TSL4233E1

Perkins 4016-E61TRS
DIAGNOSTIC MANUAL
Sixteen cylinder, turbocharged,
gas engines
Publication TSL4233, Issue 1.

Proprietary information of Perkins Engines Company Limited, all rights reserved.
The information is correct at the time of print.
Published in May 2000 by Technical Publications,
Perkins Engines Company Limited, Tixall Road, Stafford, ST16 3UB, England
1
This document has been printed from SPI. Not for Resale
Contents
1 Electronic system overview
System overview . ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... . 13
General introduction. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 13
Engine speed governing .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 13
Ignition control.. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 13
Air-fuel ratio control.. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 13
Start/Stop sequencing.. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 14
Engine monitoring/protection ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 14
Service tools ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... . 15
Required service tools ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... . 15
TIPSS connections . ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... . 16
2 Programming parameters
Introduction... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 21
Customer passwords ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 21
Engine identification parameters . ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 21
Engine serial number ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 21
Equipment ID ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 21
Timing control parameters ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 21
First desired base timing .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 21
Second desired base timing . ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 21
Air fuel ratio control parameters .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 21
Fuel quality ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 21
Gas specific gravity .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 22
Desired oxygen at full load ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 22
Oxygen sensor override ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 22
Oxygen feedback enabled status . ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 22
Air / Fuel proportional gain ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 22
Air / Fuel integral gain... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 22
Speed control parameters ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 22
Low idle speed.. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 22
Engine accel. rate. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 22
Governor type setting ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 23
Engine speed droop . ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 23
Governor proportional gain... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 23
Governor integral gain .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 23
Governor derivative gain .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 23
Adjustment of governor gains... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 23
Start/Stop control parameters .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 24
Driven equipment delay time ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 24
Crank terminate speed. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 24
Engine purge cycle time... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 24
Engine cooldown duration ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 24
Cycle crank time .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 24
Overcrank time. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 24
Engine speed drop time ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 24
Engine pre-lube time out period... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 24
3 Troubleshooting with an event code

Introduction .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 25
Engine overspeed shutdown (E4) ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... . 26
High jacket water temperature alarm (E16)
High jacket water temperature shutdown (E17) .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... . 26
High oil temperature shutdown (E19) A and B banks
High oil temperature alarm (E20) A and B banks ... ... ... ... ... ... ... ... ... ... ... ... ... ... . 27
Raw water temperature shutdown (E251-1)
Raw water temperature alarm (E251-3) .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... . 27
Low jacket water temperature start inhibit (E38) or low jacket water alarm (E37) .. ... ... . 28
Low oil pressure (E40, E100) .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... . 28
Abnormal battery voltage (E42, E43, E50) . ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... . 29
High gas fuel temperature (E223) ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... . 29
Closed circuit breather fault (E159) ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... . 30
Low water level fault (E131) ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... . 30
Low oil level fault (E171) . ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... . 31
Turbine inlet temperature fault (E870-1) (E870-3) .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... . 31
High gas supply pressure (E267) ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... . 32
Engine overcrank fault (E225) ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... . 32
Customer fault stop requested (E269) or engine ESTOP pressed (E264) . ... ... ... ... ... . 33
5
Low gas pressure inhibit (E158) or low gas pressure shutdown request (E160) ... ... ... 33
Gas energy content setting low (E229) or gas energy content setting high (E230)
or fuel quality out of range (E231) ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 34
Detonation alarm (E401 cylinder #1 through E416 cylinder #16) or detonation shutdown
(E421 cylinder #1 through E436 cylinder #16) ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 35
Exhaust port temperature high (E801 cylinder A1 through E816 cylinder B8) ... ... ... ... 36
Exhaust port temperature deviating low (E841 cylinder A1 through E856 cylinder B8) .. 36
4 Troubleshooting with a diagnostic code

Diagnostic codes . ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 37
Active Diagnostic codes ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 37
Logged Diagnostic codes . ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 37
Logged Events.. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 38
Diagnostic Terminology ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 39
Quick Reference Sheet For ECM Diagnostic codes ... ... ... ... ... ... ... ... ... ... ... ... ... ... 40
Quick Reference Sheet For Temperature Sensing Module Diagnostic codes ... ... ... ... 42
5 Functional Tests
P-501: Inspecting electrical connectors ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 43
P-503: Electrical power supply to the ECM . ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 48
P-505: Analogue sensor open or short circuit test ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 53
P-506: PWM sensor circuit test ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 62
P-509A: Oxygen sensor buffer supply circuit .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 67
P-509B: Oxygen sensor signal circuit test ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 72
P-511: Speed/Timing sensor ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 78
P-512: Detonation sensors .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 82
P-513: ECM Start/Stop output circuit test ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 91
P-514: Ignition primary circuit shorted or open ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 98
6
P-515: Ignition transformer secondary and spark plugs . ... ... ... ... ... ... ... ... ... ... ... ... 105
P-517: ECM Status indicator output circuit test .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 108
P-521: +5V Sensor voltage supply circuit test ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 114
P-522: +8V Sensor voltage supply circuit test ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 119
P-524: Throttle actuator solenoid circuit test ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 126
P-525: Temperature sensing module (TSM) test ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 130
P-526: Techjet gas valve ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 134
6 Calibrations
P-602: Oxygen sensor calibration procedure .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 137
P-603: Speed/timing sensor calibration .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 141
P-604: Turbine inlet temperature interface module calibration ... ... ... ... ... ... ... ... ... ... 144
7 Glossary of terms
8 Wiring details
P-801: Wiring layout ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 153
Wiring layout ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 154
A Bank sensor rail layout ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 155
A Bank sensor rail wiring ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 156
B Bank sensor rail layout ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 157
B Bank sensor rail wiring ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 158
ECM Enclosure layout ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 159
ECM Enclosure wiring . ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 160
ECM Enclosure wiring 2 .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 161
ECM Enclosure terminal strip connections . ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 162
Power and starter harness and wiring ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 163
7
Throttle valve and manifold sensor harness and wiring .. ... ... ... ... ... ... ... ... ... ... ... .. 164
A Bank ignition pipe layout and wiring ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. 165
B Bank ignition pipe layout and wiring ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. 166
Exhaust thermocouple harness and wiring .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. 167
ITSM to ECM Enclosure harness and wiring ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. 168
OEM Connection details .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. 169
ECM Enclosure connector pinouts ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... . 170
Communications connector .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... . 170
OEM Connector ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... . 170
Ignition connector A bank ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... . 171
Ignition connector B bank ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... . 171
Power and starter connector ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... . 172
Sensor connector A bank ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... . 172
ITSM Connector ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... . 173
Sensor connector B bank ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... . 173
Throttle valve and manifold sensor connector.. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... . 174
CAN Bus connector .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... . 174
Connection details - J1 . ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... . 175
Connection details - J2 . ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... . 176
Quick Reference Sheet For ECM Diagnostic codes

CID-FMI
17-05
17-06
17-12
41-03
41-04
106-03
106-08
109-03
109-08
110-03
110-04
168-02
172-03
172-04
175-03
175-04
261-13
262-03
262-04
301-05
301-06
302-05
302-06
303-05
303-06
304-05
304-06
305-05
305-06
306-05
306-06
307-05
307-06
308-05
308-06
309-05
309-06
310-05
310-06
311-05
311-06
312-05
312-06
313-05
313-06
314-05
314-06
315-05
315-06
316-05
316-06
320-03
320-08
323-03
324-03
Diagnostic type and description

Procedure No.
Fuel Shutoff Valve Open Circuit . ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .P-513
Fuel Shutoff Valve Short To Ground ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .P-513
Fuel Shutoff Valve Faulty ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .P-513
+8 VDC Power Supply Shorted High... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .P-522
+8 VDC Power Supply Shorted Low ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .P-522
Inlet Manifold Pressure Signal Invalid . ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .P-506
Inlet Manifold Pressure Signal Noisy... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .P-506
Jacket Water Outlet Pressure Signal Open Or Shorted .. ... ... ... ... ... ... ... ... ... ... ... ... ... .P-506
Jacket Water Outlet Pressure Signal Noisy. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .P-506
Jacket Water Temperature Sensor Open ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .P-505
Jacket Water Temperature Sensor Short To Ground.. ... ... ... ... ... ... ... ... ... ... ... ... ... ... .P-505
Intermittent Battery Power To The ECM.. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .P-503
Inlet Manifold Temperature Sensor Open ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .P-505
Inlet Manifold Temperature Sensor Short To Ground . ... ... ... ... ... ... ... ... ... ... ... ... ... ... .P-505
Oil Temperature Sensor Open ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .P-505
Oil Temperature Sensor Short To Ground .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .P-505
Timing Calibration Required ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .P-603
+5 VDC Supply Shorted High.. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .P-521
+5 VDC Supply Below Normal ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .P-521
Cylinder A1 Ignition Primary Open .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .P-514
Cylinder A1 Ignition Primary Shorted .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .P-514
Cylinder B1 Ignition Primary Open .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .P-514
Cylinder B1 Ignition Primary Shorted .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .P-514
Speed/Timing Sensor Open Or Shorted.. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .P-511
Speed/Timing Sensor Noisy ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .P-511
Engine Shutdown Lamp Driver Shorted High.. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .P-517
Engine Warning Lamp Driver Shorted High ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .P-517
Continued
4016-E61TRS Diagnostic Manual, May 2000
336-02
338-05
338-06
443-03
444-05
444-06
445-03
542-03
542-04
1086-09
1086-12
1087-03
1087-08
1088-05
1088-06
1440-05
1440-06
1501-03
1501-04
1502-03
1502-04
1505-03
1505-04
1506-03
1506-04
1509-03
1509-04
1510-03
1510-04
1513-03
1513-04
1514-03
1514-04
1528-05
1528-06
10
Engine Control Switch Fault .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. P-503
Prelubrication Output Open ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. P-513
Prelubrication Output Short To Ground . ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. P-513
Crank Terminate Relay Shorted High ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. P-517
Starter Motor Relay Open Circuit... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. P-513
Starter Motor Relay Shorted Low .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. P-513
Engine Run Relay Driver Shorted High . ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. P-517
Oil Pressure Sensor Open . ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. P-505
Oil Pressure Sensor Short To Ground ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. P-505
Oxygen Sensor Element Not Connected ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... P-509B
Oxygen Sensor Element Failed . ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. P-602
Oxygen Buffer Signal Open Or Shorted High ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... P-509B
Oxygen Buffer Signal Noisy ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... P-509B
Oxygen Buffer Power Driver Open ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... P-509A
Oxygen Buffer Power Driver Shorted Low . ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... P-509A
Throttle Actuator Output Driver Open Circuit . ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. P-524
Throttle Actuator Output Driver Short Circuit . ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. P-524
Detonation Sensor #1 Open .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. P-512
Detonation Sensor #1 Shorted Low ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. P-512
Turbine Inlet Temperature Open ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. P-505
Turbine Inlet Temperature Shorted low . ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. P-505
Quick Reference Sheet For Temperature Sensing Module Diagnostic codes

CID-FMI
591-12
1201-03
1201-04
1201-05
1202-03
1202-04
1202-05
1203-03
1203-04
1203-05
1204-03
1204-04
1204-05
1205-03
1205-04
1205-05
1206-03
1206-04
1206-05
1207-03
1207-04
1207-05
1208-03
1208-04
1208-05
1209-03
1209-04
1209-05
1210-03
1210-04
1210-05
1211-03
1211-04
1211-05
1212-03
1212-04
1212-05
1213-03
1213-04
1213-05
1214-03
1214-04
1214-05
1215-03
1215-04
1215-05
1216-03
1216-04
1216-05
1221-03
1221-04
1221-05

Procedure No.
Internal Temperature Sensing Module Failure ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .P-525
Cylinder A1 Thermocouple Shorted High ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .P-525
Cylinder A1 Thermocouple Shorted Low. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .P-525
Cylinder A1 Thermocouple Open ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .P-525
Cylinder B1 Thermocouple Shorted High ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .P-525
Cylinder B1 Thermocouple Shorted Low. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .P-525
Cylinder B1 Thermocouple Open ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .P-525
Cylinder A7Thermocouple Open . ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .P-525
Cylinder A8Thermocouple Shorted High . ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .P-525
Turbocharger Inlet Thermocouple Shorted High . ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .P-525
Turbocharger Inlet Thermocouple Shorted Low .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .P-525
Turbocharger Inlet Thermocouple Open . ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .P-525
11
General information
1
Electronic system overview
System overview
General introduction
The Engine Control Module (ECM) controls most
engine functions and is located in an environmentally
sealed box mounted to the engine. Engine control is
accomplished by monitoring various engine sensor
inputs and driving relays, solenoids, etc. at the
appropriate levels.
There are five primary functions supported by the
ECM: Engine Speed Governing, Ignition Control, AirFuel Ratio Control, Start/Stop Sequencing, and
Engine Monitoring/Protection.
Engine speed governing
The ECM Engine Speed Governor maintains the
desired engine speed by operating the Throttle
Actuator located at the inlet manifold flange. Desired
engine speed is determined by the status of the
Idle/Rated Speed Switch, Desired Speed Input
(analogue voltage) and software programmed values
such as High Idle rpm. Actual engine speed is
determined by the Speed/Timing sensor signal.
The Throttle Actuator is electrically controlled and
actuated. Throttle position is controlled in open loop
mode, that is, there is no throttle position feedback.
The ECM issues a THROTTLE COMMAND that
represents the percent electrical drive level that can
be viewed on TIPPS.
Engine Speed Governor gain control parameters are
adjustable.
Ignition control
The ECM provides detonation sensitive variable
ignition timing. Each cylinder has an ignition
transformer located on top of the rocker cover. The
ECM sends an approximate 100 volt pulse to the
primary coil of each ignition transformer at the
appropriate time and duration to initiate combustion.
The transformers step up the voltage to create an arc
across the spark plugs.
Detonation Sensors monitor the engine for excessive

detonation. Every two cylinders is monitored by a
separate sensor, for a total of eight Detonation
Sensors. The vibration data generated by the sensors
is processed by the ECM to determine detonation
levels. When detonation reaches an unacceptable
level, the ECM retards the ignition timing of the
offending cylinder(s). If retarding the timing does not
acceptably limit detonation, the engine is shut down.
Extensive diagnostics for Ignition system electrical
faults and spark plug maintenance are provided by
the ECM. The ECM also provides an Ignition Timing
Selection Switch to allow operation with an alternate
fuel that requires a timing offset (such as propane).
Air-fuel ratio control
The ECM Air-Fuel ratio control provides control of the
air-fuel mixture for performance and efficiency at low
emission levels. The system consists of the mixture
control unit (TecJet), the Exhaust Gas Oxygen
Sensor, and ECM internal drivers and data maps. The
ECM Air-Fuel ratio control compensates for changes
in fuel BTU content to maintain desired emission
levels.
Basic operation is as follows: The ECM determines
desired air and fuel volume flow rates based on
desired and actual engine speed and calculated
engine load. Next, desired air-fuel flow data is sent to
the TecJet mixture control in the form of a PWM
signal. Finally, the ECM monitors the resulting
exhaust gas oxygen content and fine tunes the airfuel flow data signal to achieve desired exhaust
oxygen content. This process is repeated
continuously as the engine is operating.
13
1
Start/Stop sequencing
The ECM contains the logic and outputs to control the
prelubrication (optional), starting, and shutdown of
the engine. ECM Start/Stop logic is customer
programmable and responds to inputs from the
Engine Control Switch, Emergency Stop Switch,
Remote Start Switch, Data Link, and other inputs. The
ECM provides +Battery voltage at the Prelubrication
Motor Relay, Starting Motor Relay, and Gas Shutoff
Valve outputs at the appropriate times to control the
engine.
The ECM supplies +Battery voltage to the Starting
Motor Relay when the Start/Stop Logic determines it
is necessary to crank the engine, and removes
voltage when the engine has started or a customer
programmable Cycle Crank Time has expired.
The Gas Shutoff Valve for this engine is an energize
to run type. The ECM supplies +Battery voltage to the
Gas Shutoff Valve when the internal ECM Start/Stop
logic determines that fuel is required to start or run the
engine.
Refer to Section 2: Programming Parameters for
further details.
Engine monitoring/protection
The ECM monitors for problems in both the engine
and the electronic system. Problems detected with
the engine such as low oil pressure result in an Event
Code. Refer to Section 3 for details on how to
troubleshoot Event codes. A problem detected in the
electronic system, such as an open circuit ECM input,
results in a Diagnostic Code. Refer to Section 5 for
Diagnostic Code troubleshooting procedures.
Monitored parameters that can generate Event
Codes include Oil Pressure, Oil and Jacket Water
Temperature, Exhaust Port Temperatures,
Detonation Level, Battery Voltage, Manifold
Pressure, and Gas Supply Temperature. Depending
on severity of an out of operating range parameter,
the ECM may issue either a WARNING or
SHUTDOWN.
14
1
Service tools
Part No.
Perkins Electronic Service Tools for the Electronic

Control system are designed to help the service
technician analyze and locate faults or problems
within the system. They are required to perform some
sensor calibrations electronically, and to read or
change engine parameters. Perkins TIPPS requires a
personal computer with the TIPPS software installed
and a Communication Adapter to translate from the
Data Link to the computer RS-232 port.
27610182
Description
Harness repair tool kit top up
Signal reading probes
TIPPS communicates with the ECM to read

Diagnostic codes, to read the various sensor output
signals such as engine rpm, or inlet manifold
pressure, and initiates certain electronic calibrations.
There are several adapter cables, probes, etc, that
are used with the service tools in order to access
measurements of signals. A multimeter that is
capable of measuring Frequency and Duty Cycle is
also required. Other necessary tools include those
needed to measure pressures and temperatures.
Required service tools

Part No.
Description
IBM PC Compatible Minimum - Pentium 100 MHz
processor or greater, 32 Mb RAM,
200 Mb of available hard disk space,
VGA monitor or display, CD-ROM,
3.5 in 1.44 Mb diskette drive,
Windows 95 or greater, Windows NT,
RS232 port with 16550AF UART,
Built in pointing device or mouse.
Recommended - Pentium 200 MHz
processor, 64 Mb RAM, 1Gb of
available hard disk space, Super
VGA monitor or display, 12X CDROM, 3.5 in 1.44 Mb diskette drive,
Windows NT, Windows 95 or greater,
RS232 port with 16550AF UART,
Built in pointing device or mouse
27610172
Single User License for TIPPS (Main

TIPPS Program)
27610164
Communication Adapter Group for

use between TIPPS and ECM.
(Includes 7X1701 Communication
Adapter Tool, Case, Fuse, and
cables.)
697/150
Timing Calibration Harness
838/22-A
Timing Calibration Probe
27610181
Harness repair tool kit
15
1
TIPSS connections
Key (A)
)
Engine mounted GECM box
*PC adaptor harness
+ PC
,
Interface module
Service tool harness
GECM connectors
Key (B)
)
J1
*J2
1366.1
Engine cylinder arrangement

Note: (C) The terms A and B bank apply when the
engine is viewed from the front crankshaft damper /
turbo end.
1365.1
A1
A3
A4
A5
A6
A7
A8
B2
B3
B4
B5
B6
B7
B8
16
A2
B1
1364.1
1
Component location
Viewed on A bank
Key (A)
)GECM unit
*Raw coolant temperature sensor
+ Engine coolant temperature sensor
,
Exhaust port temperature probes
-Knock sensors
.
Ignition coils
/
Turbine inlet temperature probes
0 Oxygen sensor
1 Ignition wiring rail
2 Turbine inlet temperature convertor
3 Oxygen sensor interface box
4 Sensor wiring rail
5 Oil temperature sensor
6 Oil pressure sensor
7 Starter relay
8 Starter motors
9
10
11
16
15
A
14
13
12
1367.1
17
1
Component location
Viewed on B bank
Key (A)
)Gas control valve
*Ignition coil
+ Knock sensors
,
Exhaust port temperature probes
-GECM unit
.
Throttle valve and actuator
/
Ignition wiring rail
0 ITSM unit
1 Sensor wiring rail
2 Oil pressure sensor
3 Oil temperature sensor
4Manifold temperature sensor
18
1
Component location
Viewed from rear (flywheel end)
Key (A)
)Throttle valve and actuator
*GECM unit
+Manifold pressure sensor
,
Ignition rail (A bank)
-Sensor wiring rail (A bank)
.
Sensor wiring rail (B bank only)
/
Sensor wiring rail (B bank)
0 ISTM unit (B bank)
1 Ignition rail (B bank)
19
1
Component location
Viewed on front (crankshaft damper,
turbo end)
Speed / timing sensor and timing gear
Key (A)
)Speed timing sensor position in gear case
*Sensor timing gear (inset in camshaft drive gear)
+ Camshaft drive gear
,
Extra segment, start off ignition cycle
A
20
1370.1
2
Programming parameters
Introduction
Programmable Parameters allow the engine to be
configured to meet the application requirements.
Programmable Configuration Parameters must be
programmed at installation, before the engine is first
started.
Customer password #2
This is a programmable parameter that can be used
to protect certain Configuration Parameters from
unauthorized changes.
Gas analysis data and an Engine Performance data

sheet are required in order to determine the correct
Ignition Timing, Exhaust Oxygen settings. Incorrect
programming of parameters may lead to performance
complaints or engine damage.
Total tattletale
Programmable Parameters can be classified into the

following types: Engine Identification, Timing Control,
Air Fuel Ratio Control, Speed Control, Start/Stop
Control. If the ECM is replaced, the appropriate
parameters must be copied from the old ECM with
TIPPS Copy Configuration or on paper and
programmed into the new module.
Timing control parameters
Displays the number of times the configuration

parameters have been changed.
First desired base timing
Note: Parameters should only be changed while the

engine is STOPPED.
First Desired Timing is determined using the Methane

Number of the primary fuel to be used and the Fuel
Usage Guide in the Engine Performance
Specification Sheet. The ECM selects First Desired
Timing when the Timing Selection Switch is in the
open position.
Customer passwords
Second desired base timing
Certain Programmable Parameters may be protected

with customer passwords. This feature is enabled by
programming two customer passwords. If a Customer
Password is not programmed, all parameters are
unprotected. If the Customer Passwords are
forgotten, Factory Passwords can be acquired by
contacting Perkins.
Second Desired Timing is determined using the

Methane Number of the alternate fuel to be used and
the Fuel Usage Guide in the Engine Performance
Specification Sheet. The ECM selects Second
Desired Timing when the Timing Selection Switch is
in the closed position. If an alternate fuel is not to be
used, enter the same timing as was entered in First
Desired Timing.
Engine identification parameters
Air fuel ratio control parameters
Engine serial number

The Engine Serial Number is factory programmed into
the ECM and is available on the Engine Information
Plate.
Equipment ID
The customer can assign an Equipment ID number
for identification purposes.
Customer password #1
This is a programmable parameter that can be used
to protect certain Configuration Parameters from
unauthorized changes.
Fuel quality
This parameter is programmed to the Lower Heating
Value of the primary fuel. The ECM Air-Fuel Control
will compensate for some inaccuracy in this setting
and assume a corrected value that is equal to the
customer programmed Fuel Quality multiplied by the
Fuel Correction Factor displayed on TIPPS. Should
the Fuel Correction Factor exceed a factory
programmed limit, an event code is generated to
indicate the need to reprogram this value.
Continued
21
2
The ECM reverts to the customer programmed Fuel
Quality during startup or when a problem is detected
in the Oxygen Sensor Circuit. Therefore, an accurate
customer programmed Fuel Quality value determined
by laboratory analysis is recommended.
The Fuel Quality parameter can also be used to
Increase (Lean out) or Decrease (Richen up) Air/Fuel
ratio to the engine when the engine is not operating in
Oxygen Feedback. By design the engine is not
operating in Oxygen Feedback from 0% to 25% load.
The engine will not be operating in Oxygen Feedback
when the parameter Oxygen Feedback Enable Status
is set to Disabled. If the Fuel Quality parameter is
changed when the Oxygen Feedback Enable Status
is Enabled, engine operation will not change. The
Fuel Correction Factor will automatically compensate.
Gas specific gravity
The TecJet mixture control unit requires a Specific
Gravity input to precisely meter fuel to air ratio.
Specific gravity can be obtained by laboratory
analysis of the fuel.
Desired oxygen at full load
Program the Desired Oxygen at Full Load parameter
to the exhaust oxygen percent content value stated in
the Engine Performance Data sheet for your
application. This parameter is used to trim the Oxygen
Map that is preprogrammed in the ECM at the factory.
If the Actual Measured Exhaust Oxygen or NOx
emissions are not the required value, increase (or
decrease) the Desired Oxygen at Full Load parameter
in order to lean (or richen) the fuel air mixture.
Oxygen sensor override
This parameter allows the Oxygen Buffer and Oxygen
Sensor to be energized while the engine is not
running to aid in troubleshooting the sensor electrical
circuit.
If an Exhaust Oxygen sensor fails, Oxygen Feedback

Enable Status can be set to Disable to allow the
engine to run in Open Loop (until a new sensor is
obtained). To obtain the correct emissions levels in
Closed Loop, adjust the Fuel Quality parameter to
Lean Out or Richen Up the Air Fuel mixture. An
emissions analyzer is needed to set up the engine to
the correct desired emissions levels.
Note: It is not recommended that the engine be run
unattended in Open Loop Mode if operating on a fuel
that has a changing Lower Heating Value. The engine
runs the risk of being shutdown due to lean misfire or
detonation.
Air / Fuel proportional gain
This parameter determines the TecJet response to
the magnitude of air fuel ratio error. The factory
default setting is 0 and should be one of the last
parameters changed if experiencing problems. This
value should not require adjustment.
Air / Fuel integral gain
This parameter determines the TecJet response for
the time accumulated air fuel ratio error. The factory
default setting is 0 and should be one of the last
parameters changed if experiencing problems. This
value should not require adjustment.
Speed control parameters

Low idle speed
Set the desired Low Idle rpm point with this
parameter.
Minimum engine high idle speed
Set the minimum range of the external speed control
with this parameter.
Maximum engine high idle speed
The Oxygen Sensor Override parameter may also be

used to verify or check Oxygen Sensor Calibration.
Refer to P-602: Oxygen Sensor Calibration.
Set the maximum range of the external speed control

with this parameter or set to 1500 rpm when no
external speed control is required.
Oxygen feedback enabled status
Engine accel. rate
Oxygen Feedback Enable Status can be set to

Enable or Disabled. This feature allows the Fuel
Correction Factor system to be disabled for
troubleshooting purposes. For example, when
troubleshooting an instability problem, disabling
Oxygen Feedback can help determine if the Fuel
Correction System is at fault.
The Engine Accel. Rate parameter controls the rate at

which the engine responds to a change in desired
engine speed. For example, when the Idle/Rated
switch is turned to the Rated position, the engine can
be programmed to climb at 50 rpm per second.
22
2
Governor type setting
Auxiliary proportional gain
The engine governing mode can be set to Droop or

Isochronous, depending on the application.
This parameter changes the governor reaction based

on a proportional multiplier when the Engine Status
Screen Group 6 Grid Status parameter is ON.
Changing this gain when the Grid Status is OFF will
result in no change to engine stability. This parameter
should be changed on the Governor Gain screen
utilizing the Graph feature on that screen. Using the
Graph will provide for the best method to see how the
adjustments made effect engine stability. If changing
this gain causes no effect, check the Grid Status to
make sure it is ON.
Engine speed droop

If the Governor Type Setting parameter is set to
Droop, the Engine Speed Droop programmable
parameter allows precise droop control for
applications such as load sharing. The Droop can be
programmed between 0 - 10%.
Governor proportional gain
This parameter determines the OFF Grid governor
throttle response to the magnitude of engine speed
error.
on a proportional multiplier when the Engine Status
Screen Group 6 Grid Status parameter is OFF.
Changing this gain when the Grid Status is ON will
make sure it is OFF.
Governor integral gain
This parameter determines the governor throttle
response to time accumulated engine speed error.
on an integral multiplier when the Engine Status
Screen Group 6 Grid Status parameter is OFF.
Changing this gain when the Grid Status is ON will
Governor derivative gain
This parameter determines the governor throttle
response to the rate of change in engine speed error.
Auxiliary integral gain

on an integral multiplier when the Engine Status
make sure it is ON.
Auxiliary derivative gain
on a derivative multiplier when the Engine Status
make sure it is ON.
Adjustment of governor gains
The default values programmed into the ECM should
be sufficient for most, if not all applications. Always
explore other causes of engine speed instability
before adjusting governor gains. These causes
include diagnostic codes, unstable gas supply
pressure and incorrect full load throttle angle.

on a derivative multiplier when the Engine Status
Screen Group 6 Grid Status parameter IS OFF.
Changing this gain when the Grid Status is On will
23
2
Start/Stop control parameters
Driven equipment delay time
The ECM provides a Driven Equipment Switch Input
to delay engine startup until driven equipment is
ready. Once Prelubrication is completed, (if fitted) the
ECM will not attempt to start the engine until the
Driven Equipment Switch Input closes to ground. A
driven equipment event code is generated if the
programmed Driven Equipment Time elapses without
closure of the Driven Equipment Switch Input.
Programming Driven Equipment Time to zero
disables this feature. The driven equipment switch on
this engine is a low gas pressure switch.
Crank terminate speed
The ECM disengages the starting motor when the
engine speed exceeds the programmed Crank
Terminate Speed. The default value of 250 rpm
should be sufficient for all applications.
Engine purge cycle time
Purge Cycle Time specifies the amount of time the
engine is to be cranked without fuel prior to a crank
cycle. This allows any unburned fuel to exit through
the exhaust before firing the engine.
Engine cooldown duration
When the ECM receives a Stop request, the engine
will continue to run (at low load) in the Cooldown
Mode for the programmed Cooldown Time. Cooldown
Mode is exited early if an Emergency Stop request is
received by the ECM.
Cycle crank time
Crank Time determines the maximum amount of time
the starter motor and gas shutoff valve are to be
engaged for any given crank cycle. If the engine does
not start within the specified crank time, the start
attempt is suspended for a Rest Cycle that is equal to
Cycle Crank Time.
24
Overcrank time
Overcrank Time determines the total amount of time
the ECM will attempt to start the engine. If the engine
does not start within this period of time, an Overcrank
Event is generated.
Example settings:
Purge Cycle Time = 10 seconds
Cycle Crank Time = 30 seconds
Overcrank Time = 280 seconds
The engine will purge (crank) for 10 seconds with the
fuel and ignition OFF. The engine will continue to
crank for 30 seconds with the fuel and ignition
enabled. If the engine does not start, ignition, fuel,
and starter are disabled for a 30 second Rest Cycle.
With these example settings it takes 70 seconds to
complete a cycle (10 second purge, 30 second crank,
30 second rest). The 280 second Overcrank allows a
maximum of 4 crank cycles.
Engine speed drop time
After Cooldown Time has elapsed, the ECM shuts off
the Gas Shutoff Valve. Ignition continues until the
engine speed drops below 40 rpm. If the engine rpm
does not drop by at least 100 rpm within the
programmed Drop Time, the ECM terminates ignition
and issues an Emergency Stop.
Engine pre-lube time out period
The ECM can energize a prelubrication pump prior to
cranking and monitor for acceptable prelubrication
pressure with the Prelubrication Switch Input. If the
ECM does not detect the Prelubrication Switch
actuation within the Prelube Time-out, the ECM
monitors the Oil Pressure Sensor to determine if
prelubrication has occurred. If prelubrication does not
occur, an Event Code is generated starting sequence
is terminated.
The pre-lubrication system is optional.
3
Troubleshooting with an event
code
Introduction
This section is to be used for troubleshooting
problems that have Event Codes but do not have
ACTIVE Diagnostic codes.
Before using this section, be sure that you have
gathered information about the complaint to
adequately describe the symptoms, verified that the
complaint is not due to normal engine operation, and
repaired all ACTIVE Diagnostic codes. Refer to
Section 4: Troubleshooting With A Diagnostic
code.
The basic philosophy of troubleshooting this engine is
to follow the three steps listed below FIRST to
diagnose a malfunctioning engine:
1 Gather Operator Information. Verify complaint is
not due to normal engine operation.
2 Perform a visual inspection of engine. Check oil
level, supply and/or condition. Check for visible wiring
and connector problems or damaged components.
3 Check and repair all ACTIVE/LOGGED Diagnostic
codes using the troubleshooting procedures in
Section 4: Troubleshooting With A Diagnostic
Code.
If ALL three of these steps reveal no problems,
identify probable causes using the procedure or
procedures in this section that best describes the
symptoms. Narrow the probable causes given in the
procedure by considering operator information,
operating conditions, and repair history of the engine.
Operator information
l
l
l
l
l
What happened, and when?

Under what conditions?
Was the engine rpm (speed) high or low?
Was the engine under load?
Are there any customer or dealer installed
systems that could cause this symptom?
l What else occurred?

l When did the symptoms begin (and what else
happened at that time)?
Diagnostic codes
l Do they correlate to probable causes?
l Did they occur at the same time as the symptoms?
l Are some codes Logged repeatedly?
Other symptoms
l Are they related to this symptom?
l Do they have common probable causes?
Finally, test each probable cause using the tests
suggested by the procedure. Be sure to check
connectors, especially on intermittent problems!
Refer to Section 5: P-501: Inspecting Electrical
Connectors for details.
25
3
Engine overspeed shutdown (E4)
Engine overspeed set point
High jacket water temperature alarm

(E16)
High jacket water temperature shutdown
(E17)
Throttle actuator electrical driver circuit (ECM)
Probable root causes:
Throttle actuator binding
l High ambient temperature

l Low coolant level/cooling system leaks
l Insufficient air or cooling water flow through heat
l
l
l
l
l
Driven equipment motoring

Slow governor response
Perform the following tests:

1 Engine overspeed set point
Verify that the engine overspeed set point is properly
programmed. This is set at 113 percent of rated
speed and is not field re-settable.
2 Throttle actuator electrical driver circuit (ECM)
Check for diagnostic codes relating to the throttle
actuator.
3 Throttle actuator binding
Check for free operation of the throttle actuator.
4 Driven equipment motoring
Determine if the driven equipment has additional
energy inputs that could drive the engine beyond its
rated rpm.
5 Slow governor response
Watch the engine response to worst case step
loading and step unloading on the TIPPS speed
governor adjustment screen. Use the Throttle Bump
feature in TIPPS to disturb steady state engine
operation. Refer to Engine RPM Unstable if the
engine speed undershoot or engine speed overshoot
is excessive.
exchanger or radiator
l
l
l
l
l
l
Faulty jacket water thermostats

Jacket water temperature sensor circuit
Insufficient coolant flow
High inlet air temperature
Exhaust restriction
Combustion gasses in coolant

1 High ambient temperature
Determine if ambient air temperature is within design
specifications for the cooling system.
2 Low coolant level/cooling system leaks
Check coolant level. Low coolant level can be the
effect of overheating rather than the cause. Run the
engine to operating temperature and determine if
leaks occur before the engine overheats.
3 Insufficient air or cooling water flow through heat
exchanger or radiator
Check radiator cooling fins for obstructions. Check
radiator cooling fan (if equipped) operation. Check for
sufficient flow and temperature of cooling water
through the heat exchanger (if equipped).
4 Faulty jacket water temperature control
This is external to the engine.
5 Jacket water temperature sensor circuit
Check the jacket water temperature reading on
TIPPS and ensure it is reasonable. The jacket water
temperature reading should rise steadily as the
engine is warmed. If the reading is not correct,
troubleshoot the sensor circuit.
6 Insufficient coolant flow
Check the water circuit pumps for correct operation.
Check water temperature regulators for proper
operation.
7 High inlet air temperature
Check air temperature into the engine.
8 Exhaust restriction
Check exhaust system back pressure.
26
3
High oil temperature shutdown (E19)
A and B banks
High oil temperature alarm (E20)
A and B banks
Raw water temperature shutdown

(E251-1)
Raw water temperature alarm (E251-3)
l Oil temperature sensor circuit

l Insufficient coolant flow through oil cooler
l Insufficient oil flow through oil cooler
1 Oil temperature sensor circuit
Check the oil temperature reading on TIPPS and
ensure it is reasonable and rises steadily as the
2 Insufficient coolant flow through oil cooler
For jacket water oil coolers, troubleshoot high jacket
water temperature events first. For separate circuit
coolers, check the coolant inlet temperature and
compare to regulated temperature. If OK, check oil
cooler coolant outlet temperature. A high temperature
difference between outlet and inlet temperature
indicates insufficient flow rate.
l Raw water temperature sensor circuit

l Insufficient flow through cooler
l Raw water temperature too high
1 Raw water temperature sensor circuit
Check the temperature reading on TIPPS and ensure
it is reasonable and rises steadily as the engine is
warmed. If the reading is not correct, troubleshoot the
sensor circuit.
2 Insufficient coolant flow through charge cooler
Check external water pumps and supply circuit.
3 Raw water temperature too high
Check the water supply circuit. Maximum raw water
temperature from supply is 59C.
3 Insufficient oil flow through oil cooler

Determine the oil pressure inlet and pressure drop
across the oil cooler while operating the engine at
normal operating temperature.
27
3
Low jacket water temperature start inhibit
(E38) or low jacket water alarm (E37)
Low oil pressure (E40, E100)

l Faulty standby jacket water heater (if equipped)

l Faulty jacket water temperature sensor circuit
1 Faulty standby jacket water heater (if equipped)
Determine if standby heaters are functioning properly.
2 Jacket water temperature sensor circuit
Check the jacket water temperature reading on
TIPPS and ensure it is reasonable. The jacket water
temperature reading should rise steadily as the
l
l
l
l
l
l
Low oil level

High oil temperature/low viscosity
Blocked oil filter
Oil pressure sensor circuit
Blocked oil cooler
Faulty oil pump/oil pump bypass valve

1 Low oil level
Check oil level and add oil as necessary.
2 High oil temperature/low viscosity
If present, troubleshoot high oil temperature events
(E19, E20). High oil temperature causes oil viscosity
to be low which can cause low oil pressure.
3 Blocked oil filter
Replace oil filters if there is any doubt as to their
condition.
4 Oil pressure sensor circuit
Troubleshoot the sensor circuit.
5 Blocked oil cooler
An oil cooler restriction can cause low oil pressure
and high oil temperature.
28
3
Abnormal battery voltage (E42, E43, E50)
High gas fuel temperature (E223)
l Faulty charging system, wiring, etc

l High gas temperature

l Faulty gas temperature signal from the Tecjet
1 Refer to P-503: Electrical power supply to the ECM.

1 High gas temperature
Check for proper operation of gas pretreatment
equipment, vaporizers, etc. (if equipped).
2 Faulty gas temperature signal from the Tecjet
Measure actual gas temperature entering the Tecjet
and compare to the gas temperature reading on
TIPPS.
29
3
Closed circuit breather fault (E159)
Low water level fault (E131)
Low water level fault is an option.
l Closed circuit breather filter blocked
The switch, if fitted, is supplied by the OEM who

should be contacted in the event of a fault.

1 Observe the filter telltale indicator on top of the filter
housing on each bank. If indicator shows red, replace
filter. If indicator is white, fault find closed circuit
breather switch circuit.
30
3
Low oil level fault (E171)
Turbine inlet temperature fault (E870-1)

(E870-3)
Low oil level fault is an option.

The switch, if fitted, is supplied by the OEM who
should be contacted in the event of a fault.
l Exhaust temperature high due to gas quality or

engine fault
l Exhaust thermocouple interface module requires

calibrating or is faulty - see section 6.4
31
3
High gas supply pressure (E267)
Engine overcrank fault (E225)
Probable root causes
Probable root causes
l Gas pressure regulator setting

l Gas pressure regulator defective
l
l
l
l
l
l
l

1 Gas pressure regulator setting
The TecJet requires a regulated supply pressure
between 80 mb and 200 mb. View inlet gas pressure
on TIPPS while the engine is OFF. Ensure pressure
going into the regulator is not excessive. If necessary,
adjust the regulator to achieve the correct gas inlet
pressure.
Note: Verify emissions are within specification
whenever supply pressure is changed.
2 Gas pressure regulator defective
Repair or replace the pressure regulator if it can not
be adjusted to within specification.
Insufficient gas supply

Engine protection feature preventing startup
Engine does not crank
Engine RPM signal to ECM not present
Ignition system not functioning/ignition timing
Insufficient gas quality
Insufficient cranking speed

1 Insufficient gas supply
Check for the presence of a low gas supply pressure
event (E221) code. Observe throttle plate angle while
attempting to start the engine. Troubleshoot the
throttle actuation system if throttle is not opening. Gas
supply lines may require purging after servicing.
2 Engine protection feature preventing startup
Use TIPPS to check for active diagnostic or event
codes which may prevent the engine from starting.
Note: The engine will not start after an engine
protection system shutdown until the engine control
switch is first turned to the OFF position.
3 Engine does not crank
Attempt to start the engine while viewing the starter
motor status on TIPPS. If the starter motor status
indicates the engine should be cranking and is not,
troubleshoot the starting circuit.
4 Engine RPM signal to ECM not present
The ECM must detect a minimum of 100 rpm before
gas or ignition is supplied to the engine. Monitor
engine rpm with TIPPS while the engine is cranking.
Check the speed/timing sensor air gap if a stable
speed is not displayed. Refer to P-511: Speed/Timing
Sensor.
5 Ignition system not functioning/ ignition timing
Ensure no ignition system diagnostic codes are
present.
Note: Always correct diagnostic codes before
troubleshooting event codes or symptoms. Verify
ignition timing selection switch is in the correct
position for the type of gas being used.
6 Insufficient gas quality
Determine if the LHV value of the gas supply matches
the programmed fuel quality parameter. The ECM
uses the customer programmed LHV setting for startup and low load air fuel ratio control.
7 Insufficient cranking speed
Engine must crank at 100 rpm or higher to ensure
starting. Check battery state, starter cables etc.
32
3
Customer fault stop requested (E269) or
engine ESTOP pressed (E264)
Low gas pressure inhibit (E158) or low

gas pressure shutdown request (E160)
l Engine shutdown requested by operator

l Faulty shutdown electrical circuit
l Emergency stop switch exposed to excessive
l Gas pressure below limit

l Faulty electrical circuit
vibration
1 Engine shutdown requested by operator
Question the operator to determine if the stop request
was intentional or may have accidentally occurred.
2 Faulty shutdown electrical circuit
The emergency stop switch circuit must remain
closed in order to allow the engine to run. Check
wiring between the emergency stop switch(es) and
the ECM connector for damage or corrosion. Refer to
P-500: Inspecting Electrical Connectors. Check
emergency stop circuit resistance between P1
terminal-22 and 31 while emergency stop switches
are closed. If greater than 5 Ohms, locate and repair
source of excessive resistance.

1 Gas pressure below limit
Establish cause of low gas pressure into system.
2 Faulty electrical circuit
The switch circuit must remain closed in order to allow
the engine to run. Check wiring between the gas
pressure switch and the ECM connector for damage
or corrosion. Refer to P-500: Inspecting Electrical
Connectors. Check pressure switch shutdown/start
inhibit circuit resistance between P1 terminal-21 and
31. If greater than 5 Ohms, locate and repair source
of excessive resistance.
Check for excessive vibration at an emergency stop
switch that could cause false shutdowns.
33
3
Gas energy content setting low (E229) or
gas energy content setting high (E230) or
fuel quality out of range (E231)
l Gas BTU content or specific gravity significantly

different than programmed value
l Inaccurate oxygen sensor

l Gas condensation
1 Gas BTU content or specific gravity significantly
different than programmed value
Have gas analyzed to determine actual BTU content.
If gas quality is not constant, analyze samples taken
over a period of time and program to the average
value.
2 Inaccurate oxygen sensor
Perform an oxygen sensor calibration. Ensure relative
humidity and ambient temperature is within
acceptable limits Refer to P-601: Oxygen Sensor
Calibration. If the calibration is not successful after
several attempts, replace the oxygen sensor element.
3 Gas condensation
Verify correct operation of gas vaporizers (if
equipped).
34
3
Detonation alarm (E401 cylinder #1
through E416 cylinder #16) or detonation
shutdown (E421 cylinder #1 through E436
cylinder #16)
l
l
l
l
l
l
l
l
Overload
High inlet manifold temperature
Incorrect base timing setting
Timing selection switch circuit
Changes in fuel quality wrong fuel/air ratio
Timing calibration
Faulty detonation sensor circuit
Combustion chamber deposits

1 Overload
Verify the engine boost pressure under full load is not
above maximum specifications as listed in the Engine
Performance Data Sheet.
7 Faulty detonation sensor circuit

If the detonation level is abnormal on a single cylinder
when compared to the others, verify the suspect
detonation sensor is firmly mounted to the block.
If OK, Swap the suspect detonation sensor with one
from the other side of the block. If the abnormal
detonation level reading follows the sensor, replace
the sensor.
If the abnormal detonation level reading does not
follow the sensor, disconnect the affected sensor
from the block but leave it connected electrically. If the
indicated detonation level is nonzero, there is
electrical noise entering the detonation circuit. If
detonation is audible the circuit is OK.
8 Combustion chamber deposits
Measure engine compression. Refer to the Operation
and Maintenance Manual. A higher than normal
compression indicates deposits are inside the
cylinder.
2 High inlet manifold temperature

High inlet manifold temperature can cause
detonation. If present, troubleshoot high raw water
temperature events (E26) first.
3 Incorrect base timing setting
Correct base timing setting is determined by obtaining
the gas methane number through fuel analysis and
consulting the fuel usage guide in the engine
performance data sheet. Use the timing selection
switch to select the correct timing setting for the fuel
currently being used. Ensure the timing selection
switch inputs are correct.
4 Timing selection switch circuit
Observe the timing selection switch status on TIPPS
(if equipped). If the status is not correct, troubleshoot
the switch circuit. Refer to the electrical system
schematic.
5 Changes in fuel quality wrong fuel/air ratio
Check for gas energy content low/high or fuel quality
out of range events to indicate changes in fuel BTU
and possible methane number changes.
6 Timing calibration
Perform a speed/timing sensor calibration if work has
been done on the engine that could affect timing, or if
not done previously. Refer to P-603: Speed/Timing
Calibration.
35
3
Exhaust port temperature high (E801
cylinder A1 through E816 cylinder B8)
Exhaust port temperature deviating low

(E841 cylinder A1 through E856 cylinder
B8)
l
l
l
l
High inlet manifold temperature

Advanced (late) timing
Exhaust system restriction
Cylinder deposits or oil leak

1 High inlet manifold temperature
Troubleshoot high raw water temperature
(E26 or E27) codes, if present
2 Advanced (late) timing
Check ignition timing on TIPPS while the engine is
operating under load and compare with
recommended timing in the fuel usage guide (engine
performance data sheet). Fuel analysis data is
required.
3 Exhaust system restriction
Measure exhaust restriction while under load. Refer
to engine specific data.
4 Cylinder deposits or oil leak
Check compression of suspect cylinders. Refer to the
Operation and Maintenance Manual. Oil leaking into
the cylinder can also cause high temperature. Check
for signs of internal oil leaks into the cylinders (high oil
consumption, blue smoke).
l
l
l
l
l
Light load
ITSM Module diagnostic code
Faulty thermocouple
Insufficient spark
Compression

1 Light load
Operate the engine at or near idle to identify a misfire
problem that can result in low exhaust temperature
event codes.
2 ITSM Module diagnostic code
Use TIPPS to check for thermocouple failure
diagnostic codes.
3 Faulty thermocouple
Check for ITSM Diagnostic codes. Temperature
readings should normalize after the engine is shut
down. It is possible to move a suspect thermocouple
to a different cylinder. If the low temperature problem
follows the thermocouple, replace the thermocouple.
If the problem stays with the cylinder, investigate the
cause for the misfire.
4 Insufficient spark
Resolve all ignition system diagnostic codes. If no
ignition system codes are present for the cylinder
indicating low exhaust temperature, inspect ignition
system components for the suspect cylinder.
5 Compression
Measure cylinder pressure to check for compression
related problems.
36
4
Troubleshooting with a diagnostic
4
code
Diagnostic codes
Diagnostic codes alert the operator that a problem
exists and indicate the nature of the problem to the
service technician.
Diagnostic codes consist of three parts. The MID, CID
and FMI. The MID or Module IDentifier indicates
which electronic module generated the diagnostic
code. The ECM is MID=24. The CID, or Component
IDentifier, indicates which component in the system
the diagnostic code is for. The FMI, or Failure Mode
Identifier indicates what the failure mode is. Refer to
Diagnostic Terminology later in this section for
additional details.
Diagnostic codes may be viewed on an Electronic
Service Tool TIPPS or one of the various electronic
display modules. On some Electronic Service Tools
or display modules, the MID is not displayed because
it is obvious which module you are reading the
diagnostic codes from.
To troubleshoot a diagnostic code, refer to the Quick
Reference Sheet For Diagnostic codes in this
section under the specific code number. The code
number will direct you to a procedure in Section 5:
Functional Tests.
Do not confuse diagnostic codes with diagnostic
events (refer to Logged Events in this section).
Events can be logged in the ECM to track information
about the engine. An example would be a low oil
pressure event. An event is generated when the
engine oil pressure is low but not out of range for the
sensor. This does not indicate a problem with the
sensor, rather it indicates a problem with the engine
oil pressure. Refer to Logged Events later in this
section for more information.
Active Diagnostic codes
An Active diagnostic code represents a problem with
the electronic control system that should be
investigated and corrected as soon as possible.
Logged Diagnostic codes

When the ECM generates a diagnostic code, it
usually logs the code in permanent memory within the
ECM. The ECM has an internal diagnostic clock and
will record the hour of the first occurrence, the hour of
the last occurrence and the number of occurrences of
the code.
Knowing when and how often the code was
generated can be a valuable indicator when
troubleshooting intermittent problems.
An Electronic Service Tool can retrieve and delete
Logged codes. Any Logged diagnostic codes will
automatically be deleted if no additional occurrences
are recorded in 100 hours.
When investigating logged diagnostic codes, keep in
mind the following information.
l Some diagnostic codes may be easily triggered

and do not result in operator complaints. If the time
the code was logged does not relate to a
complaint, there may be nothing to fix.
l The most likely cause of an intermittent problem is

a faulty connection or damaged wiring. Next likely
is a component failure (sensor or switch). Least
likely is failure of the ECM itself.
l Diagnostic codes that are logged repeatedly may

indicate a problem that needs special
investigation.
To troubleshoot a Logged diagnostic code, refer to
the Quick Reference Sheet For Diagnostic codes in
this section. The code number will direct you to a
procedure in Section 5: Functional Tests. If the
symptoms continue, use the proper procedure for
troubleshooting the symptoms that have been
experienced by the operator. Refer to Section 3:
Troubleshooting Without a Diagnostic Code.
Note: Always clear logged diagnostic codes after
investigating and correcting the problem which
generated the code.
When an Active diagnostic code is generated, the

Active Alarm warning indicator is activated to alert the
operator. If the condition generating the diagnostic
occurs only for a brief moment, the message will
disappear and the diagnostic code will be Logged in
the ECM memory.
37
4
(A) Output Voltage from jacket water temperature
sensor.
Note: The diagram shown is for reference only and
should not be used to troubleshoot the jacket water
temperature sensor.
Sensor Diagnostic Generated

(Electronic Problem)
4.8 V
Logged Event, warning,
derate, and shutdown occur
if applicable.
Logged Events
The GECM can log events. Events refer to engine
operating conditions such as low oil pressure or high
jacket water temperature. Logged events do not
indicate an electronic system problem, but may
indicate an engine system problem. The example
diagram shown indicates the output voltage from a
jacket water temperature sensor and how the GECM
responds to that voltage.
4.2 V
107C
(225F)
Warm Mode Temperature
Range 20 to 106C
(68 to 223F)
Engine is too hot,

but there is not an
electronic problem
NORMAL
ENGINE
TEMPERATURE
RANGE.
2.8 V
63C
(145F)
Cold Mode Temperature
Range -40 to 20C
(-40 to 68F)
0.2 V
38
Sensor Diagnostic Generated

(Electronic Problem)
1376.1
4
Diagnostic Terminology
Module Identifier (MID) - Two or three digit code which is assigned to each module or control system.
Module ID
Description
024
Gas Engine Control Module (ECM)
6F
Integrated Temperature Sensing Module (ITSM)
Component Identifier (CID) - Two or three digit code which is assigned to each component or system.
Failure Mode Identifier (FMI) - Type of failure the component experienced (adopted from SAE standard
practice J1587 diagnostics).
Failure Mode Identifier
Description
00
Data valid, but above normal operational range
01
Data valid, but below normal operational range
02
Data erratic, intermittent, or incorrect
03
Voltage above normal or shorted high
04
Voltage below normal or open circuit
05
Current below normal or open circuit
06
Current above normal or grounded circuit
07
Mechanical system not responding properly
08
Abnormal frequency, pulse width, or period
09
Abnormal update
10
Abnormal rate of change
11
Failure mode not identifiable
12
Faulty device or component
13
Uncalibrated device or component
14 - 31
Reserved for future assignment
Active Code - The MID, CID and FMI can be viewed on TIPPS.
Logged Code - The diagnostic will be entered into the permanent memory (Diagnostic Log) when it becomes
Active. The number of occurrences will be saved in the good to bad counter in the permanent memory
(Diagnostic Log). First and last occurrence time (engine hours) will also be saved in the permanent memory
(Diagnostic Log). This information is then available for display on TIPPS.
39
4
Quick Reference Sheet For ECM Diagnostic codes
CID-FMI
17-05
17-06
17-12
41-03
41-04
106-03
106-08
109-03
109-08
110-03
110-04
168-02
172-03
172-04
175-03
175-04
261-13
262-03
262-04
301-05
301-06
302-05
302-06
303-05
303-06
304-05
304-06
305-05
305-06
306-05
306-06
307-05
307-06
308-05
308-06
309-05
309-06
310-05
310-06
311-05
311-06
312-05
312-06
313-05
313-06
314-05
314-06
315-05
315-06
316-05
316-06
320-03
320-08
323-03
324-03
336-02
40

Procedure No.
Fuel Shutoff Valve Open Circuit ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. P-513
Fuel Shutoff Valve Short To Ground.. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. P-513
Fuel Shutoff Valve Faulty... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. P-513
+8 VDC Power Supply Shorted High . ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. P-522
+8 VDC Power Supply Shorted Low.. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. P-522
Inlet Manifold Pressure Signal Invalid ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. P-506
Inlet Manifold Pressure Signal Noisy . ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. P-506
Jacket Water Outlet Pressure Signal Open Or Shorted. ... ... ... ... ... ... ... ... ... ... ... ... ... .. P-506
Jacket Water Outlet Pressure Signal Noisy ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. P-506
Jacket Water Temperature Sensor Open .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. P-505
Jacket Water Temperature Sensor Short To Ground ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. P-505
Intermittent Battery Power To The ECM ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. P-503
Inlet Manifold Temperature Sensor Open.. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. P-505
Inlet Manifold Temperature Sensor Short To Ground ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. P-505
Oil Temperature Sensor Open... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. P-505
Oil Temperature Sensor Short To Ground. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. P-505
Timing Calibration Required .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. P-603
+5 VDC Supply Shorted High ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. P-521
+5 VDC Supply Below Normal... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. P-521
Cylinder A1 Ignition Primary Open ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. P-514
Cylinder A1 Ignition Primary Shorted. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. P-514
Cylinder B1 Ignition Primary Open ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. P-514
Cylinder B1 Ignition Primary Shorted. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. P-514
Speed/Timing Sensor Open Or Shorted ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. P-511
Speed/Timing Sensor Noisy .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. P-511
Engine Shutdown Lamp Driver Shorted High ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. P-517
Engine Warning Lamp Driver Shorted High... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. P-517
Engine Control Switch Fault .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. P-503
4
CID-FMI
338-05
338-06
443-03
444-05
444-06
445-03
542-03
542-04
1086-09
1086-12
1087-03
1087-08
1088-05
1088-06
1440-05
1440-06
1501-03
1501-04
1502-03
1502-04
1505-03
1505-04
1506-03
1506-04
1509-03
1509-04
1510-03
1510-04
1513-03
1513-04
1514-03
1514-04
1528-05
1528-06

Procedure No.
Prelubrication Output Open . ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .P-513
Prelubrication Output Short To Ground ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .P-513
Crank Terminate Relay Shorted High.. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .P-517
Starter Motor Relay Open Circuit ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .P-513
Starter Motor Relay Shorted Low ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .P-513
Engine Run Relay Driver Shorted High ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .P-517
Oil Pressure Sensor Open... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .P-505
Oil Pressure Sensor Short To Ground. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .P-505
Oxygen Sensor Element Not Connected. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. P-509B
Oxygen Sensor Element Failed... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .P-602
Oxygen Buffer Signal Open Or Shorted High.. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. P-509B
Oxygen Buffer Signal Noisy. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. P-509B
Oxygen Buffer Power Driver Open .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. P-509A
Oxygen Buffer Power Driver Shorted Low... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. P-509A
Throttle Actuator Output Driver Open Circuit... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .P-524
Throttle Actuator Output Driver Short Circuit... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .P-524
Detonation Sensor #1 Open ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .P-512
Detonation Sensor #1 Shorted Low. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .P-512
Turbine Inlet Temperature Open . ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .P-505
Turbine Inlet Temperature Shorted low ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .P-505
41
4
Quick Reference Sheet For Temperature Sensing Module Diagnostic codes
CID-FMI
591-12
1201-03
1201-04
1201-05
1202-03
1202-04
1202-05
1203-03
1203-04
1203-05
1204-03
1204-04
1204-05
1205-03
1205-04
1205-05
1206-03
1206-04
1206-05
1207-03
1207-04
1207-05
1208-03
1208-04
1208-05
1209-03
1209-04
1209-05
1210-03
1210-04
1210-05
1211-03
1211-04
1211-05
1212-03
1212-04
1212-05
1213-03
1213-04
1213-05
1214-03
1214-04
1214-05
1215-03
1215-04
1215-05
1216-03
1216-04
1216-05
1221-03
1221-04
1221-05
42

Procedure No.
Internal Temperature Sensing Module Failure .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. P-525
Cylinder A1 Thermocouple Shorted High .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. P-525
Cylinder A1 Thermocouple Shorted Low ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. P-525
Cylinder A1 Thermocouple Open .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. P-525
Cylinder B1 Thermocouple Shorted High .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. P-525
Cylinder B1 Thermocouple Shorted Low ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. P-525
Cylinder B1 Thermocouple Open .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. P-525
Turbocharger Inlet Thermocouple Shorted High ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. P-525
Turbocharger Inlet Thermocouple Shorted Low ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. P-525
Turbocharger Inlet Thermocouple Open ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. P-525
5
Functional Tests
P-501: Inspecting electrical connectors

System operation
MS Connectors
Many of the Operational Procedures and Diagnostic

Code Procedures in this troubleshooting guide will
direct you to check a specific electrical connector.
Use the following steps to help determine if the
connector is the cause of the problem. If a problem is
found in the electrical connector, repair the connector
and verify that the problem has been corrected.
Intermittent electrical problems are often caused by
poor connections. Always check for an Active
Diagnostic Code before breaking any connections
and check again immediately after reconnecting the
connector to see if the problem disappears. Simply
disconnecting and then reconnecting connectors can
sometimes solve a problem. If this occurs, likely
causes are loose terminals, bent terminals,
improperly crimped terminals or corrosion. Follow this
procedure to thoroughly inspect the connectors to
determine if connectors are the cause of the problem.
Jack
Jack
Plug
Plug
Bb38fe01
(A) MS Connector view
MS Connectors - These connectors have a metal

housing. The pins and sockets are soldered to the
electrical wires. The solder connections are usually
environmentally protected with a chemical potting
which prevents access to the solder point.
Deutsch Connectors - The connectors have a plastic
housing. The pins and sockets are crimped onto the
electrical wires. The connector has a locking
mechanism to hold the pins and sockets. These
connectors are repairable without cutting the wires.
43
5
ECM Connectors
ECM AMP Connectors
13
23
14
31
39
47
24
32
40
57
70
48
58
8
>PEI<
14
31
36
47
40
57
24
57
70
14
31
39
47
48
58
14
9 10 11 12 13
>PEI<
23
24
32
40
31
36
40
47
48
57
58 59 60 61 62 63
ECM Side
65 66 67 68 69 70
Harness Side
23
47
48
Harness Connector P1
13
23
24
58 59 60 61 62 63
ECM Side
9 10 11 12 13
Harness Connector P2
65 66 67 68 69 70
Harness Side
BB38ED02
Harness routing and sealing plug insertion
B
44
BB38F301
5
Functional test
TEST STEP
RESULT
DIAGNOSIS/ACTION
Step 1: Check Connector Mating

MS Style Connectors
Make sure the receptacle (jack) coupling is turned
clockwise as much as possible and very little, if any,
threading on the plug is visible. Make sure the
connection is not cross threaded.
OK Proceed to next step.

NOT OK Repair or replace as
necessary. STOP.
Deutsch HD Style Connectors

Make sure the plug and receptacle are aligned using
index markings. Check that the receptacle coupling is
fully turned clockwise and has clicked into locked
position. Make sure the two halves cannot be pulled
apart.
The connector will securely lock. The connector and
locking mechanism is without cracks or breaks.
Step 2: Check ECM Connector Allen Screw
Ensure the Connector Bolt is properly tightened, but be
careful not to over tighten and break the bolt.
Do not exceed 6.0 Nm (4.4 lb ft) of torque on the ECM
Connector Bolt when mating the 70-Terminal AMP
connector to the ECM.

necessary. STOP.
The ECM Connector is secure and the ECM Connector

Bolt is properly torqued.
Step 3: Perform 45 N (10 Pound) Pull Test On Each
Terminal/Wire
Each terminal and connector should easily withstand 45
N (10 lb) of pull, and 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.
Note: Terminals should ALWAYS be crimped onto the
wires using an appropriate tool (1U5804 Deutsch Crimp
Tool recommended). Do not solder terminals.

necessary. STOP.
Each terminal and connector easily withstands 45 N (10

Pound) of pull, and remains in the connector body.
45
5
TEST STEP
RESULT
DIAGNOSIS/ACTION
Step 4: Monitor Electronic Service Tool While Tugging

On Wiring And Connectors
Warning!
There is a Strong Electrical Shock Hazard while the
engine is turning. Do not touch wires associated with
the Ignition Transformer circuit while the engine is
cranking or running.

necessary STOP.
If there is an Active Diagnostic Code pertaining to the

circuit:
Monitor the Perkins Diagnostic Tool TIPPS Active Code
Screen while tugging on all harnesses and connectors
that connect to the component with the Active
Diagnostic Code. If the Active Diagnostic Code
disappears while tugging on the harness, there is a
problem in the wiring or connector.
If there are no Active Diagnostic codes:
Monitor the TIPPS Display Status Screen for the
component while tugging on the harnesses. If the
reading changes erratically while tugging, there is a
problem in the wiring or connector.
If there are no Active Diagnostic codes and there are
complaints about sudden intermittent engine speed
changes or cutouts:
Run the engine and listen for burps or cutouts while
pulling on the wiring or connectors. If the engine speed
changes cuts out while tugging on the harness, there is
a problem in the wiring or connector.
The problem appears to be external to the harnesses
and connectors. Tugging on the harnesses and
connectors has no affect on the Active Diagnostic
Code, component status, or engine performance.
Step 5: Check Wires For Insulation Nicks Or Abrasion
Carefully inspect each wire for signs of abrasion, nicks, or
cuts. Likely locations to check are anywhere the
insulation is exposed, points where the wire rubs against
the engine or a sharp point.

necessary. STOP.
Check all harness hold down clamps to verify the harness

is properly clamped and the clamp is not compressing the
harness. Pull the harness sleeves away to check for
flattened wires where the clamp holds the harness.
The wires are free of abrasion, nicks, or cuts and the
harness is properly clamped.
46
5
TEST STEP
RESULT
DIAGNOSIS/ACTION
Step 6: Check Connectors For Moisture Or Corrosion

Ensure the connector seals and white sealing plugs are in
place. If any of the seals or plugs are missing, replace the
seal, plug, or if necessary, the connector.
Check all wiring harnesses to verify the harness does not
make a sharp bend out of a connector. This will deform
the connector seal and create a moisture entry path.
Thoroughly inspect ECM Connectors J1/P1 and J2/P2 for
evidence of moisture entry.
Note: It is normal to see some minor seal abrasion on the
ECM Connector seals. Minor seal abrasion will not allow
moisture entry.
If moisture or corrosion is evident in the connector, the
source of the moisture entry must be found and repaired
or the problem will reoccur. Simply drying the connector
will not fix the problem. Likely moisture entry paths are
missing or improperly installed seals, nicks in exposed
insulation, or unmated connectors. Moisture can also
travel or 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 connect 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 pins, sockets or the
connector itself, use only denatured alcohol to clean/remove
the corrosion with a cotton swab or a soft brush. Do not use
any cleaners that contain 1,1,1 trichloro-ethylene because it
may damage the connector.

NOT OK Repair or replace wiring
or connectors as
necessary. Ensure all
seals are properly in
place and connectors
completely mated. Verify
the repair eliminates the
problem by running the
engine for several
minutes and check again
for moisture. If moisture
reappears, it is wicking
into the connector. Even if
the moisture entry path is
repaired, it may be
necessary to replace the
wires that have moisture
wicking through them as
the wires may have
moisture trapped inside
the insulation. Verify the
repair eliminates the
problem. STOP.
All connectors/seals should be completely

mated/inserted, and the harness/wiring should be free
of corrosion, abrasion or pinch points.
Step 7: Inspect The Connector Terminals
Verify the terminals are not damaged. Verify proper
alignment and location of terminals in the connector.
The terminals are properly aligned and appear
undamaged.

necessary. STOP.
Step 8: Check Individual Pin Retention Into The Socket

This is especially important for intermittent problems.
Using a new pin, insert the pin into each socket (one at a
time) to check for a good grip on the pin by the socket.
Repeat for each pin on the mating side of the connector,
using a new socket for the test. The terminal contact (pin
or socket) should stay in place when the connector is
held upside down.
OK STOP.
necessary. STOP.
The pins and sockets appear to be OK.
47
5
P-503: Electrical power supply to the
ECM
System Operation
This procedure tests whether proper voltage is
supplied to the ECM by the equipment wiring. Use this
procedure if a 168-02 Low or Intermittent Battery
Power To ECM Diagnostic codes are Logged, or
anytime you suspect the ECM is not receiving battery
supply voltage.
The ECM input at Connector P1 terminal-70
(Switched +Battery) receives battery voltage from the
Engine Control Switch (ECS) via a relay when the
ECS 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 safely shut
down.
The cause of an intermittent power supply to the ECM
can occur on either the positive (UNSWITCHED
+BATTERY) or negative (-BATTERY) side. Both
sides are routed from the ECM to the battery. The four
Unswitched +Battery connections should be routed
through a dedicated protection circuit.
48
5
ECM Electrical power supply schematic
J1
START
STOP
AUTO
OFF
Starters
Starter Relay
Battery
24V DC
Starter
- Battery
Switched + Battery
B
A
Circuit
Breaker
Start
Stop
Auto
J2
10
- Battery
Switched + Battery
H
A
- Battery
Switched + Battery
ECM
Switched + Battery
L
K
Remote Start
- Battery
- Battery
- Battery
- Battery
62
61
64
Control Relay
63
65
67
69
52
53
55
57
70
Engine Control
Switch
Unswitched + Battery
Techjet
ITSM
Throttle
Valve
Note : Refer to the Wiring Drawings for full connection details
A
P-503.2
49
5
Diagnostic codes
CID-FMI Conditions which generate this code:
168-02
Intermittent Battery Power To The ECM

Indicates the battery circuit to the ECM has
either an intermittent or low battery condition
while the engine is running. If battery voltage
disappears without returning, the ECM will
not Log this Diagnostic Code and the engine
will shut down.
336-02
Engine Control Switch Fault

The ECM detects an invalid combination on
the Switched +Battery, Start, Stop, and Auto
inputs, indicating a problem with the Engine
Control Switch circuit.
Systems Response:
Troubleshooting
The engine may experience

engine rpm burps, intermittent
and/or complete engine
shutdowns while the conditions
causing this diagnostic code
are present.
Proceed with
P-503: Electrical
Power Supply To
The ECM
The engine will shutdown. This

code will remain active until the
Engine Control Switch is
turned to the OFF position.
Proceed with
P-503: Electrical
Power Supply To
The ECM
This diagnostic code remains

Active until the Engine Control
Switch is turned to the OFF
position.
Functional test
TEST STEP
RESULT
DIAGNOSIS/ACTION
Step 1: Inspect Electrical Connectors And Wiring

Thoroughly inspect ECM Connector J1/P1, breaker and
battery connections, and the connections to the Engine
Control Switch. Refer Inspecting Electrical Connectors
for details.
Perform 45 N (10 pound) pull test on each of the wires in
the ECM Connector associated with the Unswitched
+Battery (terminal-52, 53, 55, and 57), -Battery
(terminal-63, 65, 67, and 69), and Switched +Battery
(terminal-70) connections.

or connectors as
problem. STOP.
Check ECM Connector (Allen screw) for proper torque 6.0 Nm (4.4 lb-ft).
Check the harness and wiring for abrasion and pinch
points from the battery to the ECM, and from the Ignition
Key Switch to the ECM.
See Figure P-503.3.
All connectors/pins/sockets should be completely
50
5
ECM Terminal Connections
13 12 11 10
23 22 21 20 19
ECM Connector P1
Function
18 17 16 15 14
31 30 29 28
27 26 25 24
Pin Location
Unswitched +Battery
52
39 38 37 36
35 34 33 32
Unswitched +Battery
53
47 46 45 44
43 42 41 40
Unswitched +Battery
55
52 51 50 49 48
Unswitched +Battery
57
Switched + Battery
70
-Battery
63
-Battery
65
-Battery
67
-Battery
69
Start
62
Stop
61
Auto
64
57 56 55 54 53
69
70
68 67 66 65 64 63 62 61 60 59 58
Terminal Side
70 69 68 67 66 65
63 62 61 60 59 58
57
48
47
40
36
24
31
23
14
>PEI<
13 12 11 10
Wire Side
A
P503.3
51
5
TEST STEP
RESULT
DIAGNOSIS/ACTION
Step 2: Check Battery Input Voltage At ECM

Turn the Engine Control Switch to the STOP position.
Measure and record the voltage at the battery post
terminals. If the voltage at the battery posts is not
between 24.8 and 29 VDC, troubleshoot the charging
system.
Note: If using a power supply instead of batteries, the
minimum requirement is 22 VDC at 16 Amps.
Measure the voltage between P1 terminal-52
(UNSWITCHED +BATTERY) and P1 terminal-63
(-BATTERY).
Check for an Active 336-02 diagnostic code while the
Engine Control Switch is in each position. Repeat this
check several times.
See Figure P-503.3.
The voltage measurements at P1 should be constant
and within 2 VDC of the voltage measured at the battery
posts.
Diagnostic Code 336-02 should not become active
while the Engine Control Switch is operated in each
position.
OK The ECM is currently

receiving the correct
voltage. Refer to
Inspecting Electrical
Connectors if
troubleshooting an
intermittent problem.
STOP.
NOT OK The correct voltages do
not appear at P1. Check
for breakers in the Engine
Mounted ECM Box.
Check through the wiring
with a voltmeter to find
the source of the voltage
drop. Refer to Electrical
System Schematic.
Repair as required.
STOP.
336-02 The ECM detects an
ACTIVE
invalid Engine Control
Switch input pattern.
Proceed to next step.
Step 3: Check The Engine Control Switch Circuit

Measure the voltage at the ECM Start, Stop, and Auto
inputs (P1 pin-62, 61, and 64) while the Engine Control
Switch is each position.
Measure the voltage between P1 terminal-70
(SWITCHED +BATTERY) and P1 terminal-69
(-BATTERY) while the Engine Control Switch to the
STOP, AUTO and START positions.
See Figure P-503.2.
Ground (less than 1 VDC) should appear only on the
input corresponding to the switch position.
+Battery should be present at P1 terminal-70 when the
Engine Control Switch is in the STOP, AUTO and
START positions.
52
OK Correct voltages appear

at the ECM connector P1.
Remove power from the
engine control system
and disconnect J1/P1.
Carefully examine J1 and
P1 for damage or
corrosion. Repair as
necessary. Reconnect
J1/P1 and retest. If
problem is not resolved,
replace the ECM. STOP.
NOT OK Disconnect the Start,
Stop, and Auto wires from
the Engine Control
Switch and check the
switch contacts in each
position with an
ohmmeter. Replace the
switch if defective. If the
repair or replace the
harness. STOP.
5
P-505: Analogue sensor open or short
circuit test
System Operation
Use this procedure to troubleshoot Open or Short
circuit diagnostic codes for the Oil Pressure Sensor,
Oil Temperature Sensor, Jacket Water Temperature
Sensor, and Inlet Manifold Temperature Sensor. Note
that the Jacket Water Temperature Sensor does not
require +5 VDC supply voltage from the ECM.
The troubleshooting procedures for each Sensor
Open and Short circuit diagnostic code are identical.
The ECM provides supply voltage from ECM
Connector J1/P1 terminal-2 (+5VDC Supply) to the
sensor connector terminal-A. The Sensor Return
(ground) connection is also shared, provided from
ECM Connector J1/P1 terminal-3 (Analogue Return)
to each sensor connector terminal-B. The signal
voltage from each sensor is supplied from the sensor
connector terminal-C to the appropriate Sensor
Signal Terminal at ECM Connector J1/P1. Refer to
the Schematic for details.
53
5
Analog sensor schematic
Inlet Manifold Temperature Sensor

+5V
Signal
Return
J1/2
J1/14
J1/3
A
C
B
+5VDC Supply
Inlet Manifold temperature
Analogue Return
ECM
Raw Water Temperature Sensor

+5V
Signal
Return
A
C
B
J1/15
Raw Water Temperature
J1/17
Oil Temperature 'A' Bank
J1/25
Oil Temperature 'B' Bank
J1/24
Oil Pressure 'A' Bank
J1/26
Oil Pressure 'B' Bank
J1/27
J2/21
Water Temperature
Return
J1/36
Turbine Inlet Temperature
J1/37
Oil Temperature Sensor 'A' Bank

+5V
Signal
Return
A
C
B
Oil Temperature Sensor 'B' Bank

+5V
Signal
Return
A
C
B
Oil Pressure Sensor 'A' Bank

+5V
Signal
Return
A
C
B
Oil Pressure Sensor 'B' Bank

+5V
Signal
Return
A
C
B
Water Temperature Sensor

Signal
Return
C
B
Turbine Inlet Temperature Sensor
Thermocouple
4-20mA
Convertor
+24VDC Switched
-24VDC
A
54
P505.1
5
ECM Connector terminal
locations
13 12 11 10
23 22 21 20 19
ECM Connector P1
Function
18 17 16 15 14
31 30 29 28
57 56 55 54 53
69
70
52 51 50 49 48
14
Jacket Water Temperature
63 62 61 60 59 58
57
48
47
17
25
Oil Pressure A Bank
Terminal Side
27
Oil Temperature A Bank

Oil Temperature B Bank
68 67 66 65 64 63 62 61 60 59 58
70 69 68 67 66 65
Manifold Temperature
43 42 41 40
Analog Return
35 34 33 32
47 46 45 44
+5 VDC Supply
27 26 25 24
39 38 37 36
Pin Location
24
Oil Pressure B Bank

Turbine Inlet Temp +
Turbine Inlet Temp -
26
15
36
37
40
36
31
24
23
14
>PEI<
13 12 11 10
Wire Side
A
P505.2
Diagnostic codes
100-03
Systems Response:
A bank Oil Pressure Sensor Open Or

Shorted High
The ECM assumes a default

filtered oil pressure of 0 kPa (0
psi) gauge, and engine
The Filtered Oil Pressure Sensor signal input
protection monitoring for low or
to the ECM is greater than 4.8 VDC,
excessive oil pressure is
indicating an open circuit or short to a
disabled.
positive voltage source
AND
A +5VDC Sensor Supply Diagnostic Code
(262-03 or 262-04) is NOT active.
position.
Troubleshooting
Proceed with
P-505: Analogue
Sensor Open Or
Short Circuit
Test
* Since engine protection is no

longer available, the engine is
shut down.
55
5
100-04
A bank Oil Pressure Sensor Short To

Ground
The Filtered Oil Pressure Sensor signal input
to the ECM is less than 0.2 VDC, indicating
a short to ground
AND
(262-03 or 262-04) is NOT active.
Systems Response:
Troubleshooting

filtered oil pressure of 0 kPa (0
psi) gauge, and engine
excessive oil pressure is
disabled.
Proceed with
P-505: Analogue
Sensor Open Or
Short Circuit
Test

position.
shut down.
110-03
Jacket Water Temperature Sensor Open

The Jacket Water Temperature Sensor
signal input to the ECM is greater than 4.8
VDC, indicating an open circuit or short to a

jacket water temperature of
-40C (-40F), and engine
excessive jacket water
temperature is disabled.
Proceed with
P-505: Analogue
Sensor Open Or
Short Circuit
Test

position.
shut down.
110-04
Jacket Water Temperature Sensor Short

To Ground
The Jacket Water Temperature Sensor
signal input to the ECM is less than 0.2 VDC,
indicating a short to ground

jacket water temperature of
-40C (-40F), and engine
excessive jacket water
temperature is disabled.
Proceed with
P-505: Analogue
Sensor Open Or
Short Circuit
Test

position.
shut down.
172-03
Inlet Manifold Temperature Sensor Open

The Inlet Manifold Temperature Sensor
signal input to the ECM is greater than 4.8
VDC, indicating an open circuit or short to a
AND
(262-03 or 262-04) is NOT active.
56

inlet manifold temperature of
45C (113F). Engine
protection monitoring for
excessive inlet manifold
temperature is disabled and
the Air-Fuel Ratio Control no
longer compensates for
manifold temperature. Engine
performance may be affected.
Proceed with
P-505: Analogue
Sensor Open Or
Short Circuit
Test
5
175-03
Oil Temperature Sensor Open

The Oil Temperature Sensor signal input to
the ECM is greater than 4.8 VDC, indicating
an open circuit or short to a positive voltage
source
AND
(262-03 or 262-04) is NOT active.
Systems Response:
Troubleshooting
The ECM assumes a default oil

temperature of 85C (185F),
and engine protection
monitoring for high oil
temperature and oil to jacket
water differential is disabled.
Proceed with
P-505: Analogue
Sensor Open Or
Short Circuit
Test

position.
shut down.
175-04
Engine Oil Temperature short to ground

The Oil Temperature Sensor signal input to
the ECM is less than 0.2 VDC, indicating a
short to ground
AND
(262-03 or 262-04) is NOT active.
The ECM assumes a default oil

temperature of 85C (185F),
and engine protection
monitoring for high oil
temperature and oil to jacket
water differential is disabled.
Proceed with
P-505: Analogue
Sensor Open Or
Short Circuit
Test

position.
shut down.
542-03
B bank Oil Pressure Sensor Open

The B bank Oil Pressure Sensor signal
input to the ECM is greater than 4.8 VDC,
indicating an open circuit or short to a

unfiltered oil pressure of 0 kPa
(0 psi) gauge, and engine
plugged oil filters is disabled.
Proceed with
P-505: Analogue
Sensor Open Or
Short Circuit
Test

unfiltered oil pressure of 0 kPa
(0 psi) gauge, and engine
plugged oil filters is disabled.
Proceed with
P-505: Analogue
Sensor Open Or
Short Circuit
Test
AND
(262-03 or 262-04) is NOT active.
542-04
B bank Oil Pressure Sensor Short To

Ground
The B bank Oil Pressure Sensor signal
input to the ECM is less than 0.2 VDC,
AND
(262-03 or 262-04) is NOT active.
1528-05 Turbine Inlet Temperature Open

The Turbine Inlet Temperature input is less
than 4 mA indicating an open circuit
Proceed with
P-505: Analogue
Sensor Open Or
Short Circuit
Test
57
5
Systems Response:
Troubleshooting
1528-06 Turbine Inlet Temperature Short to

Ground
Proceed with
P-505: Analogue
Sensor Open Or
Short Circuit
Test
The Turbine Inlet Temperature input is

outside the 4-20 mA range
172-04
Inlet Manifold Temperature Sensor Short

To Ground
The Inlet Manifold Temperature Sensor
signal input to the ECM is less than 0.2 VDC,
AND
(262-03 or 262-04) is NOT active.

inlet manifold temperature of
45C (113F). Engine
excessive inlet manifold
temperature is disabled and
the Air-Fuel Ratio Control no
longer compensates for
manifold temperature. Engine
performance may be affected.
Proceed with
P-505: Analogue
Sensor Open Or
Short Circuit
Test
Functional test
TEST STEP
RESULT
DIAGNOSIS/ACTION
Step 1: Check For Active +5V Sensor Supply Codes

Connect Service Tool TIPPS at the Service Tool
Connector.
Wait at least 10 seconds for codes to become Active.
Verify if any of the following Diagnostic codes are Active:
- 262-03 5 Volt Supply Above Normal
- 262-04 5 Volt Supply Below Normal
YES This procedure will not

work if a sensor supply
diagnostic code is active.
Refer to P-521: +5V
Sensor Voltage Supply
Circuit Test. STOP.
NO Proceed to next step.
Are any diagnostic codes listed above Active?

Step 2: Check For Active Analogue Sensor Diagnostic
codes
Check if any of the following diagnostic codes are Active:
100-03, 100-04, 110-03, 110-04, 172-03, 172-04, 175-03,
175-04, 542-03, 542-04.
If any of the codes listed above are Active, determine if it
is an Open Circuit (-03) or Short To Ground (-04) fault.
Note: Diagnostic Code 262-03 (5 Volt Supply Above
Normal) or 262-04 (5 Volt Supply Below Normal) should not
be Active.
58
ACTIVE A SHORT circuit

SHORT
diagnostic code is Active
(FMI=04)
at this time. Proceed to
next step.
ACTIVE OPEN An OPEN circuit
(FMI=03)
Step 4.
NO If the codes listed are
Logged only and the
engine is currently NOT
running properly, refer to
Troubleshooting Without
A Diagnostic Code. If the
engine is running
properly at this time,
there may be an
intermittent problem in
the harness causing the
Logged codes. Refer to
P-501: Inspecting
Electrical Connectors.
STOP.
5
TEST STEP
RESULT
DIAGNOSIS/ACTION
Step 3: Disconnect Sensor To Create An Open Circuit

Turn the Engine Control Switch to the OFF position.
Disconnect the sensor with the SHORT circuit diagnostic
code.
Access the Active Diagnostic Code Screen of the
Electronic Service Tool. Wait 10 seconds after turning the
Engine Control Switch ON. Check for an Active OPEN
circuit diagnostic code.
Measure the voltage between pin-A (+5 V) and pin-B
(Return) on the engine harness sensor connector (Ignore
this step if troubleshooting the Jacket Water Temperature
Sensor).
An OPEN circuit diagnostic code for the disconnected
sensor is now Active.
OK A SHORT circuit
diagnostic code was
Active before
disconnecting the sensor.
An OPEN circuit
diagnostic code became
Active after disconnecting
the sensor. Temporarily
reconnect the suspect
sensor. If the sensor
short circuit diagnostic
code reappears, replace
the sensor. Verify the
diagnostic code is no
longer Active with the
new sensor installed.
Clear all Logged
diagnostic codes. STOP.
NOT OK There is a short circuit
between the Sensor
Harness Connector and
the ECM. Leave the
sensor disconnected.
Refer to P-501:
Connectors. If NOT OK,
proceed to Step 6.
+5VDC There is an open circuit in
SUPPLY NOT
the sensor supply. Refer
OK
to P-501: Inspecting
STOP.
Step 4: Verify Supply Voltage Is Present At The Sensor

Disconnect the suspect sensor.
Proceed to the next step if troubleshooting the Jacket
Water Temperature Sensor (+5VDC supply not used).
(Return) on the engine harness sensor connector.
See Figure P-505.3.
The voltage should measure between 4.5 and 5.5 VDC.
OK Supply voltage is present

at the sensor. Proceed to
next step.
NOT OK The +5V Sensor Supply
voltage is not reaching
the sensor. Most likely
there is an OPEN circuit
in either the Sensor
Common or Sensor
Supply wire in the Engine
Harness between the
ECM and the sensor.
Refer to P-501:
Connectors. STOP.
59
5
HD Connector view
Deutsch HD Connectors (Terminal Side)

A
C
Jack
Plug
P505.3
TEST STEP
RESULT
DIAGNOSIS/ACTION
Step 5: Create Short Circuit Between Signal And Return

Terminals At The Sensor Connector
Fabricate a jumper wire (100 to 150 mm, 4 to 6 inches
long) with Deutsch Terminals on both ends.
Install the jumper wire (short circuit) between the Signal
and Return inputs of the suspect sensor connector
(engine harness side).
Wait at least 10 seconds for the SHORT circuit diagnostic
code to become Active.
See Figure P-505.3.
A Sensor SHORT circuit diagnostic code is Active with
the jumper installed.
OK The engine harness and

ECM have checked OK.
Thoroughly inspect the
sensor connector. Refer
to Inspecting Electrical
Connectors. Reconnect
the sensor. If the OPEN
circuit diagnostic code
reappears, temporarily
replace the sensor
(connect a new sensor to
the harness, but do not
install it into the engine).
Ensure the diagnostic
code is no longer Active.
If the diagnostic code
disappears when the new
sensor is connected,
replace the old sensor.
Clear all Logged
NOT OK Most likely there is an
OPEN circuit in either the
Sensor Common or
Sensor Signal wire in the
Engine Harness between
the ECM and the sensor.
Remove the jumper.
Refer to P-501:
proceed to next step.
60
5
TEST STEP
RESULT
DIAGNOSIS/ACTION
Step 6: Check ECM Operation By Creating Open And

Short Circuits At ECM Connector
Remove power from the engine control system. Turn the
Engine Control Switch to the OFF position and open the
breaker in the Engine Mounted Panel.
Disconnect ECM Engine Harness Connector J1/P1.
Thoroughly inspect both halves of the connector for signs
of corrosion or moisture. Repair as necessary.
Reconnect J1/P1.
Use a Terminal Removal Tool to remove the signal wire
for the circuit creating the Open or Short Circuit
diagnostic code.
Restore power to the engine control system and turn the
Engine Control Switch to the STOP position.
Monitor the TIPPS Active Diagnostic Code Screen. Wait
at least 10 seconds for diagnostic codes to appear.
An OPEN circuit diagnostic code should be Active for
the suspect sensor.
OK The ECM is operating

correctly. Repair or
replace the defective
wiring harness as
necessary. Clear all
diagnostic codes. Verify
problem. STOP.
NOT OK Either the OPEN circuit
diagnostic code is NOT
Active with the harness
disconnected (open
circuit), or the SHORT
circuit diagnostic code is
NOT Active with the
jumper wire (short circuit)
installed. Replace the
ECM. STOP.
Fabricate a jumper wire with Deutsch Pins on both ends.

Insert the jumper wire between the suspect sensor input
terminal (refer to diagram for signal terminals) and J1
terminal-19 (Unused ECM Ground).
Turn the engine Control Switch to the STOP position.
A SHORT circuit diagnostic code should be Active with
the jumper wire installed. Wait at least 10 seconds for
diagnostic codes to appear.
See Figure P-505.3.
See Figure P-505.2.
OPEN circuit and SHORT circuit diagnostic codes are
Active as indicated by the test procedure.
61
5
P-506: PWM sensor circuit test
System Operation
Use this procedure to troubleshoot diagnostic codes
for the Inlet Manifold Pressure Sensor.
The troubleshooting procedure for each PWM sensor
is identical. The ECM provides supply voltage to the
Inlet Manifold Pressure Sensor from ECM Connector
J1/P1 terminal-4 (+8VDC Supply) to sensor
connector terminal-A. The Sensor Return (ground)
connection is provided from ECM Connector J1/P1
terminal-5 (Return) to sensor connector terminal-B.
The signal voltage from the sensor connector
terminal-C to the appropriate Sensor Signal Terminal
at ECM Connector J1/P1. Refer to the Schematic for
details.
PWM Sensors schematic

Inlet Manifold Pressure Sensor
+8V
Signal
Return
A
C
B
4
10
5
ECM
+8VDC
Inlet Manifold Pressure
Return
A
62
P506.1
5
Diagnostic codes
106-03
Inlet Manifold Pressure Signal Open or

Shorted
Systems Response:
Troubleshooting
The engine is shut down.
Proceed with
P-506: ECM
PWM Sensor
Circuit Test
Proceed with
P-506: ECM
PWM Sensor
Circuit Test
The Inlet Manifold Pressure Sensor signal

duty cycle is higher than the maximum
possible, indicating a possible open or short
circuit
AND
An 8 VDC Supply diagnostic code is NOT
active.
106-08
Inlet Manifold Pressure Signal Noisy

The Inlet Manifold Pressure Sensor signal
duty cycle or frequency is out of range
AND
An 8 VDC Supply diagnostic code is NOT
active.
Functional test
TEST STEP
RESULT
DIAGNOSIS/ACTION

Refer to P-522: +8V
Circuit Test. STOP.
Connect TIPPS at the Service Tool Connector.


Step 2: Check For Active PWM Sensor Diagnostic codes
106-08 (Manifold Pressure Signal INVALID) or 109-08
(Jacket Water Outlet Pressure Sensor Signal INVALID).
Note: Diagnostic Code 41-03 (8 Volt Supply Above Normal)
or 41-04 (8 Volt Supply Below Normal) should not be Active.
YES An OPEN circuit

next step.
Logged only, attempt to
make the code active by
performing a pull test on
wires and connectors
associated with the
circuit. Refer to P-501:
Connectors. STOP.
63
5
TEST STEP
RESULT
DIAGNOSIS/ACTION

at the sensor. Proceed to
next step.

(Return) on the engine harness sensor connector.

Common or Sensor
Harness between the
ECM and the sensor.
Refer to P-501:
Connectors. STOP.
See Figure P-506.2.

The voltage should measure between 7.5 and 8.5 VDC.
HD Connector view

A
C
64
Jack
Plug
P506.2
5
TEST STEP
RESULT
DIAGNOSIS/ACTION
Step 4: Check Isolated Signal At The Sensor

Install a 3-Terminal Breakout-T at the suspect sensor
connector.
Remove the signal wire from the harness side of the
Breakout-T to isolate the sensor output.
Connect a multimeter capable of measuring frequency
and duty cycle to pin-C (signal) and pin-B (return) of the
Breakout T.
Turn the Engine Control Switch to the STOP position, if
not already done.
Measure the suspect sensor signal duty cycle and
frequency.
The duty cycle should measure between 5 and 95
percent.
The frequency should measure between 400 and 600
Hz.

NOT OK The sensor is receiving a
correct supply voltage but
is not producing a valid
output signal. Thoroughly
inspect the sensor
connector. Refer to
Connectors. Retest the
sensor. If the frequency
or duty cycle is still
incorrect, temporarily
replace the sensor
(connect a new sensor to
the harness, but do not
install it into the engine).
Ensure the diagnostic
code is no longer Active.
If the diagnostic code
disappears when the new
sensor is connected,
replace the old sensor.
Clear all Logged
Step 5: Check Isolated Signal At The ECM

Engine Control Switch to the OFF position and unplug the
power connector on the Engine Mounted Panel.
of corrosion or moisture. Remove the signal wire from P1
terminal-10.
Reconnect all connectors and restore power to the
engine control system.
Use a multimeter to measure the suspect sensor signal
duty cycle and frequency.
See Figure P-506.3.
The duty cycle should measure between 5 and 95
percent.
The frequency should measure between 400 and 600
Hz.
OK A valid signal exists at the

ECM connector. Reinsert signal wire into the
ECM connector and
retest. Verify the ECM is
receiving the correct
battery voltage. If the
temporarily connect a test
ECM. If the problem
disappears with the test
ECM connected,
reconnect the old ECM to
verify the problem
returns. If the test ECM
works, and the old one
does not, replace the
ECM. STOP.
NOT OK A valid signal appears at
the sensor but not at the
ECM connector. Repair
or replace the sensor
harness as necessary.
Refer to P-501:
Connectors. STOP.
65
5
locations
13 12 11 10 9
23 22 21 20 19
ECM Connector P1
Function
18 17 16 15 14
31 30 29 28
27 26 25 24
39 38 37 36
35 34 33 32
47 46 45 44
43 42 41 40
69
70
Manifold Pressure Supply
Manifold Pressure Signal
68 67 66 65 64 63 62 61 60 59 58
Manifold Pressure Return
52 51 50 49 48
57 56 55 54 53
Pin Location
10
Terminal Side
70 69 68 67 66 65
63 62 61 60 59 58
48
57
40
47
36
24
31
23
14
>PEI<
13 12 11 10
Wire Side
66
P506.3
5
P-509A: Oxygen sensor buffer supply
circuit
MS Connectors
Jack
Plug
System Operation
The Oxygen Sensor and Oxygen Buffer generate a
PWM signal with a duty cycle proportional to percent
oxygen concentration in the exhaust. The ECM uses
the oxygen signal to correct for fuel BTU variations
and to maintain desired emissions levels. If an
incorrect oxygen signal is detected by the ECM, a
diagnostic code is generated and fuel quality
compensation is disabled. Problems with the oxygen
signal circuit must be repaired as soon as possible
since engine performance and emissions are
affected.
Plug
Jack
P509A.1
The Oxygen Buffer receives power from the ECM and

monitors the Oxygen Sensor. The buffer then
produces a 500 Hz PWM output signal with a duty
cycle proportional to oxygen concentration. The
sensor provides a WET reading that is slightly lower
than a DRY reading. The sensor WET reading is
multiplied by an approximate conversion factor (1.25)
to obtain the DRY reading displayed on TIPPS. This
is done to allow comparison of TIPPS oxygen
readings to DRY meter readings such as those from
Teledyne meters.
The Oxygen Sensor must be calibrated periodically
and whenever a sensor element is replaced to ensure
accurate readings.
Oxygen sensor circuit schematic

Oxygen
Sensor Buffer
ECM
J2 P2
+Buffer Supply
Oxygen Signal
Return
13
67
23
B
P651/
J651
A
C
B
VH+
VH+24 VDC
IP+
PWM Out
IPReturn
VS+
VS-
Oxygen
Sensor Element
OR
YL
WH
BR
RD
BK
A
B
C
D
E
F
Heater +
Heater Current Input +
Output V+
Output V-
P509A.2
67
5
Diagnostic codes
Systems Response:
Troubleshooting
1088-05 Oxygen Buffer Power Driver Open
Fuel quality compensation is

disabled. The diagnostic code
remains active until a
consistent oxygen signal is
present for at least five
seconds. Engine performance
and emissions may be
affected.
Proceed with
P-509A: Oxygen
Sensor Buffer
Supply Circuit
1088-06 Oxygen Buffer Power Driver Shorted Low Fuel quality compensation is
The Oxygen Buffer voltage supply is shorted
remains active until a
to -Battery.
consistent oxygen signal is
Note: This code does NOT occur when the present for at least five
ECM Oxygen Sensor Buffer driver is OFF.
affected.
Proceed with
P-509A: Oxygen
Sensor Buffer
Supply Circuit
Power to the Oxygen Buffer is OFF, but the

ECM still receives a signal from the buffer.
Functional test
TEST STEP
RESULT
DIAGNOSIS/ACTION

Warning!
The Oxygen Sensor may reach temperatures in excess
of 700C (1300F) during normal operation, diagnostic
override testing, and calibration. Wear heat resistant
gloves and do not handle the sensor element until it
has sufficiently cooled.

NOT OK Repair or replace the
STOP.
Thoroughly inspect ECM Connector J2/P2, the Oxygen

Buffer, and Oxygen Sensor connections. Refer Inspecting
Electrical Connectors for details.
Perform 45 N (10 pound) pull test on each of the wires
associated with the Oxygen Sensor circuit. Refer to the
schematic.
points from the Oxygen Buffer to the ECM.
See Figure P-509A.2.
68
5
locations
9
13 12 11 10
23 22 21 20 19
ECM Connector P2
Function
18 17 16 15 14
+Buffer Supply
13
35 34 33 32
Return
23
43 42 41 40
Oxygen Signal
67
31 30 29 28
27 26 25 24
39 38 37 36
47 46 45 44
52 51 50 49 48
57 56 55 54 53
69
70
Pin Location
68 67 66 65 64 63 62 61 60 59 58
Terminal Side
70 69 68 67 66 65
63 62 61 60 59 58
48
57
40
47
36
24
31
23
13 12 11 10
14
>PEI<
9
Wire Side
P509A.3
TEST STEP
RESULT
DIAGNOSIS/ACTION
Step 2: Check For Active Oxygen Buffer Supply Codes

Connector.
Determine if a 1088-05 Oxygen Sensor Buffer Supply
Open diagnostic code is Active.
Use the TIPPS Diagnostic Override in the Configuration
Screen to turn the Oxygen Sensor Status to ON.
Determine if a 1088-06 Oxygen Sensor Buffer Supply
Shorted Low diagnostic code is Active.
1088-05 There is an open or short

ACTIVE
to +Battery in the buffer
supply. Proceed to next
step.
1088-06 There is a short to ground
ACTIVE
in the buffer supply.
Proceed to Step 4.
NO The buffer supply checks
OK. STOP.
Is a 1088-05 or 1088-06 diagnostic code Active?
69
5
TEST STEP
RESULT
DIAGNOSIS/ACTION
Step 3: Check Harness For A Short To +Battery

Turn the Engine Control Switch to the OFF position, then
to the STOP position.
Disconnect the Oxygen Sensor from the Oxygen Sensor
Buffer.
Measure the Oxygen Sensor heater supply voltage (VH+
to VH-) across socket-A and socket-B of the buffer side of
the sensor connector.
The voltage should be less than 0.5 VDC.
OK The ECM Buffer supply is

not shorted to +Battery.
Proceed to Step 5.
NOT OK There is voltage to ECM
Oxygen Sensor Buffer
when it should be OFF.
Use a wire removal tool to
remove the buffer supply
wire from P2 terminal-13.
If voltage is still present at
the heater supply, repair
or replace the harness as
necessary. If the problem
is not resolved, replace
the ECM. STOP.
Step 4: Disconnect Oxygen Sensor Buffer

Disconnect the buffer to ECM connector.
Determine if a 1088-06 Oxygen Buffer Supply Shorted
Low diagnostic code is Active.
Is a 1088-06 diagnostic code Active?
YES The buffer supply is still

shorted. Proceed to
Step 6.
NO The buffer supply short is
no longer active when the
buffer is disconnected.
Check the buffer
connections for damage
or corrosion. Repair as
the buffer. STOP.
Step 5: Check Harness For An Open Circuit

Disconnect the ECM to Oxygen Sensor Buffer connector
P651/J651.
Install a jumper wire with Deutsch pin terminals at each
end into pin-A and pin-B of the Oxygen Sensor Buffer
connector P651.
Determine if a 1088-05 Oxygen Buffer Supply Open
diagnostic code is Active.
Diagnostic code 1088-05 should be NOT be Active
when the ECM Oxygen Sensor Buffer Supply circuit is
shorted.
70
OK The harness and ECM

check OK. Check the
buffer connections for
damage or corrosion.
Repair as necessary. If
the problem is not
resolved, replace the
buffer. STOP.
NOT OK The ECM does not detect
the jumper. Proceed to
next step.
5
TEST STEP
RESULT
DIAGNOSIS/ACTION
Step 6: Check Oxygen Buffer Supply At ECM

of corrosion or damage.
Reconnect J2/P2.
Use a terminal removal tool to remove wires from P2
terminal-13 (+Buffer Supply) and P2 terminal-23 (Return)
in order to create an open circuit.
YES The ECM Oxygen Sensor

Buffer supply checks OK.
Repair or replace the
STOP.
NO The ECM did not correctly
detect an open or short
circuit at P2. Replace the
ECM. STOP.

Connect a jumper with Deutsch terminals at each end into
P2 terminal-13 (+Buffer Supply) and P2 terminal-23
(Return).
Use the TIPPS Diagnostic Override Screen to turn the
Oxygen Sensor Status to ON.
Is a 1088-05 diagnostic code Active when the supply is
open circuited, and is a 1088-06 diagnostic code Active
after the jumper is installed?
71
5
P-509B: Oxygen sensor signal circuit test
MS Connectors
Jack
System Operation
The Oxygen Sensor and Oxygen Buffer generate a
PWM signal with a duty cycle proportional to percent
oxygen concentration in the exhaust. The ECM uses
the oxygen signal to correct for fuel BTU variations
and to maintain desired emissions levels. If an
incorrect oxygen signal is detected by the ECM, a
diagnostic code is generated and fuel quality
compensation is disabled. Problems with the oxygen
signal circuit must be repaired as soon as possible
since engine performance and emissions are
affected.
Plug
Plug
Jack
P509B.1
The Oxygen Buffer receives power from the ECM and

monitors the Oxygen Sensor. The buffer then
produces a 500 Hz PWM output signal with a duty
cycle proportional to oxygen concentration. The
sensor provides a WET reading that is slightly lower
than a DRY reading. The sensor WET reading is
multiplied by an approximate conversion factor (1.25)
to obtain the DRY reading displayed on TIPPS. This
is done to allow comparison of TIPPS oxygen
readings to DRY meter readings such as those from
Teledyne meters.
The Oxygen Sensor must be calibrated periodically
and whenever a sensor element is replaced to ensure
accurate readings.
Oxygen sensor circuit schematic

Oxygen
Sensor Buffer
ECM
J2 P2
+Buffer Supply
Oxygen Signal
Return
13
67
23
P651/
J651
A
C
B
VH+
VH+24 VDC
IP+
PWM Out
IPReturn
VS+
VS-
Oxygen
Sensor Element
OR
YL
WH
BR
RD
BK
A
B
C
D
E
F
Heater +
Heater Current Input +
Output V+
Output V-
P509B.2
Diagnostic codes
Systems Response:
Troubleshooting
1086-09 Oxygen Sensor Element Not Connected

remains active until an oxygen
signal duty cycle above 20
percent is present for at least 5
affected.
Proceed with
P-509B: Oxygen
Sensor Signal
Circuit Test
The Oxygen Buffer has been powered for at

least 5 seconds and the oxygen signal duty
cycle is between 10 and 20 percent.
Note: This is the default output duty cycle
when an Oxygen Sensor Heater load is NOT
detected by the buffer. Check for a
disconnected Oxygen Sensor or burned out
Oxygen Sensor heater.
72
5
Systems Response:
Troubleshooting
1087-08 Oxygen Buffer Signal Noisy

The ECM has been powered for at least 5
remains active until the Engine
seconds and
Control Switch is turned to the
an oxygen signal is switching faster than the OFF position OR a valid
maximum rate or
oxygen signal is present for at
least five seconds. Engine
the duty cycle is outside the valid range AND
performance and emissions
A Buffer Supply diagnostic code is NOT
may be affected.
active.
1087-03 Oxygen Buffer Signal Open Or Shorted

High
The ECM has been powered for at least 5
seconds and
the PWM oxygen signal is not switching at
the minimum rate and
The Oxygen Buffer Supply diagnostic codes
are NOT active.

remains active until the Engine
Control Switch is turned to the
OFF position OR a valid
oxygen signal is present for at
least five seconds. Engine
performance and emissions
may be affected.
Proceed with
P-509B: Oxygen
Sensor Signal
Circuit Test
Proceed with
P-509B: Oxygen
Sensor Signal
Circuit Test
Functional test
TEST STEP
RESULT
DIAGNOSIS/ACTION

Warning!
The Oxygen Sensor Operates at extremely high
temperatures. Do not handle this sensor unless it has
been allowed to sufficiently cool following engine
operation, calibration, or diagnostic override testing.

STOP.

Buffer, and Oxygen Sensor connections. Refer Inspecting
schematic.
See Figure P-509B.3.
73
5
locations
9
13 12 11 10
23 22 21 20 19
ECM Connector P2
Function
18 17 16 15 14
+Buffer Supply
27 26 25 24
31 30 29 28
Pin Location
13
39 38 37 36
35 34 33 32
Return
23
47 46 45 44
43 42 41 40
Oxygen Signal
67
52 51 50 49 48
57 56 55 54 53
69
70
68 67 66 65 64 63 62 61 60 59 58
Terminal Side
70 69 68 67 66 65
63 62 61 60 59 58
48
57
40
47
36
24
31
23
13 12 11 10
14
>PEI<
9
Wire Side
P509B.3
TEST STEP
RESULT
DIAGNOSIS/ACTION
Step 2: Check Heater Supply Voltage To The Oxygen

Sensor
Disconnect the Oxygen Sensor from the Oxygen Sensor
Buffer.
Turn the Engine Control Switch to the STOP position and
use the TIPPS Diagnostic Override in the Configuration
Measure the Oxygen Sensor Buffer Heater supply
voltage (VH+ to VH-) across socket-A and socket-B of the
buffer side of the sensor connector.
YES Supply voltage is

reaching the buffer.
NO Oxygen Sensor heater
voltage is not present.
Proceed to Step 4.

The voltage should be greater than 9 VDC.
74
5
Oxygen sensor connector diagram
A
TEST STEP
P509B.4
RESULT
DIAGNOSIS/ACTION
Step 3: Check For Active Oxygen Sensor Diagnostic

codes
Reconnect all connectors.
Check if a 1086-09, 1087-03 or 1087-08 diagnostic code
is Active.
Note: Diagnostic Code 1088-05 Oxygen Buffer Supply
Shorted High or 1088-06 Oxygen Buffer Supply Shorted
Low should not be Active.
Is an Oxygen Signal diagnostic code Active?
1086-09 A 1086-09 Oxygen

ACTIVE
Sensor Element Not
Connected diagnostic
code is Active. Check the
Oxygen Buffer to Oxygen
Sensor connectors for
Refer to Inspecting
Replace the component
with the faulty connector.
If the connectors appear
to be in good condition,
replace and calibrate the
Oxygen Sensor. If the
replace the Oxygen
Buffer. STOP.
1087-03 OR The PWM Oxygen signal
1087-08
is noisy or absent.
ACTIVE
Proceed to Step 5.
1088-05 OR There is a problem in the
1088-06
ACTIVE
Supply. Refer to P-509A:
Supply Circuit. STOP.
NO The Oxygen Sensor
signal circuit checks OK.
STOP.
75
5
TEST STEP
RESULT
DIAGNOSIS/ACTION
Step 4: Check Supply Voltage To The Oxygen Sensor

Buffer
Disconnect the ECM to Oxygen Sensor Buffer Connector.
Measure the voltage between terminal-A and terminal-B
of the ECM side connector.
The Oxygen Sensor Buffer supply voltage should be
greater than 18 VDC.
OK The buffer is receiving the

correct supply voltage
and not producing a
heater voltage.
Reconnect all connectors
and retest. If problem is
not resolved, replace the
buffer. STOP.
NOT OK Proceed to Step 6.
Step 5: Check Harness For Opens Or Shorts

Disconnect J2/P2 and J651/P651. Thoroughly inspect
both halves of the connectors for signs of corrosion or
moisture.
OK Proceed to Step 7.
NOT OK There is a problem in the
harness. Repair or
replace the harness as
necessary. STOP.
Install a jumper wire with Deutsch pin terminals at each

end into P651 pin-C (Signal) and P651 pin-B (Return).
Use an ohmmeter to check for continuity between P2
pin-23 and P2 pin-67.
Use an ohmmeter to check for shorts between P2 pin-67
and -Battery.
and the engine.
and P2 pin-13.
and all remaining pins in P2.
The resistance between P2 pin-23 and P2 pin-67 should
be less than 2 Ohms.
The ohmmeter readings for short circuit checks should
be greater than 20k Ohms.
76
5
TEST STEP
RESULT
DIAGNOSIS/ACTION
Step 6: Check Oxygen Buffer Supply Voltage At ECM

Reconnect J2/P2. Use a wire removal tool to remove
wires from P2 terminal-13 and P2 terminal-23.
YES The ECM Oxygen Buffer

supply checks OK. Repair
or replace the harness as
necessary. STOP.
NO The ECM is not producing
a correct supply voltage.
Replace the ECM. STOP.

Measure the Oxygen Buffer Supply voltage out of ECM at
P2 terminal-13 and P2 terminal-23.
The Oxygen Sensor Buffer supply voltage should be
greater than 18 VDC.
Step 7: Check Isolated Oxygen Signal At ECM
Connector
Reconnect the Oxygen Buffer connector J651/P651.
Use a wire removal tool to remove the oxygen signal wire
from P2 terminal-67.
Reconnect J2/P2 and restore power to the engine control
system.
Use a multimeter capable of measuring duty cycle and
frequency to measure the signal between the loose wire
(P2 terminal-67) and -Battery.
The signal DUTY CYCLE should be between 20 and 90
percent.
The signal FREQUENCY should be between 350 and
650 Hz.
OK A valid oxygen signal

appears at P2. Turn the
Engine Control Switch to
the OFF position and
reinstall the signal wire
into P2. Energize the
Oxygen Buffer and
recheck for an Active
1087-03 or 1087-08
diagnostic code. If
present, replace the
ECM. STOP.
NOT OK The harness checks OK
but a valid signal does not
appear P2. replace the
Oxygen Sensor Buffer. If
buffer replacement does
not resolve the problem,
replace the Oxygen
Sensor. STOP.
77
5
P-511: Speed/Timing sensor
System Operation
The Speed/Timing Sensor provides engine speed
and engine crankshaft position information to the
ECM. The sensor outputs a pulse train signal as the
timing reference gear, mounted on the camshaft gear,
rotates past the pickup of the Speed/Timing Sensor.
The sensor pickup is located in the gearcase.
The sensor will be damaged if installed improperly.
Visually inspect the Timing Ring position below the
mounting hole before inserting the Sensor. The
Timing Ring teeth must be aligned with the sensor
mounting hole when the sensor is installed. If
necessary, turn the crankshaft to rotate the Timing
Ring teeth to be immediately underneath the sensor.
The sensor generates a signal waveform matching
the timing gear tooth pattern. The Timing Gear
provides a special gear tooth pattern that indicates
rotation position and rotation direction. The gear
consists of 36 teeth and 1 extra tooth in the outer
diameter.
Speed/Timing Sensor Schematic

Timing Pickup
Signal
Return
ECM
2
1
J1/32
J1/33
Pickup +
Pickup -
A
78
P511.1
5
Diagnostic codes
320-03
Speed/Timing Sensor Open Or Shorted

The ECM has been energized for 5 seconds
AND
The Speed/Timing signal is lost for more
than 1 second after the engine has started or
the signal is lost for 15 seconds while the
engine is cranking.
320-08
Engine Speed/Timing Sensor Noisy

The Speed/Timing signal is lost and returns
within one second.
Systems Response:
Troubleshooting
The engine will not start or, if

running, ignition is terminated
due to loss of timing
information. The shutdown
lamp will be activated and the
code may be viewed on the
TIPPS.
Proceed with
P-511A:
Speed/Timing
Sensor2

position.
Ignition is terminated due to
loss of timing information and
the engine is shut down.
position.
Proceed with
P-511A:
Speed/Timing
Sensor2
Functional test
TEST STEP
RESULT
DIAGNOSIS/ACTION
Step 1: Check For Connector Damage

Thoroughly inspect ECM Connector J1/P1 and the
Speed/Timing Sensor Connector. Refer to Inspecting
the ECM Connector associated with the Speed/Timing
circuit.
Check ECM Connector (Allen screw) for proper torque 6.0 Nm (4.4 lb ft).
OK The connectors are in

good condition. Proceed
to next step.
faulty connector. Reset
Diagnostic codes on
power up. Repair as
required. STOP.

points from the sensor back to the ECM.
All connectors/pins/sockets are completely
mated/inserted, and the harness/wiring is free of
corrosion, abrasion or pinch points.
79
5
TEST STEP
RESULT
DIAGNOSIS/ACTION
Step 2: Check Speed/Timing Sensor

NOTICE
Check that the Timing Gear is in a position that will
allow the Speed/Timing Sensor to protrude onto one of
the teeth of the Timing Gear. This is done visually with
a flashlight prior to the installation of the Speed/Timing
Sensor. Turn the crankshaft to rotate the Timing Gear,
if necessary, to position the gear in a place that will
allow the head to touch a tooth. If the sensor head
does protrude into one of the slots, the head will be
damaged as the gear begins to rotate.
Disconnect and remove the Speed/Timing Sensor.
Inspect the sensor tip for damage, clean if necessary.
Install Speed/Timing Sensor.
OK The Speed/Timing
Sensor is undamaged.
Reinstall the sensor per
instruction in the Engine
Disassembly and
Assembly Manual.
NOT OK The Speed/Timing
Sensor is damaged.
Replace and calibrate the
Speed/Timing Sensor.
Refer to P-603:
Speed/Timing Sensor
Calibration. If conditions
are not resolved,
Step 3: Check Engine RPM Reading Using TIPPS

Crank the engine while observing the engine rpm display
on TIPPS.
TIPPS should display a steady engine while cranking
the engine.
Note: Cranking speed must be greater then 100 rpm.
OK The Speed/Timing
Sensor is operating
normally at this time.
STOP.
NOT OK TIPPS does not display a
correct engine RPM
signal. Proceed to next
step.
READING The engine will not start,
OK/ENGINE
but engine speed
WILL NOT
appears on Electronic
START
Service Tool display. The
ECM is receiving and
processing a valid signal.
Refer to Section 3. Repair
as required. STOP.
Step 4: Check Isolated Signal Voltage At Sensor

Remove the pick-up connector.
Set a multimeter to read DC voltage using the 20 VDC, or
closest to 20 VDC scale.
Measure the signal voltage between the pick-up terminals
while cranking the engine.
See Figure P-511.1.
The voltage should be greater than 1 VAC during
cranking.
80
OK The sensor is producing

an output signal.
Proceed to Step 7.
NOT OK Replace and calibrate the
Speed/Timing Sensor.
Refer to P-603:
Speed/Timing Sensor
Calibration for details.
STOP.
5
ECM Connector terminal locations
ECM Connector P1
13 12 11 10
23 22 21 20 19
Function
18 17 16 15 14
27 26 25 24
31 30 29 28
Pin Location
39 38 37 36
35 34 33 32
Speed/Timing Signal +
32
47 46 45 44
43 42 41 40
Speed/Timing Signal -
33
52 51 50 49 48
57 56 55 54 53
69
70
68 67 66 65 64 63 62 61 60 59 58
Terminal Side
70 69 68 67 66 65
63 62 61 60 59 58
48
57
40
47
36
24
31
23
13 12 11 10
14
>PEI<
9
Wire Side
P511.2
81
5
P-512: Detonation sensors
System Operation
The Detonation Sensors provide electrical signals to
the ECM that indicate mechanical engine vibrations.
The ECM monitors the detonation signals to
determine the presence and severity of the
combustion detonation and advances timing to limit
detonation levels. Timing may be modified on each
cylinder individually, or all cylinders as necessary. If
timing advance does not sufficiently limit detonation,
the engine is shut down. Detonation Sensors are
located on the upper block between every two
cylinders so that each sensor monitors two cylinders.
The control can retard timing up to 6 degrees for
severe detonation. The minimum allowed actual
timing is 10 degrees BTC (5 degrees for propane
operation). A Proportional Detonation Advance
strategy is used for advancing out of detonation
retard. The advance rate is based upon engine
detonation (the heavier the detonation, the faster the
advance rate). The fastest rate is 1 degrees per
minute.
The sensors are powered by the 8 VDC Sensor
Supply from the ECM. The sensor outputs a filtered
and amplified electrical signal of the engines
mechanical vibrations. The electrical signal frequency
is the same as the mechanical frequency and the
electrical signal amplitude is proportional to the
vibration intensity.
The ECM will diagnose faults on each detonation
sensor for a signal shorted to -Battery, +Battery or
open. To avoid detecting non-detonation related
vibrations, the ECM only monitors a Detonation
Sensor while one of its cylinders is between Top
Centre and 40 Degrees after Top Centre. Therefore,
the Block Tap method of testing EIS Detonation
Sensors does not work the same with this engine and
a Detonation Input diagnosed by the ECM as Open Or
Shorted High may measure 0 VDC on a voltmeter.
The ECM also supports related event codes for
Detonation Retarded Timing and Excessive
Detonation Shutdown when the engine detonation
levels warrant some control reaction. Detonation
shutdown occurs when detonation levels remain high
after maximum retard has been reached. Detonation
protection is disabled at less than 40 percent of full
load and at speeds less than 500 RPM.
82
5
Detonation sensors schematic
ECM
Cylinder A1 & A2
Detonation Sensor
J2 P2
+8VDC
Detonation Input A
Return
56
36
54
A
C
B
+8V
Signal
Return
Cylinder A3 & A4
Detonation Sensor
A
C
B
37
+8V
Signal
Return
Cylinder A5 & A6
Detonation Sensor
A
C
B
Detonation Input C 38
+8V
Signal
Return
Cylinder A7 & A8
Detonation Sensor
Detonation Input D 39
A
C
B
+8V
Signal
Return
Cylinder B1 & B2
Detonation Sensor
+8VDC
Detonation Input E
Return
A
C
B
57
44
55
+8V
Signal
Return
Cylinder B3 & B4
Detonation Sensor
A
C
B
Detonation Input F 45
+8V
Signal
Return
Cylinder B5 & B6
Detonation Sensor
A
C
B
Detonation Input G 46
+8V
Signal
Return
Cylinder B7 & B8
Detonation Sensor
Detonation Input H
47
A
C
B
+8V
Signal
Return
P512.1
83
5
Diagnostic codes
Systems Response:
Troubleshooting
1501-03 Detonation Sensor #1 Open
The GECM will shut down the

engine because detonation
protection is lost.
Proceed with
P-512:
Detonation
Sensors

Detonation Sensor #7 Open
1513-03
1502-03
1506-03
1510-03
1514-03 The engine is turning

position.
AND
Cylinder A1 or A2 is between top center and
40 degrees past top center of the power
stroke
AND
The GECM monitors a Cylinder A1 and A2
Detonation Sensor signal input greater than
7.0 VDC, indicating a possible open circuit or
short to a positive voltage source
AND
(41-03 or 41-04) is NOT active.
84
5
Systems Response:
Troubleshooting
1501-04 Detonation Sensor #1 Shorted Low
The GECM will shut down the

engine because detonation
protection is lost.
Proceed with
P-512:
Detonation
Sensors

Detonation Sensor #7 Shorted Low
1513-04
1502-04
1506-04
1510-04
1514-04 The engine is turning

position.
AND
Cylinder A1 or A2 is between top center and
40 degrees past top center of the power
stroke
AND
The GECM monitors a Cylinder A1 and A2
Detonation Sensor signal input less than 1
VDC, indicating a possible open circuit or
short to a positive voltage source
AND
(41-03 or 41-04) is NOT active.
Functional test
TEST STEP
RESULT
DIAGNOSIS/ACTION

Refer to P-522: +8V
Circuit Test. STOP.

85
5
TEST STEP
RESULT
DIAGNOSIS/ACTION
Step 2: Check For Active Detonation Sensor Diagnostic

codes
ACTIVE A SHORTED LOW
1501, 1505, 1509, 1513, 1502, 1506, 1510, 1514 (03 or
SHORT
04).
(FMI=04)
Note: Diagnostic Code 41-04 (8 Volt Supply Above Normal)
next step.
or 41-04 (8 Volt Supply Below Normal) should not be Active. ACTIVE OPEN An OPEN OR SHORTED
(FMI=03)
HIGH diagnostic code is
Active at this time.
Proceed to Step 4.
Logged only and the
engine is currently NOT
running properly, refer to
Troubleshooting Without
A Diagnostic Code. If the
engine is running properly
at this time, there may be
an intermittent problem in
the harness causing the
Logged codes. Refer to
P-501: Inspecting
STOP.
Step 3: Disconnect Sensor To Create An Open Circuit
Disconnect the sensor with the SHORT circuit diagnostic
code.
Attempt to start the engine.
Note: If the engine starts, it will normally shut down within
10 seconds due to the Detonation Sensor diagnostic code.
If the engine will not start, crank the engine continuously for
at least 10 seconds to allow the ECM to register Detonation
Sensor Diagnostic codes.
Electronic Service Tool. Check for Active Detonation
Sensor OPEN Circuit 1501-03, 1505-03, 1509-03,
1513-03, 1502-03, 1506-03, 1510-03, 1514-03 diagnostic
codes.
An OPEN circuit diagnostic code for the disconnected
sensor is now Active.
OK A SHORTED LOW
diagnostic code was
Active before
disconnecting the sensor.
An OPEN circuit
diagnostic code became
Active after disconnecting
the sensor. Temporarily
reconnect the suspect
sensor. If the sensor short
reappears, replace the
sensor. Verify the
diagnostic code is no
longer Active with the
new sensor installed.
Clear all Logged
NOT OK There is likely a short
circuit between the
Sensor Harness
Connector and the ECM.
Leave the sensor
disconnected. Refer to
P-501: Inspecting
Electrical Connectors. If
NOT OK, proceed to
Step 6.
86
5
TEST STEP
RESULT
DIAGNOSIS/ACTION

long) with Deutsch Pin Terminals on both ends.
Monitor the Active Diagnostic Code Screen before and
after installing the jumper wire (short circuit) between
terminal-A (+8V) and terminal-B (Return) of the suspect
sensor connector (engine harness side). Wait at least 10
seconds for the Sensor Supply SHORTED Low
diagnostic 41-04 code to become Active.
See Figure P-512.2.
The Sensor Supply SHORT circuit diagnostic 41-04
code should become Active when the jumper is
installed.

at the sensor. Remove
next step.
Common or Sensor
Harness between the
ECM and the sensor.
Refer to P-501:
Connectors. STOP.
87
5
HD Connector view

A
C
Jack
Plug
P512.2
TEST STEP
RESULT
DIAGNOSIS/ACTION
Step 5: Create Short Circuit Between Signal And Return

Terminals At The Sensor Connector
long) with Deutsch Pin Terminals on both ends. Install the
jumper wire (short circuit) between terminal-C (Signal)
and terminal-B (Return) of the suspect detonation sensor
connector (engine harness side).
Attempt to start the engine.
Note: If the engine starts, it will normally shut down within
10 seconds due to the Detonation Sensor diagnostic code.
If the engine will not start, crank the engine continuously for
at least 10 seconds to allow the ECM to register Detonation
Sensor Diagnostic codes.
Electronic Service Tool. Check for Active Detonation
Sensor SHORTED LOW 1501-04, 1505-04, 1509-04,
1513-04, 1502-04, 1506-04, 1510-04, 1514-04 diagnostic
codes.
Check for an Active 41-04 +8 VDC Sensor Supply
Voltage Shorted Low diagnostic code.
See Figure P-512.2.
A Sensor SHORTED LOW diagnostic code should be
Active with the jumper installed.
A 41-04 +8 VDC Sensor Supply Voltage Shorted Low
diagnostic code should NOT be active.
88
OK The engine harness and

ECM check OK.
sensor connector. Refer
to Inspecting Electrical
the sensor. If the OPEN
sensor. Clear all Logged
NOT OK Most likely there is an
OPEN circuit in either the
Sensor Common or
Sensor Signal wire in the
Engine Harness between
the ECM and the sensor.
Remove the jumper.
Refer to P-501:
41-04 ACTIVE A 41-04 diagnostic
becomes active when the
jumper is installed. There
is likely a short circuit in
the harness between the
sensor signal and supply
wires. Refer to P-501:
5
TEST STEP
RESULT
DIAGNOSIS/ACTION

Engine Control Switch to the OFF position and remove
the power connector on the Engine Mounted Panel.
Use a wire removal tool to remove the suspect detonation
signal wire from P2.
Restore power to the engine control system and attempt
to start the engine. Crank the engine for a minimum of 10
seconds.
Check the TIPPS Active Diagnostic Code Screen. An
OPEN circuit diagnostic code should become Active for
the disconnected detonation sensor input.
OK Either the OPEN circuit

disconnected (open
circuit), or the SHORTED
LOW diagnostic code is
NOT Active with the
installed. Repair or
replace the Detonation
Sensor harness as
necessary. Refer to
Connectors. STOP.
NOT OK Replace the ECM. STOP.

Insert a jumper wire with Deutsch Sockets on both ends
between the suspect sensor input terminal of P2 (refer to
diagram for signal terminals) and P1 terminal-19 (Unused
Return).
Attempt to start the engine. Crank the engine for a
minimum of 10 seconds. A SHORTED LOW diagnostic
code should become Active with the jumper wire
installed.
See Figure P-512.3.
See Figure P-512.2.
OPEN circuit and SHORTED LOW diagnostic codes are
89
5
ECM Connector P2
Function
9
13 12 11 10
23 22 21 20 19
Pin Location
Input A
18 17 16 15 14
36
31 30 29 28
27 26 25 24
Input B
37
39 38 37 36
35 34 33 32
Input C
38
47 46 45 44
43 42 41 40
Input D
Input E
39
Input F
45
Input G
46
Input H
47
+8 VDC Supply
56, 57
52 51 50 49 48
57 56 55 54 53
69
70
68 67 66 65 64 63 62 61 60 59 58
Terminal Side
70 69 68 67 66 65
Return
63 62 61 60 59 58
44
54, 55
48
57
40
47
36
24
31
23
14
>PEI<
13 12 11 10
Wire Side
90
P512.3
5
P-513: ECM Start/Stop output circuit test
System Operation
The ECM contains the logic and outputs to control the
prelubrication, starting, and shutdown of the engine.
ECM Start/Stop logic is customer programmable and
responds to inputs from the Engine Control Switch,
Emergency Stop Switch, Remote Start Switch, Data
Link, and other inputs. The ECM provides +Battery
voltage at the Fuel Shutoff Solenoid, Starting Motor,
and Prelubrication Motor outputs at the appropriate
times to control the running of the engine.
The ECM supplies +Battery voltage to the

Prelubrication Motor relay when the Customer
Programmable Start/Stop Logic determines it is
necessary. The Prelubrication System may also be
programmed to perform a postlubrication operation
during engine shutdown to ensure the turbocharger
has adequate lubrication during coastdown.
The Fuel Shutoff Solenoid for this engine is the

energize to run type. The ECM supplies +Battery
voltage to the Fuel Shutoff Solenoid when the internal
ECM Start/Stop logic determines that fuel is required
to start or run the engine.
The ECM supplies +Battery voltage to the Starting
Motor relay when the Start/Stop Logic determines it is
necessary and removes voltage when the engine has
started or a customer programmable Overcrank Time
has expired.
ECM Start/stop output circuit schematic
ECM
Starting Motor Relay
J2 P2
Start
Return
10
20
1
2
Supply+
SupplyPrelubrication Relay
Prelubrication
Return
12
22
1
2
Supply+
Supply-
Fuel Shutoff Valve

Fuel Shutoff
Return
11
21
A
1
2
Supply+
Supply-
P513.1
91
5
Diagnostic codes
17-05
Fuel Shutoff Valve Open Circuit

An open circuit or short to +Battery is
detected while the ECM Gas Shutoff
Solenoid output is OFF. An internal voltage
pull-up resistor floats to +Battery when no
electrical load is present, indicating an open
circuit in the harness or solenoid.
Systems Response:
Troubleshooting
The engine will likely be unable Proceed with

to start due to the lack of fuel. P-513: ECM
Start/Stop
Output Circuit
Test
Note: This code does NOT occur when the

output is ON.
17-06
Fuel Shutoff Valve Short To Ground

The ECM detects excessive output current
on the Gas Shutoff output. This is likely
caused by a short in the harness or an
internally shorted Gas Shutoff Solenoid.
The ECM continue to retry to

energize the solenoid.
Proceed with
P-513: ECM
Start/Stop
The engine will likely be unable
Output Circuit
to start due to the lack of fuel.
Test
Note: This code does not occur when the

output is OFF.
17-12
Fuel Shutoff Valve Faulty

The Gas Shutoff Valve driver in the ECM is
OFF but the engine is still running, indicating
a faulty Gas Shutoff Valve or a short to
+Battery.
338-05
Prelubrication Output Open

detected while the ECM Prelubrication
output is OFF. An internal voltage pull-up
resistor floats to +Battery when no electrical
load is present, indicating an open circuit in
the harness or solenoid.
The ECM will disable the

ignition system to shut down
the engine.
position.
Proceed with
P-513: ECM
Start/Stop
Output Circuit
Test
The engine will likely be

without prelubrication.
Proceed with
P-513: ECM
Start/Stop
Output Circuit
Test
The engine will likely be

without prelubrication.
Proceed with
P-513: ECM
Start/Stop
Output Circuit
Test

output is ON.
338-06
Prelubrication Output Short To Ground

on the Prelubrication output, indicating a
possible short to -Battery.
output is OFF.
444-05
Starter Motor Relay Open Circuit

detected while the ECM Start output is OFF.
An internal voltage pull-up resistor floats to
+Battery when no electrical load is present,
indicating an open circuit in the harness or
solenoid.
The engine will likely be unable Proceed with

to crank.
P-513: ECM
Start/Stop
Output Circuit
Test

output is ON.
92
5
444-06
Starter Motor Relay Shorted Low

on the Start output, indicating a possible
short to -Battery.
Systems Response:
Troubleshooting
The engine will likely be unable

to crank.
Proceed with
P-513: ECM
Start/Stop
Output Circuit
Test

output is OFF.
Functional test
TEST STEP
RESULT
DIAGNOSIS/ACTION

Thoroughly inspect ECM Connector J2/P2, the Starting
Motor Relay, Prelubrication Relay, and Fuel Shutoff Valve
harness connections. Refer Inspecting Electrical

STOP.

associated with the Start/Stop circuit. Refer to the
schematic.
points from the Starting Motor Relay, Prelubrication
Relay, and Fuel Shutoff Valve to the ECM.
See Figure P-513.1.
See Figure P-513.2.
93
5
ECM Connector P2
13 12 11 10
23 22 21 20 19
Function
Fuel Shutoff
27 26 25 24
39 38 37 36
35 34 33 32
47 46 45 44
43 42 41 40
11
Return
18 17 16 15 14
31 30 29 28
Pin Location
21
20
Prelubrication
68 67 66 65 64 63 62 61 60 59 58
10
12
Return
57 56 55 54 53
69
70
Start
Return
52 51 50 49 48
22
Terminal Side
70 69 68 67 66 65
63 62 61 60 59 58
48
57
40
47
36
24
31
23
13 12 11 10
14
>PEI<
9
Wire Side
TEST STEP
P513.2
RESULT
DIAGNOSIS/ACTION
Step 2: Check For An Open Circuit Diagnostic Code


Check for an Active 17-05, 338-05, or 444-05 diagnostic

code on the TIPPS Active Diagnostic Code screen.
Start/Stop Open Circuit Diagnostic codes should NOT
be active.
94
5
TEST STEP
RESULT
DIAGNOSIS/ACTION
Step 3: Check For A Short To Ground Diagnostic Code

Attempt to start the engine. Allow the engine to complete
a complete cranking cycle.
code.
If the engine starts, turn the Engine Control Switch to the
STOP position.
Check for an Active 17-12 diagnostic code.
Diagnostic codes 17-06, 338-06, or 444-06 and 17-12
should NOT be Active.
OK The Start/Stop output

circuits are functioning
properly. Refer to
Connectors if
troubleshooting an
STOP.
NOT OK Diagnostic code 17-06,
338-06, or 444-06 is
Active indicating a short
circuit. Proceed to Step
5.
17-12 ACTIVE The ECM has turned the
Fuel Valve OFF but the
engine continued to run
(ignition is then disabled
to shut down the engine).
Replace the Fuel Shutoff
Solenoid. STOP.
Step 4: Check Harness For A Short To +Battery

not already done.
Determine if the suspect relay or solenoid is energized.
The ECM Start/Stop Outputs should be OFF when the
Engine Control Switch is in the STOP position.
OK There are no shorts to

+Battery. Proceed to
Step 6.
NOT OK Disconnecting the
suspect relay or solenoid
creates an audible click,
there is a short to
+Battery or the ECM has
a faulty driver. Use a wire
removal tool to remove
the suspect output wire
from ECM connector P2.
If the solenoid or relay is
still energized, there is a
short to +Battery in the
harness. Repair as
necessary. Otherwise,
disconnect J2/P2 and
check for damage or
corrosion. If the problem
the ECM. STOP.
95
5
TEST STEP
RESULT
DIAGNOSIS/ACTION
Step 5: Check Solenoid For Shorts

Disconnect the suspect relay or solenoid.
Attempt to start the engine with the suspect relay or
solenoid disconnected.
code.
Diagnostic code 17-06, 338-06, or 444-06 should NOT
be Active when the suspect solenoid or relay is
disconnected.
OK The short is present when

the solenoid or relay is
connected, and
disappears when
disconnected. Check the
solenoid or relay
connections for damage
or corrosion. Repair as
the suspect relay or
solenoid. STOP.
338-06, or 444-06 is still
Active when the suspect
relay or solenoid
disconnected. Proceed
to Step 7.
Step 6: Check Harness For An Open Circuit Or Short To

+Battery
Disconnect the suspect relay or solenoid.
not already done.
Short (connect) the harness wires of the suspect relay or
solenoid.
code.
Open Circuit diagnostic code 17-06, 338-06, or 444-06
should NOT be Active when the suspect solenoid
circuit is shorted.
OK The harness and ECM

check OK. Check the
solenoid connections for
Repair as necessary. If
the problem is not
resolved, replace the
suspect relay or solenoid.
STOP.
Step 7: Isolate Harness To Check ECM Operation

Use a wire removal tool to remove the +Battery supply
wire for the shorted circuit (P2 terminal 10, 11, or 12).
Attempt to start the engine with the suspect relay or
solenoid disconnected.
code.
See Figure P-513.2.
OK The short circuit is in the

harness. Repair or
replace the harness as
necessary. STOP.
338-06, or 444-06 is still
Active when the harness
is isolated from the ECM.
Diagnostic code 17-06, 338-06, or 444-06 should NOT

be Active when the suspect solenoid circuit is isolated
(disconnected) from the ECM.
96
5
TEST STEP
RESULT
DIAGNOSIS/ACTION
Step 8: Check ECM Output At J2

Engine Control Switch to the OFF position.
Disconnect J2/P2 and check for damaged or corroded
terminals. Repair as necessary.
Reconnect J2/P2. Use a wire removal tool to remove the
suspect solenoid driver and return wires at J2.
Install a jumper wire with Deutsch socket terminals at
each end between the +Battery Supply (Start,
Prelubrication, or Fuel Shutoff) and Return terminal of the
suspect circuit at the Breakout-T.
OK The ECM detects the

jumper at P2 but not at
the solenoid connector.
STOP.
the jumper at P2. Replace
the ECM. STOP.

code.
See Figure P-513.2.
Open Circuit diagnostic code 17-06, 338-06, or 444-06
should NOT be Active when the suspect solenoid
circuit is shorted.
97
5
P-514: Ignition primary circuit shorted or
open
System Operation
The Ignition Transformers receive primary current
from the ECM and deliver high voltage (8000 to 32000
Volts) to the spark plugs. Certain Transformer Driver
and Return circuits are combined inside the ECM.
Therefore, If multiple primary ignition diagnostic
codes are active, troubleshooting them one at a time
is an effective way to finding the root cause.
Transformer Primary Circuits Signals:
ECM Transformer Drivers send a +108 volt signal to
the high side of the ignition transformer primary
circuits. Cylinders that are 360 degrees apart in firing
order (both reach Top Centre simultaneously) share
the same high side driver inside the ECM. This means
that a high side short circuit on any cylinder will also
affect the cylinder that is 360 degrees apart.
ECM Transformer Returns provide a current limited
return to ground path for each ignition transformer
primary circuit. Transformer returns are diode
coupled inside the ECM in groups of four to one low
side driver. This means that a short to -Battery would
affect only one cylinder and a short to +Battery could
affect no more than 4 cylinders.
98
5
Ignition transformers schematic
Ignition
Transformer
ECM
J2 P2
Cylinder A1 Transformer Driver

Cylinder A1 Transformer Return
IGN01
1
2
2
IGN02
Cylinder B1 Transformer Driver

Cylinder B1 Transformer Return
3
4
14
15

16
17

24
25

26
27

32
33

34
35

40
41

42
43

48
49

50
51

58
59

60
61

5
18

52
62
Cylinder B2
1
2
IGN16
Cylinder A2
1
2
IGN15
Cylinder B6
1
2
IGN14
Cylinder A6
1
2
IGN13
Cylinder B8
1
2
IGN12
Cylinder A8
1
2
IGN11
Cylinder B5
1
2
IGN10
Cylinder A5
1
2
IGN09
Cylinder B7
1
2
IGN08
Cylinder A7
1
2
IGN07
Cylinder B3
1
2
IGN06
Cylinder A3
1
2
IGN05
Cylinder B1
1
2
IGN04
Cylinder A1
1
2
IGN03
Spark
Plug
Cylinder A4
1
2
Cylinder B4
P514.1A
99
5
Diagnostic codes
301-05
Cylinder 1 to 16 Ignition Primary Open
to
The transformer primary circuit has been

diagnosed to have an open circuit. The
source of the open is:
316-05
A broken Transformer Driver or Transformer

Return Wire, OR...
A failure within the transformer primary
winding, OR...
Systems Response:
Troubleshooting
The cylinder will misfire. The

warning lamp will flash. The
diagnostic code can be viewed
on TIPPS.
Proceed with
P-514b: Ignition
Primary Circuit
Shorted Or Open
The last two digits of the 300

(CID) number indicates the
diagnosed cylinder, (312-05
indicates an open on cylinder
12).
An internal ECM Control Module failure.

301-06 Cylinder 1 to 16 Ignition Primary Shorted The cylinder will misfire. The
warning lamp will flash. The
The transformer driver path has been
to
diagnostic code can be viewed
diagnosed to have a short due to:
on TIPPS.
316-06
A short in the wiring from the Transformer
The last two digits of the 300
Driver to the coil, OR...
(CID) number indicates the
diagnosed cylinder, (312-06
A short within the transformer, OR...
indicates a short on cylinder
An internal ECM Control Module failure.
12).
Proceed with
P-514b: Ignition
Primary Circuit
Shorted Or Open
Functional test
TEST STEP
RESULT
DIAGNOSIS/ACTION
Step 1: Check Electrical Connectors And Wiring

37-Terminal Engine Bulkhead Connector. Refer to
Inspecting Electrical Connectors for details.
the ECM Connector associated with the Ignition
Transformers circuit.
Check ECM Connector (Allen screw) for proper torque 6.0 Nm (4.4 lb ft).
points from the Engine Bulkhead Connector (EBC) back
to the ECM.
All connectors/pins/sockets are completely
mated/inserted, and the harness/wiring is free of
corrosion, abrasion or pinch points.
100
OK J2/P2 and the Engine

Bulkhead Connector are
in good condition.
or connectors as
problem. If conditions are
not resolved, proceed to
next step.
5
TEST STEP
RESULT
DIAGNOSIS/ACTION
Step 2: Check For Ignition Primary Open Or Short

Circuit Diagnostic codes
Attempt to start the engine and check if any of the
following diagnostic codes are Active: 301-05 to 316-05,
301-06 to 316-06, or 301-12 to 316-12.
Note: If a primary ignition circuit diagnostic is Logged but
not currently Active, continue to run the engine to full
operating temperature to try to recreate the problem.
Does TIPPS indicate any of the above Diagnostic
codes?
ACTIVE There is a short circuit in

SHORT
the ignition primary
(FMI=06 OR
circuit. Proceed to next
12)
step.
ACTIVE OPEN There is an open circuit in
(FMI=05)
the ignition primary
4.
LOGGED There may be an
ONLY
intermittent problem in
the harness. Examine the
harness and transformer
terminals. Inspect the
Ignition Harness for
abrasion, exposed wires
or damage. Inspect the
Engine Harness. Refer to
P-501: Inspecting
STOP.
Step 3: Disconnect The Ignition Rail Connector And

Crank The Engine
Warning!
engine is turning. Do touch wires associated with the
Ignition Transformer circuit wile the engine is cranking
or running.
NOTICE
Turn the gas supply OFF before performing this step.
Attempting to start the engine with the gas supply ON
and the ignition system disabled can charge the
exhaust system with unburned fuel that can ignite
unexpectedly, causing possible damage.
YES The short is probably

located in the harness
between P2 and the
Ignition Rail Connector.
Refer to P-501:
proceed to Step 6.
NO The short is located in the
internal ignition harness.
Proceed to Step 7.

Disconnect the Ignition Rail Connector.
Attempt to start the engine while viewing Active
diagnostic codes on TIPPS.
Note: Additional diagnostic codes (including all ignition
primary circuit open circuit codes) will be generated.
Concentrate only on the original code.
Is the original short circuit diagnostic code still active
with the Ignition Rail Connector disconnected?
101
5
TEST STEP
RESULT
DIAGNOSIS/ACTION
Step 4: Jumper Ignition Transformer Connector

Warning!
Do not run the engine with the HT ground wire from the
coil to the mounting bolt disconnected.
or running.
Visually inspect the Ignition Harness for corrosion or
damage.
Inspect the Transformer Connector and primary terminals
for corrosion or damage.
long) with Deutsch pin terminals on both ends.
Install the jumper (short circuit) between the Ignition
Harness Transformer Connector terminals.
Attempt to start the engine and check if the original open
circuit diagnostic code is still Active.
YES The ECM does not detect

next step.
NO TIPPS now displays a
short circuit diagnostic
code for the shorted
cylinder. The harness and
ECM check OK.
Ignition Transformer
connector. Refer to
the transformer and
retest. If the OPEN circuit
diagnostic code
Ignition Transformer and
clear all Logged
Is the original open circuit diagnostic code still active?

Step 5: Jumper Engine Bulkhead Connector
Warning!
or running.
NOTICE
Turn the gas supply OFF before performing this step.
Attempting to start the engine with the gas supply ON
and the ignition system disabled can charge the
exhaust system with unburned fuel that can ignite
unexpectedly, causing possible damage.
OK The Engine Harness and

the ECM check OK. The
open is in the Internal
Ignition Harness. Repair
or replace as necessary.
STOP.
NOT OK The ECM is not detecting
the jumper. The open is
likely in the Engine
Harness. Refer to P-501:

Disconnect the Ignition Rail Connector (EBC).
long) with Deutsch pin terminals on both ends.
Install the jumper (short circuit) between the suspect
cylinder primary circuit terminals of the Engine Harness
side of the Ignition Rail Connector.
Attempt to start the engine and check if the original open
circuit diagnostic code is still Active.
See Figure P-514b.3.
The original open circuit diagnostic code should no
longer be active. TIPPS should now display a short
circuit diagnostic code for the shorted cylinder.
102
5
TEST STEP
RESULT
DIAGNOSIS/ACTION

Warning!
or running.
Engine Control Switch to the OFF position and
disconnect the power connector on the Engine Mounted
Panel.
of corrosion or moisture.
If troubleshooting an Ignition Transformer Primary
SHORT circuit diagnostic code, Use a Wire Removal Tool
to remove the suspect Transformer Driver pin of the ECM
Connector P2.
OK The ECM is operating

correctly. Repair or
replace the engine
harness as required.
STOP.
NOT OK Either the OPEN circuit
disconnected (open
circuit), or the SHORT
circuit diagnostic code is
NOT Active with the
installed. Replace the
ECM. STOP.
If troubleshooting an Ignition Transformer Primary OPEN

circuit diagnostic code, Use a Wire Removal Tool to
remove the suspect Transformer Driver AND Transformer
Return pins from ECM Connector P2. Insert a jumper
wire with pin terminals at each end in place of the
removed wires.
Restore power to the engine control system and attempt
to start the engine.
the primary circuit with the Transformer Driver pin
removed.
A SHORT circuit diagnostic code should be Active for
the primary circuit with the jumper wire installed.
See Figure P-514b.4.
OPEN circuit and SHORT circuit diagnostic codes are
103
5
Ignition circuit ECM pin locations
ECM Connector P2
13 12 11 10
23 22 21 20 19
Transformer
Return Pin
Cylinder A1
18 17 16 15 14
27 26 25 24
31 30 29 28
Transformer
Driver Pin
1
Engine Cylinder
39 38 37 36
35 34 33 32
Cylinder B1
47 46 45 44
43 42 41 40
Cylinder A3
14
15
Cylinder B3
Cylinder A7
16
17
24
25
Cylinder B7
26
27
Cylinder A5
32
33
Cylinder B5
34
35
Cylinder A8
40
41
Cylinder B8
42
43
Cylinder A6
48
49
Cylinder B6
50
51
24
Cylinder A2
58
59
14
Cylinder B2
60
61
Cylinder A4
18
Cylinder B4
52
62
52 51 50 49 48
57 56 55 54 53
69
70
68 67 66 65 64 63 62 61 60 59 58
Terminal Side
63 62 61 60 59 58
70 69 68 67 66 65
57
48
47
40
36
31
23
>PEI<
13 12 11 10
Wire Side
TEST STEP
P514.2
RESULT
DIAGNOSIS/ACTION
Step 7: Check Transformer For A Short Circuit

Warning!
Visually inspect the Ignition Harness Transformer for
corrosion or damage.
Disconnect and visually inspect the Transformer
Connector for corrosion or damage.
Leave the Transformer disconnected and attempt to start
the engine.
disconnected primary circuit.
Is an OPEN circuit diagnostic code for the

disconnected transformer now Active?
104
YES Thoroughly inspect the

Ignition Transformer
connector. Refer to
the transformer and
retest. If the SHORT
Ignition Transformer and
clear all Logged
NO The short is in the Ignition
Harness. Repair or
replace the Ignition
Harness as necessary.
STOP.
5
P-515: Ignition transformer secondary
and spark plugs
System Operation
The Ignition Transformers provide high voltage to the
spark plugs to initiate combustion and are located on
top of the valve covers. The transformer secondary
circuit positive output connection is made at the spark
plug clip and the ground connection is made by the
transformer ground wire to the mounting bolt. Typical
transformer secondary resistance is between 8k and
25k Ohms.
The transformer secondary outputs an initial 8000V to
32000V to the spark plug to ionize the plug gap. Once
ionized, this voltage reduces to about 1000v with a
duration of about 400 uS.
The ECM can not diagnose faults on the Ignition
Transformer Secondary circuit. Open and shorted
secondary faults will not directly shut down the engine
but may lead to misfire which could shut down the
engine due to lug conditions. Low exhaust port
temperatures on cylinders with faulty ignition
components may also be observed (when individual
exhaust port temperature sensors fitted).
105
5
Functional test
TEST STEP
RESULT
DIAGNOSIS/ACTION
Step 1: Check The Transformer Secondary Hardware

Warning!
There is a Strong Electrical Shock Hazard unless the
system power is disconnected.
NOTICE
DO NOT use a metal brush on the Teflon extender!
Remove power from the control system. Turn the Engine
Control Switch (ECS) to the OFF/RESET position.
OK The transformer visually

appears good. Proceed
to next step.
NOT OK The transformer, plug
connection, or spring is
damaged. Replace the
failed piece part or
replace transformer.
Reset Diagnostic codes
on power up. STOP.
Disconnect the Ignition Transformer from the Ignition

Harness and remove the transformer from the engine.
Visually inspect the transformer body and the Grounding
wire for corrosion or damage.
Verify that the transformer secondary Ground wire Screw
and spark plug connections are not loose.
Visually inspect the spark plug connection inside the
transformer extender for corrosion or damage.
Check for solid connection between the transformer and
the spark plug.
Check the Teflon extender and around the transformer
mounting flange for signs of punch through (pin holes) or
arcing.
Note: Punch through is characterized by misfiring in the
engine without a diagnostic code.
Clean any carbon deposits from inside the transformer
extender using a brush and Isopropyl alcohol (or other
alcohol based cleaner). Do Not use a metal brush on the
Teflon extender!
Step 2: Check The Spark Plug
Remove the spark plug from the cylinder head.
Set the multimeter to the 20k Ohm scale, measure the
plug resistance from the Spark Plug Connector to the
Center Electrode.
Check the plug electrode gap for carbon build up or
excess oil deposits. Clean the electrodes. Verify the
correct plug gap.
OK The spark plug visually

appears good. Proceed
to next step.
NOT OK Replace and/or regap
spark plug. Reset
Diagnostic codes on
power up. STOP.
Visually inspect the plug for cracks in the ceramic

insulator.
The resistance should be less than 20k Ohms.
106
5
TEST STEP
RESULT
DIAGNOSIS/ACTION
Step 3: Check The Transformer Secondary For Opens

NOTICE
Perform the measurement away from large magnetic
fields such as a generator or an engine that is running.
Set the multimeter on the 200k Ohm scale and measure the
resistance from the plug clip to the grounding wire. The
resistance should be between 8k and 25k Ohms.
OK The transformer
electrically checks good.
NOT OK Replace the transformer.
on power up. STOP.
Step 4: Isolate Diagnostic code To Spark Plug Or

Transformer
Reinstall spark plug.
Exchange transformer with one from adjacent cylinder.
Reset Diagnostic codes on power up.
Run the engine to replicate the fault code.
CODE Replace the transformer.

FOLLOWS
TRANSFORM
on power up. STOP.
ER
CODE Replace the spark plug.
REMAINS
WITH
on power up. STOP.
ORIGINAL
CYLINDER
107
5
P-517: ECM Status indicator output
circuit test
System Operation
The ECM has four available outputs that indicate
engine operating status: RUN, CRANK TERMINATE,
ENGINE WARNING, and ENGINE SHUTDOWN.
They can be used to drive indicator lamps or to
interface with other controls. Each output provides a
0.3 Amp maximum current connection to -Battery
when ON, and an open circuit when OFF.
Note: These outputs do not provide sufficient current
to drive standard incandescent indicator lamps.
Replace indicators with those specified in the
Electrical System Schematic.
The RUN output signals that the engine is in the RUN
state, either running or about to start. A short to
+Battery or excessive electrical current on this output
will result in a diagnostic code.
The CRANK TERMINATE output indicates the engine
is operating above the preset engine speed required
to disengage the starter. A short to +Battery or
excessive electrical current on this output will result in
a diagnostic code.
The ENGINE SHUTDOWN output indicates that a
potentially engine damaging condition was detected
by the ECM and the engine was shut down. There are
no diagnostic codes associated with an electrical
problem on this output.
The ENGINE WARNING output indicates the ECM
detected an electrical problem in one of its inputs or
outputs. There are no diagnostic codes associated
with an electrical problem on this output.
108
5
Diagnostic codes
443-03
Crank Terminate Relay Shorted High

The ECM detects excessive CRANK
TERMINATE output current, indicating a
short to +Battery.
Systems Response:
Troubleshooting
The ECM will limit fault current

to.3 Amps and the status
display will not be correct.
Proceed with
P-517: ECM
Status Indicator
Output Circuit
Test

to.3 Amps and the indicator
status will not be correct.
Proceed with
P-517: ECM
Status Indicator
Output Circuit
Test

Proceed with
P-517: ECM
Status Indicator
Output Circuit
Test

Proceed with
P-517: ECM
Status Indicator
Output Circuit
Test

output is OFF.
445-03
Engine Run Relay Driver Shorted High

The ECM detects excessive RUN output
current, indicating a short to +Battery.
output is OFF.
323-03
Engine Shutdown Lamp Driver Shorted

High
The ECM detects excessive ENGINE
SHUTDOWN LAMP output current,
indicating a short to +Battery.
output is OFF.
324-03
Engine Warning Lamp Driver Shorted

High
The ECM detects excessive ENGINE
WARNING LAMP output current, indicating
a short to +Battery.
output is OFF.
109
5
Functional test
TEST STEP
RESULT
DIAGNOSIS/ACTION

Check and replace any burned out engine status indicator
lamps (if equipped).
Note: These outputs do not provide sufficient current to
drive standard incandescent indicator lamps. Replace
indicators with those specified in the Electrical System
Schematic.

STOP.
STOP TEST STOP.
Check equipment wiring to determine if engine status

indicators (RUN, CRANK TERMINATE, ENGINE
SHUTDOWN, ENGINE WARNING) are present and
directly controlled by the ECM status indicator circuit (P2
pins 28, 29, 30, and 31). Some indicator panels may
obtain engine status over a data link. If status indicators
are not directly controlled by the ECM, stop this test.
Thoroughly inspect ECM Connector J2/P2 and the RUN,
CRANK TERMINATE, ENGINE SHUTDOWN, and
ENGINE WARNING indicator circuit wiring and
connectors. Refer Inspecting Electrical Connectors for
details.
associated with the status indicator circuit. Refer to the
schematic.
points from the status indicators back to the ECM.
See Figure P-517.1.
See Figure P-517.2.
110
5
ECM Connector P2
13 12 11 10
23 22 21 20 19
Function
18 17 16 15 14
Run
27 26 25 24
31 30 29 28
Pin Location
28
39 38 37 36
35 34 33 32
Crank Terminate
29
47 46 45 44
43 42 41 40
Engine Shutdown
30
Engine Warning
31
52 51 50 49 48
57 56 55 54 53
69
70
68 67 66 65 64 63 62 61 60 59 58
Terminal Side
70 69 68 67 66 65
63 62 61 60 59 58
57
48
47
40
36
24
31
23
13 12 11 10
14
>PEI<
9
Wire Side
TEST STEP
P517.2
RESULT
DIAGNOSIS/ACTION
Step 2: Check For Active Status Indicator Diagnostic

codes
Connector.

Attempt to start the engine while viewing the status

indicators.
Check for Active diagnostic codes.
Diagnostic codes 323-03, 324-03, 443-03, or 445-03
should NOT be active.
111
5
TEST STEP
RESULT
DIAGNOSIS/ACTION
Step 3: Check For Proper Engine Status Indicators

Operation
Attempt to start the engine and determine if the RUN and
CRANK TERMINATE indicators function properly (if not
already done). Operate the engine under low load.
OK The status indicators are

working correctly. STOP.
Disconnect the Inlet Manifold Temperature Sensor

connector to create an Active Diagnostic Code and
observe the engine status indicators.
Disconnect the Filtered Oil Pressure Sensor to shut down
the engine and observe the engine status indicators.
The RUN indicator (if equipped) should activate when
the Engine Control Switch is turned to the START or
AUTO position.
The CRANK TERMINATE indicator (if equipped) should
activate when the engine has started.
The ENGINE WARNING indicator (if equipped) should
activate after the Inlet Manifold Temperature Sensor is
disconnected.
The ENGINE SHUTDOWN indicator (if equipped)
should activate after the Filtered Oil Pressure Sensor is
disconnected.
Step 4: Check Indicator For Shorts
Disconnect the suspect CRANK TERMINATE, RUN,
ENGINE WARNING, or ENGINE SHUTDOWN indicator
control wire at the electrical indicator (i.e., lamp or PLC
input).
indicators.
OK The short to +Battery is

no longer present Repair
or replace ECM driven
indicator as necessary.
STOP.

Step 5: Check Indicator Circuit Using A Jumper Wire
Disconnect ECM Connector J2/P2.
Observe the Engine Status Indicators while using a
jumper wire with Deutsch Pins crimped on each end to
connect between:
P2 pin-23 and P2 pin-28 (RUN)
P2 pin-23 and P2 pin-29 (CRANK TERMINATE)
P2 pin-23 and P2 pin-30 (ENGINE SHUTDOWN)
P2 pin-23 and P2 pin-31 (ENGINE WARNING)
Each lamp should illuminate only when the appropriate
jumper is inserted at the ECM Connector P2.
112
OK The harness and

indicators check OK.
Reconnect all connectors
and recheck ECM
indicator operation. If the
problem still exists,
NOT OK There is a problem in the
indicator circuit. Recheck
electrical connections,
wiring, etc., for damage,
corrosion, or abrasion.
Repair as required.
STOP.
5
TEST STEP
RESULT
DIAGNOSIS/ACTION
Step 6: Check For Shorts In The Harness

Use a wire removal tool to disconnect the suspect
CRANK TERMINATE, RUN, ENGINE WARNING, or
ENGINE SHUTDOWN indicator control wire from the
ECM connector.
indicators.
See Figure P-517.2.
OK The short to +Battery is in

the harness.
NOT OK The short circuit
diagnostic code is
present when the circuit
is disconnected from the
ECM. Disconnect J2/P2
and check for damage or
corrosion. Refer to
Connectors. If the
113
5
P-521: +5V Sensor voltage supply circuit
test
System Operation
Use this procedure to troubleshoot the system when
there is an Active, or easily repeated 262-03 +5 Volt
Supply Above Normal, or 262-04 +5 Volt Supply
Below Normal or if directed here by another
troubleshooting procedure.
The Electronic Control Module (ECM) supplies +5
VDC to the Inlet Manifold Temperature, Jacket Water
Temperature, Oil Temperature and Oil Pressure
Sensors. The +5V Sensor Supply is routed from the
ECM through ECM Engine Harness Connector J1/P1
terminal-2 to terminal-A of each +5 VDC sensor
connector. The supply voltage is 5.0 0.5 VDC.
The +5V Short Circuit Diagnostic Code is most likely
caused by a short or open circuit in the harness, next
likely is a sensor, and least likely is the ECM.
Analog sensor schematic
A
114
P521.1
5
ECM Connector P1
13 12 11 10
23 22 21 20 19
Function
18 17 16 15 14
Pin Location
+5 VDC Supply
35 34 33 32
Analog Return
43 42 41 40
31 30 29 28
27 26 25 24
39 38 37 36
47 46 45 44
69
70
Oil Temperature A Bank

Oil Temperature B Bank
Oil Pressure A Bank
68 67 66 65 64 63 62 61 60 59 58
Terminal Side
70 69 68 67 66 65
25
24
Oil Pressure B Bank
52 51 50 49 48
14
17
26
57 56 55 54 53
15
63 62 61 60 59 58
57
48
47
40
36
31
24
23
14
>PEI<
13 12 11 10
Wire Side
P521.2
Diagnostic codes
262-03
Systems Response:
+5 VDC Supply Shorted High
Electronic System Response All ECM 5 VDC analogue

The ECM supply voltage for the Inlet
sensor inputs assume default
Manifold Temperature, Jacket Water
values and all diagnostic codes
Temperature, Oil Temperature and Oil
for ECM 5 VDC analogue
Pressure Sensors is exceeding normal level,
sensors are disabled while this
indicating a possible short to a positive
Diagnostic Code is Active.
voltage source.
TIPPS may indicate DIAG next
to the default value sensor
Status to indicate the sensor is
operating at the value shown
due to an Active diagnostic
code.
Troubleshooting
Proceed with
P-521: +5V
Sensor Voltage
Supply Circuit
Test

position.
shut down.
115
5
262-04
+5 VDC Supply Below Normal

The ECM supply voltage for the Inlet
Manifold Temperature, Jacket Water
Temperature, Oil Temperature, Filtered and
Unfiltered Oil Pressure Sensors is below
normal level, indicating a possible short to
ground or short between sensor supply and
return.
Systems Response:
Troubleshooting

Proceed with
P-521: +5V
Sensor Voltage
Supply Circuit
Test

code.
position.
shut down.
Functional test
TEST STEP
RESULT
DIAGNOSIS/ACTION
Step 1: Connect An Electronic Service Tool And Note All

Connect TIPPS to the Service Tool Link Connector.
Access the TIPPS Active and Logged Diagnostic Code
screen(s) (wait at least 15 seconds for Diagnostic codes
to become Active).
Check for Active or Logged 262-03 +5 Volt Supply Above
Normal, or 262-04 +5 Volt Supply Below Normal
diagnostic code.
Select the condition of code 262-03 or 262-04.
ACTIVE A 262-03 or 262-04

diagnostic code is
ACTIVE. Proceed to
next step.
LOGGED A 262-03 or 262-04
ONLY
diagnostic code is
LOGGED but NOT active.
Refer to P-501:
Connectors. If OK,
proceed to Step 4.
NOT ACTIVE The +5 Volt Sensor
OR LOGGED
Supply is operating
correctly at this time.
STOP.
116
5
TEST STEP
RESULT
DIAGNOSIS/ACTION
Step 2: Disconnect +5V Sensors And Monitor Active

Diagnostic codes
Access the Active Diagnostic Code Screen and verify
there is an ACTIVE +5V Sensor Supply Diagnostic Code
(262-03 or 262-04).
Disconnect the following sensors and turn the Engine
Control Switch to the OFF position, then to the STOP
position: Inlet Manifold Temperature, Jacket Water
Temperature, Oil Temperature and Oil Pressure Sensors.
Check the TIPPS screen after disconnecting each sensor
to determine if disconnection of a specific sensor
deactivates the +5V Diagnostic Code.
Note: When the sensors are disconnected and the Engine
Control Switch is in the STOP position, Open Circuit
diagnostic codes will be Active/Logged when the +5V
diagnostic codes are no longer Active. This is normal. Clear
these diagnostic codes after this test step is completed.
Is the original +5V Diagnostic Code (262-03 or 262-04)
still Active?
YES The +5V Diagnostic Code

is still Active. Leave the
sensors disconnected.
NO Disconnecting a specific
sensor makes the +5V
Diagnostic Code no
longer Active. Reconnect
the sensor suspected of
causing the problem. If
the problem reappears,
and then disappears
following disconnection,
replace the sensor. Clear
all diagnostic codes.
Verify the repair
eliminates the problem.
STOP.
Step 3: Isolate The Sensor Supply Harness From The

ECM
Panel.
Disconnect J1/P1 and inspect for damage or corrosion.
Repair as necessary.
Use a wire removal tool to remove the +5 VDC supply
wire from ECM connector P1 terminal-2. Reconnect
J1/P1.
Access the Active Diagnostic Code Screen and
determine there is an ACTIVE +5V Sensor Supply
Diagnostic Code (262-03 or 262-04).
YES Isolating the Engine

Harness from the ECM
does not eliminate the
Active +5V Sensor
Diagnostic Code.
NO The +5V Diagnostic Code
is no longer Active when
the harness is isolated.
There is a short circuit in
the harness. Refer to
P-501: Inspecting
Electrical Connectors. If
OK, proceed to next
step.
Does the +5V Diagnostic Code remain Active with the

Engine Harness isolated?
117
5
TEST STEP
RESULT
DIAGNOSIS/ACTION
Step 4: Check The Engine Harness

Panel.
Disconnect P1 and verify ALL of the +5V engine sensors
attached to the P1 Engine Harness are disconnected
(Inlet Manifold Temperature, Jacket Water Temperature,
Oil Temperature, Filtered and Unfiltered Oil Pressure
Sensors).
Set a multimeter to measure resistance on the range
closest to, but not less than, 2k Ohms. Measure from P1
terminal-2 (+5VDC Supply) to each of the sensor signal
terminals (P1 terminals-14, 17, 24, 26, and 27) and to P1
terminal-3 (Analogue Return). Wiggle the harness during
measurement to reveal any intermittent short condition.
Measure the resistance from P1 terminal-2 (+5VDC
Supply) to engine ground.
OK The +5V line is not

shorted in the Engine
Harness. Reconnect all
connectors. There does
not appear to be a
problem at this time.
Clear all diagnostic
codes. Continue to
troubleshoot until the
original condition is
resolved. STOP.
NOT OK Repair the Engine
Harness. Clear all logged
diagnostic codes. Verify
problem. STOP.
See Figure P-521.2.

Each resistance measurement is more than 2k Ohms.
118
5
P-522: +8V Sensor voltage supply circuit
test
System Operation
Use this procedure to troubleshoot the system when
there is an Active, or easily repeated 41-03 +8 Volt
Supply Above Normal, or 41-04 +8 Volt Supply Below
Normal or if directed here by another troubleshooting
procedure.
The Electronic Control Module (ECM) supplies +8
VDC to the Inlet Manifold Pressure Sensor and the (8)
Detonation Sensors. The supply voltage is regulated
to 8.0 0.8 VDC.
The +8V Short Circuit Diagnostic Code is most likely
caused by a short or open circuit in the harness, next
likely is a sensor, and least likely is the ECM.
119
5
+8V Sensor voltage supply schematic
ECM
Inlet Manifold
Pressure Sensor
J1 P1
+8VDC
Inlet Manifold Pressure
Return
4
10
5
A
C
B
'B' Bank
Detonation Sensors
J2 P2
+8VDC
Detonation Input E
Detonation Input F
Detonation Input G
Detonation Input H
Return
57
44
45
46
47
55
+8V
Signal
Return
A
C
C
C
C
B
+8V
Cylinder 1 & 2
Cylinder 3 & 4
Cylinder 5 & 6
Cylinder 7 & 8
Return
'A' Bank
Detonation Sensors
+8VDC
Detonation Input A
Detonation Input B
Detonation Input C
Detonation Input D
Return
A
120
56
36
37
38
39
54
A
C
C
C
C
B
+8V
Cylinder 1 & 2
Cylinder 3 & 4
Cylinder 5 & 6
Cylinder 7 & 8
Return
P522.1
5
ECM Connector P1
13 12 11 10
23 22 21 20 19
ECM Connector P2
13 12 11 10
23 22 21 20 19
18 17 16 15 14
18 17 16 15 14
31 30 29 28
27 26 25 24
31 30 29 28
27 26 25 24
39 38 37 36
35 34 33 32
39 38 37 36
35 34 33 32
43 42 41 40
47 46 45 44
69
70
70
68 67 66 65 64 63 62 61 60 59 58
68 67 66 65 64 63 62 61 60 59 58
Terminal Side
Terminal Side
70 69 68 67 66 65
43 42 41 40
52 51 50 49 48
57 56 55 54 53
52 51 50 49 48
57 56 55 54 53
69
47 46 45 44
70 69 68 67 66 65
63 62 61 60 59 58
57
48
40
48
57
47
63 62 61 60 59 58
47
40
36
36
24
23
>PEI<
13 12 11 10
24
31
14
31
23
14
>PEI<
13 12 11 10
Wire Side
Wire Side
Pin Location
Function
Pin Location
+8 VDC Supply
Return
54
Return
Function
55
56
+8 VDC Supply
Return
+8 VDC Supply
57
P522.2
121
5
Diagnostic codes
41-03
+8 VDC Power Supply Shorted High

The ECM supply voltage for the Detonation
Sensors and Inlet Manifold Pressure Sensor
is exceeding normal level, indicating a
possible short to a positive voltage source.
Systems Response:
Troubleshooting

Proceed with
P-522: +8V
Sensor Voltage
Supply Circuit
Test

code.
shut down.
41-04
+8 VDC Power Supply Shorted Low

The ECM supply voltage for the Detonation
Sensors and Inlet Manifold Pressure Sensor
is below normal level, indicating a possible
short to ground.

Proceed with
P-522: +8V
Sensor Voltage
Supply Circuit
Test

code.
shut down.
122
5
Functional test
TEST STEP
RESULT
DIAGNOSIS/ACTION
Step 1: Connect An Electronic Service Tool And Note All

Connect TIPPS to the Service Tool Link Connector.
Access the TIPPS Active and Logged Diagnostic Code
screen(s) (wait at least 15 seconds for Diagnostic codes
to become Active).
Check for Active or Logged 41-03 +8 Volt Supply Above
Normal, or 41-04 +8 Volt Supply Below Normal diagnostic
code.
Select the condition of code 41-03 or 41-04.
ACTIVE A 41-03 or 41-04

diagnostic code is
ACTIVE. Proceed to
next step.
LOGGED A 41-03 or 41-04
ONLY
diagnostic code is
LOGGED but NOT
active. Refer to P-501:
Connectors. If OK,
proceed to Step 5.
NOT ACTIVE The +8 Volt Sensor
OR LOGGED
Supply is operating
correctly at this time.
STOP.
Step 2: Disconnect +8V Sensors And Monitor Active

Diagnostic codes
Access the Active Diagnostic Code Screen and verify
there is an ACTIVE +8V Sensor Supply Diagnostic Code
(41-03 or 41-04).
Disconnect the following sensors and turn the Engine
Control Switch to the OFF position, then to the STOP
position: Inlet Manifold Pressure and all Detonation
Sensors. Check the TIPPS screen after disconnecting
each sensor to determine if disconnection of a specific
sensor deactivates the +8V Diagnostic Code.
Note: When the sensors are disconnected and the Engine
Control Switch is in the STOP position, Open Circuit
diagnostic codes will be Active/Logged when the +8V
diagnostic codes are no longer Active. This is normal. Clear
these diagnostic codes after this test step is completed.
Is the original +8V Diagnostic Code (41-03 or 41-04) still
Active?
YES The +8V Diagnostic Code

is still Active. Leave the
sensors disconnected.
NO Disconnecting a specific
sensor makes the +8V
Diagnostic Code no
longer Active. Reconnect
the sensor suspected of
causing the problem. If
the problem reappears,
and then disappears
following disconnection,
replace the sensor. Clear
all diagnostic codes.
Verify the repair
STOP.
123
5
TEST STEP
RESULT
DIAGNOSIS/ACTION

ECM At J2/P2
disconnect the battery.
Disconnect J2/P2.
Inspect for damage or corrosion. Repair as necessary.
Reconnect J2/P2.
wires from P2 (terminal-56, terminal-57)
YES Proceed to next step.

the P2 harness. Refer to
P-501: Inspecting
If OK, proceed to Step 5.

ECM At J1/P1
Disconnect J1/P1.
Inspect for damage or corrosion. Repair as necessary.
Reconnect J1/P1.
wires from P1 terminal-4.
YES Isolating the Engine

Harness from the ECM
does not eliminate the
Active +8V Sensor
Diagnostic Code.
Temporarily connect a
test ECM with the 70-Pin
Breakout-T installed
between J1 and P1.
Recheck for an Active
+8V Diagnostic codes. If
the problem is resolved
with the test ECM, install
the old ECM to verify the
problem returns. If the
test ECM works and the
old one does not, replace
the ECM. STOP.
the P1 harness. Refer to
P-501: Inspecting
If OK, proceed to next
step.
124
5
TEST STEP
RESULT
DIAGNOSIS/ACTION
Step 5: Check The Engine Harness

Disconnect J1/P1, J2/P2 and verify ALL of the +8V
engine sensors (Inlet Manifold Pressure Sensor and the
(8) Detonation Sensors) are disconnected.
Set a multimeter to measure resistance on the range
closest to, but not less than, 2k Ohms. Measure from P1
terminal-4 (+8VDC Supply) to P1 terminals 5 (Return),
and 10 (Inlet Manifold Pressure). Wiggle the harness
during measurement to reveal any intermittent short
condition.
Measure from P1 terminal-4 (+8VDC Supply) to +Battery,
-Battery, and engine ground.
Measure from P2 terminal-56 (+8VDC Supply) to each of
the following sensor signal terminals (P2 terminals-36,
37, 38, 39, 44, 45, 46, 47, 55). Wiggle the harness during
OK The +8V line is not

shorted in the Engine
Harness. Reconnect all
connectors. There does
not appear to be a
problem at this time.
Clear all diagnostic
codes. Continue to
troubleshoot until the
original condition is
resolved. STOP.
Engine Harness. Clear all
logged diagnostic codes.
Verify the repair
STOP.
Measure from P2 terminal-56 (+8VDC Supply) to

+Battery, -Battery, and engine ground.
Measure from P2 terminal-57 (+8VDC Supply) to each of
the following sensor signal terminals (P2 terminals-36,
37, 38, 39, 44, 45, 46, 47, 55). Wiggle the harness during
Measure from P2 terminal-57 (+8VDC Supply) to
+Battery, -Battery, and engine ground.
See Figure P-522.2.
Each resistance measurement is more than 2k Ohms.
125
5
P-524: Throttle actuator solenoid circuit
test
System Operation
The ECM controls the position of the throttle plate by
adjusting current to the Throttle actuator. The Throttle
actuator contains its own power driver, the signal from
the ECM is 4 mA at zero throttle and 20 mA at full
throttle
Throttle actuator solenoid schematic

Throttle Valve
ECM
C
B
Setpoint +
Setpoint -
J1/44
J1/45
4-20mA +
4-20mA -
P524.1
Diagnostic codes
Systems Response:
Troubleshooting
1440-02 Throttle Output Driver Open Circuit
Proceed with
P-524: Throttle
Actuator
Solenoid Circuit
Test
Proceed with
P-524: Throttle
Actuator
Solenoid Circuit
Test
The Throttle solenoid driver inside the ECM

is energized and output current is below
normal, indicating an open circuit.
1440-07 Throttle Output Driver Short Circuit
The Throttle solenoid driver inside the ECM
is energized and output current is above
normal, indicating a shorted solenoid or
short to ground.
126
5
Functional test
TEST STEP
RESULT
DIAGNOSIS/ACTION


Throttle Actuator connections. Refer Inspecting Electrical

STOP.

associated with the Throttle circuit. Refer to the
schematic.
points from the Throttle Actuator to the ECM.
See Figure P-524.1.
See Figure P-524.2.
ECM Connector P1
13 12 11 10
23 22 21 20 19
Function
18 17 16 15 14
Pin Location
31 30 29 28
27 26 25 24
39 38 37 36
35 34 33 32
Throttle Actuator +
44
47 46 45 44
43 42 41 40
Throttle Actuator -
45
52 51 50 49 48
57 56 55 54 53
69
70
68 67 66 65 64 63 62 61 60 59 58
Terminal Side
70 69 68 67 66 65
63 62 61 60 59 58
48
57
40
47
36
24
31
23
13 12 11 10
14
>PEI<
9
Wire Side
P524.2
127
5
TEST STEP
RESULT
DIAGNOSIS/ACTION
Step 2: Check For An Active Short Circuit Diagnostic

Code
Connect Electronic Technician TIPPS at the Service Tool
Connector.
Check for an Active 1440-05 or 1440-06 diagnostic code
on the TIPPS Active Diagnostic Code screen.
Diagnostic codes 1440-05 or 1440-06 should NOT be
active.
OK The Throttle circuit

checks OK. Refer to
Connectors if
troubleshooting an
STOP.
ACTIVE The ECM detects a short
1440-06
in the Throttle circuit.
ACTIVE The ECM detects an
1440-05
open in the Throttle
4.
Step 3: Disconnect Solenoid And Check Active Codes

Disconnect the Throttle Solenoid.
Check for an Active 1440-06 diagnostic code on the
TIPPS Active Diagnostic Code screen.
Short Circuit Diagnostic Code 1440-06 should NOT be
active when the solenoid is disconnected.
OK A short circuit code is

active when the solenoid
is connected, and is not
active when the solenoid
is disconnected. Replace
the Throttle solenoid.
STOP.
Step 4: Install A Short Circuit At The Solenoid

Connector And Check Active Codes
Disconnect the Throttle Solenoid.
Install a jumper wire with pin terminals at each end into
the ECM Throttle Solenoid Connector.
OK The ECM and harness

check OK. Replace the
Throttle solenoid. STOP.
the jumper wire. Proceed
to Step 6.
Short circuit Diagnostic Code 1440-06 should be active

when the solenoid input is shorted.
Step 5: Disconnect The Harness From The ECM And
Check Active Codes
Use a wire removal tool to remove wires from P1
terminal-44 and P2 terminal-45.
See Figure P-524.2.
OK The ECM checks OK.

STOP.
NOT OK The ECM indicates a
short circuit when the
circuit is open at P1.
Diagnostic Code 1440-06 should NOT be active.
128
5
TEST STEP
RESULT
DIAGNOSIS/ACTION
Step 6: Install A Short Circuit At The ECM Connector

And Check Active Codes
Use a wire removal tool to remove wires from P1
terminal-44 and P1 terminal-45.
Install a jumper wire with socket terminals at each end
into P1 terminal-44 and P2 terminal-45.
OK The ECM checks OK.

STOP.
the short circuit at P1.
Diagnostic Code 1440-06 should be active when the

solenoid input is shorted.
129
5
P-525: Temperature sensing module
(TSM) test
System Operation
The Temperature Sensing Module (TSM) monitors
type K thermocouples at each cylinder exhaust port.
Thermocouple temperature readings are broadcast
over the CAT and CAN Data links for use by other
modules and can be viewed on TIPPS. The TSM
calculates the average temperature for each bank
(left and right), and generates Event Codes for each
of the following conditions: above high limit, above
average, and below average. A diagnostic code is
generated by the TSM for any thermocouple that is
open, shorted high, or shorted low.
130
5
TSM Schematic
ITSM
J39
J40 P40
J
N
CAT Data+
CAT Data-
Cylinder # A1 Thermocouple
r
f
2
1
K
M
D
CAN Data+
CAN DataCAN Shield
Cylinder # B1 Thermocouple
R
W
2
1
A
B
+Battery
-Battery
J
E
2
1
k
a
2
1
AC
v
2
1
V
M
2
1
q
e
2
1
AE
y
2
1
H
B
2
1
Z
P
2
1
u
j
2
1
AG
AA
2
1
AF
z
2
1
t
h
2
1
Y
O
2
1
G
A
2
1
NOTE :
Pin 3 on each thermocouple plug is
cable screen
A
P525.1
131
5
Diagnostic codes
591-12
Internal ITSM Problem

The ITSM detects a problem in its EPROM
memory circuit.
1201-03 Cylinder A1 through Cylinder A8 and B1

through B8 Thermocouple Shorted High
through
The ITSM detects a Cylinder thermocouple
1216-03 input is shorted to +Battery.
through B8 Thermocouple Shorted Low
through
1216-04 input is shorted to -Battery or ground.
Systems Response:
Troubleshooting
Exhaust temperature
monitoring and protection is
lost and a diagnostic code is
generated.
Replace the
ITSM.
Exhaust temperature
monitoring and protection is
lost and a diagnostic code is
generated.
Proceed with
P-525:
Integrated
Temperature
Sensing Module
(ITSM) Test

through B8 Thermocouple Open Circuit
through
1216-05 input is open circuit.
1221-03 Turbo Inlet Thermocouple Shorted High
1221-04 Turbo Inlet Thermocouple Shorted Low
1221-05 Turbo Inlet Thermocouple Open Circuit
132
5
Functional test
TEST STEP
RESULT
DIAGNOSIS/ACTION

Thoroughly inspect ECM Connector J1/P1, the TSM
connector, and each thermocouple connection. Refer
associated with the TSM circuit. Refer to the schematic.

Note that all
thermocouple wiring must
be k-type. STOP.

points.
See Figure P-525.1.
Step 2: Check TSM Communications With TIPPS
Connect TIPPS at the Service Tool Connector and
access the TSM port temperature screen.
A temperature reading or a diagnostic code should be
present for each monitored port.

NOT OK Make sure the TSM
Application Configuration
Number is set to 12 for
this application. Ensure
the TSM has been
programmed (new or
replacement TSM's) Note
that the Engine Control
Switch must be in the
STOP position in order to
program. If the problem is
not resolved, verify TSM
supply voltage and the
data link circuits are
working properly. Refer to
the Electrical System
Schematic. STOP.
Step 3: Check Diagnostic codes

Connect TIPPS at the Service Tool Connector and
access the TSM module diagnostic codes screen.
Check for Active Thermocouple Diagnostic codes CID =
1201 through 1216 and 1221 through 1224 (FMI 03 =
Short High, FMI 04 = Short Low, FMI 05 = Open).
Thermocouple diagnostic codes should NOT be active.
OK The TSM circuit checks

OK. Refer to Inspecting
Electrical Connectors if
troubleshooting an
STOP.
NOT OK Disconnect the TSM
connector J40/P40 and
inspect for damage or
corrosion. If the problem
is not found, replace the
suspect thermocouple.
Use only type K
thermocouple and wire
and observe proper
polarity. STOP.
133
5
P-526: Tecjet gas valve
System Operation
The Tecjet is an electronic gas injection valve for
single point injection and has integrated sensors and
electronics, which provides the correct gas flow in all
circumstances.
The ECM sends a PWM signal to the Tecjet which
converts this desired gas flow signal into a valve
position (which corresponds to the desired gas flow),
depending on the gas inlet pressure, the gas
temperature and the pressure difference over the
valve and the density of the gas.
The ECM reads the gas pressures and temperature
via a CAN bus.
The Tecjet unit is not user serviceable.
Tecjet circuit schematic

Tecjet Gas Valve
CAN +
CAN Signal
B+
B+
BCAN Hi-in
CAN Hi-out
G
K
R
L
B
S
50
34
V
N
42
58
CAN DL+
CAN DLCAN Shield
ECM
PWM Out 1
120R Resistor
To 24V Power
Supply Circuit
A
134
P526.1
5
Diagnostic codes
No diagnostic codes are currently available.
ECM Connector P1
13 12 11 10
23 22 21 20 19
Function
18 17 16 15 14
Pin Location
31 30 29 28
27 26 25 24
39 38 37 36
35 34 33 32
PWM Output
58
47 46 45 44
43 42 41 40
CAN Bus +
50
52 51 50 49 48
CAN Bus -
34
57 56 55 54 53
69
70
68 67 66 65 64 63 62 61 60 59 58
Terminal Side
70 69 68 67 66 65
63 62 61 60 59 58
48
57
40
47
36
24
31
23
13 12 11 10
14
>PEI<
9
Wire Side
P526.2
135
5
Functional test
TEST STEP
RESULT
DIAGNOSIS/ACTION

Turn the mode control switch to OFF. Thoroughly inspect
ECM connector J1 and the Tecjet connections.
associated with the Tecjet circuitry. Refer to the
schematic.

STOP.
Check the harness and wiring damage.
See Figure P-526.1.
See Figure P-526.2.
Step 2: Check CAN bus communications
Connect TIPPS at the Service Tool Connector. Turn the
engine control switch to STOP. View the measurements
screen giving gas pressures and temperatures (Group 8).
Readings should be obtained for fuel temperature, fuel
pressure and fuel valve differential.
OK The CAN bus to the

Tecjet is functioning
proceed to Step 4.
NOT OK The CAN bus to the
Tecjet is not functioning
repair or replace the
wiring as necessary.
Step 3: Check power supply to Tecjet

Turn engine control switch to OFF
Disconnect connector from Tecjet.
Turn engine control switch to STOP.

as necessary. STOP.
Using multimeter check for 24 volt supply between pins K

(+ve) and L and R (+ve) and L on the Tecjet connector.
Step 4: Check PWM signal
If available, connect oscilloscope between pins G (+ve)
and L on the Tecjet connector a PWM signal of nominal
500 Hz should be seen.
136
OK Replace Tecjet unit.

STOP.
as necessary. STOP.
6
Calibrations
P-602: Oxygen sensor calibration

procedure
System Operation
Periodic Calibration of the Oxygen Sensor is required
to ensure accurate readings and optimum engine
performance. Refer to the Operation And
Maintenance Manual for details. The engine must be
stopped and the sensor must be removed and placed
in uncontaminated air (free of exhaust system air) to
calibrate the sensor.
During the calibration, the ECM first establishes the
zero percent oxygen reference point by reading the
sensor after it has cooled for two minutes. Next, the
ECM energizes the Oxygen Sensor internal heater for
five minutes and then reads the surrounding air. The
surrounding air is assumed to be clean (20.95%
Oxygen). The calibration offset and span are
determined from these two points.
137
6
Diagnostic codes
Systems Response:
Troubleshooting
Oxygen Sensor Element Failed

1086-12 An Oxygen Sensor Calibration has
determined that the sensor is out of
tolerance.

remains active until an oxygen
sensor calibration is
successfully completed.
Engine performance and
emissions may be affected.
Proceed with
P-602: Oxygen
Sensor
Calibration
Procedure
Functional test
TEST STEP
RESULT
DIAGNOSIS/ACTION

Buffer, and Oxygen Sensor connections. Refer to
schematic.

STOP.
Step 2: Check Atmospheric Conditions
Determine the local temperature, humidity, and
barometric pressure.
Look up the maximum permissible relative humidity in the
table below.
See Figure P-602.1.

NOT OK Atmospheric conditions
are NOT favourable for
an Oxygen Sensor
Calibration. STOP.
Relative humidity must be less than the value shown in

the table.
138
6
Oxygen sensor calibration table
C/F)
C 12
14
16
18
20
22
24
26
28
30
32
34
36
38
54
57
61
64
68
72
75
79
82
86
90
93
97
100
96
90
85
75
65
60
50
45
40
35
35
30
25
25
20
97
90
85
75
65
60
50
45
40
35
35
30
25
25
99
90
85
75
65
60
55
45
40
40
35
30
30
25
25
25
101
90
85
75
70
60
55
50
45
40
35
30
30
25
25
102
90
90
80
70
60
55
50
45
40
35
30
30
25
25
104
90
90
80
70
65
55
50
45
40
35
30
30
25
25
105
90
90
80
70
65
55
50
45
40
35
35
30
25
25
107
90
90
80
75
65
60
50
45
40
35
35
30
25
25
109
90
90
85
75
65
60
50
45
40
35
35
30
25
25
110
90
90
85
75
65
60
55
45
40
40
35
30
30
25
112
90
90
85
75
65
60
55
50
45
40
35
30
30
25
113
Barometric Pressure
90
90
85
75
70
60
55
50
45
40
35
30
30
25
Guidelines For Calibrating The Oxygen Sensor

1. Find the crossing point using barometric pressure and ambient temperature at which
calibration will take place.
DO NOT calibrate the Oxygen Sensor if the relative humidity is greater than or equal to the
value shown.
2. DO NOT Calibrate the Oxygen Sensor if the Ambient Temperature is above 38 C (100 F).
3. DO NOT Calibrate the Oxygen Sensor If the relative humidity is above 90 percent.
4. If temperature is less than 12 C (54 F), use the 12 C (54 F) column.
A
P602.1
139
6
TEST STEP
RESULT
DIAGNOSIS/ACTION
Step 3: Check For Active Oxygen Sensor Diagnostic

codes
use the TIPPS Diagnostic Override to energize the
Oxygen Buffer.
RESULT 1 The codes listed above

are not Active. Proceed
to next step.
Check if a 1086-09, 1087-03, 1087-08, 1088-05, 1088-06

diagnostic code is Active.
RESULT 2 1088-05 Oxygen Buffer

Supply Shorted High or
1088-06 Oxygen Buffer
Supply Shorted Low
Refer to P-509A:
Supply Circuit. STOP.
Result 1: The diagnostic codes listed are NOT Active.

Result 2: A 1088-05 or 1088-06 diagnostic code is
Active.
Result 3: A 1086-09, 1087-03, or 1087-08 diagnostic
code is Active.
RESULT 3 Refer to P-509B:

Oxygen Sensor Signal
Circuit Test. STOP.
Step 4: Remove The Sensor And Start The Calibration
Warning!
The Oxygen Sensor may reach temperatures in excess
of 700 DegC (1300 DegF) during normal operation,
diagnostic override testing, and calibration. Wear heat
resistant gloves and do not handle the sensor element
until it has sufficiently cooled.
Remove the Oxygen Sensor element from the exhaust
system after it has had time to cool sufficiently.
Ensure the Oxygen Sensor element is exposed to
uncontaminated air.
access the Calibrations, O2 Calibration Screen.
Begin the calibration. The calibration takes approximately
twelve minutes to complete.
TIPPS should indicate the calibration was successful.
OK The Oxygen Sensor

Calibration was
successful. Proceed to
next step.
NOT OK The Oxygen Sensor
Calibration was NOT
successful. TIPPS will
display a diagnostic code
indicating the reason for
the failed calibration
attempt. If a 1086-12
diagnostic code is
present, repeat the
calibration procedure. If
calibration is not
successful after 3
attempts, replace the
sensor. Otherwise,
resolve all other active
diagnostic codes and
repeat the calibration
procedure. STOP.
Step 5: Verify Sensor Calibration

Turn the Oxygen Sensor Override parameter to ON.
Verify the Oxygen Sensor Status (Screen 9) is now ON.
Monitor the Actual Oxygen on the TIPPS Status Screen.
OK STOP.
NOT OK Repeat the calibration.
STOP.
The Actual Oxygen reading should stabilize to 20.95

within approximately 30 seconds.
140
6
P-603: Speed/timing sensor calibration
System Operation
The ECM has the ability to calibrate the mechanical
differences between the true Top Center (TC) of the
engine flywheel and TC on the Speed/Timing Gear on
the left rear camshaft gear. A timing calibration
magnetic pickup probe signals TC to the ECM when
the TC peg on the flywheel passes beneath. Any
offset between the flywheel TC and the Timing Gear
TC is then stored into memory.
Calibration of the timing is required only after a
replacement of the ECM, replacement of the
Speed/Timing Sensor, or any adjustments to, or
replacement of, the timing gear. The calibration
procedure is initiated using TIPPS. Following the
calibration, TIPPS will display either an OK message
after a successful calibration or a FAULT message
after a failed calibration.
Note: When carrying out a speed/timing sensor
calibration, the communications splitter cable
697/152 (if fitted) must be disconnected from the ECM
enclosure and the service tool connector fitted directly
into the connector on the ECM enclosure as shown in
illustration A on page 143.
141
6
Diagnostic codes
261-13
Engine Timing Calibration Required

Timing Calibration has not been performed
Systems Response:
Troubleshooting
The Engine Warning Lamp will

be illuminated.
Proceed with
P-603:
Speed/Timing
Sensor
Calibration
Functional test
TEST STEP
RESULT
DIAGNOSIS/ACTION
Step 1: Install Timing/Calibration Probe And TIPPS

CONTINUE Proceed to next step.
NOTICE
The timing peg in the flywheel must be aligned with the
pickup hole for the Timing Calibration Probe when
installed. The probe will be damaged on engine start up
if the probe is inserted with the peg not aligned. Rotate
the flywheel to position the flywheel peg under the
pickup hole. Always visually confirm that the peg and
pickup are aligned.
Remove the timing calibration plug from the engine
flywheel housing.
Visually inspect the pickup hole to confirm that it is
aligned with the timing peg in the flywheel.
Screw the probe into the flywheel housing until it contacts
the top of the peg.
Back the timing probe out from the flywheel surface
approximately 1 mm (0.04 in). Hand tighten the nut on
the pickup to secure the probe in place.
Connect the Timing Calibration Probe and TIPPS
according to the diagram.
See Figure P-603.1.
142
6
Speed/timing sensor calibration diagram
P603.1
TEST STEP
RESULT
DIAGNOSIS/ACTION
Step 2: Calibrate The Speed/Timing Sensors

Start and run the engine at a constant speed between
900 and 1200 rpm.
Access the Timing Calibration screen on TIPPS.
To calibrate the timing, press the space key on the
Electronic Service Tool keyboard and wait until the
Electronic Service Tool indicates the timing is
CALIBRATED.
Note: If the Electronic Service Tool display reads COULD
NOT CALIBRATE timing, the electronic injection timing has
not been set. Recheck the tool installation and tool operation
and try again to calibrate electronic injection timing. If the
crank and cam gears have been reassembled incorrectly
(relative to each other), the engine will not calibrate.
The Timing Calibration Procedure was completed
successfully.
YES The Timing Calibration

procedure was
completed successfully.
Disconnect the Timing
Probe and Timing
Calibration Harnesses.
Remove the Calibration
Probe and reinstall plug.
STOP.
NO Verify that the engine rpm
was stable ( 50 rpm)
during testing. Verify that
there are no Active
Diagnostic codes
preventing calibration. If
all of the checks are OK
but the timing still will not
calibrate, check the
Timing Probe Cable and
Timing Probe to verify it is
not bent. STOP.
143
6
P-604: Turbine inlet temperature interface
module calibration
System Operation
The turbine inlet temperature interface module
converts the K type thermocouple signal into a 420mA signal which the ECM translates into
temperature readings.
Functional test
Preparation for calibration
TEST STEP
RESULT
DIAGNOSIS/ACTION
Step 1: Remove Interface Module

Disconnect the engine starting battery.
Referring to figure P604.1, unplug the thermocouple from

the sensor rail at the front end of A bank.
Remove the four self tapping screws from the end plate of
the sensor rail and carefully remove the interface unit.
Disconnect the wiring from the interface unit.
A
144
P604.1
6
Connect to calibration equipment
TEST STEP
RESULT
DIAGNOSIS/ACTION
Step 2: Re-Calibration Connections

To re-calibrate the unit, a thermocouple simulator, 24 volt
DC supply and an accurate milliammeter/DMM are
required.
Connect the equipment as shown in P604.2
Note that if a T/C simulator with automatic internal cold
junction compensation is used, thermal equilibrium
between the simulator and TC-HEAD must be
established. In any case, the compensation applied to
the simulator must be equal to the TC-HEAD input
terminal temperature.
T/C
SIMULATOR
T/C
-
+
TC-HEAD
A
1
LOOP
mA
+
24V dc
P604.2
145
6
Calibrate
TEST STEP
RESULT
DIAGNOSIS/ACTION
Step 3: Re-Calibration
Referring to figure P604.3, ensure that the selector

switches are in the following positions:
Switch A: 2
Switch B: 2
Switch C: 6
If configuration has been changed, coarse range
potentiometer D must first be adjusted:
i. Set input to full scale (800 deg.C.)
ii. Turn Span potentiometer (Marked S on circuit board)
Adjust D to give a nominal 20mA output.
i. Set input to zero and adjust zero potentiometer
(Marked Z on circuit board) to give 4mA
ii. Set input to full scale and adjust span potentiometer
(Marked S on circuit board) to give 20mA
OK STOP.
Repeat (i) and (ii) as necessary
NOT OK Replace module.

STOP.
4-20 mA LOOP
+
1
TEST
-
S
A
B
C
D
Z
S
+
D
: Thermocouple Type
: Wire Break Detection
: Range
: Range
: Zero Adjust
: Span
A
3
+
4
THERMOCOUPLE
A
146
P604.3
6
NOTES:
147
General information
7
Glossary of terms
Aftercooler Temperature Sensor

This sensor measures aftercooler water temperature
and sends the signal to the Electronic Control Module
(ECM).
American Wire Gauge (AWG)
A measure of the diameter (and therefore the current
carrying ability) of electrical wire. The smaller the
AWG number, the larger the wire.
Analogue Sensors
Analogue Sensors produce a DC output signal that
can vary from +0.2 to +4.8 VDC. The sensors are
used to detect and convert a change in temperature
or pressure into an electrical signal.
Analogue Sensor Supply
The +5 VDC supply from the ECM is used to power
the analogue sensors. Refer to P-521: Analogue
Sensor Supply.
Analogue Sensor Return
The common line (ground) for the Analogue Sensor
supply from the ECM used to power the analogue
sensors.
Atmospheric Pressure Sensor
This sensor measures air pressure near the air filter
and sends a signal to the Electronic Control Module
(ECM).
Before Top Centre (BTC)
The 180 degrees of crankshaft rotation before the
piston reaches the very top of its travel during the
compression stroke (normal direction of rotation).
Bypass Circuit or Harness
Perkins Monitoring System

A modular electronic display that can communicate to
the Electronic Control Module (ECM) via the data link.
Code
Refer to Diagnostic Code.
Cold Mode
A mode of engine operation where the timing is
retarded and the low idle may be raised for engine
protection, reduced smoke emissions and faster
warm up time.
Component IDentifier (CID)
A number which represents each component in the
electronic control system. Refer to Section 4:
Diagnostic Terminology in this manual.
Communication Adapter Tool
The Communication Adapter Tool provides a
communication link between the ECM and the
Electronic Service Tool.
Computerized Monitoring System
An electronic display module unit that can
communicate to the Electronic Control Module (ECM)
using the data link.
Coolant Temperature Sensor
This analogue sensor measures jacket water
temperature and sends a signal to the Electronic
Control Module (ECM).
Crankcase Pressure Sensor
A circuit (usually temporary) used as a substitute for

an existing circuit, typically for test purposes.
This sensor measures the absolute crankcase

pressure and sends a signal to the Electronic Control
Module (ECM).
Calibration
Desired RPM
As used here, is an electronic adjustment of a sensor

signal.
An input to the electronic governor control within the

ECM. The electronic governor uses inputs from the
Throttle Position Sensor and Speed/Timing Sensor to
determine Desired RPM.
Data Link
A two wire electrical connection for communication
with other microprocessor based devices such as the
electronic monitoring system. The data link is also the
serial communication medium used for programming
and troubleshooting with Perkins Electronic Service
Tools.
Diagnostic Code
An indication of a problem or event in the electronic
system.
149
7
Digital Sensors
Flash
Digital Sensors produce a Pulse Width Modulation of

Duty Cycle type of signal. An example would be the
Manifold Pressure Sensor.
A type of computer memory chip. Specifically a

FLASH memory chip is similar to an EPROM but it
can be programmed or downloaded without being
removed from the Electronic Control Module.
Digital Sensor Supply

The +8 VDC supply from the ECM used to power the
Digital Sensors. Refer to P-522: Digital Sensor
Supply.
Digital Sensor Return
The common line (ground) for the Digital Sensor
Supply from the ECM used to power the digital (PWM)
type sensors.
FLASH Downloading
A way of programming or updating an ECM with an
Electronic Service Tool over the data link instead of
replacing components.
Fuel Ratio Control (FRC)
A type of connector manufactured by Deutsch that is

used on Perkins engines.
FRC Fuel Pos is a limit based on control of the fuel to

air ratio that is used for emission control purposes.
When the ECM senses a higher Turbocharger
Compressor Outlet Pressure (more air into cylinder),
it increases the FRC Fuel Pos limit (allows more fuel
into cylinder).
Duty Cycle
Fuel Temperature Sensor
Refer to Pulse Width Modulation.
This sensor detects the fuel temperature. The ECM

monitors the fuel temperature and adjusts calculated
fuel rate accordingly.
DT, DT Connector, Deutsch DT
EPROM
A type of computer memory chip. EPROM is defined
as an Erasable Programmable Read Only Memory.
Electronic Control Module (ECM)
The engine control computer that provides power to
the electronic system, monitors sensors and
component inputs, and acts as a governor to control
injection timing and the engine rpm.
Electronic Engine Control
The complete electronic system that monitors and
controls engine operation under all conditions.
Engine Monitoring System
A programmable system that allows the ECM to take
various actions (warning, derate, or shutdown) if an
engine parameter is out of range. An example would
be the ECM derating the engine if the oil pressure is
too low.
Event Code
Event Codes indicate an event that describes an
abnormal engine condition, such as low oil pressure.
They are not necessarily an indication of problems
within the Electronic System.
Failure Mode Identifier (FMI)
A number representing the type of failure a
component experienced (adopted from SAE standard
practice J1587 diagnostics). Refer to Section 4:
Diagnostic Terminology.
150
Full Load Setting (FLS)

Number representing fuel system adjustment made at
the factory to fine tune the fuel system. Correct value
for this parameter is stamped on the engine
information plate.
Full Torque Setting (FTS)
Similar to Full Load Setting.
Harness
The wiring bundle (loom) connecting all components
of the Electronic System.
Hertz (Hz)
Measure of frequency in cycles per second.
Keyswitch Input
An input to the Electronic Control System that the
ECM uses to determine when to be powered up or
powered down. When the input is energized
(connected to +Battery) the ECM is powered up.
Logged Diagnostic Codes
Describes codes which are stored in memory. They
can be an indicator of possible causes of intermittent
problems.
Oil Pressure Sensor
This analogue sensor measures engine oil pressure
and sends a signal to the Electronic Control Module
(ECM).
7
Open Circuit
Rated Fuel Limit
Condition where an electrical wire or connection is

broken, that prevents the signal or the supply voltage
from reaching its intended destination.
Indicates the maximum allowable fuel position. It will

produce rated power for this engine configuration.
Parameter
Reference Voltage
A programmable value or limit which determines the

characteristics or behaviour of the engine.
A regulated voltage supplied by the ECM to a sensor.

The reference voltage is used by the sensor to
generate a signal voltage.
Password
Sensor
A group of numeric or alphanumeric characters,

designed to restrict access to parameters. The
electronic system requires correct passwords in order
to change certain engine specifications (Factory
Passwords). Passwords are also required to clear
certain diagnostic codes.
A device used to detect and convert a change in

pressure, temperature, or mechanical movement into
an electrical signal.
Personality Module or Ratings Personality

Module
The module attached inside of the ECM which
contains all the instructions (software) for the ECM
and performance maps for a specific application.
Power Cycled
Applying power, removing power, and reapplying
power again to the Electronic Control Module (ECM).
Refers to cycling the keyswitch from any position to
the OFF position and back to the START/RUN
position.
Powered Down
Removing power from the Electronic Control Module
(ECM). Refers to cycling the keyswitch from any
position to the OFF/RESET position.
Powered Up
Applying power to the Electronic Control Module
(ECM). Refers to cycling the keyswitch from the
OFF/RESET position to the START position.
Pulse Width Modulation (PWM)
A signal consisting of variable width pulses at fixed
intervals, whose ratio of TIME ON versus total TIME
OFF can be varied (also referred to as duty cycle).
ON
10% Duty Cycle
OFF
A software program designed to adapt an Electronic

Service Tool to a specific application.
Short Circuit
A condition where an electrical circuit is
unintentionally connected to an undesirable point.
Example: a wire which rubs against the engine until it
wears off its insulation and makes electrical contact
with the frame.
Signal
A voltage or waveform used to transmit information,
typically from a sensor to the ECM.
Speed/Timing Sensor
Provides a Pulse Width Modulated Signal to the ECM,
which the ECM interprets as crankshaft position and
engine rpm.
Standard SAE Diagnostic Communications Data
Link
Refer to Data Link.
Static Timing
The basis for correct fuel injection timing and valve
mechanism operation, as determined by the Timing
Reference Ring and alignment of the rear gear group.
Also referred to as Base Timing.
Subsystem
As used here, it is a part of the Electronic System that
relates to a particular function, for instance throttle
subsystem, etc.
Supply Voltage
ON
50% Duty Cycle
OFF
ON
90% Duty Cycle
OFF
Service Program Module (SPM)
A constant voltage supplied to a component to

provide electrical power for its operation. It may be
generated by the ECM, or it may be engine battery
voltage supplied by the engine wiring.
TIME
Example of Pulse Width Modulation (PWM) Signals
151
7
Throttle Position
The ECM interpretation of the signal from the Throttle
Position Sensor.
Timing Calibration Sensor
A magnetic pickup installed in the Top Center (TC)
port. This sensor is used by the ECM to perform a
timing calibration.
TIPPS
A software program that runs on a personal computer
(PC), for programming and diagnostics.
Top Center (TC)
A reference to crankshaft position when the piston
has reached the very top of its rotation during the
compression stroke.
Total Tattletale
Total number of changes to all Programmable
Parameters stored in the ECM.
Manifold Sensor
This sensor measures the manifold pressure and
sends a signal to the ECM.
152
8
Wiring details
P-801: Wiring layout

The engine wiring harness consists of rectangular
section aluminium pipes, one for ignition wiring and
one for sensor/actuator wiring, down each side of the
engine. From these pipes are flexible connections to
the various sensors, actuators etc. and the Engine
Control Module enclosure.
The ECM is mounted in an enclosure fitted to the
engine behind the throttle valve. The ECM
connectors J1 and J2 are wired to additional
connectors on the enclosure.
The ECM enclosure also contains power distribution
terminals, a 24 volt circuit breaker and a relay.
Connectors are also provided on the ECM enclosure
for the service tool, OEM connectors and CAN bus for
remote display module.
153
8
Wiring layout
154
8
A Bank sensor rail layout
155
8
A Bank sensor rail wiring
156
8
B Bank sensor rail layout
157
8
B Bank sensor rail wiring
158
8
ECM Enclosure layout
159
8
ECM Enclosure wiring
160
8
ECM Enclosure wiring 2
J1,14
S7
21 22
S6
S10
20
23 24 25
ECM Enclosure wiring 2
S14
19
S7
A BANK SENSOR
PIN 10
J1,22
S16
10
S6
S15
J2,55
J2,57
J2,44
J2,45
J2,47
J2,46
P
N
J2,51
J2,17
J2,16
J2,3
1.5mm BS6231 UL1015 BLACK
J2,28
J2,22
S11
18 19 20
J2,11
J1,56
J1,35
J1,16
J1,18
16 17
11 12 13 14 15
J2,12
J2,30
J2,29
J1,21
J1,39
J1,38
A BANK SENSOR
PIN 9
S5
S5
J1,66
J1,28
J1,20
S10
J1,64
S1
S1
J1,23
10
OEM
0.5mm BS6231 UL1015 GREY
D
31
30
27 28 29
J2,31
21 22
J2,69
J2,70
26
S5
S3
23 24 25
S13
S12
ITSM
S14
S9
S8
J2,61
J2,60
J2,4
J1,61
J1,40
S9
S8
J1,41
J1,62
RELAY COIL 2
S5
COMMS
TWISTED
K
H
F
J2,52
J2,62
J2,50
J2,35
J2,34
IGNITION CONNECTOR 'B' BANK
J2,26
J2,43
J2,42
J2,27
DEUTSCH
HDP24-24-23PE
DEUTSCH
HD10-9-1939PE
DEUTSCH
HDP24-24-31SE (BASE)
(SUPPLIED WITH
CONNECTING PLUG
HDP26 24-31PE-L015
+ CONDUIT FITTING)
DEUTSCH
HD10-9-96P
SUPPLIED
WITH CAP
HDC16-9
697/145 1MW GAS ENGINE

J1 & J2 G4016 CONTROLLER INTERFACE
J1,26
J1,25
11 12 13 14 15 16
J1,58
S4
S3
SENSOR CONNECTOR 'B' BANK
S12
DEUTSCH
HDP24-24-31PE
S13
17 18
J1,30
S1
A
P804.3B
161
8
ECM Enclosure terminal strip connections
162
8
Power and starter harness and wiring
163
8
Throttle valve and manifold sensor harness and wiring
164
8
A Bank ignition pipe layout and wiring
165
8
B Bank ignition pipe layout and wiring
166
8
Exhaust thermocouple harness and wiring
167
8
ITSM to ECM Enclosure harness and wiring
168
8
OEM Connection details
OEM Connection details

Start
Stop
Auto
Off
OEM Wiring
Engine Wiring
OEM Connector
Deutsch 31 Pin
Mode
Control
Switch
Auto Start
Contact
2
3
4
5
6
B + TO OEM
Controls
7
Timing Select
Fault Stop
Link if not required
8
9
Idle/Rated
On/Off Grid
10
11
12
B - To OEM
Controls
J1/70
ECM
J1/62
J1/61
J1/64
J1/31
B+
B+
J1/20
J1/23
J1/28
J1/66
B-
13
BEmergency Stop
4-20 mA
Optional
Input
14
J1/22
15
16
17
J1/36
J1/37
J1/18
18
Speed Trim
Potentiometer
5K 10 Turn
J1/16
19
Manual Pre-Lub
20
21
Gas Shutoff
Valve Relay
Crank Terminate
Engine Shutdown
Engine Alarm
J2/11
J2/21
J2/12
24
J2/22
25
Run Relay
J1/56
22
23
Pre-Lub Pump
Relay (Optional)
J1/35
26
J2/28
J2/29
27
J2/30
28
Low Gas Pressure
29
Low water Level
30
Low Oil Level
31
J2/31
A
J1/21
J2/70
J2/69
P811.1
169
8
ECM Enclosure connector pinouts
Communications connector
Note: S Numbers relate to terminals in the ECM enclosure
Communications Connector Deutsch HD10-9-96 P
Connection From
Cable Type
Connector Pin No.
Circuit
S1
0.5 mm sq
Battery Supply
S5
0.5 mm sq
Battery Supply
J1, 41
0.5 mm sq
TMG Calibration -
S8
Twisted Pair
Datalink +
S9
Twisted Pair
Datalink -
J1, 40
0.5 mm sq
TMG Calibration +
G
H
J
OEM Connector
OEM Connector - Deutsch HDP24 24-31PE
Connection From
Cable Type
Connector Pin No.
Circuit
Relay Coil
0.5 mm sq
Selector Switch, Common
J1, 62
0.5 mm sq
Selector Switch, Start
J1, 61
0.5 mm sq
Selector Switch, Stop
J1, 64
0.5 mm sq
Selector Switch, Auto
S10
0.5 mm sq
Digital Return
S1
0.5 mm sq
Battery Supply
S1
1.5 mm sq
Battery Supply
J1, 20
0.5 mm sq
Timing Select
J1, 23
0.5 mm sq
Fault Stop Switch
J1, 28
0.5 mm sq
10
Idle/Rated Switch
J1, 66
0.5 mm sq
11
On/Off Grid Switch
S5
1.5 mm sq
12
Battery Supply
S5
1.5 mm sq
13
Battery Supply
Em. Stop Button
0.5 mm sq
14
Remote Emergency Stop
J1, 36
0.5 mm sq
15
4-20 mA
J1, 39
0.5 mm sq
16
4-20 mA
J1, 18
Twin Screened
17
+5 V Speed Trim Control
J1, 16
Twin Screened
18
Speed Trim Control
J1, 35
Screen
19
Ground, Speed Trim Control
J1, 56
0.5 mm sq
20
Manual Pre-Lub. Switch
J2, 11
0.5 mm sq
21
Gas Shutoff Valve Relay
S11
0.5 mm sq
22
Gas Shutoff Valve Relay
J2, 12
0.5 mm sq
23
Pre-Lub Pump Relay
J2, 22
0.5 mm sq
24
Pre-Lub Pump Relay
J2, 28
0.5 mm sq
25
Run Relay
J2, 29
0.5 mm sq
26
Crank Terminate Relay
J2, 30
0.5 mm sq
27
Engine Shutdown Indication
J2, 31
0.5 mm sq
28
Engine Alarm Indication
J1, 21
0.5 mm sq
29
Low Gas Pressure Switch
J2, 70
0.5 mm sq
30
Low Water Level Switch
J2, 69
0.5 mm sq
31
Low Oil Level Switch
170
8
Ignition connector A bank
Ignition Connector A Bank Deutsch HDP24-24-21PE
Connection From
Cable Type
Connector Pin No.
Circuit
J2, 1
1.5 mm sq
Ignition Coil 1A +
J2, 2
1.5 mm sq
Ignition Coil 1A -
J2, 58
1.5 mm sq
Ignition Coil 2A +
J2, 59
1.5 mm sq
Ignition Coil 2A -
J2, 14
1.5 mm sq
Ignition Coil 3A +
J2, 15
1.5 mm sq
Ignition Coil 3A -
J2, 5
1.5 mm sq
Ignition Coil 4A +
J2, 18
1.5 mm sq
Ignition Coil 4A -
J2, 32
1.5 mm sq
Ignition Coil 5A +
J2, 33
1.5 mm sq
Ignition Coil 5A -
J2, 48
1.5 mm sq
Ignition Coil 6A +
J2, 49
1.5 mm sq
Ignition Coil 6A -
J2, 24
1.5 mm sq
Ignition Coil 7A +
J2, 25
1.5 mm sq
Ignition Coil 7A -
J2, 40
1.5 mm sq
Ignition Coil 8A +
J2, 41
1.5 mm sq
Ignition Coil 8A -
Spare
Spare
Spare
Ignition connector B bank

Ignition Connector B Bank Deutsch HDP24-24-23PE
Connection From
Cable Type
J2, 3
1.5 mm sq
J2, 4
J2, 60
Connector Pin No.
Circuit
Ignition Coil 1B +
1.5 mm sq
Ignition Coil 1B -
1.5 mm sq
Ignition Coil 2B +
J2, 61
1.5 mm sq
Ignition Coil 2B -
J2, 16
1.5 mm sq
Ignition Coil 3B +
J2, 17
1.5 mm sq
Ignition Coil 3B -
J2, 52
1.5 mm sq
Ignition Coil 4B +
J2, 62
1.5 mm sq
Ignition Coil 4B -
J2, 34
1.5 mm sq
Ignition Coil 5B +
J2, 35
1.5 mm sq
Ignition Coil 5B -
J2, 50
1.5 mm sq
Ignition Coil 6B +
J2, 51
1.5 mm sq
Ignition Coil 6B -
J2, 26
1.5 mm sq
Ignition Coil 7B +
J2, 27
1.5 mm sq
Ignition Coil 7B -
J2, 42
1.5 mm sq
Ignition Coil 8B +
J2, 43
1.5 mm sq
Ignition Coil 8B -
Spare
Spare
Spare
171
8
Power and starter connector
Power and starter connector
Connection From
Cable Type
Connector Pin No.
Circuit
S1
1.5 mm sq
Battery supply
S2
1.5 mm sq
Battery supply
S4
1.5 mm sq
Battery supply
S5
1.5 mm sq
Battery supply
J2, 10
1.5 mm sq
Starter Solenoid Relay Coil
Sensor connector A bank

Sensor Connector A Bank 31 Way Deutsch
Connection From
J2, 56
Cable Type
0.5 mm sq
Connector Pin No.

1
Circuit
Knock Sensor 8V Supply
J2, 54
0.5 mm sq
J2, 36
0.5 mm sq
Knock Sensor Signal 1A
J2, 37
0.5 mm sq
J2, 38
0.5 mm sq
J2, 39
0.5 mm sq
S15
0.5 mm sq
Closed Circuit Breather Switch
S16
0.5 mm sq
OEM14
0.5 mm sq
Emergency Stop
B Bank Rail
0.5 mm sq
10
Emergency Stop
S6
0.5 mm sq
11
Sensor Supply + 5V
S7
0.5 mm sq
12
Sensor Supply 0V
J1, 17
0.5 mm sq
13
Oil Temp Signal *
J1, 24
0.5 mm sq
14
Oil Pressure Signal *
J1, 15
0.5 mm sq
15
Raw Water Temp Signal *
J1, 27
0.5 mm sq
16
Water Temp Signal
S11
0.5 mm sq
17
Water Temp Return
J2, 13
0.5 mm sq
18
Oxygen Buffer Supply
J2, 23
0.5 mm sq
19
Oxygen Buffer 0V
J2, 67
0.5 mm sq
20
Oxygen PWM Signal
J1, 36
0.5 mm sq
21
Turbine Inlet Temp 4-20mA
S3
0.5 mm sq
22
Turbine Inlet Temp Supply
J1, 33
Twin Screened
23
Magnetic Pickup -
J1, 32
Twin Screened
24
Magnetic Pickup +
J1, 51
Screen
25
Magnetic Pickup Screen
26
Spare
27
Spare
28
Spare
29
Spare
30
Spare
31
Spare
172
8
ITSM Connector
ITSM Connector Deutsch HD10-9-1939PE
Connection From
Cable Type
Connector Pin No.
Circuit
S3
0.5 mm sq
Battery supply
S5
0.5 mm sq
Battery supply
S12
Twin Screened
CAN Bus +
S13
Twin Screened
CAN Bus -
S14
Screen
CAN Bus Screen
S8
Twisted Pair
CAT Data Link +
S9
Twisted Pair
CAT Data Link -
Sensor connector B bank

Sensor Connector B Bank 31 Way Deutsch HDP24-24-31PE
Connection From
Cable Type
Connector Pin No.
Circuit
J2, 57
0.5 mm sq
J2, 55
0.5 mm sq
J2, 44
0.5 mm sq
Knock Sensor Signal 1B
J2, 45
0.5 mm sq
J2, 46
0.5 mm sq
J2, 47
0.5 mm sq
S15
0.5 mm sq
S16
0.5 mm sq
J1, 22
0.5 mm sq
Emergency Stop Button
A Bank Switch
0.5 mm sq
10
Emergency Stop Button
S6
0.5 mm sq
11
Sensor Supply + 5V
S7
0.5 mm sq
12
Sensor Supply 0V
J1, 25
0.5 mm sq
13
Oil Temp Signal *
J1, 26
0.5 mm sq
14
Oil Pressure Signal *
S3
1.5 mm sq
15
Tecjet Supply
S4
1.5 mm sq
16
Tecjet Supply
J1, 58
0.5 mm sq
17
Tecjet Control PWM Signal
S12
Twin Screened
18
Tecjet CAN Bus +
S13
Twin Screened
19
Tecjet CAN Bus -
S14
Screen
20
Tecjet CAN Bus Screen
J1, 30
0.5 mm sq
21
Oil Pressure Switch (Optional)
S10
0.5 mm sq
22
Oil Pressure Switch (Optional)
S6
0.5 mm sq
23
S7
0.5 mm sq
24
J1, 14
0.5 mm sq
25
27
Spare
28
Spare
29
Spare
30
Spare
31
Spare
173
8
Throttle valve and manifold sensor connector
Throttle Valve and Manifold Sensor Connector Deutsch HDP24-24-21PE
Connection From
Cable Type
Connector Pin No.
Circuit
Spare
Spare
Spare
Spare
G
1.5 mm sq
Spare
S3
Spare
Spare
Throttle Valve Supply
S5
1.5 mm sq
Throttle Valve Supply
J1, 44
0.5 mm sq
Throttle Valve 4-20 mA +
J1, 45
0.5 mm sq
Throttle Valve 4-20 mA -
J1, 4
0.5 mm sq
Manifold Pressure Sensor +8V Supply
J1, 5
0.5 mm sq
Manifold Pressure Sensor 0V Supply
J1, 10
0.5 mm sq
Manifold Pressure PWM Signal
J1, 60
Screen
CAN Bus connector

CAN Bus Connector Deutsch HD10-3-96P
Connection From
Cable Type
S12
Twin Screened
S13
S14
174
Connector Pin No.
Circuit
CAN Bus +
Twin Screened
CAN Bus -
Screen
CAN Bus screen
8
G4016 Controller
Connection details - J1
Pin No
1
Function
Application
No Connection
Pin No
36
Function
Application
4-20 mA in 1 +
Analogue Power
+ 5 V To Sensors
37
4-20 mA in 1 -
Analogue Return
0 V To Sensors
38
4-20 mA in 2 +
Turbine Inlet Temp
Digital Power 8V
Man. Pres. Supply
39
4-20 mA in 2 -
Turbine Inlet Temp
Digital Return
Man. Pres. Return
40
Pass Speed 2 +
TMG Calibration
No Connection
41
Pass Speed 2 -
TMG Calibration
No Connection
42
J1939 Shield
CAN Bus Shield
HDSL +
CAT Data Link +
43
+ 12V S/T Power
HDSL -
CAT Data Link -
44
4-20 mA Out 1+
Throttle Actuator +
10
PWM in 1
Man. Pres. Signal
45
4-20 mA Out 1 -
Throttle Actuator -
11
PWM in 2
46
4-20 mA Out 2 +
12
PWM in 3
47
4-20 mA Out 2 -
13
PWM in 4
48
Dig Pulse Out 1
14
Analogue 1
Manifold Temp. Sig.
49
Dig Pulse Out 2
15
Analogue 2
Oil Temp B Bank ?
50
J1939 +
CAN Bus +
16
Analogue 3
Speed Pot. Input
51
Return
Screen A Bank
17
Analogue 4
OIl Temp. A
52
+ Battery
Battery +
18
Analogue Power
+5 V Speed Pot.
53
+ Battery
Battery +
19
Return
54
No Connection
20
SW in 1 in
Timing Select Sw.
55
+ Battery
Battery +
21
SW in 2 in
Low Gas Pres. Sw.
56
SW in (+B)
Manual Pre-Lub Select
22
SW in 3 in
Emergency Stop Sw.
57
+ Battery
Battery +
23
SW in 4 in
Normal Stop Sw.
58
PWM V Out 1
Tecjet Signal
24
Analogue 5
Oil Pres. A Bank
59
PWM V Out 2
25
Analogue 6
Raw Water Temp.
60
Return
26
Analogue 7
Oil Pres. B Bank
61
SW in 8
Control Sw Stop
27
Analogue 8
Water Temp. Signal
62
SW in 9
Control Sw Start
28
SW in 5 in
Idle/Rated Switch
63
- Battery
Battery -
29
SW in 6 in
64
SW in 10
Control Sw Auto
30
SW in 7 in
Pre-Lub Pressure
65
- Battery
Battery -
31
Return in
Switch Returns
66
SW in 11
On/Off Grid
32
Pass Speed 1 +
Speed Pickup
67
- Battery
Battery -
33
Pass Speed 1 -
Speed Pickup
68
SW in 12
CCB Fault ?
34
J1939 -
CAN Bus -
69
- Battery
Battery -
35
Return
Speed Pot. 0 V
70
Key SW (+B)
Battery +
175
8
G4016 Controller
Connection details - J2
Pin No
1
Function
Application
Pin No
Function
Application
Inj 1 Hi Side
Ignition Coil 1 +
36
Detonate A
Knock Sensor Signal
Inj 1 Lo Side
Ignition Coil 1 -
37
Detonate B
Knock Sensor Signal
Inj 2 Hi Side
Ignition Coil 2 +
38
Detonate C
Knock Sensor Signal
Inj 2 Lo Side
Ignition Coil 2 -
39
Detonate D
Knock Sensor Signal
Inj 15 Hi Side
Ignition Coil 15 +
40
Inj 9 Hi Side
Ignition Coil 9 +
PWM Out 1 Hi
41
Inj 9 Lo Side
Ignition Coil 9 -
PWM Out 1 Lo
42
Inj 10 Hi Side
Ignition Coil 10 +
PWM Out 2 Hi
43
Inj 10 Lo Side
Ignition Coil 10 -
PWM Out 2 Lo
44
Detonate E
Knock Sensor Signal
10
1.5A Dout 1
Starter Solenoid
45
Detonate F
Knock Sensor Signal
11
1.5A Dout 2
Gas Valve
46
Detonate G
Knock Sensor Signal
12
1.5A Dout 3
Oil Pre-Lub.
47
Detonate H
Knock Sensor Signal
13
1.5A Dout 4
Oxy. Buffer Supply
48
Inj 11 Hi Side
Ignition Coil 11 +
14
Inj 3 Hi Side
Ignition Coil 3 +
49
Inj 11 Lo Side
Ignition Coil 11 -
15
Inj 3 Lo Side
Ignition Coil 3 -
50
Inj 12 Hi Side
Ignition Coil 12 +
16
Inj 4 Hi Side
Ignition Coil 4 +
51
Inj 12 Lo Side
Ignition Coil 12 -
17
Inj 4 Lo Side
Ignition Coil 4 -
52
Inj 16 Hi Side
Ignition Coil 16 +
18
Inj 15 Lo Side
Ignition Coil 15 -
19
No Connection
20
Return
55
Return
0V Knock Sensors E-H
21
Return
56
Digital Power 8V
To Knock Sensors A-D
53
Return
Knock Sensor Screen
54
Return
0V Knock Sensors A-D
22
Return
57
Digital Power 8V
To Knock Sensors E-H
23
Return
Oxygen Return
58
Inj 13 Hi Side
Ignition Coil 13 +
24
Inj 5 Hi Side
Ignition Coil 5 +
59
Inj 13 Lo Side
Ignition Coil 13 -
25
Inj 5 Lo Side
Ignition Coil 5 -
60
Inj 14 Hi Side
Ignition Coil 14 +
26
Inj 6 Hi Side
Ignition Coil 6 +
61
Inj 14 Lo Side
Ignition Coil 14 -
27
Inj 6 Lo Side
Ignition Coil 6 -
62
Inj 16 Lo Side
Ignition Coil 16 -
28
300mA Dout 5
Run Indication
63
PWM Out 3 Hi
29
300mA Dout 6
Crank Terminate Ind.
64
PWM Out 3 Lo
30
300mA Dout 7
Shutdown Indication
65
Digital Power 8V
31
300mA Dout 8
Alarm Indication
66
Return
32
Ignition Coil 7 +
67
PWM In 5
Oxygen Signal
Inj 7 Lo Side
Ignition Coil 7 -
68
PWM In 6
Closed cct Breather Sw
34
Inj 8 Hi Side
Ignition Coil 8 +
69
PWM In 7
Low Oil Level
35
176
Inj 7 Hi Side
33
Inj 8 Lo Side
Ignition Coil 8 -
70
PWM In 8
Low Water Level

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Perkins 4016-E61TRS

Publication TSL4233, Issue 1.

3 Troubleshooting with an event code

4 Troubleshooting with a diagnostic code

Quick Reference Sheet For ECM Diagnostic codes

Diagnostic type and description

4016-E61TRS Diagnostic Manual, May 2000

4016-E61TRS Diagnostic Manual, May 2000

Quick Reference Sheet For Temperature Sensing Module Diagnostic codes

Diagnostic type and description

4016-E61TRS Diagnostic Manual, May 2000

4016-E61TRS Diagnostic Manual, May 2000

Detonation Sensors monitor the engine for excessive

4016-E61TRS Diagnostic Manual, May 2000

Perkins Electronic Service Tools for the Electronic

TIPPS communicates with the ECM to read

Required service tools

Single User License for TIPPS (Main

Communication Adapter Group for

Timing Calibration Harness

Timing Calibration Probe

Harness repair tool kit

4016-E61TRS Diagnostic Manual, May 2000

Engine cylinder arrangement

4016-E61TRS Diagnostic Manual, May 2000

4016-E61TRS Diagnostic Manual, May 2000

4016-E61TRS Diagnostic Manual, May 2000

4016-E61TRS Diagnostic Manual, May 2000

Gas analysis data and an Engine Performance data

Programmable Parameters can be classified into the

Timing control parameters

Displays the number of times the configuration

First desired base timing

Note: Parameters should only be changed while the

First Desired Timing is determined using the Methane

Second desired base timing

Certain Programmable Parameters may be protected

Second Desired Timing is determined using the

Engine identification parameters

Air fuel ratio control parameters

Engine serial number

4016-E61TRS Diagnostic Manual, May 2000

If an Exhaust Oxygen sensor fails, Oxygen Feedback

Speed control parameters

The Oxygen Sensor Override parameter may also be

Set the maximum range of the external speed control

Oxygen feedback enabled status

Engine accel. rate

Oxygen Feedback Enable Status can be set to

The Engine Accel. Rate parameter controls the rate at

4016-E61TRS Diagnostic Manual, May 2000

Auxiliary proportional gain

The engine governing mode can be set to Droop or

This parameter changes the governor reaction based

Engine speed droop

Auxiliary integral gain

This parameter changes the governor reaction based

4016-E61TRS Diagnostic Manual, May 2000

4016-E61TRS Diagnostic Manual, May 2000

4016-E61TRS Diagnostic Manual, May 2000

What happened, and when?

l What else occurred?

Engine overspeed set point

High jacket water temperature alarm