Detonation ............................................................ 33 Driven Equipment ................................................. 34 ECM Will Not Accept Factory Passwords ............. 35 Electrohydraulic System Oil Pressure (Low) ......... 35 Electronic Service Tool Will Not Communicate with ECM or ICSM ...................................................... 36 Engine Coolant Temperature (High) ..................... 37 Engine Coolant Temperature (Low) ...................... 39 Engine Cranks but Will Not Start .......................... 39 Engine Misfires, Runs Rough or Is Unstable ........ 41 Engine Oil Filter Differential Pressure ................... 43 Engine Oil Pressure (Low) .................................... 43 Engine Oil Temperature (High) ............................. 44 Engine Overcrank ................................................. 45 Engine Overload ................................................... 46 Engine Overspeed ................................................ 46 Engine Pre-Lube Pressure (Low) ......................... 47 Engine Shutdown .................................................. 48 Engine Shutdown (Unexpected) ........................... 48 Engine Shutdown without a Diagnostic Code ....... 50 Engine Starts but Stalls Immediately .................... 50 Excessive Engine Oil Consumption ...................... 51 Exhaust Emission Too High/Fuel Consumption Too High ..................................................................... 52 Exhaust Port Temperature (High) ......................... 53 Exhaust Port Temperature (Low) .......................... 54 Fuel Energy Content ............................................. 55 Fuel Pressure ....................................................... 55 Gas Temperature (High) ....................................... 56 Inlet Air Temperature (High) .................................. 56 Intermittent Engine Shutdown ............................... 57 Jacket Water Inlet Pressure (High) ....................... 58 Jacket Water Pressure (Low) ................................ 58 Jacket Water to Engine Oil Differential Temperature (Low) ................................................................... 59 Mechanical Noise (Knock) in Engine .................... 59
4 Table of Contents
MID 036 - CID 0190 - FMI 08 Engine Speed signal abnormal ............................................................. 75 MID 036 - CID 0262 - FMI 03 5 Volt Sensor DC Power Supply short to +batt ........................................... 75 MID 036 - CID 0262 - FMI 04 5 Volt Sensor DC Power Supply short to ground ........................................ 75 MID 036 - CID 0301 - FMI 05 Cylinder 1 - Transformer Primary open circuit ............................................ 76 MID 036 - CID 0301 - FMI 06 Cylinder 1 - Transformer Primary short ...................................................... 76 MID 036 - CID 0302 - FMI 05 Cylinder 2 - Transformer Primary open circuit ............................................ 76 MID 036 - CID 0302 - FMI 06 Cylinder 2 - Transformer Primary short ...................................................... 77 MID 036 - CID 0303 - FMI 05 Cylinder 3 - Transformer Primary open circuit ............................................ 77 MID 036 - CID 0303 - FMI 06 Cylinder 3 - Transformer Primary short ...................................................... 77 MID 036 - CID 0304 - FMI 05 Cylinder 4 - Transformer Primary open circuit ............................................ 78 MID 036 - CID 0304 - FMI 06 Cylinder 4 - Transformer Primary short ...................................................... 78 MID 036 - CID 0305 - FMI 05 Cylinder 5 - Transformer Primary open circuit ............................................ 79 MID 036 - CID 0305 - FMI 06 Cylinder 5 - Transformer Primary short ...................................................... 79 MID 036 - CID 0306 - FMI 05 Cyinder 6 - Transformer Primary open circuit ............................................ 79 MID 036 - CID 0306 - FMI 06 Cylinder 6 - Transformer Primary short ...................................................... 80 MID 036 - CID 0307 - FMI 05 Cylinder 7 - Transformer Primary open circuit ............................................ 80 MID 036 - CID 0307 - FMI 06 Cylinder 7 - Transformer Primary short ...................................................... 80 MID 036 - CID 0308 - FMI 05 Cylinder 8 - Transformer Primary open circuit ............................................ 81 MID 036 - CID 0308 - FMI 06 Cylinder 8 - Transformer Primary short ...................................................... 81 MID 036 - CID 0309 - FMI 05 Cylinder 9 - Transformer Primary open circuit ............................................ 81 MID 036 - CID 0309 - FMI 06 Cylinder 9 - Transformer Primary short ...................................................... 82 MID 036 - CID 0310 - FMI 05 Cylinder 10 Transformer Primary open circuit ........................ 82 MID 036 - CID 0310 - FMI 06 Cylinder 10 Transformer Primary short .................................. 82 MID 036 - CID 0311 - FMI 05 Cylinder 11 Transformer Primary open circuit ........................ 83 MID 036 - CID 0311 - FMI 06 Cylinder 11 Transformer Primary short .................................. 83 MID 036 - CID 0312 - FMI 05 Cylinder 12 Transformer Primary open circuit ........................ 84 MID 036 - CID 0312 - FMI 06 Cylinder 12 Transformer Primary short .................................. 84 MID 036 - CID 0313 - FMI 05 Cylinder 13 Transformer Primary open circuit ........................ 84 MID 036 - CID 0313 - FMI 06 Cylinder 13 Transformer Primary short .................................. 85 MID 036 - CID 0314 - FMI 05 Cylinder 14 Transformer Primary open circuit ........................ 85
MID 036 - CID 0314 - FMI 06 Cylinder 14 Transformer Primary short .................................. 85 MID 036 - CID 0315 - FMI 05 Cylinder 15 Transformer Primary open circuit ........................ 86 MID 036 - CID 0315 - FMI 06 Cylinder 15 Transformer Primary short .................................. 86 MID 036 - CID 0316 - FMI 05 Cylinder 16 Transformer Primary open circuit ........................ 87 MID 036 - CID 0316 - FMI 06 Cylinder 16 Transformer Primary short .................................. 87 MID 036 - CID 0323 - FMI 03 Shutdown Lamp short to +batt ................................................................ 87 MID 036 - CID 0324 - FMI 03 Warning Lamp short to +batt .................................................................... 88 MID 036 - CID 0336 - FMI 02 Incorrect ECS Switch inputs .................................................................. 88 MID 036 - CID 0338 - FMI 05 Pre-Lube Relay open circuit ................................................................... 88 MID 036 - CID 0338 - FMI 06 Pre-Lube Relay short to ground ............................................................. 88 MID 036 - CID 0339 - FMI 05 Engine Pre-lube Pressure Switch open circuit ............................... 89 MID 036 - CID 0401 - FMI 05 Cylinder 1 - Transformer Secondary open circuit ....................................... 89 MID 036 - CID 0401 - FMI 06 Cylinder 1 - Transformer Secondary short to ground ................................. 90 MID 036 - CID 0402 - FMI 05 Cylinder 2 - Transformer Secondary open circuit ....................................... 90 MID 036 - CID 0402 - FMI 06 Cylinder 2 - Transformer Secondary short to ground ................................. 90 MID 036 - CID 0403 - FMI 05 Cylinder 3 - Transformer Secondary open circuit ....................................... 91 MID 036 - CID 0403 - FMI 06 Cylinder 3 - Transformer Secondary short to ground ................................. 91 MID 036 - CID 0404 - FMI 05 Cylinder 4 - Transformer Secondary open circuit ....................................... 92 MID 036 - CID 0404 - FMI 06 Cylinder 4 - Transformer Secondary short to ground ................................. 92 MID 036 - CID 0405 - FMI 05 Cylinder 5 - Transformer Secondary open circuit ....................................... 92 MID 036 - CID 0405 - FMI 06 Cylinder 5 - Transformer Secondary short to ground ................................. 93 MID 036 - CID 0406 - FMI 05 Cylinder 6 - Transformer Secondary open circuit ....................................... 93 MID 036 - CID 0406 - FMI 06 Cylinder 6 - Transformer Secondary short to ground ................................. 94 MID 036 - CID 0407 - FMI 05 Cylinder 7 - Transformer Secondary open circuit ....................................... 94 MID 036 - CID 0407 - FMI 06 Cylinder 7 - Transformer Secondary short to ground ................................. 95 MID 036 - CID 0408 - FMI 05 Cylinder 8 - Transformer Secondary open circuit ....................................... 95 MID 036 - CID 0408 - FMI 06 Cylinder 8 - Transformer Secondary short to ground ................................. 95 MID 036 - CID 0409 - FMI 05 Cylinder 9 - Transformer Secondary open circuit ....................................... 96 MID 036 - CID 0409 - FMI 06 Cylinder 9 - Transformer Secondary short to ground ................................. 96 MID 036 - CID 0410 - FMI 05 Cylinder 10 Transformer Secondary open circuit ................... 96
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MID 036 - CID 0410 - FMI 06 Cylinder 10 Transformer Secondary short to ground ............. 97 MID 036 - CID 0411 - FMI 05 Cylinder 11 Transformer Secondary open circuit ................... 97 MID 036 - CID 0411 - FMI 06 Cylinder 11 Transformer Secondary short to ground ............. 98 MID 036 - CID 0412 - FMI 05 Cylinder 12 Transformer Secondary open circuit ................... 98 MID 036 - CID 0412 - FMI 06 Cylinder 12 Transformer Secondary short to ground ............. 99 MID 036 - CID 0413 - FMI 05 Cylinder 13 Transformer Secondary open circuit ................... 99 MID 036 - CID 0413 - FMI 06 Cylinder 13 Transformer Secondary short to ground ............. 99 MID 036 - CID 0414 - FMI 05 Cylinder 14 Transformer Secondary open circuit ................. 100 MID 036 - CID 0414 - FMI 06 Cylinder 14 Transformer Secondary short to ground ........... 100 MID 036 - CID 0415 - FMI 05 Cylinder 15 Transformer Secondary open circuit ................. 100 MID 036 - CID 0415 - FMI 06 Cylinder 15 Transformer Secondary short to ground ........... 101 MID 036 - CID 0416 - FMI 05 Cylinder 16 Transformer Secondary open circuit ................. 101 MID 036 - CID 0416 - FMI 06 Cylinder 16 Transformer Secondary short to ground ........... 102 MID 036 - CID 0443 - FMI 03 Crank Terminate Relay short to +batt ..................................................... 102 MID 036 - CID 0444 - FMI 05 Start Relay open circuit ................................................................. 102 MID 036 - CID 0444 - FMI 06 Start Relay short to ground ............................................................... 103 MID 036 - CID 0445 - FMI 03 Run Relay short to +batt .................................................................. 103 MID 036 - CID 0524 - FMI 03 Desired Engine Speed Sensor short to +batt ........................................ 103 MID 036 - CID 0524 - FMI 04 Desired Engine Speed Sensor short to ground ..................................... 104 MID 036 - CID 0525 - FMI 05 Choke Actuator open circuit ................................................................. 104 MID 036 - CID 0525 - FMI 06 Choke Actuator short to ground ........................................................... 104 MID 036 - CID 0526 - FMI 05 Wastegate Valve open .................................................................. 105 MID 036 - CID 0526 - FMI 06 Wastegate Valve short .................................................................. 105 MID 036 - CID 0542 - FMI 03 Unfiltered Engine Oil Pressure open/short to +batt ............................ 105 MID 036 - CID 0542 - FMI 04 Unfiltered Engine Oil Pressure short to ground .................................. 106 MID 036 - CID 1040 - FMI 09 ICSM #1 not communicating on link ...................................... 106 MID 036 - CID 1041 - FMI 09 ICSM #2 not communicating on link ...................................... 106 MID 036 - CID 1501 - FMI 03 Cylinder #1 Detonation Sensor open/short to +batt ............................... 107 MID 036 - CID 1501 - FMI 04 Cylinder #1 Detonation Sensor short to ground ..................................... 107 MID 036 - CID 1502 - FMI 03 Cylinder #2 Detonation Sensor open/short to +batt ............................... 107 MID 036 - CID 1502 - FMI 04 Cylinder #2 Detonation Sensor short to ground ..................................... 108
MID 036 - CID 1505 - FMI 03 Cylinder #5 Detonation Sensor open/short to +batt ............................... 108 MID 036 - CID 1505 - FMI 04 Cylinder #5 Detonation Sensor short to ground ..................................... 108 MID 036 - CID 1506 - FMI 03 Cylinder #6 Detonation Sensor open/short to +batt ............................... 109 MID 036 - CID 1506 - FMI 04 Cylinder #6 Detonation Sensor short to ground ..................................... 109 MID 036 - CID 1509 - FMI 03 Cylinder #9 Detonation Sensor open/short to +batt ............................... 109 MID 036 - CID 1509 - FMI 04 Cylinder #9 Detonation Sensor short to ground ..................................... 110 MID 036 - CID 1510 - FMI 03 Cylinder #10 Detonation Sensor open/short to +batt ............................... 110 MID 036 - CID 1510 - FMI 04 Cylinder #10 Detonation Sensor short to ground ..................................... 110 MID 036 - CID 1513 - FMI 03 Cylinder #13 Detonation Sensor open/short to +batt ............................... 111 MID 036 - CID 1513 - FMI 04 Cylinder #13 Detonation Sensor short to ground ..................................... 111 MID 036 - CID 1514 - FMI 03 Cylinder #14 Detonation Sensor open/short to +batt ............................... 111 MID 036 - CID 1514 - FMI 04 Cylinder #14 Detonation Sensor short to ground ..................................... 112 MID 036 - CID 1844 - FMI 05 Fuel Actuator open circuit ................................................................. 112 MID 036 - CID 1844 - FMI 06 Fuel Actuator short to ground ............................................................... 112 MID 109 - CID 0253 - FMI 02 Personality Module mismatch ........................................................... 113 MID 109 - CID 0591 - FMI 12 EEPROM checksum fault or ECM not programmed ........................... 113 MID 109 - CID 1040 - FMI 09 ICSM #1 not communicating on link ...................................... 113 MID 109 - CID 1043 - FMI 02 Cylinder #1 Firing Signal noisy ....................................................... 113 MID 109 - CID 1043 - FMI 03 Cylinder #1 Firing Signal open/short to +batt ................................. 114 MID 109 - CID 1043 - FMI 04 Cylinder #1 Firing Signal short to ground ....................................... 114 MID 109 - CID 1043 - FMI 08 Cylinder #1 Firing Signal abnormal signal ...................................... 114 MID 109 - CID 1044 - FMI 02 All Cylinders Firing Signal noisy ....................................................... 115 MID 109 - CID 1044 - FMI 03 All Cylinders Firing Signal open/short to +batt ................................. 115 MID 109 - CID 1044 - FMI 04 All Cylinders Firing Signal short to ground ....................................... 115 MID 109 - CID 1101 - FMI 02 Cylinder #1 Combustion Probe noisy ....................................................... 116 MID 109 - CID 1101 - FMI 04 Cylinder #1 Combustion Probe short to ground ....................................... 116 MID 109 - CID 1103 - FMI 02 Cylinder #3 Combustion Probe noisy ....................................................... 117 MID 109 - CID 1103 - FMI 04 Cylinder #3 Combustion Probe short to ground ....................................... 117 MID 109 - CID 1105 - FMI 02 Cylinder #5 Combustion Probe noisy ....................................................... 117 MID 109 - CID 1105 - FMI 04 Cylinder #5 Combustion Probe short to ground ....................................... 118 MID 109 - CID 1107 - FMI 02 Cylinder #7 Combustion Probe noisy ....................................................... 118
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MID 109 - CID 1107 - FMI 04 Cylinder #7 Combustion Probe short to ground ....................................... 119 MID 109 - CID 1109 - FMI 02 Cylinder #9 Combustion Probe noisy ....................................................... 119 MID 109 - CID 1109 - FMI 04 Cylinder #9 Combustion Probe short to ground ....................................... 119 MID 109 - CID 1111 - FMI 02 Cylinder #11 Combustion Probe noisy ................................... 120 MID 109 - CID 1111 - FMI 04 Cylinder #11 Combustion Probe short to ground ................... 120 MID 109 - CID 1113 - FMI 02 Cylinder #13 Combustion Probe noisy ................................... 120 MID 109 - CID 1113 - FMI 04 Cylinder #13 Combustion Probe short to ground ................... 121 MID 109 - CID 1115 - FMI 02 Cylinder #15 Combustion Probe noisy ................................... 121 MID 109 - CID 1115 - FMI 04 Cylinder #15 Combustion Probe short to ground ................... 122 MID 109 - CID 1490 - FMI 03 Rt Turbo Turbine Out Temp Sens short to +batt .................................. 122 MID 109 - CID 1490 - FMI 04 Rt Turbo Turbine Out Temp Sens short to ground ............................... 122 MID 109 - CID 1490 - FMI 05 Rt Turbo Turbine Out Temp Sens open circuit ..................................... 123 MID 109 - CID 1491 - FMI 03 Rt Turbo Turbine In Temp Sens short to +batt .................................. 123 MID 109 - CID 1491 - FMI 04 Rt Turbo Turbine In Temp Sens short to ground ............................... 123 MID 109 - CID 1491 - FMI 05 Rt Turbo Turbine In Temp Sens open circuit ..................................... 124 MID 109 - CID 1531 - FMI 03 Cyl #1 Exhaust Port Temp Sensor short to +batt ............................... 124 MID 109 - CID 1531 - FMI 04 Cyl #1 Exhaust Port Temp Sensor short to ground ............................ 124 MID 109 - CID 1531 - FMI 05 Cyl #1 Exhaust Port Temp Sensor open circuit ................................. 124 MID 109 - CID 1533 - FMI 03 Cyl #3 Exhaust Port Temp Sensor short to +batt ............................... 125 MID 109 - CID 1533 - FMI 04 Cyl #3 Exhaust Port Temp Sensor short to ground ............................ 125 MID 109 - CID 1533 - FMI 05 Cyl #3 Exhaust Port Temp Sensor open circuit ................................. 125 MID 109 - CID 1535 - FMI 03 Cyl #5 Exhaust Port Temp Sensor short to +batt ............................... 126 MID 109 - CID 1535 - FMI 04 Cyl #5 Exhaust Port Temp Sensor short to ground ............................ 126 MID 109 - CID 1535 - FMI 05 Cyl #5 Exhaust Port Temp Sensor open circuit ................................. 126 MID 109 - CID 1537 - FMI 03 Cyl #7 Exhaust Port Temp Sensor short to +batt ............................... 127 MID 109 - CID 1537 - FMI 04 Cyl #7 Exhaust Port Temp Sensor short to ground ............................ 127 MID 109 - CID 1537 - FMI 05 Cyl #7 Exhaust Port Temp Sensor open circuit ................................. 127 MID 109 - CID 1539 - FMI 03 Cyl #9 Exhaust Port Temp Sensor short to +batt ............................... 127 MID 109 - CID 1539 - FMI 04 Cyl #9 Exhaust Port Temp Sensor short to ground ............................ 128 MID 109 - CID 1539 - FMI 05 Cyl #9 Exhaust Port Temp Sensor open circuit ................................. 128
MID 109 - CID 1541 - FMI 03 Cyl #11 Exhaust Port Temp Sensor short to +batt ............................... 128 MID 109 - CID 1541 - FMI 04 Cyl #11 Exhaust Port Temp Sensor short to ground ............................ 129 MID 109 - CID 1541 - FMI 05 Cyl #11 Exhaust Port Temp Sensor open circuit ................................. 129 MID 109 - CID 1543 - FMI 03 Cyl #13 Exhaust Port Temp Sensor short to +batt ............................... 129 MID 109 - CID 1543 - FMI 04 Cyl #13 Exhaust Port Temp Sensor short to ground ............................ 130 MID 109 - CID 1543 - FMI 05 Cyl #13 Exhaust Port Temp Sensor open circuit ................................. 130 MID 109 - CID 1545 - FMI 03 Cyl #15 Exhaust Port Temp Sensor short to +batt ............................... 130 MID 109 - CID 1545 - FMI 04 Cyl #15 Exhaust Port Temp Sensor short to ground ............................ 130 MID 109 - CID 1545 - FMI 05 Cyl #15 Exhaust Port Temp Sensor open circuit ................................. 131 MID 110 - CID 0253 - FMI 02 Personality Module mismatch ........................................................... 131 MID 110 - CID 0591 - FMI 12 EEPROM checksum fault or ECM not programmed ........................... 131 MID 110 - CID 1041 - FMI 09 ICSM #2 not communicating on link ...................................... 132 MID 110 - CID 1044 - FMI 02 All Cylinders Firing Signal noisy ....................................................... 132 MID 110 - CID 1044 - FMI 03 All Cylinders Firing Signal open/short to +batt ................................. 132 MID 110 - CID 1044 - FMI 04 All Cylinders Firing Signal short to ground ....................................... 133 MID 110 - CID 1044 - FMI 08 All Cylinders Firing Signal abnormal signal ...................................... 133 MID 110 - CID 1102 - FMI 02 Cylinder #2 Combustion Probe noisy ....................................................... 133 MID 110 - CID 1102 - FMI 04 Cylinder #2 Combustion Probe short to ground ....................................... 134 MID 110 - CID 1104 - FMI 02 Cylinder #4 Combustion Probe noisy ....................................................... 134 MID 110 - CID 1104 - FMI 04 Cylinder #4 Combustion Probe short to ground ....................................... 135 MID 110 - CID 1106 - FMI 02 Cylinder #6 Combustion Probe noisy ....................................................... 135 MID 110 - CID 1106 - FMI 04 Cylinder #6 Combustion Probe short to ground ....................................... 135 MID 110 - CID 1108 - FMI 02 Cylinder #8 Combustion Probe noisy ....................................................... 136 MID 110 - CID 1108 - FMI 04 Cylinder #8 Combustion Probe short to ground ....................................... 136 MID 110 - CID 1110 - FMI 02 Cylinder #10 Combustion Probe noisy ................................... 136 MID 110 - CID 1110 - FMI 04 Cylinder #10 Combustion Probe short to ground ................... 137 MID 110 - CID 1112 - FMI 02 Cylinder #12 Combustion Probe noisy ................................... 137 MID 110 - CID 1112 - FMI 04 Cylinder #12 Combustion Probe short to ground ................... 138 MID 110 - CID 1114 - FMI 02 Cylinder #14 Combustion Probe noisy ................................... 138 MID 110 - CID 1114 - FMI 04 Cylinder #14 Combustion Probe short to ground ................... 138
7 Table of Contents
MID 110 - CID 1116 - FMI 02 Cylinder #16 Combustion Probe noisy ................................... 139 MID 110 - CID 1116 - FMI 04 Cylinder #16 Combustion Probe short to ground ................... 139 MID 110 - CID 1489 - FMI 03 Left Turbo Turbine Out Temp Sens short to +batt .................................. 139 MID 110 - CID 1489 - FMI 04 Left Turbo Turbine Out Temp Sens short to ground ............................... 140 MID 110 - CID 1489 - FMI 05 Left Turbo Turbine Out Temp Sens open circuit ..................................... 140 MID 110 - CID 1492 - FMI 03 Left Turbo Turbine In Temp Sens short to +batt .................................. 140 MID 110 - CID 1492 - FMI 04 Left Turbo Turbine In Temp Sens short to ground ............................... 141 MID 110 - CID 1492 - FMI 05 Left Turbo Turbine In Temp Sens open circuit ..................................... 141 MID 110 - CID 1532 - FMI 03 Cyl #2 Exhaust Port Temp Sensor short to +batt ............................... 141 MID 110 - CID 1532 - FMI 04 Cyl #2 Exhaust Port Temp Sensor short to ground ............................ 142 MID 110 - CID 1532 - FMI 05 Cyl #2 Exhaust Port Temp Sensor open circuit ................................. 142 MID 110 - CID 1534 - FMI 03 Cyl #4 Exhaust Port Temp Sensor short to +batt ............................... 142 MID 110 - CID 1534 - FMI 04 Cyl #4 Exhaust Port Temp Sensor short to ground ............................ 142 MID 110 - CID 1534 - FMI 05 Cyl #4 Exhaust Port Temp Sensor open circuit ................................. 143 MID 110 - CID 1536 - FMI 03 Cyl #6 Exhaust Port Temp Sensor short to +batt ............................... 143 MID 110 - CID 1536 - FMI 04 Cyl #6 Exhaust Port Temp Sensor short to ground ............................ 143 MID 110 - CID 1536 - FMI 05 Cyl #6 Exhaust Port Temp Sensor open circuit ................................. 144 MID 110 - CID 1538 - FMI 03 Cyl #8 Exhaust Port Temp Sensor short to +batt ............................... 144 MID 110 - CID 1538 - FMI 04 Cyl #8 Exhaust Port Temp Sensor short to ground ............................ 144 MID 110 - CID 1538 - FMI 05 Cyl #8 Exhaust Port Temp Sensor open circuit ................................. 145 MID 110 - CID 1540 - FMI 03 Cyl #10 Exhaust Port Temp Sensor short to +batt ............................... 145 MID 110 - CID 1540 - FMI 04 Cyl #10 Exhaust Port Temp Sensor short to ground ............................ 145 MID 110 - CID 1540 - FMI 05 Cyl #10 Exhaust Port Temp Sensor open circuit ................................. 145 MID 110 - CID 1542 - FMI 03 Cyl #12 Exhaust Port Temp Sensor short to +batt ............................... 146 MID 110 - CID 1542 - FMI 04 Cyl #12 Exhaust Port Temp Sensor short to ground ............................ 146 MID 110 - CID 1542 - FMI 05 Cyl #12 Exhaust Port Temp Sensor open circuit ................................. 146 MID 110 - CID 1544 - FMI 03 Cyl #14 Exhaust Port Temp Sensor short to +batt ............................... 147 MID 110 - CID 1544 - FMI 04 Cyl #14 Exhaust Port Temp Sensor short to ground ............................ 147 MID 110 - CID 1544 - FMI 05 Cyl #14 Exhaust Port Temp Sensor open circuit ................................. 147 MID 110 - CID 1546 - FMI 03 Cyl #16 Exhaust Port Temp Sensor short to +batt ............................... 148 MID 110 - CID 1546 - FMI 04 Cyl #16 Exhaust Port Temp Sensor short to ground ............................ 148
MID 110 - CID 1546 - FMI 05 Cyl #16 Exhaust Port Temp Sensor open circuit ................................. 148 Troubleshooting with an Event Code Event Codes ...................................................... E004 Engine Overspeed Shutdown .................... E013 High Crankcase Pressure Shutdown ........ E016 High Engine Coolant Temperature Shutdown .......................................................... E017 High Engine Coolant Temperature Warning ............................................................. E019 High Engine Oil Temperature Shutdown ... E020 High Engine Oil Temperature Warning ...... E026 High Inlet Air Temperature Shutdown ........ E027 High Inlet Air Temperature Warning .......... E038 Low Engine Coolant Temperature Warning ............................................................. E040 Low Engine Oil Pressure Shutdown .......... E042 Low System Voltage Shutdown ................. E043 Low System Voltage Warning .................... E050 High System Voltage Warning ................... E096 High Fuel Pressure .................................... E100 Low Engine Oil Pressure Warning ............. E101 High Crankcase Pressure Warning ........... E127 Engine Oil Filter Diff Pressure Low Warning ............................................................. E128 Engine Oil Filter Diff Pressure Low Shutdown .......................................................... E129 Engine Oil Filter Diff Pressure High Warning ............................................................. E130 Engine Oil Filter Diff Pressure High Shutdown .......................................................... E135 Low Jacket Water Pressure Shutdown ...... E200 Continuous Cylinder Misfire ...................... E201 Cylinder #1 Intermittent Misfire .................. E202 Cylinder #2 Intermittent Misfire .................. E203 Cylinder #3 Intermittent Misfire .................. E204 Cylinder #4 Intermittent Misfire .................. E205 Cylinder #5 Intermittent Misfire .................. E206 Cylinder #6 Intermittent Misfire .................. E207 Cylinder #7 Intermittent Misfire .................. E208 Cylinder #8 Intermittent Misfire .................. E209 Cylinder #9 Intermittent Misfire .................. E210 Cylinder #10 Intermittent Misfire ................ E211 Cylinder #11 Intermittent Misfire ................ E212 Cylinder #12 Intermittent Misfire ................ E213 Cylinder #13 Intermittent Misfire ................ E214 Cylinder #14 Intermittent Misfire ................ E215 Cylinder #15 Intermittent Misfire ................ E216 Cylinder #16 Intermittent Misfire ................ E223 High Gas Temperature .............................. E224 High Jacket Water Inlet Pressure .............. E225 Engine Overcrank ...................................... E226 Driven Equipment Not Ready .................... E229 Fuel Energy Content Setting Low .............. E230 Fuel Energy Content Setting High ............. E231 Fuel Quality Out of Range ......................... E233 Low Engine Pre-Lube Pressure ................ E242 Engine Overload ........................................ E243 High Left Turbo Turbine Outlet Temperature ...................................................... E244 High Right Turbo Turbine Outlet Temperature ...................................................... 149 151 151 151 151 152 152 152 153 153 153 153 154 154 154 154 155 155 155 156 156 156 157 157 157 157 158 158 158 159 159 159 159 160 160 160 160 161 161 161 162 162 162 162 163 163 163 163 164 164
8 Table of Contents
E245 High Right Turbo Turbine Inlet Temperature ...................................................... E246 High Left Turbo Turbine Inlet Temperature .. E264 Emergency Stop Activated ........................ E266 Low Hydrax Oil Pressure ........................... E268 Unexpected Engine Shutdown .................. E269 Customer Shutdown Requested ............... E270 Driven Equipment Shutdown Requested .. E337 High Engine Oil to Engine Coolant Diff Temp ................................................................. E401 Cylinder #1 Detonation .............................. E402 Cylinder #2 Detonation .............................. E403 Cylinder #3 Detonation .............................. E404 Cylinder #4 Detonation .............................. E405 Cylinder #5 Detonation .............................. E406 Cylinder #6 Detonation .............................. E407 Cylinder #7 Detonation .............................. E408 Cylinder #8 Detonation .............................. E409 Cylinder #9 Detonation .............................. E410 Cylinder #10 Detonation ............................ E411 Cylinder #11 Detonation ............................ E412 Cylinder #12 Detonation ............................ E413 Cylinder #13 Detonation ............................ E414 Cylinder #14 Detonation ............................ E415 Cylinder #15 Detonation ............................ E416 Cylinder #16 Detonation ............................ E421 Cylinder #1 Detonation Shutdown ............. E422 Cylinder #2 Detonation Shutdown ............. E423 Cylinder #3 Detonation Shutdown ............. E424 Cylinder #4 Detonation Shutdown ............. E425 Cylinder #5 Detonation Shutdown ............. E426 Cylinder #6 Detonation Shutdown ............. E427 Cylinder #7 Detonation Shutdown ............. E428 Cylinder #8 Detonation Shutdown ............. E429 Cylinder #9 Detonation Shutdown ............. E430 Cylinder #10 Detonation Shutdown ........... E431 Cylinder #11 Detonation Shutdown ........... E432 Cylinder #12 Detonation Shutdown ........... E433 Cylinder #13 Detonation Shutdown ........... E434 Cylinder #14 Detonation Shutdown ........... E435 Cylinder #15 Detonation Shutdown ........... E436 Cylinder #16 Detonation Shutdown ........... E601 Cylinder #1 Continuous Misfire ................. E602 Cylinder #2 Continuous Misfire ................. E603 Cylinder #3 Continuous Misfire ................. E604 Cylinder #4 Continuous Misfire ................. E605 Cylinder #5 Continuous Misfire ................. E606 Cylinder #6 Continuous Misfire ................. E607 Cylinder #7 Continuous Misfire ................. E608 Cylinder #8 Continuous Misfire ................. E609 Cylinder #9 Continuous Misfire ................. E610 Cylinder #10 Continuous Misfire ............... E611 Cylinder #11 Continuous Misfire ............... E612 Cylinder #12 Continuous Misfire ............... E613 Cylinder #13 Continuous Misfire ............... E614 Cylinder #14 Continuous Misfire ............... E615 Cylinder #15 Continuous Misfire ............... E616 Cylinder #16 Continuous Misfire ............... E801 Cylinder #1 High Exhaust Port Temp ........ E802 Cylinder #2 High Exhaust Port Temp ........ E803 Cylinder #3 High Exhaust Port Temp ........
164 165 165 165 166 166 166 166 167 167 167 168 168 168 168 169 169 169 169 170 170 170 170 171 171 171 171 172 172 172 173 173 173 173 174 174 174 175 175 175 175 176 176 176 177 177 177 177 178 178 178 178 179 179 179 180 180 180 181
E804 Cylinder #4 High Exhaust Port Temp ........ E805 Cylinder #5 High Exhaust Port Temp ........ E806 Cylinder #6 High Exhaust Port Temp ........ E807 Cylinder #7 High Exhaust Port Temp ........ E808 Cylinder #8 High Exhaust Port Temp ........ E809 Cylinder #9 High Exhaust Port Temp ........ E810 Cylinder #10 High Exhaust Port Temp ...... E811 Cylinder #11 High Exhaust Port Temp ...... E812 Cylinder #12 High Exhaust Port Temp ...... E813 Cylinder #13 High Exhaust Port Temp ...... E814 Cylinder #14 High Exhaust Port Temp ...... E815 Cylinder #15 High Exhaust Port Temp ...... E816 Cylinder #16 High Exhaust Port Temp ...... E821 Cyl #1 Exhaust Port Temp Deviating High .. E822 Cyl #2 Exhaust Port Temp Deviating High .. E823 Cyl #3 Exhaust Port Temp Deviating High .. E824 Cyl #4 Exhaust Port Temp Deviating High .. E825 Cyl #5 Exhaust Port Temp Deviating High .. E826 Cyl #6 Exhaust Port Temp Deviating High .. E827 Cyl #7 Exhaust Port Temp Deviating High .. E828 Cyl #8 Exhaust Port Temp Deviating High .. E829 Cyl #9 Exhaust Port Temp Deviating High .. E830 Cyl #10 Exhaust Port Temp Deviating High ................................................................... E831 Cyl #11 Exhaust Port Temp Deviating High ................................................................... E832 Cyl #12 Exhaust Port Temp Deviating High ................................................................... E833 Cyl #13 Exhaust Port Temp Deviating High ................................................................... E834 Cyl #14 Exhaust Port Temp Deviating High ................................................................... E835 Cyl #15 Exhaust Port Temp Deviating High ................................................................... E836 Cyl #16 Exhaust Port Temp Deviating High ................................................................... E841 Cyl #1 Exhaust Port Temp Deviating Low .. E842 Cyl #2 Exhaust Port Temp Deviating Low .. E843 Cyl #3 Exhaust Port Temp Deviating Low .. E844 Cyl #4 Exhaust Port Temp Deviating Low .. E845 Cyl #5 Exhaust Port Temp Deviating Low .. E846 Cyl #6 Exhaust Port Temp Deviating Low .. E847 Cyl #7 Exhaust Port Temp Deviating Low .. E848 Cyl #8 Exhaust Port Temp Deviating Low .. E849 Cyl #9 Exhaust Port Temp Deviating Low .. E850 Cyl #10 Exhaust Port Temp Deviating Low ................................................................... E851 Cyl #11 Exhaust Port Temp Deviating Low ................................................................... E852 Cyl #12 Exhaust Port Temp Deviating Low ................................................................... E853 Cyl #13 Exhaust Port Temp Deviating Low ................................................................... E854 Cyl #14 Exhaust Port Temp Deviating Low ................................................................... E855 Cyl #15 Exhaust Port Temp Deviating Low ................................................................... E856 Cyl #16 Exhaust Port Temp Deviating Low ................................................................... Diagnostic Functional Tests
181 181 182 182 183 183 183 184 184 185 185 185 186 186 187 187 187 188 188 189 189 189 190 190 191 191 191 192 192 193 193 193 194 194 195 195 195 196 196 197 197 197 198 198 199
9 Table of Contents
+5V Sensor Voltage Supply ................................ 200 +8V Sensor Voltage Supply ................................ 212 Air/Fuel Pressure Module ................................... 223 Analog Sensor Signal ......................................... 230 Choke Actuator Solenoid .................................... 240 Combustion Sensor ............................................ 249 Cylinder Firing Pulse ........................................... 256 Desired Speed Input (4 - 20 mA) ........................ 271 Detonation Sensors ............................................ 278 ECM Output Circuit (Fuel Control) ...................... 292 ECM Output Circuit (Prelubrication Oil Pump) .... 304 ECM Output Circuit (Starting Motor) ................... 317 ECM Status Indicator Output .............................. 327 Electrical Power Supply ...................................... 334 Engine Speed/Timing Sensor ............................. 341 Fuel Actuator Solenoid ....................................... 348 Ignition Transformers Primary Circuit .................. 357 Ignition Transformers Secondary Circuit and Spark Plugs ................................................................. 368 Inspecting Electrical Connectors ........................ 372 Integrated Combustion Sensing Module (ICSM) ............................................................... 377 Prelubrication System ......................................... 384 PWM Sensor ....................................................... 389 Thermocouple Test ............................................. 403 Wastegate Solenoid ............................................ 413
Index Section
Index ................................................................... 422
10 Troubleshooting Section
Troubleshooting Section Electronic Troubleshooting

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Governing the Engine

Desired engine speed is determined by the status of the idle/rated switch, the desired speed input (analog voltage or 4 to 20 mA), and parameters that are programmed into the software. Actual engine speed is detected via a signal from the engine speed/timing sensor. Parameters such as idle speed and governor gain can be programmed with ET. The ECM monitors the actual engine speed. The ECM calculates the difference between the actual engine speed and the desired engine speed. The ECM controls the fuel actuator in order to maintain the desired engine speed. If the actual engine speed is less than the desired engine speed, the ECM commands the fuel actuator to move toward the open position in order to increase the fuel flow.
System Overview
SMCS Code: 1901-038
Control System
The following components are included in the control system:
Electronic Control Module (ECM) Integrated Combustion Sensing Module (ICSM) Gas Shutoff Valve (GSOV) Prelube pump Electrohydraulic actuator system Starting system Sensors for monitoring engine operation
The Engine Control Module (ECM) controls most of the functions of the engine. The ECM monitors various inputs from sensors in order to activate relays, solenoids, etc at the appropriate levels. The ECM supports the following five primary functions:
Controlling Ignition
Each cylinder has an ignition transformer. To initiate combustion, the ECM sends a pulse of approximately 108 volts to the primary coil of each ignition transformer at the appropriate time and for the appropriate duration. The transformer increases the voltage which creates a spark across the spark plug electrode. The ECM provides variable ignition timing that is sensitive to detonation. Detonation sensors monitor the engine for excessive detonation. The engine has one detonation sensor for each two adjacent cylinders. The sensors generate data on vibration that is processed by the ECM in order to determine detonation levels. If detonation reaches an unacceptable level, the ECM retards the ignition timing of the affected cylinder or cylinders. If retarding the timing does not limit detonation to an acceptable level, the ECM shuts down the engine. Levels of detonation can be displayed by the Machine Information Display System (MIDS) on the remote control panel. Alternatively, the Cylinder X Detonation Level screen of ET can also be used. The X represents the cylinder number.
Governing the engine Controlling ignition Controlling emissions Start/stop control Monitoring engine operation
The ECM does not have a removable personality module. The software and maps are changed by using ET to flash program a file.
Controlling Emissions
The ECM provides control of the air/fuel mixture for performance and efficiency at low emission levels. The system includes the following components: combustion sensors, an Integrated Combustion Sensing Module (ICSM) for each bank of cylinders, maps in the ECM, output drivers in the ECM, fuel actuator, air choke actuator, and exhaust bypass actuator (wastegate).
The desired air/fuel ratio is based on maps that are stored in the ECM. The maps are specific for different applications, engine speeds, and engine loads. The engine load is calculated from the fuel flow. For example, zero fuel flow is zero load and fuel flow of 100 cfm might be the rated load. At loads that are less than 40 percent, the air/fuel ratio is controlled by the air choke actuator which is trimmed by the exhaust port temperatures. Each cylinder exhaust port has a thermocouple that is monitored by an ICSM. The ICSM monitors the actual exhaust port temperatures for one bank of cylinders. The ICSM calculates an average exhaust port temperature for the bank of cylinders. The ECM sends a map of the desired exhaust port temperature to the ICSM. The ICSM calculates the difference between the average exhaust port temperature and the desired exhaust port temperature. The ICSM communicates the information to the ECM. The ECM controls the air choke actuator in order to maintain the desired exhaust temperature. If the average exhaust temperature is too low, the ECM commands the air choke actuator to move toward the closed position in order to richen the air/fuel mixture. Combustion of the richer air/fuel mixture increases the exhaust port temperatures. When the load reaches approximately 40 percent, the air/fuel ratio is controlled by the exhaust bypass actuator which is trimmed by the combustion burn time. Combustion burn time The combustion burn time is measured in each cylinder. Each cylinder has a combustion sensor. The pulse of the ignition starts a timer in the ICSM. The flame travels in the cylinder from the spark plug to the combustion sensor. The ICSM monitors the voltage across the combustion sensor. When the flame reaches the combustion sensor, the ionization that surrounds the sensor changes the voltage. When the ICSM detects the change of the sensors voltage, the ICSM stops the timer. The combustion burn time is a method of measuring the air/fuel ratio. A rich air/fuel mixture provides a faster combustion burn time. A lean air/fuel mixture provides a slower combustion burn time. Each ICSM calculates an average combustion burn time for all of the cylinders in one bank. The ECM sends a map of the desired combustion burn time to the ICSM. The ICSM calculates the difference between the average combustion burn time and the desired combustion burn time. The ICSM sends a fuel correction factor to the ECM. The ECM controls the exhaust bypass actuator in order to maintain the desired combustion burn time.
A command for the desired inlet manifold air pressure is sent from the ECM to the exhaust bypass actuator. The actuator adjusts the inlet manifold air pressure in order to correct the combustion burn time. If the average desired combustion burn time is too fast, the ECM commands the exhaust bypass actuator to move toward the closed position in order to lean the air/fuel mixture. Combustion of the leaner air/fuel mixture reduces the combustion burn time. This is a continuous process during operation at loads that are greater than approximately 40 percent.
Start/Stop Control
The ECM contains the logic and the outputs for control of engine prelubrication, starting, shutdown, and postlube. The customer programmable logic responds to signals from the following components: mode control switch, emergency stop switch, remote start switch, data link, and other inputs. To control the engine at the appropriate times, the ECM provides +Battery voltage to the solenoids that control the prelube pump, the starting motor, and the gas shutoff valve. When the programmable logic determines that the prelubrication function is necessary, the ECM supplies +Battery voltage to the solenoid for the prelube pump. The system is programmed to perform a postlube cycle during engine shutdown in order to ensure that the turbocharger has adequate lubrication during shutdown. When the programmable logic determines that it is necessary to crank the engine, the ECM supplies +Battery voltage to the solenoid for the starting motor. The ECM removes the voltage when the programmable crank terminate speed is reached or when a programmable cycle crank time has expired. The engine has an energize-to-run type of gas shutoff valve. When the programmable logic determines that fuel is required to start the engine or to run the engine, the ECM supplies +Battery voltage to the valves solenoid.
Monitoring Engine Operation

The ECM monitors both the engine operation and the electronic system. Problems with engine operation cause the ECM to generate an event code. The ECM can issue a warning or a shutdown for events. This depends on the severity of the condition.
For example, a high pressure pump provides hydraulic pressure with oil for the electrohydraulic system. The oil supply is separate from the engine oil. The high pressure oil supply is monitored by a pressure switch. If the pressure drops below an acceptable level, the ECM generates an event code and the ECM shuts down the engine. An ICSM is installed on each side of the engine. Each ICSM monitors the combustion sensors and the thermocouples for the cylinders and the turbocharger on that side of the engine. The ICSM sends signals regarding the parameters to the ECM over the CAT Data Link. If any parameter exceeds the acceptable range, the ECM can initiate a warning or a shutdown. For more information on monitoring of the engine, refer to Troubleshooting, Troubleshooting with an Event Code and Systems Operation, Electronic Control System Parameters. Problems with the electronic system such as an open circuit produce a diagnostic code. For more information, refer to Troubleshooting, Troubleshooting with a Diagnostic Code.
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Table 1
Color Codes for Wiring Code BK BR BU GN GY OR PK PU RD WH YL Color Black Brown Blue Green Gray Orange Pink Purple Red White Yellow
In addition to the color, the entire length of each wire is stamped with a specific circuit number that is repeated on every 25 mm (1 inch) of the wire. The actual wires are identified on the schematic. For example, a code of J011-RD on the schematic identifies a red wire that is stamped with the circuit number J011. This particular wire is the engine harness wire for the primary signal of the transformer in the number one cylinder. The schematic also identifies the size of the wire. The size or gauge of the wire is called the American Wire Gauge (AWG). Unless the schematic specifies a different size, the wire is 16 AWG.
Electrical Connectors and Functions

SMCS Code: 1408-038
Harness Wire Identification

Caterpillar identifies different wires with eleven different solid colors. Table 1 lists the color codes of the wiring.
Terminal Box
Illustration 1 Inside of the terminal box (1) 70-pin connectors (J2/P2) for the ECM (2) 70-pin connectors (J1/P1) for the ECM (3) Ground strap (4) Service tool connector (J7) (5) 16 amp circuit breaker (CB1) (6) 6 amp circuit breaker (CB2) (7) 70-pin connector (J3) for the customer or the control panel (8) Ignition wiring for the left side of the engine (9) 70-pin connectors (J6/P6) for the sensors on the left side of the engine (10) 70-pin connectors (J5/P5) for the sensors on the right side of the engine (11) Ignition wiring for the right side of the engine
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(12) 47-pin connector (J4) for the customer or the control panel (13) Wiring for the electrical power
Illustration 2 Front and bottom of the terminal box
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(9) 70-pin connectors (J6/P6) for the sensors on the left side of the engine (10) 70-pin connectors (J5/P5) for the sensors on the right side of the engine (12) 47-pin connector (J4) for the customer or the control panel (14) Emergency stop button
Sensors
Sensors provide information to the engine control module and the integrated combustion sensing modules. The information is used for monitoring engine operation. The information enables the modules to control the engine as efficiently as possible over a wide range of operating conditions.
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Illustration 3 Front view (1) (2) (3) (4) (5) Jacket water outlet pressure sensor Jacket water temperature sensor Unfiltered engine oil pressure sensor Engine oil temperature sensor Filtered engine oil pressure sensor
Illustration 5
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The inlet manifold air temperature sensor is installed in the inlet air manifold between the two center cylinder heads on the right side of the engine. (9) Inlet manifold air temperature sensor
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Illustration 4 Right side view near the front of the engine (1) (6) (7) (8) Jacket water outlet pressure sensor Detonation sensor Jacket water inlet pressure switch Crankcase pressure sensor
Note: There is one detonation sensor between each pair or cylinders.
Illustration 6 Right side view near the rear of the engine
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(10) Connector for the electrohydraulic actuators pressure switch (11) Prelube oil pressure switch
Illustration 7 Rear view (12) Fuel temperature sensor (13) Inlet air restriction switch (left) (14) Air/fuel pressure module (15) Inlet air restriction switch (right) (16) Engine speed/timing sensor
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Integrated Combustion Sensing Module (ICSM)
Each ICSM calculates an average combustion burn time for all of the cylinders in one bank. The ECM sends a map of the desired combustion burn time to the ICSM. The ICSM calculates the difference between the average combustion burn time and the desired combustion burn time. The ICSM sends a fuel correction factor to the ECM. The ECM controls the exhaust bypass actuator in order to maintain the desired combustion burn time.
Illustration 8 Integrated Combustion Sensing Module (ICSM)
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The engine has an Integrated Combustion Sensing Module (ICSM) for each bank of cylinders. The ICSM monitors exhaust temperature sensors and combustion sensors. The ICSM performs calculations with the data. The ICSM communicates with the ECM via the CAT Data Link. Exhaust temperatures are monitored for each cylinder exhaust port, the inlet of the turbocharger turbine, and the outlet of the turbocharger turbine. At loads that are less than 40 percent, the air/fuel ratio is controlled according to the desired exhaust port temperature. The air choke actuator is trimmed according to the average exhaust port temperatures. The ICSM monitors the actual exhaust port temperatures for one bank of cylinders. The ICSM calculates an average exhaust port temperature for the bank of cylinders. The ECM sends a map of the desired exhaust port temperature to the ICSM. The ICSM calculates the difference between the average exhaust port temperature and the desired exhaust port temperature. The ICSM communicates the information to the ECM. The ECM controls the air choke actuator in order to maintain the desired exhaust temperature. When the load reaches approximately 40 percent, the air/fuel ratio is controlled by the exhaust bypass actuator which is trimmed according to the combustion burn time.
Illustration 9
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(17) Temperature sensor for the cylinder exhaust port (18) Temperature sensor for the exhaust after the turbocharger (19) Temperature sensor for the exhaust before the turbocharger (20) Combustion sensor
Note: For each cylinder, there is one temperature sensor for the exhaust port (17) and one combustion sensor (20). For each turbocharger, there is one temperature sensor for the exhaust after the turbocharger (18) and one temperature sensor for the exhaust before the turbocharger (19).
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Electronic Service Tools

SMCS Code: 1901-038 Caterpillar Electronic Service Tools are designed to help the service technician:
Obtain data. Diagnose problems. Read parameters. Program parameters. Calibrate sensors.
The tools that are listed in Table 2 are required in order to enable a service technician to perform the procedures.
Table 2
Service Tools Pt. No. N/A Description Personal Computer (PC) Functions This PC configuration is recommended: Intel Pentium II 333 mHz processor 64 megabyte of RAM 4.3 GB hard drive 14X speed CD-ROM drive This PC configuration has the minimum requirements: IBM PC compatible 100 MHz processor 32 megabyte of RAM 10 MB of available hard drive space CD-ROM drive 3.5" 1.44-MB floppy disk drive Windows NT or Windows 95 RS232 port with 16550AF UART VGA monitor or display Single user license for ET If a more recent version of this software is available, the more recent version may be used. Data subscription for all engines The communication adapter is connected between the PC (ET) and the ECM. This cable connects the PC to the 171-4401 Communication Adapter II. This cable connects the PC to the 171-4401 Communication Adapter II. This cable connects the 171-4401 Communication Adapter II to the 7X-1414 Data Link Cable As. The communication adapter is connected between the PC (ET) and the ECM. This cable connects the PC (ET) to the 7X-1701 Communication Adapter. This cable connects the 7X-1701 Communication Adapter to the 7X-1414 Data Link Cable As. This cable connects the service tool connector on the engine mounted terminal box to the 139-4166 Adapter Cable As. This is a breakout cable for use between the jacks and the plugs of the sensors. This tool is used for the removal of pins and sockets from Deutsch connectors and AMP connectors. This tool is used for work with CE electrical connectors. The multimeter is used for the testing and the adjusting of electronic circuits. The probes are used with the multimeter to measure voltage in wiring harnesses without disconnecting the harnesses. The tester is used to test for voltage in circuits, relays, bulbs, wires, and switches.
N/A
Personal Computer (PC)
JERD2124 Version 2001B JERD2129 171-4401 196-0055 160-0141 207-6845 7X-1701 7X-1425 139-4166 7X-1414 8T-8726 151-6320 1U-5804 9U-7330 7X-1710 5P-7277
(1) (2) (3)
Software
Software Communication Adapter II (1) Serial Cable As Serial Cable As

(1)(2)
(2)
Adapter Cable As (1)(3) Communication Adapter Serial Cable As Adapter Cable As Data Link Cable As Adapter Cable As Wire Removal Tool Crimp Tool Digital Multimeter Multimeter Probes Voltage Tester
This item is included in the 171-4400 Communication Adapter Gp. Either the 160-0141 or the 196-0055 cable may be used. Either the 160-0133 or the 207-6845 cable may be used.
Note: Either the 171-4401 Communication Adapter II or the 7X-1700 Communication Adapter Gp can be used. However, the 7X-1700 Communication Adapter Gp is no longer serviced.
Electronic Technician (ET)

The Caterpillar Electronic Technician (ET) is designed to run on a personal computer. ET can display the following information:
Parameters Diagnostic codes Event codes Engine configuration Status of the monitoring system
ET can perform the following functions:
Diagnostic tests Sensor calibration Flash downloading Set parameters Connecting ET with the 171-4401 Communication Adapter II
The battery supplies the communication adapter with 24 VDC. Use the following procedure to connect ET and the communication adapter to the engine. 1. Turn the engine control switch to the OFF position.
Illustration 10
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(1) PC (2) 196-0055 Serial Cable or the 160-0141 Serial Cable (3) 171-4401 Communication Adapter II (4) 207-6845 Adapter Cable (5) 7X-1414 Data Link Cable
2. Connect cable (2) to the RS232 serial port of PC (1). 3. Connect cable (2) to communication adapter (3). 4. Connect cable (4) to communication adapter (3). 5. Connect cable (4) to cable (5). 6. Connect cable (5) to the service tool connector of the terminal box. 7. Turn the engine control switch to the ON position. The engine should be OFF. If ET and the communication adapter do not communicate with the ECM, refer to Troubleshooting, Electronic Service Tool Will Not Communicate With ECM.
Connecting ET with the 7X-1701 Communication Adapter

The battery supplies the communication adapter with 24 VDC. Use the following procedure to connect ET and the communication adapter to the engine.
1. Turn the engine control switch to the OFF position.
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Engine Monitoring System

SMCS Code: 1901-038 The ECM monitors the operating parameters of the engine. The ECM can initiate a warning or a shutdown if a specific engine parameter exceeds an acceptable range. The default settings for the parameters are programmed at the factory. The status of the parameters can be viewed on the Service/Monitoring System screen of ET. This screen is also used to change the settings. To accommodate unique applications and sites, some parameters may be reprogrammed with ET. The screens of ET provide guidance for changing trip points. Use ET to perform the following activities:
Select the available responses. Program the level for monitoring. Program delay times for each response.
Note: Some parameters are protected by factory passwords. Other parameters can be changed with customer passwords.
Illustration 11 (1) (2) (3) (4) (5) PC 7X-1425 Serial Cable 7X-1701 Communication Adapter 139-4166 Adapter Cable 7X-1414 Data Link Cable
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For instructions on using ET, refer to Users Manual, NEHS0679, Caterpillar Electronic Technician. For information on the warnings and shutdowns, refer to Troubleshooting, Troubleshooting with an Event Code. For detailed information on system parameters that can be programmed and for recommendations for programming parameters, refer to Systems Operation/Testing and Adjusting, RENR5908, Engine Monitoring System. NOTICE Changing the parameters during engine operation can cause the engine to operate erratically. This can cause engine damage. Unless the instructions are different, only change the settings of the parameters when the engine is STOPPED.
2. Connect cable (2) to the RS232 serial port of PC (1). 3. Connect cable (2) to communication adapter (3). 4. Connect cable (4) to communication adapter (3). 5. Connect cable (4) to cable (5). 6. Connect cable (5) to the service tool connector of the terminal box. 7. Turn the engine control switch to the ON position. The engine should be OFF. If ET and the communication adapter do not communicate with the ECM, refer to Troubleshooting, Electronic Service Tool Will Not Communicate With ECM.
Programming Parameters
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Programming Parameters
SMCS Code: 1901-038 Programmable parameters enable the engine to be configured to meet the requirements of the application. Two types of parameters can be programmed into the ECM: system configuration parameters and monitoring system parameters. The CAT Electronic Technician (ET) is used for viewing the status of parameters and for programming parameters. For more information on parameters, refer to Troubleshooting, Sytem Configuration Parameters and Troubleshooting, Engine Monitoring System.
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Note: Be sure to record the customer passwords. Store the passwords securely. The passwords can have a maximum of eight characters. Alphanumeric characters may be used. The passwords are case sensitive. 3. Enter the password in the Change Parameter Value dialog box and click on the OK button. 4. Highlight the Customer Password #2 parameter. Click on the Change button in the lower right corner of the screen. 5. Enter the password in the Change Parameter Value dialog box and click on the OK button. The passwords are now programmed into the memory of the ECM. Make a copy of Table 3 and record your passwords. Store the passwords securely.
Table 3
Customer Passwords Customer Password #1 Customer Password #2
Customer Passwords
SMCS Code: 1901 Certain monitoring system parameters and system configuration parameters may be protected with customer passwords. Use of the passwords helps to prevent free access to the modification of the parameters. If the customer passwords are not programmed, all of the parameters are unprotected. The customer passwords can be changed, if necessary. The customer passwords or a factory password is needed in order to change the customer passwords. If the customer passwords are forgotten, factory passwords can be acquired from Caterpillar. After the customer passwords are entered, the passwords are required in order to change certain parameters. Once the passwords are entered successfully, the passwords are not requested again until another screen is accessed or the data link is interrupted. This feature is enabled by programming two customer passwords. Use the following procedure to program the passwords. The same procedure is used to change the passwords: 1. Access the Service/Configuration screen of the ET. 2. Highlight the Customer Password #1 parameter. Click on the Change button in the lower right corner of the screen.
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Factory Passwords
SMCS Code: 1901-038 Factory level security passwords are required for clearing certain logged events and for changing certain programmable parameters. Because of the passwords, only authorized personnel can make changes to some of the programmable items in the ECM. When the correct passwords are entered, the changes are programmed into the ECM. Factory passwords are required to program the following shutdowns:
Engine Overspeed High Engine Oil Temperature High Oil Filter Differential Pressure Low Oil Filter Differential High Jacket Water to Engine Oil Temperature
Differential The Enter Factory Passwords ET screen will display the following parameters. To obtain the proper passwords, the information must be given to an authorized Caterpillar dealer:
Current ECM Serial number of the service tool Serial number of the engine Serial number of the ECM Diagnostic clock
2. Turn the engine control switch to the STOP position. The ET will not flash if the engine control switch is in the OFF or START position. 3. Select WinFlash from the Utilities menu on the ET. WinFlash will try to detect an ECM.
Total Tattletale Reason

The old interlock code is required to change the interlock code on a used ECM. The passwords are controlled by Caterpillar. The passwords may only be obtained by an authorized Caterpillar dealer. The passwords may only be used for one programming session. After you exit the Enter Factory Passwords ET screen, a different set of passwords will be required before you can program the ECM. Factory passwords are not required for the first hour of operation for a new ECM. After the hour expires, factory passwords are required for some of the programming.
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4. When an ECM has been detected, the ECM Selector window will appear. Select the appropriate ECM and then select OK. The Flash File Selection window will appear. 5. The flash files are located on a disk drive and in a directory. Select the correct disk drive and the directory from Drives and Directories on the ET. A list of flash files will appear. 6. Select the correct file from the list of flash files. Read the Description and the File Info in order to verify that the correct file is selected. Select Open. 7. Select the Begin Flash button in order to program the personality module. When the flash is completed, this message will appear: Flash Completed Successfully. 8. Program the configuration parameters and the monitoring system parameters. The parameters must be programmed in order to ensure proper engine operation. Refer to Troubleshooting, Programming Parameters. 9. Start the engine and check for proper operation. a. If a diagnostic code of 268-02 Check Programmable Parameters is generated, program any parameters that were not in the original software. b. Access the Configuration screen under the Service menu in order to determine the parameters that require programming. Look under the Tattletale column. All of the parameters should have a tattletale of 1 or more. If a parameter has a tattletale of 0, program that parameter.
Flash Programming
SMCS Code: 1901-038 Software is located in the flash memory of the ECM and the Integrated Combustion Sensing Module (ICSM). ET can be used to flash new software into the ECM and the ICSM. The flash is accomplished by transferring the data from ET to the module via data link wiring. The Software, JERD2124 or Software, JERD2129 is used.
Flash Programming
If the slowest baud rate of ET is selected, flash programming can last up to 15 minutes. Be sure to set the baud rate to the fastest rate for your PC. To select the baud rate, use the ET Utilities/Preferences. Select the Communications tab and click on Advanced.... Then select the baud rate from the Advanced Communication Settings menu and click the OK button. If a communication error occurs, select a slower baud rate in order to improve the reliability. 1. Connect the ET to the service tool connector.
WinFlash Error Messages

If you receive any error messages during flash programming, click on the Cancel button in order to stop the process. Access the information about the ECM Summary under the Information menu. Make sure that you are flashing the correct file for your engine.
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(Table 4, contd)
Configuration Parameters for G3600 Engines Engine Accel. Rate Desired Speed Input Configuration Governing Governor Type Setting Engine Speed Droop
System Configuration Parameters

SMCS Code: 1901-038 The system configuration parameters must be programmed when the application is installed. Perform this programming before the initial engine start-up. Incorrect programming of parameters may lead to complaints about performance and/or to engine damage. Data from a gas analysis is required for determining the correct settings for the fuel quality and the specific gravity of the gas. The status of the parameters can be viewed on the Configuration screen of ET. If the ECM is replaced, the appropriate parameters must be copied from the old ECM. This can be done with the Copy Configuration feature of ET. Alternatively, the settings can be recorded on paper and then programmed into the new module. Table 4 is a list of the parameters that can be configured for G3600 Engines.
Table 4
Governor Gain Governor Stability Governor Compensation Auxiliary Proportional Governor Gain 1 Auxiliary Integral Governor Gain 1 Auxiliary Derivative Governor Gain 1 Choke Gain Choke Stability Choke Compensation Wastegate Gain Wastegate Stability Wastegate Compensation Start/Stop Control Driven Equipment Delay Time Crank Terminate Speed Engine Purge Cycle Time Engine Cooldown Duration Cycle Crank Time Engine Overcrank Time Engine Speed Drop Time Engine Pre-lube Time Out Period Engine PostLube Time Out Period Monitoring and Protection High Inlet Air Temp Engine Load Set Point
Configuration Parameters for G3600 Engines Information for the ECM Engine Serial Number Equipment ID Customer Password #1 Customer Password #2 Total Tattletale Air/Fuel Ratio Control Fuel Quality Gas Specific Gravity Speed Control Low Idle Speed Minimum Engine High Idle Speed Maximum Engine High Idle Speed
(continued)
For detailed information on the configuration parameters and for recommendations on programming of the parameters, refer to Systems Operation/Testing and Adjusting, RENR5908, Electronic Control System Parameters. For instructions on using ET, refer to Users Manual, NEHS0679, Caterpillar Electronic Technician.
NOTICE Changing the parameters during engine operation can cause the engine to operate erratically. This can cause engine damage. Unless the instructions are different, only change the settings of the parameters when the engine is STOPPED.
Verify that the suspect ECM is the cause of the problem. Install a test ECM in place of the suspect ECM. Transfer the software from the suspect ECM to the test ECM. Program all the parameters for the test ECM in order to match the parameters of the suspect ECM. The parameters must match. Refer to the following test steps for details on programming the parameters. If the test ECM resolves the problem, reconnect the suspect ECM. Verify that the problem recurs. If the problem recurs, replace the suspect ECM with the test ECM. Note: If the parameters cannot be read from the suspect ECM, the parameters must be obtained from records or from the factory. Perform the following procedure to replace the ECM. 1. Use the Service/Copy Configuration/ECM Replacement function of the ET. Save the file. You can select Load from ECM. You may also select the Print function in order to obtain a paper copy of the parameter settings. Note: Before you replace an ECM, record all of the logged events.
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Factory Passwords Worksheet

SMCS Code: 1901-038 Note: A mistake in recording this information will result in incorrect passwords.
Table 5
Factory Passwords Worksheet Dealer Code Customers Name Address
Telephone Number Information from the Enter Factory Passwords Screen on ET ET Serial Number Engine Serial Number ECM Serial Number Diagnostic Clock(1) Total Tattletale Reason Code Factory Passwords Factory Password (No. 1) Factory Password (No. 2)
(1)
a. Connect the ET with the communications adapter. Select the ET Service/Copy Configuration/ECM Replacement from the pull-down menu. The ET will load the configuration parameters and the monitoring system parameters of the suspect ECM. b. Select Load from ECM in the lower left corner of the ET screen. Select the suspect ECM and select OK. After the loading is complete, the ET will display this message: The data has been successfully loaded from the ECM. Select OK. c. Select File/Disconnect F8 from the pull-down menu.
Do not obtain this information from the service meter.
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Replacing the ECM

SMCS Code: 1901-038 The Electronic Control Module (ECM) contains no moving parts. Before you replace an ECM, follow the troubleshooting procedures in this manual in order to be sure that replacement of the ECM will correct the problem.
Note: Do not terminate the ET. 2. Replace the ECM. a. Turn the engine control switch to the OFF/RESET position.
b. Use a 4 mm Allen wrench to connect the P1 and P2 connectors to the ECM. Tighten the screws to a torque of 6 1 Nm (55 9 lb in). 4. Program the configuration parameters and the monitoring system parameters into the replacement ECM. a. Switch circuit breaker (1) to the ON position. b. Turn the engine control switch to the STOP position. c. Select File/Select ECM from the pull-down menu. d. Select the replacement ECM and click OK. e. Select Service/Copy Configuration/ECM Replacement from the pull-down menu. Click OK on the window.
Illustration 12 (1) (2) (3) (4) (5) ECM Connector P2 ECM Connector P1 16 Amp Circuit Breaker Mounting nut Ground Strap
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f. Select Program ECM from the lower left corner of the screen. Select the replacement ECM and click OK. If the correct ECM is shown, select Yes. g. After the loading is complete, a window with the message Programming Conflict Warning will appear. Select OK. h. A window with the message Program ECM Results will appear. Select OK. Note: When you program a new ECM, factory passwords are not required for the first hour of operation. After one hour, factory passwords are required for changing the parameters that are normally protected with factory passwords.
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b. Switch the 16 Amp circuit breaker (1) for the ECM to the OFF position. c. Use a 4 mm Allen wrench to disconnect connectors (P1) and (P2). d. Remove mounting nut (2) in order to disconnect the ground strap (3). Remove the three remaining mounting nuts. Note: Rubber grommets behind the ECM are held in place by the mounting studs. The grommets help to reduce vibration. The grommets may fall when the ECM is removed. Be sure not to lose the grommets. e. Remove the ECM from the terminal box. 3. Install the replacement ECM. a. Use the mounting hardware to install the new ECM. Use a mounting nut to fasten the ground strap for the ECM to the upper left mounting stud. Then install the other three mounting nuts. Check the mounting hardware and the ECM for correct installation. A correctly installed ECM will move slightly on the rubber grommets. If the ECM cannot move slightly on the grommets, check that the washers, spacers, and grommets are positioned correctly.
Replacing the ICSM

SMCS Code: 1901-038 The Integrated Combustion Sensing Module (ICSM) contains no moving parts. Replacement of the ICSM can consume much time. Before you replace an ICSM, follow the troubleshooting procedures in this manual in order to be sure that replacement of the ICSM will correct the problem. Use the following guidelines to verify that the suspect ICSM is the cause of the problem:
Install a test ICSM in place of the suspect ICSM. Transfer the software from the suspect ICSM to the test ICSM. Program all the parameters for the test ICSM in order to match the parameters of the suspect ICSM. The parameters must match. Refer to the following steps for details on programming the parameters. If the test ICSM resolves the problem, reconnect the suspect ICSM. Verify that the problem recurs. If the problem recurs, replace the suspect ICSM with the test ICSM. Use the following procedure to replace the ICSM: Note: If the parameters cannot be read from the suspect ICSM, the parameters must be obtained from records or from the factory. 1. Use the Service/Copy Configuration/ECM Replacement function of ET in order to transfer the software from the suspect ICSM. You may also select the Print function in order to obtain a paper copy of the parameter settings. Note: Before you replace an ICSM, record all of the logged events. a. Connect ET with the communications adapter. Select Service/Copy Configuration/ECM Replacement from the pull-down menu. ET will load the configuration parameters and the monitoring parameters from the ECM.
Illustration 14 Illustration 13 16 amp circuit breaker for the ECM
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b. Switch the 16 amp circuit breaker for the ECM to the OFF position.
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b. Select Load from ECM in the lower left corner of the screen. Select the suspect ICSM and select OK. After the loading is complete, ET will display this message: The data has been successfully loaded from the ECM. Select OK. c. Select File/Disconnect F8 from the pull-down menu. Note: Do not exit from ET. 2. Replace the ICSM. a. Turn the engine control switch to the OFF/RESET position.
(1) 20 pin P72 connector (2) 14 pin P73 connector (3) Bolt
c. Disconnect P72 connector (1) and P73 connector (2) from the ICSM. Remove four bolts (3) in order to remove the cover. Note: Rubber grommets for the ICSM are held in place on the mounting studs. The grommets help to reduce vibration. The grommets may fall when the ICSM is removed. Be sure not to lose the grommets. Note: A ground strap is connected with one of the mounting bolts.
e. Select Service/Copy Configuration/ECM Replacement from the pull-down menu. Click OK on the window. f. Select Program ECM from the lower left corner of the screen. Select the replacement ICSM and click OK. g. After the loading is complete, a window with the message Programming Complete will appear. Select OK. Note: When you program a new ICSM, factory passwords are not required. Also, the ICSM does not require calibration.
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Illustration 15 (4) Connectors for the sensors (5) Mounting bolts (6) Ground strap
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Troubleshooting Data Sheet

SMCS Code: 1901-038 To help troubleshoot a gas engine, complete the information in Table 6. Be sure to include the units of measurement.
d. Disconnect connectors (4) for the sensors from the ICSM. Remove four mounting bolts (5). Detach ground strap (6). 3. Install the replacement ICSM. Orient the 20 pin J72 connector to the upward position. a. Use the mounting hardware to install the new ICSM. Be sure to install ground strap (6). Check the mounting hardware and the ICSM for correct installation. A properly installed ICSM will move slightly on the rubber grommets. If the ICSM cannot move slightly on the grommets, check that the washers and grommets are positioned correctly. b. Connect connectors (4) for the sensors to the ICSM. c. Connect P72 connector (1) and P73 connector (2) to the ICSM. d. Install the cover and four bolts (3). 4. Program the configuration parameters and the monitoring system parameters into the replacement ICSM. a. Switch the 16 amp circuit breaker for the ECM ON. b. Turn the engine control switch to the STOP position. c. Select File/Select ECM from the pull-down menu of ET. d. Select the Replacement ICSM and click OK.
Table 6
Data Sheet for Troubleshooting Customer and installation Engine model and driven equipment Engine serial number Service hours Fuel LHV Fuel flow Engine rpm Inlet manifold air pressure Compression ratio Fuel methane number Air flow Percent load Inlet manifold air temperature Brand of oil type of oil Detonation level Actual air/fuel ratio Desired air/fuel ratio Desired burn time left right PPM of CO (7) (8) (7) (8) (7) (8) in out (9) (10) (9) (10) (9) (10) Engine oil temperature (11) (12) (11) (12) (11) (12) Exhaust stack pressure Brand of exhaust analyzer (13) (14) (13) (14) (13) (14) in out (15) (16) (15) (16 (15) (16) Air restriction Application Altitude Fuel rate Fuel Quality setting (LHV) Pressure to the gas regulator
Engine oil pressure
Turbocharger exhaust temperature % O2 (1) (2) (1) (2) (1) (2) in out (3) (4) (3) (4) (3) (4) Jacket water temperature PPM of NOx (5) (6) (5) (6) (5) (6)
Exhaust stack temperature Cylinder exhaust port temperatures Needle valve setting Cylinder burn time Aftercooler water temperature Comments
Report the Service Information

After you have successfully repaired the engine, it is important to provide good information about the repair. The following topics are recommended for your report:
Complaint Include a description of the customers complaint in the report.
Cause Provide a specific description of the cause of the failure. Include the method that was used in order to diagnose the problem. If diagnostic codes or event codes were generated, include all of the codes and the status of the codes. Indicate your determination of the problem. For example, if you performed a diagnostic functional test, identify the test procedure. For example, a visual inspection revealed abrasion of a wire in a harness. Be specific: dynamometer testing of the engine produced power below specifications at 1800 rpm due to the loss of an ignition transformer. Repair Explain your repair of the problem. For example, you may have installed a new wiring harness. You may have replaced the ignition transformer per instructions from the factory. The providing of complete, accurate information will help Caterpillar to provide better service to you and to the customer.
Troubleshooting without a Diagnostic Code

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Operator Information
Obtain the following information from the operator:
The occurrence and the time of the occurrence
Symptoms
SMCS Code: 1000-038; 1901-038 Some engine symptoms can be unrelated to the electronic control system. This section is for troubleshooting problems that have symptoms without active diagnostic codes. Conditions such as poor fuel quality or improperly adjusted valves can cause some engine symptoms. For basic troubleshooting of the engine, perform the following steps first in order to diagnose a malfunction. 1. Gather information about the complaint from the operator. 2. Verify that the complaint is not due to normal engine operation. Verify that the complaint is not due to error of the operator. 3. Perform a visual inspection. Inspect the following items:
Determine the conditions for the occurrence. The

conditions will include the engine rpm and the load.
Determine if there are any systems that were

installed by the dealer or the customer that could cause the symptom.
Determine whether any other occurrences

happened in addition to the symptom.
Diagnostic Codes and Event Codes

Examine the following information regarding any codes:
The probable cause of the symptom is correlated

to the code.
The code was generated when the symptom

occurred.
Codes that are repeatedly logged The complaint is not due to normal engine
operation.
Fuel supply Oil level Oil supply Wiring Connectors

4. Check the diagnostic codes and event codes. Repair any active codes. If these inspections do not reveal any problems, identify the probable causes with the procedures in this manual that best describe the symptoms. See Troubleshooting, Troubleshooting With A Diagnostic Code or see Troubleshooting, Troubleshooting With Event Codes. Check each probable cause according to the tests that are recommended. Be sure to check the connectors. This is specially true for problems that are intermittent. See Troubleshooting, Inspecting Electrical Connectors. Narrow the probable cause. Consider the operator information, the conditions of operation, and the history of the engine.
Other Symptoms
If other occurrences happened in addition to the symptom, investigate the following conditions:
The other occurrences are related to the

symptom.
The symptoms have a probable cause that is

common.
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Air Starting Motor

SMCS Code: 1451-035
Probable Causes
The following conditions can prevent operation of the starting motor:
Engaged barring device Electrical problem Low supply pressure
Problem with the lubricator Problem with the starting motors control valve Problem with the starting motors relay valve Worn starting motor
Relay Valve
After the starting motors pinion is engaged, the relay valve enables a large volume of supply pressure to enter the air starting motor. Make sure that the relay valve is not stuck. Check for leaks. Check for debris in the supply line to the starting motor. Make sure that the air line is properly connected.
Recommended Repairs
Barring Device
Make sure that the barring device is fully disengaged. Inspect the fittings and the air lines of the interlock for leaks.
Worn Starting Motor

Before you remove the starting motor, turn the crankshaft by hand. Ensure that a mechanical failure inside the engine is not preventing the crankshaft from turning. If the crankshaft will turn by hand, try the starting motor again. If the starting motor does not turn the crankshaft, remove the starting motor. Inspect the starting motor for worn parts. Check the starting motor for worn seals. Plug the starting motors exhaust outlet and attach a source of pressurized air to the inlet. Submerge the starting motor in water for a minimum of 30 seconds. If bubbles rise from the starting motor, replace the seals. If a vane is cracked or if the height of a vane is less than 32 mm (1.25 inch), install new vanes. If any of the rotor bearings are loose or rough, replace the bearings. If the rotors body is scored, try to smooth the body with emery cloth. If the body cannot be smoothed with emery cloth, replace the rotor. If the end plate is scored, use emery cloth to smooth the end plate. If the cylinder is cracked or if the cylinder is scored deeply, replace the cylinder.
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Electrical Problem
There may be a problem with the starting systems electrical circuit. Refer to Troubleshooting, ECM Start/Stop Output.
Low Supply Pressure

Determine the cause of the low supply pressure. Inspect the supply lines for leaks and/or obstructions. Make the necessary repairs. Check the compressor for proper operation. If a tank is used for the supply pressure, make sure that the size of the tank is sufficient. Check the pressure in the tank. Check the pressure regulator for proper adjustment.
Lubricator
Check the oil level in the lubricator and adjust the lubricator according to the engines Operation and Maintenance Manual. Inspect the fitting of the lubricator to the air line. Make sure that the fitting is tight and free of leaks. Disassemble the lubricator and clean the parts. Inspect the parts for good condition. Replace any parts that are worn or damaged or replace the lubricator.
Crankcase Pressure (High)

SMCS Code: 1901-038; 1916
Probable Causes
Plugged crankcase breather Problem with the crankcase ventilation system
(if equipped)
Control Valve
Check the control valves solenoid for proper operation. Replace the solenoid, if necessary.
Plugged port on the crankcase pressure sensor Faulty sensor
Internal engine problem
Recommended Repairs
Crankcase Breather
A plugged crankcase breather will cause excessive crankcase pressure. Leakage of the crankshaft seal can occur. Sealing of the piston rings can be lost. This will enable crankcase blowby to further increase the crankcase pressure. Clean the crankcase breather according to Operation and Maintenance Manual, SEBU7563, Engine Crankcase Breather - Clean.
If a problem with a piston is suspected, do not operate the engine. Remove the crankshaft inspection covers in order to inspect the cylinder liner for scoring and scuffing. Use the barring device to move the piston to the uppermost position. Replace the piston rings and the cylinder liner, if necessary.
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Detonation
SMCS Code: 1901-038
Probable Causes
Excessive load Misfire Adjustment of needle valves for the precombustion
chamber
Crankcase Ventilation System

Engines that use bio-gas may have a system for ventilation of the crankcase. A problem with the ventilation system can increase the crankcase pressure. Service the ventilation system according to the literature that is provided by the OEM of the system.
High inlet air temperature Incorrect air/fuel ratio Coolant in a cylinder Excessive deposits in the combustion chamber Faulty circuit for the detonation sensor(s)
Plugged Port
The crankcase pressure sensor has a port in order to allow the ambient pressure into the sensor. The port is enclosed under a cap. Remove the cap and inspect the port for obstructions. Clean the port, when possible. Otherwise, replace the sensor.
Faulty Sensor
If you suspect that the crankcase pressure sensor is faulty, replace the sensor with a sensor that is known to be good.
Recommended Repairs
Excessive Load
Make sure that the load is not excessive. Reduce the load. If necessary, disengage the driven equipment and test the engine.
Internal Engine Problem

If the piston rings do not seal, blowby will increase the crankcase pressure and the problem will become worse. Performance will deteriorate. The engine will have poor combustion. Deposits will build up on the pistons, the valves, and the cylinder heads. Downward pumping of the pistons against the increased crankcase pressure will further reduce the performance. To determine whether the piston rings leak, measure the crankcase blowby. Refer to Operation and Maintenance Manual, SEBU7563, Engine Crankcase Blowby- Measure/Record. Sticking of the pistons will also increase the crankcase pressure. If the problem is not resolved, piston seizure will result.
Misfire
If a cylinder is misfiring, the other cylinders can be overloaded. This will cause the other cylinders to detonate. To eliminate the detonation, first eliminate the misfire. Refer to Troubleshooting, Engine Misfires, Runs Rough or is Unstable.
Needle Valves
Misfire can occur in the precombustion chamber if the air/fuel mixture is too lean. If a cylinder is misfiring, the other cylinders can be overloaded. This will cause the other cylinders to detonate.
Determine whether the adjustment of the needle valves is correct. If the needle valves require adjustment, fully close all of the needle valves. Then open all of the needle valves for four full turns. Operate the engine and use an emissions analyzer to obtain the correct level of exhaust emissions.
Use a borescope to inspect the cylinders. Look for the following conditions:
Deposits on the valve seats Deposits on the valve faces Deposits on the cylinder walls that are above the
upper limit of the piston stroke
Check the Inlet Air Temperature

High inlet air temperature can cause detonation. Check the inlet air temperature. Look for the following event codes:
Signs of internal leaks

Signs of internal leaks include excessive consumption of engine oil, blue smoke, and excessive detonation. If excessive deposits and/or signs of internal leaks are found, investigate the cause of the condition. Make repairs, as needed.
E026 High Inlet Air Temperature Shutdown E027 High Inlet Air Temperature Warning
Refer to Troubleshooting, Inlet Air Temperature (High).
Air/Fuel Ratio
An air/fuel mixture that is too rich will cause detonation. A change in the fuel energy content will change the air/fuel ratio. Obtain a fuel analysis. Enter the data into Caterpillar Software Program, LEKQ6378, Methane Number Program. Use ET to program the correct LHV and specific gravity of the fuel into the ECM. The fuel supply pressure must be adequate and stable. Make sure that the electrohydraulic actuator for the fuel is operating correctly. Verify that the exhaust emissions are correct.
Check the Detonation Sensors

A problem with a detonation sensor or the electrical circuit can cause false indications of detonation. Troubleshoot the detonation sensors. Refer to Troubleshooting, Detonation Sensors.
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Driven Equipment
SMCS Code: 1901-038
Probable Causes
The ECM has received a Start Inhibit or a
Shutdown signal.
Coolant in a Cylinder
Under some circumstances, detonation can occur if a water/glycol solution leaks into a precombustion chamber and the coolant is burned. If a water/glycol solution is used, monitor the cylinders exhaust port temperature. If the temperature is higher than the average, inspect the cylinder for evidence of coolant leaks in the precombustion chamber. Note: Significant leaking of any type of coolant will cause the cylinder to misfire.
The circuit for the signal is faulty.
Recommended Repairs
Check the Driven Equipment
Determine whether the driven equipment has generated a Start Inhibit or Shutdown request. Determine the cause for the request. Service the driven equipment according to the recommendations of the OEM of the equipment.
Check for Deposits in the Cylinders

Overfilling of engine oil can lead to deposits. Make sure that the engine oil level is correct. Note: Excessive deposits contribute to guttering of the valves.
Check the Circuit for the Input

The circuit for the input is routed to the ECM via one of the customer connectors in the terminal box. Either the 70-pin connector (J3) or the 47-pin connector (J4) can be used. Refer to the engines electrical Schematic. Check the wiring between the driven equipment and the ECM for damage and/or corrosion. Refer to Troubleshooting, Inspecting Electrical Connectors. Repair the wiring, as needed. Check the resistance of the circuit. The correct resistance of the circuit is 5 ohms or less. If the resistance is greater than 5 ohms, locate the source of the excessive resistance. Make repairs, as needed.
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Electrohydraulic System Oil Pressure (Low)

SMCS Code: 1901-038
Probable Causes
Incorrect setting of the pressure relief valve Stuck pressure relief valve Insufficient oil pressure Open electrical circuit for the hydraulic oil
pressure switch
ECM Will Not Accept Factory Passwords

SMCS Code: 1901-038
Recommended Repairs
Setting of the Pressure Relief Valve
Check the setting of the pressure relief valve. For instructions, refer to Systems Operation/Testing and Adjusting, RENR5908, Pressure Releif Valve Setting. Adjust the pressure relief valve, if necessary.
Probable Causes
One of the following items may not be recorded correctly on the ET:
Check the Pressure Relief Valve

If the pressure relief valve is dirty, the valve can become stuck. If the pressure relief valve is stuck in the open position, the hydraulic oil pressure will be too low. If you suspect that the pressure relief valve is stuck, disassemble the valve and clean the parts. Replace parts, if necessary.
Passwords Serial Numbers Total Tattletale Reason Code
Recommended Repairs
1. Verify that the correct passwords were entered. Check every character in each password. Turn the engine control switch to the OFF/RESET position for 30 seconds and then retry. 2. Verify that ET is on the Factory Password screen. 3. Verify that the following information from ET has been recorded correctly:
Low Hydraulic Oil Pressure

Check the hydraulic oil level. Observe the oil level in the sight gauge on the tank. If necessary, pour oil into the tank until the oil level is between the ADD and FULL marks on the sight gauge. The hydraulic oil pressure switch must remain closed during engine operation. Use a gauge to check the oil pressure of the electrohydraulic system at the outlet for the hydraulic pump while the engine is cranking. Check the pressure while the engine is at normal operating temperature, when possible. Compare the pressure to the pressure that is described in Systems Operation/Testing and Adjusting, RENR5908, Pressure Releif Valve Setting. If the pressure is too low, inspect the electrohydraulic system for leaks. Inspect the hydraulic pump. Make repairs, as needed.
Serial Number of the engine Serial Number of the ECM Serial Number of the ET Total Tattletale Reason Code
Open Electrical Circuit

Open Circuit in the Hydraulic Oil Pressure Switch Check for proper operation of the hydraulic oil pressure switch. Disconnect the engine harness from the switch. Apply a known pressure to the electrohydraulic system. While you apply the pressure, use a ohmmeter between terminals A and B on the switch. Observe the status of the switchs contact. If the switch does not function properly, replace the switch. Open Circuit in the Harness for the Hydraulic Oil Pressure Switch Use the following procedure to check the harness. Do not operate the engine during this procedure. 1. Turn the engine control switch to the STOP position. 2. Disconnect the harness connector from the pressure switch. Use ET to observe the Hydrax Pressure Switch Status. The status of the switch should be Open. 3. Attach a jumper wire between terminals A and B on the harness connector. 4. Use ET to observe the Hydrax Pressure Switch Status. The status of the switch should be Closed. 5. Continue to observe the Hydrax Pressure Switch Status. Wiggle the harness from the harness connector to the ECM. The status of the switch should still be Closed. If the Hydrax Pressure Switch Status momentarily changes to Open, the harness has an intermittent circuit. If there is an intermittent circuit, locate the problem. Make repairs to the harness, when possible. After the harness is repaired, remove the jumper wire from the 3-pin connector. Reconnect the connector. If the harness cannot be repaired, replace the harness.
i01661274
Electronic Service Tool Will Not Communicate with ECM or ICSM

SMCS Code: 1901-038
Probable Causes
Electrical power supply Electrical connectors or wiring harness Communication adapter and/or cables Personal computer
Recommended Repairs
Electrical Power Supply
Check power to the ECM and/or the ICSM. Refer to Troubleshooting, Electrical Power Supply. Note: If the modules are not receiving battery voltage, the modules will not communicate.
Electrical Connectors
Check the following components:
Battery connections and ground to the ECM

and/or the ICSM and/or the ICSM
Wiring harnesses and the connectors for the ECM Wiring harnesses and the connectors in the
terminal box for the ECM or the ITSM communication adapter
Connections for the personal computer and the

Refer to Troubleshooting, Inspecting Electrical Connectors.
Communication Adapter and/or Cables

1. Check the condition of the fuse for the communication adapter. 2. Disconnect the communication adapter and the cables from the service tool connector. Then reconnect the communication adapter.
If you are using the 7X-1700 Communication Adapter Gp, refer to Special Instruction, SEHS9264, Using the 7X1700 Communication Adapter Group. If you are using the 171-4401 Communication Adapter II, refer to Manual, NEHS0758, Communication Adapter II Users Manual. 3. Verify that battery voltage is present between terminal A and terminal B of the service tool connector. If the communication adapter is not receiving power, the display will be blank.
Recommended Repairs
Check for a Low Coolant Level and/or Coolant Leakage
Note: Low coolant level can be the effect of overheating rather than the cause. Check the coolant level. Run the engine to operating temperature. Inspect the cooling system for leaks. Determine whether the leak occurs before the engine overheats. Add coolant, if necessary. If leaking is found, make the necessary repairs.
Personal Computer
Use the personal computer and the communication adapter with a different known good ECM. If the same problem occurs with a different engine, check the personal computer and the related equipment in order to determine the cause of the problem.
i01635895
Check for Aeration of the Coolant

Air can enter the cooling system if the pressure cap is not operating properly. Check the operation of the pressure cap. Replace the pressure cap, if necessary. Install a ball check valve at the outlet of the water pump. Start the engine. Open the ball check valve in order to check for aeration of the coolant. If air bubbles are found in the coolant, determine the source of the air. If the coolant has been changed recently, make sure that the air has been purged from the cooling system. Make sure that the cooling system is properly vented. The supply pressure to the water pump must be sufficient in order to prevent cavitation. Measure the supply pressure at the inlet to the water pump.
Engine Coolant Temperature (High)

SMCS Code: 1901-038
Probable Causes
Low coolant level and/or coolant leakage Aeration of the coolant Problem with the water pump High ambient temperature and/or high inlet air
temperature
Insufficient flow of air or coolant through the

radiator or heat exchanger
Water Pump
The engine will overheat if the water pump is not operating properly. Measure the coolant pressure at the outlet of the water pump. Make sure that the water pump is in good condition.
Faulty water temperature regulators Faulty coolant temperature sensor and/or circuit Insufficient flow of coolant through the engine Exhaust restriction Excessive load Incorrect air/fuel ratio Combustion gas in the coolant
Check for High Ambient Temperature and/or High Inlet Air Temperature
Determine if the ambient air temperature is within the design specifications for the cooling system. Make sure that the engines exhaust does not heat the radiator or the heat exchanger. Check for high inlet air temperature. Refer to Troubleshooting, Inlet Air Temperature (High).
Determine the cause of the high air temperature. Make corrections, when possible.
If a buildup of deposits restricts the coolant flow, clean the cooling system. If the flow of coolant through the engine is not sufficient, determine the cause of the obstruction. Make necessary repairs.
Check for Insufficient Flow of Air and Coolant Through the Radiator or Heat Exchanger
Measure the coolant temperature at the inlet for the coolant. Radiator Check the fins of the radiator for obstructions. Check the fan for proper operation. If the radiator fins are obstructed, clean the fins. If the fan does not operate properly, make the necessary repairs. Heat Exchanger Check for sufficient flow and temperature of the cooling water through the heat exchanger. If the flow of cooling water through the heat exchanger is insufficient, determine the location of the obstruction.
Check the Exhaust Restriction

Check the back pressure of the exhaust system. Refer to the engines Technical Marketing Information. If the back pressure exceeds the specifications for the engine, determine the cause of the excessive back pressure. Make the necessary repairs.
Excessive Load
Air/Fuel Ratio
An air/fuel mixture that is too rich will cause overheating. A change in the fuel energy content will change the air/fuel ratio. Obtain a fuel analysis. The fuel supply pressure must be adequate and stable. Ensure that the electrohydraulic actuator for the fuel is operating correctly. Verify that the exhaust emissions are correct.
Check the Water Temperature Regulators

Check the water temperature regulators for proper operation. Refer to Systems Operation/Testing and Adjusting, RENR5908, Cooling System. Replace the water temperature regulators, if necessary.
Check the Coolant Temperature Sensor and/or the Circuit

Check the reading of the coolant temperature on ET. The temperature should rise steadily as the engine is warmed. Ensure that the temperature is reasonable. If the reading on ET for the coolant temperature is not reasonable, troubleshoot the circuit and the coolant temperature sensor. Refer to Troubleshooting, Analog Sensor Signal.
Check for Combustion Gas in the Coolant

The following conditions can indicate that combustion gas is entering the cooling system:
Steam is escaping from the expansion tank. A cylinder is misfiring. The cylinder temperature is too hot or too cold.
If a leaking precombustion chamber is suspected, operate the engine at a low load. Monitor the exhaust port temperatures and the combustion burn times.
Check the Flow of Coolant Through the Engine

During normal operation, check the inlet pressure of the engine coolant and the outlet pressure of the engine coolant. Measure temperatures and pressures at various points in the cooling system in order to identify possible locations of restrictions.
When a suspect cylinder is identified, shut down the engine. Inspect the spark plug for moisture and for evidence of deposits from coolant. Remove the combustion sensor and insert a borescope through the opening. Inspect the precombustion chamber for evidence of coolant. If evidence of coolant is found, replace the seals. Refer to the engines Disassembly and Assembly manual.
i01636239
Check the operation of the water temperature regulators according to Systems Operation/Testing and Adjusting, RENR5908, Cooling System. Replace the water temperature regulators, if necessary.
i01636242
Engine Cranks but Will Not Start

SMCS Code: 1000-038; 1901-038
Engine Coolant Temperature (Low)

SMCS Code: 1901-038
Probable Causes
Slow cranking Cold engine Excessive load Inlet air restriction Problem with the air/fuel mixture Problem with the gas shutoff valve Electrical connectors or power supply No signal from the engine speed/timing sensor Ignition system
Probable Causes
Faulty jacket water heater Faulty coolant temperature sensor and/or circuit Faulty water temperature regulators
Recommended Repairs
Check the Jacket Water Heater
Determine if the jacket water heaters are functioning properly. If the jacket water heaters are not functioning properly, determine the cause of the malfunction of the heaters. Make the necessary repairs.
Recommended Repairs
Slow Cranking
The cranking speed must be sufficient for engine start-up. Inspect the starting system. Make sure that the air supply has sufficient pressure. If the starting motor is suspect, refer to Troubleshooting, Air Starting Motor.
Check the Coolant Temperature Sensor and/or the Circuit

Check the reading of the coolant temperature on ET. The temperature should rise steadily as the engine is warmed. Ensure that the temperature is reasonable. If the reading on ET for the coolant temperature is not reasonable, troubleshoot the circuit and the coolant temperature sensor. Refer to Troubleshooting, Analog Sensor Signal.
Cold Engine
If the engine is too cold, the engine may not start. Refer to Application and Installation, LEKQ7249, Ambient Considerations.

The water temperature regulators should not begin to open until jacket water reaches opening temperature for the regulators. Allow the engine to cool and then start the engine. Check the hose at the outlet for the jacket water. If the hose is warm and normal operating temperature is not achieved yet, a regulator may be stuck open. A water temperature regulator that is stuck open can result in piston seizure.
Excessive Load
Air/Fuel Mixture
The following conditions can cause the engine to malfunction:
Low fuel pressure High fuel pressure Poor fuel quality Incorrect air/fuel ratio
Make sure that fuel is supplied at a sufficient pressure that is stable. Make sure that the size of the fuel line is sufficient. Inspect the fuel system for leaks. Inspect the fuel filter, the gas pressure regulator, the gas shutoff valve, and the gas shutoff valves solenoid. When possible, interview the operator in order to determine if fuel quality is in question. Try to determine if the source of the fuel was changed. Check the needle valves for the precombustion chambers. If the needle valves are closed, no fuel is supplied to the precombustion chamber. If the needle valves are open too far, the air/fuel mixture will be too rich for combustion. If the adjustment of the needle valves is suspect, fully close all of the valves. Open the needle valves for four full turns. Adjust the needle valves according to Testing and Adjusting, RENR5908, BTU and Precombustion Chamber Adjustments. Check the position of the air chokes plate. The orientation of the plate is represented by the groove on the end of the shaft for the choke plate. The air choke is fully open for start-up. If the air choke is closed, the air/fuel mixture will be too rich for combustion. During cranking, the fuel actuator begins to open at approximately 50 rpm. The actuator opens for approximately 5 to 10 percent of the full travel. If the actuator opens for more than 30 percent, the fuel pressure is probably too low. Make sure that the actuator and the linkage are operating properly. For information on maintaining the actuator, refer to the Operation and Maintenance Manual, SEBU7563, Electrohydraulic Actuator Inspect. For information on troubleshooting the actuator, refer to Troubleshooting, Fuel Actuator Solenoid.
Inlet Air Restriction

For optimum operation, replace the air filter elements when the inlet air restriction reaches 2.5 kPa (10 inches of H2O). The maximum allowable inlet air restriction is 3.75 kPa (15 inches of H2O). If the inlet air restriction is excessive, determine the cause of the restriction and correct the condition.
Electrical Connectors or Power Supply

There may be an intermittent interruption of power. Check the wiring harnesses and the connectors. Inspect the connectors in the terminal box. Inspect the battery connections and the ground. Inspect the wiring from the battery to the ECM. Inspect the wires and the power relay. Check the power and ground connections. Refer to Troubleshooting, Electrical Power Supply. Make sure that the run relay is activated. Refer to Troubleshooting, ECM Status Indicator Output.
Engine Speed/Timing Sensor

Make sure that the engine speed/timing sensor and the timing wheel are installed correctly. If the engine speed/timing sensor is suspect, refer to Troubleshooting, Engine Speed/Timing Sensor.
Ignition System
Under certain conditions, condensation forms on the spark plugs after the engine is shut down. The condensation can prevent the engine from restarting. Maintain the spark plug according to Operation and Maintenance Manual, SEBU7563, Ignition System Spark Plugs - Check - Adjust. Inspect the ignition transformers for loose connections, moisture, short circuits, and open circuits. Inspect the primary wiring and the secondary electrical connections. For information on troubleshooting the ignition system, refer to Troubleshooting, Ignition Transformers Primary Circuit and Troubleshooting, Ignition Transformers Secondary Circuit and Spark Plug. Make sure that the correct transformers and spark plugs are installed. Inspect the extenders for signs or pin holes and arcing.
Gas Shutoff Valve

During cranking, measure the pressure in the fuel manifold. The gas pressure must be 1 to 10 kPa (0.15 to 1.5 psi). If the pressure is zero, the gas shutoff valve may not be operating properly. Refer to the Operation and Maintenance Manual, SEBU7563, Gas Shutoff Valve - Inspect.
i01638285
Engine Misfires, Runs Rough or Is Unstable

SMCS Code: 1000-038; 1901-038
For detailed information on detection of misfire and false misfire, refer to Testing and Adjusting, RENR5908, BTU and Precombustion Chamber Adjustments.
Spark Plug
Under certain conditions, condensation forms on the spark plugs after the engine is shut down. The condensation can cause misfire. A spark plug may require service. Maintain the spark plug according to Operation and Maintenance Manual, SEBU7563, Ignition System Spark Plug Check/Adjust.
Probable Causes
Cold cylinder Spark plug Check valve Incorrect air/fuel ratio Needle valve Spark plugs extension Ignition transformer Air/fuel pressure module Gas admission valve Precombustion chamber Fuel supply lines for the precombustion chamber Valve lash Cylinder head and related components Incorrect electrical connection or power supply Air inlet restriction Problem with the electrohydraulic system Driven equipment
Check Valve
Passages for the fuel to the precombustion chambers check valve may be blocked by contaminants in the air/fuel mixture. Make sure that the passages are clean. Make sure that the air and the fuel are properly filtered. Combustion may have leaked past the check valves gasket. During operation, check the temperature of the supply tube for the needle valve. If the temperature of the supply tube is higher than average, combustion is probably leaking into the cylinder head. Remove the check valve and inspect the check valve for evidence of combustion on the outside of the check valves body. The check valve may be stuck. The check valve must move freely in order to allow fuel to enter the precombustion chamber. Clean the check valve with a nonflammable solvent that will not leave residue. Replace the check valve, if necessary.
Air/Fuel Ratio
Operate the engine with a different air/fuel mixture in order to determine if the misfiring is affected by the air/fuel ratio. To change the air/fuel ratio, operate the engine in the prechamber calibration mode. Use ET to change the setting of the fuels BTU. If the rate of misfiring changes, use an emissions analyzer and tune the engine according to Testing and Adjusting, RENR5908, BTU and Precombustion Chamber Adjustments.
Recommended Repairs
Note: If the symptom only occurs under certain operating conditions (high idle, full load, engine operating temperature, etc), test the engine under the conditions. Troubleshooting the symptom under other conditions can give misleading results.
Cold Cylinder
Before you can determine the cause of the cold cylinder, use the display on the control panel in order to locate the cold cylinder. You can view the actual combustion burn times and the exhaust port temperatures of the cylinders.
Needle Valve
Check the needle valves for the precombustion chambers. If the needle valves are closed, no fuel is supplied to the precombustion chamber. If the needle valves are open too far, the air/fuel mixture will be too rich for combustion. If the adjustment of the needle valves is suspect, fully close all of the needle valves. Open the needle valves for four full turns. Adjust the needle valves according to Testing and Adjusting, RENR5908, BTU and Precombustion Chamber Adjustments. Make sure that the fuel lines for the needle valves are not clogged. If adjustment of a needle valve does not affect operation, the needle valve may be faulty. Replace the needle valve.
Remove the combustion sensor and use a borescope to view the hole for the spark plug in the precombustion chamber. For a two-piece ignition body / precombustion chamber, the locating pins may be broken. This would allow the precombustion chamber to move and the hole for the spark plug could be misaligned. If this is the case, remove the ignition body and the precombustion chamber in order to make the necessary repairs.
Fuel Supply Lines for the Precombustion Chamber

Inspect the fuel supply lines and the passages between the needle valve and the check valve. Look for signs of debris and carbon buildup. Make sure that the lines and passages are clean. Multiple problems with a check valve for a particular cylinder can be caused by fuel supply lines and passages that are dirty.
Spark Plug Extension

Inspect the outside of the extension for oil and moisture. Look for holes that are burned through the extensions insulator. Inspect the extensions terminals for corrosion.
Valve Lash
Check the valve lash. Refer to Testing and Adjusting, RENR5908, Engine Timing Procedures.
Ignition Transformer
Inspect the ignition transformers for loose connections, moisture, short circuits, and open circuits. Inspect the primary wiring and the secondary electrical connections. For information on troubleshooting the ignition system, refer to Troubleshooting, Ignition Transformers Primary Circuit and Troubleshooting, Ignition Transformers Secondary Circuit and Spark Plug.
Cylinder Head and Related Components

Measure the cylinder compression. Refer to Operation and Maintenance Manual, SEBU7563, Cylinder Pressure - Measure/Record. Inspect the components of the valve train for good condition. Check for signs of damage and/or wear to the valves, cylinder head gasket, etc. Inspect the condition of the camshafts. If a camshaft is replaced, new valve lifters must be installed.
Gas Admission Valve

Check the gas admission valve lash. Refer to Testing and Adjusting, RENR5908, Engine Timing Procedures.
Electrical Connection or Power Supply

There may be an intermittent interruption of power. Check the wiring harnesses and the connectors. Inspect the connectors in the terminal box. Inspect the battery connections and the ground. Inspect the wiring from the battery to the ECM. Inspect the wires and the power relay. Check the power and ground connections. Refer to Troubleshooting, Electrical Power Supply.
Precombustion Chamber
Inspect the precombustion chamber. For instructions on removal and installation, refer to Disassembly and Assembly, SENR5535, Prechamber Check Valve - Remove and Install. The precombustion chambers gasket and/or the ignition bodys seals may have allowed coolant to enter the precombustion chamber. Inspect the spark plug and the precombustion chamber for evidence of coolant and residue of liquid crystalline material. If the gasket and/or the seals have leaked, clean the sealing surfaces and install a new gasket and seals. Also check for coolant leaks at the bottom of the cylinder head.
Air Inlet Restriction

The maximum allowable air inlet restriction is 3.75 kPa (15 inches of H2O). If the indication is higher than the maximum permissible restriction, clean the filter element or install a new filter element. Check the restriction again. If the restriction remains too high, inspect the air inlet piping for obstructions.
Electrohydraulic System
Make sure that the hydraulic oil is not contaminated. Make sure that the electrohydraulic actuators are operating properly. During operation at a load that is less than 50 percent, observe the operation of the air choke actuator. During operation at a load that is greater than 50 percent, observe the operation of the wastegate actuator. The governor gain may require adjustment. Refer to Systems Operation/Testing and Adjusting, RENR5908, Governor Adjustment Procedure. If a solenoid for an actuator is suspect, switch the solenoid for another solenoid that is known to be good. Obtain a new solenoid, if necessary. Make sure that the linkage moves freely. If any rod ends are worn, replace the rod ends. If an actuator is suspect, inspect the actuator according to Operation and Maintenance Manual, SEBU7563, Electrohydraulic Actuator - Inspect.
Faulty engine oil pressure sensor
Recommended Repairs
Engine Oil Filter Element
As the engine oil filter elements become plugged, the engine oil filter differential pressure rises. Replace the engine oil filters when the engine oil filter differential pressure reaches 100 kPa (15 psi). If an engine oil filter element is missing or the element is damaged, the unfiltered engine oil will cause low engine oil filter differential pressure. Make sure that elements are installed in the engine oil filter housings. Inspect the engine oil filter elements for good condition. Replace any suspect filter element.
Engine Oil Pressure Sensors

Use the ET to compare the readings for the filtered engine oil pressure and the unfiltered engine oil pressure while the engine is OFF. If the readings are not approximately zero for both of the sensors, there is a problem with a sensor. Replace the sensor.
i01649374
Driven Equipment
Make sure that the load is not excessive. Reduce the load. If necessary, disengage the driven equipment and test the engine. Variation of the load can cause instability. Make sure that the signal for the engine speed is not corrupted.
i01638632
Engine Oil Pressure (Low)

SMCS Code: 1901-038
Probable Causes
Low engine oil level Incorrect viscosity Contaminated engine oil Faulty oil pressure sensors Improper circulation of the engine oil Worn components
Engine Oil Filter Differential Pressure

SMCS Code: 1308-035
Probable Causes
An indication of high engine oil filter differential pressure will be caused by either of the following conditions:
Plugged engine oil filter element Faulty engine oil pressure sensor Cold engine oil
An indication of low engine oil filter differential pressure will be caused by either of the following conditions:
Recommended Repairs
Low Engine Oil Level
Check the oil level. Add oil, as needed.
An engine oil filter element is missing or an

element is damaged.
Contaminated Engine Oil

Engine oil that is contaminated with another liquid will cause low engine oil pressure. High engine oil level can be an indication of contamination. Obtain an analysis of the engine oil. Determine the reason for contamination of the engine oil and make the necessary repairs. Change the engine oil and the engine oil filter. For the correct engine oil to use, refer to Operation and Maintenance Manual, Engine Oil.
There is a problem with the engine oil pump.
Check the gears of the engine oil pump for excessive wear. Engine oil pressure is reduced by gears that have too much wear. or a bypass valve is stuck in the open position. Clean the valve. Replace parts, if necessary.
The engine oil pumps pressure regulating valve
The priority valve is stuck in the open position.

Clean the priority valve.
Incorrect Viscosity
Make sure that the engine is supplied with the correct engine oil. For the correct engine oil to use, refer to Operation and Maintenance Manual, Engine Oil.
Worn Components
Excessive clearance at the crankshaft or camshaft bearings will cause low engine oil pressure. Also, inspect the clearance between the rocker arm shafts and the rocker arms. Check the engine components for excessive clearance. Obtain an analysis of the engine oil. Check the analysis for the level of wear metals in the engine oil.
i01640711
Faulty Engine Oil Pressure Sensors

Use ET to compare the readings of the filtered engine oil pressure and the unfiltered engine oil pressure while the engine is OFF. Both readings should be close to zero pressure. If a reading is significantly different from zero, replace the suspect engine oil pressure sensor.
Engine Oil Temperature (High)

SMCS Code: 1901-038
Improper Circulation of the Engine Oil

Several factors could cause improper circulation of the engine oil:
Probable Causes
Contaminated engine oil Problem with the engine oil temperature regulators Problem with the engine oil temperature sensor Problem with the circuit for the aftercooler and
engine oil cooler
The engine oil filter is clogged. Replace the

engine oil filter.
An engine oil line or a passage for engine oil is

disconnected or broken.
The engine oil cooler is clogged. Thoroughly

clean the engine oil cooler.
Insufficient flow of coolant or engine oil through

the engine oil cooler
There is a problem with a piston cooling jet.
Breakage, a restriction, or incorrect installation of a piston cooling jet will cause seizure of the piston. oil pump can have a restriction. This restriction will cause cavitation and a loss of engine oil pressure. Check the inlet screen on the suction tube and remove any material that may be restricting engine oil flow.
Mechanical friction
Recommended Repairs
Contaminated Engine Oil
Engine oil that is contaminated with another liquid can cause low engine oil temperature. High engine oil level can be an indication of contamination. Obtain an analysis of the engine oil. Determine the reason for contamination of the engine oil and make the necessary repairs. Change the engine oil and the engine oil filter. For the correct engine oil to use, refer to Operation and Maintenance Manual, Engine Oil.
The inlet screen of the suction tube for the engine
The suction tube is drawing in air. Check the joints

of the tube for cracks or a damaged O-ring seal.
Check the Engine Oil Temperature Regulators

Make sure that the engine oil temperature regulators open according to the correct values. Refer to Specifications, RENR5907, Engine Oil Temperature Regulators.
The programmed crank cycle time is insufficient. The gas supply to the engine is insufficient. There is a problem with the relay for the starting
motors solenoid.
The ignition system is not functioning. The quality of the gas does not match the Fuel
Quality parameter.
Check the Engine Oil Temperature Sensor

Check the reading of the engine oil temperature on ET. Compare the reading to a reading from a separate device. The temperature should rise steadily as the engine is warmed. If the reading on ET for the engine oil temperature is not reasonable, replace the engine oil temperature sensor.
Recommended Repairs
Excessive Load
Check the Cooling System

Make sure that the heat exchanger for the engine oil cooler and the aftercooler is operating properly. The heat exchanger must be properly sized for the ambient conditions. Check the plumbing for obstructions.
Crank Cycle
Note: A maximum of one crank cycle per overcrank is recommended. Make sure that the engine can be cranked for a sufficient amount of time. Use ET to check the Cycle Crank Time and the Overcrank Time parameters. Remember that the purge cycle is par of the total crank cycle. Reprogram the parameters, if necessary. For instructions, refer to Systems Operation/Testing and Adjusting, RENR5908, Electronic Control System Parameters.
Check the Flow Through the Engine Oil Cooler

Run the engine at normal operating temperature. Determine the pressure differential for the coolant and the engine oil between the inlet and the outlet of the engine oil cooler. For comparative data, refer to the Technical Marketing Information for the engine. If the pressure differential between the inlet and the outlet of the engine oil cooler exceeds the data that is published for the engine, there is an insufficient flow of coolant or engine oil through the engine oil cooler. Clean the engine oil cooler.
Check the Gas Supply to the Engine

Check for low gas pressure. If the gas pressure is low, refer to Troubleshooting, Fuel Pressure. If the gas shutoff valve is closed, refer to Operation and Maintenance Manual, SEBU7563, Gas Shutoff Valve - Inspect.
Mechanical Friction
Friction of gears and/or bearings will raise the engine oil temperature. Measure the engine oil temperature at various locations in order to locate the hot spot. Obtain an analysis of the engine oil. Make the necessary repairs.
i01643751
Check the Status of the Relay for the Starting Motors Solenoid
Attempt to start the engine while you observe the status of the relay for the starting motors solenoid on the control panels display. If the status of the relay for the starting motors solenoid indicates that the engine should crank but no cranking occurs, troubleshoot the starting circuit. Refer to Troubleshooting, ECM Output Circuit (Starting Motor). If the engine should crank and cranking occurs, check the engine rpm.
Engine Overcrank
SMCS Code: 1901-038
Probable Causes
Excessive load
Check the Engine RPM

The ECM must detect a minimum of 50 rpm before the gas and the ignition are supplied to the engine. Monitor the engine speed while you crank the engine. The minimum recommended cranking speed is 80 rpm. The maximum recommended cranking speed is 150 rpm.
Misfire
A cold cylinder will cause the other cylinders to overload. Refer to Troubleshooting, Engine Misfires, Runs Rough or Is Unstable.
Obtain a Fuel Analysis and Program the Fuel Energy Content

Obtain an analysis of the gas in order to determine the LHV. Program the correct LHV for the Fuel Quality configuration parameter. If the quality of the gas is not consistent, obtain several analyses over a period of time. Program the Fuel Quality configuration parameter to the average value of the LHV.
i01643845
Ignition System
Check for active diagnostic codes that relate to the ignition system. If there is at least one active diagnostic code that relates to the ignition system, troubleshoot the diagnostic code.
Check the Fuel Quality

Compare the Low Heat Value (LHV) of the gas supply to the Fuel Quality parameter that is programmed by the customer into the ECM. The ECM uses the setting for start-up and for air/fuel ratio control at low loads. If the LHV of the fuel does not match the Fuel Quality parameter that is programmed into the ECM, program the ECM with the correct setting for the Fuel Quality parameter.
i01643832
Engine Overspeed
SMCS Code: 1000-038; 1901-038
Probable Causes
Slow governor response Low trip point for engine overspeed Binding of the electrohydraulic actuator for the
fuel
Energy of the driven equipment
Engine Overload
SMCS Code: 1901-038
Recommended Repairs
Check for Slow Governor Response
Probable Causes
Driven equipment Misfire The LHV of the gas or the specific gravity of the
gas is significantly different from the value that is programmed.
If an engine overspeed occurs during start-up or when the load is reduced, the governor response may be slow. Observe the Speed Governor Adjustment screen on ET. Look for the engine response to the worst cases for step-loading and unloading. Use Throttle Bump feature of ET in order to disturb steady state engine operation. If the undershoot or the overshoot of the engine speed is excessive, adjust the governors gain. Refer to Systems Operation/Testing and adjusting, Electronic Control System Parameters.
Recommended Repairs
Driven Equipment
Make sure that the load is not excessive. Reduce the load.
Check the Trip Point

Note: Do not program the trip point for engine overspeed higher than the maximum ratings of the driven equipment. The trip point or engine overspeed may be too low. Verify that the trip point for the engine overspeed is properly programmed. This parameter requires a factory password in order to change the trip point. Change the trip point to an acceptable speed.
Recommended Repairs
Check the Air Supply Pressure
For a prelube pump that operates with pressurized air, make sure that the air supply pressure is adequate. Inspect the system for leaks.
Check the Lubricator

For a prelube pump that operates with pressurized air, make sure that the lubricator is adequately filled with the correct lubricant.
Check for Binding of the Electrohydraulic Actuator

Slide the electrohydraulic actuators rod in and out while you feel the motion. If the motion is sticky and/or rough, investigate the cause of the binding. Make the necessary repairs. Refer to Operation and Maintenance Manual, SEBU7563, Electrohydraulic Actuator - Recondition.
Check the Exhaust

For a prelube pump that operates with pressurized air, make sure that the exhaust is not restricted.
Check the Engine Oil Supply

Check the engine oil level. Add oil until the oil level is between the ADD and FULL marks on the oil level gauge. Inspect the lubrication system for leaks. If the supply of engine oil is correct, look for leaks in the oil lines for the prelube pump. Make sure that the supply of engine oil is not obstructed. Make repairs, as needed.
Check the Driven Equipment

Determine if the driven equipment has additional inputs of energy that could drive the engine beyond the rated rpm. Make corrections to the installation in order to prevent the overspeed from recurring.
i01640899
Check the Power Source for the Prelube Pump

Make sure that the output for the prelube pump is activated. Refer to Troubleshooting, ECM Output Circuit (Prelubrication Oil Pump).
Engine Pre-Lube Pressure (Low)

SMCS Code: 1901-038
Probable Causes
Low air supply pressure Low level of lubricant in the lubricator Restriction of the prelube pumps exhaust Problem with the supply of engine oil Electrical problem Problem with the prelube pumps pressure switch Problem with the pump
Check the Prelube Pumps Pressure Switch

The prelube pumps pressure switch must close before the starting motor relay will be energized. Make sure that the switch operates correctly. Refer to Troubleshooting, Prelubrication System.
Inspect the Prelube Pump

The prelube pump may have a mechanical problem. Inspect the prelube pump. For instructions on removal and disassembly, refer to Disassembly and Assembly, SENR5535.
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i01691317
Engine Shutdown
SMCS Code: 1901-038
Engine Shutdown (Unexpected)

SMCS Code: 1901-038
Probable Causes
The Emergency Stop button is pressed. The circuit for the emergency stop or the normal
stop switch is faulty.
Probable Causes
There is a problem with the Gas Shutoff Valve
(GSOV).
Either switch is activated by excessive vibration.
Incorrect input(s) to the Engine Control Switch

(ECS)
Recommended Repairs
Emergency Stop
Ask the operator if the stop was intentional. Make sure that the reason for the stop has been corrected. Reset the control system. Resume normal operation. If the stop was accidental, reset the control system. Resume normal operation.
There is a problem with the relay for the prelube. There is a problem with the switch for the prelube. There is a problem with the Crank Terminate
relay.
There is a problem with the relay for the starting

motor.
A shutdown has been requested by the driven

equipment.
Check the Circuit for the Stop Switches

Note: The circuit for the normal stop switch and the circuit for the emergency stop switch must remain closed in order for the engine to run. Inspect the wiring between the switches and the connector of the ECM. Look for damage and/or corrosion. Refer to Troubleshooting, Inspecting Electrical Connectors. Troubleshoot the engine control switch according to Troubleshooting, Electrical Power Supply.
There is a problem with the Run relay. The Crank Terminate Speed is incorrectly
programmed.
The Cycle Crank Time is incorrectly

programmed.
The Engine Overcrank Time is incorrectly

programmed. excessive.
The delay time for the driven equipment is
Inspect the Stop Switches

Inspect the stop switches for evidence of damage that has been caused by vibration. Disassemble the switches. Inspect the components for looseness, cracks, and abrasion. Use an ohmmeter and toggle the switches in order to check for proper electrical operation. Replace any faulty components.
Recommended Repair
Check the Circuit for the GSOV
Troubleshoot for the following diagnostic codes:
17-05 Fuel Shutoff Valve open circuit 17-06 Fuel Shutoff Valve short to ground 17-12 Fuel Shutoff Valve malfunction
Refer to Troubleshooting, ECM Output Circuit (Fuel Control). Make repairs, as needed.
Check the Inputs to the ECS

Troubleshoot for the diag336-02 Incorrect ECS Switch inputs diagnostic code. Refer to Troubleshooting, Electrical Power Supply. Make repairs, as needed.
Refer to Troubleshooting, ECM Status Indicator Output. Make repairs, as needed.
Check the Crank Terminate Speed

The Crank Terminate Speed is a parameter that can be configured. The ECM disengages the starting motor when the engine exceeds the programmed Crank Terminate Speed. The default value of 250 rpm should be sufficient for all applications. If the Crank Terminate Speed is too slow, the engine will shut down. Use ET to check the programmed Crank Terminate speed. Use ET to adjust the Crank Terminate Speed, if necessary.
Check the Relay for the Prelube

338-05 Pre-Lube Relay open circuit 338-06 Pre-Lube Relay short to ground
Refer to Troubleshooting, ECM Output Circuit (Prelubrication Oil Pump). Make repairs, as needed.
Check the Cycle Crank Time

The Cycle Crank Time is a parameter that can be configured. This parameter determines the time for engagement of the starting motor and the gas shutoff valve during the crank cycle. If the engine does not start within the programmed Cycle Crank Time, the attempt to start is suspended for an equal Rest cycle. If the Cycle Crank Time is insufficient, the Engine Overcrank Time can elapse before the engine is able to start. Use ET to check the Cycle Crank Time. Use ET to increase the time, if necessary.
Check the Pressure Switch for the Prelube

Troubleshoot for the diag339-05 Engine Pre-Lube Pressure Switch open circuit diagnostic code. Refer to Troubleshooting, Prelubrication System. Make repairs, as needed.
Check the Crank Terminate Relay

Troubleshoot for the diag443-03 Crank Terminate Relay short to +batt diagnostic code. Refer to Troubleshooting, ECM Status Indicator Output. Make repairs, as needed.
Check the Engine Overcrank Time

The Engine Overcrank Time is a parameter that can be configured. This parameter determines the length of time for the crank cycle. If the engine does not start within the programmed Engine Overcrank time, the attempt to start is terminated. An diagE225 (3) Engine Overcrank event is generated. If the Cycle Crank Time is insufficient, the Engine Overcrank Time can elapse before the engine is able to start. Use ET to check the Engine Overcrank Time. Use ET to increase the Engine Overcrank Time, if necessary.
Check the Start Relay

444-05 Start Relay open circuit 444-06 Start Relay short to ground
Refer to Troubleshooting, ECM Output Circuit (Starting Motor). Make repairs, as needed.
Check for a Request for a Shutdown by the Driven Equipment

Determine whether a shutdown for the driven equipment has been requested. Refer to Troubleshooting, Driven Equipment. Make corrections, as needed.
Check the Driven Equipment Delay Time

The Driven Equipment Delay Time is a parameter that can be configured. The ECM provides a switch input for the driven equipment in order to delay engine start-up until the driven equipment is ready. The ECM will not attempt to start the engine until the switch input for the driven equipment closes to ground and the prelubrication (if equipped) is complete.
Check the Run Relay

Troubleshoot for the diag445-03 Run Relay short to +batt diagnostic code.
An event code is generated if the Driven Equipment Delay Time elapses without closure of the switch input. To disable this feature, program the delay time to zero. If the programmed delay time is too long, the engine may not start. Use ET to check the Driven Equipment Delay Time. Use ET to program the delay time to a reasonable amount of time.
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i01643939
Engine Starts but Stalls Immediately

SMCS Code: 1000-038; 1901-038
Probable Causes
Fuel supply Electrical connectors or power supply Engine speed/timing sensor Ignition system Excessive load
Engine Shutdown without a Diagnostic Code

SMCS Code: 1000-038; 1901-038
Probable Causes
The battery power to the ECM is lost. There is a problem with the fuel supply.
Recommended Repairs
Fuel Supply
Make sure that fuel is supplied at a sufficient pressure that is stable. Make sure that the size of the fuel line is sufficient. Inspect the fuel system for leaks. The following conditions can cause the engine to malfunction:
Recommended Repairs
Battery Power to the ECM
1. Refer to Troubleshooting, Electrical Power Supply. 2. Inspect the ground strap and the battery for connections that are loose and/or corroded. 3. Inspect the ECM and the terminal box for proper installation of the connectors. 4. Check the circuit breaker for the ECM in the terminal box.
Low fuel pressure High fuel pressure Poor fuel quality

Make sure that the fuel pressure is correct. When possible, interview the operator in order to determine if fuel quality is in question. Try to determine if the source of the fuel was changed. Inspect the fuel system components: fuel filter, gas pressure regulator, gas shutoff valve, and actuator for the fuel. Verify that the systems components are operating correctly. Replace the fuel filter, if necessary.
Fuel Supply Check the fuel supply pressure. Inspect the fuel lines for foreign objects and for
obstructions that can block the fuel supply.
Make sure that the fuel actuator is operating

properly. Refer to Operation and Maintenance Manual, SEBU7563, Electrohydraulic Actuator - Inspect.
Electrical Connectors or Power Supply

Check the wiring harnesses and the connectors. Inspect the connectors in the terminal box. Inspect the battery connections and the ground. Refer to Troubleshooting, Inspecting Electrical Connectors.
Inspect the gas shutoff valve according to
Operation and Maintenance Manual, SEBU7563, Gas Shutoff Valve - Inspect.
Inspect the wiring from the battery to the ECM. Refer to the engines Electrical System Schematic. Inspect the wires and the power relay. Check the power and ground connections to the ECM. Refer to Troubleshooting, Electrical Power Supply for more information.
Recommended Repairs
Incorrect Engine Oil Level
Overfilling the crankcase will increase the consumption of engine oil. Make sure that the engine oil level is correct. When the engine crankcase is full, engine oil will be initially consumed at a relatively rapid rate. The rate of consumption is reduced as the engine oil level decreases. A crankcase that is always maintained at the full level will have a faster rate of consumption. If the engine has a system for automatically filling the crankcase with engine oil, check the level for the system. Adjust the system in order to provide engine oil to a level that is less than the full level. Make sure that the supply of engine oil is adequate.

Make sure that the engine speed/timing sensor is installed correctly. Refer to Troubleshooting, Engine Speed/Timing Sensor. Make sure that the timing wheel is correctly installed.
Ignition System
Inspect the ignition transformers for loose connections, moisture, short circuits, and open circuits. Inspect the primary wiring and the secondary electrical connections. Make sure that the correct transformers and spark plugs are installed. Inspect the extenders for signs or pin holes and arcing. Maintain the spark plug according to the engines Operation and Maintenance Manual.
Extended Operation with Low Loads

Extended operation at low idle or extended operation at a reduced load will cause increased oil consumption and carbon buildup in the cylinders. This will occur if the engine is usually operated at a torque that is significantly below the rated power. The engine can be operated at a low load. However, engine operation at a low load is limited. For information on operation with a low load, refer to the engines Operation and Maintenance Manual, Engine Operation.
Excessive Load
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External Leak
Excessive Engine Oil Consumption

SMCS Code: 1300-038; 1901-038
Probable Causes
Incorrect engine oil level External leak Internal leak Worn components Extended operation at low loads Excessive crankcase ventilation (bio-gas)
Check for leakage at the seals at each end of the crankshaft. Look for leakage at the gasket for the engine oil pan and all lubrication system connections. Look for any leaking from the crankcase breather. This can be caused by combustion gas leakage around the pistons. A dirty crankcase breather will cause high pressure in the crankcase. A dirty crankcase breather will cause the gaskets and the seals to leak. Measure the crankcase blowby according to the engines Operation and Maintenance Manual, Crankcase Blowby - Measure/Record.
Internal Leak
There are several possible ways for engine oil to leak into the combustion chambers:
Leakage between worn valve guides and valve

stems
Worn components or damaged components

(pistons, piston rings, or dirty passages for engine oil)
Incorrect installation of the compression ring

and/or the intermediate ring
A check valve is stuck in the open position. Incorrect adjustments of the needle valves Deposits in the combustion chamber
Leakage past the seal rings in the turbocharger Overfilling of the crankcase Incorrect dipstick or guide tube
Signs of internal leaks include high consumption of engine oil, blue smoke, and excessive detonation. If the pistons are suspected, check the cylinder compression. Refer to the engines Operation and Maintenance Manual, Cylinder Pressure Measure/Record.
Recommended Repairs
Misfire
Although the fuel does not ignite, fuel is still supplied to a cold cylinder. The other cylinders must burn more fuel in order to maintain the load. This increases fuel consumption. Refer to Troubleshooting, Engine Misfires, Runs Rough or Is Unstable.
Worn Components
Excessively worn engine components and damaged engine components can result from the following conditions:
Air/Fuel Ratio
If the setting for the fuels LHV is too low, the air/fuel ratio will be too rich. Obtain a gas analysis. Enter the data into Caterpillar Software, LEKQ4196, Methane Number Program. Use ET to program the results for the ECM Fuel Quality and Gas Specific gravity parameters. For more information, refer to Systems operation/Testing and Adjusting, RENR5908, Electronic Control System Parameters. If the quality of the gas is inconsistent, obtain several analyses over a period of time. Program the Fuel Quality parameter to the average value of the LHV. Adjust the engine operation according to Systems operation/Testing and Adjusting, RENR5908, BTU and Precombustion Chamber Adjustments.
Contaminated engine oil Incorrect fuel system settings Contamination from the inlet air
Inspect the suspect system. Make the necessary repairs.
Check the Crankcase Ventilation (Bio-Gas)

For engines that use bio-gas, the crankcase ventilation may be excessive. This will draw some of the engine oil out of the atmosphere from the crankcase. Reduce the ventilation.
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Fuel System Leaks

Always use a gas detector to determine the presence of gaseous fuel. If a leak is found, contact your local provider of gas immediately for assistance.
Exhaust Emission Too High/Fuel Consumption Too High

SMCS Code: 1901-038
Gas Admission Valve Lash

Adjust the gas admission valve lash according to Systems operation/Testing and Adjusting, RENR5908, Engine Timing Procedures.
Probable Causes
Misfire Incorrect air/fuel ratio Fuel system leaks Improper gas admission valve lash Check Valve
The check valve may be stuck. The check valve must move freely in order to prevent fuel from continuously entering the precombustion chamber. Inspect the check valve. Clean the check valve with a nonflammable solvent that will not leave residue. Replace the check valve, if necessary.
Needle Valve
Check the needle valves for the precombustion chambers. If the needle valves are open too far, the air/fuel mixture will be too rich. If the adjustment of the needle valves is suspect, fully close all of the needle valves. Open the needle valves for four full turns. Adjust the needle valves according to Testing and Adjusting, RENR5908, BTU and Precombustion Chamber Adjustments. If adjustment of a needle valve does not affect operation, the needle valve may be faulty. Replace the needle valve.
Recommended Repairs
Check for Suspect Thermocouples
Observe the temperatures from the thermocouples after the engine is shut off. When the engine is operating properly, the temperatures from similar locations are reduced at a similar rate. Also, the temperatures from similar locations are comparable. If any discrepancies are found, switch the suspect thermocouple for another thermocouple. If the temperature problem follows the thermocouple, replace the thermocouple. If the temperature problem stays at the original location of the suspect thermocouple, investigate the cause of the high temperature.
Deposits
Deposits that are burned in the combustion chamber will increase the exhaust emissions. An internal leak of engine oil or coolant can be burned with the air and fuel. Inspect the combustion chambers according to Operation and Maintenance Manual, SEBU7563, Cylinders - Inspect. Inspect the spark plug and the precombustion chamber for evidence of coolant and residue of liquid crystalline material. If the gasket and/or the seals have leaked, clean the sealing surfaces and install a new gasket and seals. Also check for coolant leaks at the bottom of the cylinder head. Excessive consumption of engine oil may indicate an internal leak. Inspect the cylinder heads for evidence of leaking engine oil. Inspect the turbocharger. Engine oil that leaks from a turbocharger can mix with the inlet air.
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Air/Fuel Ratio
An air/fuel mixture that is too rich will increase the exhaust temperature. A change in the fuel energy content will change the air/fuel ratio. If the setting for the fuels LHV is too low, the air/fuel ratio will be too rich. Obtain a gas analysis. Enter the data into Caterpillar Software, LEKQ4196, Methane Number Program. Use ET to program the results for the ECM Fuel Quality and Gas Specific gravity parameters. For more information, refer to Systems operation/Testing and Adjusting, RENR5908, Electronic Control System Parameters. If the quality of the gas is inconsistent, obtain several analyses over a period of time. Program the Fuel Quality parameter to the average value of the LHV. Adjust the engine operation according to Systems operation/Testing and Adjusting, RENR5908, BTU and Precombustion Chamber Adjustments.
Exhaust Port Temperature (High)

SMCS Code: 1901-038
Probable Causes
Problem with a thermocouple Incorrect gas admission valve lash Excessive load Exhaust restriction A buildup of deposits in the cylinder or internal
oil leaks
Excessive Load
Measure the Exhaust Restriction

Measure the exhaust restriction during engine operation with a load. For data that is specific to the engine, refer to the Technical Marketing Information.
Problem with exhaust valves Missing retainer for a gas admission valve
Investigate the cause of the exhaust restriction. Perform adjustments and/or make repairs, as needed.
Incorrect gas admission valve lash Low cylinder compression
Check for Deposits in the Cylinder and Check for Internal Oil Leaks
Use a borescope to inspect the cylinders. Look for the following conditions:
Recommended Repairs
Check for Misfire
Operation with a low load can result in low exhaust temperatures. Operate the engine at low idle or near low idle in order to identify a misfire problem. Troubleshoot the cause of the misfire. Refer to Troubleshooting, Engine Misfires, Runs Rough or Is Unstable.
Deposits on the valve seats Deposits on the valve faces Deposits on the cylinder walls that are above the
upper limit of the piston stroke
Signs of internal oil leaks

Other signs of internal oil leaks include high oil consumption and blue smoke. Note: Excessive deposits contribute to guttering of the valves. If excessive deposits and/or signs of internal oil leaks are found, investigate the cause of the condition. Make repairs, as needed.
Check for Suspect Thermocouples

Observe the temperatures from the thermocouples after the engine is shut off. When the engine is operating properly, the temperatures from similar locations are reduced at a similar rate. Also, the temperatures from similar locations are comparable. If any discrepancies are found, switch the suspect thermocouple for another thermocouple. If the temperature problem follows the thermocouple, replace the thermocouple. If the temperature problem stays at the original location of the suspect thermocouple, investigate the cause for the low temperature.
Check the Exhaust Valves

Measure the suspect cylinder pressure in order to check for problems that are related to the exhaust valves. Refer to the Operation and Maintenance Manual, SEBU7563, Cylinder Pressure - Measure/Record.

Gas Admission Valve

If the retainer is missing from the gas admission valves support assembly, the air/fuel mixture will be too rich. high exhaust temperatures will result. Make sure that the retainer for the gas admission valves support assembly is installed.
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Check the Cylinder Compression

Measure the cylinder pressures of the suspect bank in order to check for problems that are related to compression. If low compression is found, investigate the cause of the low compression. Make repairs, as needed.
Exhaust Port Temperature (Low)

SMCS Code: 1901-038
Probable Causes
Misfire Problem with a thermocouple
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Incorrect setting of the gas pressure regulator Problem with a fuel system component
Fuel Energy Content

SMCS Code: 1901-038
Recommended Repairs
Air/Fuel Pressure Module
Use a separate device to measure the fuel pressure. Compare the measured fuel pressure to the fuel pressure on the control panels display. If the control panels display is questionable, switch the air/fuel pressure module with a module that is known to be good. Verify that the problem is solved.
Probable Causes
The LHV of the gas or the specific gravity of the
gas is significantly different from the value that is programmed into the ECM.
Some type of condensation is forming in the gas.
Recommended Repairs
Obtain a Gas Analysis and Program the Fuel Quality Parameter
Obtain a gas analysis. Enter the data into Caterpillar Software, LEKQ4196, Methane Number Program. Use ET to program the results for the ECM Fuel Quality and Gas Specific gravity parameters. For more information, refer to Systems operation/Testing and Adjusting, RENR5908, Electronic Control System Parameters. If the quality of the gas is inconsistent, obtain several analyses over a period of time. Program the Fuel Quality parameter to the average value of the LHV. Adjust the engine operation according to Systems operation/Testing and Adjusting, RENR5908, BTU and Precombustion Chamber Adjustments.
Fuel Filter
Measure the fuel filters differential pressure according to Operation and Maintenance Manual, SEBU7563, Fuel System Fuel Filter Differential Pressure - Check. Replace the filter element, if necessary.
Fuel System Leaks

Always use a gas detector to determine the presence of gaseous fuel. If a leak is found, contact your local provider of gas immediately for assistance.
Adjust the Gas Pressure Regulator

Make sure that fuel is supplied at a sufficient pressure that is stable. For the correct pressures, refer to Systems Operation, RENR5908, Fuel System. If the gas pressure regulator cannot be adjusted to the correct setting, repair the regulator or replace the regulator.
Check the Equipment that Treats the Gas

Check the equipment that treats the gas before the gas is delivered to the engine. Any kind of condensation in the gas will change the fuel energy content. Make sure that the filter and the dryer for the gas operate properly. Replace parts and repair the equipment, if necessary. Refer to the service literature that is provided by the OEM of the equipment.
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Fuel System
Make sure that the size of the fuel supply line is sufficient. Inspect the fuel system components: fuel supply line, fuel filter, gas pressure regulator, gas shutoff valve, and electrohydraulic actuator for the fuel. Observe the fuel pressure and strike the gas pressure regulator with a soft hammer. If the fuel pressure changes, inspect the internal parts of the regulator for wear. Inspect the diaphragm for leaks. Make sure that the valve moves freely. The valve must seat correctly. Inspect the electrohydraulic actuator for the fuel according to Operation and Maintenance Manual, SEBU7563, Electrohydraulic Actuator - Inspect.
Fuel Pressure
SMCS Code: 1250-035
Probable Causes
Problem with the air/fuel pressure module Plugged fuel filter Fuel system leaks
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Recommended Repairs
High Ambient Air Temperature
Determine if the ambient air temperature is within the design specifications for the cooling system. Determine the cause of the high air temperature. Make corrections, when possible.
Gas Temperature (High)

SMCS Code: 1901-038
Probable Causes
Problem with the equipment that treats the gas Problem with the fuel temperature sensor
Coolant Temperature
Refer to Troubleshooting, Engine Coolant Temperature (High).
Recommended Repairs
Inspect the Equiment
Check for proper operation of the equipment that treats the gas prior to the engine. Repair the equipment, as needed. Refer to the service information that is provided by the OEM of the equipment.
Lean Operation
If the air/fuel mixture is too lean, compression of the higher volume of air through the turbocharger will increase the temperature. Correct the air/fuel ratio.
Check the Fuel Temperature Sensor

Allow the fuel temperature sensor to cool and remove the sensor. Check the reading for the sensor on the control panels display. If the sensor is OK, the reading on the control panels display and the ambient temperature will be approximately equal. If the reading is not correct, switch the suspect sensor with a sensor that is known to be good. Verify that the problem is solved.
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Check for High Inlet Air Restriction and/or High Altitude

When inlet air pressure is low, the turbocharger works harder in order to achieve the desired inlet manifold pressure. This increases inlet air temperature. Measure the inlet air pressure while the engine is operating under load. For specific data, refer to the Technical Marketing Information for the engine. Inlet Air Restriction
Inlet Air Temperature (High)

SMCS Code: 1901-038
Check for plugged air filters. Check for obstructions to the air inlet. Replace the air filters and/or remove the obstruction from the air inlet. High Altitude Make sure that the settings for the engine are correct for the altitude.
Probable Causes
High ambient air temperature High temperature of the coolant for the separate
circuit
Lean operation High inlet air restriction and/or high altitude Faulty inlet air temperature sensor and/or circuit Insufficient flow of cooling water through the
aftercooler
Check the Temperature Sensor and/or the Circuit

Allow the sensor to cool and remove the sensor. Check the reading for the inlet air temperature. If the sensor is OK, the reading and the ambient temperature are approximately equal. If the reading is not correct, switch the sensor with a sensor that is known to be good. Verify that the problem is solved.
Check for Sufficient Flow of Cooling Water Through the Aftercooler

Check the inlet temperature of the coolant for the aftercooler. Compare the reading to the regulated temperature. If the temperature is OK, check the outlet temperature of the coolant. A high temperature differential indicates an insufficient flow rate. Make sure that the performance of the radiator or the heat exchanger is correct. If there is a high differential between the inlet temperature and the outlet temperature of the coolant for the aftercooler, perform the following procedures:
Electrical Connectors
1. Check the wiring harnesses and the connectors. Inspect the connectors in the terminal box. Inspect the battery connections and the ground. Refer to Troubleshooting, Inspecting Electrical Connectors. 2. Use the control panels display to check for a diag168-02 System Voltage Intermittent diagnostic code. If this diagnostic code is logged, proceed to Troubleshooting, Electrical Power Supply. 3. Inspect the wiring from the battery to the ECM. Refer to the engines electrical system Schematic. Inspect the wires and the power relay. Check the power and ground connections to the ECM. Refer to Troubleshooting, Electrical Power Supply.
Check the water circuit of the aftercooler for

obstructions.
Make sure that the water temperature regulators

are operating properly.
Circuit Breakers
Check the circuit breaker in the terminal box. The circuit breaker may exceed the trip point due to overheating. Reset the circuit breaker if the circuit breaker is tripped.
Check the water pump for proper operation. Make repairs, if necessary.
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Fuel Supply
Check the fuel lines for the following problems: restrictions, obstructions, collapsed lines, and pinched lines. If problems are found with the fuel lines, repair the lines and/or replace the lines. Check the fuel quality. Any type of condensation in the fuel will affect the quality of the fuel. Obtain a fuel analysis. Make sure that the equipment that treats the fuel is operating correctly. Refer to the service information that is provided by the OEM of the equipment. Inspect the fuel filter. Replace the fuel filter, if necessary. Check the fuel pressure. Refer to Systems Operation/Testing and Adjusting, RNEN5908, Fuel System for the correct pressure values. If the fuel pressure is still low, check the gas pressure regulator. Make sure that the gas shutoff valve is operating correctly. If the gas shutoff valve is suspect, refer to Operation and Maintenance Manual, SEBU7563, Gas Shutoff Valve - Inspect.
Intermittent Engine Shutdown

SMCS Code: 1000-038; 1901-038 Note: Use this procedure only if the engine shuts down completely and the engine must be restarted.
Probable Causes
Active engine shutdown Electrical connectors Circuit breaker Fuel supply Ignition transformer
Recommended Repairs
Active Engine Shutdown
Use the control panels display to check for any active engine shutdowns and/or logged engine shutdowns. Determine the reason for the shutdown. After correcting the problem, cycle the engine control switch to the OFF/RESET position for at least 15 seconds before you try to restart the engine.
Ignition Transformer
Check the ignition transformer. Refer to Troubleshooting, Ignition Transformers Primary Circuit and Troubleshooting, Ignition Transformers Secondary Circuit and Spark Plugs.
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Jacket Water Inlet Pressure (High)

SMCS Code: 1901-038
Jacket Water Pressure (Low)

SMCS Code: 1901-038
Probable Causes
Low coolant level Insufficient flow of coolant
Probable Causes
There is a problem with the circuit for the pressure
switch at the jacket water pumps inlet.
The pressure at the jacket water pumps inlet is

excessive.
Recommended Repairs
Check the Coolant Level and Inspect the Cooling System for Leaks
Check coolant level. If the coolant level is low, inspect the cooling system for leaks. If the coolant level is low, fill the cooling system. If leaks are found, make the necessary repairs.
Recommended Repairs
Check the Circuit of the Pressure Switch for the Inlet of the Jacket Water Pump
The contact for the switchs terminals A and B is normally open. The contact for the switchs terminals B and C is normally closed. If the pressure at the inlet for the jacket water pump rises to 462 41 kPa (67 6 psi), the contact for the switchs terminals A and B is closed and the contact for terminals B and C is opened. An diagE224 High Jacket Water Inlet Pressure event is generated. If the contacts are abnormally shorted or opened, the event code can be generated. Check the connectors and the wiring for damage or corrosion. Refer to Troubleshooting, Inspecting Electrical Connectors. If a problem with the connectors and/or the wiring is found, make repairs, as needed. Replace parts, if necessary.
Check the Flow of Coolant

Use the ET to observe the pressure at the jacket water outlet with the engine OFF. Then observe the reading during engine operation. If the reading is not reasonable or if the reading is not within specifications, install a pressure gauge near the pressure sensor at the jacket water outlet. Compare the gauge reading with the reading from the ET. If the readings from the comparative gauge do not agree approximately with the ET, troubleshoot the circuit for the pressure sensor at the jacket water outlet. Refer to Troubleshooting, PWM Sensor. If the readings from the comparative gauge agree approximately with the ET, check the following components:
Check the Inlet Pressure of the Jacket Water Pump

Use a gauge to check the pressure at the inlet for the jacket water pump. If the pressure is less than 462 41 kPa (67 6 psi) but the event code diagE224 High Jacket Water Inlet Pressure is occurring, replace the pressure switch. If a pressure of at least 462 41 kPa (67 6 psi) is measured at the inlet for the jacket water, the high pressure may be caused by excessive head pressure. The high pressure could also be caused by obstructions in the coolant passages after the jacket water pump. Inspect the system. Make repairs, as needed.
Check the water temperature regulators for

proper operation.
Check for plugging of the radiator or the heat

exchanger.
Inspect the jacket water pump for damage to the

impeller.
Inspect the jacket water pump for cavitation.

Make the necessary repairs.
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Jacket Water to Engine Oil Differential Temperature (Low)

SMCS Code: 1901-038
Mechanical Noise (Knock) in Engine

SMCS Code: 1000-038; 1901-038
Probable Causes
High engine oil temperature or low engine coolant
temperature
Probable Causes
Driven equipment Cylinder head and related components Connecting rod bearing Gear train Crankshaft and related components Piston Detonation
Faulty temperature sensor(s) Faulty water temperature regulators
Recommended Repairs
Check the Engine Oil Temperature and the Engine Coolant Temperature
Observe the temperature of the engine oil and the engine coolant on the control panels display. If the engine oil temperature is high, refer to Troubleshooting, Engine Oil Temperature (High). If the temperature of the engine coolant is low, refer to Troubleshooting, Engine Coolant Temperature (Low).
Recommended Repairs
Driven Equipment
Inspect the alignment and the balance of the driven equipment. Inspect the coupling. If necessary, disconnect the driven equipment and test the engine.
Check the Temperature Sensors

Use a separate device to measure the temperatures of the engine oil and the engine coolant. Compare the measured temperatures to the readings on the control panels display. If a reading is incorrect, switch the suspect sensor with a sensor that is known to be good. Verify that the problem is solved.

Inspect the components of the valve train. Check for signs of damage and/or wear to the valves, valve bridges, valve lifters, cylinder head gasket, etc. Inspect the condition of the camshafts. If a camshaft is replaced, new valve lifters must be installed.
Connecting Rod Bearing

Inspect the connecting rod bearings and the crankshafts bearing surfaces. Inspect the engine oil filters for debris from the bearings. Install new parts, if necessary.

The water temperature regulators should not begin to open until jacket water reaches opening temperature for the regulators. Allow the engine to cool and then start the engine. Check the tube at the outlet for the jacket water. If the tube is warm and normal operating temperature is not achieved yet, a regulator may be stuck open. Check the water temperature regulators according to Systems Operation/Testing and Adjusting, RENR5908, Cooling System. Replace the water temperature regulators, if necessary.
Gear Train
Inspect the condition of the gear train. Inspect the engine oil filters for nonferrous material. Flaking of nonferrous material could indicate worn gear train bearings.
Crankshaft
Inspect the crankshaft and the related components. Inspect the main bearings and the bearing surfaces on the crankshaft. Make sure that the bearings are in the correct position. Look for worn thrust plates and wear on the crankshaft. Check the bolts of the counterweights. Refer to Specifications, RENR5907, Crankshaft.
Insufficient Lubrication
Inspect the valve train for sufficient lubrication. The passages for the engine oil must be clean.

Measure the cylinder compression. Refer to the engines Operation and Maintenance Manual, SEBU7563, Cylinder Pressure - Measure/Record. Inspect the components of the valve train: valves, valve springs, locks, and valve rotators. Inspect the contact surfaces of the rocker arm and valve bridge. Inspect the push rods.
Piston
Make sure that the piston pin is correctly installed. The retaining rings must be secure. Inspect the condition of the pistons according to Guidelines for Reusable Parts and Salvage Operations.
Check for free movement of the valves. If the valves do not move freely, look for these conditions:
Detonation
Check the control panels display for the occurrence of detonation. Refer to Troubleshooting, Detonation.
i01642828
A valve stem is bent. The camshaft lifters are damaged or the lifters
are worn.
The camshaft is damaged or the camshaft is

worn.
Noise Coming from Cylinder (Noisy Cylinder Head)

SMCS Code: 1000-038; 1290-038
A retaining bolt for a rocker shaft is loose or the

bolt is broken. Replace components that are worn and/or damaged. If a camshaft is replaced, new valve lifters must be installed.
Probable Causes
Incorrect bridge and/or valve lash Insufficient lubrication Problem in the cylinder head and/or related components Problem with the bolts for the precombustion
chamber
Bolts for the Precombustion Chamber

Inspect the bolts for the precombustion chamber. Make sure that the bolts are not loose or broken. Replace the bolts, if necessary.
i01643577
Poor Coolant Flow

SMCS Code: 1000-038; 1901-038
Recommended Repairs
Valve Bridge and Valve Lash
Check the valve bridge and valve lash according to Systems Operation/Testing and Adjusting, RENR5908, Engine Timing Procedures.
Probable Causes
Low coolant level Problem with the water pump Restriction through the aftercooler
Insufficient flow of coolant Buildup of scale in the cooling system
Scale Buildup
Drain the cooling system. Clean the cooling system. Fill the cooling system with new coolant. Maintain the cooling system properly. For instructions, refer to the engines Operation and Maintenance Manual, SEBU7563, Cooling System Coolant (DEAC) Change.
i01368006
Recommended Repairs
Check the Coolant Level and Inspect the Cooling System for Leaks
Check coolant level. If the coolant level is low, inspect the cooling system for leaks. If the coolant level is low, fill the cooling system. If leaks are found, make the necessary repairs.
System Voltage
SMCS Code: 1901-038
Water Pump
Remove the water pump for inspection. Refer to Disassembly and Assembly, SENR5535. Repair the water pump, if necessary.
Probable Causes
There is a problem with the electrical system.
Recommended Repairs
Troubleshoot the electrical system. Refer to Troubleshooting, Electrical Power Supply.
i01643399
Aftercooler
If the flow of coolant through the aftercooler is restricted, clean the aftercooler core.
Check the Flow of Coolant

Use the ET to observe the pressure at the jacket water outlet with the engine OFF. Then observe the reading during engine operation. If the reading is not reasonable or if the reading is not within specifications, install a pressure gauge near the pressure sensor at the jacket water outlet. Compare the gauge reading with the reading from the ET. If the readings from the comparative gauge do not agree approximately with the ET, replace the pressure sensor. If the readings from the comparative gauge agree approximately with the ET, check the following components:
Short Spark Plug Life

SMCS Code: 1555-038
Probable Causes
Faulty spark plug Incorrect spark plug Incorrect air/fuel ratio Incorrect spark plug gap Excessive load Contamination of the air/fuel mixture
Recommended Repairs
Faulty Spark Plug
Inspect the spark plug for wear. Look for evidence of combustion leaks above the gasket. Check the insulator for cracks. If the spark plug is worn and/or damaged, install a new spark plug.
Check the water temperature regulators for

proper operation.
Check for plugging of the radiator or the heat

exchanger.
Inspect the water pump for damage to the

impeller. Make the necessary repairs.
Incorrect Spark Plug

Install the spark plug that is listed in the engines Parts Manual, Ignition Gp - Gas Engine.
Incorrect Air/Fuel Ratio

Adjust the engine according to Systems Operation/Testing and Adjusting, RENR5908, BTU and Precombustion Chamber Adjustments.
Recommended Repairs
Static Load
Use a barring device in order to determine if the crankshaft can be rotated. If necessary, disconnect the driven equipment and test the engine.
Incorrect Spark Plug Gap

Set the spark plug gap according to Specifications, RENR5907, Gas Engine Ignition.
Accessory Equipment
If the engine is driving accessory equipment such as an air compressor, determine whether the accessory equipment is preventing the crankshaft from rotating. Use a barring device in order to determine if the crankshaft can be rotated. If necessary, disconnect the accessory equipment and test the engine.
Excessive Load
Higher loads reduce the service life of spark plugs. Determine whether the engine has been operating beyond the recommended rated load.
Contamination of the Air/Fuel Mixture

Make sure that the equipment that treats the fuel prior to the engine is operating properly. Refer to the service information that is provided by the OEM of the equipment. Make sure that the air and the fuel are properly filtered. There must be no leaks that allow contamination to enter the systems. If a turbocharger is leaking engine oil, the engine oil can contaminate the inlet air. Inspect the turbocharger for leaks.
i01643431
Slow Starting Motor or Problem with the Starting Motor

Refer to Troubleshooting, Air Starting Motor.
Internal Engine Problem

Remove the spark plugs and inspect the cylinders for fluid. If fluid is found in the cylinder, determine the cause of the leak and make the necessary repairs. If the crankshaft will not rotate, the engine must be disassembled in order to check for these types of internal problems:
Starting Motor Runs, Pinion Engages But Does Not Turn the Flywheel
SMCS Code: 1451-038; 1453-038
Contact of the valves and the pistons Piston seizure Bearing seizure Damage to the crankshaft
i01643470
Probable Causes
Static load Accessory equipment Slow starting motor Problem with the starting motor Internal engine problem
Too Much Vibration

SMCS Code: 1000-038; 1901-038
Probable Causes
Misfire, rough operation, or instability Driven equipment Engine mounts or isolators Vibration damper
Recommended Repairs
Misfire or Rough Operation
Refer to Troubleshooting, Engine Misfires, Runs Rough or Is Unstable.
Excessive Load
Driven Equipment
Inspect the mounting bolts for the driven equipment. Inspect the alignment and the balance of the driven equipment. Inspect the coupling. If necessary, disconnect the driven equipment and test the engine.
Check for Event Codes for High Inlet Manifold Air Temperature
Use the control panels display to check for the following event codes:
E026 (3) High Inlet Air Temperature (shutdown) E027 (1) High Inlet Air Temperature (warning)
Engine Mounts or Isolators

Inspect the condition of the engine mounts. Look for proper installation. Make sure that the bolts are secure. Make sure that the isolators are in good condition.
If one or more of the codes is active, refer to Troubleshooting, Inlet Air Temperature (High).
Air/Fuel Ratio
An air/fuel mixture that is too rich will increase the exhaust temperature. A change in the fuel energy content will change the air/fuel ratio. Obtain a fuel analysis. The fuel supply pressure must be adequate and stable. Adjust the engine according to Systems Operation/Testing and Adjusting, RENR5908, BTU and Precombustion Chamber Adjustments. Verify that the exhaust emissions are correct.
Vibration Damper
Inspect the vibration damper for damage. Look for evidence of overheating and leaks. Make sure that the vibration damper is fastened securely.
i01643487
Turbocharger Turbine Temperature (High)

SMCS Code: 1052-038
Measure the Exhaust Restriction
Probable Causes
Low load Excessive load High inlet manifold temperature Incorrect air/fuel ratio Exhaust restriction Problem with a valve
Measure the exhaust restriction during engine operation with a load. For data that is specific to the engine, refer to the Technical Marketing Information. Investigate the cause of the exhaust restriction. Perform adjustments and/or make repairs, as needed.
Problem with a Valve

Make sure that the inlet valves, the exhaust valves, and the gas admission valves are in good condition. Check the cylinder compression. Refer to Operation and Maintenance Manual, SEBU7563, Cylinder Pressure - Measure/Record.
Recommended Repairs
Low Load
At loads that are less than 50 percent, the inlet air is controlled by the air choke actuator. If the air/fuel mixture is too lean, compression of the higher volume of air through the turbocharger will increase the temperature. Correct the air/fuel ratio.
Troubleshooting with a Diagnostic Code

i01313350
Table 7
Failure Mode Identifiers FMI 00 01 02 03 04 05 06 07 08 09 10 11 12 13 14 15 16 17 18 19 20 Description of Failure Data valid but above normal operating range Data valid but below normal operating range Data erratic, intermittent or incorrect Voltage above normal or shorted high Voltage below normal or shorted low Current below normal or open circuit Current above normal or grounded circuit Mechanical system not responding properly Abnormal frequency, pulse, or period Abnormal update Abnormal rate of change Failure mode not identifiable Bad device or component Out of calibration Not used Not used Parameter not available Module not responding Sensor supply fault Condition not met Not used
Diagnostic Codes
SMCS Code: 1901-038 Diagnostic codes alert the operator that a problem in the electronic system has been detected. Diagnostic codes also indicate the nature of the problem to the service technician. Diagnostic codes may be viewed on a personal computer that has ET software. Diagnostic codes consist of the module identifier (MID), the component identifier (CID), and the failure mode identifier (FMI). Module Identifier (MID) The MID is a code with two or three digits that indicates the electronic module which generated the diagnostic code. The MID for the ECM is 36. The MID for the Integrated Temperature Sensing Module (ITSM) is 111. Some electronic displays do not display the MID because the module which generates the code is obvious. Component Identifier (CID) The CID is a number with three or four digits. The CID indicates the component that generated the code. For example, the CID number 0017 identifies the fuel shutoff valve. Failure Mode Identifier (FMI) The FMI is a two digit code that indicates the type of failure. Table 7 is a list of the failure mode identifiers that are adapted from the SAE J1587 standard.
Note: Do not confuse diagnostic codes with event codes. For information on event codes, see Troubleshooting, Troubleshooting with an Event Code. Illustration 16 represents the operating range of an oil temperature sensor. The diagram is a reference. Do not use the diagram to troubleshoot the oil temperature sensor.
This information is a valuable indicator for troubleshooting intermittent problems. Any logged diagnostic codes will automatically be deleted if no additional occurrences are recorded in 100 hours. Some diagnostic codes may be easily triggered. Some diagnostic codes may log occurrences that did not result in complaints. The most likely cause of an intermittent problem is a faulty connection or damaged wiring. The next likely cause is a component failure. The least likely cause is the failure of the ECM. Diagnostic codes that are logged repeatedly may indicate a problem that needs special investigation. Note: Always clear logged diagnostic codes after investigating and correcting the problem which generated the code.
i01684626
Illustration 16 Typical operating range of an oil temperature sensor
g00791619
MID 036 - CID 0017 - FMI 05 Fuel Shutoff Valve open circuit
SMCS Code: 1901-038 Conditions Which Generate This Code:
(1) In these areas, the output voltage of the sensor is too high or too low. The output is outside of the normal range. The electronic problem will generate a diagnostic code. (2) In this area, the oil temperature above 102 C (216 F) is higher than normal. The output voltage of the sensor will generate an event code for a warning, a derating, or a shutdown for high oil temperature. The sensor does not have an electronic problem. (3) This area represents the normal operating temperature for the engine oil. The normal output voltage of the sensor is between 0.2 and 4.1 volts.
The ECM output to the fuel control relay is OFF. When no electrical load is provided, a resistor in
the fuel shutoff valve rises to the +Battery side. Note: This code cannot be detected by the ECM when the output for the fuel control relay is ON. The output is normally ON when the engine control switch is in the START position and the engine RPM is greater than zero. System Response: No fuel is provided to the engine. The alarm output is activated. The code is logged. Possible Performance Effect: The engine will not start due to the lack of fuel. Troubleshooting: The most likely cause is one of the following conditions:
Active Diagnostic Codes

An active diagnostic code represents a problem with the electronic control system. Correct the problem as soon as possible. When an active diagnostic code is generated, the Active Alarm indicator (Engine Control Alarm Status on ET) is activated in order to alert the operator. If the condition that generated the code is momentary, the message disappears from the list of active diagnostic codes. The diagnostic code becomes logged.
Logged Diagnostic Codes

When the ECM generates a diagnostic code the ECM logs the code in permanent memory. The ECM has an internal diagnostic clock. The ECM will record the following information when a code is generated:
An open circuit in the harness or in the fuel

control relay
The hour of the first occurrence of the code The hour of the last occurrence of the code The number of occurrences of the code
A short circuit to the +Battery in the harness or

in the fuel control relay Perform the following diagnostic procedure: ECM Output Circuit (Fuel Control)
Results:
i01690934
OK STOP.
i01684627
MID 036 - CID 0017 - FMI 12 Fuel Shutoff Valve malfunction

SMCS Code: 1901-038 Conditions Which Generate This Code: The driver in the ECM for the gas shutoff valve is OFF but the engine still runs. System Response: The ECM will disable the ignition system and the gas shutoff valve in order to shut down the engine. The shutdown output is activated. The code is logged. Possible Performance Effect: The engine is shut down. Troubleshooting: Perform the following diagnostic procedure: ECM Output Circuit (Fuel Control) Results:
MID 036 - CID 0017 - FMI 06 Fuel Shutoff Valve short to ground
The output for the fuel control relay is ON. The ECM detects excessive current on the output
for the fuel control relay. Note: This condition cannot be detected by the ECM when the output for the fuel control relay is OFF. The output is normally OFF when the engine control switch is in the OFF/RESET position. System Response: The ECM will continue attempting to energize the relay. The engine may shut down due to a lack of fuel. The alarm output is activated. The code is logged. Possible Performance Effect: The engine will not start due to the lack of fuel. Troubleshooting: The condition is probably caused by a short circuit in the harness or by an internal short circuit in the fuel control relay. Perform the following diagnostic procedure: ECM Output Circuit (Fuel Control) Results:
OK STOP.
i01631685
MID 036 - CID 0041 - FMI 03 8 Volt DC Supply short to +batt

SMCS Code: 1901-038 Conditions Which Generate This Code: The voltage supply from the ECM to one of the following sensors has exceeded the normal range.
Detonation sensors Sensor for inlet manifold air pressure Sensor for engine coolant pressure
System Response: Default values are assumed for the inputs to the ECM from all of the 8 volt analog sensors. All of the diagnostic codes for the 8 volt analog sensors to the ECM are disabled while this code is active. The fuel is shut off. The shutdown output is activated. The code is logged.
OK STOP.
Possible Performance Effect: Since the engine protection is disabled, the engine is shut down. Troubleshooting: Perform the following diagnostic procedure: +8V Sensor Voltage Supply Results:
i01626871
MID 036 - CID 0094 - FMI 03 Fuel Pressure open/short to +batt

SMCS Code: 1901-038 Conditions Which Generate This Code: The duty cycle is higher than the maximum limit and the frequency is lower than the minimum limit for the fuel side of the air/fuel pressure module.
OK STOP.
i01631692
System Response: The shutdown output is activated. The code is logged. Possible Performance Effect: Because the ECM is unable to calculate the fuel flow, the engine is shut down. Troubleshooting: Perform the following diagnostic procedure: Air/Fuel Pressure Module Results:
MID 036 - CID 0041 - FMI 04 8 Volt DC Supply short to ground

SMCS Code: 1901-038 Conditions Which Generate This Code: The voltage supply from the ECM to one of the following sensors is below the normal range.
Detonation sensors Sensor for inlet manifold air pressure Sensor for engine coolant pressure
System Response: Default values are assumed for the inputs to the ECM from all of the 8 volt analog sensors. All of the diagnostic codes for the 8 volt analog sensors to the ECM are disabled while this code is active. The fuel is shut off. The shutdown output is activated. The code is logged. Possible Performance Effect: Since the engine protection is disabled,the engine is shut down. Troubleshooting: Perform the following diagnostic procedure: +8V Sensor Voltage Supply Results:
OK STOP.
i01653957
MID 036 - CID 0094 - FMI 08 Fuel Pressure Noisy

SMCS Code: 1901-038 Conditions Which Generate This Code: The duty cycle or the frequency for the fuels side of the air/fuel pressure module is higher than the maximum limit. System Response: The shutdown output is activated. The code is logged. Possible Performance Effect: Because the ECM is unable to calculate the fuel flow, the engine is shut down. Troubleshooting: Perform the following diagnostic procedure: Air/Fuel Pressure Module
OK STOP.
Results:
i01691095
OK STOP.
i01631698
MID 036 - CID 0100 - FMI 04 Engine Oil Pressure short to ground
SMCS Code: 1924-038 Conditions Which Generate This Code: The signal from the filtered oil pressure sensor to the ECM is less than 0.2 VDC for at least five seconds. Additionally, neither of the following diagnostic codes are active:
MID 036 - CID 0100 - FMI 03 Engine Oil Pressure open/short to +batt
SMCS Code: 1924-038 Conditions Which Generate This Code: The signal from the filtered oil pressure sensor to the ECM is greater than 4.8 VDC for at least five seconds. Additionally, neither of the following diagnostic codes are active:
262 - 03 5 Volt Sensor DC Power Supply short

to +batt

to ground System Response: The ECM assumes the last valid value for the engine oil pressure. The monitoring of the oil pressure is disabled. This disables the engine protection for low oil pressure and excessive oil pressure. The fuel is shut off. The shutdown output is activated. The code is logged. Possible Performance Effect: Since the engine protection is disabled, the engine is shut down. Troubleshooting: Perform the following diagnostic procedure: Analog Sensor Signal Results:

to +batt

to ground System Response: The ECM assumes the last valid value for the engine oil pressure. The monitoring of the oil pressure is disabled. This disables the engine protection for low oil pressure and excessive oil pressure. The fuel is shut off. The shutdown output is activated. The code is logged. Possible Performance Effect: Since the engine protection is disabled, the engine is shut down. Troubleshooting: This condition indicates an open circuit or a short circuit to a positive voltage source. Perform the following diagnostic procedure: Analog Sensor Signal Results:
OK STOP.
i01630243
MID 036 - CID 0101 - FMI 03 Crankcase Pressure open/short to +batt

SMCS Code: 1916-038 Conditions Which Generate This Code: The signal from the crankcase pressure sensor to the ECM is greater than 4.5 VDC for at least five seconds.
OK STOP.
Additionally, neither of the following diagnostic codes are active:
System Response: The ECM assumes the last valid value for the crankcase pressure. The monitoring of the crankcase pressure is disabled. This disables the engine protection for high crankcase pressure. The shutdown output is activated. The code is logged. Possible Performance Effect:

to +batt

to ground System Response: The ECM assumes the last valid value for the crankcase pressure. The monitoring of the crankcase pressure is disabled. This disables the engine protection for high crankcase pressure. The shutdown output is activated. The code is logged. Possible Performance Effect: The engine is shut down. Troubleshooting: This condition indicates either an open circuit or a short circuit to a positive voltage source. Perform the following diagnostic procedure: Analog Sensor Signal Results:
The engine is shut down. Troubleshooting: Perform the following diagnostic procedure: Analog Sensor Signal Results:
OK STOP.
i01626914
MID 036 - CID 0106 - FMI 03 Air Inlet Pressure Sensor short to +batt
SMCS Code: 1901-038 Conditions Which Generate This Code: The duty cycle for the inlet manifold air pressure is greater than the maximum possible value for more than 2.67 ms during a 1.5 second interval. Additionally, neither of the following diagnostic codes are active:
OK STOP.
i01630257
MID 036 - CID 0101 - FMI 04 Crankcase Pressure short to ground

41 - 03 8 Volt DC Supply short to +batt 41 - 04 8 Volt DC Supply short to ground

System Response:
The signal from the crankcase pressure sensor to the ECM is less than 0.5 VDC for at least five seconds. Additionally, neither of the following diagnostic codes are active:
The shutdown output is activated. The code is logged. Possible Performance Effect: The engine is shut down.

to +batt Troubleshooting: This condition indicates the possibility of an open circuit or a short circuit. Perform the following diagnostic procedure: Air/Fuel Pressure Module

to ground
Results:
System Response: The alarm output is activated. The code is logged.

i01626920
OK STOP.
Possible Performance Effect: The engine performance is not affected. Troubleshooting: The condition indicates a possible open circuit or a short circuit. Perform the following diagnostic procedure: PWM Sensor Results:
MID 036 - CID 0106 - FMI 08 Air Inlet Pressure Sensor noisy signal
SMCS Code: 1901-038 Conditions Which Generate This Code: The duty cycle or the frequency of the signal for the inlet manifold air pressure is out of range. System Response: The shutdown output is activated. The code is logged. Possible Performance Effect: The engine is shut down. Troubleshooting: Perform the following diagnostic procedure: Air/Fuel Pressure Module Results:
OK STOP.
i01691110
MID 036 - CID 0109 - FMI 08 Engine Coolant Outlet Pressure Sensor noisy signal
SMCS Code: 1901-038 Conditions Which Generate This Code: The duty cycle or the frequency of the signal from the pressure sensor for the outlet of the engine coolant is out of range. Additionally, neither of the following diagnostic codes are active:
OK STOP.
i01631733
MID 036 - CID 0109 - FMI 03 Coolant Outlet Pressure open/short to +batt
SMCS Code: 1901-038 Conditions Which Generate This Code: The duty cycle of the pressure sensor for the outlet of the engine coolant is greater than the maximum limit. Additionally, neither of the following diagnostic codes are active:

System Response: The alarm output is activated. The code is logged. Possible Performance Effect: The engine performance is not affected. Troubleshooting: Perform the following diagnostic procedure: PWM Sensor Results:
OK STOP.
i01631752
System Response: The ECM assumes the last valid value for the engine coolant temperature. The monitoring of the coolant temperature is disabled. This disables the engine protection for low coolant temperature and high coolant temperature. The fuel is shut off. The shutdown output is activated. The code is logged. Possible Performance Effect: Since the engine protection is disabled, the engine is shut down. Troubleshooting: Perform the following diagnostic procedure: Analog Sensor Signal Results:
MID 036 - CID 0110 - FMI 03 Engine Coolant Temperature open/short to +batt
SMCS Code: 1906-038 Conditions Which Generate This Code: The signal from the engine coolant temperature sensor to the ECM is greater than 4.8 VDC for at least five seconds. System Response: The ECM assumes the last valid value for engine coolant temperature. The monitoring of the coolant temperature is disabled. This disables the engine protection for low coolant temperature and high coolant temperature. The fuel is shut off. The shutdown output is activated. The code is logged. Possible Performance Effect: Since the engine protection is disabled, the engine is shut down. Troubleshooting: This condition indicates the possibility of an open circuit or a short circuit. Perform the following diagnostic procedure: Analog Sensor Signal Results:
OK STOP.
i01631760
MID 036 - CID 0168 FMI 02 System Voltage intermittent/erratic

SMCS Code: 1401-038 Conditions Which Generate This Code: The ECM has been powered for at least 5 seconds. The engine is running. Either of the two following conditions occur:
OK STOP.
i01631755
The battery voltage is less than 6 VDC for a

minimum of 0.060 seconds. The voltage returns to the normal range within 0.015 seconds.
MID 036 - CID 0110 - FMI 04 Engine Coolant Temperature short to ground
SMCS Code: 1906-038 Conditions Which Generate This Code: The signal from the engine coolant temperature sensor to the ECM is less than 0.2 VDC for at least five seconds.
There are three voltage readings of less than 6

VDC within 7 seconds. System Response: The alarm output is activated. The code is logged. Note: If battery voltage is lost and the voltage does not return, the ECM will not log this diagnostic code. The engine will shut down. Possible Performance Effect: The intermittent problem may not affect engine operation. However, the engine may experience speed burps, intermittent shutdowns, and/or complete shutdowns.
Troubleshooting: Perform the following diagnostic procedure: Electrial Power Supply Results:
i01631803
MID 036 - CID 0172 - FMI 04 Intake Manifold Air Temp short to ground
i01631799
OK STOP.
MID 036 - CID 0172 - FMI 03 Intake Manifold Air Temp open/short to +batt
SMCS Code: 1901-038 Conditions Which Generate This Code: The ECM has been powered for at least five seconds. The signal from the inlet manifold temperature sensor to the ECM is greater than 4.8 VDC for at least five seconds. Additionally, neither of the following diagnostic codes are active:
The signal from the inlet manifold temperature sensor to the ECM is less than 0.2 VDC for at least five seconds. Additionally, neither of the following diagnostic codes are active:

to +batt

to ground System Response: The ECM assumes the last valid value for the inlet manifold air temperature. The monitoring of the inlet manifold air temperature is disabled. This disables the engine protection for high inlet manifold air temperature. The air/fuel ratio control cannot compensate for the inlet air temperature. The fuel is shut off. The shutdown output is activated. The code is logged. Possible Performance Effect: The engine is shut down. Troubleshooting: Perform the following diagnostic procedure: Analog Sensor Signal Results:

to +batt ground
262 -04 5 Volt Sensor DC Power Supply short to

System Response: The ECM assumes the last valid value for the inlet manifold air temperature. The monitoring of the inlet manifold air temperature is disabled. This disables the engine protection for high inlet manifold air temperature. The air/fuel ratio control cannot compensate for the inlet air temperature. The fuel is shut off. The shutdown output is activated. The code is logged. Possible Performance Effect: The engine is shut down. Troubleshooting: The condition indicates a possible open circuit or a short circuit to a positive voltage source. Perform the following diagnostic procedure: Analog Sensor Signal Results:
OK STOP.
OK STOP.
i01630269
MID 036 - CID 0174 - FMI 03 Fuel Temperature open/short to +batt

SMCS Code: 1901-038 Conditions Which Generate This Code: The signal from the fuel temperature sensor to the ECM is greater than 4.5 VDC for at least five seconds. Additionally, neither of the following diagnostic codes are active:
Additionally, neither of the following diagnostic codes are active:

to +batt

to ground System Response: The ECM assumes the last valid value for the fuel temperature. The monitoring of the inlet manifold air temperature is disabled. The shutdown output is activated. The code is logged. Possible Performance Effect: The engine is shut down. Troubleshooting: Perform the following diagnostic procedure: Analog Sensor Signal Results:

to +batt

to ground System Response: The ECM assumes the last valid value for the fuel temperature. The monitoring of the fuel temperature is disabled. This disables the engine protection for high fuel temperature. The shutdown output is activated. The code is logged. Possible Performance Effect: The engine is shut down. Troubleshooting: This condition indicates either an open circuit or a short circuit to a positive voltage source. Perform the following diagnostic procedure: Analog Sensor Signal Results:
OK STOP.
i01685838
MID 036 - CID 0175 - FMI 03 Engine Oil Temperature open/short to +batt
SMCS Code: 1901-038 Conditions Which Generate This Code: The signal from the engine oil temperature sensor to the ECM is greater than 4.8 VDC for at least five seconds. Additionally, neither of the following diagnostic codes are active:
OK STOP.
i01630437

to +batt
MID 036 - CID 0174 - FMI 04 Fuel Temperature short to ground

SMCS Code: 1901-038 Conditions Which Generate This Code: The signal from the fuel temperature sensor to the ECM is less than 0.5 VDC.

to ground
System Response: The ECM assumes the last valid value for the engine oil temperature. The monitoring of the engine oil temperature is disabled. Also, the monitoring for high to engine oil to engine coolant differential temperature is disabled. This disables the engine protection for both parameters. The shutdown output is activated. The code is logged. Possible Performance Effect: Since engine protection is disabled, the engine is shut down. Troubleshooting: The condition indicates a possible open circuit or a short circuit to a positive voltage source. Perform the following diagnostic procedure: Analog Sensor Signal Results:
System Response: The ECM assumes the last valid value for the engine oil temperature. The monitoring of the engine oil temperature is disabled. Also, the monitoring for high engine oil to engine coolant differential temperature is disabled. This disables the engine protection for both parameters. The shutdown output is activated. The code is logged. Possible Performance Effect: Since engine protection is disabled, the engine is shut down. Troubleshooting: Perform the following diagnostic procedure: Analog Sensor Signal Results:
OK STOP. OK STOP.
i01685844 i01653982
MID 036 - CID 0190 - FMI 02 Loss of Engine Speed signal

SMCS Code: 1912-038 Conditions Which Generate This Code: The crankshaft is rotating faster than the cranking speed and the signal from the engine speed/timing sensor is lost for at least one second. System Response: The shutdown output is activated. The code is logged. Possible Performance Effect: If the engine is not running, the engine will not start. If the engine is running, the engine is shut down. Troubleshooting: Perform the following diagnostic procedure: Engine Speed/Timing Sensor Results:
MID 036 - CID 0175 - FMI 04 Engine Oil Temperature short to ground
SMCS Code: 1901-038 Conditions Which Generate This Code: The signal from the engine oil temperature sensor to the ECM is less than 0.2 VDC for at least five seconds. Additionally, neither of the following diagnostic codes are active:

to +batt

to ground
OK STOP.
i01653992
System Response: All of the inputs to the ECM for the 5 volt analog sensors assume default values. All other diagnostic codes for the 5 volt analog sensors are disabled while this diagnostic code is active. The Status screen of ET indicates a Sensor Supply Fault for each sensor. This indicates that the sensors are not operating due to an active diagnostic code. The shutdown indicator is activated. The code is logged. Possible Performance Effect: Since engine protection is disabled, the engine is shut down. Troubleshooting: Perform the following diagnostic procedure: +5V Sensor Voltage Supply Results:
MID 036 - CID 0190 - FMI 08 Engine Speed signal abnormal

SMCS Code: 1912-038 Conditions Which Generate This Code: The crankshaft is rotating faster than the cranking speed. The signal from the engine speed/timing sensor is lost but the signal returns within one second. System Response: The shutdown output is activated. The code is logged. Possible Performance Effect: If the engine is not running, the engine will not start. If the engine is running, the engine is shut down. Troubleshooting: Perform the following diagnostic procedure: Engine Speed/Timing Sensor Results:
OK STOP.
i01631863
OK STOP.
i01631849
MID 036 - CID 0262 - FMI 04 5 Volt Sensor DC Power Supply short to ground
SMCS Code: 1408-038-NS Conditions Which Generate This Code: The ECM supply voltage of the sensors for the following parameters is less than the normal level:
MID 036 - CID 0262 - FMI 03 5 Volt Sensor DC Power Supply short to +batt
SMCS Code: 1408-038-NS Conditions Which Generate This Code: The ECM supply voltage of the sensors for the following parameters is exceeding the normal level:
Inlet manifold air temperature Engine oil temperature Filtered engine oil pressure Unfiltered engine oil pressure
System Response: All of the inputs to the ECM for the 5 volt analog sensors assume default values. All other diagnostic codes for the 5 volt analog sensors are disabled while this diagnostic code is active. The Status screen of ET indicates a Sensor Supply Fault for each sensor. This indicates that the sensors are not operating due to an active diagnostic code. The shutdown output is activated. The code is logged.
Inlet manifold air temperature Engine oil temperature Filtered engine oil pressure Unfiltered engine oil pressure
Possible Performance Effect: Since engine protection is disabled, the engine is shut down. Troubleshooting: The condition indicates a possible short circuit to ground or a short circuit between the sensor supply and the return. Perform the following diagnostic procedure: +5V Sensor Voltage Supply Results:
i01631896
MID 036 - CID 0301 - FMI 06 Cylinder 1 - Transformer Primary short

SMCS Code: 1901-038 Conditions Which Generate This Code: The path for the circuit driver of the transformer is diagnosed with a short circuit. System Response: The alarm output is activated. The code is logged. Possible Performance Effect:
OK STOP.
i01685861
MID 036 - CID 0301 - FMI 05 Cylinder 1 - Transformer Primary open circuit
SMCS Code: 1901-038 Conditions Which Generate This Code: The primary circuit of the transformer is diagnosed with an open circuit. System Response: The alarm output is activated. The code is logged. Possible Performance Effect: The cylinder will misfire. Troubleshooting:
The cylinder will misfire. Troubleshooting: One of the following conditions is the source of the diagnostic code:
The wiring from the circuit driver for the

transformer to the coil has a short circuit.
There is a short circuit within the transformer. There is an internal failure of the ECM.
Perform the following diagnostic procedure: Ignition Transformers Primary Circuit Results:
OK STOP.
i01685867
One of the following conditions is the source of the diagnostic code:
A broken circuit drivers wire for the transformer A broken return wire for the transformer An open circuit within the primary winding of the transformer An internal failure of the ECM
SMCS Code: 1901-038 Conditions Which Generate This Code: The primary circuit of the transformer is diagnosed with an open circuit. System Response: The alarm output is activated. The code is logged.
OK STOP.
Possible Performance Effect: The cylinder will misfire. Troubleshooting: One of the following conditions is the source of the diagnostic code:
Results:
OK STOP.
i01685869
A broken circuit drivers wire for the transformer A broken return wire for the transformer An open circuit within the primary winding of the
transformer
SMCS Code: 1901-038 Conditions Which Generate This Code: The primary circuit of the transformer is diagnosed with an open circuit. System Response: The alarm output is activated. The code is logged. Possible Performance Effect: The cylinder will misfire.
An internal failure of the ECM

OK STOP.
i01631905

SMCS Code: 1901-038 Conditions Which Generate This Code: The path for the circuit driver of the transformer is diagnosed with a short circuit. System Response: The alarm output is activated. The code is logged. Possible Performance Effect: The cylinder will misfire. Troubleshooting: One of the following conditions is the source of the diagnostic code:
Troubleshooting: One of the following conditions is the source of the diagnostic code:
transformer

OK STOP.
i01631910


SMCS Code: 1901-038 Conditions Which Generate This Code: The path for the circuit driver of the transformer is diagnosed with a short circuit.
Perform the following diagnostic procedure: Ignition Transformers Primary Circuit
System Response: The alarm output is activated. The code is logged. Possible Performance Effect:

The cylinder will misfire.
OK STOP.
i01631922


SMCS Code: 1901-038 Conditions Which Generate This Code: The path for the circuit driver of the transformer is diagnosed with a short circuit. System Response: The alarm output is activated. The code is logged.
OK STOP.
i01685873
SMCS Code: 1901-038 Conditions Which Generate This Code: The primary circuit of the transformer is diagnosed with an open circuit. System Response: The alarm output is activated. The code is logged. Possible Performance Effect:

OK STOP.
transformer
i01685875
SMCS Code: 1901-038 Conditions Which Generate This Code: The primary circuit of the transformer is diagnosed with an open circuit. System Response: The alarm output is activated. The code is logged. Possible Performance Effect: The cylinder will misfire. Troubleshooting: One of the following conditions is the source of the diagnostic code:
OK STOP.
i01685878
transformer
MID 036 - CID 0306 - FMI 05 Cyinder 6 - Transformer Primary open circuit

OK STOP.
i01631930

transformer

Results:
System Response: The alarm output is activated. The code is logged.

i01631936
OK STOP.

transformer

OK STOP.
i01631954


SMCS Code: 1901-038 Conditions Which Generate This Code: The path for the circuit driver of the transformer is diagnosed with a short circuit. System Response:
OK STOP.
i01685883
The alarm output is activated. The code is logged. Possible Performance Effect: The cylinder will misfire. Troubleshooting: One of the following conditions is the source of the diagnostic code:
SMCS Code: 1901-038 Conditions Which Generate This Code: The primary circuit of the transformer is diagnosed with an open circuit.
There is a short circuit within the transformer.
There is an internal failure of the ECM.

i01631959

OK STOP.
i01685888
The path for the circuit driver of the transformer is diagnosed with a short circuit. System Response: The alarm output is activated. The code is logged. Possible Performance Effect: The cylinder will misfire. Troubleshooting: One of the following conditions is the source of the diagnostic code:

transformer
OK STOP.
i01685893

SMCS Code: 1901-038 Conditions Which Generate This Code: The primary circuit of the transformer is diagnosed with an open circuit. System Response: The alarm output is activated. The code is logged. Possible Performance Effect: The cylinder will misfire.
OK STOP.
Results:
OK STOP.
i01685896
transformer
SMCS Code: 1901-038 Conditions Which Generate This Code: The primary circuit of the transformer is diagnosed with an open circuit. System Response: The alarm output is activated. The code is logged.

OK STOP.
i01631963

A broken circuit drivers wire for the transformer

The path for the circuit driver of the transformer is diagnosed with a short circuit. System Response: The alarm output is activated. The code is logged.
A broken return wire for the transformer An open circuit within the primary winding of the
transformer

Possible Performance Effect: The cylinder will misfire. Troubleshooting: One of the following conditions is the source of the diagnostic code: Perform the following diagnostic procedure: Ignition Transformers Primary Circuit Results:
OK STOP.
i01631967



OK STOP.
i01631973


OK STOP.
i01685900

OK STOP.
transformer
i01685903
OK STOP.
i01685905
transformer

OK STOP.
i01631987

transformer

i01685907
OK STOP.
i01631992

The primary circuit of the transformer is diagnosed with an open circuit. System Response: The alarm output is activated. The code is logged. Possible Performance Effect: The cylinder will misfire. Troubleshooting: One of the following conditions is the source of the diagnostic code:
transformer


OK STOP.
i01631998
OK STOP.

Possible Performance Effect: The cylinder will misfire. Troubleshooting:

OK STOP.
i01632003

OK STOP.
i01685908
System Response: The alarm output is activated. The code is logged. Possible Performance Effect: The cylinder will misfire.
SMCS Code: 1901-038 Conditions Which Generate This Code: The primary circuit of the transformer is diagnosed with an open circuit. System Response: The alarm output is activated. The code is logged. Possible Performance Effect: The cylinder will misfire. Troubleshooting:

OK STOP.
transformer
i01685910
OK STOP.
i01632124
transformer
MID 036 - CID 0323 - FMI 03 Shutdown Lamp short to +batt

SMCS Code: 1901-038 Conditions Which Generate This Code: The ECM detects excessive current for the shutdown output. Note: This diagnostic condition cannot be detected when the shutdown output is OFF. System Response: The ECM limits the current for the shutdown output to 0.3 amperes. The code is logged.

OK STOP.
i01632016
Possible Performance Effect: The engine operation is not affected. Troubleshooting: Perform the following diagnostic procedure: ECM Status Indicator Output Results:

OK STOP.
i01632139
Results:
MID 036 - CID 0324 - FMI 03 Warning Lamp short to +batt

SMCS Code: 1901-038 Conditions Which Generate This Code: The ECM detects excessive current for the alarm output. Note: This diagnostic condition cannot be detected when the alarm output is OFF. System Response: The ECM limits the current for the alarm output to 0.3 amperes. The code is logged. Possible Performance Effect: The engine operation is not affected. Troubleshooting: Perform the following diagnostic procedure: ECM Status Indicator Output Results:
OK STOP.
i01684629
MID 036 - CID 0338 - FMI 05 Pre-Lube Relay open circuit

SMCS Code: 1319-038 Conditions Which Generate This Code: An open circuit or a short circuit to the +Battery side is detected while the output from the ECM to the prelube relay is OFF. Note: This diagnostic condition can only be detected by the ECM when the output for the prelube relay is OFF. The output is normally OFF when the engine control switch is in the STOP position and/or when the prelube pressure switch is CLOSED. System Response: An internal resistor rises to the +Battery side when no electrical load is present. This indicates an open circuit in the harness or the solenoid. The alarm output is activated. The code is logged. Possible Performance Effect: The prelubrication will probably be disabled.
i01630459
OK STOP.
MID 036 - CID 0336 - FMI 02 Incorrect ECS Switch inputs

SMCS Code: 1901-038 Conditions Which Generate This Code: The ECM detects an invalid combination of these inputs: switched +Battery, start, stop, and auto. This indicates a problem with the engine control switch. System Response: The shutdown output is activated. The code is logged. Possible Performance Effect: The engine is shut down. Troubleshooting: Perform the following diagnostic procedure: Electrical Power Supply
Troubleshooting: Perform the following diagnostic procedure: ECM Output Circuit (Prelubrication Oil Pump) Results:
OK STOP.
i01684630
MID 036 - CID 0338 - FMI 06 Pre-Lube Relay short to ground

SMCS Code: 1319-038 Conditions Which Generate This Code: The ECM detects excessive current for the output to the prelube relay. This indicates a possible short circuit to the Battery side.
Note: This diagnostic condition can only be detected by the ECM when the output for the prelube relay is ON. The output is normally ON when the engine control switch is in the START position and the prelube pressure switch is still OPEN. System Response:
Troubleshooting: Perform the following diagnostic procedure: Prelubrication System Results:
OK STOP.
The ECM will continue to attempt to energize the relay. The alarm output is activated. The code is logged. Possible Performance Effect: The prelubrication will probably be disabled. Troubleshooting: Perform the following diagnostic procedure: ECM Output Circuit (Prelubrication Oil Pump) Results:
i01685945
MID 036 - CID 0401 - FMI 05 Cylinder 1 - Transformer Secondary open circuit
SMCS Code: 1901-038 Conditions Which Generate This Code: The transformers secondary circuit is diagnosed with an open circuit. System Response:
OK STOP.
i01632161
MID 036 - CID 0339 - FMI 05 Engine Pre-lube Pressure Switch open circuit
SMCS Code: 1901-038 Conditions Which Generate This Code: The prelube pressure switch is OPEN. The oil pressure that is measured from the engine oil pressure sensor is greater than 50 kPa (7.25 psi). System Response: The ECM normally monitors the prelube pressure switch. In this case, the engine oil pressure sensor will be monitored. This determines if the prelube pump is supplying oil to the engine. If an E233 (3) Low Engine Prelube Pressure event is active, the output to the starting motor will not be energized and the engine will not start. The alarm output is activated. The code is logged. The output to the prelube relay remains energized until the engine control switch is turned to the STOP position. Possible Performance Effect: The prelubrication will probably be disabled.
The status of the transformers secondary output is set to 120 percent. The alarm output is activated and the code is logged. Possible Performance Effect: The cylinder will misfire. Troubleshooting: One of the following conditions is the source of the problem:
There is a problem with the transformers ground. The winding of the transformers secondary circuit
is open.
There is a problem with the connection to the

spark plugs terminal post.
The spark plug has internal damage or an open

circuit.
The spark plug gap is too wide.

Perform the following diagnostic procedure: Ignition Transformers Secondary Circuit and Spark Plugs Results:
OK STOP.
i01632184
System Response: The status of the transformers secondary output is set to 120 percent. The alarm output is activated and the code is logged. Possible Performance Effect: The cylinder will misfire. Troubleshooting: One of the following conditions is the source of the problem:
MID 036 - CID 0401 - FMI 06 Cylinder 1 - Transformer Secondary short to ground
SMCS Code: 1901-038 Conditions Which Generate This Code: The transformers secondary circuit is diagnosed with a short circuit. System Response: The status of the transformers secondary output is set to zero percent. The alarm output is activated and the code is logged. Possible Performance Effect: The cylinder will misfire. Troubleshooting: One of the following conditions is the source of the problem:
is open.


circuit.

The spark plug is fouled. The spark plug gap is closed. The winding of the transformers secondary circuit
is shorted. Perform the following diagnostic procedure: Ignition Transformers Secondary Circuit and Spark Plugs Results:
OK STOP.
i01632192
OK STOP.
i01685951
SMCS Code: 1901-038 Conditions Which Generate This Code: The transformers secondary circuit is diagnosed with a short circuit. System Response: The status of the transformers secondary output is set to zero percent. The alarm output is activated and the code is logged. Possible Performance Effect: The cylinder will misfire.
SMCS Code: 1901-038 Conditions Which Generate This Code: The transformers secondary circuit is diagnosed with an open circuit.
Troubleshooting: One of the following conditions is the source of the problem:

OK STOP.
i01632203
OK STOP.
i01685955
The transformers secondary circuit is diagnosed with a short circuit. System Response: The status of the transformers secondary output is set to zero percent. The alarm output is activated and the code is logged. Possible Performance Effect:
The transformers secondary circuit is diagnosed with an open circuit. System Response: The status of the transformers secondary output is set to 120 percent. The alarm output is activated and the code is logged. Possible Performance Effect:
The cylinder will misfire. Troubleshooting: One of the following conditions is the source of the problem:
The spark plug is fouled. The spark plug gap is closed.

The winding of the transformers secondary circuit

Troubleshooting: One of the following conditions is the source of the problem: is shorted. Perform the following diagnostic procedure: Ignition Transformers Secondary Circuit and Spark Plugs Results:
is open.
OK STOP.

spark plugs terminal post. circuit.
i01685958
i01632257
SMCS Code: 1901-038 Conditions Which Generate This Code: The transformers secondary circuit is diagnosed with an open circuit. System Response: The status of the transformers secondary output is set to 120 percent. The alarm output is activated and the code is logged. Possible Performance Effect: The cylinder will misfire. Troubleshooting: One of the following conditions is the source of the problem:
is open.


circuit.

OK STOP.
i01685960
OK STOP.
System Response: The status of the transformers secondary output is set to 120 percent. The alarm output is activated and the code is logged. Possible Performance Effect:

Generation of the diagnostic code does not affect engine performance. However, the engine will probably misfire. This will cause the engine to run rough. The engine may shut down. Troubleshooting: One of the following conditions is the source of the problem:

is open.
OK STOP.
i01685964

SMCS Code: 1901-038 Conditions Which Generate This Code: The transformers secondary circuit is diagnosed with an open circuit. System Response: The status of the transformers secondary output is set to 120 percent. The alarm output is activated and the code is logged.

circuit.

OK STOP.
i01632261
Possible Performance Effect: The cylinder will misfire. Troubleshooting: One of the following conditions is the source of the problem:
There is a problem with the transformers ground.

The transformers secondary circuit is diagnosed with a short circuit. System Response: The status of the transformers secondary output is set to zero percent. The alarm output is activated and the code is logged. Possible Performance Effect: The cylinder will misfire.

is open.


i01685988
OK STOP.
i01632269
The transformers secondary circuit is diagnosed with an open circuit. System Response: The status of the transformers secondary output is set to 120 percent. The alarm output is activated and the code is logged. Possible Performance Effect: The cylinder will misfire. Troubleshooting: One of the following conditions is the source of the problem:
is open.


circuit.

OK STOP.
OK STOP.
i01632278
is open.


circuit.

OK STOP.
i01632318
SMCS Code: 1901-038 Conditions Which Generate This Code: The transformers secondary circuit is diagnosed with a short circuit.
OK STOP.
i01685995
System Response: The status of the transformers secondary output is set to zero percent. The alarm output is activated and the code is logged. Possible Performance Effect: The cylinder will misfire. Troubleshooting: One of the following conditions is the source of the problem:

i01632336
OK STOP.
i01686000
The transformers secondary circuit is diagnosed with a short circuit. System Response: The status of the transformers secondary output is set to zero percent. The alarm output is activated and the code is logged. Possible Performance Effect: The cylinder will misfire. Troubleshooting: One of the following conditions is the source of the problem:
is open.
OK STOP.
i01686011

The spark plug has internal damage or an open The spark plug gap is too wide.
OK STOP.


is open.
OK STOP.
i01686017


circuit.

OK STOP.
i01632343
is open.


i01686022
OK STOP.
i01632349
The transformers secondary circuit is diagnosed with an open circuit. System Response: The status of the transformers secondary output is set to 120 percent. The alarm output is activated and the code is logged. Possible Performance Effect: The cylinder will misfire. Troubleshooting: One of the following conditions is the source of the problem:
is open.


circuit.

OK STOP.
OK STOP.
i01632360
is open.


circuit.

OK STOP.
i01632384
SMCS Code: 1901-038 Conditions Which Generate This Code: The transformers secondary circuit is diagnosed with a short circuit.
OK STOP.
i01686029
System Response: The status of the transformers secondary output is set to zero percent. The alarm output is activated and the code is logged. Possible Performance Effect: The cylinder will misfire. Troubleshooting: One of the following conditions is the source of the problem:

i01632392
OK STOP.
i01686036
The transformers secondary circuit is diagnosed with a short circuit. System Response: The status of the transformers secondary output is set to zero percent. The alarm output is activated and the code is logged. Possible Performance Effect: The cylinder will misfire. Troubleshooting: One of the following conditions is the source of the problem:
is open.
OK STOP.
i01686039

The spark plug has internal damage or an open The spark plug gap is too wide.
OK STOP.


is open.
OK STOP.
i01686042


circuit.

OK STOP.
i01632402
is open.


i01632409
MID 036 - CID 0443 - FMI 03 Crank Terminate Relay short to +batt
OK STOP.
i01632407
SMCS Code: 1901-038 Conditions Which Generate This Code: The transformers secondary circuit is diagnosed with a short circuit. System Response: The status of the transformers secondary output is set to zero percent. The alarm output is activated and the code is logged. Possible Performance Effect: The cylinder will misfire. Troubleshooting:
The ECM detects excessive current for the crank terminate relay. Note: This diagnostic condition cannot be detected when the output for the crank terminate relay is OFF. The output is normally OFF when the engine control switch is in the STOP position. System Response: The ECM will limit the current for the crank terminate relay to 0.3 amperes. The alarm output is activated. The code is logged. Troubleshooting: Perform the following diagnostic procedure: ECM Status Indicator Output Results:
OK STOP.
i01684631
One of the following conditions is the source of the problem:
MID 036 - CID 0444 - FMI 05 Start Relay open circuit

SMCS Code: 1426-038 Conditions Which Generate This Code: The output from the ECM for the starting motor relay is OFF. An open circuit or a short circuit to the +Battery is detected. Note: This diagnostic condition can only be detected by the ECM when the output for the starting motor relay is OFF. The output is normally OFF when the engine control switch is in the STOP position or when the crank terminate relay is energized. System Response: An internal resistor rises to the +Battery side when no electrical load is present. The alarm output is activated. The code is logged.
OK STOP.
Possible Performance Effect: The engine will be unable to crank. Troubleshooting: The harness or the relay probably has an open circuit. Perform the following diagnostic procedure: ECM Output Circuit (Starting Motor) Results:
i01632435
MID 036 - CID 0445 - FMI 03 Run Relay short to +batt

SMCS Code: 1901-038 Conditions Which Generate This Code: The ECM detects excessive current for the run relay. Note: This diagnostic condition cannot be detected when the output for the Run relay is OFF. The output is normally OFF when the engine control switch is in the STOP position.
i01684632
OK STOP.
System Response: The ECM will limit the current to 0.3 amperes. The Status screen of the ET will display Relay Fault. The code is logged. Troubleshooting: Perform the following diagnostic procedure: ECM Status Indicator Output Results:
MID 036 - CID 0444 - FMI 06 Start Relay short to ground

SMCS Code: 1426-038 Conditions Which Generate This Code: The ECM detects excessive current for the output of the starting motor relay. Note: This diagnostic condition can only be detected by the ECM when the output for the starting motor relay is ON. The output is normally ON when the engine control switch is turned from the STOP position to the START position. The output is ON until the crank terminate relay is energized. System Response: The ECM will continue to attempt to energize the relay. The alarm output is activated. The code is logged. Possible Performance Effect: The engine will probably be unable to crank. Troubleshooting: This condition indicates an short circuit in the harness or the relay. Perform the following diagnostic procedure: ECM Output Circuit (Starting Motor) Results:
OK STOP.
i01632442
MID 036 - CID 0524 - FMI 03 Desired Engine Speed Sensor short to +batt
SMCS Code: 1907-038 Conditions Which Generate This Code: The ECM has been powered up for at least five seconds. The current to the ECM for the desired speed input is greater than 22 mA for more than five seconds. System Response: When the Idle/Rated switch is in the Rated position, the ECM assumes a default value for the desired engine speed. The alarm output is activated. The code is logged. Possible Performance Effect: The default value for the desired engine speed is equal to the Minimum Engine High Idle Speed that is programmed on the Service/Configuration screen of ET.
OK STOP.
Troubleshooting: The diagnostic code is generated by one of the following conditions:
Results:
OK STOP.
i01630021
A short circuit to the +Battery side A short circuit to ground

Perform the following diagnostic procedure: Desired Speed Input (4 - 20 mA) Results:
MID 036 - CID 0525 - FMI 05 Choke Actuator open circuit

SMCS Code: 1901-038 Conditions Which Generate This Code: The circuit driver for the electrohydraulic actuators solenoid is energized. The ECM detects no current from the actuator or a current that is less than the normal level. This is caused by one of the following conditions:
OK STOP.
i01632502
MID 036 - CID 0524 - FMI 04 Desired Engine Speed Sensor short to ground
SMCS Code: 1907-038 Conditions Which Generate This Code: The ECM has been powered up for at least five seconds. The current to the ECM for the desired speed input is less than 2 mA for more than five seconds. System Response: When the Idle/Rated switch is in the Rated position, the ECM assumes a default value for the desired engine speed. The alarm output is activated. The code is logged. Possible Performance Effect: The default value for the desired engine speed is equal to the Minimum Engine High Idle Speed that is programmed on the Service/Configuration screen of ET. Troubleshooting: The diagnostic code is generated by one of the following conditions:
There is an open circuit in either the high side or

the low side.
The low side is shorted to ground.

System Response: The shutdown output is activated. The code is logged. Possible Performance Effect: The engine is shut down. Troubleshooting: Perform the following diagnostic procedure: Choke Actuator Solenoid Results:
OK STOP.
i01630025
MID 036 - CID 0525 - FMI 06 Choke Actuator short to ground

SMCS Code: 1901-038 Conditions Which Generate This Code: The circuit driver for the electrohydraulic actuators solenoid is energized. The ECM detects a current from the actuator that is greater than the normal level. This is caused by one of the following conditions:
An open circuit or a short circuit to ground An open circuit or a short circuit to the +Battery
Perform the following diagnostic procedure: Desired Speed Input (4 - 20 mA)
There is a short circuit between the high side and

the low side.
i01630034
The high side is shorted to ground. The high side is shorted to the +Battery side.
System Response: The shutdown output is activated. The code is logged. Possible Performance Effect: The engine is shut down. Troubleshooting: Perform the following diagnostic procedure: Choke Actuator Solenoid Results:
MID 036 - CID 0526 - FMI 06 Wastegate Valve short

SMCS Code: 1057-038 Conditions Which Generate This Code: The circuit driver for the electrohydraulic actuators solenoid is energized. The ECM detects a current from the actuator that is greater than the normal level. This is caused by one of the following conditions:

the low side.
System Response: The shutdown output is activated. The code is logged. Possible Performance Effect: The engine is shut down. Troubleshooting: Perform the following diagnostic procedure: Wastegate Actuator Solenoid Results:
OK STOP.
i01630031
MID 036 - CID 0526 - FMI 05 Wastegate Valve open

OK STOP.
i01632507

the low side.

System Response: The shutdown output is activated. The code is logged. Possible Performance Effect: The engine is shut down. Troubleshooting: Perform the following diagnostic procedure: Wastegate Actuator Solenoid Results:
MID 036 - CID 0542 - FMI 03 Unfiltered Engine Oil Pressure open/short to +batt
SMCS Code: 1924-038 Conditions Which Generate This Code: The signal to the ECM from the sensor for unfiltered engine oil pressure is greater than 4.8 VDC for at least five seconds. Also, neither of the following diagnostic codes are active:

to +batt

to ground
OK STOP.
System Response: The ECM assumes the last valid value for unfiltered engine oil pressure. Monitoring for restriction of the oil filters is disabled. The alarm output is activated. The code is logged. Possible Performance Effect: Engine operation is not affected. Troubleshooting: Perform the following diagnostic procedure: Analog Sensor Signal Results:
i01630082
MID 036 - CID 1040 - FMI 09 ICSM #1 not communicating on link

SMCS Code: 1901-038 Conditions Which Generate This Code: The ECM has been powered for at least five seconds and the ECM did not receive ten consecutive messages from the right side ICSM. System Response: The shutdown output is activated. The code is logged. Possible Performance Effect:
OK STOP.
i01632510
The engine is shut down. Troubleshooting: Perform the following diagnostic procedure: Integrated Combustion Sensing Module (ICSM) Results:
MID 036 - CID 0542 - FMI 04 Unfiltered Engine Oil Pressure short to ground
SMCS Code: 1924-038 Conditions Which Generate This Code: The signal to the ECM from the sensor for unfiltered engine oil pressure is less than 0.2 VDC for at least five seconds. Also, neither of the following diagnostic codes are active:
OK STOP.
i01630094

to +batt

SMCS Code: 1901-038 Conditions Which Generate This Code: The ECM has been powered for at least five seconds and the ECM did not receive ten consecutive messages from the left side ICSM. System Response: The shutdown output is activated. The code is logged. Possible Performance Effect: The engine is shut down. Troubleshooting: Perform the following diagnostic procedure: Integrated Combustion Sensing Module (ICSM)

to ground System Response: The ECM assumes the last valid value for unfiltered engine oil pressure. Monitoring for restriction of the oil filters is disabled. The alarm output is activated. The code is logged. Troubleshooting: Perform the following diagnostic procedure: Analog Sensor Signal Results:
OK STOP.
Results:
i01686707
OK STOP.
System Response: The shutdown output is activated. The code is logged. Possible Performance Effect: The engine is shut down. Troubleshooting: Perform the following diagnostic procedure: Detonation Sensors Results:
MID 036 - CID 1501 - FMI 03 Cylinder #1 Detonation Sensor open/short to +batt
SMCS Code: 1901-038 Conditions Which Generate This Code: The run relay and the crank terminate relay are energized. The input of a signal from a detonation sensor to the ECM is greater than 4.8 VDC for ten seconds. Neither of the following diagnostic codes are active:
OK STOP.
i01686767
i01686711
OK STOP.
MID 036 - CID 1501 - FMI 04 Cylinder #1 Detonation Sensor short to ground
SMCS Code: 1901-038 Conditions Which Generate This Code: The run relay and the crank terminate relay are energized. The input of the signal from the detonation sensor to the ECM is less than 1.0 VDC for ten seconds. Neither of the following diagnostic codes are active:
OK STOP.
i01686770
OK STOP.
i01686825
i01686783
OK STOP.
OK STOP.
i01687496
OK STOP.
i01687499
i01687498
OK STOP.
OK STOP.
i01687501
OK STOP.
i01687505
i01687504
OK STOP.
OK STOP.
i01687506
OK STOP.
i01687510
i01687508
OK STOP.
OK STOP.
i01687512
System Response: The shutdown output is activated. The code is logged. Possible Performance Effect: The engine is shut down. Troubleshooting: Perform the following diagnostic procedure: Fuel Actuator Solenoid Results:
OK STOP.
i01630000
System Response: The shutdown output is activated. The code is logged. Possible Performance Effect: The engine is shut down. Troubleshooting: Perform the following diagnostic procedure: Detonation Sensors Results: The circuit driver for the electrohydraulic actuators solenoid is energized. The ECM detects a current from the actuator that is greater than the normal level. This is caused by one of the following conditions:
MID 036 - CID 1844 - FMI 06 Fuel Actuator short to ground


the low side.
OK STOP.
i01629899
System Response: The shutdown output is activated. The code is logged. Possible Performance Effect: The engine is shut down. Troubleshooting: Perform the following diagnostic procedure: Fuel Actuator Solenoid Results:
MID 036 - CID 1844 - FMI 05 Fuel Actuator open circuit


the low side.
OK STOP.
i01686115
i01630116
MID 109 - CID 0253 - FMI 02 Personality Module mismatch

SMCS Code: 1901-038 Conditions Which Generate This Code: The right side ICSMS software does not match the left side ICSMS software. System Response: The shutdown output is activated. The code is logged. Possible Performance Effect: The engine is shut down. Troubleshooting: Perform the following diagnostic procedure: Integrated Combustion Sensing Module (ICSM) Results:

SMCS Code: 1901-038 Conditions Which Generate This Code: The ECM and the ICSM have been powered for at least five seconds and the left side ICSM did not receive ten consecutive messages from the right side ICSM. System Response: The shutdown output is activated. The code is logged. Possible Performance Effect: The engine is shut down. Troubleshooting: Perform the following diagnostic procedure: Integrated Combustion Sensing Module (ICSM) Results:
OK STOP.
i01630107
MID 109 - CID 0591 - FMI 12 EEPROM checksum fault or ECM not programmed
SMCS Code: 1901-038 Conditions Which Generate This Code: The right side ICSM detects a problem within the EPROM circuit. System Response: The code is logged. Possible Performance Effect:
OK STOP.
i01630467
MID 109 - CID 1043 - FMI 02 Cylinder #1 Firing Signal noisy

SMCS Code: 1901-038 Conditions Which Generate This Code: One of the following conditions is detected by the ICSM:
Electrical noise has been generated on the

conductor that carries the firing signal.
The frequency of the firing signal is not within the

The ICSM may not function. If the ICSM does not function, the engine is shut down. Troubleshooting: Replace the ICSM. Follow the instructions in Troubleshooting, Replacing the ICSM. Results: Monitoring of the combustion burn time for the cylinder is lost. The alarm output is activated. The code is logged. Possible Performance Effect: The exhaust emissions are not controlled by the engine control system. specified limits. System Response:
OK STOP.
Troubleshooting: Perform the following diagnostic procedure: Cylinder Firing Pulse Results:
i01631071
MID 109 - CID 1043 - FMI 04 Cylinder #1 Firing Signal short to ground
i01631021
OK STOP.
MID 109 - CID 1043 - FMI 03 Cylinder #1 Firing Signal open/short to +batt
SMCS Code: 1901-038 Conditions Which Generate This Code: During normal operation, the ICSM continuously sends a signal of 13 V. The ECM grounds the 13 V signal for the duration of ignition. The ICSM interprets the grounding of the signal as the firing signal. If the 13 V signal is not grounded, the ICSM does not receive the firing signal and the ICSM generates the diagnostic code. System Response: Monitoring of the combustion burn time is lost. The alarm output is activated. The code is logged. Possible Performance Effect: The exhaust emissions are not controlled by the engine control system. Troubleshooting: Perform the following diagnostic procedure: Cylinder Firing Pulse Results:
During normal operation, the ICSM continuously sends a signal of 13 V. The ECM grounds the 13 V signal for the duration of ignition. The ICSM interprets the grounding of the signal as the firing signal. When the 13 V signal returns to the high side, the ICSM starts the timer for the combustion burn time. If the 13 V signal remains grounded, the ICSM cannot interpret the firing signal and the ICSM generates the diagnostic code. System Response: Monitoring of the combustion burn time is lost. The alarm output is activated. The code is logged. Possible Performance Effect: The exhaust emissions are not controlled by the engine control system. Troubleshooting: Perform the following diagnostic procedure: Cylinder Firing Pulse Results:
OK STOP.
i01631087
OK STOP.
MID 109 - CID 1043 - FMI 08 Cylinder #1 Firing Signal abnormal signal
SMCS Code: 1901-038 Conditions Which Generate This Code: The Cylinder #1 Firing Signal represents the ignition of the first cylinder in the engine. The All Cylinders Firing Signal represents the ignitions of the remaining cylinders in the engine. The Cylinder #1 Firing Signal is a reference for the All Cylinders Firing Signal.
If the input for the Cylinder #1 Firing Signal is switched with the input for the All Cylinders Firing Signal, the Cylinder #1 Firing Signal is too frequent. The ICSM generates the diagnostic code. System Response: Monitoring of the combustion burn time is lost. The alarm output is activated. The code is logged. Possible Performance Effect: The exhaust emissions are not controlled by the engine control system. Troubleshooting: Perform the following diagnostic procedure: Cylinder Firing Pulse Results:
i01631058
MID 109 - CID 1044 - FMI 03 All Cylinders Firing Signal open/short to +batt
SMCS Code: 1901-038 Conditions Which Generate This Code: During normal operation, the ICSM continuously sends a signal of 13 V. The ECM grounds the 13 V signal for the duration of ignition. The ICSM interprets the grounding of the signal as the firing signal. If the 13 V signal is not grounded, the ICSM does not receive the firing signal and the ICSM generates the diagnostic code. System Response: Monitoring of the combustion burn time is lost. The alarm output is activated. The code is logged.
OK STOP.
i01630987
MID 109 - CID 1044 - FMI 02 All Cylinders Firing Signal noisy
Possible Performance Effect: The exhaust emissions are not controlled by the engine control system. Troubleshooting: Perform the following diagnostic procedure: Cylinder Firing Pulse Results:

OK STOP.
i01631075

specified limits. System Response: Monitoring of the combustion burn time is lost. The alarm output is activated. The code is logged. Possible Performance Effect: The exhaust emissions are not controlled by the engine control system. Troubleshooting: Perform the following diagnostic procedure: Cylinder Firing Pulse Results:
MID 109 - CID 1044 - FMI 04 All Cylinders Firing Signal short to ground
SMCS Code: 1901-038 Conditions Which Generate This Code: During normal operation, the ICSM continuously sends a signal of 13 V. The ECM grounds the 13 V signal for the duration of ignition. The ICSM interprets the grounding of the signal as the firing signal. When the 13 V signal returns to the high side, the ICSM starts the timer for the combustion burn time. If the 13 V signal remains grounded, the ICSM cannot interpret the firing signal and the ICSM generates the diagnostic code.
OK STOP.
System Response: Monitoring of the combustion burn time is lost. The alarm output is activated. The code is logged. Possible Performance Effect: The exhaust emissions are not controlled by the engine control system. Troubleshooting: Perform the following diagnostic procedure: Cylinder Firing Pulse Results:
The wiring for the ignition is damaged. The combustion sensor is damaged. The extender is not properly contacting the
combustion sensor. Perform the following diagnostic procedure: Combustion Sensor Results:
OK STOP.
i01631195
OK STOP.
i01630640
MID 109 - CID 1101 - FMI 04 Cylinder #1 Combustion Probe short to ground
SMCS Code: 1901-038 Conditions Which Generate This Code: The signal from the combustion sensor to the ICSM is less than the minimum acceptable value. System Response: The combustion burn time for the cylinder is excluded from the average combustion burn time and from the calculation for the fuel correction factor. Diagnostics for the cylinder misfire are not available. The code is logged. Possible Performance Effect:
MID 109 - CID 1101 - FMI 02 Cylinder #1 Combustion Probe noisy

The signal from the combustion sensor is received

before combustion.

within 1.8 milliseconds of the signal for ignition. System Response:
The engine performance is not directly affected. The combustion burn time for the cylinder is excluded from the average combustion burn time and from the calculation for the fuel correction factor. Diagnostics for the cylinder misfire are not available. The code is logged. Possible Performance Effect: The engine performance is not directly affected. Troubleshooting: One of the following conditions is probably the cause of the diagnostic code: Troubleshooting: Perform the following diagnostic procedure: Combustion Sensor Results:
OK STOP.
The wiring for the combustion sensor is damaged.
i01632915
i01632918

SMCS Code: 1901-038 Conditions Which Generate This Code: The signal from the combustion sensor to the ICSM is less than the minimum acceptable value. System Response: The combustion burn time for the cylinder is excluded from the average combustion burn time and from the calculation for the fuel correction factor. Diagnostics for the cylinder misfire are not available. The code is logged. Possible Performance Effect: The engine performance is not directly affected. Troubleshooting: Perform the following diagnostic procedure: Combustion Sensor Results:

before combustion.

within 1.8 milliseconds of the signal for ignition. System Response: The combustion burn time for the cylinder is excluded from the average combustion burn time and from the calculation for the fuel correction factor. Diagnostics for the cylinder misfire are not available. The code is logged. Possible Performance Effect: The engine performance is not directly affected. Troubleshooting: One of the following conditions is probably the cause of the diagnostic code:
OK STOP.
i01632926
The wiring for the combustion sensor is damaged. The wiring for the ignition is damaged. The combustion sensor is damaged. The extender is not properly contacting the


before combustion.
OK STOP.

within 1.8 milliseconds of the signal for ignition.
System Response: The combustion burn time for the cylinder is excluded from the average combustion burn time and from the calculation for the fuel correction factor. Diagnostics for the cylinder misfire are not available. The code is logged.
Possible Performance Effect: The engine performance is not directly affected. Troubleshooting: Perform the following diagnostic procedure: Combustion Sensor Results:
Possible Performance Effect:
OK STOP.
The engine performance is not directly affected. Troubleshooting: One of the following conditions is probably the cause of the diagnostic code:
i01632929


before combustion.

i01632927
OK STOP.
The combustion burn time for the cylinder is excluded from the average combustion burn time and from the calculation for the fuel correction factor. Diagnostics for the cylinder misfire are not available. The code is logged. Possible Performance Effect: The engine performance is not directly affected.
The signal from the combustion sensor to the ICSM is less than the minimum acceptable value. System Response: The combustion burn time for the cylinder is excluded from the average combustion burn time and from the calculation for the fuel correction factor. Diagnostics for the cylinder misfire are not available. The code is logged.
Troubleshooting: One of the following conditions is probably the cause of the diagnostic code:
The wiring for the combustion sensor is damaged. The wiring for the ignition is damaged. The combustion sensor is damaged.
The extender is not properly contacting the


before combustion.

OK STOP.
i01632931
OK STOP.
i01632933
OK STOP.
i01632932
SMCS Code: 1901-038 Conditions Which Generate This Code: The signal from the combustion sensor to the ICSM is less than the minimum acceptable value. System Response: The combustion burn time for the cylinder is excluded from the average combustion burn time and from the calculation for the fuel correction factor. Diagnostics for the cylinder misfire are not available.

The code is logged. Possible Performance Effect: The engine performance is not directly affected. Troubleshooting: Perform the following diagnostic procedure: Combustion Sensor Results:

OK STOP.
i01632938
OK STOP.
i01632937

before combustion.

OK STOP.
i01632940

before combustion.
The code is logged. Possible Performance Effect:

The engine performance is not directly affected. Troubleshooting: Perform the following diagnostic procedure: Combustion Sensor Results:
OK STOP.
i01632947

before combustion.

within 1.8 milliseconds of the signal for ignition. System Response: The combustion burn time for the cylinder is excluded from the average combustion burn time and from the calculation for the fuel correction factor. Diagnostics for the cylinder misfire are not available. The code is logged. Possible Performance Effect: The engine performance is not directly affected.
OK STOP.
i01632943
SMCS Code: 1901-038 Conditions Which Generate This Code: The signal from the combustion sensor to the ICSM is less than the minimum acceptable value. System Response: The combustion burn time for the cylinder is excluded from the average combustion burn time and from the calculation for the fuel correction factor. Diagnostics for the cylinder misfire are not available.

i01631231
MID 109 - CID 1490 - FMI 03 Rt Turbo Turbine Out Temp Sens short to +batt
i01632951
OK STOP.
The voltage of the signal from the thermocouple to the ICSM is greater than the maximum acceptable value. This indicates a short circuit to the +Battery side. System Response: Monitoring of the ports temperature is lost. Also, protection for the port is lost. The code is logged. Possible Performance Effect: Engine operation is not affected. Troubleshooting: Perform the following diagnostic procedure: Thermocouple Test Results:
OK STOP.
i01631250
MID 109 - CID 1490 - FMI 04 Rt Turbo Turbine Out Temp Sens short to ground
SMCS Code: 1901-038 Conditions Which Generate This Code: The voltage of the signal from the thermocouple to the ICSM is less than the minimum acceptable value. This indicates one of the following conditions:
OK STOP.
A short circuit to the Battery side A short circuit to the ground

System Response: Monitoring of the ports temperature is lost. Also, protection for the port is lost. The code is logged. Possible Performance Effect: Engine operation is not affected.
Troubleshooting: Perform the following diagnostic procedure: Thermocouple Test Results:
System Response: Monitoring of the ports exhaust temperature is lost. Also, protection for the port is lost. The code is logged. Possible Performance Effect:
OK STOP.
Engine operation is not affected.
i01631295
MID 109 - CID 1490 - FMI 05 Rt Turbo Turbine Out Temp Sens open circuit
OK STOP.
i01631538
The current of the signal from the thermocouple to the ICSM is less than the minimum acceptable value. This indicates an open circuit. System Response: Monitoring of the ports temperature is lost. Also, protection for the port is lost. The code is logged. Possible Performance Effect: Engine operation is not affected. Troubleshooting: Perform the following diagnostic procedure: Thermocouple Test Results:
MID 109 - CID 1491 - FMI 04 Rt Turbo Turbine In Temp Sens short to ground

System Response: Monitoring of the ports temperature is lost. Also, protection for the port is lost. The code is logged.
i01631336
OK STOP.
Possible Performance Effect: Engine operation is not affected. Troubleshooting: Perform the following diagnostic procedure: Thermocouple Test Results:
MID 109 - CID 1491 - FMI 03 Rt Turbo Turbine In Temp Sens short to +batt
SMCS Code: 1901-038 Conditions Which Generate This Code: The voltage of the signal from the thermocouple to the ICSM is greater than the maximum acceptable value. This indicates a short circuit to the +Battery side.
OK STOP.
i01632978
MID 109 - CID 1491 - FMI 05 Rt Turbo Turbine In Temp Sens open circuit
OK STOP.
i01631554
The current of the signal from the thermocouple to the ICSM is less than the minimum acceptable value. This indicates an open circuit. System Response: Monitoring of the ports temperature is lost. Also, protection for the port is lost. The code is logged. Possible Performance Effect: Engine operation is not affected. Troubleshooting: Perform the following diagnostic procedure: Thermocouple Test Results:
MID 109 - CID 1531 - FMI 04 Cyl #1 Exhaust Port Temp Sensor short to ground

System Response: Monitoring of the ports temperature is lost. Also, protection for the port is lost. The code is logged.
i01631374
OK STOP.
MID 109 - CID 1531 - FMI 03 Cyl #1 Exhaust Port Temp Sensor short to +batt
SMCS Code: 1901-038 Conditions Which Generate This Code: The voltage of the signal from the thermocouple to the ICSM is greater than the maximum acceptable value. This indicates a short circuit to the +Battery side. System Response: Monitoring of the ports temperature is lost. Also, protection for the port is lost. The code is logged. Possible Performance Effect: Engine operation is not affected.
OK STOP.
i01632986
MID 109 - CID 1531 - FMI 05 Cyl #1 Exhaust Port Temp Sensor open circuit
SMCS Code: 1901-038 Conditions Which Generate This Code: The current of the signal from the thermocouple to the ICSM is less than the minimum acceptable value. This indicates an open circuit.
System Response: Monitoring of the ports temperature is lost. Also, protection for the port is lost. The code is logged. Possible Performance Effect: Engine operation is not affected. Troubleshooting: Perform the following diagnostic procedure: Thermocouple Test Results:
i01631557

i01631378
OK STOP.
SMCS Code: 1901-038 Conditions Which Generate This Code: The voltage of the signal from the thermocouple to the ICSM is greater than the maximum acceptable value. This indicates a short circuit to the +Battery side. System Response: Monitoring of the ports temperature is lost. Also, protection for the port is lost. The code is logged. Possible Performance Effect: Engine operation is not affected. Troubleshooting: Perform the following diagnostic procedure: Thermocouple Test Results:
OK STOP.
i01633002
SMCS Code: 1901-038 Conditions Which Generate This Code: The current of the signal from the thermocouple to the ICSM is less than the minimum acceptable value. This indicates an open circuit. System Response: Monitoring of the ports temperature is lost. Also, protection for the port is lost. The code is logged. Possible Performance Effect: Engine operation is not affected.
OK STOP.
A short circuit to the ground

System Response: Monitoring of the ports temperature is lost. Also, protection for the port is lost. The code is logged. Possible Performance Effect:
i01631380
OK STOP.
Engine operation is not affected. Troubleshooting: Perform the following diagnostic procedure: Thermocouple Test Results:
SMCS Code: 1901-038 Conditions Which Generate This Code: The voltage of the signal from the thermocouple to the ICSM is greater than the maximum acceptable value. This indicates a short circuit to the +Battery side. System Response: Monitoring of the ports temperature is lost. Also, protection for the port is lost. The code is logged. Possible Performance Effect: Engine operation is not affected. Troubleshooting:
OK STOP.
i01633009
SMCS Code: 1901-038 Conditions Which Generate This Code: The current of the signal from the thermocouple to the ICSM is less than the minimum acceptable value. This indicates an open circuit. System Response:
Perform the following diagnostic procedure: Thermocouple Test Results:
Monitoring of the ports temperature is lost. Also, protection for the port is lost. The code is logged. Possible Performance Effect:
OK STOP.
i01631562
Engine operation is not affected. Troubleshooting: Perform the following diagnostic procedure: Thermocouple Test Results:
OK STOP.
A short circuit to the Battery side
i01631384
OK STOP.
i01633016
SMCS Code: 1901-038 Conditions Which Generate This Code: The current of the signal from the thermocouple to the ICSM is less than the minimum acceptable value. This indicates an open circuit. System Response: Monitoring of the ports temperature is lost. Also, protection for the port is lost. The code is logged. Possible Performance Effect: Engine operation is not affected. Troubleshooting:
OK STOP.
i01631564
OK STOP.
i01631399
SMCS Code: 1901-038 Conditions Which Generate This Code: The voltage of the signal from the thermocouple to the ICSM is greater than the maximum acceptable value. This indicates a short circuit to the +Battery side. System Response: Monitoring of the ports temperature is lost. Also, protection for the port is lost. The code is logged.

i01633021
i01631568
OK STOP.

System Response:
OK STOP.
i01631403
Monitoring of the ports temperature is lost. Also, protection for the port is lost. The code is logged. Possible Performance Effect: Engine operation is not affected. Troubleshooting: Perform the following diagnostic procedure: Thermocouple Test Results:
OK STOP.
i01631571
OK STOP.
OK STOP.
i01631407
System Response: Monitoring of the ports temperature is lost. Also, protection for the port is lost. The code is logged. Possible Performance Effect: System Response: Engine operation is not affected. Troubleshooting: Perform the following diagnostic procedure: Thermocouple Test Results: Troubleshooting: Monitoring of the ports temperature is lost. Also, protection for the port is lost. The code is logged. Possible Performance Effect: Engine operation is not affected. The voltage of the signal from the thermocouple to the ICSM is greater than the maximum acceptable value. This indicates a short circuit to the +Battery side.
OK STOP.
i01633024
OK STOP.
i01631574
OK STOP.
i01631409
The voltage of the signal from the thermocouple to the ICSM is less than the minimum acceptable value. This indicates one of the following conditions:

OK STOP.
i01633026
OK STOP.
i01631576

i01686119
MID 110 - CID 0253 - FMI 02 Personality Module mismatch

SMCS Code: 1901-038 Conditions Which Generate This Code: The left side ICSMS software does not match the right side ICSMS software. System Response: The shutdown output is activated. The code is logged. Possible Performance Effect: The engine is shut down.
OK STOP.
i01633031
SMCS Code: 1901-038 Conditions Which Generate This Code: The current of the signal from the thermocouple to the ICSM is less than the minimum acceptable value. This indicates an open circuit. System Response: Monitoring of the ports temperature is lost. Also, protection for the port is lost. The code is logged. Possible Performance Effect: Engine operation is not affected. Troubleshooting: Perform the following diagnostic procedure: Thermocouple Test Results:
Troubleshooting: Perform the following diagnostic procedure: Integrated Combustion Sensing Module (ICSM) Results:
OK STOP.
i01630115
MID 110 - CID 0591 - FMI 12 EEPROM checksum fault or ECM not programmed
SMCS Code: 1901-038 Conditions Which Generate This Code: The left side ICSM detects a problem within the EPROM circuit. System Response: The shutdown output is activated. The code is logged. Possible Performance Effect: The ICSM may not function. If the ICSM does not function, the engine is shut down. Troubleshooting: Replace the ICSM. Follow the instructions in Troubleshooting, Replacing the ICSM. Results:
OK STOP.
OK STOP.
i01630124
Possible Performance Effect: The exhaust emissions are not controlled by the engine control system. Troubleshooting: Perform the following diagnostic procedure: Cylinder Firing Pulse Results:

SMCS Code: 1901-038 Conditions Which Generate This Code: The ECM and the ICSM have been powered for at least five seconds and the right side ICSM did not receive ten consecutive messages from the left side ICSM. System Response: The shutdown output is activated. The code is logged. Possible Performance Effect: The engine is shut down. Troubleshooting: Perform the following diagnostic procedure: Integrated Combustion Sensing Module (ICSM) Results:
OK STOP.
i01633067
MID 110 - CID 1044 - FMI 03 All Cylinders Firing Signal open/short to +batt
SMCS Code: 1901-038 Conditions Which Generate This Code: During normal operation, the ICSM continuously sends a signal of 13 V. The ECM grounds the 13 V signal for the duration of ignition. The ICSM interprets the grounding of the signal as the firing signal. If the 13 V signal is not grounded, the ICSM does not receive the firing signal and the ICSM generates the diagnostic code.
OK STOP.
i01633058
MID 110 - CID 1044 - FMI 02 All Cylinders Firing Signal noisy
System Response: Monitoring of the combustion burn time is lost. The alarm output is activated. The code is logged. Possible Performance Effect: The exhaust emissions are not controlled by the engine control system. Troubleshooting: Perform the following diagnostic procedure: Cylinder Firing Pulse Results:


specified limits. System Response: Monitoring of the combustion burn time is lost. The alarm output is activated. The code is logged.
OK STOP.
i01633076
MID 110 - CID 1044 - FMI 04 All Cylinders Firing Signal short to ground
SMCS Code: 1901-038 Conditions Which Generate This Code: During normal operation, the ICSM continuously sends a signal of 13 V. The ECM grounds the 13 V signal for the duration of ignition. The ICSM interprets the grounding of the signal as the firing signal. When the 13 V signal returns to the high side, the ICSM starts the timer for the combustion burn time. If the 13 V signal remains grounded, the ICSM cannot interpret the firing signal and the ICSM generates the diagnostic code. System Response: Monitoring of the combustion burn time is lost. The alarm output is activated. The code is logged. Possible Performance Effect: The exhaust emissions are not controlled by the engine control system. Troubleshooting: Perform the following diagnostic procedure: Cylinder Firing Pulse Results:
If the input for the Cylinder #1 Firing Signal is switched with the input for the All Cylinders Firing Signal, the ICSM detects the Cylinder #1 Firing Signal more frequently than the All Cylinders Firing Signal. The ICSM generates the diagnostic code. System Response: Monitoring of the combustion burn time is lost. The alarm output is activated. The code is logged. Possible Performance Effect: The exhaust emissions are not controlled by the engine control system. Troubleshooting: Perform the following diagnostic procedure: Cylinder Firing Pulse Results:
OK STOP.
i01633090

OK STOP.
i01633080

before combustion.

MID 110 - CID 1044 - FMI 08 All Cylinders Firing Signal abnormal signal
SMCS Code: 1091-038 Conditions Which Generate This Code: The Cylinder #1 Firing Signal represents the ignition of the first cylinder. The All Cylinders Firing Signal represents the ignitions of the remaining cylinders. The Cylinder #1 Firing Signal is a reference for the All Cylinders Firing Signal. The Cylinder #1 Firing Signal is followed by the All Cylinders Firing Signal.
i01633094


before combustion.

i01633093
OK STOP.
The combustion burn time for the cylinder is excluded from the average combustion burn time and from the calculation for the fuel correction factor. Diagnostics for the cylinder misfire are not available. The code is logged. Possible Performance Effect: The engine performance is not directly affected. Troubleshooting: One of the following conditions is probably the cause of the diagnostic code:
OK STOP.
OK STOP.
i01633096
System Response: The combustion burn time for the cylinder is excluded from the average combustion burn time and from the calculation for the fuel correction factor. Diagnostics for the cylinder misfire are not available. The code is logged. Possible Performance Effect: The engine performance is not directly affected. Troubleshooting: One of the following conditions is probably the cause of the diagnostic code:
OK STOP.
i01633144 i01633097
OK STOP.

SMCS Code: 1901-038 Conditions Which Generate This Code: The signal from the combustion sensor to the ICSM is less than the minimum acceptable value. System Response: The combustion burn time for the cylinder is excluded from the average combustion burn time and from the calculation for the fuel correction factor. Diagnostics for the cylinder misfire are not available. The code is logged. Possible Performance Effect: The engine performance is not directly affected.

before combustion.

Troubleshooting: Perform the following diagnostic procedure: Combustion Sensor Results:
Results:
OK STOP.
i01633151
OK STOP.
i01633147


before combustion.

OK STOP.
i01633152
combustion sensor. Perform the following diagnostic procedure: Combustion Sensor

before combustion.

Troubleshooting: Perform the following diagnostic procedure: Combustion Sensor Results:
OK STOP.
i01633155

before combustion.

OK STOP.
i01633153
SMCS Code: 1901-038 Conditions Which Generate This Code: The signal from the combustion sensor to the ICSM is less than the minimum acceptable value. System Response: The combustion burn time for the cylinder is excluded from the average combustion burn time and from the calculation for the fuel correction factor. Diagnostics for the cylinder misfire are not available. The code is logged. Possible Performance Effect: The engine performance is not directly affected.
combustion sensor. Perform the following diagnostic procedure: Combustion Sensor
Results:
OK STOP.
i01633157
OK STOP.
i01633164
OK STOP.
i01633160
SMCS Code: 1901-038 Conditions Which Generate This Code: The signal from the combustion sensor to the ICSM is less than the minimum acceptable value. System Response: The combustion burn time for the cylinder is excluded from the average combustion burn time and from the calculation for the fuel correction factor. Diagnostics for the cylinder misfire are not available. The code is logged.

before combustion.

Possible Performance Effect: The engine performance is not directly affected. Troubleshooting: Perform the following diagnostic procedure: Combustion Sensor Results:

OK STOP. OK STOP.
i01633166 i01633169
SMCS Code: 1901-038 Conditions Which Generate This Code: The signal from the combustion sensor to the ICSM is less than the minimum acceptable value. System Response: The combustion burn time for the cylinder is excluded from the average combustion burn time and from the calculation for the fuel correction factor. Diagnostics for the cylinder misfire are not available. The code is logged.

before combustion.

Possible Performance Effect: The combustion burn time for the cylinder is excluded from the average combustion burn time and from the calculation for the fuel correction factor. Diagnostics for the cylinder misfire are not available. The code is logged. Possible Performance Effect: The engine performance is not directly affected. Troubleshooting: One of the following conditions is probably the cause of the diagnostic code: The engine performance is not directly affected. Troubleshooting: Perform the following diagnostic procedure: Combustion Sensor Results:
OK STOP.
i01631243
MID 110 - CID 1489 - FMI 03 Left Turbo Turbine Out Temp Sens short to +batt
i01631325
MID 110 - CID 1489 - FMI 05 Left Turbo Turbine Out Temp Sens open circuit
SMCS Code: 1901-038 Conditions Which Generate This Code: The current of the signal from the thermocouple to the ICSM is less than the minimum acceptable value. This indicates an open circuit. System Response: Monitoring of the ports temperature is lost. Also, protection for the port is lost. The code is logged.
OK STOP.
i01631246
MID 110 - CID 1489 - FMI 04 Left Turbo Turbine Out Temp Sens short to ground
OK STOP.
i01631413

MID 110 - CID 1492 - FMI 03 Left Turbo Turbine In Temp Sens short to +batt
OK STOP.
i01631630
OK STOP.
MID 110 - CID 1492 - FMI 04 Left Turbo Turbine In Temp Sens short to ground
OK STOP.
i01631416
System Response: Monitoring of the ports temperature is lost. Also, protection for the port is lost. The code is logged. Possible Performance Effect: System Response: Engine operation is not affected. Troubleshooting: Perform the following diagnostic procedure: Thermocouple Test Results: Troubleshooting: Monitoring of the ports temperature is lost. Also, protection for the port is lost. The code is logged. Possible Performance Effect: Engine operation is not affected. The voltage of the signal from the thermocouple to the ICSM is greater than the maximum acceptable value. This indicates a short circuit to the +Battery side.
OK STOP.
i01633179
MID 110 - CID 1492 - FMI 05 Left Turbo Turbine In Temp Sens open circuit
OK STOP.
i01633206
OK STOP.
i01631419
The voltage of the signal from the thermocouple to the ICSM is less than the minimum acceptable value. This indicates one of the following conditions:

OK STOP.
i01633210
OK STOP.
i01633224

i01631422
SMCS Code: 1901-038 Conditions Which Generate This Code: The voltage of the signal from the thermocouple to the ICSM is greater than the maximum acceptable value. This indicates a short circuit to the +Battery side. System Response: Monitoring of the ports temperature is lost. Also, protection for the port is lost. The code is logged.
OK STOP.
i01633254
OK STOP.
i01633259

OK STOP.
i01633261
OK STOP.
OK STOP.
i01633265

System Response:
OK STOP.
i01631425
OK STOP.
i01633266
Results:
OK STOP.
i01633269

System Response: Monitoring of the ports temperature is lost. Also, protection for the port is lost. The code is logged. Possible Performance Effect: Engine operation is not affected. Troubleshooting:
i01631428
OK STOP.
SMCS Code: 1901-038 Conditions Which Generate This Code: The voltage of the signal from the thermocouple to the ICSM is greater than the maximum acceptable value. This indicates a short circuit to the +Battery side. System Response: Monitoring of the ports temperature is lost. Also, protection for the port is lost. The code is logged. Possible Performance Effect: Engine operation is not affected. Troubleshooting: Perform the following diagnostic procedure: Thermocouple Test
OK STOP.
i01633270
SMCS Code: 1901-038 Conditions Which Generate This Code: The current of the signal from the thermocouple to the ICSM is less than the minimum acceptable value. This indicates an open circuit. System Response: Monitoring of the ports temperature is lost. Also, protection for the port is lost. The code is logged.
i01633272
i01631429
OK STOP.

OK STOP.
i01633274
OK STOP.
i01631434
OK STOP.
OK STOP.
i01633279
Troubleshooting: Perform the following diagnostic procedure: Thermocouple Test Results: Engine operation is not affected. Monitoring of the ports temperature is lost. Also, protection for the port is lost. The code is logged. Possible Performance Effect:
OK STOP.
Troubleshooting:
i01633277
OK STOP.
i01631437
OK STOP.
i01633284
SMCS Code: 1901-038 Conditions Which Generate This Code: The current of the signal from the thermocouple to the ICSM is less than the minimum acceptable value. This indicates an open circuit. System Response: Monitoring of the ports temperature is lost. Also, protection for the port is lost. The code is logged. Possible Performance Effect: Engine operation is not affected. Troubleshooting:
OK STOP.
i01633282
OK STOP.

Troubleshooting with an Event Code

i01324164
The following format is used for event codes:
EXXX (X) Description of the code

The E means that the code is an event code. The XXX represents a numeric identifier for the event code. The fourth (X) represents a numeric identifier for the severity of the code. This is followed by a description of the code. See the following example:
Event Codes
SMCS Code: 1901-038 Use this section for the troubleshooting of problems that have generated event codes but do not have active diagnostic codes. When the event code is generated, the event is active. Any generated code becomes logged in the permanent memory of the ECM. Event codes alert the operator that an abnormal engine operating condition such as low oil pressure or high coolant temperature has been detected. Events do not indicate problems with the electronic system. Event codes also indicate the nature of the problem. Event codes may be viewed on a personal computer that has ET software. Illustration 17 represents the operating range of an oil temperature sensor. The diagram is a reference. Do not use the diagram to troubleshoot the oil temperature sensor.
E004 (3) Engine Overspeed Shutdown

The numbers that indicate the severity of the event code are defined below: Warning (1) This condition represents a serious problem with engine operation. However, this condition does not require a deration or a shutdown. Derate (2) For this condition, the engine power is reduced in order to help prevent possible engine damage. Shutdown (3) For this condition, the engine is shut down in order to help prevent possible engine damage. These responses to certain events may be programmed into the ECM. If the responses are programmed, ET can display the event. If the responses are not programmed, the display will not appear. However, the occurrence of any event will cause the event code to be logged in the ECM. Note: Do not confuse event codes with diagnostic codes. For information on diagnostic codes, see Troubleshooting, Troubleshooting with a Diagnostic Code. Perform the following tasks before you troubleshoot the event code:
Gather enough information about the complaint in

order to describe the symptom(s) adequately. engine operation.
Verify that the complaint is not due to normal Repair all active diagnostic codes. See
Illustration 17 Typical operating range of an oil temperature sensor (1) In these areas, the output voltage of the sensor is too high or too low. The output is outside of the normal range. The electronic problem will generate a diagnostic code. (2) In this area, the oil temperature above 102 C (216 F) is higher than normal. The output voltage of the sensor will generate an event code for a warning, a derating, or a shutdown for high oil temperature. The sensor does not have an electronic problem. (3) This area represents the normal operating temperature for the engine oil. The normal output voltage of the sensor is between 0.2 and 4.1 volts.
g00791619
Troubleshooting, Troubleshooting With A Diagnostic Code.
Troubleshooting
For basic troubleshooting of the engine, perform the following steps first in order to diagnose a malfunction. 1. Gather information about the complaint from the operator.
2. Verify that the complaint is not due to normal engine operation. Verify that the complaint is not due to error of the operator. 3. Perform a visual inspection. Inspect the following items:
The code was generated when the symptom

occurred.
Codes that are repeatedly logged The complaint is not due to normal engine
operation.
Fuel supply Oil level Oil supply Wiring Connectors

4. Check the diagnostic codes and event codes. Repair any active codes. If these inspections do not reveal any problems, identify the probable causes with the procedures in this manual that best describe the symptoms. Check each probable cause according to the tests that are recommended. Be sure to check the connectors. This is specially true for problems that are intermittent. See Troubleshooting, Inspecting Electrical Connectors. Narrow the probable cause. Consider the operator information, the conditions of operation, and the history of the engine.
Other Symptoms
If other occurrences happened in addition to the symptom, investigate the following conditions:
The other occurrences are related to the

symptom.
The symptoms have a probable cause that is

common.
Active Event Codes

An active event code represents a problem with engine operation. Correct the problem as soon as possible. When an event code is active, the Active Alarm indicator (Engine Control Alarm Status on ET) is activated in order to alert the operator. If the condition that generated the code is momentary, the message disappears. The event code will be logged in the ECM memory. Active event codes are listed in ascending numerical order. The code with the lowest number is listed first.
Operator Information
Obtain the following information from the operator:
Logged Event Codes

When the ECM generates an event code the ECM logs the code in permanent memory. The ECM has an internal diagnostic clock. The ECM will record the following information when a code is generated:
The occurrence and the time of the occurrence Determine the conditions for the occurrence. The
conditions will include the engine rpm and the load.
Determine if there are any systems that were
The hour of the first occurrence of the code The hour of the last occurrence of the code The number of occurrences of the code
This information can be helpful for troubleshooting intermittent problems. Logged codes can also be used to review the performance of the engine. Any logged event codes will automatically be deleted if no additional occurrences are recorded in 100 hours. Logged events are listed in chronological order. The most recent event code is listed first.
installed by the dealer or the customer that could cause the symptom. happened in addition to the symptom.
Determine whether any other occurrences
Diagnostic Codes and Event Codes

Examine the following information regarding any codes:
The probable cause of the symptom is correlated

to the code.
Note: Always clear logged event codes after investigating and correcting the problem which generated the code.
i01633538
Results:
OK STOP.
i01633543
E004 Engine Overspeed Shutdown

SMCS Code: 1901-038 Conditions Which Generate This Code: The engine rpm has exceeded the trip point that is programmed into the ECM and the delay time has expired. The ECM has determined that the detected speed is accurate. System Response:
E016 High Engine Coolant Temperature Shutdown

SMCS Code: 1901-038 Conditions Which Generate This Code: The crank terminate relay is set and the engine has been running for at least 30 seconds. The engine coolant temperature has exceeded the trip point and the delay time has expired. No other codes for the engine coolant are active. System Response:
The gas shutoff valve and the ignition are shut off. The shutdown output is activated. The code is logged. Possible Performance Effect: The engine is shut down. Troubleshooting: Refer to Troubleshooting, Engine Overspeed. Results:
The fuel is shut off. The shutdown output is activated. The code is logged. Possible Performance Effect: The engine is shut down. Troubleshooting: Refer to Troubleshooting, Engine Coolant Temperature (High). Results:
OK STOP.
i01654071
OK STOP.
i01633545
E013 High Crankcase Pressure Shutdown

E017 High Engine Coolant Temperature Warning

The engine is running and the crankcase pressure is greater than the setpoint. System Response: The shutdown output is activated. The code is logged. Possible Performance Effect:
The crank terminate relay is set and the engine has been running for at least 30 seconds. The engine coolant temperature has exceeded the trip point and the delay time has expired. No other codes for the engine coolant are active. System Response: The alarm output is activated. The code is logged.
The engine is shut down. Possible Performance Effect: Troubleshooting: Refer to Troubleshooting, Crankcase Pressure (High). The engine operation is not immediately affected. However, if the coolant temperature continues to rise, the engine will be shut down.
Troubleshooting: Refer to Troubleshooting, Engine Coolant Temperature (High). Results:
OK STOP.
i01633603
The engine operation is not immediately affected. However, if the engine oil temperature continues to rise, the engine can be shut down. Troubleshooting: Refer to Troubleshooting, Engine Oil Temperature (High). Results:
E019 High Engine Oil Temperature Shutdown

SMCS Code: 1901-038 Conditions Which Generate This Code: The crank terminate relay is set and the engine has been running for at least 30 seconds. The engine oil temperature has exceeded the trip point and the delay time has expired. No other codes for the engine oil temperature are active. System Response: The fuel is shut off. The shutdown output is activated. The code is logged. Possible Performance Effect: The engine is shut off. Troubleshooting:
OK STOP.
i01633755
E026 High Inlet Air Temperature Shutdown

SMCS Code: 1901-038 Conditions Which Generate This Code: The crank terminate relay is set and the engine has been running for at least 30 seconds. The inlet air temperature has exceeded the trip point and the delay time has expired. No other codes for the inlet air temperature are active. System Response:
Refer to Troubleshooting, Engine Oil Temperature (High). Results:
The fuel is shut off. The shutdown output is activated. The code is logged. Possible Performance Effect:
OK STOP.
i01633605
The engine is shut down. Troubleshooting: Refer to Troubleshooting, Inlet Air Temperature (High). Results:
E020 High Engine Oil Temperature Warning

SMCS Code: 1901-038 Conditions Which Generate This Code: The crank terminate relay is set and the engine has been running for at least 30 seconds. The engine oil temperature has exceeded the trip point and the delay time has expired. No other codes for the engine oil temperature are active.
OK STOP.
i01633756
Results:
E027 High Inlet Air Temperature Warning

SMCS Code: 1901-038 Conditions Which Generate This Code: The crank terminate relay is set and the engine has been running for at least 30 seconds. The inlet air temperature has exceeded the trip point and the delay time has expired. No other codes for the inlet air temperature are active. System Response: The alarm output is activated. The code is logged. Possible Performance Effect: The engine operation is not immediately affected. However, if the inlet air temperature continues to rise, the engine may be shut down. Troubleshooting: Refer to Troubleshooting, Inlet Air Temperature (High). Results:
OK STOP.
i01633762
E040 Low Engine Oil Pressure Shutdown

SMCS Code: 1901-038 Conditions Which Generate This Code: The crank terminate relay is set and the engine has been running for at least 10 seconds. The engine oil pressure is less than the trip point and the delay time has expired. No codes for the engine oil pressure sensor are active. System Response: The fuel is shut off. The shutdown output is activated. The code is logged. Possible Performance Effect: The engine is shut down. Troubleshooting: Refer to Troubleshooting, Engine Oil Pressure (Low). Results:
i01633757
OK STOP.
E038 Low Engine Coolant Temperature Warning

SMCS Code: 1901-038 Conditions Which Generate This Code: The crank terminate relay is set and the engine has been running for at least 30 seconds. The temperature of the engine coolant is less than the trip point and the delay time has expired. No other codes for the coolant temperature are active. System Response: The alarm output is activated. The code is logged. Possible Performance Effect: The engine operation is not immediately affected. Troubleshooting: Refer to Troubleshooting, Engine Coolant Temperature (Low).
OK STOP.
i01633763
E042 Low System Voltage Shutdown

SMCS Code: 1901-038 Conditions Which Generate This Code: The voltage is less than the trip point and the delay time has expired. No other codes for the system voltage are present. System Response: The shutdown output is activated. The code is logged. Possible Performance Effect: The engine is shut down.
Troubleshooting: Refer to Troubleshooting, System Voltage. Results:
Possible Performance Effect: The engine operation is not immediately affected. However, if the system voltage continues to increase the circuit breaker will switch OFF and the engine will be shut down. Troubleshooting:
i01633765
OK STOP.
Refer to Troubleshooting, System Voltage. Results:
E043 Low System Voltage Warning

SMCS Code: 1901-038 Conditions Which Generate This Code: The voltage is less than the trip point and the delay time has expired. No other codes for the system voltage are present. System Response: The alarm output is activated. The code is logged. Possible Performance Effect: The engine operation is not immediately affected. However, if the system voltage continues to be reduced, the engine will be shut down. Troubleshooting: Refer to Troubleshooting, System Voltage. Results:
OK STOP.
i01633768
E096 High Fuel Pressure

SMCS Code: 1901-038 Conditions Which Generate This Code: The fuel pressure is higher than the trip point and the delay time has expired. System Response: The alarm output is activated. The code is logged. Possible Performance Effect: The engine operation is not immediately affected. For proper operation, the fuel pressure must be stable. Troubleshooting: Refer to Troubleshooting, Fuel Pressure.
OK STOP.
i01633766
Results:
E050 High System Voltage Warning

SMCS Code: 1901-038 Conditions Which Generate This Code: The voltage is greater than the trip point and the delay time has expired. No other codes for the system voltage are present. System Response: The alarm output is activated. The code is logged.
OK STOP.
i01633787
E100 Low Engine Oil Pressure Warning

SMCS Code: 1901-038 Conditions Which Generate This Code: The crank terminate relay is set and the engine has been running for at least ten seconds. The engine oil pressure is less than the trip point and the delay time has expired. There are no active codes for the engine oil pressure sensor.
System Response: The alarm output is activated. The code is logged. Possible Performance Effect: The engine operation is not immediately affected. However, if the oil pressure continues to be reduced, the engine may be shut down. Troubleshooting: Refer to Troubleshooting, Engine Oil Pressure (Low). Results:
i01633790
E127 Engine Oil Filter Diff Pressure Low Warning

SMCS Code: 1901-038 Conditions Which Generate This Code: The crank terminate relay is set and the engine has been running for at least 30 seconds. The engine oil filter differential pressure is less than the trip point and the delay time has expired. There are no active codes for the oil pressure sensors. System Response: The alarm output is activated. The code is logged.
OK STOP.
i01654094
Possible Performance Effect: The engine operation is not immediately affected. However, if the engine oil filter differential pressure continues to be reduced, the engine may be shut down. Troubleshooting: Refer to Troubleshooting, Engine Oil Filter Differential Pressure. Results:
E101 High Crankcase Pressure Warning

SMCS Code: 1901-038 Conditions Which Generate This Code: The engine is running and the crankcase pressure is greater than the setpoint. System Response: The alarm output is activated. The code is logged. Possible Performance Effect: The engine operation is not immediately affected. However, if the crankcase pressure continues to increase, the engine will be shut down. Troubleshooting: Refer to Troubleshooting, Crankcase Pressure (High). Results:
OK STOP.
i01633814
E128 Engine Oil Filter Diff Pressure Low Shutdown

SMCS Code: 1901-038 Conditions Which Generate This Code: The crank terminate relay is set and the engine has been running for at least 30 seconds. The oil filter differential pressure is less than the trip point and the delay time has expired. There are no active codes for the oil pressure sensors. System Response: The fuel is shut off. The shutdown output is activated. The code is logged. Possible Performance Effect: The engine is shut down.
OK STOP.
Troubleshooting: Refer to Troubleshooting, Engine Oil Filter Differential Pressure. Results:
System Response: The fuel is shut off. The shutdown output is activated. The code is logged. Possible Performance Effect: The engine is shut down.
i01633828
OK STOP.
Troubleshooting: Refer to Troubleshooting, Engine Oil Filter Differential Pressure. Results:
E129 Engine Oil Filter Diff Pressure High Warning

SMCS Code: 1901-038 Conditions Which Generate This Code: The crank terminate relay is set and the engine has been running for at least 30 seconds. The oil filter differential pressure is greater than the trip point and the delay time has expired. There are no active codes for the oil pressure sensors. System Response:
OK STOP.
i01633833
E135 Low Jacket Water Pressure Shutdown

The alarm output is activated. The code is logged. Possible Performance Effect: The engine operation is not immediately affected. However, if the oil filter differential pressure continues to increase, the engine may be shut down. Troubleshooting: Refer to Troubleshooting, Engine Oil Filter Differential Pressure. Results: The engine is shut off. The fuel is shut off. The shutdown output is activated. The code is logged. Possible Performance Effect: The crank terminate relay is set and the engine has been running for at least ten seconds. The pressure of the jacket water is less than the trip point and the delay time has expired. There are no active codes for the pressure sensor at the outlet for the jacket water. System Response:
OK STOP.
Troubleshooting:
i01633832
E130 Engine Oil Filter Diff Pressure High Shutdown

SMCS Code: 1901-038 Conditions Which Generate This Code: The crank terminate relay is set and the engine has been running for at least 30 seconds. The engine oil filter differential pressure is greater than the trip point and the delay time has expired. There are no active codes for the oil pressure sensors.
Refer to Troubleshooting, Jacket Water Pressure (Low). Results:
OK STOP.
i01654098
Troubleshooting: Refer to Troubleshooting, Engine Misfires, Runs Rough, or Is Unstable. Results:
E200 Continuous Cylinder Misfire

SMCS Code: 1901-038 Conditions Which Generate This Code: The engine is operating in the combustion feedback mode. At least 50 percent of the cylinders have continuous misfire. The continuous misfire is indicated by the following conditions:
OK STOP.
i01633863
E202 Cylinder #2 Intermittent Misfire

SMCS Code: 1901-038 Conditions Which Generate This Code: The engine is operating in the combustion feedback mode or the prechamber calibration mode. The ICSM has not received 20 percent of the signals from the cylinders combustion sensor during a four minute period. System Response: The alarm output is activated. The code is logged. Possible Performance Effect: The engine will run rough. Troubleshooting: Refer to Troubleshooting, Engine Misfires, Runs Rough, or Is Unstable. Results:
The cylinder has an active Exhaust Port Temp

Deviating Low event.
The ICSM has not received a signal from the

cylinders combustion sensor for 40 minutes. System Response: The shutdown output is activated. The code is logged. Possible Performance Effect: The engine is shut down. Troubleshooting: Refer to Troubleshooting, Engine Misfires, Runs Rough or Is Unstable. Results:
OK STOP.
i01633836

SMCS Code: 1901-038 Conditions Which Generate This Code: The engine is operating in the combustion feedback mode or the prechamber calibration mode. The ICSM has not received 20 percent of the signals from the cylinders combustion sensor during a four minute period. System Response: The alarm output is activated. The code is logged. Possible Performance Effect: The engine will run rough.
OK STOP.
i01633873

SMCS Code: 1901-038 Conditions Which Generate This Code: The engine is operating in the combustion feedback mode or the prechamber calibration mode. The ICSM has not received 20 percent of the signals from the cylinders combustion sensor during a four minute period. System Response: The alarm output is activated. The code is logged.
Possible Performance Effect: The engine will run rough. Troubleshooting: Refer to Troubleshooting, Engine Misfires, Runs Rough, or Is Unstable. Results:
System Response: The alarm output is activated. The code is logged. Possible Performance Effect: The engine will run rough. Troubleshooting:
OK STOP.
i01633912
Refer to Troubleshooting, Engine Misfires, Runs Rough, or Is Unstable. Results:

OK STOP.
i01633920

SMCS Code: 1901-038 Conditions Which Generate This Code: The engine is operating in the combustion feedback mode or the prechamber calibration mode. The ICSM has not received 20 percent of the signals from the cylinders combustion sensor during a four minute period. System Response: The alarm output is activated. The code is logged. Possible Performance Effect: The engine will run rough. Troubleshooting:
OK STOP.
i01633917

SMCS Code: 1901-038 Conditions Which Generate This Code: The engine is operating in the combustion feedback mode or the prechamber calibration mode. The ICSM has not received 20 percent of the signals from the cylinders combustion sensor during a four minute period.
OK STOP.
i01633924
Results:

OK STOP.
i01633931

SMCS Code: 1901-038 Conditions Which Generate This Code: The engine is operating in the combustion feedback mode or the prechamber calibration mode. The ICSM has not received 20 percent of the signals from the cylinders combustion sensor during a four minute period. System Response: The alarm output is activated. The code is logged. Possible Performance Effect: The engine will run rough. Troubleshooting: Refer to Troubleshooting, Engine Misfires, Runs Rough, or Is Unstable.
i01633926
OK STOP.
Results:

SMCS Code: 1901-038 Conditions Which Generate This Code: The engine is operating in the combustion feedback mode or the prechamber calibration mode. The ICSM has not received 20 percent of the signals from the cylinders combustion sensor during a four minute period. System Response: The alarm output is activated. The code is logged. Possible Performance Effect: The engine will run rough. Troubleshooting: Refer to Troubleshooting, Engine Misfires, Runs Rough, or Is Unstable.
OK STOP.
i01633932

SMCS Code: 1901-038 Conditions Which Generate This Code: The engine is operating in the combustion feedback mode or the prechamber calibration mode. The ICSM has not received 20 percent of the signals from the cylinders combustion sensor during a four minute period. System Response: The alarm output is activated. The code is logged. Possible Performance Effect: The engine will run rough.
Troubleshooting: Refer to Troubleshooting, Engine Misfires, Runs Rough, or Is Unstable. Results:
Possible Performance Effect: The engine will run rough. Troubleshooting:
OK STOP.
i01633936

OK STOP.
i01633939

SMCS Code: 1901-038 Conditions Which Generate This Code: The engine is operating in the combustion feedback mode or the prechamber calibration mode. The ICSM has not received 20 percent of the signals from the cylinders combustion sensor during a four minute period. System Response: The alarm output is activated. The code is logged. Possible Performance Effect: The engine will run rough. Troubleshooting:
OK STOP.
i01633937

SMCS Code: 1901-038 Conditions Which Generate This Code: The engine is operating in the combustion feedback mode or the prechamber calibration mode. The ICSM has not received 20 percent of the signals from the cylinders combustion sensor during a four minute period. System Response: The alarm output is activated. The code is logged.
OK STOP.
i01633941

SMCS Code: 1901-038 Conditions Which Generate This Code: The engine is operating in the combustion feedback mode or the prechamber calibration mode. The ICSM has not received 20 percent of the signals from the cylinders combustion sensor during a four minute period.
System Response: The alarm output is activated. The code is logged. Possible Performance Effect: The engine will run rough. Troubleshooting: Refer to Troubleshooting, Engine Misfires, Runs Rough, or Is Unstable. Results:
i01633944

SMCS Code: 1901-038 Conditions Which Generate This Code: The engine is operating in the combustion feedback mode or the prechamber calibration mode. The ICSM has not received 20 percent of the signals from the cylinders combustion sensor during a four minute period. System Response:
OK STOP.
i01633943
The alarm output is activated. The code is logged. Possible Performance Effect: The engine will run rough. Troubleshooting: Refer to Troubleshooting, Engine Misfires, Runs Rough, or Is Unstable. Results:

OK STOP.
i01633954
E223 High Gas Temperature

SMCS Code: 1901-038 Conditions Which Generate This Code: The crank terminate relay is set and the engine has been running for at least 30 seconds. The temperature of the gas has exceeded the trip point and the delay timer has expired. There are no active codes for the fuel temperature sensor. System Response: The alarm output is activated. The code is logged. Possible Performance Effect: The engine operation is not immediately affected. However, if the fuel temperature continues to increase, the air/fuel ratio and the inlet manifold air temperature can be affected. Troubleshooting: Refer to Troubleshooting, Gas Temperature (High).
OK STOP.
Results:
Results:
OK STOP.
i01633956
OK STOP.
i01633968
E224 High Jacket Water Inlet Pressure

SMCS Code: 1901-038 Conditions Which Generate This Code: The crank terminate relay is set and the engine has been running for at least 10 seconds. The trip point for high pressure at the inlet for the jacket water has been exceeded and the delay time has expired. System Response: The fuel is shut off. The shutdown output is activated. The code is logged. Possible Performance Effect:
E226 Driven Equipment Not Ready

SMCS Code: 1901-038 Conditions Which Generate This Code: The engine is ready to start. However, the ECM has received a signal which indicates that the driven equipment is not ready for the engine to start. System Response: The shutdown output is activated. Engine cranking is prevented. The code is logged. Possible Performance Effect: The engine will not start.
The engine is shut down. Troubleshooting: Troubleshooting: Refer to Troubleshooting, Driven Equipment. Refer to Troubleshooting, Jacket Water Inlet Pressure (High). Results: Results:
OK STOP.
i01633972 i01633959
OK STOP.
E225 Engine Overcrank

SMCS Code: 1901-038 Conditions Which Generate This Code: The engine did not start within the programmed parameters for starting. System Response: The fuel is shut off. Engine cranking is prevented. The code is logged. Possible Performance Effect: The engine will not start. Troubleshooting: Refer to Troubleshooting, Engine Overcrank.
E229 Fuel Energy Content Setting Low

SMCS Code: 1901-038 Conditions Which Generate This Code: The crank terminate relay is set and the engine has been running for at least 30 seconds. The fuel correction factor is less than the trip point for 20 seconds. System Response: The alarm output is activated. The code is logged. Possible Performance Effect: The engine performance may be erratic. Troubleshooting: Refer to Troubleshooting, Fuel Energy Content.
Results:
Results:
OK STOP.
i01633976
OK STOP.
i01634004
E230 Fuel Energy Content Setting High

SMCS Code: 1901-038 Conditions Which Generate This Code: The crank terminate relay is set and the engine has been running for at least 30 seconds. The fuel correction factor is greater than the trip point for 20 seconds. System Response: The alarm output is activated. The code is logged. Possible Performance Effect:
E233 Low Engine Pre-Lube Pressure

SMCS Code: 1901-038 Conditions Which Generate This Code: The prelube oil pressure is less than the trip point and the delay time has expired. System Response: The shutdown output is activated. Starting of the engine is prevented. The signal driver for the prelube pump remains activated. The code is logged. Possible Performance Effect:
The engine performance may be erratic. The engine will not start. Troubleshooting: Troubleshooting: Refer to Troubleshooting, Fuel Energy Content. Results: Refer to Troubleshooting, Engine Pre-Lube Pressure (Low). Results:
i01633997
OK STOP.
OK STOP.
i01635771
E231 Fuel Quality Out of Range

SMCS Code: 1901-038 Conditions Which Generate This Code: The crank terminate relay is set and the engine has been running for at least 30 seconds. The LHV of the fuel is less than the trip point OR the LHV of the fuel is greater than the trip point for 20 seconds. System Response: The fuel is shut off. The shutdown output is activated. The code is logged. Possible Performance Effect: The engine power is reduced. The engine is shut off. Troubleshooting: Troubleshooting:
E242 Engine Overload

SMCS Code: 1901-038 Conditions Which Generate This Code: The calculation by the ECM for the engine load is greater than 110 percent of the rated load. System Response: The alarm output is activated. The code is logged. Possible Performance Effect:
Refer to Troubleshooting, Engine Overload. Refer to Troubleshooting, Fuel Energy Content. Results:
OK STOP.
i01634015
System Response: The following event codes are logged according to the trip points for the temperature:
E243 High Left Turbo Turbine Outlet Temperature

SMCS Code: 1052-038 Conditions Which Generate This Code: The temperature at the outlet for the left turbocharger turbine has exceeded the trip point and the delay time has expired. System Response: The following event codes are logged according to the trip points for the temperature:
E244 (1) High Right Turbo Turbine Outlet

Temperature (warning)
E244 (3) High Right Turbo Turbine Outlet

Temperature (shutdown) If a warning is generated, the alarm output is activated. If a shutdown is generated, the shutdown output is activated. Possible Performance Effect: If a warning is generated, the engine performance is not immediately affected. The engine will be shut down if the trip point for the shutdown is exceeded. Troubleshooting: Refer to Troubleshooting, Turbocharger Turbine Temperature (High). Results:
E243 (1) High Left Turbo Turbine Outlet

E243 (3) High Left Turbo Turbine Outlet

Temperature (shutdown) If a warning is generated, the alarm output is activated. If a shutdown is generated, the shutdown output is activated. Possible Performance Effect: If a warning is generated, the engine performance is not immediately affected. The engine will be shut down if the trip point for the shutdown is exceeded. Troubleshooting: Refer to Troubleshooting, Turbocharger Turbine Temperature (High). Results:
OK STOP.
i01634041
E245 High Right Turbo Turbine Inlet Temperature

SMCS Code: 1052-038 Conditions Which Generate This Code: The temperature at the inlet for the right turbocharger turbine has exceeded the trip point and the delay time has expired.
OK STOP.
i01634039
E244 High Right Turbo Turbine Outlet Temperature

SMCS Code: 1052-038 Conditions Which Generate This Code: The temperature at the outlet for the right turbocharger turbine has exceeded the trip point and the delay time has expired.
E245 (1) High Right Turbo Turbine Inlet

E245 (3) High Right Turbo Turbine Inlet

Temperature (shutdown) If a warning is generated, the alarm output is activated.
If a shutdown is generated, the shutdown output is activated. Possible Performance Effect: If a warning is generated, the engine performance is not immediately affected. The engine will be shut down if the trip point for the shutdown is exceeded. Troubleshooting:
Results:
OK STOP.
i01634059
E264 Emergency Stop Activated

Refer to Troubleshooting, Turbocharger Turbine Temperature (High). Results:
The input for the emergency stop is activated. System Response: The gas shutoff valve (GSOV) and the ignition are shut off. The shutdown output is activated. The code is logged.
OK STOP.
i01634043
E246 High Left Turbo Turbine Inlet Temperature

SMCS Code: 1052-038 Conditions Which Generate This Code: The temperature at the inlet for the left turbocharger turbine has exceeded the trip point and the delay time has expired. System Response: The following event codes are logged according to the trip points for the temperature:
Possible Performance Effect: The engine is shut off. Troubleshooting: Refer to Troubleshooting, Engine Shutdown. Results:
OK STOP.
i01634061
E266 Low Hydrax Oil Pressure

SMCS Code: 1901-038 Conditions Which Generate This Code: The crank terminate relay has been energized for at least 30 seconds. The pressure switch for the electrohydraulic actuator system opens for more than one second. This indicates no oil pressure to the system. System Response: The fuel is shut off. The shutdown output is activated. The code is logged. Possible Performance Effect: The engine is shut down. Troubleshooting: Refer to Troubleshooting, Electrohydraulic System Oil Pressure (Low).
E246 (1) High Left Turbo Turbine Inlet Temperature

(warning)
E246 (3) High Left Turbo Turbine Inlet Temperature

(shutdown) If a warning is generated, the alarm output is activated. If a shutdown is generated, the shutdown output is activated. Possible Performance Effect: If a warning is generated, the engine performance is not immediately affected. The engine will be shut down if the trip point for the shutdown is exceeded. Troubleshooting: Refer to Troubleshooting, Turbocharger Turbine Temperature (High).
Results:
Troubleshooting: Refer to Troubleshooting, Engine Shutdown.

i01634063
OK STOP.
Results:
E268 Unexpected Engine Shutdown

SMCS Code: 1901-038 Conditions Which Generate This Code: The crank terminate relay is set and the engine is running. The engine rpm is less than the programmed speed of the postlube cycle for 200 ms. System Response: The fuel is shut off. The shutdown output is activated. The code is logged. Possible Performance Effect: The engine is shut down. Troubleshooting: Refer to Troubleshooting, Engine Shutdown (Unexpected). Results:
OK STOP.
i01634097
E270 Driven Equipment Shutdown Requested

SMCS Code: 1901-038 Conditions Which Generate This Code: The crank terminate relay is set and the engine is running. The input requests a shutdown for 200 ms. System Response: The fuel is shut off. The shutdown output is activated. The code is logged. Possible Performance Effect: The engine is shut down. Troubleshooting: Refer to Troubleshooting, Driven Equipment. Results:
OK STOP.
i01634093
OK STOP.
i01634098
E269 Customer Shutdown Requested

E337 High Engine Oil to Engine Coolant Diff Temp

The engine is either cranking or running. The input for the stop is set for 200 ms. System Response: The fuel is shut off. The shutdown output is activated. The code is logged. Possible Performance Effect: The engine is shut off.
Note: The cylinder liner and the piston assembly can be damaged by this condition. The engine oil temperature is too high or the engine coolant temperature is too low. The differential between the engine oil temperature and the engine coolant temperature has exceeded the trip point and the delay time has expired. System Response: The following event codes are logged according to the trip points for the temperature:
E337(1) High Engine Oil to Engine Coolant Diff

Temp (warning)
i01637623
E402 Cylinder #2 Detonation

SMCS Code: 1901-038 Conditions Which Generate This Code: The level of detonation has exceeded the trip point. There is no active diagnostic code for the cylinders detonation sensor. System Response: The alarm output is activated. The code is logged. Possible Performance Effect: The engine performance may be affected by an adjustment of the timing in order to reduce detonation. Troubleshooting: Refer to Troubleshooting, Detonation. Results:
E337 (3) High Engine Oil to Engine Coolant Diff

Temp (shutdown) If a warning is generated, the alarm output is activated. If a shutdown is generated, the shutdown output is activated. Possible Performance Effect: If a warning is generated, the engine performance is not immediately affected. The engine will be shut down if the trip point for the shutdown is exceeded. Troubleshooting: Refer to Troubleshooting, Jacket Water to Engine Oil Differential Temperature (Low). Results:
OK STOP.
i01637607
OK STOP.
i01637627


OK STOP.
OK STOP.
i01637634
i01637646


OK STOP.
i01637642
OK STOP.
i01637648


OK STOP.
OK STOP.
i01637651
i01637657


OK STOP.
i01637653
OK STOP.
i01637663


OK STOP.
OK STOP.
i01637665
i01637699


OK STOP.
i01637696
OK STOP.
i01637702


OK STOP.
OK STOP.
i01637706
i01634746

E422 Cylinder #2 Detonation Shutdown

SMCS Code: 1901-038 Conditions Which Generate This Code: The level of detonation has exceeded the trip point. Maximum retardation of the timing was unable to control the detonation adequately during the number of ignition sparks that are allowed. There is no active diagnostic code for the cylinders detonation sensor. System Response: The fuel is shut off. The shutdown output is activated. The code is logged. Possible Performance Effect: The engine is shut down. Troubleshooting: Refer to Troubleshooting, Detonation. Results:
OK STOP.
i01634664

OK STOP.
i01634838

SMCS Code: 1901-038 Conditions Which Generate This Code: The level of detonation has exceeded the trip point. Maximum retardation of the timing was unable to control the detonation adequately during the number of ignition sparks that are allowed. There is no active diagnostic code for the cylinders detonation sensor. System Response: The fuel is shut off. The shutdown output is activated. The code is logged. Possible Performance Effect: The engine is shut down. Troubleshooting: Refer to Troubleshooting, Detonation.
OK STOP.
Results:
Possible Performance Effect: The engine is shut down.

i01635415
OK STOP.
Troubleshooting: Refer to Troubleshooting, Detonation. Results:

OK STOP.
i01635417
The level of detonation has exceeded the trip point. Maximum retardation of the timing was unable to control the detonation adequately during the number of ignition sparks that are allowed. There is no active diagnostic code for the cylinders detonation sensor. System Response: The fuel is shut off. The shutdown output is activated. The code is logged. Possible Performance Effect: The engine is shut down.

SMCS Code: 1901-038 Conditions Which Generate This Code: The level of detonation has exceeded the trip point. Maximum retardation of the timing was unable to control the detonation adequately during the number of ignition sparks that are allowed. There is no active diagnostic code for the cylinders detonation sensor. System Response:
Troubleshooting: Refer to Troubleshooting, Detonation. Results: The fuel is shut off. The shutdown output is activated. The code is logged. Possible Performance Effect: The engine is shut down.
i01635416
OK STOP.

SMCS Code: 1901-038 Conditions Which Generate This Code: The level of detonation has exceeded the trip point. Maximum retardation of the timing was unable to control the detonation adequately during the number of ignition sparks that are allowed. There is no active diagnostic code for the cylinders detonation sensor. System Response: The fuel is shut off. The shutdown output is activated. The code is logged.
OK STOP.
i01635420
Results:

OK STOP.
i01635423

i01635421
OK STOP.
Results:

OK STOP.
i01635424

SMCS Code: 1901-038 Conditions Which Generate This Code: The level of detonation has exceeded the trip point. Maximum retardation of the timing was unable to control the detonation adequately during the number of ignition sparks that are allowed. There is no active diagnostic code for the cylinders detonation sensor. System Response: The fuel is shut off. The shutdown output is activated. The code is logged. Possible Performance Effect: The engine is shut down.
System Response: The fuel is shut off. The shutdown output is activated. The code is logged. Possible Performance Effect:
OK STOP.
i01635428
The engine is shut down. Troubleshooting: Refer to Troubleshooting, Detonation. Results:

OK STOP.
i01635431

SMCS Code: 1901-038 Conditions Which Generate This Code: The level of detonation has exceeded the trip point. Maximum retardation of the timing was unable to control the detonation adequately during the number of ignition sparks that are allowed. There is no active diagnostic code for the cylinders detonation sensor. System Response: The fuel is shut off. The shutdown output is activated. The code is logged. Possible Performance Effect:
OK STOP.
The engine is shut down.
i01635429

SMCS Code: 1901-038 Conditions Which Generate This Code: The level of detonation has exceeded the trip point. Maximum retardation of the timing was unable to control the detonation adequately during the number of ignition sparks that are allowed. There is no active diagnostic code for the cylinders detonation sensor.
OK STOP.
i01635433

SMCS Code: 1901-038 S/N: BKE1-Up Conditions Which Generate This Code: The level of detonation has exceeded the trip point. Maximum retardation of the timing was unable to control the detonation adequately during the number of ignition sparks that are allowed. There is no active diagnostic code for the cylinders detonation sensor. System Response: The fuel is shut off. The shutdown output is activated. The code is logged. Possible Performance Effect: The engine is shut down. Troubleshooting: Refer to Troubleshooting, Detonation.
OK STOP.
i01635436

Results: The engine is shut down.
OK STOP.
i01635435

OK STOP.
i01635438
E601 Cylinder #1 Continuous Misfire

SMCS Code: 1901-038 Conditions Which Generate This Code: The engine is operating in the combustion feedback mode. There is an active event for the low temperature deviation of the cylinders exhaust port. The ICSM has not received a signal from the cylinders combustion sensor for 40 minutes. System Response:
The engine is shut down. The alarm output is activated. The code is logged.
Possible Performance Effect: The engine runs rough. Troubleshooting: Refer to Troubleshooting, Engine Misfires, Runs Rough or Is Unstable. Results:
System Response: The alarm output is activated. The code is logged. Possible Performance Effect: The engine runs rough. Troubleshooting:
OK STOP.
i01635445
Refer to Troubleshooting, Engine Misfires, Runs Rough or Is Unstable. Results:

SMCS Code: 1901-038 Conditions Which Generate This Code: The engine is operating in the combustion feedback mode. There is an active event for the low temperature deviation of the cylinders exhaust port. The ICSM has not received a signal from the cylinders combustion sensor for 40 minutes. System Response: The alarm output is activated. The code is logged. Possible Performance Effect: The engine runs rough. Troubleshooting: Refer to Troubleshooting, Engine Misfires, Runs Rough or Is Unstable. Results:
OK STOP.
i01635455

SMCS Code: 1901-038 Conditions Which Generate This Code: The engine is operating in the combustion feedback mode. There is an active event for the low temperature deviation of the cylinders exhaust port. The ICSM has not received a signal from the cylinders combustion sensor for 40 minutes. System Response: The alarm output is activated. The code is logged. Possible Performance Effect: The engine runs rough. Troubleshooting:
OK STOP.
i01635450

SMCS Code: 1901-038 Conditions Which Generate This Code: The engine is operating in the combustion feedback mode. There is an active event for the low temperature deviation of the cylinders exhaust port. The ICSM has not received a signal from the cylinders combustion sensor for 40 minutes.
OK STOP.
i01635458
Results:

OK STOP.
i01635462

SMCS Code: 1901-038 Conditions Which Generate This Code: The engine is operating in the combustion feedback mode. There is an active event for the low temperature deviation of the cylinders exhaust port. The ICSM has not received a signal from the cylinders combustion sensor for 40 minutes. System Response: The alarm output is activated. The code is logged. Possible Performance Effect: The engine runs rough. Troubleshooting: Refer to Troubleshooting, Engine Misfires, Runs Rough or Is Unstable.
i01635459
OK STOP.
Results:

OK STOP.
i01635464

SMCS Code: 1901-038 Conditions Which Generate This Code: The engine is operating in the combustion feedback mode. There is an active event for the low temperature deviation of the cylinders exhaust port. The ICSM has not received a signal from the cylinders combustion sensor for 40 minutes. System Response: The alarm output is activated. The code is logged. Possible Performance Effect: The engine runs rough.
Troubleshooting: Refer to Troubleshooting, Engine Misfires, Runs Rough or Is Unstable. Results:
Possible Performance Effect: The engine runs rough. Troubleshooting:
OK STOP.
i01635465

OK STOP.
i01635471

OK STOP.
i01635469

SMCS Code: 1901-038 Conditions Which Generate This Code: The engine is operating in the combustion feedback mode. There is an active event for the low temperature deviation of the cylinders exhaust port. The ICSM has not received a signal from the cylinders combustion sensor for 40 minutes. System Response: The alarm output is activated. The code is logged.
OK STOP.
i01635473

SMCS Code: 1901-038 Conditions Which Generate This Code: The engine is operating in the combustion feedback mode. There is an active event for the low temperature deviation of the cylinders exhaust port. The ICSM has not received a signal from the cylinders combustion sensor for 40 minutes.
System Response: The alarm output is activated. The code is logged. Possible Performance Effect: The engine runs rough. Troubleshooting: Refer to Troubleshooting, Engine Misfires, Runs Rough or Is Unstable. Results:
i01635477

SMCS Code: 1901-038 Conditions Which Generate This Code: The engine is operating in the combustion feedback mode. There is an active event for the low temperature deviation of the cylinders exhaust port. The ICSM has not received a signal from the cylinders combustion sensor for 40 minutes. System Response:
OK STOP.
i01635476
The alarm output is activated. The code is logged. Possible Performance Effect: The engine runs rough. Troubleshooting: Refer to Troubleshooting, Engine Misfires, Runs Rough or Is Unstable. Results:

OK STOP.
i01635481

OK STOP.
Results:
If a warning is generated, the alarm output is activated. If a shutdown is generated, the shutdown output is activated and the fuel is shut off. Possible Performance Effect: If a warning is generated, the engine performance is not immediately affected. The engine will be shut down if the trip point for the shutdown is exceeded. Troubleshooting: Refer to Troubleshooting, Exhaust Port Temperature (High). Results:
OK STOP.
i01635483

OK STOP.
i01635500
E802 Cylinder #2 High Exhaust Port Temp

SMCS Code: 1901-038 Conditions Which Generate This Code: The cylinder exhaust temperature has exceeded the trip point and the delay time has expired. System Response:
i01635494
OK STOP.
The following event codes are logged according to the trip points for the temperature:

SMCS Code: 1901-038 Conditions Which Generate This Code: The cylinder exhaust temperature has exceeded the trip point and the delay time has expired. System Response: The following event codes are logged according to the trip points for the temperature:
E802 (1) Cylinder #2 High Exhaust Port Temp

(warning)

(shutdown) If a warning is generated, the alarm output is activated. If a shutdown is generated, the shutdown output is activated and the fuel is shut off. Possible Performance Effect: If a warning is generated, the engine performance is not immediately affected. The engine will be shut down if the trip point for the shutdown is exceeded.

(warning)

(shutdown)
Troubleshooting: Refer to Troubleshooting, Exhaust Port Temperature (High). Results:
i01635505

OK STOP.
i01635503

The cylinder exhaust temperature has exceeded the trip point and the delay time has expired. System Response: The following event codes are logged according to the trip points for the temperature:

(warning)

(shutdown) If a warning is generated, the alarm output is activated. If a shutdown is generated, the shutdown output is activated and the fuel is shut off. Possible Performance Effect: If a warning is generated, the engine performance is not immediately affected. The engine will be shut down if the trip point for the shutdown is exceeded. Troubleshooting: Refer to Troubleshooting, Exhaust Port Temperature (High). Results:

(warning)

OK STOP.
i01635508

OK STOP.

(warning)
Possible Performance Effect: If a warning is generated, the engine performance is not immediately affected. The engine will be shut down if the trip point for the shutdown is exceeded. Troubleshooting:

(shutdown) If a warning is generated, the alarm output is activated. If a shutdown is generated, the shutdown output is activated and the fuel is shut off. Possible Performance Effect:
Refer to Troubleshooting, Exhaust Port Temperature (High). Results:
If a warning is generated, the engine performance is not immediately affected. The engine will be shut down if the trip point for the shutdown is exceeded. Troubleshooting: Refer to Troubleshooting, Exhaust Port Temperature (High). Results:
OK STOP.
i01635512

SMCS Code: 1901-038 Conditions Which Generate This Code: The cylinder exhaust temperature has exceeded the trip point and the delay time has expired.
i01635511
OK STOP.


(warning)

(shutdown) If a warning is generated, the alarm output is activated. If a shutdown is generated, the shutdown output is activated and the fuel is shut off. Possible Performance Effect: If a warning is generated, the engine performance is not immediately affected. The engine will be shut down if the trip point for the shutdown is exceeded. Troubleshooting:

(warning)

(shutdown) If a warning is generated, the alarm output is activated. If a shutdown is generated, the shutdown output is activated and the fuel is shut off.
Refer to Troubleshooting, Exhaust Port Temperature (High).
Results:
i01635513
OK STOP.


(warning)


(warning)

OK STOP.
i01635549

OK STOP.
i01635546

SMCS Code: 1901-038 Conditions Which Generate This Code: The cylinder exhaust temperature has exceeded the trip point and the delay time has expired.

(warning)

(shutdown) If a warning is generated, the alarm output is activated. If a shutdown is generated, the shutdown output is activated and the fuel is shut off.
Possible Performance Effect: If a warning is generated, the engine performance is not immediately affected. The engine will be shut down if the trip point for the shutdown is exceeded. Troubleshooting: Refer to Troubleshooting, Exhaust Port Temperature (High). Results:
Results:
OK STOP.
i01635568

OK STOP.
i01635556
The cylinder exhaust temperature has exceeded the trip point and the delay time has expired. System Response:

The following event codes are logged according to the trip points for the temperature:

(warning)


(warning)

(shutdown) If a warning is generated, the alarm output is activated. If a shutdown is generated, the shutdown output is activated and the fuel is shut off. Possible Performance Effect: If a warning is generated, the engine performance is not immediately affected. The engine will be shut down if the trip point for the shutdown is exceeded. Troubleshooting: Refer to Troubleshooting, Exhaust Port Temperature (High).
OK STOP.
i01635570

(warning)



(warning)

OK STOP.
i01635578

OK STOP.
i01635577

(warning)


(shutdown) If a warning is generated, the alarm output is activated. If a shutdown is generated, the shutdown output is activated and the fuel is shut off. Possible Performance Effect: If a warning is generated, the engine performance is not immediately affected.
The engine will be shut down if the trip point for the shutdown is exceeded. Troubleshooting: Refer to Troubleshooting, Exhaust Port Temperature (High). Results:
i01635587
E821 Cyl #1 Exhaust Port Temp Deviating High

SMCS Code: 1901-038 Conditions Which Generate This Code: The cylinder exhaust temperature is higher than the average temperature for all of the cylinders. The amount of deviation has exceeded the trip point and the delay time has expired. System Response: The following event codes are logged according to the trip points for the temperature:
OK STOP.
i01635584

E821 (1) Cyl #1 Exhaust Port Temp Deviating

High (warning)

High (shutdown) If a warning is generated, the alarm output is activated. If a shutdown is generated, the shutdown output is activated and the fuel is shut off. Possible Performance Effect: If a warning is generated, the engine performance is not immediately affected. The engine will be shut down if the trip point for the shutdown is exceeded. Troubleshooting: Refer to Troubleshooting, Exhaust Port Temperature (High). Results:

(warning)

OK STOP.
OK STOP.
i01635593


High (warning)


High (warning)

OK STOP.
i01635604

SMCS Code: 1901-038 Conditions Which Generate This Code: The cylinder exhaust temperature is higher than the average temperature for all of the cylinders. The amount of deviation has exceeded the trip point and the delay time has expired.
OK STOP.
i01635600


High (warning)

High (shutdown) If a warning is generated, the alarm output is activated.
If a shutdown is generated, the shutdown output is activated and the fuel is shut off. Possible Performance Effect: If a warning is generated, the engine performance is not immediately affected. The engine will be shut down if the trip point for the shutdown is exceeded. Troubleshooting: Refer to Troubleshooting, Exhaust Port Temperature (High). Results:
OK STOP.
i01635612

OK STOP.
i01635605

The cylinder exhaust temperature is higher than the average temperature for all of the cylinders. The amount of deviation has exceeded the trip point and the delay time has expired. System Response: The following event codes are logged according to the trip points for the temperature:

High (warning)


High (warning)

High (shutdown) If a warning is generated, the alarm output is activated. If a shutdown is generated, the shutdown output is activated and the fuel is shut off. Possible Performance Effect: If a warning is generated, the engine performance is not immediately affected. The engine will be shut down if the trip point for the shutdown is exceeded.
OK STOP.
i01635614


High (warning)


High (warning)

OK STOP.
i01635618

OK STOP.
i01635616


High (warning)

OK STOP.
i01635641

OK STOP.
i01635634


High (warning)


High (warning)

OK STOP.
i01635645


High (warning)


High (warning)

OK STOP.
i01635656

OK STOP.
i01635653


High (warning)

OK STOP.
i01635661

OK STOP.
i01635658


High (warning)


High (warning)

OK STOP.
i01635664
E841 Cyl #1 Exhaust Port Temp Deviating Low

SMCS Code: 1901-038 Conditions Which Generate This Code: The cylinder exhaust temperature is less than the average temperature for all of the cylinders. The amount of deviation has exceeded the trip point and the delay time has expired. System Response: The following event codes are logged according to the trip points for the temperature:
E842 (1) Cyl #2 Exhaust Port Temp Deviating Low

(warning)

(shutdown) If a warning is generated, the alarm output is activated. If a shutdown is generated, the shutdown output is activated and the fuel is shut off. Possible Performance Effect: If a warning is generated, the engine performance is not immediately affected. The engine will be shut down if the trip point for the shutdown is exceeded. Troubleshooting: Refer to Troubleshooting, Exhaust Port Temperature (Low). Results:

(warning)

OK STOP.
i01635668

SMCS Code: 1901-038 Conditions Which Generate This Code: The cylinder exhaust temperature is less than the average temperature for all of the cylinders. The amount of deviation has exceeded the trip point and the delay time has expired.
OK STOP.
i01635667


(warning)

(shutdown) If a warning is generated, the alarm output is activated.
If a shutdown is generated, the shutdown output is activated and the fuel is shut off. Possible Performance Effect: If a warning is generated, the engine performance is not immediately affected. The engine will be shut down if the trip point for the shutdown is exceeded. Troubleshooting: Refer to Troubleshooting, Exhaust Port Temperature (Low). Results:
Troubleshooting: Refer to Troubleshooting, Exhaust Port Temperature (Low). Results:
OK STOP.
i01635672

OK STOP.
i01635670

The cylinder exhaust temperature is less than the average temperature for all of the cylinders. The amount of deviation has exceeded the trip point and the delay time has expired. System Response: The following event codes are logged according to the trip points for the temperature:

(warning)


(warning)

OK STOP.
i01635673


(warning)


(warning)

OK STOP.
i01635680

OK STOP.
i01635677


(warning)

(shutdown) If a warning is generated, the alarm output is activated.
OK STOP.
i01635684

OK STOP.
i01635683


Low (warning)

Low (shutdown) If a warning is generated, the alarm output is activated. If a shutdown is generated, the shutdown output is activated and the fuel is shut off. Possible Performance Effect: If a warning is generated, the engine performance is not immediately affected. The engine will be shut down if the trip point for the shutdown is exceeded. Troubleshooting: Refer to Troubleshooting, Exhaust Port Temperature (Low). Results:

(warning)

OK STOP.
i01635685


Low (warning)


Low (warning)

OK STOP.
i01635691

OK STOP.
i01635688


Low (warning)

Low (shutdown) If a warning is generated, the alarm output is activated.
OK STOP.
i01635694

OK STOP.
i01635692


Low (warning)


Low (warning)

Low (shutdown) If a warning is generated, the alarm output is activated. If a shutdown is generated, the shutdown output is activated and the fuel is shut off. Possible Performance Effect: If a warning is generated, the engine performance is not immediately affected. The engine will be shut down if the trip point for the shutdown is exceeded.
OK STOP.
i01635695


Low (warning)

OK STOP.
Diagnostic Functional Tests

i01626705
+5V Sensor Voltage Supply

SMCS Code: 1901-038 System Operation Description: The ECM supplies 5.0 0.5 VDC to the sensors for these parameters:
Inlet air temperature Engine oil temperature Unfiltered engine oil pressure Filtered engine oil pressure Fuel temperature Crankcase pressure
The ECM also provides 5 VDC to the DESIRED SPEED potentiometer on the control panel (if equipped). A +5 Volt Sensor DC Power Supply short to ground diagnostic code will be activated if both of these conditions occur:
The desired speed signal wire is shorted to

ground.
The DESIRED SPEED potentiometer is near

the maximum desired speed or at the maximum desired speed. A +5 V sensor supply diagnostic code is probably caused by a short circuit or an open circuit in a harness. The next likely cause is a sensor problem. The least likely cause is a problem with the ECM. Logged diagnostic codes provide an historical record. Before you begin this procedure, use ET to print the logged codes to a file. This troubleshooting procedure may generate additional diagnostic codes. Keep your mind on correcting the cause of the original diagnostic code. Clear the diagnostic codes after the problem is resolved.
Illustration 18 Schematic for the analog sensors
g00845850
Test Step 1. Inspect the Electrical Connectors and Wiring

A. Turn the engine control switch to the OFF/RESET position. Switch the 16 amp circuit breaker for the ECM to the OFF position. Note: For the following steps, refer to Troubleshooting, Inspecting Electrical Connectors.
Illustration 20 (6) Terminal strip in the control panel
g00861762
Illustration 19
g00842721
(1) ECM Connectors J1/P1 (2) 16 amp circuit breaker (3) Connectors J6/P6 for the harness from the sensors on the left side of the engine (4) Connectors J5/P5 for the harness from the sensors on the right side of the engine (5) Connectors J4/P4 for the harness from the control panel (if equipped)
Illustration 21
g00843053
The inlet air temperature sensor is installed in the inlet air manifold between the two center cylinder heads on the right side of the engine. (7) Inlet air temperature sensor
Illustration 22 Front view (8) Unfiltered engine oil pressure sensor (9) Engine oil temperature sensor (10) Filtered engine oil pressure sensor
g00842958
Illustration 23 Rear view (11) Fuel temperature sensor
g00843065
Illustration 24 Right side view near the front of the engine (12) Crankcase pressure sensor
g00842996
B. Thoroughly inspect each of the following connectors:
ECM J1/P1 connectors J4/P4, J5/P5, and J6/P6 connectors on the

terminal box
Each connection for the sensors The terminal strip inside the control panel (if
equipped)
a. Check the torque of the Allen head screw for the ECM connector and the P5 connector and the P6 connector. The proper torque is 6 1 Nm (55 9 lb in).
Illustration 27 Harness side of the terminal box P6 connector (P6-68) Return for the fuel temperature sensor (P6-69) 5 VDC for the fuel temperature sensor Illustration 25 Harness side of the ECM P1 connector (P1-2) +5 V supply (P1-3) Return
g00843183
g00843268
b. Perform a 45 N (10 lb) pull test on each of the wires that are associated with the circuit for the sensors. c. Check the harnesses and wiring for abrasion and pinch points from the sensors to the ECM. Expected Result: All of the connectors, pins, and sockets are connected properly. The connectors and the wiring are free of corrosion, abrasion, and pinch points. Results:
OK All of the connectors, pins, and sockets

Illustration 26 Harness side of the terminal box P5 connector (P5-15) Return for the engine oil temperature sensor (P5-17) +5 VDC for the engine oil temperature sensor (P5-25) Return for the unfiltered oil pressure sensor (P5-27) 5 VDC for the unfiltered oil pressure sensor (P5-33) Return for the filtered oil pressure sensor (P5-49) Return for the crankcase pressure sensor (P5-51) 5 VDC for the crankcase pressure sensor (P5-53) 5 VDC for the filtered oil pressure sensor (P5-59) Return for the inlet air temperature sensor (P5-61) 5 VDC for the inlet air temperature sensor
g00843245
are connected properly. The connectors and the wiring are free of corrosion, abrasion, and pinch points. The components are in good condition with proper connections. Proceed to Test Step 2.
Not OK At least one of the connectors, pins,

or sockets are not connected properly. At least one of the connectors or the wiring has corrosion, abrasion, and/or pinch points. Repair: Perform the necessary repairs and/or replace parts, if necessary. STOP.
Test Step 2. Check for Diagnostic Codes

A. Connect ET to the service tool connector on the terminal box.
Repair: There may be a problem with the wiring and/or a connector. Refer to Troubleshooting, Inspecting Electrical Connectors. Verify that the wiring and/or connectors are OK. Check for diagnostic codes again. Proceed to Test Step 3, if necessary.
Test Step 3. Check the Analog Speed Circuit
Illustration 28 Control panel (if equipped) (1) DESIRED SPEED potentiometer
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B. Rotate the DESIRED SPEED potentiometer (if equipped) counterclockwise to the minimum speed position. C. Switch the 16 amp circuit breaker for the ECM ON. Turn the engine control switch to the STOP position. D. Observe the Active Diagnostic screen on ET. Wait at least thirty seconds so that any codes may become activated. Look for these codes:
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262-03 5 Volt Sensor DC Power Supply short

to +batt
A. Rotate the DESIRED SPEED potentiometer (if equipped) clockwise to the maximum speed position. Expected Result:
262-04 5 Volt Sensor DC Power Supply short

to ground The 262-03 code or the 262-04 code is not active. Results: E. Observe the Logged Diagnostic screen on the ET. Look for the same codes. Expected Result: The 262-03 code or the 262-04 code is not active or logged. Results:
No codes Rotating the DESIRED SPEED

potentiometer clockwise to the maximum speed position did not cause an active code. The +5 V sensor voltage supply is operating correctly at this time. Resume normal operation. STOP.
Active code Rotating the DESIRED SPEED

potentiometer clockwise to the maximum speed position caused an active code. There is a problem with the analog speed circuit. Proceed to Test Step 4.
No codes There are no active codes or logged

codes. Proceed to Test Step 3.
Active code The 262-03 code or the 262-04

code is active. Proceed to Test Step 6.
Logged code The 262-03 code or the 262-04

code is not active. However, there is at least one logged code for the +5 volt sensor supply.
Test Step 4. Disconnect the J4 Connector and Check the Control Panel Wiring
A. Switch the 16 amp circuit breaker for the ECM OFF. Turn the engine control switch to the OFF/RESET position.
Expected Result: The resistance is greater than 20,000 ohms. Results:
OK The resistance is greater than 20,000 ohms.

The wiring to the control panel and inside the control panel appears to be OK. Proceed to Test Step 5.
Not OK The resistance is less than 20,000

ohms. There is a problem with the wiring to the control panel or inside the control panel. Repair: Perform the following procedure: 1. Carefully inspect the following items:
Connector J4 The harness from connector J4 to the control

panel
The inside of the control panel The terminal strip inside the control panel
Illustration 30 J4 connector on the terminal box
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B. Disconnect the J4 connector from the terminal box.
2. Verify that all connections and terminals are in good condition and free of moisture. Verify that the harness from the J4 connector to the control panel is in good condition. 3. Perform any necessary repairs or replace parts, if necessary. 4. Reconnect all of the connectors and perform this procedure again. Verify that the original problem is resolved. STOP.
Illustration 31 Harness connector J4
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(J4-X) Signal wire for the DESIRED SPEED potentiometer (J4-x) Ground
C. Measure the resistance from terminal X to x on harness connector J4.
Test Step 5. Check the Wiring Inside the Terminal Box
Repair: Reconnect all of the connectors. Resume normal operation. STOP.

ohms. There is a problem with a connector and/or the wiring inside the terminal box. Repair: Repair the connector and/or wiring, when possible. Replace the wiring, if necessary. STOP.
Test Step 6. Isolate the Wiring Harnesses from the ECM

A. Turn the engine control switch to the OFF/RESET position. Switch the 16 amp circuit breaker for the ECM OFF.
Illustration 32 (1) ECM connector P1
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A. Disconnect ECM connector P1.
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B. Use a 151-6320 Wire Removal Tool to remove terminal 2 and terminal 18 from the P1 connector.
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Illustration 33 ECM side of the P1 connector
C. Switch the 16 amp circuit breaker for the ECM ON. Turn the engine control switch to the STOP position. D. Use ET to look for active diagnostic codes. Expected Result: No active codes Results:
(P1-16) Signal wire for the DESIRED SPEED potentiometer (P1-69) Ground
B. Measure the resistance between terminals 16 and 69 of connector P1. Expected Result: The resistance is greater than 20,000 ohms. Results:
No codes The 262-03 code or the 262-04 code

is not active. Disconnecting all of the +5 V wiring from the ECM eliminated the active 5 Volt Sensor Supply diagnostic code. There is a problem with a connector and/or the wiring in a harness. Proceed to Test Step 7.

The wiring inside the terminal box appears to be OK. The problem appears to be resolved. The initial diagnostic code was probably caused by a poor electrical connection.
code is active. Disconnecting all of the +5 V wiring from the ECM did not eliminate the +5 V diagnostic code. There may be a problem with the ECM. Repair: It is unlikely that the ECM has failed. Exit this procedure and perform this procedure again. If the problem is not resolved, perform the following steps: Temporarily install a new ECM. Refer to Troubleshooting, Replacing the ECM.
If the problem is resolved with the new ECM, install the original ECM and verify that the problem returns. If the new ECM operates correctly and the original ECM does not operate correctly, replace the original ECM. Refer to Troubleshooting, Replacing the ECM. STOP.
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Test Step 7. Connect the +5 V Wiring for the Analog Speed Circuit to the ECM
C. Rotate the DESIRED SPEED potentiometer (if equipped) clockwise to the maximum speed position. D. Switch the 16 amp circuit breaker for the ECM ON. Turn the engine control switch to the STOP position. E. Use ET to look for diagnostic codes. Expected Result: No active codes Results:
No codes The 262-03 code or the 262-04

Illustration 35 ECM connector P1
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code is not active. Connecting the wiring for the analog speed circuit to the ECM did not cause a diagnostic code. The wiring for the analog speed circuit appears to be OK. Proceed to Test Step 8.
B. Insert terminal 18 into the P1 connector. Pull on the wire in order to verify that the terminal is fully inserted into the connector.

code is active. Connecting the wiring for the analog speed circuit to the ECM caused a diagnostic code. Proceed to Test Step 4.
Test Step 8. Connect the +5 V Wiring for the Sensors to the ECM
Inlet air temperature Engine oil temperature Unfiltered engine oil pressure Filtered engine oil pressure Fuel temperature Crankcase pressure
Note: An Open Circuit code will be generated for each sensor that is disconnected. This is normal. Clear the codes after you complete this procedure. Expected Result: The original 5 Volt Sensor diagnostic code is deactivated when a particular sensor is disconnected. Results:
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B. Insert terminal 2 into the P1 connector. Pull on the wire in order to verify that the terminal is fully inserted into the connector. C. Switch the 16 amp circuit breaker for the ECM ON. Turn the engine control switch to the STOP position. D. Use ET to look for diagnostic codes. Expected Result:
Yes The original 5 Volt Sensor diagnostic
code is deactivated when a particular sensor is disconnected. The sensor and/or the wiring for the sensor has a short circuit. Repair: Perform the following procedure:
No active codes Results: 1. Reconnect the suspect sensor. Verify that the diagnostic code recurs. 2. Disconnect the suspect sensor. Verify that the diagnostic code is deactivated. If these conditions are true, replace the sensor. 3. Clear all of the diagnostic codes. Verify that the problem is eliminated. STOP. STOP.
No codes The 262-03 code or the 262-04

code is not active. Connecting the 5 VDC for the sensors did not cause a diagnostic code. The problem appears to be resolved. Repair: The initial diagnostic code was probably caused by a poor electrical connection. Resume normal operation.

code is active. Connecting the 5 VDC for the sensors caused a diagnostic code. Proceed to Test Step 9.
No The original 5 Volt Sensor diagnostic code

is still active after all of the +5 V sensors are disconnected. Do not reconnect the sensors. Proceed to Test Step 10.
Test Step 9. Disconnect the +5 V Sensors and Look for Active Diagnostic Codes
A. Observe the Active Diagnostic screen on ET. Verify that the 262-03 code or the 262-04 code is active. B. Disconnect the sensors for the following parameters one at a time. After you disconnect each sensor, wait for at least thirty seconds and then observe the Active Diagnostic screen on ET.
Test Step 10. Check the Engine Harnesses

A. Turn the engine control switch to the OFF position. Switch the 16 amp circuit breaker for the ECM OFF. B. Disconnect the P1 connector. Verify that all of the sensors for the following parameters are disconnected from the engine harness:
Inlet air temperature Engine oil temperature
Unfiltered engine oil pressure Filtered engine oil pressure Fuel temperature Crankcase pressure
Results:
OK Each check of the resistance is greater

than 20,000 ohms. The +5 V wires in the engine harnesses do not have a problem. The problem appears to be resolved. The initial diagnostic code was probably caused by a poor electrical connection. Repair: Reconnect all of the connectors. Resume normal operation. STOP.
Not OK At least one check of the resistance is

less than 20,000 ohms. There is a problem with a connector and/or at least one of the +5 V wires in a harness. Proceed to Test Step 11.
Test Step 11. Check the Left Side Harness

Illustration 38 ECM side of the P1 ECM connector
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A. Disconnect the P6 connector. Verify that all of the sensors are disconnected.
C. Measure the resistance between terminal (2) of the P1 connector and the points that are listed in Table 8. During each measurement, wiggle the harnesses in order to check for an intermittent problem with the harness. Be sure to wiggle the harnesses near each of the connectors for the disconnected sensors. Also, wiggle the harness at the terminal boxs connectors.
Table 8
Measure the Resistance for the Engine Harness. Connector and Terminal P1-2 +5 V supply Connector and Terminal
Illustration 39
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P1-14 (inlet air temperature) P1-17 (engine oil temperature) P1-26 (unfiltered engine oil pressure) P1-24 (filtered engine oil pressure) P1-15 (fuel temperature) P1-25 (crankcase pressure) P1-3 (analog return) Ground strap for the engine P1-69 (battery terminal) P1-57 (unswitched +battery terminal) P1-70 (switched +battery terminal)
B. Measure the resistance between terminal (69) of the P6 connector and the points that are listed in Table 9. During each measurement, wiggle the harnesses in order to check for an intermittent problem with the harness. Be sure to wiggle the harnesses near each of the connectors.
Expected Result: Each check of the resistance is greater than 20,000 ohms.
Table 9
Measure the Resistance for the Left Engine Harness. Connector and Terminal P6-69 +5 V supply Connector and Terminal P6-55 (shield) P6-56 (fuel temperature) P6-68 (analog return) Ground strap for the engine P1-57 (unswitched +battery terminal) P1-69 (battery terminal) P1-70 (switched +battery terminal)
B. Measure the resistance between terminal 2 of the P1 connector and the points that are listed in Table 10. During each measurement, wiggle the wires in the terminal box in order to check for an intermittent problem. Be sure to wiggle the harnesses near each of the connectors.
Table 10
Measure the Resistance for the Terminal Boxs Harness. Connector and Terminal P1-2 +5 V supply Connector and Terminal P1-14 (inlet air temperature) P1-17 (engine oil temperature) P1-26 (unfiltered engine oil pressure) P1-24 (filtered engine oil pressure) P1-15 (fuel temperature) P1-25 (crankcase pressure) P1-3 (analog return) Ground strap for the engine P1-69 (unswitched +battery terminal) P1-57 (battery terminal) P1-70 (switched +battery terminal)
Expected Result: Each check of the resistance is greater than 20,000 ohms. Results:
than 20,000 ohms. The +5 V wires in the left side harness do not have a problem. Proceed to Test Step 12. less than 20,000 ohms. There is a problem with a connector and/or at least one of the +5 V wires in the left side harness. Repair: Repair the left side harness, when possible. Replace the harness, if necessary. STOP.

Expected Result:
Each check of the resistance is greater than 20,000 ohms. Results:

than 20,000 ohms. The +5 V wires in the terminal box do not have a short circuit. Proceed to Test Step 13.
Test Step 12. Check the Terminal Boxs Harness

A. Disconnect the P5 connector. Verify that P6 and P1 are also disconnected. This will isolate the terminal boxs harness.
less than 20,000 ohms. There is a problem with a connector and/or at least one of the +5 V wires in the terminal box. Repair: Repair the terminal boxs harness, when possible. Replace the harness, if necessary. STOP.
Test Step 13. Check the Right Side Harness

A. Reconnect connector P5. Verify that connectors P1 and P6 are disconnected.
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Repair: Reconnect all of the connectors and resume normal operation. STOP.
Not OK At least one check of the resistance

is less than 20,000 ohms. Connecting P5 to the terminal box causes a resistance check to fail. At least one of the +5 V wires in the right side harness has a problem. Repair: Repair the right side harness, when possible. Replace the harness, if necessary.
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STOP.
B. Measure the resistance between terminal 2 of the P1 connector and the points that are listed in Table 11. During each measurement, wiggle the harnesses in order to check for an intermittent problem with the harness. Be sure to wiggle the harnesses near each of the connectors for the disconnected sensors. Also, wiggle the harness at the terminal boxs connectors.
Table 11
+8V Sensor Voltage Supply

SMCS Code: 1901-038 System Operation Description: The ECM supplies 8.0 0.8 VDC to these sensors:
Sensor for engine coolant pressure All of the detonation sensors

A +8 V sensor supply diagnostic code is probably caused by a short circuit or an open circuit in a harness. The next likely cause is a sensor problem. The least likely cause is a problem with the ECM. Logged diagnostic codes provide an historical record. Before you begin this procedure, use ET to print the logged codes to a file. This troubleshooting procedure may generate additional diagnostic codes. Keep your mind on correcting the cause of the original diagnostic code. Clear the diagnostic codes after the problem is resolved.
Connector and Terminal P1-14 (inlet air temperature) P1-17 (engine oil temperature) P1-26 (unfiltered engine oil pressure) P1-24 (filtered engine oil pressure) P1-15 (fuel temperature) P1-25 (crankcase pressure) P1-3 (analog return) Ground strap for the engine P1-69 (unswitched +battery terminal) P1-57 (battery terminal) P1-70 (switched +battery terminal)
Measure the Resistance for the Harnesses. Connector and Terminal P1-2 +5 V supply
OK Each check of the resistance is greater than

20,000 ohms. The problem seems to be resolved. The initial diagnostic code was probably caused by a poor electrical connection.
Illustration 42 Schematic for the 8 V sensors
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Test Step 1. Inspect the Electrical Connectors and Wiring.

Note: For the following steps, refer to Troubleshooting, Inspecting Electrical Connectors.
Illustration 43
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Illustration 45 Right side of the engine (7) P675/J675 6-pin connectors (8) Connector for a detonation sensor
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(1) ECM connector J2/P2 (2) 16 amp circuit breaker (3) J6/P6 connectors for the harness from the sensors on the left side of the engine (4) J5/P5 connectors for the harness from the sensors on the right side of the engine
Illustration 46 Illustration 44 Right side and top view of the engine (AA) Top view of the engine (5) Sensor for engine coolant pressure (6) J215/P215 connector for the engine coolant pressure sensor
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Left side of the engine (9) J676/P676 6-pin connectors (10) Connector for a detonation sensor
Connectors (J2/P2) for the ECM (J215/P215) connectors for the engine coolant
pressure sensor
Terminal box (J5/P5) and (J6/P6) connectors
Ignition / detonation rail (J675/P675) and

(J676/P676) connectors
All the connectors for the detonation sensors

a. Check the torque of the Allen head screw for the ECM connector and the P5 connector and the P6 connector. The proper torque is 6 1 Nm (55 9 lb in).
Illustration 49 Harness side of the terminal box P6 connector (P6-53) Shield for the left side detonation sensors (P6-54) Return for the left side detonation sensors (P6-67) +8 V supply for the left side detonation sensors
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b. Perform a 45 N (10 lb) pull test on each of the wires that are associated with the circuit for the 8 V sensors.
Illustration 47 Harness side of the ECM P2 connector (P2-54) Return for the right side detonation sensors (P2-55) Return for the left side detonation sensors (P2-56) +8 V supply for the right side detonation sensors (P2-57) +8 V supply for the left side detonation sensors (P2-65) +8 V supply for the engine coolant pressure sensor (P2-66) Return for the engine coolant pressure sensor
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c. Check the harness and wiring for abrasion and pinch points from the sensors to the ECM. Expected Result: All of the connectors, pins, and sockets are connected properly. The connectors and the wiring are free of corrosion, abrasion, and pinch points. Results:


and sockets are connected properly. At least one of the connectors and/or the wiring have corrosion, abrasion, and/or pinch points.
Illustration 48 Harness side of the terminal box P5 connector (P5-11) Shield for the engine coolant pressure sensor (P5-13) Shield for the right side detonation sensors (P5-21) Return for the engine coolant pressure sensor (P5-23) Return for the right side detonation sensors (P5-31) +8 V supply for the right side detonation sensors (P5-37) +8 V supply for the engine coolant pressure sensor
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Repair: Perform the necessary repairs and/or replace parts, if necessary. STOP.

A. Connect ET to the service tool connector on the terminal box. Switch the 16 amp circuit breaker for the ECM ON. Turn the engine control switch to the STOP position. B. Observe the Active Diagnostic screen on ET. Wait at least thirty seconds so that any codes may become activated. Look for these codes:
41-03 8 Volt DC Supply short to +batt 41-04 8 Volt DC Supply short to ground
C. Observe the Logged Diagnostic screen on ET. Look for the same codes. Expected Result: The 41-03 code or the 41-04 code is not active. Results:
1. Reconnect the suspect sensor. Verify that the diagnostic code recurs. 2. Disconnect the suspect sensor. Verify that the diagnostic code is deactivated. If these conditions are true, repair the sensor or the sensors harness. Replace parts, if necessary. 3. Clear all of the diagnostic codes. Verify that the problem is eliminated. STOP.
No codes The 41-03 code or the 41-04 code is

not active. The +8 volt sensor supply is operating correctly at this time. STOP.
No The original 8 Volt DC Supply diagnostic
Active code The 41-03 code or the 41-04 code

is active. Proceed to Test Step 3.
code is still active after all of the +8 V sensors are disconnected. Do not reconnect the sensors. Proceed to Test Step 4.
Logged code The 41-03 code or the 41-04

code is not active. However, there is at least one logged code for the 8 volt sensor supply. Repair: There may be a problem with the wiring and/or a connector. Refer to Troubleshooting, Inspecting Electrical Connectors. Verify that the wiring and/or connectors are OK. Check for diagnostic codes again. Proceed to Test Step 3, if necessary.
Test Step 4. Isolate the Wiring Harnesses from the ECM

Test Step 3. Disconnect the 8 V Sensors and Look for Active Diagnostic Codes.
A. Turn on the Active Diagnostic screen on ET. Verify that the 41-03 or 41-04 code is active. B. Disconnect each 8 V sensor one at a time. After you disconnect each sensor, wait for at least two seconds and then observe the Active Diagnostic screen on ET. Note: An Open Circuit code will be generated for each sensor that is disconnected. This is normal. Clear the codes after you complete this procedure. Expected Result: The original 8 Volt DC Supply diagnostic code is deactivated when a particular sensor is disconnected. Results:
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B. Use a 151-6320 Wire Removal Tool to remove the terminal 56, 57, and 65 from the P2 connector. C. Switch the 16 amp circuit breaker for the ECM ON. Turn the engine control switch to the STOP position. D. Wait for thirty seconds and then observe the Active Diagnostics screen on the ET. Determine if a 41-03 code or a 41-04 code is active.
Yes The original 8 Volt DC Supply diagnostic

code is deactivated when a particular sensor is disconnected. The sensor and/or the wiring for the sensor has a short circuit. Repair: Perform the following procedure:
Expected Result: No active codes Results:
C. Disconnect the P2 connector. Verify that all of the sensors for the following parameters are disconnected from the engine harnesses:
Engine coolant pressure sensor All of the detonation sensors
No codes The 41-03 code or the 41-04 code is
not active. Disconnecting all of the +8 V wiring from the ECM eliminated the active 8 Volt DC Supply diagnostic code. There is a problem in a connector and/or the wiring in a harness. Proceed to Test Step 5.

code is not active. Disconnecting all of the +8 V wiring from the ECM eliminated the active 8 Volt DC Supply diagnostic code. There may be a problem with the ECM. Repair: It is unlikely that the ECM has failed. Exit this procedure and perform this procedure again. If the problem is not resolved, perform the following steps: Temporarily install a new ECM. Refer to Troubleshooting, Replacing the ECM. If the problem is resolved with the new ECM, install the original ECM and verify that the problem returns. If the new ECM operates correctly and the original ECM does not operate correctly, replace the original ECM. Refer to Troubleshooting, Replacing the ECM. STOP.
Illustration 52
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Test Step 5. Check the Engine Harnesses

A. Turn the engine control switch to the OFF position. Switch the 16 amp circuit breaker for the ECM OFF.
Note: For the functions of the terminals, refer to Table 12. D. Measure the resistance between the terminals that are listed in Table 12. During each measurement, wiggle the harnesses in order to check for an intermittent problem with the harness. Be sure to wiggle the harnesses near each of the connectors for the sensors and the terminal box.
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B. Insert terminals 56, 57, and 65 into the P2 connector. Pull on each wire in order to verify that the terminals are fully inserted into the connector.
Table 12
Not OK At least one check of the resistance

Connector and Terminal P2-68 (Engine coolant pressure) P2-66 (Return)
Points for the Measurement of Resistance Connector and Terminal P2-65 (+8 VDC)
is less than 20,000 ohms. There is a problem with a connector and/or the wiring in a harness. Proceed to Test Step 6.
Test Step 6. Check the Left Side Harness and the Left Side Ignition / Detonation Rail Wiring
A. Disconnect the P6 connector. Thoroughly inspect the P6/J6 connectors for corrosion and moisture. Ensure that the connectors are in good condition. Verify that all of the detonation sensors on the left side of the engine are disconnected. This will isolate the left side harness and the ignition / detonation rail wiring.
P2-56 (+8 VDC)
P2-36 (Detonation sensor) P2-37 (Detonation sensor) P2-38 (Detonation sensor) P2-39 (Detonation sensor) P2-54 (Return)
P2-57 (+8 VDC)
P2-44 (Detonation sensor) P2-45 (Detonation sensor) P2-46 (Detonation sensor) P2-47 (Detonation sensor) P2-55 (Return)
P2-65 (+8 VDC) P2-56 (+8 VDC) P2-57 (+8 VDC) P2-65 (+8 VDC) P2-56 (+8 VDC) P2-57 (+8 VDC) P2-65 (+8 VDC) P2-56 (+8 VDC) P2-57 (+8 VDC) P2-65 (+8 VDC) P2-56 (+8 VDC) P2-57 (+8 VDC)
Engine ground
P1-69 (Battery terminal)

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Illustration 53
P1-57 (Unswitched +Battery)
Terminal box side of the P6 connector For the functions of the terminals, refer to Table 13.
P1-70 (Switched +Battery)
B. Measure the resistance between terminal 67 of the P6 connector and each of the points that are listed in the following table:
Table 13
Points for the Measurement of Resistance Connector and Terminal P6-67 (+8 V supply) Connector and Terminal P6-66 (Detonation sensor) P6-65 (Detonation sensor) P6-64 (Detonation sensor)
P6-63 (Detonation sensor) P6-54 (Return) P6-53 (Shield) Ground strap for the engine

20,000 ohms. The +8 V wires and connectors in all of the engine harnesses do not have a problem. The problem appears to be resolved. The initial diagnostic code was probably caused by a poor electrical connection. Repair: Reconnect all of the connectors. Resume normal operation. STOP.
Results:
Repair: Repair the left side harness, when possible. Replace the harness, if necessary. STOP.
OK Each check of the resistance for the left

side harness and the ignition / detonation rail wiring is greater than 20,000 ohms. The +8 volt wires in the left side harness and the left side ignition / detonation rail do not have a problem. Proceed to Test Step 9.
Test Step 8. Check the Wiring Inside the Left Side Ignition / Detonation Rail
A. Verify that P676 and all of the left side detonation sensors are disconnected. This will isolate the wiring inside the left side ignition / detonation rail.
less than 20,000 ohms. There is a problem with a connector and/or the wiring in either the left side harness or the wiring inside the left side ignition / detonation rail. Proceed to Test Step 7.
Test Step 7. Check the Wiring in the Left Side Harness

A. Verify that connector P6 is disconnected. Disconnect the P676 connector from the ignition / detonation rail. This will isolate the left side harness. Thoroughly inspect the J676/P676 connectors for corrosion and moisture. Ensure that the connectors are in good condition. B. Measure the resistance between terminal 67 of the P6 connector and each of points that are listed in the following table:
Table 14 Illustration 54 J676 is attached to the left side ignition / detonation rail. For the functions of the terminals, refer to Table 15.
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Points for the Measurement of Resistance Connector and Terminal P6-67 (+8 V supply) Connector and Terminal P6-66 (Detonation sensor) P6-65 (Detonation sensor) P6-64 (Detonation sensor) P6-63 (Detonation sensor) P6-54 (Return) P6-53 (Shield) Ground strap for the engine
B. Measure the resistance between terminal A of the J676 connector on the ignition / detonation rail and each of the points that are listed in the following table:
Table 15
Points for the Measurement of Resistance Connector and Terminal J676-A (+8 V supply) Connector and Terminal J676-B (Return) J676-C (Detonation sensor) J676-D (Detonation sensor) J676-E (Detonation sensor) J676-F (Detonation sensor) Ground strap for the engine
than 20,000 ohms. The +8 V wires in the left side engine harness do not have a problem when the ignition / detonation rail is disconnected. There is a problem in the +8 V wiring inside the left side ignition / detonation rail. Proceed to Test Step 8. less than 20,000 ohms. There is a problem with a connector and/or at least one of the +8 V wires in the left side harness.
Results:

than 20,000 ohms. The +8 V wires inside the ignition / detonation rail do not have a problem. The problem appears to be resolved. The initial diagnostic code was probably caused by a poor electrical connection. Repair: Reconnect all of the connectors. Resume normal operation. STOP.
B. Measure the resistance between terminal 31 of the P5 connector and each of points that are listed in the following table:
Table 16
Points for the Measurement of Resistance Connector and Terminal P5-31 (+8 V supply) Connector and Terminal P5-38 (Detonation sensor) P5-30 (Detonation sensor) P5-29 (Engine coolant pressure) P5-23 (Return) P5-22 (Detonation sensor) P5-21 (Return) P5-13 (Shield) P5-12 (Detonation sensor) P5-11 (Shield) Ground strap for the engine

less than 20,000 ohms. There is a problem with a connector and/or at least one of the +8 V wires inside the left side ignition / detonation rail. Repair: The short circuit is probably caused by a poor electrical connection and/or a wiring problem inside the rail. Repair the electrical connection and/or the wiring, when possible. Replace the rail, if necessary. STOP. Expected Result:
Test Step 9. Check the Right Side Harness and the Right Side Ignition / Detonation Rail Wiring
A. Disconnect the P5 connector. Thoroughly inspect the P5/J5 connectors for corrosion and moisture. Ensure that the connectors are in good condition. Verify that all of the detonation sensors on the right side of the engine are disconnected. Verify that the J215/P215 connector for the engine coolant pressure is disconnected. This will isolate the right side harness and the ignition / detonation rail wiring.
Each check of the resistance is greater than 20,000 ohms. Results:
OK Each check of the resistance for the right
side harness and the ignition / detonation rail wiring is greater than 20,000 ohms. The +8 volt wires in the right side harness and the right side ignition / detonation rail do not have a problem. Proceed to Test Step 12. less than 20,000 ohms. There is a problem with a connector and/or the +8 V wires in either the right side harness or the wiring inside the right side ignition / detonation rail. Proceed to Test Step 10.
Test Step 10. Check the Wiring in the Right Side Harness
A. Verify that J215 is disconnected. Verify that P5 is disconnected. Disconnect the P675 connector from the ignition / detonation rail. This will isolate the right side harness. Thoroughly inspect the J675/P675 connectors for corrosion and moisture. Ensure that the connectors are in good condition. B. Measure the resistance between terminal 31 of the J5 connector and each of points that are listed in the following table:
Illustration 55 Terminal box side of the P5 connector For the functions of the terminals, refer to Table 16.
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Table 17
Points for the Measurement of Resistance Connector and Terminal P5-31 (+8 V supply) Connector and Terminal P5-38 (Detonation sensor) P5-30 (Detonation sensor) P5-29 (Engine coolant pressure) P5-23 (Return) P5-22 (Detonation sensor) P5-21 (Return) P5-21 (Shield) P5-12 (Detonation sensor) P5-11 (Shield) Ground strap for the engine
Illustration 56 For the functions of the terminals, refer to Table 18.
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J675 is attached to the right side ignition / detonation rail.
B. Measure the resistance between terminal A of the J675 connector on the ignition / detonation rail and each of the points that are listed in the following table:
Table 18
Points for the Measurement of Resistance Connector and Terminal J675-A (+8 V supply) Connector and Terminal J675-B (Return) J675-C (Detonation sensor) J675-D (Detonation sensor) J675-E (Detonation sensor) P675-F (Detonation sensor) Ground strap for the engine

20,000 ohms. The +8 V wires in the right side engine harness do not have a problem when the ignition / detonation rail is disconnected. There is a problem in the +8 V wiring inside the right side ignition / detonation rail. Proceed to Test Step 11.

less than 20,000 ohms. There is a problem with a connector and/or at least one of the +8 V wires in the right side harness. Repair: Repair the right side harness, when possible. Replace the harness, if necessary. STOP.
Test Step 11. Check the Wiring Inside the Right Side Ignition / Detonation Rail
A. Verify that P675 and all of the right side detonation sensors are disconnected. This will isolate the wiring inside the right side ignition / detonation rail.

than 20,000 ohms. The +8 V wires inside the right side ignition / detonation rail do not have a problem. The problem appears to be resolved. The initial diagnostic code was probably caused by a poor electrical connection. Repair: Reconnect all of the connectors. Resume normal operation. STOP.
Table 19
less than 20,000 ohms. There is a problem with a connector and/or at least one of the +8 V wires inside the right side ignition / detonation rail. Repair: The short circuit is probably caused by a poor electrical connection and/or a wiring problem inside the rail. Repair the electrical connection and/or the wiring, when possible. Replace the rail, if necessary. STOP.
Points for the Measurement of Resistance Connector and Terminal P2-65 (+8 VDC) Connector and Terminal P2-68 (Engine coolant pressure) P2-66 (Return) P2-56 (+8 VDC) P2-36 (Detonation sensor) P2-37 (Detonation sensor) P2-38 (Detonation sensor) P2-39 (Detonation sensor) P2-54 (Return) P2-57 (+8 VDC) P2-44 (Detonation sensor) P2-45 (Detonation sensor) P2-46 (Detonation sensor) P2-47 (Detonation sensor) P2-55 (Return) P2-65 (+8 VDC) P2-56 (+8 VDC) P2-57 (+8 VDC) P2-65 (+8 VDC) P2-56 (+8 VDC) P2-57 (+8 VDC) P2-65 (+8 VDC) P2-56 (+8 VDC) P2-57 (+8 VDC) P2-65 (+8 VDC) P2-56 (+8 VDC) P2-57 (+8 VDC) P1-70 (Switched +Battery) P1-57 (Unswitched +Battery) P1-69 (Battery terminal) Engine ground
Test Step 12. Check the Terminal Boxs Harness

A. Verify that the P5 and P6 connectors are disconnected. Also verify that the P2 connector is disconnected. This will isolate the terminal boxs harness.
Illustration 57
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Results:
Note: For the functions of the terminals, see Table 19. B. Measure the resistance between the terminals that are listed in Table 19. During each measurement, wiggle the harnesses in order to check for an intermittent problem with the harness. Be sure to wiggle the harnesses near each of the connectors.

than 20,000 ohms. The +8 V wires in the terminal box do not have a problem. The problem appears to be resolved. The initial diagnostic code was probably caused by a poor electrical connection. Repair: Reconnect all of the connectors. Resume normal operation. STOP.
less than 20,000 ohms. There is a problem in a connector and/or at least one of the +8 V wires in the terminal box.
Repair: Repair the terminal boxs harness, when possible. Replace the terminal boxs harness, if necessary. STOP.
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Air/Fuel Pressure Module

SMCS Code: 1901-038 System Operation Description: Tubes that connect the air/fuel pressure module to the inlet air manifold and the fuel manifold enable the module to sense the absolute inlet manifold air pressure and fuel pressure. The module calculates the differential pressure between the fuel manifold and the inlet air manifold. This fuel differential pressure is the value of the fuel pressure minus the value of the inlet manifold air pressure. The module sends PWM signals that represent the inlet manifold air pressure and the fuel differential pressure to the ECM. The ECM uses the information to help calculate the fuel flow. The most likely causes of the diagnostic code are a poor connection or a problem in a wiring harness. The next likely cause is a problem with the module. The least likely cause is a problem with the ECM. Logged diagnostic codes provide an historical record. Before you begin this procedure, use ET to print the logged codes to a file. The troubleshooting procedure may generate additional diagnostic codes. Keep your mind on correcting the cause of the original diagnostic code. Clear the diagnostic codes after the problem is resolved.
Illustration 58 Schematic for the air/fuel pressure module
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Illustration 60 (4) Harness connector for the air/fuel pressure module Illustration 59
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(1) ECM J1/P1 connectors (2) 16 amp circuit breaker for the ECM (3) Terminal box J6/P6 connectors for the left engine harness
ECM J1/P1 connectors Terminal box J6/P6 connectors Harness connectors for the air/fuel pressure
module a. Check the torque of the Allen head screw for connectors P1 and P6. The proper torque is 6 1 Nm (55 9 lb in).
Illustration 61 Harness side of the ECM P1 connector (10) PWM signal for the inlet manifold air pressure (11) PWM signal for the fuel differential pressure (69) -Battery (70) Keyswitch +Battery
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Illustration 62 Harness side of the terminal box P6 connector (11) Keyswitch +Battery (21) -Battery (22) PWM signal for the fuel differential pressure (30) PWM signal for the inlet manifold air pressure
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b. Perform a 45 N (10 lb) pull test on each of the wires that are associated with the circuit for the air/fuel pressure module. c. Check the harnesses and wiring for abrasion and pinch points from the air/fuel pressure module to the ECM. Expected Result: All of the connectors, pins, and sockets are connected properly. The connectors and the wiring are free of corrosion, abrasion, and pinch points. Results:

are properly connected. The connectors and the wiring are free of corrosion, abrasion, and pinch points. The components are in good condition with proper connections. Proceed to Test Step 2.

or sockets are not connected properly. At least one of the connectors or the wiring has corrosion, abrasion, and/or pinch points.
If any of the codes are logged and the engine is not operating properly, troubleshoot the symptom. Refer to Troubleshooting, Troubleshooting without a Diagnostic Code. STOP.

A. Switch the 16 amp circuit breaker for the ECM to the ON position. Turn the engine control switch to the STOP position. B. Observe the Active Diagnostic screen on ET. Wait at least 30 seconds so that any codes may become activated. Look for these codes:
Test Step 3. Verify the Supply Voltage to the Module

A. Turn the engine control switch to the OFF/RESET position. Switch the 16 amp circuit breaker for the ECM to the OFF position.
94-03 Fuel Pressure open/short to +batt 94-08 Fuel Pressure noisy 106-03 Air Inlet Pressure Sensor short to +batt 106-08 Air Inlet Pressure Sensor noisy signal
C. Determine whether any of the same codes are logged. Expected Result: None of the above diagnostic codes are active or logged. Results:
Illustration 63 Harness connector for the air/fuel pressure module (A) Keyswitch +Battery (B) -Battery (C) PWM signal for the differential pressure of the fuel manifold and the inlet air manifold (D) PWM signal for the inlet manifold air pressure
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OK (No codes) None of the above diagnostic
codes are active or logged. The problem seems to be resolved. The air/fuel pressure module is operating correctly at this time. Repair: The initial diagnostic code was probably caused by a poor electrical connection. For intermittent problems, refer to Troubleshooting, Inspecting Electrical Connectors.
B. Disconnect the harness connector from the air/fuel pressure module. C. Switch the 16 amp circuit breaker for the ECM to the ON position. Turn the engine control switch to the STOP position. D. Measure the voltage between terminals A and B on the harness connector for the air/fuel pressure module. Wiggle the harness in order to check for an intermittent problem. Expected Result: The voltage between terminals A and B on the harness connector for the air/fuel pressure module is approximately 24 VDC. Results:
STOP.
Not OK (Active code) There is an active
diagnostic code for the air/fuel pressure module. Proceed to Test Step 3. diagnostic codes for the air/fuel pressure module. However, there is a logged code for the air/fuel pressure module. Repair: There may be a problem with the wiring and/or a connector. Attempt to activate the code by performing another pull test on the wires that are associated with the air/fuel pressure module. Refer to Troubleshooting, Inspecting Electrical Connectors.
No (Logged code) There are no active
OK The voltage between terminals A and B

on the harness connector for the air/fuel pressure module is approximately 24 VDC. Proceed to Test Step 4.
Not OK The voltage between terminals A
and B on the harness connector for the air/fuel pressure module is not approximately 24 VDC. Repair: Use the following procedure to verify the supply voltage at the terminal box.
Illustration 64
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(1) ECM J1/P1 connectors (2) 16 amp circuit breaker for the ECM (3) Terminal box J6/P6 connectors for the left engine harness
1. Turn the engine control switch to the OFF/RESET position. Switch the 16 amp circuit breaker for the ECM to the OFF position. 2. Disconnect connectors (J6/P6). 3. Switch the 16 amp circuit breaker for the ECM to the ON position. Turn the engine control switch to the STOP position.
Illustration 65 Bottom of the terminal box Terminal box J6 connector (J6-11) Keyswitch +Battery (J6-21) -Battery
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4. Measure the voltage between terminals (J6-11) and (J6-21). Wiggle the harness in the terminal box in order to check for an intermittent problem. The correct voltage between terminals (J6-11) and (J6-21) is approximately 24 VDC. If the correct voltage is found on the J6 connector, there is a problem in the wiring harness between the P6 connector and the air/fuel pressure module. Repair the harness or replace the harness. If the correct voltage is not found on the J6 connector, there may be a problem in the terminal box. Verify the voltage from the ECM. a. Turn the engine control switch to the OFF/RESET position. Switch the 16 amp circuit breaker for the ECM to the OFF position. b. Disconnect the ECM J1/P1 connectors. c. Switch the 16 amp circuit breaker for the ECM to the ON position. Turn the engine control switch to the STOP position.
Illustration 67 Harness connector for the air/fuel pressure module (A) Keyswitch +Battery (B) -Battery (C) PWM signal for the fuel differential pressure (D) PWM signal for the inlet manifold air pressure
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Illustration 66 ECM J1 connector (J1-69) -Battery (J1-70) Keyswitch +Battery
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B. Connect a jumper wire with the appropriate connectors on the ends between terminal A on the harness connector for the air/fuel pressure module and terminal A on the modules receptacle. Connect another jumper wire between terminal B on the harness connector for the air/fuel pressure module and terminal B on the modules receptacle. C. Use a multimeter to measure the duty cycle and the frequency of the suspect signal. a. Switch the 16 amp circuit breaker for the ECM to the ON position. Turn the engine control switch to the STOP position. b. Measure the duty cycle and the frequency between terminals B and C on the modules receptacle. c. Measure the duty cycle and the frequency between terminals B and D on the modules receptacle. Expected Result: The duty cycle between terminals C, D and terminal B is between 17 and 95 percent and the frequency is between 450 and 600 Hz. Results:
d. Measure the voltage between terminals (J1-69) and (J1-70). The correct voltage between terminals (J1-69) and (J1-70) is approximately 24 VDC. If the correct voltage is found on the ECM J1 connector, there is a problem with the terminal boxs wiring. Repair the wiring or replace the wiring. If the correct voltage is not found on the ECM P1 connector, there may be a problem with the electrical power supply. For further information on troubleshooting the electrical power supply, refer to Troubleshooting, Electrical Power Supply. STOP.
Test Step 4. Check for a Signal from the Module

Yes The duty cycle and the frequency of the

suspect signal is correct. The module is operating correctly. Proceed to Test Step 5.
No The duty cycle and/or the frequency of the

suspect signal is not correct. The module is not operating correctly.
Repair: Turn the engine control switch to the OFF/RESET position. Switch the 16 amp circuit breaker for the ECM to the OFF position. Remove the jumper wires from the connectors for the air/fuel pressure module module. Replace the air/fuel pressure module. STOP.
a. Switch the 16 amp circuit breaker for the ECM to the ON position. Turn the engine control switch to the STOP position. b. Insert a 7X-1710 Multimeter Probe into terminal (P6-21). Measure the duty cycle and the frequency between terminals (P6-21) and (P6-22). Wiggle the harness in order to check for an intermittent problem. c. Measure the duty cycle and the frequency between terminals (P6-21) and (P6-30). Wiggle the harness in order to check for an intermittent problem. Expected Result:
Test Step 5. Check for a Signal to the Terminal Box

A. Turn the engine control switch to the OFF/RESET position. Switch the 16 amp circuit breaker for the ECM to the OFF position. B. Remove the jumper wires from the connectors for the air/fuel pressure module. Reconnect the engine harness to the air/fuel pressure module.
The duty cycle between terminals (P6-22), (P6-30), and (P6-21) is between 17 and 95 percent and the frequency is between 450 and 600 Hz. Results:

suspect signal is correct. The module is operating correctly and the harness between the module and the terminal box P6 connector is OK. There may be a problem in the terminal box. Repair: Remove the 7X-1710 Multimeter Probe. Reinstall the disconnected terminals. Pull on the wires in order to verify proper installation. Proceed to Test Step 6.
No The duty cycle and the frequency of the

suspect signal is not correct. The module is operating correctly but there is a problem with a connection and/or the wiring in the engine harness. Repair: Remove the 7X-1710 Multimeter Probe. Reinstall the disconnected terminals. Pull on the wires in order to verify proper installation. Repair the harness, when possible. Replace the harness, if necessary.
Illustration 68 Harness side of the terminal box P6 connector (P6-22) PWM signal for the fuel differential pressure (P6-30) PWM signal for the inlet manifold air pressure (P6-21) -Battery
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STOP.
Test Step 6. Check for a Signal at the ECM

C. Use a 151-6320 Wire Removal Tool to remove terminals (P6-22) and (P6-30) from the harness side of the terminal box P6 connector. Label the wires. D. Use a multimeter to check the signals from the removed terminals.
Expected Result: The duty cycle for terminals (P1-10), (P1-11), and (P1-69) is between 17 and 95 percent and the frequency is between 450 and 600 Hz. Results:

suspect signal is correct. The ECM is receiving a valid signal. However, a diagnostic code is activated for the air/fuel pressure module. There may be a problem with the ECM. Repair: Turn the engine control switch to the OFF/RESET position. Switch the 16 amp circuit breaker for the ECM to the OFF position. Remove the 7X-1710 Multimeter Probe. Reinstall the terminals into the P1 connector. Pull on the wires in order to verify proper installation. It is unlikely that the ECM has failed. Exit this procedure and perform this procedure again. If the condition is not resolved, replace the ECM according to Troubleshooting, Replacing the ECM. Verify that the problem is resolved.
Illustration 69 Harness side of the ECM P1 connector (P1-10) PWM signal for the inlet manifold air pressure (P1-11) PWM signal for the fuel differential pressure (P1-69) -Battery
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STOP.
No The duty cycle and the frequency of the

suspect signal is not correct. The module is operating correctly and the engine harness is OK. However, the ECM is not receiving a valid signal. There is a problem with the wiring in the terminal box. Repair: Turn the engine control switch to the OFF/RESET position. Switch the 16 amp circuit breaker for the ECM to the OFF position. Remove the 7X-1710 Multimeter Probe. Reinstall the terminals into the P1 connector. Pull on the wires in order to verify proper installation. Repair the connector(s) and/or the wiring, when possible. Replace the connector(s) and/or the wiring, if necessary. STOP.
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B. Use a 151-6320 Wire Removal Tool to remove terminals (P1-10) and (P1-11) from the harness side of the ECM P1 connector. Label the wires. C. Use a multimeter to check the signals from the removed terminals. a. Switch the 16 amp circuit breaker for the ECM to the ON position. Turn the engine control switch to the STOP position. b. Insert a 7X-1710 Multimeter Probe into terminal (P1-69). Measure the duty cycle and the frequency between terminals (P1-69) and (P1-10). Wiggle the harness in the terminal box in order to check for an intermittent problem. c. Measure the duty cycle and the frequency between terminals (P1-69) and (P1-11). Wiggle the harness in the terminal box in order to check for an intermittent problem.
Analog Sensor Signal

SMCS Code: 1901-038 System Operation Description: Use this procedure to troubleshoot diagnostic codes for open circuits or short circuits for the sensors of these parameters:
Inlet air temperature Engine coolant temperature Engine oil temperature Unfiltered engine oil pressure Filtered engine oil pressure Crankcase Pressure Fuel Temperature
The engine coolant temperature sensor does not require +5 VDC from the ECM. The engine coolant temperature sensor is an analog type of passive sensor. The sensor operates without a voltage supply from the ECM. The ECM can be configured for one of these types of speed control:
Potentiometer 4-20 ma
The DESIRED SPEED potentiometer (if equipped) must be supplied with +5 VDC from the ECM. If the DESIRED SPEED potentiometer has a short circuit or the potentiometers wiring has a short circuit, a 262-03 or 262-04 diagnostic code may be activated. There are no diagnostic codes for the circuit of the DESIRED SPEED potentiometer. The -03 code is probably caused by a problem in an engine harness. There may be an open circuit in a harness, or a short circuit to a positive voltage source in a harness. The next likely cause is a sensor problem. The least likely cause is a problem with the ECM. The -04 code is probably caused by a short circuit to ground in an engine harness. The next likely cause is a sensor problem. The least likely cause is a problem with the ECM. Logged diagnostic codes provide an historical record. Before you begin this procedure, use ET to print the logged codes to a file. This troubleshooting procedure may generate additional diagnostic codes. Keep your mind on correcting the cause of the original diagnostic code. Clear the diagnostic code after the problem is resolved.
Illustration 70
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Schematic for the analog sensors

Illustration 71 Terminal Box
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Illustration 72
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(1) ECM connector J2/P2 (2) ECM connector J1/P1 (3) 16 amp circuit breaker (4) J6/P6 connectors for the harness from the sensors on the left side of the engine (5) J5/P5 connectors for the harness from the sensors on the right side of the engine
The inlet air temperature sensor is installed in the inlet manifold between the two cylinder heads on the right side of the engine. (6) Inlet air temperature sensor
A. Thoroughly inspect each of the following connectors:
J2/P2and J1/P1 ECM connectors J5/P5 and J6/P6 connectors on the terminal
box a. Check the torque of the Allen head screw for the ECM connector and the P5 connector and the P6 connector. The proper torque is 6 1 Nm (55 9 lb in).
Illustration 73 Right side view and top side view of the engine (AA) Top view of the engine (7) Engine coolant temperature sensor
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Illustration 74 Front view (8) Unfiltered engine oil pressure (9) Engine oil temperature (10) Filtered engine oil pressure
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Illustration 76 Rear view (12) Fuel temperature sensor
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b. Inspect each electrical connection for the analog sensors. Check the harnesses and wiring for abrasion and pinch points from each of the analog sensors to the ECM. Expected Result: All of the connectors, pins, and sockets are connected properly. The connectors and the wiring are free of corrosion, abrasion, and pinch points. Results:

Illustration 75 Right side view near the front of the engine (11) Crankcase pressure sensor
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and/or sockets are not connected properly. At least one of the connectors and/or the wiring have corrosion, abrasion, and/or pinch points. Repair: Perform the necessary repairs and/or replace parts, if necessary. STOP.

A. Connect ET to the service tool connector.
Table 20
Analog Sensor Diagnostic Codes 100-03 Engine Oil Pressure open/short to +batt Engine Oil Pressure short to ground Crankcase Pressure open/short to +batt Crankcase Pressure short to ground Engine Coolant Temperature open/short to +batt Engine Coolant Temperature short to ground Intake Manifold Air Temp open/short to +batt Intake Manifold Air Temp short to ground Fuel Temperature open/short to +batt Fuel Temperature short to ground Engine Oil Temperature open/short to +batt Engine Oil Temperature short to ground Unfiltered Engine Oil Pressure open/short to +batt Unfiltered Engine Oil Pressure short to ground
B. Switch the 16 amp circuit breaker for the ECM ON. Turn the engine control switch to the STOP position. C. Clear any logged diagnostic codes. D. Observe the Active Diagnostic screen on ET. Wait at least 30 seconds so that any codes may become activated. Look for these codes:
100-04 101-03 101-04 110-03 110-04 172-03
262-03 5 Volt Sensor DC Power Supply short to +batt 262-04 5 Volt Sensor DC Power Supply short
to +batt Expected Result: The 262-03 code or the 262-04 code is not active. Results:
172-04 174-03 174-04 175-03 175-04 542-03 542-04
No codes There are no active codes. The +5 V

sensor voltage supply is operating correctly at this time. Proceed to Test Step 3.
Active code There is an active 5 Volt Sensor DC

Power Supply diagnostic code. This procedure will not work when this type of code is active.
B. If one of the above codes is active, identify the type of diagnostic according to the condition: the diagnostic code is either open/short to +batt (FMI 03) or short to ground (FMI 04). Expected Result: None of the above codes are active. Note: There are no diagnostic codes for the DESIRED SPEED signal. Results:
Repair: Refer to Troubleshooting, +5V Sensor Voltage Supply. STOP.
Test Step 3. Check for Active Analog Sensor Diagnostic Codes

A. Observe the Active Diagnostic screen on ET. Wait at least 30 seconds so that any codes may become activated. Look for the codes that are listed in Table 20:
No active codes None of the above codes are

active. Repair: If any of the above codes are logged and the engine is not running properly, refer to Troubleshooting, Troubleshooting Without a Diagnostic Code. If the engine is running properly at this time, there may be an intermittent problem in the harness that is causing the codes to be logged. Refer to Troubleshooting, Inspecting Electrical Connectors. STOP.
Active open/short to +batt (FMI 03) There is

an active open/short to +batt diagnostic code. If you are troubleshooting the sensor for engine coolant temperature, proceed to Test Step 6. Otherwise, proceed to Test Step 5.
Active short to ground (FMI 04) There is an
active short to ground diagnostic code. Proceed to Test Step 4.
Test Step 4. Create an Open Circuit for the Sensor

A. Turn the engine control switch to the OFF/RESET position. Switch the 16 amp circuit breaker for the ECM OFF. B. Disconnect the sensor that has the short to ground diagnostic code. C. Turn the engine control switch to the STOP position. D. Observe the Active Diagnostic screen on ET. Allow a minimum of thirty seconds for any codes to activate. Look for an active open/short to +batt diagnostic code. Expected Result: There is an active open/short to +batt diagnostic code for the disconnected sensor. Results:
Illustration 77 Harness connectors for the various sensors (A) +5 volt supply (B) Return (C) Signal
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B. At the harness connector for the suspect sensor, measure the voltage between terminal A and terminal B. Expected Result: The voltage between terminal A and terminal B is 5.0 0.5 VDC. Results:
Yes Before the suspect sensor was

disconnected, there was an active short to ground diagnostic code. After the suspect sensor was disconnected, there was an active open/short to +batt diagnostic code. Repair: Reconnect the sensor. If the active short to ground diagnostic code recurs, replace the original sensor. Verify that the code does not activate when the new sensor is installed. Clear the logged diagnostic code from the ECM. STOP.
OK The voltage between terminal A and
terminal B is 5.0 0.5 VDC. +5 V is present at the sensor connector. Proceed to Test Step 6. B is not 5.0 0.5 VDC. +5 V is not present at the sensor connector. The +5 V supply voltage must be present at the sensor in order to continue this procedure. The +5 V wiring problem may be inside the terminal box, or in an engine harness. Repair: Verify that the wiring and/or connectors are OK. Repair any faulty wiring and/or connectors, when possible. Replace any faulty wiring and/or connectors, if necessary. Refer to Troubleshooting, Inspecting Electrical Connectors. Check for diagnostic codes again. STOP.
Not OK The voltage between terminal A and
Not OK Before the suspect sensor was

disconnected, there was an active short to ground diagnostic code. After the suspect sensor was disconnected, the active short to ground diagnostic code remained. If you are troubleshooting the sensor for engine coolant temperature, proceed to Test Step 6. Otherwise, proceed to Test Step 5.
Test Step 6. Check the Pull-Up Voltage at the Sensor

A. Verify that the suspect sensors connector is disconnected from the engine harness.
Test Step 5. Check the Supply Voltage at the Sensor Connector

A. Verify that the suspect sensor is disconnected from the engine harness.
Table 21
Sensor Inlet Air Temperature Sensor Engine Coolant Temperature Sensor Engine Oil Temperature Sensor Unfiltered Engine Oil Pressure Sensor Filtered Engine Oil Pressure Sensor
Illustration 78 Harness connectors for the various sensors (A) +5 volt supply (B) Return (C) Signal
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Signal Terminal P5-60 P5-42 P5-16 P5-26 P5-34 P5-50 P6-56
Crankcase Pressure Fuel Temperature
B. At the harness connector for the suspect sensor, measure the voltage between terminal B and terminal C. Expected Result: The voltage between terminal B and terminal C is 6.5 0.5 VDC. Results:
OK The voltage between terminal B and
terminal C is 6.5 0.5 VDC. The pull-up voltage that is created by the ECM is present at the sensor connector. The signal wire and the return wire for the suspect sensor appear to be OK. Proceed to Test Step 9.
Illustration 79 Bottom view of terminal box (P5-16) (P5-26) (P5-34) (P5-42) (P5-50) (P5-59) (P5-60) (P6-56) Engine Oil Temperature Unfiltered Engine Oil Pressure Filtered Engine Oil Pressure Engine Coolant Temperature Crankcase Pressure Return Inlet Air Temperature Fuel Temperature
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Not OK The voltage between terminal B and

terminal C is not 6.5 0.5 VDC. Proceed to Test Step 7.
Test Step 7. Check the Pull-Up Voltage at the Terminal Box

A. Turn the engine control switch to the OFF/RESET position. Switch the 16 amp circuit breaker for the ECM OFF. B. Refer to Table 21. Determine the signal terminal for the suspect sensor.
C. Use a 151-6320 Wire Removal Tool to remove the signal terminal that is appropriate for the suspect sensor. D. Fabricate a jumper wire with Deutsch sockets on the ends. Insert one end of the jumper wire into the open terminal of the P5 or P6 connector. Pull on the jumper wire in order to verify proper installation of the terminal. E. Connect a multimeter lead to the end of the jumper wire that is not inserted into the connector.
F. Insert a 7X-1710 Multimeter Probe into terminal 59 of the P5 connector. G. Connect the other multimeter lead to the probe.
Reinstall the terminal that was removed from the terminal boxs connector. Pull on the wire in order to verify proper installation of the terminal. Proceed to Test Step 8.
H. Switch the 16 amp circuit breaker for the ECM to the ON position. Turn the engine control switch to the STOP position. I. Measure the pull-up voltage. Expected Result: The pull-up voltage for the suspect sensor at the terminal box is 6.5 0.5 VDC. Results:
Test Step 8. Check the Pull-Up Voltage at the ECM

A. Verify that the Engine Control Switch is in the OFF/RESET position. Verify that the 16 amp circuit breaker for the ECM is OFF.
OK The pull-up voltage for the suspect sensor
at the terminal box is 6.5 0.5 VDC. The pull-up voltage that is created by the ECM is present at terminal box P5 connector. There is a problem with the right side engine harness or a harness connector. Repair: Perform the following procedure: Turn the engine control switch to the OFF/RESET position. Switch the 16 amp circuit breaker for the ECM OFF. Disconnect the multimeter leads.
Illustration 80
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Locations of the signal wires on the harness side of the P1 connector (14) Inlet manifold air temperature (15) Fuel temperature (16) Desired engine speed (17) Oil temperature (18) +5 V supply (19) Unused ground for the ECM (24) Filtered oil pressure (25) Crankcase pressure (26) Unfiltered oil pressure (27) Engine coolant temperature (35) Analog return
Use a 151-6320 Wire Removal Tool to remove the jumper wire from the terminal boxs connector. Reinstall the terminal that was removed from the ECM connector. Pull on the wire in order to verify proper installation of the terminal. Repair any faulty wiring and/or connectors, when possible. Replace the harness, if necessary. STOP.
B. Use a 151-6320 Wire Removal Tool to remove the signal wire for the suspect sensor from the P1 connector. C. Use a jumper wire with Deutsch sockets on the ends. Insert one end of the jumper wire into the open terminal of the P1 connector. D. Connect a multimeter lead to the end of the jumper wire that is not inserted into the connector. E. At the harness side of the P1 connector, insert a 7X-1710 Multimeter Probe along terminal 3. F. Connect the other multimeter lead to the probe. G. Switch the 16 amp circuit breaker for the ECM ON. Turn the engine control switch to the STOP position. H. Measure the pull-up voltage at the ECM.
Not OK. The pull-up voltage for the suspect

Repair: Perform the following procedure:
sensor at the terminal box is not 6.5 0.5 VDC.
Turn the engine control switch to the OFF/RESET position. Switch the 16 amp circuit breaker for the ECM OFF. Disconnect the multimeter leads. Use a 151-6320 Wire Removal Tool to remove the jumper wire from the terminal boxs connector.
Expected Result: The pull-up voltage for the suspect sensor at the ECM is 6.5 0.5 VDC. Results:
Repair: Perform the following procedure: 1. Reconnect the suspect sensor. Verify that the open/short to +batt diagnostic code recurs. 2. Disconnect the suspect sensor. Verify that the open/short to +batt diagnostic code is deactivated. 3. Connect the new connector. Verify that no diagnostic codes are activated. If these conditions are true, replace the faulty sensor with the new sensor. For the proper torque value for the new sensor, refer to Specifications, RENR5907. 4. Clear all of the diagnostic codes. Verify that the problem has been resolved. STOP.
OK The pull-up voltage for the suspect sensor

at the ECM is 6.5 0.5 VDC. The ECM is producing a pull-up voltage that is valid. There is a problem with the signal wire between P1 and P5 inside the terminal box. There may be a problem with a connector. Repair: Perform the following procedure: Turn the engine control switch to the OFF/RESET position. Switch the 16 amp circuit breaker for the ECM OFF. Disconnect the multimeter leads. Use a 151-6320 Wire Removal Tool to remove the jumper wire from the P1 connector. Reinstall the terminal that was removed from the P1 connector. Pull on the wire in order to verify proper installation of the terminal. Verify that the wiring and/or connectors are OK. Repair any faulty wiring and/or connectors, when possible. Replace any wiring and/or connectors, if necessary. Refer to Troubleshooting, Inspecting Electrical Connectors. STOP.
Not OK The active open/short to +batt code

remains. Connecting a new sensor did not resolve the problem. Proceed to Test Step 10.
Test Step 10. Check the Operation of the ECM
Not OK. The pull-up voltage for the suspect

sensor at the ECM is not 6.5 0.5 VDC. Proceed to Test Step 10.
Test Step 9. Check the Sensor

A. Temporarily connect a sensor that is known to be good to the engine harness. B. Switch the 16 amp circuit breaker for the ECM ON. Turn the engine control switch to the STOP position. C. Observe the Active Diagnostic screen on ET. Allow a minimum of 30 seconds for any codes to activate. Expected Result: No diagnostic codes are activated. Results:
Illustration 81
g00847601
Locations of the signal wires on the harness side of the P1 connector (14) Inlet manifold air temperature (15) Fuel temperature (16) Desired engine speed (17) Oil temperature (18) +5 V supply (19) Unused ground for the ECM (24) Filtered oil pressure (25) Crankcase pressure (26) Unfiltered oil pressure (27) Engine coolant temperature (35) Analog return
A. Verify that the signal wire for the suspect sensor has been removed from the P1 connector. B. Clear any existing diagnostic codes.
OK No diagnostic codes are activated when a

good sensor is temporarily installed. Connecting a new sensor resolved the problem.
C. Observe the Active Diagnostic screen on ET. Allow a minimum of 30 seconds for any codes to activate. An active open/short to +batt diagnostic code is generated for the sensor. D. Turn the engine control switch to the OFF/RESET position. Switch the 16 amp circuit breaker for the ECM to the OFF position.
Results:
OK Active open/short to +batt and short

to ground diagnostic codes are generated according to the above steps. The ECM is operating correctly. The initial diagnostic code was probably caused by a poor electrical connection. Repair: Perform the following procedure: Turn the engine control switch to the OFF/RESET position. Switch the 16 amp circuit breaker for the ECM OFF. Use a 151-6320 Wire Removal Tool to remove the jumper wire from the P1 connector. Reinstall the terminal that was removed from the P1 connector. Pull on the wire in order to verify proper installation of the terminal. Resume normal operation.
Illustration 82 Harness side of the P1 connector (19) Ground
g00867468
STOP.
Not OK No active open/short to +batt or short

to ground diagnostic codes were generated. The ECM is not operating correctly. Repair: It is unlikely that the ECM has failed. Perform this entire procedure again. If the problem is not resolved, perform the following steps: Temporarily install a new ECM. Refer to Troubleshooting, Replacing the ECM. If the problem is resolved with the new ECM, install the original ECM and verify that the problem returns. If the new ECM operates correctly and the original ECM does not operate correctly, replace the ECM. Refer to Troubleshooting, Replacing the ECM. STOP.
i01644708
E. Use a jumper wire that is the appropriate length with Deutsch sockets on the ends. Install one end of the jumper wire into the terminal for the signal wire that was removed from the P1 connector. Install the other end of the jumper wire into terminal (19) of the P1 connector. This will replace the sensor circuit with a short circuit. F. Switch the 16 amp circuit breaker for the ECM ON. Turn the engine control switch to the STOP position. G. Observe the Active Diagnostic screen on ET. Allow a minimum of 30 seconds for any codes to activate. An active short to ground diagnostic code is generated. Expected Result: Active open/short to +batt and short to ground diagnostic codes are generated according to the above steps.
Choke Actuator Solenoid

SMCS Code: 1901-038 System Operation Description: The ECM controls the air choke actuator by adjusting current flow through the actuators solenoid.
The 525-05 diagnostic code is probably caused by a problem with an electrical connector or an open circuit in a harness. Under certain circumstances, the 525-05 diagnostic code can occur if the low side wire is shorted to ground. The next likely cause is an open circuit inside the actuator solenoid. The least likely cause is a problem with the ECM. The 525-06 diagnostic code is probably caused by a short circuit in a harness or a problem with an electrical connector. The next likely cause is a short circuit inside the actuator solenoid. The least likely cause is a problem with the ECM. Logged diagnostic codes provide an historical record. Before you begin this procedure, use ET to print logged codes to a file.
Illustration 83 Schematic of the circuit for the air choke actuator
g00850127

Note: This step is important for troubleshooting a problem with instability. A. Turn the engine control switch to the OFF position. Switch the 16 amp circuit breaker for the ECM OFF. Note: For the following steps, refer to Troubleshooting, Inspecting Electrical Connectors.
Illustration 84
g00850164
(1) ECM connectors J2/P2 (2) J6/P6 connectors for the harness from the left side of the engine (3) 16 amp circuit breaker
Illustration 87 Terminal box P6 connector (P6-44) Low side wire for the air choke actuator (P6-45) High side wire for the air choke actuator
g00850188
Illustration 85 Left side view of the engine (4) Air choke actuator (5) P527/J527 connectors for the air choke actuator
g00866896
b. Perform a 45 N (10 lb) pull test on the four wires that are associated with the circuit for the air choke actuator. c. Thoroughly inspect connectors (P527/J527) for the air choke actuator for moisture and contamination. Check the harness and wiring for abrasion and pinch points from the air choke actuator to the ECM. Expected Result: All of the connectors and terminals are connected properly. The connectors are free of moisture and corrosion. The wiring is free of abrasion and pinch points. Results:
(J2/P2) ECM connectors (J6/P6) connectors on the terminal box (P527/J527) connectors for the air choke
actuator a. Check the torque of the Allen head screw for the ECM connector and the P6 connector. The proper torque is 6 1 Nm (55 9 lb in).
OK The components are in good condition with

proper connections. If you are troubleshooting a 525-05 diagnostic code, proceed to Test Step 2. If you are troubleshooting a 525-06 diagnostic code, proceed to Test Step 8.
Not OK The components are not in good

condition and/or at least one connection is improper. Repair: Perform the necessary repairs and/or replace parts, if necessary. STOP.
Illustration 86 ECM P2 connector (P2-63) High side wire for the air choke actuator (P2-64) Low side wire for the air choke actuator
g00850186
Test Step 2. Check the Solenoid and Harnesses for an Open Circuit
B. Disconnect connector P2 from the ECM.
Illustration 88 ECM side of connector P2 (P2-63) High side wire for the air choke actuator (P2-64) Low side wire for the air choke actuator
g00850190
C. Measure the resistance between P2 terminal (63) and terminal (64). During this measurement, wiggle the harnesses in order to check for an intermittent problem with the harness. Be sure to wiggle the harnesses near each of the connectors. Expected Result: The resistance is between 5.0 and 20.6 ohms. Results:
Illustration 89 ECM side of connector P2 (1) Ground strap for the ECM (P2-64) Low side wire for the air choke actuator
g00852300
B. Measure the resistance between the ground strap for the ECM and P2 terminal (64). During this measurement, wiggle the harnesses in order to check for an intermittent problem with the harness. Be sure to wiggle the harnesses near each of the connectors. Expected Result: The resistance is greater than 20,000 ohms. Results:
OK The resistance is between 5.0 and 20.6

ohms. The solenoid and wiring appear to be OK. The low side wire may have a short to ground, or the ECM may have a problem. Proceed to Test Step 3.
Not OK The resistance is higher than 20.6

ohms. There is a problem with a connector and/or the wiring for the solenoid, or the solenoid may have a problem. Proceed to Test Step 6.
OK The resistance measurement is greater
than 20,000 ohms. The low side wire for the air choke actuator appears to be OK. Proceed to Test Step 12.
Test Step 3. Check All of the Low Side Wiring for a Short to Ground
A. Verify that harness connector P2 is disconnected from the ECM.
Not OK The resistance measurement is less

than 20,000 ohms. There is a problem with the low side wire for the air choke actuator. Proceed to Test Step 4.
Test Step 4. Check the Low Side Wiring Inside the Engine Harness for a Short to Ground
A. Disconnect connector P6 from the terminal box.
Test Step 5. Check the Solenoid for an Internal Short Circuit

A. Disconnect connector P527 from the air choke actuator.
Illustration 90 (1) Ground Strap for the ECM (P6-44) Low side wire for the air choke actuator
g00852362
The side of connector P6 that faces toward the terminal box
B. Measure the resistance between the ground strap for the ECM and harness connector P6 terminal (44). During this measurement, wiggle the harnesses in order to check for an intermittent problem with the harness. Be sure to wiggle the harnesses near each of the connectors. Expected Result: The resistance is greater than 20,000 ohms. Results:
Illustration 91 (1) Solenoid for the air choke actuator (J527-B) Low side (Shell) Shell for the connector
g00850485
B. Measure the resistance between terminal (B) and the connectors shell. Expected Result: The resistance is greater than 20,000 ohms. Results:
than 20,000 ohms. The low side wire inside the engine harness appears to be OK. The low side wire inside the terminal box may have a problem. There may be a problem with a connector. Repair: Repair the harness and/or the connector, when possible. Replace the harness, if necessary. STOP.
OK The resistance is greater than 20,000

ohms. The solenoid does not have an internal short circuit. The low side wire inside the engine harness has a short to ground. Repair: Repair the engine harness or connectors, when possible. Replace the harness, if necessary. STOP.

than 20,000 ohms. The low side wire inside the engine harness may have a problem, or there may be a problem with the solenoid. Proceed to Test Step 5.
ohms. The solenoid has an internal short circuit.
Repair: Replace the solenoid. Refer to Operation and Maintenance Manual, Electrohydraulic Actuator - Recondition. . STOP.
Test Step 7. Check the Solenoid for an Open Circuit

Test Step 6. Check the Engine Harness and the Solenoid for an Open Circuit
Illustration 92 Harness connector P6 (P6-44) Low side wire for the air choke actuator (P6-45) High side wire for the air choke actuator
g00852315
B. Measure the resistance between P6 terminal (44) and terminal (45). During this measurement, wiggle the harnesses in order to check for an intermittent problem with the harness. Be sure to wiggle the harnesses near each of the connectors. Expected Result: The resistance is between 5.0 and 20.6 ohms. Results:
Illustration 93 (1) Solenoid on the air choke actuator (J527-B) Low side (J527-A) High side
g00850456
B. Measure the resistance between terminals (B) and (A) on the connector for the air choke actuator (J527). Expected Result: The resistance is between 5.0 and 10.3 ohms. Results:

ohms. The engine harness and the solenoid appear to be OK. The wiring inside the terminal box or the terminal boxs connectors may have a problem. Repair: Repair the wiring and/or connectors, when possible. Replace the wiring, if necessary. STOP.
OK The resistance of the solenoid is between
5.0 and 10.3 ohms. The solenoid does not have an open circuit. There is an open circuit in the engine harness. There may be a problem with a connector. Repair: Repair the engine harness or connectors, when possible. Replace the harness, if necessary. STOP.
Not OK The resistance is greater than 20.6
ohms. There is a problem with the engine harness or the solenoid. Proceed to Test Step 7.
Not OK The resistance of the solenoid is higher

than 10.3 ohms. The resistance of the solenoid is incorrect. The solenoid has an open circuit.
Repair: Replace the solenoid. Refer to Operation and Maintenance Manual, Electrohydraulic Actuator - Recondition. STOP.
Test Step 8. Check all of the Wiring and the Solenoid for a Short Circuit
A. Disconnect connector P2 from the ECM.
Illustration 95 The side of connector P6 that faces the terminal box (P6-44) Low side wire for the air choke actuator (P6-45) High side wire for the air choke actuator
g00852315
Illustration 94 ECM side of the ECM P2 connector (P2-63) High side wire for the air choke actuator (P2-64) Low side wire for the air choke actuator
g00850190
B. Measure the resistance between harness connector P6 terminal (44) and terminal (45). During this measurement, wiggle the harnesses in order to check for an intermittent problem with the harness. Be sure to wiggle the harnesses near each of the connectors. Expected Result: The resistance is between 5.0 and 20.6 ohms.
Results:
ohms. The engine harness and the solenoid appear to be OK. The wiring inside the terminal box has a problem. There may be a problem with a connector. Repair: Repair the wiring and/or the connector, when possible. Replace the harness, if necessary. STOP.

ohms. The solenoid and wiring do not have a short circuit. Proceed to Test Step 11.
Not OK The resistance is lower than 5.0 ohms.

There is a problem with the engine harness or the solenoid. Proceed to Test Step 10.
Not OK The resistance is less than 5.0 ohms.

There is a problem with a connector and/or the wiring, or the solenoid has a problem. Proceed to Test Step 9.
Test Step 10. Check the Solenoid for a Short Circuit

Test Step 9. Check the Engine Harness and the Solenoid for a Short Circuit
Test Step 11. Create an Open Circuit and Check the Operation of the ECM
A. Prevent fuel from entering the engine. Verify that the gas supply to the engine is OFF. B. Verify that the engine control switch is in the OFF/RESET position. Verify that the 16 amp circuit breaker for the ECM is OFF.
Illustration 97 Harness connector P2 (P2-63) High side of the air choke actuator (P2-64) Low side of the air choke actuator
g00850186
Illustration 96 (1) Solenoid on the air choke actuator (J527-B) Low side (J527-A) High side
g00850456
B. Measure the resistance between terminals (B) and (A) on the connector for the air choke actuator (J527). Expected Result: The resistance is between 5.0 and 10.3 ohms. Results:
C. Use a 151-6320 Wire Removal Tool to remove terminal (63) and terminal (64) from harness connector P2. This will replace the wiring for the air choke actuator with an open circuit. D. Switch the 16 amp circuit breaker for the ECM ON. E. If a 525-05 diagnostic code and/or a 525-06 diagnostic code is logged, clear the code. F. Turn the engine control switch to the START position and crank the engine. Allow a minimum of 30 seconds for the generation of any codes. Then turn the engine control switch to the STOP position. G. Observe the Active Diagnostic screen on ET. Look for a 525-05 diagnostic code. Expected Result: A 525-05 diagnostic code is displayed on the ET. Results:

5.0 and 10.3 ohms. The solenoid does not have a problem. The engine harness appears to have a short circuit. Repair: Repair the engine harness or connectors, when possible. Replace the harness, if necessary. STOP.
Not OK The resistance of the solenoid is lower

than 5.0 ohms. The resistance of the solenoid is incorrect.
OK When an open circuit was created, a

525-05 diagnostic code was generated. The ECM is operating correctly. The problem appears to be resolved. The initial diagnostic code was probably caused by a poor electrical connection. Repair: Perform the following procedure:
Turn the engine control switch to the OFF position. Switch the 16 amp circuit breaker for the ECM OFF. Reinstall the terminals that were removed from connector P2. Pull on the wires in order to verify proper installation of the terminals. Reconnect all of the connectors. Verify that the problem is resolved. STOP.
Not OK When an open circuit was created, a

525-05 diagnostic code was not generated. The ECM may have a problem. Repair: It is unlikely that the ECM has failed. Exit this procedure and perform this procedure again. If the problem is not resolved, perform the following procedure: Temporarily install a new ECM. Refer to Troubleshooting, Replacing the ECM. If the problem is resolved with a new ECM, install the original ECM and verify that the problem returns. If the new ECM operates correctly and the original ECM does not operate correctly, replace the original ECM. Follow the instructions in Troubleshooting, Replacing the ECM. STOP.
Illustration 98 Harness connector P2 (P2-63) High side of the air choke actuator (P2-64) Low side of the air choke actuator
g00850186
C. Use a 151-6320 Wire Removal Tool to remove terminal (63) and terminal (64) from harness connector P2. D. Use a jumper wire that is 125 25 mm (5.0 1.0 inch) long with Deutsch sockets on the ends. Insert one end of the jumper wire into the open terminal (63) of the P2 connector. Verify that the socket is making contact with pin 63 in the J2 connector. E. Insert the other end of the jumper wire into the open terminal (64) of the P2 connector. Verify that the socket is making contact with pin 64 in the J2 connector. This will replace the wiring for the air choke actuator with a short circuit. F. Switch the 16 amp circuit breaker for the ECM ON. G. If a 525-05 diagnostic code and/or a 525-06 diagnostic code is logged, clear the code. H. Turn the engine control switch to the START position and crank the engine. Allow a minimum of 30 seconds for the generation of any codes. Then turn the engine control switch to the STOP position. I. Observe the Active Diagnostic screen on ET. Look for a 525-06 diagnostic code. Expected Result: A 525-06 diagnostic code is displayed on the ET.
Test Step 12. Create a Short Circuit and Check the Operation of the ECM
Results:
OK When the wiring for the air choke actuator

was replaced with a short circuit, a 525-06 diagnostic code was generated by the ECM. The ECM is operating correctly. The problem appears to be resolved. The initial diagnostic code was probably caused by a poor electrical connection. Repair: Perform the following procedure: Turn the engine control switch to the OFF position. Switch the 16 amp circuit breaker for the ECM OFF. Remove the jumper wire from the P2 connector. Reinstall the terminals that were removed from connector P2. Pull on the wires in order to verify proper installation of the terminals. Reconnect all of the connectors. Verify that the problem is resolved. STOP.
When the flame front reaches the sensor, the sensor briefly outputs a low voltage signal that is approximately 80 millivolts. The sensors low voltage signal is detected by the ICSM. The ICSM measures the length of time from the all cylinders firing signal to the combustion sensors signal. The ICSM determines the combustion burn time for the cylinder. Each combustion sensor has a single terminal that is connected to a signal wire. The signal wire from each sensor is shielded. Use this procedure to troubleshoot the system only when there is an active noisy diagnostic code or an active short circuit diagnostic code that is associated with a combustion sensor. A noisy diagnostic code indicates that the signal from the sensor is noisy or connected to the wrong cylinder. The short to ground diagnostic code indicates that the sensors signal has a short circuit or the signal is below the acceptable range. Logged diagnostic codes provide an historical record. Before you begin this procedure, use ET to print the logged codes to a file. This troubleshooting procedure may generate additional diagnostic codes. Keep your mind on correcting the cause of the original diagnostic code. Clear the diagnostic codes after the problem is resolved.
Not OK When the wiring for the air choke

actuator was replaced with a short circuit, a 525-06 diagnostic code was not generated by the ECM. The ECM may have a problem. Repair: It is unlikely that the ECM has failed. Exit this procedure and perform this procedure again. If the problem is not resolved, perform the following procedure: Temporarily install a new ECM. Refer to Troubleshooting, Replacing the ECM. If the problem is resolved with a new ECM, install the original ECM and verify that the problem returns. If the new ECM operates correctly and the original ECM does not operate correctly, replace the original ECM. Follow the instructions in Troubleshooting, Replacing the ECM. STOP.
i01662520
Combustion Sensor
SMCS Code: 1901-038 System Operation Description: Each cylinder has a combustion sensor that is positioned on the edge of the cylinder. When the engine control switch is in the STOP, START, or AUTO position, the ICSM provides +80 VDC to the combustion sensors.
Illustration 99 Schematic for the circuit of the combustion sensors for the 12 cylinder engine
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Illustration 100 Schematic for the circuit of the combustion sensors for the 16 cylinder engine
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Note: For the following steps, refer to Troubleshooting, Inspecting Electrical Connectors. Note: Illustration 101 shows one side of the engine. The other side of the engine is similar.
B. Thoroughly inspect the suspect connector (2) at the ICSM for corrosion or moisture. C. Thoroughly inspect the suspect connector (3) for corrosion or moisture. D. Thoroughly check the suspect harness for abrasion and pinch points from the sensor to the ICSM. E. Verify that the suspect harness has the proper length in order to reach from the sensor to the ICSM. F. Verify that the suspect harness is connected to the correct connector on the ICSM. For a 12 cylinder engine, refer to Table 22 for the proper connections:
Table 22 Illustration 101 Left side of the engine (1) ICSM (2) Connectors for the combustion sensors
g00858362
Cylinder
Connectors on the Left Side ICSM
Connectors on the Right Side ICSM R3
1 2 3 4 5 6 7 8 9 10 11 12 R3 R2 R1 L1 L2 L3
R2
R1
L1
L2
L3
For a 16 cylinder engine, refer to Table 23 for the proper connections:
Illustration 102 (3) Harness connector (4) Extension (5) Sensor
g00858414
Section view of a cylinder head with a combustion sensor
Table 23
Test Step 2. Replace the Harness

Connectors on the Left Side ICSM Connectors on the Right Side ICSM R4 L4 R3 L3 R2 L2 R1 L1 L1 R1 L2 R2 L3 R3 L4 R4
Illustration 103
g00858679
Cylinder
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16
Expected Result: All of the connectors are connected properly. The connectors and the wiring are free of corrosion, abrasion, and pinch points. The sensors are connected to the correct connector on the ICSM. Results:
(1) Harness connector (2) Seal (3) Connector

proper connections. If you are troubleshooting a noisy diagnostic code, proceed to Test Step 2. If you are troubleshooting a diagnostic code for a short circuit, proceed to Test Step 4.
A. Temporarily exchange the suspect harness with a harness that is known to be good. The new harness must be long enough to reach from the sensor to the ICSM. Verify that seal (2) is installed in connector (1) on the new harness. Ensure that connectors (1) and (3) are clean, dry, and properly connected. Do not install the new harness onto the engine. B. Start the engine. Use ET to place the engine in the prechamber calibration mode. C. Observe the Active Diagnostics screen on ET. The engine must be in the prechamber calibration mode for at least 30 seconds in order for the -02 diagnostic code to become activated. Look for an active -02 diagnostic code. Expected Result: The -02 code is not active. Results:
condition and/or at least one of the connections are improper. Repair: Perform the necessary repairs and/or replace parts, if necessary. STOP.
No -02 code Before the suspect harness was

replaced, there was a -02 diagnostic code. After the suspect harness was replaced, there was no -02 diagnostic code. The suspect harness is faulty.
Repair: Completely install the new harness onto the engine. Resume normal operation. STOP.
Active -02 code Before the harness was

replaced, there was a -02 diagnostic code. After the harness was replaced, the -02 diagnostic code remained. Repair: Turn the engine control switch to the OFF/RESET position. Switch the 16 amp circuit breaker for the ECM OFF. Remove the new harness and install the original harness. Proceed to Test Step 3.
If the problem is resolved with a new ICSM, install the original ICSM and verify that the problem returns. If the new ICSM operates correctly and the original ICSM does not operate correctly, replace the original ICSM. Refer to Troubleshooting, Replacing the ICSM. STOP.
Test Step 4. Disconnect the Combustion Sensor

A. Verify that the engine control switch is in the OFF/RESET position. Verify that the 16 amp circuit breaker for the ECM is OFF.
Test Step 3. Inspect the Extension and the Combustion Sensor

A. Inspect the combustion sensor and clean the sensor, if necessary. Refer to Operation and Maintenance Manual, SEBU7563, Combustion Sensor - Clean/Inspect/Replace. B. Start the engine. Use ET to place the engine in the prechamber calibration mode. C. Observe the Active Diagnostics screen on ET. The engine must be in the prechamber calibration mode for at least 30 seconds in order for the -02 diagnostic code to become activated. Look for an active -02 diagnostic code. Expected Result: The -02 diagnostic code is not active. Results:
No -02 code Before the sensor and extension

were serviced, there was a -02 diagnostic code. After the sensor and extension were serviced, there was no -02 diagnostic code. Resume normal operation. STOP.
Illustration 104 (1) Harness connector (2) Seal (3) Connector
g00858679
Section view of a cylinder head with a combustion sensor
Active -02 code Before the sensor and extension

were serviced, there was a -02 diagnostic code. After the sensor and extension were serviced, the noisy diagnostic code remained. The ICSM may have a problem. Repair: It is unlikely that the ICSM has failed. Exit this procedure and perform this procedure again. If the problem is not resolved, perform the following steps: Temporarily install a new ICSM. Refer to Troubleshooting, Replacing the ICSM.
B. Disconnect harness connector (1) for the suspect sensor. C. Switch the 16 amp circuit breaker for the ECM ON. Turn the engine control switch to the STOP position. D. Observe the Active Diagnostics screen on ET. Wait at least 30 seconds so that any codes may become activated. Look for an active -04 short circuit diagnostic code.
Expected Result: The -04 diagnostic code is not active. Results:
No -04 code Before the harness connector was

disconnected, there was a -04 diagnostic code. After the harness connector was disconnected, there was no -04 diagnostic code. There is a problem with the extension or the sensor. Repair: Perform the following steps: 1. Thoroughly inspect harness connector (1) and connector (3) for moisture. Inspect O-ring seal (2) in the harness connector. Refer to Operation and Maintenance Manual, SEBU7563, Combustion Sensor Clean/Inspect/Replace. 2. Reconnect harness connector (1). 3. Switch the 16 amp circuit breaker for the ECM ON. Turn the engine control switch to the STOP position. Observe the Active Diagnostics screen on ET. Wait at least 30 seconds so that any codes may become activated. Verify that the problem is resolved. STOP.
Illustration 105 ICSM (1) ICSM (2) Connector
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B. Disconnect the suspect connector (2) from the ICSM. The connectors for the 12 cylinder engine are identified in Table 24:
Table 24
Diagnostic Code 1101-04 1102-04 1103-04 1104-04 1105-04 1106-04
Cylinder
1 2 3 4 5 6 7 8 9 10 11 12 R3 R2 R1 L1 L2 L3

disconnected at the sensor there was a -04 diagnostic code. After the harness was disconnected the -04 diagnostic code remained. There is a problem with the harness or the ICSM. Proceed to Test Step 5.
R2
R1
Test Step 5. Disconnect the Harness at the ICSM

1107-04 1108-04 1109-04 1110-04 1111-04 1112-04
L1
L2
L3
The connectors for the 16 cylinder engine are identified in Table 25:
Table 25
Diagnostic Code 1101-04 1102-04 1103-04 1104-04 1105-04 1106-04 1107-04 1108-04 1109-04 1110-04 1111-04 1112-04 1113-04 1114-04 1115-04 1116-04
Cylinder
Repair: It is unlikely that the ICSM has failed. Exit this procedure and perform this procedure again. If the problem is not resolved, perform the following steps: Temporarily install a new ICSM. Refer to Troubleshooting, Replacing the ICSM. If the problem is resolved with a new ICSM, install the original ICSM and verify that the problem returns. If the new ICSM operates correctly and the original ICSM does not operate correctly, replace the original ICSM. Refer to Troubleshooting, Replacing the ICSM. STOP.
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 R4 R3 R2 R1 L1 L2 L3 L4
R3
R2
R1
L1
i01657871
L2
Cylinder Firing Pulse

SMCS Code: 1901-038 System Operation Description: Use this procedure to troubleshoot cylinder firing signals that have diagnostic codes which are active or easily repeated. There are two different types of cylinder firing signals. The number one cylinder firing signal indicates that the ECM is commanding the spark plug in the number one cylinder to fire. The all cylinders firing signal indicates that the ECM is commanding the spark plug in each cylinder to fire. Each signal is developed on a wire that connects the ECM to the left and right integrated combustion sensing modules. The number one cylinder firing signal is created by the integrated combustion sensing modules and the ECM. The modules maintain the signal wire at +13 volts. The ECM pulls the signal wire to ground potential whenever the number one cylinder is commanded to fire. The ECM maintains the wire at ground potential for approximately 200 microseconds. The all cylinders firing signal is also created by the integrated combustion sensing modules and the ECM. The modules maintain the signal wire at +13 volts. The ECM pulls the signal wire to ground potential whenever a spark plug is commanded to fire. The ECM maintains the wire at ground potential for approximately 300 microseconds. The 1043-08 diagnostic code is caused if the number one cylinder firing signal and the all cylinders firing signal are connected to the opposite terminals somewhere in the circuit.
L3
L4
C. Switch the 16 amp circuit breaker for the ECM ON. Turn the engine control switch to the STOP position. D. Observe the Active Diagnostics screen on ET. Wait at least 30 seconds so that any codes may become activated. Look for an active -04 code. Expected Result: The -04 diagnostic code is not active. Results:
No -04 code Before the harness was

disconnected from the ICSM, there was a -04 diagnostic code. Disconnecting the harness from the ICSM cleared the -04 diagnostic code. The harness is faulty. Repair: Replace the harness. Verify that the original condition is resolved. STOP.

disconnected from the ICSM, there was a -04 diagnostic code. After the harness was disconnected from the ICSM ,the -04 code remained. The ICSM may have a problem.
A -02, -03, and -04 diagnostic code is probably caused by a problem with a harness connector or wiring. The next likely cause is a faulty electronic component. Logged diagnostic codes provide an historical record. Before you begin this procedure, print the logged codes to a file. This troubleshooting procedure may generate additional diagnostic codes. Keep your mind on correcting the cause of the original diagnostic code. Clear the diagnostic codes after the problem is resolved.
Illustration 106 Schematic of the circuit for the cylinder firing signals
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A. Turn the engine control switch to the OFF/RESET position. Switch the 16 amp circuit breaker for the ECM OFF. Note: For the following steps, refer to Troubleshooting, Inspecting Electrical Connectors.
J1/P1 J5/P5 J6/P6 J73/P73 J83/P83

C. Perform a 45 N (10 lb) pull test on each of the wires that are associated with the circuit for the cylinder firing signals. D. Check the harnesses and wiring for abrasion and pinch points from the connector for each module to the terminal box. E. Check the wiring inside the terminal box for moisture, abrasion and pinch points.
Illustration 107 Terminal Box (1) Ground strap (2) ECM connectors J1/P1 (3) J6/P6 connector for the harness from the left side of the engine (4) J5/P5 connector for the harness from the right side of the engine (5) Circuit breaker for the ECM
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Expected Result: All of the connectors and terminals are connected properly. The connectors and wiring are free of moisture, corrosion, abrasion and pinch points. Results:
Note: Illustration 108 shows one side of the engine. The other side of the engine is similar.

proper connections. Proceed to Test Step 2.

Test Step 2. Verify that the Diagnostic Codes are Still Active
A. To prevent the engine from starting, shut the main gas supply OFF. B. Connect ET to the service tool connector. C. Switch the 16 amp circuit breaker for the ECM ON.
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Illustration 108 Left side of the engine (6) ICSM (7) P73/J73 connectors for the ICSM
D. Crank the engine for ten seconds. Look for the codes that are listed in Table 26:
B. Thoroughly inspect the following connectors and terminals:
Table 26
Diagnostic Codes for the Cylinder Firing Signal 1043-02 1043-03 1043-04 1043-08 1044-02 1044-03 1044-04 Cylinder #1 Firing Signal noisy Cylinder #1 Firing Signal open/short to +batt Cylinder #1 Firing Signal short to ground Cylinder #1 Firing Signal abnormal signal All Cylinder Firing Signal noisy All Cylinder Firing Signal open/short to +batt All Cylinder Firing Signal short to ground
Expected Result: There are no active codes or logged codes. Results:
OK - No codes The problem seems to be

resolved. There are no active codes or logged codes. The cylinder firing signals are operating correctly at this time. Repair: The initial diagnostic code was probably caused by a poor electrical connection in one of the harness connectors or terminals. Resume normal operation. STOP.
Illustration 109
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(1) P6 connector for the harness from the left side of the engine (2) P5 connector for the harness from the right side of the engine (3) ECM connector P1
B. Disconnect connectors P1, P5, and P6. This will isolate the wiring inside the terminal box.
Not OK - Active -02 Noisy There is an active
diagnostic code for a noisy cylinder firing signal. Proceed to Test Step 7. code for a cylinder firing signal that has an open circuit, or a short circuit to a positive voltage source. Proceed to Test Step 3.
Not OK - Active -03 Open There is an active
Not OK - Active -04 Short There is an active
code for a cylinder firing signal that has a short to ground. Proceed to Test Step 7. signal is abnormal. Proceed to Test Step 3.
Not OK - Active -08 Abnormal A cylinder firing Test Step 3. Check the Terminal Boxs Wiring for an Open Circuit or a Short Circuit to a Positive Voltage Source
The correct resistance measurements for Table 27 are less than 5 ohms. If the resistance measurements are incorrect, there is an open circuit.
Illustration 111 Harness connector P1 (P1-49) All cylinder firing signal (P1-53) +BATT (P1-58) Number one cylinder firing signal
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D. Measure the resistance between the terminals that are listed in Table 28. During each measurement, wiggle the harness in order to check for an intermittent problem with the harness. Be sure to wiggle the harness near each of the connectors.
Table 28
Points for the Measurement of Resistance

Illustration 110 Bottom of the terminal box (P1-49) All cylinders firing signal (J6-9) All cylinders firing signal (J6-19) Number one cylinder firing signal (J5-9) All cylinders firing signal (J5-19) Number one cylinder firing signal
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Connector and Terminal P1-53
Connector and Terminal P1-58 P1-49
C. Measure the resistance between the terminals that are listed in Table 27. During each measurement, wiggle the harness in order to check for an intermittent problem. Be sure to wiggle the harness near each of the connectors.
Table 27
The correct resistance measurements for Table 28 are greater than 20,000 ohms. If the resistance measurements are incorrect, there is a short circuit to a positive voltage source. Expected Result: All of the resistance checks are within the specifications. Results:
Points for the Measurement of Resistance Connector and Terminal P1-58 Connector and Terminal J6-19 J5-19 P1-49 J6-9 J5-9
OK All of the resistance checks are within the
specifications. The wires for the cylinder firing signals inside the terminal box do not have an open circuit or a short circuit to a positive voltage source. Proceed to Test Step 4.
Not OK At least one of the resistance checks
is not within the specifications. There is an open circuit in the wiring inside the terminal box or there is a short circuit to a positive voltage source. There may be a problem with a connector. Repair: Repair the harness or the connector, when possible. Replace the harness or the connector, if necessary. STOP.
Test Step 4. Check the Left Side Harness for an Open Circuit or a Short Circuit to a Positive Voltage Source
A. Connect the P6 connector. This will add the left side harness to the circuit. B. Disconnect connector P73 from the left ICSM.
Illustration 113 (P73-E) Number one cylinder firing signal (P73-H) All cylinder firing signal
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Illustration 112 Harness connector P1 (P1-49) All cylinder firing signal (P1-58) Number one cylinder firing signal
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D. Measure the resistance between terminals P73-E and P73-H. During the measurement, wiggle the harness in order to check for an intermittent problem with the harness. Be sure to wiggle the harness near the P73 connector. The correct resistance measurement is less than 5 ohms.
C. Fabricate a jumper wire that is the appropriate length with Deutsch terminals on the ends. Connect the jumper wire between terminals P1-49 and P1-58.
Illustration 114 Harness connector P1 (P1-49) All cylinder firing signal (P1-69) -BATT
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E. At the P1 connector, connect the jumper wire between terminals P1-49 and P1-69.
I. Measure the resistance between the terminals that are listed in Table 29. During each measurement, wiggle the harness in order to check for an intermittent problem with the harness. Be sure to wiggle the harness near each of the connectors.
Table 29
Points for the Measurement of Resistance Connector and Terminal P1-53 Connector and Terminal P1-58 P1-49
The correct resistance measurements for Table 29 are greater than 20,000 ohms. Expected Result: The resistance checks are within the specifications. Results:

Illustration 115 (P73-B) -BATT (P73-H) All cylinder firing signal
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specifications. The wires for the cylinder firing signals inside the left harness do not have an open circuit or a short circuit to a positive voltage source. The wires for the cylinder firing signals are not switched. Proceed to Test Step 5.
F. Measure the resistance between terminals P73-B and P73-H. The correct resistance measurement is less than 5 ohms. G. Remove the jumper wire from the P1 connector. H.
is not within the specifications. There is an open circuit in the wiring inside the left harness or there is a short circuit to a positive voltage source. There may be a problem with a connector. Repair: Repair the harness or the connector, when possible. Replace the harness or the connector, if necessary. STOP.
Test Step 5. Check the Right Side Harness for an Open Circuit or a Short to a Positive Voltage Source
A. Connect the P5 connector. This will add the right side harness to the circuit. B. Disconnect connector P83 from the right ICSM.
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Illustration 117 Harness connector P1 (P1-49) All cylinder firing signal (P1-58) Number one cylinder firing signal
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Illustration 119 Harness connector P1 (P1-49) All cylinder firing signal (P1-69) -BATT
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C. Connect a jumper wire between terminals P1-58 and P1-49.
E. At the P1 connector, connect the jumper wire between terminals P1-49 and P1-69.
Illustration 118 (P83-E) Number one cylinder firing signal (P83-H) All cylinder firing signal
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Illustration 120 (P83-B) -BATT (P83-H) All cylinder firing signal
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D. Measure the resistance between terminals P83-E and P83-H. During the measurement, wiggle the harness in order to check for an intermittent problem with the harness. Be sure to wiggle the harness near the P83 connector. The correct resistance measurement is less than 5 ohms.
F. Measure the resistance between terminals P83-B and P83-H. The correct resistance measurement is less than 5 ohms. G. Remove the jumper wire from the P1 connector.
Repair: Repair the harness or the connector, when possible. Replace the harness or the connector, if necessary. STOP.
Test Step 6. Verify that the Diagnostic Code is still Active

A. To prevent the engine from starting, shut the main gas supply OFF. B. Reconnect connectors P1, P73, and P83.
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C. Switch the 16 amp circuit breaker for the ECM ON. D. Crank the engine for ten seconds. Look for the codes that are listed in Table 31:
Table 31
H. Measure the resistance between the terminals that are listed in Table 30. During each measurement, wiggle the harness in order to check for an intermittent problem with the harness. Be sure to wiggle the harness near each of the connectors.
Table 30
Diagnostic Codes for the Cylinder Firing Signal 1043-03 1044-03 1043-08 Cylinder #1 Firing Signal open/short to +batt All Cylinder Firing Signal open/short to +batt Cylinder Firing Signal Abnormal
Points for the Measurement of Resistance Connector and Terminal P1-53 Connector and Terminal P1-58 P1-49
Expected Result: The codes that are listed in Table 31 are not active or logged. Results:
No codes The problem seems to be resolved.

The cylinder firing signals are operating correctly at this time. Repair: The initial diagnostic code was probably caused by a poor electrical connection in one of the harness connectors or terminals. Resume normal operation. STOP.
specifications. The wiring inside the right harness does not have an open circuit. The wiring inside the right harness does not have a short circuit to a positive voltage source. The wires for the cylinder firing signals are not switched. Connect all of the connectors. Proceed to Test Step 6.
Active code At least one of the diagnostic

codes is active. Proceed to Test Step 13.
is not within the specifications. There is an open circuit in the wiring inside the left harness or there is a short circuit to a positive voltage source. There may be a problem with a connector.
Test Step 7. Check for +13 V at the ECM
Test Step 8. Crank the Engine and Check for Diagnostic Codes
A. To prevent the engine from starting, shut the main gas supply OFF. B. Crank the engine for ten seconds. Look for the codes that are listed in Table
Table 32
Diagnostic Codes for the Cylinder Firing Signal 1043-02 1043-04 1043-08 1044-02 1044-04 Cylinder #1 Firing Signal noisy Cylinder #1 Firing Signal short to ground Cylinder #1 Firing Signal abnormal signal All Cylinder Firing Signal noisy All Cylinder Firing Signal short to ground
Expected Result:
Illustration 122 Harness connector P1 (P1-49) All cylinder firing signal (P1-58) Number one cylinder firing signal (P1-69) -BATT
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None of the codes are active or logged. Results:
No codes None of the codes are active or

logged. The problem seems to be resolved. The cylinder firing signals appear to be operating correctly at this time. Repair: The initial diagnostic code was probably caused by a poor electrical connection. Resume normal operation. STOP.
A. At the harness side of the P1 connector, insert two 7X-1710 Multimeter Probes. Insert the first probe into terminal 69. If you are troubleshooting a problem with the signal for the number one cylinder firing signal, insert the second probe into terminal 58. If you are troubleshooting a problem with the all cylinders firing signal, insert the second probe into terminal 49. B. Connect a voltmeter to the probes and measure the voltage. Expected Result: The voltage at the P1 connector is 13 3 VDC. Results:
Code At least one of the diagnostic codes is

active or logged. Proceed to Test Step 14.
Test Step 9. Disconnect the ECM from the Circuit and Check for Voltage
OK The voltage at the P1 connector is 13

3 VDC. The voltage that is developed by the modules appears to be OK. The ECM does not have an internal short circuit. Remove the probes from the P1 connector. Proceed to Test Step 8.
Not OK The voltage at the P1 connector is not

13 3 VDC. The voltage that is developed by the modules is not within the specification. An ICSM may have a problem, or the ECM may be faulty. Do not remove the probe in terminal 69. Remove the probe from terminal 49 or terminal 58. Proceed to Test Step 9.
1. Turn the engine control switch to the OFF/RESET position. Switch the 16 amp circuit breaker for the ECM OFF. 2. Remove the probe from terminal 69. Insert terminal 49 or 58 into the P1 connector. Pull on the wire in order to verify that the terminal is fully inserted into the connector. Exit this procedure and perform this procedure again. If the problem is not resolved, temporarily install a new ECM. Refer to Troubleshooting, Replacing the ECM. If the problem is resolved with the new ECM, install the original ECM and verify that the problem returns. If the new ECM operates correctly and the original ECM does not operate correctly, replace the original ECM. Refer to Troubleshooting, Replacing the ECM.
Illustration 123 Harness connector P1 (P1-49) All cylinders firing signal (P1-58) Number one cylinder firing signal (P1-69) -BATT
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STOP.
Not OK The voltage on the wire that was

removed from the ECM is not 13 3 VDC. There may be a problem with an ICSM. Proceed to Test Step 10.
B. Use a 151-6320 Wire Removal Tool to remove terminal 58 or 49 from ECM connector P1. If you are troubleshooting a problem with the number one cylinder firing signal, remove terminal 58. If you are troubleshooting a problem with the all cylinders firing signal, remove terminal 49. C. Connect one voltmeter lead to the probe that is inserted into terminal 69. Connect the other voltmeter lead to the terminal that has been removed from P1. D. Switch the 16 amp circuit breaker for the ECM ON. Turn the engine control switch to the STOP position. E. Measure the voltage on the wire that was removed from the P1 connector. Expected Result: The voltage is 13 3 VDC. Results:
Test Step 10. Check the Left Side ICSM for a Short Circuit.
A. Switch the 16 amp circuit breaker for the ECM OFF. Turn the engine control switch to the OFF/RESET position.
OK The voltage on the wire that was removed

from the ECM is 13 3 VDC. The voltage that is developed by the ICSM appears to be OK. When the ECM is connected to the circuit, the voltage is not OK. There may be a problem with the ECM. Repair: It is unlikely that the ECM has failed. Perform the following steps:
Illustration 124 (1) Left side ICSM (2) P73 connector
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B. Disconnect connector P73 from the left ICSM.
Not OK The resistance check is less than
20,000 ohms. There may be a problem with the ICSM. Repair: It is unlikely that the ICSM has failed. Exit this procedure and perform this procedure again. If the problem is not resolved, perform the following steps: Install a known good ICSM according to Troubleshooting, Replacing the ICSM.
If the problem is resolved with the new ICSM, install the original ICSM and verify that the problem returns. If the new ICSM operates correctly and the original ICSM does not operate correctly, replace the original ICSM. Refer to Troubleshooting, Replacing the ICSM. STOP.
Test Step 11. Check the Right Side ICSM for a Short Circuit.
Illustration 125 J73 connector on the left side ICSM
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C. Measure the resistance between the terminals that are listed in Table 33 according to the corresponding diagnostic code:
Table 33
Points for the Measurement of Resistance Diagnostic Code 1043-02 1043-04 1044-02 1044-04 Connector and Terminals J73-E and J73-B J73-H and J73-B
Illustration 126 (1) Right side ICSM (2) P83 connector
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Expected Result: The resistance check is greater than 20,000 ohms. Results:
A. Disconnect connector P83 from the right side ICSM.
OK The resistance check is greater than 20,000

ohms. The left ICSM does not have a short circuit. Proceed to Test Step 11.
Not OK The resistance check is less than
20,000 ohms. There may be a problem with the right side ICSM. Repair: It is unlikely that the ICSM has failed. Exit this procedure and perform this procedure again. If the problem is not resolved, perform the following steps: Install a known good ICSM according to Troubleshooting, Replacing the ICSM.
If the problem is resolved with the new ICSM, install the original ICSM and verify that the problem returns. If the new ICSM operates correctly and the original ICSM does not operate correctly, replace the original ICSM. Refer to Troubleshooting, Replacing the ICSM. STOP.
Test Step 12. Check the Wiring for the ICSM

A. Reconnect connector J73 to the left side ICSM. B. Verify that connectors P5 and P6 are connected. C. Verify that connector P1 is disconnected. D. Measure the resistance between the terminals that are listed in Table 35:
Illustration 127 J83 connector on the right side ICSM
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Table 35
P83 Points for the Measurement of Resistance Terminal P83-E Connector and Terminals P83-A P83-B P83-D P83-H P83-J P83-K P83-M P83-N P83-A P83-B P83-D P83-E P83-J P83-K P83-M P83-N
B. Measure the resistance between the terminals that are listed in Table 34 according to the corresponding diagnostic code:
Table 34
Points for the Measurement of Resistance Diagnostic Code 1043-02 1043-04 1044-02 1044-04 Connector and Terminals J83-E and J83-B P83-H J83-H and J83-B
Expected Result: The resistance check is greater than 20,000 ohms. Results: Expected Result:
OK The resistance check is greater than 20,000

ohms. The right ICSM does not have a short circuit. Proceed to Test Step 12.
All of the resistance checks are greater than 20,000 ohms.
Results:
OK All of the resistance checks are greater

than 20,000 ohms. The wiring for the modules appears to be OK. Proceed to Test Step 14.
Not OK At least one of the resistance checks is

less than 20,000 ohms. There is a problem with a connector and/or the wiring for the modules. Repair: Repair the connector and/or wiring, when possible. Replace the connector and/or wiring, if necessary. STOP.
Test Step 13. Check the Modules for the Correct Configuration.
A. Use ET in order to verify that the engine configuration is correct for each of the modules. G3612 Vee is an example of a configuration. The configuration for both of the modules must be identical and the configurations must match the type of engine. Expected Result: Each module has the correct configuration. The module configurations match the type of engine. Results:
Illustration 128 Harness connector P1 (P1-5) Ground (P1-49) All cylinder firing signal (P1-58) Number one cylinder firing signal
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a. At the harness side of the P1 connector, insert three 7X-1710 Multimeter Probes. Insert the first probe into terminal 49. Insert the second probe into terminal 58. Insert the third probe into terminal 5. b. Connect one trace of the oscilloscope to the probe on terminal 49. Connect the other trace of the oscilloscope to the probe on terminal 58. c. Use the probe that is connected to terminal 5 as a ground connection. B. Adjust the settings of the oscilloscope to two volts for each vertical division, and ten milliseconds for each horizontal division. C. Start the engine and run the engine.
OK The engine configuration is correct for each

module. Proceed to Test Step 14. for a module.
Not OK The engine configuration is not correct

Repair: Change the configuration parameters to the correct values. Verify that the diagnostic codes are no longer active. If the original diagnostic codes are still active, proceed to Test Step 14.
Test Step 14. Use an Oscilloscope to View the Cylinder Firing Signals
Note: This step is recommended. A. Connect a dual trace oscilloscope by performing the following steps:
Illustration 129 Display for the oscilloscope (1) All cylinder firing signal (2) Number one cylinder firing signal
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D. Compare the display on the oscilloscope with Illustration 129. E. Adjust the oscilloscope for one millisecond for each horizontal division.
Illustration 130 Display for the oscilloscope (A) 300 microseconds 100 microseconds (B) 200 microseconds 100 microseconds
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F. Compare the display on the oscilloscope with Illustration 130. Expected Result: The signals are within the specification. Results:
i01654502
Desired Speed Input (4 - 20 mA)

SMCS Code: 1901-038 System Operation Description: Note: For this troubleshooting procedure, the Desired Speed Input configuration parameter must be set to 4-20 mA Input in the Service/Configuration screen of ET. The selection of this setting requires a 4 to 20 mA signal for regulation of the desired engine speed. If the Desired Speed Input is set to 0-5 VDC Input, do not use this procedure to troubleshoot the circuit.
OK The signals are within the specification.
If a diagnostic code is still active, consult with Caterpillar customer service for large gas engines. STOP. specification. Consult with Caterpillar customer service for large gas engines. STOP.
Not OK The signals are not within the
When the desired speed input is correspondingly configured, the ECM controls the engine speed according to the 4 to 20 mA current. The value of the current corresponds to a range of desired engine speeds between minimum high idle and maximum high idle. The Minimum Engine High Idle Speed and the Maximum Engine High Idle Speed are set with the Service/Configuration screen of ET. For more information, refer to Systems Operation/Testing and Adjusting, RENR5908, Electronic Control System Parameters. When the Idle/Rated switch is in the Rated position, a current value of 4.0 mA corresponds to the programmed Minimum Engine High Idle Speed. A current value of 20.0 mA corresponds to Maximum Engine High Idle Speed. Current values within this range will vary the desired engine speed in a linear fashion between Minimum Engine High Idle Speed and Maximum Engine High Idle Speed. The ECM will generate a diagnostic code in response to current outside of the range of 4 to 20 mA. Current values that are greater than 22.0 mA will activate the 524-03 Desired Engine Speed Sensor short to +batt diagnostic code. Current values that are less than 2.0 mA will activate the 524-04 Desired Engine Speed Sensor short to ground diagnostic code. The most likely causes of the diagnostic code are a poor connection or a problem in a wiring harness. The next likely cause is a problem with a component. The least likely cause is a problem with the ECM. Logged diagnostic codes provide an historical record. Before you begin this procedure, use ET to print the logged codes to a file. The troubleshooting procedure may generate additional diagnostic codes. Keep your mind on correcting the cause of the original diagnostic code. Clear the diagnostic codes after the problem is resolved.
Illustration 131 Schematic of the 4 to 20 mA desired speed input
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Illustration 132 (1) (2) (3) (4)
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ECM J1/P1 connectors 16 amp circuit breaker for the ECM 70-pin customer connector J3 Terminal boxs 47-pin connector for the control panel (if equipped)
Illustration 133 Inside of the control panel (5) Terminal strip
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B. Thoroughly inspect the following components:
ECM J1/P1 connectors 70-pin customer connectors J3/P3 (if

equipped)
Terminal boxs 47-pin connectors J4/P4 for the

control panel (if equipped)
Illustration 134
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Terminal strip in the control panel (if equipped) Wiring and the connections between the
terminal box and the device that supplies the 4 to 20 mA signal
Harness side of the ECM P1 connector (36) + Signal (37) Signal
a. Check the torque of the Allen head screw for the ECM J1/P1 connector and the 70-pin J3/P3 customer connector. The proper torque is 6 1 Nm (55 9 lb in).
b. Perform a 45 N (10 lb) pull test on each of the wires that are associated with the 4 to 20 mA circuit. c. Inspect the terminal strip in the control panel (if equipped) for loose wires, frayed wires, foreign objects, and corrosion. d. Check the harness and wiring for abrasion and pinch points between the device that supplies the 4 to 20 mA signal and the ECM. Expected Result: All of the connectors, pins, and sockets are connected properly. The connectors and the wiring are free of corrosion, abrasion, and pinch points. Results:

proper connections. If you are troubleshooting a 524-03 Desired Engine Speed Sensor short to +batt diagnostic code, proceed to Test Step 2. If you are troubleshooting a 524-04 Desired Engine Speed Sensor short to ground diagnostic code, proceed to Test Step 4.

condition and/or at least one connection is improper.
Test Step 2. Check for a Short Circuit to the +Battery Side at the ECM P1 Terminal 36
A. Verify that the engine control switch is in the OFF/RESET position and the 16 amp circuit breaker for the ECM OFF. B. Make sure that there is no electrical power to the device that provides the 4 to 20 mA signal. C. Remove the two wires (+ and -) for the 4 to 20 mA signal from the device that supplies the 4 to 20 mA signal. Tape the leads in order to ensure that the leads do not contact any object. D. Disconnect the ECM P1 connector. Results:
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Illustration 136 ECM J1 connector (J1-70) Keyswitch +Battery
E. Use an ohmmeter to measure the resistance between terminals (P1-36) and (J1-70). Expected Result: The resistance is greater than 20,000 ohms.
Yes The resistance is greater than 20,000
ohms. The wiring from terminal P1-36 is not shorted to the +Battery side. Do not reconnect any connectors. Proceed to Test Step 3. There is a problem with a connection and/or the wiring from terminal P1-36. Repair: The problem may be between the ECM P1 connector and the J3 or J4 connector. Alternatively, the problem may be between the P3 or P4 connector and the device that provides the 4 to 20 mA signal. Repair the connection and/or the wire, when possible. Replace parts, if necessary. Verify that the problem is resolved. STOP.
No The resistance is less than 20,000 ohms.
Illustration 135 ECM side of the P1 connector (P1-36) + Signal
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Test Step 3. Check for a Short to Ground at the ECM P1 Terminal 37

A. Verify that the engine control switch is in the OFF/RESET position and the 16 amp circuit breaker for the ECM OFF. B. Make sure that the leads of the wires for the 4 to 20 mA signal do not contact any object.
Repair: The problem may be between the ECM P1 connector and the J3 or J4 connector. Alternatively, the problem may be between the J3 or J4 connector and the device that provides the 4 to 20 mA signal. Locate the wire with the short circuit and replace the wire. Verify that the problem is resolved. STOP.
Test Step 4. Check for a Short Circuit to the +Battery Side at the ECM P1 Terminal 37
Illustration 137 (1) ECM P1 connector (2) Ground strap
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A. Verify that the engine control switch is in the OFF/RESET position and the 16 amp circuit breaker for the ECM OFF. B. Make sure that there is no electrical power to the device that provides the 4 to 20 mA signal. C. Remove the two wires (+ and -) for the 4 to 20 mA signal from the device that supplies the 4 to 20 mA signal. Tape the leads in order to ensure that the leads do not contact any object. D. Disconnect the ECM P1 connector.
Illustration 138 ECM side of the P1 connector (P1-37) Signal
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C. Use an ohmmeter to measure the resistance between terminal (P1-37) and the ECM ground strap. Expected Result: The resistance is greater than 20,000 ohms. Results:
Illustration 139 ECM side of the P1 connector (P1-37) Signal
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Yes The resistance is greater than 20,000 ohms.

The wiring from terminal P1-37 appears to be ok. Repair: Reconnect the ECM P1 connector. Reconnect the two wires (+ and -) for the 4 to 20 mA signal to the device that supplies the 4 to 20 mA signal. Proceed to Test Step 7.
No The resistance for at least one of the

measurements is less than 20,000 ohms. There is a problem with a connection and/or the wiring that is connected to P1-37.
Illustration 140 ECM J1 connector (J1-70) Keyswitch +Battery
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Illustration 141 (1) ECM P1 connector (2) Ground strap
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E. Use an ohmmeter to measure the resistance between terminals (P1-37) and (J1-70). Expected Result: The resistance is greater than 20,000 ohms. Results:
ohms. The wiring from terminal P1-37 is not shorted to the +Battery side. Do not reconnect any connectors. Proceed to Test Step 5.
Illustration 142 ECM side of the P1 connector (P1-36) + Signal
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There is a problem with a connection and/or the wiring from terminal P1-37. Repair: The problem may be between the ECM P1 connector and the J3 or J4 connector. Alternatively, the problem may be between the P3 or P4 connector and the device that provides the 4 to 20 mA signal. Repair the connection and/or the wire, when possible. Replace parts, if necessary. Verify that the problem is resolved. STOP.
C. Use an ohmmeter to measure the resistance between terminal (P1-36) and the ECM ground strap. Expected Result: The resistance is greater than 20,000 ohms. Results:
Test Step 5. Check for a Short Circuit to Ground at the ECM P1 Terminal 36
A. Verify that the engine control switch is in the OFF/RESET position and the 16 amp circuit breaker for the ECM OFF. B. Make sure that the ends of the wires for the 4 to 20 mA signal do not contact any object.
ohms. The wiring from terminal P1-36 appears to be OK. Do not reconnect any connectors. Proceed to Test Step 6. There is a problem with a connection and/or the wiring from terminal P1-36. Repair: The problem may be between the ECM P1 connector and the J3 or J4 connector. Alternatively, the problem may be between the P3 or P4 connector and the device that provides the 4 to 20 mA signal.
Repair the connection and/or the wire, when possible. Replace parts, if necessary. Verify that the problem is resolved. STOP.
Repair the connection and/or the wire, when possible. Replace parts, if necessary. Verify that the problem is resolved. STOP.
Test Step 6. Check for an Open Circuit

A. Install a jumper wire between the two wires (+ and -) that were removed from the device that supplies the 4 to 20 mA signal.
Test Step 7. Check the Device that Provides the 4 to 20 mA Signal

Measure the 4 to 20 mA signal according to the literature that is provided by the OEM of the device that provides the 4 to 20 mA signal. Verify that the correct signal is provided to the ECM.
Illustration 143 ECM side of the P1 connector (P1-36) + Signal (P1-37) Signal
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B. Use an ohmmeter to measure the resistance between terminals (P1-36) and (P1-37) on the ECM side of the P1 connector. Expected Result: The resistance is less than 5 ohms. Results:
OK The resistance is less than 5 ohms. The

circuit is not open. Repair: Remove the jumper wire. Reconnect the two wires (+ and -) for the 4 to 20 mA signal to the device that supplies the 4 to 20 mA signal. Reconnect the ECM P1 connector. Proceed to Test Step 7.
Illustration 144 Harness side of the P1 connector (P1-36) + Signal (P1-37) Signal
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Verify the correct 4 to 20 mA signal at the ECM P1 terminals (36) and (37). Expected Result: The correct 4 to 20 mA signal is provided to the ECM. Results:
Not OK The resistance is greater than 5 ohms.

There is a problem with a connector and/or the wiring from the P1 connector. Repair: The problem may be between the ECM P1 connector and the J3 or J4 connector. Alternatively, the problem may be between the P3 or P4 connector and the device that provides the 4 to 20 mA signal.
Yes The correct 4 to 20 mA signal is provided

to the ECM. However, the ECM is not responding correctly to the signal. There may be a problem with the ECM.
Repair: It is unlikely that the ECM is faulty. Exit this procedure and perform this procedure again. If the problem is not resolved, replace the ECM according to Troubleshooting, Replacing the ECM. Verify that the problem is resolved. STOP.
No The ECM is not receiving the correct 4 to

20 mA signal. There is probably a problem with the device that provides the 4 to 20 mA. Repair: Service the device that provides the 4 to 20 mA according to the literature that is provided by the OEM of the device. Verify that the problem is resolved. STOP.
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The ECM will diagnose the detonation sensors for a signal that is shorted to the Battery side, the +Battery side, or an open circuit. To avoid detecting vibrations that are not related to detonation, the ECM only monitors a detonation sensor when one of the sensors cylinders is between top center and 40 degrees after top center. Therefore, the Block Tap method of testing the detonation sensors does not work for the G3600 Engine. An input from a detonation sensor that is diagnosed by the ECM as short to ground may actually indicate an open circuit. The ECM also supports event codes when the levels of detonation warrant a reaction from the ECM. If the timing has been retarded by the maximum amount and the level of detonation remains high, the ECM will shut down the engine. Logged diagnostic codes provide an historical record. Before you begin this procedure, use ET to print the logged codes to a file. The most likely causes of the diagnostic code are a poor connection or a problem in a wiring harness. The next likely cause is a problem with a sensor. The least likely cause is a problem with the ECM. The troubleshooting procedure may generate additional diagnostic codes. Keep your mind on correcting the cause of the original diagnostic code. Clear the diagnostic codes after the problem is resolved.
Detonation Sensors
SMCS Code: 1559-038 System Operation Description: Detonation sensors are located on the upper cylinder block between every two cylinders. Each sensor monitors two adjacent cylinders. For example, one sensor monitors cylinders 1 and 3. The ECM supplies 8 VDC in order to power the sensors. The detonation sensors provide electrical signals to the ECM that indicate mechanical engine vibrations. Each sensor outputs an electrical signal that is filtered and the signal is amplified. The frequency of the signal corresponds to the mechanical frequency of the vibrations. The amplitude of the signal is proportional to the intensity of the vibrations. The ECM monitors the signals in order to determine the presence and the severity of the detonation. The ECM retards the timing in order to limit detonation levels. The timing may be retarded for a single cylinder or for all of the cylinders, if necessary. If retardation of the timing does not sufficiently limit the detonation, the engine is shut down. The ECM can retard timing by as few as three degrees for light detonation levels. The timing can be retarded up to six degrees for severe detonation. For most applications, the minimum allowable actual timing is ten degrees BTC. A proportional strategy is used for advancing the timing after the timing has been retarded. The rate of advance is based upon the level of detonation. The rate is faster for lighter detonation. The fastest rate of advance is one degree per minute.
Illustration 145 Schematic for the detonation sensors
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The wiring for the detonation sensors is routed through rails on each side of the engine. Each detonation sensor has a 3-pin connector that is connected to a receptacle on the rail. Each rail has a 6-pin connector for a wiring harness that connects the detonation sensors to the terminal box.
Illustration 148 Left side of the engine Illustration 146

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(1) ECM J2/P2 connectors (2) 16 amp circuit breaker (3) Terminal boxs J6/P6 connectors for the left side detonation sensors (4) Terminal boxs J5/P5 connectors for the right side detonation sensors
(9) Rail on the left side of the engine (10) 6-pin J676/P676 connectors for the detonation sensors (11) Connectors on the rail for the detonation sensor (12) Detonation sensor
B. Thoroughly inspect the following connectors:
ECM J2/P2 connectors The suspect detonation sensors connectors For a diagnostic code on the right side
of the engine, inspect terminal boxs J5/P5 connectors and the 6-pin J675/P675 connectors on the right side rail. the engine, inspect terminal boxs J6/P6 connectors and the 6-pin J676/P676 connectors on the left side rail. a. Check the torque of the Allen head screws for the ECM connector (P2) and the terminal boxs connector (P5) or (P6). The proper torque is 6 1 Nm (55 9 lb in). b. Perform a 45 N (10 lb) pull test on each of the wires that are associated with the circuit for the detonation sensor. Refer to the schematic. c. Check the harnesses and wiring for abrasion and pinch points from the suspect detonation sensor to the ECM. d. Make sure that the detonation sensors are properly installed according to the torque in Specifications, RENR5907, Detonation Sensors. Expected Result: All of the connectors, pins, and sockets are connected properly. The connectors and the wiring are free of corrosion, abrasion, and pinch points.
For a diagnostic code on the left side of
Illustration 147 Right side of the engine
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(5) Rail on the right side of the engine (6) 6-pin J675/P675 connectors for the detonation sensors (7) Connectors on the rail for the detonation sensor (8) Detonation sensor
Results:
Test Step 3. Check for Active Diagnostic Codes for the Detonation Sensors
Note: The run relay and the crank terminate relay must be energized before a diagnostic code for a detonation sensor can be generated. Therefore, the engine must be running. The engine will shut down soon after the diagnostic code is activated. A. Start the engine and run the engine. B. Allow a minimum of 30 seconds for any diagnostic codes to become active. Observe the Active Diagnostic screen of ET and look for the diagnostic codes that are listed in Table 36:
Table 36


Test Step 2. Check for Diagnostic Codes for the +8 V Sensor Supply
A. Switch the 16 amp circuit breaker for the ECM ON. Turn the engine control switch to the STOP position. B. Observe the Active Diagnostic screen of ET. Wait at least 30 seconds so that any codes may become activated. Look for these diagnostic codes:
Code 1501-03 1501-04 1502-03 1502-04 1505-03 1505-04
Description Cylinder #1 Detonation Sensor short to +batt
Cylinders
1 and 3 Cylinder #1 Detonation Sensor short to ground Cylinder #2 Detonation Sensor short to +batt Cylinder #2 Detonation Sensor short to ground Cylinder #5 Detonation Sensor short to +batt Cylinder #5 Detonation Sensor short to ground Cylinder #6 Detonation Sensor short to +batt Cylinder #6 Detonation Sensor short to ground Cylinder #9 Detonation Sensor short to +batt Cylinder #9 Detonation Sensor short to ground Cylinder #10 Detonation Sensor short to +batt 10 and 12 Cylinder #10 Detonation Sensor short to ground Cylinder #13 Detonation Sensor short to +batt Cylinder #13 Detonation Sensor short to ground Cylinder #14 Detonation Sensor short to +batt 14 and 16 Cylinder #14 Detonation Sensor short to ground 13 and 15 9 and 11 5 and 7
41-03 8 Volt DC Supply short to +batt 41-04 8 Volt DC Supply short to ground
Expected Result: Neither of the 8 Volt DC Supply diagnostic codes are active. Results:
2 and 4
1506-03 1506-04 1509-03 1509-04 1510-03 1510-04 1513-03 1513-04 1514-03 1514-04
6 and 8
OK Neither of the 8 Volt DC Supply diagnostic

codes are active. Proceed to Test Step 3.
Not OK At least one of the 8 Volt DC Supply

diagnostic codes is active. Repair: The 8 Volt DC Supply diagnostic code must be resolved before you can proceed with this functional test. Exit this procedure and refer to Troubleshooting, +8V Sensor Voltage Supply. If necessary, return to this functional test in order to troubleshoot the detonation sensor after the 8 Volt DC Supply diagnostic code has been resolved. STOP.
Note: A short to ground diagnostic code can indicate either an actual short to ground or an open circuit.
Expected Result: None of the above diagnostic codes are active. Results:
B. Disconnect the suspect sensors 3-pin connector from the rail. C. Switch the 16 amp circuit breaker for the ECM ON. Turn the engine control switch to the STOP position. D. Measure the voltage between terminals (A) and (B) on the rails receptacle for the sensors connector. Expected Result:
OK (No active codes) None of the above codes

are active at this time. The problem seems to be resolved. The original diagnostic code was probably caused by a poor electrical connection in one of the harness connectors.
Repair: If any of the above codes are logged and the engine is not running properly, refer to Troubleshooting, Troubleshooting Without a Diagnostic Code. If any of the above codes are logged and the engine is running properly, there may be an intermittent problem in a connector or a wiring harness. Refer to Troubleshooting, Inspecting Electrical Connectors. STOP.
The voltage is between 7.6 VDC and 8.4 VDC. Results:
OK The voltage is between 7.6 VDC and 8.4

VDC. The correct voltage is available to the sensor. Do not reconnect the sensor. Proceed to Test Step 5.
Not OK The voltage is not between 7.6 VDC Not OK (Active Code) A short to +batt or
short to ground diagnostic code was activated. Repair: Note the diagnostic code and note the location of the suspect detonation sensor. Proceed to Test Step 4. Repair: The open circuit may be caused by a poor electrical connection or a wiring problem between the ECM and the connector for the sensor. If only one detonation sensor has an 04 short to ground diagnostic code, the open circuit for the +8 volt supply is in the rail. Repair the electrical connection and/or the wiring, when possible. Replace the rail, if necessary. If more than one detonation sensor has an 04 short to ground diagnostic code, use the following procedure to locate the open circuit for the +8 volt supply: 1. Turn the engine control switch to the OFF/RESET position. Switch the 16 amp circuit breaker for the ECM OFF. and 8.4 VDC. The correct voltage is not available to the sensor. There is probably an open circuit in the +8 volt supply or in the return for the sensor.
Test Step 4. Verify the Presence of the Supply Voltage to the Sensor
Illustration 149
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(AA) View of the rails receptacle for the sensors connector (A) +8 V supply (B) Return (C) Signal
4. Use a voltmeter to measure the voltage between terminals A and B on the engine harness 6-pin connector. If the voltage is between 7.6 VDC and 8.4 VDC, the open circuit is in the rail. Repair the electrical connection and/or the wiring, when possible. Replace the rail, if necessary. If the voltage is not between 7.6 VDC and 8.4 VDC, the open circuit may be in the engine harness. Proceed to the next Step. 5. Turn the engine control switch to the OFF/RESET position. Switch the 16 amp circuit breaker for the ECM OFF. 6. Disconnect the appropriate harness from the terminal box. If you are troubleshooting the sensors on the right side of the engine, disconnect the harness from connector (J5). If you are troubleshooting the sensors on the left side of the engine, disconnect the harness from connector (J6). 7. Switch the 16 amp circuit breaker for the ECM ON. Turn the engine control switch to the STOP position.
Illustration 151
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Illustration 150
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(1) 6-pin J675/P675 connectors on the rail for the right side detonation sensors
(2) 6-pin J676/P676 connectors on the rail for the left side detonation sensors
2. Disconnect the 6-pin connector from the rail on the suspect sensors side of the engine. 3. Switch the 16 amp circuit breaker for the ECM ON. Turn the engine control switch to the STOP position.
Illustration 153 Bottom view of the terminal box
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Illustration 152 6-pin connector on the engine harness
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(J6) Terminal boxs connector for the harness on the left side of the engine (J6-54) Return (J6-57) +8 V supply (J5) Terminal boxs connector for the harness on the right side of the engine (J5-31) +8 V supply (J5-23) Return
8. Measure the voltage between the terminals for the detonation sensors supply and the return. If you are troubleshooting the sensors on the left side of the engine, measure the voltage between terminals (J6-54) and (J6-57). If you are troubleshooting the sensors on the right side of the engine, measure the voltage between terminals (J5-23) and (J5-31). If the voltage is between 7.6 VDC and 8.4 VDC, the open circuit is in the engine harness. Repair the electrical connection and/or the wiring, when possible. Replace the harness, if necessary. If the voltage is not between 7.6 VDC and 8.4 VDC, the open circuit is in the terminal box between the ECM J2 connector and the engine harness connector on the terminal box. Repair the electrical connection and/or the wiring, when possible. Replace the components, if necessary. STOP.
Results:
Yes The voltage is between 0.4 VDC and 0.6

VDC. Repair: Reconnect the suspect sensor. Start the engine again and check for the diagnostic code. If the diagnostic code recurs, replace the detonation sensor with a known good detonation sensor. Tighten the detonation sensor according to Specifications, RENR5907, Detonation Sensor. Verify that the problem is resolved. STOP.
No The voltage is not between 0.4 VDC and 0.6

VDC. If the voltage is less than 0.4 VDC, there is probably a short to ground or an open circuit between the rails connector for the detonation sensor and the ECM. If the voltage is greater than 4.8 VDC, there is probably a short circuit to a +Battery source between the rails connector for the detonation sensor and the ECM. Repair: Proceed to Test Step 6.
Test Step 5. Measure the Voltage of the Signal Wire at the Rail
A. Ensure that the 16 amp circuit breaker for the ECM is ON and that the engine control is in the STOP position.
Test Step 6. Measure the Voltage of the Suspect Signal Terminal at the ECM
Illustration 154
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(AA) View of the rails receptacle for the sensors connector (A) +8 V supply (B) Return (C) Signal
B. Measure the voltage between terminals (B) and (C) on the rails receptacle for the sensors connector. Expected Result: The voltage is between 0.4 VDC and 0.6 VDC.
Expected Result: The voltage is between 0.4 VDC and 0.6 VDC. Results:
Yes The voltage is between 0.4 VDC and 0.6
VDC. The ECM is OK. There is a problem with a connection and/or the wiring between the ECM and the rails connector for the detonation sensor. If you suspect that there is a short circuit to a +Battery source, proceed to test Step 7. If you suspect that there is an open circuit, proceed to Test Step 8. If you suspect that there is a short to ground, proceed to Test Step 9. VDC. There is a problem with the ECM. Repair: Turn the engine control switch to the OFF/RESET position. Switch the 16 amp circuit breaker for the ECM OFF. Use a 151-6320 Wire Removal Tool to remove the jumper wire from ECM P2 connector. Reinstall the original signal wire into the P2 connector. Pull on the wire in order to verify that the terminal is secure. Replace the ECM according to Troubleshooting, Replacing the ECM. STOP.
No The voltage is not between 0.4 VDC and 0.6
Illustration 155 Harness side of the ECM P2 connector (P2-36) (P2-37) (P2-38) (P2-39) (P2-54) (P2-44) (P2-45) (P2-46) (P2-47) (P2-55) Signal for cylinders Signal for cylinders Signal for cylinders Signal for cylinders Return (right side) Signal for cylinders Signal for cylinders Signal for cylinders Signal for cylinders Return (left side) 1 and 3 5 and 7 9 and 11 13 and 15 14 and 16 10 and 12 6 and 8 2 and 4
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Test Step 7. Monitor the Voltage and Isolate the Short Circuit
A. Turn the engine control switch to the OFF/RESET position. Switch the 16 amp circuit breaker for the ECM OFF. B. Use a 151-6320 Wire Removal Tool to remove the jumper wire from the ECM P2 connector. Reinstall the removed suspect signal wire into the terminal. Pull on the wire in order to verify proper installation.
B. Use a 151-6320 Wire Removal Tool to remove the suspect signal wire from ECM P2 connector. C. Install one end of jumper wire with the appropriate connectors on the ends into the terminal for the suspect signal wire. Leave the other end of the jumper wire unconnected. Pull on the jumper wire in order to verify that the jumper wire is properly connected. D. Insert a lead of a 7X-1710 Multimeter Probe into the terminal for the corresponding return wire. E. Connect the leads of a voltmeter to the 7X-1710 Multimeter Probe and to the loose end of the jumper wire. F. Switch the 16 amp circuit breaker for the ECM ON. Turn the engine control switch to the STOP position. G. Use the voltmeter to measure the voltage.
Illustration 157
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(1) 6-pin J675/P675 connectors on the rail for the right side detonation sensors
Illustration 156 Harness side of the ECM P2 connector (P2-36) (P2-37) (P2-38) (P2-39) (P2-54) (P2-44) (P2-45) (P2-46) (P2-47) (P2-55) Signal for cylinders Signal for cylinders Signal for cylinders Signal for cylinders Return (right side) Signal for cylinders Signal for cylinders Signal for cylinders Signal for cylinders Return (left side) 1 and 3 5 and 7 9 and 11 13 and 15 14 and 16 10 and 12 6 and 8 2 and 4
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Illustration 158
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(2) 6-pin J676/P676 connectors on the rail for the left side detonation sensors
G. Disconnect the 6-pin connector from the rail on the suspect sensors side of the engine. H. Switch the 16 amp circuit breaker for the ECM ON. Turn the engine control switch to the STOP position. I. Use the voltmeter to measure the voltage again. Compare the voltage to the previously noted voltage. If the voltage is between 0.4 VDC and 0.6 VDC, there is a short circuit in the rail on the suspect sensors side of the engine. Repair the electrical connection and/or the wiring, when possible. Replace the rail, if necessary. If the voltage is still greater than 4.8 VDC, the rail is probably OK. Continue with this procedure.
C. Insert the lead of a 7X-1710 Multimeter Probe into the terminal for the suspect sensors signal wire in the harness side of the ECM P2 connector. D. Verify that the voltmeter is properly connected to the leads of the 7X-1710 Multimeter Probes. Switch the 16 amp circuit breaker for the ECM ON. Turn the engine control switch to the STOP position. E. Measure the voltage. Because a short circuit to a +Battery source is suspected, the expected voltage is greater than 4.8 VDC. F. Turn the engine control switch to the OFF/RESET position. Switch the 16 amp circuit breaker for the ECM OFF.
Turn the engine control switch to the OFF/RESET position. Switch the 16 amp circuit breaker for the ECM OFF. Repair the harness, when possible. Replace the harness, if necessary. STOP.
No Before the harness was disconnected,

the voltage was greater than 4.8 VDC. After the harness was disconnected, the voltage was still greater than 4.8 VDC. There is a problem in the terminal box. Repair: Turn the engine control switch to the OFF/RESET position. Switch the 16 amp circuit breaker for the ECM OFF. Repair the connector and/or wiring, when possible. Replace the connector and/or wiring, if necessary. STOP.
Illustration 159
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(1) ECM J2/P2 connectors (2) 16 amp circuit breaker (3) Terminal boxs J6/P6 connectors for the left side engine harness (4) Terminal boxs J5/P5 connectors for the right side engine harness
J. Turn the engine control switch to the OFF/RESET position. Switch the 16 amp circuit breaker for the ECM OFF. K. Disconnect the appropriate harness from the terminal box. If you are troubleshooting a sensor on the right side of the engine, disconnect the harness from the J5 connector. If you are troubleshooting a sensor on the left side of the engine, disconnect the harness from the J6 connector. L. Switch the 16 amp circuit breaker for the ECM ON. Turn the engine control switch to the STOP position. M. Use the voltmeter to measure the voltage again. Compare the voltage to the previously noted voltage. Expected Result: Before the harness was disconnected, the voltage was greater than 4.8 VDC. After the harness was disconnected, the voltage was between 0.4 VDC and 0.6 VDC. Results:
Test Step 8. Check the Engine Harness for a Short Circuit to Ground
Illustration 160
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A. Turn the engine control switch to the OFF/RESET position. Switch the 16 amp circuit breaker for the ECM OFF. B. Use a 151-6320 Wire Removal Tool to remove the jumper wire from ECM connector (P2). Reinstall the suspect signal wire into connector (P2). Pull on the wire in order to verify that the terminal is secure.
Yes Before the harness was disconnected,

the voltage was greater than 4.8 VDC. After the harness was disconnected, the voltage was between 0.4 VDC and 0.6 VDC. There is a problem in the engine harness. Repair: The problem is probably caused by a poor electrical connection and/or a wiring problem in the harness.
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Illustration 163 6-pin connector on the engine harness
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(5) Rail on the right side of the engine (6) 6-pin J675/P675 connectors for the detonation sensors (7) Connectors on the rail for the detonation sensor (6) Detonation sensor
Illustration 164 Ground strap for the ICSM Illustration 162 Left side of the engine (9) Rail on the left side of the engine (10) 6-pin J676/P676 connector for the detonation sensors (11) Connectors on the rail for the detonation sensor (12) Detonation sensor
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D. Measure the resistance between the ground strap for the ICSM and the terminal for the suspect signal wire on the engine harness 6-pin connector. The terminals on the 6-pin connectors for the detonation sensors signal wires are identified in Table 37.
Table 37
C. Disconnect the appropriate engine harness 6-pin connector from the rail. If you are troubleshooting a problem on the right side of the engine, disconnect the connector. If you are troubleshooting a problem on the left side of the engine, disconnect the P676 connector.
Terminals on the 6-Pin Connectors for the Detonation Sensors Signal Wires Terminal C D E F Right Side Harness P675 Cylinders 1 and 3 Cylinders 5 and 7 Cylinders 9 and 11 Cylinders 13 and 15 Left Side Harness P676 Cylinders 14 and 16 Cylinders 10 and 12 Cylinders 6 and 8 Cylinders 2 and 4
If the resistance is greater than 20,000 ohms, the signal wire from the engine harness to the ECM is OK. The signal wire is probably shorted to ground in the rail.
Verify that the short circuit is in the rail. Reconnect the engine harness 6-pin connector to the rails receptacle. Measure the resistance between the ground strap for the ICSM and the terminal for the suspect signal wire on the rails 3-pin connector for the detonation sensor. If the resistance is less than 5 ohms, the short circuit is in the rail. The short circuit is caused by a poor electrical connection and/or a wiring problem in the rail. Repair the connector and/or the wiring, when possible. Replace the rail, if necessary. If the resistance is less than 5 ohms, the short circuit is probably in the engine harness or the terminal box. Continue with this procedure. E. Ensure that the engine control switch is in the OFF/RESET position. Ensure that the 16 amp circuit breaker for the ECM is OFF.
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Illustration 166 Connectors J6 and J5 on the bottom of the terminal box (J6-63) Signal (J6-64) Signal (J6-65) Signal (J6-66) Signal (J5-38) Signal (J5-30) Signal (J5-22) Signal (J5-12) Signal for for for for for for for for cylinders cylinders cylinders cylinders cylinders cylinders cylinders cylinders 2 and 4 6 and 8 10 and 12 14 and 16 1 and 3 5 and 7 9 and 11 13 and 15
Illustration 165 (13) Ground strap for the ECM (3) J6/P6 connectors for the left side engine harness (4) J5/P5 connectors for the right side engine harness
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G. Measure the resistance between the ground strap for the ECM and the terminal for the suspect signal wire on connector J6 or J5. Expected Result: The resistance is greater than 20,000 ohms. Results:
F. Disconnect the suspect engine harness from the terminal box. If you are troubleshooting a problem on the right side of the engine, disconnect the P5 connector. If you are troubleshooting a problem on the left side of the engine, disconnect the P6 connector.
Yes The resistance is greater than 20,000 ohms.

The signal wire from the terminal boxs connector to the ECM is OK. The signal wire is probably shorted to ground in the engine harness.
Repair: Verify that the short circuit is in the engine harness. Reconnect the engine harness to the terminal box. Measure the resistance between the ground strap for the ICSM and the terminal for the suspect signal wire on the engine harness 6-pin connector for the detonation sensors. If the resistance is less than 5 ohms, the short circuit is in the engine harness. The short circuit is caused by a poor electrical connection or a wiring problem in the harness. Repair the connector and/or the wiring, when possible. Replace the harness, if necessary. STOP.
No The resistance is less than 5 ohms. The

short circuit is in the terminal box. Repair: The short circuit is caused by a poor electrical connection or a wiring problem in the terminal box. Repair the connector and/or the wiring, when possible. Replace the wiring, if necessary. STOP.
Test Step 9. Isolate the Open Circuit

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(5) Rail on the right side of the engine (6) 6-pin J675/P675 connectors for the detonation sensors (7) 3-pin connectors on the rail for the detonation sensor (8) Detonation sensor
Illustration 167
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A. Turn the engine control switch to the OFF/RESET position. Switch the 16 amp circuit breaker for the ECM OFF. B. Use a 151-6320 Wire Removal Tool to remove the jumper wire from the ECM P2 connector. Reinstall the suspect signal wire into the P2 connector. Pull on the wire in order to verify that the terminal is secure.
Illustration 169 Left side of the engine
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(9) Rail on the left side of the engine (10) 6-pin J676/P676 connectors for the detonation sensors (11) 3-pin connectors on the rail for the detonation sensor (12) Detonation sensor
C. Disconnect the appropriate engine harness 6-pin connector from the rail. If you are troubleshooting a problem on the right side of the engine, disconnect the J675/P675 connectors. If you are troubleshooting a problem on the left side of the engine, disconnect the J675/P675 connectors. D. Use a jumper wire with the appropriate terminals on the ends. Install the jumper wire onto the terminals for the suspect signal wire and the voltage supply wire on the rails 3-pin connector for the detonation sensor.
Illustration 170 6-pin connector on the rail
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Illustration 171
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E. Measure the resistance between the terminals for the suspect signal wire and the voltage supply on the rails 6-pin connector. The terminals on the rails 6-pin connectors for the detonation sensors signal wires and voltage supply wires are identified in Table 38.
Table 38
F. Make sure that the engine control switch is in the OFF/RESET position and that the 16 amp circuit breaker for the ECM is OFF. G. Disconnect the appropriate engine harness connector from the terminal box. If you are troubleshooting a problem on the right side of the engine, disconnect the P5 connector. If you are troubleshooting a problem on the left side of the engine, disconnect the P6connector.
Terminals for the Voltage Supply Wires and Signal Wires on the Rails 6-Pin Connectors Terminal A C D E F Right Side Harness J675 +8 VDC Signal for cylinders 1 and 3 Signal for cylinders 5 and 7 Signal for cylinders 9 and 11 Signal for cylinders 13 and 15 Left Side Harness J676 +8 VDC Signal for cylinders 14 and 16 Signal for cylinders 10 and 12 Signal for cylinders 6 and 8 Signal for cylinders 2 and 4
If the resistance is greater than 20,000 ohms, there is an open circuit in the rail. The open circuit is probably caused by a poor electrical connection and/or a broken wire. Repair the electrical connection and/or the wiring, when possible. Replace the rail, if necessary. If the resistance is less than 5 ohms, the rail is OK. There is probably an open circuit between the ECM and the rail. Proceed to the next Step.
Illustration 172 Engine harness connectors (AA) 6-pin connector for the detonation sensors (BB) Connector for the terminal box
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H. Install a jumper wire into the terminals for the suspect signal wire and the voltage supply on the engine harness 6-pin connector for the detonation sensors. The terminals for the 6-pin connectors are identified in Table 39. I. Measure the resistance between the corresponding terminals for the suspect signal wire and the voltage supply on the engine harness connector for the terminal box. The corresponding terminal boxs connectors are identified in Table 39.
Table 39
Repair: The open circuit is probably caused by a poor electrical connection and/or broken wire in the engine harness. Repair the connector and/or the wiring, when possible. Replace the engine harness, if necessary. STOP.
i01687516
ECM Output Circuit (Fuel Control)

SMCS Code: 1901-038 System Operation Description: The ECM contains the logic and the outputs for control of prelubrication, starting, and shutdown of the engine. The logic for starting and stopping is customer programmable. The logic responds to inputs from the following components: engine control switch, emergency stop switch, remote start switch, data link, and other inputs. The Gas Shutoff Valve (GSOV) is energize-to-run. To enable fuel flow to the engine, the solenoid for the GSOV must be energized. The ECM provides +Battery voltage to the solenoid for the GSOV when the logic determines that fuel is required for engine operation. For engine shutdown, the ECM removes the voltage from the GSOV. This stops the fuel flow. Logged diagnostics provide an historical record. Before you begin this procedure, use ET to print the logged codes to a file. The most likely causes of the diagnostic code are a poor electrical connection or a problem in a wiring harness. The next likely cause is a problem with the GSOV. The least likely cause is a problem with the ECM. The troubleshooting procedure may generate additional diagnostic codes. Keep your mind on correcting the cause of the original diagnostic code. Clear the diagnostic codes after the problem is resolved.
Terminals on the Engine Harness Connectors for the Detonation Sensors Harness 6-Pin Connector Terminals A C Corresponding Terminals Right Side Harness P5 Connector + 8 VDC P5-31 Signal for cylinders 1 and 3 P5-38 Signal for cylinders 5 and 7 P5-30 Signal for cylinders 9 and 11 P5-22 Signal for cylinders 13 and 15 P5-12 Corresponding Terminals Left Side Harness P6 Connector + 8 VDC P6-67 Signal for cylinders 14 and 16 P6-66 Signal for cylinders 10 and 12 P6-65 Signal for cylinders 6 and 8 P6-64 Signal for cylinders 2 and 4 P6-63
Expected Result: The resistance is less than 5 ohms. Results:
Yes The resistance is less than 5 ohms. The
engine harness is OK. There is a problem with a connector for the signal wire or the wire in the terminal box is broken. Repair: Repair the connector and/or the wire, when possible. Replace the connector and/or the wire, if necessary. STOP.
No The resistance is greater than 5 ohms.

There is an open circuit in the engine harness.
Illustration 173 Schematic of the solenoid for the GSOV
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Illustration 175 Harness side of the ECM P2 connector (P2-11) Circuit driver for the gas shutoff valves solenoid (P2-21) Return
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Illustration 174
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(1) ECM P2 connectors (2) 16 amp circuit breaker (3) Terminal boxs J6 connector for the left engine harness (4) 70-pin customer connector J3 (5) Control panels 47-pin connector J4
A. Turn the engine control switch to the OFF/RESET position. Switch the 16 amp circuit breaker for the ECM OFF. Switch the 6 amp circuit breaker OFF. Note: For the following steps, refer to Troubleshooting, Inspecting Electrical Connectors.
Illustration 176 Harness side of the terminal box P6 connector (P6-70) Circuit driver for the gas shutoff valves solenoid (P6-57) Return
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Illustration 177 70-pin customer connector J3 (J3-60) Circuit driver for the gas shutoff valves solenoid
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Illustration 178 Bottom of the terminal box Control panels 47-pin connector J4 (J4-m) Circuit driver for the gas shutoff valves solenoid
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d. Inspect the terminal strip in the control panel (if equipped) for loose wires, frayed wires, foreign material, and corrosion. Expected Result: All of the connectors, pins, and sockets are connected properly. The connectors and the wiring are free of corrosion, abrasion, and pinch points. Results:

proper connections. Proceed to Test Step 2. condition and/or at least one connection is improper.
Illustration 179 Terminal strip in the control panel
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Repair: Perform the necessary repairs, when possible. Replace parts, if necessary. STOP.

A. Switch the 16 amp circuit breaker for the ECM ON. Switch the 6 amp circuit breaker ON. Turn the engine control switch to the STOP position. Note: The 17-05 Fuel Shutoff Valve open circuit diagnostic code can only be detected when the output for the gas shutoff valves solenoid is OFF. The output is OFF when the engine control switch is in the STOP position and the engine is not running. B. Wait for 30 seconds and use ET to check for an active 17-05 Fuel Shutoff Valve open circuit diagnostic code. If there is an active 17-05 Fuel Shutoff Valve open circuit diagnostic code, proceed to the Results for this Test Step. Otherwise, continue this procedure. C. Use ET to check the logged diagnostic codes. If there is a 17-06 Fuel Shutoff Valve short to ground or a 17-12 Fuel Shutoff Valve malfunction diagnostic code, clear the code. D. To prevent the engine from starting, shut the gas supply OFF. Note: To provide the output for the gas shutoff valves solenoid, the sequence for engine start-up must be initiated. Otherwise, a 17-06 Fuel Shutoff Valve short to ground or a 17-12 Fuel Shutoff Valve malfunction diagnostic code cannot be generated. Note: The ECM will not provide output for the gas shutoff valves solenoid unless the prelube pressure switch is closed. Make sure that the prelube pressure switch is operating properly.
Illustration 180 Gas shutoff valves solenoid
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B. Thoroughly inspect the following connectors and the wiring harnesses for the connectors:
ECM J2/P2 connectors Terminal boxs connectors (J6/P6) 70-pin customer connector J3 Control panels 47-pin connector J4 Terminal strip in the control panel (if equipped) Connector for the gas shutoff valves solenoid
a. Check the torque of the Allen head screw for the 70-pin connectors. The proper torque is 6 1 Nm (55 9 lb in). b. Perform a 45 N (10 lb) pull test on each of the wires that are associated with the gas shutoff valves solenoid. c. Check the harness and wiring for abrasion and pinch points from the ECM to the gas shutoff valves solenoid.
E. Turn the engine control switch to the START position for at least 30 seconds. Then turn the engine control switch to the STOP position. F. Use ET to look for a logged 17-06 Fuel Shutoff Valve short to ground or a 17-12 Fuel Shutoff Valve malfunction diagnostic code again. Expected Result: When the engine control switch was in the STOP position, there was no active 17-05 Fuel Shutoff Valve open circuit diagnostic code. After the engine was cranked, there was no logged 17-06 Fuel Shutoff Valve short to ground or 17-12 Fuel Shutoff Valve malfunction diagnostic code. Results:
Test Step 3. Check for a Short Circuit to the +Battery Side
Gaseous fuel is present. Personal Injury or Death can result from an open flame or spark igniting the gaseous fuel causing an explosion and/or fire. Always use a gas detector to determine the presence of gaseous fuel when maintaining and servicing. Contact you local gas provider immediately for assistance in the event of a leak. Note: Open sparks can be generated during this test. A. Make sure that no combustible gas is present in the surrounding atmosphere. B. Ensure that the engine control switch is in the STOP position.
OK No diagnostic codes were generated.

The output for the gas shutoff valves solenoid seems to be OK at this time. The initial diagnostic code was probably caused by a poor electrical connection. Repair: If there is an intermittent problem that is causing the codes to be logged, refer to Troubleshooting, Inspecting Electrical Connectors. STOP.
Not OK (17-05 Fuel Shutoff Valve open circuit
diagnostic code) A 17-05 Fuel Shutoff Valve open circuit diagnostic code was activated. This can be caused by an actual open circuit or by a short circuit to the +Battery side. Proceed to Test Step 3. diagnostic code) After the engine was cranked, a 17-06 Fuel Shutoff Valve short to ground diagnostic code was generated. Proceed to Test Step 8.
Illustration 181 Typical connector for a solenoid
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Not OK (17-06 Fuel Shutoff Valve short to ground
C. Disconnect the connector from the gas shutoff valves solenoid. Then reconnect the connector. Listen for an audible click from the solenoid. If the ambient noise is too loud, touch the solenoid when the solenoid is reconnected in order to feel the vibration. The solenoid will vibrate when the solenoid is de-energized and energized. Expected Result: There is no audible click and/or vibration when the solenoid is disconnected and reconnected. The solenoid is not energized when the engine control switch is in the STOP position.
Not OK (17-12 Fuel Shutoff Valve malfunction

diagnostic code) After the engine was cranked, a 17-12 Fuel Shutoff Valve malfunction diagnostic code was generated. The ECM disabled the ignition. Repair: Turn the engine control switch to the OFF/RESET position. Switch the 16 amp circuit breaker for the ECM OFF. Replace the gas shutoff valves solenoid. STOP.
Results:
OK There is no audible click and/or vibration

when the solenoid is disconnected and connected. There is no short circuit to the +Battery side. There is an open circuit. Proceed to Test Step 5.
Not OK There is an audible click and/or

vibration when the solenoid is disconnected and connected. The solenoid is receiving power when the engine control switch is in the STOP position. There is probably a short circuit to the +Battery side in a connector or a wiring harness. Proceed to Test Step 4.
Test Step 4. Determine the Cause of the Energized Solenoid
Gaseous fuel is present. Personal Injury or Death can result from an open flame or spark igniting the gaseous fuel causing an explosion and/or fire. Always use a gas detector to determine the presence of gaseous fuel when maintaining and servicing. Contact you local gas provider immediately for assistance in the event of a leak. Note: Open sparks can be generated during this test. A. Turn the engine control switch to the OFF/RESET position. Switch the 16 amp circuit breaker for the ECM OFF.
Illustration 182 Harness side of the terminal box P6 connector (P6-70) Circuit driver for the gas shutoff valves solenoid
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B. Use a 151-6320 Wire Removal Tool to remove terminal (P6-70) from the harness side of the terminal box P6 connector. C. Switch the 16 amp circuit breaker for the ECM ON. Turn the engine control switch to the STOP position.
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D. Disconnect the connector from the gas shutoff valves solenoid. Then reconnect the connector. Listen for an audible click from the solenoid.
If the ambient noise is too loud, touch the solenoid when the solenoid is reconnected in order to feel the vibration. The solenoid will vibrate when the solenoid is de-energized and energized. Expected Result: There is no audible click and/or vibration when the solenoid is disconnected and reconnected. The solenoid is not energized when the circuit driver for the solenoid is disconnected from the J6 connector. Results:
when the solenoid is disconnected and reconnected. The solenoid is not energized when the circuit driver for the solenoid is disconnected from the J6 connector. Repair: Use the following procedure to determine whether the circuit driver for the solenoid is faulty:
Gaseous fuel is present. Personal Injury or Death can result from an open flame or spark igniting the gaseous fuel causing an explosion and/or fire. Always use a gas detector to determine the presence of gaseous fuel when maintaining and servicing. Contact you local gas provider immediately for assistance in the event of a leak. Note: Open sparks can be generated during this test. 1. Turn the engine control switch to the OFF/RESET position. Switch the 16 amp circuit breaker for the ECM OFF. 2. Reinstall the removed wire into terminal (P6-70). Pull on the wire in order to verify that the terminal is properly installed.
Illustration 184 Harness side of the ECM P2 connector (P2-11) Circuit driver for the gas shutoff valves solenoid
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3. Use a 151-6320 Wire Removal Tool to remove terminal (P2-11). 4. Switch the 16 amp circuit breaker for the ECM ON. Turn the engine control switch to the STOP position. 5. Disconnect the connector from the gas shutoff valves solenoid. Then reconnect the connector. Listen for an audible click from the solenoid. If the ambient noise is too loud, touch the solenoid when the solenoid is reconnected in order to feel the vibration. The solenoid will vibrate when the solenoid is de-energized and energized. If the solenoid is energized, there is a problem with a connector and/or wiring in the terminal box. Repair the wiring and/or the connector, when possible. Replace parts, if necessary. If the solenoid is not energized, there may be a problem with the ECM. Continue with this procedure.
6. Turn the engine control switch to the OFF/RESET position. Switch the 16 amp circuit breaker for the ECM OFF. 7. Reinstall the terminal that was removed from terminal (P2-11). Pull on the wire in order to verify proper installation of the terminal. 8. Switch the 16 amp circuit breaker for the ECM ON. Turn the engine control switch to the STOP position. 9. Disconnect the connector from the gas shutoff valves solenoid. Then reconnect the connector. Listen for an audible click from the solenoid. If the ambient noise is too loud, touch the solenoid when the solenoid is reconnected in order to feel the vibration. The solenoid will vibrate when the solenoid is de-energized and energized. If the solenoid is not energized, there is an intermittent problem with a connector and/or the wiring. Refer to Troubleshooting, Inspecting Electrical Connectors. If the solenoid is energized, there is a problem with the ECM. Replace the ECM according to Troubleshooting, Replacing the ECM. STOP.
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C. Install a jumper wire with the appropriate connectors on the ends into terminals A and B of the solenoids connector. D. Switch the 16 amp circuit breaker for the ECM ON. Turn the engine control switch to the STOP position. Note: The 17-05 Fuel Shutoff Valve open circuit diagnostic code can only be detected when the output for the gas shutoff valves solenoid is OFF. The output is OFF when the engine control switch is in the STOP position and the engine is not running. E. Wait for 30 seconds and use the Active Diagnostic screen of ET to look for a 17-05 Fuel Shutoff Valve open circuit diagnostic code. Expected Result: A 17-05 Fuel Shutoff Valve open circuit diagnostic code was not generated when the jumper wire was installed. Results:

vibration when the solenoid is disconnected and reconnected. The solenoid is energized when the circuit driver for the solenoid is disconnected from the terminal box J6 connector. There is a short circuit to the +Battery side in the engine harness. Repair: Repair the connector and/or wiring in the engine harness, when possible. Replace the engine harness, if necessary. STOP.
OK A 17-05 Fuel Shutoff Valve open circuit Test Step 5. Create a Short Circuit in order to Check for an Open Circuit
A. Turn the engine control switch to the OFF/RESET position. Switch the 16 amp circuit breaker for the ECM OFF. B. Disconnect the gas shutoff valves solenoid. diagnostic code was not generated when the jumper wire was installed. The harness and the ECM are OK. There is a problem with the solenoid. Repair: Perform the following procedure: 1. Turn the engine control switch to the OFF/RESET position. Switch the 16 amp circuit breaker for the ECM OFF. 2. Remove the jumper wire from the solenoids connector. 3. Inspect the solenoids connectors for damage, moisture, and corrosion. 4. Make repairs, as needed.
If the problem is not resolved, replace the solenoid. STOP.
D. Install a jumper wire with the appropriate Deutsch connectors on the ends into terminals (P6-70) and (P6-57). Pull on the jumper wire in order to verify proper installation. E. Switch the 16 amp circuit breaker for the ECM ON. Turn the engine control switch to the STOP position. Note: The 17-05 Fuel Shutoff Valve open circuit diagnostic code can only be detected when the output for the gas shutoff valves solenoid is OFF. The output is OFF when the engine control switch is in the STOP position and the engine is not running. F. Wait for 30 seconds and use ET to check for an active 17-05 Fuel Shutoff Valve open circuit diagnostic code. Expected Result: There is no active 17-05 Fuel Shutoff Valve open circuit diagnostic code. Results:
Not OK A 17-05 Fuel Shutoff Valve open

circuit diagnostic code was generated when the jumper wire was installed. There may be an open circuit in the engine harness. Proceed to Test Step 6.
Test Step 6. Check the Engine Harness

A. Ensure that the engine control switch is in the OFF/RESET position and that the 16 amp circuit breaker for the ECM is OFF. B. Disconnect the P6 connector from the terminal box. Inspect the P6 and J6 connectors for damage, moisture, and corrosion. Make repairs, if necessary.
OK When the jumper wire was installed, there

was no active 17-05 Fuel Shutoff Valve open circuit diagnostic code. There is a problem in the engine harness. Repair: Repair the engine harness, when possible. Replace the engine harness, if necessary. STOP.
Not OK When the jumper wire was installed, a
17-05 Fuel Shutoff Valve open circuit diagnostic code was activated. The ECM did not detect the jumper wire in the P6 connector. There is a problem in the terminal box. Proceed to test Step 7.
Test Step 7. Check the ECM

Illustration 186 Harness side of the terminal box P6 connector (P6-70) Circuit driver for the gas shutoff valves solenoid (P2-57) Return
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B. Use a 151-6320 Wire Removal Tool to remove the jumper wire from the P6 connector. C. Reinstall the terminals into P6-70 and P6-57. Make sure that the terminals are installed into the correct locations. Pull on the wires in order to verify proper installation of the terminals. D. Disconnect the ECM J2/P2 connectors. Inspect the connectors for damage, moisture, and corrosion.
C. Reconnect the P6 connector to the terminal box. Use a 151-6320 Wire Removal Tool to remove terminals (P6-70) and (P6-57). Label the terminals.
Make repairs, if necessary.
Results:

was no active 17-05 Fuel Shutoff Valve open circuit diagnostic code. The ECM detects the jumper wire at the P2 connector. However, the ECM did not detect the jumper wire at the P6 connector. There is a problem between the ECM P2 connector and the terminal box P6 connector. Repair: Perform the following procedure: 1. Turn the engine control switch to the OFF/RESET position. Switch the 16 amp circuit breaker for the ECM OFF. 2. Use a 151-6320 Wire Removal Tool to remove the jumper wire from the P2 connector. 3. Reinstall the terminals into P2-11 and P2-21. Make sure that the terminals are installed into the correct locations. Pull on the wires in order to verify proper installation of the terminals. 4. Disconnect the ECM J2/P2 connectors. Inspect the connectors for damage, moisture, and corrosion.
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Illustration 187 Harness side of the ECM P2 connector (P2-11) Circuit driver for the gas shutoff valves solenoid (P2-21) Return
5. Thoroughly inspect the terminal box J6 connector for the engine harness. 6. Use an ohmmeter to measure the resistance between the P2-11 terminal and the J6-70 terminal. Also, measure the resistance between the P2-21 terminal and the J6-57 terminal. If the resistance is less than 5 ohms, the circuit has good continuity. Otherwise, there is an open circuit. Make repairs, if necessary. STOP.
E. Use the 151-6320 Wire Removal Tool to remove terminals (P2-11) and (P2-21). Label the terminals. F. Reconnect the ECM J2/P2 connectors. G. Install the jumper wire into terminals (P2-11) and (P2-21). Pull on the jumper wire in order to verify proper installation. H. Switch the 16 amp circuit breaker for the ECM ON. Turn the engine control switch to the STOP position. Note: The 17-05 Fuel Shutoff Valve open circuit diagnostic code can only be detected when the output for the gas shutoff valves solenoid is OFF. The output is OFF when the engine control switch is in the STOP position and the engine is not running. I. Wait for 30 seconds and use the Active Diagnostic screen of ET to look for an active 17-05 Fuel Shutoff Valve open circuit diagnostic code. Expected Result: There is no active 17-05 Fuel Shutoff Valve open circuit diagnostic code.
No When the jumper wire was installed, a

17-05 Fuel Shutoff Valve open circuit diagnostic code was activated. The ECM did not detect the jumper wire. There is a problem with the ECM. Repair: Perform the following procedure: 1. Turn the engine control switch to the OFF/RESET position. Switch the 16 amp circuit breaker for the ECM OFF. 2. Use a 151-6320 Wire Removal Tool to remove the jumper wire from the P2 connector. 3. Reinstall the terminals into P2-11 and P2-21. Make sure that the terminals are installed into the correct locations. Pull on the wires in order to verify proper installation of the terminals.
4. Replace the ECM according to Troubleshooting, Replacing the ECM. Verify that the problem is resolved. STOP.
2. Inspect the connections of the solenoid for damage and/or corrosion. 3. Make repairs, as needed.
Test Step 8. Create an Open Circuit in order to Check for a Short Circuit to Ground
A. Turn the engine control switch to the OFF/RESET position. B. Disconnect the gas shutoff valves solenoid. C. Turn the engine control switch to the STOP position. D. Use ET to clear the logged 17-06 Fuel Shutoff Valve short to ground diagnostic code. E. To prevent the engine from starting, shut OFF the main gas supply. Note: To provide the output for the gas shutoff valves solenoid, the sequence for engine start-up must be initiated. Otherwise, a 17-06 Fuel Shutoff Valve short to ground diagnostic code cannot be generated. Note: The ECM will not provide output for the gas shutoff valves solenoid unless the prelube pressure switch is closed. Make sure that the prelube pressure switch is operating properly. F. Turn the engine control switch to the START position for at least 30 seconds. Then turn the engine control switch to the STOP position. G. Use ET to look for a logged 17-06 Fuel Shutoff Valve short to ground diagnostic code again. Expected Result: A 17-06 Fuel Shutoff Valve short to ground was not generated. Results:
Not OK A short to ground diagnostic

code was generated when the solenoid was disconnected. Proceed to Test Step 9.
Test Step 9. Create an Open Circuit at the Terminal Box

Illustration 188
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OK When the solenoid was connected, a short

to ground diagnostic code was generated. When the solenoid was disconnected, no short to ground diagnostic code was generated. There is a problem with the solenoid. Repair: Perform the following procedure: 1. Turn the engine control switch to the OFF/RESET position. Switch the 16 amp circuit breaker for the ECM OFF.
Harness side of the terminal box P6 connector (P6-70) Circuit driver for the gas shutoff valves solenoid
B. Use a 151-6320 Wire Removal Tool to remove terminal (P6-70). C. Switch the 16 amp circuit breaker for the ECM ON. Turn the engine control switch to the STOP position. D. Use ET to clear the logged 17-06 Fuel Shutoff Valve short to ground diagnostic code.
E. To prevent the engine from starting, shut OFF the main gas supply. Note: To provide the output for the gas shutoff valves solenoid, the sequence for engine start-up must be initiated. Otherwise, a 17-06 Fuel Shutoff Valve short to ground diagnostic code cannot be generated. Note: The ECM will not provide output for the gas shutoff valves solenoid unless the prelube pressure switch is closed. Make sure that the prelube pressure switch is operating properly. F. Turn the engine control switch to the START position for at least 30 seconds. Then turn the engine control switch to the STOP position. G. Use ET to look for a logged 17-06 Fuel Shutoff Valve short to ground diagnostic code again. Expected Result: A 17-06 Fuel Shutoff Valve short to ground was not generated. Results:

OK A 17-06 Fuel Shutoff Valve short to ground

diagnostic code was not generated when the output to the solenoid was disconnected from the terminal box P6 connector. There is a problem in the engine harness.
Illustration 189
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Repair: Perform the following procedure: 1. Turn the engine control switch to the OFF/RESET position. Switch the 16 amp circuit breaker for the ECM OFF. 2. Reinstall the terminal that was removed from P6-70. Pull on the wire in order to verify proper installation of the terminal. 3. Repair the harness, when possible. Replace the harness, if necessary. STOP.
Harness side of the ECM P2 connector (P2-11) Circuit driver for the gas shutoff valves solenoid
B. Use the 151-6320 Wire Removal Tool to remove terminal (P2-11). C. Switch the 16 amp circuit breaker for the ECM ON. Turn the engine control switch to the STOP position. D. Use ET to clear the logged 17-06 Fuel Shutoff Valve short to ground diagnostic code. E. To prevent the engine from starting, shut OFF the main gas supply. Note: To provide the output for the gas shutoff valves solenoid, the sequence for engine start-up must be initiated. Otherwise, a 17-06 Fuel Shutoff Valve short to ground diagnostic code cannot be generated. Note: The ECM will not provide output for the gas shutoff valves solenoid unless the prelube pressure switch is closed. Make sure that the prelube pressure switch is operating properly.
Not OK A 17-06 Fuel Shutoff Valve short to

ground diagnostic code was generated when the output to the solenoid was disconnected from the terminal box P6 connector. There is probably a short circuit to ground in the terminal box. Repair: Reinstall the terminal that was removed from P6-57. Pull on the wire in order to verify proper installation of the terminal. Proceed to Test Step 10.
F. Turn the engine control switch to the START position for at least 30 seconds. Then turn the engine control switch to the STOP position. G. Use ET to look for a logged 17-06 Fuel Shutoff Valve short to ground diagnostic code again. Expected Result: The 17-06 Fuel Shutoff Valve short to ground diagnostic code was not generated. Results:
i01689108
ECM Output Circuit (Prelubrication Oil Pump)

SMCS Code: 1901-038 System Operation Description: The ECM contains the logic and the outputs for control of prelubrication, starting, and shutdown of the engine. The logic for starting and stopping is customer programmable. The logic responds to inputs from the following components: engine control switch, emergency stop switch, remote start switch, data link, and other inputs. The prelube pump will not operate if the emergency stop button is activated or if the engine speed is greater than 0 rpm. When the conditions permit operation and the logic determines that lubrication is required, the ECM provides +Battery voltage to the prelube pumps solenoid. After activation, the prelube pump will operate until one of the following occurrences:
OK When the output to the solenoid was

disconnected from the ECM P2 connector, the 17-06 Fuel Shutoff Valve short to ground diagnostic code was not generated. However, a short to ground diagnostic code was generated when the output to the solenoid was disconnected from the terminal box P6 connector. There is a problem in the terminal box between the ECM connector and the terminal box P6 connector. Repair: Perform the following procedure: 1. Turn the engine control switch to the OFF/RESET position. Switch the 16 amp circuit breaker for the ECM OFF. 2. Reinstall the terminal that was removed from P2-11. Pull on the wire in order to verify proper installation of the terminal. 3. Repair the harness, when possible. Replace the harness, if necessary. STOP.
The prelube pressure switch closes. The programmable Engine Pre-lube Time Out
Period expires.
The emergency stop button is pressed.

The prelube pump can also be operated with a manual switch. When the switch is closed, a +Battery signal is sent to the ECM. The ECM provides +Battery voltage to the prelube pumps solenoid until the switch is released or until the prelube pressure switch closes. The prelubrication system also operates after shutdown. This ensures that the turbocharger has adequate lubrication during coastdown. When the engine reaches 0 rpm, the output for the prelube pump will operate for three minutes. When +Battery voltage is supplied to the prelube pumps solenoid, the ECM also provides +Battery voltage to the Prelube Active indicator in the control panel (if equipped). Before you troubleshoot the prelubrication system, make sure that the ECM is programmed properly. The Engine Pre-Lube Time Out Period must be programmed to a value between 30 and 300 seconds. Make sure that the hardware is installed: prelube pump, solenoid for the pump, prelube pressure switch, and manual prelube switch. Make sure that the wiring is installed. Refer to the engines electrical Schematic.
Not OK A 17-06 Fuel Shutoff Valve short to
ground diagnostic code was generated when the output to the solenoid was disconnected from the ECM P2 connector. There seems to be a problem with the ECM. Repair: Perform the following procedure: 1. Turn the engine control switch to the OFF/RESET position. Switch the 16 amp circuit breaker for the ECM OFF. 2. Reinstall the terminal that was removed from P2-11. Pull on the wire in order to verify proper installation of the terminal. 3. Replace the ECM according to Troubleshooting, Replacing the ECM. Verify that the problem is resolved. STOP.
If Caterpillar did not supply the prelubrication system, the prelubrication function and the E233 (3) event code are disabled. The 338-05, 338-06, and 339-05 diagnostic codes are disabled. Logged diagnostics provide an historical record. Before you begin this procedure, use ET to print the logged codes to a file. The most likely causes of the diagnostic code are a poor electrical connection or a problem in a wiring harness. The next likely cause is a problem with the prelube pumps solenoid. The least likely cause is a problem with the ECM. The troubleshooting procedure may generate additional diagnostic codes. Keep your mind on correcting the cause of the original diagnostic code. Clear the diagnostic codes after the problem is resolved.
Illustration 190 Schematic for the prelube pumps solenoid
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Illustration 191
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(1) ECM P1 connectors (2) ECM P2 connectors (3) 16 amp circuit breaker (4) 6 amp circuit breaker (5) 70-pin customer connector J3 (6) Control panels 47-pin connector J4 (7) Terminal boxs J6 connector for the left engine harness
A. Turn the engine control switch to the OFF/RESET position. Switch the 16 amp circuit breaker for the ECM OFF. Switch the 6 amp circuit breaker OFF.
Illustration 192
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Harness side of the ECM P2 connector (P2-12) Return (P2-22) Circuit driver for the prelube pumps solenoid
Illustration 195 Bottom of the terminal box Control panels 47-pin connector J4 (J4-T) Input signal for the manual prelube (J4-c) Circuit driver for the prelube pumps solenoid
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Illustration 193 Harness side of the terminal box P6 connector (P6-28) Return (P6-36) Circuit driver for the prelube pumps solenoid
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Illustration 194 Inside of the control panel (if equipped)
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Illustration 196 70-pin customer connector J3 (J3-58) Input signal for the manual prelube (J3-59) Circuit driver for the prelube pumps solenoid
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(8) Manual Prelube switch and Prelube Active indicator (9) Terminal strip
c. Check the harness and wiring for abrasion and pinch points from the ECM to the prelube pumps solenoid. d. Inspect the terminal strip in the control panel (if equipped) for loose wires, frayed wires, foreign material, and corrosion. Expected Result: All of the connectors, pins, and sockets are connected properly. The connectors and the wiring are free of corrosion, abrasion, and pinch points. Results:


condition and/or at least one connection is improper. Repair: Perform the necessary repairs, when possible. Replace parts, if necessary. STOP.
Illustration 197 ECM connector P1 (P1-56) Input signal for the manual prelube
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A. Switch the 16 amp circuit breaker for the ECM ON. Switch the 6 amp circuit breaker ON. Turn the engine control switch to the STOP position. Note: The 338-05 Prelube Relay open circuit diagnostic code can only be detected when the ECM output for the prelube pumps solenoid is OFF. The output is normally OFF when the engine control switch is in the STOP position and when the prelube pressure switch is closed. B. Wait for 30 seconds and use ET to check for an active 338-05 Prelube Relay open circuit diagnostic code. If there is an active 338-05 Prelube Relay open circuit diagnostic code, proceed to the Results for this Test Step. Otherwise, continue this procedure. C. Use ET to check the logged diagnostic codes. If there is a 338-06 Prelube Relay short to ground diagnostic code, clear the code. Note: The 338-06 Prelube Relay short to ground diagnostic code can only be detected when the ECM output for the prelube pumps solenoid is ON. The output is normally ON when the engine control switch is in the START position and the prelube pressure switch is open.
ECM J1/P1 connectors ECM J2/P2 connectors Terminal boxs J6/P6 connectors 70-pin customer connector J3 Control panels 47-pin connector J4 Terminal strip in the control panel (if equipped) Manual Prelube switch and Prelube Active
indicator in the control panel (if equipped)
Connector for the prelube pumps solenoid

a. Check the torque of the Allen head screw for the 70-pin connectors. The proper torque is 6 1 Nm (55 9 lb in). b. Perform a 45 N (10 lb) pull test on each of the wires that are associated with the prelube pumps solenoid.
D. Activate the manual prelube switch for at least 30 seconds. Then release the switch. E. Use ET to look for a logged 338-06 Prelube Relay short to ground diagnostic code again. Expected Result: When the engine control switch was in the STOP position, there was no active 338-05 Prelube Relay open circuit diagnostic code. After the manual prelube switch was operated, there was no logged 338-06 Prelube Relay short to ground diagnostic code. Results:
B. Ensure that the engine control switch is in the STOP position.
Illustration 198
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OK No diagnostic codes were generated. The
Typical connector for a solenoid
output for the prelube pumps solenoid seems to be OK at this time. The initial diagnostic code was probably caused by a poor electrical connection.
C. Disconnect the connector from the prelube pumps solenoid. Then reconnect the connector. Listen for an audible click from the solenoid. If the ambient noise is too loud, touch the solenoid when the solenoid is reconnected in order to feel the vibration. The solenoid will vibrate when the solenoid is de-energized and energized. Expected Result: There is no audible click and/or vibration when the solenoid is disconnected and reconnected. The solenoid is not energized when the engine control switch is in the STOP position. Results:
Repair: If there is an intermittent problem that is causing the codes to be logged, refer to Troubleshooting, Inspecting Electrical Connectors. STOP.
Not OK (338-05 Prelube Relay open circuit
diagnostic code) A 338-05 Prelube Relay open circuit diagnostic code was activated. This can be caused by an actual open circuit or by a short circuit to the +Battery side. Proceed to Test Step 3. diagnostic code) After the manual prelube switch was operated, a 338-06 Prelube Relay short to ground diagnostic code was generated. Proceed to Test Step 8.
Not OK (338-06 Prelube Relay short to ground


Gaseous fuel is present. Personal Injury or Death can result from an open flame or spark igniting the gaseous fuel causing an explosion and/or fire. Always use a gas detector to determine the presence of gaseous fuel when maintaining and servicing. Contact you local gas provider immediately for assistance in the event of a leak. Note: Open sparks can be generated during this test. A. Make sure that no combustible gas is present in the surrounding atmosphere. vibration when the solenoid is disconnected and connected. The solenoid is receiving power when the engine control switch is in the STOP position. There is probably a short circuit to the +Battery side in a connector or a wiring harness. Proceed to Test Step 4.
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D. Disconnect the connector from the prelube pumps solenoid. Then reconnect the connector. Listen for an audible click from the solenoid. If the ambient noise is too loud, touch the solenoid when the solenoid is reconnected in order to feel the vibration. The solenoid will vibrate when the solenoid is de-energized and energized. Expected Result: There is no audible click and/or vibration when the solenoid is disconnected and reconnected. The solenoid is not energized when the circuit driver for the solenoid is disconnected from the J6 connector. Results:

Illustration 199 Harness side of the terminal box P6 connector (P6-36) Circuit driver for the prelube pumps solenoid
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Gaseous fuel is present. Personal Injury or Death can result from an open flame or spark igniting the gaseous fuel causing an explosion and/or fire. Always use a gas detector to determine the presence of gaseous fuel when maintaining and servicing. Contact you local gas provider immediately for assistance in the event of a leak. Note: Open sparks can be generated during this test.
1. Turn the engine control switch to the OFF/RESET position. Switch the 16 amp circuit breaker for the ECM OFF. 2. Reinstall the removed wire into terminal (P6-36). Pull on the wire in order to verify that the terminal is properly installed.
If the solenoid is not energized, there may be a problem with the ECM. Continue with this procedure. 6. Turn the engine control switch to the OFF/RESET position. Switch the 16 amp circuit breaker for the ECM OFF. 7. Reinstall the terminal that was removed from terminal (P2-12). Pull on the wire in order to verify proper installation of the terminal. 8. Switch the 16 amp circuit breaker for the ECM ON. Turn the engine control switch to the STOP position. 9. Disconnect the connector from the prelube pumps solenoid. Then reconnect the connector. Listen for an audible click from the solenoid. If the ambient noise is too loud, touch the solenoid when the solenoid is reconnected in order to feel the vibration. The solenoid will vibrate when the solenoid is de-energized and energized. If the solenoid is not energized, there is an intermittent problem with a connector and/or the wiring. Refer to Troubleshooting, Inspecting Electrical Connectors. If the solenoid is energized, there is a problem with the ECM. Replace the ECM according to Troubleshooting, Replacing the ECM.
Illustration 201 Harness side of the ECM P2 connector (P2-12) Circuit driver for the prelube pumps solenoid
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STOP.

vibration when the solenoid is disconnected and reconnected. The solenoid is energized when the circuit driver for the solenoid is disconnected from the terminal box P6 connector. There is a short circuit to the +Battery side in the engine harness. Repair: Repair the connector and/or wiring in the engine harness, when possible. Replace the engine harness, if necessary. STOP.
3. Use a 151-6320 Wire Removal Tool to remove terminal (P2-12). 4. Switch the 16 amp circuit breaker for the ECM ON. Turn the engine control switch to the STOP position. 5. Disconnect the connector from the prelube pumps solenoid. Then reconnect the connector. Listen for an audible click from the solenoid. If the ambient noise is too loud, touch the solenoid when the solenoid is reconnected in order to feel the vibration. The solenoid will vibrate when the solenoid is de-energized and energized. If the solenoid is energized, there is a problem with a connector and/or wiring in the terminal box. Repair the wiring and/or the connector, when possible. Replace parts, if necessary.
Test Step 5. Create a Short Circuit in order to Check for an Open Circuit
A. Turn the engine control switch to the OFF/RESET position. Switch the 16 amp circuit breaker for the ECM OFF. B. Disconnect the prelube pumps solenoid.
3. Inspect the solenoids connectors for damage, moisture, and corrosion. 4. Make repairs, as needed. If the problem is not resolved, replace the solenoid. STOP.
Not OK A 338-05 Prelube Relay open circuit

diagnostic code was generated when the jumper wire was installed. There may be an open circuit in the engine harness. Proceed to Test Step 6.
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C. Install a jumper wire with the appropriate connectors on the ends into terminals A and B of the solenoids connector. D. Switch the 16 amp circuit breaker for the ECM ON. Turn the engine control switch to the STOP position. Note: The 338-05 Prelube Relay open circuit diagnostic code can only be detected when the ECM output for the prelube pumps solenoid is OFF. The output is normally OFF when the engine control switch is in the STOP position and when the prelube pressure switch is closed. E. Wait for 30 seconds and use the Active Diagnostic screen of ET to look for a 338-05 Prelube Relay open circuit diagnostic code. Expected Result: A 338-05 Prelube Relay open circuit diagnostic code was not generated when the jumper wire was installed. Results:
OK A 338-05 Prelube Relay open circuit

diagnostic code was not generated when the jumper wire was installed. The harness and the ECM are OK. There is a problem with the solenoid. Repair: Perform the following procedure: 1. Turn the engine control switch to the OFF/RESET position. Switch the 16 amp circuit breaker for the ECM OFF. 2. Remove the jumper wire from the solenoids connector.
Illustration 203 Harness side of the terminal box P6 connector (P6-28) Return (P6-36) Circuit driver for the prelube pumps solenoid
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C. Reconnect the P6 connector to the terminal box. Use a 151-6320 Wire Removal Tool to remove terminals (P6-28) and (P6-36). Label the terminals. D. Install a jumper wire with the appropriate Deutsch connectors on the ends into terminals (P6-28) and (P6-36). Pull on the jumper wire in order to verify proper installation. E. Switch the 16 amp circuit breaker for the ECM ON. Turn the engine control switch to the STOP position. Note: The 338-05 Prelube Relay open circuit diagnostic code can only be detected when the ECM output for the prelube pumps solenoid is OFF. The output is normally OFF when the engine control switch is in the STOP position and when the prelube pressure switch is closed. F. Wait for 30 seconds and use ET to check for an active 338-05 Prelube Relay open circuit diagnostic code. Expected Result: There is no active 338-05 Prelube Relay open circuit diagnostic code. Results:
D. Disconnect the ECM J2/P2 connectors. Inspect the connectors for damage, moisture, and corrosion. Make repairs, if necessary.

was no active 338-05 Prelube Relay open circuit diagnostic code. There is a problem in the engine harness. Repair: Repair the engine harness, when possible. Replace the engine harness, if necessary. STOP.
Illustration 204 Harness side of the ECM P2 connector (P2-12) Return (P2-22) Circuit driver for the prelube pumps solenoid
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E. Use the 151-6320 Wire Removal Tool to remove terminals (P2-12) and (P2-22). Label the terminals. F. Reconnect the ECM J2/P2 connectors. G. Install the jumper wire into terminals (P2-12) and (P2-22). Pull on the jumper wire in order to verify proper installation. H. Switch the 16 amp circuit breaker for the ECM ON. Turn the engine control switch to the STOP position. Note: The 338-05 Prelube Relay open circuit diagnostic code can only be detected when the ECM output for the prelube pumps solenoid is OFF. The output is normally OFF when the engine control switch is in the STOP position and when the prelube pressure switch is closed. I. Wait for 30 seconds and use the Active Diagnostic screen of ET to look for an active 338-05 Prelube Relay open circuit diagnostic code.

338-05 Prelube Relay open circuit diagnostic code was activated. The ECM did not detect the jumper wire in the P6 connector. There is a problem in the terminal box. Proceed to test Step 7.

A. Turn the engine control switch to the OFF/RESET position. Switch the 16 amp circuit breaker for the ECM OFF. B. Use a 151-6320 Wire Removal Tool to remove the jumper wire from the P6 connector. C. Reinstall the terminals into P6-28 and P6-36. Make sure that the terminals are installed into the correct locations. Pull on the wires in order to verify proper installation of the terminals.
Expected Result: There is no active 338-05 Prelube Relay open circuit diagnostic code. Results:
2. Use a 151-6320 Wire Removal Tool to remove the jumper wire from the P2 connector. 3. Reinstall the terminals into P2-12 and P2-22. Make sure that the terminals are installed into the correct locations. Pull on the wires in order to verify proper installation of the terminals. 4. Replace the ECM according to Troubleshooting, Replacing the ECM. Verify that the problem is resolved. STOP.

was no active 338-05 Prelube Relay open circuit diagnostic code. The ECM detects the jumper wire at the P2 connector. However, the ECM did not detect the jumper wire at the P6 connector. There is a problem between the ECM P2 connector and the terminal box P6 connector. Repair: Perform the following procedure: 1. Turn the engine control switch to the OFF/RESET position. Switch the 16 amp circuit breaker for the ECM OFF. 2. Use a 151-6320 Wire Removal Tool to remove the jumper wire from the P2 connector. 3. Reinstall the terminals into P2-12 and P2-22. Make sure that the terminals are installed into the correct locations. Pull on the wires in order to verify proper installation of the terminals. 4. Disconnect the ECM J2/P2 connectors. Inspect the connectors for damage, moisture, and corrosion. 5. Thoroughly inspect the terminal box J6 connector for the engine harness. 6. Use an ohmmeter to measure the resistance between the P2-12 terminal and the J6-36 terminal. Also, measure the resistance between the P2-22 terminal and the J6-28 terminal. If the resistance is less than 5 ohms, the circuit has good continuity. Otherwise, there is an open circuit. Make repairs, if necessary. STOP. Results:
A. Turn the engine control switch to the OFF/RESET position. B. Disconnect the prelube pumps solenoid. C. Turn the engine control switch to the STOP position. D. Use ET to clear the logged 338-06 Prelube Relay short to ground diagnostic code. Note: The 338-06 Prelube Relay short to ground diagnostic code can only be detected when the ECM output for the prelube pumps solenoid is ON. The output is normally ON when the engine control switch is in the START position and the prelube pressure switch is open. E. Activate the manual prelube switch for at least 30 seconds. Then release the switch. F. Use ET to look for a logged 338-06 Prelube Relay short to ground diagnostic code again. Expected Result: After the manual prelube switch was operated, there was no logged 338-06 Prelube Relay short to ground diagnostic code.
No When the jumper wire was installed, a

338-05 Prelube Relay open circuit diagnostic code was activated. The ECM did not detect the jumper wire. There is a problem with the ECM. Repair: Perform the following procedure: 1. Turn the engine control switch to the OFF/RESET position. Switch the 16 amp circuit breaker for the ECM OFF.

2. Inspect the connections of the solenoid for damage and/or corrosion. 3. Make repairs, as needed. If the problem is not resolved, replace the solenoid. STOP.
Note: The 338-06 Prelube Relay short to ground diagnostic code can only be detected when the ECM output for the prelube pumps solenoid is ON. The output is normally ON when the engine control switch is in the START position and the prelube pressure switch is open. E. Activate the manual prelube switch for at least 30 seconds. Then release the switch. F. Use ET to look for a logged 338-06 Prelube Relay short to ground diagnostic code again. Expected Result: A 338-06 Prelube Relay short to ground was not generated. Results:
Not OK After the manual prelube switch was

operated, a 338-06 Prelube Relay short to ground diagnostic code was logged. Proceed to Test Step 9.

OK A 338-06 Prelube Relay short to ground

diagnostic code was not generated when the output to the solenoid was disconnected from the terminal box P6 connector. There is a problem in the engine harness. Repair: Perform the following procedure: 1. Turn the engine control switch to the OFF/RESET position. Switch the 16 amp circuit breaker for the ECM OFF. 2. Reinstall the terminal that was removed from P6-36. Pull on the wire in order to verify proper installation of the terminal. 3. Repair the harness, when possible. Replace the harness, if necessary. STOP.
Not OK A 338-06 Prelube Relay short to

ground diagnostic code was generated when the output to the solenoid was disconnected from the terminal box P6 connector. There is probably a short circuit to ground in the terminal box. Repair: Reinstall the terminal that was removed from P6-36. Pull on the wire in order to verify proper installation of the terminal. Proceed to Test Step 10.
Illustration 205 Harness side of the terminal box P6 connector (P6-36) Circuit driver for the prelube pumps solenoid
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B. Use a 151-6320 Wire Removal Tool to remove terminal (P6-36). C. Switch the 16 amp circuit breaker for the ECM ON. Turn the engine control switch to the STOP position. D. Use ET to clear the logged 338-06 Prelube Relay short to ground diagnostic code.

Results:

disconnected from the ECM P2 connector, the 338-06 Prelube Relay short to ground diagnostic code was not generated. However, a short to ground diagnostic code was generated when the output to the solenoid was disconnected from the terminal box P6 connector. There is a problem in the terminal box between the ECM connector and the terminal box P6 connector. Repair: Perform the following procedure: 1. Turn the engine control switch to the OFF/RESET position. Switch the 16 amp circuit breaker for the ECM OFF. 2. Reinstall the terminal that was removed from P2-12. Pull on the wire in order to verify proper installation of the terminal. 3. Repair the harness, when possible. Replace the harness, if necessary. STOP.
Illustration 206 Harness side of the ECM P2 connector (P2-12) Circuit driver for the prelube pumps solenoid
g00870243
Not OK A 338-06 Prelube Relay short to
ground diagnostic code was generated when the output to the solenoid was disconnected from the ECM P2 connector. There seems to be a problem with the ECM. Repair: Perform the following procedure: 1. Turn the engine control switch to the OFF/RESET position. Switch the 16 amp circuit breaker for the ECM OFF. 2. Reinstall the terminal that was removed from P2-12. Pull on the wire in order to verify proper installation of the terminal. 3. Replace the ECM according to Troubleshooting, Replacing the ECM. Verify that the problem is resolved. STOP.
B. Use the 151-6320 Wire Removal Tool to remove terminal (P2-12). C. Switch the 16 amp circuit breaker for the ECM ON. Turn the engine control switch to the STOP position. D. Use ET to clear the logged 338-06 Prelube Relay short to ground diagnostic code. Note: The 338-06 Prelube Relay short to ground diagnostic code can only be detected when the ECM output for the prelube pumps solenoid is ON. The output is normally ON when the engine control switch is in the START position and the prelube pressure switch is open. E. Activate the manual prelube switch for at least 30 seconds. Then release the switch. F. Use ET to look for a logged 338-06 Prelube Relay short to ground diagnostic code again. Expected Result: The 338-06 Prelube Relay short to ground diagnostic code was not generated.
i01657629
ECM Output Circuit (Starting Motor)

SMCS Code: 1901-038 System Operation Description: The ECM contains the logic and the outputs for control of prelubrication, starting, and shutdown of the engine. The logic for starting and stopping is customer programmable. The logic responds to inputs from the following components: engine control switch, emergency stop switch, remote start switch, data link, and other inputs. The ECM supplies +Battery voltage to the starting motors solenoid when the logic determines that it is necessary. The ECM removes the voltage when the crank terminate relay is energized. The voltage is also removed if the customer programmable Overcrank Time has expired.
Illustration 208
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(1) ECM J2/P2 connectors (2) 16 amp circuit breaker (3) Terminal box J6 connector for the left engine harness
Illustration 207 Schematic for the starting motors solenoid
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Illustration 209 Harness side of the ECM P2 connector (P2-10) Circuit driver for the starting motors solenoid (P2-20) Return
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Results:


condition and/or at least one connection is improper. Repair: Perform the necessary repairs, when possible. Replace parts, if necessary. STOP.

A. Switch the 16 amp circuit breaker for the ECM ON. Turn the engine control switch to the STOP position. B. Wait for 30 seconds and use ET to check for an active 444-05 Start Relay open circuitdiagnostic code. If there is an active 444-05 Start Relay open circuit diagnostic code, proceed to the Results for this Test Step. Otherwise, continue this procedure. C. Use ET to check the logged diagnostic codes. If there is a 444-06 Start Relay short to ground code, clear the code. D. To prevent the engine from starting, shut the gas supply OFF. Note: To provide the output for the starting motors solenoid, the sequence for engine start-up must be initiated. Otherwise, a 444-06 Start Relay short to ground diagnostic code cannot be generated. E. Turn the engine control switch to the START position for at least 30 seconds. Then turn the engine control switch to the STOP position. F. Use ET to look for a logged 444-06 Start Relay short to ground diagnostic code again. Expected Result: When the engine control switch was in the STOP position, there was no active 444-05 Start Relay open circuit diagnostic code. After the engine was cranked, there was no logged 444-06 Start Relay short to ground diagnostic code.
Illustration 210 Harness side of the terminal box P6 connector (P6-29) Return (P6-37) Circuit driver for the starting motors solenoid
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ECM J2/P2 connectors Terminal box J6/P6 connectors Connector to the starting motors solenoid
a. Check the torque of the Allen head screw for the 70-pin connectors. The proper torque is 6 1 Nm (55 9 lb in). b. Perform a 45 N (10 lb) pull test on each of the wires that are associated with the starting motors solenoid. c. Check the harness and wiring for abrasion and pinch points from the ECM to the starting motors solenoid. Expected Result: All of the connectors, pins, and sockets are connected properly. The connectors and the wiring are free of corrosion, abrasion, and pinch points.
Results:
OK No diagnostic codes were generated. The

output for the starting motors solenoid seems to be OK at this time. The initial diagnostic code was probably caused by a poor electrical connection. Repair: If there is an intermittent problem that is causing the codes to be logged, refer to Troubleshooting, Inspecting Electrical Connectors. STOP.
Not OK (444-05 Start Relay open circuit

diagnostic code) A 444-05 Start Relay open circuit diagnostic code was activated. This can be caused by an actual open circuit or by a short circuit to the +Battery side. Proceed to Test Step 3.
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C. Disconnect the connector from the starting motors solenoid. Then reconnect the connector. Listen for an audible click from the solenoid. If the ambient noise is too loud, touch the solenoid when the solenoid is reconnected in order to feel the vibration. The solenoid will vibrate when the solenoid is de-energized and energized. Expected Result: There is no audible click and/or vibration when the solenoid is disconnected and reconnected. The solenoid is not energized when the engine control switch is in the STOP position. Results:
Not OK (444-06 Start Relay short to ground
diagnostic code) After the engine was cranked, a 444-06 Start Relay short to ground diagnostic code was generated. Proceed to Test Step 8.
Gaseous fuel is present. Personal Injury or Death can result from an open flame or spark igniting the gaseous fuel causing an explosion and/or fire. Always use a gas detector to determine the presence of gaseous fuel when maintaining and servicing. Contact you local gas provider immediately for assistance in the event of a leak. Note: Open sparks can be generated during this test. A. Make sure that no combustible gas is present in the surrounding atmosphere. B. Ensure that the engine control switch is in the STOP position.


vibration when the solenoid is disconnected and connected. The solenoid is receiving power when the engine control switch is in the STOP position. There is probably a short circuit to the +Battery side in a connector or a wiring harness. Proceed to Test Step 4.
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D. Disconnect the connector from the starting motors solenoid. Then reconnect the connector. Listen for an audible click from the solenoid. If the ambient noise is too loud, touch the solenoid when the solenoid is reconnected in order to feel the vibration. The solenoid will vibrate when the solenoid is de-energized and energized. Expected Result: There is no audible click and/or vibration when the solenoid is disconnected and reconnected. The solenoid is not energized when the circuit driver for the solenoid is disconnected from the J6 connector. Results:

Illustration 212 Harness side of the terminal box P6 connector (P6-37) Circuit driver for the starting motors solenoid
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Gaseous fuel is present. Personal Injury or Death can result from an open flame or spark igniting the gaseous fuel causing an explosion and/or fire. Always use a gas detector to determine the presence of gaseous fuel when maintaining and servicing. Contact you local gas provider immediately for assistance in the event of a leak. Note: Open sparks can be generated during this test.
1. Turn the engine control switch to the OFF/RESET position. Switch the 16 amp circuit breaker for the ECM OFF. 2. Reinstall the removed wire into terminal (37) of the terminal box J6 connector. Pull on the wire in order to verify that the terminal is properly installed.
If the solenoid is not energized, there may be a problem with the ECM. Continue with this procedure. 6. Turn the engine control switch to the OFF/RESET position. Switch the 16 amp circuit breaker for the ECM OFF. 7. Reinstall the terminal that was removed from P2-10. Pull on the wire in order to verify proper installation of the terminal. 8. Switch the 16 amp circuit breaker for the ECM ON. Turn the engine control switch to the STOP position. 9. Disconnect the connector from the starting motors solenoid. Then reconnect the connector. Listen for an audible click from the solenoid. If the ambient noise is too loud, touch the solenoid when the solenoid is reconnected in order to feel the vibration. The solenoid will vibrate when the solenoid is de-energized and energized. If the solenoid is not energized, there is an intermittent problem with a connector and/or the wiring. Refer to Troubleshooting, Inspecting Electrical Connectors. If the solenoid is energized, there is a problem with the ECM. Replace the ECM according to Troubleshooting, Replacing the ECM.
Illustration 214 Harness side of the ECM P2 connector (P2-10) Circuit driver for the starting motors solenoid
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STOP.

vibration when the solenoid is disconnected and reconnected. The solenoid is energized when the circuit driver for the solenoid is disconnected from the terminal box J6 connector. There is a short circuit to the +Battery side in the engine harness. Repair: Repair the connector and/or wiring in the engine harness, when possible. Replace the engine harness, if necessary. STOP.
3. Use a 151-6320 Wire Removal Tool to remove terminal (P2-10). 4. Switch the 16 amp circuit breaker for the ECM ON. Turn the engine control switch to the STOP position. 5. Disconnect the connector from the starting motors solenoid. Then reconnect the connector. Listen for an audible click from the solenoid. If the ambient noise is too loud, touch the solenoid when the solenoid is reconnected in order to feel the vibration. The solenoid will vibrate when the solenoid is de-energized and energized. If the solenoid is energized, there is a problem with a connector and/or wiring in the terminal box. Repair the wiring and/or the connector, when possible. Replace parts, if necessary.
Test Step 5. Create a Short Circuit in order to Check for an Open Circuit
A. Turn the engine control switch to the OFF/RESET position. Switch the 16 amp circuit breaker for the ECM OFF. B. Disconnect the starting motors solenoid.
Not OK A 444-05 Start Relay open circuit

diagnostic code was generated when the jumper wire was installed. There may be an open circuit in the engine harness. Proceed to Test Step 6.

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C. Install a jumper wire with the appropriate connectors on the ends into terminals A and B of the solenoids connector. D. Switch the 16 amp circuit breaker for the ECM ON. Turn the engine control switch to the STOP position. E. Wait for 30 seconds and use the Active Diagnostic screen of ET to look for a 444-05 Start Relay open circuit diagnostic code. Expected Result: A 444-05 Start Relay open circuit diagnostic code was not generated when the jumper wire was installed. Results:
OK A 444-05 Start Relay open circuit

diagnostic code was not generated when the jumper wire was installed. The harness and the ECM are OK. There is a problem with the solenoid. Repair: Perform the following procedure: 1. Turn the engine control switch to the OFF/RESET position. Switch the 16 amp circuit breaker for the ECM OFF. 2. Remove the jumper wire from the solenoids connector. 3. Inspect the solenoids connectors for damage, moisture, and corrosion. 4. Make repairs, as needed.
Illustration 216 Harness side of the terminal box P6 connector (P6-29) Return (P6-37) Circuit driver for the starting motors solenoid
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C. Reconnect the P6 connector to the terminal box. Use a 151-6320 Wire Removal Tool to remove terminals (P6-29) and (P6-37). Label the terminals.
D. Install a jumper wire with the appropriate Deutsch connectors on the ends into terminals (P6-29) and (P6-37). Pull on the jumper wire in order to verify proper installation. E. Switch the 16 amp circuit breaker for the ECM ON. Turn the engine control switch to the STOP position. F. Wait for 30 seconds and use ET to check for an active 444-05 Start Relay open circuit diagnostic code. Expected Result: There is no active 444-05 Start Relay open circuit diagnostic code. Results:

was no active 444-05 Start Relay open circuit diagnostic code. There is a problem in the engine harness. Repair: Repair the engine harness, when possible. Replace the engine harness, if necessary. STOP.
Illustration 217 Harness side of the ECM P2 connector (P2-10) Circuit driver for the starting motors solenoid (P2-20) Return
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444-05 Start Relay open circuit diagnostic code was activated. The ECM did not detect the jumper wire in the P6 connector. There is a problem in the terminal box. Proceed to test Step 7.
E. Use the 151-6320 Wire Removal Tool to remove terminals (P2-10) and (P2-20). Label the terminals. F. Reconnect the ECM J2/P2 connectors.

A. Turn the engine control switch to the OFF/RESET position. Switch the 16 amp circuit breaker for the ECM OFF. B. Use a 151-6320 Wire Removal Tool to remove the jumper wire from the P6 connector. C. Reinstall the terminals into P6-29 and P6-37. Make sure that the terminals are installed into the correct locations. Pull on the wires in order to verify proper installation of the terminals. D. Disconnect the ECM J2/P2 connectors. Inspect the connectors for damage, moisture, and corrosion. Make repairs, if necessary. G. Install the jumper wire into terminals (P2-10) and (P2-20). Pull on the jumper wire in order to verify proper installation. H. Switch the 16 amp circuit breaker for the ECM ON. Turn the engine control switch to the STOP position. I. Wait for 30 seconds and use the Active Diagnostic screen of ET to look for an active 444-05 Start Relay open circuit diagnostic code. Expected Result: There is no active 444-05 diagnostic code.
Results:
OK When the jumper wire was installed,

there was no active 444-05 Start Relay open circuit diagnostic code. The ECM detects the jumper wire at the P2 connector. However, the ECM did not detect the jumper wire at the P6 connector. There is a problem between the ECM P2 connector and the terminal box P6 connector. Repair: Perform the following procedure: 1. Turn the engine control switch to the OFF/RESET position. Switch the 16 amp circuit breaker for the ECM OFF. 2. Use a 151-6320 Wire Removal Tool to remove the jumper wire from the P2 connector. 3. Reinstall the terminals into P2-10 and P2-20. Make sure that the terminals are installed into the correct locations. Pull on the wires in order to verify proper installation of the terminals. 4. Disconnect the ECM J2/P2 connectors. Inspect the connectors for damage, moisture, and corrosion. 5. Thoroughly inspect the terminal box J6 connector for the engine harness. 6. Use an ohmmeter to measure the resistance between the P2-10 terminal and the J6-37 terminal. Also, measure the continuity between the P2-20 terminal and the J6-29 terminal. If the resistance is less than 5 ohms, the circuit has good continuity. Otherwise, there is an open circuit. Make repairs, if necessary.
3. Reinstall the terminals into P2-10 and P2-20. Make sure that the terminals are installed into the correct locations. Pull on the wires in order to verify proper installation of the terminals. 4. Replace the ECM according to Troubleshooting, Replacing the ECM. Verify that the problem is resolved. STOP.
A. Turn the engine control switch to the OFF/RESET position. B. Disconnect the starting motors solenoid. C. Turn the engine control switch to the STOP position. D. Use ET to clear the logged 444-06 Start Relay short to ground diagnostic code. E. To prevent the engine from starting, shut OFF the main gas supply. Note: To provide the output for the starting motors solenoid, the sequence for engine start-up must be initiated. Otherwise, a 444-06 Start Relay short to ground diagnostic code cannot be generated. F. Turn the engine control switch to the START position for at least 30 seconds. Then turn the engine control switch to the STOP position. G. Use ET to look for a logged 444-06 Start Relay short to ground diagnostic code again. Expected Result:
STOP.
Not OK When the jumper wire was installed,

a 444-05 Start Relay open circuit diagnostic code was activated. The ECM did not detect the jumper wire. There is a problem with the ECM. Repair: Perform the following procedure: 1. Turn the engine control switch to the OFF/RESET position. Switch the 16 amp circuit breaker for the ECM OFF. 2. Use a 151-6320 Wire Removal Tool to remove the jumper wire from the P2 connector.
A 444-06 Start Relay short to ground was not generated. Results:

2. Inspect the connections of the solenoid for damage and/or corrosion. 3. Make repairs, as needed. If the problem is not resolved, replace the solenoid. STOP.
E. To prevent the engine from starting, shut OFF the main gas supply. Note: To provide the output for the starting motors solenoid, the sequence for engine start-up must be initiated. Otherwise, a 444-06 Start Relay short to ground diagnostic code cannot be generated. F. Turn the engine control switch to the START position for at least 30 seconds. Then turn the engine control switch to the STOP position. G. Use ET to look for a logged 444-06 Start Relay short to ground diagnostic code again. Expected Result: A 444-06 Start Relay short to ground was not generated. Results:
Not OK A short to ground diagnostic

code was generated when the solenoid was disconnected. Proceed to Test Step 9.

OK A 444-06 Start Relay short to ground

diagnostic code was not generated when the output to the solenoid was disconnected from the terminal box P6 connector. There is a problem in the engine harness. Repair: Perform the following procedure: 1. Turn the engine control switch to the OFF/RESET position. Switch the 16 amp circuit breaker for the ECM OFF. 2. Reinstall the terminal that was removed into P6-37. Pull on the wire in order to verify proper installation of the terminal. 3. Repair the harness, when possible. Replace the harness, if necessary. STOP.
Not OK A short to ground diagnostic code

was generated when the output to the solenoid was disconnected from the terminal box P6 connector. There is probably a short circuit to ground in the terminal box. Repair: Reinstall the terminal that was removed into P6-37. Pull on the wire in order to verify proper installation of the terminal. Proceed to Test Step 10.
Illustration 218 Harness side of the terminal box P6 connector (P6-37) Circuit driver for the starting motors solenoid
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B. Use a 151-6320 Wire Removal Tool to remove terminal (P6-37). C. Switch the 16 amp circuit breaker for the ECM ON. Turn the engine control switch to the STOP position. D. Use ET to clear the logged 444-06 Start Relay short to ground diagnostic code.

Results:

disconnected from the ECM P2 connector, the 444-06 Start Relay short to ground diagnostic code was not generated. However, a short to ground diagnostic code was generated when the output to the solenoid was disconnected from the terminal box P6 connector. There is a problem in the terminal box between the ECM connector and the terminal box P6 connector. Repair: Perform the following procedure: 1. Turn the engine control switch to the OFF/RESET position. Switch the 16 amp circuit breaker for the ECM OFF. 2. Reinstall the terminal that was removed into P2-10. Pull on the wire in order to verify proper installation of the terminal. 3. Repair the harness, when possible. Replace the harness, if necessary. STOP.
Illustration 219 Harness side of the ECM P2 connector (P2-10) Circuit driver for the starting motors solenoid
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Not OK A 444-06 Start Relay short to ground
diagnostic code was generated when the output to the solenoid was disconnected from the ECM P2 connector. There seems to be a problem with the ECM. Repair: Perform the following procedure: 1. Turn the engine control switch to the OFF/RESET position. Switch the 16 amp circuit breaker for the ECM OFF. 2. Reinstall the terminal that was removed into P2-10. Pull on the wire in order to verify proper installation of the terminal. 3. Replace the ECM according to Troubleshooting, Replacing the ECM. Verify that the problem is resolved. STOP.
B. Use the 151-6320 Wire Removal Tool to remove terminal (P2-10). C. Switch the 16 amp circuit breaker for the ECM ON. Turn the engine control switch to the STOP position. D. Use ET to clear the logged 444-06 Start Relay short to ground diagnostic code. E. To prevent the engine from starting, shut OFF the main gas supply. Note: To provide the output for the starting motors solenoid, the sequence for engine start-up must be initiated. Otherwise, a 444-06 Start Relay short to ground diagnostic code cannot be generated. F. Turn the engine control switch to the START position for at least 30 seconds. Then turn the engine control switch to the STOP position. G. Use ET to look for a logged 444-06 Start Relay short to ground diagnostic code again. Expected Result: The 444-06 Start Relay short to ground diagnostic code was not generated.
i01659692
ECM Status Indicator Output

SMCS Code: 1901-038 System Operation Description: The ECM has four outputs in order to indicate the status of engine operation: Run Relay, Crank Terminate, Active Alarm, and Engine Failure. These outputs can be used to energize indicator lamps or the outputs can be used to interface with other controls. When the output is OFF, the circuit is open. The output provides a maximum current of 0.3 amperes to the ECM. The ECM grounds the current to the -Battery side in order to activate the appropriate output. If any of the outputs have a short circuit to the +Battery side or excessive current, a diagnostic code is generated. Run Relay This output indicates that the engine is in the Run status. The engine will start soon or the engine is running. Crank Terminate This output indicates that the engine rpm is greater than the programmed engine speed that is required for disengagement of the starting motor. Active Alarm This is the alarm output. This output indicates that the ECM has detected an electrical problem or an abnormal operating condition. Engine Failure This is the shutdown output. This output indicates that a potentially damaging operating condition was detected by the ECM. The ECM has shut down the engine. A 323-03 Shutdown Lamp short to +batt or 324-03 Warning Lamp short to +batt diagnostic code can only be generated if a shutdown condition or an alarm condition is active. Failure to correct these serious conditions can result in engine damage. Use ET to determine the event code or the diagnostic code that corresponds to the 323-03 or 324-03 diagnostic code. Troubleshoot that event code or that diagnostic code before you troubleshoot the 323-03 or 324-03 diagnostic code. Refer to Troubleshooting, Troubleshooting with an Event Code or Troubleshooting, Troubleshooting with a Diagnostic Code.
The most likely causes of a diagnostic code for a status indicator is a poor electrical connection or a problem in a wiring harness. The next likely cause is a problem with an indicator. The least likely cause is a problem with the ECM. Logged diagnostic codes provide an historical record. Before you begin this procedure, use ET to print the logged codes to a file. The troubleshooting procedure may generate additional diagnostic codes. Keep your mind on correcting the cause of the original diagnostic code. Clear the diagnostic codes after the problem is resolved.
Illustration 221 (1) ECM J2/P2 connectors (2) 16 amp circuit breaker for the ECM (3) 6 amp circuit breaker (4) Customer connector J3 (5) Connector J4 for the optional control panel
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A. Turn the engine control switch to the OFF/RESET position. Switch circuit breakers (1) and (2) OFF. Note: Some indicators may obtain the status of the engine via a data link. If all of the status indicators are not directly controlled by the ECM, do not proceed with this test.
Illustration 222 Inside of the control panel Illustration 220 Schematic for the status indicators
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(6) (7) (8) (9)
Engine Failure indicator Active Alarm indicator Engine On indicator Terminal strip
B. Check the wiring of the equipment in order to determine if the indicators for the engine status are present. Determine whether the circuit for the status indicators is directly controlled by the ECM. Note: For the following steps, refer to Troubleshooting, Inspecting Electrical Connectors.
Illustration 223
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Illustration 225 Customer connector J3 (J3-7) Crank terminate (J3-8) Active alarm (J3-9) Engine failure (J3-19) Run relay
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Location of the output wires for the status indicators on the harness side of the P2 connector (10) Ground strap (P2-28) Run Relay (P2-29) Crank Terminate (P2-30) Engine Failure (P2-31) Active Alarm
C. Thoroughly inspect the ECM J2/P2 connectors. Inspect the customer connectors (J3) and (P3) (if equipped). Inspect connectors (J4) and (P4) for the control panel (if equipped). Inspect the wiring and the connections for the circuit of the status indicators. a. Check the torque of the Allen head screw for the ECM connector (P2) and the customer connector (P3) (if equipped). The proper torque is 6 Nm (55 lb in). b. Perform a 45 N (10 lb) pull test on each of the wires that are associated with the circuit for the status indicators. Note: These outputs do not provide enough current for illumination of standard incandescent lights. If a lamp is burned out, replace the lamp with the lamp that is specified in the engines Parts Manual.
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Illustration 224 Terminal boxs side of the 47-pin connector (P4) (P4-C) Crank Terminate (P4-H) Active Alarm (P4-P) Engine Failure (P4-Z) Run Relay
c. Inspect the wiring and the receptacles for the status indicators. d. Check the harness and wiring for abrasion and pinch points from the status indicators to the ECM.
e. Inspect the terminal strip in the control panel (if equipped) for loose wires, frayed wires, foreign objects, and corrosion. Expected Result: All of the connectors, pins, and sockets are connected properly. The connectors and the wiring are free of corrosion, abrasion, and pinch points. Results:
Results:
Yes (Original 443-03 or 445-03 Diagnostic Code)

The original diagnostic code was 443-03 Crank Terminate Relay short to +batt or 445-03 Run Relay short to +batt. When the engine was started, the Engine On indicator and the Crank Terminate indicator (if equipped) illuminated normally. The Active Alarm indicator and the Engine Failure indicator did not illuminate. There are no active diagnostic codes. Repair: The outputs for the status indicators seem to be operating correctly at this time. The original diagnostic code was probably caused by a poor electrical connection. If there is an intermittent problem that is causing the codes to be logged, refer to Troubleshooting, Inspecting Electrical Connectors. STOP.



A. Switch the 16 amp circuit breaker for the ECM ON. B. Attempt to start the engine and observe the status indicators. Allow a minimum of 30 seconds for any diagnostic codes to activate. Use the Active Diagnostic screen on ET to look for the codes that are listed in Table 40:
Table 40
Yes (Original 323-03 or 324-03 Diagnostic Code)

The original diagnostic code was 323-03 Shutdown Lamp short to +batt or 324-03 Warning Lamp short to +batt. When the engine was started, the Engine On indicator and the Crank Terminate indicator (if equipped) illuminated normally. The Active Alarm indicator and the Engine Failure indicator did not illuminate. There are no active diagnostic codes. Repair: The 323-03 and 324-03 diagnostic codes can only be activated when the corresponding indicator is activated. There may still be a problem with the output for the alarm indicator or the shutdown indicator. The alarm and/or the shutdown must be activated. Allow the engine operation to continue. Proceed to Test Step 3.
Diagnostic Codes and Descriptions with Corresponding ECM Outputs Code 323-03 324-03 443-03 445-03 Description Shutdown Lamp short to +batt Warning Lamp short to +batt Crank Terminate Relay short to +batt Run Relay short to +batt ECM Output Engine Failure Active Alarm Crank Terminate Run Relay
Not OK (Active 323-03 or 324-03 Diagnostic

Code) There is an active 323-03 Shutdown Lamp short to +batt or 324-03 Warning Lamp short to +batt. There must be a shutdown condition before a 323-03 diagnostic code can be generated. There must be an alarm condition before a 324-03 diagnostic code can be generated. Both of these conditions are serious. Repair: Use ET to determine the event code or the diagnostic code that corresponds to the 323-03 or 324-03 diagnostic code. Troubleshoot that event code or that diagnostic code before you troubleshoot the 323-03 or 324-03 diagnostic code. Refer to Troubleshooting, Troubleshooting with an Event Code or Troubleshooting, Troubleshooting with a Diagnostic Code.
Expected Result: There are no active diagnostic codes. The Engine On indicator and the Crank Terminate indicator (if equipped) illuminated normally. The Active Alarm indicator and the Engine Failure indicator did not illuminate.
Exit this procedure. After you have resolved the condition, return to this procedure in order to troubleshoot the 323-03 and/or 324-03 diagnostic code, if necessary. STOP.
Note: When the filtered engine oil pressure sensor is disconnected, the engine will shut down. B. Disconnect connector (2) for the filtered engine oil pressure sensor. Observe the Engine Failure indicator on the control panel (if equipped). C. Use the Diagnostics screen on ET to look for active diagnostic codes. Expected Result: The Active Alarm indicator illuminated and a 542-03 Unfiltered Engine Oil Pressure open/short to +batt diagnostic code was activated when the unfiltered engine oil pressure sensor is disconnected. The Engine Failure indicator illuminated and a 100-03 Engine Oil Pressure open/short to +batt diagnostic code was activated when the filtered engine oil pressure sensor is disconnected. The engine was shut down. Results:
Not OK (Active 443-03 or 445-03 Diagnostic

Code) When the engine was started, the Engine On indicator and/or the Crank Terminate indicator (if equipped) did not illuminate normally. The Active Alarm indicator and the Engine Failure indicator did not illuminate. A 443-03 or 445-03 diagnostic code was activated. There is a problem with the output for the Engine On indicator and/or the Crank Terminate indicator (if equipped). Proceed to Test Step 4.
Test Step 3. Check for Proper Operation of the Status Indicators for the Alarm and Shutdown
Allow the engine operation to continue for this procedure.
OK The indicators, diagnostic codes, and

shutdown were activated according to the Expected Result. The outputs for the status indicators seem to be operating correctly at this time. The original problem seems to be resolved. Repair: The original diagnostic code was probably caused by a poor electrical connection. If there is an intermittent problem that is causing the codes to be logged, refer to Troubleshooting, Inspecting Electrical Connectors. STOP.
Not OK The Active Alarm indicator and/or

the Engine Faiure indicator did not illuminate normally when the sensors were disconnected. A 323-03 Shutdown Lamp short to +batt and/or a 324-03 Warning Lamp short to +batt diagnostic code was generated. There is a problem with the output for the status indicators. The 542-03 and the 100-03 diagnostic codes were generated. The engine was shut down. Proceed to Test Step 4.
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Illustration 226
A. During engine operation, disconnect connector (1) for the unfiltered oil pressure sensor. Observe the Active Alarm indicator on the control panel (if equipped). If you are only troubleshooting a 324-03 Warning Lamp short to +batt, proceed to the Expected Result.
Test Step 4. Measure the Voltage of the Suspect Indicator at the ECM P2 Connector
Illustration 228 Terminal strip in the control panel (14) (15) (16) (17) Engine On Crank Terminate Active Alarm Engine Failure
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G. Disconnect the suspect control wire from the terminal strip in the control panel (if equipped). Disconnect the wire from the indicators side of the terminal strip. If the customer has equipment for the status indicators, disconnect the output wire of the suspect indicator.
Illustration 227
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Location of the output wires for the status indicators on the harness side of the P2 connector (1) 16 amp circuit breaker (2) 6 amp circuit breaker (3) Ground strap (P2-28) Run Relay (P2-29) Crank Terminate (P2-30) Engine Failure (P2-31) Active Alarm
Tape the end of the disconnected wire in order to ensure that the wire is isolated. H. Switch circuit breakers (1) and (2) ON. Turn the engine control switch to the STOP position. I. Note the voltage that is displayed on the voltmeter. Expected Result: Before the suspect indicator was disconnected, voltage was displayed on the voltmeter. After the suspect indicator was disconnected, the voltmeter displayed approximately zero volts. Results:
A. Turn the engine control switch to the OFF/RESET position. Switch circuit breakers (1) and (2) OFF. B. Insert a 7X-1710 Multimeter Probe into the suspect control terminal in the ECM P2 connector. C. Connect the other lead of the 7X-1710 Multimeter Probe to the positive lead of a voltmeter. Connect the voltmeters negative lead to ground strap (3). D. Switch circuit breakers (1) and (2) ON. Turn the engine control switch to the STOP position. E. Note the voltage that is displayed on the voltmeter. F. Turn the engine control switch to the OFF/RESET position. Switch circuit breakers (1) and (2) OFF.
Yes Before the suspect indicator was
disconnected from the terminal strip, voltage was displayed on the voltmeter. After the suspect indicator was disconnected, the voltmeter displayed approximately zero volts. There is a problem in the control panel (if equipped) or in the customers panel. Repair: The problem could be caused by a poor electrical connection, a wire, or a component in the panel.
Turn the engine control switch to the OFF/RESET position. Switch circuit breakers (1) and (2) OFF. Thoroughly inspect all of the wiring and the connectors in the panel. Refer to Troubleshooting, Inspecting Electrical Connectors. If you suspect that the indicator has an internal short circuit, switch a known good indicator for the suspect indicator. Test the indicator. Verify that the problem is resolved. Make the necessary repairs, when possible. Replace parts, if necessary. STOP.
The voltage is approximately zero. After customer connector (P3) was disconnected, the reading on the voltmeter was approximately zero. There is a problem with a connection and/or the wiring between customer connector (P3) and the indicator in the customers panel. Turn the engine control switch to the OFF/RESET position. Switch circuit breakers (2) and (3) OFF. Repair the connection and/or the wiring, when possible. Replace parts, if necessary. Stop The voltage remained. After customer connector (P3) was disconnected, voltage was still displayed on the voltmeter. Proceed to the next Step. 3. Turn the engine control switch to the OFF/RESET position. Switch circuit breakers (2) and (3) OFF. Disconnect connector (P4) (if equipped) from terminal boxs connector (J4). 4. Switch circuit breakers (2) and (3) ON. Turn the engine control switch to the STOP position. Observe the reading on the voltmeter. Results The voltage is approximately zero. After connector (P4) was disconnected, the reading on the voltmeter was approximately zero. There is a problem with a connection and/or the wiring between connector (P4) and the terminal strip in the control panel. Turn the engine control switch to the OFF/RESET position. Switch circuit breakers (2) and (3) OFF. Repair the connection and/or the wiring, when possible. Replace parts, if necessary. Stop The voltage remained. After customer connector (P4) was disconnected, voltage was still displayed on the voltmeter. Continue with this procedure. 5. Turn the engine control switch to the OFF/RESET position. Switch circuit breakers (2) and (3) OFF. Remove the 7X-1710 Multimeter Probe from the suspect control terminal in the ECM P2 connector.
No Before the suspect indicator was

disconnected from the terminal strip, voltage was displayed on the voltmeter. After the suspect indicator was disconnected, the voltage was still displayed on the voltmeter. The problem is between the indicators terminal strip and the ECM. Repair: Do not disconnect the voltmeter. Perform the following procedure:
Illustration 229 (1) ECM J2/P2 connectors (2) 16 amp circuit breaker for the ECM (3) 6 amp circuit breaker (4) Customer connector J3 (5) Connector J4 for the optional control panel
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1. Turn the engine control switch to the OFF/RESET position. Switch circuit breakers (2) and (3) OFF. Disconnect customer connector (P3) (if equipped) from terminal boxs connector (J3). 2. Switch circuit breakers (2) and (3) ON. Turn the engine control switch to the STOP position. Observe the reading on the voltmeter. Results
The voltage is approximately zero. After the suspect terminal was removed from connector (P2), the reading on the voltmeter was approximately zero. There is a problem with a connection and/or the wiring in the terminal box. Turn the engine control switch to the OFF/RESET position. Switch circuit breakers (2) and (3) OFF. Repair the connection and/or the wiring, when possible. Replace parts, if necessary. Stop The voltage remained. After the suspect terminal was removed from connector (P2), voltage was still displayed on the voltmeter. There is a problem with the ECM. Replace the ECM according to Troubleshooting, Replacing the ECM. Verify that the problem is resolved. STOP.
i01664144
Electrical Power Supply

SMCS Code: 1401-038 System Operation Description:
Illustration 230
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Location of the output wires for the status indicators on the harness side of the P2 connector (2) 16 amp circuit breaker (3) 6 amp circuit breaker (6) Ground strap (P2-28) Run Relay (P2-29) Crank Terminate (P2-30) Engine Failure (P2-31) Active Alarm
6. Use a 151-6320 Wire Removal Tool to remove the suspect terminal from the ECM P2 connector. Tape the terminal in order to isolate the terminal. 7. Insert the 7X-1710 Multimeter Probe into the suspect control terminal in the ECM P2 connector. Use the voltmeter to measure the voltage between the suspect terminal in the ECM and ground strap (6). Switch circuit breakers (2) and (3) ON. Turn the engine control switch to the STOP position. Observe the reading on the voltmeter. Results
This procedure tests whether proper voltage is supplied to the ECM, the Integrated Combustion Sensing Modules, and the Air/Fuel Pressure Module. In addition to troubleshooting diagnostic codes, use this procedure if you suspect that the ECM, an Integrated Combustion Sensing Module, or the Air/Fuel Pressure Module are not receiving the proper supply voltage. The cause of an intermittent power supply can occur on either the positive side or the negative side of the power supply. The 24 VDC power supply for the engine can be provided by a battery or an electrical power supply. The minimum requirement for the power supply is 22 VDC at 16 amperes. The 24 VDC power supply can be connected to the terminal box or to the control panel. The power supply should be routed through a dedicated fuse or through a dedicated circuit breaker. The ECM input at terminal 70 of the P1 connector (Switched +Battery) receives battery voltage from the engine control switch when the switch is in the START, STOP, or AUTO position. When the ECM detects battery voltage at this input, the ECM will power up. When battery voltage is removed from this input, the ECM will power down after the engine has shut down.
The 168-02 diagnostic code indicates that the voltage of the power supply is intermittent or low while the engine is running. If the supply voltage drops to zero and stays at zero, the ECM will not log this code. The engine will shut down. The 336-02 diagnostic code indicates that the ECM has detected a problem with the circuit for the engine control switch. Logged diagnostic codes provide an historical record. Before you begin this procedure, use ET to print the logged codes to a file. This procedure may generate additional diagnostic codes. Keep your mind on correcting the cause of the original diagnostic code. Clear the diagnostic codes after the problem is resolved.
Illustration 231 Schematic for the electrical power source The 24 VDC power supply is connected to the terminal box.
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Illustration 232 Schematic for the electrical power source The 24 VDC power supply is connected to the control panel.
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b. Perform a 45 N (10 lb) pull test on each of the wires that are associated with the electrical power supply:
Unswitched +Battery terminals 52, 53, 55,

and 57
Battery terminals 63, 65, 67, and 69 Switched +Battery terminal 70

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Illustration 233 (1) J1/P1 connectors for the ECM (2) 16 amp circuit breaker
c. Check the harness and wiring for abrasion and pinch points from the power supply to the ECM and from the engine control switch to the ECM. Expected Result: All of the connectors, pins, and sockets are connected properly. The connectors and the wiring are free of corrosion, abrasion, and pinch points. Results:
B. Disconnect the J1/P1 connectors. Inspect the J1 connector and the P1 connector for damage, corrosion, and moisture. Reconnect the J1/P1 connectors. C. Thoroughly inspect the following connections:
Connectors for the circuit breaker Connectors for the 24 VDC power supply Connectors for the engine control switch
a. Check the torque of the Allen head screw for the ECM connector. The proper torque is 6 1 Nm (55 9 lb in).

proper connections. Proceed to Test Step 2. condition and/or at least one connection is improper. Repair: Perform the necessary repairs and/or replace parts, if necessary. Ensure that all of the seals are properly installed. Make sure that the connectors are properly fastened. Verify that the repair has eliminated the problem. STOP.
Test Step 2. Check the Voltage at the Power Supply and at the ECM
A. Make sure that the engine will not crank during this procedure. For an engine with an electric starting motor, make sure that the battery cables are disconnected from the motor. For an engine with an air starting motor, make sure that the pressurized air supply is OFF. Make sure that the air is purged from the system. Note: If a power supply is used instead of batteries, the minimum voltage for the power supply is 22 VDC at 16 amperes. B. Measure the voltage at the terminals for the power supply. Record the voltage.
Expected Result: The voltage that is measured at the terminals for the power supply is at least 22 VDC. The voltage that is measured at the P1 connector is within 2 VDC of the voltage that was measured at the terminals for the power supply. The voltage measurements are constant. Results:
OK The ECM is receiving the correct voltage at

the P1 connector. Repair: Perform the following procedure: Switch the 16 amp circuit breaker for the ECM OFF. Remove the probes from connector P1. Proceed to Test Step 3.
Not OK The ECM is not receiving the correct

voltage at the P1 connector. Repair: Perform the following procedure: 1. Switch the 16 amp circuit breaker for the ECM OFF. 2. Remove the probes from connector P1. 3. Use a voltmeter to check the wiring. Refer to the appropriate schematic for the electrical system. Locate the source of the voltage drop. 4. Make repairs, as needed. STOP.
Test Step 3. Check the Engine Control Switch

Illustration 235 Harness side of ECM connector P1
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C. Insert two 7X-1710 Multimeter Probes into the harness side of the P1 connector. Insert the first probe into terminal 52. Insert the second probe into terminal 63. Connect a multimeter to the probes. D. Switch the 16 amp circuit breaker for the ECM ON. E. Measure the power supply voltage at the P1 connector. During the measurement, wiggle the harness in order to check for an intermittent problem. Be sure to wiggle the harness near each of the connections.
A. Make sure that the engine will not crank during this procedure. For an engine with an electric starting motor, make sure that the battery cables are disconnected from the motor. For an engine with an air starting motor, make sure that the pressurized air supply is OFF. Make sure that the air is purged from the system. B. Connect ET to the service tool connector. C. Switch the 16 amp circuit breaker for the ECM ON. Note: An E225 Engine Overcrank and/or an E233 Low Engine Prelube Pressure event code may be generated during this step. After you have completed this step, clear the events from the Logged Events screen of ET.
D. Observe the Active Diagnostic screen on ET and turn the engine control switch to the STOP position, the START position, and the AUTO position. Look for an active 336-02 Incorrect ECS Switch inputs diagnostic code. Repeat this step several times. Expected Result: A 336-02 Incorrect ECS Switch inputs diagnostic code was not activated when the engine control switch was turned to the STOP position, the START position, and the AUTO position. Results:
OK A 336-02 Incorrect ECS Switch inputs

diagnostic code was not activated. The inputs to the engine control switch are correct. The problem seems to be resolved. Repair: The problem may be intermittent. Refer to Troubleshooting, Inspecting Electrical Connectors. STOP.
Not OK A 336-02 Incorrect ECS Switch inputs

diagnostic code was activated. The ECM has detected an invalid pattern for the input to the engine control switch. Proceed to Test Step 4.
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Test Step 4. Check the Circuit of the Engine Control Switch

A. Make sure that the engine will not crank during this procedure. For an engine with an electric starting motor, make sure that the battery cables are disconnected from the motor. For an engine with an air starting motor, make sure that the pressurized air supply is OFF. Make sure that the air is purged from the system. B. Turn the engine control switch to the OFF/RESET position. Switch the 16 amp circuit breaker for the ECM OFF.
C. Insert two 7X-1710 Multimeter Probes into the harness side of the P1 connector. Insert the first probe into terminal 31. Insert the second probe into terminal 61. Connect a multimeter to the probes. D. Switch the 16 amp circuit breaker for the ECM ON. Note: An E225 Engine Overcrank and/or an E233 Low Engine Prelube Pressure event code may be generated during the test. After you have completed the test, clear the events from the Logged Events screen of ET. Note: During these measurements, wiggle the harness in order to check for an intermittent problem. Be sure to wiggle the harness near each of the connections. E. Turn the engine control switch to the STOP position and measure the voltage between terminal 31 and terminal 61 of the P1 connector. The correct voltage measurement is less than one volt. F. Remove the probe from terminal 61 and insert the probe into terminal 62.
G. Turn the engine control switch to the START position and measure the voltage between terminal 31 and terminal 62 of the P1 connector. The correct voltage measurement is less than one volt. H. Remove the probe from terminal 62 and insert the probe into terminal 64. I. Turn the engine control switch to the AUTO position and measure the voltage between terminal 31 and terminal 64 of the P1 connector. The correct voltage measurement is less than one volt. J. Remove the probe from terminal 31 and insert the probe into terminal 69. Remove the probe from terminal 64 and insert the probe into terminal 70. K. Turn the engine control switch to the STOP position and measure the voltage between terminal 69 and terminal 70 of the P1 connector. The correct voltage measurement is at least 20 VDC. L. Turn the engine control switch to the START position and measure the voltage between terminal 69 and terminal 70 of the P1 connector. The correct voltage measurement is at least +20 VDC. M. Turn the engine control switch to the AUTO position and measure the voltage between terminal 69 and terminal 70 of the P1 connector. The correct voltage measurement is at least +20 VDC. Expected Result: The voltage checks are within the specifications. Results:
Not OK The P1 connector does not have the

correct voltage. Repair: Perform the following steps: 1. Turn the engine control switch to the OFF/RESET position. Switch the 16 amp circuit breaker for the ECM OFF. 2. Disconnect the wires for the STOP, START, and AUTO positions from the engine control switch. 3. Use an ohmmeter to check the contacts for the switch. Turn the switch to each position in order to check the contacts. 4. If the engine control switch is faulty, replace the switch. If the problem is not resolved, repair the harness, when possible. Replace the harness, if necessary. STOP.
i01644510

SMCS Code: 1912-038 System Operation Description:
OK The voltage checks are within the

specifications. Remove the probes from the P1 connector. Start the engine and run the engine. If the original problem is not resolved, the ECM may have a problem. Repair: It is unlikely that the ECM has failed. Perform the following procedure: Temporarily install a new ECM. Refer to Troubleshooting, Replacing the ECM. If the problem is resolved with the new ECM, install the original ECM and verify that the problem returns. If the new ECM operates correctly and the original ECM does not operate correctly, replace the ECM. Refer to Troubleshooting, Replacing the ECM. STOP.
Illustration 237
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Position of the speed-timing wheel with the number one cylinder at the top center position on the compression stroke (1) Speed-timing wheel (2) Engine speed/timing sensor (3) Extra tooth
The engine speed/timing sensor provides information about engine speed and the position of the crankshaft to the ECM. The sensor monitors the rotation of a speed-timing wheel. The passive sensor has a coil around a permanent magnet which generates voltage as the teeth of the speed-timing wheel pass through the magnetic field. The speed-timing wheel is installed on the rear of the right camshaft. The engine speed/timing sensor generates a signal that matches the pattern of the speed-timing wheels teeth. The ECM monitors the speed of the signal pulses in order to determine the engine rpm. The speed-timing wheel has a special tooth pattern that indicates the position of the camshaft. The speed-timing wheel has 36 teeth that are evenly spaced and one extra tooth. The number one cylinder is at the top center position on the compression stroke when the centerline of the first tooth after the extra tooth aligns with the centerline of the sensor. All 37 teeth pass the sensor during one revolution of the camshaft or two revolutions of the crankshaft. With the information from the engine speed/timing sensor, the ECM is able to calculate the positions of the pistons in the cylinders. The ECM determines the desired ignition timing according to the engine speed and load. If detonation is detected in any of the cylinders, the ECM retards the timing of the affected cylinders. The ECM sends voltage pulses to the ignition transformers for firing the spark plugs according to the desired timing. If the ECM detects a problem with the engine speed/timing sensors signal, the ECM will shut down the engine. If there is a problem with the engine speed/timing sensors signal during start-up, the ECM will not initiate the ignition. The engine will not start. The corresponding diagnostic code is generated. If the engine speed/timing sensor is replaced, the sensor does not require calibration and the speed-timing wheel does not require adjustment. The most likely causes of the diagnostic code are a poor electrical connection or a problem in a wiring harness. The next likely cause is a problem with the engine speed/timing sensor. The least likely cause is a problem with the ECM. Logged diagnostic codes provide an historical record. Before you begin this procedure, use ET to print the logged codes to a file.
The troubleshooting procedure may generate additional diagnostic codes. Keep your mind on correcting the cause of the original diagnostic code. Clear the diagnostic codes after the problem is resolved.
Illustration 238 Schematic for the circuit of the engine speed/timing sensor The ECM is connected to the engine speed/timing sensor via the J6/P6 connectors on the terminal box.
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Illustration 240 Connectors for the engine speed/timing sensor Illustration 239 (1) ECM J1/P1 connectors (2) 16 amp circuit breaker for the ECM (3) J6/P6 connectors for the left engine harness
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B. Thoroughly inspect the ECM J1/P1 connectors, the terminal box J6/P6 connectors, and the connectors for the engine speed/timing sensor.
Illustration 241 Harness side of the terminal box P6 connector (P6-13) Shield (P6-23) Signal (P6-31) + Signal
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Test Step 2. Check the Sensor
Illustration 242 Harness side of the ECM P1 connector (P1-32) + Signal (P1-33) Signal (P1-51) Shield
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Illustration 243 Engine speed/timing sensor (1) (2) (3) (4) (5) (6) Terminal for the - signal Terminal for the + signal Bracket Integral connector on the sensor O-ring seal Sensor
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a. Perform a 45 N (10 lb) pull test on each of the wires that are associated with the circuit for the engine speed/timing sensor. b. Check the torque of the Allen head screw for the ECM P1 connector and the terminal boxs P6 connector. The proper torque is 6 1 Nm (55 9 lb in). c. Check the harness and wiring for abrasion and pinch points from the engine speed/timing sensor to the ECM. Expected Result: All of the connectors, pins, and sockets are connected properly. The connectors and the wiring are free of corrosion, abrasion, and pinch points. Results:
Illustration 244 Engine speed/timing sensor (4) Integral connector on the sensor (7) Cover
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Not OK The components are not in good condition and/or at least one connection is improper.
A. Disconnect the engine harness from connector (4). Remove the bolt from bracket (3) and remove sensor (6) and the bracket as a unit. B. Inspect the sensor for damage. Inspect O-ring seal (5). If the O-ring seal is damaged, obtain a new O-ring seal for assembly. C. Clean the tip of the sensor, the sensors mounting flange and the counterbore for the sensor in the rear housing. D. Use an ohmmeter to measure the resistance between terminals (1) and (2) in connector (4).
c. Make sure that the connector on the engine harness is in good condition. Connect the engine harness to the sensors connector. Make sure that the mating of the connection is secure. 2. Verify that the condition is resolved. STOP.
Not OK The sensor and/or the speed-timing

wheels teeth are damaged. Repair: Obtain a new sensor and/or a new speed-timing wheel. Perform the following procedure: 1. Install the sensor: E. Remove cover (7) and inspect speed-timing wheel (8) for damage. Expected Result: The sensor appears to be in good condition. The resistance between terminals (1) and (2) is between 75 and 230 ohms. Note: At a temperature of 25 C (77 F), the resistance is between 110 and 200 ohms. The speed-timing wheel is in good condition. Results: 2. Install the speed-timing wheel. b. Install the sensor into the counterbore in the rear housing. Make sure that the sensor is properly seated and that the bracket is flush with the mounting surface. Use the bolt to secure the bracket to the rear housing. c. Make sure that the connector on the engine harness is in good condition. Connect the engine harness to the sensors connector. Make sure that the mating of the connection is secure. a. Lubricate the sensors O-ring seal with clean engine oil.
Illustration 245 (8) Speed-timing wheel
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OK The sensor appears to be in good condition.

The resistance is within the specifications. The speed-timing wheel is in good condition. There may be a problem with a connector and/or the wiring in the engine harness. Install the cover. Reconnect the sensor to the engine harness. Do not install the sensor yet. Proceed to Test Step 3. a. Install the timing pin into the camshaft according to the instructions in Systems Operation/Testing and Adjusting, RENR5908, Engine Timing Procedures. b. Orient one of the camshaft drive gears 1/2-13 threaded holes to the 12 oclock position. The four 1/2-13 threaded holes form a diamond pattern.
Not OK The sensor is damaged and/or the

sensors resistance is not within the specifications. Repair: Obtain a new sensor. Perform the following procedure: 1. Install the sensor: a. Lubricate the sensors O-ring seal with clean engine oil. b. Install the sensor into the counterbore in the rear housing. Make sure that the sensor is properly seated and that the bracket is flush with the mounting surface. Use the bolt to secure the bracket to the rear housing.
Illustration 246 Rear view and section view (1) (2) (3) (4) (5) Spacer Speed-timing wheel Direction of the camshafts rotation Extra tooth Bolt
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Illustration 247 Terminal boxs side of the P6 connector (P6-13) Shield (P6-23) - Signal (P6-31) + Signal
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c. Install spacer (1) and speed-timing wheel (2). Orient extra tooth (4) near the sensor. Loosely install four bolts (5) in order to enable speed-timing wheel to be moved. d. Rotate the speed-timing wheel in the direction of the camshafts rotation (3) until the first tooth after the extra tooth is aligned with the centerline of the sensor. e. Tighten the four bolts. f. Install the cover for the speed-timing wheel. 3. Verify that the condition is resolved. STOP.
B. Measure the resistance between terminals (P6-23) and (P6-31) on the terminal boxs side of the connector. C. Wiggle the engine harness as you measure the resistance in order to check for an intermittent problem with the harness. Be sure to wiggle the harness near the sensors connector. Expected Result: The resistance is between 75 and 230 ohms. Note: At a temperature of 25 C (77 F), the resistance is between 110 and 200 ohms. Results:
OK The resistance is within the specifications.

The circuit between the P6 connector and the sensor seems to be OK. There may be a problem with a connection and/or the wiring in the terminal box. Reconnect the P6 connector to the J6 connector on the terminal box. Proceed to Test Step 4.
Test Step 3. Measure the Sensors Resistance from the Terminal Box P6 Connector
A. Disconnect the terminal box P6 connector.
Not OK The resistance is not within the
specifications. There is a problem with a connection and/or the wiring in the engine harness between the P6 connector and the connector for the engine speed/timing sensor. Repair: Repair the connector(s) and/or the wiring, when possible. Replace the engine harness, if necessary. STOP.
Test Step 4. Measure the Sensors Resistance from the ECM P1 Connector
A. Disconnect the ECM P1 connector.
Test Step 5. Verify the Engine Operation

A. Install the sensor: a. Lubricate the sensors O-ring seal with clean engine oil. b. Install the sensor into the counterbore in the rear housing. Make sure that the sensor is properly seated and that the bracket is flush with the mounting surface. Use the bolt to secure the bracket to the rear housing. c. Make sure that the connector on the engine harness is in good condition. Connect the engine harness to the sensors connector. Make sure that the mating of the connection is secure.
Illustration 248 ECM side of the P1 connector (P1-32) + Signal (P1-33) - Signal (P1-51) Shield
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Note: It is possible that a diagnostic code is generated for the engine speed/timing sensor only when the engine runs at normal operating temperature. B. Start the engine. Run the engine at normal operating temperature. Expected Result: The engine operates normally. Results:
B. Measure the resistance between terminals (P1-32) and (P1-33) on the ECM side of the connector. C. Wiggle the wiring harness as you measure the resistance in order to check for an intermittent problem with the harness. Expected Result: The resistance is between 75 and 230 ohms. Note: At a temperature of 25 C (77 F), the resistance is between 110 and 200 ohms. Results:
OK The engine operates normally. The initial
diagnostic code was probably caused by a poor electrical connection in one of the harness connectors. Resume normal operation. STOP.
Not OK (No Start-Up) The engine did not

operate normally. The engine did not start. A 190-02 or 190-08 diagnostic code was activated. Proceed to Test Step 6.
OK The resistance is within the specifications.

The sensor, the engine harness, and the wiring in the terminal box seem to be OK. However, it is possible that there is still a problem with the sensor. Reconnect the ECM P1 connector to the ECM J1 connector. Proceed to Test Step 5.
Not OK (Shutdown After Warm-Up) The engine

was shut down after normal operating temperature was achieved. A 190-02 or 190-08 diagnostic code was activated. Proceed to Test Step 6.
Not OK The resistance is not within the
Test Step 6. Switch the Sensor

A. Make sure that the engine control switch is in the OFF/RESET position and that the 16 amp circuit breaker for the ECM is OFF. B. Remove the original engine speed/timing sensor. Install an engine speed/timing sensor that is known to be good. Use the following procedure: a. Lubricate the sensors O-ring seal with clean engine oil.
specifications. The resistance through the engine harness and through the sensor was OK. When the resistance through the wiring harness in the terminal box was added, the result was not correct. There is a problem with a connector or the wiring between the P1 connector and the J6 connector. Repair: Repair the connector(s) and/or the wiring, when possible. Replace the connector(s) and/or the wiring, if necessary. STOP.
b. Install the sensor into the counterbore in the rear housing. Make sure that the sensor is properly seated and that the bracket is flush with the mounting surface. Use the bolt to secure the bracket to the rear housing. c. Make sure that the connector on the engine harness is in good condition. Connect the engine harness to the sensors connector. Make sure that the mating of the connection is secure. C. Switch the 16 amp circuit breaker for the ECM to the ON position. D. Prepare to use the Status - Gas Engine Group 1 screen of ET for observation of the engine speed. E. Shut OFF the main fuel supply to the engine. F. Observe the status of the engine speed and turn the engine control switch to the START position. G. After the engine speed stabilizes at the normal cranking speed, turn the engine control switch to the STOP position. H. Use the Diagnostics screen of ET to check for active diagnostic codes. Expected Result: When the engine control switch was turned to the START position, the engine speed accelerated from 0 rpm to an approximate speed of 60 rpm. The engine speed gradually increased to the normal cranking speed. When the engine control switch was turned to the STOP position, the engine speed returned to 0 rpm when the crankshaft stopped rotating. No 190-02 or 190-08 diagnostic code was activated. Results:
Repair: It is unlikely that the ECM has failed. Exit this procedure and perform this procedure again. If the condition is not resolved, install a known good ECM according to Troubleshooting, Replacing the ECM. Verify that the problem is resolved. STOP.
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Fuel Actuator Solenoid

SMCS Code: 1901-038 System Operation Description: The ECM controls the fuel actuator by adjusting current flow through the actuators solenoid. The 23-05 diagnostic code is probably caused by a problem with an electrical connector or an open circuit in a harness. Under certain circumstances, the 23-05 diagnostic code can occur if the low side wire is shorted to ground. The next likely cause is an open circuit inside the actuator solenoid. The least likely cause is a problem with the ECM. The 23-06 diagnostic code is probably caused by a short circuit in a harness or a problem with an electrical connector. The next likely cause is a short circuit inside the actuator solenoid. The least likely cause is a problem with the ECM.
OK The correct engine speed was displayed.
The ECM is receiving a good signal from the engine speed/timing sensor. No 190-02 or 190-08 diagnostic code was activated. Switching the sensor resolved the problem. Resume normal operation. STOP.
Not OK The correct engine speed was not

displayed. A 190-02 or 190-08 diagnostic code was activated. The wiring and the sensor are apparently OK. There may be a problem with the ECM.
Illustration 249 Schematic of the circuit for the fuel actuator The ECM is connected to the fuel actuator via the J5/P5 connectors on the terminal box.
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Note: This step is important for troubleshooting a problem with instability. A. Turn the engine control switch to the OFF position. Switch the 16 amp circuit breaker for the ECM to the OFF position. Note: For the following steps, refer to Troubleshooting, Inspecting Electrical Connectors.
Illustration 251 Right side view of the engine above the terminal box (4) Fuel actuator (5) P525/J525 connectors for the fuel actuator
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Illustration 250
(1) ECM connectors J2/P2 (2) J5/P5 connectors for the harness from the right side of the engine (3) 16 amp circuit breaker
(J2/P2) ECM connectors (J5/P5) connectors on the terminal box (P525/J525) connectors for the fuel actuator
a. Check the torque of the Allen head screw for the ECM connector and the P5 connector. The proper torque is 6 Nm (53 lb in).
Illustration 252 ECM P2 connector (P2-6) High side wire for the fuel actuator (P2-7) Low side wire for the fuel actuator
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Illustration 254 Right side view of the engine above the terminal box (4) Fuel actuator (5) P525/J525 connector for the fuel actuator
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Illustration 253 Terminal box P5 connector (P5-57) Low side wire for the fuel actuator (P5-70) High side wire for the fuel actuator
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c. Thoroughly inspect the connectors (P525/J525) for the fuel actuator for moisture and contamination. Check the harness and wiring for abrasion and pinch points from the fuel actuator to the ECM. Expected Result: All of the connectors and terminals are connected properly. The connectors are free of moisture and corrosion. The connectors and the wiring are free of corrosion, abrasion, and pinch points. Results:
b. Perform a 45 N (10 lb) pull test on the four wires that are associated with the circuit for the fuel actuator.


A. Turn the engine control switch to the OFF/RESET position. Switch the 16 amp circuit breaker for the ECM OFF. B. Disconnect connector P2 from the ECM.
Illustration 256 ECM side of connector P2 (1) Ground strap for the ECM (P2-7) Low side wire for the fuel actuator
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Illustration 255 ECM side of connector P2 (P2-6) High side wire for the fuel actuator (P2-7) Low side wire for the fuel actuator
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than 20,000 ohms. The low side wire for the fuel actuator appears to be OK. Proceed to Test Step 12.

than 20,000 ohms. There is a problem with the low side wire for the fuel actuator. Proceed to Test Step 4.


Test Step 4. Check the Low Side Wiring inside the Engine Harness for a Short to Ground

A. Disconnect connector P525 from the fuel actuator.
Illustration 257 (1) Ground Strap for the ECM (P5-57) Low side wire for the fuel actuator
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Illustration 258 (1) Solenoid for the fuel actuator (2) Solenoid connector (J525-B) Low side (Shell) Shell for the connector
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Illustration 259 Harness connector P5 (P5-57) Low side wire for the fuel actuator (P5-70) High side wire for the fuel actuator
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Illustration 260 (1) Solenoid on the fuel actuator (J525-B) Low side (J525-A) High side
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B. Measure the resistance between terminals (B) and (A) on the connector for the fuel actuator (J525). Expected Result: The resistance is between 5.0 and 10.3 ohms. Results:




than 10.3 ohms. The resistance of the solenoid is incorrect. The solenoid has an open circuit. Repair: Replace the solenoid. Refer to Operation and Maintenance Manual, Electrohydraulic Actuator - Recondition. STOP.

Illustration 262 The side of connector P5 that faces the terminal box (P5-57) Low side wire for the fuel actuator (P5-70) High side wire for the fuel actuator
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Illustration 261 ECM side of the ECM P2 connector (P2-6) High side wire for the fuel actuator (P2-7) Low side wire for the fuel actuator
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B. Measure the resistance between harness connector P5 terminal (57) and terminal (70). During this measurement, wiggle the harnesses in order to check for an intermittent problem with the harness. Be sure to wiggle the harnesses near each of the connectors. Expected Result: The resistance is between 5.0 and 20.6 ohms. Results:




Illustration 264 Harness connector P2 (P2-6) High side of the fuel actuator (P2-7) Low side of the fuel actuator
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Illustration 263 (1) Solenoid on the fuel actuator (2) J525 connector on the solenoid (J525-B) Low side (J525-A) High side
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C. Use a 151-6320 Wire Removal Tool to remove terminal (6) and terminal (7) from harness connector P2. This will replace the wiring for the fuel actuator with an open circuit. D. Switch the 16 amp circuit breaker for the ECM ON. E. If a 23-05 diagnostic code and/or a 23-06 diagnostic code is logged, clear the code. F. Turn the engine control switch to the START position and crank the engine. Allow a minimum of 30 seconds for the generation of any codes. Then turn the engine control switch to the STOP position. G. Observe the Active Diagnostic screen on ET. Look for a 23-05 diagnostic code. Expected Result: A 23-05 diagnostic code is displayed on the ET. Results:
B. Measure the resistance between terminals (B) and (A) on the connector for the fuel actuator (J525). Expected Result: The resistance is between 5.0 and 10.3 ohms. Results:


than 5.0 ohms. The resistance of the solenoid is incorrect. Repair: Replace the solenoid. Refer to Operation and Maintenance Manual, Electrohydraulic Actuator - Recondition. STOP.
OK When an open circuit was created, a 23-05

diagnostic code was generated. The ECM is operating correctly. The problem appears to be resolved. The initial diagnostic code was probably caused by a poor electrical connection. Repair: Perform the following procedure:
Turn the engine control switch to the OFF position. Switch the 16 amp circuit breaker for the ECM OFF. Reinstall the terminals that were removed from connector P2. Pull on the wires in order to verify proper installation of the terminals. Reconnect all of the connectors. Verify that the problem is resolved. STOP.

525-05 diagnostic code was not generated. The ECM may have a problem. Repair: It is unlikely that the ECM has failed. Exit this procedure and perform this procedure again. If the problem is not resolved, perform the following procedure: Temporarily install a new ECM. Refer to Troubleshooting, Replacing the ECM. If the problem is resolved with a new ECM, install the original ECM and verify that the problem returns. If the new ECM operates correctly and the original ECM does not operate correctly, replace the original ECM. Follow the instructions in Troubleshooting, Replacing the ECM. STOP.
Illustration 265 Harness connector P2 (P2-6) High side of the fuel actuator (P2-7) Low side of the fuel actuator
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C. Use a 151-6320 Wire Removal Tool to remove terminal (6) and terminal (7) from harness connector P2. D. Use a jumper wire that is 125 25 mm (5.0 1.0 inch) long with Deutsch sockets on the ends. Insert one end of the jumper wire into the open terminal (6) of the P2 connector. Verify that the socket is making contact with pin 6 in the J2 connector. E. Insert the other end of the jumper wire into the open terminal (7) of the P2 connector. Verify that the socket is making contact with pin 7 in the J2 connector. This will replace the wiring for the fuel actuator with a short circuit. F. Switch the 16 amp circuit breaker for the ECM ON. G. If a 525-05 diagnostic code and/or a 525-06 diagnostic code is logged, clear the code. H. Turn the engine control switch to the START position and crank the engine. Allow a minimum of 30 seconds for the generation of any codes. Then turn the engine control switch to the STOP position. I. Observe the Active Diagnostic screen on ET. Look for a 23-06 diagnostic code. Expected Result: A 23-06 diagnostic code is displayed on the ET.
Results:
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OK When the wiring for the fuel actuator was

replaced with a short circuit, a 525-06 diagnostic code was generated by the ECM. The ECM is operating correctly. The problem appears to be resolved. The initial diagnostic code was probably caused by a poor electrical connection. Repair: Perform the following procedure: Turn the engine control switch to the OFF position. Switch the 16 amp circuit breaker for the ECM OFF. Remove the jumper wire from the P2 connector. Reinstall the terminals that were removed from connector P2. Pull on the wires in order to verify proper installation of the terminals. Reconnect all of the connectors. Verify that the problem is resolved. STOP.
Ignition Transformers Primary Circuit

SMCS Code: 1561-038 System Operation Description: The ECM has internal circuit drivers for the transformers. The circuit drivers send a signal of +108 volts through terminals that are in pairs. The signal goes to the high side of the primary circuits of the ignition transformers. The transformers deliver high voltage (8000 to 37,000 volts) to the spark plugs. The pairs of cylinders that are opposite by 360 degrees in the firing order reach Top Center simultaneously. These pairs of cylinders share the same high side circuit driver inside the ECM. This means that a short circuit to the high side on any cylinder will also affect the cylinder that is opposite by 360 degrees. If any cylinders high side has an open circuit, only that cylinder is affected. For the 12 cylinder engine, each following pair of cylinders are supplied by one of the six high side circuit drivers: 1-11, 2-12, 3-9, 4-10, 5-7, and 6-8. For the 16 cylinder engine, each following pair of cylinders are supplied by one of the eight high side circuit drivers: 1-15, 2-16, 3-13, 4-14, 5-11, 6-12, 7-9, and 8-10. The ECM has internal returns for the transformers. These returns consist of groups of terminals for each primary circuit. The current for the return to ground is limited to a single transformer. This means that a return short circuit to the Battery side will affect only one cylinder. The groups of return terminals for the transformers are connected by diodes inside the ECM. This means that a return short circuit to the +Battery side can simultaneously affect all of the cylinders that are grouped. For the 12 cylinder engine, each following group of cylinders are coupled by an internal diode to one low side circuit driver: 1-5-9, 2-6-10, 3-7-11, and 4-8-12. For the 16 cylinder engine, each following group of cylinders are coupled by an internal diode to one low side circuit driver: 1-3-5-9, 2-4-6-10, 7-11-13-15, and 8-12-14-16. Because the circuits are in pairs or groups, multiple diagnostic codes can be activated for a single problem. If multiple diagnostic codes are active for the primary ignition, troubleshooting the circuits one at a time is an effective way to find the root cause.
Not OK When the wiring for the fuel actuator is

replaced with a short circuit, a 23-06 diagnostic code is not generated by the ECM. The ECM may have a problem. Repair: It is unlikely that the ECM has failed. Exit this procedure and perform this procedure again. If the problem is not resolved, perform the following procedure: Temporarily install a new ECM. Refer to Troubleshooting, Replacing the ECM. If the problem is resolved with a new ECM, install the original ECM and verify that the problem returns. If the new ECM operates correctly and the original ECM does not operate correctly, replace the original ECM. Follow the instructions in Troubleshooting, Replacing the ECM. STOP.
Illustration 266 is a schematic of the internal circuitry for a 12 cylinder engines ECM.
Illustration 266
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Illustration 267 is a schematic of the internal circuitry for a 16 cylinder engines ECM.
Logged diagnostic codes provide an historical record. Before you begin this procedure, use ET to print the logged codes to a file. The most likely causes of the diagnostic code are a poor electrical connection or a problem in a wiring harness. The next likely cause is a problem with an ignition transformer. The least likely cause is a problem with the ECM. The ignition wiring is continuous from the ECM P2 connector to the connectors for the transformers. The ignition wiring for each bank of cylinders is routed through a rail on each side of the engine. Illustration 268 is a schematic of the ignition system for the 12 cylinder engine.
Illustration 267
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Illustration 268
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Illustration 269 is a schematic of the ignition system for the 16 cylinder engine.
Illustration 269
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Illustration 271 Illustration 270 (1) ECM P2 connector (2) 16 amp circuit breaker
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Terminals for the ignition wiring on the harness side of the ECM P2 connector (G3612 Engine) (P2-1) Number 1 transformers circuit driver (P2-2) Number 1 transformers return (P2-42) Number 2 transformers circuit driver (P2-43) Number 2 transformers return (P2-48) Number 3 transformers circuit driver (P2-49) Number 3 transformers return (P2-16) Number 4 transformers circuit driver (P2-17) Number 4 transformers return (P2-24) Number 5 transformers circuit driver (P2-25) Number 5 transformers return (P2-60) Number 6 transformers circuit driver (P2-61) Number 6 transformers return (P2-58) Number 7 transformers circuit driver (P2-59) Number 7 transformers return (P2-26) Number 8 transformers circuit driver (P2-27) Number 8 transformers return (P2-14) Number 9 transformers circuit driver (P2-15) Number 9 transformers return (P2-50) Number 10 transformers circuit driver (P2-51) Number 10 transformers return (P2-40) Number 11 transformers circuit driver (P2-41) Number 11 transformers return (P2-3) Number 12 transformers circuit driver (P2-4) Number 12 transformers return
A. Turn the engine control switch to the OFF/RESET position. Switch the 16 amp circuit breaker for the ECM OFF. Note: For the following steps, refer to Troubleshooting, Inspecting Electrical Connectors. B. Thoroughly inspect the ECM J2/P2 connectors. a. Check the torque of the Allen head screw for the ECM P2 connector. The proper torque is 6 1 Nm (55 9 lb in). b. Perform a 45 N (10 lb) pull test on each of the wires that are associated with the circuit of the ignition system. The terminals for G3612 Engines are identified in Illustration 271. The terminals for G3616 Engines are identified in Illustration 272.
c. Check the ignition harness and wiring for abrasion and pinch points from the transformers connector to the rail and check from the rail to the ECM. Expected Result: All of the connectors, pins, and sockets are connected properly. The connectors and the wiring are free of corrosion, abrasion, and pinch points. Results:

Illustration 272
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Terminals for the ignition wiring on the harness side of the ECM P2 connector (G3616 Engine) (P2-1) Number 1 transformers circuit driver (P2-2) Number 1 transformers return (P2-3) Number 2 transformers circuit driver (P2-4) Number 2 transformers return (P2-24) Number 3 transformers circuit driver (P2-25) Number 3 transformers return (P2-26) Number 4 transformers circuit driver (P2-27) Number 4 transformers return (P2-14) Number 5 transformers circuit driver (P2-15) Number 5 transformers return (P2-16) Number 6 transformers circuit driver (P2-17) Number 6 transformers return (P2-5) Number 7 transformers circuit driver (P2-18) Number 7 transformers return (P2-52) Number 8 transformers circuit driver (P2-62) Number 8 transformers return (P2-32) Number 9 transformers circuit driver (P2-33) Number 9 transformers return (P2-34) Number 10 transformers circuit driver (P2-35) Number 10 transformers return (P2-48) Number 11 transformers circuit driver (P2-49) Number 11 transformers return (P2-50) Number 12 transformers circuit driver (P2-51) Number 12 transformers return (P2-58) Number 13 transformers circuit driver (P2-59) Number 13 transformers return (P2-60) Number 14 transformers circuit driver (P2-61) Number 14 transformers return (P2-40) Number 15 transformers circuit driver (P2-41) Number 15 transformers return (P2-42) Number 16 transformers circuit driver (P2-43) Number 16 transformers return

condition and/or at least one connection is improper. Repair: Perform the necessary repairs and/or replace parts, if necessary. Ensure that all of the seals are properly installed. Make sure that the connections are properly fastened. Verify that the repair has eliminated the problem. If the condition is not resolved, proceed to Test Step 2.
Test Step 2. Check for Diagnostic Codes for the Primary Circuit
A. Connect ET to the service tool connector on the terminal box. Switch the 16 amp circuit breaker for the ECM ON. B. Attempt to start the engine and use ET. Determine if the following codes are active or logged:
301-05 Ignition Transformer Primary #1 open

circuit through 316-05 Ignition Transformer Primary #16 open circuit
301-06 Ignition Transformer Primary #1 short

through 316-06 Ignition Transformer Primary #16 short
Note: If a diagnostic code for the primary circuit is logged but not currently active, attempt to repeat the condition that generated the code. Run the engine to full operating temperature. Note: If a transformers driver circuit is shorted to the +Battery side, the cylinder that is opposite by 360 degrees will also be affected. If a return circuit is shorted to the Battery side, only one cylinder is affected. If a return circuit is shorted to the +Battery side, 3 cylinders will be simultaneously affected in a 12 cylinder engine and 4 cylinders will be simultaneously affected in a 16 cylinder engine.
Illustration 273 (3) Typical connectors for ignition transformers (4) Rail
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Expected Result: None of the above diagnostic codes are active. Results:
No (Active open circuit) There is an open

primary circuit. Proceed to Test Step 3. circuit. Proceed to Test Step 3.
No (Active short) There is a short primary Yes (Logged only) None of the above diagnostic
codes are active. The original diagnostic code was probably caused by a poor electrical connection. There may be an intermittent problem with the ignition wiring.
Illustration 274
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Section view of an ignition transformer and front view of the transformers connector (1) Mounting flange (2) Terminal for the spark plugs extension (A) Transformers circuit driver (B) Transformers return (C) Unused
Repair: Make sure that the connectors and the wiring are in good condition. Inspect the connectors for damage and/or corrosion. Make sure that the connections are secure. Refer to Troubleshooting, Inspecting Electrical Connectors. STOP.
D. Use a multimeter to check the transformer. Note: The transformers resistance will vary with the temperature. Illustration 275 demonstrates the relationship between the transformers resistance and the temperature. A reading that is within 1000 ohms is acceptable. For example, if the transformers temperature is 60 C (140 F), the correct resistance is 22,000 1000 ohms.
Test Step 3. Check the Transformer
There is a strong electrical shock hazard when the crankshaft is rotating. Do not touch the wires that are associated with the ignition system when the engine is cranking or when the engine is running. A. Turn the engine control switch to the OFF/RESET position. Switch the 16 amp circuit breaker for the ECM OFF. B. Disconnect the transformer. Visually inspect the connectors for dirt, moisture, and corrosion. Make sure that the pins and sockets are not loose.
Illustration 275
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C. Remove the transformer.
Resistance versus temperature (Y) Resistance in ohms (X) Temperature in degrees celsius (Degree Fahrenheit)
a. Set the multimeter to the 40,000 ohm scale. Measure the resistance between mounting flange (1) and terminal (2) for the spark plugs extension.
Test Step 4. Check the Ignition Harness for an Open Circuit

Illustration 276 Symbol for a diode
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b. Set the multimeter to the diode scale. Measure the voltage between terminals (A) and (B). c. Reverse the polarity of the probe and measure the voltage between terminals (A) and (B) again. Expected Result: The resistance between the mounting flange and the terminal for the spark plugs extension is within the acceptable tolerance. For the diode of the primary circuit, the voltage between terminals (A) and (B) is approximately 0.450 VDC. When the polarity is reversed, the reading is infinite. Results:
Illustration 277 Typical harness connectors for the transformers
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Not OK At least one of the measurements is

incorrect. There is a problem with the transformer. Repair: Replace the transformer. STOP.
B. Disconnect the suspect ignition harness from the transformer. Inspect the connectors of the harness and the transformer for damage and/or corrosion.
OK Both of the measurements are correct.

Repair: Perform the following steps: 1. Switch the suspect transformer with a transformer from a different cylinder that is known to be good. Install the transformers. 2. Reset the control system. Clear any logged codes. 3. Restart the engine. Operate the engine. Check for a recurrence of the problem. If the problem stays with the suspect transformer, replace the transformer. If the problem stays with the suspect cylinder, continue to troubleshoot the problem according to the type of original diagnostic code. If the original diagnostic code is a 05 open circuit, proceed to Test Step 4. If the original diagnostic code is a 06 short, proceed to Test Step 5.
Illustration 278 Ignition harness connector for the transformer (A) Transformers circuit driver (B) Transformers return (C) Unused
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C. Install a jumper wire with the appropriate connectors onto terminals (A) and (B) of the suspect ignition harness connector for the transformer. D. Use a 151-6320 Wire Removal Tool to remove the suspect circuit driver and return terminals from the ECM P2 connector. Label the wires. The terminals for G3612 Engines are identified in Illustration 279. The terminals for G3616 Engines are identified in Illustration 280.
Illustration 279
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Illustration 280
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E. Use an ohmmeter to measure the resistance of the suspect terminals that were removed from the ECM P2 connector. Expected Result: The resistance is less than 5 ohms. Results:
Yes The resistance is less than 5 ohms. The
ignition harness is OK. There may be a problem with the ECM.
Repair: It is unlikely that the ECM has failed. Exit this procedure and perform this procedure again. If the problem is not resolved, replace the ECM according to Troubleshooting, Replacing the ECM. Verify that the problem is resolved. STOP.
No The resistance is greater than 5 ohms.

There is a problem in the ignition harness. Repair: The problem is caused by a poor electrical connection and/or a broken wire in the ignition harness. Repair the connection and/or the wiring, when possible. Replace the ignition harness, if necessary. STOP.
Illustration 282
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Test Step 5. Check the Ignition Harness for a Short Circuit

Illustration 281 Typical harness connectors for the transformers
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B. Disconnect the suspect ignition harness from the transformer. Inspect the connectors of the harness and the transformer for damage and/or corrosion. C. Use a 151-6320 Wire Removal Tool to remove the suspect circuit driver and return terminals from the ECM P2 connector. Label the wires. The terminals for G3612 Engines are identified in Illustration 282. The terminals for G3616 Engines are identified in Illustration 283.
Repair: It is unlikely that the ECM has failed. Exit this procedure and perform this procedure again. If the problem is not resolved, replace the ECM according to Troubleshooting, Replacing the ECM. Verify that the problem is resolved. STOP.

There is a problem in the ignition harness. Repair: There is a poor electrical connection and/or a wiring problem in the ignition harness. Repair the connection and/or the wiring, when possible. Replace the ignition harness, if necessary. STOP.
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Illustration 283
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Ignition Transformers Secondary Circuit and Spark Plugs

SMCS Code: 1561-038 System Operation Description: The transformers are located on the covers for the valve lifters. Each transformer is grounded to a cover via the transformers mounting flange. The transformers initiate combustion by providing high voltage to the spark plugs. The positive output from the transformers secondary circuit is delivered to the connection for the spark plug.
D. Use an ohmmeter to measure the resistance of the suspect terminals that were removed from the ECM P2 connector. Expected Result: The resistance is greater than 20,000 ohms.
Illustration 284
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Results:
Ignition transformer and spark plug (1) (2) (3) (4) (5) (6) Primary connection Mounting flange (ground) Ignition transformer Extension Secondary connection Spark plug
ohms. The ignition harness is OK. There may be a problem with the ECM.
The secondary circuit of the transformer provides an initial 8,000 to 37,000 V to the spark plug via the extension. This voltage ionizes the spark plug gap. This voltage is then reduced to about 1000 V. The total duration of the spark is approximately 400 seconds. The ECM can diagnose the primary circuit of the ignition transformers for open circuits and/or for short circuits. Secondary open circuits and short circuits will not directly shut down the engine. However, these conditions may lead to misfire which can cause lugging of the engine. Lugging of the engine can cause a shutdown.
Test Step 1. Check the Status Screen of the ET for the Outputs of the Transformers Secondary Circuits
A. Turn the engine control switch to the OFF/RESET position. Switch the 16 amp circuit breaker for the ECM OFF. B. Connect ET to the service tool connector on the terminal box. C. Switch the 16 amp circuit breaker for the ECM ON. Turn the engine control switch to the STOP position. D. Use ET to view the status screens that are listed in Table 41:
Table 41
Status Screens on the ET Screen 1 Group 8 Cylinder #1 Transformer Secondary Output Voltage Percentage Cylinder #3 Transformer Secondary Output Voltage Percentage Cylinder #5 Transformer Secondary Output Voltage Percentage Cylinder #7 Transformer Secondary Output Voltage Percentage Cylinder #9 Transformer Secondary Output Voltage Percentage Cylinder #11 Transformer Secondary Output Voltage Percentage Cylinder #13 Transformer Secondary Output Voltage Percentage Cylinder #15 Transformer Secondary Output Voltage Percentage Screen 2 Group 9 Cylinder #2 Transformer Secondary Output Voltage Percentage Cylinder #4 Transformer Secondary Output Voltage Percentage Cylinder #6 Transformer Secondary Output Voltage Percentage Cylinder #8 Transformer Secondary Output Voltage Percentage Cylinder #10 Transformer Secondary Output Voltage Percentage Cylinder #12 Transformer Secondary Output Voltage Percentage Cylinder #14 Transformer Secondary Output Voltage Percentage Cylinder #16 Transformer Secondary Output Voltage Percentage
Illustration 285 Schematic for the transformer and spark plug
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Caterpillar spark plugs are high voltage devices with internal resistors. The spark plugs operate at a voltage that is greater than 5,000 volts. Most ignition systems are not affected by resistance in the secondary circuit. If a measurement of the resistance is desired, a megohmmeter must be used. A low voltage multimeter will not provide a reliable reading of the resistance because oxidation of the spark plugs internal components will affect the readings of those meters. Logged diagnostic codes provide an historical record. Before you begin this procedure, use ET to print the logged codes to a file. The most likely cause of the diagnostic code is a problem with the spark plug. The next likely cause is a poor electrical connection or a problem with the extension. The least likely cause is a problem with an ignition transformer.
E. Start the engine. Apply the normal load at rated speed. Allow the engine to warm up to normal operating temperature. F. Observe the value of the output for the secondary circuit of each transformer. Expected Result: The displayed value of the output for the secondary circuit of each transformer is between 1 and 90 percent.
Results:
C. Remove the four bolts in order to remove the transformer (2) and extension (3) as a unit. D. Inspect the transformers body and the mounting flange for corrosion and/or damage. E. Unscrew the extension from the transformer. Inspect the internal threads of the transformer and the external threads of the extension for corrosion and/or damage. F. Inspect the extensions spark plug connector for corrosion and/or damage. Inspect O-ring seal (4) inside the extension for damage. G. Use an extra spark plug to check for a secure connection between the extension and the spark plug. Note: Punch through is caused by misfire in the engine that does not generate a diagnostic code. H. Check the extension near the spacer for signs of punch through (pin holes) and/or arcing.
OK The displayed value of the output for

the secondary circuit of each transformer is between 1 and 90 percent. The ignition system components are operating properly. Repair: Investigate other possible root causes of the problem. Troubleshoot the symptom. Refer to Troubleshooting, Troubleshooting Without A Diagnostic Code. STOP.
Not OK At least one of the outputs displayed

a value of 0 percent or a value that is greater than 90 percent. The ignition system components require maintenance. Proceed to Test Step 2.
Test Step 2. Inspect the Transformer and the Extension
There is a strong electrical shock hazard when the crankshaft is rotating. Do not touch the wires that are associated with the ignition system when the engine is cranking or when the engine is running. A. Turn the engine control switch to the OFF/RESET position. Switch the 16 amp circuit breaker for the ECM OFF. NOTICE Pulling on the wiring harness may break the wires. Do not pull on the wiring harness.
NOTICE The extension can be scratched and damaged with a wire brush. Do not use a wire brush on the extension. I. Clean any deposits from the inside of the extension. Use a 6V-7093 Brush with isopropyl alcohol. Clean the internal threads of the transformer and the external threads of the extension. Expected Result: The transformer and the extension are in good condition. Results:
OK The transformer and the extension appear

to be in good condition. Proceed to Test Step 3.
Not OK An inspection found a problem with the

transformer and/or the extension.
Illustration 286 (1) (2) (3) (4) Ignition harness Transformer Extension O-ring seal
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Repair: Repair the components, when possible. Replace the components, if necessary. Resume normal operation. STOP.
B. Disconnect ignition harness (1) from the transformers connector. Visually inspect the connectors for dirt, moisture, and corrosion. Make sure that the pins and sockets are not loose.
Test Step 3. Check the Spark Plug

A. Make sure that the engine control switch is in the OFF/RESET position and that the 16 amp circuit breaker for the ECM is OFF.
B. Perform the following procedures according to the instructions in Operation and Maintenance Manual, SEBU7563, Ignition System Spark Plugs - Check/Adjust. a. Remove the spark plug. b. Inspect the spark plug. c. Clean the spark plug. C. Measure the spark plugs resistance after the spark plug has been cleaned. Note: A standard ohmmeter cannot be used for measuring the resistance of a used spark plug.
Test Step 4. Check the Transformer
Illustration 287
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a. Use the 142-5055 Insulation Testing Gp (Electrical) to measure the resistance of the spark plug. Follow the warnings and instructions that are provided with the tool. b. Connect the red lead of the tester to the terminal post. Because the ground strap is close to the center electrode, you will need to connect a smaller lead to the center electrode. Then connect the black lead of the tester to the smaller lead. c. Use the testers 20 K
scale. Expected Result: The spark plug is in good condition. The resistance is less than 10,000 ohms. Results:
Section view of an ignition transformer and front view of the transformers connector (1) Mounting flange (2) Terminal for the spark plugs extension (A) Transformers circuit driver (B) Transformers return (C) Unused
A. Use a multimeter to check the transformer. Note: The transformers resistance will vary with the temperature. Illustration 288 demonstrates the relationship between the transformers resistance and the temperature. A reading that is within 1000 ohms is acceptable. For example, if the transformers temperature is 60 C (140 F), the correct resistance is 22,000 1000 ohms.
OK The spark plug is in good condition. The

resistance is less than 10,000 ohms. Repair: Install the spark plug according to Operation and Maintenance Manual, SEBU7563, Ignition System Spark Plugs - Check/Adjust. Proceed to Test Step 4.
Not OK The spark plug is not in good
condition and/or the resistance is not within the specification. Repair: Discard the spark plug. Install a new spark plug according to the instructions in Operation and Maintenance Manual, SEBU7563, Ignition System Spark Plugs - Check/Adjust. Reset the control system. Restart the engine. Clear the logged codes. STOP.
Illustration 288 Resistance versus temperature (Y) Resistance in ohms (X) Temperature in degrees celsius (Degree Fahrenheit)
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a. Set the multimeter to the 40,000 ohm scale. Measure the resistance between mounting flange (1) and terminal (2) for the spark plugs extension.
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Illustration 289 Symbol for a diode
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Inspecting Electrical Connectors

SMCS Code: 1901-038 System Operation Description: Many of the troubleshooting procedures direct you to a specific electrical connector. Use the following test steps to help determine whether the connector is the cause of the problem. If a problem is found in a connector, repair the connector and verify that the problem is corrected. Intermittent electrical problems are often caused by poor connections. Always check for an active diagnostic code before you open any connection. Immediately after you reconnect the connector, check for codes again. Sometimes, simply disconnecting a connector and then reconnecting the connector can solve a problem. If this occurs, the following conditions are likely causes:
b. Set the multimeter to the diode scale. Measure the voltage between terminals (A) and (B). c. Reverse the polarity of the probe and measure the voltage between terminals (A) and (B) again. Expected Result: The resistance between the mounting flange and the terminal for the spark plugs extension is within the acceptable tolerance. For the diode of the primary circuit, the voltage between terminals (A) and (B) is approximately 0.450 VDC. When the polarity is reversed, the reading is infinite. Results:
Loose terminals Bent terminals Improperly crimped terminals Improperly mated connectors Moisture Corrosion
Not OK At least one of the measurements is

incorrect. There is a problem with the transformer. Repair: Replace the transformer. STOP.
OK Both of the measurements are correct.

Repair: Perform the following Steps in order to determine whether the transformer or the spark plug has a problem: 1. Switch the suspect transformer with a transformer from a different cylinder that is known to be good. Install the transformers. 2. Reset the control system. Clear any logged codes. 3. Restart the engine. Operate the engine. Check for a recurrence of the problem. If the problem stays with the suspect transformer, replace the transformer. If the problem stays with the suspect cylinder, replace the spark plug according to Operation and Maintenance Manual, SEBU7563, Ignition System Spark Plugs - Check/Adjust. STOP.
Illustration 290
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The MS Connectors have a metal housing. The pins and the sockets are soldered to the electrical wires. The solder connections are usually protected by a chemical potting which prevents access to the solder point.
Illustration 291
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Deutsch connectors have a plastic housing. The pins and the sockets are crimped onto the electrical wires. The connector has a locking mechanism in order to hold the pins and the sockets. These connectors are repairable without cutting the wires.
Illustration 292
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Use the following test steps in order to thoroughly inspect the connectors and determine if the connectors are the cause of the problem.
Test Step 1. Check the Connectors.

A. Always turn the engine control switch to the OFF/RESET position before you inspect electrical conductors. Switch the circuit breaker for the ECM OFF. B. For the MS connectors, make sure that the receptacle is turned fully in the clockwise direction. Check that the threading is properly aligned and securely mated. C. For the Deutsch HD connectors, make sure that the plug and the receptacle are aligned properly with the index markings. Make sure that the receptacle is turned fully in the clockwise direction. Verify that the receptacle is clicked into the locked position. Make sure that the two halves cannot be pulled apart. D. For the Deutsch DT style, make sure that the orange wedge is used in order to lock the pins. Check that the receptacle has clicked into the locked position. Make sure that the two halves cannot be pulled apart. Expected Result: All connectors are properly mated and free of damage. Results:
Not OK
Repair: Repair the connector or replace the connector, as required. Verify that the repair eliminates the problem. STOP.
Test Step 3. Perform a Pull Test on Each Wire Connection.

A. Each terminal and each connector should easily withstand 45 N (10 lb) of pull and each wire should remain in the connector body. This test checks whether the wire was properly crimped in the terminal and whether the terminal was properly inserted into the connector. B. The DT connectors use an orange wedge to lock the terminals in place. Ensure that the orange wedge is not missing and that the orange wedge is installed properly on the DT connectors. Note: Terminals should ALWAYS be crimped onto the wires by using a Crimp Tool. Do not solder terminals. Use the 1U-5804 Crimp Tool. Expected Result: Each terminal and each connector easily withstands 45 N (10 lb) of pull and each wire remains in the connector body. Results:
OK Proceed to test step 2. Not OK

Repair: Repair the connectors and/or replace the connectors. Reconnect all of the connectors. STOP.
OK Proceed to Test Step 4. Not OK

Repair: Repair the circuit. Verify that the repair eliminates the problem. STOP.
Test Step 2. Check the Allen Head Screw on the ECM Connector.
A. Ensure that the allen head screw is properly tightened. Be careful not to overtighten the screw and break the screw. B. When you connect the 70-pin AMP connector to the ECM, do not exceed 6 1 Nm (55 9 lb in) of torque on the screw. Expected Result: The ECM connector is secure and the allen head screw is properly torqued. Results:
Test Step 4. Monitor the Electronic Service Tool While the Wiring and the Connectors Are Being Pulled.
There is a strong electrical shock hazard when the crankshaft is rotating. Do not touch wires that are associated with the ignition transformer circuit when the engine is cranking or running. A. If there is an active diagnostic code that pertains to the circuit, perform the following steps:
OK Proceed to Test Step 3.
a. Turn the engine control switch to the OFF/RESET position. Switch the circuit breaker for the ECM OFF. b. Connect ET to the service tool connector on the terminal box. c. Switch the circuit breaker for the ECM ON. Turn the engine control switch to the STOP position. Then start the engine. Run the engine under normal operating conditions. d. Monitor the Active Diagnostic Code screen on ET while you pull on all harnesses and connectors for the circuit with the active code. If the harness is being pulled and the active diagnostic code disappears, there is a problem in the wiring or the connector. B. If there are no active diagnostic codes that pertain to the circuit, perform the following test: a. Run the engine under normal operating conditions. b. Monitor the Display Status screen on ET while you pull on all harnesses and connectors for the circuit. If the harness is being pulled and the reading changes erratically, there is a problem in the wiring or the connector. C. If there are no active diagnostic codes and there are complaints about intermittent changes in speed or power cutouts, perform the following test: a. Run the engine under normal operating conditions. b. Listen for speed burps or power cutouts while the wiring and/or the connectors are pulled. If the harness is being pulled and the engine has a speed burp or a power cutout, there could be a problem in the wiring or the connector. Expected Result: The problem appears to be external to the harnesses and connectors. Pulling on the harness and the connectors has no effect on the active diagnostic code, component status, or engine performance. Results:
Repair: Turn the engine control switch to the OFF/RESET position. Switch the circuit breaker for the ECM OFF. Repair the circuit. Verify that the repair eliminates the problem. STOP.
Test Step 5. Check Wires for Nicks or Abrasion in the Insulation.

A. Turn the engine control switch to the STOP position. Allow the engine to coast to a stop. B. Turn the engine control switch to the OFF/RESET position. Switch the circuit breaker for the ECM OFF. C. Carefully inspect each wire for signs of abrasion, nicks, or cuts. The following areas are likely locations:
Places with exposed insulation Points with wiring that rubs against the engine Places with wiring that rubs against a sharp
point D. Check all of the hold down clamps for the harness in order to verify that the harness is properly clamped. Also, check all of the hold down clamps in order to verify that the harness is not compressed by the clamps. Pull back the harness sleeves in order to check for flattening of the wires by the clamps. Expected Result: The wires are free of abrasion, nicks, or cuts and the harness is properly clamped. Results:

Repair: Repair the wires or replace the wires, as required. Verify that the repair eliminates the problem. STOP.
Test Step 6. Check the Connectors for Moisture or Corrosion.
Note: It is normal to see some minor seal abrasion on the ECM connector seals. Minor seal abrasion will not allow the entry of moisture. If moisture or corrosion is evident in the connector, the source of the moisture entry must be found and the source of the moisture entry must be repaired. If the repair is not made, the problem will recur. Simply drying the connector will not fix the problem. The following list includes likely paths for the entrance of moisture:
Missing seals or plugs Improperly installed seals or plugs Nicks in exposed insulation Improperly mated connectors
Moisture can also wick from one connector through the inside of a wire to the ECM connector. If moisture is found in the ECM connector, thoroughly check all connectors and wires on the harness that connects to the ECM. The ECM is not the source of the moisture. Do not replace an ECM if moisture is found in either ECM connector. Note: If corrosion is evident on the pins, sockets or the connector, use only denatured alcohol to remove the corrosion. Use a cotton swab or a soft brush to remove the corrosion. Do not use any cleaners that contain 1,1,1 trichloro-ethylene because 1,1,1 trichloro-ethylene may damage the connector. Expected Result: All of the connectors are completely coupled and all of the seals are completely inserted. The harness and the wiring is free of corrosion, abrasion, and pinch points. Results:
Illustration 293
g00690571
A. Ensure that the connector seals and the white sealing plugs are in place. If any of the seals or plugs are missing, replace the seal or plug. If necessary, replace the connector.

Repair: Repair the circuit. Ensure that all of the seals are properly in place and ensure that the connectors are completely coupled.
Illustration 294
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B. Check all of the wiring harnesses in order to verify that the harness does not make a sharp bend out of a connector. This will deform the connector seal and this will create a path for the entrance of moisture. Thoroughly inspect ECM J1/P1 and J2/P2 connectors for evidence of moisture entry.
Verify that the repair eliminates the problem by running the engine for several minutes and by checking again for moisture. If moisture reappears, the moisture is wicking into the connector. Even if the moisture entry path is repaired, it may be necessary to replace the wires that have moisture. These wires may have moisture that is trapped inside the insulation. Verify that the repair eliminates the problem. STOP.
Note: This is especially important for intermittent problems. A. One at a time, insert a new pin into each socket. Make sure that the pin is properly gripped by the socket. B. One at a time, insert a new socket onto each pin. Make sure that the pin is properly gripped by the socket. Verify that the socket holds the pin when the connector hangs freely. Expected Result: Each socket firmly grips each pin.
Test Step 7. Inspect the Connector Terminals.

Verify that the terminals are not damaged. Verify that the terminals are properly aligned in the connector and verify that the terminals are properly located in the connector. Expected Result: The terminals are properly aligned and the terminals appear undamaged. Results:
Results:
OK The pins and sockets mate properly. STOP. Not OK The pins and sockets do not mate
properly. Repair: Repair any bad pins and sockets. Replace the connectors, if necessary. Replace the wiring, if necessary. Verify that the repair eliminates the problem. STOP.
i01655570

Repair: Repair the terminals and/or replace the terminals, as required. Verify that the repair eliminates the problem. STOP.
Integrated Combustion Sensing Module (ICSM)

SMCS Code: 1901-038 System Operation Description: The left side ICSM and the right side ICSM monitor the combustion sensors and the thermocouples for each bank. Each ICSM performs calculations in order to optimize the engines operation. Each ICSM broadcasts the following information:
Test Step 8. Check the Individual Retention of the Pins and Sockets.
Fuel correction factor Actual combustion burn time for each cylinder Average combustion burn time for each bank of
cylinders
Actual exhaust port temperature of each cylinder Average exhaust port temperature for each bank
of cylinders
The temperature of the exhaust at the inlet and at

the outlet of each turbocharger
Illustration 295
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Information from an ICSM travels across the CAT data link. The ICSM must be programmed in order to communicate across the CAT data link. The CAT data link must be in good condition so that the ICSM can transmit the information. An ICSM may be able to communicate with ET even though communication with the ECM is not possible. An ICSM can generate these diagnostic codes:
A 253-02 diagnostic code indicates that the

programs of the Integrated Combustion Sensing Modules do not match.
A 591-12 diagnostic code is caused by an ICSM

that requires programming. The ICSM may have an internal failure.
A -09 diagnostic code is probably caused by a
problem with the CAT data link. This diagnostic code can also be caused by a problem with the power supply for the ICSM, or a faulty ICSM.
Illustration 296 Schematic for the CAT data link for the ICSM
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A. Turn the engine control switch to the OFF position. Switch the 16 amp circuit breaker for the ECM OFF. Note: For the following steps, refer to Troubleshooting, Inspecting Electrical Connectors.
Connectors J1/P1 for the ECM Connector J7 for ET Terminal box J5/P5 and (J6/P6) connectors Connector J73/P73 for the left side ICSM Connector J83/P83 for the right side ICSM
C. Check the torque of the Allen head screw for the ECM P1connector and harness connectors P5 and P6. The proper torque is 6 1 Nm (55 9 lb in). D. Perform a 45 N (10 lb) pull test on each of the wires that are associated with the CAT data link for the ICSM. E. Check the harness and wiring for abrasion and pinch points from each ICSM to the terminal box. Expected Result:
Illustration 297 Terminal box (1) ECM J1/P1 connector (2) Ground strap (3) 16 amp circuit breaker (4) Service tool connector J7 (5) Connector J5 for the right engine harness (6) Connector J6 for the left engine harness
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All of the connectors, terminals, and sockets are connected properly. The connectors and the wiring are free of corrosion, abrasion and pinch points. Results:
OK All of the connectors, terminals, and sockets

are connected properly. The connectors and the wiring are free of corrosion, abrasion, and pinch points. The components are in good condition with proper connections. Proceed to Test Step 2. terminals, or sockets is not connected properly. At least one of the connectors and/or the wiring has corrosion, abrasion, and/or pinch points. Repair: Perform the necessary repairs and/or replace parts, if necessary. STOP.
Note: Illustration 298 shows one side of the engine. The other side is similar.
Not OK At least one of the connectors,
Test Step 2. Verify that the Diagnostic Code is Active

A. Switch the 16 amp circuit breaker for the ECM ON. Turn the engine control switch to the STOP position. B. The ECM must operate for at least five seconds in order for these codes to become activated. Look for the codes that are listed in Table 42:
Illustration 298 Left side of the engine (7) ICSM (8) Connectors J73/P73 for the ICSM
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Table 42
Diagnostic Codes for the ICSM 253-02 591-12 1040-09 1041-09 Incorrect ECM Software EEPROM Checksum Fault ICSM #1 (Right Side) Not Communicating on Link ICSM #2 (Left Side) Not Communicating on Link
Expected Result: There are no active codes.

Illustration 299
g00857875
Results:
Service tool connector J7
No codes The problem seems to be resolved.

There are no active codes. The modules appear to be operating correctly at this time. Repair: The initial diagnostic code was probably caused by a poor electrical connection in one of the harness connectors or terminals. Resume normal operation. STOP.
B. Disconnect ET from service tool connector J7.
253-02 The programming of both of the
Integrated Combustion Sensing Modules do not match.

Illustration 300 ECM P1 connector
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Repair: The programming of both of the Integrated Combustion Sensing Modules must match. Use ET to flash the software from the ICSM that is known to be good to the suspect ICSM. Refer to Troubleshooting, Replacing the ICSM. Verify that the problem is resolved. STOP.
591-12 An ICSM has a problem. The problem

may be resolved by programming the ICSM. Proceed to Test Step 5.
1040-09 The right side ICSM is not
communicating with the ECM. Proceed to Test Step 3.
1041-09 The left side ICSM is not

communicating with the ECM. Proceed to Test Step 4.
Test Step 3. Check the Right Side CAT Data Link for Continuity
A. Turn the engine control to the OFF/RESET position. Switch the 16 amp circuit breaker for the ECM OFF.
Illustration 301 Right side of the engine (1) ICSM (2) Connector P83 for the CAT data link
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C. Disconnect connector P1 and P83.
F. Remove the jumper wire from connector P1.
Illustration 302 ECM side of connector P1 (P1-8) CAT data link + (P1-9) CAT data link
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Illustration 304 Harness connector P1 (P1-8) CAT data link + (P1-9) CAT data link (P1-63) -Battery
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D. Fabricate a jumper wire that is the appropriate length with Deutsch terminals on each end. Connect the jumper wire between terminals P1-8 and P1-9.
G. Measure the resistance between the terminals that are listed in Table 43. During each measurement, wiggle the harness in order to check for an intermittent problem with the harness. Be sure to wiggle the harness near each of the connectors.
Table 43
Points for the Measurement of Resistance Connection P1-63 Connector and Terminal P1-8 P1-9

specifications. The wiring for the CAT data link does not have an open circuit or a short circuit to ground. Repair: Perform the following steps:
Illustration 303 Connector P83
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E. Measure the resistance between terminal P83-J and terminal P83-N. During the measurement, wiggle the harness in order to check for an intermittent problem. Be sure to wiggle the harness near each of the connectors. The correct resistance measurement is less than 5 ohms.
1. Verify that the suspect ICSM is receiving the proper supply voltage. Refer to Troubleshooting, Electrical Power Supply.
2. If the suspect ICSM is receiving the correct supply voltage and the original diagnostic code is still active, there may be a problem with the ICSM. It is unlikely that the ICSM has failed. Exit this procedure and perform this procedure again. If the problem is not resolved, perform the following procedure: Temporarily install a known good ICSM according to Troubleshooting, Replacing the ICSM. If the problem is resolved with the new ICSM, install the original ICSM and verify that the problem returns. If the new ICSM operates correctly and the original ICSM does not operate correctly, replace the original ICSM. Refer to Troubleshooting, Replacing the ICSM. STOP.
Illustration 306 ECM P1 connector
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is not within the specifications. The wiring for the CAT data link has an open circuit or a short circuit to ground. There may be a problem with a connector. Repair: Repair the harness or the connector, when possible. Replace the harness or the connector, if necessary. STOP.
Test Step 4. Check the Left Side CAT Data Link for Continuity
A. Turn the engine control to the OFF/RESET position. Switch the 16 amp circuit breaker for the ECM OFF.
Illustration 307 Left side of the engine (1) ICSM (2) Connector P73 for the CAT data link
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C. Disconnect connectors P1 and P73.
Illustration 305 Service tool connector J7
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B. Disconnect the ET from connector J7.
Illustration 308 ECM side of connector P1 (P1-8) CAT data link + (P1-9) CAT data link
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Illustration 310 Harness connector P1 (P1-8) CAT data link + (P1-9) CAT data link (P1-63) -Battery
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D. Fabricate a jumper wire that is the appropriate length with Deutsch terminals on each end. Connect the jumper wire between terminals P1-8 and P1-9.
G. Measure the resistance between the terminals that are listed in Table 43. During each measurement, wiggle the harness in order to check for an intermittent problem with the harness. Be sure to wiggle the harness near each of the connectors.
Table 44
Points for the Measurement of Resistance Connection P1-63 Connector and Terminal P1-8 P1-9

specifications. The wiring for the CAT data link does not have an open circuit or a short circuit to ground. Repair: Perform the following steps:
Illustration 309 Connector P73
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1. Verify that the suspect ICSM is receiving the proper supply voltage. Refer to Troubleshooting, Electrical Power Supply. 2. If the suspect ICSM is receiving the correct supply voltage and the original diagnostic code is still active, there may be a problem with the ICSM. It is unlikely that the ICSM has failed. Exit this procedure and perform this procedure again. If the problem is not resolved, perform the following procedure:
E. Measure the resistance between terminal P73-J and terminal P73-N. During the measurement, wiggle the harness in order to check for an intermittent problem. Be sure to wiggle the harness near each of the connectors. The correct resistance measurement is less than 5 ohms. F. Remove the jumper wire from connector P1.
Temporarily install a known good ICSM according to Troubleshooting, Replacing the ICSM. If the problem is resolved with the new ICSM, install the original ICSM. Verify that the problem returns. If the new ICSM operates correctly and the original ICSM does not operate correctly, replace the original ICSM. Refer to Troubleshooting, Replacing the ICSM. STOP.
i01653504
Prelubrication System
SMCS Code: 1319-038 System Operation Description: The prelube pump will not operate if the emergency stop button is activated or if the engine speed is greater than 0 rpm. When the conditions permit operation and the logic determines that lubrication is required, the ECM provides +Battery voltage to the prelube pumps solenoid. After activation, the prelube pump will operate until one of the following occurrences:

is not within the specifications. The wiring for the CAT data link has an open circuit or a short circuit to ground. There may be a problem with a connector. Repair: Repair the harness or the connector, when possible. Replace the harness or the connector, if necessary. STOP.
The prelube pressure switch closes. The programmable Engine Pre-lube Time Out
Period expires.
The emergency stop button is pressed.

The ECM monitors the prelube pressure switch in order to verify lubrication of the engine prior to start-up. The pressure switch is normally open. Before start-up, the pressure switch closes when the prelube pump raises the engine oil pressure to 9 3 kPa (1.3 0.4 psi). After the pressure switch closes, the prelube pump operates for the programmable Engine Pre-Lube Time Out Period. The engine starting sequence continues. If the ECM does not detect closure of the pressure switch within the programmed period of time, the ECM monitors the engine oil pressure sensor in order to determine whether lubrication has occurred. If the prelubrication does not occur, an E233 Low Engine Prelube Pressure event code is generated. The starting sequence is terminated. At shutdown, the pressure switch opens when the engine oil pressure is reduced to 9 3 kPa (1.3 0.4 psi). Note: To troubleshoot the circuit for the prelube pumps solenoid, refer to Troubleshooting, ECM Output Circuit (Prelubrication Oil Pump). The prelube pump can also be operated with a manual switch. When the switch is closed, a +Battery signal is sent to the ECM. The ECM provides +Battery voltage to the prelube pumps solenoid until the switch is released or until the prelube pressure switch closes.
Test Step 5. Program the ICSM

The software in both of the Integrated Combustion Sensing Modules must match. Use ET to flash the software from the ICSM that is known to be good to the suspect ICSM. Refer to Troubleshooting, Replacing the ICSM. Verify that the problem is resolved. Expected Result: The 591-12 diagnostic code is not active. Results:
No code Before the ICSM was programmed,

there was a 591-12 diagnostic code. After the ICSM was programmed, there was no 591-12 diagnostic code. Resume normal operation. STOP.
Active 591-12 diagnostic code. Before the

ICSM was programmed, there was an active 591-12 diagnostic code. After the ICSM was programmed, there was an active 591-12 diagnostic code. The ICSM has failed. Repair: Replace the ICSM. Refer to Troubleshooting, Replacing the ICSM. STOP.
The prelubrication system also operates after shutdown. This ensures that the turbocharger has adequate lubrication during coastdown. When the engine reaches 0 rpm, the output for the prelube pump will operate for three minutes. Before you troubleshoot the prelubrication system, make sure that the ECM is programmed properly. The Engine Pre-Lube Time Out Period must be programmed to a value between 30 and 300 seconds. Make sure that the hardware is installed: prelube pump, solenoid for the pump, prelube pressure switch, and manual prelube switch. Make sure that the wiring is installed. Refer to the engines electrical Schematic. If Caterpillar did not supply the prelubrication system, the prelubrication function and the E233 (3) event code are disabled. The 338-05, 338-06, and 339-05 diagnostic codes are disabled. Logged diagnostic codes provide an historical record. Before you begin this procedure, use ET to print the logged codes to a file. The most likely causes of the diagnostic code are a poor electrical connection or a problem in a wiring harness. The next likely cause is a problem with the pressure switch. The least likely cause is a problem with the ECM. The troubleshooting procedure may generate additional diagnostic codes. Keep your mind on correcting the cause of the original diagnostic code. Clear the diagnostic codes after the problem is resolved.
Illustration 311
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Illustration 312 (1) ECM J1/P1 connectors (2) 16 amp circuit breaker (3) Terminal boxs J5/P5 connectors
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A. Switch the 16 amp circuit breaker for the ECM ON. Turn the engine control switch to the STOP position. B. Observe the Diagnostics screen on ET. Determine whether the following diagnostic codes are logged: If there is an active 338-05 Prelube Relay open circuit diagnostic code, proceed to the Results for this Test Step. Otherwise, continue this procedure.
Illustration 313 Location of the prelube pressure switch
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338-05 Pre-Lube Relay open circuit 338-06 Prelube Relay short to ground 339-05 Engine Prelube Pressure Switch open
circuit Expected Result:
Note: For the following steps, refer to Troubleshooting, Inspecting Electrical Connectors. B. . Thoroughly inspect the following connectors:
ECM J1/P1 Terminal box J5/P5 Connectors for the prelube pressure switch
a. Check the torque of the Allen head screw for connectors (P1) and (P5). The proper torque is 6 1 Nm (55 9 lb in). b. Perform a 45 N (10 lb) pull test on each of the wires that are associated with the circuit for the prelube system. c. Check the harness and wiring for abrasion and pinch points from the prelube pressure switch to the ECM. Expected Result: All of the connectors, pins, and sockets are connected properly. The connectors and the wiring are free of corrosion, abrasion, and pinch points. Results: Neither of the diagnostic codes are logged. Results:
OK (No Codes) None of the codes are logged.

Repair: The problem seems to be resolved. If there is an intermittent problem, refer to Troubleshooting, Inspecting Electrical Connectors. STOP.
Not OK (Logged 339-05) There is a logged

339-05 diagnostic code. Proceed to Test Step 3.
Not OK (Logged 338-05 or 338-06) There is a

logged 338-05 or 338-06 diagnostic code. Repair: Refer to Troubleshooting, ECM Output Circuit (Prelubrication Oil Pump). STOP.

Test Step 3. Check the Prelube Pressure Switch


Expected Result: When the prelube pump was OFF, the resistance was greater than 20,000 ohms. When the prelube pump was ON and the engine oil pressure rose to 9 3 kPa (1.3 0.4 psi), the resistance was less than 5 ohms. Results:
Yes When the prelube pump was OFF, the

resistance was greater than 20,000 ohms. When the prelube pump was ON and the engine oil pressure rose to 9 3 kPa (1.3 0.4 psi), the resistance was less than 5 ohms. The pressure switch is operating properly. There may be a problem in the engine harness. Repair: Turn the engine control switch to the OFF/RESET position. Switch the circuit breaker for the ECM OFF. Remove the pressure switch and the pressure gauge from the tee. Remove the tee from the cylinder blocks port. Install the pressure switch into the cylinder blocks port. Tighten the pressure switch according to Specifications, RENR5907, Prelube Pressure Switch. Proceed to Test Step 4.
Illustration 314 Prelube pressure switch (AA) Connector for the prelube pressure switch (A) Switch input (B) Return (C) Unused
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B. Disconnect the prelube pressure switch from the engine harness. Remove the prelube pressure switch from the cylinder block. C. Install a tee that has 1/4-18 NPTF threads into the cylinder blocks port for the pressure switch. If a tee cannot be installed into the port, install a flexible hose that has the appropriate fitting into the port and attach the tee to the hose. Install the pressure switch into one side of the tee. Attach a pressure gauge to the other side of the tee. D. Connect an ohmmeter between terminals (A) and (B) on the pressure switchs connector. Measure the resistance between terminals (A) and (B) on the pressure switchs connector. Wiggle the switchs harness as you measure the resistance in order to check for an intermittent problem with the harness. E. Switch the 16 amp circuit breaker for the ECM ON. Turn the engine control switch to the STOP position. Manually operate the prelube pump. Press the Manual Prelube switch on the control panel (if equipped). Make sure that the prelube pump operates. F. Observe the pressure gauge. Look for a rise in the engine oil pressure. When the engine oil pressure rises to 9 3 kPa (1.3 0.4 psi), measure the resistance between terminals (A) and (B) on the pressure switchs connector. Wiggle the switchs harness as you measure the resistance in order to check for an intermittent problem with the harness. G. Turn OFF the prelube pump.
No At least one of the resistance measurements

is not correct. The contacts of the prelube pressure switch are stuck in the closed position or the open position. Repair: Turn the engine control switch to the OFF/RESET position. Switch the circuit breaker for the ECM OFF. Remove the pressure switch and the pressure gauge from the tee. Remove the tee from the cylinder blocks port. Install a new prelube pressure switch. Tighten the pressure switch according to Specifications, RENR5907, Prelube Pressure Switch. Connect the engine harness to the switch. STOP.
No The engine oil pressure did not rise to
9 3 kPa (1.3 0.4 psi) when the prelube pump was ON. The engine oil is blocked from the passages to the port for the pressure switch. Repair: Turn the engine control switch to the OFF/RESET position. Switch the circuit breaker for the ECM OFF.
Determine the cause of the obstruction in the passages for the engine oil. Make the necessary repairs. STOP.
Results:
OK The resistance is less than 5 ohms. The

engine harness seems to be OK. There may be a problem in the terminal box. Proceed to Test Step 5.
Test Step 4. Check the Engine Harness Not OK The resistance is greater than 5 ohms.
A. Make sure that the engine control switch is in the OFF/RESET position and that the 16 amp circuit breaker for the ECM is OFF. There is a problem with a connection or the wiring in the engine harness between the P5 connector and the connector for the prelube pressure switch. Repair: Repair the connector(s) and/or the wiring, when possible. Replace the harness, if necessary. STOP.
Test Step 5. Check the Terminal Box

A. Make sure that the engine control switch is in the OFF/RESET position and that the 16 amp circuit breaker for the ECM is OFF.
Illustration 315
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(AA) Engine harness connector for the prelube pressure switch (A) Switch input (B) Return (C) Unused (BB) Terminal boxs side of the engine harness P5 connector (P5-56) Return (P5-69) Switch input
B. Disconnect the terminal box P5 connector. C. Install a jumper wire with the appropriate terminals into terminals A and B of the engine harness connector for the pressure switch. D. Use an ohmmeter to measure the resistance between terminals (P5-56) and (P5-69) on the terminal boxs side of the connector. Wiggle the engine harness as you measure the resistance in order to check for an intermittent problem. Be sure to wiggle the harness near the connectors. Expected Result: The resistance is less than 5 ohms.
Expected Result: The continuity for both of the measurements is less than 5 ohms. Results:
Yes The continuity for both of the measurements

is less than 5 ohms. The prelube pressure switch, the engine harness, and the wiring in the terminal box seem to be OK. There may be a problem with the ECM. Repair: It is unlikely that the ECM has failed. Reconnect the P1 connector to the ECM. Reconnect the engine harness P5 connector to the terminal box. Reconnect the prelube pressure switch to the engine harness. Exit this procedure and perform this procedure again. If the condition is not resolved, replace the ECM according to Troubleshooting, Replacing the ECM. Verify that the problem is resolved. STOP.
Not OK The continuity for one or both of the

measurements is greater than 5 ohms. There is a problem with a connector or the wiring between the P1 connector and the J6 connector. Repair: Turn the engine control switch to the OFF position. Switch the 16 amp circuit breaker for the ECM OFF. Repair the connector(s) and/or the wiring, when possible. Replace the connector(s) and/or the wiring, if necessary. STOP.
i01631130
Illustration 316
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ECM side of the P1 connector and terminal boxs J5 connector for the right engine harness (P1-30) Switch input (P1-31) Return (J5-56) Return (J5-69) Switch input
PWM Sensor
SMCS Code: 1901-038 System Operation Description: The engine coolant pressure sensor is a PWM sensor. A Pulse Width Modulated sensor (PWM) produces a digital signal. In a digital signal, the duty cycle varies as the input condition changes. The frequency remains constant. Refer to illustration 317.
B. Disconnect the ECM P1 connector. C. Use an ohmmeter to measure the continuity between the terminals (P1-30) and (J5-69). Wiggle the harness as you measure the continuity in order to check for an intermittent problem. D. Use an ohmmeter to measure the continuity between terminals (P1-31) and (J5-56). Wiggle the harness as you measure the continuity in order to check for an intermittent problem.
Illustration 317 Sample duty cycles that are low, medium, and high.
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Note: Excessive pressure can generate false noisy signal diagnostic codes. If the actual engine coolant pressure is greater than approximately 444 kPa (64 psi), a 109-08 Engine Coolant Outlet Pressure Sensor noisy signal diagnostic code will be generated. Although there is not a problem with the sensor, the code will be generated. If a 109-08 diagnostic code is generated, measure the absolute pressure with a pressure gauge before you troubleshoot the sensor. If the pressure is actually too high, reduce the pressure in order to avoid the false diagnostic codes from being activated. The 109-03 diagnostic code is probably caused by a problem with an electrical connector or a harness. The next likely cause is a problem with a sensor. The least likely cause is a problem with the ECM. Logged diagnostic codes provide an historical record. Before you begin this procedure, use ET to print the logged codes to a file.
Illustration 318 Schematic of the circuit for the PWM sensor The PWM sensor is connected to the ECM via the J5/P5 connector on the terminal box.
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Illustration 320 Right side and top view of the engine (AA) Top view of the engine (3) PWM sensor (4) J215/P215 connector for the PWM sensor
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Illustration 319
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J2/P2 connectors for the ECM J5/P5 connectors on the terminal box (J215/P215) connectors for the sensor
a. Check the torque of the Allen head screw for J2/P2 and J5/P5. The proper torque is 6 1 Nm (55 9 lb in).
(1) ECM connectors J2/P2 (2) J5/P5 connectors for the harness on the right side of the engine

Test Step 2. Check for Active 8 Volt DC Supply Diagnostic Codes

A. Connect ET to the service tool connector on the terminal box. Switch the circuit breaker for the ECM ON. Turn the engine control switch to the STOP position. B. Observe the Active Diagnostic screen on ET. Allow a minimum of thirty seconds for any codes to activate. Look for these codes:
Illustration 321 Harness side of the ECM P2 connector (P2-65) +8 Volt supply (P2-66) Return (P2-68) Signal for the engine coolant pressure
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41-03 8 Volt DC Supply short to +batt

Expected Result: There are no active 8 Volt DC Supply diagnostic codes. Results:
No codes There are no active 8 Volt DC
Supply diagnostic codes. Proceed to Test Step 3.
Active code There is an active 8 Volt DC

Illustration 322 Harness side of the terminal box P5 connector (P5-11) (P5-21) (P5-29) (P5-37) Shield Return Signal for the engine coolant pressure +8 Volt supply
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Supply diagnostic code. This procedure will not work when this type of code is active.
Repair: Refer to Troubleshooting, +8 V Sensor Voltage Supply. STOP.
b. Perform a 45 N (10 lb) pull test on each of the wires that are associated with the circuit for the PWM sensor. c. Thoroughly check the harness and wiring for abrasion and pinch points from the sensor to the ECM. Expected Result: All of the connectors, pins, and sockets are connected properly. The connectors and the wiring are free of corrosion, abrasion, and pinch points. Results:
Test Step 3. Check for Active Diagnostic Codes for the PWM Sensors
A. Turn on the Active Diagnostic screen on ET. Determine if any of these diagnostic codes are active:
109-03 Coolant Outlet Pressure open/short to

+batt
109-08 Engine Coolant Outlet Pressure noisy

signal Expected Result: One of the above codes is active.

Results:
Yes At least one of the above diagnostic codes

is active. Proceed to Test Step 4.
No None of the above codes are active.

Repair: If any of the above codes are logged and the engine is not running properly, refer to Troubleshooting, Troubleshooting Without a Diagnostic Code. If the engine is running properly at this time, there may be an intermittent problem in the harness that is causing the codes to be logged. Refer to Troubleshooting, Inspecting Electrical Connectors. STOP.
Illustration 324 Harness connector J215 (J215-A) +8 Volt supply (J215-B) Return (J215-C) Signal
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Test Step 4. Check the Supply Voltage at the Sensor

D. Measure the voltage between J215 terminals (A) and (B). Expected Result: The voltage is 8.0 0.8 VDC. Results:
OK The voltage is within the specification. The

correct voltage is available to the sensor. Proceed to Test Step 5.
Not OK The voltage is not within the

specification. The correct supply voltage is not available to the sensor. There is probably an open circuit or a short circuit in a harness between the ECM and the J215 connector. Proceed to Test Step 9.
Test Step 5. Check the Pull-Up Voltage at the Sensor
Illustration 323 Right side and top view of the engine (AA) Top view of the engine (1) PWM sensor (2) J215/P215 connectors for the sensor
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B. Disconnect connector (J215) from the engine coolant pressure sensor. C. Switch the 16 amp circuit breaker for the ECM ON. Turn the engine control switch to the STOP position.
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Illustration 325 Harness connector J215 (J215-A) +8 Volt supply (J215-B) Return (J215-C) Signal
A. Measure the voltage between J215 terminals (B) and (C). Expected Result: The voltage is 8.0 2.0 VDC.
Repair: Perform the following procedure: 1. Turn the engine control switch to the OFF/RESET position. Switch the 16 amp circuit breaker for the ECM OFF. 2. Remove the adapter cable.
Results: 3. Reconnect the sensor to the harness.

pull-up voltage that is created by the ECM is present at the sensor connector. The signal wire appears to be OK. Proceed to Test Step 6.
Proceed to Test Step 7.
Not OK The sensor signal is not within the
Not OK - Low voltage The voltage is less than

6.0 VDC. The signal wire has an open circuit or a short to ground. The ECM may have a problem. Proceed to Test Step 10.
specifications. The sensor is receiving the correct supply voltage but the sensor is not producing a valid signal. Repair: Perform the following procedure: 1. Thoroughly inspect the connectors J215 and P215 for moisture and corrosion. Refer to Troubleshooting, Inspecting Electrical Connectors.
Not OK - High voltage The voltage is above 10.0

VDC. The signal wire may have a short circuit to a positive voltage source. The ECM may have a problem. Proceed to Test Step 14.
Test Step 6. Check the Sensor Signal at the Sensor

A. Turn the engine control switch to the OFF/RESET position. Switch the 16 amp circuit breaker for the ECM OFF. B. Install an 8T-8726 Adapter Cable (3 Pin Breakout) between the J215 and P215 connectors. C. Use a multimeter that is capable of measuring both the duty cycle and the frequency. Connect the multimeter to terminal C (signal) and terminal B (return) of the breakout t. D. Turn the engine control switch to the STOP position. Switch the 16 amp circuit breaker for the ECM ON. E. Measure the duty cycle and the frequency of the sensor. Expected Result: The frequency is between 400 and 600 Hz. The duty cycle is between 5 and 95 percent. Record the values of the frequency and the duty cycle. Results:
2. Check the frequency and the duty cycle of the sensor signal again. 3. If the frequency and the duty cycle of the sensor signal are incorrect, disconnect the sensor. Connect a sensor that is known to be good. Do not install the new sensor into the engine yet. 4. Switch the 16 amp circuit breaker for the ECM ON. Turn the engine control switch to the STOP position. 5. Check for an active diagnostic code for the PWM sensor. If the code is not active for the new sensor, install the sensor into the engine. Clear any logged diagnostic codes. Verify that the problem is resolved. STOP.
OK The frequency and the duty cycle are within

the specifications. The sensor is creating a valid signal.
Test Step 7. Check the Sensors Signal at the Terminal Box
Not OK The frequency or the duty cycle of the
signal are not within the specifications. The signal that is developed by the sensor is not present at the ECM. The signal wire in the engine harness has a problem. There may be a problem with a connector. Repair: Repair the harness or the connector, when possible. Replace the harness, if necessary. STOP.
Test Step 8. Check the Sensors Signal at the ECM

Illustration 326 Harness side of connector P5
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A. Insert two 7X-1710 Multimeter Probes into the harness side of the P5 connector. Insert the first probe into terminal 29. Insert the second probe into terminal 21. B. Connect a multimeter to the probes. C. Switch the 16 amp circuit breaker for the ECM ON. Turn the engine control switch to the STOP position. D. Measure the frequency and the duty cycle of the signal. Expected Result: The frequency is between 400 and 600 Hz. The duty cycle is between 5 and 95 percent. The frequency and the duty cycle should be approximately equal to the values that were recorded. Results:
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OK The frequency and the duty cycle of the

signal are within the specifications. The signal that is developed by the sensor is present at the terminal box. The engine harness appears to be OK. There may be a problem with a connector or the harness inside the terminal box. There may be a problem with the ECM. Proceed to Test Step 8.
B. Insert two 7X-1710 Multimeter Probes into the harness side of the P2 connector. Insert the first probe into terminal 68. Insert the second probe into terminal 66. C. Connect the multimeter leads to the probes. D. Switch the 16 amp circuit breaker for the ECM ON. Turn the engine control switch to the STOP position. E. Measure the frequency and the duty cycle of the signal.
Expected Result: The frequency is between 400 and 600 Hz. The duty cycle is between 5 and 95 percent. The frequency and the duty cycle should be approximately equal to the values that were recorded. Results:
Test Step 9. Check the Sensor Supply Voltage at the Terminal Box
OK The frequency and the duty cycle of the
signal are within the specifications. The signal that is developed by the sensor is present at the ECM. The connectors and the harness inside the terminal box appear to be OK. There may be a problem with the ECM. Repair: It is unlikely that the ECM has failed. Perform the following procedure: 1. Turn the engine control switch to the OFF/RESET position. Switch the 16 amp circuit breaker for the ECM OFF. 2. Remove the probes from connector P2. Exit this procedure and perform this procedure again. If the problem is not resolved, temporarily install a new ECM. Refer to Troubleshooting, Replacing the ECM. If the problem is resolved with the new ECM, install the original ECM and verify that the problem returns. If the new ECM operates correctly and the original ECM does not operate correctly, replace the original ECM. Refer to Troubleshooting, Replacing the ECM. Clear any logged diagnostic codes. Verify that the problem is resolved. STOP.
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B. Insert two 7X-1710 Multimeter Probes into the harness side of the P5 connector. Insert the first probe into terminal 37. Insert the second probe into terminal 21. C. Connect the multimeter leads to the probes. D. Switch the 16 amp circuit breaker for the ECM ON. Turn the engine control switch to the STOP position. E. Measure the voltage on the terminals. Expected Result: The voltage is 8.0 0.8 VDC. Results:
Not OK The frequency or the duty cycle of the
signal are not within the specifications. The signal that is developed by the sensor is not present at the ECM. There is a problem with the harness inside the terminal box. There may be a problem with a connector. Repair: Repair the harness or the connector, when possible. Replace the harness, if necessary. STOP.
OK The sensor voltage supply is present at
the terminal box. The engine harness appears to have a problem. There may be a problem with a connector. Repair: Repair the engine harness or the connector, when possible. Replace the harness, if necessary. STOP.
Not OK The sensor voltage supply is not
present at the terminal box. The harness inside the terminal box appears to have a problem. There may be a problem with a connector. Repair: Repair the harness or the connector, when possible. Replace the harness, if necessary. STOP.
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C. Fabricate a jumper wire with Deutsch sockets on the ends. Insert one end of the jumper wire into the open terminal of the P5 connector. Pull on the jumper wire in order to verify proper installation of the terminal. D. Connect a multimeter lead to the end of the jumper wire that is not inserted into the connector. E. Insert a 7X-1710 Multimeter Probe into terminal 21 of the P5 connector.
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F. Connect the other multimeter lead to the probe. G. Switch the 16 amp circuit breaker for the ECM ON. Turn the engine control switch to the STOP position. H. Measure the voltage. Expected Result: The voltage is 8.0 2.0 VDC. Results:
B. Use a 151-6320 Wire Removal Tool to remove terminal 29 from the P5 connector.

pull-up voltage is present at the P5 connector. The signal wire inside the engine harness has an open circuit or a short to ground. Repair: Perform the following procedure: Turn the engine control switch to the OFF/RESET position. Switch the 16 amp circuit breaker for the ECM OFF. Remove both of the multimeter probes from the P5 connector.
Reinstall the terminal that was removed from connector P5. Pull on the wire in order to verify proper installation of the terminal. Proceed to Test Step 13.
A. Use a 151-6320 Wire Removal Tool to remove terminal 68 from the P2 connector.
specification. The pull-up voltage is not present at the P5 connector. There may be a problem with a connector or the harness inside the terminal box. There may be a problem with the ECM. Repair: Perform the following procedure: Turn the engine control switch to the OFF/RESET position. Switch the 16 amp circuit breaker for the ECM OFF. Disconnect the multimeter leads.
Use a 151-6320 Wire Removal Tool to remove the jumper wire from the terminal boxs connector. Reinstall the terminal that was removed from connector P5. Pull on the wire in order to verify proper installation of the terminal. Proceed to Test Step 11.
Test Step 11. Measure the Pull-Up Voltage at the ECM
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B. Fabricate a jumper wire with Deutsch sockets on the ends. Insert one end of the jumper wire into the open terminal of the P2 connector. Pull on the jumper wire in order to verify proper installation of the terminal. C. Connect a multimeter lead to the end of the jumper wire that is not inserted into the connector. D. Insert a 7X-1710 Multimeter Probe into terminal 66 of the P2 connector. E. Connect the other multimeter lead to the probe. F. Switch the 16 amp circuit breaker for the ECM ON. Turn the engine control switch to the STOP position. G. Measure the pull-up voltage. Expected Result: The voltage is 8.0 2.0 VDC.
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Results:
Test Step 12. Measure the Resistance of the Signal Wire Inside the Terminal Box
A. Disconnect the P2 connector.

pull-up voltage is present at the P2 connector. The ECM appears to be OK. The signal wire inside the terminal box has an open circuit or a short to ground. Repair: Perform the following procedure: Turn the engine control switch to the OFF/RESET position. Switch the 16 amp circuit breaker for the ECM OFF. Disconnect the multimeter leads. Use a 151-6320 Wire Removal Tool to remove the jumper wire from the ECM connector. Reinstall the terminal that was removed from connector P2. Pull on the wire in order to verify proper installation of the terminal. Proceed to Test Step 12.

specification. The pull-up voltage is not present at the P2 connector. The ECM appears to have a problem. Repair: Perform the following procedure: Turn the engine control switch to the OFF/RESET position. Switch the 16 amp circuit breaker for the ECM OFF. Disconnect the multimeter leads. Use a 151-6320 Wire Removal Tool to remove the jumper wire from the ECM connector. Reinstall the terminal that was removed from connector P2. Pull on the wire in order to verify proper installation of the terminal. It is unlikely that the ECM has failed. Exit this procedure and perform this procedure again. If the problem is not resolved, temporarily install a new ECM. Refer to Troubleshooting, Replacing the ECM. If the problem is resolved with the new ECM, install the original ECM and verify that the problem returns. If the new ECM operates correctly and the original ECM does not operate correctly, replace the original ECM. Refer to Troubleshooting, Replacing the ECM. STOP. B. Measure the resistance from the ECM ground strap to terminal 68 of harness connector P2. Expected Result: The resistance is greater than 20,000 ohms. Results:
Illustration 333 Terminal box and harness connector P2 (1) ECM ground strap (2) Harness side of the P2 connector
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The signal wire inside the terminal box does not have a short to ground. The signal wire inside the terminal box has an open circuit. There may be a problem with a connector. Repair: Repair the harness or the connector, when possible. Replace the harness, if necessary. STOP.

ohms. The signal wire inside the terminal box has a short to ground. There could be a problem with a connector.
Repair: Repair the harness or the connector, when possible. Replace the harness, if necessary. STOP.
Repair: Repair the harness or the connector, when possible. Replace the harness, if necessary. STOP.
Test Step 13. Measure the Resistance of the Signal Wire Inside the Engine Harness
A. Verify that the P2 connector has been reconnected. Disconnect the P5 connector.

ohms. The signal wire inside the terminal box has a short to ground. There could be a problem with a connector. Repair: Repair the harness or the connector, when possible. Replace the harness, if necessary. STOP.
Illustration 334 Terminal box and harness connector P5 (1) ECM ground strap (2) Terminal boxs side of the P5 connector
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B. Measure the resistance from the ECM ground strap to terminal 29 of harness connector P5. Expected Result: The resistance is greater than 20,000 ohms. Results:
B. Use a 151-6320 Wire Removal Tool to remove terminal 29 from the P5 connector.

The signal wire inside the engine harness does not have a short to ground. The signal wire inside the engine harness has an open circuit. There could be a problem with a connector.
Use a 151-6320 Wire Removal Tool to remove the jumper wire from the terminal boxs connector. Reinstall the terminal that was removed from connector P5. Pull on the wire in order to verify proper installation of the terminal. Repair the harness or the connector, when possible. Replace the harness, if necessary. STOP.
specification. The pull-up voltage is not present at the P5 connector. There may be a problem with a connector or the harness inside the terminal box. The ECM may have a problem. Repair: Perform the following procedure:
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Turn the engine control switch to the OFF/RESET position. Switch the 16 amp circuit breaker for the ECM OFF. Disconnect the multimeter leads. Use a 151-6320 Wire Removal Tool to remove the jumper wire from the terminal boxs connector. Reinstall the terminal that was removed from connector P5. Pull on the wire in order to verify proper installation of the terminal. Proceed to Test Step 15.
C. Insert one end of a jumper wire into the open terminal of the P5 connector. Pull on the jumper wire in order to verify proper installation of the terminal. D. Connect a multimeter lead to the end of the jumper wire that is not inserted into the connector. E. Insert a 7X-1710 Multimeter Probe into terminal 21 of the P5 connector. F. Connect the other multimeter lead to the probe. G. Switch the 16 amp circuit breaker for the ECM ON. Turn the engine control switch to the STOP position. H. Measure the voltage. Expected Result: The voltage is 8.0 2.0 VDC. Results:

pull-up voltage is present at the P5 connector. The signal wire inside the engine harness has a short circuit to a positive voltage source. There could be a problem with a connector. Repair: Perform the following procedure: Turn the engine control switch to the OFF/RESET position. Switch the 16 amp circuit breaker for the ECM OFF. Disconnect the multimeter leads.
Test Step 15. Measure the Pull-Up Voltage at the ECM
Illustration 338 Illustration 337 Harness side of connector P2

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Harness side of connector P2
A. Use a 151-6320 Wire Removal Tool to remove terminal 68 from the P2 connector.
B. Insert one end of a jumper wire into the open terminal of the P2 connector. Pull on the jumper wire in order to verify proper installation of the terminal. C. Connect a multimeter lead to the end of the jumper wire that is not inserted into the connector. D. Insert a 7X-1710 Multimeter Probe into terminal 66 of the P2 connector. E. Connect the other multimeter lead to the probe. F. Switch the 16 amp circuit breaker for the ECM ON. Turn the engine control switch to the STOP position. G. Measure the voltage. Expected Result: The voltage is 8.0 2.0 VDC.
Results:

pull-up voltage is present at the P2 connector. The ECM appears to be OK. The signal wire inside the terminal box has a short circuit to a positive voltage source. There may be a problem with a connector. Repair: Perform the following procedure: Turn the engine control switch to the OFF/RESET position. Switch the 16 amp circuit breaker for the ECM OFF. Disconnect the multimeter leads. Use a 151-6320 Wire Removal Tool to remove the jumper wire from the P2 connector. Reinstall the terminal that was removed from connector P2. Pull on the wire in order to verify proper installation of the terminal. Repair the terminal boxs harness or the connector, when possible. Replace the terminal boxs harness, if necessary. STOP.
If the problem is resolved with the new ECM, install the original ECM and verify that the problem returns. If the new ECM operates correctly and the original ECM does not operate correctly, replace the original ECM. Refer to Troubleshooting, Replacing the ECM. STOP.
i01653028
Thermocouple Test
SMCS Code: 7498-038 System Operation Description: Use this procedure to troubleshoot thermocouples that have diagnostic codes which are active or easily repeated. A thermocouple is installed into the exhaust port of each engine cylinder, the inlet for each turbocharger turbine, and the outlet for each turbocharger turbine. The thermocouples do not require a supply voltage from the ICSM. Each thermocouple has two wires. Each thermocouple develops a low voltage signal that is detected by the ICSM. A -03 diagnostic code may be caused by a thermocouple wire that has a short circuit to a high voltage. A -03 diagnostic code may also occur if the thermocouples voltage is above an acceptable range. A -04 diagnostic code may be caused by a thermocouple wire that has a short circuit to a low voltage. A -04 diagnostic code may also occur if the thermocouple has a short to ground. A -05 diagnostic code may be caused by a thermocouples circuit that has a low current flow. A -05 diagnostic code may also occur if there is an open circuit. A diagnostic code is probably caused by a problem with a harness connector or a wiring problem. The next likely cause is a faulty thermocouple. The least likely cause is a problem with the ICSM. Logged diagnostic codes provide an historical record. Before you begin this procedure, use ET to print the logged codes to a file. This troubleshooting procedure may generate additional diagnostic codes. Keep your mind on correcting the cause of the original diagnostic code. Clear the diagnostic codes after the problem is resolved.
specification. The incorrect pull-up voltage is present at the P2 connector. The ECM appears to have a problem. Repair: Perform the following procedure: Disconnect the multimeter leads.
Use a 151-6320 Wire Removal Tool to remove the jumper wire from the P2 connector. Reinstall the terminal that was removed from connector P2. Pull on the wire in order to verify proper installation of the terminal. Turn the engine control switch to the OFF/RESET position. Switch the 16 amp circuit breaker for the ECM OFF. It is unlikely that the ECM has failed. Exit this procedure and perform this procedure again. If the problem is not resolved, temporarily install a new ECM. Refer to Troubleshooting, Replacing the ECM.
Illustration 339 Schematic for the circuit of the thermocouples for the 12 cylinder engine
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Illustration 340 Schematic for the circuit of the thermocouples for the 16 cylinder engine
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A. Turn the engine control switch to the OFF/RESET position. Switch the 16 amp circuit breaker for the ECM OFF. Note: For the following steps, refer to Troubleshooting, Inspecting Electrical Connectors. Note: Illustrations 341 and 342 show one side of the engine. The other side of the engine is similar.
Illustration 341 Left side of the engine (1) ICSM (2) 20-pin connector P72 for the thermocouples
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Illustration 342 Right side view of the engine
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(3) Thermocouple for the outlet of the turbocharger turbine (4) Thermocouple for the inlet of the turbocharger turbine (5) Thermocouple for the exhaust port of a cylinder (6) Connector for the thermocouple for the turbocharger inlet (7) Connector for the thermocouple for the turbocharger outlet (8) Connector for the thermocouple for the exhaust port (9) Thermocouple harness to the ICSM
B. Thoroughly inspect the following connectors for moisture, corrosion, and contamination:
20-pin connectors on the Integrated

Combustion Sensing Modules
Connectors for the thermocouple

C. Verify that all of the connectors are completely connected. Verify that terminals in the suspect thermocouples connector are completely inserted into the connector. D. Check the harness and wiring for abrasion and pinch points from the suspect thermocouple to the ICSM.
Expected Result: All of the connectors are free of moisture, corrosion and contamination. All of the connectors are completely connected. The terminals in the suspect thermocouples connector are completely inserted into the connector. The harness and wiring are free of corrosion, abrasion and pinch points. Results:
Table 45
Diagnostic Code 1489-03 1489-04 1489-05 1490-03 1490-04 1490-05 1491-03 1491-04 1491-05 1492-03 1492-04 1492-05 1531-03 through 1546-03
Description Left Turbo Turbine Out Temp Sens short to +batt Left Turbo Turbine Out Temp Sens short to Ground Left Turbo Turbine Out Temp Sens open circuit Right Turbo Turbine Out Temp Sens short to +batt Right Turbo Turbine Out Temp Sens short to ground Right Turbo Turbine Out Temp Sens open circuit Right Turbo Turbine Out Temp Sens short to +batt Right Turbo Turbine Out Temp Sens short to ground Right Turbo Turbine Out Temp Sens open circuit Left Turbo Turbine Out Temp Sens short to +batt Left Turbo Turbine Out Temp Sens short to ground Left Turbo Turbine Out Temp Sens open circuit Cylinder #1 Exhaust Port Temp Sensor sort to +batt through Cylinder #16 Exhaust Port Temp Sensor sort to +batt Cylinder #1 Exhaust Port Temp Sensor short to ground through Cylinder #16 Exhaust Port Temp Sensor short to ground Cylinder #1 Exhaust Port Temp Sensor open circuit through Cylinder #16 Exhaust Port Temp Sensor open circuit

Not OK The components are not in good condition and/or at least one connection is improper.
Repair: Perform the necessary repairs and/or replace parts, if necessary. Verify that the repair eliminates the problem. STOP.

A. Switch the 16 amp circuit breaker for the ECM ON. Turn the engine control switch to the STOP position. B. Observe the Active Diagnostic screen on ET. Wait at least 30 seconds so that any codes may become activated. Look for the codes that are listed in Table 45:
1531-04 through 1546-04
1531-05 through 1546-05
Expected Result: None of the above codes are active. Results:
No active codes The problem seems to be
resolved. There are no active codes. The thermocouples are operating correctly at this time. Repair: The initial diagnostic code was probably caused by a poor electrical connection in one of the harness connectors. Resume normal operation. STOP.
Active 03 short to +batt There is an active
short to +batt diagnostic code. Proceed to Test Step 3. short to ground diagnostic code. Proceed to Test Step 3.
Active 04 short to ground There is an active
5. Observe the Active Diagnostic screen on ET. Wait at least 30 seconds so that any codes may become activated. If the active short circuit diagnostic code recurs, the thermocouple is the source of the problem. 6. Turn the engine control switch to the OFF/RESET position. Switch the 16 amp circuit breaker for the ECM OFF. 7. Temporarily connect a new thermocouple to the harness. Do not install the thermocouple onto the engine. 8. Switch the 16 amp circuit breaker for the ECM ON. Turn the engine control switch to the STOP position. 9. Observe the Active Diagnostic screen on ET. Wait at least 30 seconds so that any codes may become activated. If the active short circuit diagnostic code does not recur, replace the thermocouple. The correct torque for a thermocouple is 12 3 Nm (9 2 lb ft). Clear all of the logged diagnostic codes. Verify that the problem is resolved. STOP.
Active 05 open circuit There is an active open

circuit diagnostic code. Proceed to Test Step 4.
Test Step 3. Disconnect the Sensor in Order to Create an Open Circuit

A. Turn the engine control switch to the OFF/RESET position. Switch the 16 amp circuit breaker for the ECM OFF. B. Disconnect the thermocouple that has the short circuit diagnostic code. C. Switch the 16 amp circuit breaker for the ECM ON. Turn the engine control switch to the STOP position. D. Observe the Active Diagnostic screen on ET. Wait at least 30 seconds so that any codes may become activated. Expected Result: An open circuit diagnostic code was generated for the suspect thermocouple. Results:
Not OK Before the suspect thermocouple was

disconnected, there was an active short circuit diagnostic code. After the thermocouple was disconnected, the active short circuit diagnostic code remained. If the problem is on the left side of the engine, proceed to Test Step 5. If the problem is on the right side of the engine, proceed to Test Step 6.
OK Before the suspect thermocouple was
disconnected, there was an active short circuit diagnostic code. After the thermocouple was disconnected, there was an active open circuit diagnostic code. Repair: Perform the following procedure: 1. Turn the engine control switch to the OFF/RESET position. Switch the 16 amp circuit breaker for the ECM OFF. 2. Thoroughly inspect the thermocouples connectors for moisture. Inspect the seals for the connectors. 3. Reconnect the thermocouple to the harness. 4. Switch the 16 amp circuit breaker for the ECM ON. Turn the engine control switch to the STOP position.
Test Step 4. Create a Short Circuit at the Connector for the Thermocouple
A. Switch the 16 amp circuit breaker for the ECM ON. Turn the engine control switch to the STOP position. B. Fabricate a jumper wire with the appropriate terminals on each end. Note: Observe the Active Diagnostic screen on ET before installing the jumper wire and after installing the jumper wire.
Not OK A short circuit diagnostic code is not
active when the jumper wire is connected. The open circuit diagnostic code remains active at all times. The engine harness or the ICSM appears to have a problem. If the problem is on the left side of the engine, proceed to Test Step 5. If the problem is on the right side of the engine, proceed to Test Step 6.
Test Step 5. Check the Operation of the Left Side ICSM

Illustration 343 Harness connectors for the thermocouples (2) Negative wire for the turbochargers thermocouple (1) Positive wire for the turbochargers thermocouple (A) Negative wire for the exhaust ports thermocouple (B) Positive wire for the exhaust ports thermocouple (C) This terminal is not used.
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C. Create a short circuit by inserting the jumper wire into the harness connector for the suspect thermocouple. If the connector has two terminals, insert one end of the jumper wire into each terminal. If the connector has three terminals, insert one end of the jumper wire into terminal (A) and insert the other end of the jumper wire into terminal (B). The jumper wire must remain connected in this manner for at least 30 seconds. D. Remove the jumper wire from the engine harness. The jumper wire must be removed for at least 30 seconds. Expected Result: A short circuit diagnostic code becomes active when the jumper wire is connected to the engine harness for 30 seconds. An open circuit diagnostic code becomes active when the jumper wire is removed from the engine harness for 30 seconds. Results:
Illustration 344 View of the center of the left side of the engine (1) ICSM (2) 20-pin connector P72 for the thermocouples on the left side of the engine
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B. Disconnect connector (P72) from the ICSM. Thoroughly inspect connectors P72 and J72 for moisture, corrosion, and contamination. Note: When P72 is disconnected from the ICSM, numerous open circuit codes for the thermocouples will become active. Keep your mind on the diagnostic code for the suspect thermocouple. C. Switch the 16 amp circuit breaker for the ECM ON. Turn the engine control switch to the STOP position. Wait at least 30 seconds so that any codes may become activated. Open circuit diagnostic codes for the thermocouples on the left side of the engine should activate. An open circuit diagnostic code for the suspect thermocouple should also be activated.
OK A short circuit diagnostic code becomes

active when the jumper wire is connected. An open circuit diagnostic code becomes active when the jumper wire is removed. The engine harness and the ICSM appear to be functioning properly. Repair: To verify that the thermocouple is faulty, reconnect the suspect thermocouple for at least 30 seconds. If the open circuit diagnostic code returns, replace the thermocouple. Tighten the new thermocouple to 12 3 Nm (9 2 lb ft). Verify that the new thermocouple does not create a diagnostic code. STOP.
D. Turn the engine control switch to the OFF/RESET position. Switch the 16 amp circuit breaker for the ECM OFF. E. Refer to Table 46 for the terminal locations for the 12 cylinder engine and the 16 cylinder engine. Determine the positive terminal and the negative terminal for the suspect thermocouple.
Table 46
20-Pin Connector Terminal J72 B C M N P D F E H G R Q V U A L K T J S + + + + + + + + + + -
Cylinder Number or Turbocharger 12 Cylinder Left Bank 2 16 Cylinder Left Bank 2
10
10
12
12
N/A
14
Illustration 345
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N/A
16
20-pin connector J72 for the ICSM
Inlet for the Turbocharger Turbine Outlet for the Turbocharger Turbine
F. Connect one end of a jumper wire to the appropriate positive terminal on connector J72. Connect the other end of the jumper wire to the appropriate negative terminal on connector J72. G. Switch the 16 amp circuit breaker for the ECM ON. Turn the engine control switch to the STOP position. Wait at least 30 seconds so that any codes may become activated. A short circuit diagnostic code for the suspect sensor should be activated. Expected Result: An open circuit diagnostic code for the suspect thermocouple is activated when P72 is disconnected from the ICSM. A short circuit diagnostic code becomes active when the jumper wire is connected for at least 30 seconds.
Results:
OK Active diagnostic codes are created

according to the above steps. The ICSM appears to be working properly. There appears to be a problem with the left side harness for the thermocouples. Repair: Repair any faulty wiring and/or connectors, when possible. Replace any faulty wiring and/or connectors, if necessary. Clear any diagnostic codes. Verify that the condition is resolved. STOP.
Not OK Active diagnostic codes are not created

according to the above steps. The ICSM does not respond properly when connector P72 is removed and when the jumper wire is connected. The ICSM may have a problem. Repair: It is unlikely that the ICSM has failed. Exit this procedure and perform this procedure again. If the problem is not resolved, perform the following procedure: Temporarily install a new ICSM. Refer to Troubleshooting, Replacing the ICSM. If the problem is resolved with a new ICSM, install the original ICSM and verify that the problem returns. If the new ICSM operates correctly and the original ICSM does not work correctly, replace the original ICSM. Refer to Troubleshooting, Replacing the ICSM. STOP.
Illustration 346 View of the center of the right side of the engine
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(1) ICSM (2) 20-pin connector P82 for the thermocouples on the right side of the engine
B. Disconnect connector P82 from the ICSM. Thoroughly inspect connectors P82 and J82 for moisture, corrosion, and contamination. Note: When P82 is disconnected from the ICSM, numerous open circuit codes for the thermocouples will become active. Keep your mind on the diagnostic code for the suspect thermocouple. C. Switch the 16 amp circuit breaker for the ECM ON. Turn the engine control switch to the STOP position. Wait at least 30 seconds so that any codes may become activated. Open circuit diagnostic codes for the thermocouples on the right side of the engine should activate. An open circuit diagnostic code for the suspect thermocouple should also be activated. D. Turn the engine control switch to the OFF/RESET position. Switch the 16 amp circuit breaker for the ECM OFF. E. Refer to Table 47 for the terminal locations for the 12 cylinder engine and the 16 cylinder engine. Determine the positive terminal and the negative terminal for the suspect thermocouple.
Test Step 6. Check the Operation of the Right Side ICSM

Table 47
20-Pin Connector J82 Terminal B C M N P D F E H G R Q V U A L K T J S + + + + + + + + + + -
Cylinder Number or Turbocharger 12 Cylinder Right Bank 1 16 Cylinder Right Bank 1
11
11
N/A
13
N/A
15
Illustration 347 20-pin connector J82 on the ICSM
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F. Connect one end of a jumper wire to the appropriate positive terminal on connector J82. Connect the other end of the jumper wire to the appropriate negative terminal on connector J82. G. Switch the 16 amp circuit breaker for the ECM ON. Turn the engine control switch to the STOP position. Wait at least 30 seconds so that any codes may become activated. An active short circuit diagnostic code for the suspect sensor should be activated. Expected Result: An open circuit diagnostic code for the suspect thermocouple is activated when P82 is disconnected from the ICSM. A short circuit diagnostic code becomes active when the jumper wire is connected for at least 30 seconds.
Results:
OK Active diagnostic codes are created

according to the above steps. The ICSM appears to be working properly. There appears to be a problem with the left side harness for the thermocouples. Repair: Repair any faulty wiring and/or connectors, when possible. Replace the harness, if necessary. Clear any diagnostic codes. Verify that the condition is resolved. STOP.
Logged diagnostic codes provide an historical record. Before you begin this procedure, use ET to print logged codes to a file.
Not OK Active diagnostic codes are not created

according to the above steps. The ICSM does not respond properly when connector P82 is removed and when the jumper wire is connected. The ICSM may have a problem. Repair: It is unlikely that the ICSM has failed. Exit this procedure and perform this procedure again. If the problem is not resolved, perform the following procedure: Temporarily install a new ICSM. Refer to Troubleshooting, Replacing the ICSM. If the problem is resolved with a new ICSM, install the original ICSM and verify that the problem returns. If the new ICSM operates correctly and the original ICSM does not operate correctly, replace the original ICSM. Refer to Troubleshooting, Replacing the ICSM. STOP.
i01645648
Wastegate Solenoid
SMCS Code: 1057-038 System Operation Description: The ECM controls the wastegate actuator by adjusting the current flow through the actuators solenoid. The 526-05 diagnostic code is probably caused by a problem with an electrical connector or an open circuit in a harness. Under certain circumstances, the 526-05 diagnostic code can occur if the low side wire is shorted to ground. The next likely cause is an open circuit inside the actuator solenoid. The least likely cause is a problem with the ECM. The 526-06 diagnostic code is probably caused by a problem with an electrical connector or a short circuit in a harness. The next likely cause is a short circuit inside the actuator solenoid. The least likely cause is a problem with the ECM.
Illustration 348 Schematic of the circuit for the wastegate actuator The ECM is connected to the wastegate actuator via the J5/P5 connectors on the terminal box.
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Note: This step is important for troubleshooting a problem with instability. A. Turn the engine control switch to the OFF position. Switch the 16 amp circuit breaker for the ECM OFF. Note: For the following steps, refer to Troubleshooting, Inspecting Electrical Connectors.
Illustration 350 Left side view of the engine (4) Wastegate actuator (5) P526/J526 connectors for the wastegate actuator
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Illustration 349
(1) ECM connectors J2/P2 (2) J5/P5 connectors for the harness from the left side of the engine (3) 16 amp circuit breaker
(J2/P2) ECM connectors (J5/P5) connectors on the terminal box (P526/J526) connectors for the wastegate
actuator
a. Check the torque of the Allen head screw for the ECM connector and the P5 connector. The proper torque is 6 1 Nm (55 9 lb in).
Results:


Illustration 351 ECM P2 connector (P2-8) High side wire for the wastegate actuator (P2-9) Low side wire for the wastegate actuator
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A. Turn the engine control switch to the OFF/RESET position. Switch the 16 amp circuit breaker for the ECM OFF. B. Disconnect connector P2 from the ECM.
Illustration 352 Terminal box P5 connector (P5-39) Low side wire for the wastegate actuator (P5-47) High side wire for the wastegate actuator
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Illustration 353 ECM side of connector P2 (P2-8) High side wire for the wastegate actuator (P2-9) Low side wire for the wastegate actuator
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b. Perform a 45 N (10 lb) pull test on the four wires that are associated with the circuit for the wastegate actuator. c. Thoroughly inspect connectors (P526/J526) for the wastegate actuator for moisture and contamination. Check the harness and wiring for abrasion and pinch points from the wastegate actuator to the ECM. Expected Result: All of the connectors and terminals are connected properly. The connectors are free of moisture and corrosion. The wiring is free of abrasion and pinch points.

Test Step 4. Check the Low Side Wiring Inside the Engine Harness for a Short to Ground
Illustration 355 (1) Ground Strap for the ECM (P5-39) Low side wire for the wastegate actuator Illustration 354 ECM side of connector P2 (1) Ground strap for the ECM (P2-9) Low side wire for the wastegate actuator
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OK The resistance measurement is greater than

20,000 ohms. The low side wire for the wastegate actuator appears to be OK. Proceed to Test Step 12.

than 20,000 ohms. There is a problem with the low side wire for the wastegate actuator. Proceed to Test Step 4.


A. Disconnect connector P526 from the wastegate actuator.
Repair: Replace the solenoid. Refer to Operation and Maintenance Manual, Electrohydraulic Actuator - Recondition. . STOP.
Illustration 357 Harness connector P5 (P5-39) Low side wire for the wastegate actuator (P5-47) High side wire for the wastegate actuator
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Illustration 356 (1) Solenoid for the wastegate actuator (2) Solenoid connector (J526-B) Low side (Shell) Shell for the connector
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than 10.3 ohms. The resistance of the solenoid is incorrect. The solenoid has an open circuit. Repair: Replace the solenoid. Refer to Operation and Maintenance Manual, Electrohydraulic Actuator - Recondition. STOP.
Illustration 359 ECM side of the ECM P2 connector (P2-8) High side wire for the wastegate actuator (P2-9) Low side wire for the wastegate actuator
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Illustration 358 (1) Solenoid on the wastegate actuator (2) Solenoid connector (J526-B) Low side (J526-A) High side
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B. Measure the resistance between terminals (B) and (A) on the connector for the wastegate actuator (J526). Expected Result: The resistance is between 5.0 and 10.3 ohms. Results:



Illustration 360 The side of connector P5 that faces the terminal box (P5-39) Low side wire for the wastegate actuator (P5-47) High side wire for the wastegate actuator
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B. Measure the resistance between harness connector P5 terminal (39) and terminal (47). During this measurement, wiggle the harnesses in order to check for an intermittent problem with the harness. Be sure to wiggle the harnesses near each of the connectors. Expected Result:
Illustration 361
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The resistance is between 5.0 and 20.6 ohms. Results:
(1) Solenoid on the wastegate actuator (2) Connector on the solenoid (J526-B) Low side (J526-A) High side
B. Measure the resistance between terminals (B) and (A) on the connector for the wastegate actuator (J526). Expected Result: The resistance is between 5.0 and 10.3 ohms. Results:




than 5.0 ohms. The resistance of the solenoid is incorrect. Repair: Replace the solenoid. Refer to Operation and Maintenance Manual, Electrohydraulic Actuator - Recondition. STOP.
Repair: Perform the following procedure: Turn the engine control switch to the OFF position. Switch the 16 amp circuit breaker for the ECM OFF. Reinstall the terminals that were removed from connector P2. Pull on the wires in order to verify proper installation of the terminals. Reconnect all of the connectors. Verify that the problem is resolved. STOP.
526-05 diagnostic code was not generated. The ECM may have a problem. Repair: It is unlikely that the ECM has failed. Exit this procedure and perform this procedure again. If the problem is not resolved, perform the following procedure:
Illustration 362 Harness connector P2 (P2-8) High side of the wastegate actuator (P2-9) Low side of the wastegate actuator
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Temporarily install a new ECM. Refer to Troubleshooting, Replacing the ECM. If the problem is resolved with a new ECM, install the original ECM and verify that the problem returns. If the new ECM operates correctly and the original ECM does not operate correctly, replace the original ECM. Follow the instructions in Troubleshooting, Replacing the ECM. STOP.
C. Use a 151-6320 Wire Removal Tool to remove terminal (8) and terminal (9) from harness connector P2. This will replace the wiring for the wastegate actuator with an open circuit. D. Switch the 16 amp circuit breaker for the ECM ON. E. If a 526-05 diagnostic code and/or a 526-06 diagnostic code is logged, clear the code. F. Turn the engine control switch to the START position and crank the engine. Allow a minimum of 30 seconds for the generation of any codes. Then turn the engine control switch to the STOP position. G. Observe the Active Diagnostic screen on ET. Look for a 526-05 diagnostic code. Expected Result: A 526-05 diagnostic code is displayed on the ET. Results:
OK When an open circuit was created, a

526-05 diagnostic code was generated. The ECM is operating correctly. The problem appears to be resolved. The initial diagnostic code was probably caused by a poor electrical connection.
Results:
OK When the wiring for the wastegate actuator

was replaced with a short circuit, a 526-06 diagnostic code was generated by the ECM. The ECM is operating correctly. The problem appears to be resolved. The initial diagnostic code was probably caused by a poor electrical connection. Repair: Perform the following procedure: Turn the engine control switch to the OFF position. Switch the 16 amp circuit breaker for the ECM OFF.
Illustration 363 Harness connector P2 (8) High side of the wastegate actuator (9) Low side of the wastegate actuator
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Remove the jumper wire from the P2 connector. Reinstall the terminals that were removed from connector P2. Pull on the wires in order to verify proper installation of the terminals. Reconnect all of the connectors. Verify that the problem is resolved. STOP.
C. Use a 151-6320 Wire Removal Tool to remove terminal (8) and terminal (9) from harness connector P2. D. Use a jumper wire that is 125 25 mm (5.0 1.0 inch) long with Deutsch sockets on the ends. Insert one end of the jumper wire into the open terminal (8) of the P2 connector. Verify that the socket is making contact with pin 8 in the J2 connector. E. Insert the other end of the jumper wire into the open terminal (9) of the P2 connector. Verify that the socket is making contact with pin 9 in the J2 connector. This will replace the wiring for the wastegate actuator with a short circuit. F. Switch the 16 amp circuit breaker for the ECM ON. G. If a 526-05 diagnostic code and/or a 526-06 diagnostic code is logged, clear the code. H. Turn the engine control switch to the START position and crank the engine. Allow a minimum of 30 seconds for the generation of any codes. Then turn the engine control switch to the STOP position. I. Observe the Active Diagnostic screen on ET. Look for a 526-06 diagnostic code. Expected Result: A 526-06 diagnostic code is displayed on the ET.
Not OK When the wiring for the wastegate

actuator was replaced with a short circuit, a 526-06 diagnostic code was not generated by the ECM. The ECM may have a problem. Repair: It is unlikely that the ECM has failed. Exit this procedure and perform this procedure again. If the problem is not resolved, perform the following procedure: Temporarily install a new ECM. Refer to Troubleshooting, Replacing the ECM. If the problem is resolved with a new ECM, install the original ECM and verify that the problem returns. If the new ECM operates correctly and the original ECM does not operate correctly, replace the original ECM. Follow the instructions in Troubleshooting, Replacing the ECM. STOP.
422 Index Section
Index
Numerics +5V Sensor Voltage Supply................................. 200 +8V Sensor Voltage Supply................................. 212 A Air Starting Motor .................................................. 31 Probable Causes ............................................... 31 Recommended Repairs ..................................... 32 Air/Fuel Pressure Module .................................... 223 Analog Sensor Signal .......................................... 230 C Choke Actuator Solenoid..................................... 240 Combustion Sensor ............................................. 249 Crankcase Pressure (High) ................................... 32 Probable Causes ............................................... 32 Recommended Repairs ..................................... 33 Customer Passwords............................................. 22 Cylinder Firing Pulse ........................................... 256 D Desired Speed Input (4 - 20 mA)......................... 271 Detonation ............................................................. 33 Probable Causes ............................................... 33 Recommended Repairs ..................................... 33 Detonation Sensors ............................................. 278 Diagnostic Codes .................................................. 64 Active Diagnostic Codes .................................... 65 Logged Diagnostic Codes.................................. 65 Diagnostic Functional Tests................................. 200 Driven Equipment .................................................. 34 Probable Causes ............................................... 34 Recommended Repairs ..................................... 34 E E004 Engine Overspeed Shutdown .................... E013 High Crankcase Pressure Shutdown ......... E016 High Engine Coolant Temperature Shutdown........................................................... E017 High Engine Coolant Temperature Warning ............................................................. E019 High Engine Oil Temperature Shutdown .... E020 High Engine Oil Temperature Warning....... E026 High Inlet Air Temperature Shutdown ........ E027 High Inlet Air Temperature Warning ........... E038 Low Engine Coolant Temperature Warning ............................................................. E040 Low Engine Oil Pressure Shutdown........... E042 Low System Voltage Shutdown.................. 151 151 151 151 152 152 152 153 153 153 153 E043 Low System Voltage Warning .................... E050 High System Voltage Warning ................... E096 High Fuel Pressure .................................... E100 Low Engine Oil Pressure Warning ............. E101 High Crankcase Pressure Warning ............ E127 Engine Oil Filter Diff Pressure Low Warning ............................................................. E128 Engine Oil Filter Diff Pressure Low Shutdown........................................................... E129 Engine Oil Filter Diff Pressure High Warning ............................................................. E130 Engine Oil Filter Diff Pressure High Shutdown........................................................... E135 Low Jacket Water Pressure Shutdown....... E200 Continuous Cylinder Misfire ....................... E201 Cylinder #1 Intermittent Misfire .................. E202 Cylinder #2 Intermittent Misfire .................. E203 Cylinder #3 Intermittent Misfire .................. E204 Cylinder #4 Intermittent Misfire .................. E205 Cylinder #5 Intermittent Misfire .................. E206 Cylinder #6 Intermittent Misfire .................. E207 Cylinder #7 Intermittent Misfire .................. E208 Cylinder #8 Intermittent Misfire .................. E209 Cylinder #9 Intermittent Misfire .................. E210 Cylinder #10 Intermittent Misfire ................ E211 Cylinder #11 Intermittent Misfire ................ E212 Cylinder #12 Intermittent Misfire ................ E213 Cylinder #13 Intermittent Misfire ................ E214 Cylinder #14 Intermittent Misfire ................ E215 Cylinder #15 Intermittent Misfire ................ E216 Cylinder #16 Intermittent Misfire ................ E223 High Gas Temperature ............................... E224 High Jacket Water Inlet Pressure............... E225 Engine Overcrank ...................................... E226 Driven Equipment Not Ready..................... E229 Fuel Energy Content Setting Low .............. E230 Fuel Energy Content Setting High.............. E231 Fuel Quality Out of Range.......................... E233 Low Engine Pre-Lube Pressure ................. E242 Engine Overload ........................................ E243 High Left Turbo Turbine Outlet Temperature....................................................... E244 High Right Turbo Turbine Outlet Temperature....................................................... E245 High Right Turbo Turbine Inlet Temperature....................................................... E246 High Left Turbo Turbine Inlet Temperature.. E264 Emergency Stop Activated ......................... E266 Low Hydrax Oil Pressure ........................... E268 Unexpected Engine Shutdown ................... E269 Customer Shutdown Requested ................ E270 Driven Equipment Shutdown Requested ... E337 High Engine Oil to Engine Coolant Diff Temp .................................................................. E401 Cylinder #1 Detonation............................... E402 Cylinder #2 Detonation............................... E403 Cylinder #3 Detonation............................... E404 Cylinder #4 Detonation............................... 154 154 154 154 155 155 155 156 156 156 157 157 157 157 158 158 158 159 159 159 159 160 160 160 160 161 161 161 162 162 162 162 163 163 163 163 164 164 164 165 165 165 166 166 166 166 167 167 167 168
423 Index Section
E405 Cylinder #5 Detonation............................... E406 Cylinder #6 Detonation............................... E407 Cylinder #7 Detonation............................... E408 Cylinder #8 Detonation............................... E409 Cylinder #9 Detonation............................... E410 Cylinder #10 Detonation............................. E411 Cylinder #11 Detonation............................. E412 Cylinder #12 Detonation............................. E413 Cylinder #13 Detonation............................. E414 Cylinder #14 Detonation............................. E415 Cylinder #15 Detonation............................. E416 Cylinder #16 Detonation............................. E421 Cylinder #1 Detonation Shutdown.............. E422 Cylinder #2 Detonation Shutdown.............. E423 Cylinder #3 Detonation Shutdown.............. E424 Cylinder #4 Detonation Shutdown.............. E425 Cylinder #5 Detonation Shutdown.............. E426 Cylinder #6 Detonation Shutdown.............. E427 Cylinder #7 Detonation Shutdown.............. E428 Cylinder #8 Detonation Shutdown.............. E429 Cylinder #9 Detonation Shutdown.............. E430 Cylinder #10 Detonation Shutdown............ E431 Cylinder #11 Detonation Shutdown............ E432 Cylinder #12 Detonation Shutdown............ E433 Cylinder #13 Detonation Shutdown............ E434 Cylinder #14 Detonation Shutdown............ E435 Cylinder #15 Detonation Shutdown............ E436 Cylinder #16 Detonation Shutdown............ E601 Cylinder #1 Continuous Misfire .................. E602 Cylinder #2 Continuous Misfire .................. E603 Cylinder #3 Continuous Misfire .................. E604 Cylinder #4 Continuous Misfire .................. E605 Cylinder #5 Continuous Misfire .................. E606 Cylinder #6 Continuous Misfire .................. E607 Cylinder #7 Continuous Misfire .................. E608 Cylinder #8 Continuous Misfire .................. E609 Cylinder #9 Continuous Misfire .................. E610 Cylinder #10 Continuous Misfire ................ E611 Cylinder #11 Continuous Misfire ................ E612 Cylinder #12 Continuous Misfire ................ E613 Cylinder #13 Continuous Misfire ................ E614 Cylinder #14 Continuous Misfire ................ E615 Cylinder #15 Continuous Misfire ................ E616 Cylinder #16 Continuous Misfire ................ E801 Cylinder #1 High Exhaust Port Temp ......... E802 Cylinder #2 High Exhaust Port Temp ......... E803 Cylinder #3 High Exhaust Port Temp ......... E804 Cylinder #4 High Exhaust Port Temp ......... E805 Cylinder #5 High Exhaust Port Temp ......... E806 Cylinder #6 High Exhaust Port Temp ......... E807 Cylinder #7 High Exhaust Port Temp ......... E808 Cylinder #8 High Exhaust Port Temp ......... E809 Cylinder #9 High Exhaust Port Temp ......... E810 Cylinder #10 High Exhaust Port Temp ....... E811 Cylinder #11 High Exhaust Port Temp ....... E812 Cylinder #12 High Exhaust Port Temp ....... E813 Cylinder #13 High Exhaust Port Temp ....... E814 Cylinder #14 High Exhaust Port Temp ....... E815 Cylinder #15 High Exhaust Port Temp ....... E816 Cylinder #16 High Exhaust Port Temp ....... E821 Cyl #1 Exhaust Port Temp Deviating High.. E822 Cyl #2 Exhaust Port Temp Deviating High.. E823 Cyl #3 Exhaust Port Temp Deviating High..
168 168 168 169 169 169 169 170 170 170 170 171 171 171 171 172 172 172 173 173 173 173 174 174 174 175 175 175 175 176 176 176 177 177 177 177 178 178 178 178 179 179 179 180 180 180 181 181 181 182 182 183 183 183 184 184 185 185 185 186 186 187 187
E824 Cyl #4 Exhaust Port Temp Deviating High.. 187 E825 Cyl #5 Exhaust Port Temp Deviating High.. 188 E826 Cyl #6 Exhaust Port Temp Deviating High.. 188 E827 Cyl #7 Exhaust Port Temp Deviating High.. 189 E828 Cyl #8 Exhaust Port Temp Deviating High.. 189 E829 Cyl #9 Exhaust Port Temp Deviating High.. 189 E830 Cyl #10 Exhaust Port Temp Deviating High ................................................................... 190 E831 Cyl #11 Exhaust Port Temp Deviating High ................................................................... 190 E832 Cyl #12 Exhaust Port Temp Deviating High ................................................................... 191 E833 Cyl #13 Exhaust Port Temp Deviating High ................................................................... 191 E834 Cyl #14 Exhaust Port Temp Deviating High ................................................................... 191 E835 Cyl #15 Exhaust Port Temp Deviating High ................................................................... 192 E836 Cyl #16 Exhaust Port Temp Deviating High ................................................................... 192 E841 Cyl #1 Exhaust Port Temp Deviating Low .. 193 E842 Cyl #2 Exhaust Port Temp Deviating Low .. 193 E843 Cyl #3 Exhaust Port Temp Deviating Low .. 193 E844 Cyl #4 Exhaust Port Temp Deviating Low .. 194 E845 Cyl #5 Exhaust Port Temp Deviating Low .. 194 E846 Cyl #6 Exhaust Port Temp Deviating Low .. 195 E847 Cyl #7 Exhaust Port Temp Deviating Low .. 195 E848 Cyl #8 Exhaust Port Temp Deviating Low .. 195 E849 Cyl #9 Exhaust Port Temp Deviating Low .. 196 E850 Cyl #10 Exhaust Port Temp Deviating Low.. 196 E851 Cyl #11 Exhaust Port Temp Deviating Low.. 197 E852 Cyl #12 Exhaust Port Temp Deviating Low.. 197 E853 Cyl #13 Exhaust Port Temp Deviating Low.. 197 E854 Cyl #14 Exhaust Port Temp Deviating Low.. 198 E855 Cyl #15 Exhaust Port Temp Deviating Low.. 198 E856 Cyl #16 Exhaust Port Temp Deviating Low.. 199 ECM Output Circuit (Fuel Control)....................... 292 ECM Output Circuit (Prelubrication Oil Pump) .... 304 ECM Output Circuit (Starting Motor) ................... 317 ECM Status Indicator Output............................... 327 ECM Will Not Accept Factory Passwords.............. 35 Probable Causes ............................................... 35 Recommended Repairs ..................................... 35 Electrical Connectors and Functions..................... 12 Harness Wire Identification ................................ 12 Sensors.............................................................. 14 Terminal Box ...................................................... 13 Electrical Power Supply....................................... 334 Electrohydraulic System Oil Pressure (Low) ......... 35 Probable Causes ............................................... 35 Recommended Repairs ..................................... 35 Electronic Service Tool Will Not Communicate with ECM or ICSM....................................................... 36 Probable Causes ............................................... 36 Recommended Repairs ..................................... 36 Electronic Service Tools ........................................ 18 Electronic Technician (ET) ................................. 20 Electronic Troubleshooting .................................... 10 Engine Coolant Temperature (High) ...................... 37 Probable Causes ............................................... 37 Recommended Repairs ..................................... 37
424 Index Section
Engine Coolant Temperature (Low) ....................... 39 Probable Causes ............................................... 39 Recommended Repairs ..................................... 39 Engine Cranks but Will Not Start ........................... 39 Probable Causes ............................................... 39 Recommended Repairs ..................................... 39 Engine Misfires, Runs Rough or Is Unstable ......... 41 Probable Causes ............................................... 41 Recommended Repairs ..................................... 41 Engine Monitoring System .................................... 21 Engine Oil Filter Differential Pressure ................... 43 Probable Causes ............................................... 43 Recommended Repairs ..................................... 43 Engine Oil Pressure (Low)..................................... 43 Probable Causes ............................................... 43 Recommended Repairs ..................................... 43 Engine Oil Temperature (High) .............................. 44 Probable Causes ............................................... 44 Recommended Repairs ..................................... 44 Engine Overcrank.................................................. 45 Probable Causes ............................................... 45 Recommended Repairs ..................................... 45 Engine Overload.................................................... 46 Probable Causes ............................................... 46 Recommended Repairs ..................................... 46 Engine Overspeed................................................. 46 Probable Causes ............................................... 46 Recommended Repairs ..................................... 46 Engine Pre-Lube Pressure (Low) .......................... 47 Probable Causes ............................................... 47 Recommended Repairs ..................................... 47 Engine Shutdown .................................................. 48 Probable Causes ............................................... 48 Recommended Repairs ..................................... 48 Engine Shutdown (Unexpected)............................ 48 Probable Causes ............................................... 48 Recommended Repair ....................................... 48 Engine Shutdown without a Diagnostic Code........ 50 Probable Causes ............................................... 50 Recommended Repairs ..................................... 50 Engine Speed/Timing Sensor.............................. 341 Engine Starts but Stalls Immediately..................... 50 Probable Causes ............................................... 50 Recommended Repairs ..................................... 50 Event Codes ........................................................ 149 Active Event Codes.......................................... 150 Diagnostic Codes and Event Codes ................ 150 Logged Event Codes ....................................... 150 Operator Information........................................ 150 Other Symptoms .............................................. 150 Troubleshooting................................................ 149 Excessive Engine Oil Consumption....................... 51 Probable Causes ............................................... 51 Recommended Repairs ..................................... 51 Exhaust Emission Too High/Fuel Consumption Too High ..................................................................... 52 Probable Causes ............................................... 52 Recommended Repairs ..................................... 52 Exhaust Port Temperature (High) .......................... 53 Probable Causes ............................................... 53 Recommended Repairs ..................................... 53
Exhaust Port Temperature (Low)........................... 54 Probable Causes ............................................... 54 Recommended Repairs ..................................... 54 F Factory Passwords ................................................ 22 Factory Passwords Worksheet .............................. 25 Flash Programming ............................................... 23 Flash Programming............................................ 23 Fuel Actuator Solenoid ........................................ 348 Fuel Energy Content.............................................. 55 Probable Causes ............................................... 55 Recommended Repairs ..................................... 55 Fuel Pressure ........................................................ 55 Probable Causes ............................................... 55 Recommended Repairs ..................................... 55 G Gas Temperature (High) ........................................ 56 Probable Causes ............................................... 56 Recommended Repairs ..................................... 56 I Ignition Transformers Primary Circuit .................. 357 Ignition Transformers Secondary Circuit and Spark Plugs.................................................................. 368 Important Safety Information ................................... 2 Inlet Air Temperature (High) .................................. 56 Probable Causes ............................................... 56 Recommended Repairs ..................................... 56 Inspecting Electrical Connectors ......................... 372 Integrated Combustion Sensing Module (ICSM).. 377 Intermittent Engine Shutdown ............................... 57 Probable Causes ............................................... 57 Recommended Repairs ..................................... 57 J Jacket Water Inlet Pressure (High)........................ 58 Probable Causes ............................................... 58 Recommended Repairs ..................................... 58 Jacket Water Pressure (Low)................................. 58 Probable Causes ............................................... 58 Recommended Repairs ..................................... 58 Jacket Water to Engine Oil Differential Temperature (Low).................................................................... 59 Probable Causes ............................................... 59 Recommended Repairs ..................................... 59
425 Index Section
M Mechanical Noise (Knock) in Engine..................... 59 Probable Causes ............................................... 59 Recommended Repairs ..................................... 59 MID 036 - CID 0017 - FMI 05 Fuel Shutoff Valve open circuit ................................................................... 65 MID 036 - CID 0017 - FMI 06 Fuel Shutoff Valve short to ground.............................................................. 66 MID 036 - CID 0017 - FMI 12 Fuel Shutoff Valve malfunction .......................................................... 66 MID 036 - CID 0041 - FMI 03 8 Volt DC Supply short to +batt................................................................. 66 MID 036 - CID 0041 - FMI 04 8 Volt DC Supply short to ground.............................................................. 67 MID 036 - CID 0094 - FMI 03 Fuel Pressure open/short to +batt .............................................. 67 MID 036 - CID 0094 - FMI 08 Fuel Pressure Noisy.................................................................... 67 MID 036 - CID 0100 - FMI 03 Engine Oil Pressure open/short to +batt .............................................. 68 MID 036 - CID 0100 - FMI 04 Engine Oil Pressure short to ground .................................................... 68 MID 036 - CID 0101 - FMI 03 Crankcase Pressure open/short to +batt .............................................. 68 MID 036 - CID 0101 - FMI 04 Crankcase Pressure short to ground .................................................... 69 MID 036 - CID 0106 - FMI 03 Air Inlet Pressure Sensor short to +batt ........................................... 69 MID 036 - CID 0106 - FMI 08 Air Inlet Pressure Sensor noisy signal.............................................. 70 MID 036 - CID 0109 - FMI 03 Coolant Outlet Pressure open/short to +batt .............................................. 70 MID 036 - CID 0109 - FMI 08 Engine Coolant Outlet Pressure Sensor noisy signal .............................. 70 MID 036 - CID 0110 - FMI 03 Engine Coolant Temperature open/short to +batt ......................... 71 MID 036 - CID 0110 - FMI 04 Engine Coolant Temperature short to ground ............................... 71 MID 036 - CID 0168 - FMI 02 System Voltage intermittent/erratic................................................ 71 MID 036 - CID 0172 - FMI 03 Intake Manifold Air Temp open/short to +batt..................................... 72 MID 036 - CID 0172 - FMI 04 Intake Manifold Air Temp short to ground........................................... 72 MID 036 - CID 0174 - FMI 03 Fuel Temperature open/short to +batt .............................................. 73 MID 036 - CID 0174 - FMI 04 Fuel Temperature short to ground.............................................................. 73 MID 036 - CID 0175 - FMI 03 Engine Oil Temperature open/short to +batt .............................................. 73 MID 036 - CID 0175 - FMI 04 Engine Oil Temperature short to ground .................................................... 74 MID 036 - CID 0190 - FMI 02 Loss of Engine Speed signal ................................................................... 74 MID 036 - CID 0190 - FMI 08 Engine Speed signal abnormal.............................................................. 75 MID 036 - CID 0262 - FMI 03 5 Volt Sensor DC Power Supply short to +batt ........................................... 75 MID 036 - CID 0262 - FMI 04 5 Volt Sensor DC Power Supply short to ground ........................................ 75 MID 036 - CID 0301 - FMI 05 Cylinder 1 - Transformer Primary open circuit............................................. 76
MID 036 - CID 0301 - FMI 06 Cylinder 1 - Transformer Primary short ....................................................... 76 MID 036 - CID 0302 - FMI 05 Cylinder 2 - Transformer Primary open circuit............................................. 76 MID 036 - CID 0302 - FMI 06 Cylinder 2 - Transformer Primary short ....................................................... 77 MID 036 - CID 0303 - FMI 05 Cylinder 3 - Transformer Primary open circuit............................................. 77 MID 036 - CID 0303 - FMI 06 Cylinder 3 - Transformer Primary short ....................................................... 77 MID 036 - CID 0304 - FMI 05 Cylinder 4 - Transformer Primary open circuit............................................. 78 MID 036 - CID 0304 - FMI 06 Cylinder 4 - Transformer Primary short ....................................................... 78 MID 036 - CID 0305 - FMI 05 Cylinder 5 - Transformer Primary open circuit............................................. 79 MID 036 - CID 0305 - FMI 06 Cylinder 5 - Transformer Primary short ....................................................... 79 MID 036 - CID 0306 - FMI 05 Cyinder 6 - Transformer Primary open circuit............................................. 79 MID 036 - CID 0306 - FMI 06 Cylinder 6 - Transformer Primary short ....................................................... 80 MID 036 - CID 0307 - FMI 05 Cylinder 7 - Transformer Primary open circuit............................................. 80 MID 036 - CID 0307 - FMI 06 Cylinder 7 - Transformer Primary short ....................................................... 80 MID 036 - CID 0308 - FMI 05 Cylinder 8 - Transformer Primary open circuit............................................. 81 MID 036 - CID 0308 - FMI 06 Cylinder 8 - Transformer Primary short ....................................................... 81 MID 036 - CID 0309 - FMI 05 Cylinder 9 - Transformer Primary open circuit............................................. 81 MID 036 - CID 0309 - FMI 06 Cylinder 9 - Transformer Primary short ....................................................... 82 MID 036 - CID 0310 - FMI 05 Cylinder 10 Transformer Primary open circuit......................... 82 MID 036 - CID 0310 - FMI 06 Cylinder 10 Transformer Primary short ................................... 82 MID 036 - CID 0311 - FMI 05 Cylinder 11 Transformer Primary open circuit......................... 83 MID 036 - CID 0311 - FMI 06 Cylinder 11 Transformer Primary short ................................... 83 MID 036 - CID 0312 - FMI 05 Cylinder 12 Transformer Primary open circuit......................... 84 MID 036 - CID 0312 - FMI 06 Cylinder 12 Transformer Primary short ................................... 84 MID 036 - CID 0313 - FMI 05 Cylinder 13 Transformer Primary open circuit......................... 84 MID 036 - CID 0313 - FMI 06 Cylinder 13 Transformer Primary short ................................... 85 MID 036 - CID 0314 - FMI 05 Cylinder 14 Transformer Primary open circuit......................... 85 MID 036 - CID 0314 - FMI 06 Cylinder 14 Transformer Primary short ................................... 85 MID 036 - CID 0315 - FMI 05 Cylinder 15 Transformer Primary open circuit......................... 86 MID 036 - CID 0315 - FMI 06 Cylinder 15 Transformer Primary short ................................... 86 MID 036 - CID 0316 - FMI 05 Cylinder 16 Transformer Primary open circuit......................... 87 MID 036 - CID 0316 - FMI 06 Cylinder 16 Transformer Primary short ................................... 87
426 Index Section
MID 036 - CID 0323 - FMI 03 Shutdown Lamp short to +batt................................................................. 87 MID 036 - CID 0324 - FMI 03 Warning Lamp short to +batt..................................................................... 88 MID 036 - CID 0336 - FMI 02 Incorrect ECS Switch inputs ................................................................... 88 MID 036 - CID 0338 - FMI 05 Pre-Lube Relay open circuit ................................................................... 88 MID 036 - CID 0338 - FMI 06 Pre-Lube Relay short to ground.............................................................. 88 MID 036 - CID 0339 - FMI 05 Engine Pre-lube Pressure Switch open circuit ............................... 89 MID 036 - CID 0401 - FMI 05 Cylinder 1 - Transformer Secondary open circuit ........................................ 89 MID 036 - CID 0401 - FMI 06 Cylinder 1 - Transformer Secondary short to ground .................................. 90 MID 036 - CID 0402 - FMI 05 Cylinder 2 - Transformer Secondary open circuit ........................................ 90 MID 036 - CID 0402 - FMI 06 Cylinder 2 - Transformer Secondary short to ground .................................. 90 MID 036 - CID 0403 - FMI 05 Cylinder 3 - Transformer Secondary open circuit ........................................ 91 MID 036 - CID 0403 - FMI 06 Cylinder 3 - Transformer Secondary short to ground .................................. 91 MID 036 - CID 0404 - FMI 05 Cylinder 4 - Transformer Secondary open circuit ........................................ 92 MID 036 - CID 0404 - FMI 06 Cylinder 4 - Transformer Secondary short to ground .................................. 92 MID 036 - CID 0405 - FMI 05 Cylinder 5 - Transformer Secondary open circuit ........................................ 92 MID 036 - CID 0405 - FMI 06 Cylinder 5 - Transformer Secondary short to ground .................................. 93 MID 036 - CID 0406 - FMI 05 Cylinder 6 - Transformer Secondary open circuit ........................................ 93 MID 036 - CID 0406 - FMI 06 Cylinder 6 - Transformer Secondary short to ground .................................. 94 MID 036 - CID 0407 - FMI 05 Cylinder 7 - Transformer Secondary open circuit ........................................ 94 MID 036 - CID 0407 - FMI 06 Cylinder 7 - Transformer Secondary short to ground .................................. 95 MID 036 - CID 0408 - FMI 05 Cylinder 8 - Transformer Secondary open circuit ........................................ 95 MID 036 - CID 0408 - FMI 06 Cylinder 8 - Transformer Secondary short to ground .................................. 95 MID 036 - CID 0409 - FMI 05 Cylinder 9 - Transformer Secondary open circuit ........................................ 96 MID 036 - CID 0409 - FMI 06 Cylinder 9 - Transformer Secondary short to ground .................................. 96 MID 036 - CID 0410 - FMI 05 Cylinder 10 Transformer Secondary open circuit .................... 96 MID 036 - CID 0410 - FMI 06 Cylinder 10 Transformer Secondary short to ground .............. 97 MID 036 - CID 0411 - FMI 05 Cylinder 11 Transformer Secondary open circuit .................... 97 MID 036 - CID 0411 - FMI 06 Cylinder 11 Transformer Secondary short to ground .............. 98 MID 036 - CID 0412 - FMI 05 Cylinder 12 Transformer Secondary open circuit .................... 98 MID 036 - CID 0412 - FMI 06 Cylinder 12 Transformer Secondary short to ground .............. 99
MID 036 - CID 0413 - FMI 05 Cylinder 13 Transformer Secondary open circuit .................... 99 MID 036 - CID 0413 - FMI 06 Cylinder 13 Transformer Secondary short to ground .............. 99 MID 036 - CID 0414 - FMI 05 Cylinder 14 Transformer Secondary open circuit .................. 100 MID 036 - CID 0414 - FMI 06 Cylinder 14 Transformer Secondary short to ground ............ 100 MID 036 - CID 0415 - FMI 05 Cylinder 15 Transformer Secondary open circuit .................. 100 MID 036 - CID 0415 - FMI 06 Cylinder 15 Transformer Secondary short to ground ............ 101 MID 036 - CID 0416 - FMI 05 Cylinder 16 Transformer Secondary open circuit .................. 101 MID 036 - CID 0416 - FMI 06 Cylinder 16 Transformer Secondary short to ground ............ 102 MID 036 - CID 0443 - FMI 03 Crank Terminate Relay short to +batt ..................................................... 102 MID 036 - CID 0444 - FMI 05 Start Relay open circuit ................................................................. 102 MID 036 - CID 0444 - FMI 06 Start Relay short to ground................................................................ 103 MID 036 - CID 0445 - FMI 03 Run Relay short to +batt................................................................... 103 MID 036 - CID 0524 - FMI 03 Desired Engine Speed Sensor short to +batt ......................................... 103 MID 036 - CID 0524 - FMI 04 Desired Engine Speed Sensor short to ground ...................................... 104 MID 036 - CID 0525 - FMI 05 Choke Actuator open circuit ................................................................. 104 MID 036 - CID 0525 - FMI 06 Choke Actuator short to ground............................................................ 104 MID 036 - CID 0526 - FMI 05 Wastegate Valve open................................................................... 105 MID 036 - CID 0526 - FMI 06 Wastegate Valve short................................................................... 105 MID 036 - CID 0542 - FMI 03 Unfiltered Engine Oil Pressure open/short to +batt ............................. 105 MID 036 - CID 0542 - FMI 04 Unfiltered Engine Oil Pressure short to ground ................................... 106 MID 036 - CID 1040 - FMI 09 ICSM #1 not communicating on link ....................................... 106 MID 036 - CID 1041 - FMI 09 ICSM #2 not communicating on link ....................................... 106 MID 036 - CID 1501 - FMI 03 Cylinder #1 Detonation Sensor open/short to +batt ................................ 107 MID 036 - CID 1501 - FMI 04 Cylinder #1 Detonation Sensor short to ground ...................................... 107 MID 036 - CID 1502 - FMI 03 Cylinder #2 Detonation Sensor open/short to +batt ................................ 107 MID 036 - CID 1502 - FMI 04 Cylinder #2 Detonation Sensor short to ground ...................................... 108 MID 036 - CID 1505 - FMI 03 Cylinder #5 Detonation Sensor open/short to +batt ................................ 108 MID 036 - CID 1505 - FMI 04 Cylinder #5 Detonation Sensor short to ground ...................................... 108 MID 036 - CID 1506 - FMI 03 Cylinder #6 Detonation Sensor open/short to +batt ................................ 109 MID 036 - CID 1506 - FMI 04 Cylinder #6 Detonation Sensor short to ground ...................................... 109
427 Index Section
MID 036 - CID 1509 - FMI 03 Cylinder #9 Detonation Sensor open/short to +batt ................................ 109 MID 036 - CID 1509 - FMI 04 Cylinder #9 Detonation Sensor short to ground ...................................... 110 MID 036 - CID 1510 - FMI 03 Cylinder #10 Detonation Sensor open/short to +batt ................................ 110 MID 036 - CID 1510 - FMI 04 Cylinder #10 Detonation Sensor short to ground ...................................... 110 MID 036 - CID 1513 - FMI 03 Cylinder #13 Detonation Sensor open/short to +batt ................................ 111 MID 036 - CID 1513 - FMI 04 Cylinder #13 Detonation Sensor short to ground ...................................... 111 MID 036 - CID 1514 - FMI 03 Cylinder #14 Detonation Sensor open/short to +batt ................................ 111 MID 036 - CID 1514 - FMI 04 Cylinder #14 Detonation Sensor short to ground ...................................... 112 MID 036 - CID 1844 - FMI 05 Fuel Actuator open circuit ................................................................. 112 MID 036 - CID 1844 - FMI 06 Fuel Actuator short to ground................................................................ 112 MID 109 - CID 0253 - FMI 02 Personality Module mismatch ........................................................... 113 MID 109 - CID 0591 - FMI 12 EEPROM checksum fault or ECM not programmed............................ 113 MID 109 - CID 1040 - FMI 09 ICSM #1 not communicating on link ....................................... 113 MID 109 - CID 1043 - FMI 02 Cylinder #1 Firing Signal noisy ....................................................... 113 MID 109 - CID 1043 - FMI 03 Cylinder #1 Firing Signal open/short to +batt ................................. 114 MID 109 - CID 1043 - FMI 04 Cylinder #1 Firing Signal short to ground ....................................... 114 MID 109 - CID 1043 - FMI 08 Cylinder #1 Firing Signal abnormal signal ...................................... 114 MID 109 - CID 1044 - FMI 02 All Cylinders Firing Signal noisy ....................................................... 115 MID 109 - CID 1044 - FMI 03 All Cylinders Firing Signal open/short to +batt ................................. 115 MID 109 - CID 1044 - FMI 04 All Cylinders Firing Signal short to ground ....................................... 115 MID 109 - CID 1101 - FMI 02 Cylinder #1 Combustion Probe noisy........................................................ 116 MID 109 - CID 1101 - FMI 04 Cylinder #1 Combustion Probe short to ground........................................ 116 MID 109 - CID 1103 - FMI 02 Cylinder #3 Combustion Probe noisy........................................................ 117 MID 109 - CID 1103 - FMI 04 Cylinder #3 Combustion Probe short to ground........................................ 117 MID 109 - CID 1105 - FMI 02 Cylinder #5 Combustion Probe noisy........................................................ 117 MID 109 - CID 1105 - FMI 04 Cylinder #5 Combustion Probe short to ground........................................ 118 MID 109 - CID 1107 - FMI 02 Cylinder #7 Combustion Probe noisy........................................................ 118 MID 109 - CID 1107 - FMI 04 Cylinder #7 Combustion Probe short to ground........................................ 119 MID 109 - CID 1109 - FMI 02 Cylinder #9 Combustion Probe noisy........................................................ 119 MID 109 - CID 1109 - FMI 04 Cylinder #9 Combustion Probe short to ground........................................ 119 MID 109 - CID 1111 - FMI 02 Cylinder #11 Combustion Probe noisy.................................... 120
MID 109 - CID 1111 - FMI 04 Cylinder #11 Combustion Probe short to ground.................... 120 MID 109 - CID 1113 - FMI 02 Cylinder #13 Combustion Probe noisy.................................... 120 MID 109 - CID 1113 - FMI 04 Cylinder #13 Combustion Probe short to ground.................... 121 MID 109 - CID 1115 - FMI 02 Cylinder #15 Combustion Probe noisy.................................... 121 MID 109 - CID 1115 - FMI 04 Cylinder #15 Combustion Probe short to ground.................... 122 MID 109 - CID 1490 - FMI 03 Rt Turbo Turbine Out Temp Sens short to +batt................................... 122 MID 109 - CID 1490 - FMI 04 Rt Turbo Turbine Out Temp Sens short to ground ............................... 122 MID 109 - CID 1490 - FMI 05 Rt Turbo Turbine Out Temp Sens open circuit ..................................... 123 MID 109 - CID 1491 - FMI 03 Rt Turbo Turbine In Temp Sens short to +batt................................... 123 MID 109 - CID 1491 - FMI 04 Rt Turbo Turbine In Temp Sens short to ground ............................... 123 MID 109 - CID 1491 - FMI 05 Rt Turbo Turbine In Temp Sens open circuit ..................................... 124 MID 109 - CID 1531 - FMI 03 Cyl #1 Exhaust Port Temp Sensor short to +batt ............................... 124 MID 109 - CID 1531 - FMI 04 Cyl #1 Exhaust Port Temp Sensor short to ground ............................ 124 MID 109 - CID 1531 - FMI 05 Cyl #1 Exhaust Port Temp Sensor open circuit .................................. 124 MID 109 - CID 1533 - FMI 03 Cyl #3 Exhaust Port Temp Sensor short to +batt ............................... 125 MID 109 - CID 1533 - FMI 04 Cyl #3 Exhaust Port Temp Sensor short to ground ............................ 125 MID 109 - CID 1533 - FMI 05 Cyl #3 Exhaust Port Temp Sensor open circuit .................................. 125 MID 109 - CID 1535 - FMI 03 Cyl #5 Exhaust Port Temp Sensor short to +batt ............................... 126 MID 109 - CID 1535 - FMI 04 Cyl #5 Exhaust Port Temp Sensor short to ground ............................ 126 MID 109 - CID 1535 - FMI 05 Cyl #5 Exhaust Port Temp Sensor open circuit .................................. 126 MID 109 - CID 1537 - FMI 03 Cyl #7 Exhaust Port Temp Sensor short to +batt ............................... 127 MID 109 - CID 1537 - FMI 04 Cyl #7 Exhaust Port Temp Sensor short to ground ............................ 127 MID 109 - CID 1537 - FMI 05 Cyl #7 Exhaust Port Temp Sensor open circuit .................................. 127 MID 109 - CID 1539 - FMI 03 Cyl #9 Exhaust Port Temp Sensor short to +batt ............................... 127 MID 109 - CID 1539 - FMI 04 Cyl #9 Exhaust Port Temp Sensor short to ground ............................ 128 MID 109 - CID 1539 - FMI 05 Cyl #9 Exhaust Port Temp Sensor open circuit .................................. 128 MID 109 - CID 1541 - FMI 03 Cyl #11 Exhaust Port Temp Sensor short to +batt ............................... 128 MID 109 - CID 1541 - FMI 04 Cyl #11 Exhaust Port Temp Sensor short to ground ............................ 129 MID 109 - CID 1541 - FMI 05 Cyl #11 Exhaust Port Temp Sensor open circuit .................................. 129 MID 109 - CID 1543 - FMI 03 Cyl #13 Exhaust Port Temp Sensor short to +batt ............................... 129 MID 109 - CID 1543 - FMI 04 Cyl #13 Exhaust Port Temp Sensor short to ground ............................ 130
428 Index Section
MID 109 - CID 1543 - FMI 05 Cyl #13 Exhaust Port Temp Sensor open circuit .................................. 130 MID 109 - CID 1545 - FMI 03 Cyl #15 Exhaust Port Temp Sensor short to +batt ............................... 130 MID 109 - CID 1545 - FMI 04 Cyl #15 Exhaust Port Temp Sensor short to ground ............................ 130 MID 109 - CID 1545 - FMI 05 Cyl #15 Exhaust Port Temp Sensor open circuit .................................. 131 MID 110 - CID 0253 - FMI 02 Personality Module mismatch ........................................................... 131 MID 110 - CID 0591 - FMI 12 EEPROM checksum fault or ECM not programmed............................ 131 MID 110 - CID 1041 - FMI 09 ICSM #2 not communicating on link ....................................... 132 MID 110 - CID 1044 - FMI 02 All Cylinders Firing Signal noisy ....................................................... 132 MID 110 - CID 1044 - FMI 03 All Cylinders Firing Signal open/short to +batt ................................. 132 MID 110 - CID 1044 - FMI 04 All Cylinders Firing Signal short to ground ....................................... 133 MID 110 - CID 1044 - FMI 08 All Cylinders Firing Signal abnormal signal ...................................... 133 MID 110 - CID 1102 - FMI 02 Cylinder #2 Combustion Probe noisy........................................................ 133 MID 110 - CID 1102 - FMI 04 Cylinder #2 Combustion Probe short to ground........................................ 134 MID 110 - CID 1104 - FMI 02 Cylinder #4 Combustion Probe noisy........................................................ 134 MID 110 - CID 1104 - FMI 04 Cylinder #4 Combustion Probe short to ground........................................ 135 MID 110 - CID 1106 - FMI 02 Cylinder #6 Combustion Probe noisy........................................................ 135 MID 110 - CID 1106 - FMI 04 Cylinder #6 Combustion Probe short to ground........................................ 135 MID 110 - CID 1108 - FMI 02 Cylinder #8 Combustion Probe noisy........................................................ 136 MID 110 - CID 1108 - FMI 04 Cylinder #8 Combustion Probe short to ground........................................ 136 MID 110 - CID 1110 - FMI 02 Cylinder #10 Combustion Probe noisy.................................... 136 MID 110 - CID 1110 - FMI 04 Cylinder #10 Combustion Probe short to ground.................... 137 MID 110 - CID 1112 - FMI 02 Cylinder #12 Combustion Probe noisy.................................... 137 MID 110 - CID 1112 - FMI 04 Cylinder #12 Combustion Probe short to ground.................... 138 MID 110 - CID 1114 - FMI 02 Cylinder #14 Combustion Probe noisy.................................... 138 MID 110 - CID 1114 - FMI 04 Cylinder #14 Combustion Probe short to ground.................... 138 MID 110 - CID 1116 - FMI 02 Cylinder #16 Combustion Probe noisy.................................... 139 MID 110 - CID 1116 - FMI 04 Cylinder #16 Combustion Probe short to ground.................... 139 MID 110 - CID 1489 - FMI 03 Left Turbo Turbine Out Temp Sens short to +batt................................... 139 MID 110 - CID 1489 - FMI 04 Left Turbo Turbine Out Temp Sens short to ground ............................... 140 MID 110 - CID 1489 - FMI 05 Left Turbo Turbine Out Temp Sens open circuit ..................................... 140
MID 110 - CID 1492 - FMI 03 Left Turbo Turbine In Temp Sens short to +batt................................... 140 MID 110 - CID 1492 - FMI 04 Left Turbo Turbine In Temp Sens short to ground ............................... 141 MID 110 - CID 1492 - FMI 05 Left Turbo Turbine In Temp Sens open circuit ..................................... 141 MID 110 - CID 1532 - FMI 03 Cyl #2 Exhaust Port Temp Sensor short to +batt ............................... 141 MID 110 - CID 1532 - FMI 04 Cyl #2 Exhaust Port Temp Sensor short to ground ............................ 142 MID 110 - CID 1532 - FMI 05 Cyl #2 Exhaust Port Temp Sensor open circuit .................................. 142 MID 110 - CID 1534 - FMI 03 Cyl #4 Exhaust Port Temp Sensor short to +batt ............................... 142 MID 110 - CID 1534 - FMI 04 Cyl #4 Exhaust Port Temp Sensor short to ground ............................ 142 MID 110 - CID 1534 - FMI 05 Cyl #4 Exhaust Port Temp Sensor open circuit .................................. 143 MID 110 - CID 1536 - FMI 03 Cyl #6 Exhaust Port Temp Sensor short to +batt ............................... 143 MID 110 - CID 1536 - FMI 04 Cyl #6 Exhaust Port Temp Sensor short to ground ............................ 143 MID 110 - CID 1536 - FMI 05 Cyl #6 Exhaust Port Temp Sensor open circuit .................................. 144 MID 110 - CID 1538 - FMI 03 Cyl #8 Exhaust Port Temp Sensor short to +batt ............................... 144 MID 110 - CID 1538 - FMI 04 Cyl #8 Exhaust Port Temp Sensor short to ground ............................ 144 MID 110 - CID 1538 - FMI 05 Cyl #8 Exhaust Port Temp Sensor open circuit .................................. 145 MID 110 - CID 1540 - FMI 03 Cyl #10 Exhaust Port Temp Sensor short to +batt ............................... 145 MID 110 - CID 1540 - FMI 04 Cyl #10 Exhaust Port Temp Sensor short to ground ............................ 145 MID 110 - CID 1540 - FMI 05 Cyl #10 Exhaust Port Temp Sensor open circuit .................................. 145 MID 110 - CID 1542 - FMI 03 Cyl #12 Exhaust Port Temp Sensor short to +batt ............................... 146 MID 110 - CID 1542 - FMI 04 Cyl #12 Exhaust Port Temp Sensor short to ground ............................ 146 MID 110 - CID 1542 - FMI 05 Cyl #12 Exhaust Port Temp Sensor open circuit .................................. 146 MID 110 - CID 1544 - FMI 03 Cyl #14 Exhaust Port Temp Sensor short to +batt ............................... 147 MID 110 - CID 1544 - FMI 04 Cyl #14 Exhaust Port Temp Sensor short to ground ............................ 147 MID 110 - CID 1544 - FMI 05 Cyl #14 Exhaust Port Temp Sensor open circuit .................................. 147 MID 110 - CID 1546 - FMI 03 Cyl #16 Exhaust Port Temp Sensor short to +batt ............................... 148 MID 110 - CID 1546 - FMI 04 Cyl #16 Exhaust Port Temp Sensor short to ground ............................ 148 MID 110 - CID 1546 - FMI 05 Cyl #16 Exhaust Port Temp Sensor open circuit .................................. 148
429 Index Section
N Noise Coming from Cylinder (Noisy Cylinder Head) ................................................................... 60 Probable Causes ............................................... 60 Recommended Repairs ..................................... 60 P Poor Coolant Flow ................................................. 60 Probable Causes ............................................... 60 Recommended Repairs ..................................... 61 Prelubrication System ......................................... 384 Programming Parameters...................................... 22 PWM Sensor ....................................................... 389 R Replacing the ECM................................................ 25 Replacing the ICSM............................................... 26 S Short Spark Plug Life ............................................ 61 Probable Causes ............................................... 61 Recommended Repairs ..................................... 61 Starting Motor Runs, Pinion Engages But Does Not Turn the Flywheel ................................................ 62 Probable Causes ............................................... 62 Recommended Repairs ..................................... 62 Symptoms.............................................................. 31 Diagnostic Codes and Event Codes .................. 31 Operator Information.......................................... 31 Other Symptoms ................................................ 31 System Configuration Parameters......................... 24 System Overview................................................... 10 Control System .................................................. 10 System Voltage...................................................... 61 Probable Causes ............................................... 61 Recommended Repairs ..................................... 61 T Table of Contents..................................................... 3 Thermocouple Test .............................................. 403 Too Much Vibration................................................ 62 Probable Causes ............................................... 62 Recommended Repairs ..................................... 63 Troubleshooting Data Sheet .................................. 28 Report the Service Information.......................... 29 Troubleshooting Section ........................................ 10 Troubleshooting with a Diagnostic Code ............... 64 Troubleshooting with an Event Code ................... 149 Troubleshooting without a Diagnostic Code .......... 31 Turbocharger Turbine Temperature (High)............. 63 Probable Causes ............................................... 63 Recommended Repairs ..................................... 63
W Wastegate Solenoid ............................................ 413
430 Index Section
431 Index Section
2002 Caterpillar All Rights Reserved
Printed in U.S.A.

Troubleshooting Ingles Scan

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RENR5910 February 2002

Important Safety Information

Troubleshooting Section Electronic Troubleshooting

Governing the Engine

Monitoring Engine Operation

Electrical Connectors and Functions

Harness Wire Identification

Illustration 2 Front and bottom of the terminal box

Note: There is one detonation sensor between each pair or cylinders.

Illustration 6 Right side view near the rear of the engine

Integrated Combustion Sensing Module (ICSM)

Illustration 8 Integrated Combustion Sensing Module (ICSM)

Electronic Service Tools

Personal Computer (PC)

Software Communication Adapter II (1) Serial Cable As Serial Cable As

Electronic Technician (ET)

Connecting ET with the 7X-1701 Communication Adapter

1. Turn the engine control switch to the OFF position.

Engine Monitoring System

Customer Passwords Customer Password #1 Customer Password #2

Total Tattletale Reason

WinFlash Error Messages

System Configuration Parameters

Factory Passwords Worksheet

Factory Passwords Worksheet Dealer Code Customers Name Address

Do not obtain this information from the service meter.

Replacing the ECM

Replacing the ICSM

Troubleshooting Data Sheet

Engine oil pressure

Report the Service Information

Complaint Include a description of the customers complaint in the report.

Troubleshooting without a Diagnostic Code

The occurrence and the time of the occurrence

Determine the conditions for the occurrence. The

Determine if there are any systems that were

Determine whether any other occurrences

Diagnostic Codes and Event Codes

The probable cause of the symptom is correlated

The code was generated when the symptom

Fuel supply Oil level Oil supply Wiring Connectors

The other occurrences are related to the

The symptoms have a probable cause that is

Air Starting Motor

Engaged barring device Electrical problem Low supply pressure

Worn Starting Motor

Low Supply Pressure

Crankcase Pressure (High)

Plugged port on the crankcase pressure sensor Faulty sensor

Internal engine problem

Crankcase Ventilation System

Internal Engine Problem

Check the Inlet Air Temperature

Signs of internal leaks

Check the Detonation Sensors

The circuit for the signal is faulty.

Check for Deposits in the Cylinders

Check the Circuit for the Input

Electrohydraulic System Oil Pressure (Low)

ECM Will Not Accept Factory Passwords

Check the Pressure Relief Valve

Passwords Serial Numbers Total Tattletale Reason Code

Low Hydraulic Oil Pressure

Open Electrical Circuit